Gen. Eyre: Liberals provided more money to military, so it’s time to push a more positive message

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  6 janvier 2020 | Local, Aérospatial, Naval, Terrestre, C4ISR, Sécurité

  What AIAC’s Vision 2025 could mean for smaller sized enterprises

  by Chris Thatcher; Skies Magazine Posted on December 24, 2019 When the Aerospace Industries Association of Canada in June released its blueprint for the next five years, Vision 2025: Charting a New Course, support for small- and medium-sized enterprises (SMEs) was one of its core themes. Small companies make up over 90 per cent of the sector and the report argued for greater government support to help them scale up, generate more jobs, and enhance their global competitiveness. That could include new funding to pursue digital business transformation, a reduction in the complexity of government contracting, and greater priority in the value propositions of prime contractors chasing defence procurements. “If our small- and mid-sized companies are left at risk, the negative impacts will be felt across Canada's aerospace industry as a whole,” according to the report, prepared by Jean Charest, a former premier of Quebec and deputy prime minister of Canada. Small companies are viewed as the prime creators of aerospace jobs and, in a sector buffeted by changing technology and new players, many may be more agile and better able to adapt than larger counterparts that must answer to corporate headquarters outside of Canada. But support from original equipment manufacturers (OEMs) and governments is essential to their survival, according to a panel of SMEs at the Canadian Aerospace Summit in November. There is no one-size-fits-all to helping SMEs scale up. Companies at different stages of growth require different types of support, they noted. But help with skilled labour shortages and easier access to government programs are common challenges for all. A solid position on a major platform is critical to initial success, but long-term growth requires diversification, observed Barney Bangs, chief executive officer of Tulmar Safety Systems. Located between Ottawa and Montreal in the small community of Hawkesbury, Ont., the company manufactures protective and safety equipment, associated components and in-flight training products. Traditionally, its focus has been 80 per cent defence — Tulmar has been a supplier to a military platform for over 25 years and benefitted from a strong aftermarket. In recent years, though, the company has sought a better balance between military and commercial customers. “As of last year, we were 65 per cent defence and 35 per cent (civilian) aerospace,” he said. Tulmar has also become more of what he called “a solution provider,” integrating components from other suppliers to provide an OEM with a final, certified piece of equipment such as an aircraft seat rather than just the safety harness or seatbelt. “We are doing more in-house and saving customer-costs for the OEM,” said Bangs. Diversification has also been a priority for Apex Industries, a machining, components, subassembly and structures manufacturer in Moncton, N.B. Twelve years ago, its aerospace business was five per cent defence and 95 per cent civil, much of it geared to Bell Helicopter and Bombardier. “We made a conscious effort to diversify into the military side a lot more,” said vice-president Keith Donaldson. “We are very conscious of not allowing our sales to go too high on one platform or with one customer.” Challenged by cost-savings pressures in commercial aviation contracts, military platforms offer a company like APEX “good visibility,” he said. However, militaries have long been trading quantity for technological superiority, meaning fewer platforms and a relatively short production cycle. And ramping up quickly with people and equipment to meet tight delivery schedules is a challenge for small businesses that need other options to justify and sustain the investment when the contract ends. “It is very tough for a SME like ourselves to invest.” However, defence procurement and government programs can go a long way to supporting the scale-up of SMEs, said Patrick Mann, president of Patlon Aircraft & Industries, a technical sales force for global manufacturers of custom components and systems. The scale-up program must be run by single entity within government committed to the Canadian SME community that would be “funded, independent and have the authority to make decisions.” Mann suggested coping what has worked well in other jurisdictions, noting the success of the United States Small Business Administration's set-aside program. “Within that, there is a small business innovation research program which has been highly successful in scaling up SMEs,” he said. The Vision 2025 report called for a federal scale-up program to “provide advice, coaching, networking, value proposition development and consortium-building support to incentivize growth and build capacity–helping firms expand their global footprints and giving them the means and maturity to support OEMs effectively.” The report recommended the Office of Small and Medium Enterprises (OSME) within Public Services and Procurement Canada shoulder that responsibility. “Having OSME at the table as a contributor to the development of government procurement strategies and as a champion of small and medium-sized business interests will help ensure government policies and programs recognize the unique characteristics of small firms,” it stated. “We are a pretty good example of a scale-up of an SME using competitive bid government procurement as a mechanism,” said Mann. However, developments over the past 10 years such as single point of accountability and bundling, where multiple small contracts are combined in one larger procurement that is awarded to one contractor, have been “devasting” to smaller suppliers. “It has been a real issue for us. Again, it is an issue where (OSME) can play a role.” OEMs can bolster government programs by mentoring small companies within their supplier base on management and production processes, especially around digitization, added Donaldson. “OEMs have a lot of that knowledge ... [but] I don't think [they] do enough of that.” He and Bangs both cautioned that the ability to scale up will be contingent on resolving talent shortages. Developing and attracting skilled labour is a chronic problem affecting the entire sector, but it is particularly acute for SMEs in more remote locations that don't have the resources to recruit as widely or navigate the immigration system. “Before we launch a scale-up program with support for financing and working capital, we have to make sure we have our skills done first,” said Donaldson. However the Liberal government opts to respond to the Vision 2025 report, the value of investing in SMEs should be clear. Viking Air, KF Aerospace or IMP Aerospace & Defence were once small companies and are “now thriving global participants,” said Mann. “That is the reason why todays SMEs are an important part of our industry.”

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  14 décembre 2018 | Local, Aérospatial

  Sentient Vision aims to expand Cormorant search radar

  by Chris Thatcher When the Department of National Defence (DND) finalizes the statement of work for the CH-149 Cormorant Mid-Life Upgrade (CMLU), Sentient Vision is hoping a visual detection and ranging (ViDAR) optical radar will be among the requirements. The Australian company has partnered with Heli-One, a Vancouver-based subsidiary of CHC Helicopter, to offer a Canadian manufactured version of what it says is a transformational search and rescue technology. “We've coined a phrase: lost at sea, found in seconds. The system we have developed is able to autonomously find people lost at sea in seconds,” Simon Olsen, director of business development, strategy and partnerships, told Skies. “It is truly transformational. It has the unique ability to detect very small things that virtually no other system in the world has.” Where traditional radar struggles to differentiate small objects such as a person or a rubber raft from the waves in most sea states, ViDAR has successfully demonstrated the ability to find almost all objects or persons. “A radar works on being able to have a response back from the object, so the object needs to stand out from the ocean environment,” explained Olsen. “If the object is very small, and especially if it doesn't have a radar cross-section, it can't get a response back. Hence, in most search and rescue environments, when you are looking for people at sea, a rubber raft or even a small canoe . . . we currently use beacons or transponders to get a rough location, and then rely on the Mark 1 eyeball.” That often involves a spotter in an aircraft monitoring about 0.1 nautical miles at a time. “With ViDAR, we can look out two to 2.5 nautical miles from that aircraft and have an almost 100 per cent certainty of finding every person lost at sea immediately,” he said. The Royal Canadian Air Force (RCAF) has been analyzing options for a life-extension program that would see the CH-149 fleet of 14 search and rescue helicopters remain in service until around 2040. The project secured long-term funding with the release of the Liberal government defence policy in June 2017. And a year later, in April 2018, Public Services and Procurement Canada posted a letter of notification (LoN) outlining its intent to conduct a sole-source negotiation with Leonardo, formerly AgustaWestland, to replace, modify or upgrade current and projected obsolete systems based on the Norwegian AW101-612 All-Weather Search and Rescue Helicopter (NAWSARH) model, which began entering service in December 2017. The LoN also indicated that the government would proceed with a plan to “augment” the current fleet by upgrading as many as seven of nine VH-71 aircraft, variants of the AW101, acquired from the U.S. government in 2011 ostensibly for spare parts. Olsen said the Canadian program presents an opportunity to not only work with a highly regarded Canadian partner, but also to develop and prove a solution that could then be exported to other military and civilian search and rescue programs. “If we have the opportunity to partner with [Team Cormorant] to supply this technology to the Canadian government, we see tremendous export appeal to other markets in which these helicopters operate,” he said of the team led by manufacturer Leonardo Helicopters and in-service support provider, IMP Aerospace & Defence. “We are configuring this to be able to retrofit it to existing aircraft of a similar kind.” The ViDAR hardware consists of a small, lightweight pod that can be mounted to multiple points on an aircraft and is then integrated with the onboard mission system. “We don't want to add any risk or complex technical integration, so we've focused on making it easy to integrate and use,” said Olsen. “Operationally, there is no new mission system, there's no new mapping system. All we do is send a location on a map and a thumbnail image of the object we find in the water. The operator can click that image and it slews the existing sensors they have on the aircraft to investigate that object.” It was still being developed when the Canadian government released the statement of requirements for the fixed-wing search and rescue project, but Olsen said ViDAR could be readily added to the Airbus CC295 when it enters service with the RCAF. Air Force members have seen the system in action and are well aware of the capability, he added. The U.S. Coast Guard conducted a “fairly exhaustive” trial in 2016 at which, of the various radars evaluated, “we were the only one that found 100 per cent search and rescue targets in a range of sea states,” he said. The Coast Guard subsequently incorporated it into its Insitu ScanEagle unmanned aerial platforms for counter-narcotics operations in the Caribbean and off the southern coast. ViDAR is also being employed by the Australian Maritime Safety Authority's Bombardier Challenger 604 jets in a search and rescue capacity. By partnering with Heli-One and CHC Helicopter, which operates an extensive global search and rescue network, Olsen said there is an opportunity to develop a solution with a Canadian stamp on it that the government can take ownership of and help to export. “With the unique relationship between Heli-One and CHC, we clearly see an opportunity to extend this, not just along the path of where the Cormorant goes with Leonardo, but to work with CHC on a range of search and rescue operations they have all around the world.” https://www.skiesmag.com/news/sentient-vision-aims-to-expand-cormorant-search-radar

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  24 décembre 2018 | Local, Aérospatial, Naval, Terrestre, C4ISR, Sécurité

  Mattis resignation not likely to damage Canada-U.S. security ties: experts

  THE CANADIAN PRESS OTTAWA — U.S. Defense Secretary Jim Mattis' decision to resign creates a void for Canada, says former Defence Minister Peter MacKay, because of Mattis's deep understanding of Canada's role in joint NATO and UN missions and good ties with Canadian security officials. His years of experience in the U.S. military and on-the-ground understanding of the parts of the world where he served as a Marine general, particularly in Iraq and Afghanistan, are “virtually irreplaceable,” MacKay said. After serving for two years at the top of the U.S. military machine, Mattis announced Thursday that he'd resign as of the end of February, in a move widely seen as a rebuke of Trump's decision to abrupt withdraw U.S. troops from Syria. The retired general has been considered a moderating influence on Trump over his last two years as Pentagon chief, which is why concerns have been raised by ally nations about how his departure could affect U.S. security and foreign policy. These concerns are particularly focused on America's role in the NATO transatlantic alliance after Trump said this week that not only will the U.S. military pull out of Syria, but the number of U.S. troops will also be cut in half in Afghanistan, where the U.S. is part of the NATO-led joint mission Operation Resolute Support. “In spite of the moniker ‘Mad Dog Mattis' he was anything but. He was a highly intelligent, highly rational guy and he saw first-hand the integration of defence, diplomacy, development that Canada was doing and was very full of praise and admiration for that,” MacKay said. Mattis's departure is even more keenly felt in light of the departures of H.R. McMaster and John Kelly, who U.S. President Donald Trump also appointed to serve in his administration, MacKay added. McMaster was an army general who was Trump's national-security adviser for a year; Kelly is a retired Marine general who served as secretary of homeland security and then Trump's chief of staff. McMaster resigned last April; Kelly is to leave the White House at the end of this year. “Jim Mattis and the others have and feel an abiding respect for Canada and our role in NATO and in NORAD, for our niche capabilities, what we were able to do along with others in the coalition, both the UN and NATO coalition in Afghanistan, our support role in other missions,” MacKay said. “That, too, is in some jeopardy depending on who replaces Gen. Mattis.” But in spite of ongoing political tensions at the top, Canada's defence and security relationship with the U.S. is hardwired at the bureaucratic and institutional levels and has not materially changed with the election of Donald Trump, said Fen Hampson, director of the global security and politics program at the Centre for International Governance Innovation. Mattis' resignation will not alter those ties, he said. “There's a constant flow of exchanges and communication on, I would say, almost an hourly basis. That's not really going to change in substantive terms,” Hampson said. “I think where it's going to be probably felt most keenly is at the cabinet-to-cabinet level where our officials have met with Mattis and (Secretary of State Mike) Pompeo on a pretty regular basis and that's where the hole is going to be felt.” Dave Perry, a senior defence analyst with the Canadian Global Affairs Institute, echoed this, saying he has heard of little change on the ground when it comes to the day-to-day bilateral work and partnerships between Canadian and American officials. “It's a relationship that's pretty embedded at the working level in institutional agreements, exchanges, all the Canadians that work directly within the U.S. defence structure in the United States — so I think the degree of change has probably been overstated with this administration,” he said. “A lot of things on the defence front have continued to work quite well quietly and will likely do so in the future.” While many analysts agree that Canada should be concerned about losing an ally in the Trump administration like Mattis, who acted as a stabilizer at the highest levels, this concern could be eased depending on whom Trump nominates as his replacement. “The void now, within the defence and security world, will hopefully be filled with someone of his ilk and his acumen,” MacKay said of Mattis. “Hope burns eternal. I remain very optimistic about the resilience of the Canada-U.S. relationship. It'll survive this administration, but boy, there's a lot of damage being done.” https://leaderpost.com/pmn/news-pmn/canada-news-pmn/mattis-resignation-not-likely-to-damage-canada-u-s-security-ties-experts/wcm/bead703a-ee27-44e6-8fca-31f19603259f