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SP's AirbuzSP's Airbuz Cover Cover 03-2012.indd 03-2012.indd 1 1
Striving Strivingrelentlessly relentlesslytotouphold upholdthe thetrend trendofoffilling fillingvoids voidsever eversince sinceitsitsinception inceptiona afew few decades decadesago, ago,SP’s SP’sintroduces introducesyet yetanother anotherpublication—SP’s publication—SP’sAirBuz. AirBuz.AAbimonthly bimonthly dedicated dedicatedtotocivil civilaviation, aviation,it itdelves delvesinto intothe themicro microlevel levelissues issuesofofthe thesector sectorwhose whose rapid rapidand andintransigent intransigentgrowth growthhas hasoverwhelmed overwhelmedpundits punditsand andpurists puristsalike. alike.The Thefirst first ever evermagazine magazinededicated dedicatedtotocivil civilaviation aviationfrom fromIndia, India,SP’s SP’sAirBuz AirBuzwill willoffer offera acolleccollection tionofofindepth, indepth,incisive incisiveand andanalytical analyticalcontents, contents,affording affordingreaders readersconnectivity connectivitytotothe the potentials potentialsand andchallenges challengesthat thatbest bestcharacterise characterisethe theground groundrealities realitiesofofthe thebooming booming industry, industry,while whileatatthe thesame sametime timehold holda amirror mirrortotothe theloopholes loopholesand andlags lagshindering hinderingitsits growth. growth.SP’s SP’sAirBuz AirBuzisisgetting gettingassociated associatedwith withvarious variousevents eventsininIndia Indiawherein whereinheavyheavyduty dutyaudience audiencetransparently transparentlydeliberate deliberateononvarious variouspertinent pertinentissues issuesrelated relatedtotocivil civil and andgeneral generalaviation; aviation;and andwhere wherethe theattendance attendanceimportantly importantlyincludes includesCivil CivilAviation Aviation Minister MinisterMrMrPraful PrafulPatel Patelasasthe thechief chiefguest. guest.
21/06/12 3:49 21/06/12 3:49 PM PM
SP’S SP’SAIRBUZ AIRBUZLAUNCHED LAUNCHEDIN IN2008 2008.... .... Top: Top:Editor-in-chief Editor-in-chiefMrMrJayant JayantBaranwal Baranwalwith withdignitaries dignitariesincluding includingMrMrAshok AshokChawla Chawla(Sixth (Sixthfrom fromLeft), Left),Secretary, Secretary,Ministry MinistryofofCivil CivilAviation Aviation (MoCA) (MoCA)Flanked FlankedByByDrDrDinesh DineshKeskar KeskarofofBoeing; Boeing;MrMrK.N. K.N.Srivastava, Srivastava,JtJtSecretary, Secretary,MoCA, MoCA,MrMrK.K.Ramalingham, Ramalingham,Chairman, Chairman,AAI; AAI;Capt CaptGopinath Gopinath ofofAirAirDeccan; Deccan;DrDrAmit AmitMitra, Mitra,Secretary SecretaryGeneral, General,FICCI FICCIamong amongothers; others;Centre CentreLeft: Left:MrMrAshok AshokChawla Chawlawith withMrMrJayant JayantBaranwal; Baranwal;Centre Centre Right: Right:Capt CaptGopinath GopinathSharing SharingThe TheJoy JoyOfOfLaunching LaunchingExclusive ExclusiveMagazine MagazineOnOnCivil CivilAviation; Aviation;Below BelowLeft: Left:MrMrBaranwal Baranwalwith withSP’s SP’sAirBuz AirBuzEditor Editor AirAirMarshal Marshal(Retd) (Retd)B.K. B.K.Pandey Pandeyand andMrMrDinesh DineshKeskar, Keskar,Boeing; Boeing;Below BelowRight: Right:MrMrBaranwal Baranwalwith withBoeing BoeingOfficials Officials
The TheEditor EditorofofSP’s SP’sAirbuz Airbuz chaired chairedone oneofofthe thekey key sessions sessionsduring duringananevent event held heldininOctober October2010 2010 organised organisedbybyATC ATCGuild Guild ofofIndia. India.Civil CivilAviation Aviation Minister MinisterMrMrPraful PrafulPatel Patel was wasthe thechief chiefguest. guest.
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Market
During the last five years, there has been an explosive growth in the demand for air travel in India on account a resurgent economy and the emergence of low-cost cost carriers on the scene. This has provided a powerful impetus to the Indian civil aviation industry and has spurred the growth of aviation related infrastructure such as airports and MRO facilities. However, unprecedented and continuous escalation in the price of aviation fuel is the greatest challenge the industry faces today. A *glimpse of the market (just India alone) and its potential:
Civil Aviation Ministry forecasts that airlines in India will invest US$80 billion while airports will require US$40 billion to cope with the demand.
Mr Praful Patel, the Indian Civil Aviation Minister recently suggested that India would require 400-500 business jets in the next 5 years on one hand while 600 to 1,000 helicopters over the next 5 to 7 years, on other.
The MRO (maintenance, repair and overhaul) market in India is likely to be US$1.4 billion by 2015.
*Estimates/ speculations based on various source of information. These exclude various potentials that are further in offing but are yet to be surfaced in open.
SP’s AirBuz, a pioneer in civil aviation journalism in India is sure to attract the attention of all decision makers and industry’s who’s who as it will provide a vital and conspicous platform for news and views on issues, research and analysis on civil aviation sector.
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Circulation & Readership
Within India: SAARC Countries (ecept India): South East Asia: Far East Asia + Pacific: Middle East: Europe + CIS: Americas: Promotional:
6,700 copies 1,050 copies 800 copies 550 copies 650 copies 750 copies 1,150 copies 350 copies
10%
3%
6% 5% 56%
4% 7% 9% Total circulation: 12,000 copies Total print run: 12,500 copies Readership: 80,000 (average: 6.5 persons per copy)
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Readership Profile
4 Section Officer 4 Senior Scientific Officers 4 Senior Pilots 4 Flying Training Directorate 4 Administration Directorate 4 Air Safety Directorate 4 Regulation & Information Directorate 4 Library Chief 4 Air Transport Directorate 4 Flight Inspection Directorate 4 Training & Licensing Directorate 4 R&D Directorate
Government 4 Governors, Chief Ministers, Members of Parliament 4 Minister of Civil Aviation Cabinet Minister 4 Diplomats
Civil Civil Aviation
4 Engineers Association Ministry of Civil Aviation
4 Minister of Civil Aviation 4 Joint Secretary 4 Under Secretary 4 Deputy Secretary
4 Chairman & MD 4 Executive Directors 4 Airport Directors 4 Deputy Airport Directors 4 General Managers 4 Joint General Managers 4 Deputy General Managers 4 Assistant General Managers 4 Senior Managers 4 Pilots & Co-Pilots
4 Commissioner 4 Deputy Commissioner 4 Regional Deputy Commissioners 4 Controller of Explosive
4 Deputy Director General 4 Deputy Director of Administration 4 Director 4 Assistant Director
Corporates/ OEMs 4 Global Fortune 500 companies 4 Chairman/CEOs/COOs/Mg Dirs/Gen Mgrs/Marketing Heads 4 Reg Mgrs/Tech Mgrs/Engineering/ Scientific & Design Management 4 Heads - Aviation Department 4 Public Relation Departments
4 Delegation/Liaison Officials/Flight Global Airlines (incl Domestic Operations and Maintenance players), Cargo Carriers, Regional Operators, Scheduled and NonScheduled Operators/ Chartered 4 Purchasing/Procurement/ Administrative Management Service Operators
Indira Gandhi Rashtriya Uran Academy
4 Director 4 Aerodrome Officers 4 Instructors
4 Deputy Director
4 Chief Operating Officers 4 Chief Financial Officers 4 Executive Vice Presidents 4 General Managers
AAI (Airport Authority of India), Major Airports, Pilots Guilds
Bureau of Civil Aviation Security
DGCA (Director General Civil Aviation, India)
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4 Technical Officers
Space
4 Chairmen/MDs 4 Vice Chairmen 4 Directors 4 Executive Directors
4 Chairman ISRO
4 Chief Executive Officers
4 Satellite Operators
4 Scientific Advisers
Areas Covered
Everything that happens in the air in terms of technological developments, in terms of strategic plans, in terms of modernisation and expansion plans of civil aviation sectors. All the issues concerning civil aviation business, technology, air transport, cargo, business aviation, avionics, aero engines, MRO, safety & environment, charter services, navigation systems, airlines, aircraft interiors, finance and much much more happening in the civil aviation sector in India and abroad. Interviews with the top brass of various organisations and governing bodies are also part of editorial initiatives. and drilling generated a return of up to 100 barrels. However, as oil recovery gets increasingly more challenging, the EROEI has also dropped. Fossil oil meets around 43 per cent of the world’s fuel needs, with transportation, residential use, commerce and industry accounting for the bulk. Transportation—vehicles, trains, ships and aircraft—is the largest consumer with over 95 per cent of its requirements met by oil. It has no ready alternative and, therefore, will be hard-hit by dwindling supplies. The aviation industry will be the worst affected because no other energy source can readily substitute for oil in the quantities required. Alternatives such as electricity, solar power and tidal power, that might work for surface transportation just wouldn’t serve for aviation because the aircraft needs to be light and have low drag because they need fuel with a high energy content per unit volume and weight. It would certainly help if future fuels could behave like existing jet fuel and meet the same technical specifications. Engine architecture could then continue to develop along established lines. Dropin fuels which can be mixed with traditional aviation kerosene and pumped into aircraft tanks are desired. One such is synthetic fuel or synfuel—liquid fuel obtained from coal, natural gas or biomass. For a brief period, it seemed an ideal solution to fuel aviation. However, global warming concerns have cast a shadow on synfuel because the process of turning coal into liquid (liquefaction by hydrogenation) actually produces nearly twice the carbon dioxide emissions that production of conventional fuel does. Synfuels are now opposed by many environmentalists as they are considered a huge step backward in the fight against global warming.
Peak oil is the theoretical point in time when the maximum rate of global petroleum extraction is reached, after which production terminally declines
PHOTOGRAPHS: SCOTTISH MARINE INSTITUTE, BOEING, SOLAR-IMPULSE & SOLVAY
By Joseph Noronha, Goa
24 • SP’S
dian tar sands, where oil and gas are far more difficult to extract and may never be economically viable. But it pays to ignore such inconvenient possibilities. The optimists believe that the global oil decline will only begin around 2020 or later. They say that oil production may reach a plateau, sustaining supply for as long as a century. This will provide sufficient time for heavy oil consumers to make major investments in alternatives and switch to such alternatives practically seamless. Others, who are not so sanguine, feel that peak production has already occurred or will occur shortly and the world is blithely racing towards economic disaster. What is indisputable is that the high point of world oilfield discoveries occurred as far back as in 1965. Even the International Energy Agency (IEA) believes that if no major new discoveries are made and if demand grows on a business-asusual basis, the output of conventional oil will peak around 2020. The first oil discovered was on land, near the surface, under pressure, light and sweet (i.e. with low sulphur content). This made it simple to extract and a breeze to refine. However, growing investment in oil that is offshore, far away from major markets, in smaller fields and of inferior quality, is a sure indicator that the era of easy oil has ended. It needs even more energy and expense to extract, refine and transport oil. The April 20 explosion and subsequent collapse of an oil rig in the Gulf of Mexico dramatically
demonstrated the risks of offshore extraction. The accident unleashed a major spill that now threatens not only the ecosystem but the economy of the US. This has placed on hold, President Obama’s ambitious plans to widen offshore drilling. Critics also estimate that production of oil from Canada’s controversial tar sands could emit three times more greenhouse gases than conventional oil production. And if it takes the energy of a barrel of oil to extract a barrel of oil, does extraction make sense any longer?
Most aviation industry experts agree that algal oil perhaps holds the best hope of a long-term solution
HOOKED ON OIL Oil currently tops the energy popularity charts because of its high energy returned on energy invested (EROEI) ratio. At the start of the world’s romance with oil, each barrel spent on exploration
• Issue 3 • 2010 www.spsairbuz.net
THE BIO-ROUTE Any alternative jet fuel must be highly energy-dense, since an aircraft can carry only limited fuel. Ethanol, therefore, won’t do. Producing biofuel to the required energy-density cheaply and efficiently constitutes a huge technical and economic challenge. Now that the aviation industry has begun to take keen interest in biofuels, the prospects of their economic viability have considerably brightened. Some biofuels are likely to be approved for commercial use by the end of this year and the International Air Transport Association (IATA) hopes they will reach break-even point within the decade. First-generation biofuels such as those based on sugar, corn, palm oil or soybean adversely affect food production and fresh water supply, thus attracting much criticism. Researchers are therefore turning increasingly to second-generation biofuels such as oils from jatropha and babassu. These oils are more energydense than ethanol and do not impact food supplies. However, there’s a poser—why would a farmer grow a feedstock that isn’t for food? Commercial biofuel producers, meanwhile, will be reluctant to invest in expensive production facilities until sustainable feedstock supplies are assured. Obviously, governments need to solve this conundrum and provide policy and financial incentives to both farmers and commercial producers, or else, neither will make the first move. Most aviation industry experts agree that algal oil perhaps holds the best hope of a long-term solution. Algae can produce an oil yield up to 15 times that of other biofuel plants. It can grow in brackish water and in areas that don’t compete with food crops and has among the best energy-per-unit-area factor of any biomass feedstock. But a lot remains to be done before its exciting potential is realised. For starters, it must be decided whether algae is better grown in giant bioreactors that would be expensive, or in open ponds, which in comparison, cost practically nothing, Issue 3 • 2010 • SP’S
Hansa: Two-seat trainer from NAL
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Off
The Helicopter Academy to Train by Simulation of Flying, a JV between HAL and CAE, has the potential to train pilots on any type of rotary wing machine By P.P. Rajkumar, Bengaluru
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small training aircraft and gliders were Embraer’s stock products. Two decades passed before its first regional jet took to the skies. The company was privatised in 1994 and it was only in the last decade that it began to make a mark on the global scene with its E-Jets series and world class Business Jets. Embraer is now ranked as the third largest manufacturer of commercial aircraft in the world. Even giants like Airbus and Boeing keep a wary eye on it. Could there be a better model for India? Grand Growth Commercial aviation in the Asia-Pacific region is growing rapidly. Boeing estimates that over the next 20 years the region’s airlines will acquire around 9,000 new aircraft, shelling out an estimated $1.2 trillion (`56,06,636 crore). Strong demand for single-aisle planes in India and China mean that about 5,600 of these airliners will be narrow-bodies. At present, Boeing, Airbus, Embraer and Canada’s Bombardier compete in this segment. By 2016, the Chinese, Japanese and Russian manufacturers are likely to enter the fray. Why not India then? According to Anand Mahindra, India’s huge domestic aviation market gives it a “tremendous home-base advantage”. He feels that it is important for Indian businessmen to understand that the big domestic market “allows us to become world-class players.” Issue 4 • 2010 • SP’S
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Hats
By Joseph Noronha, Goa
hich nuclear poWer aspires to put an astronaut in orbit, and perhaps even land on the moon, but has so far not produced a single airliner? The answer is India. Each of the 400 or so aircraft on the inventory of the country’s airlines is procured from abroad. According to the Centre for Asia Pacific Aviation (CAPA), Russia and China are separately developing next-generation aircraft programmes with the launch of the MC21 (Irkut/UAC) and C919 (Comac/AVIC) narrow-body programmes, respectively, to challenge Airbus and Boeing, whose aircraft are increasingly dominating their home markets. Brazil—no stranger to domestic aircraft production—could also come up with a new and larger airliner, leaving India as the sole member of the potentially world-beating Brazil, Russia, India, China (BRIC) group of nations with this glaring dependency on foreign aircraft manufacturers. It might seem unfair to compare India with Russia or China, but take Brazil. Around four decades ago, Brazil was similarly placed with no aerospace industry worth the name. The government, determined to do something about it, established Embraer in 1969. Progress was slow to begin with—agricultural aircraft,
9-11_India Lagging Behind.indd 9
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Technology / Pilot training
India lagging Behind
Brazil could also come up with a new and larger airliner, leaving India as the sole member of the potentially world-beating BRIC group of nations, with a glaring dependency on foreign aircraft manufacturers
PhotogrAPhs: sP guide Pubns
Out OutofofFuel Fuel
OME DAY, NOT TOO FAR from now, the world will run out of fossil fuels. As oil producers scramble to tap new sources, prices could surge dramatically. Then will set in the cold realisation that most of the oilfields have been overexploited and the earth has very little oil left. There’s a name for this chilling prospect—“peak oil”. And it isn’t just a doomsday prediction, it’s a practical certainty. Peak oil is the theoretical point in time when the maximum rate of global petroleum extraction is reached, after which production faces terminal decline. No one knows when peak oil might happen, or whether the decline will be gradual or abrupt. Blame it at least in part on the murkiness surrounding oil reserves. Many so-called proven reserves may already have been severely depleted. In March, researchers at Oxford came to the conclusion that estimates of global oil reserves were exaggerated by one-third and that conventional reserves amount to just 850-900 billion barrels—not the 1.2-1.4 trillion barrels commonly projected. They also voiced concerns that official estimates have begun to include non-conventional reserves, such as the Cana-
Business / Airlines
TECHNOLOGY / FUEL
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PhotograPhs: Wg Cdr UPadhaya
TECHNOLOGY / FUEL
elicopTer AcAdemy To TrAin by Simulation of Flying (HATSOFF) is a new joint venture (JV) between the aerospace major Hindustan Aeronautics Limited (HAL) and the world leader in flight simulators, Montreal-based Canadian Aviation Electronics Limited (CAE). HATSOFF is a `300 crore helicopter ‘roll on-roll off ’ full fidelity simulator project, India’s first and the third of its kind in the world. The “roll on-roll off ” feature entails flying simulation on more than one type of helicopter. On an invitation from Wing Commander (Retd) C.D. Upadhyay, a renowned test pilot and the Chief Executive Officer (CEO) of HATSOFF, I had the privilege of visiting the facility and also fly the simulator under the keen eyes of the CEO and Wing Commander Krishna, another exIndian Air Force test pilot. The state-of-the-art facility has been set up in a record time of one year and it houses impressive training equipment and infrastructure. The roll-on cockpit of Bell 412EP is ready
22 • SP’S
for operation, while that of Dauphin is yet to be installed. This project incorporates revolutionary air-cushion transportation for the roll-on cockpit modules, which is the first of its kind in the world. The facility has been certified by the European Aviation Safety Agency (EASA) and the Directorate General of Civil Aviation. HATSOFF is classified and certified as a Level D simulator, which according to Upadhyay, is the highest performance rating for flight training equipment and is a category that occupies the top slot in the family of simulators. A Level D simulator is a full-motion simulator with vibration platform and exceptionally good visual display system. Hours of training or flying time logged on this platform is equated with flight time on actual aircraft. This implies that a pilot can be declared fit to fly the actual aircraft purely on the basis of having successfully completed the prescribed number of hours on the simulator. Historically, the development of simulators for training on helicopters has lagged behind that of fixed wing aircraft primarily on account of the difficulty in simulating six-axis motion. Compared to the fixed wing re-
• Issue 4 • 2010 G www.spsairbuz.net
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Team
SP’s AirBuz team which will continue expanding, comprises of some of the very finest thinking minds. Headed by Mr Jayant Baranwal, Editor in Chief, the editorial team includes industry observers and experts who are very closely related to the sector. B.K. Pandey, Editor A.K. Sachdev, Bangalore Arvind Oak, Chennai R. Srinivasan, Coimbatore
Joseph Noronha, Goa Dr Ram Pattisapu, Bangalore Alan Peaford (UK) Vasuki Prasad, Bangalore
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Mechanical Data Back Cover: 277 x 220
Quarter Page: 112 x 89
Full Page: Print area - 226 x 180 Bleed area - 267 x 210
Half Page Vertical: 226 x 89
Front Cover Special Positions’ Appearance
Covers Facing Inside 2, 3 and Inside 2, 3: 267 x 210
Front Cover: 110 x 181
Barn Door Cover Full Page Double Spread: Print area - 226 x 390 Bleed area - 267 x 420
Half Page Horizontal: 112 x 180
Inside 2, 3 Cover Stretch: 267 x 420 Half Page Double Spread: 112 x 390
Covers
Height x Width (in mm) 110 x 181 267 x 210 277 x 220 267 x 420 277 x 430 267 x 210 277 x 220 267 x 210 277 x 220 267 x 420 277 x 430 267 x 210 277 x 220 267 x 210 277 x 220
Front Cover Back Cover Inside 2 Stretch Facing Inside 2 Inside 2 Inside 3 Stretch Facing Inside 3 Inside 3
Inside Pages Full Page Double Spread Non-Bleed Bleed Bleed Full Page Non-Bleed Bleed Bleed 1/2 Page Double Spread 1/2 Page (Vertical) (Horizontal) 1/4 Page
Height x Width (in mm)
Gatefold Cover
226 x 390 267 x 420 277 x 430 226 x 180 267 x 210 277 x 220
Z-fold Cover
112 x 390 226 x 89 112 x 180 112 x 89
4 Size - after Trimming 4 Size - Non-Bleed;
- before Trimming
Material Specifications
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Frequency: Bi-monthly Paper: Cover - 135 gsm Super Fine Art paper; Text - 90/100 gsm Super Fine Art paper
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