CF Tactical Airlift Project and the Airlift Capability Project - Strategic
Consideration of procuring strategic airlifters for the Canadian Forces began with the Future Strategic Airlift
project. Initiated early in 2000, the FSA Project Office studied a range of strategic airlift options
and extended tactical airlift alternatives.
The objections to the C-17 sprang largely from its high purchase price rather than any negative qualities of the
aircraft itself. To lessen the C-17 ‘sticker shock’, one arrangement studied proposed purchasing the
aircraft from the US Air Force and then, when not needed, lease the C-17s back to the Americans. Rife with potential
conflicts of interest potential, the C-17 purchase/lease-back scheme was dropped.
As expected, the FSA PO recommended leasing or purchasing 4 - 6 Boeing C-17s. The then-Liberal government rejected
this recommendation on cost grounds, then in October 2003, the FSA project was shut down by then-MND,
John McCallum.
The ghost of FSA was the Enhanced Airlift Project. With the C-17 eliminated, the only remaining aircraft under
consideration were both tactical aircraft, the Airbus A400M and the C-130J Hercules. Both are also
Western aircraft – a raison d'être of FSA being to eliminate CF reliance on leased
Ukrainian and Russian airlifters.
The EAP was eclipsed by the ‘Tactical Airlift Project’ which eventually selected the C-130J
but a Hercules order was cancelled by the Harper Conservatives once in power. Having run on a promise to
purchase the C-17, this Harper government began its Airlift Capability Project - Strategic which, in turn,
led to an ACAN for four C-17s. The first CC-177 Globemaster
III entered CF service on 10 Aug. 2007.
Archived CASR Background pages on FSA and ACP-S projects are listed below.
Globemasters – Boeing’s C-17 and
civil BC-17X
The CF’s first choice for a Future Strategic Airlifter has always been the Boeing C-17A as
operated by the USAF. The impressive capabilities of the C-17 are unquestioned. But its high cost are,
prompting interest in a proposed civilian cousin, the BC-17X.
Of Heroic Proportions – the Antonov An-124
Ruslan
The An-124 which recently flew the leased Leopards to Kandahar is the largest production aircraft in the
world. DND routinely leases the huge Antonovs it has, sometimes, been suggested that Canada should buy An-124s. Economic sense
or just over-capacity?
Built but Unflown – the Airbus Military
A400M
The former Future Large Aircraft is having a little trouble getting airborne. Eight of
our NATO allies in Europe remain committed (and export orders are confirmed) but DND decided that the CF
can’t wait for airplanes delivered in 2012 (at the very earliest).
Candid for Canada? – Options for
Ilyushin’s IL-76
The IL-76 is the most affordable of strategic airlifters. Here we provide
IL-76 Background , IL-76 costs and conversion options , details of IL-76 cargo handling and hold dimensions, and some clarification of IL-76 certification issues for use of this airlifter in the
west.
 July 2006 – Volga-Dnepr
Unveils Their Re-Engined IL-76
The updated IL-76TD-90VD with new, quieter engines and western avionics, is now in commercial service. Although
still an Ilyushin design, the revised aircraft was funded by the Volga-Dnepr Group. [Text is from a VDG news release]
 June 2006 – The Eleventh
Hour – A Pitch from Skylink
Toronto-based Skylink International has offered to base Russian airlifters at Trenton permanently.
The price?
Skylink says that it can base two each of the IL-76 and An-124 in Canada for $42M (or 1% of
the cost of C-17s).
 June 2006 “The
Russians are Coming!”
A Russian delegation arrived in Ottawa to pitch, amongst others, the IL-76 strategic airlifter and Mi-17
medium-lift helicopters.
SALIS – Interim Antonov Lease for NATO
Strategic Airlift Interim Solution is the NATO arrangement to lease An-124 airlifters (two to be based in Germany).
Canada is a member of this 16 nation deal with Russian and Ukraine to provide a minimum of 2000 flying hours
of strategic airlift per year until 2012. |