CANSEC '16: THEY CAME THEY SAW

BY David Pugliese

CANSEC 2016 saw thousands of visitors viewing state-of-the art military technology while the machinations of defence procurement played out in the background.

The military and security trade show, held in Ottawa May 25–26, had 700 booths, 11,000 participants and the usual roster of generals and ministers providing varying degrees of information.

Chief of the Defence Staff Gen. Jonathan Vance stuck closely to his talking points, taking his cue from Minister of Defence Harjit Sajjan by noting that the Canadian Armed Forces must be more involved in preventing conflicts and taking part in peacekeeping operations.

Sajjan delivered a standard speech, but in a scrum with journalists he unveiled what would later be seen as part of the Liberal government’s proposal to purchase Super Hornet fighter jets as an interim replacement for the CF-18s.

Sajjan claimed that Canada was now facing a fighter jet “gap” and the CF-18s had to be replaced as soon as possible to ensure the country’s security. This is in stark contrast to what RCAF commander, LGen. Michael Hood, said in April; addressing a parliamentary committee on National Defence, Hood stated the jets could keep flying until 2025 and there was no rush on a replacement.

Sajjan’s comments at CANSEC were the first inkling that the Liberals were considering moving quickly forward on a fighter replacement.

Judy Foote, Minister of Public Services and Procurement Canada, also used CANSEC 2016 to provide what potentially could be welcome news for the industry.

Foote said the Liberal government would bring in additional staff and advisors on the National Shipbuilding Procurement Strategy (NSPS) as well as more realistically track costs for shipbuilding. She noted that, under the previous Conservative government, the NSPS costs were set and publicized but they were never updated to take into account inflation and increases in the cost of steel and other materiel.

“Work is underway to determine a new costing approach,” explained Foote.

Foote also pointed out that the Canadian government had hired Steve Brunton as an “expert adviser” to assist on its shipbuilding strategy. Brunton is a retired rear admiral from the United Kingdom’s Royal Navy with experience in overseeing shipbuilding programs and naval acquisitions.

Jean-François Létourneau, a spokesman for Public Services and Procurement Canada, said there is currently 98 full-time staff working on the shipbuilding strategy. “This number is expected to increase by up to 200 additional employees by 2019,” he said. Létourneau noted there were employees in other federal departments also working on the strategy.

Foote explained in her CANSEC speech that Canadians deserved to know about the strategy and more about how the government was spending their dollars on the massive shipbuilding program. “We are determined to be straightforward with Canadians,” said Foote.

But shortly after — and apparently not seeing the irony in the situation — Foote pointed out that the public was going to be kept in the dark about the main aspect of the Royal Canadian Navy’s future Canadian Surface Combatant fleet: its cost. “We will not be announcing a new cost estimate for the Canadian Surface Combatant until we have signed a build contract,” Foote stated. “Given the number of variables that can change and the very long planning periods involved, we have seen how these estimates cause confusion.”

A number of firms also used CANSEC 2016 to highlight their major achievements.

Textron Systems rolled out its new Tactical Armoured Patrol Vehicle (TAPV) for the show’s attendees. The TAPV is a 4×4 wheeled armoured vehicle specifically engineered and designed to provide survivability, mobility and versatility over the full spectrum of operations.

The first TAPV deliveries are scheduled to begin during the summer. The fleet of 500 vehicles is expected to be distributed to seven Canadian Forces bases across the country. The Canadian Army plans to declare full operational capability of TAPV by mid-2020.

TAPV has faced various problems, including issues with the vehicle’s suspension. But Textron Systems officials said at the rollout of the vehicle that those were not major problems and have already been dealt with.

“The Army has closely followed the testing of this vehicle and they [Canadian Armed Forces personnel] are relaying very positive feedback,” Brigadier-General S.M. Cadden, Chief of Staff Army Strategy, said in a statement. “We are looking forward to fielding the TAPV to units.”

A number of firms used CANSEC 2016 to highlight their interest in the upcoming Canadian Surface Combatant (CSC) project.

Atlas Elektronik and Magellan Aerospace announced they had signed a Memorandum of Understanding, a move forward on their intent to collaborate on the development of the rocket motor and warhead sections of the SeaSpider anti-torpedo torpedo. The SeaSpider will combine Atlas Elektronik’s expertise in naval systems like the SeaHake mod4 heavyweight torpedo and the rocket technology of Magellan Aerospace, company officials pointed out.

Atlas Elektronik Canada, based in Victoria, BC, will build up capability in project management, research and development, and work with Magellan Aerospace out of their facilities in Winnipeg and Rockwood, MB. Atlas Elektronik Naval Weapons Division in Wedel, Germany, will provide ongoing support.

“We are proud to be part of this effort that will offer the RCN, in time for the construction of the Canadian Surface Combatant, the leading integrated UWW [underwater warfare] solution to protect ships and sailors,” said Rick Gerbrecht, president and CEO of Atlas Elektronik Canada.

Rheinmetall announced at CANSEC 2016 that it had successfully completed delivery of 12 armoured recovery vehicles to the Canadian Forces. The tracked vehicles, officially dubbed the Leopard 2 Armoured Recovery Vehicle Canada, or ARV CAN, are based on the chassis of the battle-tested main battle tank. Besides recovering tanks, the Leopard 2 ARV CAN can conduct a wide array of maintenance tasks and, thanks to its winch and bulldozer blade, provide robust combat engineer support in the area of operations, the company noted.

Two vehicles were designed and built in Germany and underwent testing by the Canadian Forces which finished at the end of 2013.

Rheinmetall Group then provided its subsidiary, Rheinmetall Canada in Quebec, with two production and assembly lines for producing the remaining 10 armoured recovery vehicles. Rheinmetall won the order in 2011; along with the delivery of 12 Leopard 2 ARV CAN armoured recovery vehicles, the contract includes logistical and training support.

Members of the Royal Canadian Navy listen to an industry reprsentative talk about the Canadian Surface Combatant model at CANSEC 2016. (CADSI)

Polaris Defense, a division of Polaris Industries Inc., rolled out at CANSEC 2016 a high-performance MRZR turbo diesel vehicle, which is aimed at the special forces market, including a program currently being developed by Canadian special forces. The vehicle debuted at the 2016 Special Operations Forces Industry Conference in Tampa, Florida, on May 24 and a day later at CANSEC.

The quest to replace the CF-18 was also front and centre, with all eyes on two of the main competitors: Lockheed Martin and Boeing. The firms engaged in a battle of simulators, as each company brought a flight simulator for the CANSEC crowd to experience. Lockheed Martin’s F-35 simulator appeared to have the most traffic, but it’s unclear whether that was because it was situated inside the main hall, in contrast to Boeing’s Super Hornet simulator being in a trailer outside.

Irving Shipbuilding shook up CANSEC 2016 by announcing it was pitching the Liberal government a plan to construct a ship specifically designed to aid in a humanitarian crisis.

The Halifax shipyard would take a commercial roll-on/roll-off vessel and convert it to carry a hospital, medical supplies and emergency equipment to respond to a variety of missions, ranging from earthquake relief to providing aid to refugees. Irving submitted the proposal to the officials coordinating the government’s defence review. The firm is hoping to take advantage of the Liberal government’s interest in having the Canadian Forces play more of a role in humanitarian operations.

Irving president Kevin McCoy said it would take about one year to convert a commercial vessel into what the company is calling a maritime support ship.

“This is not an unsolicited proposal,” he explained. “It’s in response to several of the key questions raised by the government’s Defence Review.” The vessel would be offered on a five-year lease. The cost, under $300 million, would include the leasing of the ship, conversion for its humanitarian role, a 30-member civilian crew and maintenance for the lease period.

McCoy said the proposal would not undercut the government’s current shipbuilding strategy, which calls for the building of two Joint Support Ships (JSS). Construction of the first JSS is expected to proceed in 2018 at Seaspan Shipyards in Vancouver.

McCoy said Irving’s maritime support ship would be complimentary to the missions to be performed by the Seaspan-built vessels. “We think the nation needs two or three of these maritime support ships,” he explained. “They’re moderately priced.”

The Royal Canadian Navy could also have a small contingent on board, he noted. McCoy said Irving could do the conversion in Halifax, along with nearby subcontractors. He estimated that such a project would create around 250 jobs.

McCoy also suggested that such a ship would be more effective and easier to convert than the interim supply ship project being undertaken by Davie Shipbuilding in Quebec. That vessel will be used on an interim basis to handle at-sea refuelling for the RCN’s warships. Davie has also promoted the vessel’s ability to be of use during a humanitarian crisis.

Much to the chagrin of Irving and Seaspan, Davie — which didn’t win any work under the shipbuilding strategy — was eventually awarded a $700-million contact to provide the Royal Canadian Navy with the interim refuelling and replenishment ship. Davie has said that their ship will be ready in the fall of 2017.

But McCoy said the Irving ship would be more capable, able to refuel warships at sea; its design would also allow it to carry landing craft and vehicles.

What was equally interesting was the reaction from Davie. In response to Irving’s proposal, it released a statement at CANSEC 2016 which essentially embraced a “more the merrier” approach.

Davie commended Irving Shipbuilding on “taking a positive and innovative approach to solving some of the major capability gaps facing the Royal Canadian Navy and Canadian Coast Guard with regards to the current federal shipbuilding programs.

“Realizing this, East Coast shipyards in Canada’s key shipbuilding hubs in Nova Scotia and Quebec have pro-actively provided alternative, cost-efficient and innovative ways to convert existing commercial vessels to fill gaps in Canada’s non-combat fleet,” the firm noted.

Speaking at CANSEC, Alex Vicefield, Davie’s chairman, said Irving Shipbuilding’s proposal “is confirming what has been universally recognized over the past months, including by the Government of Canada in the Canada Transportation Act review. That there are several classes of ship which Canada urgently needs and the current shipbuilding program is not capable of delivering. This is a great initiative from Irving Shipbuilding — these kinda of unsolicited proposals where industry takes what it has learnt in how to provide fast-track, cost-efficient solutions to address critical operational gaps, is exactly what is needed right now.”

Vicefield said “these kinds of interim and supplementary programs to ensure that we can close the capability gaps” are needed.

Cansec '16: Focus on The RCAF

By David Pugliese

From the June 2016 Issue (Volume 23, Issue 5) 

On November 27, 2015 a C295W flew from Río Gallegos Airport in Argentina to that country’s permanent, year-round base on Seymour Island in northern Antarctica, Marambio Base, the first flight ever by a C295 to Antarctica. The aircraft conducted a month-long tour of Latin and South American countries, exposing it to a variety of climactic conditions. (roberto molinos, airbus military)

From an aviation point of view, the focus of a number of CANSEC 2016 exhibitors will be on three key programs for the RCAF: the acquisition of new fixed-wing search and rescue (FWSAR) aircraft, the provision of contracted air services, and the eventual replacement of the CF-18 fighter jet.

It won’t come as a surprise to industry watchers that speculation about which firm will walk away with the contract for the Canadian government’s FWSAR project will be a hot topic during CANSEC 2016.

The $3.1 billion aircraft procurement has been years in the making. Bids were submitted January 11 and RCAF commander LGen Michael Hood says the winning bidder is expected to be announced by the end of this year.

CANSEC 2016 exhibitors Airbus and Alenia Aermacchi have been courting the Canadian government for more than a decade on FWSAR. Their aircraft are proven and currently flying in search-and-rescue missions for other countries.

Alenia’s group — dubbed Team Spartan — includes Alenia Aermacchi (a subsidiary of Finmeccanica Aircraft Division); General Dynamics Canada (in-service support systems integrator and mission system provider); IMP Aerospace (responsible for the installation of General Dynamics’ mission system); DRS Technologies Canada (training); Kelowna Flightcraft (maintenance and repair, engineering support, and supply chain management); Esterline CMC Electronics (various pieces of flight equipment); Flyht Aerospace (automated flight reporting system); Rolls Royce (engines); and Standard Aero (maintenance of Canadian fleet of FWSAR engines). Team Spartan has bid the C-27J.

Airbus Defence & Space has teamed with Provincial Aerospace of St. John’s, Newfoundland; Pratt & Whitney Canada of Longueuil, Quebec; CAE of Montreal; and L-3 WESCAM ofBurlington, Ontario. Provincial Aerospace is the main Canadian in-service support (ISS) partner; Pratt & Whitney Canada will provide engines for every aircraft; CAE manufactures simulators and training devices; and L-3 WESCAM will produce the electro/optical sensors for the aircraft. This consortium is bidding the C-295W.

The new FWSAR planes will replace the Royal Canadian Air Force’s aging Buffalo aircraft and older model C-130s that are currently assigned to search-and-rescue duties. The FWSAR project is divided into a contract for the acquisition of the aircraft and another contract for 20 years of in-service support.

Both teams are highlighting their proven capabilities. Team Spartan members General Dynamics Mission Systems – Canada and Finmeccanica are also promoting their joint venture to provide long-term in-service support for the C-27J aircraft in Canada. Managed by General Dynamics Mission Systems –Canada, Spartan Aviation Services will be the Canadian in-service support integrator if the C-27J is selected as the Royal Canadian Air Force’s fixed-wing search and rescue aircraft.

Spartan Aviation Services will be responsible for the delivery of the entire ISS program and will be supported by a partner network in Canada including: KF Aerospace, DRS Canada, TRU Sim, Rolls Royce Canada, Standard Aero, CAE, CMC Esterline, L3 Wescam and ATCO.

The C-295W team has also rolled out its in-service support organization. Airbus Defence & Space and Provincial Aerospace have combined their assets to create a joint venture, AirPro Search and Rescue Services, which will be responsible for all of the ISS for the C-295W should it win the contract. 

The third bidder for FWSAR is Embraer, with its KC-390. But the aircraft is facing a number of drawbacks in this competition: the aircraft only made its maiden flight in February 2015 and is not yet in full production. Some defence industry representatives questioned how Embraer was able to bid since the plane is not yet certified. The company has said that certification won’t take place until the end of 2017 and first deliveries not until 2018. Embraer also does not appear to have announced any teaming arrangements with Canadian firms. (As of press time, it doesn’t have a booth at this year’s CANSEC, although in the past Embraer has noted it has arrangements with Boeing to market the KC-390.)

Embraer officials, however, do not see any of these issues as an impediment to the firm winning Canada’s FWSAR contract.

CANSEC 2016 will also feature many of the companies who hope their aircraft will eventually replace Canada’s CF-18 fighter jets. The Trudeau government has promised an open and transparent competition and firms are proceeding based on that claim.

The actual contract is still many years away, but that hasn’t stopped the companies from marketing themselves as the best solution for Canada.

In September 2015 it was announced that BAE Systems had successfully completed guided firing trials of the Meteor Beyond Visual Range Air-to-Air missile (BVRAAM) launched from a Eurofighter Typhoon combat aircraft. (eurofighter)

Boeing continues to highlight its Super Hornet, and Dassault its Rafale fighter jet. The Saab Gripen was seen as a contender during Canada’s original examination of the fighter jet market, but company officials have largely stayed silent for the time being. Eurofighter is promoting its Typhoon and the aircraft’s interoperability with NATO nations.

At last year’s CANSEC, Eurofighter promoted its plane based on its proven capabilities; more than 430 aircraft have been delivered and 300,000 hours flown. It has also promoted its improved technologies, including the development of an AESA E-Scan radar system. The European consortium has also highlighted its ability to provide Canadian firms with high-tech work on the aircraft (Eurofighter partner companies include Finmeccanica – Alenia Aermacchi, BAE Systems and Airbus Defence & Space).

Lastly, it has promoted the progress made on weapons integration, including the Meteor long-range air-to-air missile and the Storm Shadow stand-off precision attack weapon. The effectiveness of ASRAAM air-to-air missile and Paveway IV laser/GPS-guided bombs has also been enhanced with software upgrades, company officials say.

Cindy Tessier, head of communications for Lockheed Martin Canada, said their firm will have a robust presence at CANSEC 2016 “showcasing a broad range of business solutions for our customers.” On the aviation side, it will highlight future aircrew training solutions, the C-130J and Sikorsky helicopters. 

Back in 2013, Lockheed Martin promoted the technological advances of its F-35 Lightning II aircraft. Three years later, the company will once again be bringing to CANSEC the crowd-pleasing cockpit simulator for its stealth fighter. (cadsi)

Last year Lockheed Martin purchased Sikorsky for $9 billion. On the Canadian scene, Lockheed’s Sikorsky subsidiary is in the midst of delivering its Cyclone maritime helicopter; the RCAF accepted the first six CH-148s in June of last year and aircraft are still being tested.

Also to be highlighted at the booth this year will be Lockheed Martin’s CDL Systems, which specializes in the development and licensing of vehicle control station software for unmanned systems, Tessier said.

In addition, a centerpiece at the Lockheed Martin booth will be the F-35 cockpit demonstrator. Although the demonstrator has been on display at previous CANSECs, the device is always a crowd favourite.

For the aviation market, CANSEC 2016 exhibitor Nammo of Norway has developed ammunition specifically for the F-35. Norway received its first F-35 last fall and with that Nammo started delivering its 25mm APEX (Armor Piercing Ammunition Explosive) ammunition, designed to counter a range of threats. The ammunition is a next-generation armour-piercing, high explosive round; APEX is specifically tailored for the multi-role functions on the F-35. Company officials point out that the ammunition can be used for all types of missions, and against air, navy and ground targets. Nammo wants to eventually see APEX being selected by all partner countries to F-35. 

Providing the RCAF with an aggressor fleet to train its pilots is the goal of the Contracted Air Services project or CATS.

CATS will run over an initial 10-year period, followed by the option to continue for another five years. The contract could be worth up to $1.5 billion over that period of time.

CATS will provide aircraft to simulate hostile threats for ground and naval forces as well as fighter pilots. The project also provides aircraft for training of forward air controllers as well as planes to tow targets and carry electronic warfare systems for various training scenarios.

“The contract is expected to be awarded by the end of 2016,” Pierre-Alain Bujold, spokesman for Public Services and Procurement Canada, told Esprit de Corps. Three bids were submitted, Public Services and Procurement Canada noted, but for competitive reasons the department will not release details.

Discovery Air Defence, which already provides such services to the German and Canadian militaries and will highlight at CANSEC its capabilities in this area, has submitted its bid.

CAE has joined forces with the U.S.-based Draken International to bid on CATS. Aerospace industry representatives also believe that the U.S.-based Airborne Tactical Advantage Company, owned by Textron, submitted a bid, but the firm is not commenting at this time. 

Garry Venman, vice-president of business development and government relations at Discovery Air Defence, said the firm has now provided over 55,000 hours of airborne training services for the Canadian Armed Forces, the German armed forces and other air forces worldwide.

The Nammo 25mm APEX projectile is an armor-piercing, high explosive multi-role ammunition for use with the US F-35 Joint Strike Fighter aircraft. It was designed for use with the General Dynamics GAU- 12/U Equalizer, a five-barrel 25 mm Gatling-type rotary cannon that is also being used on American fighter jets such as the AV-8B Harrier II, airborne gunships such as the Lockheed AC-130, and land-based fighting vehicles.

He said the company has its eye on a potential $3 billion global market for airborne training services, which includes potential contracts in the U.S. The company has a U.S.-based subsidiary and is also looking at markets from Australia to the Middle East. It has provided such services to Canada since 2005 and started delivering similar services to the German military in 2015.

 “The Germans are quite happy with the service,” Venman said. “We think we can easily expand to offer services to additional countries in NATO. We’re seeing positive concrete evidence that air forces are starting to seriously consider the role a contracted adversary plays in their future training environments.”

Venman said that customers are requiring more capable adversaries as they transition to next-generation fighters. The actual aircraft performing such roles are second to the technology offered. 

“The real driver will be the sensor technology, not necessarily the aircraft performance,” Venman explained. “Our strategy is to develop our in-house engineering capabilities to have solutions to provide technology insertions into these platforms which make them a representative training adversary,” he added.

While firms wait for the RCAF to proceed with the Joint Uninhabited Surveillance and Target Acquisition System (JUSTAS) — a contract not expected to be awarded until 2020 — companies are highlighting the roles smaller UAVs can play. Textron has both its Shadow 200 Tactical Unmanned Aircraft System, used by the U.S. Army and Marine Corps, as well as those UAVs from its subsidiary Aerosonde.

The name of CANSEC 2016 exhibitor Pratt and Whitney Canada, a subsidiary of United Technologies, is synonymous with aircraft engines. Its engines are powering the C-27J aircraft for instance, but the company also continues to dominate the helicopter market as well. The firm, based in Quebec, recently announced that its PT6B-37A turboshaft engines will power 25 new AgustaWestland AW119Kx helicopters for a U.S.-Chinese project. The aircraft will be used to establish a Chinese air ambulance capability. The PT6 turboshaft engine family powers more helicopters than any other engine in its power class, Pratt and Whitney has noted. 

Pratt and Whitney’s F135 propulsion system is also the engine of choice for Lockheed Martin’s F-35 fighter jet. (The F135 is the derivative of the company’s proven F119-PW-100 engine.)

CANSEC 2016 exhibitor Rockwell Collins Canada says it plans to highlight a number of systems including: its made-in-Canada Wideband HF communication system; the ARC-210, an airborne programmable software defined radio; Pro Line Fusion, which uses commercial-military dual-use avionics for helicopters and fixed-wing aircraft; the SmartBlade Radio, which provides flexible, space efficient communications
for air traffic control applications; TruNet networked communications solutions for air, land and sea customized networks; simulation and training solutions including the firm’s virtual reality aircraft maintenance training demonstration; and high performance, digital GPS anti-jam receivers.

Rockwell Collins was already selected to provide satellite communications terminals for the Canadian Army. In the fall of 2014 it was part of a General Dynamics Canada team that was provided a contract to upgrade more than 11,000 Canadian military combat radios. Delivery of the upgraded radios will continue until next year. 

0 Likes

CANSEC '16: FOCUS ON THE ARMY

By David Pugliese

From the May Issue (Volume 23, Issue 4)

With the federal government’s intense focus on shipbuilding and the eventual acquisition of new fighter aircraft for Canada, it isn’t much of a surprise that discussions about equipment for the military’s land element have been pushed into the background of the public debate about defence.

But such gear promises to be front and centre for exhibitors at CANSEC 2016, Canada’s largest military and security trade show. CANSEC will be held May 25 and 26 at the EY Centre in Ottawa.

The Canadian Army is promising to engage with industry early and often as it tries to acquire new equipment.

Its needs for the future are extensive and CANSEC 2016 visitors will see firms highlighting the systems they believe could play a role for the Army of tomorrow.

The Army has requirements for a land vehicle crew training system, a new logistics vehicle, modernization of its indirect fire support (to address the lack of precision of 81mm mortars, the unsustainability of the C3 howitzer and the need for extended range ammunition). Electronic warfare support systems and armoured recovery vehicles are also needed.

Many of the procurements proposed for the future are still in their early stages of options analysis.

The Liberals’ recently announced Defence Review is also expected to impact on timelines as the direction of the Canadian government for future military needs and missions won’t be known for at least 11 months to a year.

But that is not stopping firms from highlighting their achievements and products so far for the Army.

CANSEC exhibitor General Dynamics Land Systems – Canada of London, Ontario, is one of the show’s top firms highlighting products for Canada and other nations’ armies.

It is currently delivering upgraded LAV IIIs — or the LAV 6.0 — for the Canadian Army. (In LAV terminology, the program is LAV UP or Upgrade Program, which converts the vehicle from aLAV III to a LAV 6.0. So the program is referred to as LAV UP, and the output / vehicle is LAV 6.0, according to GDLS–Canada).

The first upgraded LAV III was unveiled by GDLS-Canada at its facility in London on January 24, 2013. The upgrades allow for significant improvements in survivability, mobility and lethality, according to the firm.

“General Dynamics Land Systems–Canada plans to show at CANSEC 2016 the LAV 6.0 engineer and command post variants produced under the LAV III Upgrade contract,” Doug Wilson-Hodge, the company’s manager of corporate affairs, told Esprit de Corps. “In addition, we are planning to unveil a new LAV-based product.”

He also added that “General Dynamics Land Systems – Canada is privileged to provide the Canadian Army leading edge technologies in the new LAV 6.0 which will enable the LAV to continue as backbone of Canada’s armoured fleet for decades to come.”

Work on the new Mack Defense trucks destined for the Canadian Army is proceeding smoothly, a highlight the company is expected to promote at CANSEC 2016.

Last year the Canadian government announced that Mack Defense, LLC, of Allentown, Pennsylvania, had been awarded two contracts to provide standard military pattern (SMP) trucks and related equipment for the Canadian Armed Forces. Assembly will take place in a Sainte-Claire, Quebec, plant operated by Prevost, one of the firms partnered with Mack.

The vehicles were put through successful cold temperature testing at the end of January at a National Research Council facility in Ottawa.

The overall contract for the project, known by its military acronym as MSVS SMP, is worth $834 million.

The first delivery of the trucks and related equipment is planned for summer 2017; deliveries are expected to be completed by fall 2018.

With the ability to carry 9.5 tonnes, the standard military pattern trucks are to be the backbone of the Canadian Forces truck fleet.

CANSEC exhibitor DEW Engineering and Development is highlighting a number of products including the kitting out of baseline shelters for the Canadian Army’s Medium Support Vehicle System (MSVS), said Jackie Pothier, director of business development for DEW.

In July 2009 the Canadian government awarded a contract to DEW Engineering for 895 baseline shelters. The first baseline shelter was delivered in May 2012. In June 2013, the contract was amended to add 99 additional shelters. The last baseline shelter was delivered in February 2015, according to the Department of National Defence.

In December 2012, another contract was awarded to DEW Engineering for the kitting of the baseline shelters. That procurement was for 663 kits. In 2013, the contract was amended to add the kitting of 183 additional shelters.

Once kitted, the shelters will provide environmental protection, power and functionality for workspaces such as meteorological offices, command posts, unit medical stations, field kitchens, and workshops. Pothier said that, in total, there are 28 different configurations for the shelters.

“We will also have our snowmobile,” she explained, referring to the recently developed D900 snowmobile. “The Army did purchase 20 of them, but we would like to see more of those out there.”

The D900 multi-fuel snowmobile is a robust military grade utility snowmobile that provides off-road, over-snow mobility in Arctic, northern and alpine environments, DEW says. The D900 was purposely designed for military operators and military missions. It is distinguished from recreational snowmobiles by its use of standard military fuels, long range, excellent fuel economy and high payload and towing capacity.

The snowmobile was successfully tested in April by the Canadian Rangers during Operation NUNALIVUT.

DEW will also be highlighting its recent work in manufacturing police door ballistic panels for firms such as Ford. “We will be showing a military version of an armoured door which has been shot so you can see the results of the impact on the panels,” Pothier explained.

Textron will highlight its new wheeled Tactical Armoured Patrol Vehicle (TAPV) which is to be delivered to the Canadian Army.

Department of National Defence spokeswoman Ashley Lemire told Esprit de Corps that the first delivery of the vehicles is set for August 2016.

In June 2012, Textron Systems Canada won the contract to provide the Canadian Armed Forces with 500 new tactical armoured patrol vehicles.

Textron Systems Canada Inc. manages its role as prime contractor for the project from its Ottawa offices, but the team is much larger than one firm. The Canadian Textron TAPV team includes Kongsberg Protech Systems Canada of London, Ont., Rheinmetall Canada of Saint-Jean-sur-Richelieu, Quebec, and EODC – Engineering Office Deisenroth Canada of Ottawa.

The TAPV is to replace the Army’s existing fleet of RG-31 mine protected vehicles and the Coyote wheeled light armoured vehicles. Besides the initial procurement of 500 vehicles, there is an option for an additional 100.

The TAPV will be delivered in two variants: a reconnaissance vehicle and a general utility variant.

The Textron TAPV is equipped with EODC’s Advanced Modular Armour Protection (AMAP), the newest ballistic protection technology to enhance survivability. Manufacturing of the vehicle armour and supporting components is taking place at EODC’s facility in Ottawa.

The fleet of 500 TAPVs will be distributed across seven bases and 24 units over a 17-month period.

The Canadian Army has said it expects to declare full operational capability by mid-2020 on the TAPVs, following training of all operators, and completion of user trials and exercises confirming operational readiness.

The vehicles are equipped with a dual remote weapons station (RWS), which allow gunners to aim and fire from the vehicle’s interior. The stations come equipped with both a 40mm automatic grenade launcher and a C6 machine gun, the Army pointed out.

Nammo is another CANSEC regular exhibitor, promoting its ammunition, grenades and shoulder-launched weapons for potential Army customers.

Nammo and General Dynamics Ordnance and Tactical Systems–Canada (GD–OTS) have also jointly developed a fully IM-compliant tank ammunition. The 120mm IM HE-T (Insensitive Munitions High Explosive with Tracer) is a full-bore tank ammunition round that combines low-cost insensitive energetic materials with an innovative venting design, the company points out.

It also provides a Leopard 2 tank crew with enhanced firepower against infantry. A dual-mode fuse allows a tank commander to select detonation on impact or detonation after the round penetrates the target.

Rheinmetall Canada Inc. of Saint-Jean-sur-Richelieu has a number of programs to highlight. Last year it was selected by the Canadian government to provide equipment for two programs: the Integrated Soldier System Project (ISSP) as well as the Medium Range Radar System.

ISSP will provide the high-tech gear which would not only allow troops to track each other as they move throughout the battlefield, but also feed communications and targeting information into their helmets or data devices they could carry.

Once the Canadian military declares the Rheinmetall system fully acceptable, it may exercise options under the deal to buy up to 4,144 of the systems.

The Medium Range Radar System will provide the Canadian military with 10 radar systems that can be transported into an operation by truck, the government points out. This equipment will give Canadian soldiers the ability to detect the point of origin of indirect weapons fire, such as mortars, artillery or rockets. The radars will also allow soldiers to track multiple airplanes, helicopters or other airborne threats in and around where troops are operating.

The first contract is to procure 10 Medium Range Radar Systems within three years; a second contract is for related in-service support.

DND says the ISSP will be delivered later this year, while the delivery of the radar systems is expected to begin in 2017.

The Liberal government’s stated aim of improving the military’s presence in the Arctic could provide work for the unique capabilities offered by British Columbia-based Arktos Developments.

In particular, the Canadian Army has pointed out that as part of its Domestic and Arctic Mobility Enhancement (DAME) program it is looking at an “over ice and water vehicle.”

Arktos highlighted just such a cutting-edge amphibious vehicle at the last several CANSECs. Equipped with a dual hull and spike-covered tank treads, the vehicle is designed to manoeuvre over land, ice and water, or through a mixture of ice and water.

Company officials have noted that in the Arctic, there are very few ways of moving people from land to sea and vice versa. The Arktos system uses spikes that allow the vehicle to claw itself out of the water and scale icy inclines as steep as 34 degrees. It can also climb up onto ice floes thanks to the dual hull. The front unit uses the buoyancy of the back hull for support as it climbs out of the water; when it gets out of the water, its tracks pull the back hull out, Arktos representatives point out. The craft can transport up to 52 people in comfort in both freezing -50 degrees Celsius or through the heat of an oil slick fire, making it the ideal vehicle for Arctic missions, the company noted.

The Army outlined to industry in 2015 that in the future it wants to introduce a new small arms training system that it has dubbed the Unit Weapon Training System. CANSEC exhibitors are expected to highlight their capabilities in this area.

In August 2015, the Canadian government awarded Meggitt Training Systems (Quebec) Inc. a $25-million, three-year contract to provide in-service support to the Canadian Armed Forces for its small arms trainer (SAT) and indirect fire trainer (IFT).

The contract included operator and maintenance support for related training activities, incorporating on-site support for health, usage and equipment monitoring at major bases across Canada, the company noted.

Meggitt has been supplying weapon simulation systems to Canada for the last 20 years; its systems are in use with the Royal Canadian Navy, Royal Canadian Air Force and Canadian Army. For instance, in 2014 the RCAF pointed out that its training system would pay for itself in four years and over a 20-year span would save Canadian taxpayers more than $30 million.

In December Meggitt debuted its FATS 100e small arms trainer at the Interservice/Industry Training, Simulation and Education Conference in Florida. The system provides 3D graphics, detailed shot analysis, and automatic assessment via wireless tablet for immediate, effective coaching and correction, according to the company. 

CANSEC ‘16: Naval Technology on display

By David Pugliese

From the April Issue (Volume 23, Issue 3)

DAVID PUGLIESE PREVIEWS THE LATEST IN NAVAL WARFARE THAT WILL BE EXHIBITED AT THIS YEAR’S DEFENCE AND SECURITY TRADE SHOW

A crew member of HMCS Saskatoon conducts force protection when approaching the harbour of Ensanada, Mexico on March 5, 2016 during Operation CARIBBE. Canada contributes ships and CP-140 Aurora aircraft to the joint interagency effort to prevent illicit trafficking in the Caribbean sea, the eastern Pacific Ocean, and the coastal waters of Central America. (DND)

From a naval perspective, this year’s CANSEC defence trade show will be dominated by a couple of procurements, the main one being the Canadian Surface Combatant (CSC) project.

CANSEC 2016 will be held at the EY Centre in Ottawa on May 25–26 and comes just months after Public Services and Procurement Canada announced a number of key proposed changes to the program to acquire a fleet of Canadian Surface Combatants.

The original National Shipbuilding Procurement Strategy (NSPS) had one firm handling the design and integration of combat systems and another designing the warship. Irving Shipbuilding on the East Coast would be the prime contractor and do the actual construction.

But the federal government has now proposed changing how the acquisition is structured. Irving’s role remains the same. But instead of developing a combat system and vessel design, Canada will use an existing off-the-shelf foreign ship design that already has a proven and integrated combat system.

The government has also compiled a list of equipment and technologies in 24 main areas that Canadian companies are expected to provide for the $26-billion fleet of surface combatants. Some of those areas involve navigation, sonar and electro-optical systems for the ships that will form the backbone of the Royal Canadian Navy in future.

Government officials believe as many as 80 domestic companies might be able to contribute, although a number of firms are already sounding the alarm that the proposed changes might hurt their chances to obtain work.

HMCS Halifax transits the Caribbean Sea in January 2010 as part of OP HESTIA, Canada's humanitarian assistance and disaster response operation to aid the survivors of Haiti's devastating earthquake that destroyed much of the country's infrastructure. Entering the service in 1992, the RCN's 12 Halifax-class multi-role patrol frigates are considered the backbone of the fleet currently. Originally designed for anti-submarine and anti-surface warfare, the Halifax-class Modernization/Frigate Life Extension project has enhanced the ships' capabilities to ensure the frigates remain effective throughout their service life. (U.S. Navy)

In November, Public Services and Procurement Canada announced the results of the pre-qualification process, which it pointed out is the first step in the competitive procurement process to select a combat systems integrator (CSI) and a warship designer for the CSC. For the combat systems integrator, the pre-qualified firms are:

·         Atlas Elektronik GmbH

·         DCNS SA

·         Lockheed Martin Canada

·         Saab Australia Pty Ltd.

·         Selex ES S.p.A.

·         Thales Nederland B.V.

·         ThyssenKrupp Marine Systems GmbH

For the warship designer, the pre-qualified firms are:

·         Alion-JJMA Corp.

·         BAE Systems Surface Ships Limited

·         DCNS SA

·         Fincantieri S.p.A. Naval Vessels Business Unit

·         Navantia SA

·         Odense Maritime Technology

·         ThyssenKrupp Marine Systems GmbH

All are expected to have a major presence at CANSEC 2016 as they position themselves in the minds of government, industry and the Royal Canadian Navy in the prelude to submitting bids for the CSC.

Some like Atlas Elektronik have a strong resumé in CSI. The firm, which a number of years ago established a Canadian subsidiary Atlas Elektronik Canada Ltd, has in past CANSEC shows been promoting its capabilities to supply sonars and other sensors, command and control systems and underwater vehicles. In addition, the firm has a long history in counter-mine capabilities and torpedo and anti-torpedo weapons.

Over the decades, the firm has worked successfully with various shipyards to deliver combat systems integration on programs similar to CSC. Those contributions include Germany’s F124 frigate and the F125 frigate. Overall, the firm has noted that it has provided command and control systems to more than 20 navies.

The company also points out its Canadian subsidiary is strategically located in Victoria, BC with close proximity to the RCN’s Pacific fleet.

The French firm DCNS finds itself down-selected in both the CSI and warship design categories, an enviable position to be in for sure.

In April 2014 DCNS incorporated a wholly-owned Canadian subsidiary, DCNS Technologies Canada, with headquarters in Ottawa to develop naval engineering and industrial partnerships in the country. DCNS promotes its more than 50 years of experience in designing, developing and integrating combat system for various naval platforms.

In April 2013, the French naval destroyer Aquitaine crossed the Atlantic and docked at Halifax, Nova Scotia, coming from Brazil and New York and before continuing her journey to Iceland.  The FREMM's innovative design and versatility allow full operation of the ship with a crew less than half the size of the crew of previous generation ships with similar missions. It is being marketed as a proven design for the CSC. (DCNS)

 The French government and DCNS have been marketing the French multi-missions frigate (FREMM) in Canada since 2012 in preparation for CSC. In 2013 the lead ship of the class, the French Navy’s Aquitaine, visited Halifax and was toured by Canadian politicians and military personnel.

Olivier Casenave-Péré, president of DCNS Technologies Canada Inc., has pointed out the value of the FREMM design to Canadian taxpayers. Not only is it a state-of-the-art, combat-capable ship, it is proven in other navies. “From the taxpayers’ point of view, it’s much safer to start from a proven design and adapt it,” he has noted.

In addition, DCNS officials have also pointed out that if Canada chooses the firm for CSC work, the ships will be built, customized, and maintained in Canada.

L-3 has in the past been also positioning itself for CSC work. “L-3 has established a dedicated group, L-3 CMS as a single point of contact for L-3’s naval products and services,” Wendy Allerton, director of L-3 CMS, noted in a statement late last year to Esprit de Corps.

Added Allerton: “L-3 MAPPS’s globally successful Integrated Platform Management System is a key part of L-3’s overall capabilities being offered for CSC which include electronic systems integration; information assurance; integrated shipboard communications systems; underwater system solutions; turnkey platform marine electrical and electronic systems; power conversion and distribution systems; data link systems; aviation lighting and weapon storage and handling solutions; EO/IR surveillance sighting systems; and through life service support.”

Firms, such as MBDA, also see a possible role on CSC. It is interested in providing Aster as a potential air defence system for the surface combatant fleet. If selected, the firm has noted it would offer a manufacturing and production facility in Canada. Aster 15 is a short to medium range missile and Aster 30 is a short to long range, so the company has various options for the RCN. In addition, MBDA offers CAMM-ER (Common Anti-air Modular Missile Extended Range), which has an active RF seeker that provides all-weather performance with clutter rejection capabilities.

Irving Shipbuilding Inc., the prime contractor on the CSC as well as on the Arctic Offshore Patrol Ships (AOPS), is in the process of further increasing its profile in the months leading up to CANSEC. In early March the company opened its new massive shipbuilding facility in the Halifax area for media tours.

The public relations strategy is to inform the Canadian public about what has been going on with the company over the last four years as it has been preparing for building vessels under the NSPS. Construction has now begun on AOPS.

“We not only built the facility but now we are up and running and the benefit of all of that prep work over the last four years is that we can efficiently go into shipbuilding,” Irving Shipbuilding President Kevin McCoy told journalists. In addition, McCoy has said that Irving is on schedule to deliver the first AOPS in 2018.

Irving noted that it has invested over $350 million to build what it is calling North America’s most modern shipyard, and more than 190 companies have been awarded more than $1 billion in contracts so far under NSPS.

While many in industry are focused on the Canadian Surface Combatant, Seaspan
is busy on the RCN’s new Joint Support Ship, with engineering work on that project underway.

Seaspan was selected in 2011 by the Conservative government to build the non-combat vessels as part of the NSPS. It hopes to eventually construct 17 ships, including various science vessels, a Polar-class icebreaker for the Canadian Coast Guard and the two Queenston-class Joint Support Ships (JSS) for the RCN.

CANSEC 2016 attendees can expect to see the firm highlight its new shipyard and its capabilities, with a focus on delivering on NSPS programs.

A rendering of the JSS, which will be built at Seaspan's Vancouver Shipyards. The class will provide the core capabilities of the old auxiliary oiler replenishment ships, including: provision of fuel, ammunition, spare parts, food, water, and other supplies; modern medical and dental care facilities, including an operating room; repair facilities and expertise to keep helicopters and other equipment functioning; and basic self-defence functions. (RENDERING COURTESY OF THYSSENKRUPP MARINE SYSTEMS CANADA)

The company’s Vancouver yard currently employs around 600. When the $2.6 billion JSS project gets under way in earnest this number will increase to 1,300. Another 800 are in the company’s yard in Victoria, BC. That facility will do some of the finishing work for the ships. The first JSS is expected to be operating in 2020, with the second in 2021.

Seaspan is also already at work on the federal government’s offshore fisheries science vessels, another project it will highlight at CANSEC 2016.

Rival shipyard Chantier Davie Canada Inc., based in Lévis, Quebec, will also be front-and-centre at CANSEC 2016, promoting its Project Resolve vessel to provide the RCN with an interim supply ship. This Resolve-class ship will fill the supply vessel gap for the Navy until the JSS is fully operational.

Under the contract, Davie would provide a civilian crew to operate the interim ship; Royal Canadian Navy personnel would be on board to handle communications and the actual transfer of supplies and fuel to warships.

“This is actually a full services agreement,” Alex Vicefield, the CEO of Davie’s parent firm, has explained to Esprit de Corps. “We’ll actually be running the ship, so it’ll be our captain and our crew onboard; we’ll be doing the hotel operations, including the catering and so on.”

The company is converting the container ship Astérix into an interim supply vessel. Conversion is estimated to take around 15 months to complete. After it’s converted, the Astérix will be able to accommodate a crew of 200 as well as helicopters.

Currently, the Canadian government is only committed to one interim supply ship, but Davie is prepared to provide a second on short notice if needed. Vicefield has also noted that the ship could play a role in humanitarian relief operations if needed.

Visitors to CANSEC 2016 will also see Chantier Davie use the trade show to drive home its unsolicited bid to obtain more federal government shipbuilding contracts.

In the midst of CANSEC 2015, Davie launched a media push to highlight that it had offered to save the Conservative government $500 million on the construction of its new Polar-class icebreaker. The offer had been made six months earlier but with a large amount of media attention at the trade show, the company highlighted its bold proposal that was designed to try to take the work away from Seaspan.

Vicefield pointed out at the time that the firm could begin work immediately on the new icebreaker and have it delivered in two years. In addition, the cost was guaranteed.

Then Conservative government Public Works Minister Diane Finley used CANSEC as the venue to reject Davie’s offer.

This year, Chantier Davie is not waiting for CANSEC to highlight its push for more federal government shipbuilding work.

The ATLAS Naval Combat System (ANCS) is a command and weapon control system of the latest generation. The German navy is equipping its new F125 frigate with the ANCS. Thanks to the modular structure of the ANCS, it can be adapted rapidly to different ships and varying requirements. It has all the necessary interfaces to sensors, effectors and communications facilities, with which it can be integrated into network-based operations. (ATLAS ELEKTRONIK CANADA) 

In late February it submitted an unsolicited package of options to the federal government to provide icebreakers and multi-purpose ships for the Canadian Coast Guard. The bid outlined how it could deliver a Polar-class icebreaker in 18 months; it also proposed the construction of three smaller icebreakers and two multi-purpose ships for patrolling, search and rescue, and science research. But the package, which offers a variety of various options, is designed to be outside the NSPS and, as such, does not technically violate that strategy.

Project Resolve will see the transformation of the freight vessel MV Asterix into a Resolve-class AOR ship for the RCN. This vessel is to be used in the interim until the new Queenston-class Joint Supply Ship is fully operational in 2019 if no production delays are incurred. The conversion is expected to take less than two years, with the new vessel ready for delivery in the summer of 2017. (Project Resolve Inc.)

The Polar-class icebreaker would be in addition to the one that will be eventually constructed at Seaspan. The medium-class icebreakers being proposed would be for use along the coasts and in the St. Lawrence. The multi-purpose vessels could be used by both the Department of National Defence and the Canadian Coast Guard.

Furthermore, the ships could be either a new build or converted from existing vessels, according to the Chantier Davie proposal. The key would be that they are relatively low cost and can be delivered fast, according to company officials.

“This is a fast-track solution providing enhanced capabilities at a fraction of the new building price,” the Chantier Davie proposal noted of the possibility of converting existing vessels.

The Liberal government has said it is not interested. But Chantier Davie will continue to promote such options, including at CANSEC 2016.

Along with the Canadian firms who are worried that the proposed changes by the government in the Canadian Surface Combatant acquisition project will not provide for high value work for domestic firms, year’s CANSEC could prove to be a very interesting event.