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A Modest Proposal
— Extending NATO’s SALIS to North America |
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Update: Skylink submitted an unsolicited bid to DND similar in concept to that proposed
below (involving two each IL-76s and An-124s).
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A ‘Canadianized’ Strategic Airlift Interim Solution?
SALIS gives Canada ‘assured access’ to 125 hours of Antonov An-124-100 flying time per year. While a big improvement
over DND’s ad hoc arrangements, [1] the CF actually requires at least 250 hours of strategic airlift
per year. Why not extend the SALIS agreement to North America? The existing arrangements provide a ready framework.
In addition to the current contract (two An-124s based at Leipzig-Halle, four on reserve), two An-124-100s could be
based at CFB Trenton. Our partners would be the US (which uses An-124s occasionally) and Denmark. [2]
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Options for the Canadian SALIS
A Trenton-based An-124 avoids the long, empty transit to collect CF loads. But how to avoid idle time
spent on Trenton’s tarmac? Herman Kurapov recommends a
cost-recovery model. This would certainly gain the support of the
aerospace and oil industries in North America. In the long-term there will be an incentive for the Antonov
Design Bureau [3] to proceed with its planned An-124-200 series with western engines[4] and an updated,
simplified cockpit.
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[1] ‘Strategic’ and first come/first-served aren’t terms that go together. But that is
how the CF found itself flying DART to Pakistan in the world’s largest airplane - the 6-engined Antonov
An-225 Mriya. SALIS solves that problem but there is still a 17 nation queue for service. The figure of 125
hours assured-service was based on 16 original members, Belgium joining SALIS (03 April 2006) will change
that ratio.
[2] Denmark and Canada have just agreed to explore High Arctic energy and mineral opportunities together which
suggests a ‘CanSALIS’ scenario: An-124s returning light from Afghanistan, routed through Europe,
could provide heavy airlift between Denmark and Greenland. An-124s routing through Edmonton , could supply Canadian
heavy equipment for oil and gas exploration in our North , and to Greenland.
[3] Antonov ASTC is the Ukrainian partner in Ruslan SALIS GmbH, the Leipzig-based firm which signed the contract
with NATO (Volga- Dnepr Group is Antonov’s Russian partner is this joint venture). SALIS aircraft will be
flown by Ukrainian and Russian crews in rotation. Antonov had originally proposed an An-124-130 powered with CF6-80
engines, four cockpit crew (the -100 has six) and western avionics. The An-124-200, designed for Britain’s
STSA contest, would have RB-211 engines and three cockpit crew (two pilots and flight engineer). The proposed
CF6-powered An-124-210 would be similar – ie: the three cockpit crew and all-digital avionics (Honeywell
with Aviapribor).
[4] The General Electric CF6-80C series engine for the An-124-200 just happen to be identical to the CF-80C2A2 of the
CF CC-150 Polaris.
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The 200 series cockpit could be made common with the CF’s CC-150 Polaris (in case Canada chose to
exercise an option to buy the An-124s). But, from the outset,
these big, rugged strategic airlifters will simplify CF deployments to Kandahar,
modernize CF air transport and revolutionize strategic domestic infrastructure in Canada (including that all-
important access to the far North and resource areas).