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Posted on July 24, 2019 by Chris Thatcher A formal request for proposals (RFP) to replace the Royal Canadian Air Force (RCAF) fleet of CF-188 Hornets was released on July 23, launching the final phase of an intense competition for what will be the largest acquisition in recent Air Force history. The much-anticipated RFP had been expected in May, but was pushed back several months to allow procurement officials to asses changes to a draft version requested by several of the likely bidders. Valued at up to $19 billion, the future fighter project is seeking proposals for 88 advanced aircraft to replace an RCAF fleet of 76 Hornets that began entering service in the mid-1980s. Four suppliers have been qualified to submit bids: Sweden's Saab Aeronautics with the Gripen E; Airbus Defense and Space, under the United Kingdom and Northern Ireland, with the Eurofighter Typhoon; Boeing with the F/A-18 Super Hornet; and Lockheed Martin with the F-35A Lightning II Joint Strike Fighter. The latter two both have the support of the United States government. Proposals must be submitted by spring 2020–no date was provided in the government press release–but bidders will have at least two opportunities to confirm critical elements of their submission meet Canada's security and interoperability requirements. During industry engagements over the past two years, senior officers with the Fighter Capability Office have stressed the importance of Two Eyes (Canada-U.S.) and Five Eyes (Canada, U.S., United Kingdom, Australia and New Zealand) interoperability. The fighter fleet is integral to both Canadian sovereignty and U.S. defence through the NORAD mission. French manufacturer Dassault Aviation withdrew from the competition in November 2018, citing the Two Eyes requirements as a restricting factor to any proposal. Bidders can provide their security offer for feedback by fall 2019, and then revise. They will also have an opportunity after the full proposals are delivered to address deficiencies “related to mandatory criteria,” Public Services and Procurement Canada (PSPC) said in a statement. “[Bidders] will receive feedback from Canada so that they can address non-compliance. This approach has already been used for other large federal procurements and has proven to be successful in maintaining a high level of competition.” Though technical capability will account for 60 per cent of the evaluation, economic benefit to Canada will be worth 20 per cent, the highest weighting for economic return on any procurement to date. The final 20 per cent will be attributed to overall program cost. One reason for the delayed RFP was concern raised by Lockheed Martin over how the government's Industrial and Technological Benefits (ITB) policy would apply. Though 110 Canadian companies have received around US$1.5 billion in contracts for the F-35 program to date, the company is unable to offer the type of industrial offsets required by the ITB policy and believed it would be at a disadvantage. The government was reminded that, as a signatory of the Joint Strike Fighter Production, Sustainment and Follow-on Development Memorandum of Understanding in 2006, it had agreed not to impose “work sharing or other industrial or commercial compensation ... that is not in accordance with the MOU.” Carla Qualtrough, minister of Public Services and Procurement and Accessibility, told defence executives at a trade show in May that changes had been made to the statement of requirements that would “ensure a level playing field” while “maintaining our government's policy objectives. “Every bid must still include a plan for ITBs equal to 100 per cent or more of the contract value. That doesn't change,” she said. “This procurement is a generational opportunity for the Canadian aerospace industry that will generate good middle-class jobs across the country. What will change is that it will be up to each supplier to decide whether they will also provide a contractual obligation for their ITBs.” Bidders will score higher if their ITB plan is backed with a contractual obligation, added Qualtrough. “This is a complex process. As complex as any the federal government has ever conducted. The field is comprised of very different entities – and dynamics. Conducting a truly open and fair competition among them is indeed a challenge,” she said. Mitch Davies, a senior assistant deputy minister at Innovation, Science and Economic Development Canada, told CBC on July 23 that the ITB requirement had been structured so that companies could “make a compliant ITB offer that suits their circumstances,” but that Lockheed Martin could still be penalized for failure to meet certain contractual commitments. The competition is being monitored by an independent fairness monitor. In public statements, Lockheed Martin said it looks forward to participating in the competition, while other companies said they will review the RFP documents. The U.S. Air Force has been touring the F-35 in Canada this summer; it performed at the Bagotville Airshow in June and will be at the Ottawa-Gatineau airshow in early September. A spokesperson told Skies the fighter is “the most survivable aircraft and a generational leap ahead of any other fighter in production today. From a cost perspective, we've reduced production cost below $80 million,” which would be on par, if not below, other legacy aircraft. Over 400 aircraft have now been built, accumulating 200,000 flight hours. When the government re-launched the Future Fighter Capability project in late 2017, it also said the eventual evaluation would include an assessment of a bidder's “impact on Canada's economic interests,” a clause directed at Boeing for its then trade complaint against Montreal-based Bombardier. With the trade complaint since dismissed by U.S. International Trade Commission, Jim Barnes, Boeing's team lead for the Canada, told Skies in May the clause would not have “an impact on our competitiveness.” Boeing will likely bid the Block 3 variant of the Super Hornet, “the next evolution” that features advanced networking and data processing capabilities in a distributed targeting processor network with cockpit touch panel displays, and in an airframe that has been enhanced from 6,000 to 10,000 flight hours. “The baseline Super Hornet attributes, with the capability increases of the Block 3, is an ideally suited aircraft for NORAD and NATO operations,” said Barnes. “At this point in time, we think we have a very compelling offer to put on the table.” That offer could be bolstered by the continued interest in the aircraft by the U.S. Navy. Boeing has signed a multi-year contract for 110 Block 3 aircraft out to 2026, and is expected to convert as many as 442 Block 2 variants to the Block 3 configuration by 2033. “It is the perfect time for an international customer to procure the Super Hornet,” he said, noting that the ongoing U.S. Navy program will help maintain acquisition and lifecycle costs. Airbus Defence & Space has said from start of the competition that it would decide whether to submit a proposal once the final statement of requirements in the RFP was released. The Typhoon serves in a similar role to NORAD duty with the Royal Air Force, and has participated in numerous missions with U.S. aircraft. It is unclear how easily it could be incorporated into NORAD mission systems. However, Airbus has continued to strengthen its position in Canada, winning the fixed-wing search and rescue aircraft competition in 2016 and partnering with Bombardier on the C Series, now known as the Airbus A220. It now calls Canada it's fifth home country. “We are proud of our history as a longstanding partner to Canada, serving the country's aerospace priorities for over three decades. We welcome the new opportunities to support the Canadian Armed Forces, to provide skilled aerospace jobs across our country and to help safeguard Canadian sovereignty,” Simon Jacques, president of Airbus Defence and Space Canada, told CBC. While the Gripen E might be the dark horse in the competition, Patrick Palmer, Saab Canada's executive vice-president, told defence reporters in May the aircraft was designed to be easily upgradeable as technology changes–the avionics software is split so that flight-critical and tactical modules can be upgraded separately “without having to have a full aircraft recertified.” The jet has also evolved to ensure NATO interoperability and meet “the threats beyond 2025 – the threats we know today, the threats we don't know today ... in any contested airspace environment,” he said. More important for the NORAD mission, the Gripen was designed from the outset for Arctic operations, requiring minimal ground crew support and featuring the ability to operate from austere airstrips. PSPC expects to award a contract in 2022. The first aircraft will be delivered starting in 2025. https://www.skiesmag.com/news/fighter-jet-rfp-released/

Rarely in the life of a large, complex military program do you get the opportunity to reshape it from the ground up. But with two pilot training contracts coming to an end in the mid-2020s, the Royal Canadian Air Force (RCAF) is taking advantage of the moment to “reimagine how we are doing training,” said Col Pete Saunders, director of Air Simulation and Training. RCAF pilots obtain their wings through two contracted training services, Contracted Flying Training and Support (CFTS) and NATO Flying Training in Canada (NFTC), delivered from two schools in Manitoba and Saskatchewan: 3 Canadian Forces Flying Training School (3 CFFTS) at the Southport Aerospace Centre in Portage la Prairie and 2 Canadian Forces Flying Training School (2 CFFTS) at 15 Wing Moose Jaw. CFTS, delivered by Allied Wings and led by KF Aerospace, ends in 2027 while NFTC, provided by CAE Military Aviation Training, runs until December 2023, with the option for a one-year extension–the program was recently extended from 2021. At same time, the RCAF would like to transition in-house training of its air combat systems officers (ACSO) and airborne electronic sensor operators (AESOp) to the same program as pilot training, a move partially driven by the end of service life of their primary training platform, the Dash-8 “Gonzo” in 2028. “There are things we have done really well, things we probably wouldn't do that way again, so this is an opportunity to re-baseline everything,” said Saunders. By concentrating all aircrew training under one program, the RCAF is requesting one of the more comprehensive and ambitious industry-managed programs worldwide, from courseware and training devices to aircraft and maintenance, instructors and facilities management. The Future Aircrew Training (FAcT) program hasn't yet released an official price tag, but with NFTC worth about $3.8 billion over 25 years and CFTS valued at $1.8 billion over 22 years, the eventual contract could exceed $10 billion over 20 plus years. More than 80 companies initially expressed interest in the program and five have been down-selected to offer bids when a request for proposals is released in early 2020: Airbus Defence and Space, Babcock Canada, Leonardo Canada, Lockheed Martin Canada, and SkyAlyne Canada, a joint venture between the two incumbents, CAE and KF Aerospace. A sixth qualified bidder, BAE Systems, withdrew in April. What they will be asked to bid on boils down to a single word: Output. In presentations to industry over the past two years, Saunders has stressed, “it is not an aircraft acquisition program, it is a training service, [and] what we are contracting for is output. How a successful supplier gets there, I am not that fussed. What I care about is the output.” And that is a straightforward demand: 120 pilots, 40 ACSOs and 36 AESOps, plus or minus 15 per cent, to a defined standard every year. The flexibility to ramp up or down is intended to deal with shortages–the RCAF is at about 82.6 per cent of manning or around 275 pilots short at the moment–the introduction of new fleets like remotely-piloted aircraft systems (RPAS), and the transition from legacy to new airframes when throughput may not be as high. The numbers are based on demographic shifts and forecasted attrition rates, a “sweet spot” that acknowledges the fact the newer generations may be less likely to enroll for a 25-year career, he said. The Air Force also wants a program adaptable to technological change as both training systems and teaching methodologies evolve. “Our existing programs are delivering exactly what we are asking for, but they don't have that flexibility baked into them, which then handcuffs the contractor who would love to do things slightly differently, but it comes at a certain cost,” said Saunders. FASTER WINGS The current training system produces around 100 to 115 pilots each year for the RCAF's fleets of multi-engine, rotary wing and fighter aircraft. Though the schools delivered a record 116 pilots in 2016, the number has been scaled back to 107 for 2018 to manage a bottleneck developing at many of the operational training units (OTU). The Air Force revised its selection process about five years ago, from a series of aptitude tests and hand-eye coordination simulators to a computer-based assessment purchased from the Royal Air Force, and has seen a significant drop in its overall attrition rate from about 15 per cent to six to eight per cent. On average, 155 students from a pool of almost 1,200 are selected for the four-phase program that begins with primary flight training on the Grob 120-A in Portage la Prairie. About 130 advance to Phase II in Moose Jaw for basic flight training on the CT-156 Harvard II turboprop–an additional 10 often remain on the Grob if there is a capacity issue with the Harvard or they suffer from air sickness on the faster aircraft and are likely going to become helicopter pilots. At the end of Phase II, students are streamed into multi-engine, rotary wing and fast jet. Approximately 35 multi-engine and 60 helicopter candidates will return to Portage for Phase III advanced flight training on the Raytheon King Air C-90B or the Bell CH-139 Jet Ranger and Bell 412 while around 30 remain in Moose Jaw for advanced fighter training on the CT-155 Hawk, learning advanced aerobatics, instrument flying, and tactical formation flying. With Wings proudly pinned to their uniforms, multi-engine and rotary-wing pilots are assigned to operational training units while fighter pilots move on to Phase IV, also known as Fighter Lead-In Training (FLIT), still on the Hawk but at 419 Tactical Fighter Training Squadron at 4 Wing Cold Lake, Alta. The Air Force is also in the process of analyzing the options for a future FLIT program, but has opted to separate FAcT from the more specialized FLIT requirements. One of the many objectives of FAcT will be to stream pilots earlier in the process, rather than waiting until the end of basic flight training after Phase II. In preparation for a new program, the RCAF has revised the qualification standards for all its aircrew trades, but especially for pilots to reflect the mission management component of flying more data-generating aircraft. “There will be a basic flying training phase for all pilots. And then as early as possible, we want to stream them between rotary and fixed-wing,” said Saunders. “Then rotary folks will go off and do their basic rotary training and advanced training, be that on one aircraft or two aircraft. On the fixed wing stream, there will be [additional training] and then they will split again between fast jet and multi-engine.” Whether that is delivered as four distinct phases has yet to be defined, he said, but the Air Force has been working with potential bidders through workshops to develop the training plan. “As long as they meet the standard we have laid out, how we get there will be unique to each one of these qualified suppliers.” The Air Force recently adjusted its training plan to a block approach where student performance is measured by passing certain gates rather than following a linear progression. “The result has been very positive in that we've reduced our extra do-overs, our extra training by half,” said Col Denis O'Reilly, commander of 15 Wing Moose Jaw. By allowing students to focus on areas where they know they need the work and giving them more input into their flights, “it has decreased attrition rates and increased student confidence,” he said. “That has allowed us to use these hours more wisely... [I]nstructors are more successful on every trip they take a student on.” ACSOs and AESOps will remain in Winnipeg, but bringing them under the same training program is intended to capitalize on the fact that much of the basic courseware is common to both pilots and systems operators. Specialized training for future RPAS pilots and weapon systems operators will be done at an OTU, but the initial skills will be to the same standard as other aircrew, said Saunders. “If we determine that the nature of the work is so different that it requires a change in the qualification standard or that we need to make a different stream, then we will have the ability to do that.” The CFTS and NFTC programs are delivered with a mix of 12 Grobs, seven King Airs, 10 Jet Rangers, nine 412s, 22 Harvards and 17 Hawks, and all have an availability rate of over 90 per cent. And at 17,600 hours per year, no one flies Harvards more than Canadian pilot candidates. However, Saunders has told industry not to assume access to any of the current training fleets. “The [18-year-old] Hawks and the Harvards have done a great job and we're pretty confident they will be fine to the end of the contracts,” he said. “But we put a lot of abuse on them. Let's just say pilot training is not kind to aircraft. So those aren't going to be available. Similar with the rotary wing aircraft. We are seeing a clean slate. I'm not telling [qualified bidders] which airplane ... as long as it achieves my training objectives.” TRAINING INNOVATION In 2015, the RCAF released a long-term simulation strategy intended to “transform [the] training system from one that relies on aircraft to one that exploits new technologies to train aviators in a simulation-focused system that creates, in effect, a ‘virtual battlespace'.” Leveraging the latest in technology is still an Air Force goal, but the RFP for FAcT will not prescribe percentages for live flying versus simulation training. “We haven't given them a specific ratio,” said Saunders. “We spoke with allies who have introduced programs over the last couple years, and looked at our own experience on the CH-148 Cyclone and the CH-147 Chinook, where we have more modern simulators, and said, ‘Is there a sweet spot?' I can't say there is a consensus out there.” Rather, the Air Force has looked at its performance objectives and tried to determine how many can be completed in a simulator. “Our initial cut is probably more flying hours than we are currently getting,” he admitted. Because the Air Force also wants to push more training down from the OTUs to the pre-Wings phase of a pilot's development–skills like VFR navigation, night vision systems, and formation flying operating with night vision goggles–Saunders also expects the number of simulator hours to increase. “I want to teach the whys and hows and get them comfortable trusting these things on a much less expensive aircraft,” he said. At present, the majority of simulation flying is done during Phase III of rotary wing (42%) and multi-engine (59%) training. Peter Fedak, a former commanding officer of 3 CFFTS and the site manager for Allied Wings in Portage, said the “pendulum has swung back a bit” when it comes to simulation. The school recently acquired an advanced simulator for the Bell 206, but instead of replacing hours one-for-one, “we are trying to use the sim to the best of its ability and seeing how many things we can take out of the aircraft.” In fact, the changes added five days to the training curriculum. However, the Air Force will be looking to industry for ideas and technologies to improve how students learn. O'Reilly noted training is expensive and industry is well ahead of the military on new methodologies. “I don't think we can be closed minded about it,” he said. Added Saunders: “That is where I think we are going to see the largest differentiator between bidders, is in how they want to get somebody from point A to point B using some of these more advanced technologies. But it has to be cost-effective. I've been very clear that this is not a developmental program. Canada can't be the guinea pig in terms of new and unproven technology.” CONTRACTING EXPERIENCE All the improvements to the training system won't matter much if the operational training units are unable to absorb Winged pilots more quickly. At present, the Air Force has a bottleneck at most OTUs due to challenges retaining experienced pilots and an operational tempo that has pulled veteran instructors from most fleets for deployments. That has resulted at times in lengthy delays for some young pilots, observed Fedak. “The gap is longer than we would like and we are seeing some fade and a lot of returns. Because of that wait, we have had to do refresher training for a lot of people who we would love to never see again, unless they come back as instructors.” Saunders said the ideal wait is no more than six months to finish advanced training and then move, get settled, complete some ground school and begin flying at an OTU. “That is motivating and it's also efficient.” As part of FAcT, the Air Force is open to more contracted flight instructors. While industry under both the CFTS and NFTC provides simulator-based instruction, live flying has remained the purview of the military, a commitment that requires around 130 instructors in both locations, said O'Reilly. “The intent is to allow the OTUs to be better staffed from a uniform perspective, which is where I really need those instructor pilots,” said Saunders. As the former commander of 406 Maritime Operational Training Squadron in Shearwater, N.S., when the Cyclone was introduced, he relied on a dozen serving and contracted instructors to manage the conversion from the CH-124 Sea King to the Cyclone. “Half of those are probably contracted flight instructors on any given day, and you would not be able to tell who is who,” he explained. “My focus at the time was to create that one team, one standard, one mission approach. There were things the contracted folks don't teach–tactics that are a classification level beyond what they hold–but they definitely teach everything up to that point, interspersed with our uniform flight instructors.” Transitioning from a program managed by two companies to a single provider of what are now three distinct programs won't be straightforward, even if the winner is the joint venture of CAE and KF Aerospace. Though the two companies have been “very responsive” managing an inter-related program, ensuring the right number of aircraft are on the line each day, students transfer back and forth and “an issue with one creates a ripple effect with the other,” noted Saunders. “These are different companies under different contracts with different metrics, so just by the very nature of it, it creates a challenge.” The RCAF, however, has experienced enough fleet transitions in recent years to “have learned what things work well,” he said. Through a series of workshops with industry on everything from training plans, to aircraft, to infrastructure that will extend into the fall, the Air Force hopes to present an RFP in early 2020 that is well understood and not subject to unexpected delays. “I've said, ‘I know it isn't going to be a cheap program, but tell me if there is something we are asking for that is going to create a significant cost driver',” he said. To date he has been getting that type of feedback. Potential bidders, for example, have raised questions about his contention flying hours may increase. “We have provided our rationale based on what we've learned from our allies, but we are not being prescriptive, we are saying this is what we see as a benchmark. And if you are telling me something different, tell me why.” The Air Force created two documents, Concept of Training and Concept of Training Support, to guide prospective vendors through the current process, from weather and number of flying days in both locations to meals and accommodation. “I would argue by the time the RFP comes out, most people would have their bids in a 95 per cent completion state because we have been working with them all the way through,” he said. Among other measures, the Air Force will stand up a Training Implementation Working Group led by 2 Canadian Air Division to monitor the process and assess the implications of various decisions once a contract is awarded in 2021. “It will be very complicated,” but when you have that rare opportunity to makes changes, you need to seize it, he said. https://www.skiesmag.com/features/future-aircrew-training-program-next-gen-aircrew-training/?utm_source=skies-daily-news-top-story&utm_campaign=skies-daily-news&utm_medium=email&utm_term=top-story&utm_content=V1

GATINEAU, QC, le 23 juill. 2019 /CNW/ - Le Canada s'assure que les membres des Forces armées canadiennes disposent de l'équipement dont ils ont besoin pour faire leur travail. Dans le cadre de sa Politique de défense « Protection, Sécurité, Engagement », le gouvernement fera l'acquisition de 88 chasseurs évolués pour fournir la capacité dont les Forces armées canadiennes ont besoin et pour assurer la sûreté et la sécurité des Canadiennes et des Canadiens et respecter ses obligations internationales. Il s'agit du plus important investissement dans l'Aviation royale canadienne en plus de 30 ans. Gr'ce à cet investissement, le gouvernement livrera les avions qui répondent aux besoins du Canada, tout en assurant un bon rapport qualité-prix pour la population canadienne. Cet investissement appuiera la croissance de la main-d'œuvre hautement spécialisée du Canada dans les industries de l'aérospatiale et de la défense pour les décennies à venir, d'un océan à l'autre. Aujourd'hui, le gouvernement du Canada a franchi une étape importante. À la suite d'une vaste mobilisation de l'industrie et des fournisseurs admissibles au cours des 18 derniers mois, la demande de propositions officielle a été remise aux fournisseurs admissibles. Les fournisseurs ci-après ont jusqu'au printemps 2020 pour présenter leurs propositions initiales au Canada : Suède--SAAB AB (publ) -- Aeronautics Royaume-Uni et Irlande du Nord -- Airbus Defense and Space GmbH (avec MBDA UK Limited, L3 Technologies MAS et CAE Canada) États-Unis--Lockheed Martin Corporation (Lockheed Martin Aeronautics Company) (avec Pratt and Whitney) États-Unis--The Boeing Company (avec Peraton Canada Corp., CAE Inc., L3 Technologies MAS Inc., GE Canada et Raytheon Canada Limited Services and Support Division) Le Canada offrira à tous les soumissionnaires deux occasions de démontrer qu'ils peuvent présenter un plan pour répondre aux exigences du Canada en matière de sécurité et d'interopérabilité. L'offre de sécurité doit être soumise à l'automne 2019 et, à la suite des commentaires du Canada, les soumissionnaires pourront modifier et soumettre à nouveau cette offre dans le cadre de la proposition initiale au printemps 2020. Les soumissionnaires auront également l'occasion de combler les lacunes de leurs propositions en ce qui concerne les critères obligatoires. Plutôt que d'être rejetés d'emblée parce qu'ils ne satisfont pas aux exigences obligatoires, les soumissionnaires recevront une rétroaction du Canada afin qu'ils puissent corriger les aspects non conformes. Cette approche a déjà été utilisée dans le cadre d'autres grands approvisionnements fédéraux et s'est avérée efficace pour maintenir un niveau élevé de concurrence. Tous les soumissionnaires seront assujettis aux mêmes critères d'évaluation, et les propositions seront évaluées rigoureusement en fonction des exigences de mérite technique (60 %), des coûts (20 %) et des retombées économiques (20 %). Dans le cadre de cet approvisionnement, on attribue l'une des pondérations les plus élevées aux retombées économiques pour le Canada dans l'histoire du pays. Tous les fournisseurs seront tenus de présenter un plan sur des retombées économiques correspondant à la valeur du contrat proposé; les points maximums étant accordés uniquement aux fournisseurs proposant des garanties contractuelles. Ce processus concurrentiel ouvert et transparent est observé par un surveillant de l'équité indépendant afin d'assurer des règles du jeu équitables pour tous les soumissionnaires éventuels. Le rapport provisoire du surveillant de l'équité sur le processus de qualification et de mobilisation des fournisseurs a révélé que les activités étaient menées de façon équitable. Le surveillant de l'équité a fait la déclaration suivante à Services publics et Approvisionnement Canada : « En tant que surveillant de l'équité du Projet de capacité future en matière d'avions chasseurs, nous avons supervisé le projet durant toute l'étape de qualification et de mobilisation, y compris l'élaboration de la demande de propositions, et nous n'avons relevé aucune lacune en matière d'équité. Nous sommes d'avis que le processus a été mené de façon équitable. Les décisions ont été prises objectivement et sans favoritisme personnel ni influence indue, et le processus englobaient les éléments d'ouverture, de compétitivité, de transparence et de conformité. » L'évaluation des propositions, y compris des propositions révisées, devrait permettre de sélectionner un soumissionnaire au début de 2022. La livraison du premier aéronef est prévue dès 2025. Le gouvernement du Canada continuera de faire progresser ce projet important pour assurer la sécurité de la population canadienne au cours des prochaines décennies. Citations « Notre gouvernement tient sa promesse de remplacer la flotte d'avions chausseurs du Canada au moyen d'un processus concurrentiel ouvert et transparent. Aujourd'hui, on franchit une étape importante dans le cadre du processus qui fournira aux femmes et aux hommes de l'Aviation royale canadienne les aéronefs dont ils ont besoin pour assurer la sûreté et la sécurité des Canadiens, au juste prix et dans le plus grand intérêt économique du Canada. » L'honorable Carla Qualtrough Ministre des Services publics et de l'Approvisionnement et de l'Accessibilité « L'acquisition de la future flotte de 88 chasseurs est une étape essentielle que notre gouvernement s'est engagé à mener à bien dans la politique Protection, Sécurité, Engagement. Gr'ce à cet investissement, l'Aviation royale canadienne aura le nécessaire pour protéger la population canadienne. Il est essentiel que nous obtenions le bon équipement qui servira nos femmes et nos hommes en uniforme pour les décennies à venir. » L'honorable Harjit S. Sajjan Ministre de la Défense nationale « Des retombées économiques concrètes et durables pour les Canadiens sont une priorité de ce projet. Il s'agit d'une occasion unique de soutenir la croissance de la main-d'œuvre hautement spécialisée du Canada dans les industries de l'aérospatiale et de la défense. Nous sommes persuadés que les Canadiens profiteront pleinement de ce processus d'approvisionnement gr'ce aux investissements, à la recherche et au développement ainsi qu'à de bons emplois pour les décennies à venir. » L'honorable Navdeep Bains Ministre de l'Innovation, des Sciences et du Développement économique Les faits en bref Depuis le lancement de ce processus en décembre 2017, le gouvernement du Canada a consulté de façon soutenue les industries canadiennes de l'aérospatiale et de la défense afin que celles-ci soient bien positionnées pour participer à ce processus d'approvisionnement. L'attribution du contrat est prévue pour le début de 2022, et la livraison du premier avion de remplacement est attendue dès 2025. La transition vers une nouvelle flotte de chasseurs exigera le maintien en activité des CF-18 actuels jusqu'à ce que la nouvelle flotte atteigne sa pleine capacité opérationnelle. L'intégration de chasseurs australiens additionnels aide à garantir que les Forces armées canadiennes ont l'équipement nécessaire pour continuer de remplir leurs missions et obligations internationales. Liens connexes Projet de capacité future en matière d'avions de chasse Chasseurs Suivez-nous sur Twitter Suivez-nous sur Facebook SOURCE Services publics et Approvisionnement Canada Renseignements: Marielle Hossack, Attachée de presse, Cabinet de l'honorable Carla Qualtrough, 819-997-5421; Relations avec les médias, Services publics et Approvisionnement Canada, 819-420-5501, media@pwgsc-tpsgc.gc.ca Related Links www.tpsgc-pwgsc.gc.ca https://www.newswire.ca/fr/news-releases/le-canada-annonce-la-prochaine-etape-dans-le-cadre-du-processus-concurrentiel-d-acquisition-de-chasseurs-873316293.html

The 88 jets are to replace the country's aging CF-18s, which have been in service for more than 35 years. After years of stop-and-start work on replacing them, the government launched the current procurement in 2016 and has been working on the details for nearly three years. Public Services and Procurement Canada says Saab, Airbus, Lockheed Martin and Boeing have until this fall to demonstrate that they can meet requirements for security and interoperability with allied countries' forces, and until 2020 to make what the government calls “initial proposals.” In announcing the call, the government points out that the bidders will have to show that they have plans to invest as much in economic benefits for Canada as the eventual contract is worth. A winning bidder is to be chosen in 2022 and the first planes are to arrive in 2025. https://ottawacitizen.com/pmn/news-pmn/canada-news-pmn/feds-officially-launch-contract-to-supply-88-new-fighter-jets/wcm/10762f5a-0cdb-4c70-9081-5311b2bf49a7

VICTORIA, July 16, 2019 /CNW/ - Seaspan's Victoria Shipyards has signed a contract to perform Docking Maintenance work on the Royal Canadian Navy's (RCN) fleet of Halifax-class frigates. This work has been executed by Victoria Shipyards for the last decade under the Frigate Life Extension (FELEX) modernization program. The maintenance support for Canada's frigates will see Seaspan provide docking work periods for Canada's five Halifax-class frigates stationed on the West Coast. The Government of Canada also announced similar work would be conducted by two other Canadian shipyards for Canada's seven East Coast-based Halifax-class frigates. The initial phase of the contract awarded for Seaspan's work is valued at $500 million and, with contractual extensions, will provide long-term stability for Seaspan's workforce over the next several decades. Work will be conducted at Seaspan's Victoria Shipyards which operates out of the federally-owned Esquimalt Graving Dock. Today's announcement builds on the company's exemplary record as a partner to the Government of Canada on past Halifax-class modernization efforts. With a well-earned reputation for on-time, high quality delivery of large modernization and conversion projects, Seaspan's Victoria Shipyards is a trusted partner to the Government of Canada and a range of commercial customers. This includes engagement as a subcontractor to Lockheed Martin Canada to perform upgrades to New Zealand's ANZAC-class frigates, the first time that a foreign warship will undergo a modernization in Canada since the Second World War. As a subcontractor to Babcock Canada the shipyard provides ongoing in-service support for Canada's fleet of Victoria-class submarines. The company also continues to make its mark in the commercial sector as one of the few North American shipyards executing work on international cruise vessels and performing the first major vessel LNG duel fuel conversion on two ships. QUOTES "This vital, long-term work demonstrates the government's continued commitment to supporting the women and men of the Royal Canadian Navy by providing them with the equipment they need to protect Canadian interests at home and abroad. Together with our shipbuilding partners, we are fulfilling federal fleet requirements, advancing Canadian technological innovation and creating jobs across this great country." The Honourable Carla Qualtrough Minister of Public Services and Procurement and Accessibility "Seaspan's Victoria Shipyards has developed a reputation for exceptional reliability in its work as a service provider for both government and commercial clients on complex projects. The award of this contract is the latest vote of confidence from the Government of Canada in Seaspan's role as its long-term west coast partner for shipbuilding and ship repair. This contract will allow our team to build on past experience as we continue to perform vital maintenance work on Canada's fleet of frigates." Mark Lamarre Chief Executive Officer, Seaspan Shipyards "Victoria Shipyards executed the first docking packages on the Halifax Class as they were built and stationed in Victoria, and we are proud and humbled to be awarded a contract that will allow us the opportunity to work these vessels to their end of life. The production-driven team approach we and our DND and FMF partners are committed to will allow Canada's fleet to continue sailing proudly and safely at sea. This contract will continue to generate high wage employment to the men and women working in our trades who remain a core focus of our business. Well done to our Victoria Shipyard team!" Joe O'Rourke Vice President & General Manager, Seaspan Victoria Shipyards QUICK FACTS Maintenance on Canada's Halifax-class frigates is expected to support employment for hundreds of Canadian workers The frigates require a wide range of engineering change work, equipment installations, docking work and corrective maintenance activities to ensure they remain operationally available and relevant through to their end of life With its past work on the Frigate Life Extension Program (FELEX) for Canada's Halifax-class frigates, Victoria Shipyards generated more than 4.5M labour hours To date, Victoria Shipyards has provided docking work periods (DWP): 19 DWP for frigates 3 DWP for destroyers 3 DWP for Maritime Coastal Defence Vessels https://www.newswire.ca/news-releases/victoria-shipyards-signs-contract-to-maintain-canada-s-west-coast-based-halifax-class-frigates-805037403.html

ST. JOHN'S, July 17, 2019 /CNW/ - PAL Aerospace is pleased to announce that it has been awarded a contract to provide heavy maintenance services for the Royal Canadian Air Force's CT-142 Dash-8 Fleet. The contract covers an initial four-year period and includes opportunities for PAL Aerospace to earn contract extensions that increase the life of the agreement to seven years. "PAL Aerospace appreciates this new opportunity to continue building our relationship as a trusted partner of the Royal Canadian Air Force," said PAL Aerospace Senior Vice-President of Business Development John Turner. "We understand the important role these aircraft play in training Canada'snext generation of aviation professionals, and we look forward to working closely with the RCAF in ensuring the successful delivery of this contract." Flown by the 402 Squadron, the CT-142 is used to train Air Combat Systems Operators and Airborne Electronic Sensor Operators from the Royal Canadian Air Force and other Air Forces from around the world. Designed and produced in Canada, the CT-142 is a conversion of the twin turboprop Dash-8 airliner modified to include a suite of on-board training computers and a large radar system. PAL Aerospace will perform the maintenance services associated with this contract at our facilities in St. John's, Newfoundland; and Winnipeg, Manitoba. The awarding of this contract furthers PAL Aerospace's goal of expanding and developing our ISS capabilities across Canada. About PAL Aerospace: A member of the Exchange Income Corporation family of companies, PAL Aerospace is a Canadian-owned and operated international aerospace and defence company. With a focus on intelligence, surveillance, and reconnaissance; and in-service support solutions, PAL Aerospace is recognized by governments and militaries for on time/on budget delivery and high reliability rates. PAL's record of accomplishment now extends to operations in Canada, the Americas, the Caribbean, and the Middle East. PAL Aerospace offers a single point of accountability for its programs and takes pride in being the trusted choice for clients worldwide. For more information, please visit www.palaerospace.com SOURCE PAL Aerospace https://www.newswire.ca/news-releases/pal-aerospace-awarded-heavy-maintenance-contract-for-royal-canadian-air-force-ct-142-fleet-800969168.html

DAVID PUGLIESE, OTTAWA CITIZEN Airbus and Boeing may pull out of a bidding process to supply Canada with new fighter jets because they say the contest is unfairly tilted toward Lockheed Martin's F-35, Reuters has reported. Officials with Saab have expressed similar concerns. The news comes as the request for proposals (bids) is expected to be released soon. Boeing and Airbus have now formally written to the federal government expressing concerns about the current requirements, according to Reuters. Pat Finn, the Assistant Deputy Minister for Materiel at the Department of National Defence, has confirmed one of the companies sent a formal letter but he didn't provide details. It's no secret Saab, Airbus and Boeing are upset with the changes made to the competition after the Pentagon threatened to pull the F-35 out of the $19 billion competition. Officials with Lockheed Martin's three competitors say the Canadian government went overboard to please the Pentagon and the bid package is now designed so the F-35 would emerge as the clear winner. That would make the Royal Canadian Air Force happy since it has always wanted the F-35 stealth fighter. The Liberal government has committed to purchasing 88 new fighter jets. The competition was launched on Dec. 12, 2017. Four fighter jets are to be considered. Those include the F-35, the Super Hornet, the Eurofighter Typhoon and the Gripen. In the fall of 2018 Dassault Aviation pulled out as a potential bidder. The company had planned to offer the Rafale but decided against competing the aircraft because of the extensive requirements for interoperability with the U.S. military. The first delivery of the jets is expected in the mid-2020s with the full capability available in the early 2030s, according to the DND document. The requirements for a new Canadian fighter jet put emphasis on strategic attack and striking at ground targets during foreign missions, according to federal government procurement documents obtained by Postmedia. While the Liberal government has been highlighting the need to buy the jets to protect Canadian airspace and meet the country's commitments to the U.S.-Canadian North American Aerospace Defence Command, the procurement criteria, currently in draft form, provides additional weight to those aircraft that can excel at ground attack for overseas operations. That criteria is seen to favour Lockheed Martin's F-35 stealth jet, say those industry representatives allied with Lockheed's rivals. But Finn, the Department of National Defence's procurement chief, says there is such a wide variety of requirements to meet that while some aircraft might be seen to do well in some areas, they may not excel in others. “Somebody may be better in a high-end scenario but they're worst for cost,” Finn explained in a recent interview. “That's why we say it's the whole piece” that will be considered in the competition. Some will dismiss the latest news about companies threatening to pullout of the competition as a bluff or a last-ditch effort to force changes on the request for proposal package, which is expected to be released in a week or so. That is one scenario. The other scenario is this: the effort to prepare a bid is expected to cost each firm about $15 million and involve up to 30 staff members. It is an extensive process. If Canada's request for proposals is so tilted towards the F-35 – or seen to be tilted – then companies will think twice about committing to that process. (Analysis) https://ottawacitizen.com/news/national/defence-watch/fighter-jet-firms-mull-pullout-from-canadian-competition-f-35-could-be-last-plane-standing

By Marco Vigliotti *The headline has been updated to clarify that a contract has not yet been awarded to Irving Shipbuilding. Shipyards in Quebec and B.C. have won contracts collectively worth $1 billion to repair aging warships, with another contract for a Nova Scotia facility to be completed shortly, the federal government announced today. It's part of the government's promised $7.5 billion investment in maintaining 12 Halifax-class frigates for the Royal Canadian Navy until they are retired in the early 2040s. The five-year, $500-million contracts for Quebec's Chantier Davie and Seaspan Victoria Shipyards Limited were officially announced during concurrent ceremonies at the facilities, both of which featured ministers from the area. Public Services and Procurement Minister Carla Qualthrough, who represents a Vancouver-area riding, made the announcement at Seaspan's facility in Victoria (the Liberals hold no seats in the region). Families, Children and Social Development Minister Jean-Yves Duclos made the announcement at Davie's plant in Lévis, Que. He represents a riding across the St. Lawrence River in Quebec City. “This vital, long-term work demonstrates the government's continued commitment to supporting the women and men of the Royal Canadian Navy by providing them with the equipment they need to protect Canadian interests at home and abroad,” Qualthrough said in a statement. A similar deal with Irving Shipbuilding in Halifax is also in the works, according to Public Services and Procurement Canada (PSPC). The contracts guarantee at least three frigates to repair for each facility, with work expected to begin in 2020. In a statement, Conservative Leader Andrew Scheer said the shipbuilding announcement was nothing but “cynical electioneering.” “There are less than 100 days to the next election, and the Trudeau government is once again campaigning on the taxpayers' dime, trying to buy people's votes with their own money,” reads his statement. “While it is good to see shipbuilding work go to Davie, today's announcement is nothing but cynical electioneering from a government that will do anything and say anything to cling to power.” https://ipolitics.ca/2019/07/16/feds-award-over-1-billion-in-contracts-to-three-shipyards-to-repair-aging-frigates/

PAL Aerospace has been awarded a contract to provide heavy maintenance services for the Royal Canadian Air Force's CT-142 Dash-8 Fleet. The contract covers an initial four-year period and includes the possibility of contract extensions that would increase the life of the agreement to seven years. "PAL Aerospace appreciates this new opportunity to continue building our relationship as a trusted partner of the Royal Canadian Air Force," said PAL Aerospace Senior Vice-President of Business Development John Turner. "We understand the important role these aircraft play in training Canada's next generation of aviation professionals, and we look forward to working closely with the RCAF in ensuring the successful delivery of this contract." Flown by the 402 Squadron, the CT-142 is used to train Air Combat Systems Operators and Airborne Electronic Sensor Operators from the Royal Canadian Air Force and other Air Forces from around the world. Designed and produced in Canada, the CT-142 is a conversion of the twin turboprop Dash-8 airliner modified to include a suite of on-board training computers and a large radar system. PAL Aerospace will perform the maintenance services associated with this contract at its facilities in St. John's, Newfoundland; and Winnipeg, Manitoba. http://www.canadiandefencereview.com/news?news/2702