7 mai 2019 | Local, Aérospatial
Like Canadians, Swedes are natural innovators. When faced with challenges like a shifting global economy, the threat of climate change or the rapidly evolving landscape of modern national defence – both countries adapt and innovate based on evidence, reason and shared progressive values.
This is so much the case that Swedish and Canadian governments are both actively implementing innovation agendas intended not only to grow their respective high-tech and aerospace industries (among others) from the inside-out, but to help them access and leverage the very best global talent and expertise in these fields. Canada's Innovation and Skills Plan, for instance, seeks to encourage greater business investments in research and to capitalize on Canadian inventions through “shared risk taking and partnerships”.
The more Canada and Sweden build and use these partnerships to innovate together, the stronger both countries will be, now and in the future. At Saab, we believe opportunities to develop and grow partnerships with Canadian government and industry are not only a ‘good fit' – we believe these opportunities will help actualize Canada's ambitious innovation vision for decades to come.
In large part, Swedish companies are well-positioned to help Canada reach its innovation goals because innovation is inherent in their DNA. Sweden is consistently judged one of the world's most innovative countries by the annual Bloomberg Innovation Index, which placed Sweden second in 2018 (behind South Korea and ahead of Singapore, Germany and Switzerland), and by the World Intellectual Property Organization's Global Innovation Index, which ranks Sweden among the top three countries.
This level of recognition is well-earned. Swedes are early adopters of new technologies, are highly trend-sensitive and, collectively, produce one per cent of the world's knowledge while constituting less than one-thousandth of the world's population. The Swedish government formalized this innovative spirit in 2001 when it created the national Innovation Agency, Vinnova – one of the first of its kind in the world.
Of course, Sweden has long been home to a suite of classically innovative and instantly-recognizable brands like Volvo, Ikea, and Ericsson, but its government's exceptional focus on innovation in recent decades has grown this small but mighty nation's startup hub into a full-blown entrepreneurial powerhouse. By no coincidence, Sweden has produced more “$100 million-plus IPO exits” than any other country in the world, with examples including popular music streaming platform Spotify and the financial technology company iZettle.
Having research-intensive companies, such as Saab, is yet another reason Sweden does so well in global innovation rankings. The majority of Saab's people are trained engineers and around 23 per cent of its total revenues are spent on research and development (R&D) every year. That's a lot compared with other companies, but it's what it takes to think ahead and develop products and solutions with future capabilities in mind.
The Swedish approach to future technology generation is one that actively combines government- and university-based research and development capabilities with those of industry to solve common problems and to develop new, unique solutions. Harnessing the unique talents and energy contributed by each of these spheres builds a strong engine for innovative thinking and new technology development – all of which is central to Saab's corporate ethos.
Saab Canada is already an extensive supplier of military equipment to the Canadian Armed Forces – from radars and sensors for the Royal Canadian Navy to ground combat weapons and signature management systems for the Canadian Army – as well as supplying transponders to the Canadian Coast Guard and maritime traffic management systems to the Great Lakes Pilotage Authority.
Saab is also partnered with many small, medium and large-sized Canadian companies up and down its supply chain, across all of its product areas from Nova Scotia-based MilAero for electrical cable assemblies, to Bombardier with its Global 6000 business jet used for GlobalEye, an airborne early warning and control solution. As a contender for Canada's future fighter jet program, Saab's ‘future-proof' Gripen E aircraft presents even greater opportunities for collaboration and development activities between the military and aerospace sectors of both countries.
These kinds of partnerships mean that Canadian companies not only benefit from Saab's innovative thinking, but are also empowered to further develop their own, Canadian-made innovations that can then be exported worldwide – generating economic benefits right here in Canada.
Looking to the future, Saab will continue working closely with our Canadian partners to pursue opportunities here and abroad, where we can build on existing collaboration and continue to strengthen the innovation that runs deep in our respective countries.
7 juin 2023 | Local, Aérospatial
As initial operating capability of the CC-295 Kingfisher has been delayed, the RCAF is finding creative ways to address potential gaps in its SAR response. As of late May, the CC-130J Hercules became the primary fixed-wing asset for SAR missions in central Canada.
9 novembre 2017 | Local, Aérospatial
OTTAWA/MONTREAL (Reuters) - Airbus SE (AIR.PA) could cooperate further with Bombardier Inc (BBDb.TO) beyond a recent venture in the CSeries jets, if its fighter jet is permitted to compete in a Canadian military procurement, and its partners agree, an executive said on Wednesday. Canada said last year it will launch an open competition to replace its aging fleet of fighter jets and a request for proposal for the open competition is expected in 2019. Dirk Hoke, chief executive of Airbus Defense and Space, said the Eurofighter Typhoon fighter jet could be an option for further collaboration with Bombardier, although he did not specify further. “We will definitely also look at additional potential further cooperation with Bombardier beyond just the CSeries,” Hoke told Reuters on the sidelines of an Ottawa aerospace conference, adding that he was “very optimistic and positive about us entering this competition.” Airbus last month agreed to take a majority stake in Bombardier's CSeries jets program, bolstering the Canadian plane's sales and giving it a possible way out of a damaging trade dispute with Boeing Co (BA.N) and U.S. regulators. The CSeries trade dispute has muddied a potential interim military contract between Boeing and Canada for 18 Super Hornet fighter jets, creating new opportunities for rivals like Airbus, Dassault Aviation SA (AVMD.PA) and Lockheed Martin(LMT.N). Boeing and Canada had initially discussed purchasing the fighters as a stop-gap measure while the country prepared an open five-year competition to replace its aging fleet of 77 Boeing CF-18 fighter jets. Canada has halted talks with Boeing because of the dispute. Hoke said Airbus is not considering jumping into the interim bid for fighter jets and is waiting to see the specifics from the Canadian government on the open competition. “Right now, we have a very positive feeling about it but of course we have to see ... what (are) the specifications that have been finally defined and confirmed.” In 2016, Canada selected Airbus C295W aircraft for its fixed-wing search and rescue program, estimated at C$3 billion ($2.36 billion). Boeing has accused Bombardier of receiving illegal subsidies and dumping the CSeries at “absurdly low” prices in the U.S. market to win a key April 2016 order from Delta Air Lines Inc (DAL.N). The U.S. Commerce Department has notched up proposed trade duties on U.S. sales of CSeries jets at nearly 300 percent, in a case that will be decided next year at the International Trade Commission.
18 décembre 2019 | Local, Aérospatial
by Ken Pole Ever since French engineer Henri Giffard flew a hydrogen-filled dirigible 27 kilometres from Paris to Elancourt in September 1852, the propeller was for nearly a century the only way to sustain powered flight. It would be another 51 years before Orville and Wilbur Wright used this “airscrew” technology in the first flight of a powered fixed-wing aircraft at Kitty Hawk, N.C. The Wright brothers also came up with the idea of adding a twist to each blade, giving a more consistent angle of attack. Despite the advent and evolution of jets since the early 1940s, propellers have remained the preferred option for smaller aircraft. But, as with all things mechanical, they require maintenance and repair. That has enabled Winnipeg-based PropWorks Propeller Systems Inc. to become the largest company of its kind in Western Canada. “Winnipeg is where we started, on the fringe of James Richardson International Airport,” company president Jim Ross, one of the founding investors, told Skies. “The company was incorporated in October 1999 and we moved into our building in December 1999.” Winnipeg is home to about two-thirds of the total staff of 30 with the rest at its shop in Edmonton. PropWorks is now privately held by Ross along with a pair of Calgary-based investors, Lorne Gray, who owns the Aircraft Canada sales and appraisal firm, and AvMax Group Inc. “I'm the only constant,” he laughed, quickly adding that some of his employees also are long-term. Before the company was founded, Ross spent 15 years with Cessna Aircraft Co., doing finance and some marketing until it shut down its Winnipeg facility in 1992. So he began marketing for several aviation-related companies, one of which was Western Propeller. When Western decided to close the Winnipeg facility seven years later, to focus on their Edmonton and Vancouver centres, Ross and an original group of investors bought the equipment, moved it into a leased 6,500-square-foot building and began operations with just five employees. It relocated to a new 12,000-square-foot building in April 2015. The Edmonton shop, which opened in December 2006, was moved in December 2017 to a 14,000-square-foot building at Villeneuve Airport, the area's main general aviation and flight training hub. PropWorks' employees, whose experience tallies up to more than 150 years, provide services which “meet or exceed” original equipment manufacturers' specifications. “Sometimes we'll go an extra step with such things with non-destructive testing that we feel gives our customers a bit of added comfort,” Ross explained. “We have a dedicated non-destructive testing room” where blades, hubs and related components are tested before propellers are reassembled and balanced. NDT procedures include magnetic particle inspection, liquid penetrants, eddy current and ultrasonic inspection. In addition to being an Avia Propeller Service Centre, PropWorks overhauls and repairs most models of Hamilton Standard, Hamilton Sundstrand, McCauley, Dowty, MT, Sensenich and Hartzell propellers. (On a historical note, Ohio-based Hartzell dates to 1917 when Robert Hartzell, a pilot whose family owned a hardwood lumber factory and who had noticed a high failure rate in wood propellers, began producing hand-carved walnut units at the suggestion of longtime friend Orville Wright.) To this day, Hartzell prizes and cultivates customer loyalty in having built its global reputation, and so does PropWorks, which has customers in Canada, the U.S. and around the world. Ross said that as with most businesses, “it's about the people as much as the product.” One of his people is director of maintenance Mike Hudec, who had been with Western Propeller and now is his longest-term employee. Cliff Arntson, manager in Edmonton and Mike Wagner, assistant manager in Edmonton have a combined 84 years experience with propellers. Much of the U.S. business is with customers in the border markets of Minnesota and the Dakotas. PropWorks has three trucks which pick up the propellers for work in Winnipeg and Edmonton. “Our customers like that service,” said Ross. His most distant customer is AvMax, which has a base in Nairobi, Kenya, and he has other large customers primarily Canada and U.S. based. PropWorks draws on a variety of sources for its employees, including the Stevenson Campus of Red River College in Winnipeg. They come out of the aviation maintenance engineer (AME) stream but are not certified AMEs because they haven't gone through the requisite apprentice program when they join PropWorks. “They can't do that in a propeller shop because that wouldn't give them a broad enough base to qualify as AMEs,” said Ross. “There's no AME licence for propellers; there was at one time but not for many years now.” The general preference is “somebody with a good mechanical aptitude who we can put in our own training program,” he added. “It takes one to two years for them to become proficient.” Asked to explain the difference between overhaul and repair, Ross said the former involves disassembly, discarding parts mandated for replacement, installing new ones and then putting the entire assembly through NDT before it's painted, reassembled and balanced. That means it's a “zero time” propeller when it leaves the shop. Repairs, on the other hand, can involve a range of things such as dealing with blade nicks or leaking hub seals. If that's all that is done, the propeller leaves the shop as “time continued.” Like everything in aviation, propellers have long since evolved since those early fixed wood two-bladed configurations. “The simple ones nowadays are the fixed-pitch propellers that you'd see on your most basic flight training airplane,” said Ross, who is part-owner of a Cessna 172 and has about 1,000 hours logged. “Then it goes all the way up, through two-bladed constant-speed propellers to three-, four- and even five-bladed propellers.” The most complex ones are Hamilton Sundstrand propellers on the Dash 8 twin turboprop introduced by de Havilland Canada in 1984 and last built by Bombardier Aerospace in 2005. “They simply take more time,” said Ross. Then there are some which can justifiably called vintage, such as the Hamilton Standard three-bladed propellers on Second World War-era Douglas DC-3s but these are “fairly standard.” Ross noted that PropWorks donated one for the equally old North American Harvard Mark II in the Commonwealth Air Training Plan Museum in Brandon, Man. The company is doing more composites, a capacity which required “a substantial investment” in equipment, including an autoclave to heat the laminates. Asked what the future might hold, Ross replied that while “we've just had our best year ever,” he hesitated to predict the “hectic” growth of the past 10 years would continue. “The key to growth is not necessarily going out to find new customers. It's adding to our capabilities – that way more customers are likely to send their work to us.” While he could only guess at the number of corporate or private propeller-driven aircraft in Canada, he did venture that “it's not a dying market” which bodes well for the future. https://www.skiesmag.com/news/propworks-sustained-growth-over-2-decads