Vertical Lift in Transition
How Canada’s Rotary-Wing Fleet is Being Modernized for a New Security Era

HELICOPTER REPORT

BY JOETEY ATTARIWALA

For a long time, Bell has occupied the lion share of the RCAF Rotary Wing (RW) landscape with the Griffon fleet representing more than 60% of the cockpits in active service. Operating from 10 separate locations and servicing four distinct roles, the CH-146 confers to Bell an enviable proportion of DND’s RW capability spectrum seldom regrouped into a single platform. Over the last 28 years, it has served national interests well, with the Griffon being used in a variety of domestic and international situations ranging from the provision of Search and Rescue services at home, to the delivery of Close Combat Attack (CCA) capabilities under NATO deployed operations where necessary. In addition, the Bell CH-139 Jet Ranger and Bell 412CF Outlaw helicopters have played an invaluable role in training rotary wing aviators for the Royal Canadian Air Force (RCAF).

In 2022, the Government of Canada announced its decision to modernize the CH-146 fleet under the Griffon Limited Life Extension project and, in 2024, to renew its sustainment until 2039, under the CH-146 In-Service Support (ISS) program. Up until recently, few may have expected Bell to broaden its already impressive presence in Canada’s defence and security ambitions – that changed on 2 September 2025, when an Order in Council called for the transfer of the Canadian Coast Guard (CCG) under the Department of National Defence, a move meant to allow closer collaboration with the Canadian Armed Forces (CAF). With this came the addition of 7 Bell 412 EPI and 15 Bell 429, pushing the proportion of Bell vertical lift platforms assigned under DND to nearly 70%. Marc Bigaouette, Director Canadian Government Programs at Bell shared with CDR that, “in the current deteriorating security environment, factors such as commonality and interoperability between Departments are likely to become much more important than they have been in the past.  Not only does it allow for streamlined sustainment, it also optimizes operational effectiveness as demonstrated this past summer when RCAF Griffon and CCG 412 EPI helicopters worked side by side in Northern Manitoba, evacuating Canadians from remote localities threatened by fire.’’

With regards to the CCG, their Polar Icebreaker Project will field two large icebreakers in the 2030s. A helicopter landing deck on each ship will enable ship-to-shore crew rotations during icebreaker voyages of up to 270 days. Sikorsky believes their S-92 helicopter is well suited for the icebreaker mission as it features a rotor ice protection system (RIPS). Off the Canadian East Coast, where the world’s most frequent low level icing conditions are encountered, RIPS permits the S-92 to provide regular scheduled service to offshore drilling rigs. The aircraft’s operational reliability, and lifetime average availability of over 90 percent, also are why this commercial heavy lifter is a preferred platform for coast guard search and rescue, and is flown by 13 countries for head of state transport. Understandably, the S-92 is just one of a number of aircraft that could be suitable for this role.

MODERNIZATION & SUSTAINMENT OF
THE BELL CH-146 GRIFFON

With seven aircraft in initial production, flight tests in full swing and development efforts being finalized to kickoff the certification campaign, the level of activity that DND and Bell stakeholders are sustaining to get to a first release of the CH-146C Griffon MK II are nothing short of impressive. For nearly 16 months, Bell Test Pilots and Flight Test Engineers from the company’s experimental department have been flying the first modernized test aircraft as new and more developed software loads for the Flight Management and Control Display Unit are successively tested in the Simulated Instrument Laboratory. According to Bell, it is a detailed and highly rigorous process that ensures the behaviors sought are those actually witnessed in flight. The Development Testing and Evaluation (DT&E) phase is about confirming the functionality of all aircraft systems and their proper integration for the achievement, among other things, of cockpit workload reduction and optimal safety.

READ: Maawandoon Inc. Awarded Contract by Bell Textron Canada to Support CH-146 Griffon ISS Program

“DT&E is about flying the aircraft and confirming proper functionality and is immediately followed by Engineering Testing and Evaluation (ET&E) which largely focuses on airworthiness,” said Bigaouette. “Since the Griffon is a weapon system, Operational Testing and Evaluation (OT&E) will later on be conducted in cooperation with or by military test pilots so that the Griffon can be assessed and optimized for the delivery of military capabilities.”

With four roles, 10 locations and a NATO commitment in Latvia to sustain, the art of a successful transition rests largely in the coordination that must take place with the user and other industry partners to ensure the capability is maintained throughout. When full-rate production starts, Bell will lean heavily on two experienced and highly reliable partners with a proven and long-standing track record on the Griffon: Alpine Aerotech and Heli-One Canada.  At the moment, both are involved in the delivery of maintenance capabilities as part of the CH-146 ISS program, with Alpine providing Third-Line Inspection and Repair (TLIR) and Heli-One providing First and Second-Line maintenance services at unit level. According to Yves Letourneau, Director for the CH-146 ISS program, their presence on ISS and GLLE ensures that they maintain expertise and experience levels that can be built upon for the execution of modifications.

Bell had initially planned on modernizing the first 9 aircraft from its production facility in Mirabel. That number went up to 12 but in the end, it will be 5 – a sign of how dynamic project execution can be. It also underscores the organization’s ability to adapt to an evolving context.  “The idea here is to make decisions for the greater good of the enterprise and the achievement of best results,’’ said Patrick Demers Stoddart, Director of the GLLE project. “At this stage of the modernization project, an aircraft will typically take a year for completion, largely due to the fact that the first tail numbers serve as test beds for the way in which GLLE will be assembled at end state.  The aspiration, once initial certification is granted and the crews have been trained, is to achieve a 6-month rate per aircraft, with some 13 out of service at any given time. Since Bell contributes to both the modernization and sustainment of the feet, there will be a possibility to modulate this regime while maintaining the operational output required by the RCAF.  As a result, we intend to exercise flexibility and facilitate both an increase or a reduction in the number of aircraft out of service based on the needs of the RCAF in time.”

But the aircraft is not the only focus of the project team’s attention. As engineering designs get released and approved, the associated publications are assembled. This enables the flow of information necessary for the preparation of training that will be dispensed to the crews, before they step into a MK II Griffon. The training solution developed internally by Bell will be entirely provided to uniformed personnel from Bell’s Mirabel Commercial Center of Excellence. “While changes to the Griffon are substantial, we expect the conversion to last just three weeks,” said Bigaouette. “Throughout transition, the Bell ISS program will support both variants of this fleet. This means that Bell personnel will also need to train and, in many cases, to hold dual qualifications. This will be the object of a deliberate approach so that Bell personnel can act as a backstop at unit level once the first modernized aircraft enter service.”

“With more than 50% in direct Canadian content value, GLLE and the CH-146 ISS represent Canadian undertakings for which we have immense pride,” said Bigaouette.  “Beyond the economic return that this Defence investment generates for the Canadian aerospace sector, it also provides supply security for the Canadian Armed Forces and the possibility to preserve the experience gained by Canadian industry during modernization for the sustainment of the fleet going forward.”

BOEING CH-147F CHINOOK
IS HEAVY LIFT KING

The Boeing CH-147F Chinook is a key enabler for the RCAF and CAF. The 14 aircraft in the fleet are workhorses throughout Canada, and have recently deployed to Latvia on a short term basis to enhance the Tactical Air Detachment there.

Boeing serves as the prime contractor for the RCAF’s CH-147F Chinook In-Service Support (ISS) Program, delivering continuous maintenance and sustainment through a dedicated Boeing Canada team. Boeing’s in-country presence ensures close collaboration with the RCAF, Department of National Defence and Public Services and Procurement Canada partners and integrates the full breadth of Boeing enterprise support.

“For more than a decade, Boeing Canada’s ISS partnership has driven advancements in CH‑147F fleet readiness and sustainment,” said Al Meinzinger, President of Boeing Canada. “Boeing’s Canadian ISS team is committed to delivering targeted upgrades and sequencing modifications to minimize downtime – all while expanding Canadian industry participation and in‑country support capabilities.”

In recent months, the Chinook helicopter program has continued to demonstrate why it remains a cornerstone of heavy-lift tactical aviation. In the United States, the U.S. Army is accelerating the next-generation CH-47F Block II program – a clear signal that the platform will continue to evolve to meet emerging operational demands. This enhancement is not lost on other Chinook operators.

The CH-47F Block II incorporates cutting-edge designs, including redesigned fuel tanks, a fortified fuselage and a refined drivetrain, enabling it to transport heavier payloads over longer distances. The standardized airframe is also designed to accommodate many customer needs, including extended range fuel tanks – depending on requirements. Boeing is also focusing on software improvements that will enable the Chinook to integrate seamlessly with other platforms and systems.

According to Boeing, the CH-47F Block II provides a strong foundation for future technology insertions. The company has been actively working on capability enhancements that will improve mission effectiveness, lower maintenance and training costs and reduce pilot workload to support safety.

FINAL SIKORSKY CH-148 CYCLONE DELIVERY

Sikorsky, a Lockheed Martin company, delivered the 28th and final CH-148 Cyclone aircraft to the Royal Canadian Air Force in October 2025. Sikorsky flew Aircraft 802 from its facility in West Palm Beach, Florida to RCAF 12 Wing in Shearwater, NS. Aircraft 802 was built initially for flight test, and underwent more than 1,200 flight hours from 2009 to 2019. Its contributions to the Cyclone test program were those of a workhorse, enduring three sea trials, altitude and cold weather testing. In 2023, Sikorsky began a rigorous process to convert Aircraft 802 from a test asset to a mission capable production aircraft for final delivery to 12 Wing. 12 Wing received Aircraft 802 with the Block 2 mission system, and completion of a 1,200 flight hour inspection.

In case readers are curious, the small cracks found in the tail sections of CH-148 Cyclone aircraft in late 2021 were found to be caused by structural loads from the Electronic Support Measures and Sat/Com antenna mounts while in flight. Sikorsky identified a permanent structural repair, which was implemented across the fleet during 2022. Sikorsky and its principal Canadian teammates are now focused on Cyclone fleet sustainment.

“Sikorsky is committed to operational readiness of the CH-148 Cyclone maritime helicopter fleet,” said Josh Cleveland, director, Sikorsky Maritime Systems. “We and our principal Canadian teammates have invested significantly in spare parts availability and engineering support. The team also is assisting the Government of Canada with upgrades to mission and weapons systems to ensure continued mission relevance and readiness.”

The entire fleet of Cyclones are being upgraded to Capability Release 2.1 (CR 2.1) standard. CR 2.1 kits are being retrofitted by the RCAF as Cyclone aircraft become available for upgrade within the flight maintenance program.

LEONARDO CH-149 CMLU

The CH-149 Cormorant is the premier rotary wing search and rescue platform in Canada. The Cormorant Mid-Life Upgrade (CMLU) program consists of 13 upgraded Cormorant plus three newly built aircraft. The CMLU has been extensively inspired by the Norwegian AW101 NAWSARH program as a basic update for the whole fleet, although there are some differences in configuration given specific Canadian requirements.

According to Leonardo, the first new helicopter assembly started at IMP Aerospace in Canada in September, in coordination with Leonardo Yeovil (UK). Both existing and new units are benefitting from components from the original fleet and former VH-71 helicopters, which allows the company to speed up the production process while driving costs down.

Flight test activities in Canada are expected to start in 2026, and the first delivery is expected early 2027. IMP’s involvement allows it to strengthen local industrial capabilities for potential future requirements which could be targeted by Leonardo with local partners. “The CMLU program establishes a production facility with IMP – a facility that is ideally placed to produce further Cormorants/AW101 in any configuration (CSAR, ASW, Utility etc) for both Canadian and export requirements,” said Leonardo.

AIRBUS CT-153 JUNO

No article on RCAF helicopters would be complete without referring to the Future Aircrew Training (FAcT) program, of which SkyAlyne is the provider for the Royal Canadian Air Force. As part of their solution, SkyAlyne has signed a purchase agreement with Airbus Helicopters in Canada to acquire 19 advanced Airbus H135 helicopters. The H135s being acquired for the RCAF will be completed in Canada at the Airbus Helicopters Fort Erie facility, with aircraft deliveries beginning in mid-2026. Once inducted, the aircraft will be designated CT-153 Juno.

“We are deeply honoured by SkyAlyne and the Royal Canadian Air Force’s trust in selecting the H135 as the rotary-wing training platform for the Future Aircrew Training (FAcT) program,” said Dwayne Charette, President, Airbus Helicopters in Canada. “These aircraft will be the first Airbus helicopters to join the Canadian military fleet, which is a milestone achievement that reinforces our deep commitment to providing helicopters that save lives and protect citizens. This order is an important moment in our 40-year legacy of supporting Canadian customers with reliable, mission-ready aircraft that protect and serve Canada.”

READ: Airbus Helicopters – Charting Canada’s Flight Path to the Future

nTACS

For all the attributes that have made the Griffon a Canadian success story, realities of the deteriorating security environment, emerging threats and the renewed focus on continental defence call for new or enhanced capabilities. As demonstrated in Ukraine, the ability of potential foes to bring long-range fires to effect means that vertical lift assets will have to travel longer distances to deliver support in the future. Closer to home, in Canada’s Arctic, distances to be covered over a vast and largely unpopulated territory may leave little choice to the Canadian military.

READ: nTACS REPORT – Rotor Reset

The Next Tactical Aviation Capability Set (nTACS) is meant to fill tactical aviation capability gaps in Aerial Firepower, Command, Control, Communications, Computers Intelligence, Surveillance and Reconnaissance (C4ISR), Mobility and Support to Special Operations Forces (SOF) to enable future joint and allied operations within a balanced fleet. The project will provide airframes, and network systems and subsystems; and it will provide direct support, including required infrastructure, training (including training systems) and Integrated Logistics Support and Initial In-Service Support. It is no wonder therefore, that all Original Equipment Manufacturers are keenly tracking the nTACS project, and arguably all have platforms that could compete.

For more information on the companies targeting the nTACS project, please visit the CDR website for an expanded version of this article.  

Joetey Attariwala is CDR’s Aviation Editor