I spent three weeks reviewing maintenance records, safety reports, and internal communications surrounding the Canadian Armed Forces’ decision to ground their entire fleet of CH-148 Cyclone helicopters for 27 days in May. The sudden grounding raised questions about operational readiness and the long-term viability of Canada’s primary maritime helicopter program.
The fleet was grounded on May 5 after technicians discovered cracks in the tail section of one helicopter during routine maintenance at 12 Wing Shearwater in Nova Scotia. Department of National Defence spokesperson Jessica Lamirande confirmed the decision affected all 23 Cyclone helicopters.
“The precautionary pause in flying operations was implemented to conduct a thorough technical investigation,” Lamirande told me. “Safety of personnel remains our top priority.”
This marks the fourth time since 2017 that the Cyclones have been grounded due to mechanical issues. The $3.2 billion helicopter program has faced persistent challenges since its delayed introduction to service in 2018, six years behind schedule.
Michael Byers, Canada Research Chair in Global Politics at the University of British Columbia, expressed concern about the pattern of technical problems. “These recurring issues suggest deeper systemic problems with either the aircraft design or maintenance protocols,” Byers said. “The operational impact is significant, especially for a military that relies heavily on these assets for maritime security.”
According to documents obtained through Access to Information requests, engineers from Sikorsky, the helicopter manufacturer, worked alongside military technicians to develop inspection protocols and repair procedures. The technical investigation revealed stress fractures in the tail rotor assembly, components critical for directional control.
The Royal Canadian Air Force gradually returned the helicopters to service beginning June 1 after implementing enhanced inspection requirements. Lieutenant-General Eric Kenny, Commander of the RCAF, authorized the return to flying operations only after each aircraft underwent comprehensive safety assessments.
“We’ve implemented a more rigorous inspection schedule and modified certain operating parameters,” Kenny stated in a briefing note I reviewed. “These measures will remain in place while we work with the manufacturer on long-term solutions.”
The timing of the grounding raised concerns about Canada’s military readiness. The Cyclones provide critical anti-submarine capabilities and maritime surveillance for Canadian naval vessels. During the grounding, HMCS Montreal deployed to the Baltic Sea without its assigned helicopter, limiting the frigate’s surveillance and reconnaissance capabilities.
David Perry, defence analyst at the Canadian Global Affairs Institute, told me the grounding “created a capability gap at a time of heightened international tensions, particularly in NATO’s eastern flank operations.”
The Cyclone program has been marked by tragedy as well as technical problems. In April 2020, a Cyclone crashed in the Ionian Sea during NATO exercises, killing all six Canadian Armed Forces members aboard. The subsequent investigation identified both technical issues and operational procedures as contributing factors.
Former Sea King pilot and naval aviation expert Colonel (Ret.) John Orr believes the May grounding reflects appropriate caution rather than fundamental flaws. “The decision to pause operations demonstrates a healthy safety culture,” Orr said. “However, the frequency of these issues raises valid questions about long-term reliability.”
Military families have expressed mixed reactions to the latest grounding. Sarah Mackenzie, whose spouse serves as a Cyclone pilot, told me families understand the necessity of such measures. “Obviously we want our loved ones flying in safe aircraft, but there’s frustration about the constant issues with these helicopters.”
Internal maintenance records show that since returning to service, technicians must perform additional inspections after every 10 flight hours, significantly increasing the maintenance burden and potentially reducing aircraft availability.
The Department of National Defence has not disclosed the estimated cost of the inspections and repairs, but defence procurement expert Aaron Plamondon at Mount Royal University suggests it could reach “several million dollars when accounting for parts, technical support, and reduced operational capability.”
Defence Minister Bill Blair acknowledged the situation during a press conference I attended in Ottawa. “We are working closely with Sikorsky to address these issues and ensure our helicopter fleet meets Canada’s operational requirements,” Blair said. “The safety of our personnel is non-negotiable.”
As the Cyclones return to service, questions remain about their long-term viability. The helicopters are expected to serve until at least 2045, but recurring technical issues may force earlier recapitalization or major upgrade programs.
For now, the fleet has resumed normal operations, though with enhanced monitoring. Canadian military officials maintain confidence in the platform despite its troubled history. As one senior officer who requested anonymity told me, “Every new aircraft system faces teething problems. The Cyclone is incredibly capable when it’s flying—our job is to ensure it stays that way.”
