CAF Ditches Plan for New Paint Scheme on SAR Aircraft

By: David Pugliese, The National Post 

Canada’s military has reversed its plan to abandon the familiar yellow paint scheme for the country’s new search-and-rescue planes after debate within the ranks over the aircraft’s need to be visible on such missions.

The new fleet of 16 Airbus C-295W planes will replace the main Royal Canadian Air Force search-and-rescue fleet of Buffalo aircraft as well as the Hercules transport planes which are also used at times in a search-and-rescue role. Postmedia reported last year that RCAF leadership had requested the new planes be painted tactical grey, asking for a change to the original contract which had stipulated the familiar yellow colour scheme, because they wanted the aircraft to be available for other missions, including combat.

But the move to the grey paint scheme has now been reversed. “While there was, last year, a stated interest in painting the C-295W grey, a decision was made following further consultation to maintain the iconic yellow colour scheme of the RCAF’s current SAR fleet, such as the Buffalo, Twin Otter, Cormorant and Griffon,” the Department of National Defence said in a statement Wednesday. “This colour, which provides a higher level of visibility and recognition in the ground and the air, is also widely known by Canadians — especially those who might find themselves in a situation requiring our aid.”

Asked last year about the plan to ditch the yellow paint scheme, the Forces said in a statement to Postmedia that “the RCAF has made the decision to use a grey colour scheme for the C-295W fleet to enable surging flexibility for the very wide range of missions the RCAF is required to conduct, from humanitarian and disaster relief missions, to security missions with partners, and all the way to full spectrum operations.”

Military sources said RCAF leadership wanted to redirect some of the planes for use on international missions instead of search-and-rescue. But that unilateral decision sparked heated debate inside the military and DND and, sources said, the air force was forced to abandon its plans.


When the federal government awarded the contract to Airbus in December 2016, cabinet ministers highlighted the importance of having the right aircraft for the search-and-rescue job. “With this technology, we are giving our women and men in uniform the tools they need to continue to deliver effective and essential search and rescue operations,” defence minister Harjit Sajjan said at the time.

Construction of the first aircraft began in 2017 and the first new planes are expected to be delivered in 2019. They are outfitted with sensors that allow RCAF personnel to share real-time information with searchers on the ground. Equipment also includes sensors for searching in low-light conditions. A centre, equipped with simulators, is being built at Comox, B.C. to support training for the air crews.

The RCAF’s Buffalo and Hercules aircraft assigned to search and rescue perform more than 350 missions annually, according to the Canadian Forces. The Canadian military is responsible for providing aeronautical search and rescue operations.

The RCAF’s search-and-rescue Buffalo aircraft, above, will be replaced, but the yellow colour scheme will remain with the new Airbus planes. DND

But the project to purchase the new planes has faced a rough road over the years. The competition was announced in 2004 by the then-Liberal government and re-announced by the Conservative government in 2006. But it took another decade before it could be completed and Airbus declared the winning company.

Even then, Leonardo, an Italian aerospace firm, launched a lawsuit against Canada over what it claimed was a rigged purchase that favoured Airbus.

That lawsuit was dropped earlier this year, shortly before the federal government awarded Leonardo a new sole-source deal potentially worth billions of dollars to upgrade Cormorant search-and-rescue helicopters.

Officials with the Canadian Forces and Leonardo say the ending of the legal action in May had nothing to do with the company being picked for the new project the same month.

FWSAR C296W Considered a "Game Changer"

By: Ken Pole, Frontline Defence Magazine 

© 2017 FrontLine Defence (Vol 14, No 1)

The expressions “game changer” and “paradigm shift” tend to be thrown around like gravel on any remote airstrip. Clichéd or not, they truly do apply to the Royal Canadian Air Force’s new fixed-wing search and rescue (FWSAR) platform and how it will be used to good effect in one of the largest and arguably most challenging SAR environments in the world.

The government of Canada has ordered 16 Airbus C295Ws, with first delivery by Airbus Defence and Space (D&S) expected in 2019. Like its forerunner, the venerable and still capable deHavilland DHC-5A – which first entered service with the RCAF as the C-115 Buffalo in 1965 – the C295W is a short take off and landing (STOL) high-tailed utility transport with twin turboprops on a high wing.

There’s no denying the aircraft’s solid performance worldwide but, over a decade ago, when the program was in the requirements identification phase, the Alenia C­27J Spartan had been considered the RCAF’s preferred platform. However, Leonardo (formerly Alenia-Aermacchi) evidently could not beat the Airbus bid.

Canada’s decision boosted total C295 orders, including earlier variants, to 185 aircraft for 25 countries, a development which Airbus Military Aircraft Head Fernando Alonso says is not only “a clear sign that the C295’s robustness, reliability and cost-effectiveness will ensure that it remains the market leader”, but also demonstrates that Airbus is “on the right path with our strategy of rapidly developing and adapting versions of our aircraft to address emerging market requirements.”

In addition to replacing the remaining Buffalos, all stationed at Canadian Forces Base Comox on Vancouver Island, the Airbus platform will replace four-engined H-model Lockheed Martin CC-130s, some of which also have been in RCAF service since 1974 at SAR squadrons in Winnipeg, Trenton, and Greenwood.

Manufactured at the sprawling Airbus facility in Seville, Spain, abutting San Pablo International Airport, the C295W, which first flew in 1998, is fundamentally a stretched version of a Spanish-Indonesian light transport, the CASA/IPTN CN-235, first flown in 1983.

While the basic configuration is much the same, that’s where the similarity to the Buffalo ends. The ‘W’ refers to now-standard winglets. These aerodynamic enhancements were part of a 2013 design evolution that also saw, among other things, beefier landing gear, external hardpoints, an integrated tactical system, and the introduction of uprated 2,645-horsepower Pratt & Whitney Canada PW127G turbines driving six-bladed Hamilton Standard 586-F propellors. Another key element is the electro-optical/infrared turret system designed by L-3 WESCAM, headquartered in Burlington, Ontario.

So far, other Airbus partners in the FWSAR program include landing gear overhaul by Heroux Devtekof Longeuil, Quebec, and propellers from Hope Aero of Missisauga, Ontario. Sonovision, which has facilities in seven countries including Canada, is on board to provide the technical publications.

The C295W can cruise faster and further than the legacy aircraft and, while it has a narrower wingspan, a more modern wing profile gives it enhanced manoeuverability in confined mountainous terrain – where “low-and-slow” can be key to a successful search.

It also weighs less and can carry more, which presumably results in fuel savings. Also, thanks to automated load-handling, it requires an aircrew of two rather than the Buffalo’s three (its third crew member is a Flight Engineer who also performs the loadmaster role). The number of others on a SAR mission varies.

Simon Jacques, Airbus Head in Canada, points out that some 20% of the aircraft content is Canadian, a result of global product mandates. “It already serves as a global ambassador for the skills, innovation and expertise of Canadians,” he says. “Now it will get to serve them directly.”

Evidently the Embraer C-390 jet didn’t meet the certification deadline and was deemed non-compliant, so personnel from the RCAF’s Aerospace Engineering Test Establishment (AETE) in Cold Lake and the FWSAR Project Management Office flew the other two competitor aircraft, the Airbus C295W and the Leonardo C-27J Spartan turboprop. According to a Department of National Defence spokes­person, they are prevented from discussing their hands-on experience by confidentiality agreements as well as the “integrity” of the FWSAR evaluation process.

“What we can tell you is that we’re purchasing a state-of-the-art, sensor-equipped aircraft,” he told FrontLine. “It will have a new communication systems to improve interoperability with key partners, and it is a modern, agile aircraft that will be effective day and night, in all-weather conditions.”

The contract with Airbus also includes “robust, comprehensive, well-integrated, low-risk in-service support which will significantly improve aircraft availability” as well as general infrastructure and set-up such as training and engineering and a new simulator-equipped training centre in Comox from the specialists at CAE.

In-service support (ISS) will be provided by AirPro, a joint venture between Airbus D&S and PAL Aerospace of St. John’s, Newfoundland, which has decades of experience with customers worldwide.

Mexican Air Force C295W toured across Canada this past summer. This photo was taken near Kassabonika, Ontario.

After the first few C295s are delivered, they will be operated in parallel with the Buffalos and Hercs as the RCAF transitions to a single FWSAR platform and the older aircraft are retired. The ISS element will kick in once the final aircraft is delivered in 2022.

Public Works and Procurement Canada (PSPC) says the contract for the initial 11 years, including taxes, is worth more than $2.5 billion. It also includes the prospect of extensions, in increments of one to three years, for up to a possible additional 15 years – potentially pushing the value to nearly $5 billion by 2043.

“With the opportunity to earn contract extensions based on its performance, the company is motivated to provide highly reliable aircraft, services and spare parts,” PSPC says. “This will also provide more efficient government contract management, since it means not renegotiating ­contracts every year.”

The contract also includes the prospect of a 2% performance bonus, but the other side of that coin is that Airbus could face a penalty of up to 10% if its performance is not in accordance with the contract requirements. Moreover, “payment will only be made after milestones have been met and accepted by Canada.”

The route toward the contract award (December 2016) had been tortuous and dogged by controversy. When the initial Statement of Operational Requirements (SOR) went out, DND was accused of tailoring it specifically to the Spartan instead of the mission. After many years, the increasingly heated debate eventually forced the government to ask the National Research Council Flight Research Laboratory in Ottawa to review the document.

NRC’s test pilots and engineers concluded, in their exhaustive 2010 report, that the SOR had effectively limited the RCAF’s options by, among other things, specifying an “off the shelf” aircraft which might require extensive modifications. Nor did they like the SOR’s specification of an unrefueled range of 1,699 nautical miles, which they said was “inconsistent with the stated core objective of […] maintaining or improving the SAR level of service.” So program managers went back to the drawing board, eventually producing a Letter of Interest in July 2013, coupled with a plan to begin “sharing elements” of a draft Request for Proposals (RFP) that summer in preparation for a fall workshop for potential bidders.

Air-to-air refueling.

The procurement process shakedown continued until January 2016, when PSPC confirmed that there had been three bidders but, as a matter of policy, did not name them, leaving confirmation to the original equipment manufacturers.

Bids were evaluated on three fundamentals totalling 100 points: overall capability of the aircraft, its systems and the ISS (65 points); long-term operational capability and the maintenance and support services benefits for Canada (25 points); and the Industrial and Technological Benefits and value proposition (10 points).

As expected, the two turboprops were judged to be compliant. Judy Foote, the Minister of PSPC, said “it came down to the cost.”

The evaluation – which was subjected to an independent third-party review and included the aforementioned flight tests as well as a computer-aided assessment of how each aircraft would have responded to more than 7,000 SAR incidents in the past five years – set the stage for the contract announcement in a 424 Transport and Rescue Sqn hangar at 8 Wing in Trenton in early December, attended by, among others, Fernando Alonso, Defence Minister Harjit Sajjan, PSPC Minister Judy Foote, and RCAF Commander LGen Mike Hood.

Alonso, who had been involved in early cold-weather testing in Canada, professed that he had only 48 hours’ notice that Airbus had won the contract. “Until this morning, I was saying ‘it’s not really true,’” the burly aerospace engineer said. “Now I am starting to believe it.”

Hood admitted that he had even less notice, a reflection of how closely the program management team had guarded their conclusions. “I only found out yesterday,” he said, saying that the C295W’s ability to track up to 200 objects simultaneously in poor light and weather conditions and to share real-time data with other SAR participants “will fundamentally change the SAR paradigm for us.”

Airbus D&S demonstrated some of its capability recently by air-to-air hose-and-drogue refueling between two C295Ws and then using one to top up an Airbus Helicopter H225M Caracal. There’s also an airborne early warning and control variant and, while that isn’t on the RCAF’s shopping list, the tanker option would arguably be desirable.

In Trenton, Sajjan called the C295W a “game changer” which represented “a great technological improvement of our capabilities for the future.”

However, less than a month after the contract was announced, Leonardo introduced another potential ‘game changer’ by asking the Federal Court on January 6th for a judicial revocation of the contract in favour of its C-27J. “Team Spartan’s main allegation is that the selected airplane is unfit to safely perform certain key Search and Rescue tasks and missions required by Canada and should have been, therefore, disqualified,” it says in its statement.

It insists that the C-27J is “the only aircraft in its class with the speed and range to respond to SAR incidents across Canada’s entire area of responsibility while operating from Canada’s existing base structure.” Leonardo used the opportunity to reiterate its maneuverability, short take-off and landing capabilities (characteristics it shares with the C295W), as well as its higher cabin height and faster cruising speed.

When the Federal Court will issue a ruling is unknown. However, among the things it will have to consider is the AETE/PMO conclusions, potentially setting up this 14-year old contest for a countersuit by Airbus as well as, more critically, an even longer delay in replacing aircraft that should have been pensioned off long ago and are incurring considerable maintenance costs.

RCAF SAR Rescues Fisherman off Cape Scott

DND Press Release

Late Monday afternoon 442 Transport and Rescue Squadron was involved in a mission to medevac a crew member of a commercial fishing vessel to hospital for immediate care, the Canadian Forces said in a news release Tuesday.

More details from the news release:

* The vessel was 60 nautical miles (110 km) northwest of Cape Scott at the time of the call for assistance.

* A CH-149 Cormorant helicopter and a CC-115 Buffalo were tasked to respond.

* The Buffalo arrived on scene first and after making contact with the crew by radio provided them instructions to prepare for the arrival of the Cormorant with SAR Techs on board.


* The Cormorant arrived on scene shortly after the Buffalo and two SAR Techs were lowered onto the deck of the vessel to prepare the patient to be hoisted onto the Cormorant.

* The patient was transported by Cormorant to Port Hardy then transferred to the Buffalo and subsequently flown to Victoria where the BC Ambulance Service transferred the patient to hospital

Liberals Are Consider Privatizing SAR in Canada

By: LEE BERTHIAUME, Ottawa Citizen 

An RCAF CH-149 Cormorant helicopter on exercising with a Canadian Coast Guard vessel.

The Liberal government is considering whether the military should continue to be involved in search-and-rescue missions, or rely instead on private companies and other alternatives to save Canadians in distress.

The idea has been raised as part of the government’s defence review, and is sure to stoke strong reactions both inside the military and across the country.

The previous Conservative government aired a similar proposal five years ago, before letting it quietly die.

Defence Minister Harjit Sajjan said last week that everything was on the table as he launched consultations with the public, parliamentarians and defence experts on how the military should be structured for the future. Consultations will continue until the end of July, with a new defence policy to be released in early 2017.

As part of those consultations, the government released a 36-page document asking for feedback on what the military should — and should not — be doing. One section focuses specifically on the military’s role in search and rescue, and asks if there are “models for alternative service delivery that could be explored.”

The Canadian Armed Forces responds to more than 9,000 distress calls each year, the document says. But only about 1,000 actually require military search-and-rescue helicopters or airplanes. The rest involve co-ordinating other government departments, volunteers and private companies hired to help. The Conservatives raised the possibility of privatizing search-and-rescue operations in a meeting with representatives from various aerospace firms in 2011. The idea didn’t get far, however, after a public outcry.

HMCS Saskatoon near Esquimalt, British Columbia and An RCAF CH-149 Cormorant helicopter that is practicing personnel transfers.

Among those who spoke out against the proposal was Liberal MP Judy Foote, who wrote in a blog post at the time that she was “appalled by the government’s notice to companies that the government would be exploring the privatization of searchand-rescue operations.”

Foote, who hails from Newfoundland and Labrador, is now the minister of public services and procurement, which oversees military equipment purchases. Her department is currently managing a $3.1-billion project to replace the air force’s ancient search-and-rescue planes.

Paul Ives, mayor of Comox, B.C., which is home to the air force’s search-and-rescue school as well as one of its search-and-rescue squadrons, said he was surprised to learn that privatizing the service was being considered.

A Canadian Coast Guard communications centre is slated to close in the Vancouver Island community next month, and Ives said there would be an economic impact if search and rescue were privatized as well. But he was more skeptical that private companies could provide the same level of service as the military.

“Those guys who are rappelling down to rescue you are professionals to the nth degree and they’re a very proud part of the military,” he said.

An RCAF CC-146 Griffon helicopter waits to take off as CAF personnel from 424 (Transport and Rescue) Squadron conducted a search and rescue (SAR) during exercise TIGEREX

“I wouldn’t want to be out in the wilderness somewhere expecting somebody to come in on a rescue mission who’s working on a contract basis and worrying about, ‘Can we really do this? Will it cost us more than it’s worth?’ ”

York University professor Martin Shadwick, who has written extensively on military search and rescue, said the actual monetary savings of privatization or moving the service somewhere else such as the Coast Guard would likely be very small.

At the same time there would be a number of intangible costs, he said, such as damage to military morale and the Force’s links with average Canadians given that search and rescue is one of the military’s most highprofile activities.

“So there’s a whole lot of things that often don’t fit nicely on a balance sheet,” he said. “Getting rid of it completely, I don’t think it’s in the broader national interest.”

Comparing the FWSAR Bids for RCAF

BY KEN POLE
© 2016 FrontLine Defence (Vol 13, No 1)

Sometime in the late 1990s, air force planners in the Department of National Defence began considering the next stage in fixed-wing search and rescue (FWSAR) capabilities. Whatever aircraft was selected would continue a proud heritage dating to just after World War: servicing what has evolved into one of the largest SAR jurisdiction in the world, extending to the High Arctic and well out into the Atlantic and Pacific oceans.


2012 – MCpl Sean Daniell, a SAR Tech from 442 Transport and Rescue Sqn, Comox, British Columbia checks the tail of the CC-115 Buffalo aircraft for ice buildup during a SAR training scenario during Operation NUNALIVUT 2012. (Photo: Sgt Matthew McGregor, CF Combat Camera)

It would be 2002 before the new requirement would be officially identified, in 2003 the Defence Minister would announce it as “a priority” for his department. After a few drafts, the first Statement of Requirements (SOR), which DND planners did not make public, followed in 2004 and the government’s budget that March provided for $1.3 billion in initial funding. The stated goal was to have the first new aircraft entering service in 2006, however, the project became mired in controversy – originally due to complaints that the SOR had been written with a particular aircraft in mind, effectively eliminating any opportunity for competitive bids. Since then, a Request for Proposals (RFP) from industry was drafted and revised a half dozen times and the project bogged down in rewrites, bureaucratic delays and worry over political fallout. Every Defence Minister from Art Eggleton (1999-2002) to Jason Kenney (2015) has tried to push this project forward to no avail. The new minister, Harjit Singh Sajjan, will finally see it move forward.

Two decades after the need was first considered by those DND planners (most or all of whom have retired), the SOR was reportedly heavily modified, and the new RFP (deemed satisfactorily fair by industry stakeholders) was issued in March 2015 – finally setting the stage for first delivery of new aircraft.

As of the 11 January 2016 deadline for responding to the new Request for Proposals (RFP), three twin-engine aircraft (two European-built turboprops and one Brazilian jet) are in the final competition to supply the Royal Canadian Air Force with new fixed-wing search and rescue capability. Entry into service of new aircraft will end one of the longest and most controversial procurements in the history of the Canadian Armed Forces.

Although Team Spartan’s C-27J and the Airbus C-295W (the two turboprops from Italy and Spain) had long been considered the only serious contenders for Canada’s Fixed Wing SAR contract, a number of others have considered entering the competition, such as Bombardier and Lockheed Martin. Embraer’s KC-390 (the jet from Brazil) is now the newest and only other contender to seek to fill the role. Over the years, a few companies had also offered alternative solutions, such as Boeing and Viking Air. Now, however, with three contenders submitting bids, and a decision anticipated later this year, the painful procurement saga is about to end and a tantalizing new chapter of operational missions is on the horizon.

The C-295W, built in Spain by Airbus Defence & Space, and the C-27J Spartan, built in Italy by the Aircraft Division of Finmecchanica (formerly Alenia-Aermacchi), are both similar in basic configuration to the six remaining deHavilland C-115 Buffalos, which entered service with the RCAF in the 1960s as tactical transports and were retasked for SAR work in 1975. Those six remaining “Buffs” currently operate on the West Coast at RCAF Base Comox. While still capable aircraft, having been extensively upgraded a decade ago, they now cost millions annually to keep in service, and spare parts are increasingly difficult to find. The third and newest contender, the KC-390 built in São Paulo by Embraer, is a latecomer to the FWSAR competition.


CC-115 Buffalo goes through the bird-bath to remove any residue that may have accumulated on the airframe as a result of the hours flown over salt water. Buffalos, Hercules and Twin Otters have been handling all FWSAR flights over the years.(Photo: Sgt Eileen Redding)

When the extended bidding process finally closed for the $3.1-billion contract to supply around 17 missionized aircraft (which will also replace 11 older Lockheed Martin C-130 Hercules aircraft used for SAR work), Public Services and Procurement Canada (PSPC) would say only that three companies had responded to its 2,000-page Request for Proposal (RFP), which also provides for an initial 20 years of in-service support (ISS).

While PSPC declines to identify the bidders as a matter of policy, FrontLine Defence had already confirmed their identities. Lockheed Martin had been rumoured to be considering bidding new J models of its C-130, which would have had fleet commonality with the RCAF’s current core transport, but the company was neither confirming nor denying that it had bid even two days after the deadline had expired.

A week after the bids closed, Lockheed Martin confirmed to FrontLine that although it had been a “potential” bidder, the company had opted to drop out after “an extensive and thorough analysis of the RFP’s requirements.” Spokesperson Cindy Tessier said the company preferred to focus on supporting the RCAF’s fleet of newer J-model Hercules.

Each of the RFP bidders were requested to provide a digitally-signed master and six printed copies, the latter weighing at least a couple of hundred kilograms each. “The master copy . . . takes precedence,” PSPC explained. “Additional paper copies are required to support bid evaluation teams that will be working in parallel across three departments.” PSPC retained two copies, the Department of National Defence received three for distribution to its evaluation teams, and the other copy went to the Department of Innovation, Science & Economic Development, which assesses industrial offsets proposed for Canadian companies in the various bids.

“Verification of the proposals will be conducted by the bid evaluation teams . . . and there is a process in place where bidders may be requested to clarify information or correct any inadvertent errors or omissions,” PSPC said. “Bid evaluation, which includes aircraft (ground and flight) testing, is expected to take about six months and a contract award is anticipated sometime in the late 2016, early 2017 timeframe.”


September 2015 – Search and Rescue Technicians aboard a CC-130 Hercules aircraft from 435 Squadron, watch out the spotter window for their ground target during in SAREX 15, in Comox, British Columbia. (Photo: Cpl Ian Thompson, 4 Wing Cold Lake Alberta)

The original target date to meet a need anticipated by the RCAF in the 1990s and officially identified in 2002 is long past. History shows that after a few drafts, the first official version of the Statement of Operational Requirements (SOR), which was signed off in March 2004, was greeted with accusations that DND had written it with a specific aircraft in mind (the C-27J) rather than the mission. Controversy delayed the issue of an RFP and subsequent revisions (versions 2 and 3) of the SOR, issued in April and August 2005, did not resolve the complaints. The increasingly rancorous political debate went on for years and confounded numerous Defence Ministers.

Despite attempts to “fast-track” the program, it continually found itself at the bottom of the “to do” list due to the political quagmire. In late 2009, in an attempt to get out from under the multi-layered accusations, the department of Public Works & Government Services, as it was known then, asked the National Research Council Flight Research Laboratory in Ottawa to review the SOR.

The NRC’s test pilots and engineers concluded in their March 2010 report that the SOR had effectively limited the RCAF’s options by, among other things, specifying an “off the shelf” aircraft which lacked integrated SAR sensors such as electro-optical and infrared (EO/IR), search radar and night vision imaging. This represented a need for extensive modifications involving significant risk, expense, and delay (otherwise known as “Canadianization”). The NRC team recommended avoiding the use of this terminology “unless it is anticipated that aircraft may be procured in the form they are currently produced with no design changes.


Sept 2015 – WO Norm Penny parachutes out of a Twin Otter aircraft as Sgt Chad Hildebrant and MCpl Ashley Barker look on during SAREX15 in British Columbia. (Photo: Sgt Halina Folfas, 19 Wing Imaging)

The review team also balked at the SOR’s specification of an unrefueled range of 1,699 nautical miles (nearly 3,150 kilometres) with a 3,130 kg payload, which they said was “inconsistent with the stated core objective of […] maintaining or improving the SAR level of service.” The current Buffalos have a range of 2,240km with a maximum load of 2,727 kilograms. It should be noted that the standard SAR payload for the Buffalo is just under 1,000 kg, and the minimum payload, as stated in the RFP, is reportedly 3057 lbs (1,387 kg).

Another comparison to utilize is “Ferry range” which implies a lightly-loaded aircraft with full tanks (the minimum payload cited in the SOR likely would be close). FrontLine gathered the following ferry range data on the contenders: C295W: 5750km; C-27J: 5926km; KC-390: 6019km.

More critical to the issue of transparency, and what may have kick-started the accusations of impropriety, was the SOR’s mandatory requirement of a minimum cabin height of 83 inches. This eliminated the competition as, at the time, only the C-27J conformed to that specification. In its review of the SOR, the NRC team noted that both the Cormorant and Buffalo cabin heights are significantly less than 83 inches, and that none of the SAR techs they interviewed were uncomfortable with the cabin heights of those aircraft. NRC concluded that the stated requirement of 83 inches cabin height was “not supported”.

Lauded as a fair and unbiased assessment by the NRC, this report created the much-needed whiff of transparency that finally unlocked the shackles, allowed the SOR to be revised, and the program finally saw the light of day after more than a decade of controversy.


Captain Matt Adam steers his CC-130 Hercules aircraft from 435 Sqn in a tight orbit around the ground target during SAREX 15.(Photo: Cpl Ian Thompson, Imagery Technician, 4 Wing Cold Lake)

Airbus C-295W
The revised SOR enabled Airbus to keep the C-295 in contention. A tactical transport developed from the proven CN-235, it features a stretched fuselage, Pratt & Whitney Canada PW127G engines (which afford longer range, a higher operational ceiling, and heavier payloads), and the now-ubiquitous winglets (which improved its aerodynamics – performance and fuel efficiency – significant enough to add the W to the designator).

In bidding for the contract, Airbus has set up AirPro SAR Services, a joint venture with Provincial Aerospace Ltd. (PAL), which is headquartered in St. John’s, Newfoundland and has a track record of providing ISS and other services to customers in Caribbean and Middle East markets as well as at home, racking up more than 250,000 hours of flying time. PAL Chief Development Officer Keith Stoodley told FrontLine at a bid-day briefing that all C-295W in-service support will be done in Canada.

Other partners added to the C-295 team include CAE (training provider), Pratt & Whitney Canada(engine provider), and L-3 WESCAM (for their world-renowned electro-optical/infrared turrets). The company has indicated it will release a list of second tier suppliers at a later date.

Pablo Molina, Head of Airbus’ Military Aircraft Division in Canada, told the briefing that the C-295W is the “market leading aircraft” in its category, capable of handling any conditions the Canadian SAR mission can throw at it – and at the lowest cost. Airbus advises that since the RFP was launched in March, there have been sales of an additional 13 aircraft, bringing the total C-295 sales to more than 165. Antonio Rodriguez-Barberan, Senior Vice-President Commercial, Special Projects for Airbus, noting that 15 years had passed since he first visited Canada to discuss the FWSAR project, added that their proposal was “fully compliant” with the “very, very demanding requirement” set out in the RFP.

Airbus is proud to point out that, despite the development of the KC-390s, the Brazilian Air Force purchased three new Airbus C-295 aircraft (configured for SAR with mission system and sensors), to augment the 12 basic-configuration C-295s the country has been operating since 2006. Although they have opted out of the winglet configuration for reasons of fleet commonality, the mission ­systems and sensors of the new aircraft are similar to what is required for Canada, the company says. The first aircraft for the 2014 contract will be delivered to the Brazilian government later this year.


Airbus C-295W

Airbus points out that all “Canadianization” will be incorporated into the C-295 at the manufacturing stage, not added after delivery. The mission system, sensors, engines, EO/IR turrets and other components are all installed on the assembly line in Seville as part of the manufacturing process and facilitating quality control. This “eliminates the need to modify the aircraft after final assembly,” says a company representative. It also creates more accountability based on control of the process and allows Airbus to reduce risk and cost, while ensuring the aircraft is delivered on schedule, as contracted.

Like its two competitors, the C-295W requires a minimum crew of two, pilot and co-pilot, but SAR missions also can involve sensor operators, spotters, SAR Technicians and a load master as needed. Measuring 24.4 metres in length with a 27.59 m wingspan, its maximum speed is 480 kilometres per hour, with a range of over 5400 km (over 2,900 nm) with the required minimum SAR payload of 3,057 lbs (1,387 kg).

Finmeccanica C-27J
The other top contender, Finmeccanica, brought its C-27J Spartan to Gatineau-Ottawa Executive Airport for a two-hour briefing in December 2015. A multi-mission variant for la Fuerza Aérea del Perú, one of more than a dozen military and paramilitary services around the world which fly the Spartan, it was being flown by company pilots to Lima from Italy via Canada and the Bahamas.

The C-27J was developed from a 1962 design for the Fiat G.222 and is, hence, effectively a contemporary airframe to the Buffalo. Its engine, propeller and flight deck equipment were originally Hercules-based, however, Lockheed has publicly stated that there are no remaining flight deck commonalities between the C-130J and the C-27J. Team Spartan’s FWSAR configuration would be an upgraded version of the one acquired by the U.S. Coast Guard. The cockpit would feature the latest avionics, and extra power from the Rolls Royce AE-2100-S2A turbines would increase its maximum takeoff weight.


Paratroopers prepare to jump from the rear ramp of a Polish C-295.

Team Spartan consists of numerous aerospace defence companies ready to supply their specialized expertise. For example, Finmeccanica Aeronautics would supply green aircraft for outfitting at IMP Aerospace in Nova Scotia. Others include Airdyne (spotter windows, seats and flare launcher); DRS Technologies Canada (courseware and training aids); Esterline CMC (flight management system and electronic flight bag); Flyht Aerospace Solutions (Iridium satellite communications); General Dynamics Mission Systems – Canada (ISS integrator); KF Aerospace (maintenance, supply chain and repair engineering ISS, pilot and maintenance training, management support); L-3 WESCAM (EO/IR turrets); Rockwell Collins (radios); and Selex-ES (search radar).

On the key element of industrial offsets, Team Spartan said in a statement that it has committed to delivering “100 per cent of contract value […] benefits in the form of hundreds of long-term jobs and far-reaching investments in Canadian firms and technology.”

DND’s former Chief of the Air Staff (2005-2007), Steve Lucas, is now Canadian spokesman for Team Spartan. He told a media briefing at the Gatineau airport that “thanks to its exceptional speed, size, endurance and manœuverability,” the C-27J “can reach austere and remote locations […] from Canada’s existing main operating bases.”

Although similar in length and manœuvrability to the Buffalo, the C-27J’s speed, pressurized cargo compartment and circumference are more similar to the Hercules than the Buffalo. Shorter than the Airbus platform at 22.7 m, it has a significantly higher and wider cabin. The C-27-J also features a greater wingspan and 25% more wing area, which facilitates searching at slower speeds. Its maximum speed is 602kph, its range is nearly 1,852km with a full payload of 11,500kg. Based on the minimum SAR load specified in the RFP, Team Spartan puts the C-27J’s range between 2,300 and 2,600 nautical miles (4,260 to 4,815 km), depending on the conditions.

Both aircraft offer, like the venerable Buffalo, exceptional short-field take-off and landing capability.


C-27J

IMP’s “Canadianization” would involve a range of government-mandated hardware, including the chin-mounted L-3 WESCAM turret, belly-mounted radar and extraordinarily large bubble spotter windows which would take up almost the entire rear doors on each side of the aft fuselage. Coupled with a modular “palletized” interior, all mean increased weight and drag and, when asked whether that was why winglets have been added to the design, Lucas replied that it was “certainly one of the reasons.” Noting that many newer commercial aircraft feature them, he added that in the case of the C-27J, “in a number of flight environments, the winglets will either completely or partially offset those particular drag components.”

Embraer KC-390
As for the third contender, the KC-390, Embraer is touting its speed, range, payload and lifecycle costs as key attributes for the RCAF. Conceived as a clean-sheet design in 2006, it was still in early development when FrontLine Defence visited São Paulo in late 2012, but the company rolled out the first of two prototypes in just two years.

Geraldo Gomes, vice-president of international business development for Embraer Defense and Security, said the company managed to fast-track the program by drawing on nearly a half-century of civil and military design, development and production expertise. “Development of the KC-390 made extensive use of advanced digital modeling technologies, test rigs and advanced manufacturing processes in order to anticipate any issue,” he explained to FrontLine while attending the AIAC conference in November 2015.

The first flight of the KC-390 was in February 2015 and that aircraft, about to be joined by the second prototype, now is approximately halfway through 2,000 hours of flight test evaluation. Certification is expected in the second half of 2017, entry into service in 2018. Embraer’s heaviest model to date, the KC-390 is by far the largest candidate for the Buffalo replacement at 33.43m in length with a 33.94m wingspan. It can carry up to 23.6 tonnes some 1,400km at a top speed of 850kph. Its range, based on the minimum SAR payload of 3,057 pounds, is 6,278 km (3,390 nm); this range includes reserves for 100 nautical miles alternate and 45 minutes hold.

According to Embraer, the certification strategy for the KC-390 is based on a dual approach: civil certification, under Part 25 (transport category), by ANAC, the Brazilian Civil Certification Authority, for the “green aircraft” (basic aircraft), complemented by IFI, the Brazilian Military Certification Authority, military certification, for the full certification of all systems and capabilities of the aircraft.


KC-390

“In the case we are selected for the FWSAR Program, the Canadian Military Certification Authority is expected to issue the FWSAR configuration type certificate, based on the Brazilian full military certification,” explained corporate spokesperson Valtécio Alencar. “For the moment,” he continued, “there is no identified need for a civil certification with the FAA (USA) or Transport Canada. The KC-390 development planning and schedule allow us to assure full compliance with all certification requirements on the FWSAR request for proposals and we are very confident about our ability to deliver the best solution for the Canadian SAR needs.”

As for specialized technologies, Gomes said the KC-390 features the latest avionics, electro-optic/infrared and radar sensors, full night-vision-goggle capability, and fly-by-wire technology, which enables the crew to focus on the mission. It would, he said, be “the ideal aircraft” for the Canadian SAR mission because it can be flown not only ‘high and fast’ but also ‘low and slow’ (which is a Brazilian Air Force requirement for paratrooper drops and inflight refueling of helicopters). He said it is “SAR-ready from the initial concept” and “fast reconfiguration allows the plane to act as a fast transport for injured victims with litters and life-support equipment.”

He pointed out that the BAF’s SAR environments are similar to Canada’s, including dense forest, mountains and large maritime areas. “The sooner you get to the search area, the higher the chances of success,” reminds Gomes.

Power is from International Aero Engines V2500-E5 turbofans, and this is the first military application of the units used in the larger Airbus A320s. While test evaluation is “progressing well”, none of it has involved austere airstrips. Even so, Gomes said “the ability to operate from unpaved or contaminated runways has been an integral part of the design requirements.”

Other key suppliers to Embraer include two U.S. majors – Rockwell Collins (avionics and cargo-handling and aerial delivery system) and Goodrich Corp. (primary fly-by-wire) – as well as the venerable Czech firm Aero Vodochody (aft fuselage). Although Embraer has talked with potential Canadian partners about spinoffs from the RCAF procurement, Gomes would say only that Embraer would deliver “a competitive, custom-made solution for Canada and this will certainly include local participation.”

As for lifecycle costs, Gomes insisted that the KC-390’s are the lowest in its class. “The latest maintainability processes and tools allow the aircraft to operate with longer time between inspections and reduced maintenance downtime. The KC-390 uses mature solutions like proven engines, commercial off-the-shelf basic avionics, and integrated fault monitoring. It also introduces new technologies to the medium airlift category such as Prognostic Health Monitoring and Advanced Structural Health Monitoring.”
There currently are 28 firm orders from the BAF, which also will acquire the two prototypes, having put up the equivalent of $1.5 billion in initial funding. Argentina, the Czech Republic and Portugal (which also contributed to the $2-billion development cost) have signed letters of intent, as have Chile and Colombia. If all translate into firm orders, the total would be 60 aircraft, excluding the prototypes.

A Canadian selection would give Embraer a foothold in North America, which is a key element of its goal of securing “a good share” of what Gomes called the “addressable replacement market” of some 700 medium-airlift transports worldwide by 2030.

Wrap-up
Selection of any one of the three contenders would be a significant step toward a long-overdue reinvigoration of Canada’s overall SAR capabilities in what is acknowledged at home and abroad as one of the most demanding environments in the world.

===
Ken Pole is a contributing editor
at FrontLine magazines.

103 SAR Sqn Trains with Icelandic Coast Guard

Written by: JDM, Canadian Forces Dispatch author
Last Updated: February 10, 2016

A RCAF CH-149 Cormorant SAR Helicopter. (Undated DND Photo) 

As Arctic nations come together after the reaffirmation of the Arctic Search and Rescue Agreement late last year, the RCAF's 103 Squadron has landed in Iceland to train with the Icelandic Coast Guard.

Unlike many other nations, Canada's areal search and rescue is not conducted by the Coast Guard, but by the RCAF; largely for budgetary reasons. The aerial Search and Rescue (SAR) is conducted by the RCAF using CH-149 Cormorant helicopters and Fixed-Wing CC-115 Buffalo aircraft.

103 Search and Rescue Squadron is located at 9 wing Gander, Newfoundland and Labrador. Members from 103 Squadron are deployed to Iceland from the 9-12 of February 2016.

 
Training will involve multiple scenarios with the Canadian CH-149 Cormorant, the Icelandic Coast Guard vessel Thor, and the Icelandic Association for Search and Rescue also known as ICE-SAR. 

Icelandic Coast Guard vessel Thor (Photo: Naval-Technology)

The RCAF released the following images after the exercise concluded. More images can be seen here

CH-149 Cormorant helicopter to perform a mountain rescue scenario during a 

Joint SAR Exercise held in Iceland on February 10, 2016. 

CH-149 Cormorant helicopter hoist Sergeant Sean Daniell with a member from the Iceland Association for Search and Rescue (ICE-SAR) and his dog Joey in Neskaupstadur, Iceland during a Joint SAR Exercise on February 9, 2016.

FWSAR Eval to Take up to 6 Months

By: David Pugliese

Aerospace firms will submit their bids on Monday to provide Canada’s air force with a new fleet of search-and-rescue planes.

Aerospace companies will submit bids proposing a combination of aircraft and in-service support to replace the RCAF’s existing fleet of Buffalo and older Hercules aircraft used for search and rescue.

The Buffalos, first purchased in 1967, are key to search and rescue on the west coast and in parts of the Rockies. Those aircraft are already facing mechanical and technical problems and several years ago the air force had difficulty obtaining spare propellers.

The Fixed Wing Search and Rescue (FWSAR) aircraft project originally envisioned buying 17 planes. But that has been changed and it will be up to aerospace firms to submit in their bids the numbers of aircraft they believe are needed for Canada to handle the needed search and rescue capability.

Public Services and Procurement Canada hasn’t provided a timeline for when the new aircraft might arrive. But it looks like it is hoping the evaluation of the bids will be done fairly soon.

“It is estimated that the evaluation period for the selection of the successful bidder, which includes aircraft testing, may take up to six months, after closing of the RFP (request for proposal),” according to Pierre-Alain Bujold, spokesman for Public Services and Procurement Canada.

No details were provided on when the winning company would be announced but some aerospace firms are expecting that to happen by early 2017.

FWSAR Bids Due Monday

Written by David Pugliese, Ottawa Citizen, Defence Watch 

After more than a decade of delays, aerospace firms will submit their bids next week to provide Canada’s air force with a new fleet of search-and-rescue planes.

So far, three companies have said they plan to bid on the $3.1 billion project.

The bids are due Monday, Pierre-Alain Bujold, spokesman for Public Services and Procurement Canada, said in an email.

Aerospace companies will submit bids proposing a combination of aircraft and in-service support to replace the Canadian military’s existing fleet of Buffalo and Hercules aircraft used for search and rescue, he said.

The Buffalos, first purchased in 1967, are key to search and rescue on the west coast and in parts of the Rockies. Those aircraft are already facing mechanical and technical problems and several years ago, the air force had difficulty obtaining spare propellers.

Airbus Defence and Space plans to offer Canada its C-295 aircraft while Alenia is bidding its C-27J plane.

The Brazilian aerospace firm Embraer has said it will propose its KC-390 aircraft.

Canada released its request for proposals from industry on March 31.

But the Department of National Defence and Canadian Forces first announced the project to buy a new fleet of search-and-rescue aircraft in 2004.

The Conservatives reannounced that project as part of their Canada First Defence Strategy. In 2008, then-defence minister Peter MacKay called the project a top priority and vowed to buy a new fleet of planes by early 2009. That never happened.

In 2011, DND and the Canadian Forces again noted the project was to be one of their top procurement goals over the next three years but the acquisition has continued to limp along.

On Tuesday, a report from the Canadian Global Affairs Institute and the University of Calgary blamed delays in equipment purchases on the turnover of ministers and senior military staff as well as on delays caused by federal elections.

But aerospace industry representatives say that wasn’t the case with the proposed purchase of the fixed-wing search-and-rescue planes. Shortly after the project was launched, various aerospace firms accused the Canadian air force of rigging the contract to favour Alenia’s C-27J. Those accusations, in turn, caused years of delays as government officials painstakingly tried to ensure the process was seen to be fair.

Senior air force officers denied there was any favouritism at play.

But Alan Williams, the Department of National Defence’s former assistant deputy minister for materiel, later testified before a parliamentary committee that the Canadian air force had designed the requirements for the original search-and-rescue aircraft project to favor the C-27J, prompting the complaints to government from companies.

In 2014, the Citizen obtained DND documents that also blamed some of the delay on the Conservative government’s freeze on hiring staff. That resulted in a shortage of personnel in the search-and-rescue aircraft project management office, according to the records.

DND officials acknowledged the freeze had created some problems but noted that it was only temporary and the situation has improved.

During the election campaign, the Liberals promised that their government would “prioritize the acquisition of cost-effective search and rescue aircraft.”

The project originally envisioned buying 17 aircraft. But that has been changed and it will be up to aerospace firms to submit in their bids the numbers of aircraft they believe are needed for Canada to handle the needed search-and-rescue capability.

Possible FWSAR Training Center at CFB Comox

Industry insiders have informed the Ottawa Citizen's Defence Watch, that both Alenia Aermacchi and Airbus; who are the two firms that are expected to directly compete for the CAF's FWSAR replacement of the Buffalo Aircraft, are leaning towards establishing a FWSAR Training Center at 19 Wing Comox as part of their bidding process. Bids are due by January 2016 (in the latest attempt to purchase a replacement for the CC-115 Buffalo FWSAR that are nearing 50 years of age.) A replacement for the aircraft was due in 2009 - but the project has been shelved and delayed several times already.

Below is the Original Article published by David Pugliese. 



Representatives of Team Spartan, including Alenia Aermacchi director Roberto Leva and Ian McIntyre, training solutions specialist for DRS Technologies, recently announced the team’s plans to establish a FWSAR training centre at 19 Wing Comox as part of its bid for the Fixed Wing Search and Rescue project.

The team is offering the C-27J Spartan for the RCAF’s fixed wing search and rescue project. Bids are to be submitted by January.

An industry mock-up for the C-27J Spartan in CAF SAR colors 

Team Spartan noted that the request for proposals pointed out that any of the CF bases used for fixed wing search and rescue could house the operational training unit. Team Spartan is still flexible – if need be -on where the training centre could go but it has been working towards the approach that it will be established at 19 Wing Comox.

Airbus Defence, which is offering Canada the C-295 for FWSAR, is also leaning in that direction.

An industry mock-up for the C-295 in CAF SAR colors 

“We’ve not finalized that element of our bid yet, but Comox is currently the preferred location,” spokesman Michael Powell told Defence Watch.