Canada’s CH-148 Cyclones: Better Late Than Never?

CH-148 Cyclone
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Lateness snowballing – damages, too. (Jan 28/12)

Canada’s Maritime Helicopter Replacement Program has been a textbook military procurement program over its long history. Unfortunately, it has been a textbook example of what not to do. While Canada’s Sea King helicopter fleet aged and deteriorated to potentially dangerous levels, political pettiness and lack of concern turned a straightforward off-the-shelf buy into a 25+ year long odyssey of cancellations, lawsuits, rebids, and more. Eventually, the Canadian military settled on Sikorsky’s H-92 Superhawk as the basis of its new CH-148 Cyclone Maritime Helicopter, which will serve from the decks of Canada’s naval ships and bases.

The civilian S-92 has gone on to some commercial success. To date, however, Canada has been the H-92’s only military customer – with all of the associated systems integration and naval conversion burdens. There are also deeper questions being raised concerning both the machines’ fitness, and DND’s conduct of the program as a whole. This article covers the rationale for, history of, and developments within Canada’s Maritime Helicopter Program:

• CH-148 MHP: Systems & Program
  • The MH-92/ CH-148 Naval Helicopter [updated]
  • The CH-148 Program & Timeline [updated]
  • CH-148 Industrial Partnerships
• CH-148 MHP: Contracts & Key Events [updated]
• Additional Readings

CH-148 MHP: Systems & Program

CH-149: Rescue me!
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The 5-bladed EH101 had been the Maritime Helicopter Program’s initial winner in the 1990s, and also serves in a naval and anti-submarine helicopter role with the British and Italian navies. A civilian version currently serves Canada in a search-and-rescue role as the CH-149 Cormorant, but they were bought long after the naval helicopter contract was canceled for political reasons. Reliability and readiness issues with the Canadian CH-149s have added further strains to this relationship.

In the end, Canada chose a different naval helicopter platform, but the ride has been rough. Many of those delays arose because a project touted as an off-the-shelf buy became nothing less than the development of a new helicopter platform for the global military market.

The MH-92/ CH-148 Naval Helicopter

CH-148: DND rendering
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The H-92 Superhawk platform Canada chose for its “CH-148 Cyclone” maritime helicopters is a larger derivative of the ubiquitous H-60 family that comprise most of the US Navy’s current fleet. it makes heavier use of rust-proof composite materials, and also sports uprated engines, a rear ramp, and other features that place it in a similar class to Europe’s delayed NH90 NFH model, whose schedule has also slipped until it is also expected to become fully operational around 2013.

Initial Cyclone specifications called for GE’s 3,000 hp class CT7-8C engines, but helicopter weight growth will force another engine upgrade before the final design is ready. Standard self-sealing fuel tanks can carry up to 3,030 kg of fuel, and an in-flight refuelling probe allows in-air refueling for extended range flights.

The 17 cubic meter cabin is fitted with a cargo handling system with a centerline 1,814 kg/ 4,000 pound capacity cargo winch, floor rollers, and cargo tie-down points. A 6 foot-wide aft ramp allows easy and fast loading and unloading of cargo and troops. A 272 kg/ 600 pound capacity hydraulic rescue hoist can reportedly be added to the helicopter if necessary.

A Telephonics APS-143B radar, a HELRAS active dipping sonar system supplemented with launched sonobuoys, and a Star SAFIRE-III day/night surveillance turret, offer a good mid-level sensor set by the standards of new western naval helicopters.

Mk.46 loading, CH-124
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Armament has not been discussed. Other naval helicopters generally hold 2-4 mounting points for some combination of lightweight torpedoes, depth charges, and light anti-ship missiles. Some, such as the Cyclone’s smaller MH-60 cousins, can also mount machine guns, rockets, or short-range anti-armor missiles on their wing stubs. Canada’s history suggests that a minimalist approach is likely, involving only Canada’s Mk46 torpedoes. On the other hand, enough re-use of existing MH-60 family systems could leave the Cyclones fitted “for, but not with” a wider variety of weapons. Sikorsky is known to be eyeing potential exports to Germany, and would benefit from having a wide range of available weapon options.

Survivability will be handled using the helicopter’s AN/ALQ-210 radar warning and locator system, linked to the AN/ALQ-144Av5 countermeasures suite. The nature of their use, however, means that these helicopters’ most dangerous enemy is likely to be… nature. This is also true for their crews. If the worst should come to pass, Canada’s frigid waters challenge sailors to survive long enough to be rescued. To address that, the CH-148 includes emergency flotation systems under the cockpit and in the tailboom; they’re deployed automatically, and are expected to work up to Sea State 5 conditions. If they fail, or aren’t practical, a 15-man life raft is installed in each side wheel sponson.

A number of CH-148s won’t be fielded to this standard, at least initially.

Program delays eventually pushed Canada’s DND to accept “interim” helicopters that could be used for some training, but weren’t ready for service. Overall, the CH-148 interim helicopters will be deficient in 4 areas:

1. Mission system software which controls all weapons and sensors won’t be ready.
2. Messaging functionality/ tactical data exchange capability (automated data-link exchanges of tactical data between designated units, including the ships and aircraft) won’t be fully installed.
3. Mission flight endurance will be 21 minutes less than the contracted requirements.
4. The ability to operate on a single engine, even at high temperatures that cost helicopters their lift.

The first 2 issues will be solved with software and electronics upgrades. The latter 2 issues are expected to be solved by uprated turboshaft engines. All of these upgrades will, of course, require extensive testing of their own.

The CH-148 Program

CH-148: Developmental
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In 2000, Canadian program costs for 28 maritime helicopters were estimated at C$ 2.8 billion. That escalated to C$ 3.1 billion in 2003, and by 2010 it had hit C$ 6.2 billion, when the cost of purchasing was added to 20 years of in-service support, training, and extra spending in order to keep the CH-124 Sea King fleet operational during project delays.

Those delays have also been substantial. Initial CH-148 delivery was originally scheduled for November 2008, but that was moved to January 2009, then pushed back again to December 2010 for “interim” helicopters that would be missing key capabilities. Those standards were relaxed even further, to eliminate night or over-water flights, but Sikorsky missed the delivery date.

In the wake of a very vague announcement about contract renegotiation and further program delays, observers began questioning whether the program’s initial dates were ever realistic, and whether even the revised dates can be depended upon. Their suspicions were justified when it was revealed that fully operational CH-148s with upgraded engines wouldn’t begin delivery until June 2012, and the full fleet of 28 would see its delivery delayed again, until the end of 2013. Now, even those dates are in doubt. The timeline below captures most of the program’s shifting dates and promises, along with actual milestones:

December 2013: Full CH-148 fleet supposed to be delivered.
June 2012: Fully operational CH-148 helicopters to begin arriving. Almost certainly not going to happen.
Dec 31/11: Still no interim status CH-148 accepted for delivery, with safety cert. Delivery now “some time in 2012”.
Summer 2011: Interim status CH-148 promised for flight crew training. Cannot do so without safety certification.
May 13/11: 1st interim CH-148 arrives at Shearwater, but still not cleared for night or over-water flights, and no safety certification.
Feb 22/11: West coast CH-148 hangar construction announced.
Jan 2011: CH-148 arrives at CFB Shearwater for sea trials – vid. March 2008.
Nov 2010: “Interim CH-148s” to begin arriving at Shearwater for training.
June 30/10: Formal contract amendment signed re: damages.
Feb 2010: 1st CH-148 arrives at CFB Shearwater for testing.
Dec 2009: 1st CH-148 scheduled to arrive for testing.
Dec 23/08: CH-148 contract renegotiated.
Nov 20/08: 1st CH-148 flight, without most systems.
March 2008: Sea trials supposed to be complete.
Sept 2007: “1st fully equipped helicopter flying.”
Jan 2007: Sikorsky strike will delay delivery.
June 2006: Critical Design Review milestone.
Jan 2006: Preliminary Design Review completed.
Apr 21/05: Maritime Helicopter Training Centre construction begins.
Nov 23/04: Initial contract: 28 helicopters, 20 years support.

CH-148 Industrial Partnerships

The basic S-92 helicopter is assembled in Stratford, CT, but key parts are made elsewhere. It is used in industries like offshore oil & gas, and has carved out a niche as a government VIP helicopter. Industrial partners for the S-92 include:

• AIDC of Taiwan: Flight deck.
• Embraer of Brazil: Front of the sponsons, Landing gear, Fuel tank integration.
• Gamesa of Spain: Cabin interior, Aft fuselage, Tail boom, Upper fuselage Transmission housing.
• Jingdezhen Helicopter Group / CATIC of China: Vertical tail, Horizontal stabilizer.
• Mitsubishi of Japan: Main cabin.

CH-148 military systems partners include:

• BAE Systems: Fly-by-wire and controls system, AN/ALQ-144Av5 countermeasures system.
• FLIR Systems: Star SAFIRE-III surveillance and targeting turrets.
• GE Aero Engines: CT7-8C turboshaft, initially
• General Dynamics Canada: Integrated Mission System and Sonobuoy Acoustic Processing System.
• L-3: HELRAS sonar.
• Lockheed Martin: RWR/ESM Radar warning & locating, based on the MH-60R’s AN/ALQ-210.
• Martin Baker: Crashworthy seats.
• Rockwell Collins: Avionics incl. integrated cockpit, EyeHUD helmet-mounted display, Link 11 tactical datalink.
• Telephonics: AN/APS-143B maritime radar

CH-148 MHP: Contracts & Key Events

CH-124 Sea King &
HMCS St Johns
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Jan 27/12: More delays, more penalties. The Winnipeg Free Press reports that things are about to become more difficult for the CH-148 program. The CH-148 safety certification process, and other delays, make it very unlikely that Sikorsky can begin delivering fully capable CH-148s with all mission software, for acceptance by June 2012.

“But senior defence officials said that penalty and the anticipated additional $80 million be deducted…. out of reduced [maintenance] payments and in-service support over time…. said the senior official. “If you beat them up now, you disincentive the company from giving you completed aircraft. If you take it out of in-service support costs, it’s easier for them to manage and it lowers our operating costs.”

Jan 3/12: The Ottawa Citizen reports that Public Works and Government Services Canada still intends to get the much-reduced $8 million in late fee damages from Sikorsky, but has no timeline for when. That mirrors the helicopter itself, which still has no interim status CH-148 flying, even though they were supposed to have begun flying in summer 2011:

“In its attempts to help Sikorsky along, DND officials reduced the criteria for the interim aircraft to receive a military airworthiness certification…. [that] would have allowed for safe flying of the aircraft but the helicopter would have been restricted in what it could do. It would not have been allowed to fly over water or at night…. Sikorsky has sent an interim helicopter to Shearwater, NS but DND has not accepted delivery of that aircraft. “The CF (Canadian Forces) will take formal delivery and assume ownership of the helicopter once a Canadian military airworthiness clearance is granted and once initial aircrew flight training is conducted,” DND noted in an email. DND will not say when that first interim helicopter will be accepted but noted that Sikorsky has maintained that it plans to deliver maritime helicopters to Canada sometime in 2012.”

CH-148: Waiting to fly
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Nov 28/11: No flight training. The Canadian Press reports that the helicopter flown to Shearwater AB in Halifax earlier is still being used to train ground crew. Despite defense minister MacKay’s promises of an operational flight training helicopter by summer 2011, DND spokeswoman Tracy Poirier says they don’t have it yet:

“Critical work remains outstanding before the Defence Department can take official delivery and assume ownership of the interim helicopter in accordance with the contract”... the federal government will only accept the helicopter when it receives a Canadian military air worthiness certificate.

A spokesman for the federal Department of Public Works said in an email that Ottawa has assessed $8 million in penalties against Sikorsky for delays with the Cyclone procurement program—the maximum that can be applied. But Sebastien Bois declined to say whether the fines have been paid.”

May 13/11: Interim CH-148 Arrives. The first interim CH-148 Cyclone model arrives at 12 Wing Shearwater in Nova Scotia. It will be used to support ground-based training of Canadian Forces (CF) aircrew and technicians, and will remain under Sikorsky ownership and control for now.

The Canadian Forces will take formal delivery, and assume ownership of the helicopter, once a Canadian military airworthiness certificate is granted, and once initial aircrew flight training is conducted. That formal delivery is expected before the end of summer 2011. Canada DND | CASR.

March 7/11: Rotorhub reports from Heli-Expo in Orlando, FL, where Sikorsky CEO Jeff Pinto says that despite yet another delay (vid. Jan 7/11 entry), the firm is “weeks rather than months away” from finally delivering the first interim CH-148. That delivery was scheduled for November 2010, under a June 2010 agreement that ratified long-standing delays and set out a new baseline. Key milestones completed so far include 750 flight hours, and finalized certification. The publication adds:

“Pino said although the delays in delivery had resulted in penalty payments, these could be ‘rationalised’ [DID: written off in stages] over the life of the programme. ‘This is a very interesting and lucrative contract where the Canadians want to pay to fly and leave the rest to the OEM,’ Pino said. The company was working with the Canadian government on the possibility of a bigger transmission for the CH-148, although it may take six months for the final configuration to be determined.”

In the wake of the Cougar Helicopters crash (vid. March 11/09 entry), the Transportation Safety Board of Canada (TSB) had raised issues with the certification of the civilian S-92’s gearbox. Pino said that no S-92 changes were planned in response to that incident, however, adding that the new transmission mount is unrelated. For the military version, a bigger transmission would be a likely follow-on from engine power upgrades the Canadians are requesting. The civilian S-92 changes are focused on weight, reliability, and operating cost improvements, plus electronics upgrades, and an internal auxiliary fuel certification for the SAR configuration.

Feb 22/11: Infrastructure. The government of Canada announces a C$ 155 million project to replace a 60-year-old hangar near Victoria International Airport on Canada’s west coast, with a 20,000-square-meter merged operations and support facility at Canadian Forces Base Esquimalt, British Colombia. Given the requirement for more space, and the need for an appropriate fire-suppression system, it was cost effective to build a new facility, rather than renovate the current 60-year-old hangar.

CFB Esquimalt is the home of Canada’s Pacific Fleet. The facility will be ready by 2014, in order to house 443 Squadron’s 9 new CH-148 helicopters. The project includes the hangar, an exterior aircraft parking apron for up to 5 CH-148s; a taxiway linking this apron to the runway; a re-fuelling and wash area; parking for up to 300 vehicles; and a guard house with security barriers and a perimeter security fence. At least one existing building will be demolished during the project, and the new facility is expected to accommodate 350 people. No contractors have been picked yet. Prime Minister’s Office | Postmedia | Rotorhub.

Jan 31/11: Canada’s DND announces that a CH-148 Cyclone, which arrived at Shearwater base on Jan 6/11, will be undergoing several weeks of testing on board the frigate HMCS Montreal, under the direction of Sikorsky International Operations Inc.

The tests will revolve around its operational limits in ship-borne use, and “the vessel has undergone considerable modification so that the tests may be conducted in optimal fashion.” Since the modifications were made, HMCS Montréal has successfully completed Air Work-Ups, which tested the abilities of the crew to conduct routine flying operations, respond to in-flight emergencies and to a helicopter crash, and combat shipboard fires.

Jan 7/11: Sikorsky:

“We have notified the Canadian government that there will be a short delay in delivery of the first aircraft due to an issue outside of our control. Our contract contains provisions for such events, and we are now in discussions with the Crown in keeping with those provisions.”

Oct 28/10: OAG Report. Canada’s Office of the Auditor General (OAG) releases its 2010 Fall report. The report’s main focus is on Canada’s C$ 61 billion economic stimulus program, which rates an unusual verdict of being well managed. Canada’s CH-148 program, on the other hand, rates a far more negative verdict. The biggest issues involve huge cost and time inflation, but the 2008 contract amendment also comes in for criticism because the original procurement strategy was based on a lowest price bid, giving no credit to bids offering more capability. OAG points out that by signing a contract to upgrade the S-92’s engines in 2008 (q.v. Dec 23/08 entry), DND effectively acknowledged that its contracting strategy had misled bidders on 2 key counts: the importance of an off-the-shelf platform, and the requirements themselves. Key excerpts:

“In 2000, total indicative costs of the 28 maritime helicopters were estimated at $2.8 billion and revised to $3.1 billion in 2003, exclusive of the cost of providing in-service support. The cost of purchasing and providing in-service support for the helicopters, and of training personnel, is currently estimated to be $5.7 billion over 20 years. This estimate does not include costs related to contracted Sea King support, new infrastructure, Canadian Forces personnel, and ongoing operating costs [which raise the program to C$ 6.2 billion for 28 helicopters]. In addition, the project has experienced delays. Delivery of the first fully capable Cyclone, initially expected in 2005, was delayed to 2008 and is now expected to occur in 2012.

”....the full life-cycle costs were not—and some still have not been—presented to decision makers at key decision points…. Moreover, without sufficient funds, National Defence may have to curtail planned training and operations…. On the basis of the bid received from Sikorsky, $2.3 billion in estimated costs for contracted in-service support for 16 years (based on flying 10,000 hours annually) was presented for effective project approval in 2004. By this time, National Defence realized that personnel, operations, and maintenance costs would exceed those associated with the Sea King by $1.1 billion over 20 years. This is significant because National Defence did not seek additional funding for the in-service support provisions, so these incremental costs will need to be covered by its existing operations and maintenance budget…. National Defence initially assumed that, despite known deficiencies, the hangars and other facilities used for the Sea King helicopters could be used for the new helicopters…. In 2005, however, National Defence determined that there was a need for significant investment in new infrastructure. It has since initiated approximately $340 million in projects for maintenance, spare parts warehousing, training, and squadron facilities…. There was also a need to extend the life of the Sea King helicopters longer than originally anticipated…. An option to extend the period was exercised in November 2007 for an additional $168 million to cover the period up to 2014. The extension coincided with the notification that the delivery of the Cyclone helicopters would be delayed.”

See: Canadian OAG Release re: military helicopters | Media Statement | Full report || Parliamentary Hansard transcript re: defense questions | Canadian Press | CBC | Global News timeline | National Post | National Post op-ed | Toronto Sun | Vancouver Sun || Agence France Presse | China’s Xinhua || Defense News.

July 26/10: New deal. Canada’s Department of National Defence clarifies the new arrangements with Sikorsky, and the state of the program.

The first 4 phases of Ship/Helicopter Operating Limitations (SHOL) trials (vid. April 19/10 entry) successfully tested and validated the design of hangar and flight deck modifications aboard Canadian ships, maintenance support, developed standard operating procedures for ship and flight crew personnel, and defined safe flight parameters. Subsequent SHOL trials will be conducted in extreme weather conditions to define those parameters.

Mission software development has become an issue for the program, and Sikorsky’s inability to meet contract requirements forced a contract amendment, so the Navy could take delivery of interim CH-148s with partially-functional mission systems.

The interim helicopters will not be deployed on operations, Instead, they’ll be used for initial cadre training of aircrew and maintenance personnel, and initial operational testing and evaluation (IOT&E) to develop procedures for the Cyclone’s flight and operations, and to develop support systems like supply chains for spare parts, and maintenance processes and procedures. Once delivery of the fully compliant CH-148s begins in 2012, the interim helicopters will be retrofitted and returned by December 2013.

June 30/10: The Canadian government and Sikorsky sign an agreement to amend their CH-148 contract. In return for changes to acceptance criteria for the initial helicopter set, to the overall delivery schedule, and to milestone payments and liquidated damages provisions, Sikorsky will:

• Withdraw an existing arbitration claim against the government;
• Invest another C$ 80 million in contracts/ R&D work with Canadian firms;
• Offer payments for any future MH-92 maritime helicopter sales that could amount to more than US$ 30 million;
• Charge reduced interim helicopter in-service support rates until acceptance of the fully compliant helicopters in June 2012.

Liquidated damages requirements will now be triggered only by failure to deliver interim helicopters starting in November 2010, and for failure to deliver the fully compliant helicopters beginning in June 2012. The C$ 3.2 billion 20-year in-service support contract will run until March 2028. Source.

Shearwater arrival
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June 8/10: From late to later. Sikorsky will deliver its CH-148s to the Canadian Armed Forces late, even by the revised schedule. Borrowing a leaf from the NH90 NFH’s playbook, Sikorsky will begin delivering only “interim helicopters” for testing and training by the renegotiated date of November 2010. Then, instead of delivering at a rate of one per month, Sikorsky will deliver only 6 helicopters by June 2012.

The remaining 22 helicopters will be fully operational versions, including upgraded engines. They are promised as of June 2012, and as they arrive, the initial 6 helicopters will be pulled back for engine retrofits and any other required modifications. Recall that the original contract’s initial delivery date for the CH-148 was November 2008. Halifax Chronicle-Herald | CTV.

June 7/10: German exports? Canada may not wind up alone. Germany is the NH90 TTH’s biggest customer, but the helicopters have had problems, and it has delayed any NH90 NFH anti-submarine helicopter buy. Now Sikorsky is looking to pursue a 30-helicopter bid to replace Germany’s H-3 Sea Kings with their MH-92 Cyclone instead of Eurocopter’s NH90 NFH. They also want to compete with the H-92 for an 8-19 helicopter Combat Search And Rescue (CSAR) opportunity to replace German UH-1Ds. A German decision is expected in late 2010, if proposed budget cuts don’t derail the programs.

At the ILA 2010 airshow in Berlin, Sikorsky signed a Memorandum of Understanding “to explore opportunities” in aftermarket support involves their long-standing partner ZF Luftfahrttechnik GmbH (ZF Aviation Technology), while the other involves Switzerland’s RUAG, and will explore “Maintenance and Repair Operation as well as integrated logistics support and completion capabilities.” Rheinmetall and MTU are also reputed to be involved in discussions.

The H-92 might be operational in a maritime role before the NH90 NFH, and the firm has some H-92 CSAR design experience from its participation in the aborted American CSAR-X competition. Their bid remains something of a long shot, but Sikorsky representatives are quoted as saying that the partnerships and experience will stand them in good stead to bid the future CH-53K heavy-lift helicopter for the Franco-German HTH program. Sikorsky has reportedly secured American export approval for the Cyclone, and would conduct final assembly in Germany. Aviation Week | Flight International | Shephard Group.

April 16/10: The CH-148s have begun SHOL (Ship Helicopter Operational Limitations) testing off of Nova Scotia. Testing started shortly after the test helicopter arrived in Feb 19/10 and is taking place in 4 phases:

Phase 1 tests confirmed that the prototype aircraft’s flight test instrumentation systems could operate in close proximity to the electromagnetic emitters of the ship.

Phase 2 evaluated how the test helicopter and the Canadian Recovery, Assist, Securing and Traversing (C-RAST) work together. The C-RAST moves the helicopter in and out of the hanger, and locks the helicopter in place on the ship so it doesn’t slide off.

The 3rd phase was completed earlier in April and involved take-offs, departures, landings and utility evolutions conducted during the day, in order to establish the standard operating procedures for the aircraft.

The 4th and final phase is expected to be complete by the end of April. These tests will be conducted at sea in the North Atlantic under increasingly challenging weather conditions and sea states, in order to determine a safe envelope for the helicopter to operate from the Halifax class ship with medium winds and deck motions. Further testing is planned later in the program to test the full capabilities of the aircraft at high winds and high deck motions.

Feb 19/10: Testing arrival. Sikrosky’s prototype CH-148 Cyclone maritime helicopter arrives at CFB Shearwater, Nova Scotia, for several weeks of “ship helicopter operational limits” trials with the Halifax-class frigate HMCS Montreal. “Aircraft 801” reportedly first flew in November 2008. Canadian Navy | Aviation Week Ares.

CH-148 first flight
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Nov 8/09: The Ottawa Citizen’s David Pugliese reports on the CH-148’s slow progress. While the first helicopter is scheduled to arrive at CFB Shearwater in December 2009, actual sea trials aren’t scheduled until February 2010 or later, and even when those are done, other steps are required before Canadian pilot training can begin:

”...sources say while the first helicopter is expected to arrive in early December from Sikorsky, it is not being actually accepted by the Canadian Forces…. The first Cyclone (MH02) has just finished being painted at West Palm Beach in Canadian Forces colors…. The sea trials should have been completed almost 20 months ago according to the delivery schedule contracted with Sikorsky in 2004.

Successful completion of the sea trials, followed by development and approval of the ship-helicopter operating limitations (SHOL) for the new helicopter, which will require several months at least, are a MHP contractual obligation that must be met long before Canada accepts delivery of the first aircraft and can begin training its own pilots on the Cyclone….”

Cougar Helis S-92
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March 11/09: S-92 accident. An S-92 operated by Cougar Helicopters goes down in the sea off of Newfoundland, Canada with 18 people aboard, while ferrying workers to one of the offshore oil rigs. In the end, only 1 of the 18 passengers survives. Standard procedures give all passengers immersion suits, but winds were running between 25-35 knots, with a 3m/ 9-10 foot swell, and water temperatures near freezing. The Globe and Mail | See also CBC and Flight International report & photos. re: later Canadian TSB findings.

Feb 20/09: The Ottawa Citizen’s David Pugliese continues to investigate the specifics behind the December 2008 announcement of a contract settlement with Sikorsky. In “New Engnes for the Troubled Cyclone Helicopter?” he quotes Canada’s DND:

“Sikorsky is making a number of improvements to the current design of the helicopter to meet the performance requirements specified in the current contract. An improvement being made that was not in the original contract will provide the helicopter with growth potential for the engine and main transmission.”

Pugliese points out that this is a problem, for 2 reasons:

“The weight growth requirement was actually stated in the MH Statement of Operational Requirement (SOR) and was initially included in the RFP Requirements Specification but was later removed at Sikorky’s request…. [however,] In order to use a [Lowest Cost Compliant ] selection methodology, PWGSC and DND both had to assure the Auditor General in 2003 that the MH performance and equipment requirements (as stated in the RFP) would be finite and that no extra funds would ever have to be allocated for additional capability over the entire life of the aircraft, otherwise a Best Value selection methodology whereby additional capability could be acquired at minimal additional cost was mandated.”

DND responses add that they are also looking at technological improvements that will become available as a spin-off from Sikorsky’s R&D. They include “an enhanced rotor blade design, larger tail rotor and a new 5-bladed rotor hub”, which could add another 500-600 pounds of payload capacity. Aerospace analysts contacted by Pugliese respond that:

“The new rotor design that the response refers to is the one being considered for Sikorsky’s bid for the USAF’s CSAR helicopter. It involves very significant structural changes to the aircraft including a substantial increase in the airctraft’s overall length both with rotors turning and when folded which would raise major issues for ship compatibility. Since DND and PWGSC are inexplicably avoiding the engine question, we suggest you dig further.”

Winter 2009: SNAFU. Plain Talk: The Process of (Not) Acquiring Maritime Helicopters [PDF format] is published in the Canadian Naval Review by Jane’s Canadian correspondent Sharon Hobson. Hobson reports that Sikorsky was exempted from key performance requirements during the bidding phase, unlike its competitors NIH Industries (NH90) and Lockheed Martin/ AgustaWestland (EH101). Additionally:

”....In order to speed things up during the bidding process, the project office only required that the bidders provide proof of compliance for 475 [mandatory technical requirements]. The bidders were allowed merely to state that they would comply with the other 1,000. When things started to go wrong – and they started to go wrong fairly quickly – the project office went into crisis management mode.

When I interviewed the project manager in February 2006, he told me that the preliminary design review (PDR) had been completed in January, and that the critical design review (CDR) would be completed by the first week of June. However, in September 2006, the same official conceded to another reporter that the PDR was not yet complete. The project office does not appear to have given a media interview since then. Moreover, it turns out that because Sikorsky was unable to complete fully each milestone within the PDR and CDR, the project office subdivided the milestones so that the payments would continue to flow….

Canadian Parliament
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Dec 23/08: Contract failure, change. Canada’s government announces that they have renegotiated the contract with Sikorsky. DND will now begin receiving helicopters by November 2010, allowing necessary operational testing and training to begin prior to the delivery of mission-ready helicopters beginning in 2012, and all helicopters by 2013.

The effect of these changes is to delay operational use of the helicopters for 2 years. The original contract had penalty clauses for late delivery, but those clauses appear to have been waived in exchange for these contract amendments. The government release also took pains to state that it ”...has determined that the delays experienced were largely outside the control of the Contractor.”

Most of the contract modifications appear to concern “upgrades.” These have not been specified, except to say that they have an estimated value of $77 million for the 28 helicopters, and $40 million for the 20 years of In-Service Support contract, based on the Canada/ US currency exchange rate of December 2008. The release adds that contract amendments will be funded from within the original project budget. Canadian government announcement | CBC report.

Nov 20/08: Dev flight. A CH-148 Cyclone makes its first flight at the Sikorsky Flight Development Center in Florida. Source.

Nov 5/08: The Ottawa Citizen’s defense reporter David Puglise publishes some comments from his sources, suggesting the program’s schedule was never realistic, that further delays to 2012 or even 2014 are possible, and that vague statements from Sikorsky and Canada’s DND are omitting important pieces of information. One key excerpt:

“Your blog notes that Sikorsky is now claiming the first article will fly “before the end of the year”. Rumors in the industry suggest that any such flight will be without the mission system, which is still not in formal lab testing. Compare this to Sikorsky’s original (public) promise to fly a fully equipped first article by September 2007.”

January 2008: Sikorsky formally advises the Canadian government of delays in the original schedule.

April 18/07: RWR/ESM. Lockheed Martin announces a $59.4 million U.S. Navy Foreign Military Sales contract to provide the helicopters with Radar Warning Receiver (RWR)/Electronic Support Measure (ESM) systems derived from its AN/ALQ-210 system, which will also be deployed on the US Navy’s new MH-60R multi-mission naval helicopters.

The ALQ-210 passively detects, identifies and geo-locates hostile radar transmitters. The systems provided to Canada’s Department of National Defence will also feature new functionality designed to meet specific Canadian Forces requirements. Honorary Col. Rick Mercer of 423 Maritime Helicopter Sqn will be relieved, we’re sure.

Jan 23/07: Strike! The Globe and Mail reports that CH-148 delivery will be at least 5 1/2 weeks late because of a strike at Sikorsky’s factory. Canada’s federal government deems the delay to be reasonable, and they are reportedly foregoing the late penalty provisions in the contract. Those terms could allow Canada to charge up to $100,000 a day for late delivery, to a maximum of $36 million.

CH-148 concept
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Dec 6/05: Sikorsky Aircraft opens the company’s new MH-92 helicopter fly-by-wire system integration lab with a ribbon cutting ceremony in Stratford, CT. The new lab will develop, integrate and test the fly-by-wire and avionic systems for the MH-92, and the CH-148 Cyclone will be the system’s inaugural customer.

BAE Systems will be Sikorsky’s team-mate on this sub-project, which is expected to lead to companion fly-by-wire integration labs for Sikorsky’s H-60, CH-53K, and X2 aircraft.

Fly-by-wire differs from traditional helicopter flight control systems by replacing the mechanical linkages to the cockpit controllers with a redundant, purely electrical system that is more responsive, more survivable if hit, saves weight, and reduces maintenance costs. Europe’s competing NH90 already has fly-by-wire built in, so Sikorsky is playing catch-up in this area. Sikorsky release.

June 14/05: FLIR. FLIR Systems, Inc. announces a “competitively awarded” subcontract from General Dynamics Canada of Ottawa, Ontario, for its popular Star SAFIRE III airborne multi-sensor imaging systems with multi-year in-service support. The total subcontract value, including potential option awards, is in excess of $20 million (USD). Deliveries will commence within 9 months of contract award, and continue until 2009.

FLIR’s Star SAFIRE III is used on a wide variety of systems, and has options to include laser rangefinding and targeting features.

June 5/05: Radar. Griffon Corp. subsidiary Telephonics announces a subcontract award from General Dynamics Canada. They will supply 31 ship sets of their APS-143Bv3 multi-mode imaging Maritime Surveillance Radar, fully integrated with their Mark XIIA Identification Friend or Foe (IFF) interrogator sub-system hardware. The contract also contains options for initial spares and 20 years of in-service support for the Canadian Maritime Helicopter Project (MHP), and could exceed $50 million in value if all options are exercised.

The internal, fully integrated Mark XIIA IFF interrogator has been designed to be compatible with the IFF interrogators being supplied for the US Navy’s MH-60R LAMPS helicopter, the Canadian CP-140 Aurora upgrade program, and the US and International Air Force’s AWACS platforms.

This program will be managed from Telephonics’ facilities in Farmingdale, NY, with a portion of the work being performed in Canada as defined in the Industrial Regional Benefit plan included in Telephonics proposal. The first test aircraft system is scheduled for delivery in July 2007.

April 21/05: Infrastructure. L-3 Communications MAS launches the construction of a new $45-million Maritime Helicopter Training Centre for the Canadian Forces in Shearwater, Nova Scotia. L-3 MAS has lead responsibility for the Cyclone’s in-service support, which includes provision of the training facility and training.

The actual construction is subcontracted to PCL Constructors Canada Inc., and the center is expected to be operational in April 2008. It is expected that over 160 new jobs will be created directly and indirectly during construction of the 3-storey facility, which will be LEED Silver Certificate certified. The building will include flight and mission simulators, and serve as the home for 406 Squadron. Sikorsky release.

April 12/05: Project office open. Sikorsky Aircraft Corp. and Canadian government officials today formally inaugurate a new Canadian Maritime Helicopter Project (MHP) office located here in the company’s main manufacturing facility in Stratford, CT.

The newly renovated 25,000 square-foot space includes a 5,000 square-foot secure area to accommodate a detachment of 17 Canadian government employees overseeing the project. The remainder of the space houses Sikorsky Aircraft, General Dynamics Canada and L-3 MAS Canada personnel assigned to the MHP. Sikorsky release.

Nov 23/04: Deal signed. The Government of Canada signed contracts with Sikorsky International Operations Inc. for the Maritime Helicopter Project, to provide 28 helicopters (C$ 1.8 billion), as well as 20 years of in-service support and a training facility (C$ 3.2 billion), including construction of a training facility and a simulation and training suite.

Sikorsky had joined with L-3 MAS (in-service support) and General Dynamics Canada (systems integration) to form The Maritime Helicopter Team. CBC report.

Additional Readings

• CASR – Politics, Procurement Practices, and Procrastination: the CH-124 Sea King Helicopter Replacement Saga

• Canadian Office of the Auditor General (Oct 26/10) – 2010 Fall Report of the Auditor General of Canada: Chapter 6 – Acquisition of Military Helicopters

• Canadian Naval Review (Winter 2009, Vol.4 #4) – Plain Talk: The Process of (Not) Acquiring Maritime Helicopters [PDF]. Characterizes much of the procurement process as dishonest in several respects.

• Defence Watch (Jan 27/10) – Canada’s Maritime Helicopter Saga Laid Out in a New Book, The Politics of Procurement. By UBC Press. Covers the entire saga, from the CH-124 replacement competition to the EH101 cancellation, CH-149 Cormorant (EH101) SAR buy, and the CH-148 Cyclone.

• Canadian DND – CH-148 Cyclone

• Sikorsky – H-92 SUPERHAWK Maritime Helicopter

• General Dynamics Canada – CH148 Cyclone – Maritime Helicopter Project

• Naval Technology – [EH101] Merlin – ASW / Transport Helicopter, United Kingdom. Also serves with or has been ordered in a naval role by Italy, Denmark, Japan, and Portugal.

• DID FOCUS – NH90: Europe’s Medium Helicopter Contender