25 mars 2020 | Local, Aérospatial, Naval, Terrestre, C4ISR, Sécurité

NGen Announces Funding Program to Scale COVID Response

NGen Announces Funding Program to Scale COVID Response

Dear NGen Member,

Today, NGen announced that it will invest $50 million in Supercluster funding to support companies as they rapidly respond to the COVID-19 pandemic by building a Canadian supply of essential equipment, products, and therapeutics.

Projects will be selected for funding according to critical needs identified by the Government of Canada and the ability of manufacturers to produce products that are safe for both patients and health care workers.

NGen will prioritize funding for projects that can have an immediate impact between April and the end of June 2020 and will fund eligible costs for projects within this timeframe up to 100% (depending on the level of knowledge and information sharing to help Canadians).

Projects that will have an impact in the medium term – beyond the June 30 timeframe may also be considered for funding at 50%.

Projects are not expected to exceed funding of more than $5m.

For more information on NGen's COVID-19 Response Program, see the full bulletin, review the project guide, share your capabilities and follow us on Twitter @NGen_Canada for updates.

Together, we can ensure that manufacturers can get their products to the front of the line in this crisis.

Thank you for your support.

Sur le même sujet

  • What does a DAR do?

    31 mai 2019 | Local, Aérospatial, Sécurité

    What does a DAR do?

    Michael Petsche Helicopters are pretty awesome devices. Even when you understand the physics of how they work, it's still a wonder that the combination of whirling bits and pieces can result in flight. These magnificent machines put out fires, string powerlines, erect towers, pluck people in distress from mountains, and save countless lives. But here's the thing: a brand new, factory-spec helicopter right off the production line can't do any of those things. Flip through the pages of any issue of Vertical, and in almost every photo, the aircraft has been fitted with some type of special equipment. A firefighting machine will have a cargo hook for the bucket, a bubble window, an external torque gauge, pulse lights and a mirror. A search-and-rescue aircraft will have a hoist. Air ambulances are filled with lifesaving equipment. And very little of that stuff comes directly from the airframe original equipment manufacturers (OEMs). Instead, this equipment is in place thanks to supplemental type certificates (STCs). As the name implies, an STC is required for an installation that supplements the original aircraft type certificate. It needs to meet all of the same requirements as the aircraft that it's installed upon. Therefore, it must undergo the same kind of testing, analysis, and scrutiny that the aircraft does. How do regulatory authorities ensure that supplementary equipment meets the same standards as the aircraft they're designed to augment? Through people like me. I am a Transport Canada Design Approval Representative (DAR), also known as a delegate. A DAR does not actually work for Transport Canada, but is delegated to act on its behalf to make findings of compliance in a particular field of specialty — such as structures, avionics, or as a flight test pilot. To secure an STC, not only must a modification meet the same standards as the original aircraft, but it has to be shown not to degrade the safety of the aircraft. Let's take the firefighting helicopter as an example. The bubble window needs to be strong enough to withstand the aerodynamic loads in flight. In order to verify this, a structural test can be done on a test rig. However, the bubble window protrudes from the aircraft, resulting in extra drag. It could adversely affect how the aircraft behaves, or reduce climb performance, or have an effect on the pitot-static system. These are the sorts of issues that flight testing is meant to uncover. Similarly, if someone wants to upgrade an old GPS system to the latest and greatest model, testing must be done to ensure that there is no electrical interference between the new unit and any other existing systems on the aircraft. A big part of the STC process is determining just how you can prove that a modification meets the regulations. Does it need to be tested or is a stress analysis enough? Or is it a combination of the two — or another method entirely? And on top of that, which regulations are applicable? And furthermore, which version of the regulations needs to be applied? The rules for the Airbus H125, for example, are not the same as for the Bell 429. It's the role of the DAR (with concurrence from the regulator, in my case Transport Canada) to make these kinds of determinations. While the STC process is technically uniform, the scope can vary widely from one project to another. Changing a seat cushion or changing an engine type can both be STCs. The execution of a project can take many forms, and is dependent on a huge number of factors, including the DAR, the project scope, the resources available, and the end user. In my current role, I work largely on my own. The process typically begins with me submitting an application to open the project with Transport Canada. I prepare the documents and drawings, and witness and document any required testing. Then I compile it all and submit it to Transport Canada. Through all this, I will rely heavily on the end user to provide their insight and expertise — and their facilities. After all, it's their aircraft, and they are the ones who will ultimately be installing, using, and maintaining the STC kit — so it has to make sense to them. Whenever possible, I will have documents and drawings reviewed by the maintenance team to make sure that theory and reality align. Becoming a delegate How does someone become a delegate? In Canada, it begins with an educational requirement. You must have an engineering degree, or have, in the opinion of Transport Canada, equivalent experience. In other words, if someone has many years of applicable experience, they can be eligible to be a delegate, even if they do not have an engineering degree. A prospective delegate must also successfully complete the Aircraft Certification Specialty Course. This is a two-week intensive course that covers the ins and outs of aircraft certification: type certification, STCs, Change Product Rule and so on. And yes, there are exams! Next is a one-year working relationship with Transport Canada. The process for becoming a delegate is not uniform, with the one-year timeline more of a guideline than a rule. In my case, it took less than 12 months. Prior to beginning my process, I had the good fortune of working for a talented delegate for many years. He taught me how it “should be done.” I was given the opportunity to fly at 170 knots indicated airspeed in AStars pointed at the ground during flight tests; I snapped bolts while piling steel plates onto structures during structural tests; and I wrote numerous supporting reports for many kinds of STCs for many different aircraft types. My mentor is a (sometimes maddeningly) meticulous guy. Everything we did was thorough and correct. So, by the time I was presenting my own work to Transport Canada, it was evident that I already had a pretty firm grasp on the process. As a result, my delegation was granted before a full year. During the period while I was building my relationship with Transport Canada, my friends would ask if I had to accomplish certain specified milestones or achieve specific “levels.” The short answer is: not really. In fact, it's about building trust. It's almost counter-intuitive that in an industry with such strict regulations, granting delegation to someone is, to a large degree, based on a “warm, fuzzy feeling.” Ultimately, Transport Canada must have confidence in the delegate. Let's face it, we are in a business with tight schedules and high price tags. There can be a lot of pressure, financial or otherwise, to meet deadlines — and things can go wrong. Parts can fail under ultimate loading during a structural test. That cursed Velcro can fail the flammability test. And when these things happen, it can be the delegate that incurs the wrath of the angry operator who really needs to get his aircraft flying. Transport Canada must have the confidence that not only does the delegate have the technical knowledge and ability, but that they have the intestinal fortitude to stand firm under what can sometimes be difficult circumstances. There's the somewhat cynical axiom that the only way for an aircraft to be 100 percent safe is to never let it fly. I have heard many tales of woe and misery about people's dealings with Transport Canada and how the regulator was being “unreasonable” about X, Y, or Z. I'm of the opinion that these instances often stem from poor communication — on both sides. This is another area where the DAR can help. The DAR often acts as a liaison (or translator) between the operator and Transport Canada. Operators don't necessarily spend that much time studying design regulations. And similarly, Transport Canada engineers may not be fully familiar with the day-to-day challenges and obligations of aircraft operations. As a DAR, I speak the same language as Transport Canada. But I also spend a great deal of time in hangars, so I am also fluent in “aircraft operator.” This level of bilingualism can alleviate misunderstandings. And with a little strategic communication, everyone involved can be satisfied a lot sooner. Not surprisingly, communication and open dialogue between the DAR and the regulator is just as crucial. It has been my experience that Transport Canada wants to help get projects completed. They are aviation geeks, just like the rest of us, and they want to “Git ‘er done.” Because I have developed a solid relationship with Transport Canada, if ever I find myself struggling with something, I can call them and ask for guidance. Obviously it's not their job to fix the issue for me, but they are there to help. Whether they point me at an Advisory Circular that I wasn't aware of, or they draw from their own experience, 99 times out of 100, talking it through with them yields a solution very quickly. We all want to keep aircraft flying — safely. And we all have our different roles to play. As a DAR, I enjoy being the go-between for the regulatory world and the operational world. The challenge of getting them to work and play nicely together can be pretty fun — and a big part of accomplishing that goal requires earned trust and open communication. https://www.verticalmag.com/features/what-does-a-dar-do/

  • Le ministère de la Défense nationale et les Forces armées canadiennes publient les résultats d’une évaluation menée dans le cadre de l’Initiative Elsie pour cerner les obstacles à la participation des femmes aux opérations de paix de l’ONU

    31 août 2022 | Local, Aérospatial, Naval, Terrestre, C4ISR, Sécurité, Autre défense

    Le ministère de la Défense nationale et les Forces armées canadiennes publient les résultats d’une évaluation menée dans le cadre de l’Initiative Elsie pour cerner les obstacles à la participation des femmes aux opérations de paix de l’ONU

    Le 31 août 2022 – Ottawa (Ontario) – Ministère de la Défense nationale Aujourd'hui, le ministère de la Défense nationale (MDN) et les Forces armées canadiennes (FAC) ont publié l'Évaluation des obstacles dans le cadre de l'Initiative Elsie, un rapport cernant les obstacles à la participation des femmes aux opérations de paix de l'Organisation des Nations Unies (ONU) et les occasions permettant d'accroître leur participation à celles-ci. Le gouvernement du Canada a lancé l'Initiative Elsie en 2017, un projet pilote multilatéral visant à concevoir et à mettre à l'essai des approches qui aideront divers pays à éliminer les obstacles à la participation significative des femmes en uniforme aux opérations de paix de l'ONU. Il joue depuis un rôle de premier plan dans son évolution, et la ministre de la Défense nationale Anita Anand a annoncé, en décembre 2021, la prolongation de l'initiative. En 2019, le Canada a indiqué que les FAC se soumettraient à une évaluation des obstacles au moyen de la méthodologie d'évaluation des opportunités pour les femmes dans les opérations de paix (MOWIP). Cette démarche visait à mieux comprendre les défis auxquels font face les femmes des FAC en lien avec la participation aux opérations de paix de l'ONU, et à déterminer comment les FAC peuvent accroître les occasions pour les Canadiennes de prendre part à ces opérations. https://www.canada.ca/fr/ministere-defense-nationale/nouvelles/2022/08/le-ministere-de-la-defense-nationale-et-les-forces-armees-canadiennes-publient-les-resultats-dune-evaluation-menee-dans-le-cadre-de-linitiative-els.html

  • Russian aggression and cyber-warfare key issues for Canada to confront: Sajjan

    16 novembre 2018 | Local, C4ISR, Sécurité

    Russian aggression and cyber-warfare key issues for Canada to confront: Sajjan

    HALIFAX — Defence Minister Harjit Sajjan says Russia's disruptive behaviour on the world stage is a key concern for Canada. Sajjan made the remark Friday at the opening of the Halifax International Security Forum, a three-day event that has attracted security experts and politicians from around the world. The minister cited Russia's annexation of Crimea and its aggressive posture toward neighbouring Georgia as examples of a worrisome trend. "The disruptive nature that Russia has taken, it goes against the rules-based order that we're used to," he told a news conference at a downtown hotel. He said the recent commemorations marking the 100th anniversary of the end of the First World War serve as a poignant reminder of the fragility of democratic institutions. "It's even more important now that nations act in a responsible manner; that we do not provoke," he said. "Unfortunately, because of the actions that Russia has taken, we do need to make sure we send a strong message of deterrence, and with NATO we are doing that." Canada has taken a particular interest in confronting Russia's use of so-called hybrid warfare, which blends conventional warfare and cyber-warfare to destabilize democracies, Sajjan said. Peter Van Praagh, president of the Halifax International Security Forum, said Russia's internal struggles have had an impact on the rest of the world. "Russia is a great country historically, but Russia is also a failing country, simultaneously," Van Praagh told reporters. "Russia is struggling with both of those things going on at the same time." On Saturday, a panel of experts will take part in a discussion titled: "Beijing's Cravings, Kremlin's Gremlins: Freedom's Foes." "Russia doesn't have the same advanced tools that Canada and NATO has," Van Praagh said. "Russia is using different tools to exert influence ... We can't allow Russia or any other country to interfere in the operations of domestic democracies." The conference, which has attracted 300 delegates from 70 countries, is being held in conjunction with a meeting of the NATO Parliamentary Assembly. Van Praagh also cited the end of the First World War 100 years ago, saying delegates to the conference will be keeping that key event in mind. "Looking at 1918 through the prism of 100 years is a good reminder of the cost of war," he said. "It is also a reminder of our responsibility to protect our democracy. The work of democracy is never quite complete." It's the fourth time Sajjan has attended the security conference as defence minister. He said other key issues that require delegates' attention include the conflicts in Syria and Yemen, ongoing political changes on the Korean peninsula and Canada's renewed role as an international peacekeeper. "For a decade, (the forum) has been the place to discuss global defence and security issues that define our times," he said. Among those invited to speak at the forum is U.S. Gen. Joseph Dunford, chairman of the Joint Chiefs of Staff. Dunford is the highest-ranking military officer in the United States and an adviser to President Donald Trump. The delegates to the forum are almost exclusively from democratic regimes. Michael MacDonald, The Canadian Press https://www.nationalnewswatch.com/2018/11/16/russian-aggression-and-cyber-warfare-key-issues-for-canada-to-confront-sajjan

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