These Companies Will Work on R2-D2-Like Drone Helper for Air Force Pilots

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  31 mai 2019 | Local, Aérospatial

  AETE testing upgraded Australian F-18 software compatibility

  by Chris Thatcher With modifications now complete on the first two operational Australian F/A-18A Hornets, the Royal Canadian Air Force (RCAF) has begun conducting testing and evaluation of their upgraded systems at 4 Wing Cold Lake, Alta. The two fighter jets, which were accepted in February as part of the federal government's plan to address an interim gap in the Air Force's ability to concurrently meet both NORAD and NATO commitments, underwent a number of changes at L-3 MAS in Mirabel, Que., to bring them up to the same operational configuration as the Canadian CF-188 Hornets. The modifications included Canadian operational software, a revised cockpit configuration, installation of the naval aircrew common ejection seat, new night vision imaging system external lighting on the tail, a sniper targeting pod support, changes to the landing gear, and the RCAF paint scheme. The government intends to acquire 18 operational Australian jets and possibly up to seven more for spare parts. The Aerospace Engineering Test Establishment (AETE) is now conducting a range of tests, “primarily to verify that the Canadian software is fully compatible with remaining Australian-unique hardware and systems, before being declared operational and integrated with the rest of the fleet,” a spokesperson for the Department of National Defence told Skies. “This is the normal practice for changes that occur on any aircraft fleet.” AETE has also conducted test and evaluation of CF-188 Hornet systems and gear as the RCAF finalizes an upgrade package for its fleet of 76 fighter jets. Both the RCAF Hornets and the Australian jets could also see an upgrade to their combat capability. A review by the Air Force is currently underway to assess any necessary improvements to the combat capability of the fleet after an Auditor General's report in November flagged a shortage of pilots and the declining combat capability of the aircraft as the two “biggest obstacles to meeting the new operational requirement.” The review is expected to be completed this spring. Deliveries of the remaining Australian Hornets will continue at regular intervals for the next three years, with the final aircraft expected by the end of 2021. The jets will be distributed among the tactical fighter squadrons and operational training squadron at 3 Wing Bagotville, Que., and 4 Wing Cold Lake. https://www.skiesmag.com/news/aete-testing-upgraded-australian-f-18-software-compatibility/

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  31 juillet 2020 | Local, Aérospatial

  Companies highlight jobs, economic spinoffs as fighter-jet competition closes

  OTTAWA — Fighter-jet makers are leading with promises of jobs and other economic spinoffs as they make their final pitches for why Canada should buy their planes to replace the military's aging CF-18 fleet. Friday marks the deadline for U.S. aerospace companies Lockheed Martin and Boeing, as well as Swedish firm Saab, to submit their bids in the current fighter-jet competition, which will see Canada spend up to $19 billion on 88 new planes. The closing of the competition marks a major milestone in Canada's decade-long effort to buy new fighter jets for the Royal Canadian Air Force, which has been plagued by government mismanagement and political controversy. While the combat capability of each of the three competing planes — Lockheed Martin's F-35, Boeing's Super Hornet and Saab's Gripen — will be the main focus as the government evaluates each bid, there will also be a lot of focus on the economic benefits of buying each plane. To that end, Lockheed Martin commissioned a report in February that found up to 4,200 jobs will be created or sustained each year if Canada buys its F-35 stealth fighter, which the company equated to more than 150,000 new jobs over the life of the plane. The analysis provided to The Canadian Press, which was compiled by Toronto-based OMX, also predicted the Canadian economy will see roughly $15 billion in additional activity between now and 2058 if the F-35 is selected to succeed the CF-18 as Canada's primary fighter jet. That is in addition to the $2 billion in economic benefits that Canada has already received since 2007 as one of nine partner countries in the development of the F-35, which lets Canadian companies compete for work associated with the stealth fighter. Canada has contributed US$541 million since 1997 to be a partner in the F-35 program. "Lockheed Martin has prepared a comprehensive proposal," the company said in a statement on Thursday. "The F-35 is the most capable, best-value fighter to strengthen defence, enhance ally partnerships and contribute to economic growth in Canada with significant, long-term industrial opportunities." Lockheed Martin isn't the first to toot its own horn on the potential economic benefits of its fighter. Boeing last month released its own commissioned report showing its existing operations in Canada created $5.3 billion in economic spinoffs last year and supported 20,000 jobs. Boeing says the numbers will go up if the Super Hornet wins, though it has not revealed its exact estimates. The emphasis on jobs and money — rather than combat capability — comes as Canada's economy has been battered by the COVID-19 pandemic, forcing the federal government to spend tens of billions in financial support for Canadians. Defence analyst David Perry of the Canadian Global Affairs Institute said it makes sense for companies to highlight the potential economic benefits of their bids. He said it helps to make the cost more palatable to the public and is also important in determining the winner. "In any competition like this, you're always looking for any potential partial point that you can get," Perry said. "Companies, if they're going to invest this significant time and significant amount of money preparing a bid like this, then they don't leave anything to chance. You make sure you try to wring every single last partial point you can get out of your proposal." This report by The Canadian Press was first published July 30, 2020. Lee Berthiaume, The Canadian Press

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  6 octobre 2020 | Local, Naval

  Shipbuilding industry pushes back as federal government shops for used icebreaker

  Murray Brewster The federal government is in the market for another used icebreaker that could be converted for use by the Canadian Coast Guard on the Great Lakes — much to the dismay of shipbuilders across the country. A request for proposals to acquire an existing light icebreaker was posted on the government's procurement website in mid-September. The timing is interesting. Federal decision-makers have known for five years that the coast guard needs such a vessel for the region. The request for proposals — which closes at the end of October — was posted as U.S. lawmakers began to push bipartisan legislation through Congress to strengthen the U.S. Coast Guard's capacity to break ice and keep commerce flowing on the Great Lakes. The plan for Canada to buy a used icebreaker follows a separate decision by Transport Canada to purchase a used ferry from Spain on an emergency basis. Build them here, says industry The Canadian Marine Industry and Shipbuilding Association (CMISA), which represents most of the marine suppliers and shipyards across the country, said both decisions represent a loss of domestic jobs and at least $250 million in federal spending that could have gone into a Canadian economy hard hit by the coronavirus. "We're of the strong belief that vessels such as light icebreakers can and should be built in Canada," said Colin Cooke, president and chief executive officer of the shipbuilding association. "We have the capacity. We have the skilled trades. We have the expertise, the technical expertise. We have the shipyards. And that was what the point of the National Shipbuilding Strategy was all about." That shipbuilding strategy is supposed to direct government work to Canadian shipyards. Cooke said the plan to purchase an existing icebreaker and the deal to acquire a former Spanish ferry would both be unacceptable in normal times — but they're even less acceptable now. "We are in a COVID time when we're looking for all sorts of ways to make sure that people are employed, that businesses are able to survive — I won't say thrive, I will say survive — through the lockdowns caused by this pandemic," he said. Public Services and Procurement Canada was asked for comment last Thursday but did not respond. The tender for the light icebreaker, posted online Sept. 18, describes the purchase as a necessary interim step for the coast guard to "bridge the gap while awaiting the delivery of dedicated new vessels." Significantly, the request for proposals noted that the need for such a ship was identified five years ago — around the same time a comprehensive analysis warned that the coast guard icebreaking fleet was in dire straits and in need of immediate replacement. "In 2015-16 the CCG identified a requirement for interim icebreaking capabilities to fill gaps in capacity resulting from ships being temporarily withdrawn from service" for refit and life extension, said the tender. Two years ago, the Liberal government concluded a deal worth $827 million with Chantier Davie of Levis, Que., which operates the Davie shipyard, to refit three medium-sized commercial icebreakers for the coast guard. Used icebreakers could be scarce Tim Choi, a University of Calgary shipbuilding expert, said this recent tender suggests the federal government is operating on the flawed assumption that there is an abundance of used icebreakers on the market. The deal with the Davie shipyard was an anomaly and federal officials "got lucky" last time because there happened to be three vessels available, he said. Choi said he believes the federal government isn't likely to be so fortunate this time: his research suggests there may be only one light icebreaker out there that would fit in the bill — in Finland — and it's not clear the Finns are ready to part with it. "There are very few requirements for a vessel like that outside of Canada and the United States in the Great Lakes, St. Lawrence region," said Choi. "It's not like there's a used car lot where you can just go out and buy these things." The shipbuilding association said it can make a strong case for a fast-track build in Canada. Choi said he believes procurement services may be forced in that direction anyway because of market conditions. In mid-September, three U.S. senators — Tammy Baldwin (D-WI), Todd Young (R-IN) and Gary Peters (D-MI) — introduced the Great Lakes Winter Commerce Act. The bipartisan legislation is expected to codify the U.S. Coast Guard's icebreaking operations on the Great Lakes and, more importantly, increase the size of its fleet. "Inadequate icebreaking capacity in the Great Lakes is costing us thousands of American jobs and millions in business revenue," said Baldwin in a statement. "We must boost our icebreaking capacity in the Great Lakes to keep our maritime commerce moving." https://www-cbc-ca.cdn.ampproject.org/c/s/www.cbc.ca/amp/1.5751143