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TABLE of CONTENTS News Flies. We Gather Intelligence. Every Month. From India. AviationISSUE 5 • 2010 SHOW REPORT

31 EBACE 2010 Back in Business

INDUSTRY

43 OEM Target India

SPACE

23 ISRO Jostling for Space

HALL OF FAME The interior of A318 Elite Airbus offers plenty of freedom for individual design and the world of aircraft interior industry is 40 Erich Hartmann 26 booming while the world’s markets falter

REGULAR DEPARTMENTS First Cover Story 9 Airdrop Cargo 6 A Word from Editor 10 Solar Impulse, Watchkeeper FLIGHTS 7 NewsWithViews MILITARY OF - Tejas delayed FANTASY Modernisation 16 Marcelle Nethersole writes - GSLV failure Flying Fast Foward from London on the world of 11 InFocus 21 Procurement aircraft interiors and ﬁnds just A Difficult Choice why this industry is booming Mirage Jet Fighters while the world’s markets falter 35 UAVs Upgradation: Deal done Die Another Day • Forum �� 12 CIVIL �� www.spsaviation.net �� Cost Factor �� 41 Analysis �� �� �� Cabin �� Fading Royalty �� 44 NewsDigest C omforts�� TECH WATCH 48 LastWord

– Straight Up, Straight Down �� 15 Perform or Perish – Going Green Cover Photo: TECHNOLOGY Lufthansa Technik concept for NEXT ISSUE: A380 demonstrating luxurious interiors India: Case Study of 37 Helicopter Regional Aviation Potentials Speeding Up Photo Credit: Alan Peaford

2 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net CAC1002G_StraightTalk_SPsAviation_FP2.indd 1 4/8/10 4:39 PM TABLE of CONTENTS

PLUS... PUBLISHER AND EDITOR-IN-CHIEF DESIGN & LAYOUT Jayant Baranwal Senior Art Director: Anoop Kamath Designers: Vimlesh Kumar Yadav, EXECUTIVE EDITOR Sonu Singh Bisht Subir Ghosh DIRECTOR SALES & MARKETING Neetu Dhulia SENIOR VISITING EDITOR SALES & MARKETING Air Marshal (Retd) V.K. Bhatia Head Vertical Sales: Rajeev Chugh Sales Manager: Rajiv Ranjan SENIOR TECHNICAL GROUP EDITORS SP’S WEBSITES Air Marshal (Retd) B.K. Pandey Sr Web Developer: Shailendra Prakash Ashish Lt General (Retd) Naresh Chand Web Developer: Ugrashen Vishwakarma

COPY EDITOR 12 Cost factor © SP Guide Publications, 2010 Sucheta Das Mohapatra ANNUAL SUBSCRIPTION ASSISTANT CORRESPONDENT Inland: Rs 900 • Foreign: US$ 240 Abhay Singh Thapa Email: [email protected] ASSISTANT PHOTO EDITOR LETTER TO EDITOR Abhishek Singh [email protected] [email protected] SUB-EDITOR Bipasha Roy FOR ADVERTISING DETAILS, CONTACT: [email protected] CONTRIBUTORS [email protected] INDIA [email protected] Air Marshal (Retd) N. Menon [email protected] Group Captain (Retd) A.K. Sachdev SP GUIDE PUBLICATIONS PVT LTD Group Captain (Retd) Joseph Noronha A-133 Arjun Nagar, (Opposite Defence Colony) Flying Fast EUROPE New Delhi 110 003, India. 16 Foward Alan Peaford, Phil Nasskau, Tel: +91 (11) 24644693, Rob Coppinger 24644763, 24620130 Fax: +91 (11) 24647093 USA & CANADA Email: [email protected] Sushant Deb, LeRoy Cook, Lon Nordeen, POSTAL ADDRESS Anil R. Pustam (West Indies) Post Box No 2525 New Delhi 110 005, India. CHAIRMAN & MANAGING DIRECTOR Jayant Baranwal REPRESENTATIVE OFFICE BENGALURU, INDIA ADMIN & COORDINATION 534, Jal Vayu Vihar Bharti Sharma Kammanhalli Main Road Bangalore 560043, India. Survi Massey Tel: +91 (80) 23682534

Owned, published and printed by LONDON, UK 35 Die Another Day Jayant Baranwal, printed at Shikha Thukral Kala Jyothi Process Pvt Ltd and Area Sales Manager, Europe published at A-133, Arjun Nagar 64 Western Road, Southall Middlesex (Opposite Defence Colony), UB2 5DX, United Kingdom New Delhi 110 003, India. All rights Mob: +447404424208 reserved. No part of this publication may be MOSCOW, RUSSIA reproduced, stored in a retrieval system, or LAGUK Co., Ltd., (Yuri Laskin) transmitted in any form or by any means, Krasnokholmskaya, Nab., photocopying, recording, electronic, or 11/15, app. 132, Moscow 115172, Russia. www.spguidepublications.com otherwise without prior written permission Tel: +7 (495) 911 2762 of the Publishers. Fax: +7 (495) 912 1260

4 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net InFocus

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? A Word from Editor After two years of negotiations, French aerospace majors Dassault and Thales and the Indian Air Force have agreed on a price for upgrading 51 Mirage 2000s. It sounds good; but like most good things, this would be costly.

he forthcoming visit by French President Nico- ing systems that bring about defence deals. This is what this las Sarkozy will be keenly watched. Among issue of SP’s Aviation looks at in ‘The cost factor’ (Page 12). other things on the cards is the inking of the The IAF faces another difficult choice when it seeks new Mirage 2000 upgradation deal. After two years aircraft for pilot training (See ‘A difficult choice, Page 21). of negotiations, French aerospace majors Das- But here, it would be a question of it being spoilt for choice. sault and Thales and the Indian Air Force have There are many aircraft in the fray, and what the IAF would agreed on a price for upgrading 51 Mirage 2000s. It sounds need to do is choose one to its training philosophy so that it Tgood; but like most good things, this would be costly. meets the requirements in the next three decades. In all likelihood, unless the French accede to Indian Talking of upgradations and training would bring us to wishes, the deal would be for a per unit upgradation cost in modernisation as a whole. We present an in-depth analysis the $41-43 million range. The overall cost will come to close (See ‘Flying Fast Forward’, Page 16) of how the Indian Air to $2.1-2.2 billion. It is this figure that has raised many an Force has embarked on acquiring new doctrinal perceptions eyebrow. The point being debated by many defence experts by going through fundamental and far-reaching changes is that had India gone in for a deal for 50 Mirage 2000-5s and propelling itself into being a true strategic force. way back in 2001 itself, the cost would have been the same. And you cannot possibly miss out on ‘Flights of Fantasy’ The flipside of any agreement will be that India would only (Page 26) which takes readers right inside the world of air- get an upgradation done; there would be no new aircraft. craft interiors and tells us why this industry is booming. It’s When Mirage 2000s were first drafted into the Indian Air all about comfort. It’s all about style. Force in 1985, they were looked at with reverence. This faith, as Kargil 1999 proved, was not misplaced. But as time went by, the IAF felt the need for an improved version of the Mi- rage 2000 i.e. the Mirage 2000-5. That was in 2000. The government decided to go in for a request for information (RFI) the following year. Since then, the acquisition programme has reverted back to the upgradation of the old Mirage 2000s. The choice, most say, has been difficult. On one hand was the question of a huge amount being spent. On the other was that of the existing aircraft. As Air Chief Marshal P.V. Naik, Chief of Air Staff, said recently, “The residual life of the 50- odd Mirages that are left is another 20 years. If I throw them away, I would have wasted 20 years of that residual life. But upgrading the Mirages with the infrastructure already available, seems a better option considering the lifetime cost.” The Air Chief has a point – India cannot be too profligate. Yet the issue that we could have acquired the same number of new aircraft for the money that we are spending in upgrading old ones, is not going to go away. This is going to remain in the news for a while, right during this run-up to Jayant Baranwal the signing of the deal to probably a few weeks afterwards. Publisher & Editor-in-Chief This deal raises some pertinent issues – that of the exist-

6 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net ILLUSTRATION: MAMTA NewsWithViews fraught with difficulty and uncertainty. There are aheadengines withwith development of the Kaveri. However,able in theeach market,option isdeveloping an entirelypower new plant.engine, Theseor goinginclude identifying an meetengine the alreadyqualitative avail requirements stipulated by the OrganisationIAF for (DRDO)the theinselection engineanof thatwould arethree options fortheDefence Research andDevelopment opmental flights with the underpowered GE 404 engine, there a newenginefortheproductionmodelsof Tejas. for search necessitating 2008 ects were formally delinked in proj two the and end dead a reached have to appears gine Development of the Kaveri en uncertain. somewhat remains service operational into LCA decades, timeframe for induction of the three nearly after even investment, of levels ing stagger the despite that IAF the for disappointment deep foreign collaboration. comprehensive no was There Establishment. Research bine Tur Gas the under initiated was prototypes LCA power to Kaveri GTX-35VS engine aero of development track, parallel dashed by a sanctions regime. jor. Hope for US assistance was with any global aerospace ma collaborationarrangementfor formal no was there and France, Israel from sought was assistance technical Although agency. manufacturing the to be was Limited Aeronautics De Hindustan Agency. velopment Aeronautical created ly and of overall project management was entrusted to the new LCAthe fordesign course. aResponsibility dueevolve into I VIEWS the stipulated timeframe and there is no further costescalation,”the stipulatedtimeframeandthereisnofurther thecommitteemaintained. by choosing the option of the importing engine or persisting with (the indigenous) Kaveri (engine). “All steps should be taken so that Tejas is operational by expeditiously.out the sanctioned. with faced sorted problems Tejasbe various should the engine said panel The The either Tejascommissioned be should being after years 27 day the of light the see to project,affairs”is the of which project.the in state (LCA) at “sorry aircraft pointed combat committee The In its report tabled in the Lok Sabha recently, the Parliament’s standing committee on defence dealt with a variety of issues including delay in the Tejas light TEJAS DELAYED While the LCA, christened Tejas, has been undergoing devel for cause a indeed is It on project a as 1986, In launchedtwo years later to replace the fleet of MiG-21s technologiesadvancedwas of number incorporating a LCA, an develop to programme a 1981, in up drawn Plan Re-equipment Long-term the with accordance n ------ultimately translate into interminable delay. allthe developmental flights completed so far. Allthese would cally developing a new airplane requiring repeatintake, of wings,some, etc,if notof the LCA. Thissized. would Suchtantamount an engine wouldto needpracti redesign of the fuselage,the air requisite thrust rating available in the market, but are over- controlling costsmaynotbe easy. bat aircraft and experience with the Tejas programme so far, com generation new of development the in imponderables the given committee, parliamentary the by report the in ed partially alleviate the concerns of the government as reflect help may milestone latest configuration.this final Although near a in board on equipment required all with flew time first the the Tejassortie,for 52-minute a in 2010,23, April However, there is some light at the end of the tunnel. On Issue 5•2010 —Air Marshal(Retd)B.K. Pandey rationtakeyearsmaybecause gineevenwith foreign collabo be afadingdream. the for Tejasplant power may indigenous manufacturers,an engine aero leading world’s the of one with without collaboration that clear is it sion, old and is virtually century obsolete. quarter a than more technology employed the is as remote appears upgradation significantany ofperformance Kaveri, possibility the of ment thirdoption of further develop the for programmes. ment As engineglitchesdevelopthein and escalationcostmajor owingto slippages considerable suffered have projects aircraft combat generation fifth T-50 SukhoiAirbustheandA400M M88fortheRafale. late,Of the develop the to years gines, 13 en manufacturers aeroing of lead It the of Snecma, happen. onetook do cases such in cess. So, time and cost overruns ogy,and complexity ofthe pro technol in advances rapid of eeomn o a e en new a Development of htvr h fnl deci final the Whatever SP

SP’S AVIATION

7 ------ILLUSTRATION: MAMTA NewsWithViews technologyheavilyguardeda secret.is Cryogenic propulsion sameoverallthelaunchweight thevehicle.of Therefore, the Thispermits spaceagencies launchtoheavier payloads with thrustforevery kgofpropellant itburns compared toothers. drogenand oxygen is much more efficient and provides more degree celsius and less. This stage with super cooledand more,liquid hy the upper cryogenic stage remainsareigniting withtemperaturessuper coolreaching 3,000atdegree celsius250 vehicle‘icyhot’ because lowerwhen thestagesrocketthe of highlycomplex andstrategic technology. makesItthelaunch even needed. been not wasperhaps and possible have not may this but testedinweightless conditions up to 1,000 seconds. It was not forground the successfully on tested been had but seconds 720 only for space in work to required was stage ‘cryo’The satisfaction. technological best the of to tested been had years for making the in gine, en the was because failureunexpected The failed. had engine cryogenic the of flight later,acceptedhe thatthefirst But ignited. had engine cryo genic main the though even function to failed had engines Vernier two the that was nan of ISRO chairman reactionK. Radhakrish initial The path. flight assigned its from viate de and decelerate to started vehiclethe whenseconds after 300 occurred problem The space. and flight time in both path, its to stuck had GSLV lesslyafter perfecta lift-off the flaw worked had stages lant that the first two liquid propel Organisation(ISRO) but also the entire nation. It was evident ResearchSpace Indian the of engineers andscientists only T VIEWS 8

two stages of the rocket worked as planned. But within seconds, gloom descended on the control room as the crucial third stage—the cryogenic cryogenic stage—the third crucial the as room control first the the a as on while a leaving descended for pm, joy gloom 4.27 was ignite. seconds, at There not seaboard. off within engine—did But eastern planned. India’s building—took as on worked Sriharikota 17-storey at rocket a site the as of launch tall the stages at two sky Vehicle—as evening Launch clear the in Satellite smoke and fire Geosynchronous of The trail being after minutes. failed five system to propulsion close cryogenic for home-made a flight using in rocket largest the when 15 on April programme space Indian the struck Disaster GSLV FAILURE

roei pouso i a is propulsionCryogenic SP’S aiain aelt pyod hs iapitd not disappointed has payload, satellite navigation GSAT-4 and communications the and engine genic liteLaunch Vehicle(GSLV)-D3 withIndia’s firstcryo he failure of the launch of the Geosynchronous Satel AVIATION

Issue 5•2010 ------

- - - andthe first flight of the GSLV using Russian ‘cryo’stage took pressure,Russianslaterbuton supply did cryogenic engines thetechnology. Initially, this attempt was torpedoed under US proachedRussia to supply the cryogenic engines and transfer Cuttingno ice with the US firms in early 1990s, India had ap hasbeen onthe agenda ofISRO foralmost twodecades now. manned lunar missions. But would the US oblige? future its for propulsion cryogenic of version advanced an on working be to known is US,which the withrelationship tap NASA’s expertise under the umbrella of a vastly improved ever,forfuture applications, woulditbetterbe ISRO ifcould that is neither demoralised nor deterred by its failures. How mittee which would submit its report by next month-end. lysed for which ISRO has constituted a Failure Analysis Com ISRO must be given due credit for being an organisationanbeing forcredit due given be mustISRO —Air Marshal (Retd) V.K. Bhatia termstransferof technologyof theRussians promised1992,inin what But 2001. in place tire data would have to be ana en shutdown.immediateThe tothe engine failed causing an fuel the supplying pump fuel turbine the as two, or second a for just but ignited, actually the indigenous ‘cryo’ stage had far has led some to believe that payload.collectedsodata The now questionable, Rs 150 crore ter lift-off with its precious, and af minutesBengal of Bay the GSLV-3the with intoplunging asto what exactly went wrong reports conflicting been have There failure. GSLV 15 April ing is mastered to perfection. design, materials and engineer leastin the initial stages till the be more vulnerable to failure at theRussian design boundis to oncountries. based effort Any other enginesdeveloped by to compared complicated highly are stages cryogenic Russian The vastly. differed supplied, later was what and engine ic basedon their 11D56 cryogen That brings us back to the to back us bringsThat www.spsaviation.net SP ------irst F Airdrop F Cargo Lockheed Martin and Kaman have successfully transformed power lifter into an unmanned aircraft system for autonomous cargo delivery operations

n tests conducted recently, Kaman Aerospace Corporation has proved that the unmanned K-MAX helicopter can resupply troops with cargo airdropped by parachute. The tests added a new delivery method for the 6,000 lb power lifter, which Lockheed Martin and Kaman have suc- Icessfully transformed into an unmanned aircraft system for autonomous cargo delivery operations. At its Bloomfield, Connecticut facility, Kaman, in partnership with the US Army’s Natick Soldier Research, Development and Engineering Centre (NSRDEC) conducted 11 cargo airdrop tests from 300 ft to 400 ft above ground level. Kaman used its four-hook carousel for the drops, and during one flight, demonstrated four airdrops in a single mission. Kaman performed the airdrops using the Army’s low cost low altitude cross parachute, a one-time-use expendable aerodynamic decel- erator that costs about $375 (Rs 16,929). Currently used to airdrop sup- plies from manned aircraft in Afghanistan, the parachute is designed to handle 80-600 lb payloads delivered from 150-300 ft altitudes above ground level. In January, Kaman and Lockheed Martin had successfully demonstrated to the US Marine Corps at Dugway Proving Grounds in Utah the capability of the unmanned K-MAX helicopter to resupply troops by unmanned helicopter at forward operating bases in Afghanistan. During the demonstration, the team showed autonomous and remote control sling load delivery over both line-of-sight and satellite-base beyond-line-of-sight data links. According to the company, future tests may include the use of single and/or multiple joint precision airdrop systems (JPADS) from higher altitudes. JPADS could be used in higher threat environments to resupply multiple and dispersed ground forces from one unmanned K-MAX release point. Kaman designed the K-MAX helicopter to deliver sling loads up to 6,000 lb at sea level and 4,300 lb at 15,000 ft. Lockheed Martin’s mission management and control systems gives the K-MAX helicopter unparalleled flight autonomy in remote environments and over large distances. SP —SP’s Aviation News Desk

OCKHEED MARTIN E-mail your comments to: [email protected]

For more information and video, visit: PHOTOGRAPH: L www.spsaviation.net

Issue 5 • 2010 SP’S AVIATION 9 irst F Solar Impulse... F ...applying new technologies to save nature

housands of spectators from all over Switzerland viewed the Solar Impulse HB-SIA slowly climb up to T1200 metres on April 7, 2010. The next 87 minutes Solar Impulse test pilot Markus Scherdel spent familiarising himself with the prototype’s flight behaviour and performing the initial flight exercises before making the first landing on the Vaudois tarmac. The execution of these various manoeuvres (turns, simulating the approach phase) was designed to get a feel for the aircraft and verify its controllability. According to the company, the first mission was the most risky phase of the entire project and culminated after seven years of research, testing and perseverance. Never has an airplane as large and light ever flown before. The aim was to verify the prototype’s behaviour in flight and test its reaction to various manoeuvres. Bertrand Piccard, Chairman, Solar Impulse said, “We still have a long way to go until the night flights and an even longer way before flying round the world, but today, thanks ing new technologies that can save natural resources.” SP to the extraordinary work of an entire team, an essential —SP’s Aviation News Desk step towards achieving our vision has been taken. Our future depends on our ability to convert rapidly to the use of re- newable energies. Solar Impulse is intended to demonstrate For related video, visit: what can be done already by using these energies and apply- www.spsaviation.net Watchkeeper’s...... ﬁrst UK ﬂight

hales unmanned air system sensitive or dangerous areas. The (UAS) flew for the first time in system is capable of rapid deploy- TUK on April 14. The Watch- ment and operations anywhere keeper took off from dedicated fa- in the world and will support the cilities at Parc Aberporth in West information requirements of all Wales for a 20 minute flight. The three services. Parc Aberporth facilities, man- According to the company, the aged by QinetiQ through the West first flight was a momentous ac- Wales unmanned air vehicle (UAV) complishment in the Watchkeep- Centre, are the premier test facili- er programme and many more ties for UAVs in the UK. flight trials is scheduled to take The success of the first flight place over the coming months. was attributed to the combined The company further in- efforts of the integrated Thales formed that 2010 is an important & THALES UK and the Ministry of Defence (MoD). It was the first mile- year for the programme as it will also see the opening of the stone in a long-term programme to demonstrate that the Watchkeeper training facility based in Larkhill and the con- Watchkeeper system meets the robust safety and airwor- tinuation of the technical field trials at Parc Aberporth. SP

SOLAR IMPULSE thiness criteria required to fly UAVs initially on ranges and —SP’s Aviation News Desk segregated airspace in the UK. The Watchkeeper system provides enhanced capability that will enable commanders to detect and track targets for E-mail your comments to: [email protected] PHOTOGRAPHS: many hours without the need to deploy troops into potentially

10 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net PHOTOGRAPH: SP GUIDE PUBNS InFocus cation as a stopgapcationa arrangementas beforeinductionthe theof 2000-5specifithe to fleetMirage2000 itsportion major of Mirage 2000-5, which first flew on October 24, 1990. a privately funded update of the Mirage 2000C to be renamed theBylate 1980s, Thomson-CSFhadalready begun workon aircraftonpar with thelatest models ofthe US F-16 fighters. thekeep programmecontinued2000Miragehave to the in deed inneedofamidlifeupgrade. in was fleet Mirage its radar,of RDM-7 bulk the the as but such avionics improved somewhat with 2004 in aircraft 10 frontline the IAF. was the of fighter additional an acquire to on went IAF The (Thunderbolt) Vajra the as known also 2000, Mirage conflict, Kargil 1999 the of time the 1988.At aircraft (41 single-seat fighters and 10 twin-seat trainers) by and diminishingnumbersinitscombatforcelevels. tion is crucial for the IAF which is battling with ageing fleets upgrada the that fact the of view in deal the ink to decided $43 hefty a to coming million (Rs 190 crore). However, still the Indian government is has aircraft 51 upgrade to cost quarters,political unit highest per the at nudges timed fully care through also but negotiations, hard only not through new fighterjetofthatcaliber. With thefinalpricearrivedat crore) 26 per aircraft, which was coming close to the price of a brand (Rs million $58 about to amounted This crore). 13,500 (Rs billion $3 to close price exorbitant an quoted ly the fighter’s upgradation, the French companies had initial for side Indian the by provided list detailed the through ing being offered by French OEM Dassault and price Thales. the After go over differences to due primarily years two past the for fighters.stuck jet been 2000 had Mirage deal of The I MODERNISATION price negotiations between the two sides seems to have been resolved What was hanging ﬁre for the last two years due to issues related to The FrenchThe 1993decidedForceAirbyhadupgrade to a Frenchmanufacturer Dassault and its associated partners First inducted in 1985, the IAF had acquired a total of 51 of April toupgradetheIndian Air Force(IAF’s) fleet crore 10,000 week first the in France with Rs deal billion) ($2.1-2.2 a finalised India resolved. been have to seems sides two the between negotiations price to related issues to due years two last the for fire now.hanging official was be What to appears t with India ﬁnalising a Rs 10,000 crore deal with France ------tions? Turn to deal and what effect it would have on the Indo-French rela the from get to expect IAF the can what is question big The continuing to compete in the main MMRCA deal with Rafale. inconsiderable $2 billion+ Mirage 2000 upgrade deal, while already got a slice of the bigger pie by bagging the none too through the flight evaluation stage, the French seem to have Rafale. And now, while the MMRCA the project is still with lumbering it replacing and offer 2000-5 Mirage the drawing it appears, were quick in appreciating the situation by with Dassault, happen. not did however,out,this turned events the later and much improved version, i.e. Mirage 2000-5. As for opt naturally would fleet, 2000 Mirage its with satisfied highly was IAF,which the that optimistic were French the 2001, in deal MMRCA the for RFI the of launch the of time Mi the the to possible.At as it up to or,close standards, as 2000-5 brought rage be would IAF the of aircraft 2000 Mirage upgraded the that probable quite is available,it not Mirage the 2000 assemblylineopenforanindefinitelengthoftime. keep to inability its citing by fighter jet Rafale the Mirage 2000-5 with its own state-of-the-art twin-engine replace to competition,Dassault the prompted joined it had Typhoon,Eurofighter EADS and US the from Hornet Super F/A-18 Boeing’s contenders, heavy-weight more two that fact the and side Indian the from stage next the to gramme pro the progressing in delays undue The aircraft. Gripen JAS39SAAB Swedish the and Falcon Fighting F-16 Martin compete with the Russian Mikoyan MiG-35, the US Lockheed gramme, the French manufacturer offered Mirage 2000-5 to pro MMRCA 126-aircraft ambitious the for 2001 in issued residual operational life to Mirage 2000-5 Mark 2 standards. upgradestype,aircraftthetheleastforforsufficientwith at operationaltheFrenchin AirForce, consideringisit further cameoperational 2000.in AndwhiletheRafale hasbecome upgraded aircraft were redesignated Mirage 2000-5, and be development.underThe still was time the at Rafale,which Deal done Upgradation: Jet Fighters Mirage While the full details of the upgradation programme are programme upgradation the of details full the While (RFI) information for request initial the to response In Forum forsomeprobableanswers. —By Air Marshal(Retd) V.K. Bhatia Issue 5•2010

SP’S AVIATION SP

11 ------MODERNISATION rum Fo Cost factor It would be hazardous to offhand put a ﬁgure on what would actually be the cost of an aircraft such as a Mirage 2000 or a Mirage 2000-5. It would entail an in depth study and multi-fold analysis of various factors before a reasonably accurate ﬁgure can be arrived at.

here is a general belief in defence circles that put- ting a definite price to any defence equipment and VIEW POINT more so in the case of combat aircraft, is well nigh impossible; given the plethora of issues involved—  Air Marshal (Retd) Ajit Bavnani visible and hidden—when working out the cost of Tthe entire package, finally known as the “fully operational This is a long pending requirement of the weapon system”. The myriad factors not only involve the IAF, as the need for upgradation of the Mi- plain and simple unit fly-away cost but also include train- rage fleet was felt as early as 2001-02. ing and maintenance costs, spares support, cost of weap- The Mirage 2000 fleet, even today after ons, operational costs, lifecycle costs, manpower costs, ex- 25 years of operational service in the IAF, penditures involved with transfer of technology (ToT), et al. continues to be the most reliable and ef- It would therefore be extremely hazardous to indulge in an ficient fleet. After the Kargil operations, offhand manner to put a figure on what would actually be the IAF had bid for 126 additional Mirage the cost of an aircraft such as a Mirage 2000 or for that mat- 2000 aircraft, as these had proved to be very successful dur- ter, a Mirage 2000-5. Needless to say, it would entail an in ing these operations. However, the request of the IAF had been depth study and multi-fold analysis of various factors before changed into a global tender, and the IAF is yet to contract for a reasonably accurate figure could be arrived at. these additional aircraft. Notwithstanding the above, it is interesting to note that The overall cost of upgradation of 51 Mirage 2000 aircraft the unit cost of the Mirage 2000 in—Wikipedia is still be- has been arrived at $2.2 – $2.5 billion. This figure is indeed

SP GUIDE PUBNS ing shown as $23 million (Rs 25 crore), perhaps its initial high. However, it should be considered in view of the fact that

flyaway cost, stuck in the sands of time. But at $23 million the upgradation will transform the fleet into a near fourth genera- (Rs 110 crore) in 1985—the year Mirage 2000 was first in- tion fighter and would also extend its life substantially. Just as ducted into the IAF—it was looked at with awe and rever- aircraft such as F-16, MIG-29 have been upgraded and brought to

PHOTOGRAPHS: ence by the fraternity of young fighter pilots, as at the time,

12 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net MODERNISATION

VIEW POINT

 Air Chief Marshal (Retd) Shashindra Pal Tyagi

The Mirage 2000 fleet was acquired through a government-to-government deal with France 25 years ago in 1985. The lifecycle of an aircraft is 35-40 years, depending on the rate of utilisation. As the aircraft becomes old, it starts developing problems and needs upgradation. The upgradation programme of Mirage 2000 was concep- tualised in 1993 and thus began the routine enquiry process about the cost and efficiency factors. Meanwhile, the Israelis showed interest in its upgradation, but the French refused to part with the design data required for the upgradation programme. The French already have experience in upgradation and are a part of the Greek Air Force upgradation programme. Though the media has been reporting that it is an expensive deal, I feel, at this point, we do not have much choice. What looks less expensive on paper need not actually be so. The deal was closed after Indian Air Force examined the pros and cons properly. The system is a proven one, not a new integration. Experience and reliability factor has to be taken into consideration.We have a comfort level with the Franch. Sometimes it makes sense to go for an expensive model. We need a fleet which can fight ef- ficiently. The upgradation will make the Mirage 2000 efficient. It seems the upgradation programme will not take much long, as it is already available. It has also been adopted by the air force, of other countries and is hence proven.•

it was not only the most expensive aircraft in the service’s inventory, but also the most capable. With some quickfire modifications carried out indigenously during the 1999 modern standards, the upgradation of Mirage 2000 would also Kargil operations, the aircraft proved its worth in precision- usher in state-of-the-art technologies with modern radar, weap- strike role as well, with devastating effect on the enemy’s ons and electronic warfare capability. The aircraft has stood the morale. So impressed was the IAF with the multi-role capa- test of time and would post- upgradation improve its lethality and bilities of the Mirage 2000 that it went ahead to acquire 10 effectiveness considerably. Hence, the upgradation project is additional aircraft to form a third squadron. Today, No.1, 7 considered operationally beneficial to the IAF. There is, however, and 9 squadrons in the IAF are equipped with Mirage 2000 the time factor for the programme, which is learnt to be inordi- jet fighters. Not only that, the IAF clearly favoured acquisi- nately long. This is one area where the IAF should lay down the tion of the improved version of the Mirage 2000; namely, liquidated damages (LD) clause in order to ensure that there will Mirage 2000-5 at the conception stage of the MMRCA deal, be no additional time overruns. but finally, it was decided to go in for an international com- France has always provided support to India at a geo-strate- petition by issuing an request for information (RFI) which, gic and political level. All French military hardware bought by India as brought out earlier, also included Mirage 2000-5. has proved to be of high quality, consistently dependable and The RFI was issued in the year 2001. Nine years later, reliable. Although the cost factor of French military equipment the entire gamut of IAF’s acquisition programme appears to remains high, the exceptional reliability factor indeed makes it have gone through a full circle, as far as its initial interest highly cost effective. India and France have maintained close in Mirage 2000-5 is concerned; but with a big difference. relations since India’s independence. Military equipment from The Mirage 2000 upgradation deal is likely to be formally France has been forthcoming. This deal for upgradation of IAF’s inked during French President Sarkozy’s forthcoming visit Mirage 2000 fleet will certainly strengthen and extend the good to New Delhi. After two years of negotiations, French Aero- strategic relations between the two nations.• space major Thales and the IAF appear to have been able to agree on a price for outfitting India’s 51 Mirage 2000s

Issue 5 • 2010 SP’S AVIATION 13 MODERNISATION

with new radars, avionics, electronic warfare systems and target indicator capabil- rum If the IAF onboard computers. As stated recently by the IAF Chief, Air ity and ability to detect

Fo Chief Marshal P.V. Naik, a French team is expected to ar- gets the 24 targets simultane- rive from Paris ahead of Sarkozy’s visit to carry out the final ously while tracking commercial negotiations; it is likely the deal would be con- undiluted eight, which also gives cluded for a unit upgradation cost in the $41-43 million (Rs Mark 2 the aircraft improved 18-19 crore) range. With this kind of a price tag, the IAF air-to-ground capabil- in all probability would have acquired close to 50 Mirage version of the ity. In the Mark 2, the 2000-5s, had it gone for the deal in 2001. The big difference Mirage 2000-5 avionics have been fur- is that now it would get only the upgradation done and not ther updated with higher the entire aircraft. in its upgrade resolution colour dis- Be as it may, there is no denying the fact that after 25 programme, plays including topsight years of operational service, the IAF Mirages are certainly helmet-mounted display in need of mid-life upgradation. Air Chief Marshal Naik was only then and the addition of the reported to have said at a recent press conference that up- the steep Modular Data Processing grading the old Mirages was a better option than buying Unit (MDPU) which inci- new fighter planes. This may not have been exactly what price of the dentally is designed for the Air Chief had in mind when he made the above state- upgradation the Rafale. A new Tha- ment and should be interpreted correctly in light of what les Totem 3000 inertial he said subsequently in the same conference. He explained programme navigation system with that when you buy an (fighter) aircraft, it is not only the could be ring-laser gyroscope and aircraft that you buy, you spend money in training people, GPS capability has been erecting infrastructure, logistics, spares supply and lifetime justiﬁed added in the latest ver- support. “The residual life of the 50 odd Mirages that are left sion, providing much is another 20 years. If I throw them away, I have wasted 20 greater accuracy, higher years of that residual life. But upgrading the Mirages with reliability and shorter the infrastructure already available, seems a better option, alignment time, replac- considering the lifetime cost,” he added. ing the older ULISS 52 The IAF has therefore taken the right step to upgrade navigation system. The the already capable Mirage 2000, but in the process, it other upgradations in the Mark 2 version are the provision also seems to have set its sights high to bring the aircraft of an on-board oxygen generation system (OBOGS) for the as close to the new fourth generation combat aircraft that pilot and an ICMS digital counter-measures suite. Further it now wishes to acquire—to maintain the fleet’s relevance upgradations include Thales AIDA visual identification pod, throughout its residual life in the modern and emerging a GPS receiver, MIDS data link and new long-range sensors. network-centric warfare scenario. However, while the IAF Some more technologies developed for the Rafale are also had reportedly given a detailed list of capabilities to be up- slated for integration into the ‘Dash-5’, including infrared graded to the concerned companies, mainly in the area of and optical sensors for IFF and targeting. Hopefully, the full avionics and weapon systems, they were totally taken aback package will be available to the IAF. by the $3 billion (Rs 13,500 crore) price quoted initially by The MBDA is also reportedly pitching in by providing France for the upgradation programme. This amounted to AIM-132 Advanced Short Range Air-to-Air Missile (AS- about $58 million (Rs 200 crore) per aircraft, which the IAF RAAM) capability. In the event, the IAF aircraft could be the argued, was almost the price of a brand new fourth gen- first Mirage aircraft to carry the British missile with Das- eration jet fighter in the global market. Little wonder then, sault, Thales and MBDA participating in the effort. the deal had been stuck for the past two years, primarily It is also hoped that in the final negotiations before ink- due to differences over price being demanded by the French ing the deal, per unit price of upgradation would further drift manufacturers Dassault and Thales. In the revised deal too, down towards the $41 million (Rs 180 crore) mark. On the as stated earlier, the cost per aircraft is amounting to $43 geo-political front, the deal will strengthen Indo-French ties million (Rs 190 crore), which according to experts is still which had taken a jolt recently, given the bad blood over the high—almost double the $23 million (Rs 110 crore) (though cancellation of the $2 billion (Rs 9,000 crore) in-flight Refu- unauthentic and not to be taken seriously) price still being elling tanker deal in which the European Airbus A330 MRTT quoted in the Mirage 2000 entry in Wikipedia. had been shortlisted and the earlier abruptly dropped utility It is hoped that with the kind of price tag attached to the helicopter deal in which the Eurocopter AS550 C3 Fennec upgradation programme, the concerned French companies had been selected. concerned would bring up the IAF’s aircraft to Mirage 2000- If the deal finally gets inked during French President 5 Mark 2 standards with matching weapon systems to give Sarkozy’s soon to be undertaken visit to India and the pro- the aircraft true fourth generation capabilities. In its Mark gramme moves without any stumbling blocks along the way, 2 version, Dassault has vastly improved the Mirage 2000- the first lot of upgraded Mirages could come back for op- 5, which was earlier being offered to India in response to erational service within the next 2-3 years, giving the IAF the 2001 RFI for the MMRCA programme. At the heart of the first taste of fourth generation jet fighter capability, even the Mirage 2000-5 Mark 2, is the newer, stealthier Thales before the MMRCA programme fructifies. SP RDY-2 all-weather, synthetic aperture radar with moving —Air Marshal (Retd) V.K. Bhatia

14 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net Watch

ech ech Straight Up, T T Straight Down An electric ducted quadrotor vertical take-off and landing UAV

he Cyber Quad is an electric ducted quadrotor vertical take-0ff and landing (VTOL) unmanned aerial vehicle Specifications Maximum Nominal T(UAV). Cyber Quad is a unique amalgamation of state- Endurance 40 min 25 min of-the-art VTOL UAV technologies, combining mechanical Payload 1.5 kg 500 g simplicity, low noise, stability and agility of a quadrotor, with the compactness, safety and efficiency of ducted fans. With Take Off Weight 3 kg 2 kg only four moving parts that are safely shrouded, the Cyber Airspeed 70 km/h 50 km/h Quad is easily transportable and rapidly deployable and in- Climb Rate 10 m/s 5 m/s volves low maintenance cost. The Cyber Quad employs direct drive brushless electric Descent Rate 4 m/s 2 m/s motors, avoiding the inefficiencies, maintenance and noise of Altitude 1 km (video link) 120 m (CASA101) gearboxes and internal combustion engines. By running rel- Range 1 km (video link) 500m atively low speed rotors with the tips aero-dynamically en- trained by the duct wall, BVI noise and tip losses are signifi- Noise 65dBA @ 3m Inaudible > 30m cantly reduced. These features contribute to the Cyber Quad Time to deploy 1 min 10 seconds having a very low noise signature for stealth applications. Dimensions 530 x 530 x 160mm Cyber Quad does not employ any complicated, inefficient control surfaces, swash plates, stabiliser bars or tail rotors Source: at-communication for control and does not pay any additional weight or power penalty for control as it differentially controls the four modular fans that are already being employed to create lift. SP E-mail your comments to: —SP’s Aviation News Desk [email protected] Going Green The US Navy celebrated Earth Day by showcasing a ﬂight test of the Green Hornet

he US Navy celebrated camelina-based biofuel could Earth Day on April 22 by take an additional 6-9 months. Tshowcasing a flight test of The Earth Day flight test is one the Green Hornet, an F/A-18 Su- of the 15 planned test flights re- per Hornet multirole fighter jet quiring approximately 23 flight- powered by a biofuel blend. The hours to complete, starting in test at Naval Air Station Patuxent mid-April 2010 and ending by River drew a huge crowd. Secre- mid-June 2010. The Earth Day tary of the Navy Ray Mabus, who flight lasted about 45 minutes. has made the exploration and This biofuel programme is adoption of alternative fuels a the first aviation test programme priority for the Navy and Marine to evaluate the performance of a Corps, was also present. 50/50 biofuel blend in superson- The Green Hornet runs on a 50/50 blend of conventional ic operations—a critical test point to successfully clear the jet fuel and a biofuel that comes from camelina, a hardy US- F/A-18 E/F for biofuel operations. SP

AT-COMMUNICATION & US NAVY AT-COMMUNICATION grown plant that can thrive even in difficult soil. The flight —SP’s Aviation News Desk tests are part of an extensive test and evaluation process. The fuel’s chemical and physical properties were first ana- lysed in the lab, followed by component and engine perfor- E-mail your comments to: [email protected] PHOTOGRAPHS: mance testing. The final approval and certification for the

Issue 5 • 2010 SP’S AVIATION 15 MILITARY MODERNISATION Flying FAST Foward The IAF has seriously embarked upon acquiring new doctrinal perceptions by going through fundamental and far-reaching changes and propelling itself into a new realm—of being a true strategic force like other leading air forces in the world

aving unshackled itself is generally known that the IAF’s jet By Air Marshal (Retd) from the decade old fighter strength has shrunk to less than mindset prevailing in V.K. Bhatia 30 squadrons and may have reached a the mid-1990s of below of 27 squadrons. Similarly, for the ing just a ‘tactical force’ defence of vital areas/points, its existing with a mandate to pri- surface-to-air missile (SAM) squadrons marily provide support to the other two Services, the Indi- have long crossed the obsolescence thresholds and can- Han Air Force (IAF) seriously embarked upon acquiring new not be stretched much further. doctrinal perceptions by going through fundamental and far- The latest reports indicate reaching changes and propelling itself into a new realm—that that almost one-third of of being a true strategic force like other leading air forces in Pechora SAM squad- the world. Coinciding with the above, India’s emergence as the new economic power house on the world stage and the ever- evolving geo-political and security scenarios also influenced the IAF’s perceptions of its new roles and responsibilities. The force today accepts the necessity to acquire rons may have actually been number- plated. This has caused serious erosion in the IAF’s ground-based air defence capability. While not in dire straits, in other fleets too, the IAF is facing mod- erate to heavy deficiencies. Stung by such largescale deficiencies and riding on much greater budgetary support from the government, the IAF has embarked on a series of modernisation programmes to re- store and improve its operational FUTURE PROGRAMME: FIRST capabilities. Some major ongoing FLIGHT OF PAK-FA acquisition programmes, upgradation and future acquisition programmes of the comprehensive capabilities characterised winged fleets are discussed below. by flexibility, quick response, mobility and transportability of ABHISHEK / SP GUIDE PUBNS all forms of national power as well as long reach and all- FIGHTER FORCE weather precision strike with minimal collateral damage—all attributes of a modern air force. Ongoing Programmes Tragically, however, while the IAF stands metamorphosed Su-30 MKI: Leading the pack, the Su-30 programme which in its thinking, in its force levels and other combat equipment it commenced in 1996 has truly matured into a full-fledged Su- is staring at cataclysmic reductions which has seriously eroded 30 MKI project with the IAF progressively inducting more of its capability to discharge its ever-increasing responsibilities. these aircraft in an attempt to arrest any further downslide

PHOTOGRAPHS: SUKHOI, IAF & PHOTOGRAPHS: SUKHOI, For example, contrary to its official position on the subject, it in its combat squadrons’ strength. Evolved from the earlier

16 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net 277mm Bleed 267mm Trim 257mm Live Scale: 1.0" = 1" = 1.0" Scale: 0 25 3C 4C 50 5100 75 41M 50C 41Y 50K Output printed at: printed Output Production Artist: Client - FRONTLINE Job # - 116189 Ver. - AD01 - Ver. 116189 - # Job FRONTLINE - Client Space/Color: Frontline Communications Partners Communications Frontline Retoucher: file Name: file Media: Bleed: Fonts: Date: If it is deficient or does not comply with your requirements, please contact: please requirements, your with comply not does or deficient is it If Trim: Live: Helvetica (Bold), Helvetica (Plain), Helvetica 65 Helvetica (Plain), Helvetica (Bold), Helvetica S. Bowman, D.Seymour Bowman, S. 277mm x 220mm 210mm x 267mm x 210mm 257mm x 197mm Page–4-Color–Bleed Full Aviation SP 100% BOEG_IDS_APC_0931M_O 3/31/10 Client: PUBLICATIONNOTE: Cyan Boeing 220mm Bleed 220mm Material for this insertion is to be examined carefully upon receipt. upon carefully examined be to is insertion this for Material Job Number: Job Magenta Guideline for general identification only. Do not use as insertion order.insertion as use only.not identification Do general for Guideline 210mm Trim210mm Yellow BOEG_IDS_APC_0931M_O ofmissions inadverse— weather superiorperformance across theentire spectrum andunique payload versatility, theApache delivers helicopter.provenA force forkeeping thepeace. It’sthemost advanced, most effective combat c noother helicopter. With itstotally integrated TheApache Longbow deters aggression like 1880 Century Park East, Suite 101 Suite East, Park Century 1880 ommand,contr 197mm Live 197mm Product: Black Account Executive: Account Creative Director: Creative TrafficManager: Print Producer: Print Proof Reader: Proof Digital Artist: Integrated Defense Systems Defense Integrated Copy W Copy Art Director: Art Art Buyer: Art V Print Production at 310-601-1485. at Production Print endor: Client: Legal: GCD: riter: olandcommunication systems J. Alexander P.Serchuk P.Serchuk Boeing McAuliffe D. TraciBrown P Schawk . Serchuk 1, Los 1, nee,C 90067 CA Angeles, , dayornight. Bleed Trim Live Date/Initials Approved MILITARY MODERNISATION model Su-30K, the development of the variant started after India signed a deal with Russia in 2000 to manufacture 140 Su-30 fighter jets. The first Russian-made Su-30MKI variant was integrated into the IAF in 2002, while the first indigenous Su-30MKI entered service with the IAF in 2004. In 2007, the IAF ordered 40 additional MKIs. As of March 2010, the IAF has 130 MKIs under active service and may be planning to have an operational fleet of 280 MKIs by 2015 with an additional order for 50 aircraft. As the aircraft is now being produced indigenously by HAL, the numbers could go up further as required. Light combat aircraft: The much touted but painfully delayed indigenous light combat aircraft (LCA) Tejas is continuing on its tortuous path of development with IAF having ordered the first lot of 20 to be fitted with the US GE F-404 engine and in all probability the Israeli EL/M-2052 Multi- mode Radar (MMR). The delivery schedule into the already assigned No.45 Squadron is reported to be–four aircraft in 2011, eight in 2012 and balance eight in 2013. Reports suggest another IAF order for 20 more aircraft with the same power plant configuration. An upgraded Mk2 version of the Tejas is to be developed with either F-414 or Eurojet engine with the IAF eventually acquiring 200 plus units to replace its remaining MiG-21s and MiG-27 aircraft. Medium multi-role combat aircraft: The flight evaluation trials of the $10 billion+ (Rs 50,000 crore), 126-aircraft medium multi-role combat aircraft (MMRCA) programme dragged on to such an extent as to call for rebidding as per the contract rules. The vendors were expected to complete the flight trials by early April for the Indian defence ministry to complete its evaluation by the end of the month. However, that did not happen with the flight trials extending to May. This has forced the ministry to act under its own 2006 procurement procedures in extending bids by a year, which in turn, allows the vendors to revise the bids up or down. While a year’s delay should normally drive the costs up by 5-7 per cent, the volatility factor is ONGOING: (TOP) SU-30MKI; a cause of concern for the vendors. In view of the present-day (BOTTOM) TEJAS; (OPPOSITE global economic uncertainties and the resulting fluctuations in that as the Su-30 MKI produc- PAGE TOP) C-130J; (BOTTOM) AN-32 inter-currency relationships, the volatility factor can take omi- tion begins to taper off, pro- nous proportions. While the IAF does not seem to be unduly duction of the PAK-FA could worried, as at present, it is more focused on the competing start by HAL during the later aircrafts’ operational capabilities, it needs to be appreciated part of the current decade. that in the long run, delays are inevitably going to raise the Advanced medium combat programme’s costs and prevent in service induction of the win- aircraft: In addition, India is ning aircraft on schedule. keen to build as a follow up to the LCA, an indigenous fifth generation fighter of its own, called the medium combat air- Future Programmes craft (MCA) or advanced medium combat aircraft (AMCA). The Fifth generation fighter aircraft: India is well entrenched aircraft will complement the Sukhoi/HAL FGFA, the Su-30 now in an Indo-Russian joint venture to co-develop and co- MKI and the as yet undecided MRCA in the IAF. It is believed produce the fifth generation fighter aircraft (FGFA) called the that unofficial design work on the MCA has already started. Prospective Aircraft Complex of Frontline Aviation (PAK-FA) by the Russians. Although exact specifications are not yet known, Upgradation Programmes with an empty weight of close to 20 tonnes, PAK-FA is likely to The IAF had launched a very ambitious midlife upgradation be of same size as the US F-35 Joint Strike Fighter. This will programme for practically all its fleets to not only improve be the first Russian fighter to have stealth features. Capable of their respective operational capabilities but also to extend their Mach 2 max speed, the aircraft will have super-cruise capa- service life to around 40 years. Some meaningful upgradations bility and extremely high manoeverability, credit to vectored have already been completed on its MiG-21Bis (called the Bi- thrust, and will be equipped with the Russian AESA radar. The son), MiG-27 and Jaguar fleets. Next in the line are the MiG-29 first flight of the prototype took place on January this year and and Mirage 2000 fleets for which the necessary contracts have the development programme is well under way. The IAF has been concluded with the respective Russian and French OEMs. opted for the twin-seat version as its main combat aircraft with The IAF has awarded a $960 million (Rs 4,000 crore) contract plans to induct up to 10 squadrons of the type. Reports suggest to the Russians to upgrade all of its 69 operational MiG-29s.

18 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net MILITARY MODERNISATION

These upgradations will include a new avionics fit, with the ARMED UAVS FOR THE IAF N-109 radar being replaced by Phazatron Zhuk-M radar. The aircraft is also being equipped to enhance beyond visual range Since the beginning of the Global War on Terror (GWOT), more (BVR) combat capability and for in flight refuelling to increase than 100 attacks by the armed UAV (Predator/Reaper) have range/endurance. A new weapon control system, cockpit er- been carried out by the coalition forces in the Af-Pak region. gonomics, high-accuracy air-to-air and air-to-surface missiles Some of these UAVs have been deployed on Pakistani soil. Paki- stan on its part wants to acquire the armed UAVs for itself and and smart aerial bombs are also part of the upgrade package. has left no stones unturned to continue to persuade the US for The first six aircraft are being upgraded in Russia while the the supply of the armed drones. remaining 63 will be upgraded at the HAL’s Nashik facility in India sensing the possibility of an eventual transfer of a few of India. Israel has been awarded contracts to provide avionics these UAVs to the Pakistan armed forces and the resulting implica- and sub-systems for the upgradation. tions to its own security, has started to scout for acquiring similar The upgradation programme at a whopping $2.1-2.2 capabilities for itself. In the past, the IAF had acquired the Harpy armed aerial vehicle from Israel which can be used for SEAD mis- billion (Rs 10,000 crore) for the 51 Mirage 2000 aircraft of sions against an adversary. It has now embarked upon acquiring the IAF is even more ambitious and grandiose in scale. The another similar system called the Harop from the Israeli Aerospace pros and cons of the upgradation programme have been dis- Industries (IAI) which can be used against a variety of high-value cussed in great detail in this edition’s In Focus and Forum targets with pin-point accuracy. columns. The latest information suggests that the IAF may Unlike the Harpy which is a ‘fire and forget’ system to operate have settled for the RDY-3 radar citing its adequacy to meet in a pre-planned autonomous mode, each Harop system compris- IAF’s operational needs, but essentially to keep the costs un- es transportable launchers and a mission control shelter that provides a man-in-the-loop function to approve engagements or abort der control. attacks in real time to avoid collateral damage. The system can be used across a range of scenarios, from low to high-intensity con- TRANSPORT FORCE flicts, urban warfare and counter-terror operations. But both the systems cannot qualify to be in the category of armed UAVs, as they Ongoing Programmes are single-shot vehicles which cannot be recovered after launch for C-130J: By the end of this year, the IAF will begin receiving repeated use—more in the category of flying munitions. What the IAF should aim for is the armed UAV of the medium the first of the six C-130J Super Hercules acquired through altitude long endurance (MALE) category something like the US an Foreign Military Sales (FMS) route from Lockheed Mar- Predator/Reaper class. The IAF is already operating the Israeli Heron UAV in the MALE category. It could explore the possibility of arming the Heron with compatible PGM(s) and convert it into an armed UAV. The Defence Research & Development Organisa- tion (DRDO) is also developing a MALE UAV called the Rustam. The IAF could include the provision for carrying PGMs as part of its air staff requirements (ASR) for the indigenous Rustam. If successful, India would get armed UAVs of its own and join a select group of nations with such capability. •

tin of the US at a price of $1billion (Rs 4,500 crore). The sixth aircraft will be delivered by the end of 2011. The IAF has option to purchase another six possibly the MC-130J version, some of which could be modified as flight refuelling aircraft to service both fixed and rotary wing aircraft. With multi-role capability and designed to operate from short runways, even from unprepared strips, the fleet of specially modified C-130J aircraft would significantly upgrade the nation’s capability to undertake special operations. Equipped with specialised equipment, the C-130J is capable of navigating over long distances at low level in total darkness, air drop men and material or land on unlit runways. C-17: With the aim to enhance strategic airlift capability, in 2009, the IAF decided to acquire 10 C-17 Globemaster III from Boeing. The C-17 can lift 77 tonnes and can take off from a 7,000 ft runway. Without in-flight refuelling, it has a range of 2,400 nautical miles and can land on a runway of 3,000 ft length. A proven workhorse, the C-17 would replace/complement the ageing fleet of IL-76 aircraft and give the IAF a completely new strategic reach. In the evolving strategic scenario in the region and India’s emerging status as a regional power, the IAF would be called upon to undertake a variety of tasks well beyond its national borders both in war and peace.

Issue 5 • 2010 SP’S AVIATION 19 MILITARY MODERNISATION

ONGOING PROGRAMMES & FUTURE ACQUISITIONS: (ABOVE) ALH; (RIGHT) MI-17 HELICOPTER Future Programmes traffic collision avoidance system, modern communication Medium multirole aircraft: and navigation equipment, ground proximity warning sys- The programme to develop tem, upgraded radio altimeters, new radar, multifunctional the Medium multirole air- displays, new oxygen system, better seats in the cockpit for craft (MTA) designated as the Ilyushin 214, a transport aircrew comfort, life extension of both, the engine and airframe craft for both military and civilian use to replace their age- life, range and payload capacity to 7.5 tonnes. ing fleets of cargo carriers was initiated by Russia in 1996. Sharing a common interest, in 1999, Russia and India initi- HELICOPTER FORCE ated a dialogue on joint development of the MTA. While In- dia was driven by the need for an aircraft to replace its fleet Ongoing Programmes/Future Acquisitions of over 100 An-32 aircraft that was inducted into the IAF in After a prolonged period of relative inactivity, the IAF has the mid eighties and would need replacement in about four apparently got the wake-up call for its helicopter fleets as decades, Russian interests apart from financial, were to re- well, and is now seeking to enhance its rotary wing capabili- inforce the long-standing strategic relationship with India ties in different categories. It is in the process of acquiring in the regime of military hardware. 80 Russian-built Mi-17 V-5 (also known as Mi-171) under a After protracted negotiations since 1999, the Indo-Russian $1.2 billion (Rs 5,000 crore) deal with the first batch enter- MTA project estimated to cost around $600 million (Rs 2,700 ing service this year. The programme is to be completed by crore) and to be shared equally by the two partners, finally ap- 2013. It is also revealed that the IAF may be planning for a pears to be approaching fruition. Approval of the Cabinet Com- repeat order of up to 40 more. In addition, deliveries of the mittee on Security was obtained by end of 2009. Estimates are indigenous advanced light helicopter (ALH) Dhruv continue that the maiden flight of the first prototype would take place in with a total induction of 54 units (38 utility and 16 armed 2013 with deliveries commencing three years later. versions). RFPs have also been issued/in the process of be- As compared with the An-32, the MTA will have signifi- ing issued to acquire 15 heavy-lift helicopters, 22 attack cantly higher payload capacity and better performance. It is helicopters, and 115 light utility helicopters out of a joint designed to airlift a maximum of 18.5 tonnes over 2,500 km at Army-Air Force requirement of 312 units. a speed of 800 kmph. The An-32 can airlift a maximum of 6.7 The good news for the VVIP/VIP travel has been the tonnes over 1,500 km at a speed of 500 kmph. The MTA will be clearance to acquire the AgustaWestland AW101 helicop- able to drop 74 paratroopers as against 42 by the An-32. The ters which had run into rough weather with India’s Finance unit cost is estimated to be around $40 million (Rs 180 crore). Ministry over high costs. A Euro 560 million (Rs 3,400 crore) The total numbers to be inducted for the IAF will be 100 for deal was signed between the Anglo-Italian manufacturer IAF and possibly a few more for the paramilitary forces. and the IAF on March 11 this year for procurement of 12 AW101 helicopters to be operated by the Air HQ Commu- Upgradation Programmes nication Squadron located at Palam airport in Delhi. The With the possibility of replacement in the near future be- agreement also includes logistic support for five years and ing remote, India had signed a deal worth $400 million (Rs initial training of aircrew and technicians. 1,800 crore) with Ukraine for mid-life upgradation of the Reports from the Ministry of Defence suggest that the fleet of 100 or so An-32 aircraft of the IAF. The first batch Defence Acquisition Council has gone into a proactive high- of five aircraft of the total of 40 to be upgraded in Phase I drive by approving in principle the cumulative acquisition of arrived at Kiev airport in the first week of March this year. as many as 695 helicopters of different types by the armed Upgradation of the remaining will be undertaken at No. 1 forces of India. The IAF’s share is likely to be in the region of Base Repair Depot of the IAF at Kanpur. With the upgrada- 300 helicopters which would include heavy-lift, medium-lift, tion scheduled to be completed be 2013, the fleet is expected light utility, armed/attack and the VIP helicopters. SP to continue in service up to 2030. —With inputs on Transport Force from The upgradation will include an improved avionics suite, Air Marshal (Retd) B.K. Pandey

20 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net MILITARY PROCUREMENT A Difficult By Air Commodore (Retd) CHOICE K.B. Menon

The IAF is on the lookout for ilot training at the Indian Air Force (IAF) Acad- emy and some other training establishments appropriate aircraft for pilot have hit a major roadblock. The HPT-32 Deepak training. The ﬁrst installment of used for primary training has been grounded. The training schedule has been disrupted due to the article in this issue throws lack of trainer aircraft and the IAF has warned light on how difficult it would be the Ministry of Defence of the impending crisis. Ab initio Ptraining carried out on HPT-32 Deepak has been beset with for the IAF to choose an aircraft engine problems for almost 15 years, but the proverbial last which can meet its requirements straw was the crash of an HPT-32 in July 2009 killing two instructors from Air Force Academy Dundigal. in the next three decades. The HJT-16 Kiran has been pressed into action to initiate rookie trainees for ab initio flying training. It is a well-known fact that this is not the ideal trainer aircraft for this role and more importantly adequate number of aircraft is not available to sustain the tempo of long-term training. The recent crash of the Indian Navy Kiran during a formation aerobatic display at Hyderabad has put the aircraft under media glare. The Indian Navy has grounded the Kiran fleet till inquiry establishes the cause of the accident. Flying training at the Air Force Academy cannot be curtailed. Stop gap measures will be evolved and a patchwork solution put in place by the Indian Air Force to tide over the crisis temporarily. The HPT-32 fitted with the Lycoming AEIO-540-D4A5 engine has a terrible history of engine problems. Despite the best efforts of the IAF, HAL and Lycoming the reliability of the HPT- 32 engine could not be enhanced. The engine has often failed unexpectedly and with catastrophic results. This problem was not unique to the IAF alone. The United States Air Force (USAF) had a similar problem with the Slingsby T-3 Firefly fit-

EMBRAER ted with the same Lycoming engine. After a series of accidents

F & caused by engine failures, the USAF grounded the fleet in July 1997, but the IAF persisted with the HPT-32 till 2009. Surpris- ingly, the Zlin-50, a fully aerobatic aircraft and some other which had the same engine, did not suffer the ailments of the HPT-32 or the Slingsby T-3. A recent Comptroller and Auditor

, GROB-AIRCRAFT, USA GROB-AIRCRAFT, , General (CAG) report termed the aircraft as “technologically outdated and beset by flight safety hazards.” The IAF has been projecting the problems associated with trainer aircraft and the need to induct a modern replacement. These projections were overshadowed by the ALENIA AERMACCHI high visibility multi-role combat aircraft (MRCA) requirements and need for heavy lift transport aircraft. Ashok Nayak, Chairman, Hindustan Aeronautics Ltd, offered the IAF a modern replacement for the HPT-32 two years

PILATUS AIRCRAFT, AIRCRAFT, PILATUS ago. This would be the Hindu- stan Turbo Trainer (HTT-40) to be delivered in six years. TRAINER AIRCRAFT: Even if the HTT-40 were to

PHOTOGRAPHS: (TOP LEFT) PC-21 (LEFT) M-311 be designed and manufac-

Issue 5 • 2010 SP’S AVIATION 21 MILITARY PROCUREMENT

the chosen supplier will be required to deliver 12 aircraft within two years of signing the contract and the balance in batches. The whole order is likely to be for 181 basic trainers of which 75 aircraft will be supplied off the shelf and 106 will be jointly produced with HAL in India. The trainer aircraft selected will be the workhorse of IAF Training Command for at least 30 years and should therefore address the needs of the future. The IAF trains its pilots not merely to be a pilot but to be an aviator who will be confident of functioning in a high-threat environment bombarded by multiple stimuli from different quarters. He or she must be capable of sustaining long hours of flying under trying conditions. In addition to excelling in tactical skills, the pilot also needs to be a leader of men with appropriate personality traits and confi- dence in themselves and the team under his/her command. With these characteristics as the framework of a military aviator, the training system must identify the ideal candidate as early as possible in the training phase so that the investment on an unsuitable candidate is reduced to the minimum. Fly- ing is a skill and skill levels vary with individuals. Everybody cannot achieve the same level of skills and the IAF lays down the minimum skill levels that are required of the pilots in different facets of training. The selected aircraft must therefore be capable of taking the trainees through the entire gamut of a flying syllabus necessary for military training. It must prepare the pilot for the next level of training and more importantly it must offer a challenge to the trainee which he/she must be able to conquer in a reasonable timeframe. Some years ago, one of the Air Chiefs of the South African Air Force was asked “why his Air Force was persisting with WW II vintage Texan T- 6 in the training establishments?” he replied that his Air Force would continue with the vintage T-6 till they were able to identify another trainer aircraft which could “separate the wheat from the chaff” during the training phase. Among the trainer aircraft identified by the IAF, the Grob G-120 is a very basic trainer but is fully aerobatic. The aircraft does not have the potential to be a lead-in trainer to more advanced stages of military flying training. A major drawback is the lack of an ejection seat. On the other hand, the Finnmeccanica M-311 is a fast jet trainer for the basic/ advanced phase of pilot training. The aircraft has a completely new avionics suite and fuel efficient turbo fan engine. The manufacturer claims that the acquisition and lifecycle cost is similar to the high power turboprop trainers. AIRCRAFT IN THE FRAY: (TOP TO The other aircraft in the fray, i.e., the Raytheon T-6 Texan, BOTTOM) G-120, T-6A TEXAN II, KT-1 Woongbi Korean basic trainer, Brazilian Embraer Tuca- TUCANO MILITARY AIRCRAFT tured in collaboration with no 312, Swiss Pilatus PC-21 and the Polish PZL-130 Orlik, are an established design house, all high-power turboprop aircraft which can take the trainee the delivery time is highly pilot through the full spectrum of military flying training. optimistic. Its subsequent in- The IAF is spoilt for choice and it is going to be an ex- duction into service would entail more delays. The estimated tremely difficult process to choose the appropriate trainer. requirement is about 200 trainer aircraft. Although HAL has Any of the aircraft could meet the IAF’s requirement; but the the capacity to produce indigenously the turbo trainer, project challenge is to choose the aircraft appropriate to the IAF’s delays may seriously hamper the IAF’s training plans. training philosophy so that it meets the requirements in the The Ministry of Defence issued a request for proposal next three decades. This is also an opportunity for the IAF (RFP) for acquisition of 75 basic trainer aircraft. The major to examine, review and redesign its training philosophy in contenders for the supply were Embraer with the Tucano the light of the new technology being inducted, not only at 312, Raytheon for T-6 Texan aircraft, Finnmecannica for the training phase but also at the operational squadrons in M-311 Aircraft, Pilatus for the PC-21, Grob Aircraft Com- the next decade. SP pany for G-120 TP and Korea Aerospace for KT-1 Trainer. The proposals were to be submitted by March 17, 2010, and (To be continued)

22 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net SPACE ISRO

ON LAUNCH PAD: CHANDRAYAAN-1 LAUNCHER

Jostling for Space Devastating disasters are as much part of the high-stakes space industry as are sweet successes. It will need considerable effort and many successful GSLV launches to get back on track. ISRO certainly has what it takes.

he Indian Space Research By Group Captain (Retd) file GSLV mission showed that ISRO, Organisation (ISRO) suf- Joseph Noronha in the face of a stringent technology fered a significant setback denial regime, still has some way to on account of the unsuc- go to master the art. cessful April 15 mission In cryogenic technology, super- of the Geosynchronous cooled liquid fuels—generally hydro- Satellite Launch Vehicle (GSLV-D3). gen and oxygen—are mixed and ig- TAfter a flawless lift-off from the Satish nited to power heavy rockets like the Dhavan Space Centre, Sriharikota, the crucial cryogenic GSLV. Oxygen is a liquid below minus 183 degree celsius upper stage failed, sending the rocket and its precious pay- and hydrogen is below minus 253 degree celsius. Therefore, load spinning out of control. Way back in 1992-1993, the they have to be rapidly pumped into the rocket’s fuel tanks US pressure succeeded in persuading Russia to renege on till seconds before lift off, using high speed turbo-pumps ORBITAL SCIENCES ORBITAL an agreement to transfer cryogenic technology to India. running at 40,000 revolutions per minute. The mix has to

ESA & Instead, the Russians contracted to sell seven cryogenic be perfect, or else, the rocket could explode. On both counts, upper stages. Five flights of the GSLV have already been advanced technological capabilities and complex ground powered by Russian cryogenic stages. But not satisfied support systems are essential. with mere handouts, ISRO itself took up the challenge of A successful GSLV flight generally lasts just 1,022 sec-

PHOTOGRAPHS: acquiring the cutting-edge technology. The latest high pro- onds, after which its satellite payload is injected into geo-

Issue 5 • 2010 SP’S AVIATION 23 SPACE ISRO synchronous transfer orbit (GTO). From there, the satellite’s other unmanned lunar orbiter mission, for which a 2013 own propulsion system can take it safely to its permanent launch date is envisaged. The spacecraft will carry a lander geosynchronous earth orbit (GEO), 35,786 km from the and a rover that will separate from the mother ship and earth. After over 18 years of toil, 720 seconds (the duration make a gentle descent to the moon’s surface, probably near of operation of the indigenous cryogenic upper stage) is all it a pole. The modules will then undertake onsite analyses and needs to catapult India into an elite group—the US, Russia, sample collection. By 2015-16, India could begin to write its European Space Agency, China and Japan—that have suc- human spaceflight chapter with the launch of a three-man cessfully harnessed this advanced technology. That wait just capsule. This will enable ISRO to participate meaningfully got a little longer. in the ISS programme for which talks about India’s potential membership are expected later this year. More human COMMERCIAL SATELLITES AND MORE spaceflights are likely, and, if all goes well, there will be an GSLV is currently ISRO’s heaviest launch vehicle, capable of attempt to send an Indian astronaut to the lunar surface injecting a payload of 2,500 kg into GTO. The April 15 launch by around 2020. The series of moon missions pits India in was the maiden test of the indigenous cryogenic stage. ISRO direct competition with China. The developing high-stakes will have to carefully analyse reams of mission data and un- space race will attract considerable international publicity derstand the reasons for the failure. It is expected to make the and raise the technological stature of both countries, espe- next launch attempt in a year or so. GSLV Mk III, currently cially if they successfully achieve a manned lunar landing. under development, will make ISRO capable of launching China: China’s space programme is certainly going places. heavy satellites of the 4,500-5,000 kg class. Once it becomes Despite some slippage in its carefully mapped timetable for operational in the next 2-3 years, it could slash the current $20,000 (Rs 897,160) per kg satellite launch cost to around half the figure. This would significantly bolster India’s efforts to muscle into the $4 billion (Rs 17,900 crore) global satellite launch services market. Commercial satellite launches constitute a lucrative avenue for an aspiring space power to pursue. India already has 211 satellite transponders in orbit and ISRO aims to raise this to 500 by 2014. The current schedule of two or three satellite launches a year, would need to be increased to 6-8 missions a year, in order to meet this ambitious target. Telecom satellites operate in GEO—the most challenging orbit for launch vehicles. In contrast, the International Space Station (ISS) circles in low earth orbit (LEO), a mere 330 km from earth. ISRO has already created two major satellite con- stellations. The Indian National Satellite (INSAT) system consists of multipurpose geosynchronous satellites that satisfy the telecommunications, broadcasting, meteorology and search-and-rescue needs of India. It AN ARTIST IMAGINATION: is the largest national communications system in the TAURUS II IN FLIGHT Asia-Pacific Region. The Indian Remote Sensing (IRS) satellite system, a series of earth observation satellites, forms the largest constellation of civilian remote sensing satellites anywhere in the world. By the end of next year, ISRO intends to launch the first satellite in a new constellation required for the ambitious Indian Re- human spaceflight, it is persisting with its endeavours. Chi- gional Navigation Satellite System (IRNSS) project. When the na’s Shenzhou spacecraft is a proven crew capsule and the seven-satellite IRNSS becomes fully functional around 2014, country is also developing a cargo vehicle. Although China it will be India’s answer to the US operated Global Position- is seeking ISS membership, sometime next year it plans to ing Satellite (GPS) System, as well as its European, Chinese launch its own space station—a way of saying, “we can do it and Russian versions and will make the country completely alone.” The unmanned Tiangong 1 module, weighing 8,500 self-reliant in satellite navigation services. kg, will help China’s budding taikonauts (astronauts) hone their docking skills. If all goes well, three taikonauts will RACING TO THE MOON move in and keep the station permanently occupied, much India: Telecommunications and navigation satellites, though as the ISS currently is. In five years or so, Tiangong 1 will be vital, are not everything. Once the GSLV-D3 failure is over- replaced by a more functional module and a cargo carrier. come, India could aspire to human spaceflight capability as The advanced space station’s three component 20,000 kg well. The largely successful Chandrayaan-1 unmanned lu- modules will be launched individually by the Long March nar orbiter mission of 2008-09 spurred ISRO’s ambitions 5 rocket from the new Hainan launch site. Once completed, to make Indian astronauts walk the surface of the moon, the station will orbit for 10 years at up to 450 km altitude. A perhaps in a decade from now. Chandrayaan-2 will be an- Chinese manned mission to the moon around 2020-2022 is

24 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net SPACE ISRO a strong probability, thereafter. The Chinese seem anxious to and Space Exploration Technologies (SpaceX) for mis- learn to live and work in space for prolonged periods, with sions to the ISS. These contracts spurred the development targets of Mars and beyond envisaged. of SpaceX’s Falcon 9 launch vehicle and Dragon capsule and OSC’s Taurus II and Cygnus capsule. The first com- THE OLD TIMERS mercial cargo flight to the space station is scheduled next European Space Agency: The European Space Agency (ESA) year. NASA funding should also help develop human-rated also has plans to boost space spending by at least 50 per space vehicles that will eventually be capable of transport- cent, in order to undertake human spaceflight and a Mars ing astronauts. These vehicles might easily be adapted to unmanned sample return mission. Mars is currently the ulti- serve new commercial markets such as space tourism, mate goal of the global human space exploration programme. and attract private capital investment, leading to a vibrant Sometime next year, the European Mars 500 experiment will commercial spaceflight industry. see six make-believe astronauts spending a total of 520 days Since the dawn of the space age in 1957, around 55 per locked inside a set of containers. The experiment will simu- cent of spacecraft have been launched for military purposes late a 250-day trip to the planet, a 30-day stay on its surface, and 45 per cent for civilian ones. But contrary to popular as well as a 240-day trip back home, closely mimicking con- impression, the military usage of space is currently in re- ditions of an actual trip to the Red Planet, except for weight- treat, amounting to just 20 per cent now. Instead, space tour- lessness. Another ESA project on the drawing board is the ism alone could be a $700 million (Rs 314 crore) industry Advanced Re-entry Vehicle, to bring cargo back from the ISS. by 2020, conveying thousands of passengers a year to the US: What about the current leading space power, the US? edge of space. Tickets are already on sale at an affordable This year has seen a dramatic change in America’s space $200,000 (Rs 8,975,983) each. Virgin Galactic has secured aspirations. The Na- spaceflight reservations from over 330 adventurous souls tional Aeronautics eager for a taste of space. In almost half a century of human and Space Adminis- spaceflight, more than 500 people from 38 countries have Space tourism tration (NASA) had been to space. The first private suborbital craft, if it ever be- planned to return comes operational, could well exceed that record in a couple alone could be American astronauts of years. Yes, space is all set to get crowded. a $700 million to the moon after a gap of four decades PLAYING “CATCH UP” (Rs 314 crore) and perhaps use Can the cancellation of the ambitious Constellation pro- industry by the lunar surface as gramme mark the beginning of a dramatic decline in Amer- a base for manned ica’s leading role in human spaceflight, and allow countries 2020, conveying missions to Mars, like China and India to bridge the gap? To view actual capa- thousands of as a way to recover bilities in perspective, NASA’s Saturn V could launch 118,000 from the devastat- kg into LEO, while the now abandoned Ares V was designed passengers a ing loss of the shuttle to lift 188,000 kg. In comparison, China’s Long March 5, due year to the edge Columbia in 2003. to become operational around 2015, will only haul 25,000 kg It hoped that Amer- to LEO. Some experts feel that the Chinese space programme of space ica’s love affair with is unlikely to pose much of a challenge to the US or Russian human spaceflight programmes for decades to come, because of its slow pace. would be rekindled The Soviet Union and the United States each launched three and the heady excite- dozen manned and unmanned human-capable capsules in ment and pride of the first decade of their human spaceflight programmes the Apollo moon mis- (1960–1969). While 24 Soviet cosmonauts spent 42 days in sions be regained. space, 44 American astronauts logged 96 days. The Russian But after six years Soyuz is currently the world’s number one rocket—almost of effort and spending $9 billion (Rs 40,300 crore), NASA’s 1,700 have been launched in 52 years. In the last 18 years ambitious Constellation programme has practically been alone, 252 Soyuz rockets have been launched with just 4 terminated. The powerful Ares I rocket and the Orion crew failures, for a stupendous success rate of 98 per cent. In exploration vehicle—intended to replace the ageing space contrast, the Chinese have launched a mere seven Shenzhou shuttle fleet, due to retire this year—are on the verge of be- capsules in the last decade, three of them piloted by a total ing abandoned, on account of budgetary constraints. For of six taikonauts who spent nine days in space. The Indian the first time since it was established, NASA will not have a programme, of course, is considerably further behind, with manned space transportation system, but will have to rely the GSLV Mk III aiming to lift just 10,000 kg to LEO and the on the Russians and private parties to meet its needs. Cur- first manned mission still years away. Clearly, the two coun- rently, only Russia provides crew transport to the ISS with tries have plenty of catching up to do. its Soyuz TMA spacecraft, at a cost of $51 million (Rs 220 As for ISRO, last month’s failed mission (after a string crore) per seat. of triumphs) showed that devastating disasters are as much part of the high-stakes space industry as are sweet PRIVATISING SPACE successes. It will need considerable effort and many suc- The American private sector is also set to foray into space. cessful GSLV launches to get back on track. ISRO certainly In 2008, NASA contracted with Orbital Sciences (OSC) has what it takes. SP

Issue 5 • 2010 SP’S AVIATION 25 CIVIL BUSINESS AVIATION COVER STORY

Flights of Fantasy Marcelle Nethersole writes from London on the world of aircraft interiors and ﬁnds just why this industry is booming while the world’s markets falter

rom the outside it looks like any other Avro re- ropean Business Aviation show, EBACE in May – was from gional jet. With its four engines and exceptional DesignQ, the creative team that had designed the interiors of short-field performance, it is a common sight on cars such as the Range Rover and Jaguar as well as the Up- small regional or private airfields. It is so versa- per Class cabins of Virgin Atlantic aircraft. They were show- tile that across the Indian subcontinent or into ing the Avro Explorer targeted at intrepid explorers with central Asia, the type is also seen on unpaved high net worth and a taste for luxury. Flanding strips bringing hunting parties on the lucrative trips Branded the Explorer One and Explorer Four, the con- Ffrom the Gulf states. cepts are the first two of five that UK consultancy Design Q

D & OEMS But inside, it is a different story. This particular jet based was contracted to develop. They are intended to make full use on the BAE 146 whispering jet has an altogether different of the Avro Business Jet’s distinctive features, such as its large look, unrecognisable to those who are used to it as a short- rear-opening freight door and high level of interior space.

ALAN PEAFOR hop commuter aircraft. The royal families of Abu Dhabi and Each of the two Explorer concepts incorporates an “air Bahrain have taken these former regional workhorses, and deck” viewing platform that can be extended from that with the help of innovative designers and specialist comple- door, in addition to a luxurious interior that incorporates tions centres have converted the aircraft to flying palaces. an entertainment system and open-plan galley. Curved so-

PHOTOGRAPHS: The latest innovation – unveiled at Geneva at the Eu- fas encircle a low central Ottoman on which monitors can

26 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net CIVIL BUSINESS AVIATION

COMFORT ZONE: (LEFT) TEASER PORSCHE DESIGN JET AVIATION CONFERENCE be placed. “These concepts elevate the ABJ AREA; (RIGHT TOP) BOEING high-definition flatscreen monitor. to a new level of sophistication,” says Stew- BUSINESS JET INTERIOR, The cabins are also equipped with a full- art Cordner, vice-president of Avro Business THE CLASSIC DESIGN height wardrobe and direct access to a large FOR VVIP MARKET; (RIGHT Jets at BAE’s regional aircraft unit. BOTTOM) THE WASHROOM dressing room incorporating a toilet and The ABJ Explorer One is aimed at high- OF AIRBUS A318 ELITE shower, located in the aircraft’s mid-section. net-worth individuals (HNWI) seeking to WHICH HAS PLENTY OF The glazed bulkheads can be transformed FREEDOM FOR INDIVIDUAL explore remote locations “in a stylish and DESIGN from obscure to transparent to create “a comfortable way”. A fully equipped office more social space”. Sleeping quarters are workstation is incorporated in the forward provided for the crew both in a cabin in the bulkhead, while a large display cabinet is po- forward lower hold. sitioned on the opposite side of the aircraft. Many of the aerospace companies have White marble stone is used in both the turned to automotive designers to work with F floor and the central table situated aft of the lounge in a them with cabin designs. crescent-shaped alcove. A lavatory is situated in the walk- “There is an enormous similarity between the luxury car way leading to the stunning rear entertainment lounge and the interiors of the lighter jets, “ says Luis Carlos Affon- and air deck. so, the head of Embraer’s corporate aircraft division. “That’s The Explorer Four concept, meanwhile, is targeted at the why you see companies like Porche, BMW and Mercedes luxury charter segment, as an alternative to a yacht. It can getting involved with manufacturers. Making the best use provide overnight accommodation for four couples or indi- of space is vital.” Embraer’s latest super light jet, the Phe- viduals, in private VIP cabins equipped with a sofa and chair nom 300, features a cabin designed by BMW Designworks combination that can be converted to a full-size double bed. as does the single-engined Pilatus PC-12. Each cabin has its own entertainment system with a 17in “Most business jets are functional and there for business,”

Issue 5 • 2010 SP’S AVIATION 27 CIVIL BUSINESS AVIATION says Cessna President Jack Pelton. “They are much more like an SUV. There is a lot of similarity between that luxurious but functional interior that an executive would expect from his automobile that can be applied to his business aircraft. Swiss interiors specialist Jet Aviation has added Porsche Design Studio to its list of interior design companies and will collaborate on future VVIP aircraft cabin interiors. “When designing for the luxury-brand Porsche Design, we place particular focus on technically inspired, timeless products,” says Roland Heiler, managing director of Porsche Design Studio. “It is that very philosophy which will be the basis for our aviation designs: not opulent but timeless, purist and clear with the aim to distinguish from traditional aircraft interiors,” he adds. But as the jets get bigger so does the demand for greater individuality in the interior design. Airbus, whose Airbus Corporate Jets (ACJs) are continuing to attract more customers across Asia have invested in their own completions and design centre in order to get the best for from the vast interior of the A320 family airframe. “The aircraft is right for people who are looking for the comfort and space in the air that they would get in their homes,” says Francois Chazelle, head of Airbus corporate jet business. “The Airbus ACJ family has the widest cabin and more space than any other aircraft in its class,” Chazelle says. “This gives us the chance to introduce a number of design options that are impossible on other aircraft. For example, you can include a round table to allow families or colleagues to sit together to eat. Also because there are no air conditioning ducts in the ceiling we are able to have a domed ceiling, which gives a whole different ambience to the cabin.” Airbus’ investment in the completions business is timely. According to the president of one of the oldest business jet interiors companies Jack Lawless of Associates Air Center (AAC) – part of Dubai’s DAE group – there will be a shortage of completions centres as the world comes out of recession. “It can take 18 months from the time the green aircraft arrives at the completion centre before it is delivered back to the customer,” says Lawless. “There is a great interest in by people buying widebodied aircraft such as the 767 or the 340 and converting them to business jets. There just isn’t the capacity to meet the demand,” he said. It is no wonder then that new businesses or joint ven- tures are arriving on the scene. In May, a Dubai-based interiors designer with experience in yachts and palaces teamed up with a New Zealand based Aerospace Interiors to enter the completions market from their facility in the UAE. Aerospace Interiors and UAE’s Greenline Interiors are developing a comprehensive base in Dubai to build a domi- nant market position in the Middle East, North Africa, Eu- rope, and Asia. Greenline Interiors has extensive design and manufacture capability from a 60,000 sq m facility in Dubai. It is considered one of the world’s leading providers of turn- key solutions for interior outfitting of luxury palaces, super yachts, high-end residences and commercial spaces, as well as five-to-seven star hotels. Aerospace Interiors has three successful BBJ refurbish- ments already under its belt. “The global VIP aviation interiors market presents a high-value niche opportunity that

28 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net CIVIL BUSINESS AVIATION

EXTRAVAGANT is a very good fit with our skills INTERIORS: (LEFT) BAE AVRO BUSINESS JET’S and experience,” said manag- EXPLORER ONE REAR ing director Lance Sheppard. LOUNGE WITH OPEN “Greenline’s long history in pro- AIR DECK; (BOTTOM LEFT) BOMBARDIER’S viding full interior solutions to CHALLENGER 300 the super yacht market enables INTERIOR IS A LARGE them to also look at the aviation BUSINESS JET WITH market with a fresh perspective. TRADITIONAL STYLE; (BOTTOM RIGHT) CESSNA Aerospace is a design and in- CARAVAN INTERIOR novation lead company and we MAY ONLY BE A TURBO- see phenomenal opportunity in PROP, BUT JACK PELTON BELIEVES THE SUV the development of new interior DESIGN FOR UTILITY WORK productlines that will evolution- IS RIGHT FOR BUSINESS ise the interior environment and IN THE AIR how it is presented.” “We believe the combination of our knowledge and experience in the aviation market with Greenline’s state-of-the-art manufacturing base will provide a real competitive edge that will enable us to make strong inroads into this market and establish ourselves as a major player.” The challenge for the interior designers and completions companies is saving weight. Every single component part of any cabin is now closely scrutinised. Saving weight on any aircraft is now one of the top specifications, as Matthias Tischhauser, division manager mobility textiles of Swiss company Tisca Tiara, explains, “One of the top specifications for aircraft carpet is the need for lightweight carpet. Last year we developed an innovative new lightweight carpet quality resulting in 25 per cent weight saving compared to standard aircraft carpets. Of course, business jets like to make their own mark on design. He explains, “Besides carpets being lightweight we have made sure we have different design options. We offer different patterns and designs in different colours to make them attractive to any customer. Our Waron production technique of embroidered carpet is solely for the VIP and business jet market or Sky – Silk in the Sky, which is made with top end raw materials including Swiss mountain silk, a high grade silk yarn, which is carefully combined and interwoven with pure new wool from New Zealand. “Our customer requirements all vary, some prefer block of rich colour, others a specific design with a mix of colours such as gold and red. We are able to provide a quick turnaround in any design, colour, texture and width the customer requires.” The company has also developed a hard-wearing lightweight seat cover fabric as well as fabrics for curtains, headrests, pillow cases, machine-woven and machine-tufted carpets, hand-tufted and hand-woven carpets, and exclusive embroidered carpets, all of which are eco-friendly. “With business jet design requests we really need to be on the ball as there are so many design manufacturers now,” says Tischhauser. Lantal, another Swiss company, providers of soft interiors for aircraft believe comfort is the main priority. “Our products include seat covers, smooth headrests, subtle wall cov- erings, pre-cut carpets, fine leathers and pleated curtains, as well as weight-saving pneumatic cushions for commercial

Issue 5 • 2010 SP’S AVIATION 29 CIVIL BUSINESS AVIATION

LUXURY REDEFINED: LUFTHANSA TECHNIK CONCEPT FOR A380 DEMONSTRATING THE CHALLANGE FOR THE WIDEBODY COMPLETIONS HOUSES ON WHAT WILL BE A ONE-OFF DESIGN

and business jets,” says Director of Sales Peter Kuhn. “We decorative surfacing. do a lot of bespoke and customer design products as well “We pride ourselves on technical innovation and push- as have stock collections for customers to choose,” shares ing the boundaries of materials, design and manufacture. Kuhn. We’re skilled at interpreting the personal tastes of custom- Offering a full aircraft interiors package is UK aircraft ers from all over the world, engaging with their individual interior refurbishment and manufacturing company MAC or brand identities and creating interiors that are exclusive, Interiors which has been selected by Egypt Air to refurbish while maintaining the utmost elegance, style and practical- three of the airline’s Falcon 20 VIP jets. The company pro- ity,” says Whittaker. vides a full package of aircraft interior services, from con- It is the personal touch that matters. cept design through to certification and installation. Gary Doy, director of DesignQ points out, “With a VIP you “We have a team of exceptionally skilled professionals have to try to understand them. You won’t always meet that and gifted designers using the finest materials sourced from person, so it can be hard to understand their aspirations all over the world,” says Stephen Whittaker, the company’s and tastes. We have to know the customer’s taste. What does managing director. “Whether you require a single piece of he have in his house?” bespoke furnishing for an executive jet, or complete multiple For one customer, the Avro Business Jet marks a pure in- assemblies for an aircraft interior refurbishment, MAC Inte- terim solution “because of the long lead times on new jets,” riors will offer the right solution.” says Doy. DesignQ used laser scanners to capture the entire Whittaker says its customers are looking towards more aircraft interior to a 3mm accuracy to start building virtual contemporary interiors with a chic stylish feel to them. “We models of what the jet could be like. do not design for re-sale value; it is always personal taste. Doy says it is about surprising and delighting the customer. Our customer is priority; whatever they want we will pro- “You would not expect this interior in this aircraft, it adds an vide but we are careful to guide them and apply all sensible extra wow factor. It is simplistic but neutral because he needs options with wider appeal where it is appropriate to do so.” the interior to his taste, but also some neutrality for other us- MAC designs everything from galley units, seats and ers. “We are adding in surprise and delight features, things in-flight baby cradles to cabin dividers and oxygen storage that you might not find the first time you fly, but maybe on the systems. It is currently working closely with raw material second or third flight. It can be something as simple as a sig- manufacturers to approve lightweight versions of materials nature on the back of the furniture. He might never find it; but from the super yacht industry, including 3D metallic base if he does, then he knows it’s a very special product.” SP

30 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net SHOW REPORT EBACE 2010

BULLISH ABOUT GROWTH: CESSNA SHOWCASED A WHOLE RANGE OF ITS AIRCRAFT

Back in Business Arguably the most important meeting in the world for business aviation took place in Geneva in May. EBACE, is the annual convention for the European business aviation industry and Alan Peaford was there.

t is no secret that the business aviation industry is Acropolis and the timing couldn’t have been better. We’ve in the doldrums. Programmes have been cancelled, had the license and AOC just over three weeks and already production lines decimated by redundancies and we’re seeing overwhelming interest in our ACJ,” he said. supply chains rusting through lack of use. So, visitors From the manufacturing point of view, Gulfstream presi- to the huge Palexpo centre at Geneva airport could dent Joe Lombardo was bullish about the event. “We need have been forgiven for expecting to see tumbleweed to be here. Markets have changed. At one time most of our rather that twinjets at this year’s EBACE convention. sales were in the United States. Now we recognise how IThey couldn’t have been more wrong. The show had re- much we need to be doing internationally.” cord numbers of exhibitors and the number of aircraft on That view was echoed by Cessna’s president Jack Pelton,

X the static park matched that of the pre-recession display. who said: “Levels of interest in our aircraft are definitely “We have seen people here from Europe, Asia, Africa and beginning to pick up and, while the recovery may be slow, BILLYPI

the Middle East,” said Jack Lawless, president of Standard there are reasons for optimism. Aero subsidiary, Associated Air Centre. “This is now the most “Europe is arguably the most diverse region in the world

CESSNA important show in our calendar,” he said. He was not alone. for business aviation. There are established major markets Acropolis Aviation’s recently acquired an Airbus 319 Cor- like Germany and the UK, and I’m also optimistic about porate Jet was featured in the Airbus exhibit on static display. emerging markets. Before the economic downturn, for ex- Operations Manager Paul Travis had a resoundingly positive ample, Eastern Europe was a very strong region for us and

PHOTOGRAPHS: view of the experience. “EBACE was fantastic exposure for we are beginning to see signs—including Citation sales—of

Issue 5 • 2010 SP’S AVIATION 31 SHOW REPORT EBACE 2010

that business coming back.” Honeywell took the opportunity of the convention to update its famous business aviation forecast which is usually at NBAA. It found more positive results than those released last October. The revisit showed that over the next five years, up to 34 percent of all new jet purchase plans in the world could come from Europe, the Middle East and Africa. These findings reflect a significant increase over Hon- eywell’s prior survey results. In Europe, five-year new jet buying plans of 59 per cent increased by more than 19 points compared to surveys conducted prior to the economic downturn, a new record high despite sluggish economic performance present at the time of the survey. In the Middle East and Africa, five-year new jet buying plans of 55 per cent increased by more than 10 points from pre downturn levels, also setting a new record. The Middle East, Asia and Africa regions usually rank as the areas with the highest purchase expectations but they are now joined popular CJ family of business jets approved for single-pilot by Europe despite the effects of the global recession. operations and shares a common pilot type rating with the International demand now accounts for more than 50 per other CJs. (A pilot rated to fly any one of the CJs is rated cent of the new aircraft purchase plans projected over the to fly them all.) Retail price in 2010 dollars for a typically next five years. Honeywell forecasts that the regional mix of equipped Citation CJ4 is $9 million. deliveries will continue to reflect this global shift in share. The Citation CJ4 has a range of just over 3,710 km (2,000 “Europe will undoubtedly remain a growth area for nautical miles) and a top speed of 839 km per hour (453 Cessna,” said Pelton. “Driven by the significant advantages knots) – both numbers greater than originally announced that stem from business aviation, we expect the European in 2006. It has a takeoff roll of 954 metres (3,130 feet) at Union to remain our single largest market outside the US for maximum takeoff weight and is capable of a direct climb to some time.” Like the other manufacturers Cessna brought 13,716 metres (45,000 feet) in just 28 minutes. a whole range aircraft to display including the CJ4 which Hawker Beechcraft (HBC) were also showing off new made its European debut at the event. aircraft. The King Air 350i was making its debut. Now The company says it expects to receive European Avia- equipped with the Rockwell Collins Venue cabin manage- tion Safety Agency (EASA) certification for the Citation CJ4 ment system and state-of-the-art Beechcraft FlexCabin ca- by the end of the year. Federal Aviation Administration (FAA) pability, the new King Air 350i was described at the show certification for the CJ4 was granted in March with the first as setting the standard in cabin comfort, entertainment and customer delivery in the US in April. flexibility while delivering unmatched fuel efficiency and The Citation CJ4 is the newest and largest member of the the lowest operating cost per seat mile, making it one of the

32 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net SHOW REPORT EBACE 2010

BOUNCING BACK: (ABOVE) A LARGE ARRAY OF AIRCRAFT ON DISPLAY; CITATION a top-end conversion of the Bombardier CRJ200 but now is CJ4 BY CESSNA; adding a version of the Boeing 737-800 to its stable and it (OPPOSITE PAGE) HAWKER 4000 will be known as the Phoenix LBJ (Large Business jet). Several designs are being prepared including a 30-seat VIP version with private office and State Room as well as a higher density corporate version. Customers will be able to choose the number of auxiliary tanks to be installed depending on their operational range and payload requirements. Project Phoenix President Mike Cappuccitti said the group decided on the 737-800 owing to the type’s popularity and strong likelihood that there will be an increasing number of aircraft coming into the market. “The aircraft has all the right attributes for our programme. It is a New Generation 737. It requires little in the way of avionics upgrades. It has winglets and we can vary the range and payload capability depending on our customer’s specific needs,” he said. The company believes a key market driver will be the greenest aircraft available to business travellers today. need for fiscal prudence in future VIP aircraft purchases. HBC was also able to announce the long-delayed EASA “There are people who need a BBJ size aircraft. What we certification of its super mid-size Hawker4000. “The mar- will be doing is giving them one for $40 million less. A BBJ ket for the Hawker 4000 in Europe, Africa and the Middle for the price of a Global,” he said. East is an expansive and important one,” elaborated Sean On the service side there were also a number of deals McGeough, HBC’s president, Europe, Middle East and Af- done. rica. “EASA certification bolsters the Hawker 4000’s already Honeywell said India-based Air Works will begin op- enthusiastic reception in the region. There are currently erations as its regional forward-stocking location partner eight aircraft based in the region with more scheduled for for key mechanical and avionics parts by June. It will be delivery in the coming months.” supplying Air Works with a variety of products for Dassault Gulfstream enjoyed the good fortune of timing. During the and Gulfstream aircraft including fuel pumps, full authority show the manufacturer’s latest model, the G650, was undergo- digital electronic controls, digital electronic engine control ing flight tests at Savannah when it reached its proposed top display units, navigation and guidance units and enhanced speed of Mach 0.925. This test sortie made the G650 the fast- grounded proximity warning units. est-ever business jet flight and makes the aircraft the fastest As an authorised Honeywell service centre, Air Works civil aircraft, taking the mantle from Cessna’s Citation X. will have the capability to support Dassault Falcon 2000, A competitor to the BBJ was announced at the show Falcon 900 and Falcon F7X jets as well as Gulfstream GIV, – with Project Phoenix claiming India and Asia Pacific could GV, G450 and G550 aircraft. “Our goal is to ship parts within be potential customers. Project Phoenix currently markets 24h of order receipt and we are driving for a fully stocked

Issue 5 • 2010 SP’S AVIATION 33 SHOW REPORT EBACE 2010

TOP EXECUTIVES: (LEFT TO RIGHT) CHARLES EDELSTENNE OF DASSAULT; JACK PELTON OF operation by June,” said Paolo Carmassi, CESSNA; JOE LOMBARDO OF to work through that backlog.” Used air- Honeywell Aerospace president for Eu- GULFSTREAM; SEAN MCGEOUGH, craft prices are still also falling. rope, Middle East and Africa. “Expanding OF HBC There were many signs of optimism, our service network into India means we he said. Corporate profits are rising and are better positioned to keep our custom- big companies such as Ford - forced to ers in the region flying.” furlough corporate jets last year as a re- So the sense of optimism was there. sult of political pressure - are resuming But there were still clear warnings. business jet travel. “Business aircraft are essential for the One of industry’s most respected forecasters, Richard worldwide operations of a company like Ford,” he said. Aboulafia, said that from 2012 the industry could return to The “pendulum has swung back” said Charles Edelstenne the sort of annual growth rates of up to 17 per cent it en- of Dassault, which reported a net loss of 95 corporate sales joyed until 2008. Recovery would come swiftest in the $25 last year. “I hope that will not be repeated for some time,” he million and the above category that was only mildly affected said, noting that lead times had increased to “unsustainable” by the global downturn. levels before the “bubble burst” in 2008. He warned that Speaking at the show’s opening session, Aboulafia, the new aircraft sales would not recover until the “pre-owned Teal Group’s senior aviation analyst, said the biggest brake inventory and prices go back to normal levels, and that will on recovery for new aircraft sales is the inventory of used take some time”. business jets on the market. Although the percentage of the As the three-day show closed the message was clear: fleet available for sale has dropped from over 16 per cent in Business aviation has hurt. It has patched itself up but the 2009 to around 14 per cent, it will “take another year or so prognosis is good – we are back in business. SP

MERCEDES-BENZ STYLE FOR VIP OPERATORS

Eurocopter has teamed up with renowned automobile manufacturer Mer- cedes-Benz to develop a special edition of the EC145 twin-engine turbine helicopter with a high-end interior, which was unveiled at the 2010 Euro- pean Business Aviation Convention & Exhibition in Geneva, Switzerland. The EC145 Mercedes-Benz Style was conceived in a design project led by the Mercedes-Benz Advanced Design Studio in Como, Italy, and bears all the hallmarks and passion of Mercedes-Benz design. The EC145’s spa- cious cabin enabled Mercedes-Benz designers is inspired by the automak- er’s new R-Class range. Seat upholstery in the EC145 Mercedes-Benz Style will be available in deluxe materials in a range of colours and a choice of elegant woods is offered to provide luxury underfoot. The overall impression of elegance and style is complemented by a stylish arrangement of wood panels for the ceilings. All seats are mounted on rails and can be quickly and easily recon- figured for different seating configurations, or removed to make room for luggage. Three multi-function boxes with features such as a cool box, cup holder, table, and monitor and DVD player have been incorporated, along with extra storage space provided by drawers. It has a partition wall with windows separating the cabin from the cockpit. A multi-purpose storage zone has been included in the EC145’s aft cabin, providing a high-capacity luggage compartment with numerous attachment points on the floor and walls for baggage, golf clubs and other outsized articles. As of now, more than 315 EC145s have been sold across the globe. The EC145s Mercedes-Benz Style will be available by the end of 2011. •

34 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net MILITARY UAVs

FACING THE FIRE: AN UAV PARTICIPATING IN OPERATION ENDURING FREEDOM IN AFGHANISTAN Die Another Day

Since the battleﬁeld will have a plethora of weapons to engage the intrepid pilot, a commander would prefer the unmanned aerial vehicle (UAV), which will allow him to use it in harm’s way, and accept its loss, without the attendant pain

he battlefield of the future By Air Marshal (Retd) “Buzz” bomb, by the Germans. After is likely to see conflicts Raghu Rajan the Great War, there was a pause, ranging from limited as these were used mainly as aerial wars to what is known as targets for air defence artillery. The “Operations other than RPVs now reappeared over the Viet- Wars.” Air forces will play namese skies, as a savior for the US a key role as the guardian of the skies Air Force (USAF), when the Fighter Tas also in support of ground forces in Recce aircraft was facing heavy at- these conflicts. Developments in unmanned aerial vehicles trition in the face of enemy air defence artillery. The Ryan (UAVs) have reached a stage where the Commander prefers to Fire bee Target towing Drone was converted to a Recce RPV use UAVs than manned aircraft. platform and in the bargain, saved many pilot’s lives. UAVs Does this mean that the manned fighter aircraft has no were used in the Bekaa Valley conflict where the Israelis role to play over the battlefield? It would be in the fitness of used them for recce, carrying out spoof raids and in elec- things to examine this issue dispassionately—to describe the tronic warfare (EW) tasks, resulting in one of the most ad- employment and developments of UAVs, consider its surviv- verse loss ratios for the Syrians of 82:1. ability vis-à-vis the manned fighter, the impact on organisa- The US has been in the forefront of UAV development and tional structures, and its cost-effectiveness. these systems saw action over Bosnia, as also during Opera- tion Desert Storm, Operation Iraqi Freedom and Operation En- USAF EMPLOYMENT & DEVELOPMENT during Freedom over Afghanistan, where their effectiveness as UAVs were initially known as drones, then as remotely pi- a surveillance and recce platform has been astounding. loted vehicles (RPVs). These appeared initially as aerial tor- On the effectiveness of the UAV, Admiral William A. Owens,

PHOTOGRAPH: pedoes, but saw actual combat in World War II, as the V-I Vice Chairman of the US Joint Chiefs of Staff, during a visit to

Issue 5 • 2010 SP’S AVIATION 35 MILITARY UAVs

NATO HQ, observed: “I was looking at the Predator (Imagery further when UAVs are developed with increased survivability Display) yesterday...it had been flying over an area at 25,000 and performance (high speed and manoeuvrability). ft for hours on end. It focused on to a building in a city and Operating costs of the UAV, however, are reported to be I could clearly see the outlines and structure of the building, lower, too. During the period from 1995 to date, Predators then it expanded to show one window in the building and have flown over 5,00,000 flight hours on over 50,000 flights. not only could I see it clearly but also the GPS coordinates, Predators and Reapers are now flying some 35 surveillance which could be transmitted to a pair of F-16s flying nearby, missions each day in Iraq and Afghanistan, up from 12 in and allow the pilot to drop his precision weapon through the 2001. The USAF has 195 Predators and 28 Reapers in Afghan- window—I’d buy a lot of UAVs in the future!” istan. It is also reported that the US armed forces are flying over 3,50,000 hours every year on UAVs, while the Israelis fly WHAT IS A UAV? almost 50 per cent of their total effort on remotely operated It is a powered aerial vehicle that carries no human opera- platforms. tor, uses aerodynamic forces for lift, flies autonomously or is piloted remotely, is either expendable or recoverable and car- ROLES OF THE UAV ries both lethal and non-lethal payloads. Ballistic, semi-ballistic Based on the developments in technology and its use in con- missiles, cruise missiles and artillery projectiles are not consid- flicts worldwide, the roles of the UAVs over the battlefield are ered as UAVs. as enumerated below, and these are only representative ones: What makes the UAV so very effective? It is small in size, • Recce, surveillance, target acquisition is powered by an efficient and small engine, micro electron- • Combat search and rescue ics and finally, the introduction of composites have resulted • Target designation in an aerial vehicle that is lighter, stealthier and can operate • Special and psychological operations non-stop for tens of hours over an area. The absence of the • Maritime operations pilot, the canopy, ejection systems, life support systems, and • Electronic warfare operations so on, allow the designer to tailor ‘g’ loading as a function of • Indirect fire support and battlefield strike airframe structural integrity, than the pilot’s ‘g’ limitation. • Battle damage assessment Ability to loiter for extended periods permits UAVs a near • Radio and data relay permanent presence over an enemy, providing a continuous stream of intelligence, while simultaneously delivering a lethal THE INDIAN EXPERIENCE payload in seconds. These give an operational commander re- India was not lagging behind in the development of UAVs and liable means of recce in an environment where space-based had made a start in designing the Nishant Tactical UAV for the or high altitude recce aircraft are rendered ineffective due to army. It is developing a range of UAVs from the Rustom (Me- weather conditions. Moreover, these can perform missions dium Altitude Long Endurance), Pawan (optimised for shorter in circumstances where political sensitivities or combat risks ranges) and the Gagan (as a Tactical UAV). Not only the Indian preclude the introduction of manned aircraft. Air Force, but the country’s army and the navy have also taken to the UAV most enthusiastically, and are using the Israeli THE MANNED AIRCRAFT Searcher and Heron UAV. The very same technological marvels have equally impact- ed manned aircraft operations. These are stealthy, carry a IMPACT ON ORGANISATIONAL STRUCTURES heavier load, are faster and can operate at greater distances Unlike manned aircraft units, where operations and mainte- by day or night. Manned aircraft, by virtue of their speed nance have clearly defined functions, UAV units have not yet and flexibility of operations, have a quick response time. stabilised, due to different means of launch and recovery, ever These possess integral self-defence and are capable of mul- expanding roles due to advances in technology and their reli- tiple roles by day and night. ability. While mini-UAVs will have flight duration of say, an However, aircrew training and currency are difficult, ex- hour or so, the Predator and Global Hawk variety will stretch pensive (despite simulators) and time consuming. But, as dis- to 40 hours or more. This will require multiple shifts to enable cussed earlier, where the risk to the manned fighter would success of the mission. Organisational structure need to be preclude its use, the UAV would offer the best alternative to more flexible. Paucity of pilots will be felt, as most rated pilots the battle commander. would prefer cockpit time than sitting at the consoles of a UAV. This will necessitate not only cross training but also induction SURVIVABILITY AND COST EFFECTIVENESS of trained airmen to take on the tasks of pilot, systems opera- While manned aircraft have used cutting edge technology and tor, communication specialist, and so on. performance as the primary means of survival in a hostile National budgets will tilt more in favour of improving the environment, UAVs, on the other hand, have always relied quality of life, and this will have its first impact on defence on their size and unconventional flight profiles to survive in budgets. Technology will permit more capable aircraft to a high threat environment. Use of composites, radar absor- rule the skies, but due to their higher costs, in lesser num- bent materials, higher speed and manoeuvrability are some bers. Since the battlefield will have a plethora of weapons of the measures that designers are developing to reduce the to engage the intrepid pilot, a commander would prefer the exposure of UAVs to attrition. There is not enough empirical UAV, which will allow him to use it in harm’s way, and ac- evidence of UAVs being used in actual battle to arrive at a cept its loss, without the attendant pain. Affordability, and reasonable conclusion. The unmanned vehicles cost a fraction its expanding roles, will see the UAV gradually taking over of manned aircraft and this difference in costs may reduce most high risk missions over the battlefield. SP

36 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net TECHNOLOGY HELICOPTER Speeding Up

FLYING FAST: BA609 BELL/ AGUSTA HAS TWICE THE RANGE OF A HELICOPTER

The world’s major helicopter manufacturers have been using essentially the same principles of helicopter aerodynamics, control systems and power plants for four decades or more. It is time to develop new solutions based on improving the aerodynamic and environmental characteristics of these useful machines.

elicopters are remark- By Group Captain (Retd) 216.45 knots (401 km/h). ably versatile flying ma- Joseph Noronha, Goa But why sneer at the Lynx? Since chines, employable for a 1942, when Sikorsky’s R-4 became the wide variety of tasks. But world’s first mass produced helicopter, speed has never been the whirly birds have always operated at one of their strong points. an unhurried pace and stoutly resisted all Pit the Westland Lynx—which holds the attempts to make them speed up. Blame Hofficial world speed record for helicopters—against China’s it on a hazardous flight phenomenon called retreating blade

BELL/AGUSTA, PIASECKI, MILITARYPHOTOS.NET & BOEING MILITARYPHOTOS.NET PIASECKI, BELL/AGUSTA, Shanghai Maglev train, in a race starting at Shanghai Inter- stall, where the rotor blade rotating away from the direction of national Airport, and the train would reach its destination flight stalls. The condition worsens as forward speed increases. (30 km away on the outskirts of Shanghai) well ahead of the So machines capable of vertical flight have to compromise be- Lynx. While the Maglev normally operates at 431 km/h and tween hover performance and speed. The highly prized attri-

PHOTOGRAPHS: can even hit 501 km/h, the Lynx has never managed to exceed butes of good hover efficiency and hover endurance, low speed

Issue 5 • 2010 SP’S AVIATION 37 TECHNOLOGY HELICOPTER

controllability and low downwash means that forward speed 50 per cent. The counter-rotating coaxial rotors mean that the is severely limited. As speed increases, there is also a dramatic traditional tail rotor is no longer required and has been re- rise in drag caused by the rotor and rotor head. No wonder the placed by a high-speed propeller. This propeller, which works cruising speed of most helicopters is limited to a woeful 150 much like those found on traditional aeroplanes, pushes the knots (278 km/h). helicopter from behind. And unlike single-rotor helicopters That could be about to change. Speed is increasingly be- that tip nose-down to accelerate, this remains level even coming a key desirable for helicopters, and the world’s leading while speeding up. manufacturers and researchers are gearing up to spur these Though it aims to achieve record speeds, it will still retain sluggish machines to go faster. Obviously, further the opera- excellent low-speed handling ability, efficient hovering and au- tional distance, more attractive becomes the speed. Just as torotation safety. Sikorsky is working towards three key goals: obvious is that safety and economics cannot be compromised low vibration, low pilot workload (meaning many processes in the pursuit of speed. The helicopter industry wants to be will be automated, making it easier to fly), and low noise. But assured of safe and trouble free operations and low seat mile getting the helicopter to production won’t be speedy. Because costs while travelling considerably faster. And optimism is now of the numerous certifications required, it could take up to 10 growing that vertical lift aircraft—military as well as civilian— years before these fast machines become common. could some day be freed from their current speed shackles. NOT TO BE LEFT BEHIND THE SPEEDSTER In July 2008, Piasecki began flight testing a Vectored Thrust Sikorsky has been at the cutting edge of helicopter technology Ducted Propeller (VTDP) compound helicopter known as the for decades. Its S-69/XH-59A Advancing Blade Concept Dem- X-49A ‘SpeedHawk’. Compound helicopters have been investi- onstrator proved that high speed was feasible with coaxial ro- gated for decades, but none has ever entered production, part- tors and auxiliary propulsion. At high speeds, the retreating ly because the weight of the equipment needed for extra thrust blades were offloaded, since most of the load was supported tends to reduce the range and payload. Piasecki has developed by the advancing blades of both rotors. The penalty due to this method to modify the existing military helicopters with an stall of the retreating blade was thus reduced and two ad- eight-foot-diameter shrouded propeller, nicknamed “the ring- vantages accrued. There was no need to fit a wing for high tail,” mounted on the tail boom. The company hopes that the speeds or improved manoeuvrability. It also became possible kit will transform thousands of Sikorsky H-60 Black Hawk he- to eliminate the anti-torque tail rotor. However, the S-69 was licopters into SpeedHawks, quickly and relatively cheaply. The subject to high vibration levels, which ultimately led to it being technology features a five-blade propeller placed in a control- scrapped. Another Sikorsky machine, the Cypher UAV, has en- lable ring-tail, in lieu of an anti-torque rotor. It includes a small hanced knowledge of the unique aspects of flight control laws wing that provides lift so the rotor doesn’t have to provide it for a fly-by-wire aircraft with coaxial rotors. Finally, through all. This also delays the onset of retreating blade stall. The pro- the RAH-66 Comanche, the company gained expertise in com- peller allows the SpeedHawk to fly forward in level attitude, posite rotors and advanced transmission design. Now Sikor- instead of pitching its nose down. These features, coupled with sky is committing its competence to its X2 Demonstrator—an a rotor head fairing, significantly reduces high-speed drag. experimental compound coaxial helicopter. By offloading and slowing the main rotor with the flaperon- The X2 first flew on August 27, 2008. It is expected to equipped wings, and thrusting forward with the variable-pitch reach 150 knots (278 km/h) soon and 250 knots by the end rear propeller, Piasecki envisages vertical take-off and good of the year. It has closely separated counter-rotating coaxial hover performance as well as a 200 knot plus cruise speed, rotors with very rigid blades, active vibration damping and well above the 155 knot cruise of the standard H-60. No, it fly-by-wire controls. The cuffs and fairings on the top fuselage won’t match the Sikorsky X2, but Piasecki feels that retrofitting are streamlined and the rotor mast is enclosed to cut drag by an existing helicopter reduces many of the financial risks and

38 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net TECHNOLOGY HELICOPTER

VARIED TECHONOLOGY: (LEFT TO RIGHT) PIASECKI’S X-49A SPEEDHAWK; MIL’S MI-X1; KAMOV’S KA-92 AND BELL- cuts down on the long lead in cruise and adds torque stabilisation through thrust vector- BOEING’S V-22 OSPREY time required to deploy an ing. Mil is also working on a system to suppress retreating entirely new technology. If blade stall. all goes well, SpeedHawk Kamov, meanwhile, is pursuing the Ka-90 concept as a upgrade kits should go “variable-geometry” air vehicle—one that functions as a he- into production in about five years. licopter during take-off and landing and as an aeroplane in Eurocopter has also promised to launch a new technol- cruise flight. The Ka-90 may have two separate propulsion ogy demonstrator or upgradation programme every year systems, one for cruise and one for take-off and landing. A for the next 10 years. This is likely to include a fast helicop- scale model revealed at the HeliRussia 2008 show provided ter to challenge Sikorsky’s X2. The company has reportedly evidence that the Ka-90 will have a turbojet in the rear fuse- selected its preferred technology to compete with the X2 lage for high-speed flight and a retractable rotor for take-off for speed, which it refers to as “extending the domain” of and landing. Presumably, the lift in cruise flight will be gener- the helicopter. ated by a “wing,” and in this case it is a huge, specially shaped container above the fuselage into which the rotor blades are TILTING FOR SPEED retracted after being folded. The Ka-90 is intended to cruise Then there are tilt-rotors. The Bell-Boeing V-22 Osprey, oper- at a remarkable 378 knots. Only time will tell, if this is achiev- ated by the United States Marine Corps and Air Force, can able. Separately, Kamov is developing the Ka-92 which is es- hit higher speeds than helicopters, but it is not a pure heli- sentially a high-speed helicopter. These new, fast machines copter. It is a hybrid—half helicopter and half aeroplane. For are planned to enter production in the 2015 timeframe. take-off and landing, it typically functions as a helicopter with horizontal rotors. Then, by tilting its wingtip rotors forward KEEP THE SKY CLEAN through 90 degrees and flying like an aeroplane, the Osprey But speed is not everything. Aircraft manufacturers are be- escapes retreating blade stall. It can cruise at around 250 coming increasingly aware of the need to constantly take knots and fly farther, un-refuelled, than helicopters. But the green concerns on board. Europe’s Clean Sky programme, V-22 can’t hover as well as most helicopters, especially above for instance, is designed to make air transport more environ- 4,000 ft. ment friendly. Some of the effort will also go to greening ro- That is not a drawback for a civilian aircraft. The Bell/ tary wing aircraft. The focus will be on developing innovative Agusta BA609 is a twin-engine tilt-rotor aircraft with a con- rotor blades and novel turbine engine installations for noise figuration similar to the V-22 Osprey, but intended for the civil reduction, together with diesel engine integration, airframe market. It is designed to take off and hover in helicopter mode drag minimisation and advanced electrical systems for re- and cruise at 275 knots after transitioning to fixed-wing mode. ducing fuel consumption. Clean Sky is also researching en- Initial customer deliveries are projected for 2011. The BA609 vironment-friendly flight paths with optimised take-off and can operate where jets cannot, such as from heliports or small- landing procedures and optimised mission profiles to help er airports, yet it has twice the range of a helicopter, and can lower fuel burn and emissions. fly almost twice as fast. The world’s major helicopter manufacturers have been using essentially the same principles of helicopter aerodynamics, THE RUSSIAN CONNECTION control systems and power plants for four decades or more. Two years ago, Russia’s Mil unveiled its Mi-X1 concept It is time to develop new solutions based on improving the demonstrator, intended for cruise speeds of 245-270 knots aerodynamic and environmental characteristics of these use- (450-500 km/h). The helicopter has an innovative computer- ful machines. Speed is a key anticipated outcome. If all goes controlled main rotor, and rear-mounted pusher propeller, well, within the decade, a whole host of helicopters could race which makes such speed possible. The pusher gives a boost against the Shanghai Maglev—and hope to win. SP

Issue 5 • 2010 SP’S AVIATION 39 Hall of Fame IGHTER PILOTS HAVE A shot down 11 aircraft in two missions. crimes charges. He was sentenced to 25 somewhat grisly method of as- But he was not finished. His final kill was years of hard labour and spent 10 years sessing their proficiency. They achieved on May 8, 1945, the day the in various Soviet prison camps until he count the number of “kills”— war in Europe ended. He thus became was released in 1955, thanks to a pris- enemy aircraft downed in the supreme fighter ace in the history of oner exchange. When he returned home, Fcombat. A pilot who shoots down Hartmann joined the West German five aircraft is called an ace. The Air Force, and commanded its first First World War’s top ace was the all-jet unit. He died on September German Baron Manfred von Rich- 20, 1993. For the record, he was thofen (the “Red Baron”) with 80 posthumously exonerated of war victories. And then, during the Sec- crimes by a Russian court. ond World War, Erich Hartmann Will there ever be another Er- scored 352 kills. ich Hartmann nicknamed Bubi Erich Alfred Hartmann was (little boy) by his comrades? By born on April 19, 1922 in Weis- the age of 23, he had notched up sach, Germany. He was taught to a stunning 352 aerial victories in fly gliders by his mother, Elisabeth 1,404 combat missions, during Hartmann, one of Germany’s first which he actually engaged in aer- female glider pilots. In 1936, Elisa- ial combat 825 times. This record beth helped set up a flying school, will probably be invincible for and by age 15, Erich became a all time to come. Of his kills, 260 glider instructor in the school. In were fighter aircraft. His spectac- 1939, he gained his pilot’s licence. ular feats did not go unchallenged Shortly thereafter, the Second ERICH by Luftwaffe headquarters. His kill World War commenced. claims were stringently rechecked, In October 1942, Hartmann was HARTMANN and his performance closely mon- stationed at a fighter wing equipped itored by official observers flying with Messerschmitt Bf-109G air- in his formation. However, reduce craft, based on the Eastern Front (1922-1993) the tally by 50 or even a 100 and against the Soviet Union. After in- does it make any difference? Ac- tensive training, his superiors ob- By the age of 23, he had tually, the Soviet pilots were just served that although Hartmann had notched up a stunning 352 not qualified to take on the vastly much to learn regarding air com- superior Luftwaffe opponents and bat, he was indeed a gifted pilot. aerial victories in 1,404 were offered as cannon fodder to He claimed his first kill in Novem- the attacking Germans. ber. As with many aces, it took him combat missions, during Be that as it may, any fighter some time to learn to be a consis- which he actually engaged pilot will testify that it isn’t at all tently victorious attacker. Thereaf- simple to hit a banner being towed ter, there was no looking back. On in aerial combat 825 times. straight and level for target prac- July 7, 1943, some huge dogfights tice, leave alone a sharply ma- occurred during the Battle of Kursk, This record will probably noeuvring enemy aircraft. Hart- during which Hartmann shot down be invincible for all time to mann was an expert practitioner seven enemy aircraft. By the start of of stalk-and-ambush tactics. He August 1943, he had notched up 50 come. Of his kills, 260 were relied on his potent Bf-109G kills, and by the end of the month, fighter for high-power sweeps he had added another 48. During ﬁghter aircraft and rapid approaches, sometimes the course of the War, Hartmann diving through large enemy for- had to crash-land his damaged mations to take advantage of the plane 14 times. Often the damage confusion that followed in order was sustained by flying through the de- aerial warfare. He was decorated sev- to disengage. His innate talents—ex- bris of enemy aircraft he had just hit. On eral times. Understandably, the Soviets cellent eyesight, lightning reflexes, an the other hand, he was never shot down nicknamed him “The Black Devil.” aggressive spirit, and an ability to stay or forced to land on account of being hit Hartmann was ordered to fly to the cool while in combat—made the differ- by enemy aircraft. However, once when British sector and surrender before ence. He is reputed to have said, “Get his aircraft flew through the debris of an them, in order to escape the advancing close... when he fills the entire wind- enemy plane, he had to land behind So- Soviet forces. However, he would not screen... then you can’t possibly miss.” viet lines. Though he was captured, he desert his men. The captured Germans He hardly ever missed. After all, how managed to escape and soon returned to (including families) were vilely treated. many fighter pilots have been taught to the cockpit. He passed the 200 kill mark In an attempt to force Hartmann to serve fly by their mothers? SP on March 2, 1944, and the 300 mark on with the Soviet-friendly East Germans, —Group Captain (Retd) August 24, 1944—a day on which he he was convicted on trumped-up war Joseph Noronha, Goa

40 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net CIVIL ANALYSISANALYSIS

There was a time when Air India was the pride of the country and its standards of service were among the best in the world. Now it lurches from crisis to crisis.

GLORIFIED: AIR INDIA’S A320 AIRCRAFT

Fading Royalty

mall things can tell a big tale. By Group Captain (Retd) Patel, Minister for Civil Aviation, “The Take last month’s payment Joseph Noronha, Goa worst is over and Air India is continuing of salary to Air India staff. on a path of recovery.” His belief rests on The salaries for March were the fact that airline losses are showing a disbursed on April 7, late by declining trend—Rs 300 crore a month. a few days. No big deal. It But in 2009-2010 alone, Air India in- wasn’t the first time either. Last June, curred a loss of Rs 5,400 crore, and the Ssalaries were delayed by a fortnight due total losses have ballooned up to Rs. to paucity of funds. But for the national 12,774 crore. The carrier is sitting on a carrier—Maharaja, the bearer of the Indian flag and one-time mountain of debt—Rs 15,241 crore as of last June. According envy of many renowned airlines—it is a sad indicator of just to estimates, the government may have to pump in Rs 5,000 how low it has fallen. There was a period when Air India was crore annually for the next few years, just to keep it afloat. But the pride of the country and its standards of service among in a country where only two per cent of the population travel the best in the world. Now it lurches from crisis to crisis. It is by air, keeping an airline going—even if it happens to be the numbered among potential defaulters on payments made to national carrier—is hardly an aam admi consideration. the Airports Authority of India and the oil companies. It is liv- Is the worst really over? Air India is certainly benefitting ing from hand to mouth. In what shape is an organisation that from the recent surge in domestic passenger traffic, a 20.54 ABHISHEK / SP GUIDE PUBNS cannot even pay its personnel on time? per cent rise during January-March. It is tempting to think that this growth will last forever. But air traffic is notoriously MOUNTAIN OF DEBT prone to “shocks” and the recent volcanic ash attack is only

PHOTOGRAPH: Optimists, however, have a different view. According to Praful the latest in a series. Consider an eminently possible spike

Issue 5 • 2010 SP’S AVIATION 41 CIVIL ANALYSIS in the price of a barrel of oil to $100 (Rs 4,425) or more. MARRIAGES MADE IN HEAVEN That would again send the airline’s operating bill skyrocket- Another burning issue is whether Air India’s ill-starred 2007 ing and scotch hopes of early recovery. marriage with Indian—rather unfairly blamed for the airlines’ Acts of God and OPEC vagaries, however, are hardly the present predicament—should go to the courts for divorce. reason for the plight of the National Aviation Company of Well, so far, there is hardly a merger worth the name, since India Limited (NACIL). Many believe the root cause is the the carrier’s international and domestic operations continue to injudicious order that NACIL’s erstwhile components—Air function under different codes—AI and IC. Two Parliamentary India and Indian Airlines— placed for 111 airliners in 2006. committees recently agreed that Air India’s domestic and in- The bill is estimated at Rs 44,000 crore, though some fear ternational wings should be separated, but they should remain it could cross Rs 55,000 crore. NACIL may have to pay Rs under a single holding firm NACIL. Fortunately, Civil Aviation 22,000 crore for deliveries this year against Rs 12,000 crore Minister Praful Patel, after doggedly persisting with the messy last year. It has reportedly borrowed about Rs 25,000 crore merger, seems to have come around to a similar viewpoint. He already, and interest payments will only add to its burden. now believes that NACIL should operate as a merged entity, The pain at present may be inevitable for gain in future. But but with two verticals of the domestic and the international it is sad that for years after these new aircraft have been wings—under one brand and under one code. Operating with inducted, NACIL may suffer from substantial excess capacity. a single code, Air India becomes eligible to join the Star Alli- And what of the resulting plethora of aircraft types—ATR 42, ance. Hopefully, within a year, Air India passengers will be able CRJ700, A320, B737NG, A310, B777, B747-400 and B787 on to connect seamlessly on flights of other airlines. order—hardly conducive to operational, maintenance or lo- If the government really hopes to see Air India regain its gistical efficiency? Consider the stark contrast with the huge former glory, it must put its money where its mouth is. It in- US Southwest Airlines fleet—537 aircraft, all B737 variants. fused Rs 800 crore during 2009-2010, which increased the The newly reconstituted NACIL Board recently appoint- airline’s paltry equity base to a more respectable Rs 945 crore. ed a Chief Operating Officer on a monthly salary of about Rs Another Rs 1,200 crore is budgeted this year, although its re- 20 lakh, plus allowances and perks. What an airline pays lease is linked to achievement of specified targets. A group of its executives should ordinarily be its own affair. But for a ministers will shortly severely cash-strapped organisation this easily becomes a take a call on Air In- PR disaster. What about the allegations of flights diverted dia’s future. Rather to ferry IPL teams? And the long list of freebies and perks Paradoxically, than routine fire fight- offered to serving and retired airline and government func- ing, it would help if it tionaries? More small things that tell a big tale. Air India’s is dealt with the situa- salvation tion holistically. TURNAROUND AND AROUND Paradoxically, In August last year, egged on by the Indian Government, probably lies in Air India’s salvation NACIL came up with a turnaround plan. However, the plan being set free to probably lies in being met with scant success, saving less than half the projected set free; to fly or fail. amount. The government has now demanded another re- ﬂy or fail Constant government vival roadmap, based on which it will decide whether the interference in deci- airline gets more money or not. It is unlikely that the second sionmaking is often plan will fare any better than the first. cited as the root cause Indeed, Air India’s options to reduce expenses seem lim- of its seeming inability ited. A common misconception is that trimming its bloated to come to grips with workforce is a solution. Apart from the obvious difficulty its problems in a proof firing employees in India, the scope for reducing losses fessional manner. Unless the freshly reconstituted board can through wage cuts or staff reductions is limited, since wages take its own decisions and implement them, the airline cannot account for just 16 per cent of an airline’s costs. Even now, hope for a turnaround. With just 18.2 per cent market share, Air India breaks even on very few routes. So why not drop it is currently in the third place and could easily find itself in some unprofitable ones? Because this would render a large the fourth position in the near future. That, in itself, is no cause part of its fleet and workforce surplus to requirement. Un- for gloominess. A profitable carrier with lower market share is profitable operations, unfortunately, have a logic and life of any day preferable to a loss-making one with a larger share. their own. The carrier has ambitious plans to slash its 150- Can Air India successfully overcome the many challenges strong fleet to around 105 aircraft by March next. But it may that beset it? In the current Indian aviation setting, the airline’s not easily find parties to buy or lease so many airliners. failure would hardly be earth-shattering. But it deserves one Privatisation is also proposed as a way to end Air India’s last chance, with “last” being the keyword. If there’s one public troubles. This begs the question that who would invest in functionary the airline must be fond of right now, it is probably an airline in such dire straits? Besides, private airlines are Sitaram Yechury, Head of the Parliamentary Standing Commit- hardly trouble free. Ask Kingfisher Airlines or Paramount tee on Transport, Tourism and Culture. “Air India’s huge losses Airways. Public sector enterprises are not incapable of mak- are because of the irrational decisions of the government,” he ing profit. Many have successfully weathered post-liberalisa- recently declared. He suggests that the government write off tion competition and are doing better than ever. Since 2001, the airline’s Rs 12,774 crore losses and begin afresh. There is while Air India made a profit every year until 2006-2007, merit in the proposal. And, yes, no more of government inter- Indian Airlines made a profit in three out of six years. ference please. It may be Air India’s only hope of survival. SP

42 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net INDUSTRY OEM Target INDIA Alenia Aeronautica is eyeing the Indian market with its C-27J aircraft.

DYNAMIC MACHINE: C-27J OFFERS A VERY COMPATIBLE AND FUTURISTIC SOLUTIONS

he Indian defence budget has reached about $27 billion (Rs 121,900 crore) in 2010 from The C-27J can transport ﬁghter about $22 billion (Rs 99,300 crore) in 2008. The and transport aircraft engines, Indian defence market has tremendous potential for growth with the government aspiring to such as C-130, Euroﬁghter procure specific technological capabilities for Typhoon, F-16 and Mirage 2000, the development of an autonomous aerospace industry. Ale- Tnia Aernoautica is positive about being a part of the growing directly on their normal defence market. engine dollies without Alenia Aeronautica is participating with its own C-27J in the tender for two tactical transport aircraft for the Border special equipment. Security Force. The tender is being handled by the Indian Air Force that will also assure its initial operational use. The C-27J aircraft will help secure the country’s moun- tainous borders and has during a series of tests proved to be extremely performing. The C-27J is capable of taking off from and landing on unprepared air strips, less-than-500 m long, with maximum take-off weight of 30,500 kg; it may carry up to 60 equipped soldiers or up to 46 paratroopers. rage 2000, directly on their normal engine dollies without Its air ambulance configuration can have 36 stretchers and the need for special equipment. 6 medical assistants. The last-generation technology applied to the C-27J is an The large cross section (2,60 metres high, 3,33 metres important characteristic as it assures huge savings in infra- ALENIA AERONAUTICA wide) and high floor strength (4,900 kg/m load capability) structure investments, in the operating costs of spare parts, allows loading of heavy and large complete military equip- stores and pilots and training of technicians. ment. The C-27J can transport fighter and transport aircraft The IAF has recently expressed interest in the C-27J

PHOTOGRAPH: engines, those of C-130, Eurofighter Typhoon, F-16 and Mi- through a request for information (RFI) for 16 airplanes. SP

Issue 5 • 2010 SP’S AVIATION 43 NEWSDigest MILITARY for development and growth that MiG series aircraft con- RoundUp of the IAF taking into account stitute bulk of the combat fleet Quick Asia-Pacific the security environment and of the IAF. A total number of technological advancements. 21 MiG series aircraft have AEROJET P-8I indigenous equipment crashed during the last three Boeing has announced that it Tejas LSP-3 maiden flight years. Besides the loss of air- • Aerojet, a GenCorp company and has received a key commu- craft, four pilots were killed in its Russian partner United Engine nications technology for the these accidents and no civilian Corporation (UEC) have signed a Indian Navy’s P-8I long-range was killed/injured. Mainte- cooperation agreement regarding maritime reconnaissance nance of MiG series fleet is their next steps in the companies’ and anti-submarine warfare based on the maintenance cooperative efforts to provide NK-33 aircraft from Bharat Electron- philosophy prescribed by the and AJ26 rocket engines to the ics Limited (BEL) in April, one original equipment manufac- commercial launch market. Aerojet month ahead of schedule. turer as given in the Mainte- currently provides the AJ26 rocket BEL delivered the Indian- nance Manuals and evolved engine for the first-stage of Orbital designed Data Link II, a com- with practical experience of Sciences Corporation’s Taurus II munications system that will Limited series production flying in IAF over the years. launcher. UEC provides the NK-33 to enable exchange of tactical (LSP)-3 aircraft is the ninth The spare parts of MiG series Russian Federation customers. Both data and messages between test vehicle to join the flight aircraft are procured through Aerojet and UEC are offering AJ26 and Indian Navy aircraft, ships and line to undertake develop- Hindustan Aeronautics Limit- modern NK-33 engines to additional shore establishments. Boeing ment flight trials of the light ed and indigenous vendors as customers in the United States and will install the system dur- combat aircraft Tejas towards per policies in vogue ensuring Russia, respectively. ing P-8I final assembly at its operational clearance for in- adequate quality control. The facility in Renton, Washington. duction in the IAF by the end trainees are undergoing fully AGUSTAWESTLAND Data Link II is the first Indian- of the year. The LSP-3 is a stipulated duration/training in manufactured item delivered quantum jump in terms of the their flying courses. Phasing • AgustaWestland has delivered to Boeing as part of the P-8I equipment fit on the aircraft. out of a particular aircraft and three new helicopters to customers programme. The P-8I is a It is almost the final configu- its replacement is decided in Japan in recent weeks highlighting variant of the P-8A Poseidon ration including the new air- based on operational require- its continued growth in this important that Boeing designed and is data computers, multi-mode ments of IAF. market. The three new helicopters building for the US Navy. BEL’s radar, new communication include the first AW119 Ke to be delivery of the state-of-the-art and navigation equipment Training to air force pilots delivered in Japan. electronics will support P-8I and radar warning receiver. Defence Minister A.K. Antony test and integration activities in a written reply in the Lok ALENIA AERMACCHI in Seattle. BEL will deliver the BrahMos missile Sabha has stated that the last of the data link compo- Defence Minister A.K. Antony IAF trainee pilots have not • Alenia Aermacchi and EADS nents by the end of 2011. in a written reply in the Lok proceeded to Stage–II train- Defence and Security have submitted Boeing will deliver the first Sabha has stated that on the ing without undergoing the a joint response to the request of eight P-8I aircraft to India approval of the government basic Stage-I training. After a for information (RFI) issued by the within 48 months of the origi- to induct the BrahMos missile fatal accident on the HPT-32 European Defence Agency about the nal contract signing, which into the Indian Air Force (IAF), aircraft on July 31, 2009, a Advanced European Jet Pilot Training took place in January 2009. a contract has recently been decision was taken by Air (AEJPT) programme. Subsequently signed for the production and Headquarters to ground the a memorandum of understanding Squadron strength of IAF induction of one squadron HPT-32 aircraft fleet. Stage-I between AAEM and DS was signed. Defence Minister A.K. Antony of land attack version of the of flying training is now be- Bringing synergy to their individual in a written reply in the Indian BrahMos in mobile complex. ing imparted on Kiran MK-I competencies, Alenia Aermacchi and Parliament has stated that The government has also aircraft. Currently, trainees DS can now offer a comprehensive the government constantly approved development of are undergoing full stipulated training solution for future combat reviews the security environ- air launched version of the duration/training of their fly- aircraft pilots which meets the expec- ment to ensure adequate BrahMos missile to be fitted ing courses on Kiran trainer tations of EDA and the AEJPT nations. defence preparedness and on Su-30 MK1 to be ready in aircraft. The replacement of a combat strength of the Indian 2012. BrahMos supersonic fleet, including trainer fleet, is ALLIANT TECHSYSTEMS Air Force (IAF). The IAF is in cruise missile jointly devel- decided based on operational the process of modernising oped by India and Russia is requirements of IAF which is • Alliant Techsystems has announced its fleet by procuring various a world leader in the cruise an ongoing process. Neces- that it has received a contract in aircraft including the Sukhoi missile family. The missile has sary steps are taken accord- excess of $240 million from Lockheed Su-30 MKI, the medium multi- a range of 290 km, weighs 3 ingly from time to time. Hawk Martin to produce additional com- role combat aircraft, the in- tonnes, and flies at a maxi- MK-132 (advance jet trainer) posite components for low rate initial digenous light combat aircraft, mum speed of 2.8 times the induction into the IAF com- production (LRIP) lots 4-8 of the F-35 aircraft warning & control speed of sound. It is config- menced in 2008 with the aim Lightning II–or Joint Strike Fighter. system aircraft, and fifth ured for multiple platforms to completely replace the Under the terms of the contract, ATK generation fighter aircraft to like ships, submarines and Kiran MK-II/MiG-21 route of will use advanced fibre-placement increase its combat strength. road mobile launchers. For the training for Stage–III. A total technology to provide upper wing-box In addition to the above pro- air launched version, the mis- of 66 Hawk MK-132 aircraft skins, lower wing-box skins and engine curements, the existing fleet of sile has been modified with a have been contracted. Of nacelle skins for the conventional MiG-29, An-32 and IL-76 are reduced weight of 2.5 tonnes. these, 24 had been directly take-off and landing, and short take- undergoing life extension. The supplied by BAES from UK off/vertical landing variants of the IAF has prepared a long-term Phasing out of MiG aircraft and the remaining 42 are F-35. Production will begin this year perspective plan 2012-2027 Defence Minister A.K. Antony being licence manufactured and continue through 2015. which provides the roadmap has stated in the Lok Sabha by HAL. All 24 direct supply

44 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net NEWSDigest APPOINTMENTS Sabha, stated that the Report RoundUp of the Group of Ministers Quick AIRBUS on national security has six Antonio Rodriguez Barberan has been appointed Senior Vice chapters. The Ministry of ASTRIUM President Commercial of Airbus Military. In his new func- Defence has been designated tion, he will be responsible for all activities related to the as the nodal ministry for • The in-flight acceptance of the marketing, sales, contracting and customer liaison of Airbus implementation of Chapters VI Helios IIB satellite has been success- Military’s very comprehensive and versatile military and civic on Management of Defence, fully completed by Astrium on behalf transport product range. which contains 75 recom- of the French Defence Procurement GENERAL DYNAMICS mendations. Out of these, 63 Agency and under delegation from The board of directors of General Dynamics has unanimously recommendations have been the French space agency, CNES. He- elected Jay L. Johnson as its Chairman. Johnson will serve implemented and action on lios IIB will now enter its operational as Chairman and Chief Executive Officer of the corporation. four is in various stages of phase serving the partner countries Johnson succeeds Nicholas D. Chabraja, who has served as progress. Eight recommenda- France, Belgium, Spain, Italy, Greece Chairman since 1997. tions of the report relate to and Germany. CNES will be respon- General Dynamics has selected James S. Crown, to serve as the establishment of Chief of sible for in orbit operations. lead Director He is the board’s first lead director. Defence Staff. A decision on this matter would be taken BAE SYSTEMS PRATT & WHITNEY after completion of the ongo- Pratt & Whitney Canada has named Maria Della Posta Senior ing consultations with political • BAE Systems has opened its Vice-President, Sales and Marketing. Prior to assuming her parties. The HQ Integrated new engineering hub in Melbourne new role Della Posta was Vice-President of Customer Service. Defence Staff has been cre- that will integrate the company’s ated to enhance jointness and aerospace, autonomous systems SAAB build synergy amongst the and guided weapons research into Saab has appointed Hakan Buskhe as new President and armed forces, including in the a single facility. The company’s new CEO. Buskhe will take up his position on November 1, 2010 areas of long-term plans, force engineering centre at Richmond will at the latest. Håkan Buskhe is currently CEO of E.ON Sweden capabilities, joint training, in- accommodate more than 300 BAE and President of E.ON Nordic, with operations in the Nordic telligence, capital acquisition, Systems employees. countries and in Poland. joint doctrines, etc. The Anda- man & Nicobar Command has BOEING SELEX been created to exercise con- The SELEX Galileo Inc. Board of Directors has announced that trol over tri-service and Coast • The Boeing 787 Dreamliner has be- James Giles Kyser, IV has accepted the position of Chief Execu- Guard assets deployed in the gun a series of extreme-weather tests tive Officer, taking over from Acting CEO, Wayne Landman. Andaman & Nicobar Islands at Valparaiso. A special hangar at the GULFSTREAM and joint exercises/operations McKinley Climatic Laboratory at Elgin Gulfstream Aerospace Corp. has named Mark Thibault as are being carried out. Air Force Base allows the airplane to experience heat as high as 115 Regional Director, Product Support Programmes. He is based Americas degrees fahrenheit (46 degree cel- in Hong Kong. Thibault will be responsible for overseeing all sius) and as low as minus 45 degrees product support efforts for Gulfstream aircraft fleet operators Harvest HAWK phase-I tests fahrenheit (minus 43 celsius). in Asia. His duties include coordinating aircraft maintenance and support requirements for Gulfstream operators located BOMBARDIER in or traveling through Asia, and supervising the growth of the Gulfstream support network. • Bombardier Aerospace has CESSNA announced that it has delivered Cessna Aircraft Company has announced that its 201st amphibious aircraft, a company Chairman, President and CEO Jack Bombardier 415 fire fighting aircraft, Pelton has been named by US Transportation Sec- to the government of Newfoundland retary Ray LaHood to the department’s Future of The Harvest HAWK equipped and Labrador. The Bombardier 415 Aviation advisory committee. The Future of Avia- KC-130J Hercules completed aircraft is the latest in a long line of tion Advisory Committee was formally established Phase-I testing and then left amphibious aircraft that were de- in March to provide information, advice, and for the West Coast for required signed, manufactured and supported recommendations to the secretary on ensuring the maintenance and to continue by Bombardier Aerospace. In an competitiveness of the US aviation industry and its capability testing on NAVAIR’s ranges at average mission of six nautical miles to address the evolving transportation needs, challenges and China Lake, California. Har- (11 km) distance from water to fire, opportunities of the national and global economy. Pelton is the vest HAWK is a modular roll- it can complete nine drops within an only member of the committee representing general aviation. on, roll-off weapons system hour and deliver 14,589 US gallons for the KC-130J consisting of (55,233 litres) of fire suppressant. a fire control console in the aircraft have been delivered would go a long way in ensur- aircraft’s cargo compartment, DARPA at AF Station Bidar by De- ing national security. Address- the target sight sensor mount- cember 2008. ing the top brass of the IAF, ed in the left under wing fuel • The Defence Advanced Research he said, “In the years to come, tank and a launcher for four Projects Agency has announced that Aerospace power aerospace power will prove to Hellfire missiles mounted on it has launched its Falcon Hyper- During the Air Force Com- be the decisive factor in shap- the left hand refueling pylon. sonic Technology Vehicle 2 (HTV-2). manders’ conference held in ing the outcome of conflicts.” NAVAIR is working a com- Preliminary review of technical data New Delhi, Defence Minister plimentary effort to test and indicates the Minotaur Lite launch A.K. Antony stated that the re- Kargil review committee deploy the standoff precision system successfully delivered the Fal- cently demonstrated precision Defence Minister A.K. Antony guided munition (SOPGM) as a con HTV-2 glide vehicle to the desired strike capabilities of the IAF in a written reply in the Lok stand-alone capability.

Issue 5 • 2010 SP’S AVIATION 45 NEWSDigest SHOW CALENDAR Poland, Czech Republic and ability by providing lifecycle RoundUp Turkey. The exercise was business solutions, materials Quick 26 May – 27 May based on a NATO-guided Crisis and engineering services, and HELI & UV PACIFIC 2010 Response Operation mission. A 24/7 global customer support. separation conditions. The launch RACV Royal Pines Resort, specifically conceived simu- Boeing was awarded a Break- vehicle executed first of its kind Queensland, Australia lated scenario was created for through Technology Award by energy management manoeuvres, www.shephard.co.uk the occasion to represent a Aviation Week magazine when clamshell payload fairing release and build up of international ten- Toolbox was introduced in Oc- HTV-2 deployment. 28 May – 30 May sions between states, wors- tober 2005. Till date, 66 cus- AEROEXPO EUROPE ened by internal uprisings and tomers are signed to use the INDIA Pribram Airfield, degenerating into a conflict tool. Available via an Internet Prague, situation between two hostile browser as a secured, hosted • Finland Defence Minister Jyri www.expo.aero countries and their allies. service, Toolbox provides reli- Hakamies was on a visit to India in able access to all of its tools April. During his visit, he expressed 2 June – 4 June C-27J Spartan aircraft through MyBoeingFleet.com, his desire to enhance cooperation LOW COST AIRLINES Boeing’s Internet portal. with India in the field of Defence WORLD AMERICAS Production and Defence Research & Westin Colonnade, Development. He also discussed the Coral Gables, FL INDUSTRY regional security situation with his In- www.terrapinn.com dian counterpart, when he called on Asia-Pacific Defence Minister A.K. Antony. Both the 8 June – 13 June ministers shared their perspectives ILA BERLIN AIR SHOW 2010 GTX-35 for Tejas out on UN peacekeeping operations also. Berlin-Schoenefeld Airport The GTX-35 appears to be on Minister of State for Defence www.ila-berlin.de the verge of cancellation and M.M. Pallam Raju, in a written reply in Alenia Aeronautica, a Fin- might be replaced by another the Rajya Sabha has stated that the 14 June – 18 June meccanica company, has engine on the light combat Government is not planning to make EUROSATORY 2010 performed the Ferry Flight to aircraft (LCA). In early 2008, provision for 100 percent foreign Paris the Romanian Air Forces of India’s Defence Research and direct investment (FDI) in defence www.eurosatory.com the first two of seven C-27J Development Organisation production sector. tactical transport aircraft or- had teamed with Snecma to Defence Minister A.K. Antony, 25 June – 27 June dered in December 2007. The help complete development in a written reply in the Rajya Sabha AEROEXPO UK C-27Js, which will replace of the Kaveri for the LCA stated that there are 29 abandoned Wycombe Air Park, UK the existing Antonov aircraft, programme. GE provided its airfields of the Indian Air Force www.expo.aero/london landed on April 12 at the 90th F404-GE-IN20 engine for LCA spread across eleven states in Transport Air Base at Bucha- prototypes and the initial se- the country. Review of abandoned 22 June – 23 June rest-Otopeni Airport, where ries-production aircraft. Flight airfields for revival is an ongoing pro- MILITARY HELICOPTER ASIA the handing over ceremony testing showed the F404 had cess and is based on the operational Rendezvous Hotel, took place. The event was insufficient thrust and didn’t assessment/requirement of the IAF. Singapore attended by Major General meet the design specifica- No funds have been allocated nor www.militaryhelicopterasia.com Ion-Aurel Stanciu, Chief of tions, so the search for a utilised during 2008-09 and 2009- the Romanian Air Forces, and higher thrust engine began. 10 for maintenance and revival of 19 July – 25 July Giuseppe Giordo, President Two potential candidates are abandoned airfields. FARNBOROUGH and Chief Executive Officer being considered: GE’s F414 INTERNATIONAL AIR SHOW of Alenia North America Inc. and Eurojet’s EJ200. The com- ILS Farnborough, and Co-Chief Operating Of- monality between the F404 Hampshire, UK ficer of Alenia Aeronautica. and F414 gives it the upper • International Launch Services (ILS), www.farnborough.com hand, as it would minimise a leading launch services provider the programme delay. The for the global commercial satellite CIVIL AVIATION IAF reportedly needs 88 Tejas industry, successfully carried the SES- Europe fighters by 2017 to replace 1 satellite directly into geostationary Asia-Pacific the large number of MiG-21s orbit on an ILS Proton for SES WORLD Italian Eurofighters being phased out. The IAF SKIES, an SES company. The SES-1 The six Italian Eurofighter Maintenance productivity schedule calls for the Tejas to satellite was also the 22nd consecu- Typhoons from the fourth air Boeing and Blue Dart Aviation reach initial operational capa- tive successful Proton launch in 21 wing of Grosseto’s Air Force have announced that Boeing bility by the end of 2010 and months. The Proton Breeze M launch base, redeployed to Laage, in Commercial Aviation Services full capability by 2012. vehicle was developed and built by North Germany, have flown will provide maintenance Khrunichev Research and Production a total of 68 sorties and 140 performance toolbox for the Delay in supply of AJTs Space Center of Moscow, one of the flight hours, with a 94 per cent airline’s Boeing 757-200 Minister of State for Defence pillars of the Russian space industry operational availability, during freighter fleet. Toolbox, a M.M. Pallam Raju, in a writ- and the majority shareholder in ILS. their participation in the NATO key Boeing lifecycle solution ten reply in the Rajya Sabha driven Brilliant Ardent 10. element, is a software-based has stated that delivery of ITALY The exercise took place over productivity tool designed to 42 Hawk-AJT aircraft was the Baltic Sea between April unify an airline’s maintenance scheduled from 2007-2008 to • Representatives from the Italian 12-22, managed by the Allied data, enhancing accessibil- 2010-2011 in a phased man- Air Force and Navy visited the 33rd Air Command of Izmir, in ity and providing greater ner. Three aircraft were to be Fighter Wing (FW) to check the Turkey and saw the participa- efficiency in maintenance and built from semi-knocked down progress of the first F-35 Lightning tion of around 60 aircraft from engineering operations.Tool- (SKD) kits, three from com- II integrated training centre and Italy, the US, Germany, France, box enhances customer profit- pletely knocked down (CKD)

46 SP’S AVIATION Issue 5 • 2010 www.spsaviation.net NEWSDigest kits and 36 from raw material their F-136 engine for the JSF. hai Electric Group of Compa- RoundUp phase. The CKD and SKD kits The offer intends to create and nies (S.E.C.) for the supply of Quick were assembled on schedule. accelerate competition between one AE 94.2 gas turbine to be When production in raw mate- the JSF programme’s two en- installed in the Sylhet Power learn more about this new coalition rial phase was taken up, it was gine suppliers and to shift the Station (Bangladesh). venture. Italy’s military is one of found that the equipment sup- risk of cost overruns from the several partner nations that will be plied by the OEM had various government to defence contrac- Pratt & Whitney and Irkut training joint strike fighter pilots and shortcomings. The assembly tors. With this offer, GE and Pratt & Whitney and Russia’s maintainers at the 33rd FW. jigs that were supplied did not Rolls-Royce assume the risk of Irkut Corporation have signed meet the requirements, there meeting or beating price targets a contract for the companies PRATT & WHITNEY was mismatch in the kits/com- for early production engines to begin preliminary design ponents supplied, there were while creating a competitive activities on the Pratt & Whit- • Pratt & Whitney’s F100 produc- defects in major assemblies behaviour to drive lower costs ney PurePower® PW1400G tion is expected to cease in 2012, like the wing spar, etc. as the learning curve phase of engine, which was selected by which time approximately 7,700 production must be achieved to power the Irkut MC-21 air- engines will have been built. Late Americas earlier. The F-35 Joint Strike craft. The contract represents orders from Pakistan, South Korea Fighter (JSF) programme cre- the beginning of the develop- and Greece will keep the line going Navigation capabilities ates the perfect opportunity—a ment of the third airframe into 2012, after which production multi-role aircraft replacing nu- application for the PurePower will be limited to replacement parts, merous tactical fighter aircraft, engine, which will provide aside from any replacement engine with potential production for customers a significant reduc- orders. Considering the size of the the US Air Force, Navy, Marines tion in fuel burn and noise world’s F100 fleet, replacement parts and international customers to with lower environmental could amount to a lot of business reach 5,000 to 6,000 aircraft emissions and operating costs for P&W. over 30 years. than today’s engines. ROYAL AIR FORCE Europe SPACE • The Royal Air Force’s Reaper Finmeccanica wins contract programme has achieved another Finmeccanica has won Americas milestone in April when it completed contracts with a total value of more than 10,000 hours of armed more than EUR 140 million Orbital Test Vehicle X-37B over-watch in support of UK and through its companies DRS, Boeing has announced the suc- Coalition forces in Afghanistan. SELEX Sistemi Integrati, cessful launch of the Boeing- Reaper provides a continuous armed SELEX Galileo, SELEX Com- built Orbital Test Vehicle (OTV), Intelligence Surveillance and Recon- munications and Ansaldo also known as the X-37B, for naissance capability. Since November Energia. DRS Technical the US Air Force Rapid Capa- 2009, Reaper has been supporting Services Inc., a DRS Defence bilities Office. The OTV was operations 24 hours a day and more Solutions company, through launched on an Atlas V rocket Reaper UAVs are planned to be Northrop Grumman Corpo- its maritime and security into a low Earth orbit today at delivered later this year. ration’s navigation products solutions business unit, was 7.52 p.m. Eastern time from exceeded data collection and awarded a contract worth up Cape Canaveral Launch Com- SAAB characterisation test objec- to $100 million to enhance plex 41.Teamwork between tives and provided excellent and expand the US customs the Air Force Rapid Capabili- • The second surveillance aircraft, robust performance during and border protection (CBP) ties Office, the United Launch Saab 2000 Erieye AEW&C (Airborne recent flight tests for the US agency’s license plate reader Alliance Atlas team, and the Early Warning and Control), has been Air Force Research Laborato- (LPR) programme. SELEX 45th Space Wing at Cape Ca- delivered to Pakistan. The aircraft ry’s automated aerial refueling Sistemi Integrati signed a con- naveral Air Force Station has will now carry out its final tests in (AAR) programme in conjunc- tract worth $9 million with made the launch a success. Pakistan which will focus on verifying tion with the Air Force Flight the Civil Aviation Administra- the radar system. The first aircraft was Test Center’s test operations tion of China. SELEX Galileo Mars only in 39 days delivered to the Pakistan Air Force in combined test force, the 190th announces its successful NASA has developed Variable December last year. The order covers air refueling wing of the Kan- participation in the UK Minis- Specific Impulse Magneto Plas- a number of Saab 2000 aircraft with sas Air National Guard, and try of Defence (MoD)’s Project ma Rocket (VASIMR), which the airborne early warning radar the Calspan Corporation. Baker. The Company has been can help reach Mars in only 39 system Erieye as well as ground awarded contracts worth in days. It is an electric thruster based systems and a comprehensive Fixed price offer excess of £10 million as part with many unique advantages. logistics and support package. of an Urgent Operational In this technology gas such as Requirement (UOR) to provide argon, xenon or hydrogen are SWEDEN an integrated defensive aids injected into a tube surround- system for the RAF’s Chinook ed by a magnet and a series of • The Swedish government has Mk2 and Mk3 helicopters. two radio wave (RF) antennas decided to acquire new tactical UAV SELEX Communications has called “couplers” turning cold system for the Swedish armed forces. won a contract worth EUR gas into superheated plasma Sweden will have an expanded 4,7 million from the Italian which is more than 20 times capacity to support military forces in Regione Veneto to supply a hotter than the solar surface various operations both at home and General Electric Co. and TETRA net for local police. and it uses the magnetic field abroad with various kinds of intelli- Rolls-Royce have announced Ansaldo Energia has won a instead of metal nozzles at the gence. Currently, Sweden is operating that they have offered to the contract worth approximately end of the rocket to control the the French-built “Owl” tactical UAV. Pentagon a fixed price offer on EUR 35 million from Shang- direction of the exhaust. •

Issue 5 • 2010 SP’S AVIATION 47 LASTWord PERFORM or PERISH he deteriorating financial state of the national car- India’s desperate and rier Air India is beginning to cast ominous shad- expensive bid to join ows on its continued viability and is raising seri- the Star Alliance. Al- ous doubts about its very survival. In the emerging though Air India has Teconomic environment, it is abundantly clear that the gov- a commitment to shell ernment would not be in a position to carry the financial out Euros 10 million burden of sustaining the airline for long. Presumably in re- (Rs 60 crore) for the The need of the sponse to the problem, the government has inducted five membership of Star heavyweights to fulfil the requirement of five independent Alliance, membership hour is complete Directors on the Board of Air India. The Directors are Anand is not guaranteed. autonomy which Mahindra, Vice Chairman and Managing Director, Mahindra Induction of the and Mahindra; Amit Mitra, Secretary General, Federation of new Directors on the is not likely unless Indian Chamber of Commerce and Industry; Harsh Neotia, Board and an expa- the government industrialist; Air Chief Marshal (Retd) Fali H. Major, former triate CEO would un- Chief of the Air Staff; and Yusuf Ali, Managing Director of a doubtedly raise hopes is prepared to Dubai-based Emke Group of Companies that run shopping for the airline; but the relinquish control malls, hypermarkets and department stores. The mandate problems that the air- before the newly constituted 15-member Board duly rein- line is facing today are of the airline forced with the recently inducted five individuals of repute, neither because of lack would be expected to battle the challenges and turn the ail- of competent individu- ing airline around. als on the Board in the As a first step, the new Board of Air India has defined past nor the absence of a clear timeframe for the finalisation of a turnaround plan an expatriate CEO. In the past, Air India has had on its Board and has also selected Gustav Baldauf for appointment as the as Chairman or Director, men of international standing with Chief Operating Officer (COO). A former employee of Austri- wide experience in the business world such as Russi Modi, an Airlines and in the recent past the Vice President (Flight Ratan Tata, Ajit Kerkar the then head of the Taj Group of Ho- Operations) in Jet Airways, Gustav Baldauf brings with him tels, Suresh Keswani industrialist and Inder Sharma, Chief, 25 years of experience in the aviation industry. Sita Travels. Despite their levels of individual competence and The grim financial state of the airline is not an overnight reputation in the corporate world, as part of the Board of Air development, but the result of mismanagement, flawed deci- India, none were really able to make any significant impact. sionmaking and cumulative neglect over several years. Ma- The problem essentially is two-fold. First Air India is not run jor strategic blunders such as bulk order for 111 airliners as a business enterprise with a profitable business model valued at over Rs 50,000 crore with an equity base of a pal- but as a department of the Central government afflicted with try Rs 145 crore, without proper assessment of the business all the ills of the public sector such as overstaffing, low pro- potential and demand growth as also the expensive and ductivity, lack of efficiency and total job security. Second, the fruitless exercise of merger of Air India and Indian, have Board of Air India is vested with very little authority to take been financially debilitating for the airline. Further, towards decisions and to mould the future of the organisation. Control the latter part of last year, in an effort at restructuring man- of Air India actually lies with the Ministry of Civil Aviation dated by the government for the airline to be eligible for where major decisions are taken and conveyed to the Board financial support, Air India appointed a number of foreign for implementation. Dissent is generally not welcome and consultants at enormous cost to help improve the operating those who do not fall in line or attempt to challenge the sta- efficiency. While the intention might have been noble, high tus quo, are discretely relieved of their responsibilities. Under profile foreign consultants do not necessarily provide cost these circumstances, the majority of Board members choose -effective solutions. More often than not, their solutions are to accept the fait accompli and go through their tenure either not easily affordable and hence may not be implementable. merely savouring the perks of the appointment or in some It is not surprising therefore that despite heavy invest- cases, promoting the interest of their own parent companies. ment in hiring the services of foreign consultants, there has The need of the hour is complete autonomy for the man- been no perceptible change in the fortunes of the airline agement which is not likely unless the government is pre- in the last few months. On the contrary, losses continue to pared to relinquish control of the airline. The writing on the mount and have now reached almost irredeemable levels. wall for Air India is clear—perform or perish. SP

ILLUSTRATION: MAMTA ILLUSTRATION: The financial distress has been compounded further by Air — Air Marshal (Retd) B.K. Pandey

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