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| Canadian Arms Imports & Exports; Les importations d'armes et les exportations Canadiennes | |
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| Tweet Topic Started: Sep 10 2014, 09:42 PM (190 Views) | |
| Rezim | Sep 10 2014, 09:42 PM Post #1 |
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His Majesty King Carol I
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The Canadian Department of National Defence (CDND) is the federal department charged with coordinating and supervising all agencies and functions of the government relating directly to national defence and the military. For inquiry into the purchase or offer of a tender, contact the Department of National Defence privately. The Department of National Defence does note that if equipment is manufactured by a third party nation, the final sale of equipment will require that party's permission. Department of National Defence Structure: Edited by Rezim, Nov 21 2014, 09:17 PM.
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| Rezim | Sep 10 2014, 09:43 PM Post #2 |
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His Majesty King Carol I
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Land Equipment Catalog Main Battle Tanks Leopard C2 ![]() The Leopard C2 MBT is a Canadian upgrade of the German Leopard 1. Canada purchased 127 Leopard 1A3 MBTs in the late 1970s. These were designated as the Leopard C1. In 2000 the 114 C1 tanks were upgraded to the C2 standard to extend their service lives. The Leopard C2 MBTs have increased armor protection. It is fitted with NBC protection and automatic fire suppression systems as standard. Vehicles sent to Afghanistan in 2006 were fitted with MEXAS add-on heavy composite armor kits. This armor provides superior protection against RPGs and IEDs. The Leopard C2 main battle tank is fitted with a complete turret of the the Leopard 1A5. These turrets were purchased from German Ministry of Defense. Vehicle is armed with a fully-stabilized L7A3 105-mm rifled gun. This gun is capable of firing accurately while the tank is moving. It fires a full range of NATO 105-mm tank ammunition. This tank also uses improved ammunition for increased lethality. Vehicle has thermal sights and new computerized fire control system. Ammunition carried would normally consists of large proportion of armor-piercing rounds. During peacekeeping operations these tanks usually carry a mix of high explosive and squash-head rounds. Secondary armament consists of two 7.62-mm machine guns. One of them is mounted coaxially with the main gun, other is located on top of the roof. The Leopard C2 tank uses the same engine as the Leopard 1. It is powered by the MTU multi-fuel diesel, developing 830 hp. Engine and transmission are mated in one block and can be replaced within 20 minutes in field conditions. Vehicle can be additionally fitted with a mine rack or dozer blade. This tank is also capable of submerged fording. The C2 can be airlifted by the C-17 or Il-76 transport aircraft. Armoured Fighting Vehicles Bison (MOWAG Piranha II) ![]() The Bison armored personnel carrier is a Canadian developed 8x8 variant of the MOWAG Piranha, produced in Canada as the Light Armored Vehicle (LAV). It was developed within the very short time scale of seven days by General Motors of Canada. The first Bison appeared in 1988 with production commencing the following year and first operational vehicles entering service in 1990. It replaced the Grizzly armored personnel carrier. Recently the only operator of the Bison are Canada with 199 vehicles and Australia with 97. About 12 Bisons have been sold to the US National Guard to support anti-drug operations. The Bison follows the same general lines as the MOWAG Piranha but with many detail differences, the main one being a rail system along the floor which allows entire suites of equipment to be removed or installed within a short time to permit the base vehicle to be used for many roles. Furthermore vehicle has a turret removed and a raised roofline. It is more heavily armored than the LAV. The driver is seated at the front of the vehicle on the left, with the commander behind him. Engine and transmission is on the right side of the hull. As an APC the Bison can carry 8 troops, but the seating arrangements can slide out through the large power operated ramp at the rear and be replaced with one of several alternatives. Armament on most Bisons is limited to a 7.62-mm machine gun over the commander's hatch. All APCs are completed with smoke grenade dischargers. Additional equipment also includes NBC protection system. Vehicle is powered by Detroit Diesel 6V53T diesel engine, developing 275 hp. The Bison is fully amphibious after about two minutes preparation. In the water it is powered by two waterjets, mounted at the rear of the hull. Currently all Canadian Bison armored personnel carriers were replaced by the new LAV III armored vehicles. All 199 surviving Bisons were refurbished and converted into support variants, including ambulances, recovery vehicles, electronic warfare vehicles and so on. The new variants are fitted with upgraded engines, fittings for add-on armor and have some other improvements. Coyote Reconnaissance Vehicle ![]() The Coyote armored reconnaissance vehicle is built by General Dynamics of Canada. It was developed from the licensed version of the Swiss MOWAG Piranha II. This vehicle is employed in the conduct of battlefield reconnaissance and surveillance missions. The Coyote is in service with Canadian army since 1996 and around 200 of these vehicles were built. It replaced the Lynx armored reconnaissance vehicle. Coyote's hull armor has greater slopes comparing with similar vehicles. It has an all-round protection against small-arms fire, mines and artillery splinters. Add-on armor plates protect against larger projectiles. The Coyote is armed with a M242 Bushmaster 25-mm chain gun. It is used to defeat soft and light armored targets. Additional armament consists of two 7.62-mm machine guns. One of them is coaxially mounted with the main gun, while another is placed on hull roof and operated by the gunner. The Coyote armored reconnaissance vehicle has a crew of four, including commander, driver, gunner and surveillance suit operator). Coyotes are equipped with a sophisticated electronic surveillance equipment. It includes radar, infrared and video surveillance. Equipment is mounted on a 10 meter long telescoping mast. Some variants of the Coyote carry a remote surveillance suite. It has two short tripods, that can be deployed remotely up to 200 meters away from the reconnaissance vehicle. Vehicle provides an all-weather, day and night observation capability. The Coyote's radar can detect large vehicles, such as trains or large trucks at a distance of up to 24 km. Medium-sized targets, such as tanks can be detected at up to 12 km. In good light conditions, or using thermal imager at night it can detect personnel up to 20 km away. Currently it is one of the best surveillance platforms in the world. This vehicle is powered by a 6V53T turbocharged diesel engine, developing 275 hp. Unlike Bison armored personnel carrier, the Coyote is not amphibious, but carries extra fuel for longer operating range. Grizzly AVGP ![]() The Grizzly armored personnel carrier is a part of Canadian AVGP (Armored Vehicle General Purpose) family. These armored vehicle were purchased by Canadian military in late 1970s. Around 270 of these armored vehicles were delivered. This armored personnel carrier is no longer in front line service. It was replaced with the Bison, however surviving APCs were converted to support vehicles and are still operational. Some vehicles were sold to other countries. Grizzly is based on the Swiss MOWAG Piranha 6x6. It's hull has a maximum armor thickness in 10 mm. It provides protection against small arms fire and artillery shell splinters. It mounts a Cadillac Gage turret, fitted with a 12.7-mm and coaxial 7.62-mm machine guns. Grizzly has a crew of three and can carry six infantrymen. Troops enter and leave the vehicle via the rear doors or roof hatches. Vehicle is powered by a Detroit Diesel 6V53T turbocharged diesel engine, developing 275 horsepower. The Grizzly APC is fully amphibious and is propelled on water by two waterjets. LAV 25 ![]() In the 1980s the US Marine Corps began looking for a light armored vehicle to give their divisions additional mobility. They selected a design, that had it's origins in Switzerland. The Light Armored Vehicle or LAV, is an 8x8 variant of the MOWAG Piranha I, license produced by General Motors of Canada for the US Marine Corps. The LAV closely follows the overall layout of the Swiss Piranhas, as do the 6x6 Canadian armed forces models. It entered service with the USMC in 1983. A total of 758 8x8 LAVs of all variants were ordered. It replaced the slower M113 armored personnel carriers and other armored vehicles. At the time of it's introduction the US Army was also interested in these vehicles, however no orders were placed. The LAVs first saw combat during operations in Panama in 1989. Many saw action during various military conflicts. By 2007 marines fielded more than 700 LAVs of all variants. This armored vehicle was exported to Australia (ASLAV) and Saudi Arabia. The LAV-25 is a baseline version, fitted with a turret-mounted 25-mm cannon. The same weapon is used on the M2 Bradley IFV. This vehicle combines speed, mobility and firepower to fulfill a variety of missions. It is often used for reconnaissance roles, raiding and screening operations, where it's mobility can best be exploited. Secondary armament consists of coaxial 7.62-mm machine gun and another 7.62-mm MG, mounted on top of the turret roof. There are also eight smoke grenade dischargers. The LAV-25 has a welded hull and turret. It provides protection against 12.7-mm rounds at the front arc. All-round protection is against 7.62-mm rounds and artillery shell splinters. It is worth mentioning, that vehicles offered for the US Army were better protected. The LAV-25 has a crew of three and accommodates six marines. Occupants enter and leave the vehicle via rear doors and roof hatches. The LAV-25 is powered by Detroit Diesel 6V53T turbocharged diesel engine, developing 275 hp. Configuration can be switched from 8x4 (rear) to 8x8. This armored vehicle is equipped with a central tyre inflation system and run-flat tyres. A self-recovery winch is fitted as standard. Mobility of this armored vehicle allows to move in advance of Marine mechanized formations, equipped with main battle tanks. The LAVs are amphibious with minimum of preparation and are capable of fording streams, rivers and inland waterways. This armored personnel carrier is made fully-amphibious within 3 minutes. These vehicles are air-transportable by a C-130 Hercules or larger transport aircraft and can be also carried underslung by the CH-53E Super Stallion helicopter. The LAV-25s have been para-dropped. LAV III ![]() The LAV III Kodiak armored personnel carrier is a license produced version of Swiss MOWAG Piranha III. Vehicle is produced by General Motors Land Systems. It entered service with the Canadian Army in 1999, which currently operates 651 of these armored personnel carriers. It is a primary mechanized infantry vehicle, which replaced the M113 and other vehicles. Export operators are USA and New Zealand. The US Army uses a modified variant, called Stryker, which is fitted with remote weapon station in place of the turret. The Kodiak has improved armor protection, comparing with previous Piranhas. Basic armor provides all-round protection against 7.62-mm rounds. A ceramic appliqué armor can be added if necessary, which protects against 14.5-mm machine guns. Some sources claim, that front armor of the Kodiak with appliqué plates can withstand 30-mm hits. This armored personnel carrier can be also fitted with a slat armor, which provides protection against RPGs. Undercarriage was strengthened for improved mine-blast survivability. Vehicle is fitted with an NBC protection system. The LAV III Kodiak is fitted with a two-man turret, armed with the M242 Bushmaster 25-mm chain gun and coaxial 7.62-mm machine gun. One more 5.56-mm machine gun is positioned on top of the roof. The 25-mm chain gun has a 2 400 m range of effective fire. Both gunner and commander can fire the gun. The Kodiak has a crew of three, and can carry 6-7 troops. Soldiers enter and leave the vehicle through the rear ramp or roof hatches. Vehicle is powered by a Caterpillar 3126 diesel engine, developing 350 horsepower. It is fitted with a central tyre inflation system, which allows to adjust to different terrain, thus extending cross-country mobility. The LAV III Kodiak armored personnel carrier is not amphibious. TAPV ![]() The TAPV or Tactical Armored Patrol Vehicle was developed by Textron as a private venture. It is a heavier derivative of the combat-proven M1117 Guardian armored security vehicle, used by the US Army. The TAPV is intended for asymmetric warfare. Canadian Army ordered 500 of these vehicles in 2012 with an option for 100 more. First vehicles are scheduled to be delivered in 2014. Final deliveries are scheduled for 2016. It will gradually replace the RG-31, which is currently in service with the Canadian Army. Out of 500 TAPVs about 200 vehicles will be used for reconnaissance, others will be used as armored personnel carriers. The TAPV is designed to protect the crew and troops against landmines and IEDs. These are the major cause of death for Canadian soldiers in Afghanistan. Vehicle has a V-shaped hull, with blast absorbing belly armor and vented wheel wells. Blast protection was also improved by increased ground clearance. Crew and passengers have individual blast-protected seats. The TAPV withstands 10 kg of explosive blast anywhere under the hull. Blast protection of this armored vehicle equals to an MRAP. Hull protection is enhanced by composite armor. It seems that front arc withstands 12.7-mm armor-piercing rounds. It is claimed that the TAPV is 20% better protected than the previous M1117. This armored vehicle is fitted with a dual weapon remotely controlled weapon station, armed with either 40-mm automatic grenade launcher or 12.7-mm heavy machine gun, alongside with 7.62-mm machine gun. The TAPV has also mounted 25-mm cannon for arms show display, however heavy armament exceeds the brief of the TAPV. The armored personnel carrier version has a crew of 3, including commander, gunner and driver, and can carry up to 7 troops. Reconnaissance version has a crew of four, including commander, gunner, driver and operator. Occupants enter and leave the vehicle via side doors or roof hatches. The Textron TAPV is powered by a Cummins QSL turbocharged diesel engine, developing 365 hp. Engine is located at the rear. This armored vehicle uses independent suspension axle system, originally designed by Irish Timoney. Vehicle is fitted with a central tyre inflation system. The TAPV is not amphibious. Despite the basic role of armored personnel carrier or reconnaissance vehicle, the Textron TAPV can be tailored to suit many battlefield roles. Possible versions include armored ambulance, command vehicle, mortar carrier or recovery vehicle. Edited by Rezim, Nov 21 2014, 09:17 PM.
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| Rezim | Sep 10 2014, 09:44 PM Post #3 |
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His Majesty King Carol I
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Aerial Equipment Catalog Helicopters CH-146 Griffon ![]() The CH-146 is the Canadian military designation for the Bell 412CF, a modified Bell 412, ordered by Canada in 1992. The CH-146 was built at Mirabel, Quebec, at the Bell Canadian plant. They were delivered between 1995 and 1997 in one of two configurations, the Combat Support Squadron (CSS) version for search and rescue missions, and the Utility Tactical Transport Helicopter (UTTH), which carries a crew of three and an eight-man section. The Griffon can be equipped with various specialized bolt-on mission kits, which can enhance the performance of the Griffon, from increasing range, improving protection against enemy fire, etc. While the CH-146 can be equipped with a total of 13 seats in the cargo area in addition to the two in the front for the aircrew, weight restrictions usually result in a normal combat load of eight equipped troops or fewer depending on armament and fuel carried. The aircraft can also be configured for up to six stretchers. Minor disassembly permits transport of the Griffon by CC-130 Hercules or CC-177 Globemaster III aircraft for long-distance deployment. Trainer Aircraft CL-41 Tutor ![]() The CL-41 design was the product of the Canadair Preliminary Design department. The design incorporated a turbojet-powered, low-wing aircraft with a tricycle undercarriage and a T-type tail assembly. The flying controls are manual with spring tabs. The cabin, fitted with a rear-hinged canopy for both crew members, can be pressurized to a differential of 3 psi (20 kPa), the equivalent of about 2,000 m of altitude. It was designed to be a side-by-side trainer for providing elementary jet flight training and other training to an advanced level. The prototype first flew on 13 January 1960. One critical area of design was the positioning of the vertical stabilizer (fin). The CL-41 was intended to demonstrate spin recovery. If the fin is too far forward, a spin cannot be initiated, but if it is too far aft, recovery becomes impossible. Model tests were done to find the optimum position. The original Tutor wind-tunnel model had a cruciform tail, which was revised to the T-tail design by removing the portion above the horizontal stabilizer. Fighter Aircraft CF-18A/B Hornet ![]() The world's premier naval fighter originated as a more sophisticated naval derivative of the Northrop YF-17 that was pitted successfully against the General Dynamics YF-16 in the USN's Air Combat Fighter programme of 1976. The first of 11 trials Hornets made its maiden flight on 18 November 1978. Production of the initial F/A-18A single-seat version eventually totalled 371 aircraft, the first US Navy squadron receiving its aircraft in 1983. The F/A-18 offers much greater weapons delivery accuracy than its predecessors, and is a genuinely multi-role aircraft, with remarkable dog-fighting ability. Its advanced APG-65 multi-mode radar has become the benchmark fighter radar. The F/A-18 made its combat debut during the El Dorado Canyon action against Libya in April 1986, and was heavily committed to action during Operation Desert Storm in 1991. The F/A-18A was superseded by the F/A-18C, which remained the principal single-seat production model up to 1999, some 347 having been ordered for US service. The first F/A-18C made its maiden flight on 3 September 1986. This version introduced compability with the AIM-120 AMRAAM and the IIR version of the AGM-65 Maverick missile, as well as improved avionics and a new NACES ejection seat. After 137 baseline F/A-18Cs had been delivered, production switched to a night attack version with equipment including GEC Cat's Eye pilot's night vision goggles compatibility, an AAR-50 TINS pod, Kaiser AVQ-28 raster HUD, externally-carried AAS-38 FLIR targeting pod and color multi-function displays. The first night-attack Hornet was delivered on 1 November 1989. Full details available here Special Aircraft CP-140 Aurora (P-3C Orion) ![]() The Lockheed CP-140 Aurora is a maritime patrol aircraft operated by the Royal Canadian Air Force. The aircraft is based on the Lockheed P-3 Orion airframe, but mounts the electronics suite of the S-3 Viking. In Greek mythology, Aurora is the Greek goddess who restored Orion's eyesight, and also the Aurora Borealis are the "northern lights" that are prominent over northern Canada and the Arctic Ocean. The CP-140 Aurora is very similar externally to the Lockheed P-3C Orion (Canadian ESM wingtip pods instead of the American ESM wing pod), but is different internally, using two sets of mission systems that were first installed in yet another Lockheed anti-submarine warfare aircraft, the carrier-based S-3A Viking. The aircraft's sensors are primarily intended for anti-submarine warfare (ASW) work but are also capable of maritime surveillance, counter-drug and search-and-rescue missions. Transport Aircraft de Havilland Canada DHC-5 Buffalo The de Havilland Canada DHC-5 Buffalo is a short takeoff and landing (STOL) utility transport, a turboprop aircraft developed from the earlier piston-powered DHC-4 Caribou. The aircraft has extraordinary STOL performance and is able to take off in distances much shorter than even light aircraft can manage. The Buffalo arose from a 1962 United States Army requirement for a STOL transport capable of carrying the same payload as the CH-47A Chinook helicopter. de Havilland Canada based its design to meet the requirement on an enlarged version of its DHC-4 Caribou, already in large-scale service with the United States Army, to be powered by General Electric T64 turboprops rather than the Pratt & Whitney R-2000 piston engines of the Caribou. (It had already flown a T-64 powered Caribou on 22 September 1961). Company data claims a takeoff distance over a 50 ft (15 m) obstacle of 1,210 ft (369 m) at 41,000 lb (18,597 kg) and a landing distance of over a 50 ft (15 m) obstacle of 980 ft (299 m) at 39,100 lb (17,735 kg) for the DHC-5A model. de Havilland Canada DHC-6 Twin Otter ![]() The de Havilland Canada DHC-6 Twin Otter is a Canadian 19-passenger STOL (Short Takeoff and Landing) utility aircraft developed by de Havilland Canada and currently produced by Viking Air. The aircraft's fixed tricycle undercarriage, STOL abilities and high rate of climb have made it a successful cargo, regional passenger airliner and MEDEVAC aircraft. In addition, the Twin Otter has been popular with commercial skydiving operations, and is used by the United States Army Parachute Team and the United States Air Force's 98th Flying Training Squadron. After Series 300 production ended, the remaining tooling was purchased by Viking Air of Victoria, British Columbia, who manufacture replacement parts for all of the out-of-production de Havilland Canada aircraft. On February 24, 2006, Viking purchased the type certificates from Bombardier Aerospace for all the out-of-production de Havilland DHC-1 through DHC-7 aircraft.[2] The ownership of the certificates gives Viking the exclusive right to manufacture new aircraft. On July 17, 2006, at the Farnborough Air Show, Viking Air announced its intention to offer a Series 400 Twin Otter. On April 2, 2007, Viking announced that with 27 orders and options in hand, it was restarting production of the Twin Otter, equipped with a more powerful Pratt & Whitney Canada PT6A-34/35 engine. As of November 2007, 40 firm orders and 10 options had been taken and a new final assembly plant established in Calgary, Alberta. Zimex Aviation of Switzerland received the first new production aircraft, serial number 845, in July 2010. Major changes introduced with the Series 400 include Honeywell Primus Apex fully integrated avionics, deletion of the AC electrical system, deletion of the beta backup system, modernization of the electrical and lighting system, and use of composites for non-load-bearing structures such as doors. Bombardier CRJ200 ![]() The CRJ200 is identical to the 100 model except for more efficient engines. Pinnacle Airlines had operated some with 44 seats, designated as CRJ440, with closets in the forward areas of the passenger cabin though these were converted to 50 seat airplanes. These modifications were designed to allow operations under their major airline contract "scope clause" which restricts major airlines' connection carriers from operating equipment carrying 50 or more passengers to guard against usurpation of Air Line Pilots Association and Allied Pilots Association pilots' union contract. Similarly, Comair's fleet of 40-seat CRJ200s were sold at a discounted price to discourage Comair from purchasing the less expensive and smaller Embraer 135. There is also a CRJ200 freighter version which is designated CRJ200 PF (Package Freighter) which was developed in cooperation with Cascade Aerospace on the request of West Air Sweden. Bombardier CRJ700 Design work on the CRJ700 by Bombardier started in 1995 and the programme was officially launched in January 1997.[4] The CRJ700 is a stretched 70-seat derivative of the CRJ200. Seating ranges from 66 to 78 for the CRJ700 versions, however. The CRJ700 features a new wing with leading edge slats and a stretched and slightly widened fuselage, with a lowered floor. The aircraft is equipped with two General Electric CF34-8C1 engines. Maximum speed is Mach 0.85 (556 mi/hr, 895 km/hr) at a maximum altitude of 41,000 feet (12,500 m). Depending upon payload, the CRJ700 can travel up to 2,250 miles (3,620 km) with current engines, and a new variant with CF34-8C5 engines will be able to travel up to 2,895 miles (4,660 km). The CRJ700 comes in three versions: Series 700, Series 701, and Series 702. The 700 is limited to 68 passengers, the 701 to 70 passengers, and the 702 to 78 passengers. The CRJ700 also has three fuel/weight options: standard, ER, and LR. The ER version has an increase in fuel capacity as well as maximum weight, which in turn increases the range. The LR increases those values further. The executive version is marketed as the Challenger 870. Its first flight took place on 27 May 1999.[4] The aircraft's FAA Type Certificate designation is the CL-600-2C10. The CRJ700 first entered commercial service with Brit Air in 2001. Bombardier CRJ900 ![]() The CRJ900 is a stretched 76–90 seat version of the CRJ700. The aircraft features two GE CF34-8C5 engines, 13,360 lbf (59.4 kN) thrust with APR, and added leading edge slats. Max GTOW is 84,500 pounds. The airplane is loosely based on the CRJ200 series with a few major improvements. The environmental packs have a target temperature instead of a hot-cold knob. The cabin has a recirculation fan which aids in cooling and heating. The engines are controlled by FADEC digital engine control instead of control cables and a fuel control unit. The cabin floor has been lowered 2 inches which gains outward visibility from the windows in the cabin as the windows become closer to eye level height. The APU is a Honeywell RE220 unit which supplies much more air to the AC packs and has higher limits for starting and altitude usage. The wingspan is longer, the tail is redesigned with more span and anhedral. In typical service the CRJ900 can cruise 8–10,000 ft higher with a slightly higher fuel burn and an average true airspeed of 450–500 knots, a significant improvement over its predecessor. The FAA Type Certificate designation of the CRJ900 is the CL-600-2D24. Bombardier CRJ 1000 ![]() In 19 February 2007, Bombardier launched the development of the CRJ1000, previously designated CRJ900X, as a stretched CRJ900, with up to 100 seats. Bombardier claims that it offers better performance and a higher profit per seat than the competing Embraer E-190. Brit Air and Air Nostrum were the launch customers for the CRJ1000. MyAir had ordered 15 CRJ900Xs that were converted to the CRJ1000, but the airline went bankrupt on 24 July 2009.[13] Atlasjet also indicated interest in the new type. On 14 June 2009 Bombardier announced a new firm order for 15 CRJ1000 NextGen aircraft placed by Air Nostrum, for a total of 35 CRJ1000 NextGen aircraft. The CRJ1000 completed its first production flight on 28 July 2009 in Montreal; the entry into service was planned then for the first quarter of 2010. A month after the first flight, however, a fault in the rudder controls forced the flight-test program to be grounded. The program was not resumed until February 2010, and deliveries were projected to begin by January 2011. Bombardier Aerospace announced on 10 November 2010 that its 100-seat CRJ1000 was awarded Aircraft Type Certificates from Transport Canada and European Aviation Safety Agency, clearing the way for deliveries to begin. On 14 December 2010, Bombardier began CRJ1000 deliveries to Brit Air and Air Nostrum. On 23 December 2010 it was announced that the Federal Aviation Administration had also awarded a type certificate, allowing the CRJ1000 to operate in US airspace. The FAA Type Certificate designation of the CRJ1000 is the CL-600-2E25. In February 2012, Garuda Indonesia airline ordered six CRJ1000s and took options for another 18, and Danish lessor Nordic Aviation Capital ordered 12 for Garuda to operate with delivery beginning in 2012. As of December 2012 a total of 28 aircraft had been delivered to airlines while there are 39 unfilled orders. Bombardier Dash 8 The Dash 8 was developed from the de Havilland Canada Dash 7, which featured extreme short take-off and landing (STOL) performance. With the Dash 8, DHC focused on improving cruise performance and lowering operational costs. The engine chosen was the Pratt & Whitney Canada PW100. The aircraft has been delivered in four series. The Series 100 has a maximum capacity of 39, the Series 200 has the same capacity but offers more powerful engines, the Series 300 is a stretched, 50-seat version, and the Series 400 is further stretched to 78 passengers. Models delivered after 1997 have cabin noise suppression and are designated with the prefix "Q".[5] Production of the Series 100 ceased in 2005, and the Q200 and Q300 in 2009. Bombardier is considering launching a stretched version of the Q400. Distinguishing features of the Dash 8 design are the large T-tail intended to keep the tail free of prop wash during takeoff, a very high aspect ratio wing, the elongated engine nacelles also holding the rearward-folding landing gear, and the pointed nose profile. First flight was on June 20, 1983, and the airliner entered service in 1984 with NorOntair. In 1984, Piedmont Airlines, formerly Henson Airlines, was the first US customer for the Dash 8. The Dash 8 design has better cruise performance than the Dash 7, is less expensive to operate and much less expensive to maintain, due largely to having only two engines. The Dash 8 has the lowest cost per passenger mile of any regional airliner of the era. It was a little noisier than the Dash 7 and could not match the STOL performance of its earlier DHC forebears, although it was still able to operate from small airports with 3,000 ft (910 m) runways, compared to the 2,200 ft (670 m) required by a fully loaded Dash 7. Bombardier Global 5000 ![]() The Global 5000 (model designation BD-700-1A11) is a derivative based on Global Express, with 0.813 m (32 in) reduction in forward fuselage length, and 1,200 nmi reduction in maximum range. Seating capacity is up to 19 passengers. The aircraft was announced on October 25, 2001 with the official launch on 5 February 2002, after a positive market assessment with letters of intent for 15 aircraft. The aircraft is manufactured by Bombardier Aerospace in Toronto, Ontario, and flown "green" to Montreal, Quebec, Savannah, GA, or Cahokia,IL for final completion. The Global 5000 is built on the same production line as the Global Express XRS, and the two types' serial numbers are intermingled. The first Global 5000 aircraft (s/n 9127) flew on March 7, 2003.[7] The flight was dedicated to testing basic system functionality and assessing the aircraft's handling and flying qualities. The aircraft completed its preliminary testing at Bombardier's Downsview facility, before it moved to Bombardier's Wichita facility to begin the flight test program. The Global 5000 made its first appearance at the Paris Air Show in June 2003. The Global 5000 can fly close to 5,000 nautical miles (9,300 km) nonstop at Mach 0.80. The average trip lengths for most operators is 2.5 hours where the aircraft will cruise between Mach 0.85 and Mach 0.89, making it one of the fastest long range jets available today. Typical configuration features 18 passenger seats including fully berthable seats and an aft lounge/bedroom. The aircraft has a full galley and two lavatories. The crew rest area was removed, but is being considered on newer versions. Originally, the maximum takeoff weight was 89,700 lb (40,700 kg). With typical equipment and passenger accoutrements, the empty weight was 52,000–55,000 pounds (22,600–25,000 kg). In April 2008, Bombardier announced that the certified gross weight had been increased to 92,500 lb (41954 kg), which permitted an increased fuel load—projected maximum range increased to 5,200 nmi (9637 km). The maximum certified altitude is 51,000 ft (16,000 m) The typical approach speed is 108 kn (200 km/h) requiring approximately 2,600 ft (790 m) of runway for landing. Bombardier Learjet 45XR ![]() The development of the LJ45 was announced by Bombardier in September, 1992, and first flight of the prototype aircraft took place on October 7, 1995, the 32nd anniversary of the first flight of the Learjet 23. FAA certification was delayed, and finally granted in September 1997, with the first customer aircraft subsequently delivered in January, 1998. The cockpit is equipped with a four-screen Honeywell Primus 1000 EFIS avionics system. The aircraft is powered by two FADEC-controlled Honeywell TFE731-20 engines, a version developed specifically for this airframe. An internal APU provides ground power. The Learjet 45XR is an upgraded version introduced in June, 2004, offering higher takeoff weights, faster cruise speeds and faster time-to-climb rates as compared to the LJ45. The increases are due to the upgrading of the engines to the TFE731-20BR configuration. LJ45 owners can upgrade their aircraft through the incorporation of several service bulletins. In size, the LJ45 and LJ45XR fit between the smaller Learjet 31 and Learjet 40 and the larger Learjet 60 in the Lear product line. It has a 1,971-nautical-mile (3,650 km; 2,268 mi) range at Mach 0.81 with four passengers on board. De Havilland Canada builds the LJ45s wings, and Bombardier subsidiary Short Brothers of Belfast, Northern Ireland, builds the fuselage and empennage. The Learjet 45 is also one of the main aircraft featured in the Microsoft Flight Simulator including Flight Sim 2004 and FSX. Edited by Rezim, Nov 22 2014, 10:21 AM.
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| Rezim | Sep 10 2014, 09:45 PM Post #4 |
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His Majesty King Carol I
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Surplus Equipment Catalog The following equipment is available in surplus in the Canadian Armed Forces. Any interested parties are to contact the Department of National Defence regarding the procurement of any of the listed equipment. Main Battle Tanks Leopard C2 - 66 Available Armoured Vehicles Bison APC - 9 Available Grizzly AVGP - 4 Available Mamba MRAP - 15 Available Towed Artillery M101 105mm Howitzer - 6 Available LG1 105mm Howitzer - 8 Available Aircraft CL-41 Tutor Trainer Aircraft - 25 Available DHC-5 Buffalo Utility Aircraft - 6 Available Edited by Rezim, Nov 22 2014, 10:24 AM.
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| Rezim | Sep 10 2014, 09:45 PM Post #5 |
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His Majesty King Carol I
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Edited by Rezim, Dec 11 2014, 08:51 PM.
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| Rezim | Nov 21 2014, 09:22 PM Post #6 |
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His Majesty King Carol I
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Statement from the Canadian Department of National Defence The Canadian Department of National Defence would like to announce that we have opened two tenders, one being the Close Combat Vehicle Program II and the Griffon Replacement Program. They are now open for any tenders, and we look forward to a fair, open competition for the procurement by the Canadian Armed Forces. In addition to the opening of these procurement processes, the Department of National Defence would like to state that some equipment is available for sale as part of a storage surplus sale. Some equipment is foreign, and may require third party approval before the sale is finalized. If any party is interested in procuring this equipment, they are to contact the Department of National Defence. Edited by Rezim, Nov 22 2014, 03:21 PM.
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10:53 AM Jul 11
