SP's Airbuz 03-2009 Magazine

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An Exclusive Magazine on Civil A viation from India www.spsairbuz.net Issue 3 • 2009

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4 FUNCTIONS OF THE AERA 4 SECURITY FOR CIVIL AVIATION AN SP GUIDE PUBLICATION 4 BOOM THAT NEVER WAS

RNI NUMBER: DELENG/2008/24198 & MUCH MORE... 451964-2009 SP GUIDE PUBLICATIONS WIDENING HORIZONS ... NEW IN THIS EDITION • Indiaʼs Homeland Security & Ministry of Home Affairs Elements • IDS Headquartersʼ role in Procurement Process elaborated • Eventsʼ Reference - Special Insert

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AN SP GUIDE PUBLICATION SP’s

An Exclusive Magazine on Civil A viation from India

Operations 8 COSTS Tab on Price Tag Technology 13 FUEL FOR THE FORESEEABLE FUTURE, FUEL CONSERVATION WILL BE A KEY ELEMENT Oilgae Takes Over IN AIRLINES’ ABILITY TO SUCCEED COMMERCIALLY—OR EVEN SURVIVE Business PUBLISHER AND EDITOR-IN-CHIEF ASSOCIATE ART DIRECTOR: Ratan Sonal Jayant Baranwal GRAPHIC DESIGNER: Rajkumar Sharma, 16 AIRLINES Vimlesh Kumar Yadav EDITOR A Boom That Never Was Air Marshal (Retd) B.K. Pandey SALES & MARKETING Director Sales & Marketing: Neetu Dhulia Business Aviation ASSISTANT EDITOR Head Vertical Sales: Rajeev Chugh Arundhati Das Sales Manager: Rajiv Ranjan 19 EXPERT SPEAK CHIEF SPECIAL CORRESPONDENT © SP Guide Publications, 2009 Reality Check Sangeeta Saxena ANNUAL SUBSCRIPTION Industry SUB-EDITOR Inland: Rs 800 • Foreign: US$180 Bipasha Roy Email: [email protected] 23 SECURITY CONTRIBUTORS LETTER TO EDITOR A Stitch In Time Air Marshal G.S. Chaudhry, [email protected] Group Captain Sajal K. Dutt, FOR ADVERTISING DETAILS CONTACT: General Aviation Group Captain Arvind Oak, [email protected] AERO SPORTS R. Srinivasan, Dr M. Bish, [email protected] 26 Group Captain Joseph Noronha, [email protected] Plane Fun on the Beach Dr Mani Sishta, Captain Ajit Agtey, [email protected] S.R. Swarup, Vasuki Prasad, SP GUIDE PUBLICATIONS PVT LTD Fact File J.T. Nayaham, Mahesh Acharya A-133 Arjun Nagar (Opposite Defence Colony), IGRUA Europe Alan Peaford, Phil Nasskau New Delhi 110 003, India. 30 CHAIRMAN & MANAGING DIRECTOR Tel: +91 (11) 24644693, 24644763, 24620130 Jayant Baranwal Fax: +91 (11) 24647093 Finally... Email: [email protected] Lean Is In ADMIN & COORDINATION 32 Bharti Sharma POSTAL ADDRESS Post Box No 2525 Owned, published and printed by Jayant Baranwal, New Delhi 110 005, India. printed at Kala Jyothi Process Pvt Ltd and Published at A-133, Arjun Nagar (Opposite Defence Colony), REPRESENTATIVE OFFICE BANGALORE, INDIA New Delhi 110 003, India. All rights reserved. No Regular Departments 534, Jal Vayu Vihar part of this publication may be reproduced, stored in Kammanhalli Main Road a retrieval system, or transmitted in any form or by A Word from Editor Bangalore 560043, India. 3 any means, photocopying, recording, electronic, or Tel: +91 (80) 23682534 otherwise without prior written permission NewsBriefs of the Publishers. www.spguidepublications.com 4 Next Issue: Ringside View of the Paris Air Show

2 • SP’S • Issue 3 • 2009 G www.spsairbuz.net A Word from Editor

ITH PRAFUL PATEL BACK AS Civil levied by private airports to ensure that they remain rea- Aviation Minister, the industry has good sonable and affordable. It is well known that the airport reason to breathe easy. But the ominous charges in India as compared to other parts of the world advance of dark clouds across the ho- are high. Hopefully, with a regulatory authority monitor- Wrizon clearly signals that the industry may not be out ing the charges, these will be rationalised in the future. of the woods as yet. Far from it. International price of For now, survival requires airlines to cut the flab crude is on the upswing. Having doubled in the last and adopt a “lean and mean” policy. Apparently, grim few months, it is hovering around $72 (Rs 3,500) a bar- realities of the aviation industry seem to have finally rel—worrying, considering the chances of an economic dawned on those at the helm of affairs, and retrench- recovery are still remote. ment of employees—which the government had op- Indications are that Indian airlines in the private posed barely a year ago—is no longer taboo. Further sector may not benefit from the budget and instead con- delving into the travails of the airline industry, S.R. tinue down the slippery slope of disaster with the pros- Swarup argues an unique and debatable perspective pect of respite from the losses accumulated over the last on the realities behind the so-called ‘boom in civil avia- five years remaining a distant dream. There seems to be tion’, questioning the very premise that there was one. no option, therefore, but to restructure business models Budding aviation enthusiast Vasuki Prasad presents with focus on reduction of operational costs. Fuel, which a first-hand account of a microlight expedition un- accounts for the major portion of operating cost, must dertaken in south India by amateur aviators and aero logically figure high on the list of priorities for airlines. sports enthusiasts who actually landed their winged In the long term perspective, the problem of rising contraptions on a—yes—beach in Goa! As always, we fuel costs needs to be viewed in the context of dwin- bring you the buzz. dling global reserves of fossil fuels and escalating cost of production. Joseph Noronha examines the options before the engine manufacturers to make future engines more fuel efficient. Yet another article explores the viability of algae—with its promise of continuous harvest and the possibility of yielding aviation fuel—as the possible source of affordable biofuel. Speaking of operating costs, the new government has B.K. Pandey finally decided to set up the Airport Economic Regula- Editor tory Authority to keep an eye on the various charges

Issue 3 • 2009 • SP’S • 3 Earlier, Buffet had admitted it was one of his few indulgences. Subse- quently, what elevated the business jet from a luxury toy to what is increasingly seen as a vital corporate tool? In the US, hundreds of Fortune 500 companies now flaunt their own aircraft, with companies arguing that this vital conveyance saves time and boosts pro- ductivity.News A recentB CNNriefs report quoted

HondaJet programme Augsburg Airways inducts operated directly by the engine. : BUSINESS delayed first Embraer 195 Meanwhile, the noise footprint AVIATION Augsburg Airways, a regional could also be halved, possibly operator of Lufthansa, has by locating the engines above First Lineage 1000 received the first of five 116-seat the horizontal tail plane. Ad- delivered by Embraer dual class configuration Em- ditionally, Dassault is making braer 195, the first jet aircraft to endeavours to make production join the fleet. This aircraft offers more efficient. better fuel economy and a higher comfort level. Augsburg Air- Falcon demo aircraft ways had so far been operating equipped with EVAS Citing global aerospace industry an all-turboprop fleet consist- EVASWorldwide, distributor of challenges, Honda Aircraft last ing of Bombardier Q300/400s the Emergency Vision Assurance month announced that it is mov- regional jets. The German flag System (EVAS), has finalised an ing the projected first flight of a carrier Lufthansa placed orders agreement with Dassault Falcon production-conforming HondaJet for a total of 30 Embraer 195 to equip all of the manufacturer’s After a delay of eight months to January next year, a delay of aircraft in 2007 for its different demonstration aircraft with on account of some residual nearly a year from its previous regional operators. Induction of EVAS. According to the distribu- certification issues with the schedule. A HondaJet prototype the Embraer 195 aircraft is part tor, EVAS “provides a clear space Federal Aviation Administra- has been flying since December of a plan to revamp Lufthansa’s of air through which a pilot can tion, the first Lineage 1000 2003. According to the company, regional fleets operated by its see flight instruments and out was delivered by Embraer in difficulties in receiving critical partners. Apart from the Em- the front windshield for land- May to His Excellency Aamer components will delay the first braer 195, Lufthansa has plans ing”. Dassault Falcon currently Abdul Jalil Al Fahim of Abu deliveries now planned for the to introduce Bombardier’s larger offers EVAS as optional equip- Dhabi. The Lineage 1000 is the fourth quarter of 2011. FAA certi- CRJ variants CSeries twin-jet ment on all new aircraft. executive version of the Em- fication is now expected 15 to 18 into its other partner regional braer E190 airliner and carries months after the first production; airlines such as Eurowings and : INFRASTRUCTURE a price tag of $42.9 million (Rs conforming HondaJet flies. “We at Swiss International Air Lines. 205 crore). In all, Embraer has have been working closely with Lufthansa’s Italian partner, Air India to adopt new ground orders for 20 such aircraft. The our suppliers over the past year Dolomiti, will receive five from handling policy airplane will be operated and to minimize the effect of the the batch of 30 on order. The Discounting the possibility of maintained by Prestige Jet of ongoing worldwide economic remaining 20 are to be delivered an extension of the cut-off date Abu Dhabi which made its first instability on HondaJet develop- to regional carrier Lufthansa sought by airlines, the Indian public appearance at EBACE ment,” said Honda Aircraft Presi- CityLine. Civil Aviation Ministry is gearing in Geneva recently. Contract dent and CEO Michimasa Fujino. up for the implementation of a with Pats Aircraft Completions “Unfortunately, we now have no : TECHNOLOGY new ground handling services in Georgetown, Delaware for choice but to revise our schedule.” policy at six key airports after interior work on the first 36 Dassault eyes technologies the deadline of June 30. The new Lineage 1000 aircraft has been : NEW INDUCTIONS to cut fuel burn by 40% policy implementation which modified and restricted to As per Bruno Stoufflet, head of had been delayed to some extent, interior work on the first four Two Embraer aircraft research Dassault, the French requires airlines to outsource aircraft only. Thereafter, Em- for Virgin Nigeria aerospace major, is working to ground handling at the airports braer will undertake finishing The Nigerian flag carrier Virgin introduce into service in 2020 to selected private operators. Un- work at its facilities in San Jose Nigeria Airways is inducting, technologies that would reduce der the new policy, only Air India, Campos, Brazil. two brand new 96-seat Embraer Falcon business jet fuel burn the airport operator and a third 190AR aircraft in June to service by 40 per cent from that of the private operator will be allowed Bombardier Aerospace the expanding network, both Falcons currently under produc- to provide ground handling at Paris Air Show 2009 domestic and regional, to cope tion. Ten per cent of the im- services from July. Airport opera- One of the world’s leading with the demands of increasing provement would come through tors see ground handling as an civil aircraft manufacturers, passenger traffic. Virgin Nigeria reduction in the specific fuel additional revenue source. The Bombardier Aerospace, will be is currently operating older consumption of engines. Carbon combined annual revenue from present at the Paris Air Show to versions of Boeing and Embraer dioxide emissions, which are ground handling services at the showcase four of its innovative aircraft and is embarked on proportional to the aircraft’s fuel six airports is estimated at Rs 500 aircraft—the Learjet 60 XR, modernising its fleet with the consumption, would thus also crore. Those supporting the new Challenger 850, Global Express latest aircraft to reconfigure reduce by 40 per cent. One area policy say that the new policy XRS business jet and the Q400 its business plans. These latest being explored by Dassault is an will streamline airport operations NextGen airliner. In addition, a inductions reflect Nigeria’s drive all-electric system architecture and increase efficiency. Airlines, full-scale cabin mockup of the towards “repositioning the that uses smaller power genera- on the other hand, hold the view new, all-composite Learjet 85 Nigerian aviation sector with the tors thus eliminating pneumatic that it would increase operational business jet will also be open addition of newer generation and hydraulic systems that in costs and require them to lay off for viewing at the static display. aircraft in its airspace”. the present engine designs are their own ground handlers.

4 • SP’S • Issue 3 • 2009 G www.spsairbuz.net Earlier, Buffet had admitted it was one of his few indulgences. Subse- quently, what elevated the business jet from a luxury toy to what is increasingly seen as a vital corporate tool? In the US, hundreds of Fortune 500 companies now flaunt their own aircraft, with companies arguing that this vital conveyance saves time and boosts pro- ductivity.News A recentB CNNriefs report quoted

A. Harwood. “In this recession, we 80 per cent received today spoke Spanning 5,00,000 sq m, the Events Calendar are witnessing a strong demand volumes of these efforts. It was a newly integrated terminal at the for private planes in India and proud moment, Hungerbuehler international airport is expected PARIS AIR SHOW China. A country of India’s size said. Over 6,000 employees of the to be completed by March next June 15 - 21 Le Bourget Airport, Paris and economic prowess has only airport are involved in the month- year and fully operational before Website: www.paris-air-show.com 250 private planes, while the US long celebrations on the theme. the Commonwealth Games has 4,000. Our target is to sell one “We are one,” he enthused. 2010, to be hosted in Delhi. NBAA BUSINESS AVIATION aircraft a month,” he said. Hawker REGIONAL FORUM accounts for nearly 60 per cent Security system for new : OPERATIONS June 24 of the private planes here and terminal at IGI Airport Signature Flight Support, the other big players are Dassault ADT Security has won the con- Cargo airline Deccan 360 St. Paul Downtown Airport, Falcon, Bombardier and Cessna. tract to provide access control launched in India St. Paul, Minnesota, USA Since corporate czars buy- and video surveillance security India’s cargo airline, Deccan 360— Website: www.nbaa.org ing private planes would like systems to the new terminal 3 another bold initiative by Captain dedicated terminals from where at Indira Gandhi International G.R. Gopinath, the man who NBAA FLIGHT ATTENDANTS CONFERENCE they can drive to their aircraft, Airport, slated to open in March introduced the concept of low June 25 - 27 InterGlobe is bullish on FBO ter- 2010. The $9.3 million (Rs 45 cost air travel in India—is the first Doubletree Hotel, minals. At present, Mumbai has crore) contract was offered by to launch international freight New Orleans, USA a terminal for private planes but Delhi International Airport Ltd operations. It was flagged off from Website: www.nbaa.org faces runway constraints. Delhi, who has been granted the exclu- IGI Airport Cargo Terminal by Dr on the other hand, has no runway sive rights to develop, manage Naseem Zaidi, Director General of ACI-NA SMALL AIRPORTS issues but people flying in private and operate the international Civil Aviation. The inaugural flight CONFERENCE planes have to go through the airport at Delhi. was undertaken by a cargo modi- July 16 - 17 commercial airline terminals. ADT Security will install a fied Airbus A310 which departed Sheraton City Center, CEM AC2000 Airport Edition from Delhi for Hong Kong, the St. Louis, Missouri, USA Bengaluru International system specifically developed for world’s second largest cargo hub. Website: www.aci-na.org Airport celebrates airports and an IP Video system The airline has plans to very soon EAA AIRVENTURE first anniversary with analytics to help secure the induct two additional 35-tonne July 27 - August 2 Bengaluru International Airport new terminal. The integrated cargo capacity A310s and, by Wittman Regional Airport, at Devanahalli, which completed security system will provide sur- September, six ATR42 aircraft. Oshkosh, Wisconsin, USA one year of commercial opera- veillance to the multi-level and According to Captain Gopinath, Website: www.airventure.org tions on May 24, has handled surface carpark and the metro. at present India has seven cargo 8.7 million passengers and The CEM access control system planes with a combined capacity 1,20,000 aircraft movements boasts key features like single of just 120 tonnes as compared IndiGo forays into during the year. Chief Executive OEM hardware and software; to 100 dedicated cargo aircraft infrastructure business Officer of Bangalore Interna- intelligent, multi technology card in China. He further pointed India’s largest low cost airline, In- tional Airport Ltd (BIAL) Marcel readers with onboard database; out that India needed 100 cargo diGo, is all set to enter the airport Hungerbuehler said 31 airlines web interface to CDC server for planes over the next decade. Dec- terminal business. The parent were currently operating from remote diagnostics and reporting can 360 has been set up on the company, InterGlobe, has tied up the airport. Of them, 20 were and the redundancy option to hub-and-spoke concept, with 100 with UK-based BBA Aviation, one international, including three work offline. Similarly, the IP acres in Nagpur being established of the world’s largest general avia- freighters, and 11 domestic. Over Video system which will employ as a state-of-the-art express cargo tion terminal operators, to build 80 per cent of flight departures the latest H.264 compression hub. It will connect Delhi, Mum- similar facility at metro airports were on time and average wait technology has the ability to de- bai and Chennai with domestic in India. It has already bid for time for delivery of the first bag- liver the same high-quality digital markets and with Hong Kong and building a “fixed-base operator gage on the arrival belt was just video with savings of between 25 Dubai. Dr Zaidi said government (FBO)” terminal for users of pri- seven minutes for both domestic per cent and 50 per cent on band- proposals were in the pipeline for vately owned aircraft in Delhi. and international arrivals. width and storage requirements. opening up the air cargo industry The company has reasons Hungerbuehler said a large The seamless integration in India, spelling good news for to be bullish on general aviation number of people, including vari- will enable the airport to handle potential entrepreneurs. space. It is the sole sales and ous authorities, airlines, conces- operational complexity and service agent for the US private sionaires and BIAL employees, security-related challenges. The American Airlines flies aircraft giant Hawker Beechcraft had worked together through integrated system can fully sup- AIRE demonstration in SAARC region. “In the past highs and lows to make sure the port the operational applications three months, we have sold as airport stabilised its operations such as passenger reconciliation, many top line Hawker 4000 that and established itself as truly vehicle management, aero bridge has a list price of $22.5 million (Rs international, all this in just the monitoring system and check-in 110 crore) apiece. We are on the first year of its operation. The desk enabling which are critical verge of finalising two more deals accolades received for new to the airport’s ground opera- for this top-end plane,” said Inter- international connections and tions that annually handle an Globe General Aviation CEO Nigel the operation efficiency of over estimated 60 million passengers.

Issue 3 • 2009 • SP’S • 5 Earlier, Buffet had admitted it was one of his few indulgences. Subse- quently, what elevated the business jet from a luxury toy to what is increasingly seen as a vital corporate tool? In the US, hundreds of Fortune 500 companies now flaunt their own aircraft, with companies arguing that this vital conveyance saves time and boosts pro- ductivity.News A recentB CNNriefs report quoted American Airlines is all set to till July 2010, as India did not have Appointments become the first US airline to enough trained pilots. As per test new operational proce- DGCA, in 2008, as many as 1,490 Boeing names Ihssane Mounir Sales VP dures over the Atlantic on a foreign pilots were given licences for Latin America and Africa revenue flight from Paris to for employment with India’s Boeing has named Ihssane Mounir Vice President of Sales for Miami. Under the Atlantic airlines. At present, this figure is Latin America and Africa, Boeing Commercial Airplanes. The Interoperability Initiative to around 900, majority of whom new position is an expansion of Mounir’s previous role as Vice Reduce Emissions (AIRE), are Captains. SpiceJet flew more President of Sales for Latin America, which he has held since an American Airlines Boeing than 4.59 million passengers in November 2008. 767-300 will implement several the last financial year, compared Mike Stolarik to be QinetiQ North America’s fuel conservation measures, with about 4.50 million in the President and COO including single-engine taxi on previous year. The airline has 19 QinetiQ North America named Mike Stolarik President and departure and arrival, continu- aircraft, with nine more on order, Chief Operating Officer. Stolarik is a 30-year industry veteran. ous climb out and descent, which will join from early next Prior to this appointment, he was president of QinetiQ North optimised routing over water, year. It operates 117 flights daily America’s Mission Solutions Group. and tailored arrival into Miami to 18 cities. Patrick Major takes over as VP at SH&E International Airport. AIRE is SH&E, a subsidiary of ICF International, named Patrick Major a joint initiative of the Federal GAO report: GPS services Vice President of Flight Operations, Air Carrier Certification, Aviation Administration (FAA), could deteriorate after 2010 Training and Organizational Development. With over 20 years the European Commission Global Positioning System of airline certification, flight operations, regulatory compliance, and several airlines. Following (GPS) service is in danger of management and training experience, Major has been involved the demonstration flight, FAA severe erosion, according to a in both domestic and foreign government and regulatory affairs. and American Airlines will report from the Government Flight Display Systems names Kevin Iocovozzi conduct a two-month trial in Accountability Office (GAO). Gulfstream Program Manager Miami to continue testing the A Congressional “watchdog” of Flight Display Systems named Kevin Iocovozzi Gulfstream procedures. programmes and spending of Program Manager. In the new position, Iocovozzi will serve as “It is critical that the aviation government departments, the a central point of contact for the various Gulfstream OEM and industry work with our air traffic GAO warns that the satellite Gulfstream Service Center offices. control partners to demonstrate navigation service could slowly Alain Brunais appointed CFO of FreeFlight Systems the benefits of NextGen technolo- worsen after 2010, and not FreeFlight Systems, named Alain Brunais Chief Financial Of- gy today,” stated Bob Reding, Vice recover to acceptable aviation ficer. Brunais has more than 35 years of experience in finance President of Operations, Ameri- levels before 2022. Normally, and accounting with global corporations, primarily in the can Airlines. “By implementing the GPS constellation has 24 aerospace industry. this technology as quickly as satellites to provide worldwide, Satcom Direct names Rob Waterhouse Director of Sales possible, we can make real and 24x365 navigation. Today, 31 Satcom Direct named Rob Waterhouse Director of Sales. He meaningful strides to reduce satellites are in orbit, and the will be responsible for sales of Satcom Direct’s portfolio of our impact on the environment, system has never been better. services, with focus on ViaSat YonderSM Ku-band Mobile increase system capacity, and However, many satellites are Broadband service and Satcom Direct’s FlightDeck Freedom. reduce air-traffic delays.” “legacy” units in which the Jack Nager is VP, Aviation Programs at SRA International original triple or quadruple SRA International named Jack Nager Vice President, Avia- SpiceJet will not renew redundant elements of one or tion Programs, leading the company’s aviation business, and contracts of foreign pilots more critical systems are now spearheading the company’s plan to broaden its footprint in In conformity with directions down to or approaching “single air-traffic management systems and services. from the Directorate General of thread” operation, with total Civil Aviation (DGCA), SpiceJet failure of individual satellites Chris Swan is StandardAero’s VP/GM in Cincinnati StandardAero named Chris Swan Vice President/General Man- will not renew contracts of 55 expected to occur at any time ager of its Component Services operation in Cincinnati. Prior to foreign pilots, which are due over the next few years. joining StandardAero, Swan served in various field service roles to expire in June, October and Although replacement with GE Aviation. December. Foreign pilots will satellites are routinely launched, progressively be replaced with the GAO’s analysis indicates Indian pilots with consequent that there may be insufficient benefit of lower manpower cost. satellites in storage to replace Enders believes that the nation- In 2007, Airbus set up an Currently, expatriate pilots draw the number of potential failures al sentiment notwithstanding, assembly line for the A320 a monthly remuneration of Rs 5 before launches of the next-gen- the company needs to expand family of jets, its most popular lakh, plus the expenditure on ho- eration GPS III satellites begin. continuously abroad by devel- model, at Tianjin in China tel accommodation. Indian pilots oping resources and markets to reduce costs and gain a are paid Rs 3.6 lakh. SpiceJet has : ENGINEERING globally to remain competitive. competitive edge against rival in all around 250 pilots. In 2005, After its successful endeavour in Boeing in one of the world’s the government allowed airline Airbus contemplating China, Airbus is contemplating largest aviation markets. The operators to hire foreign co-pi- production in India development and production in first A320, which undertook its lots, senior pilots or commanders Chief Executive of Airbus Tom India as also in the US. maiden flight recently, will be

6 • SP’S • Issue 3 • 2009 G www.spsairbuz.net Earlier, Buffet had admitted it was one of his few indulgences. Subse- quently, what elevated the business jet from a luxury toy to what is increasingly seen as a vital corporate tool? In the US, hundreds of Fortune 500 companies now flaunt their own aircraft, with companies arguing that this vital conveyance saves time and boosts pro- ductivity.News A recentB CNNriefs report quoted

delivered at end of June. This tality courses accredited by JET, AI MAY DEFER BOEING 787 DREAMLINER DELIVERIES is the first time that an Airbus global bodies, thus ensuring has been assembled outside high standards of education et Airways and Air India, the Europe. on a par with world-renowned J two major opera- India has also made a training institutions. The insti- tors of Boeing air- matching proposal to Airbus tute aims to meet the demand liners in India, are but there are impediments. for internationally competent considering defer- Apart from the fear of loss of human resource in the travel ring the deliveries jobs, the company is in the and tourism industry. All of their Boeing 787 midst of a major restructur- courses are accredited and the Dreamliner orders. ing programme in the wake of affiliations include the Inter- Jet Airways has or- slippage in a number of major national Air Transport Asso- dered 10 Boeing programmes, such as the A380 ciation, the United Federation 787 Dreamliners. and the A350 XWB. There is, of Travel Agents’ Associations, The new Chairman and Managing Director of state-owned Air however, increasing pressure the Federation of Freight For- India, Arvind Jadhav, categorically stated that Air India was explor- to reduce costs further as the warders Associations, DGCA ing other options, including rescheduling, primarily on account of economic crisis threatens and Amadeus Global. paucity of funds. Financially in dire straits, Air India, which has over potential orders. The courses are struc- $8 billion (Rs 38,200 crore) worth of planes on order from Boeing, tured to provide in-depth including 27 B787 Dreamliners, is awaiting a response from the Gov- Boeing completes understanding and technical ernment of India to its request for financial bailout by way of equity 787 intermediate skills in the fields of Aviation, infusion and soft loans. gauntlet testing Travel & Tourism, Information Boeing has completed the Technology and Hospitality. intermediate gauntlet phase According to Radha Bhatia, of testing on the first 787 Chairperson, Bird Group, “At $268 million (Rs 1,280 crore) tions, was 161 aircraft, worth Dreamliner. During the testing, Bird Academy, our vision has for the financial year ending approximately $52 billion (Rs pilots and engineers simu- been to provide world-class March 31, 2009, admittedly 2,48,310 crore). lated multiple scenarios using training to aspirants through down 80.4 per cent over last all airplane systems as if the focused and industry ori- year’s record profits of $1.37 After cutting salaries, Jet aircraft were in flight, includ- ented courses so as to open billion (Rs 6,540 crore). Rev- Airways retrenches staff ing power, avionics and flight newer avenues for them in enues rose 9.9 per cent to $12 In the face of falling revenues controls. Test scenarios ranged the Indian travel and tourism billion (Rs 57,290 crore) from since early 2008 and mounting from standard flights to single industry. Despite the current $10.95 billion (Rs 52,275 crore) losses, India’s leading private and multiple systems failures economic scenario, we believe the previous year. Emirates’ carrier Jet Airways handed over during flights. Intermediate the travel and tourism sector Chairman Sheikh Ahmed also pink slips to 110 employees gauntlet testing included about has potential for employment reinforced the airline’s plans rather ironically on the eve of one week’s worth of operations generation provided the right to continue taking delivery of May Day. As per the com- on the airplane and hundreds talent can be brought to the 18 new aircraft in the coming pany, this step was considered of discrete test conditions. “The sector through well-equipped year. “We will progress with necessary to cut costs and team has done an incredible job institutes and trained faculty. our fleet and route expan- improve the financial health supporting an exhaustive test In this context, our academy is sion plans. With our strong of the company under the dif- regimen,” said Scott Fancher, fully geared to create a skilled business fundamentals and ficult economic environment. Vice President and General resource pool for the industry.” track record, we have had no “The airline has issued notices Manager of the 787 programme. The Bird Group believes this to problems securing financing of termination to identified “I couldn’t be more proud. We be just the beginning of a long, for our growth. In fact, to date employees on contract, who will continue to take a hard look illustrious journey further. we have already secured finan- have superannuated. The ter- at the results, make adjustments cial commitments for over half mination is in accordance with and finish up our testing so we : AIRLINE of our aircraft deliveries in the the law and service conditions can get to first flight.” FINANCE coming year.” In 2008-2009, as per the contract,” a company the airline’s passenger fleet spokesperson clarified. There : TRAINING Emirates registers profit expanded with the delivery of were 60 probationary cabin- four Airbus A380s, 10 Boeing crew amongst those laid off. Bird Academy launches 777-300ERs and six Boeing Last year, the airline had given training centre In Mumbai 777-200LRs. At the end of the termination notice to around Bird Group, one of India’s larg- financial year, Emirates’ fleet 1,900 employees, but revoked est diversified groups in the reached 132 aircraft, including the decision after government aviation, travel and informa- eight freighters, boasting an intervention and protest. tion technology arena, has average age of 64 months. At Last week, Jet had cut emolu- inaugurated its first training the end of the year, the total ments of employees drawing a centre in Mumbai for spe- Emirates airlines has silenced number of aircraft on Emirates’ gross monthly salary of over Rs cialised aviation and hospi- sceptics and made a profit of order book, excluding op- 75,000 by up to 25 per cent. SP

Issue 3 • 2009 • SP’S • 7 OPERATIONS / COSTS

Tab on PRICE TAG

With the major airports in India now following the PPP route, there is a need to regulate the charges levied—hence, the Airport Economic Regulator y Authority

N 2004, A PASSENGER PRO - By Raju Srinivasan, ity (AERA). Economic regulatory authorities the CEEDING for security check at the Coimba tore world over focus on improving the economics Cochin International Airport was di - of the industry so that the stakeholders, espe - rected to get an ‘airport ticket’ from cially customers, gain from the regulations. This a nearby counter. Perplexed, he went includes cost reduction, quality services, the to the airport counter (distinct from the airline’s checking monetary structures which ref lect the costs and striking a balance counters) and had to cough up Rs 500 as airport fees in between demand and supply. For example, one of the most famous what was probably the first time in India that a charge, in addition to regulatory authorities in India, the Telecom Regulatory Authority of Ithe Passenger Service Fee, was levied on international passengers. India, was set up in 1997. Within the first decade of its creation, tele- The Cochin International Airport was the first Greenfield airport density grew at 18 per cent. The corresponding figure in the 50 years managed by a Public-Private-Partnership (PPP) and it was an indi- prior its institution had been less than 2 per cent. cation of the charges levied on a passenger transiting a PPP airport. The aviation industry is among the forerunners that shape the Today, the User Development Fee is charged to all international and nation’s economy. Airports are strategic infrastructure and their domestic passengers in Mumbai, Delhi, Hyderabad and Bangalore. stakeholders are the owners of the airport, all the service provid - Incidentally, Cochin airport has discontinued charging this fee. ers including the airlines, and the passengers who pass through the terminals. The airport is a multi-faceted firm with two distinct EVE RY PE N N Y C OUN T S sides—the airside, comprising the movements of the aeroplanes With the major airports in India now following the PPP route, there and services associated with air movements, and the non-airside, is a need to regulate the charges levied. Therefore, the Indian gov - including the arrival/departure of customers from the terminal by

PHOTOGRAPH: WIKIMEDIA ernment has instituted the Airport Economic Regulatory Author - surface transport. However, the market value of any airport is re -

8 • SP’S • Issue 3 • 2009 G www.spsairbuz.net OPERATIONS / COSTS flected in the density of air movements. For instance, the six - Service provided, its quality and other relevant factors, metro airports of Mumbai, Delhi, Chennai, Kolkata, Bangalore - Cost of improving efficiency, and Hyderabad account for almost 75 per cent of the nation’s - Economic and viable operation of major airports, and passenger and cargo traffic. Therefore, market power is deter- - Concessions offered by the government in any MoU, pro- mined by the capacity to accommodate aircraft movement, vided that different tariff structures are determined for each parking bays, take-off, landing and taxiing facilities, handling of airport. passengers and cargo. • Determine the quantum of development fee with respect to Passengers like a well-equipped airport, operating with up-to- major airports. date standards and efficient airports services such as duty-free • Determine the quantum of passenger service fee to be levied shops and eateries. Therefore, the focus is on the fees levied on the under the Aircraft Rules (At present, it is Rs 225 on domestic customers—terminal charges (security and passenger facilities) and flights at all airports). charges for landing and parking, ramp usage and cargo handling. • Monitor the performance standards relating to quality, conti- nuity and reliability of service as may be specified by the Cen- KEY PARAMETERS tral government or any authority authorised by it. • Transparency, rationality and consistency. • Call for necessary information to determine the tariff. • Promotion of efficient and profitable activities of the airports. • Perform such other tariff related function as may be entrusted • Caring for the interests of all stakeholders with reasonable assur- to it by the Central government or as may be necessary to ance. carry out the provision of the Act. • Timely and appropriate growth of the airport, both in infrastruc- The AERA will also have the authority to penalise for failure to ture and equipment, to meet anticipated demands. comply with its orders and directions under the Act. In July 2003, the Government of India constituted the Naresh Chandra Committee to chalk out the roadmap of the civil aviation THE EU MANDATE sector in India. The terms of reference included the restructuring of India is a signatory of the Montreal Convention of 1999, which out- the airports and infrastructure, affordability of travel in the domestic lined certain protection for consumers. The European Union has sector and a regulatory mechanism on financial issues. Although a introduced Consumer Protection Regulations for the airline indus- few of the committee’s recommendations have been implemented, try effective from February 2005. Under the regulations, an airline which was submitted in November 2003, it has been inadequate. For has to offer assistance and financial compensation to checked-in example, the committee had proposed establishment of the Avia- passengers if a flight is delayed or cancelled, if a passenger is denied tion Economic Regulatory Authority to oversee and deal with the boarding due over booking or in case of mishandling of baggage natural monopoly and ‘common user/carrier’ segments of the air- (see box). This has to be enforced in India by the regulatory author- ports and air traffic control. The AERA was instituted after Parlia- ity. As of now, every airline has its own rules and regulations. ment passed the relevant Act. While the acronym remains the same, As stated before, the AERA is limited to the major airports and the first word ‘Aviation’ was replaced with the word ‘Airport’. airlines are not bound by its regulations. Regulations are a means The Bill was passed in October 2008. However, the Chairman is to an end and not an end in itself. The AERA provides a level play- yet to be appointed and the authority is yet t to commence function- ing field. With increased private participation in aviation, the AERA ing. The Bill states that the authority will: should ensure that there will be no monopoly and the airport charg- • Determine tariff structure for aeronautical services, taking es levied on the passenger are reasonable and justifiable. It is well into consideration: known that the airport charges in India as compared to other parts of - Capital expenditure incurred and timely investment in im- the world are high. Hopefully, with a regulatory authority monitoring provement of airport facilities, the charges, these will be rationalised in the future. SP

HIGHLIGHTS OF EU REGULATIONS The regulations require airlines to offer assistance and financial compen- Cancellation: The airline must offer a refund (plus repatriation to sation, if the passenger checked in on time. Various categories apply: one’s home country, if applicable), or alternative transport plus appropri- • Denied Boarding due to overbooking ate meals, accommodation and communication facilities. In addition, if • Delays in the flight insufficient notice was given, the denied boarding compensation levels • Cancellation of the flight may apply. • Baggage Long Delays: The airline must offer appropriate food, accommodation • Injury and Death and communication facilities. The relevant delay varies by length of sector: Denied Boarding: If too many passengers have been booked on a flight, • Two hours for flights up to 1,500 km the airline must initially seek volunteers to miss the flight. If there are not • Three hours for flights between 1,500 km and 3,500 km outside the enough volunteers, various levels of compensation apply: EU and for flights over 1,500 km within the EU • €250 (Rs 16,660) for flights up to 1,500 km • Four hours for flights in excess of 3,500 km • €400 (Rs 26,650) for flights between 1,500 km and 3,500 km outside the For delays in excess of five hours, the airline must offer to refund the EU and for flights over 1,500 km within the EU ticket and fly the passenger back to his point of origin, free of charge, if ap- • €600 (Rs 40,000) for flights in excess of 3,500 km propriate. There are additional compensation levels for damages. The airline must also offer a refund of the ticket (plus repatriation to Baggage: Claims may be made for damage, loss or delay of baggage, up to one’s home country, if applicable), or alternative transport plus appropri- a limit of approximately €1,200 (Rs 80,000) if claims are made within seven ate meals, accommodation and communication facilities. days of the return of damaged baggage or 21 days of delayed baggage. n

Issue 3 • 2009 • SP’S • 9 OPERATIONS / FUEL EFFICIENCY A drop SAVED, a drop GAINED Cover Story

BREAKING NEW GROUND: The CFM56-7B Evolution engine enhancement programme is scheduled to enter service in mid-2011 to coincide with Boeing Next-Generation 737 airframe

Unless the aviation industry can make rapid progress in reducing fuel consumption, its future in a carbon-constrained world is likely to become increasingly untenable

By Joseph Noronha, Goa

OMETIME, IN THE NOT TOO distant a future, None of the current alternatives—nuclear power, solar pow- the Earth’s supply of fossil oil will run out com- er or hydrogen fuel cells—suit jet airliners yet. Even the most pletely. Long before that it will probably become optimistic among the researchers believe it will take years, if not uneconomical to extract and refine crude. As decades, for biofuels to make a significant contribution to satis- power-hungry nations begin frantically searching fying commercial aviation’s insatiable thirst for oil. And biofuels for alternatives to keep transportation systems come with problems of their own. running and myriad machines humming, the aviation industry will probably be among the hardest hit. Aviation EFFICIENCY IS THE WATCHWORD Shas been heavily oil dependent since the dawn of powered flight. Meanwhile, the rapid increase in airline flights worldwide (bar- Other industries have managed to reduce their dependence to ring the current global downturn which is temporary) means

PHOTOGRAPHS: WWW.REVISTAAEREA.COM, PRATT & WHITNEY PRATT PHOTOGRAPHS: WWW.REVISTAAEREA.COM, some extent, but aviation is as oil-addicted as ever. that aviation’s carbon footprint is expanding. There are several

10 • SP’S • Issue 3 • 2009 G www.spsairbuz.net OPERATIONS / FUEL EFFICIENCY ways to decrease fuel burn and cut aviation related greenhouse of thrust produced from the fan and the exhaust from the core gas (GHG) emissions—improved air traffic management being makes for a more efficient process than earlier designs, resulting one of the foremost. Up to a point, weight can be reduced by in significantly lower specific fuel consumption. For reasons of getting rid of all unnecessary items on board and carrying just fuel economy, and also of reduced noise, almost all of today’s jet the required amount of fuel. A clutch of operational measures, airliners are powered by high-bypass turbofans. Compared with like taxiing with a single engine, selecting the optimum cruise a 1960s jet, a modern turbofan is some 80 per cent quieter and level and airspeed, making use of tail winds, using continuous burns just half as much fuel. descent approaches, and so on are also worthwhile. But the im- However, there’s a price to be paid: the larger the fan, the greater portant thing is to increase engine fuel efficiency. the size and weight of the engine casing. And though bypass ratios Fuel efficiency is a measure of the efficacy of the process that have gradually increased, unless some breakthrough is achieved, converts chemical energy contained in a particular fuel into kinetic there’s only so much fuel efficiency that can be gleaned from chang- energy or work. In the context of aviation, fuel efficiency refers to es not already incorporated in today’s commercial aircraft. the energy efficiency of an aircraft as a ratio of range units per unit of fuel. It is practically synonymous with fuel economy and can be TARGET TRACKING expressed in two different ways. First, the amount of fuel used per Recently, ICAO’s Group on International Aviation and Climate unit distance. For instance, litres per 100 km; the lower the fuel fig- Change recommended “a global aspirational goal of two per cent ure the more fuel-efficient the engine. Second, the distance travelled annual improvement in fuel efficiency of the international civil avia- per unit volume of fuel burnt expressed as km per litre (km/L). This is a familiar way of describ- ing how economical a vehicle is. The ratio km/ L, thus, represents the distance the vehicle can travel on a litre of fuel; hence, the higher the distance figure, the greater the fuel efficiency. It is, however, more accurate to take the weight of the fuel which is independent of temperature rather than volume which varies with temperature.

FANNING THE ENGINE That brings us to the question: what measures have the aviation industry adopted to improve jet engine fuel efficiency? The first airliners fitted with turbojet engines, over half a century ago, had vastly greater thrust than the piston-engine propeller driven aircraft they replaced. If the jets drank fuel by the tanker-full, it was not a major issue since oil was cheap and plentiful. Still engine manufacturers were untiring in their efforts to improve fuel efficiency, while not compromising on thrust produced, because it made economic sense. Their efforts received a fillip during periods when the price of oil spiked and, for the last couple of decades or so, since green activists began subjecting commercial aviation to increasingly unfriendly scrutiny. HERALDING CHANGE: tion in-service fleet”. Considering that the more efficient airlines The development of the tur- When Pratt & Whitney’s have been increasing fuel efficiency by around 1 to 2 per cent each bofan engine marked a turning PurePower PW1000G GTF year, this should not be too difficult a task, provided the laggards get point. In a turbofan, part of the enters service around 2013, it their act together. Some of the most stringent targets have been set airflow passes through the en- promises to reduce aircraft fuel by the EU’s Advisory Council for Aeronautical Research in Europe. gine core (which consists of the burn by 12 per cent By 2020, compared with the baseline year of 2000, it stipulates: compressor, combustor and tur- • 50 per cent reduction in fuel burn and carbon dioxide bine sections) providing oxygen emissions per passenger km; to burn fuel and produce power. • 80 per cent reduction in nitrous oxide; and However, most of the air bypasses the core, and is accelerated by • 50 per cent reduction in the perceived external noise level. the fan blades, quite like a propeller does. The latest high-bypass Industry sources, however, believe that current technologies turbofans, such as the Rolls-Royce Trent, push approximately are inadequate to achieve further improvement in noise and fuel nine times more air around the core than through it. The differ- burn simultaneously. Hence, jet engine researchers are focusing ence between the two flows is called the bypass ratio (BPR). The on next-generation concepts such as open rotor, geared turbofan turbine can also be smaller, since not all the air passes through (GTF) and embedded engines. At the same time, new engines it, and this in turn means it needs less fuel. The combination such as the Rolls-Royce Trent 1000 and the General Electric (GE)

Issue 3 • 2009 • SP’S • 11 OPERATIONS / FUEL EFFICIENCY

GEnx already claim improvements in fuel efficiency. The fan is the cent fewer blades because of the reduction in the number of low- key since noise level depends on its spin rate. A small fan, rotat- pressure combustor and low-pressure turbine stages. ing at high speed, increases airflow but is noisy. A larger fan can Meanwhile, some engine manufacturers, among them CFM rotate more slowly, reducing noise while improving cycle pres- International and Rolls-Royce, are exploring open rotor designs as sure and fuel burn. But larger fans are heavier, increasing overall a possible way to dramatically increase the fuel efficiency of future weight. Increasing the BPR improves fuel burn and reduces noise airliners. Earlier known as ‘unducted turbofans’, the proposed en- till a ratio of about 10, beyond which noise decreases but fuel gines bypass the turbine to an even greater extent, with external burn does not. Latest research aims at BPRs of up to 15, which rotors that look like ungainly propellers. Some designs use two could be accomplished, in part, by using lighter components and rings of stubby, contra-rotating blades made from composite ma- reducing system weight. terials that spin around at the back of the engine. Contra-rotation Meanwhile, GE is concentrating on the aerodynamics of com- helps in eliminating swirl that would otherwise reduce engine ef- pressor blades and use of lightweight composites. It has developed ficiency. Rolls-Royce believes that when the open rotor enters ser- “blisks” or bladed discs, with airfoils that have vice around 2020 it would be “the true game- been machined out of a solid piece of material changer” and could provide a 25 to 30 per cent or have been joined to the disc with friction fuel efficiency gain over present turbofans and welding. Blisks increase strength and durability, Some engine even be 10 to 15 per cent more fuel efficient while decreasing weight and aerodynamic loss. manufacturers, than advanced turbofans that may emerge One drawback is that operators will have to use by then. However, considerable noise is pro- new techniques to repair or replace damaged among duced when the wake of the front rotor passes airfoils. New in the GEnx is the use of a com- them CFM through the rear rotor and a method needs to posite casing, which reduces weight by around be found to drastically reduce it. Safety con- 160 kg and improves corrosion control. Recent- International cerns also arise over what might happen if a ly, CFM International launched the CFM56-7B and Rolls- blade should detach, break or shatter in flight. Evolution engine enhancement programme scheduled to enter service in mid-2011 to co- Royce, are A SYNERGISTIC APPROACH incide with Boeing Next-Generation 737 air- exploring open P&W is sceptical that the open rotor’s noise frame. CFM also claims the LEAP-X, another problem can ever be resolved. It predicts that advanced turbofan under development, would rotor designs as GTF engines eventually will have the same re- provide 16 per cent lower fuel consumption a possible way duction in fuel burn as open rotor ones, with than the CFM56-7B. The LEAP-X approach is much less noise. Some airlines, however, are to use lighter materials and to optimise the to dramatically wary of gearboxes. They worry that replacing aerodynamic performance of the compressor a simple shaft with a complex gearbox will in- and turbine stages in order to boost fuel ef- increase the crease maintenance costs and make it more ficiency. Its single-stage turbine is one of the fuel efficiency likely that something will go wrong. CFM does highest loaded in existence—the core will run not believe noise will be enough of a factor to at compressor ratios of roughly 20:1. of future scuttle the open rotor system because its po- airliners tential to lower fuel burn is so great that ways GEARED TURBOFAN VS OPEN ROTOR will surely be found to make it quieter. Apart from incremental improvements in cur- Till now, engine manufacturers could rent engine performance, there are two radical concentrate on producing the most efficient engine architecture concepts being investigated to improve fuel ef- engines possible and aircraft manufacturers could choose from a ficiency—the GTF, being developed by Pratt & Whitney, and the variety of engines to mount on specific airliners. But the GTF and open rotor model proposed by CFM International (a GE Aviation/ the open rotor are so different from each other that they will need Snecma joint venture) and Rolls-Royce. significantly different airframes. A successful open rotor applica- GTFs are already under development. On account of the fact tion needs to be tied to an innovative aircraft design. For safety that turbines run most efficiently at high speed and fans at low reasons, open rotor engines might have to be mounted at the rear, speed, and since both are mounted on the same spool, turbofan for example. Viability of the open rotor system will ultimately de- engines have to compromise between the two. The introduction of pend on whether Airbus and/or Boeing are willing to work closely a gearbox, however, allows a turbine to operate at high speed and with an engine manufacturer to make the concept work. its fan at lower speed. P&W believes it can obtain a “step change” Whatever the solution, unless the aviation industry—consid- in both fuel efficiency and noise reduction with this configuration ered by many to be a growing contributor of GHG emissions—can and claims the GTF is the only technical solution that can simulta- make rapid progress in reducing fuel consumption, its future in neously improve both. When the PurePower PW1000G GTF enters a carbon-constrained world is likely to become increasingly un- service around 2013, it promises to reduce aircraft fuel burn by 12 tenable. Fear of the unknown dogs the industry. However, for the per cent, as well as noise and emissions by 50 per cent. P&W hopes foreseeable future, fuel conservation will be a lead element in air- to continue reducing fuel burn by one per cent a year, for a 20 per lines’ ability to succeed commercially or even survive. Developing cent reduction by 2020. Conventional turbofans will keep getting a new engine is not a trivial exercise. It requires an enormous in- better too, but P&W declares that the physics of its GTF architec- vestment, so related decisions need considerable care and atten- ture gives it a six per cent head start the others cannot catch up tion. That is why, spurred by sheer economics and intensifying with. The GTF is also expected to be less susceptible to foreign ob- environmental pressures, some of the best brains in the business ject damage because the fan runs at lower speed. It will have 40 per are striving to save every drop. SP

12 • SP’S • Issue 3 • 2009 G www.spsairbuz.net TECHNOLOGY / FUEL Oilgae Takes Over

Moving away from biofuel options based on crops, algae present an attractive option with the promise of continuous harvest and the possibility of yielding aviation fuel—after more research, of course

By Our Staff Correspondent

N 1908, WHEN THE VERY first Model T rolled out of so that the nation and its aviation industry can benefit from the assembly line, its manufacturer, Henry Ford, had had renewable fuel sources. the anachronistic vision to design it to run on ethanol or petrol. His foresight envisaged that ethanol produced WHAT ARE BIOFUELS? from crops grown on American soil would provide the Biofuels may be defined as solid, liquid or gaseous fuels obtained bulk of fuel for motor vehicles. Providence and prohibi- from recently dead biological material. In contrast, fossil fuels tion politics derailed his efforts to produce ethanol or are derived from biological materials which have been dead for else the history of biofuels would have been vastly different. a long time. Various plants and plant-derived materials are also IA century later, those engaged industriously in endeavours used to make biofuels. The conversion process could be biologi- to produce biofuels are still far from being able to produce cal, chemical or thermal. Based on the progress of research in the them at commercially viable costs and quantities. The most realm of biofuels, three generations could be defined. The first optimistic date for the biofuels industry to take off is at least generation biofuels are produced from sugar, starch, vegetable two years away. As far as aviation fuels are concerned, it would oil or animal fats using conventional technology. The basic feed- be futile to try and project target dates for availability of com- stock are often seeds or grains, such as wheat, which yield starch mercial jet fuel derived from biomass. This article prescribes a that is fermented into bioethanol, or sunflower seeds, which are

ILLUSTRATION: RATAN SONAL & PHOTOGRAPH: WWW.WORDPRESS.COM RATAN ILLUSTRATION: strategy to deal with biofuel research and development in India pressed to yield vegetable oil that can be used in biodiesel.

Issue 3 • 2009 • SP’S • 13 TECHNOLOGY / FUEL

The most common first generation biofuels are vegetable fuels through competitive solicitation at an expenditure of $50 oils, biodiesel, bioalcohols (most commonly ethanol and less million (Rs 240 crore). The Biofuels Interagency Working Group, commonly, propanol and butanol), bioethers, biogas, syngas and which is comprised of the US Environmental Protection Agency, solid biofuels. The feedstock could instead enter the animal or the Department of Energy and the Department of Agriculture, human food chain. As the global population has increased their will develop a biofuel market development program, coordinate use in producing biofuels, there has been criticism about divert- infrastructure policies, study biofuel lifecycle and help existing ing food from the human food chain, leading to food shortage producers secure credit and refinancing. Secretary of Agricul- and price rise. ture Tom Vilsack, Environmental Protection Agency Adminis- Second generation biofuels use a variety of non-food crops, trator Lisa Jackson and Energy Secretary Steven Chu have been including waste biomass, stalks of wheat, corn, wood and special instructed by President Obama to work in conjunction to create crops, like Miscanthus. Biomass-to-liquid technology, which in- an opportunity for the biofuels industry to be an integral part of cludes cellulosic biofuels from non-food crops, is also a second the 21st Century Clean American Economy. Needless to say, the generation biofuel. Second generation biofuels under develop- focus is on the advanced biofuels as environmental groups claim ment are bio-hydrogen, first-generation corn- bio-methanol, DMF, Bio- based ethanol has neg- DME, Fischer-Tropsch ative environmental diesel, biohydrogen diesel, impacts that result in mixed alcohols and wood more greenhouse gas diesel. Scientists are also emissions compared working on experimental to conventional oil, in- DNA engineered organ- cluding emissions pro- isms that could enhance duced by indirect land biofuel potential. use changes as land is Third generation bio- cleared to plant biofuel fuels are also called Al- producing crops. gae Fuels, or Oilgae, and come from algae which ALGAE TO FUEL are low-input, high-yield THE FUTURE feedstock to produce bio- Moving away from fuels. Algae fuels produce biofuel options based 30 times more energy per on crops, algae repre- acre than fuel derived sent an attractive op- from land crops. However, tion with the promise the label of third genera- of continuous harvest tion is on account of the and the possibility of relatively higher degree of yielding aviation fuel— difficulty associated with after more research, the extraction of oil from of course. Many ini- algae as compared to the Algae can take many forms, such tiatives are underway sources discussed ear- worldwide to harness lier. It is common to see as seaweed (macro-algae) and kelp. algal biofuel potential second and third genera- But for oil, the micro-algae found in and render algal oil tion biofuels also referred commercially viable. to as advanced biofuels outdoor ponds can be utilised. Algae can take many which, as stipulated in a forms, such as seaweed 2007 vintage Energy Inde- (macro-algae) and kelp. pendence and Security Act in the US, must achieve at least a 50 But for oil, the micro-algae found in outdoor ponds can be utilised. per cent greenhouse gas emissions reduction as contrasted to Since algae in open ponds is prone to contamination (bird drop- conventional biofuels which are required to achieve only a 20 pings, for one), new initiatives look at protected environments for per cent reduction . algae culturing. Micro-algae are actually a highly efficient biologi- The US is the leading nation in the field of biofuels research cal factory capable of consuming carbon dioxide (CO2), and con- and development. Unfortunately, development in this area has verting it into a high-density natural oil through photosynthesis. been stunted with a large number of public and private ethanol Much of the world’s petroleum is actually made up of algae and biodiesel companies filing for bankruptcy. In May 2009, to that decomposed over hundreds of millions of years. But by drill- bolster the infant industry, President Obama agreed to an ex- ing for, extracting and burning that oil now, we are releasing the pensive $786.5 million (Rs 3,775 crore) program to speed up the carbon dioxide that was absorbed long ago. This ‘carbon positive’ development and commercialisation of biofuels. Funded by the effect is what is causing global warming. Algae cultivated today American Recovery and Reinvestment Act; one of its stated goals absorb CO2 from the atmosphere or other CO2 emitted sources. is to create biofuels like ‘green gasoline, diesel, and jet fuels’. Burning freshly produced algae oil releases only what it absorbed One of the components of the programme is to create an al- in the first place, resulting in a balanced ‘carbon neutral’ effect. gal biofuels consortium to accelerate demonstration of algal bio- This makes algae oil environment friendly. Algae reproduce by

14 • SP’S • Issue 3 • 2009 G www.spsairbuz.net TECHNOLOGY / FUEL cellular division. They divide and divide until they fill up the space MISSION BIOFUEL INDIA available to them and have consumed all the nutrients in it. In the Why the OriginOil process has been dwelt upon in some detail right environment, fresh algae cells grow and divide exponentially, above is to highlight the point that it is within the reach of leading doubling every few hours, while absorbing all available nutrients, edge research to develop commercially viable production units CO2 and light energy. that can utilise a continual, self perpetuating system that offers economy of scale to be attractive as an option. The idea is of im- BREAKTHROUGH TECHNOLOGY FROM ORIGINOIL mense import for India with its vast land mass, abundant sun- OriginOil has announced a breakthrough technology called shine, and a rising need for renewable fuels. Quantum Fracturing to extract oil from algae using a more effi- At the moment, biofuel initiatives in India are not commensu- cient and less expensive process than standard industry methods. rate with its potential. There are some initiatives afoot. Southern In OriginOil’s Helix Bio-reactor, Quantum Fracturing combines Online Bio Technologies has two plants in India and is adding a with electromagnetism and pH modification to break down cell third jatropha and pongamia-based biodiesel plant by the close walls, thereby releasing the oil within these cells. Algae oil rises to of 2009. The company is planning to establish the new plant in the top for skimming and refining, while the remaining biomass Anantapur, Kurnool or Chittoor settles to the bottom for further processing. In a natural pond, districts and will serve Tamil the sun only illuminates one layer of algae growth, down to about Nadu and Karnataka. Thar Tech- half an inch below the surface. In contrast, the Helix BioReactor India nologies proposes a jatropha/ features a rotating vertical shaft with very low energy lights ar- needs to kuranj-based biodiesel plant in ranged in a helix or spiral pattern, which results in a theoretically Rajasthan to take advantage of unlimited number of growth layers. seriously the region’s policy of awarding Additionally, each lighting element is engineered to produce consider 30 per cent of its wasteland to specific light waves and frequencies for optimal algae growth. private companies interested in The helix structure also serves as the bioreactor’s nutrient de- adopting the biofuel production. livery system, through which the Quantum Fractured nutrients, algal option Mission Biofuel India has also including CO2, is evenly delivered to the entire algae culture, proposed a $71 million (Rs 340 monitored and tuned for optimum growth. This algae growth as the best crore) jatropha-based biodiesel environment allows the algae culture to replicate exponential- project in Orissa. Emami Biotech ly—doubling the entire colony in as little as a few hours—making strategy to has announced that it has com- for very efficient, low-cost, low-footprint industrial algae produc- get ahead in menced production of biodie- tion. Harvesting algae is a challenge. Algae grow suspended in sel at its new plant in Haldia, in large volumes of water. the crucial West Bengal. Labland Biotech Once ready for harvest, the algae culture must be concentrat- interest of also has announced that it will ed and the oil extracted from each cell. Then, the oil, water and complete a 55-tonne per day jat- biomass must all be separated for processing. The new OriginOil the nation ropha biodiesel refinery in My- process achieves all these steps in one pass. In less than an hour, sore soon. However, there is no the oil, water and biomass separate by gravity alone. attention being given to algae. Unlike conventional systems, no chemicals or heavy machin- ery are used in this single-step process and no initial dewatering GRAB THE ALGAL OPTION is required. This rapid expansion is called the ‘log phase’, or ‘loga- India has the brains and the necessity-driven motivating force to rithmic phase’, of growth where cells divide exponentially. Typi- look at this aspect of biofuels. Taking a lesson from the US experi- cally, growers incubate an algae population in a smaller vessel ence of biofuel development of first generation fuels, India could and then release it into a larger tank for production, one batch at do something different. What if India were to skip the first genera- a time. OriginOil’s Helix BioReactor growth vessel adds the time- tion technologies altogether and leap directly on to algae related saving efficiency of combining the incubation vessel and larger developmental projects? There is no need to repeat the failures in tanks into one system. Once the algae matures in the Helix Bio- research and development of other nations. We could get a fresh Reactor, 90 per cent of the culture is transferred out for extrac- start on algal research and with the right focus, steal a march over tion, and the remaining 10 per cent ‘green’ water is purified and others. With the country’s brain bank and a push from the gov- returned to the growth tank. That remaining 10 per cent is then ernment, it is easy to envision a future wherein the leading edge allowed to re-expand into the Helix BioReactor, creating a new of algal biofuel research is centred round India. batch, and the process is repeated. A parallel is the introduction of the personal computer by the With this system there is no need to re-incubate each batch; late Prime Minister Rajiv Gandhi—see where it has brought us. the remaining algae culture is already mature and is ready to India needs to seriously consider adopting the algal option as the re-enter the log phase after each harvest and replenishment of best strategy to get ahead in the crucial interest of the nation. It is growth environment. OriginOil’s patent pending system design not difficult to imagine a future where the country meets a large facilitates large scale algae production through the horizontal proportion of its fuel requirements, including aviation fuel, from and vertical ‘stacking’ of many Helix BioReactors into an integrat- algal oil products. Needless to say, the initiative in addition to ed network of fully automated, portable, and remotely monitored meeting fuel demands will also be a step in the right direction to- growth units. Further, by the use of such modular design, a large wards reducing greenhouse gas emissions, contributing to energy number of Helix BioReactors can be connected to a small number security and promoting rural development. The fact that algal oil of extraction units to achieve both economies of scale and full holds the most plausible promise of yielding aviation fuel should industrialisation of algae production. be an additional motivation. SP

Issue 3 • 2009 • SP’S • 15 BUSINESS / AIRLINES A BOOM That Never Was

In the aviation industry, a boom is not measured by the number of aircraft ordered or airlines launched. For aviation to prosper, traditions have to be established and nurtured through decades, if not centuries. ILLUSTRATION: RATAN SONAL & PHOTOGRAPH: WWW.AIRLINERS.NET RATAN ILLUSTRATION:

16 • SP’S • Issue 3 • 2009 G www.spsairbuz.net BUSINESS / AIRLINES

NALYSING A SUB- for the break provided by Air Deccan. JECT IN HIND- By S.R. Swarup, While Gopinath pioneered the concept of SIGHT from an Chennai low-cost airlines in India, his own model economist’s perch is ultimately failed and he was compelled a privilege few enjoy. to sell out. Imagine the sheer Soon after Gopinath’s pioneering step, gratification of telling everybody how funda- there was a scurry; anybody who was somebody wanted to start mentally inaccurate they were, how not following the basics actu- an airline. Fabulous pictures were painted of a prosperous Indian Aally resulted in disastrous outcomes; if only you had asked yours middle class eager to embrace air travel; impatience to splurge was truly for guidance! The present downturn in the aviation industry, created where none existed. Hundreds of aircraft were ordered, with all its associated convulsions, throws up just such an oppor- press releases made fantastic claims, new airlines were launched, tunity. To project an insider’s view on the subject was too much traffic created, pilots poached—and revenue models conveniently to resist. Moreover, in the interest of the aviation fraternity, it was ignored. The big names to join the party were Kingfisher, Para- imperative that certain issues be put in perspective. mount, SpiceJet, GoAir and Indigo. The celebrations continued. Aviation in India was revered as a holy cow for over five de- The so-called boom that began in the fourth quarter of 2004 cades, a party to which attendance was by invitation only. The was characterised by extremely low priced tickets—something protagonists were expected to have either as ridiculous as a rupee. There was a mad rush family or political connections. Indian Air- by school children to discontinue higher stud- lines, Air India and Vayudoot, followed by its ies and head abroad to obtain Commercial new avatar, Alliance, were the only players. En- The Pilot Licence (CPL). Flying and ground train- try into the charmed circles was well denied to ing establishments and air-hostess training the commoners, with the exception of a few. so-called academies mushroomed across the cities and Expansion was limited or even unheard of. boom that towns of India. Unrealistic pay scales induced Recruitment rare. Inroads were made by a few even well-placed professionals from other outsiders like Jet, Sahara, EastWest, NEPC, Da- began in fields to throw up their careers and fly off to mania, Modiluft and Jagsons, but most could destinations far and wide for a CPL. not stay the course and wound up, some of 2004 was Skills, passion or dreams, leave alone com- them unceremoniously. These fringe players, characterised petence or safety, had little to do with this nevertheless, did manage to shake things up a new-found passion. The party continued, the bit. They did add to the capacity. by extremely charade painfully maintained. A game of pass- Several pilots, who were languishing with- low-priced ing–the-parcel began. The first to realise that out jobs for over a decade, suddenly found we were staring at a mirage was Air Sahara’s themselves in demand. This was also a period tickets— Subroto Roy, who said as much. Well, he got where the public sector giants were shaken something away rather handsomely and Naresh Goel was out of their cosy, comfort zones. There was, left straddling the baby, Jet Lite. This also in of course, little to benefit the common man. as ridiculous a way signaled the beginning of the end. Not A tacit understanding between all players, as a rupee long afterwards, it was Captain Gopinath’s public and private, seemed to exist. Ticket turn to get lucky. It is not certain whether the prices were more or less uniform; the only Captain was smart, lucky or just chanced upon difference being in the service. Those were Dr Vijay Mallya on one of the latter’s ego trips. still the days when exorbitant airfares made The rest of course is history. flying prohibitive and the term Revenue Model was unheard of. Owning an airline happened to be a fad. To put things in per- WHAT EXACTLY WENT WRONG & WHERE spective, at least a few of the players were ‘one aircraft’ wonders. Historically, airlines, with the odd exception, were not estab- One particular airline continued to be so for quite a few years. lished to make a profit. The purpose of establishing an airline Anyway, bad maintenance, insufficient finances, poor regu- generally has been to show the flag, serve a social purpose, lation, lack of vision and inefficient management hastened the build a brand or add glamour to an otherwise drab business demise of most while a couple of resilient ones held on. In their house. Also, once in a while, they pay their bills on time. Anyone wake, the defunct airlines left behind mountainous debts, shat- who feels otherwise should not only be not running an airline tered reputations, unemployed pilots and smirking public sec- but also needs to seriously consider getting out of the business tor players. Few such as Jet Airways and Air Sahara continued of making money. When queried on a popular business channel, to limp along. The industry then faltered to deceive. The Indian an analyst confessed that given a choice, he would any day pre- elite class, who were just getting used to some efficiency and fer to fly in an airline rather than buy into its stock. comfort, were rudely thrown back into the arms of the dreaded Only a few airlines have actually made a profit in the last 50 public sector behemoths. For the record, this rise and fall of the years; due largely to accounting gymnastics and insurance write aviation industry coincided with the commencement of liberali- offs. The business of running an airline is no different from any sation and the subsequent hiccups in the Indian economy. other trade. One has a vision, a revenue model, invests capital, Credit for the current boom in civil aviation is generally at- hires capable people, develops a product, sells it with a margin tributed to Captain G.R. Gopinath who entered the sector with and makes profit. In the interim, ‘debt obligations’ are fulfilled, his baby, the Air Deccan. No debate on that certainly. Pilots, cabin even as ‘Risk versus Returns’ and ‘Cashburn’ remain predominant crew and ground personnel even went vocal with their gratitude and are never lost sight of. The aim of business should be to make

Issue 3 • 2009 • SP’S • 17 BUSINESS / AIRLINES money. Anything else is foolishness bordering on betrayal of the tickets are doled out like Santa handing out Christmas gifts, we shareholders’ trust. The foundation of the Indian aviation indus- are treading dangerous ground. Airlines across India resorted try was laid without any attention to these fundamentals. The to irrational pricing to capture a decent market share. While the governing factors were glamour, publicity, projection of image/ stated goals were market share and visibility, the real motives brand, one-upmanship and in extreme cases, political currency. were perhaps ulterior. The aim always was to build in value for Thankfully, most displayed their intentions unabashedly. Where the enterprise through a market share at a gallop, go public and then was any chance of the industry taking off? ‘Bloodbath’ was a exit before the gullible investors realised they had been taken for foregone conclusion. However, to be fair to industry captains, the a ride. Smart thinking! A few succeeded. The traveling public en- script is the same all over with only a few exceptions. joyed the party. And, of course, the government showcased it as a High glamour quotient and projection of an image of pros- mark of its own success. perity bordering on the opulence have allowed airlines as an in- But then, a boom is not born out of charity. In the aviation industry to have a misleading effect on shareholders, creditors and dustry, a boom is not measured by the number of aircraft ordered the public at large. Pomp and show displayed at various nation or airlines launched. The foundations of a real boom are laid in and international air shows of giants placing aircraft orders of the cradle. For aviation to prosper, traditions have to be estab- astronomical proportions conveyed distorted images. Normally, lished and nurtured through decades, if not centuries. Aviation prudent analysts have invested precious shareholder wealth at needs to be given the status of a religion. Institutions have to be fabulous premiums, only to lose huge fortunes. At last count, established and the spirit of aviation injected into children right there were at least 30,000 students who had left Indian shores from the beginning in the form of fables, folklore and lullabies. to chase the coveted CPL in the US, the Philippines, Canada and Aviation as a subject and skill needs to be taught and practised

REALITY HITS HOME: Basic question is whether in a developing economy, civil aviation is an engine of growth or merely the fallout of a high growth rate Australia. Many had sold their properties, borrowed huge sums, at all levels of education. relinquished well paid jobs, emptied parents’ savings and had The industry needs to be given up their education only to face a bleak future. established and supported to further its cause. Finally, aviation is not only about pilots IRRATIONAL PRICING, FALSE PROPHESIES and aircraft; it has to draw within its ambit, engineers, teachers, Brilliant analysts ganged up with an ignorant media to proph- scientists, commercial staff, cabin crew and a host of personal esise a glorious future for the industry. Figures related to Price to who play their roles both on and behind the scene. Financial pros- Earning ratios, Earnings Per Share and Earnings Before Interest, perity of pilots alone does not signify a boom. Taxes, Depreciation and Amortization were cooked up. Load fig- To the young aspirant, aviation is not about getting a CPL, ures, aircraft and manpower projections were dreamt up. Finally, a job or a hefty salary; it is a career born out of a dream and a when reality dawned, unemployment, retrenchment, unpaid bills passion. Wide knowledge and experience are the foundations and empty seats stared back; recession dropped from the heav- on which aviation careers are nurtured. You are welcome into ens in the form of divine intervention and, perhaps, as an excuse. the glamorous world of pilots. But to be a good pilot one has to However, the public and media continue to remain ignorant and be aviation minded. This involves being wedded to the job. The expose their gullible selves, convinced that their aviation dream books one reads, the websites one surfs, the company one keeps, had soured because of a prevailing recession. The basic question the thoughts in the mind, the questions that puzzle, the sights is whether, in a developing economy, civil aviation is an engine of that amaze—all of that have to revolve around aviation. And if growth or, at best, merely the fallout of a high growth rate. you can do that, then you are a true pilot. A boom or a bust is A good and durable product together with right pricing form certainly not going to be one of your worries. SP the two pillars on which a successful enterprise rests. Predatory pricing is welcome but only in the introductory stages. But when The author is a senior pilot with a private airline in India.

18 • SP’S • Issue 3 • 2009 G www.spsairbuz.net BUSINESS AVIATION / EXPERT SPEAK REALITY Check A variety of factors—ranging from infrastructural bottlenecks to an inflexible bureaucracy—has long stymied the growth of Indian business aviation, preventing it from achieving its huge potential. Now that a stable government is in place in Delhi, hopes have been raised that systemic shortcomings will be tackled with much-needed determination. SP’s Chief Special Correspondent Sangeeta Saxena spoke to industry bigwigs to garner suggestions and opinions on how best to go about the task.

SP’s: Does fractional ownership con- stitute private ownership? NH: In India, no. The mental setup of the ‘Hope there will be clients here is such that they don’t believe in sharing the aircraft. All owners want the aircraft exclusively for themselves and at less of RED-TAPISM’ their beck and call. Nigel A. Harwood, SP’s: What are the cost and recurring CEO, Inter Globe General expenditures involved? Aviation Private Limited NH: The cost of buying is dependent on the manufacturing company and, therefore, is variable. Maintenance, infrastructural requirements for parking, office premises SP’s Aviation (SP’s): How do you rate and salaries are the recurring costs and the current business aviation envi- “A corporate flight from these, too, are variable, depending on the ronment in India? abroad needs nearly 10 days ownership. Of course, the payments to Nigel A. Harwood (NH): I have always felt authorities in the form of various fees are that business aviation is a poor relation of to get a clearance to land recurring expenditure, too. I will not be civil aviation. It’s not promoted well. But it at Delhi and a further one able to give a precise figure. But securing is growing at a rapid rate of 10 per cent to month for a trip to the Taj finance is not difficult. You can get it in dol- 15 per cent annually. Hence, it needs a lot lars or in the Indian rupee at 10 per cent to of attention from the authorities. Mahal. Which MD or CEO 12 per cent interest rates. It is better to take can stay in India for so long?” it in the Indian rupee. SP’s: Enumerate two short and long term goals each for the business avia- SP’s: What are the key problems be- tion industry in India. for a trip to the Taj Mahal. Which MD or setting the industry in India? NH: Short term goals could be to have fixed CEO can stay in India for so long? Even for NH: To name some—parking, drainage, base operations and create a better job domestic corporate travel the clearances vehicular traffic and allotment of hangars. market for the locals. We already have 10 take about three days. The other long term We have been fortunate to have an inde- per cent to 15 per cent jobs in the general goal could be to market the concept of busi- pendent hangar. But the major problem is aviation sector out of the complete aviation ness aviation to clients of all levels. the absence of fixed base operators (FBOs). industry in India. We should think of more I am optimistic this problem will get solved. employment generation. Two most impor- SP’s: Who are your clients? Delhi International Airport Ltd has floated tant long term goals would be to reduce the NH: HCL, Reliance, Oberoi, Tata, King- a tender to which our company has made bureaucratic hurdles for general aviation. fisher and the Uttar Pradesh government, a bid in collaboration with Signature Flight Today, a corporate flight from abroad needs to name a few. We sell and service Hawker Support, a BBA Aviation company and the nearly 10 days to get a clearance to land at Beechcraft which is in great demand with world’s largest FBO and distribution net-

PHOTOGRAPHS: SP GUIDE PUBNS & CLUB ONE the airport at Delhi and a further one month the higher echelons. work for business aviation services. Continued on page 20... Issue 3 • 2009 • SP’S • 19 BUSINESS AVIATION / EXPERT SPEAK

two years, we are still waiting for steps to be taken in the positive direction. ‘Helicopter operations hit Some of the issues discussed in the seminar were shortage of pilots, air traffic control of helicopters, development of helipads and heliports, improvements by government APATHY’ in licencing systems for pilots, facility of filing flight plans and payment of airport Air Vice Marshal (Retd) K. Sridharan, charges in the domestic airport area, President, Rotary Wing problem of travelling to military airports Society of India like Agra with foreign nationals and congestion in hanger areas. But these seem to be of academic value only and we are still waiting for the busy officials to lend roblems facing the helicopter op- was attended by top officials of the civil us an ear. erations in India are innumerable. aviation ministry, Airport Authority of In- At times, we feel we can push no fur- Vintage airports, absence of sys- dia and the DGCA. A list of recommenda- ther. But we will continue to fight for the Ptematically made heliports, dilapidated tions was compiled and circulated. After betterment of our industry. n hangers, archaic equipment like fire ten- ders, are some of the visible drawbacks helicopter pilots face. EMPTY PROMISES: The Directorate General of Civil Avia- Assurances have to be acted upon for the tion (DGCA) has no time for helicopter sector to ﬂourish industry’s issues. It is the regulator who has to improve flying ambience, but unfortunately nobody in the government cares. Our pleas have fallen on deaf ears. Assurances have been given by the ministry but no action has been taken to improve conditions. An international seminar on helicopter operations in India held in July 2007 included a meeting of the Helicopter Core Group, wherein issues pertaining to the growth of the country’s helicopter industry were discussed in detail. The meeting

...Continued from page 19

SP’s: How is general aviation differ- industry. Pilots are very sensitive individ- could be lessened. Also, import licensing ent from civil aviation? uals and their needs have to be addressed should need to be made compatible to NH: Not much by way of rules and regula- seriously. In business aviation, pilots have the other countries. tions. Be it medical, legal, safety and mini- very flexible hours and at times very less mum flying hours—the same norms apply flying in comparison to scheduled air- SP’s: With the UPA back in power, what to both the sectors. In addition to India’s lines. But they are hired for the complete are the changes one can hope for? Directorate General of Civil Aviation regula- month, which means they can play golf if NH: I feel economic reforms could be tions, we follow the European Aviation Safe- there is no flying. beneficial to the aviation sector. Also, I ty Authority norms, too. Indian companies hope red-tapism becomes a little less. are happier operating in the country’s busi- SP’s: How would you rate the train- ness aviation scenario than their foreign ing facilities in India for business SP’s: List the top priorities. counterparts who get frustrated with the aviation pilots? NH: First is setting up of fixed base op- bureaucratic hurdles. Believe me, there are NH: There are absolutely no training facili- eration areas in all airports. Second is much less hurdles in the western world. ties in India for pilots who are sent to the maintaining quality of service, both training facilities of aircraft manufacturers technical and flying. Third is marketing SP’s: What are the concerns pertain- abroad. Same applies for helicopters. of corporate aircraft and helicopters to ing to human capital? businessmen and customising it to their NH: This can be divided into two catego- SP’s: Which taxes and charges need to needs. Fourth is to create a market in ries—pilots and other staff. There are no be reconsidered by the government? non-metro cities and among semi-urban financial concerns, as it is the best paid NH: It would be far easier if custom duties potential buyers. n

20 • SP’S • Issue 3 • 2009 G www.spsairbuz.net BUSINESS AVIATION / EXPERT SPEAK

KS: Import duty on business aircraft is very short sighted. Service tax on charter services seems odd. Aviation turbine fuel ‘A huge shortage of excise duty also needs to be looked into.

SP’s: Compare India’s business aviation SKILLED manpower’ sector to its counterpart in the West. KS: Business aviation in the West is an old Captain Karan Singh, concept. But in India, it’s still nascent. President, Business Aviation Association for India SP’s: Enumerate some bureaucratic hurdles in India. KS: First is the cumbersome process of SP’s Aviation (SP’s): Describe the with licences from foreign countries and acquiring an aircraft—it takes between current business aviation environ- do not fit the bill. Those who perfectly three and nine months. Secondly, the ment in India. suit the requirement are very less and al- RBI regulations to move money create a Captain Karan Singh (KS): There is a ways in demand. headache. Clearances for pilots pose the tremendous slowdown in the aviation third biggest problem. Fourth is the im- sector currently, which follows the eco- SP’s: What is the approach of the port of the aircraft. nomic slowdown very closely. Orders are regulators towards the sector? not getting fulfilled. But as an industry, KS: It is a fragmented approach with too SP’s: Any shortcomings in the business we are bullish about general aviation. It much of bureaucracy. aviation industry? will continue to grow. KS: Shortcomings mainly due to slow in- SP’s: Is fractional ownership synony- frastructure growth and less expansion SP’s: What are the key issues faced mous with private ownership in India? in the rural and semi-urban areas. by the sector? KS: No. It is a failed model in India. Even KS: There are three major issues—infra- abroad it has not been very successful, SP’s: What is the role of BAAI in try- structure, manpower and regulations. whatever the pundits might say. ing to improve the business aviation environment in India? SP’s: Apart from fixed base operators SP’s: What are the prospects for air KS: We are not for complaints, we are for (FBOs), what other infrastructure charter companies in the prevailing en- action. The aim of the association is to requirements are missing? vironment of global economic turmoil? achieve efficiency and promote growth KS: Alternate airports in big cities are re- KS: Things are not as bad for the charter in the industry. n quired. Hangars and parking have always companies. But yes, it is a double-edged been issues in business aviation. Smaller sword. cities need airports, only then can busi- PINPOINTING THE PITFALLS: ness aviation penetrate all the markets SP’s: Given that private ownership Too much of bureaucracy plagues the industry in semi-urban areas. Heliports, which are is taxed heavily, which are the taxes (Seen here is Singh, with a Gulfstream jet in the very much the need of the industry, seem you feel aught to be reconsidered by background) to be a remote possibility. Feasibility study the government? of helicopter services in the National Capi- tal Region has got shelved probably due to the existence of no flying zones. Mumbai has an FBO which is under litigation; let’s hope it gets operational soon. We are woefully inadequate.

SP’s: Does India need an Act like the General Aviation Revitalisation Act 1994 of the US? KS: Yes, we do. But it is still far fetched in India. Recognition to business aviation as an industry in itself is the priority.

SP’s: This year witnessed major layoﬀs in the aviation sector. Does it mean there is a surplus of manpower? KS: No. There is a huge shortage of skilled manpower. We have a surplus of people who are not needed. They lack the required number of ﬂying hours, have come

Issue 3 • 2009 • SP’S • 21 BUSINESS AVIATION / EXPERT SPEAK

business aviation. Businesses need to be shown the rationale of the cost of execu- ‘Policy on tax should be tive time and the efficiency achieved. While more serious players are entering the sector and the government has made some progress by updating anti- UNAMBIGUOUS’ quated policies and infrastructure in the country to promote civil aviation, it still Colonel (Retd) Jayanth K. Poovaiah, lags behind in meeting the needs of the Executive Director, growing market. Today, the facilities at Deccan Charters Limited most airports are unable to keep up with the demand of both scheduled and un- scheduled operators. Special and dedicat- SP’s Aviation (SP’s): How do you per- high. It is suggested that crew transport ed infrastructure will be needed to allow ceive the growth of business aviation at reasonable rates are provided at all air- business aviation to grow to it full poten- in India in the short and long term ports. This is especially pertinent for non- tial. Policy makers and regulators will have perspective? scheduled operators as they can’t get into to either provide for or give an impetus to Colonel Jayanth Poovaiah (JP): De- specific contracts with ground handling private enterprise to create infrastructure, mand for business aviation generally is agents whose operations are limited. like airports and helipads. a function of corporate profits and the Efforts should also be made to explore economy. Indian economy (apart from the feasibility of providing separate corri- SP’s: What are the main shortcomings the last 12 months) has enjoyed a rela- dors for helicopter operations. in India’s business aviation infra- tively good period of growth. In fact, even structure? in the current turmoil, India has not been JP: There is a paucity of airfields for a impacted as significantly as the rest of the country the size of India. This is further world. Indian entrepreneurs have created “In India, business compounded for business aviation be- a tremendous amount of wealth over the aviation penetration is cause scheduled airlines are given much last few years. Another important driver more importance. For instance, certain is the growth of second tier cities in In- not yet commensurate with major airports, like BIAL Bangalore, do dia as centres of industrial and economic its GDP as compared to the not allow business aviation to operate growth. Demand for helicopter and light from within their premises. Since air- aircraft charter is bound to grow as all ma- rest of the world.... we have ports do not have dedicated terminals for jor businesses have their corporate offices a long way to go to realise business aviation, passengers have to go in metros like Mumbai, Delhi and Kolkata, the full potential of business through the same tedious processes like but their factories and facilities are located any other air traveller. Helicopters are in the smaller towns a few hundred kilo- aviation. India’s geographic even lower down on the priority list. meters away. Also, business aviation pen- spread, infrastructure and etration in India is not yet commensurate pace of economic growth SP’s: What are key taxes/duties/lev- with its GDP as compared to the rest of the ies/charges that add to the expense world. In other words, we have a long way provides a potent mix of owning and operating a business to go to realise the full potential of business that is very conducive for aircraft? aviation. India’s geographic spread, cur- growth of the sector.” JP: Key taxes/duties/levies/charges that rent infrastructure and pace of economic add to the expense of owning and operat- growth provides a potent mix that is very ing a business aircraft are: conducive for business aviation growth. Taxes on lease of aircraft from abroad SP’s: Describe the current business adds to cost significantly. Government SP’s: What are the key problems aviation environment in India. What should reintroduce the exemption under plaguing day-to-day operations? should be the outlook in the short IT. There are not enough aircraft in India JP: At present, according to Civil Aviation and long term? and importing will not adversely affect the Regulation (CAR) stipulations, a pilot is JP: Currently, the business aviation indus- Indian market. required to have a minimum of 100 hours try is in a state of unstructured growth Service tax element on the interest Pilot in Command (PIC) to be eligible for largely responding to the needs of corpo- paid on lease finance should also be re- Single Pilot Operations (SPO). This re- rate India, be it for utility applications or moved, since the external borrowings are quirement is too high and restricts opti- management travel. It remains dominated also expensive and increases the cost of mal utilisation of experienced pilots. by a large number of small players who operation. There need not be a tax on ser- Further, at many airports there is no own one to two aircraft and are unable to vicing of borrowings from abroad since this transport available transfer crew to/from optimise their fleets to offer nationwide would not reduce the demand for domes- the aircraft to air traffic control and other services at reasonable costs that will also tic funds given that we anyway depend on locations. Even at airports where such fa- allow them to remain independently prof- funds from abroad. Policy on any tax should cilities are available through the Airports itable. Another key criterion is to educate be clear and unambiguous, as was the case Authority of India, the charges are very the market of the advantages of using of the applicability of service tax. n

22 • SP’S • Issue 3 • 2009 G www.spsairbuz.net INDUSTRY / SECURITY A Stitch In Time

MAMMOTH TASK: There are around 450 airports and airstrips in India of which 80 handle commercial operations

India’s security infrastructure is bursting at the seams trying to contain increasing passenger traffic and is definitely in need of a big boost before the point is driven home by an unfortunate episode

HEN AN ALERT By Our Special has lagged behind and does not appear likely TECHNICIAN DIS- to catch up in the near future with the pace of COVERED pebbles in Correspondent growth of aviation activity. The responsibility the fuel tank filler neck for laying down the standards of pre-embar- of a Bell 412 helicopter kation security and anti-sabotage measures that Anil Ambani was in respect of civil flights at international and to be flown in the next day, the incident domestic airports in India devolves upon the Bureau of Civil Aviation (what could have arguably led to an accident) grabbed headlines Security (BCAS), which is attached to the Ministry of Civil Aviation Wacross the nation. Perhaps the reason for its high visibility was not (MoCA) and is the regulatory authority for civil aviation security. On so much that an aircraft had been endangered but more because the recommendations of the Pande Committee, constituted in the of the public figure whose life had been threatened. The episode wake of the hijacking of an Indian Airlines flight in 1976, the BCAS served to highlight the simple fact that the security on the ground was initially set up in January 1978 as a Cell under the Directorate and in the air of the steadily increasing number of civil aircraft in General of Civil Aviation. Its role at that time was to coordinate, mon- Indian skies, is a matter that needs attention. itor, inspect and train personnel in civil aviation security. Following Growth in aviation is inexorable in spite of the current recession- the Kanishka tragedy in 1987, it was reorganised into an independent

PHOTOGRAPHS: WWW.L.YIMG.COM, WWW.PAPERMAG.COM, WWW.INIMAGIN.COM & WWW.ZIMBIO.COM WWW.INIMAGIN.COM WWW.PAPERMAG.COM, PHOTOGRAPHS: WWW.L.YIMG.COM, ary trends. Sadly, corresponding growth in security infrastructure department under the MoCA.

Issue 3 • 2009 • SP’S • 23 INDUSTRY / SECURITY

FALL IN LINE: Headquartered in Delhi, the BCAS is be recognised even while remedial actions are being initiated. For security clearance, headed by an officer of the rank of Direc- First, the CISF is woefully inadequate for the task assigned effort has to be made to tor General of Police designated as the to it. The ASG serves dual function: aviation security at airports adequately standardise Commissioner of Security, Civil Aviation. as well as on flights, and hassle-free security for the passengers. processes in India It has four Regional Offices—in Delhi, However, an early morning flight out of any of the metro cit- Calcutta, Mumbai and Chennai—each ies can hardly be termed pleasant. Having made it in time for under a Deputy Commissioner of Se- the check-in deadline, the passenger faces a serpentine queue curity (Civil Aviation) and is responsible for the development, imple- to enter the Security Hold Area (SHA) in which one has to offer mentation and maintenance of the National Civil Aviation Security the hand baggage for screening, pass through a Door Type Met- Programme. However, the actual security functions at airports since al Detector and be bodily frisked aided by a Hand Held Metal the formation of the Bureau were performed by police personnel of Detector. Neither the X-ray machines nor the CISF personnel the respective state/Union Territory where the airport was located. carrying out the frisking are adequately numbered for the task This changed after the hijack of the Indian Airlines flight IC-814 in in hand, especially so in the early morning flights and quite fre- December 1999, after which it was decided that, in order to bring quently at other times of the day, too. about uniformity in practices and procedures, as also to ensure effec- The CISF obviously tive control and supervision by the MoCA, airport security should be does not see the need to entrusted to a single dedicated force instead of different state police hire adequate personnel forces with divergent work culture and practices. Airports and provide sufficient X- ray machines to cater for THE AVIATION SECURITY GROUP in Jammu rush hours, being content The Committee of Secretaries in its meeting on January 7, 2000, and Kashmir, to meet the average time recommended that in the long-term there was a need for a more spent by each passenger professional force for civil aviation. It further recommended that the which face to enter the SHA. It is a Central Industrial Security Force (CISF) be deployed at all airports in the maximum common sight to see the India. The dedicated CISF contingent earmarked for aviation securi- ever-lengthening queues ty functions at airports in India has been notified as Aviation Securi- threat to extending into the check- ty Group (ASG) and now mans most airports in India. However, air- aviation from in areas as passenger traf- ports in Jammu and Kashmir, which ironically face the most deadly fic rises. The CISF has threat to aviation security from militants, continue to be manned militants, been stuck with stagnant by the state police. The introduction of CISF at airports has led to continue to be infrastructure set up even an overall improvement in almost every area of airport security in- when the traffic was low cluding perimeter security, access control, terminal building secu- manned by the and manageable. In Jammu rity, apron security, surveillance and passenger handling. However, state police and Kashmir, the situation there remain areas of concern about aviation security that need to is even worse as there is a

24 • SP’S • Issue 3 • 2009 G www.spsairbuz.net INDUSTRY / SECURITY baggage X-ray exercise even before entering the airport premises. His presence was discovered because of two reasons. First, he had This is followed by another check inside the terminal building. jumped over the wall in broad daylight, and second, he had made no attempt to conceal himself. The implication of a stealth attack SHA CONGESTION under the cover of darkness by intruders with nefarious intentions Security clearance at any airport in India is not a pleasant experi- is clear to see. The absence of an effective perimeter protection sys- ence by any stretch of imagination. A part of the pain is perhaps in- tem needs to be viewed in the context of the 14 intrusions reported duced by the fact that there does not seem to be adequate standar- in 2008 at Mumbai airport alone. disation of processes—one of the laudable objectives of the BCAS. CAUTION PAYS: Besides the over-the-wall route, For example, at Delhi and Bangalore, one has to remove his laptop ‘Concourse Plan’ pertains to however, there exists another disturb- out of its container bag and offer it to the X-ray machine in a plastic checking of all baggage and ing possibility. There are around 450 tray while at most other stations, that is not required and the bag frisking of passengers at the airports and airstrips in India of which goes through the X-ray machine without the time-wasting exercise ﬁrst entry point of the airport 80 handle commercial airline opera- of removal and then repacking of laptops by a large number of pas- tions. State governments own 156 air- sengers. This problem is exacerbated in the early morning flights as a large number of early birds are looking forward to a business day at their destinations and are accompanied by their indispensable laptops. Little wonder then that when airlines carry out their On Time Performance analysis, the cause factor ‘SHA congestion’ occurs with predictable and alarming frequency. If we were to look at it from the point of view of the CISF, they would like to introduce further stringent measures to ensure higher levels of aviation security. Last year, there was an incident involving exchange of gunfire outside Terminal 2 at Delhi which logically raised the need to have a security check of passengers before their entry into the terminal building. ‘Concourse Plan’ for security is the name given to a system of checking all baggage and frisking of passengers at the first entry point of the airport; the system is mandated by International Civil Aviation Organisation and India did experiment with it some years ago but had to shelve it due to Absence of ports and 63 are privately owned. It is at these small airstrips and air- the large disconnect an effective ports that security is lax to the point of being non-existent in some between passenger vol- cases. Thus, while at the metros, security checks are fairly stringent ume and airport geog- perimeter and applied without exception, at the small airports one could en- raphy on the one hand, protection ter and reach a parked aircraft with almost no check beyond the and paucity of infra- cursory manual frisking—easily dispensed with for passengers with structure on the other. system needs to clout. The possibility of a person with mala fide intentions, smug- Instead, at Mumbai, be viewed in the gling dangerous and prohibited material including explosives and for instance, incoming weapons into a small airport and then flying them into a metro is vehicles are subjected context of the real and its ramifications are petrifying to the incisive observer of to a random check with 14 intrusions the security scenario. an occasional frisking and/or manual baggage reported in THE THREAT OF A HIJACK inspection to keep a Besides the horrifying prospect of what a determined and trained semblance of airport en- 2008 at Mumbai saboteur could do with explosive and/or incendiary material smug- try security. The airports airport alone gled into the innards of an airport, there is always the possibility of in Jammu and Kashmir a smuggled weapon being used for hijack. In February this year, a are the only ones that passenger on board an Indigo flight caused a major ruckus when he continue to follow what claimed to be a hijacker. Fortunately, the ensuing melodrama ended could be called the Concourse Plan. As a result, passengers there in an anticlimax as he was diagnosed as suffering from ‘frustration are required to report at airports much in advance of the scheduled aggression syndrome’ but the threat of an actual hijack is real, and departure as compared to other airports. protection against it can never be total or foolproof. Crew training, well-contemplated and meticulous cockpit proce- MISSING: PERIMETER PROTECTION SYSTEM dures, random use of sky marshals and eternal vigilance are the in- Another weak area is the installation of Perimeter Intrusion Detec- escapable tools to counter this ever present menace to aviation. The tion Systems or a Perimeter Intrusion Warning System around our fact that there has not been a hijack in India for almost a decade now airports. A few months ago, a 10-year-old boy was found wander- is something to cheer about. However, the security infrastructure ing aimlessly inside the Mumbai airport area by a CISF patrol. The is bursting at the seams trying to contain the increasing passenger boy claimed to be from Pakistan but was later identified as a resi- traffic, highlighting the definite need to give it a big boost before the dent of Jari Mari slums that hug the perimeter wall of the airport. point is driven home by an unfortunate security related episode. SP

Issue 3 • 2009 • SP’S • 25 GENERAL AVIATION / AERO SPORTS

IDYLLIC SETTING: VT-GFT ready to ﬂy

Plane Fun on the Beach

A first-hand account of a scarcely publicised aerofest that brought alive the Malpe beach in Goa to the roar and romp of microlights

ECEMBER 7, 2008. SIX By Vasuki Prasad what was to unfold very soon. The presence in the morning. The police of a white Tata Sumo belonging to NAL, with station at Malpe beach, Manipal something folded on top, and a small skeleton the most unlikely place auto-rickshaw being pulled behind, all the from where man could be way from the police station located 500 meter expected to rise into the air, had two rather away, where it was kept in safe custody, did not draw any atten- unusual but exuberant visitors: Wing Com- tion whatsoever. But that was to change very soon. mander (Retd) David de Figueiredo and Dr B.R. Pai, who was till On the white soft sand, the Clipper trike, registered VT- D2004 “Flying” Director at Bangalore-based National Aerospace GFT and belonging to NAL, came to life. As the engine revved Laboratories (NAL) spanning two years. up, the wing was getting its shape. Before long, the structure— As the orange-yellow sun rose majestically above the coco- consisting of a fuel tank, an engine, a propeller, two seats, three nut trees, and the tides started receding into the Arabian Sea, wheels and a few yellow bars—was attached to the hang-glid-

PHOTOGRAPHS: VASUKI PRASAD PHOTOGRAPHS: VASUKI little did the people on the beach, save for a handful, suspect ing wing. The trike was ready, as a complete unit. Everyone

26 • SP’S • Issue 3 • 2009 G www.spsairbuz.net GENERAL AVIATION / AERO SPORTS

ENTER THE RED BARON December 20, 2008 saw a small flurry of activity on the beach. Visitors, tour- ists and others were being packed off by the police. Some grumbled that their planned outing had been ruined by an event that had practically attracted no publicity. Malpe police were rope barri- cading the area as Dr Pai and his NAL team began bringing the Clipper to life, again. This time, however, they all sport- ed Aerofest Ts. BIRDS OF VARIED Blue skies FEATHERS: with patches (Left) One of the of wispy white cruisers from clouds hung the Indian Navy; over a pleas- (below) the American ing vista of registered Long-EZ green coconut trees and white

on the beach, with the exception of few who went about their usual businesses of the day, was drawn to the spectacle of a complete aircraft on the beach, ready for take off. Many of them had for the first time seen an aircraft on the beach. For most, it was the first aircraft they had seen in their life. “We would also Malpe is a beach on the west- like to see more ern coast of India, south of Goa, in sands, ruffled by a cool breeze. Vinay Nadig of Mysore Aerosports Udupi district. As one moves to- people to take was at the beach, with an ICOM VHF RT in his hand, ready to wards the water, the beach chang- up flying as welcome the first aircraft. “She’s here!”—and so she was. Against es colour smoothly from dazzling the brilliant blue background stood out a red X-Air F, letting out white to dark brown. One rule de- a sport. NAL the welcome roar all ears had been cocked for. Manoeuvred by fines the sand: “The browner, the would be happy pilots Vinita and Roopa, the Red Baron made a touch and go at firmer; the whiter, the softer”—and to help.” the beach. Soon thereafter, it landed, with a noticeable bounce. it was on the brownish part of the Engine was cut, and the Baron pushed onto the whiter and softer beach, very close to the gentle —Dr A.R. part of the beach. greeting waves of the Arabian Sea, Upadhya, Following in the X-air Red Baron’s wake were the cruisers from that Dr Pai stepped on the throttle the Indian Navy. Two trikes, one painted red and the other yellow, of the aircraft. With the typical Director, NAL surveyed the beach before touching down. The yellow, flown by drone of an aero-engine and the K.S. Yadav Porci with Lt Cdr Srinivas Tata sitting behind, landed tearing sound of the propeller wing first. On the beach, eyes followed the yellow silent machine be- tips rotating at about 6,000 rpm, the trike moved forward rap- fore shifting to the landing red cruiser, flown by Cdr Sandeep Naik idly. About 400 ft on, it was airborne, with every eye on the with Cdr Praveen Bhaik sitting behind. beach trained on the yellow and white object that no longer As both the trikes were pushed to their parking slots on the belonged to terra firma. beach, the Malpe police had their hands full controlling the surg- David took the controls when the Flying Director landed the ing crowd. Dr Pai was joined by the Director of MIT, Manipal, Dr trike safely on the beach. Executing two go-arounds, David got a S.S. Pabla, the Director of NAL, Dr A.R. Upadhya, and the Direc- good feel of the aircraft and the wind conditions, and after being tor of NITK, Dr S. Sancheti to address the crowd in turns. But satisfied, like a fine professional, he landed. With that, Aerofest even as the throng swarmed to the southern side of the beach, 2008 had unofficially taken off. a bunch of inquisitive onlookers was having all the fun in the

Issue 3 • 2009 • SP’S • 27 GENERAL AVIATION / AERO SPORTS

jubilee (of NAL), why don’t you organise some kind of a microlight event?’ I stood back in awe as my dream had come true. ‘Yeah, this is great!’ I exclaimed. With the backup of NAL we can do anything.” Dr Pai flew a red cruiser during the rally, registered VT-GNA. A powered hang glider, it is similar to the Clipper, but a little advanced. “While going to Hassan we’d have a very nice tailwind, but coming back we’d have a very strong headwind. I routed the rally in such a way that while coming back, we wouldn’t have a headwind but instead do a dog-leg, and that’s why for the return we took a route going from Mangalore to Chikmagalur which is a little northeast of Mangalore, and from Chikmagalur we again went to Mysore which is a south- east route, just so that we’d avoid the headwinds, and that really paid off. The condition is that our hang gliders have a very limited range of less than 200 km, so working out this route was northern corner while they of paramount importance-flying marvelled at the cockpits of from Bangalore to Hassan, Has- the strange aircraft. san to Mangalore, and returning Ten kilometers away, at via Chikmagalur and Mysore.” Manipal Institute of Technol- “It was so well organised. ogy, Manipal, a bizarre sight And something I’ve never seen in was unravelling. Two seem- ingly crazed figures in ma- roon overalls, holding aloft huge fans that resembled the archaic contraptions seen at few wedding halls, sprinted along the ground for a few GRABBING EYEBALLS: meters before an inflatable (Top down) The Red Baron arrives; wing started rising into the the shiny blue nosed CH-701 that air. Before long, the two per- landed on the beach (notice the fat sonnel of the Parachute Regi- tyres); Anil Bagalwadi’s CH-601 coming in to land at Hassan ment Training Centre, Ban- galore, of the Indian Army were airborne. Circling the field once, they set out towards Malpe. At Malpe, the silence that followed the landing of the cruisers was shattered by the paramotors. As all heads craned their way, the wings zoomed in, more than enthusiastically, swooping around the beach a number of times before settling down next to the crowd. A Hansa that had taken off from Mangalore flew my life, you know, at that proximity, ever before,” enthused Anil past the beach twice. An American registered Long-EZ did the Bagalwadi, when asked about the flight over the Western Ghats, same—but not without some aerobatic feats. Undoubtedly, it a mountain range near the western part of South India, which was the fastest of the lot, and its non-conventional design and has to be crossed to reach the western coast. A hobby flyer for the performance wowed the crowd with its speed and a loop. A red past 13 years, he runs a construction company besides running bubble canopied CH-601, and two high winged CH-701s, with Agni Aerosports with Kumar Nadig at Jakkur, Bangalore. “Com- fixed slots/slats executed a low fly-pass on the beach. Another ing back, you have the sun setting on one side, and the Netravati shiny blue nosed CH-701 landed on the beach, its wide tires be- river... all you can see is silver. It’s beautiful.” ing perfect for that kind of a surface. “The Malpe beach experience was wonderful, and it turned out to be much better than we had expected, mainly because the MALPE ON HIS MIND weather there was very good. We had no difficulty in landing on Behind all this and more was primarily Dr Pai. “For me, it had the beach in spite of a very mild cross wind,” enthused Dr Pai. “It’s been a dream to have a microlight rally, to the west coast, crossing thrown open a new kind of sport for people to fly, with permis- the Ghats. Whenever I see a beach, I imagine landing my micro- sion of course, onto lovely beaches, and that’s the best way to light on that. When I saw Malpe beach, some years ago, I said to popularise this kind of sport. In foreign countries like Malaysia, myself, ‘This is good! We should come here and land!’ Somehow flying on the beach is encouraged for tourism. But in India, we it all fell into place. have a problem that no microlights are allowed to operate on “Our Director of NAL, Dr (A.R.) Upadhya, said, ‘For this golden the coast, because the coast is considered to be a part of the In-

28 • SP’S • Issue 3 • 2009 G www.spsairbuz.net GENERAL AVIATION / AERO SPORTS dian border, and no microlights are allowed to fly 50 km from CHASE YOUR DREAM the border of India. So we had to take special permission from What flying offers nothing else the Ministry of Home Affairs to permit this rally, which was quite can. A very passionate pilot, a big job, but we were very lucky that we got that clearance. We Vinay Nadig vouchsafes: “Man hope that this will set a precedent and they will allow this type has always wanted to fly, and of organised flying on the beach. This was the first time in India feel free. Flying is the epitome of that we’ve done such a thing.” freedom, a beautiful synthesis of art, science and philosophy.” ALL’S WELL THAT FLIES WELL What then are the roadblocks? Aerofest 2008 was organised by NAL, Bangalore, one of the units “We hope that First is the Directorate of the Centre for Scientific and Industrial Research. Celebrating general of Civil Aviation, the its golden jubilee, NAL organised this in conjunction with Mani- microlight flying governing body and author- pal Institute of Technology, Manipal, and the National Institute takes off from this ity over all aviation policies, of Technology, Karnataka, to spread awareness among students point. All the however archaic these may and the general public about aerosports, the emphasis being on be. Demanding stupendous flying. The event was sponsored by the Aeronautical Society of microlights that paper work supported by in- India, giving the much needed lift to get the event airborne. participated (in numerable clips, an urgent “We are tossing the cards, I understand from Dr Pai, for the change is required in its mind- first time,” Dr Upadhya had observed just before flagging off the Aerofest 2008) were set for anybody to take to the rally from Bangalore. The flight route on December 19, 2008 was manufactured in skies easily. Nishil Koshy, a from Bangalore to Mangalore, with a brief halt at the town of Bangalore.” 32-year-old with Intel, flies on Hassan. The Hassan to Mangalore 140 km leg involved crossing the weekends whenever he the Western Ghats at 7,300 ft MSL. Next day, 10 microlights and —Dr B.R. Pai, has the time. The student pi- two light aircraft flew up north from Mangalore to the beautiful former Director, lot with Bangalore Aerosports beach of Malpe. has this to say about sport Dr Upadhya is very happy with the way Aerofest 2008 turned NAL flying in India, “I find it some- out. But he is quick to add, “We should improve our commu- what limited. I mean there are nication with the public and the media for such events. They very few places where you can should know what exactly is happening, why, who is involved, actually do it.” He had started his flying two years back, when the event, aircraft, and pilot details etc. It will make a better im- the process was a lot simpler. “The process is pretty complicated pact in that case.” An aero-quiz was conducted for the students (now). I did my SPL (student pilot’s licence) one-and-half years of NITK. “The aero-quiz was a good idea, and all the winners back, the process then was relatively easier, where you could get (and many others) got a free ride in micro-light aircraft/HANSA your interview done locally, but I think the current procedures at the Mangalore Airport.” requires one to go to Delhi” Emphasis was on popularising flying. “In the last 13 years, I Finally, the only other determinant is the individual’s passion, know probably four people, (who have) taken up flying after me, or lack thereof, to relentlessly pursue the aspiration to fly. “Even only four people,” rues Anil, business partner of Kumar Nadig, though we manufacture planes, I don’t think we’ve sold more than another pilot who flew into the beach. “There is a great amount three or four to private people,” says Anil Bagalwadi. “And then of glamour attached to aviation. Lots of people think it is not people think, ‘Why are you flying?’... Restrictions from home, and accessible at all, to begin with.” That assumption couldn’t be fur- really it takes a lot, lot of steps to get into the cockpit and say ‘I’m ther from the truth. Aviation in India is a reality, with the very going to fly’—and fly.” proof lying in the low cost airline model that has sprung up, to Raj Hamsa sells a proven model for around Rs 9,00,000. Forget give the common man wings without burning a hole though his that Corolla. For the same price, one can purchase a decent car pockets. But again, that is not the flying being referred to here; and an aircraft. “I suggest people go for it, it’s a nice experience. but flying, in the truest sense—not being flown. And even that It’s good to go for it once and see how you feel about it. You might is within reach. find it exciting enough to continue and go into it a little deeper. “We hope that microlight flying takes off from this point. All If you’re really motivated I don’t think all that paper work really the microlights that participated were manufactured in Banga- matters,” says an enthusiastic Nishil. lore. The Powered Hang Gliders are made by Albatross in Ban- People, however educated, are still superstitious enough to galore, X-Air and the Clipper by Raj Hamsa, Zen-Airs are made believe ‘What goes up comes down faster’. The degree of expo- by Agni Aerosports and Hansa is designed and built by NAL—to- sure needed for such events needs to be several notches higher. tally home grown!” says Dr Pai with a spring in his step. “With “The memory after the air show or an event like this is, well, just these types of aircraft, there is a good industry to develop in the a memory,” says a disheartened Anil. “The bug (for flying) bit- country, both for export and indigenous use. With so many small ing any of these spectators?” The rhetoric is followed by a deep manufacturers, this is an area that can add to the economic de- breath. “Hardly. Hardly.” SP velopment of the country. For example, Raj Hamsa (an ultralight aircraft manufacturer in Bangalore) has exported a lot more than The writer is a fourth year student of Electronics and Com- 1,300 aircraft, and they’re flying all over the world. People don’t munication Engineering at Manipal Institute of Technology, realise that there’s a big market.” Manipal, India. He has been actively involved with ILS testing “We would also like to see more people to take up flying as a and calibration at Surabaya, Indonesia. He is currently an sport. NAL would be happy to help,” says Dr Upadhya. intern with a major North American avionics manufacturer.

Issue 3 • 2009 • SP’S • 29 Fact File IGRUA India’s largest fully integrated aviation training academy, Indira Gandhi Rashtriya Uran Akademi boasts of highly qualified faculty complemented by an impressive training fleet

OST THE 1962 DEBACLE, INDIA woke up to Waylaid by bureaucratic lethargy and financial crunch, the recom- the need of the hour to strengthen its armed forces, mendations remained in cold storage till 1985 when the then Prime particularly the air force. Consequently, the only Minister, Rajiv Gandhi, himself an airline pilot with remarkable ex- organised civil pilots training establishment, the perience in the field, transformed this need into reality—and Indira National Civil Aviation Centre at Allahabad, was Gandhi Rashtriya Uran Akademi (IGRUA) was conceived. converted to Pilot Training Establishment for the force. To fill the resultant void in organised and OBJECTIVES standardised training of civil pilots, the onus fell on flying clubs IGRUA commenced operations in 1986 with the primary objective to Pthat had to switch from the relaxed club culture of hobby flying to meticulously train pilots for entry into airlines. The institute endeav- the serious task of training pilots for airline jobs along the lines of ours to carry out LOFT to contemporary international standards. Line Oriented Flight Training (LOFT). Ill-equipped, with slow, low • CPL course for PPL holders, including foreign nationals. performance aircraft, like the Pushpaks and Tiger Moths, wielding • Ab initio to CPL course with BSc (Aviation) basic instrumentation with little or nothing of avionics, and mostly • Licence renewal tests and licence endorsement checks for for- managed by hobby flying untrained instructors who gave instructions mer students of IGRUA. without a structured and standard training curriculum, the output • Simulator training course. was at best suited for securing Private Pilot’s License (PPL). • Multi-engine endorsement course. Considering that the airlines were modernising and acquiring • Instrument rating course. newer, bigger, faster and more modern aircraft, it was imperative • Refresher course for Chief Flying Instructor (CFI)/Pilot Instruc- to bridge the yawning gap in pilot training. Since the standards of tor Incharge (PII) of flying clubs. flying club protégées fell short of that • Ground training for perspective fly- required for immediate commence- ing instructors. ment of an airline carrier, there was • From ab initio to CPL course for for- an urgent need for institutes to equip eign nationals. and train civil pilots for streamlined Ab initio to CPL course is con- seamless transition. ducted on a regular basis. The other In April 1983, a high level commit- courses are offered on request subject tee under the aegis of the Ministry of to adequate number of candidates Tourism and Civil Aviation recom- joining the course. mended setting up four, and at least Of late, the multi-engine en- one immediately, which would cater dorsement training is also being to not just flying but all other industry conducted due to the demand for requirements multi-engine endorsement for in- pertaining duction into airlines and manda- to pilots (for SOUND tory requirement for renewal/issue fixed and ro- CREDENTIALS: of Airline Transport Pilot Licence as tary wings), Commencing per new civil aviation stipulations. aircraft main- operations in 1986, IGRUA’s primary tenance engi- objective was to ACHIEVEMENTS neers (AMEs), meticulously train Till last count in March 2009, the aircraft radio pilots—a vision it has institute had trained 581 pilots, maintenance adhered to over the including 31 foreign nationals, 11 engineers, past decades coast guard and other para-military

PHOTOGRAPHS: DIAMOND AIRCRAFT & IGRUA and so on. personnel, on fixed-wing and rotary

30 • SP’S • Issue 3 • 2009 G www.spsairbuz.net Fact File wing aircraft. Almost 100 per cent of Indians have found placement have conducted 40 CFI refresher courses for CFIs of different in various airlines in India; 122 students are undergoing training flying clubs in India. In fact, IGRUA is the only training Institute at present. To further enhance output, IGRUA has undertaken the authorised to conduct this course. following initiatives: • Simulator training on six-axis motion C-90 simulator is im- • To secure a wider spectrum of talented students from across parted to corporate pilots to meet DGCA requirements. the country, a stringent selection process involving an all-India • Instrument rating training is provided to the pilots of various entrance examination and a pilot aptitude test is conducted, flying clubs. followed by the final selection by an interview board compris- • Multi-engine rating is provided to pilots of the Indian ing of DGCA representatives and industry bigwigs from Air Air Force, Indian Navy and private candidates to meet India and Indian Airlines, growing demand for pilots besides IGRUA examiners. in civil aviation. • IGRUA simultaneously • IGRUA provides on-the-job conducts CPL courses for training to candidates under- those who have already going AME diploma in various done PPL from other fly- Indian private institutes. ing clubs and wish to ac- • IGRUA is in the process of quire quality training to utilising its existing infrastruc- meet airline requirements. • To cater for a large number of aspirants, the institute is DIAMOND SHOPPING: IGRUA plans to augment its in the process of expand- current ﬂeet with DA-40 and ing its existing fleet of 21 DA-42 (seen here) aircraft aircraft, including two multi-engine C-90 King Air aircraft, by acquiring additional 14 single-engine and ture and technical expertise to two multi-engine state-of- develop a school for training the-art modern trainer air- young aspirants for aircraft craft with glass cockpits. maintenance engineering and • To meet standards set by flight dispatcher. the DGCA and Interna- IGRUA remains as epit- tional Civil Aviation Orga- ome of standardisation and nization, refresher course is excellence in flying training, conducted for CFI/AFI and with a potential to become PIIs of various flying clubs the first air university of the of the country. Till date, we country. SP

UNDERLINING THE USPs • An accepted centre of excellence in civil aviation training in India. One six-axis motion C-90 simulator. One Hawker Sydney Glass Cock- • Over two decades of quality training record in the industry. pit generic trainer modeled for seven different types of aircraft, rang- • Almost 400 IGRUA alumni equipped with Commercial Pilots Licence ing from light single-engine to advanced jet airlines. A touch panel (CPL) flying national as well as other carriers. trainer for King Air C-90A Aircraft and B-737. • An unparalleled placement record touching 100 per cent. • Centrally air-conditioned classrooms, with IT enabled, most modern • Largest training fleet in India, comprising 19 high performance, mod- electronic training aids. ern avionics equipped, single-engine and two turbo prop C-90A King • Highly qualified and dedicated faculty to impart ground training up Air aircraft. The fleet is being further strengthened by 14 DA-40 and to Airline Transport Pilot Licence level. two DA-42 flaunting state-of-the art Garmin 1000 Glass Cockpits, • A mix of highly experienced flying instructors drawn from all over the single as well as multi-engine aircraft. globe with years of instructional experience in civil/military flying. • An integral part of CAE Global Academy. CAE took over the manage- • An optimum student/instructor/aircraft ratio maintained with the ment of IGRUA in March 2008, introducing an international flavour strictest adherence to safety both on ground and in the air. with its standardised modern methodology of aviation training. It is • Fully residential, with two hostels for boys and girls having a total instrumental in upgrading the quality of training imparted to pilots. accommodation capacity of 72 and 144, respectively, supported by a • Indisputably India’s largest fully integrated aviation training academy. modern kitchen with trained and qualified staff. • An IGRUA owned airfield equipped with the modern navigation aids, • Very well equipped modern gym, two each indoor squash and bad- Doppler VOR, DME, ILS and NDB, own ATC, three hangers, fully minton courts, along with grounds for football, basketball, volley ball equipped engineering section to carry out servicing and repairs, well and other outdoor games. equipped fire fighting section and a dedicated refueling section. • A healthy, pollution free environment of the campus and facilities • A dedicated exclusive air space. spread across 167 acres of land. • Four cockpit procedure trainers, two of which are equipped with Gar- • Only institute in India authorised by the Directorate General of Civil min 1000 Glass Cockpit having a panoramic 180 degree projection. Aviation (DGCA) to conduct Flight Instructors Refresher Course. n

Issue 3 • 2009 • SP’S • 31 Finally... LEAN Is In The Indian government is today exhorting airlines to get “lean and mean”. Retrenchment, apparently, is no longer taboo.

RIM REALITIES OF THE AVIATION industry seem fuel was not the only cause. Airlines, despite operating in a high to have finally dawned on those at the helm of affairs. cost environment, were levying unreasonable airport charges, With the UPA government back in the saddle—and, were generally overstaffed, inordinately lavish with salary struc- fortunately for the Indian civil aviation industry, Praful tures and offering loads of frills for passengers most of which GPatel picking up the reins again—there is renewed hope. In his were quite unnecessary. Passenger volume was not high enough recent statements there is evidence of greater understanding of to sustain the number of airlines vying for market share and lack the gravity of the situation facing the industry. For the first time of infrastructure often degraded efficiency, adding to cost of op- the minister exhorted airlines to restructure business models and erations. Air fares remained depressed to un-remunerative levels aim towards “lean and mean” organisations in order to survive. and in the face of fierce competition, airlines appeared diffident Apparently, even retrenchment of employees, which the gov- and helpless to alter the status quo. Evident to all but the man- ernment had opposed barely a year ago, is no longer taboo. As if agement of airlines, the business models were somewhat illogical on cue, Jet Airways recently handed pink slips to 110 employees, and not in tune with the financial paradigms of the industry. including 60 probationary cabin crew, on the eve of May Day. Last Worse, the government appeared indifferent to the progres- year, anger and street protests had erupted following retrench- sively worsening plight of the airline industry. Focus seemed to be ment of 1,900 Jet Airways employees with indications of more to on milking a convenient source of steady income even as the air- follow. Ironically, the decision was made public even as India Avia- lines bled. Any attempt by the airlines to come to an understand- tion 2008—the country’s very first trade show related to civil avia- ing to jointly hike fares was perceived by the government as a ploy tion—was being inaugurated at Begumpet, Hyderabad. Seeking to encourage ‘cartelisation’ and stoutly opposed. Suggestions re- to quell the uproar, the Minister of Civil Aviation (MoCA) had ini- garding rationalisation of fuel prices and removal of restrictions tially dismissed it as the airline’s internal matter and maintained on investment by foreign airlines in the industry were repeatedly that the government really had no role to play. Later, when under rejected. Losses continued to mount. Meanwhile, one airline dis- mounting opposition Jet Airways backtracked and reinstated the continued operations and three others merged with larger enti- employees, MoCA claimed it had worked behind the scene to en- ties. The total number of airlines shrank from 11 to seven. gineer this change of heart. Understandably, with national elec- Just when it seemed matters could not get any worse, global tions barely a few months away, no political leader could afford economic crisis reared its ugly head in India. Financial woes of to antagonise any distinctive section of employees, be it in the the airlines worsened, engulfing even major airlines. Air India has private or public sector. Today, the same political dispensation been pleading with the government for infusion of Rs 15,000 crore seems more inclined to correct its blinkered vision. for survival. Liquidity issues have compelled the airline to defer Since the so-called boom in civil aviation began in 2004 driven payment of salary, something unheard of in the industry to date. by a resurgent economy, business prospects for the airline indus- Private airlines are searching for investors. The international try appeared deceptively bright. However, all airlines in India have scene is no better. Over the last one year, as many as 31 airlines been consistently in the red since then, sinking further into the the world over have had to close down and the CEO of British abyss as international price of crude touched $147 (Rs 7,000 crore) Airways has asked employees to work for a month without salary. per barrel in 2008. By the end of the financial year ending March To borrow a quote from US President Barack Obama, “it’s going to 2009, it is believed that all the airlines in India had accumulated get worse before it gets better”. SP losses totaling to Rs 10,000 crore. Air India was responsible for

ILLUSTRATION: RATAN SONAL RATAN ILLUSTRATION: around 50 per cent of the total cumulative loss. But the price of —By B.K. Pandey, Bangalore

32 • SP’S • Issue 3 • 2009 G www.spsairbuz.net 451964-2009 SP GUIDE PUBLICATIONS WIDENING HORIZONS...

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