SP's Aviation June 2012

RNI NUMBER: DELENG/2008/24199 `100.00 (India-based buyer only) Aviation

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Table of Contents News Flies. We Gather Intelligence. Every Month. From India. AviationIssue 6 • 2012

The IAF’s contract for PC-7 Mk.II trainer aircraft to Pilatus, extends the fleet of Pilatus turboprop trainers to 8 more than 900 aircraft operating worldwide

First Show Report 4 Drive & Fly lead story 26 EBACE Good Show Tecknow It’s signed, now 6 Flight Test On May 24, after more than one scare of an abort, the Government Regular Departments Civil of India signed on the dotted line 3 A Word from Editor for 75 PC-7 Mk.II tourboprop 14 Business Aviation NewsWithViews trainer aircraft from Swiss firm 10 High... Higher... Highest Contract for Pilatus Trainer Pilatus 19 Business Aviation Aircraft Signed Problems and Remedies • 11 In Focus

22 Regional Aviation SP’s An SP Guide PublicAtion The Sukhoi Disaster ed buyer only) ed buyer -bAS

Rise of Regionals ndi A News Flies. We Gather Intelligence. Every Month. From India. 100.00 ( i ` Forum Aviationwww.spsaviation.net June • 2012 12 future unmanned systems: Viewpoint page 34 30 an overview Finding Ways Do Away to Control Flight 43 Hall of Fame • air chief marshal browne in france • regional aviation: global scenario • business aviation: high end jets Military • business aviation in india: problems & remedies Harriet Quimby (1875-1912) • helicopters: twin engines vs single engine • ebace 2012: show report and more... 31 Helicopter And...Now it's 44 NewsDigest Twin vs Single RNI NUMBER: DELENG/2008/24199 Signedstory on page 8 LastWord Unmanned SP's Aviation Cover 06-12.indd 1 04/06/12 2:22 PM 48 34 Log Out Exponential Growth Cover Photo: In a deal worth $523 million, the PC-7 Mk.II turboprop will all be manufactured in 40 Diplomacy Switzerland with a 30 per cent offset commitment to Chief Flies Rafale Indian industry. Deliveries will start by early next Next Issue: calendar year. 42 IAF’S C-130J Farnborough Special Big Leap Image By: Pilatus

Issue 6 • 2012 SP’S AVIATION 1 Table of Contents

PLUS... Publisher And Editor-in-Chief design Jayant Baranwal Holistic Directions: Jayant Baranwal Senior Art Director: Anoop Kamath Assistant Group editor Designers: Vimlesh Kumar Yadav, Sonu Singh Bisht R. Chandrakanth Research Assistant: Graphics Survi Massey Senior Visiting Editor Air Marshal (Retd) V.K. Bhatia DIRECTOR SALES & MARKETING Neetu Dhulia Senior Technical Group EditorS Air Marshal (Retd) B.K. Pandey SALES & MARKETING General Manager Sales: Rajeev Chugh Lt General (Retd) Naresh Chand SP’s websites High... Higher... Highest 14 Senior Copy editor & Sr Web Developer: Shailendra Prakash Ashish Correspondent Web Developer: Ugrashen Vishwakarma Sucheta Das Mohapatra © SP Guide Publications, 2012

Contributors Annual Subscription India Inland: Rs 1200 • Foreign: US$ 320 Air Marshal (Retd) N. Menon Email: [email protected] Group Captain (Retd) A.K. Sachdev Group Captain (Retd) Joseph Noronha LETTER TO EDITOR [email protected] Europe [email protected] Alan Peaford FOR Advertising details, contact: Show Report: USA & Canada [email protected] 26 EBACE 2012 [email protected] LeRoy Cook [email protected]

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2 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net A Word from Editor It not only is the largest contract ever for Pilatus, but also for the Indian defence establishment for acquiring an aircraft through commercial route in open competition following India’s arduous procurement policy

he monumental multibillion dollar fourth gen- The May 9 tragic accident of a Sukhoi Superjet SSJ-100, eration plus medium multi-role combat aircraft while on a demonstration tour in Indonesia, may have caused (MMRCA) jet fighter deal may still be a while a lot of tongue-wagging, but as it appears to be a case of con- away, but it’s a time of cheer for the Indian Air trolled flight into terrain (CFIT), the self-styled ‘prophets of Force (IAF). In the last issue of SP’s Aviation, we doom’ may be silenced soon. Opinions vary but most industry had reported about the Cabinet Committee on experts feel Russia has a winner. Not only that, its attributes Security’s (CCS) go ahead for the $523 million PC-7 Mk.II could also be imbibed gainfully into the ongoing Indo-Russian Tturboprop trainer aircraft deal. After more than one scare of joint MTA programme; tripartite general contract for which abort, the Indian Government on May 24 finally signed on was signed as late as on May 28 this year. the dotted line to acquire the trainer aircraft from the Swiss In the meantime, while the accident has been analysed firm Pilatus. This not only proves to be the largest contract thoroughly in this Issue’s regular columns, it is hoped that ever for Pilatus, but also for the Indian defence establish- technology would find a permanent solution to at least rid ment for acquiring an aircraft through commercial route in the civil aviation scourge of CFIT. Finally, with no end in open competition; that too while following the dictates of In- sight of the ongoing month-long Air India pilots’ strike and dia’s labyrinthine and arduous Defence Procurement Policy crores of rupees in losses due to heavy disruptions in sched- (DPP). The deal also generates enough confidence that the uled flights, the question that keeps getting thrown up is complexities of the DPP can actually be surmounted through whether the Indian taxpayer can continue to afford Air In- persistence resulting in successful outcomes of the defence dia. But does the Indian political leadership have the au- deals. Hopefully, the much awaited MMRCA deal would be dacity to rid the nation of the massive millstone around its signed soon. neck? All this and much more! Happy Reading. On the MMRCA front, the recent highly successful French visit by the IAF Chief, Air Chief Marshal N.A.K. Browne, is not only witness to greater cementing of the already strong bilateral defence ties between the two countries, it may also be the harbinger of early signing of the Rafale contract. A noticeably happy Chief after an hour-long sortie in a twin-seat Rafale—a part of his visit itinerary—further ‘thumbs up’ the notion. The future for unmanned air systems (UAS) is bright with technological strides expected in many complementary systems. The write-up on UAS throws light on how UAS are capable of multitasking, though their classification based on size and weight would continue to govern their employability. The Teal Group in its 2012 report predicts that over the next decade, 65 per cent of the deliveries, measured in value terms, will be high end business jets, as against the 50:50 split in the decade gone by. Hence an article on high end business jets available globally, followed by another article on the Indian establishment’s lack of understanding of the potential of business aviation in contributing to the coun- Jayant Baranwal try’s economy. This issue also has a write-up on evolution of Publisher & Editor-in-Chief “regional aviation” globally and the status in India.

Issue 6 • 2012 SP’S AVIATION 3 irst F

F Drive & FlyFlying car makes a successful maiden flight

he Dutch company PAL-V Europe NV has successfully concluded test flights of its flying car, per- sonal air and land vehicle (PAL-V). Several test flights were conducted at the Gilze Rijen Airport in the Neth- Terlands. The patented vehicle flies in the air like a gyrocopter with lift generated by an auto-rotating rotor and forward speed produced by a foldable push propeller on the back. On the road it drives like a sports car. No new infrastructure is required because it uses existing roads and airstrips. A team of top engineers has been working on the first prototypes since finalisation of the design concept in 2008. Renowned institutes such as the Dutch National Aerospace Laboratory and Delft University have also been involved in the development. The driving prototype was fully tested in 2009 and now the flying-driving prototype has made its first flights. The PAL-V complies with existing regulations in all major markets, which means that the vehicle is allowed both in road traffic and in the air. A PAL-V offers the choice of flying like a plane or driving like a car. This means fast door-to-door mobility for private individuals as well as professionals and organisations. The flying range will be between 350 km (220 miles) and 500 km (315 miles), depending on the type, payload and wind conditions. Driving a PAL-V will have a range of about 1,200 km (750 miles). It runs on gasoline like a conventional car and there will also be ver- very easy to control. This makes a PAL-V one of the safest sions that use biodiesel or bioethanol. It can reach speeds of up types of aircraft. Obtaining a licence requires only 20 to 30 to 180 kmph (110 m/ph) both on land and in the air. hours of training. On the ground the slim, aerodynamic, 3-wheeled vehicle Thanks to its very short take off and landing capabil- combines the comfort of a car with the agility of a motor- ity, it is possible to land a PAL-V practically anywhere. For cycle thanks to its patented, cutting-edge, ‘tilting’ system. take-off, a strip of 165 metres (540 feet) is enough and it L-V A Driving, a PAL-V accelerates like a sports car and drives can be either paved or grass. SP

hs: P through curves like a motorcycle. p Flying a PAL-V is like a standard gyrocopter. It is quieter than helicopters due to the slower rotation of the main ro- For Videos visit: www.spsaviation.net Photogra tor. It takes off and lands with low speed, cannot stall, and is

4 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Technical Specifications • Capacity: 2 persons • Mass Empty: 680 kg • Mass Max. gross: 910 kg • Max. Power: 170 kW (230 hp) • Dimensions Road: (LxWxH): 4.0 x 1.6 x 1.6 m Road Performance • Max. speed: 180 km/h (112mph) • 0 – 100 km/h (0 – 60 mph): 8 sec • Est. fuel economy: 12 km/l (28mpg) • Range: 1200 km (750 miles) Flight Performance • Max. speed (VNE): 97 kts (180 km/h) • Min. speed for level flight: 27 kts (50 km/h) • Take-off roll: 165 m (540 ft) • Landing roll: 30 m (100 ft) • Est fuel economy: 36 l/h (9,5 gph) • Range: 350-500 km (220-315 miles) depending on PAL-V type

Issue 6 • 2012 SP’S AVIATION 5 ec Know ec Know T Flight T T T

Pratt & Whitney launches Test first flight test programme he Pratt & Whitney PurePower PW1200G engine successfully has completed its first flight, thus launching the engine family’s flight test programme. The PW1217G engine for the Mitsubishi Regional Jet T(MRJ) aircraft flew on a specially designed stub wing aboard Pratt & Whitney’s Boeing 747SP flying test bed at the company’s Mirabel Aerospace Centre, in Mirabel, Quebec, Canada. “We’re really pleased to have started our initial flight test programme with the PW1200G engine,” said Bob Saia, Vice President, Pratt & Whitney Development Programmes. “Re- sults from altitude testing will complement the PW1200G sea level data we have collected during the more than 1,000 hours of full engine testing with over 2,000 endurance cycles. Overall, we have completed more than 2,400 hours and 7,600 cycles of full engine testing for the entire Pure- Power Geared Turbofan engine programme, of which more than 250 hours have been in flight tests. Results continue to validate the geared architecture’s dependability, reduced fuel consumption, lower noise and environmental benefits. We’re very confident in its performance and that the Pure- Power engine programmes will meet customer commit- ments. We currently have four PurePower engines at test and nine engines in the build cycle.” This initial PW1200G flight test programme will validate performance, engine op- erability and in-flight starting. “We are delighted that the first flight of the MRJ engine was successfully completed,” said Hideo Egawa, President, Mitsubishi Aircraft Corporation. “This is indeed a major milestone for the MRJ programme. With the PurePower engine at the heart of the MRJ, we will work closely with our wonderful partner Pratt & Whitney to integrate this innovative power plant with the airframe.” The PurePower engine family uses an advanced gear system allowing the engine’s fan to operate at a different speed than the low-pressure compressor and turbine. The combination of the gear system and an all-new advanced core deliver double-digit improvements in fuel efficiency, environmental emissions and noise. The PurePower engine family also shares common, advanced cores and features flight proven, next-generation technology. The engine core consists of an ultra-efficient high-pressure compressor, a low-emissions combustor, and state-of-the-art high-pressure turbine module. SP h: Pratt & Whitney h: Pratt p E-mail your comments to: [email protected] Photogra

6 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net The Game Changer

The AW609 TiltRotor transforms flying, combining the vertical flight features typical of a helicopter with the high speed and long range capabilities of a turboprop aircraft. Cruising at up to 25,000ft, the TiltRotor has the added advantage of a pressurised cabin. As the first Transport Category tiltrotor in the world, the AW609 further demonstrates AgustaWestland’s continued commitment to innovation and technological excellence. Explore new horizons with AW609 TiltRotor.

LEADING THE FUTURE

agustawestland.com

SP_AW609.indd 1 15/05/2012 9.53.23 SP’s Exclusive Procurement

It’s signed, now On May 24, after more than one scare of an abort, the government signed on the dotted line for 75 PC-7 Mk.II turboprop trainer aircraft from Swiss firm Pilatus—the company’s single largest contract ever hs: Pilatus p By SP’s Special Correspondent Photogra

8 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net SP’s Exclusive Procurement he monumental fourth generation medium multi role combet aircraft (MMRCA) fighter deal may still be a while away, but it’s a season of cheer for the Indian Air Force (IAF). On May 24, after more than one scare of an abort, the government signed on the dotted Tline for 75 PC-7 Mk.II turboprop trainer aircraft from Swiss firm Pilatus—the company’s single largest contract ever. In a deal worth $523 million (approximately `2,800 crore, the 75 aircraft will all be manufactured in Switzerland, with a 30 per cent offset commitment to Indian industry. While the IAF expects initial deliveries to begin no later than August 2013, Pilatus has announced that it will begin deliveries well ahead of schedule, by early next calendar year. The contract also includes an integrated ground based training system and a comprehensive logistics support package. India has worked in an options clause allowing it purchase 30 more PC-7 Mk.II aircraft within capable and cost-effective system for basic flying training on the market today. The decision to select the PC-7 Mk.II train- three years under identical techno-commercial ing system was made after a thorough evaluation by the In- terms. The Swiss firm says it is confident that op- dian Air Force, which looked at all available options. Pilatus tions will be exercised by the IAF. Aircraft Ltd views this contract for the This contract extends the fleet Indian Air Force as a major success and of Pilatus turboprop trainers to believes it will encourage other forces to take a close look at our pilot training more than 900 aircraft operating solution,” says Oscar J. Schwenk, CEO of worldwide, according to the firm. Pilatus Aircraft. The IAF’s fleet of HAL-built HPT-32 The IAF has sought to ensure that Deepak trainers have been grounded maintenance is not a problem. Pila- since July 2009 following a fatal crash— tus has revealed that coupled with this the grounding was forced by frequent award will be the establishment of in- engine cuts and dangerous recovery country depot level maintenance ca- qualities during ab initio training. A pabilities, which includes the required separate effort is on to certify the HPT- transfer of technology (ToT) to HAL, 32 with an American ballistic recovery enabling in-country maintenance of the system. Since the grounding, the IAF has platform throughout its service life of been forced to put trainee pilots directly Pilatus has also over 30 years. onto intermediate or Stage-2 training on The Pilatus CEO adds, “Pilatus has ageing HJT-16 Kiran Mk.I and Mk.II jets. entered into a also entered into a separate offset con- The signing of the basic trainer deal, an separate offset tract with the Government of India for overwhelming priority for IAF Chief Air contract with the 30 per cent of the value of this contract Chief Marshal N.A.K. Browne, is there- and we view this as a major opportunity. fore a cause for celebration. The fact that Government of India Pilatus has significant confidence in the India, which boasts of a maturing aero- for 30 per cent of Indian defence market with its highly space industry, is still compelled to im- the value of this skilled workforce and it is our intention port simple platforms like basic trainers, to leverage the offset opportunity to es- is of course a separate issue altogether. contract and we tablish manufacturing capability for the HAL is currently developing the HTT-40, view this as a major region in support of our business plans a follow-on to the HPT-32, and is in the opportunity for India. Pilatus Aircraft Ltd is commit- process of creating a mock-up. The IAF ted to serving the Indian Air Force with hopes to begin training pilots on the new —Oscar J. Schwenk, its world renowned dedication to Swiss Pilatus aircraft by the end of 2013. CEO of Pilatus precision and quality, through delivering “The Indian Air Force joins more Aircraft and supporting the most advanced basic than 30 other countries to modernise its flight training turboprop trainer aircraft training pipeline with the most modern, in the world—the Pilatus PC-7 Mk.II.” SP

Issue 6 • 2012 SP’S AVIATION 9 Photograph: Pilatus NewsWithViews W 10 if theyaretobeprocuredfrom foreignsources. glamorous thanthoserelated to combataircraft, especially ference displayed by Air Headquarters towards projects less only tooversubscribedorder books, butlargelytotheindif- HAL forfurthereffortinthis regimecanbeattributablenot again coldshoulderedbythe IAF. Lackofenthusiasmby ful Brazilianbasictrainer Tucano. This initiative wasonce proposed design, basedonthehighlypopularand success- a second initiative by HAL two decades later by way of a tiative in the matter. Despite being ignored once, there was terring HALfromanyfreshini- was perhapsresponsibleforde- to canceltheprogramme. customer, HALhadnooptionbut offer. Intheabsenceofanyother there evincednointerestinthe Air Headquarters, theplanners reason known perhaps only to the HPT-32. However, forsome formance thanitspredecessor, vided asignificantly better per powerful turbopropenginepro- is understoodthatthenewmore Bangalore, onJune17, 1984. It maiden flight from HAL Airport, turboprop engine, undertookits 250-B17D horsepower) Allison powered by a 313 kW (420 shaft built ontheHPT-32 airframeand type ofthesingleengineaircraft bo Trainer (HTT)34, theproto- Designated as the Hindustan Tur sible replacementfortheHPT-32. onstrated anewproductaspos- nautics Limited(HAL)haddem- initiative, theHindustan Aero- years ago, entirelyonitsown its replacementbytheindigenousaerospaceindustry. Some 15 yearsorso, theIAFhadnottakenanypositivestepsfor HPT-32 fleet hadadequatetechnicallifetoserveforanother trainer wasrathersuddenlygroundedinJuly2009. As the has beeninshamblessincethefleetofHPT-32 pistonengine has notcomeadaytoosoon. BasicflyingtrainingintheIAF VIEWS within threeyearsfromthedateofinitialcontract. package.ing systemandacomprehensivelogisticssupport The contractalsocontainsanoptionclauseforextendingthescopeofagreement delivery oftheaircraftisscheduledtocommenceearlynextyear. The IAFisprocuringtheaircrafttogetherwithanintegratedground-basedtrain- laterthisyearundera` planes starting The long-pendingrequirementofbasictraineraircrafttheIndian Air Force(IAF)cannowbemetwiththeacquisitionof75PilatusPC-7Mk.II Contra

Lack ofpatronagebytheIAF VIATION SP’S A c h tract being concluded with the Swiss company tract beingconcludedwiththeSwisscompany waiting anxiously, theannouncementofcon- to rejoiceatthegoodnewsforwhichithasbeen t forPilatus trainer air i le t he IAFcer

Issue 6•2012 t - - ain 2,800-crore dealsignedwiththeSwisscompany. The aircraftwillreplaceitsfleetofHPT-32. As perreports,

ly wouldhavereason c raft signed budding fighterpilots. Not entirelyadesirablesituation. employment ofthePilatusPC-7 Mk.IIforStageIItrainingof result intheIAFrunningout oftheKiranfleet, necessitating operational clearanceoftheintermediate jettrainer(IJT)may unrealistic andisunlikelyto beachieved, delayinthefinal HAL in 2017. Apart from the fact that this time frame appears to bedesigned, developed, manufactured and delivered by delay intheHTT-40, theIndianequivalentofbasictrainer well havetobeexercisedsoonerthanlaterastheremay be Aerospace IndustriesfiledacomplaintwiththeMinistryof was underseriousthreatofrunningagroundwhenKorean Mk.II emerged as the front-runner. The tendering process cess ofevaluationandfieldtrials, theSwissPilatusPC-7 Switzerland offering the PC-7 Mk.II. After an elaborate pro- Aerospace Industries withofferof the KT-1B and Pilatus of were HawkerBeechcraft, offeringthe T-6C Texan II, Korean five companies. Ofthese, thethreemanufacturersshortlisted craft wasfloatedin2009, forwhichtherewasresponsefrom A globalrequestforproposal(RFP)abasictrainerair —Air Marshal(Retd)B.K. Pandey the sameprice. This optionmay additional aircraft, presumably at inbuilt optionfortheIAFtoorder port package, thecontracthasan training systemandlogisticssup- imperatives ofnationalsecurity. operational requirement or the disconnect withtheurgencyof Procedure andespeciallyitstotal cies oftheDefenceProcurement a manifestationoftheinadequa- basic trainer, thisexperienceis tions of the protracted lack of the adverselong-termimplica- for aroundsixyears. Apart from have been without a basic trainer tional. Bythistime, the IAF would and forthefleettobefullyopera- for thedeliverytobecompleted will takeasmanyyearsormore tract tobesignedandpossibly en nearlythreeyearsforthecon- much delay. Eventhenithastak- the issuewasresolvedwithout allegations were investigated and lection process. Fortunately, the Defence ofirregularityinthese- In addition to ground-based In addition toground-based www.spsaviation.net

SP - Photograph: Sp guide pubns InFocus T (Kopassus), ledbyFirst Lieutenant Taufik Akbar managedto members oftheIndonesian Army’s SpecialForceCommand taken toJakartafor identification. Ina heroic attempt, five coverable bodieshadbeenremoved fromthecrashsiteand erous terrainsurroundingMount Salak. ButbyMay16, allre- were badlyhamperedbyinclement weatherandthetreach- Once thecrashsitewasfound, therewerenosurvivors. the mountainathighspeedwithhardlyachanceofsurvival. assumed thattheaircraftdirectlyimpactedcliffside of spread debrisfieldwheretheaircrafthitmountain, itis time oftheaccidentwasreportedlycloudy. Duetowide- and cametorestatanelevationof5,250ft. Weather atthe of acliffatanelevation6,270ft, sliddownasteep slope higher thantherequestedflightlevel? vicinity of7,254-foot-highvolcano, MountSalak, amountain tainous terrainbelowandthefactthathewasflyingin the the region. Butwasthepilotincommandawareof themoun- the airspace. There arenoscheduledflightsthatpassthrough of Bogorisoftencarriedoutconsideringthelackflightsin the mountainousBogorarea. The choiceofflyinginthearea the aircrafthadbeenclearedtooperateinairspaceabove the lasttransmissionfromaircraft. Itisworthnotingthat the flight was cleared for thedescendingright turn. This was tensible reason (or was there!?) to decline such a clearance, 6,000 ft while carrying out a right orbit. As there was no os- the crewrequestedpermissiontodescendfrom10,000ft the region’s differentaircarriers)onboard. At 1421hours, from Sukhoiand37passengers(mostlyrepresentativesof operating thatday. There weresixcrew, tworepresentatives to thedeparturepoint. time for a local demonstration flight and was due to return karta’s HalimPerdanakusuma Airport at1400hourslocal Technology D mishap; facie, prima thisappears The rescueoperationsandretrievalofthe ‘Black Boxes’ Preliminary reports indicate that the aircraft hit the edge This wastheseconddemonstrationflightaircraft number 97004departedfromIndonesiancapitalJa- he Sukh ‘W in IndonesiaonMay9wasitsfourthstopofa While itmay bepremature to The elcome Asia’ promotional tour. The SSJ-100, tail comment on the cause of the comment onthecauseof is controlled flightintoterrain to be another tragic case of to beanothertragiccaseof oi Su Sukho a p erje s t 100aircraftthatcrashed ter i

answers. the CFITcurseingeneralaviation? Turn toForumforsome rological conditions(IMC)due tocloudinginthearea? height especially in view of the possible instrument meteo- ence of Mount Salak—clear the aircraft to descend below its controllers—who shouldhavepositivelyknownthepres - which theywereflying?Second, whydidthelocal ground first visit to Indonesia – fully au faitwith the terrain over tions loomlarge:Firstwasthecrew—possiblyontheirvery tragic caseofcontrolledflightintoterrain(CFIT). Two ques- cause ofthemishap;primafacie, thisappearstobe another the accident. While it maybeprematuretocommentonthe if any problem was experienced by the flight crew, prior to the crash. The alreadyrecoveredCVRwouldalsobring out clearly indicateiftherewasanytechnicalfaultwhichled to search teamsduetotheirunceasingeffortswhichwould fully serviceablesecondaircrafttocompletetheassignment. team andthefirstaircraftwaspromptlyreplacedbyanother confirm that flight safety was never sacrificed by the ‘Demo’ of technicalglitchesaretakenatfacevalue, theythemselves the region to continue the tour. However, even if the reports the volcano—wasareplacementaircraftthatsentto cow forrepairs. SSJ-10097004—theonethatcrashedinto discovered which warrantedreturn of the aircraft to Mos- the waytoMyanmar, aleakinoneoftheenginenozzleswas of atechnicalglitch, butthatcouldnotbeconfirmed. Later, on mac. Onemediareportsaiditdidn’t taketotheskybecause tential buyerswereforcedto look atthe jet onlyonthetar flight inKazakhstan, thetourmovedtoPakistan, wherepo- plagued prettymuchfromtheget-go. After asuccessfuldemo important flightdatarecorder(FDR)isyettobefound. deal in determining thecause of the accident but, the more Committee of Transportation Safety(KNKT), willaidagreat (CVR) whichwashandedovertotheIndonesianNational retrieve one of the ‘Black Boxes’, the cockpit voice recorder Last butnottheleast, couldsomethingbedonetoavoid It ishopedthattheFDRwouldsoonbefoundby It hasbeenrumouredthatthe ‘Welcome Asia’ tourwas

SP Issue 6•2012 —Air Marshal(Retd) V.K. Bhatia

VIATION SP’S A

11 - Technology Forum

Finding Way s to Control Flight CFIT is a leading cause of airplane accidents, as the pilots are generally unaware of the danger until it is too late. But whether modern technologies can take on the challenges of eliminating the scourge of CFIT from aviation in its entirety, is yet to be seen.

ven though it may appear somewhat prema- or otherwise reduced visibility. CFIT often occurs during ture, the possibility is so strong that some open aircraft descent to landing near an airport. CFIT may be sources have already listed the May 9 SSJ-100 associated with subtle equipment malfunctions. If the mal- accident in Indonesia in the category of CFIT. But function occurs in a piece of navigational equipment and what exactly is this devil called, ‘CFIT’? For the it is not detected by the crew, it may mislead the crew into uninitiated, CFIT or ‘controlled flight into terrain’ improperly guiding the aircraft, despite other information describes an accident in which an airworthy aircraft, under received from all properly functioning equipment, or despite Epilot control, is unintentionally flown into the ground, a moun- clear sky visibility that should have allowed the crew to eas- tain, water, or an obstacle. CFIT is a curse which has contin- ily notice ground proximity (compare tunnel vision). ued to cloud the flight safety records of every nation on earth Some pilots, convinced that advanced electronic naviga- in their respective histories of aviation. The term was however tion systems coupled with flight management system com- coined only in late 1970 by the engineers working at Boe- puters or over-reliance on them, are partially responsible ing. According to Boeing, CFIT is a leading cause of airplane for these accidents, call CFIT accidents “computerised flight accidents, resulting in maximum loss of life as the pilots are into terrain”, but that is just a manner of speaking. generally unaware of the danger until it is too late. There have been innumerable instances of CFIT both in While there are many reasons why a plane might crash into military as well as civil aviation fields. The in-built hazards of terrain, including bad weather and navigation equipment prob- military aviation make it more prone to the dangers of CFIT. s lems, it is claimed that pilot error is the single biggest factor On the other hand, more lives are lost due to instances of CFIT ubn p leading to a CFIT incident. Even highly experienced profession- in civil aviation as these include large passenger airliners and als may commit CFIT due to fatigue, loss of situational aware- even a single accident can result in much greater number of guide p ness, or disorientation. CFIT is considered a form of spatial fatalities. On the civil side, a list of CFIT available through

h: S disorientation, where the pilot(s) do not correctly perceive their open sources includes airlines from all over the world which p position and orientation with respect to the surrounding terrain. have experienced such accidents sometime or the other in the The incidents often involve a collision with terrain such past. In India alone, the oldest state-run airline, Air India, has

Photogra as hills or mountains and may occur in conditions of clouds had as many as three major crashes in the last six decades

12 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Technology due to CFIT. The first one occurred While there are PWS/TAWS systems. These were: Ga- on November 3, 1950, when Air India ruda Indonesia Flight 200, 2010 Polish

Forum Flight 245 Malabar Princess, a Lock- many reasons Air Force Tu-154 crash in which Presi- heed L-749 Constellation carrying 48 dent Lech Kaczynski was killed; and people (40 passengers and eight crew), why a plane Mirosławiec accident, involving a C-295 flying on the Bombay-Cairo-Geneva- might crash aircraft of the Polish Air Force). Even London route, crashed on Mont Blanc, Indian Air Force lost an An-32 in the France, killing all on board. Ironically, into terrain, it icy Himalayan mountains due to CFIT a the second incident occurred under is claimed that couple of decades ago, which was fitted similar circumstances. On January 24, with a Russian GPWS. Could the May 9 1966, Air India Flight 101 Kanchenjun- pilot error is the SSJ-100 accidents be the latest EGPWS- ga, a Boeing 707-420 carrying 117 peo- biggest factor equipped CFIT victim? ple (106 passengers and 11 crew) once Focusing back on the Sukhoi Super- again crashed on Mont Blanc, France, jet (SSJ-100), there is little doubt that on the border between France and Ita- the fly-by-wire aircraft is fitted with the ly, killing all on board. Among the dead latest and finest avionics available in was the noted Indian nuclear scientist, the world market which must include Homi J. Bhabha. But the one which the latest enhanced capability ground involved greatest loss of lives occurred on January 1, 1978, proximity warning system. In fact the Superjet 100 has been when Air India Flight 855 Emperor Ashoka, a Boeing 747- described as the most important and successful civil aircraft 237B crashed into the Arabian Sea after takeoff from Sahar programme of the post-cold war Russian aerospace industry. International Airport (now Chhatrapati Shivaji International It is not only the top-end Russian technology which has been Airport) in Mumbai, killing all on board (213 persons; 190 pumped in, the programme enjoys support of over 30 leading passengers, 23 crew). In all these cases, the main cause of Western aerospace companies which are involved in the proj- the accident was lack of situational (terrain) awareness on ect development, manufacturing and marketing of the air- the part of the crew due to flying in poor visibility conditions. craft. Over and above the strategic partner, Alenia Aeronau- The Indian Air Force (IAF) too—the largest practitioner tica, with 25 per cent stake in the programme, these include of military aviation in India—has had its share of CFIT acci- aerospace heavyweights such as Thales (avionics), Liebherr dents, three of these occurring in quick succession involving a (flight control systems), Messier-Dowty (landing gear), Parker transport aircraft (An-32), a helicopter (Mi-17) and a jet fighter Hannifin (hydraulic system), Hamilton Sundstrand (electrical (MiG-29). Once again, all these were attributable to lack of situ- system), BE Aerospace (interiors) and Goodrich Corporation ational or terrain awareness while flying in weather/poor vis- to name a few. Even the aircraft power plants have been de- ibility conditions. Globally, who can forget the 1995 tragic CFIT veloped jointly by Snecma and NPO Saturn. Boeing is also in- accident when three Su-27 jets of the famous Russian Knights volved in the programme to provide specialised consultancy. aerobatic team flew in formation into a mountainside near It is said that overall the Superjet programme is 70 per cent Cam Ranh, Vietnam during approach while en route home foreign and 30 per cent Sukhoi. The aircraft in fact is not only from a Malaysian air show, in adverse weather conditions. proving to be one of the most competitive in the 75-95 seat The fact that CFIT poses real peril to aviation of all forms regional jet airliner class, but is also emerging as a serious and categories have been appreciated for a long time with contender in the comparable business and cargo jets. It is not major efforts having been dedicated to evolve systems and for nothing the aircraft has acquired a sobriquet of ‘Superjet’. methods to curb the menace. Traditionally, adequate proce- Revisiting the evil phenomena called ‘CFIT’—which can dures and crew coordination and communication (CRM) as prey on even the most experienced aircrew—could something well as control or surveillance by air traffic services may re- more be done to prevent its occurrence. There is a need for duce the likelihood of CFIT (But was it missing in the case of the civil airliners to move up from ground proximity warn- SSJ-100 accident?). ing systems to terrain avoidance systems to automatically On the technology front, in order to prevent the occur- steer the aircraft to safety if its flight path gets into a terrain- rence of CFIT accidents, manufacturers and safety regulators conflict scenario. The system could be somewhat similar to developed various terrain awareness and warning systems the already fielded advanced traffic collision avoidance sys- (TAWS). The first generation of these TAWS systems was tems (TCAS). It may be recalled that for some military aircraft known as a ground proximity warning system (GPWS), which with specialised low-level missions in all weather/day-night used a radar altimeter to assist in calculating terrain closure conditions such as the US F-111, terrain following/avoidance rates. This system was further improved with the addition of systems were indeed developed. These capabilities have con- a GPS terrain database and is known as an enhanced ground tinued to evolve for military aircraft. Currently, Raytheon is proximity warning system (EGPWS). This and the older sys- one of the companies, which is developing a system called tem have mandatory pilot procedures and actions following the ‘Silent Knight’. It will serve as common terrain-following/ any caution or warning event. terrain-avoidance radar for a family of military platforms, in- Statistics show that aircraft fitted with a second-gener- cluding rotary and fixed-wing aircraft. But whether modern ation EGPWS have not suffered a CFIT accident if TAWS or technologies can take on the challenges of eliminating the EGPWS are properly handled. But the emphasis here is—if scourge of CFIT from aviation in its entirety—both military as properly handled. There are at least three known cases of well as civil—is yet to be seen. SP CFIT accidents of airplanes which were equipped with EG- — Air Marshal (Retd) V.K. Bhatia

Issue 6 • 2012 SP’S AVIATION 13 Civil Business Aviation

SKY CRUISER: Gulfstream G550 The range of aircraft, IN FLIGHT the jazzed up interiors, the fuel-efficiency, the maintainability and all come with a price tag. And the ultra-rich demand planes which are not only high-performing aircraft but also that goes along with their stature.

Gulfstream G550: Ultra long-range jet First year of operation 2003 Range 6,750 nm Engines 2 Rolls-Royce BR710 C4-11 Capacity 8 passengers Fuel capacity 41,300 lbs (18,734 kg) Interiors (Cabin) Length 43 ft 11 in (13.39 m) Height 6 ft 2 in (1.88 m) Volume 1,669 cu ft (47.26 cu m) High... Baggage volume (gross) 226 cu ft (6.40 cu m) Higher... BC H

Cessna, Cessna, fstream, Highest l othing less than By R. Chandrakanth is that the high-end segment is scoring. ight: gu $25 million and going The Teal Group in its 2012 report R up to $70 million are has forecast that the upper end of the what high-end busi- market is growing while it is sluggish

hs Left to ness jets are priced at. for the rest. It predicts that over the next p The more the accoutre- decade, 65 per cent of the deliveries, ments—swanky interiors, spa, king-size beds, conference measured in value terms will be high-end business jets, as

Photogra Nroom and the works—the price tag soars. And the good news against the 50:50 split in the decade gone by.

14 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Civil Business Aviation

Cessna Citation X Hawker 4000 First year produced 1996 First year produced 2006 Aircraft sold (By 2011) 310 Engine 2 Pratt & Whitney PW308A Engine 2 Rolls-Royce AE3007C1 Avionics Honeywell Primus Epic Avionics Honeywell Primus 2000 Elite Capacity 10 passengers +2 crew Capacity 8 Passengers +2 crew Range 3,260 nm Range 3,070 nm Interiors (Cabin) Interiors (Cabin) Length 25 ft (7.62 m) Length 23 ft 11 in (7.29 m) Height 6 ft (1.83 m) Height 5 ft 8 in (1.73 m) Baggage volume 108.5 cu ft Baggage volume 103 cu ft (3.0 cu m) (3.1 cu m)

Richard Aboulafia, Vice President, Analysis at Teal China with a very impressive increase of 66 per cent year- Group, expects Bombardier and Gulfstream to capture over-year, followed by Russia & CIS (61 per cent) and Latin shares of about 33 per cent and 30 per cent respectively America (47 per cent). in a market that is likely to expand to about $250 billion over the next 10 years. Canada’s Bombardier is working Luxury collectibles on Global 7000 and 8000 models, planned for service Capgemini and Merrill Lynch Global Wealth Management entry in 2016 and 2017, respectively, while General Dy- said luxury collectibles (e.g. luxury automobiles, boats, jets) namics is already positioning its Gulfstream 650, anoth- remained the largest single segment (29 per cent) of invest- er large-cabin model. French aerospace major Dassault ments of passion for ultra-HNWIs. And ultra-HNWIs posted Aviation, which mostly builds high-end jets, is expected slightly stronger-than-average gains in their numbers and to hold on to a 14 per cent share. Brazil’s Embraer and wealth. The global population of Ultra-HNWIs grew by 10.2 Textron’s Cessna are to share about 17 per cent of the per cent in 2010 and its wealth by 11.5 per cent. As a result, market between them. ultra-HNWIs accounted for 36.1 per cent of global HNWI With market movements becoming clearer, aerospace wealth, up from 35.5 per cent, while representing only 0.9 majors are positioning their products as to move out of per cent of the global HNWI population. the recessionary trends and high-end It is this segment that the jet man- jets are expected to give them the lee- ufacturers are eyeing. While luxury way. The majors are betting more on comes at a cost for the ultra-HNWIs, it this segment as they see a growing goes along with their lifestyle. Prices passion among ultra high-net-worth Forbes in its range from about $31 million for a individuals (HNWIs) to own these fan- 2011 report Bombardier Global 5000 to $65 million tastic machines. for the Gulfstream G650. Airbus lists has co-related a price of $68 million for its smallest Wealth creation wealth creation single-aisle A318 to about $245 million Forbes in its 2011 report has co-related for the twin-aisle A350, which is under wealth creation to worldwide demand to worldwide development. for business jets. The number of bil- As planes have become bigger lionaires in 2011 was 1,210, up from demand for and fancier, their interiors have also 1,123 in 2008, representing a 20 per business jets changed dramatically, incorporating cent increase and 53 per cent versus the luxurious amenities once found 2009. The most significant growth in only on private yachts. Expansive and the number of billionaires occurred in expensive beds, sauna, conference

Issue 6 • 2012 SP’S AVIATION 15 Civil Business Aviation

D assault Falcon 7X Bombardier Global 6000 First year of operation June 2007 First year of operation 2005 Aircraft sold (By Feb 2012) 133 in 31 countries Engine 2 Rolls-Royce Range 5,950 nm Deutschland BR710A2-20 Engines 3 Pratt & Whitney Canada Turbofans 307A turbofans Avionics Rockwell Collins Pro Line with 6,402 lb thrust ea. Fusion Avionics Suite Capacity 8 passengers +3 crew Capacity 19 passengers + Fuel capacity 31,940 lb (14,448 kg) 2 to 4 crew Range 6,000 nm Interiors (Cabin) Height, max. 6 ft 2 in (1.88 m) Interiors (Cabin) Length 39 ft 1 in (11.91 m) Length 48.35 ft (14.7 m) Volume 1,552 cu ft (43.93 cu m) Height 6.25 ft (1.91 m) Baggage volume 140 cu ft (4 cu m) Volume 2.140 cu ft (60.6 cu m)

room, exquisite interiors and the works are quite the norm cockpit comes equipped with a triplex flight management in these luxurious jets. system, automatic emergency descent mode, 3-D weather Here are some of the traditional (we are excluding the radar, advanced flight controls—in short, a full array of wide body aircraft of Boeing and Airbus) high end business sophisticated, next-generation technology to improve pilot jets which are rocking the world. We are looking at one situational awareness and enhance safety. high-end business jet from each of the selected OEMs. Gulfstream G650 is an upgrade on G550, one of the most expensive corporate jets made by General Dynamics. Ac- Gold standard in business aviation-G650 cording to reports, the Gulfstream G550 cost $59.9 million. The Gulfstream G650 ultra-large-cabin, ultra-high speed business jet is, quite simply, the golden standard in business Most accomplished bizjet-Bombardier Global 6000 aviation. The flagship of the Gulfstream fleet flies faster and Canadian aviation company, Bombardier, is aiming to dis-

raer, raer, farther than any traditional business aircraft and envelops place Gulfstream as the world’s most expensive business jet b its privileged passengers in a level of comfort far greater with the introduction of two new models. The Global 7000

ier, em ier, than any other aircraft in its class. and 8000, which will cost about $65 million apiece, will d

ar Introduced in 2008, the G650 will carry eight passen- beat the high-speed range of the $58.5 million Gulfstream b gers and a crew of four on nonstop legs of 7,000 nauti- G650. Both new private jets will have a high-speed cruise cal miles (12,964 km). That means it will link Dubai with of Mach 0.90; the 7000 will have a range of 7,300 nm at tion, Bom tion, New York and London with Buenos Aires. With its power- Mach 0.85, while the 8000’s range will top out at 7,900 nm via A ful Rolls-Royce BR725 engines, the G650 will cover shorter at Mach 0.85. Both will borrow elements from the existing t l distances at a speed of Mach 0.925. No traditional business Global Express XRS (rebranded as Global 6000) and 5000. jet will take you closer to the speed of sound. Exceptional The Global 6000 corporate jet is the most luxurious, power and ultra-long legs aside, the G650 will be remark- most accomplished business aircraft ever built, accommo- ight: Dassau ably versatile. It will deliver excellent takeoff and landing dating the desires of the most sophisticated and demand- R performance with a balanced field length of just 6,000 feet. ing traveller with no compromises. Building on its Global The G650 is the most technologically advanced business Express heritage and raising the bar yet again, this ex-

hs Left to aircraft in the sky. The G650 comes standard with many traordinary aircraft offers even greater cabin comfort, en- p advanced safety features such as enhanced vision system hanced performance and further advanced technology for (EVS) II, the head-up display (HUD) II and the synthetic increased productivity and peace of mind.

Photogra vision-primary flight display (SV-PFD). Its Planeview II No other business jet flying today carries you faster,

16 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Civil Business Aviation

Embraer Legacy 650 Embraer Lineage 1000 First year of operation 2010 First year of operation 2009 Engines Rolls-Royce AE3007A2 Engines GE CF34-10E7-B Avionics Honeywell Primus Elite Avionics Honeywell Primus Epic Range 3,900 nm (4 passengers, Range 4,500 nm (4 passengers, NBAA NBAA IFR Reserve with IFR Reserve with 200 nm 200 nm) alternate) Capacity 14 passengers Capacity 13 to 19 passengers Fuel capacity 20,600 lb Fuel capacity 48,217 lb (21,871 kg) (9,344 kg) Interiors (Cabin) Interiors (Cabin) Length 84 ft 4 in (25.70 m) Length 49 ft 10 in (15.18 m) Height 6 ft 7 in (2.00 m) Height 6 ft (1.82 m) Volume 4,085 cu ft (115.7 cu m) Volume 1,650 cu ft (46.7 cu m) Baggage volume Internal 323 cu ft (9.14 cu m) Baggage volume 240 cu ft (6.8 cu m) External 120 cu ft (3.4 cu m)

farther. The highlights are: optimal luxury, privacy and It is a superb aircraft that gives you the ultimate experi- amenities; a business tool of unsurpassed performance; ence of flying in the air! It runs higher, farther and faster and technology at the leading edge of corporate aviation. than any other large jets from Falcon. This expensive jet Ready to fly with only 30 minutes warning, no other offers you sleeper accommodation for 12 to 15 people, in- intercontinental business aircraft takes you faster, farther cluding its three crew members. than the XRS. Powered by Rolls-Royce BR710, flying at altitudes of up to 51,000 ft (15,545 m), this high performance Rich Embraer legacy aircraft has exceptional range, carrying eight passengers Embraer launched the Legacy 650 in 2011 and the jet is and a crew of four 5,450 nautical miles non-stop at Mach based on the Legacy 600 but has an increased range and 0.87, 6,150 nautical miles non-stop at Mach 0.85 and 6,500 payload. The cabin is similar to the 600 and offers the nautical miles non-stop at Mach 0.82—bridging Tokyo and same outstanding comfort for up to 16 passengers. Its three New York, or Moscow and Los Angeles, non-stop. zones and 15-metre-long cabin makes it the largest in its class. With its new Rolls-Royce turbofans, the Legacy 650 is First fully fly-by-wire business able to offer true transatlantic range and fly directly from jet–Falcon 7X London to New York or from Dubai to Hamburg. The Dassault Falcon 7X is a large-cabin, long-range busi- Upgraded cabin systems minimise noise and provide ness jet manufactured by Dassault Aviation, the flagship full Internet access, and new cockpit technology enables the offering of their business jet line. It was first presented to the crew to fly more efficient routes while minimising workload public at the 2005 Paris Air Show. As of 2008, the approxi- and fatigue. The 650 can accommodate up to 14 passen- mate unit cost of the 7X was $50 million. It is the first fully gers, and sells for over $30 million. fly-by-wire business jet. It is also equipped with the same avionics suite, the Honeywell Primus EPIC “enhanced avi- ‘Ultra-large’ business jet–Lineage 1000 onics system” (EASy) that was used on the Falcon 900EX The Embraer Lineage 1000 is a variant of the Embraer 190 and later on the Falcon 2000EX. regional jet airliner, launched as a private jet on May 2, The Falcon 7X is notable for its extensive use of comput- 2006.The Lineage is advertised as an “ultra-large” business er-aided design, the manufacturer claiming it to be the “first jet with comfortable seating of 19. aircraft to be designed entirely on a virtual platform”, using The greatest change in the Lineage 1000 is the add- Dassault Systemes’ CATIA and PLM products. ed fuel tanks in the lower deck cargo hold space, nearly

Issue 6 • 2012 SP’S AVIATION 17 Civil Business Aviation

High-end Indian jet-setters Teal Group in its 2012 report has forecast that the upper Mukesh Ambani High on the ranking is none other than Mukesh Ambani, end of the market is growing Chairman of Reliance Industries, and India’s richest. Owning while it is sluggish for the rest. a fleet of private jets is passé and we know that he gifted his wife Nita Ambani a business jet on her 44th birthday. Mukesh It predicts that over the next Ambani frequently flies Global Express from among his fleet which includes a Boeing Business Jet2 (BBJ2) which is decade, 65 per cent of the renowned for its mix of grandeur and 21st century technology. deliveries, measured in value The state-of-the art boardroom is just about right for power meetings. In the fleet is a Falcon 900EX and an Airbus 319. terms, will be high end business

Anil Ambani jets, as against the 50:50 split Mukesh Ambani’s younger and flamboyant brother Anil in the decade gone by. Ambani also has a Bombardier Global Express XRS with a price tag of $38 million. The XRS features a 14.73-metre- long cabin and comes with conference table for board room meetings. He also owns a Falcon 7X and Falcon 2000. Lakshmi Mittal Lakshmi Mittal, Chairman and Chief Executive Officer of ArcelorMittal, owns a Gulfstream G550 luxury jet which has than aluminium, this carbon-fibre technology allows for been priced at $38 million. This private jet is powered by twin enhanced speed and range performance. Rolls-Royce BR710 turbofan engines and can climb up to a Praising its impressive marriage of efficiency and com- maximum altitude of 51,000 feet. fort, the Hawker 4000 has been recognised by the Robb Re- Vijay Mallya port with the “Best of the Best” award for being a category The liquor baron and owner of the now in trouble Kingfisher leader that flies effortlessly between continents. Airlines, Vijay Mallya, has an Airbus ACJ319 luxury business It has a top speed of Mach .84 (555 miles per hour) and jet that serves as his home-cum-office and offers 6,000 cubic the high-efficiency Pratt & Whitney turbofan engines are not feet of living space. This magnificent luxury private jet can only quiet but dependable. The flight deck features a fully- accommodate up to 24 passengers and comes with removable integrated Honeywell Primus Epic system: built on the same fuel tanks for extended range, while being powered by two CFM International CFM56-5 engines. Apart from the ACJ319, Vijay advanced avionics as the Boeing 777. It has room for eight Mallya also owns a Gulfstream, a Hawker and a Boeing 727 to ten seats and can be custom tailored to specifications aircraft for his corporate and private travel needs. Cessna Citation X significantly different K.P. Singh The Cessna Citation X is a long-range medium business jet, K.P. Singh, owner of India’s biggest real estate company, the DLF, powered by two Rolls-Royce turbofan engines. The Citation has Gulfstream IV luxury business jet, powered by twin Rolls- brand of business jets encompasses six distinct “families” Royce Tay 611-8 engines that enable the aircraft to become more of aircraft. Although based on the earlier Citation III, VI and fuel-efficient, while reducing the noise levels. The price of this VII models, the Citation X is significantly different, with a beauty has been estimated at over $32 million. The Gulfstream totally new wing design, engines, and features a glass cock- IV produces a massive 13,850 pound force of thrust and is thus pit. The Citation X is an upgraded model with improved able to attain a maximum altitude of 45,000 feet. • engines and avionics. In 2010, Cessna initiated a major update of the aircraft, the Citation Ten, which includes upgraded AE3007C2 engines with new fans, Garmin G5000 flight displays with doubling the jet’s range, besides a lavish interior, divided three 14-inch screens and a heads-up display. The ellipti- into five sections including an optional bedroom, washroom cal winglets that were available as an aftermarket option with running water, and a walk-in cargo area at the rear. on the Citation X will become standard, and a stretch of Another selling point is the larger fuselage cross-section 38 cm will improve passenger comfort. Due to a 1.4 per than other comparable business jets, such as the Gulf- cent improvement in specific fuel consumption (SFC) and stream V and the Bombardier Global Express. increased thrust, Cessna is advertising an increase in pay- Inconspicuous on the outside, luxurious on the inside, load of 97 kg, an increase in cruise speed at FL490 from the Lineage is way bigger than the largest traditional biz- 460 to 479 knots, and a range increase of 190 nmi (352 jets and is ready to take on bizliners. And it’s cheaper than km). First flight was completed on January 17, 2012. The both, priced at $49 million. unit cost is $22 million. The range of aircraft, the jazzed up interiors, the Hawker 4000-efficiency and comfort fuel-efficiency, the maintainability and all come with a As the most advanced super-mid-size jet in the world, price tag. And the ultra-rich demand planes which are not the Hawker 4000 features high-efficiency engines and an only high-performing aircraft but also that goes along with industry-first composite fuselage. Lighter and stronger their stature. SP

18 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Civil Business Aviation

On Display: Business jets at aero india 2009

Problems & Remedies The Indian business aviation awaits with bated breath the day when the establishment realises the immense potential that business aviation has for contributing to the national economy

he first problem with By Our Staff associations from around the world, respect to business aviation adopted the following definition of busi- is definitional. According to Correspondent ness aviation: “That sector of aviation the International Civil Avia- which concerns the operation or use of tion Organisation (ICAO), aircraft by companies for the carriage general aviation comprise of passengers or goods as an aid to the all civil aircraft not operated by com- conduct of their business, flown for pur-

ns Tmercial aviation. Business aviation poses generally considered not for pub- b u p is one of the components of general aviation and consists lic hire and piloted by individuals having, at the minimum, of companies and individuals using aircraft as tools in the a valid commercial pilot licence with an instrument rating.”

guide conduct of their business. It should be noted that the term Business aviation (and for that matter the rest of gen- Sp

h: “business aviation” is not included in the ICAO vocabulary eral aviation as well as the non-scheduled operators) suffer p (Doc 9569); and that there is no ICAO definition of business through a poverty of regulatory framework. Most regula- aviation. However, in 1998, the International Business Avia- tions are primarily drafted for scheduled operators (airlines);

Photogra tion Council (IBAC), which is comprised of business aviation thereafter minor, sometimes inadequate, modifications are

Issue 6 • 2012 SP’S AVIATION 19 Civil Business Aviation

misses one meeting, he must wait for another month before Luxury redefined: his application is considered by the committee. Occasionally, biZ jet owned by GVK meetings get postponed/cancelled with resultant delays in import permissions (no meetings could take place in Janu- ary and March). The accountability ought to be the Ministry’s, but the Ministry is too haughty to apologise or make amends while the applicants affected are forced to endure such time slides in their plans (and the associated financial losses) because they dare not annoy the Ministry officials. Should they protest, the ugly consequence could be rejection of their application on flimsy grounds (one inane ‘observation’ would cost you another month). The lack of transparency and the surfeit of delay in the Ministry’s functioning is aviation folklore. As a result, from the time someone decides to import an aircraft into India, it could take six to nine months of paperwork to get the aircraft to actually fly its first operational flight in India. According to the DGCA website, 244 aircraft are privately owned by 174 companies/individuals. These figures represent our business aviation and as can be seen, the average holding of each entity is 1.4 aircraft with many of them holding just one aircraft. Although rules permit these business aviation operators to get another professional entity (say a non- scheduled operator) to manage their aircraft for them, DGCA has been insisting that aircraft ownership and management/ made to them to adapt them to business aviation. There are operational aspects are linked (one of the major reasons why no nodal offices or officers in the Directorate General of Civil fractional ownership did not take off in India). Aircraft opera- Aviation (DGCA) HQ or the Ministry of Civil Aviation (MoCA) to tions involve huge costs and the numbers owned by business deal exclusively with business aviation or the problems faced aviation operators being small, it would make economic sense by business aviation. In recent weeks some steps have been to use economy of scale wherever possible so as to minimise taken to redress this state of affairs but tangible results are costs by having one entity manage more than its own aircraft. yet to manifest themselves. A part of the problem, of course, is However, each owner, including a single aircraft owner, is re- the shortage of qualified manpower in the DGCA to meet the quired to establish an independent full-fledged operations de- requirements of manning separate and differentiated desks partment to meet the regulatory requirements. The situation to deal with business aviation. Within the existing manpow- is impossible, everybody recognises the danger therein and er, it is well-nigh impossible to ensure smooth discharge of circumventions rule the roost. Aircraft management compa- the onerous duties and responsibilities DGCA has been en- nies exist all over the world and most national aviation regu- trusted with. For example, all files related to business avia- lators accept them. The Business Aircraft Operators’ Associa- tion operations (and the rest of general aviation as well as all tion (BAOA) has taken up a case with the MoCA urging it to non-scheduled operations) are channelled through the Chief allow import of aircraft by companies/individuals in their own Flight Operations Inspector (in the absence of a nodal officer name and then leasing it to a non-scheduled operator who is for business aviation). The delays due to this bottleneck, at much better equipped, manned and professionally competent least from the point of view of business aviation operators, to safely operate that aircraft. are unacceptable and inordinate. Some aviation stakeholders argue that even if the DGCA establishment manning was to swell up to meet the establishment, the desired level of atten- General Aviation as defined by ns tion to business aviation may not be the express result. This b reservation is on account of the displayed apathy currently the Federal Aviation Administration directed by DGCA towards business aviation. uide Pu

G The Federal Aviation Administration defines general aviation

P Perhaps apathy is not the right word and ‘antipathy’ would

S as all flights that are not conducted by the military or the better describe the attitude of the establishment towards busi- scheduled airlines. Beginning 1969, Annexes to the Convention ness aviation. The regulatory framework is oppressive and on International Civil Aviation Organisation (ICAO) began making Kamath, Kamath, p obstructive. As there are no business aviation aircraft being distinctions between “general” aviation operations and those for

noo manufactured in India, every fresh business aviation acqui- commercial air transport. This trend was started by the Assembly A sition is an import (barring the odd purchase within India for Annex 6, International Aeroplane Operations, clearly defining ight: from an existing owner). Of course, another way to acquire general aviation and commercial air transport. Numerous other R o ICAO documents have recorded similar distinctions designed to T an aircraft could be on a lease. The woes of a person or an entity planning on importing an aircraft for business aviation separate these two as different types of operations. Commercial air transport operation is an aircraft operation involving the transport hs Left commence with the inception of such a plan. The prospec- p tive importer must, in the first instance, proffer his application of passengers, cargo or mail for remuneration or hire while general aviation operation is an aircraft operation other than a commercial for import to the MoCA’s Aircraft Acquisition Committee. That air transport operation or an aerial work operation. •

Photogra committee normally meets once a month; thus, if an importer

20 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Civil Business Aviation

ness aviation, focusing instead on the status symbol/luxury at- Owner’s pride: tributes of business aviation, and in 2007, imposed a 25 per Religare’s Biz Jet cent duty on aircraft for business use, thus effectively putting air brakes on the whole sector. It is yet to recover from that decelerating blow. Interestingly, there is no evidence of this high import duty levied on business aviation being channelled selectively to render business aviation more pleasurable or op- erationally efficient. Aviation infrastructure continues to be inadequate and business aviation (along with the rest of general aviation as well as non-scheduled operators) continues to get a step motherly treatment at every airport they share with their elder sibling— scheduled airlines. Take the example of Mum- bai, which, by dint of being the commercial capital of India, should be the largest business aviation market in the country. However, the existing infrastructure at Mumbai is inadequate to meet its scheduled (domestic and international), non-scheduled and general aviation traffic. As a result, general aviation including business aviation (along with non-scheduled operations) is being subjected to peak-hour curfews. Even when business aviation aircraft do find arrival slots, parking spaces are at a premium; according to one estimate, the number of aircraft that slumber overnight at Mumbai is around three times what the airport can safely and comfortably accommodate. There does not appear to be a solution in sight for the Business aviation as a sub-set of civil aviation in India near future; possibly, the new airport in Mumbai may bring re- was showing healthy signs of growth after the second wave spite for the general aviation community. The restrictions and of rejuvenation was manifest from 2003 onwards. There was congestion at Mumbai alone are expected to render a stunting a heightening interest in import of business aircraft and cor- effect on the overall growth of business aviation in India. porate houses were waking up to the immense value of own- As for smaller airports which are not visited by scheduled ing private aircraft for carrying their important functionaries airlines, the watch hours are very restricted and extension of (whose time was at a premium) around on business. Expect- watch hours or opening up outside of working days/hours is edly, business aircraft were also becoming status symbols. The extremely expensive for business aviation operators. Ground government chose to ignore the value addition aspect of busi- handling costs for business aviation is extortionately high due to monopolistic/oligopolistic dispensations permitting han- dlers to run dictatorial regimes (take it or leave it). Business aviation operators’ complaints are unheeded despite the ap- General Aviation as defined by DGCA parent problem: while business aviation would like to have a competitive market condition so that they can opt for the most In the Indian context, the Directorate General of Civil Aviation’s (DGCA) Civil Aviation Requirement (CAR) Sec 8, Series ‘O’, Part economical one; airport operators—for reasons of proportion- III, defines general aviation operation as “an aircraft operation ate royalties— diligently select the most expensive ones. At the other than a commercial air transport operation or an aerial work moment, business aviation is fighting a losing battle. operation”. This definition is a repeat of the ICAO one and excludes In a recent move, the Ministry of Finance has proposed non-schedule operations (which are commercial air transport that operations of foreign registered aircraft in India be re- operations) from the ambit of general aviation. However, rules stricted to two months. This was done because some compa- permit a non-schedule operator to operate revenue charter flights nies were allegedly misusing the erstwhile six months stay for a company within its group companies, subsidiary companies, permission to avoid paying import duty in India. BAOA has sister concerns, associated companies, own employees, including been quick to point out to the MoCA that this is in contra- Chairman and members of the Board of Directors of the company vention of the ICAO Convention on Civil Aviation which pre- and their family members, provided it is operated for remuneration, scribes six months as the applicable period. Moreover, many whether such service consists of a single flight or series of flights over any period of time (CAR Section 3, Air Transport, Series Indian entities have foreign registered companies which own ‘C’, Part III). In usage, the distinction between business use and aircraft (with foreign registrations) and these aircraft may be non-scheduled operations has become diffused over time. Many required to fly extensively in India on business. However, this business houses have obtained non-scheduled operator permits to governmental move is another manifestation of the disposi- avoid paying the much higher taxes/duties for import of aircraft for tion towards business aviation. private or business use. Moreover, while DGCA definition excludes The foregoing is a sad commentary on the establishment’s non-scheduled operations from general aviation, many other disposition towards business aviation and the only silver lin- organisations including airport operators treat them as included ing gaining lustre tenuously but steadily is the dent that the in general aviation. As an illustration, the major use of “general year-old BAOA is making in that disposition. The Indian busi- aviation terminals” at our airports is by non-scheduled operators. ness aviation en masse awaits with bated breath the day when There is further confusion inasmuch as many of the members of the BAOA are actually non-scheduled operators. • the establishment realises the immense potential that business aviation has for contributing to the national economy. SP

Issue 6 • 2012 SP’S AVIATION 21 Civil Regional Aviation

Rise of Regionals By Group Captain A.K. Sachdev h: embraer p Photogra

22 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Civil Regional Aviation

he term ‘regional aviation’ has varied descriptions and definitions across the world— depending upon national geographies, demo- graphics and advances in civil aviation within individual nations. However, for the sake of some common ground for discussion, let us see how ‘regional aviation’ fits in as a part of civil aviation. For Tany nation’s civil aviation, the highest level in the hierarchy would be its ‘international’ or ‘major’ airlines. These would utilise the largest sized aircraft—possibly with wide bodies, more than one aisle, and sometimes with two levels. Inter- national airlines would fly beyond national airspace and possibly cross oceans to destinations in other continents. At the next lower level would lie ‘domestic’ or ‘national’ airlines with single aisle (and some twin-aisle) aircraft and with reaches across their parent nation with possible access to neighbouring ones. ‘Regional airlines’ occupy the lowest pedestal and serve to connect small towns and airports to a nearby ‘hub’, often feeding a major or a national airline and thus frequently referred to as ‘feeder airlines’; the typical aircraft would be equipped with less than 100 passenger seats. Notwithstanding the above elucidation, common sense tells us that geographically tiny nations would probably have no need for regional airlines. A regional airliner or a feeder liner is a small airliner, designed to fly up to 100 passengers on short-haul flights, usually feeding larger carriers’ hubs from small markets. This class of airliners is typically flown by the regional airlines that are either contracted by or are subsidiaries of the larger airlines. Feeder liner, commuter, and local service are all alternative terms for the same class of flight operations. All across the globe, civil aviation is driven by local or ‘regional’ dynamics and regional aviation within nations’ aerospace boundaries has evolved since the post-Second World War days in consonance with each nation’s peculiar regulatory and industrial progress. In the US, an airline’s Regional aviation evolved in ranking is determined by its annual revenue—major airlines are those with revenues more than $1 billion; national two dimensions: technological ones those with revenues between $100 million and $1 bil- advances steadily served lion; and regional ones occupying the space for revenue below $100 million annually. Indeed, the US regionals are to increase aircraft range further divided in the US into three categories; large region- and seating capacity thus als, which are scheduled carriers with $20 million to $100 million in annual revenue and operate aircraft that can permitting carriage of ever accommodate more than 60 passengers; medium regionals, larger number of passengers which operate on a smaller scale, with operating revenues of less than $20 million, and often use only small aircraft, over longer and longer and small regionals, which do not have a set revenue defini- distances; and demographical tion, but are usually referred to as ‘commuter airlines’ and use small aircraft with less than 61 seats. In the US, regional evolution of nations meant airlines provide 49 per cent of the country’s scheduled development of more towns flights. Some 500 US cities—74 per cent of all airline-served airports—offer service only from regional airlines, of which and increasing spending there are 58 in the country. There is perhaps a need to differentiate between inter- power in those small towns national airports and regional ones. While the former are and thus the need for short- much larger, have customs and immigration facilities and serve international and domestic flights, the latter cater to range flights only domestic flights and so do not need customs/immigration services. In the case of small countries (Belgium being an illustration), there is no need for regional airports. In

Issue 6 • 2012 SP’S AVIATION 23 Civil Regional Aviation

INDIAn scenario

he routes here have been classified into four categories according to these guidelines, namely, Category I, Cat- Tegory II, Category IIA and Category III. Any airline operating service on one or more of the routes under Category I (routes connecting metro-to-metro) is required to provide such service in Category II (Northeast region, Jammu & Kashmir, Andaman & Nicobar Islands and Lakshwadeep to the rest of the country) to the extent of a minimum of 10 per cent of the available seat kilometres (ASKMs) as deployed in Category I. Further, a minimum of 10 per cent of the ASKMs as deployed in Category II is required to be deployed in Category IIA (one Category II airport to another) and a minimum of 50 per cent of ASKMs deployed in Category I is required to be deployed in Category III (the rest of the airports, i.e. other than Category I Flying in Singapore: and Category II). An airbus Europe, there is a small difference in aircraft nomenclature and airports not serv- PROVISION OF SERVICES OF DIFFERENT CATEGORIES OF ROUTES operated by ing a national capital tend to be termed SilkAir Category I regional airports. For example, the Routes connecting directly: airports at Barcelona and Manchester, Mumbai – Bangalore Mumbai – Hyderabad which are both among Europe’s busiest Kolkata – Delhi Delhi – Bangalore airports, are called regional airports. In Mumbai – Kolkata Mumbai – Chennai countries like France, Germany and Sweden; a regional air- Kolkata – Bangalore Delhi – Hyderabad port is an airport used with small planes, even though they Mumbai – Delhi Mumbai – Thiruvananthapuram go to the national hub, just like flights from larger airports. Kolkata – Chennai Delhi – Chennai As far as airlines are concerned, the term ‘European Category II regional airlines’, is used to describe those that serve the Routes connecting stations in North-eastern region, Jammu intra-continental sectors in Europe. They connect cities to and Kashmir, Andaman & Nicobar Islands and Lakshadweep. major airports and to other cities, avoiding the need for passengers to make transfers. For example, BA CityFlyer, a Category III Routes other than those in Category I and Category II. regional subsidiary of British Airways, uses the basic livery Anyone who operates scheduled air transport service on of its parent company and flies between domestic and Euro- one or more of the routes under Category I shall be required to pean cities. Such airlines operate primarily to bring pas- provide such service in Categories II & III as indicated below: sengers to the major hubs, where they connect for longer The operator will deploy on routes in Category II at least distance flights on larger aircraft. The smallest regional car- 10 per cent of the capacity he deploys on routes in Category I riers in Europe have become known as feeder airlines. Some and of the capacity thus required to be deployed on Category of Europe’s regional airlines are subsidiaries of national air II routes, at least 10 per cent would be deployed on services carriers, though there remains or segments thereof operated exclusively within the North- a strong presence of indepen- eastern region, Jammu and Kashmir, Andaman and Nicobar dent regional airlines. These Island and Lakshadweep. The operator will deploy on routes in Category III, at are based on business models Regional Carriers: least 50 per cent of the capacity he deploys on routes in ranging from the traditional Sukhoi Superjet 100 at India Aviation 2012; Category I. • full service airline to low-cost Embraer 170 taking off from London City Airport kamath p noo A , , s irway A h s riti B edia, edia, p e: wiki s kwi c o cl s h p Photogra

24 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Civil Regional Aviation

Regional power: (L) ATR 72-500 in JET AIRWAYS’ carriers; the variations include one where LIVERY; (R) US Airways’ as North, South, West, East/Northeast coin- the passenger is required to join a mem- Express CRJ900 from ciding with the Flight Information Regions Bombardier bership club before being allowed to fly. (FIRs); the airports in a particular region In Asia, the term “regional airline” is were those enumerated by the Airports used varyingly. SilkAir is the ‘regional’ Authority of India (AAI) for the respective wing of Singapore Airlines and operates regions. The objective of providing connec- scheduled passenger services from Singapore to 37 cities tivity to smaller cities and towns has, however, eluded the in the ‘region’ of South East Asia, South Asia and China. aviation industry so far. Perhaps the most important cause SilkAir uses aircraft with a seating capacity greater than for this failure has been the lack of adequate airports and 99 passengers, flies internationally but is referred to as supporting infrastructure to uphold regional operations. a regional airline subsidiary of its parent airline. China’s Regional aviation evolved in two dimensions simultane- aviation is developing in leaps and bounds. Major aircraft ously. Technological advances steadily served to increase air- manufacturers are setting up shop there and indigenous craft range and seating capacity thus permitting carriage of manufacturing capability is being nurtured at a dizzying ever larger number of passengers over longer and longer dis- pace (at least as compared to India’s). OKAir, China’s first tances. On another level, demographical evolution of nations privately-owned carrier, reportedly plans to build largest meant development of more towns and increasing spending regional airline company in China by acquiring up to 10 power in those small towns and thus the need for short-range aircraft every year for the next 10 years or so. flights (from metros to smaller towns and between smaller In India, civil aviation has tended to grow around the big towns). Airport infrastructure development at smaller towns cities. Around 75 per cent of the total capacity of airlines is on also served to highlight the need for such ‘regional’ flights. routes connecting big cities, with Delhi and Mumbai being the By the mid-1950s, the demand for economical designs two busiest airports in the country; these two airports alone for short hauls led to the production of the first customised constitute around 60 per cent of the total air traffic movement ‘regional’ aircraft types—mostly turboprops. In the early in the country. This pattern (of air traffic being tethered to big years of this century, only a few turboprops remained cities) was discernible even in the 1990s when the first steps steadfast in the ‘regional’ market—the ATR being the towards liberalising aviation in India were undertaken. To foremost. One major cause for the slowdown of the tur- move away from it, the government decided in 1996 to estab- boprop market was the induction of the first regional jets. lish Alliance Air as a subsidiary of Indian Airlines with the aim Bombardier’s twin-engine Canadair Regional Jet (CRJ) of catering to the demand for regional air travel. However, the and Embraer’s ERJ 145 are the two successful regional initiative failed to meet the desired objective because its fleet jets ruling the market today. The Antonov An-148 which (mainly Boeing 737s) was neither appropriate for operations entered service in 2009 and the Sukhoi/Ilyushin Super- in regional airports, nor suited for short haul flights. jet 100, a 60- to 95-seat jet flown first in 2011 are yet to When the second Indian aviation boom started around make a mark in the regional market. China, meanwhile, is 2003, the Indian concept of regional aviation, an adapta- developing the ARJ 21 and the C 919, both of which hold

ombardier tion of the hub-and-spoke model, came up again. Thus came out the promise of serving short haul sectors. In India, the B , , about in 2007, a Civil Aviation Requirement (CAR) from the National Aeronautical Laboratory has been talking about ATR Director General of Civil Aviation (DGCA) introducing a reg- developing a 90-seat aircraft, but going by past record of ulatory mechanism for promoting “air connectivity between Indian PSUs, the project may not fructify into a worth- specific regions and to enable more efficient air travel within while regional aircraft. There is a possibility of Mahindra the region, as well as linking such regions and expand air and Mahindra and/or Taneja Aerospace and Aviation Lim- Left to right: s h travel services for Tier-II and Tier-III cities within the coun- ited participating in a joint programme with NAL. Should p try’s aviation network”. The airports at Delhi, Mumbai, Kol- that come about, the chances of an Indian regional air- kata, Chennai, Bangalore and Hyderabad were formally craft making its appearance in the years to come would

Photogra declared as “metros”. The various “regions” were identified brighten considerably. SP

Issue 6 • 2012 SP’S AVIATION 25 Show Report EBACE ter p uroco E ardier, ardier, b Good Show With 60 aircraft on static display, 12,638 attendees, and a 10 per cent increase in ramp space, EBACE 2012 went on fine, despite the slowdown in European economy hs left to right: neetu dhulia, Bom hs left to right: neetu dhulia, p By SP’s Correspondent, Geneva, Switzerland Photogra

26 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Show Report EBACE

espite the gloomy economy in Europe, the twelfth Annual European Business Aviation Convention & Exhibition (EBACE) 2012 held from May 14 to 16, at Geneva, was a strong show, and if the organisers are to be believed, it was on par with the show held last year. On the last day of the business aviation show, jointly Dorganised by the European Business Aviation Association (EBAA) and National Business Aviation Association (NBAA), a total of 12,638 attendees had participated, representing 99 countries. Additionally, 491 exhibitors were on hand, occupying a record-breaking 2,280 booth spaces of the Ge- neva Palexpo convention centre. There were 60 aircraft on static display with a 10 per cent increase in ramp space. However, Air Works was India’s only exhibitor at this year’s business aviation show, eyeing at engaging in heavy maintenance of business jets in Europe. Air Works is consid- ering setting up of a maintenance repair and overhaul (MRO) centre in the Arabian Gulf that would have Indian workforce. The EBACE Safety Workshop, EBACE International Air- craft Transactions Conference and a host of other educative sessions were also held during the show. Industry experts discussed the latest safety information, emerging trends in tax compliance, the status of aviation system modernisation efforts in the region, and the industry’s policy concerns, in- hawker 4000 on display and its cluding the European Union’s controversial Emissions Trad- interior; (below left) Bombardier’s ing Scheme, the progress on the Single European Sky initia- Vision Flight Deck Debuts in Europe tive and other matters, during the conference. at EBACE; ( below right) EC135 in corporate configuration, operated by Europavia Show Highlights

Debuts Bombardier Aerospace drew a huge crowd during the show with the launch of its two new aircraft types in the light mid- sized jet segment—the Learjet 70 and 75. Bombardier’s Vision Flight Deck made its debuts on its Global 5000 and Global 6000 jets at the show. Cessna Aircraft Company introduced its newest and lon- gest-range business jet, the $25.9-million stretched jet version, the Citation Longitude, which can fly 4,000 nm at Mach 0.82 and would be operational by 2016/2017. Cessna also said that the company is seeing high levels of interest from

Issue 6 • 2012 SP’S AVIATION 27 Show Report EBACE

(TOP) Gulfstream G280 crew celebrates following the aircraft’s landing in Geneva; (above left) GULFSTREAM G650 MAKES EUROPEAN DEBUT AT EBACE IN GENEVA; (above right) Clockwise from left: Gulfstream’s Scott Buethe, senior experimental test pilot; Ahmed Ragheb, senior production test pilot; David Chalk, flight test engineer; and Rick Gowthrop, senior production test pilot.

Europe around the planned game-changing mid-size business Embraer’s entry-level Phenom 100, the Phenom 300 light jet, the Citation Latitude, scheduled to enter service in 2015. jet, the large Legacy 650, featuring an enhanced interior, and Thrane & Thrane introduced the new Inmarsat Multi- the ultra-large Lineage 1000 were also on static display. Voice service across its entire Aviator SwiftBroadband range. Eurocopter showcased its strength in the business avia- As part of the service upgrade, Thrane & Thrane’s Aviator sys- tion segment, highlighting the role of helicopters as an ideal tems will support several simultaneous voice calls via Swift- complement to business jets. And on display were the light Broadband, enabling more users to benefit from high quality twin-engine EC135 in corporate configuration that is oper- and cost-effective calling during the flight. The company pre- ated by Europavia. sented its flagship Aviator 700D for the first time at the show. Gulfstream Aerospace Corporation’s super mid-sized P&W introduced a new product called flight acquisition Gulfstream G280 was on static display at Geneva. The storage transmission (FAST), which acquires, stores and G280 is undergoing flight test and certification in prepa- transmits engine and aircraft flight data for analysis for ration for entry-into-service later this year. The company’s planned maintenance. ultra-large-cabin, ultra-long-range G650 also made its ulfstream

G first trans-Atlantic crossing flying 3,780 nautical miles

hs: On Display (7,000 km) squawk-free and non-stop in just six hours and p Airbus exhibited an ACJ319, giving visitors the opportunity 55 minutes for the show. Also on display were the G550, to see how the widest and tallest corporate jet cabin fits into G450 and G150.

Photogra the same ramp space as traditional business jets. Hawker Beechcraft Corporation (HBC) showcased the

28 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Show Report EBACE

(top left) New Learjet 70 and Learjet 75 Aircraft Set to Revolutionise the Light Jet Segment; (top right) Danial Keady, VP Sales Asia Pacific and India, Hawker Beechcraft; Shawn Vick; Executive Vice President customers, Hawker Beechcraft; Alan Smith, CEO, Hawker Pacific; and Sean McGeough, president, EMEA and Asia, Hawker Beechcraft, Signing Hawker Pacific’s order for six King Air aircraft; (above) display booths of various aircraft companies; (above right) SR 22 Cirrus Aircraft on display

Hawker 900XP along with seven other aircraft from its Deals product line up, including three models from its best-selling Component control, an MRO and logistics software developer, Beechcraft King Air turboprop line and a Hawker 900XP announced that CFM of Symra, Tennessee, has selected its mid-size business jet. The company also announced plans Quantum Control software solution for its MRO operations. to open a new parts and distribution warehouse in Banga- ExecuJet Aviation and Ruag announced a new partner- lore to support a growing population of Hawker and Beech- ship to provide handling and support at Geneva airport. The craft airplanes in the region. GCS has signed an agreement companies will jointly operate Ruag’s existing FBO. with Air Works India Engineering Pvt Ltd to operate the new The Dassault Aviation stand was seen promoting the ardier, neetu dhulia ardier, b warehouse, which will be stocked and operational in the FalconBroadcast, a new service that will provide opera- next several weeks. tors of Falcon business jets with real time airborne health While Bell displayed its Bell 429, Dassault Falcon 50 monitoring. was another highlight of the show. Likewise, viewers wit- Hawker Beechacraft announced 10 new orders comp- lockwise: Bom nessed the full size cabin mock up of Legacy 500, which ising three Hawker 4000, one Hawker 400 XPR and six C

hs was launched at EBACE 2008. Then there was the Airbus King Air 350I. Deliveries would start in 2013 p Corporate Jet Centre celebrating its fifth anniversary with its expansion of staff and services and plans to do a lot more What Next

Photogra in the coming years. The next EBACE will be held from May 21-23, 2013. SP

Issue 6 • 2012 SP’S AVIATION 29 Civil Viewpoint

Do Away It is clear that the Indian taxpayer can no longer afford Air India. But do we have a Lee Kuan Yew in the political Air Marshal (Retd) leadership to rid the nation of the massive millstone B.K. Pandey around its neck?

n the early 1980s, pilots of Singapore Airlines, then routes that were handed over to the leading airlines in the rated as the number one international carrier in the private sector and the placing orders for 111 new aircraft world, decided to embark not on a strike but on a “go which the financial position of the airline clearly could not slow” campaign, a silent protest against the policies of support. Usually, large orders for airliners are accompanied Ithe airlines; as such activities were unheard of in the tiny but by hefty commission and so it must be in this case as well. prosperous island nation. The Prime Minister of Singapore, Perhaps it ought to be a subject of probe as has been the Lee Kuan Yew, summoned the management of the airlines trend in the recent past on other alleged mega scams. But along with concerned functionaries of the government, dis- the last nail in the coffin has undoubtedly been the rather banded the union and asked all present there to restore the thoughtless decision to merge the international carrier Air airline to its glorious international status within 30 days; fail- India and the domestic carrier Indian, the erstwhile Indian ing which he would have no hesitation in ordering the closure Airlines. Despite the huge funds expended, the exercise has of the airline. In his view, if Singapore did not have an airline been a complete failure. that was the best in the world, it did not deserve to have one. Last year, the Indian Commercial Pilots Association Compare this with Air India and the approach of the (ICPA), the faction consisting of pilots of erstwhile Indian, management as well as that of the Indian Government to- had gone on a strike on account of a dispute over non-pay- wards handling the airline. Air India pre or post merger, has ment of salaries for several months. Consequently, the air- always been run as a department of the Central Govern- lines lost hundreds of crores of rupees and the travelling ment and is afflicted with all the associated ills. It does not public held to ransom. This year, the 550-member Indian have viable business model structured on sound financial Pilots Guild (IPG) comprising pilots of pre-merger Air India principles, is overstaffed, has low productivity, inhabited went on an undeclared strike from May 8, 2012, throwing by mediocrity, does not have even the least bit of account- most international and some domestic operations of the air- ability and has not had the benefit of professional manage- line out of gear as pilots reported sick en masse. Apparently, ment in the last two decades. During this period, it has been the IPG has resorted to an unofficial strike in response to riddled with labour dispute, has been totally mismanaged the decision by the management to include pilots of the pre- by the bureaucracy at the helm of merger domestic carrier for conver- affairs and has suffered due to po- sion on to the Boeing 787 Dreamlin- litical interference and subversion. er; as in their view, it would seriously Anyone and everyone associated impinge on their career progression. with the management or in position While the strike last year may have of authority have exploited the air- drawn a modicum of public sympa- line shamelessly. Its operations have thy, the strike beginning May 8, in never been genuinely profitable and which the public sector undertaking the airline has been remaining afloat has lost hundreds of crores of rupees not on its own strengths but on peri- and international operations in com- odic and generous infusion of funds, plete shambles aggravating further the latest of which is a humongous the irredeemable financial mess the dole of `30,000 crore out of the tax- airline is in. payer’s money. At the time of writing, the strike Much of the responsibility for has entered the fourth week with no Kamath p the malaise within the airlines must end in sight to the stalemate. It is clear

noo lie on the government. Some of the that the Indian taxpayer can no lon- A

h: strategic decisions have been taken ger afford Air India. But do we have a p allegedly to benefit people in power Lee Kuan Yew in the political leader- or private carriers. These have in- ship to rid the nation of the massive

Photogra cluded withdrawal from profitable millstone around its neck? SP

30 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Military Helicopter

engine power: Sikorsky VH-3D Sea King helicopter (left) and eurocopter Fennec as550C3 Twin vs Single The world record for highest landing and take-off was created by a single-engine AS350B3. Incidentally, the AS350B’s another version, AS550C3 Fennec—one of the two shortlisted helicopters for India’s 197 light utility and RSH acquisition programme is also similarly powered—by a single 500 kW (671 shp) Turbomeca Arriel 2B turbine engine.

f late, the oft debated ques- By Air Marshal (Retd) ferent for airplanes compared to tion and resulting preference V.K. Bhatia helicopters. To maintain control for twin/multi-engine fixed wing of an airplane, its airspeed must aircraft seems to have perme- stay above the stalling speed of ated in the rotary wing domain the wing until ground contact. De- too. The preference for more pending upon the design features than one engine hinges on the general belief and performance characteristics Othat there is greater safety in numbers. But of the airplanes in question, the .mil, eurocopter .mil, s unlike the fixed wing aircraft, whether having more than speeds could vary vastly from 40-50 to 100-120 knots. Typi- one engine on helicopters provides the additional safety or cally, some jet fighters of the yore had landing speed in excess

t: marine not is itself a matter of great debate. Why? Because, before of even 150 knots, but jet fighters as a rule are also equipped h we consider the pros and cons of twin-engine versus single- with ejection seats enabling the crew to safely egress from engine machines in the rotary wing domain, there is an ap- a stricken aircraft, if required. For others, a forced or emer- parent need to understand the fundamental differences on gency landing required a clear approach, either to a land- left to rig

hs how the rotary wing aircraft respond to power loss vis-à-vis ing strip or a cleared flat ground as a possible landing site. their fixed-wing siblings. Any obstructions (trees, buildings, fences or ground irregu- It is well known that if an engine power loss/failure oc- larities) if impacted by the powerless aircraft would result in otograp

Ph curs, the resulting emergency landings are significantly dif- significant crash forces causing injuries/fatalities.

Issue 6 • 2012 SP’S AVIATION 31 Military Helicopter

Conversely, helicopters because of their unique vertical King twin-engine VVIP-configured helicopter used by the US take-off and landing (VTOL) flying characteristics require a President would fall in Class 1 category. A turn-of-the-decade little more room than the size of the aircraft for an unpow- search for a suitable replacement through a VXX competi- ered emergency landing. This is because the helicopter can tion had zeroed in on Lockheed Martin VH-71 Kestrel heli- descend under control after engine failure in a condition copter which is a derivative of triple-engined AgustaWestland called ‘Autorotation’, whereby the pilot decreases the pitch AW101, but was rejected on account of costs overrun. Inter- of the main rotor blades to allow them to be rotated by the estingly, AgustaWestland AW101 has been selected for the air flowing upwards through the rotor arc (or disc), similar to Indian Air Force’s ‘VIP Communication Squadron’ which is the action of wing on a windmill. The spinning main rotor— entrusted with the task of meeting rotary-wing air transport to understand it in a layman’s language—acts somewhat like requirements of India’s VVIPs such as the President and the a parachute while the aircraft is flown at a highly manage- Prime Minister. able speed of around 40-60 knot, and maintain a near-con- It is obvious that it is generally the weight category which stant descent rate. The pilot retains full control of the aircraft determines the number of engine that a particular type of heli- and is able to select the most appropriate landing site, espe- copter carries. The helicopters are generally divided into three cially if the aircraft was flying at a reasonable height above AUW categories viz. light, medium and heavy. If one was to the ground, prior to the engine failure. Nearing the landing look at all the helicopter types across the board, one discov- site, the pilot flares the aircraft in a nose-up attitude and increases the pitch of the rotor blades, which increases lift. This, under ideal conditions (handled correctly by a well- trained pilot), allows the descent and forward speed to be slowed to near zero before ground contact to allow a gentle touch-down with no injuries to the occupants or structural damage to the helicopter. The above is illustrative of the fact that because of its unique capability to land vertically with zero forward speed; even in the case of engine failure, helicopters have to be treat- ed differently vis-à-vis the fixed wing aircraft when dealing with the question of power plant(s) installations. In the case of fixed wing aircraft, especially those being used for commercial purpose, it would be desirable to have a minimum of two engines enabling safe recovery of the aircraft in case of failure of one engine. In case of the passenger-carrying airliners, this argument is refined further by not only taking into account the thrust availability with one engine quitting exceptionally to maintain safe flight, but also in trying to achieve near par- powered for vvips: triple engined AW101 ity between V-one and V-two speeds, to ensure 100 per cent from AgustaWestland safety factor in the event of an engine failure at the most crucial point of ‘unsticking’ on take-off roll. The helicopters on the other hand should be ‘engined’ de- ers that the smaller helicopters are mainly single engine heli- pending on their missions coupled with all up weight (AUW) copters whereas the medium and heavy helicopters are nearly alone because of their in-built capability to be able to land all twin-engine with the exception of a few, which also carry safely, practically anywhere in the event of an engine failure. a triple-engine configuration. The only helicopter type that The only exception would be when for extreme safety con- comes in both single and twin-engine versions is the Eurocop- siderations of the occupants onboard, there is a mandatory ter AS350 (single engine) and Eurocopter AS355 (twin engine) requirement for the helicopter to return to a predetermined helicopters with the latter incurring an increase of nearly 30 safe launch/recovery helipad. It is on these grounds that per cent in acquisition price tag, and much greater mainte- helicopters have been categorised into three performance nance and life-cycle costs. classes. These in the ascending order are as follows: Finally, it is worth noting that the most arduous tasks • Performance Class 3: Refers to all single-engine heli- such as high altitude maintenance and search and rescue copter operations; which require an emergency land- operations are conducted by single-engine helicopters such ing after engine failure. as Cheetahs in the Indian scenario and Eurocopter AS350 • Performance Class 2: Refers to twin/multi-engine ‘Squirrels’ or ‘Ecureuils’ in the European Alps region. The

d helicopters that are capable of continuing flight after world record for highest landing and take-off was also cre- one engine fails except that a forced landing would ated by a single-engine AS350B3 when on May 14, 2005, tlan s e be required following an engine failure between Eurocopter’s test pilot Didier Delsalle landed on top of the w

ta ta take-off and transition to safe forward speed and in Mount Everest at a height of 8,850 metres (29,035 ft). Inci- s

gu reverse to landing. dentally, the AS350B’s another version, AS550C3 Fennec— A : h • Performance Class 1: Includes twin/multi-engine heli- one of the two shortlisted helicopters for India’s 197 light copters that are capable of continuing flight with one utility and reconnaissance and surveillance helicopter (RSH) engine inoperative regardless of when the engine fails. acquisition programme is also similarly powered—by a sin- otograp

Ph It may be noted that the current ‘Marine One’, VH-3D Sea gle 500 kW (671 shp) Turbomeca Arriel 2B turbine engine. SP

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www.malat-iai.com [email protected] Military Unmanned Exponential Growth The Future UAS would be capable of multitasking, though their classification based on size and weight would continue to govern their immediate employability. But it is the data link integration which will be vital for interoperability and rapid sharing of intelligence.

Lockheed Martin Boeing ScanEagle Boeing A160 Sagem Lockheed Martin’s K-MAX unmanned Sagem’s tactical Sperwer Mk.II UAV sys- cargo helicopter helps reduce the num- tem is a combat-proven tool to provide ber of truck convoys and the troops that accurate observation, threat detection, protect them – on the dangerous roads of direct support and target designation to Afghanistan. Unmanned aerial systems land forces engaged in external opera- Desert Hawk III enables soldiers to see tions. The Sperwer tactical UAV system what’s over the next hill, while persistent (also known as SDTI by the French Minis- surveillance platforms like PTDS, high try of Defense) is used on a daily basis in altitude airship, hybrid air vehicle and ISIS Boeing combat operations in Afghanistan and in can keep eyes in the sky over vast areas other theatres of operation outside NATO. for weeks, months and even years. • A low-cost, long-endurance autono- Advanced Research Project Agency, The Sperwer Mk.II is launched in auto- afran s mous unmanned vehicle, Boeing’s the US Air Force, and Boeing have matic mode by a catapult and recovered Lockheed Martin K-Max ScanEagle has been developed by Boe- completed the first two demonstration with a parachute. It can then be operated oeing, oeing, b ing and the Insitu Group. ScanEagle is blocks on the X-45A and are developing very close to the area of operations, for based on Insitu’s Seascan miniature the X-45C. The X-45C will fly high-risk example, in a forward operational base robotic aircraft and draws on Boeing’s operational missions and deliver preci- (FOB) deprived from take-off and landing systems integration, communications sion weapons on target. Controlled by infrastructures. • and payload technologies. ScanEagle either line-of-sight or satellite commu- Sagem Sperwer ockheed martin, ockheed martin, carries either an inertially stabilised nications, the X-45 is highly adaptable L electro-optical or an infrared camera. to changing battle conditions. The gimbaled camera allows the opera- Boeing’s A160 Hummingbird un- tor to easily track both stationary and manned aerial vehicle looks like a heli- moving targets, providing real-time copter but is unlike any other helicopter intelligence. Capable of flying above on the market today. It can reach higher 16,000 feet, the UAV has also demon- altitudes, hover for longer periods of strated the ability to provide persistent time, go greater distances and oper- low-altitude reconnaissance. ate much more quietly than current The Boeing Joint Unmanned Com- helicopters. And it features a unique

top: Selex galileo, left to right: top: Selex galileo, bat Air System (J-UCAS) X-45 is the first optimum speed rotor technology that s highly autonomous, unmanned system enables the Hummingbird to adjust the specifically designed for combat opera- RPM (revolutions per minute) of the tions in the network-centric environ- rotor blades at different altitudes and hotograph P ment of the 21st century. The Defense cruise speeds. •

34 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Military Unmanned By Air Marshal (Retd) B.N. Gokhale

t is interesting to note the difference in nu- ances ascribed to the term unmanned aircraft systems (UAS). While the ‘pilotless’ platforms are known by many names such as drones, remotely piloted vehicles (RPV), unmanned aerial vehicles (UAV), etc to name a few, these did not reflect the significance of other support and equally vital systems Isuch as the ground control stations, data links and payloads, etc. Hence, a more comprehensive term of UAS. This reflects the need for not only interdependence but also for future developments in all the associated systems than just the platform. Interestingly, the inclusion of the term ‘aircraft’ in UAS emphasises that regardless of location of the pilot and flight crew, the operations must comply with the same regulations and procedures as for those manned aircraft with the pilot and flight crew onboard. The official Rotary wing: acronym, UAS, is also used by the International Civil Avia- Selex Galileo Drako tion Organisation (ICAO).

Elbit’s Skylark ile IAI BAE taranis Alenia Aermacchi Israel Aerospace Industries (IAI) Mini Pan- Alenia Aermacchi UAS’ main activities ther tilt-rotor unmanned air system (UAS), are focused on the development of tech- powered by three electric motors and with nological demonstrators such as Sky-X, a maximum take-off weight of 12 kg (26 Sky-Y, and nEUROn and on research and lb), the Mini Panther uses an automatic development of advanced medium alti- flight control system to manage the transi- tude long endurance (MALE) products. tion between its hovering take-off phase to The Sky-X is the first UAV technologi- forward flight and back for landing. cal demonstrator developed by Alenia Ghost is a vertical take-off and land- Elbit Aermacchi. In June 2008, the Sky-X set ing miniature unmanned vehicles from IAI a new record taking-off from the Italian A battle proven man-portable high perfor- Malat. The Ghost, 145 cm long (4.76 ft) ve- Air Force’s Amendola base, in the Puglia mance mini-UAS, Skylark ILE is a highly hicle designed specifically to support spe- Region, it completed for the first time in covert UAS enabling intelligence surveil- cial operations units and company level the world, a series of join-up manoeu- ermacchi A lance and reconnaissance (ISR) missions, infantry operations. Its aerodynamic con- vres with another airplane to simulate a figuration and twin-rotor propulsion sys- flight-refuelling operation, in a complete-

lenia delivering actionable, high resolution video A , , tem contributes to high stability in hover- ly automated way. The Sky-Y has been

s in real time to its easy to use mini ground control system and to forwardly deployed ing mode, and effective station keeping specifically developed as demonstrator tem

s BAE Systems y forces via remote video terminals (RVTs). even in strong sidewinds and gusts. of innovative techniques and technolo- s IAI’s butterfly sized unmanned vehi- ae The system is man-portable and can be BAE’s Taranis concept is to see if an gies for MALE-class UAV. • b deployed by dismounted teams or in vehicles are going to be another game chang- autonomous and stealthy unmanned

, iai, iai, , er. It weighs no more than 20 grams and s cle based mobilisation / deployment config- aircraft capable of striking targets with Alenia Aermacchi Sky-Y urations including on-the-move operation. can take colour images and relay them real precision at long range, even in tem s y A unique electrically propelled tacti- back to ground control in real time. • another continent, is even possible. It s it cal UAS combining silent electric propul- is an unmanned combat aircraft system b sion with a high quality EO/IR/Laser pay- IAI Ghost (UCAS) advanced technology demon- load, Elbit’s Skylark II is capable of flying strator. About the size of a BAE Systems covertly at low altitudes and under cloud Hawk Jet, Taranis is jointly funded by cover. It provides day and night target de- the UK MoD and UK industry and is man-

left to right: el tection, positive identification and con- aged by the UK MoD’s Unmanned Air s tinuous tracking undetected. The electric Systems Project Team in the Defence propulsion of the air vehicle reduces the Equipment and Support organisation need for air vehicle refuelling and engine based in Bristol. Taranis was formally hotograph P maintenance. • rolled out in July 2010. •

Issue 6 • 2012 SP’S AVIATION 35 Military Unmanned

It is in this context that the USAF’s UAS Flight Plan 2009- 2047 documents future developments in all spheres of platforms, navigation, control systems and equally importantly doctrine and the human resource requirements. The document envisions ‘automated, modular, globally connected and sustainable multi-mission UAS’, which would result into a ‘leaner, more adaptable and efficient air force that maxi- mises its contribution in the Joint Force’. As we look beyond the centenary of unmanned aircraft in 2018, one does not envisage changes to some of the basic combat and combat support roles. The UAS would continue to provide surveillance and reconnaissance in different spectrums, electronic warfare (EW), information warfare (IW) and strike capability with use of UCAV, logistics and transportation, and radio relay as an important element of network-centric warfare. As a spin-off, a number of applications in the civil- BAE & Dassault’s Telemos ian domain for mapping natural resources, disaster management and transportation of men and material to remote areas, would also continue to be the focus of the future roles of UAS. Undoubtedly, the future for UAS is bright with technological strides expected in many complementary systems. As proph- payload permeability through foliage and walls for providing esised by the Moore’s law, the ongoing exponential growth in total transparency in the battlefield equally vital during anti- computing power would bring about unimaginable improve- terrorist operations. Meanwhile, advances in materials and in ments in robotics and artificial intelligence. The hitherto in- micro and nano-sized technologies would provide better ener- accessible spectrums in radio, radar and laser would allow gy efficiency to provide further ranges and longer endurance.

Northrop grumman X-47B Northrop Grumman Firebird Aerovironment Based on the Block 20 configuration, Nano Hummingbird Euro Hawk will be equipped with a new signals intelligence (SIGINT) mission system developed by Cassidian, providing standoff capability to detect electronic intelligence (ELINT) and communications intelligence (COMINT) emitters. With a wingspan larger than a commercial airliner, endurance of more than 30 hours and a maximum altitude Northrop Grumman of more than 60,000 feet, Euro Hawk is AeroVironment an interoperable, modular and cost-ef- Northrop Grumman’s X-47B is a tail- fective replacement to the aging fleet of Since the introduction of Pointer in 1986, less, strike fighter-sized unmanned manned Breguet Atlantic aircraft, which AeroVironment has developed many aircraft currently under development have been in service since 1972 and unmanned aircraft systems and the by Northrop Grumman as part of the US was retired in 2010. Raven, Puma AE and Wasp systems con-

orthrop grumman orthrop Navy’s Unmanned Combat Air System Bat is Northrop Grumman’s fam- tinue to set the standard for what small N Carrier Demonstration (UCAS-D) pro- ily of affordable, medium altitude, multi- UAS can accomplish in the most challeng- gramme. Under a contract awarded in mission unmanned aircraft systems. ing conditions. 2007, the company designed, produced This product line can be configured with AeroVironment has accomplished a ironment, ironment, V and is currently flight testing two X-47B differently-sized fuel tanks and different milestone—controlled precision hover- ero

A aircraft. In 2013, these aircraft will be sensor payloads to meet ever-changing ing and fast-forward flight of a two-wing, used to demonstrate the first carrier- tactical missions, including intelligence, quisition and communications relay. flapping wing aircraft that carries its own based launches and recoveries by an surveillance, reconnaissance, target ac- The company’s Firebird is a new energy source, and uses only the flapping autonomous, low-observable relevant breed of aircraft system that increas- wings for propulsion and control. It is part

ault aviation, aviation, ault unmanned aircraft. Northrop Grumman bat es real-time data collection through of the contract awarded by the Defense ss

a The Euro Hawk developed and built simultaneous use of multiple intel- Advanced Research Projects Agency to D for the German Ministry of Defence, is ligence, surveillance, reconnaissance design and build a flying prototype “hum- e: s the first international derivative of the (ISR) and communications sensor mingbird-like” aircraft for the nano air vehi- combat-proven, high-flying RQ-4 Global payloads on a single platform. The sys- cle programme. The final concept is called

clockwi Hawk HALE UAS. It is also Northrop Grum- tem was designed for either manned or the ‘Nano Hummingbird’ and is capable s man’s first trans-Atlantic cooperation unmanned flight. The data that Firebird of climbing and descending vertically, with Germany and EADS Deutschland gathers is placed into a single tool that flying sideways left and right, flying for- GmbH, operating through Cassidian, the allows users to easily exploit the data ward and backward, as well as rotating hotograph P defence and security division of EADS. to make decisions. • clockwise and counter-clockwise. •

36 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Military Unmanned

profiles, not being allowed to cross the LAC. Operations in such confined combat zones would be further enhanced with micro and nano-sized swarms of UCAVs. Since the unmanned aircraft is not limited by human performance or physiological characteristics, sustained persistence and ma- noeuvrability can be availed with use of UAS. Higher endurance using solar energy, fuel cells, etc is also not limited to human endurance. At present such UAVs are already being flown. To absorb newer technology, the structures would be made of light weight stealth materials and modular in nature to ensure easier maintenance and logistics support. Future UAS will require access to an interoperable and responsive network system capable of sharing actionable information. Open architecture is already a ‘mantra’ for all such network systems, which will undergo rapid changes with future technologies. The USAF is working towards op- Selex CREX-B hotograph: Selex galileo

P erationalising global information grid (GIG) along with tactical sub-systems to ensure interoperability. USAF is also planning on newer tools for visualisation, data archiving, tagging and auto tracking necessitated with over a million hours be- In the ongoing Operation Enduring Freedom, one has ing flown every six months in various theaters of conflict. witnessed with telling effect, the use of armed UAS in Af- The future UAS would be capable of multi-tasking, though ghanistan and in parts of Pakistan, latter not really a pro- their classification based on size and weight would continue nounced battle zone. Such ability to operate in restricted to govern their immediate employability. But it is the data contested area is certainly a battlefield enabler, which one link integration, which will be vital for interoperability and wish IAF could have possessed during the Kargil operations. rapid sharing of intelligence. Network management is one IAF combat aircraft were then constrained in their attack core area, which the IAF and other two services need to ad-

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Issue 6 • 2012 SP’S AVIATION 37 Military Unmanned

dress urgently for the bandwidth availability, EMI/EMC and Solar-powered: QinetiQ’s for sharing of data without delays. It is possible that in the Zephyr HALE UAS foreseeable future with advances in artificial intelligence, we will witness a futuristic integrated, autonomous, unmanned combat system, which would incorporate features of both the unmanned aircraft system and an unmanned ground system. If I may call it the unmanned ground and aircraft combat system (UGACS), which will fly, land vertically, fur- row, burrow, attack and fly back to home country. For us in India, such bright future for the UAS will have its share of difficulties in research and development, ade- quacy of bandwidths, airspace management, data management and interoperability. According to Defence Research and Development Organisation (DRDO) chief Dr V.K. Saras- wat, by 2030, the percentage of the manned fleet will have been reduced significantly. But it depends very much on how smart and intelligent we can make these systems. He highlighted the Nishant UAV, Rustom-1 MALE UAV, and the Indian unmanned strike air vehicle (IUSAV)—the country’s able joint document in collaboration with the DRDO, Indian classified UCAV programme, based on a stealth flying wing Space Research Organisation (ISRO), Directorate General of design similar to existing stealth UCAVs like the Neuron and Civil Aviation (DGCA), Ministry of Home Affairs (MHA) and the Taranis. The IUSAV would enter service in 10-15 years, and Ministry of Defence (MoD) to chart out a comprehensive in- would operate alongside a solar-powered HALE UAV under digenous blueprint for UAS operations till 2030. This will go development with HAL. a long way in planning for not only the technologies but also It is incumbent upon the services to bring out an action- induction and training of future operators. SP

Selex Galileo ASIO Dassault Aviation nEuron UCAV demonstrator

Selex Galileo Dassault Aviation elex galileo s Selex Galileo provides a number of Mini/ payload and has an endurance over 30 The Neuron UCAV Demonstrator is led partner with responsibility of design and Micro UAS, with rotary wings as ASIO, minutes with a MTOW of 6.8 kg. The ASIO-B by the French Dassault Aviation, based production of the electric power gen- tion, tion,

via DRAKO and SPYBALL and fixed-wing as can be operated in automatic or semi-auto- on the Swedish Saab, Alenia Aermacchi eration and distribution; of the air data A CREX-B. The CREX-B, a multi-configuration matic modes and is programmed through Italian, Spanish EADS-CASA, the Greek system (sensor for flight parameters ault ault micro-mini fixed wing UAS, is characterised its ground control station. The SPYBALL-B HAI and RUAG of Switzerland. Dassault, and algorithms); of the low-observability ss a

D by an innovative pitch and motor controller is a Micro VTOL UAS specifically designed the prime contractor for the programme, components and, above all, of the inte- , , q that allows it to be easily hand launched for over the hill intelligence with a MTOW has made contributing to the stealth ele- grated weapon system with full auton- by the operator with a short/vertical hand of 2 kg and an endurance of 30 minutes. ments (edges, trailing edges, air intake, omy of submarine operations, the smart release method. The UAS can also be The ducted fan feature increases system …) on its sites of Argenteuil and Biarritz, integrated weapon bay (SIWB). e: Qineti s launched from a bunker or from inside a safety and robustness. The DRAKO MICRO while carrying out the assembly of the BAE Systems and Dassault Aviation vehicle without exposing the operator as a UAS is a quad-rotor electrical system drone in Istres. Saab has provided the have joined hands to meet the United

clockwi large open space is not required for launch. designed for commercial and security forward fuselage and central rear sec- Kingdom and French Governments s The ASIO-B is a fully automatic electrical operations such as law enforcement, tion HAI, RUAG release of the pantograph requirement for a next generation MALE vertical take-off and landing (VTOL) UAS emergency response, disaster control and arms, the two EADS-CASA and Alenia half- UAS Telemos programme. Telemos is specifically designed for “hover and stare” management, SAR, environmental moni- wing doors of the two arms to hold. named after a mythical cyclops having hotograph P and surveillance roles. It carries a 1.8 kg toring and other requirements. • Alenia Aermacchi is a first-level long-range vision. •

38 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Military Unmanned

AAI Shadow 200 QINETIQ Zephyr Saab Honeywell Saab’s Skeldar is a versatile system for Honeywell’s T-Hawk micro air vehicle a wide range of applications such as (MAV) is a modular, scalable family of reconnaissance, identification, target systems that offers unprecedented acquisition and electronic warfare. Skel- situational awareness in both urban and dar maritime provides fleets with situ- open terrains. Featuring vertical takeoff ational awareness by scouting ahead and and landing, the lightweight and portable identifying potential threats. The UAS is T-Hawk is a combat-proven unmanned designed to provide real-time intelligence micro air vehicle that can be quickly AAI Textron Systems and surveillance as a force multiplier. QinetiQ deployed. T-Hawk is easy to assemble With its agile flight performance and wide and can be airborne within 10 minutes. AAI’s Shadow tactical unmanned aircraft range of surveillance systems, Skeldar QinetiQ’s Zephyr high-altitude long- It is simple to fly with minimal training. system is the US Army and Marine Corps lets you see what is over the horizon. endurance unmanned aerial system With unique hover and stare capability, cornerstone intelligence-gathering sys- Likewise, Skeldar V-200 civil security (HALE UAS) programme has resumed T-Hawk supports advanced intelligence, tem, the Shadow 200. The Aerosonde helps assess what situation lies ahead. It flight testing and payload evaluations surveillance, and reconnaissance (ISR) small UAS is a unique unmanned aircraft provides teams with situational awareness in Yuma, Arizona. The Zephyr concept is with real time video documentation. • for military, civil, meteorology, and sci- by searching an area for those who may be designed to offer solar-powered, persis- onewell H , , entific operations in challenging envi- in danger and hard to reach. It has the abil- tent coverage with continuous mission Honeywell T-Hawk q ronments from the tropics to the Arctic. ity to stay in the air for several hours allow- durations of up to three months at a rev- ineti q Likewise, AAI’s universal ground ing one to see, act and save lives. • olutionary low-cost per flight hour. Capa- control station (UGCS) is a miniature ble of carrying a variety of payloads,

group, group, unmanned aircraft with quiet electric oper- the applications of the system include b SAAB Skeldar V-200

aa ation and fast, easy launch and recovery. wide area surveillance, communications s Lockheed Martin has recently relay, specific target monitoring, anti- conducted the first launch of a Shadow piracy efforts, route monitoring, coun- Hawk precision-guided weapon re- ter-IED, border security, and local area cently from a Shadow 200 unmanned security. An ultra-lightweight carbon- aircraft system (UAS). Shadow Hawk is fibre aircraft, Zephyr weighs less than an 11-pound class, 2.75-inch-diameter, 100 pounds with a wingspan of up to 75

left to right: def.gov, left to right: def.gov, 27-inch-long drop-glide weapon. Its low feet. It is solar powered during the day s weight enables the Shadow UAS to main- using United Solar Ovonic amorphous tain longer time-on-station for perform- silicon arrays and at night it is powered ing critical reconnaissance, surveillance by lithium-sulphur batteries supplied by hotograph

P and target acquisition operations. • the SION Power Corporation. •

Issue 6 • 2012 SP’S AVIATION 39 Military Diplomacy

Air Chief Marshal N.A.K. Browne, Chief of the Air Staff, presenting the IAF souvenir to General Jean-Paul Paloméros, Chief of Staff of the French Air Force, during his four-day goodwill visit to France. Chief Flies Rafale

Air Chief Browne had a one-hour sortie in the Rafale aircraft, demonstrating the IAF’s keenness in acquiring the aircraft

ir Chief Marshal N.A.K. Browne flew the Rafale of IAF’s airbases including Jaisalmer and Gwalior. aircraft, during his four-day goodwill visit to France Browne also met Jean-Yves Le Drian, the new French De- from May 21-25. The Chief’s one-hour sortie in the fence Minister; Admiral Édouard Guillaud, French Chief of De- aircraft, demonstrated the eagerness of the Indian fence Staff; Ingenieur Général de l’Armement (IGA) Laurent

e AAir Force (IAF) in acquiring the medium multi-role combat Collet-Billon, Director General of the French Defence Technol- c aircraft (MMRCA) at the earliest. The Chief visited the Rafale ogy and Procurement Agency (DGA). The visit aimed at ex-

ir for Squadron to get a first-hand impression of the aircraft as panding the already robust bilateral military-to-military ties a

an also to see Rafale’s production facilities to review the prog- between the two countries and was very significant as it was di

In ress of the various projects being carried forward as joint the first high level official visit from India to France after the ventures between the two countries. new government took office. He also visited Cognac, Istres and phs: a The Air Chief met Chief of Staff of the French Air Force, St. Dizier airbases of the French Air Force (FAF). General Jean-Paul Paloméros, who had come on a visit to The IAF Chief also interacted with the IAF team currently hotogr

P India in September 2011, wherein he had also visited some in France for the Mirage 2000 aircraft upgrade programme. SP

40 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Military Diplomacy

Air Chief Marshal N.A.K. Browne, Chief of the Air Staff, and General Jean- Paul Paloméros, Chief of Staff of the French Air Force, during the Guard of Honour in Paris.

Air Chief Marshal N.A.K. Browne, Chief of the Air Staff, after a sortie in the Rafale Aircraft at St. Dizier Airbase. Also seen in the picture are commandant (Squadron Leader) Kubiak Thierry, Commander of the Rafale Squadron and General Jean-Paul Paloméros, Chief of Staff of the French Air Force.

Issue 6 • 2012 SP’S AVIATION 41 Military IAF’S C-130J

Group Captain Tejbir Singh, Commanding Officer, Hercules Squadron, and crew being received by Air Force Officials at Car Nicobar airbase Big Leap C-130J Super Hercules lands at Car Nicobar Air Force Station

n yet another accomplishment, the C-130J Su- this remote and far-flung island base of the Indian Air Force. per Hercules aircraft touched down at Air Force Sta- The C-130J is one of the latest warbirds with state-of- tion, Car Nicobar on May 28, 2012, on its maiden flight the-art avionics and defensive suites. This aircraft has the to the island airbase. After almost six-hour-long flight ability to execute special operations which shall involve not Ifrom Air Force Station Hindon, Group Captain Tejbir Singh, only the Air Force elements but also Army and Naval forces e c Commanding Officer of the Hercules Squadron accom- to achieve the assigned task by displaying a great synergy or F plished the task of landing at Car Nicobar Airbase. The crew between them. This also showcases the IAF’s ability and ir A was received by the Chief Operations Officer Wing Com- operational infrastructure to induct a variety of forces and mander Sanjay M. Nijai. The Chief Staff Officer (CSO) Opera- technology. This endorses the vision of the planners to in- ndian I tions HQ Andaman & Nicobar Command, Air Commodore duct the magnificent machine into IAF. It was a proud and

raph: T.K. Sinha was also present on the occasion. For some, it historic moment for IAF, which will go down the annals of g was just yet another landing. In fact it marked a big leap for the Air Force’s only island base rightfully known as ‘Com- hoto

P the Indian Air Force in projecting its strategic reach even at mendable Carnic’. SP

42 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net Hall of Fame pril 16, 1912, dawned the Fédération Aéronautique Interna- flight in Mexico, when her engine sud- cold and grey over Dover, tionale licence and on August 1, 1911, denly quit, she calmly glided back to a England. Harriet Quimby became the first licensed female avia- safe landing. stood shivering slightly tor in the United States. She was the On that dreary April morning at Do- in a windswept field, her second woman in the world to be so ver, as Harriet fired up the engine of gazeA shifting uncertainly from her qualified. the Blériot—a 50-horsepower single- gleaming aircraft to the bleak sky. Harriet soon joined the exhibi- seat monoplane—she recalled the last On a clear day, she could have spot- tion circuit and seemed in a hurry to few months. She had kept the planned ted Calais, France, just 22 miles away. set more flying records. Tall, slim and exploit secret because she feared an- Not today, though. A small crowd strikingly attractive, she immediately other woman might try to get in before had gathered, wondering if Har- her. She also felt that people might riet would really become the first try to stop her because of the dan- woman to fly across the English gers involved. Finally, she took off. Channel. Harriet had never flown Flying at altitudes between 1,000 long-distance over the sea. Louis feet and 2,000 feet in freezing Blériot, the first pilot to cross the cold and thick fog, she had to rely Channel, in July 1909, had loaned solely on her compass for naviga- her a Blériot XI—one of the tricki- tion. Just 59 minutes later, she put est planes he ever designed. A the aircraft down safely at a beach friend taught her to use a small some miles from Calais, becoming compass and reminded her stern- the first woman to fly across the ly that if she strayed even five English Channel. Sadly, her feat miles off course she could prob- was swamped by the tidal wave ably disappear in the icy waters of media attention devoted to the forever. Anyone less determined sinking of the “Titanic” the previ- might have called off the attempt. ous day. Many years later, Amelia But Harriet later wrote, “I was Earhart would write: “To cross the annoyed from the start by the at- Channel in 1912 required more titude of doubt on the part of the bravery and skill than to cross the spectators that I would never re- Atlantic today.” ally make the flight. They knew Harriet Quimby Harriet Quimby’s flying ca- I had never used the machine (1875 - 1912) reer did not last much longer. On before and probably thought I July 1, 1912, during the Annual would find some excuse at the last Boston Aviation Meet, she took off moment to back out of the flight. America’s First Lady of with a passenger and climbed to This attitude made me more de- the Air lost her life just 11 1,500 feet. Suddenly, to the hor- termined than ever to succeed.” ror of the onlookers, the aircraft Harriet Quimby was born in months after she learned to pitched sharply downwards. The Michigan, USA, in 1875, of farm- fly. But her brief spell had a passenger fell out and plunged to ing stock. In 1903, she joined his death. Seconds later, Harriet Leslie’s Illustrated Weekly in major influence on the role was also fatally flung out. The New York and quickly became fa- of women in aviation. She cause of the accident was never mous as one among the country’s fully explained. Did a cable get first women reporters. Over the once said, “Flying is a fine, entangled in the steering mech- next nine years, more than 250 dignified sport for women; it anism, causing her to lose con- of her articles were published. trol? Did she suffer a momen- Her interest in machines and is healthy and stimulates tary concentration lapse and the speed perhaps made it inevitable marginal stability of the Blériot that she would be enticed by fly- the mind.” do the rest? And why were they ing. Although not a vocal femi- not wearing seat belts? What- nist, she had a strong conviction ever the explanation, “America’s that women, given half a chance, First Lady of the Air” lost her could fly just as well as men. In Octo- captured the public’s fancy. Instead life just 11 months after she learned ber 1910, she met John Moisant, who of using men’s flying clothing, she to fly. But her brief spell had a ma- had been Blériot’s student and ran a designed a costume of purple, wool- jor influence on the role of women in flying school. Unlike the Wright broth- backed satin, with a cowl hood of the aviation. She once said, “Flying is a ers, who declined to teach women to same fabric. In September 1911, dur- fine, dignified sport for women; it is fly, Moisant agreed to take Harriet ing a moonlit night, she flew over a healthy and stimulates the mind.” Is on. She had a natural talent for fly- crowd of 15,000 spectators in New anyone listening? SP ing and excelled under his training. York, becoming the first woman ever —Group Captain (Retd) Within four months, she appeared for to pilot a plane at night. Later, during a Joseph Noronha, Goa

Issue 6 • 2012 SP’S AVIATION 43 newsDigest BY SP’s Special Correspondent

HAL signs tripartite Six LCA Squadrons by 2022 India to order Honeywell for night flight operations. NAL is contract for MTA project engines for Jaguar? also looking to develop a fully new It has been revealed that the In- tactical UAV with Kadet Defence, dian forces will induct six squad- though it is not known if this will rons of the indigenous LCA Tejas be on a ready-made platform. The by 2022—or by the end of Thir- company already has UAVs, includ- teenth Five Year Plan period. ing the flying wing Firebee, and Revealing this in Parliament, has pitched its Javelin-X products Defence Minister A.K. Antony to the Army for a pilotless target said, "There has been delay in aircraft requirement. • the manufacturing of indigenous light combat aircraft (LCA) Tejas. IAF looks for all-terrain Following criticism of delays, This is a design and develop- The Honeywell F125 IN turbofan light strike vehicles for the Hindustan Aeronautics Ltd ment project and the Aeronauti- is on offer as a replacement en- special ops (HAL) has signed a tripartite cal Development Agency (ADA) gine for the IAF's Jaguar deep general contract with United is the nodal organisation for penetration strike aircraft fleet. Aircraft Corporation-Transport the development of light com- Last year, the Indian Govern- Aircraft (UAC-TA), their Rus- bat aircraft, Tejas. The initial ment scrapped the Jaguar re- sian partner and their JV, Mul- operational clearance-1 (IOC-1) engine effort after Rolls-Royce tirole Transport Aircraft Ltd for the Tejas has been achieved pulled out, leaving a single-ven- (MTAL) for the multi-role trans- on January 10, 2011. Currently, dor situation—an unviable posi- port aircraft (MTA) project. LCA development activities lead- tion in competitive contracting. HAL will carry out the design & ing to final operational clearance While HAL has been known to development of its work share are in progress. The deliveries jump the gun before, it is pos- of MTA at Aircraft R&D Centre of aircraft are scheduled in the sible that the government is ne- After the Army expressed inter- at Bangalore while its Trans- Twelfth Five Year Plan period. gotiating a foreign military sales est in similar equipment a few port Aircraft Division (TAD) It is planned to induct six LCA (FMS) contract for the new Hon- months ago (Reported in SP's at Kanpur will manufacture squadrons by the end of Thir- eywell engines, and sidestep- Land Forces, Page 37, Issue 2 the prototypes. Serial produc- teenth Plan." ping a competition repeat. Last of 2012), the Indian Air Force is tion will take place at Kanpur Six squadrons is a much year, the IAF had ruled out the looking to procure an undisclosed where dedicated facilities are lower figure than the pro- proposition of an engine upgrade number of all terrain light strike being set up. HAL's other R&D gramme originally envisaged, (which is what Rolls-Royce's of- vehicles (ATLSVs) to operate as centres and manufacturing since it was intended as a MiG- fer effectively was); leaving only "offensive weapon platforms in divisions will share develop- 21 replacement. While official Honeywell in the reckoning. • all terrain configurations to meet ment of systems and LRUs and estimates do not exist, HAL special operations requirements manufacture of components, sources say the IAF and Navy Soon, an unmanned Hansa of a small team". Like the Army, sub-assemblies and composite were expected to order a total the IAF is principally looking at structure. of at least 400 aircraft for the a high-mobility platform, with The Indian and Russian project to be anywhere close to 3,500 kg unladen weight class Governments had earlier viable. The Air Force currently category with a payload capacity signed an Inter-Governmental has 48 LCAs on order—eight of 900-1,200 kg. Agreement for joint design, limited series production (LSP) Also, the vehicles the IAF is development and production aircraft and 40 LCA Mk.I. In Jan- looking for will be for reconnais- of MTA on 50:50 sharing basis uary last year, the IAF asserted sance and patrol roles for all arms, and had decided to form a JV that it had projected a need for need to provide space and cross between HAL, UAC-TA & Ro- 83 LCA Mk.II aircraft, powered The indigenous Hansa general mobility in all terrains (including soboronexport to execute the by the more powerful GE F414 purpose trainer aircraft could high altitude and deserts) to small project. The primary objective turbofan engine. This adds up soon have an unmanned ava- IAF special ops parties/teams (ap- is to achieve self-reliance in to a total of 131 aircraft for the tar. Maker of the all-composite proximately six) for independent design and development and IAF. The Navy recently received aircraft, the Bangalore-based operation. The IAF prefers the production of aircraft of this clearance for the induction of National Aerospace Lab (NAL), vehicles to be right-hand drive, size and also to manage the nine LCA Navy Mk.I aircraft, but has tied up with private Indian para-droppable, heli-portable by programme with international is expected to order at least 30 of player Kadet Defence Systems current helicopters of the IAF and collaboration and a large num- the Mk.II variant. This still adds Ltd to spin off an optionally un- with adequate mounts for differ- ber of global suppliers. up to only 171 aircraft from the manned version of the Hansa. ent armaments. While the IAF has The aircraft will be designed indigenous programme. • The aircraft, which first flew in not specified a number, it is likely for the roles of cargo/troop 1993, and is now flown at six fly- to be looking for an initial order of transportation; para-drop/air ing clubs across the country, has at least 30 vehicles. Indian firms drop of supplies including low failed to make headway into In- like Tata and Mahindra, and for- altitude parachute extraction dia's armed forces as an ab initio eign firms like BAE Systems and system (LAPES). The joint effort trainer, one of its stated profiles. General Dynamics are expected to seeks to meet a requirement of The proposition of an un- show interest. • 100 aircraft for the Russian Air manned version throws up the pos- Force, 45 aircraft for the IAF sibility of military use, perhaps as For complete versions log on and 60 for export. Total require- a tactical surveillance drone or for to: www.spsaviation.net & ment for the present is 205. • special missions. It is also suitable www.spsmai.com

44 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net newsDigest Military Australia selects contractor) and Alenia RoundUp C-27J Spartan Aermacchi. Quick Asia-Pacific Americas Australia Antony hikes financial powers of Service HQ Inquiry into counterfeit • The Australian Army’s fleet of armed To accelerate the process of electronic parts reconnaissance helicopters (ARH) has procurement for the armed A Senate Armed Services returned to regular training activities forces, the Defence Minister Committee investigation dis- following the lifting of a temporary A.K. Antony on May 28 gave covered counterfeit electronic suspension that was put in place on his ‘in principle’ approval to parts from China in the US May 16, 2012. The suspension was a threefold hike in the del- Air Force’s largest cargo put in place following the detection egation of financial powers Finmeccanica has been plane, in assemblies intend- of fumes in the cockpit of the aircraft. to Service Headquarters— selected by the Australian ed for Special Operations from the current `50 crore to Government to supply 10 helicopters, and in a Navy Boeing `150 crore. The decision was newly built Alenia Aermacchi surveillance plane among taken at a meeting where C-27J Spartan battlefield 1,800 cases of bogus parts, as • Boeing has delivered the eighth Antony had with the three airlifters. The total value indicated in a released com- C-17 Globemaster III to the Royal Service Chiefs—Admiral of the contract, which also mittee report. Air Force during a ceremony at the Nirmal Verma, General V.K. includes logistic support and company's final assembly facility Singh, Air Chief Marshal training, is around EUR 800 US Navy, Air Force develop in Long Beach. The first RAF C-17s N.A.K. Browne—and the De- million (AUSD 1.4 billion). engine modification entered service in 2001 and have fence Secretary Shashikant The first aircraft are expected The US Navy and Air Force surpassed 74,000 flight hours, 15 Sharma. A detailed review to be delivered in 2015. The stand to save more than $2 per cent above the projected rate. of the security situation was acquisition of the aircraft billion after jointly develop- The UK Ministry of Defence, citing also made at the meeting. will be conducted through a ing an engine modification ongoing demand, ordered additional Antony directed the three foreign military sales (FMS) that will keep critically airlifters for delivery in 2008 and Service Chiefs to explore arrangement with the United important aircraft flying for 2010 and contracted for its eighth more avenues for giving States and the contract will years. The two services and C-17 in March. permanent commission to be awarded to the partner- industry worked together to women in the armed forces. ship between L-3 (as prime develop and field a Canada

• The Government of Canada has awarded a one-year contract for the maintenance of the Canadian Boeing delivers First EA-18G Growler featuring Forces' fleet of five CC-150 Polaris BEL cockpit sub-assembly (Airbus) aircraft to a Mirabel-based company, L-3 MAS (Military Aviation oeing on May 3 delivered to the US Navy Services) following a competitive the first EA-18G Growler electronic at- selection process. The CC-150 Po- Btack aircraft with a cockpit sub-assembly laris is a multi-purpose, twin-engine, produced by Bangalore-based Bharat Electron- long-range jet aircraft that is used ics Limited (BEL). The sub-assembly provides for passenger, freight or medical cockpit floodlighting compatible with the air- transport, and VVIP transport. Two of craft’s night vision imaging system (NVIS). the aircraft are also configured for Boeing awarded BEL an initial contract in strategic air-to-air refuelling. March 2011 for work on Super Hornet cockpit sub-assemblies. That contract included options Elbit Systems to renew annually for up to four years. As a re- • Elbit Systems Ltd has announced sult of BEL’s demonstrated performance, Boe- that it has been awarded an ap- ing recently exercised an option to renew the proximately $160 million contract contract for another year. by a European customer, to supply “BEL continues to demonstrate its capa- unmanned aircraft systems. The bilities and its position as a valued partner to assemblies also will be installed on Boeing F/A- systems will be supplied over the next Boeing,” said Dennis Swanson, Vice President of 18E/F Super Hornets. two years. International Business Development for Boeing In addition to its F/A-18E/F and EA-18G Defense, Space & Security in India. “BEL’s work work, BEL provides Identification Friend or Foe Northrop Grumman on P-8I, Super Hornets and Growlers is anoth- interrogators and Data Link II communications er example of how Indian companies are be- systems for the Indian Navy’s fleet of P-8I mari- • Northrop Grumman Systems coming a part of the global supply chain while time reconnaissance aircraft. Boeing and BEL Corporation, El Segundo, California, Boeing helps them expand their opportunities also partnered to establish the Analysis & Experi- has been awarded a $51.3 million across the global aerospace industry.” mentation Centre in Bangalore in 2009. The cen- cost-plus-incentive-fee contract for Other EA-18G parts produced by BEL in- tre is a resource for collaboration, experimen- multi-platform radar technology clude a complex-machined stowage panel for tation and discovery where the two companies insertion programme radar system the Joint Helmet Mounted Cueing System con- work together to help the Indian armed forces development and demonstration, nector cable and an avionics cooling system understand the potential operational impacts of ECP-025, radar modification for fan test switch panel with an NVIS-compatible new system concepts, innovative technologies, Global Hawk Block 40. Work is to be floodlight assembly. Some of these cockpit sub- and emerging and evolving processes. • completed by March 2015.

Issue 6 • 2012 SP’S AVIATION 45 newsDigest Appointments Swiss pilots fly Gripen E/F RoundUp test aircraft in Sweden Quick Indian Air Force Superannuation of the Vice Chief of Air Staff (VCAS), Air Oman Marshal K.K. Nowhar on May 31 has set in motion a chain of postings amongst the top leadership of the IAF. Details of • The Royal Air Force of Oman has the new incumbents at Air HQ and different Commands are signed a contract with Airbus Military as follows: for the acquisition of eight C295 air- • VCAS: Air Marshal D.C. Kumaria craft, five of them configured as tactical • AOC-in-C WAC: Air Marshal Arup Raha transports and three as maritime patrol • AOC-in-C CAC: Air Marshal J. Chauhan aircraft. They will be delivered from next • SASO HQ WAC: Air Marshal P.S. Gill year. The aircraft are upgraded to fly in • SASO HQ SWAC: Air Marshal S.S. Soman Starting May 4, a team of hot and dusty conditions. • SASO HQ CAC: Air Marshal R. Rai test pilots and flight test • SASO HQ SAC: Air Marshal R.K. Jolly engineers from the Swiss Air Pratt & Whitney Force and the Swiss federal Bharat Electronics Limited defence procurement agency, • Pratt & Whitney Canada continues Effective May 24, Amol Newaskar has taken charge as Direc- Armasuisse, visited Saab to see a sustained demand for tor (Other Units) of Navaratna Defence PSU Bharat Electron- in Linköping in Sweden to regional turboprop aircraft and ics Limited (BEL). As Director (Other Units), Newaskar will perform test flights with the estimates a market for 3,000 head eight units of BEL located at Ghaziabad, Panchkula, Gripen E/F test aircraft. regional turboprop aircraft in the Navi Mumbai, Kotdwara, Pune, Hyderabad, Chennai and next 20 years, with the majority of Machilipatnam. Northrop Grumman gets the regional aircraft in the 70- to ISR NATO contract 100-seat capacity. CAE Northrop Grumman Corpo- CAE has appointed Gene Colabatistto as its new Group Presi- ration has announced that Raytheon dent, Military Simulation Products, Training and Services. it has signed a $1.7 billion contract for NATO's alliance • Raytheon has been awarded an EMBRAER ground surveillance (AGS) $85.5 million firm-fixed-price/cost- José Antonio Filippo has been named Chief Financial Officer system. Operating under plus-fixed-fee contract to procure of Embraer. NATO command, AGS is Griffin missiles. First delivery order expected to be the major data is for the procurement of 22 all-up- Hawker Beechcraft source for NATO's system for rounds and 43 telemetry rounds to Hawker Beechcraft Global Customer Support (GCS) has an- joint intelligence, surveillance be completed by July 31, 2013. nounced that it has appointed Harrods Aviation at Luton Air- and reconnaissance (JISR). port, United Kingdom, as a limited service centre to support Rolls-Royce its Hawker 750, 800, 800XP, 850XP and 900XP business jets. Civil Aviation • Rolls-Royce has secured contract United Technologies Corporation extensions, which will see the United Technologies Corporation has announced the appoint- Asia-Pacific company provide ongoing support for ment of Mick Maurer as President of its Sikorsky Aircraft engines on the UK’s C-130 Hercules Corporation subsidiary, effective July 1. AirAsia receives its 100th transport and VC10 tanker fleets. A320 from Airbus The contracts are worth almost £100 million to Rolls-Royce. modification to CFM Corps pilot Lt. Colonel Fred International's CFM56-2 Schenk piloted the aircraft, Royal Air Force (F108) engine, allowing them known as BF-11, which de- to restore exhaust gas tem- parted Naval Air Station Fort • A deal with Marshall Aerospace for perature margins, increase Worth, Joint Reserve Base, £350 million by UK’s MoD to main- fuel economy and extend Texas at 10:02 a.m. CDT for an tain the Royal Air Force's Hercules their time between overhauls approximate 90-minute flight aircraft will support 500 jobs. The from 10 to 15 years. to Florida’s Emerald Coast. majority of the jobs are based in the company's facility at Cambridge F-35s now call Eglin Europe AirAsia marked another Airport. Work will also be under- AFB home milestone on the way to taken by Lockheed Martin at sites in NATO declares missile becoming the largest A320 Havant, Stansted and Gloucester, and defence system operational operator worldwide by ac- by Rolls-Royce and its subcontractor During its first session at cepting its 100th aircraft Vector Aerospace in Filton, Hook, the 25th NATO summit, the on May 24, celebrating this Croydon and Brize Norton. alliance’s senior governing event with a special touch body declared operational the that underscores the close Russia missile defence system it en- relationship established dorsed at its November 2010 between this low-cost carrier • Company President Alexey Fedorov summit in Lisbon, Portugal. and Airbus. Irkut has stated that he expects to During a news conference receive new orders this year for the The twelfth Lockheed Martin following the North Atlantic Airbus and Etihad Airways Yakovlev Yak-130 advanced jet trainer F-35 Lightning II destined Council session, Anders Fogh implement RNP-AR and light-attack aircraft. Russia's for the training fleet at Eglin Rasmussen characterised An Airbus A330-200 from Defence Ministry late last year had Air Force Base, Florida, was the accomplishment as true Etihad Airways has performed signed a production order for 55 of ferried on May 15. US Marine trans-Atlantic teamwork. the first high precision and

46 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net newsDigest Show Calendar environmentally efficient formance inertial reference RoundUp (RNP-AR) approach to Abu system (HPIRS) is a real Quick 7–9 June Dhabi International Airport. breakthrough in inertial CANNES AIRSHOW This flight marks the begin- navigation, as it combines the the twin-engine aircraft to equip the Cannes Mandelieu Airport, ning of full RNP-AR implemen- advantages of a civil certified nation's air force. Cannes, France tation throughout Abu Dhabi’s product with the perfor- www.cannesairshow.com entire terminal airspace. mances expected by military Saudi Arabia aircraft. This revolution- 11–15 June Europe ary system provides unique • Following agreement between the Eurosatory 2012 navigation capabilities and Governments of the Kingdom of Saudi Paris Nord Villepinte Embraer offers new TCAS II performances. Arabia and the United Kingdom of Exhibition Center, Paris 7.1 for jet portfolio Great Britain and Northern Ireland, www.eurosatory.com Embraer has received Rolls-Royce achieves new under the Saudi British Defence European Aviation Safety Trent 1000 milestone Cooperation Programme, BAE Systems 13–14 June Agency (EASA) certification Rolls-Royce, the global power has been awarded a contract for CANADIAN BUSINESS for the new traffic collision systems company, has suc- £1.6 billion (about $2.35 billion) to AVIATION ASSOCIATION avoidance system II (TCAS cessfully completed the first support the future aircrew training II) Version 7.1 for its en- run of an upgraded version CONVENTION & requirements of the Royal Saudi Air tire portfolio of in-service of the Trent 1000 that will be Force. Included within this require- EXHIBITION (CBAA 2012) executive jets including the the launch engine for the lat- ment is the supply of 22 BAE Systems Hilton Toronto Airport Hotel, entry-level Phenom 100 est member of the Boeing 787 Hawk advanced jet trainer aircraft Toronto, Canada and light Phenom 300, the Dreamliner family, the 787-9. and 55 Pilatus PC-21 aircraft. www.cbaa-acaa.ca/en/conven- super mid-size Legacy 600, The Trent 1000 Package tion/cbaa-2012 the large Legacy 650 and C programme will provide Singapore the ultra-large Lineage 1000 74,000 lb thrust for the 787-9 22–24 June executive jets. Dreamliner aircraft, which is • The Republic of Singapore Air Force AVIATION EXPO EUROPE due to enter service with Air (RSAF) has enhanced the intelligence, Bitburg Airport, Germany New Zealand in 2014. surveillance and reconnaissance www.expo.aero/europe Industry capabilities of the third generation Singapore Armed Forces as it inaugu- 26–27 June Americas S pace rated the Heron 1 unmanned aerial Airborne Early vehicle into 119 Squadron on May 23. Warning and Control Northrop systems for Americas New Delhi, India Citation Latitude Thales http://www.tangentlink.com/ Next-Generation “Space Airborne-Early-Warning-and- Fence” tracking • Thales has been successfully Control--New-Delhi-India- Space is vast and objects in selected by the South African Depart- -13th-14th-June-2012.html space are very dangerous to ment of Defence, South African Air each other. Countries that Force and Armaments Corporation of 9–10 July intend to launch objects South Africa (ARMSCOR) Ltd for five Military Airlift Asia into space need to know years through life support (TLS) of all Pacific what’s out there, in order Thales avionics equipment on-board Grand Copthorne Waterfront to avoid disasters like the several fleets of aircraft. Hotel, Singapore 2009 collision of two orbital www.smi-online.co.uk/events/ Cessna Aircraft Company has satellites. All they need to USA overview.asp?is=1&ref=3748 selected Northrop Grumman do is track many thousands Corporation navigation and of man-made space objects, • The Defense Security Cooperation 9–15 July global positioning systems travelling at about nine times Agency has notified Congress of a FARNBOROUGH for the new Citation Latitude the speed of a bullet, and possible foreign military sale to the INTERNATIONAL AIRSHOW business jet. The LCR-100 residing in a search area Government of Bangladesh to provide Farnborough Airport, Farn- and LCR-100N fibre-optic that’s 2,20,000 times the regeneration, overhaul, modifications, inertial navigation systems/ volume of oceans. and logistics support for four Lock- borough, UK global positioning systems heed Martin C-130Es and associated www.farnborough.com/air- (INS/GPS) are developed by SpaceX makes history parts, equipment, and training for an show-2012 Northrop Grumman Corpo- On May 25, 2012, Space estimated cost of $180 million. ration's navigation systems Exploration Technologies 23–29 July subsidiary, Northrop Grum- (SpaceX) made history when US Air Force EAA AIRVENTURE man LITEF. its Dragon spacecraft became Wittman Regional Airport, the first commercial vehicle • For the first time, the T-6A Texan Oshkosh, Wisconsing USA Europe in history to successfully II will fly as an aggressor aircraft at www.airventure.org attach to the International Nellis Air Force Base to take on the Thales new generation Space Station. Previously role of mock opponents for students 15–17 August inertial navigation system only four governments—the in the Weapons Instructor Course, LATIN AMERICAN Thales has been awarded a United States, Russia, Japan the core course of the USAF Weapons BUSINESS AVIATION contract by Embraer Defence and the European Space School. The T-6A Texan II is a two-seat, CONFERENCE & and Security to provide the Agency—had achieved this tandem, turboprop aircraft, and is EXHIBITION (LABACE) inertial navigation system challenging technical feat. primarily used in the Joint Primary Congonhas Airport, São (INS) and the GPS of the The vehicle was grappled by Pilot Training programme at Navy and Paulo, Brazil KC-390 military transport station’s robotic arm at 9:56 Air Force pilot training bases. www.abag.org.br aircraft. Thales high per- a.m. Eastern. •

Issue 6 • 2012 SP’S AVIATION 47 LastWord Log

Outven though Air India has had a glorious past, today, the After turnaround and airline appears to have descended into an irredeemable mess. International operations of the national carrier have been in privatisation, the only shambles since May 8, 2012, when the Indian Pilots Guild alternative with the (IPG), representing the pre-merger Air India faction, launched what began as an undeclared strike throwing international government today is to schedules out of gear leading to not only extreme discomfort to the travel- Eling public but also causing serious damage to the nation’s image in the gracefully shutdown the world. The strike has also served to aggravate the already doddering fi- airline to prevent it from nances of the airline. The strike has been triggered by a dispute between the IPG and the management over inclusion of pilots of erstwhile Indian sinking further into Airlines for conversion to the Boeing 787 Dreamliner. Members of the IPG the morass are apprehensive that their career prospects would be seriously compro- mised through this decision of the management. The strike has been wide- ly condemned and has even been declared as “illegal” by the Delhi High Court. Most regard the grounds on which the strike has been initiated by crats who have little knowledge or understand- the IPG as unreasonable, juvenile, and even preposterous. ing of the airline industry, have short tenures, Efforts to resolve the dispute and bring an end to the strike have been are mere handmaidens of the government and characterised by considerable posturing both by the pilots of the IPG and are under no pressure of responsibility or ac- the management of Air India, with the government throwing its weight countability. With mounting cumulative losses behind the latter. Both sides have been adamant, hanging on to their re- and crushing burden of debt both of which are spective intractable stance and there is no end to the strike in sight. There only set to increase in the future, the airline is is total absence of clarity and firmness on the part of the government or undoubtedly in serious financial crisis and has the management. The situation therefore continues to drift. reached a dead end. Performance of Air India has been on a continuous downslide, going It should also be abundantly clear that the from bad to worse especially after the merger in 2007. The airline has been way the airline is currently managed; it would lurching from one crisis to another and has been in the news for all the be imprudent to expect reversal in its fortunes wrong reasons. It is afflicted with record losses, shrinking market share and even after hefty infusion of funds. Despite the frequent labour dispute. The ill-conceived and thoughtless decision to inte- bailout package it is about to receive, the turn- grate the state-owned domestic carrier Indian and the international carrier around plan recently approved is unlikely to Air India has indeed been a messy experience. In its wake, it has generated make any difference to the ailing airline so long human resource issues that have defied any resolution so far. It has also as the airline is under the ownership of the gov- led to rivalry, conflict and indiscipline in the organisation and while in fact ernment. An alternative is to privatise; but given it was intended to cut costs and make the airline viable, the effect has been the existing financial mess in the airline, it may just the opposite. Today, the after effects of merger are threatening the air- be difficult to find private players with financial lines existence. Questions that plague the collective mind of the nation are: credibility. An attempt in the past of takeover Was the merger a strategic blunder? How long should the taxpayer’s money jointly by Tata-Singapore Airlines was success- be used to keep the airline afloat? Is the situation in Air India irreversible? Is fully thwarted by powerful vested interests. a government-owned airline fast losing relevance in an environment domi- As covered in Viewpoint in this issue, the nated by private carriers? Does the nation need a national carrier at all? need of the hour is decisive action on the part s Strikes in Air India have been a routine feature and the travelling of the government which has not been forth- ubn p public ought to have become accustomed to it taking it in their stride. coming. After turnaround and privatisation, However, this time, the agitation has been far more protracted than has the only alternative available to the govern- guide p been the pattern in the past. Apparently triggered by reasons that are ment today is to gracefully shutdown the air-

h: S trivial, the strike is a symptom of a deeper malaise, much deeper than is line to prevent it from sinking further into the p understood in the public domain. The airline with a bloated workforce morass and obviate squandering of the pre- of 28,000, more than twice the global yardsticks for manning, has been cious resources of nation. SP

Photogra bereft of professional management. The airline has been run by bureau- — Air Marshal (Retd) B.K. Pandey

48 SP’S AVIATION Issue 6 • 2012 www.spsaviation.net TREASURE HOUSE

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Inside back Cover_MYB TREASUR AD.indd 1 23/08/11 6:26 PM