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Canadian Forces FWSAR Project  –  Industry Response to Media  –  June 2008 CC-115  Buffalo  —  Spare Parts and  Viking Air Support Service David Curtis, President and CEO of Viking Air Ltd. (holder of  the type certicate for Buffalo aircraft), responds to media coverage of parts supply for the Canadian Forces'  CC-115. In late 2007, David Pugliese, had reported  that "... Military planners in Ottawa [were] scrambling to find parts and propellers for the [CC-115s], but that is getting more difficult as time goes on." Mr. Curtis responds by saying that Viking did not purchase rights to the Buffalo only "to abandon [these aircraft] and their owner / operators". He goes on to say that the CC-115s "could be modernized  by an all-Canadian team" to [... serve the CF ...]  for many years to come, at a fraction of  the cost of a new fleet of  C-27Js".  Such a program could also lead  to a 'new-production' model Buffalo. [After publishing Mr. Curtis' letter, the tone of  Canwest reporting shifted slightly. On 13 June 2008, the Comox Valley Echo refered to "aging but effective Buffalo aircraft".] [Update also see DHC-5NG: New-Production Buffalo Compared with the Italian C-27J.] David Curtis'  letter regarding coverage of  the Buffalo appears below.  This letter first appeared in the Times Colonist and it is republished with the permission of Mr. Curtis. Sidney, BC  -   30 May 2008 David Curtis,  President  and  CEO  of  Viking Air on the DHC-5 Buffalo  Aircraft It is wrong to suggest that the Buffalo aircraft  –  known as the CC-115 in military ser- vice and DHC-5 in civilian use – is an "orphan" with no "ready supply of spare parts," as has been suggested in the Times Colonist. Viking Air Ltd. will not let that happen. Viking Air, which is located at Victoria International Airport, is the Transport Canada-approved design owner (known as a  type certificate)  for the  [ de Havilland Canada-designed ] Buffalo and  is  responsible  for  worldwide  support  of  this aircraft.  Viking  Air  Ltd.  takes  this  responsibility  very seriously.  Viking did  not acquire  the type certificates and production  rights  for  the  DHC-1  through  DHC-7  (which includes the Buffalo )  from  Bombardier  in  2006  simply  to abandon them and  their owner/operators. In fact,  the service and  support  of  these aircraft  is  the primary  business  focus of Viking and our almost 300 employees.  Viking and  our support partner Field Aviation of Calgary are committed to supporting the Buffalo fleet and working with the Depart- ment of  National Defence in building a sustainment model  to ensure that  the Buffalo aircraft  meets  the current  and  anticipated  needs of  our Armed Forces in a safe and effective manner. De Havilland Canada [designed] aircraft are known the world over as rugged, versatile and  effective transports. Viking is evaluating all  the production opportunities related to the aircraft  programs it  purchased  from Bombardier and has already restarted pro- duction of  the venerable, multi-mission Twin Otter transport,  which had been out of production since 1988, because the worldwide demand for new examples is strong. Viking intends to build the Twin Otters, sell them, and  support  them  as only  it  knows how. As a long-term supplier of  support to the "heritage" de Havilland Canada  fleet of DHC-2 Beavers, DHC-3 Otters, DHC-4 Car- ibous, DHC-5 Buffalos, DHC-6 Twin Otters, and DHC-7 Dash 7s, Viking...remain dedica- ted to its in-service support responsibilities. Of  the aircraft  types designed  in the '60s, the Buffalo is one of  the few that can con- tinue in  service, without  having to undergo a major  (and  massively costly)  rebuild/ replacement of  fuselage or wings  in order to remain structurally viable. According  to  our  records,  more  than  half  the original  fleet  of  Buffalos are still  in service around the world. Considering that production stopped in 1986, this alone is a testament to the aircraft's durability, the loyalty of its users, and the support provided by Viking and our partners. The Buffalo is hardly an "orphan" The  Australian Army  is still  actively using  the DHC-4 Caribou  [ through 38 Squadron, RAAF ], the Buffalo's 1950s [vintage] predecessor, for the simple  reason  that  nothing  else can do what  it does.  Many  other  aircraft   types  proposed  as replacements were designed  in the '60s and have undergone massive modernization and [evolved] to become aircraft  like  the C-130J and  the C-27J. The costs to buy these modernized [C-130 Hercules and C-27] aircraft are unfortunate- ly so astronomical that most air forces have little appetite for a fleet change until it be- comes the only operational alternative. It is our opinion that the Buffalo could be modernized by an all-Canadian team in order for it to serve the specialized mission of the DND for many years to come, at a fraction of the cost of a new fleet of C-27Js. As we have found with the Twin Otter, there is nothing else produced today that will do what  the Buffalo  is  capable of.  This  is  a  Canadian-designed  and  built  aircraft, perfectly suited  for a specialized  Canadian mission and supported  by local Canadian companies. [ Update: a  'Buffalo Avionics Life Extension - Lite' program is underway.] Instead of  looking  outside of  the country, the best solution is to improve on a good thing by investing in a modernization program to extend the useful life of  the existing Buffalo fleet. A Buffalo fleet modernization might  be the catalyst to return the Buffalo to production. There should  be absolutely no doubt  that  Viking Air  and  its support partner Field Aviation are committed  to supporting the DHC-5  (CC-115)  Buffalo until the year 2015 and longer  –  as may be necessary. The fact that Viking, located on Vancouver Island and the Buffalo design holder, was not contacted  by any media outlet in order to better understand  the support arrange- ments for the CC-115 Buffalo is, in my opinion, unacceptable. David Curtis,  President and  CEO of  Viking Air Ltd.