8 mars 2021 | Local, Naval
In defence of Canadian shipbuilding - Macleans.ca
Jeffrey F. Collins: It would be nice if there were an off-the-shelf ship Canada could acquire, but none exist. Nations build ships to meet their own operational demands.
Canada's first Arctic Offshore Patrol Ship expected in October
DAVID PUGLIESE, OTTAWA CITIZEN
The first Arctic Offshore Patrol Ship is expected to be delivered the first week of October, according to Department of National Defence officials.
The ship was originally supposed to be delivered this summer.
The ship will undergo various tests in the months following delivery. The formal acceptance of the vessel by the Royal Canadian Navy won't take place until early next year. The first vessel, HMCS Harry DeWolf, is expected to be ready for operations starting in the summer of 2019, according to DND officials.
Subsequent ships are to be delivered approximately every nine months, according to documents obtained by Postmedia using the Access to Information law.
The Arctic and Offshore Patrol Ship project will deliver five ships, with an option for a sixth, if affordable. The ships are designated as the Harry DeWolf Class, after Canadian wartime naval hero Vice-Admiral Harry DeWolf. The official RCN ship's class designation will be Arctic and Offshore Patrol Vessel or AOPV.
The AOPV will be capable of armed sea-borne surveillance of Canada's waters, including the Arctic, providing government situational awareness of activities and events in these regions, and cooperating with other government departments to assert and enforce Canadian sovereignty, according to the DND.
Construction of the first AOPV began in 2015 with HMCS Harry DeWolf.
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31 mars 2020 | Local, Aérospatial
North American aviation product, support & services businesses that are remaining open during the COVID-19 crisis
At Skies, we've heard from a number of Canadian aviation product, support and services businesses that are doing their best to keep our industry moving during this global pandemic. To ensure that operators can still access the support they need, here is a non-exhaustive list of companies who are still open for business in some capacity. This list will be updated regularly. If you would like your company to be added to the list, please email news@skiesmag.com. Airbus Helicopters Canada Air Georgian AirSuite Inc. Alpine Aerotech Anodyne Electronics Manufacturing Corp. Apex Industries Inc. ARTEX Atlantic Avionics Aurora Jet Partners Aviation Business Support Inc. Avmax AvroTecknik Aviation B.C. Aviation Council Boeing Distribution Inc. Cadorath Calm Air International Canadian Airports Council Canadian Air Parts, Ltd. Canadian Air Transport Security Authority Canadian Council for Aviation & Aerospace CanRep Inc. CanWest Aerospace Inc. CarteNav Solutions (Mission systems) Custom Helicopters DART Aerospace Eagle Copters Essential Turbines, Inc. EuroTec Canada Exchange Petroleum Execaire Fast Air – Air Charter Services Fast Air Jet Centre (FBO) Flight Data Systems FlightPath International FlightSafety Canada (Toronto and Montreal) Flying Colours Corp. FreeFlight Systems Global Airparts Inc. Heli-One Helitowcart Helitrades Heliwelders Canada Ltd. HM Aero Aviation Consulting ICARUS Aero, Inc. Image Air Innotech Aviation KADEX Aero Supply Ltd. Keewatin Air (Aircraft maintenance and hangarage) KF Aerospace Latitude Technologies Levaero Aviation Maxcraft Avionics Ltd. Mid-Canada Mod Center Moncton Flight College Morningstar Air Express National Airlines Council of Canada National Helicopters Inc. Nav Canada Pacific Coastal Airlines (Emergency charter services and reduced WestJet Link flights) PAL Aerospace PAL Aviation Services (Full-service FBO) Passport Helico (Commercial 702/703 and AMO) Perimeter Aviation Pratt & Whitney Canada Corp. Precision Aero Components Premier Aviation Québec Inc. Rocky Mountain Aircraft Rotor Services Ltd. Sander Geophysics Limited (Air cargo) SEI Industries Select Helicopter Services Ltd. Signature Flight Support – Edmonton Skyservice Business Aviation SKYTRAC Systems StandardAero Sunwest Aviation Szabo Aviation International TEAAM Aeromedical Technisonic Industries Ltd. Tradewind International, LLC TSL Aerospace Technologies Ltd. Turbolyft Aerospace Upper Valley Aviation Ltd. Vanguard Air Care Vmo Solutions Voyageur Aviation Corp. Wasaya Airways Western Propeller Wilderness Helicopters WinAir We're all in this together! #CanadianAviation https://www.skiesmag.com/news/canadian-aviation-product-support-services-businesses-that-are-remaining-open-during-the-covid-19-crisis/
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30 novembre 2018 | Local, Aérospatial, Naval, Terrestre, C4ISR, Sécurité
Why can't Ottawa get military procurement right?
Murray Brewster · CBC News The last couple of weeks may go down in the Trudeau government's public record as the point when the desires of deliverology met the drawbacks of defence procurement. Remember 'deliverology'? That lofty concept — measuring a government's progress in delivering on its promises — was the vogue in policy circles at the beginning of Prime Minister Justin Trudeau's administration. While it's sometimes derided as an empty concept, deliverology must have seemed tailor-made for a new government inheriting a troubled defence procurement system. The Canadian International Trade Tribunal's decision Tuesday to step into the brawl over which multinational consortium will design and support the construction of the navy's new frigates is another lesson in how (apologies to Robert Burns) the best laid plans of mice and men go awry. The tribunal's decision to order Ottawa to put the frigate project on hold pending the completion of their probe into a complaint by a failed bidder comes at a politically awkward time for the Liberals. One week ago, Auditor General Michael Ferguson delivered an ugly report on the Liberals' handling of fighter jet procurement — specifically, the plan to buy interim warplanes to cover the gap until the current CF-18 fleet can be replaced with new aircraft. Self-inflicted wounds A cynic's reflex (given the checkered history of defence purchasing over the last decade) might be to consider these two events as just another day at the office for the troubled government procurement system. That might not be entirely fair. Still, experts were saying Wednesday that the government is suffering from numerous self-inflicted political and administrative wounds on this file. With a federal election on the horizon, and in a climate of growing geopolitical instability, the question of what the government has actually managed to deliver on military procurement is an important one to ask, said Rob Huebert, an analyst in strategic studies at the University of Calgary. While the system, as the Trudeau Liberals and previous governments have constructed it, seems to be the perfect model of the "evidence based" policy making promised by the champions of deliverology, it's also not built for speed. Some would suggest the deliverology model was followed to the letter in the design competition now tied up before the trade tribunal and in Federal Court. What seemed like endless consultations with the bidders took two years. The government made up to 88 amendments to the tender. And in the end, the preferred bid was challenged by a competitor that claims not all of the navy's criteria were met. Alion Science and Technology Corp. and its subsidiary, Alion Canada, argue the warship Lockheed Martin Canada and BAE System Inc. want to sell to Ottawa cannot meet the speed requirements set by the tender without a substantial overhaul. It does not, the company claims, meet the government's demand for a proven, largely off-the-shelf design. Michael Armstrong, who teaches at Brock University and holds a doctorate in management science, said the government could have avoided the challenges and accompanying slowdowns had it been more precise in its language. "They could have been more clear and firm when they use the words 'proven design'," he said. "Did they literally mean we won't buy ships unless they're floating in the water? Or did they mean that British one that doesn't quite exist yet is close enough? "If they would have been more firm and said, 'We want a ship that actually exists,' that might have simplified things at this stage." Huebert described the auditor general's report on the purchase of interim fighters as an all-out assault on evidence-based policy making. "It is just so damning," he said. A break with reality The Conservatives have accused the Liberals of avoiding the purchase of the F-35 stealth jet through manufacturing a crisis by claiming the air force doesn't have enough fighters to meet its international commitments. The auditor found that the military could not meet the government's new policy commitment and even ignored advice that one of its proposed solutions — buying brand-new Super Hornets to fill the capability gap —would actually make their problems worse, not better. That statement, said Huebert, suggested a jaw-dropping break with reality on the government's part. "They [the Liberals] were just making things up," he said. It might have been too optimistic to expect the Liberals to fix the system, said Armstrong, given the short four years between elections. But Huebert said Ottawa can't carry on with business as usual — that the government now must deliver on procurement, instead of doubling down on rhetoric. The problem, he said, is that governments haven't really paid a price in the past for botched military procurement projects. There was "no political pain for the agony of the Sea King replacement, as an example," he said, referring to the two-decade long process to retire the air force's maritime helicopters. "The thing that makes me so concerned, even outraged, is that we are heading into a so much more dangerous international environment," said Huebert, citing last weekend's clash between Russia and Ukraine over the Kerch Strait and ongoing tension with Beijing in the South China Sea. "When things get nasty, we have to be ready." https://www.cbc.ca/news/politics/why-can-t-ottawa-get-military-procurement-right-1.4924800