4 avril 2023 | Local, Aérospatial, Naval, Terrestre, C4ISR, Sécurité, Autre défense

DEUX SÉRIES DE 4 PROGRAMMES DE FORMATION ET D’ACCOMPAGNEMENT POUR LES MARCHÉS DE LA DÉFENSE

INITIATIVE DIVERSIFICATION SÉCURITÉ DÉFENSE QUÉBEC – HORIZON 2026

GRÂCE AU SOUTIEN FINANCIER DU GOUVERNEMENT DU QUÉBEC, AÉRO MONTRÉAL VOUS DONNE L’OPPORTUNITÉ DE PARTICIPER À UN PROGRAMME DE FORMATION ET D’ACCOMPAGNE MENT VISANT 4 MARCHÉS DU SECTEUR DE LA DÉFENSE ET DE LA SÉCURITÉ.

Ce programme vous offre une bonne compréhension du marché d’intérêt et vous permettra de mieux naviguer la règlementation, mieux comprendre les barrières à l’entrée, et vous offre des solutions pour y accéder. L’accompagnement suivant la formation est offert par des experts en la matière et vous permet une identification des opportunités d’affaires et une mise en relation avec les bonnes entreprises.

Pour plus de détails et pour s'inscrire, consulter le document ci-joint.

Sur le même sujet

  • Ottawa declines Boeing's bid to replace Canada's aging fighter jet fleet | CBC News

    29 novembre 2021 | Local, Aérospatial

    Ottawa declines Boeing's bid to replace Canada's aging fighter jet fleet | CBC News

    Boeing has been told that its bid to replace Canada's aging CF-18s with a new fleet of the American company's Super Hornet fighter jets did not meet the federal government's requirements.

  • Transport Canada looking at used German drone to patrol Arctic

    26 septembre 2018 | Local, Aérospatial

    Transport Canada looking at used German drone to patrol Arctic

    Murray Brewster · CBC News A used German drone is one of a handful of aircraft under consideration by Transport Canada for its long-delayed Arctic surveillance program. A spokeswoman for the department said no decision has been made about the kind of remotely-piloted system the department will purchase. Marie-Anyk Cote said the plan is to buy an aircraft to detect and monitor oil spills, survey ice levels and marine habitats and keep track of shipping and ice movement in Canada's far northern waters. "As part of its technical assessment, the government sought information from suppliers to better understand the technology and the solutions available," Cote said in an email. The Associated Press reported on Monday that Canada was negotiating with Germany to purchase a secondhand Global Hawk surveillance drone, which originally cost the Germans $823 million. 'Premature' Cote said "it is still premature to speculate which remotely piloted aircraft system will be purchased" and that the evaluation is still underway. In a statement issued to AP, Germany's defence ministry said talks with Canada were planned, but declined to comment on a possible sale price or closure date. The news surfaced in a response to lawmakers tabled by the German government in the Bundestag, Germany's parliament. It stated that Germany has decided to "begin concrete negotiations with Canada for the sale of the Euro Hawk aircraft, two ground stations and possibly certain spare parts." Northrop Grumman, the maker of the Global Hawk, pitched the Canadian military on buying the high-altitude surveillance system a few years ago. New, the aircraft cost more than US $131 million each. National Defence has its own, separate drone program which is not expected to start delivering aircraft until 2021. That new fleet will not be fully operational until 2023. The drone under consideration by Transport Canada is a prototype that was purchased by the Germans in 2000, according the AP report. It has flown only a handful of times; the program was cancelled because of skyrocketing costs and the German government's inability to get it certified to fly in Europe. According to 2013 German media reports, the manufacturer had refused to share technical data with the German government and the drone lacked an anti-collision alarm required by European regulators. According to the German government's written response, the drone has now been "demilitarized" — meaning it has been stripped of its U.S.-made radio equipment, GPS receiver and flight control system. Drone or missile? There could be more complications ahead if Ottawa is successful in negotiations with the Germans. A year ago, CBC News reported the Arctic drone surveillance program had been delayed because of complex international arms control rules that would categorize the unmanned aircraft as a missile. The federal government approved $39.5 million for a technical assessment in 2015 — and the plan had been to have a small fleet airborne by last spring. Officials told CBC News last year that they were not expecting delivery of the drones until 2020. The Missile Technology Control Regime (MTCR), adopted by Canada and 34 other countries, was intended to prevent the spread of weapons systems that can deliver nuclear missiles. Drones were added to the list recently and the rules restrict missiles and drones from carrying a payload of more than 500 kilograms or travelling more than 300 kilometres. A fully loaded Global Hawk can carry a sensor suite payload weighing up to 540 kilograms. With files from the Associated Press https://www.cbc.ca/news/politics/transport-canada-looking-at-used-german-drone-to-patrol-arctic-1.4838364

  • Erratic flight path: Canada’s fighter procurement plan

    4 octobre 2019 | Local, Aérospatial

    Erratic flight path: Canada’s fighter procurement plan

    by Alan Stephenson The path towards procuring a replacement fighter for the CF-188 Hornet has been one with many twists and turns due to political gamesmanship and strategic business marketing, causing much public misunderstanding. This short article aims to put a few things into perspective as the competitors complete their analysis and response to the government's request for proposal (RFP) issued July 23, 2019, for the Future Fighter Capability Project (FFCP). Eligible suppliers Of the original five qualifying suppliers, only the Boeing F/A-18 Super Hornet Block III, Lockheed Martin F-35A Lightning II, and Saab Gripen E fighters remain in the competition. The Dassault Rafale and Airbus Eurofighter Typhoon were both pulled from consideration, with company officials citing “that NORAD [North American Aerospace Defense Command] security requirements continue to place too significant of a cost on platforms whose manufacture and repair chains sit outside the United States-Canada 2-EYES community.” Given that the Canadian government identified the first two principal roles of the Canadian Armed Forces as ensuring Canadian sovereignty and the defence of North America, the requirement to be fully functional and integral within NORAD is mandatory. The reality today is that fighters are not simply weapons platforms, but flying computers that also function as airborne sensors that are designed to be integrated into command and control computer networks. Thus, the challenge for non-American manufacturers is to overcome both sensitive commercial and U.S. national security concerns when they are required to integrate and support U.S. information-sharing equipment in their platforms. A second reason given for Airbus's departure was the eleventh-hour modification to the RFP that relaxed the expected industrial technological benefits (ITB) obligations. To attract more than three suppliers and ensure a competition, the government originally stuck to its standing ITB policy of “requiring the winning supplier to make investments in Canada equal to the value of the contract.” However, this effectively eliminated the F-35 due to the Joint Strike Fighter (JSF) Program agreement – signed by Canada – that forbade such a demand. To provide latitude to all bidders, the final RFP was modified into a two-phased proposal to allow non-American companies to address 2/5-EYES challenges up front, while also applying rated criteria for economic offset potential of stated ITB requirements, to keep the F-35 within the bidding process. Additionally, five per cent was shifted from cost to economic criteria to compensate for changes in the original draft ITB policy. The proposals will now be assessed on 60 per cent technical merit, 20 per cent cost and 20 per cent economic benefits. Current bidders In recent years, the Saab Group expanded globally by offering industrial partnerships that combined local production and capital-heavy ventures with national customer partners. Saab's approach with the Gripen E bid in Canada follows this successful formula of maximizing national economic benefits with an economical product; however, Saab also faces the challenges that Airbus determined to be too difficult to overcome. Additionally, the Gripen E is still in development; its first production flight occurred on Aug. 26, 2019, meaning issues of proven performance and systems maturation need to be factored in during bid evaluation. According to the firm, this first fighter will be used as a test aircraft in a joint Swedish/Brazilian test program, the only two customers for the Gripen E to date. Given that the Eurofighter bid was sponsored by the U.K. government, a member of the 5-EYES community that decided it could not meet the information-sharing requirements, Saab will need to be innovative and cost-conscious in its proposal if it is to surmount this mission-critical criteria. As for the Super Hornet, Boeing promised to invest $18 billion in ITBs under the failed 2017 purchase agreement for 18 fighters, and it is anticipated that the company will follow its established approach to investing in Canada as per previous ITB commitments. Concern over the so-called Boeing Clause, “to allow only companies that it deems ‘trusted partners' to bid on major capital programs,” has faded away and Boeing is confident that it can mount a competitive bid, particularly now that the U.S. Navy's (USN) commitment to future purchases will keep the production line open until 2033. By incorporating leading-edge technology into the Block III to meet adversarial advances, Boeing has ensured the Super Hornet will meet Canadian requirements. Although still in development as well, a major question for government decision-makers has to do with sustainability. At present, only the USN and Kuwait will operate the Super Hornet Block III, while Australia has plans to upgrade their Block II version. As Australia expects to retire its fleet in the early 2040s and the USN in 2045, the challenge for Boeing will be in meeting the stated lifecycle expectancy of Canada's future fighter in a cost-effective manner. Since 2015, the much-maligned F-35 has proven itself in combat and counts Australia, Belgium, Denmark, Israel, Italy, Japan, the Netherlands, Norway, Poland, South Korea, the United Kingdom, and the three U.S. services as customers. As the only fifth generation fighter, it contains technological advances that are designed into the aircraft and cannot be replicated in fourth generation platforms. The overall architectural concept regards the F-35 as more than just a weapons platform, but also as a forward sensor that is fully integrated into the developing multi-domain command and control system. Initial airframe costs have been significantly reduced and early sustainment issues are being resolved; however, the F-35 remains the most costly platform to own and operate at the moment. With a projected lifetime production run of over 4,000 fighters, lifecycle support is guaranteed, and Canadian industry stands to gain substantially from Canada's early investment in the co-operative JSF Program. However, according to reports, manufacturers will lose points in the ITB element formula scoring system if they do not make a 100 per cent commitment to the contract value, which Lockheed-Martin is prohibited from doing by JSF contractual agreement. Arctic Interestingly, all remaining competitors can lay claim to being Arctic platforms. Canada has already proven the F/A-18's credentials in the high North, the U.S. will base two combat F-35 squadrons in Alaska, and Sweden has developed the Gripen with Arctic operations in mind. The issue of one versus two engines has never been a significant issue for Arctic operations except in Canada. Originally, two engines was one of the many discriminators used in choosing the F/A-18 over the F-16 in 1979. Recently, the Standing Committee on National Defence's shaping of the narrative in 2016 to promote the sole-source purchase of the Super Hornet reintroduced the idea that operations in the Arctic demanded two engines. As with commercial aviation where transatlantic flight once required four-engine passenger planes, the advancements in engine technology have led to standard two-engine models today. Engine reliability is not a concern with any of the competing fighters. However, operations in Canada's Arctic are unique and risky in an inhospitable region that is 11 times the size of Sweden. Other discriminators, such as continuous communications and tracking, become equally or more important to survival. Stealth One of the unfortunate aspects of American F-35 global marketing efforts with respect to the FFCP is the issue of stealth technology. Although the idea of penetrating, first strike operations sells well in the U.S., stealth is a much maligned and misappropriated concept in Canada. Stealth technology is all about maximizing self-protection and increasing survivability by disrupting the ‘kill-chain' through low observability. This concept is no different from the tactical advantages that I used while flying the CF-104 in Germany during the Cold War. The Starfighter had a one-square-metre cross-section nose-on, making the adversary's initial radar detection difficult and target acquisition and identification questionable, delaying force commitment to the target. This complicated the decision and order to attack the target, and finally upon weapons release, the low radar cross-section shrunk the available radar weapons envelope needed for destruction of the fighter. The CF-104's speed significantly exacerbated the adversary's kill-chain difficulties. The CF-188 Hornet I flew later required a Defensive Electronic Countermeasures suite that masked the larger aircraft radar cross-section, and electronically intervened and complicated a more advanced kill-chain. The advent of artificial intelligence (AI) will significantly decrease ambiguity and decision-making time in the near future. Whether built into the design or strapped on later, some form of self-protection is required to protect the pilot and the fighter asset that will either be defending Canadian territory or operate in foreign contested airspace when the government commits its fighter force. The question is one of application and the cost effectiveness of self-protection measures used by each platform and how they are expressed in the bid proposal. Costs Costing is a nebulous exercise outside evaluation of the final bids due to the many variables. Although airframe costs are most often thrown around, the government must consider the airframe, operating, infrastructure, sustainment and other related costs as a package, balanced against the capability being purchased. A good example of the intricacies involves the way the fighter fleet is bought. The Super Hornet must be purchased through the U.S. Foreign Military Sales (FMS) process, where the U.S. government acts as the broker. Generally, a 30 per cent mark-up is charged for research and development (R&D) and administrative fees. In the case of the F-35, as a JSF partner, these costs are reduced for Canada through common funding. The costs for R&D have already been shared by the membership pool, and partners pay the same price for the weapons system as the U.S. services. Future upgrades become additional FMS expenses for the Super Hornet, whereas upgrade developments are shared by JSF members. Each of the competitors is being asked to provide 88 fighter aircraft within the $19 billion funding envelope and the old adage of “you get what you pay for” is very applicable. Each of these platforms brings a different level of current and future combat capability that needs to be judiciously weighed. If the fighter is to reach the government's goal of flying until 2060, each needs to be flexible and adaptative to evolving technology. More significantly, 70 per cent of lifecycle costs are in sustainment and therefore the fighter chosen must be cost-effectively supported for the next 40 years. The next leg In the lead-up to the RFP, it has been evident that national security factors have been competing with economic benefit interests. With the election this fall, the next government (whatever form this takes) will no doubt want to review the project and put its own stamp of approval on the process that it has inherited. Hopefully this will not further delay the decision on the replacement of the CF-188 fleet and the Royal Canadian Air Force will finally be able to move ahead with the best fighter aircraft Canadians can provide to the women and men who are putting their lives in harm's way. https://www.skiesmag.com/features/erratic-flight-path-canadas-fighter-procurement-plan

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