23 mars 2022 | Information, Autre défense

Canada’s vision for a resilient North American trade relationship

Mary Ng outlines the benefits of the unique trilateral relationship between Canada, the United States, and Mexico.

https://www.brookings.edu/blog/up-front/2022/02/28/canadas-vision-for-a-resilient-north-american-trade-relationship

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  • Technologies That Will Shape The Future

    8 août 2019 | Information, Aérospatial

    Technologies That Will Shape The Future

    Graham Warwick Ubiquitous Drones Precision agriculture, infrastructure inspection, construction, real estate, aerial photography—using small unmanned aircraft systems (UAS) is already an everyday reality in many markets and in a regulatory environment that strictly limits how they can be used. As the FAA releases its first regulations for small UAS, or drones—rules years in the making—it is already under pressure to move quickly in allowing their use to expand beyond the initial limits of daylight, visual-line-of-sight operations to flight beyond line of sight and at night. Once permitted to fly beyond the operator's line of sight, small UAS of less than 55 lb. gross weight are expected to meet the bulk of the near-term demand for commercial unmanned aircraft. The market looks set to be dominated by a “drones as a service” business model, with customers wanting data. Next in line could be deliveries by UAS—consumer packages in cities or medical supplies in disaster zones—but this requires a means of enabling safe and efficient access to low-altitude airspace by multiple aircraft, unmanned and manned. NASA is pursuing this under its UAS Traffic Management research project. Ultra-High Bypass Commercial aircraft turbofans are getting bigger. Larger fans and higher bypass ratios mean greater propulsive efficiency and lower fuel consumption. Turbofans entering service in the early 2020s will have bypass ratios of 15-20, compared with 10-12.5 for the latest engines. But their increased size will force changes in wing and landing-gear design and, potentially, aircraft layout and engine location. Research is biased toward future turbofans being geared, for larger fans; but ultimately nacelle drag and weight will set a limit on their diameter. Open-rotor engines remain an option if demand for reductions in fuel consumption and emissions require even higher bypass ratios. Concerns with the airport noise and aircraft safety implications of open rotors remain to be fully allayed, but work continues. Laminar Flow Over the evolution of aircraft design, aerodynamics have improved continuously but seldom dramatically. The search for future increases in fuel efficiency, however, could lead to significant changes in aerodynamic design including more slender, flexible wings; natural laminar flow and active flow control; and unconventional configurations. Laminar flow reduces drag, but requires wings with tight tolerances that are difficult to achieve in manufacturing and smooth surfaces that are hard to keep free of contamination in service. But the potential for significant drag reduction has researchers in Europe and the U.S. developing ways to manufacture and maintain laminar-flow wings on airliners that could enter service by 2030. More slender and flexible wings will reduce drag and weight but require new structural and control technologies to avoid flutter. Techniques under development include passive aeroelastic tailoring of the structure using directionally biased composites or metallic additive manufacturing, and active control of the wing's movable surfaces to alleviate maneuver and gust loads and suppress flutter. High-speed cruise is a focus for aerodynamic improvement; another is high lift at low speed and potential use of compliant or morphing surfaces to adapt wing shape while reducing the noise and drag generated by conventional slats and flaps. Active flow control could also increase takeoff and landing performance, reduce noise and, NASA/Boeing tests show, increase rudder effectiveness for a smaller tail. Space Exploration Where humans are headed next in space may still be up for debate, but the technology steps required are becoming clearer. For the U.S., they begin with NASA's development of the heavy-lift Space Launch System (SLS) and Orion crew vehicle to send astronauts and equipment into deep space. SLS and Orion are scheduled to fly together in 2018 on an unmanned test flight around the Moon and back. A manned flight around the same loop is planned between 2021 and 2023. Both spacecraft are cornerstones of NASA plans to reach Mars with humans in the mid-2030s. As its launch vehicle and crew capsule mature, NASA plans to shift its human space focus from low Earth orbit to cislunar activities. These could include tests of an in-space habitat in orbit around the Moon, or at the Earth-Moon Lagrangian point, where astronauts can practice for the 200-day transit to Mars. With NASA's help, Elon Musk's SpaceX plans a private “Red Dragon” mission in 2018 to land a modified Dragon commercial capsule on Mars. Musk wants to fly to Mars on all subsequent launch windows, which come every 26 months, and land humans on the planet as early as 2025. The U.S. will not have space to itself as it pushes beyond low Earth orbit. China plans to launch its second orbiting laboratory in 2016, in preparation for a permanent space station to be completed in 2022, and wants to put astronauts on the Moon by 2036. India also has ambitions to fly humans there, but its first manned spaceflight is not expected before 2021. Teams and Swarms Many current military unmanned aircraft are costly and complex to operate, requiring significant manpower and mission preplanning. But advances in autonomy could unlock the power of lower-cost vehicles operating collaboratively in swarms or in teams with other aircraft, both unmanned and manned. The Pentagon's Strategic Capabilities Office is planning near-term fielding of 3-D-printed micro-UAS that are launched from flare dispensers on fighters to form swarms and conduct surveillance in contested airspace or overwhelm an adversary's defenses. Using more than 30 tube-launched Raytheon Coyotes, the Office of Naval Research is testing swarms of cooperating autonomous small UAS to measure their effectiveness in gathering intelligence, drawing enemy fire or jamming their defenses. As it looks for ways to penetrate and survive in heavily defended airspace, the Air Force Research Laboratory is pursuing demonstrations of both affordable, limited-life unmanned strike aircraft and autonomous air vehicles that act as “loyal wingmen” to manned fighters, carrying additional sensors and weapons. DARPA is developing methods of airborne launch and recovery of swarming UAS, and software to enable unmanned aircraft to collaborate with minimal human supervision. As a result of research programs such as these, the next generation of combat aircraft, planned to enter service in the U.S. and Europe in 2030-40, is expected to be a system of systems—a manned fighter controlling a fleet of cooperating UAS with different mission capabilities. Remaking Manufacturing The potential of additive manufacturing, better known as 3-D printing, has almost every industry in its grip, from food to chemicals. Aerospace is embracing additive cautiously because of the safety and reliability implications, but even so, applications are expanding at a rate unheard of for aviation. As a manufacturing technology, 3-D printing established its foothold with polymers, which the aircraft industry has been able to use for rapid prototyping and some flyable low-strength parts. But the real growth in adoption is coming with the maturing of metal additive-manufacturing processes. Aerospace manufacturing involves removing a lot of metal from formed pieces, and additive promises dramatic reductions in the “buy-to-fly” ratios—the weight of the raw material versus that of the finished part—for expensive materials such as lightweight, high-strength titanium and nickel alloys. First, industry must convince itself and airworthiness authorities that 3-D-printed parts are as good as those manufactured by conventional means, preferably better. This is happening, with GE Aviation additively manufacturing fuel nozzles, and Avio Aero making titanium-aluminide turbine blades for turbofans. These initial production parts are made using lasers or electron beams to melt metal powder. Aircraft structures involve larger parts and that means breaking “out of the box” created by the working volumes of powder-bed machines. Laser wire deposition enables larger components and is entering production. Additive manufacturing already allows part designs to be optimized to use less material, for lower cost and weight. With time, it will permit the microstructure of the material to be controlled throughout a part to maximize its performance. Eventually it will allow entirely new materials to be tailored. Spacecraft with additively manufactured parts are already operational, and Silicon Valley startup Made in Space is pursuing the potential for 3-D printing in space itself—to manufacture spacecraft structures such as reflectors, trusses or optical fibers for terrestrial communications. Controls and Displays From “steam” gauges developed by watchmakers to cathode ray tubes used in televisions to liquid crystal displays used in laptops, flight decks have taken advantage of technologies developed for wider commercial markets, adapting and ruggedizing them for use in aircraft. That is happening again as the consumer world embraces wearable technology. The first step is the development of head-mounted, near-to-eye displays that could ultimately replace head-up displays (HUD)—as the helmet-mounted display already has done onLockheed Martin's F-35 fighter. Elbit Systems and Thales are developing head-mounted displays for commercial aircraft as a lower-cost alternative to HUDs, particularly in smaller cockpits. Elbit's SkyLens wearable display is targeted for certification in 2017 on ATR regional turboprops. NASA and European researchers are experimenting with augmented reality using head-worn displays and sensors to detect and avoid hazards. Introduced in business aircraft, touch screens are moving to airliners with the Rockwell Collins displays for the Boeing 777-X, and avionics manufacturers are looking at speech recognition as a next step to reduce cockpit workload. Honeywell is experimenting with brain-activity monitoring to sense when a pilot is overloaded or his/her attention is wandering—with the potential to control flight-deck functions. Fly-by-wire is making its way into smaller aircraft, bringing flight-envelope protection, and this will accelerate with future electric light aircraft. The FAA believes advanced flight controls will emerge with automated takeoff and landing, “refuse-to-crash” hazard avoidance, 4-D flightpath management and “iPad-intuitive” displays that require fewer pilot-specific skills. Commercial Space With cargo deliveries moving forward and crew flights to begin by 2018, NASA is well on its way to establishing a commercial transportation infrastructure to low Earth orbit. For now, the only destination on this railroad to space is the International Space Station (ISS), but more will come. Assembled in orbit over 16 years and operated by a partnership of the U.S., Canada, Japan, Russia and 11 member states of the European Space Agency, the ISS is planned to remain operational to 2024. But entrepreneurs are looking at using the space outpost as a starting point for commercial stations. Fledgling private-sector activity is already underway on the ISS, notably NanoRacks using it as a launch platform for commercial cubesats delivered to orbit in bulk via cargo vehicle. In a next step, a prototype of Bigelow Aerospace's inflatable habitat has been berthed to the station for two years of testing. Bigelow is in negotiations with NASA to add a full-scale expandable habitat to the ISS, offering 330 m³ (12,000 ft.³) of internal space for commercial operations, and plans to have the first of two modules ready for launch in 2020. The company sees in-orbit satellite manufacturing as a promising application. Startup Axiom Space plans a small commercial station that, like Bigelow's B330, would start out as a module attached to the ISS. It would stay berthed to the station until a second module with solar arrays and propulsion arrives to take it to a lower-inclination orbit better suited to commercial launches. Axiom's aluminum habitat would be based on the ISS's existing modules, but the company has a long-term vision of building, within a generation, a free-flying “space city” reminiscent of the wheeled space station in the movie “2001: A Space Odyssey,” slowly rotating to generate artificial gravity at the rim. Autonomy Unleashed Progress with driverless-car technology has rekindled long-held hopes that flying can be made simpler, opening access to personal air travel as a viable alternative to road transport, particularly in gridlocked urban areas. Unmanned aviation is expected to lead the way in developing the required automated flight control and airspace management technologies, along with the sensors and algorithms needed to autonomously avoid hazards and collisions with other aircraft. Several startups in Silicon Valley and elsewhere have begun developing vehicles targeting the “on-demand mobility” market that NASA and others see emerging from the convergence of electric propulsion, autonomy, communication and perception technologies. Air taxis with simplified controls that nonpilots can use, or fully autonomous passenger-carrying aircraft, have significant acceptance and certification hurdles to overcome, along with issues such as energy efficiency or community noise, and remain years away. Assembly Unchained Carbon-fiber composites have reduced the weight and increased the performance of aircraft but have made them harder to produce, as the material is made simultaneously with the part. As manufacturers look ahead to future aircraft that can be built at higher rates with lower cost, a focus is on taking labor and time out of composites production. Automation is a major drive, and automated fiber placement is already displacing manual layup and automated tape laying where economically feasible. A next step, taken on the carbon-fiber wing of Bombardier's C Series, is to lay up easier-to-handle dry fiber, then inject it with resin during curing. Unlike resin-impregnated, or prepreg, carbon fiber, dry fiber does not require temperature-controlled storage and can be used to make complex preforms that are then resin transfer-molded. Skins can be integrated and cocured with ribs, stringers and other features to simplify assembly. Manufacturers want to get rid of expensive “monument” tooling that can act as bottlenecks in production, and that includes the autoclaves now used for curing. Out-of-autoclave composites that can be cured on the production line in vacuum bags and mobile ovens are gaining ground. But design and process advances are required to minimize the dimensional variability inherent in composite laminates, which is essential if the labor-intensive assembly of complex structures is to be automated and intermediate steps such as machining and shimming of joints eliminated. New design tools, manufacturing simulation software, process controls, tooling concepts and robotic manufacturing technologies are coming together—in research programs such as Europe's Locomachs—that promise significant reductions in cost and time for producing composite structures. Adaptive Engines Aviation propulsion has been through two transformations: from propellers to jets and from turbojets to turbofans. A third is underway, in the form of adaptive or variable-cycle engines. Where a turbofan has two streams of air—one flowing through and one bypassing the core—an adaptive-cycle engine has three. The fan can adapt to pump more air through the core for higher thrust or through the bypass ducts for higher efficiency and lower fuel burn, while providing more air to cool aircraft systems. General Electric and Pratt & Whitney have each been awarded $1 billion contracts to develop 45,000-lb.-thrust-class adaptive engines to power the next generation of U.S. fighters. Ground tests are to begin in 2019, and both engines could fly competitively in Lockheed Martin's F-35 Joint Strike Fighter in the early 2020s. Three-stream turbofans could also power future supersonic commercial transports, providing the combination of thrust, fuel economy and low airport noise required to meet environmental targets. New Shapes The conventional tube-and-wing aircraft has served aviation well, but researchers looking 20-40 years into the future see limits to the configuration's ability to continue delivering efficiency improvements. One is where to put the engines as bypass ratios and nacelle diameters increase. Another is how to keep driving down noise so that it can be entirely contained within the boundaries of the airport. Researchers are studying alternative locations allowing larger engine diameters—above the wing and on the tail—and where the airframe can provide some shielding of fan and/or jet noise. Aft-mounted engines would also permit a clean wing for drag-reducing laminar flow. Another variation on today's layout is the truss-braced wing, allowing a much longer span and higher aspect ratio for lower drag. Moving farther from the conventional are designs with turbofans, or electric propulsors, embedded in the tail where they ingest the fuselage boundary layer and reenergize the aircraft wake to reduce drag. Examples are the Aurora Flight Sciences/Massachusetts Institute of Technology “double-bubble” D8 being studied for NASA and the Propulsive Fuselage concept developed by Germany's Bauhaus Luftfahrt. More unconventional yet are the blended or hybrid wing body (BWB/HWB), a flying wing with increased aerodynamic and structural efficiency. Some remain skeptical of the design's suitability for passengers, but the HWB is a promising freighter/airlifter configuration. Turbofans, open rotors or distributed propulsors can be mounted above the fuselage, where the broad airframe provides significant shielding. High Speed After decades of on-again, off-again development, air-breathing hypersonic propulsion is tantalizingly close to being fielded in the form of high-speed cruise missiles. But much research remains before aircraft can accelerate from runways to beyond Mach 5 on air-breathing engines, for surveillance or strike missions or to lift payloads or passengers into low Earth orbit on reusable first stages. Recent Chinese and Russian hypersonic weapon tests have added urgency to DARPA and U.S. Air Force plans to fly the Hypersonic Air-breathing Weapon Concept demonstrator by 2020. This is a follow-on to the Boeing X-51 WaveRider scramjet engine demonstrator flown in 2010-13 and the precursor to an operational Mach 5-plus long-range cruise missile. As a next step, DARPA has resurrected plans to ground-test a turbine-based combined-cycle engine coupling a turbojet to a dual-mode ramjet/scramjet, all sharing the same inlet and nozzle, enabling air-breathing operation from standstill to hypersonic cruise. Such a propulsion system is required for the unmanned “SR-72” Lockheed Martin proposes flying in the 2020s. Space access vehicles could use a powerplant such as Reaction Engines' SABRE, which operates in both air-breathing and rocket modes. Inside the atmosphere, incoming air is precooled by a heat exchanger and burned with liquid hydrogen in the rocket. Outside the atmosphere, SABRE operates as a conventional rocket. Reaction Engines plans a full-scale ground demo in 2020. In-Space Propulsion As deep space beckons human exploration, the limitations of chemical propulsion are pushing other technologies to the fore. One of these is solar electric propulsion (SEP), long seen as key to taking humans to Mars. Because of the long flight times, Mars exploration strategies involve prepositioning infrastructure on the planet's surface for use by astronauts when they arrive. SEP-powered vehicles would slowly but efficiently accelerate large payloads into Martian orbit for eventual landing. With high-power solar arrays driving electric thrusters, SEP systems are much weaker than chemical thrusters but up to 10 times more efficient. This dramatically reduces the propellant required and therefore the launch mass, making it practical to send large payloads to Mars. NASA plans to demonstrate SEP on a robotic asteroid sampling mission in 2021, but the first flight could propel a large Mars orbiter scheduled for launch in 2022. Once in orbit, the solar arrays used for propulsion would power a ground-penetrating radar to search for water below the surface. Astronauts need faster transit times, but a return mission will still take more than three years with the best chemical propulsion. With the ability to generate high thrust with double the efficiency of chemical propulsion, a nuclear thermal rocket (NTR) could cut that time significantly. An NTR heats liquid hydrogen to high temperature in a nuclear reactor and expands it through a rocket nozzle to create thrust. Funding permitting, NASA hopes to ground-test a small NTR in 2022-24 and flight-test an engine on a lunar flyby demonstration within 10 years. Cockpit Visions Synthetic and enhanced vision systems (SVS/EVS) that enable pilots to land in poor visibility are common on larger business jets. Now they are coming together in combined vision systems (CVS) that are being targeted at airlines to improve pilot situational awareness and schedule reliability. EVS uses a forward-looking infrared (IR) sensor to augment the pilot's view of the outside world, usually projected in a head-up display (HUD). SVS uses a digital database to create a virtual representation of the outside world, usually presented on a head-down display, but it can be combined with EVS on the HUD. EVS has evolved, with the development of lower-cost uncooled and multispectral sensors that range from long-wave IR to optical wavelength. Elbit Systems' ClearVision system has six sensors including short-wave IR and visible light and is being expanded to detect other hazards, such as volcanic ash. Longer-term, sensors and systems developed to enable unmanned aircraft to autonomously detect and avoid other traffic are expected to find their way onto the flight decks of manned aircraft, fixed- and rotary-wing, to help pilots operate in the increasingly complex and diverse airspace of the future. Supersonics Civil aircraft development continues to focus on increasing fuel efficiency at subsonic speed, but there is a resurgence of interest in flying faster. NASA research into minimizing sonic boom looks set to remove one of the major barriers to economically and environmentally viable supersonic transports, but work on reducing airport noise and improving cruise efficiency is still needed. NASA plans to fly an X-plane, the Quiet Supersonic Transport (QueSST), in 2019 to demonstrate that a publicly acceptable level of sonic boom can be achieved through careful shaping of the aircraft. Community response data collected during QueSST flights should pave the way for regulators to remove the ban on civil supersonic flights over land. Some manufacturers are not waiting—Aerion Corp., for example, seeing a near-term market for a supersonic business jet. But Gulfstream, Boeing and others view quietening the sonic boom to a “soft thump” of 75 PLdB versus Concorde's 105 PLdB “double bang”—a 20-fold reduction—as a prerequisite for the economic viability of a business jet or small supersonic airliner. Studies continue into hypersonic airliners able to fly from London to Sydney in 2 hr. but are paced by the need to develop propulsion systems that can operate with the safety, reliability and efficiency required for commercial viability. The military, and potentially the suborbital and reusable launch industry, will lead in developing the technology, but it will take decades. Electric Dreams Still in its infancy, electric propulsion attracts interest and skepticism in equal amounts. All-electric power is already feasible for light aircraft, with today's lithium-ion batteries, but anything larger will likely have hybrid propulsion—ranging from using diesel engines or small turbines as range extenders to turboelectric generators driving distributed fans via cryogenically cooled superconducting systems. All-electric two-seater trainers are on the market. Hybrid-electric four seaters are on the horizon. NASA sees the next step, by the early 2020s, as a nine-passenger “thin-haul” commuter aircraft to restore air service to small communities. Researchers in both Europe and the U.S. believe a hybrid-electric airliner smaller than 100 seats is possible by 2030. But significant improvements in energy storage will be required. While electric power provides a path to zero emissions using renewable energy sources, it also enables novel aircraft configurations in which distributed propulsion synergistically couples with aerodynamics. These range from multirotor, vertical-takeoff-and-landing air taxis to large transports in which embedded electric propulsors ingest the boundary layer and reenergize the aircraft's wake to reduce drag. Altitude Advantage Anticipated improvements in platform and payload capabilities will enable small unmanned aircraft to enter many of the emerging low-altitude markets, from infrastructure inspection to package delivery, but commercial requirements for larger, more capable platforms are expected to materialize. One of these is for high-altitude, long-endurance aircraft able to stay aloft in the stratosphere for days or weeks to provide internet access in remote regions, restore communications and navigation after disasters or perform remote sensing more affordably and responsively than satellites. Facebook and Google are developing solar-powered stratospheric UAS, and Europe is pursuing two approaches to such high-altitude“pseudo-satellites”: Airbus Defense and Space's Zephyr S UAV is able to stay aloft for more than two weeks, and Thales Alenia Space's StratoBus autonomous airship for a year. Zephyr will enter service in 2017, and the heavier-payload StratoBus could follow by 2020. https://aviationweek.com/technology-milestones/technologies-will-shape-future?NL=AW-05&Issue=AW-05_20190808_AW-05_755&sfvc4enews=42&cl=article_5#slide-0-field_images-1491461

  • Gestion de la propriété intellectuelle en approvisionnement maritime et de défense

    9 janvier 2018 | Information, Naval

    Gestion de la propriété intellectuelle en approvisionnement maritime et de défense

    L'industrie et le gouvernement collaborent sur les principes de gestion de la propriété intellectuelle en approvisionnement maritime et de défense En 2017, Services publics et Approvisionnement Canada, le ministère de la Défense nationale, Innovation, Sciences et Développement économique Canada et la Garde côtière canadienne ont travaillé avec des représentants de l'industrie canadienne de la défense comme l'Association des industries canadiennes de défense et de sécurité (AICDS) et l'Association des industries aérospatiales du Canada (AIAC), par l'intermédiaire du Groupe consultatif de l'industrie de la défense, afin d'élaborer les principes de gestion de la PI en approvisionnement maritime et de défense. Les Principes de gestion de la PI en approvisionnement maritime et de défense (Principes) fournissent une base stratégique générale pour la gestion de la PI en approvisionnement maritime et de défense par le gouvernement du Canada. Les Principes : reflètent les intérêts nationaux du gouvernement et les besoins stratégiques en matière de capacités maritimes et de défense reflètent les intérêts de l'industrie de la défense dans la protection de la PI établie à titre privé en tant qu'actifs commerciaux et économiques précieux et en tant que facteur de création et de maintien d'une industrie maritime et de défense canadienne innovatrice reconnaissent que l'élaboration, la protection et la commercialisation de la PI font partie des priorités liées à la mise en œuvre de l'ensemble du programme socioéconomique du Canada, comme la croissance économique et les emplois reconnaissent que la gestion de la PI entre le gouvernement et l'industrie de la défense intervient dans des secteurs stratégiques et dynamiques sujets à des avancées technologiques importantes, et soulevant des enjeux militaires émergents aux plans des capacités et des vulnérabilités servent de cadre à des approches adaptables, souples, fondées sur des principes et axées sur les résultats qui mettent en œuvre des stratégies de gestion de la PI qui aident le gouvernement à se procurer les capacités nécessaires et à optimiser les ressources tout en renforçant l'innovation et la durabilité servent d'encadrement à l'identification des exigences en matière de PI, à la rédaction des marchés ainsi qu'à la conception et l'évaluation des soumissions depuis les premiers stades d'approvisionnement, tout comme servent d'encadrement de gestion de la PI tout au long du cycle de vie des actifs maritimes et de défense Les Principes cadrent avec la Politique sur les marchés du gouvernement du Canada et la Politique sur le titre de propriété intellectuelle découlant des marchés d'acquisition de l'État, qui prescrivent des approches pangouvernementales de la gestion de la PI notamment pour qualifier la titularité de la PI issue des marchés publics. Principes de gestion de la propriété intellectuelle en approvisionnement maritime et de défense Les Principes reflètent les principaux points d'accord entre le gouvernement et l'industrie de la défense du Canada s'agissant de l'approche que devrait suivre en matière de gestion de la PI pendant la durée de cycle de vie des actifs maritimes et de défense. Les Principes définissent l'encadrement du gouvernement et de l'industrie dans l'élaboration des exigences, la conception des processus d'évaluation des offres et d'adjudication et dans la rédaction de contrats. Ils guident aussi la gestion de la PI pendant la durée de cycle de vie des actifs en réconciliant les intérêts nationaux du gouvernement et les intérêts de l'industrie à optimiser les bénéfices pour le Canada. Les Principes reconnaissent que l'élaboration, la protection et la commercialisation de la PI sont critiques parmi un ensemble de priorités qui encadrent de manière plus générale l'essor socio-économique du Canada, notamment la prospérité et les emplois. Les principes reconnaissent que la gestion de la PI entre le gouvernement et l'industrie intervient dans des secteurs stratégiques qui sont l'objet d'évolutions technologiques rapides mais également de capacités et de vulnérabilités émergentes. En conséquence, les gouvernements sont exposés à des cycles d'approvisionnement plus courts qui peuvent leur imposer de se retourner plus rapidement vers les marchés pour bénéficier des évolutions technologiques et pour optimiser les ressources. D'autre part, l'industrie propose des avancées technologiques et de nouveaux produits et services tout au long du cycle de vie des actifs qui peuvent modifier le rendement ou le coût des approvisionnements. Les principes reconnaissent que tirer parti d'un marché aussi dynamique requiert de discuter de la PI très tôt dans le processus d'approvisionnement mais également de considérer la PI en fonction du cycle de vie des actifs ou des services. Dans ce contexte, des stratégies de gestion de la PI adaptée, souple et fondée sur des principes et des objectifs peut contribuer au renforcement des capacités gouvernementales, à l'optimisation des ressources mais également à l'essor technologique et économique. http://www.tpsgc-pwgsc.gc.ca/app-acq/amd-dp/propriete-intellec-property-fra.html

  • Contract Awards by US Department of Defense – September 17, 2020

    18 septembre 2020 | Information, Aérospatial, Naval, Terrestre, Sécurité, Autre défense

    Contract Awards by US Department of Defense – September 17, 2020

    NAVY Collins Aerospace, Cedar Rapids, Iowa, is awarded a $316,733,831 modification (P00015) to previously awarded firm-fixed-price contract N00421-18-D-0004. This modification exercises an option for the procurement of 11,313 AN/ARC-210(v) radios for installation in over 400 strategic and tactical airborne, seaborne and land based (mobile and fixed) platforms for the Navy, Marine Corps, Army, Coast Guard, other government agencies and Foreign Military Sales customers. Work will be performed in Cedar Rapids, Iowa, and is expected to be completed by September 2023. No funds are being obligated at time of award. Funds will be obligated on individual delivery orders as they are issued. The Naval Air Warfare Center Aircraft Division, Patuxent River, Maryland, is the contracting activity. Marathon Construction Corp., Lakeside, California (N62473-16-D-1802); Granite-Healy Tibbitts JV, Watsonville, California (N62473-16-D-1803); Reyes Construction Inc., Pomona, California (N62473-16-D-1804); Manson Construction, Seattle, Washington (N62473-16-D-1805); and R.E. Staite Engineering Inc.,* San Diego, California (N62473-16-D-1806), are awarded $75,000,000 to increase the aggregate capacity of the previously awarded suite of firm-fixed-price, indefinite-delivery/indefinite-quantity, multiple award construction contracts. The maximum dollar value including the base year and four option years for all five contracts combined is increased from $240,000,000 to $315,000,000. The contracts are for new construction, repair and renovation of various waterfront facilities at various locations predominantly within the Naval Facilities Engineering Command (NAVFAC) Southwest area of responsibility (AOR). Work will be performed predominantly within the NAVFAC Southwest AOR including, but not limited to, California (98%), and will be available to the NAVFAC Atlantic AOR (2%) as approved by the contracting officer. No funds are being obligated on this award and no funds will expire. Future task orders will be primarily funded by military construction (Navy); operations and maintenance (O&M) (Navy); O&M (Marine Corps); and Navy working capital funds. The original contract was competitively procured via the Navy Electronic Commerce Online website, with 13 proposals received. NAVFAC Southwest, San Diego, California, is the contracting activity. Lockheed Martin Corp., Lockheed Martin Aeronautics Co., Fort Worth, Texas, is awarded a $70,847,707 modification (P00023) to previously awarded cost-plus-incentive-fee contract N00019-19-C-0010. This modification provides requirements decomposition through system functional review for the F-35 Super Multi-Function Aircraft Data Link Band 5 receiver warning capability in support of the Navy, Air Force, Marine Corps, and non-Department of Defense (DOD) participants. Work will be performed in Nashua, New Hampshire (35%); San Diego, California (20%); Fort Worth, Texas (20%); Baltimore, Maryland (15%); and Hunt Valley, Maryland (10%), and is expected to be completed by June 2023. Fiscal 2020 research, development, test and evaluation (Navy) funds in the amount of $821,960; fiscal 2020 research, development, test and evaluation (Air Force) funds in the amount of $821,960; non-DOD participant funds in the amount of $356,080 will be obligated at time of award, none of which will expire at the end of the current fiscal year. The Naval Air Systems Command, Patuxent River, Maryland, is the contracting activity. Testek LLC, Wixom, Michigan, is awarded a $38,071,331 firm-fixed-price, indefinite-delivery/indefinite-quantity contract. This contract is for the production and delivery of up to 42 Aircraft Generator Test Stands (AGTS), 41 for the Navy and one for a Foreign Military Sales customer. The AGTS will be used to conduct full functional testing of the new F/A-18E/F and EA-18G G4 generator converter units, the V-22 Constant Frequency Generator and Variable Frequency Generator, the ALQ-99 Ram Air Turbine Generator and generators tested by the legacy Aircraft Engine Component Test Stand (AECTS) at those sites where the AECTS is being replaced by the AGTS. Work will be performed in Wixom, Michigan, and is expected to be completed by September 2026. No funds will be obligated at the time of award. Funds will be obligated on individual orders as they are issued. This contract was competitively procured via an electronic request for proposal, two offers were received. The Naval Air Warfare Center Aircraft Division, Lakehurst, New Jersey, is the contracting activity (N68335-20-D-0048). General Electric Aviation, Lynn, Massachusetts, is awarded a $19,631,873 cost-plus-fixed-fee order (N00019-20-F-0748) against previously issued basic ordering agreement N00019-16-G-0005. This order provides project management as well as recurring and non-recurring engineering support, materials and documentation to implement, manage and report on the B-Sump Additive Manufacturing, Temperature Distortion Sensitivity Test, second source bearing, second source external hose and fittings, Second Source Accessory Gear Box, and emergency oil system elimination cost reduction initiatives in support of the CH-53K T408 engine. Work will be performed in Lynn, Massachusetts (80%); Patuxent River, Maryland (15%); and Evendale, Ohio (5%), and is expected to be completed by December 2024. Fiscal 2018 aircraft procurement (Navy) funds in the amount of $14,997,273; and fiscal 2019 aircraft procurement (Navy) funds in the amount of $4,634,600 will be obligated at time of award, $14,997,273 of which will expire at the end of the current fiscal year. The Naval Air Systems Command, Patuxent River, Maryland, is the contracting activity. U.S. SPECIAL OPERATIONS COMMAND Battelle Memorial Institute, Columbus, Ohio, received a ceiling increase modification in the amount of $140,000,000 to an indefinite-delivery/indefinite-quantity contract for the production of Non-Standard Commercial Vehicle 2 (H92222-16-D-0043). This modification raises the contract ceiling to $310,000,000 to account for additional emergent Special Operations Forces requirements. The work will be performed in Columbus, Ohio, and is expected to be completed by July 2023. This modification was awarded through a sole-source acquisition in accordance with 10 U.S. Code 2304(c)(1) and Federal Acquisition Regulation 6.302.1. U.S. Special Operations Command, Tampa, Florida, is the contracting activity. MISSILE DEFENSE AGENCY Modern Technology Solutions Inc. (MTSI),* Huntsville, Alabama, is being awarded a noncompetitive cost-plus-fixed-fee contract with a total value of $68,503,410. Under this new contract, the contractor will support the extension of Missile Defense System capabilities through evaluation, identification and maturation of new technologies and future concepts (e.g. hypersonics, cruise missiles, cyber offense and defense, artificial intelligence/machine learning, quantum science, left-through-right-of-launch integration, fully networked command and control and directed energy) to support the Concepts and Performance Lab (CAPL) under the Missile Defense Agency's Advanced Technology initiative. The CAPL program shall support these initiatives by maturing advanced interceptor and sensor concepts models and simulations, algorithm development/implementations, laboratory experiments and/or ground and flight-testing required for technical and operational assessment of capabilities. The work will be performed in Huntsville, Alabama. The period of performance is Sept. 17, 2020, through Sept. 16, 2023, with two one-year options. Fiscal 2020 research, development, test and evaluation funds in the amount of $3,800,000 are being obligated on this award. The Missile Defense Agency, Redstone Arsenal, Alabama, is the contracting activity (HQ0860-20-C-0006). DEFENSE LOGISTICS AGENCY LOC Performance Products Inc.,* Plymouth, Michigan, has been awarded a maximum $47,634,898 firm-fixed-price, indefinite-delivery/indefinite-quantity contract for left and right final drives. This was a sole-source acquisition using justification 10 U.S. Code 2304 (c)(1), as stated in Federal Acquisition Regulation 6.302-1. This is a five-year contract with no option periods. Location of performance is Michigan, with an Aug. 30, 2025, ordering period end date. Using military service is Army. Type of appropriation is fiscal 2020 through 2025 defense working capital funds. The contracting activity is the Defense Logistics Agency Land and Maritime, Warren, Michigan (SPRDL1-20-D-0093). Golden State Medical Supply Inc., Camarillo, California, has been awarded a maximum $10,306,354 fixed-price, requirements contract for Duloxetine HCL DR (hydrochloride, delayed release) capsules. This was a competitive acquisition with three responses received. This is a one-year base contract with four one-year option periods. Locations of performance are California and Spain, with a Sept. 16, 2021, performance completion date. Using customers are Department of Defense, Department of Veterans Affairs, Indian Health Services and Federal Bureau of Prisons. Type of appropriation is fiscal 2020 through 2021 defense working capital funds. The contracting agency is the Defense Logistics Agency Troop Support, Philadelphia, Pennsylvania (SPE2D2-20-D-0098). ARMY Marinex Construction Inc., Charleston, South Carolina, was awarded a $33,998,700 firm-fixed-price contract for maintenance and new work dredging. Bids were solicited via the internet with four received. Work will be performed in Charleston, South Carolina, with an estimated completion date of July 10, 2022. Fiscal 2020 civil construction funds in the amount of $31,639,750 were obligated at the time of the award. U.S. Army Corps of Engineers, Charleston, South Carolina, is the contracting activity (W912HP-20-C-0008). Benaka Inc.,* New Brunswick, New Jersey, was awarded a $9,162,000 firm-fixed-price contract for design and build renovations and additions for an Army Reserve Center. Bids were solicited via the internet with four received. Work will be performed in Orangeburg, New York, with an estimated completion date of Sept. 7, 2022. Fiscal 2020 operations and maintenance (Army) Reserve funds in the amount of $9,162,000 were obligated at the time of the award. U.S. Army Corps of Engineers, Louisville, Kentucky, is the contracting activity (W912QR-20-C-0038). General Dynamics Information Technology, Falls Church, Virginia, was awarded an $8,204,786 modification (P00026) to contract W81XWH-17-F-0078 for administrative support services for the U.S. Army Medical Materiel Activity. Work will be performed at Fort Detrick, Maryland, with an estimated completion date of Sept. 30, 2021. Fiscal 2020 operations and maintenance (Army) funds in the amount of $8,204,786 were obligated at the time of the award. U.S. Army Medical Research Acquisition Activity, Fort Detrick, Maryland, is the contracting activity. Zodiac-Poettker HBZ JV LLC,* St. Louis, Missouri, was awarded a $7,516,000 firm-fixed-price contract to design and construct a dining facility for the Veterans Affairs (VA) Law Enforcement Training Center and Eugene J. Towbin Healthcare Center. Bids were solicited via the internet with six received. Work will be performed in North Little Rock, Arkansas, with an estimated completion date of April 12, 2022. Fiscal 2019 VA minor construction funds in the amount of $7,516,000 were obligated at the time of the award. U.S. Army Corps of Engineers, Little Rock, Arkansas, is the contracting activity (W9127S-20-C-6013). DEFENSE ADVANCED RESEARCH PROJECTS AGENCY Strategic Analysis Inc., Arlington, Virginia, has been awarded a $10,040,273 modification (P00008) to previously awarded contract HR0011-19-F-0101 for engineering, artificial intelligence and machine learning, social science, chemistry, physics, mathematics, materials and front office technical and administrative support services. The modification brings the total cumulative face value of the contract to $19,805,466 from $9,765,193. Work will be performed in Arlington, Virginia, with an expected completion date of September 2021. Fiscal 2020 research, development, test and evaluation funds in the amount of $2,237,061 are being obligated at time of award. The Defense Advanced Research Projects Agency, Arlington, Virginia, is the contracting activity. WASHINGTON HEADQUARTERS SERVICES Logistics Management Institute, Tysons, Virginia, has been awarded a $7,714,127 firm-fixed-price-level-of-effort and time-and-materials contract. The contract provides a broad range of Department of Defense logistics and program support operations to the Assistant Secretary of Defense for Sustainment, the Office of Deputy Assistant Secretaries of Defense for Logistics and the Office of Deputy Assistant Secretaries of Defense for Materiel Readiness. This includes analytic support, meeting facilitation, statistical and data analyses and subject matter expertise in various logistics disciplines and government/commercial supply chain practices; strategic communications; operational contract support; private security contractors; vendor threat mitigation; and strategic integration. Fiscal 2020 operations and maintenance funds in the amount of $7,714,127 are being awarded. The expected completion date is June 25, 2025. Washington Headquarters Services, Arlington, Virginia, is the contracting activity (HQ0034-20-F-0505). AIR FORCE Riverside Research Institute, New York, New York, has been awarded a $7,051,887 cost-plus-fixed-fee contract for the research and development of algorithms and tools to produce high-quality radio frequency modeling data. Work will be performed at Wright-Patterson Air Force Base, Ohio, and is expected to be completed by Sept. 30, 2025. Fiscal 2020 research, development, test and evaluation funds in the amount of $1,140,000 are being obligated at the time of award. Air Force Research Laboratory, Wright-Patterson AFB, Ohio, is the contracting activity (FA8650-20-C-1131). *Small business https://www.defense.gov/Newsroom/Contracts/Contract/Article/2352082/source/GovDelivery/

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