SP's Aviation April 2012

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A330 MRTT REFUELLER IN FLIGHT

APRIL • 2012

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• Current StatuS of BuSineSS aviation in india • air Safety in regional aviation • india aviation at hyderaBad – glimpSe of the Show • india'S awaCS programme • army aviation – moderniSation StatuS • attaCk heliCopterS

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the a330 MRtt is able to perform simultaneously three different types of missions: aerial refuelling (tanker role), passenger and/or freight transport,and/or medical evacuation (MeDeVaC)—making it exceptionally productive

CIVIl

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Business Aviation Still a Luxury?

Business Aviation ‘Business jet is a tool which supports our organisations and industry’ Business Aviation Efficient Business Tool Regional Aviation Better Safe than Sorry

Multi-Mission Capabilities Airbus Military is developing, producing, selling and supporting a comprehensive family of airlifters from three to 45 tonnes of payload page 38

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Army Aviation Boost Capability Attack Helicopters Enhancing Capabilities Combat Jets 5th Gen Aspirations Helicopter Ready to Serve

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A330 MRTT REFUELLER IN FLIGHT

SP's Aviation Cover 04-12.indd 1

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Cover Photo: A330 MRTT offers military strategic air transport as well as air-to-air refuelling capabilities. It is participating in the ongoing IAF programme for acquiring six multi-role tanker transport aircraft.

Image By: Airbus Military

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NewsWithViews – India Displaces China as World’s Largest Arms Importer – Kingfisher Heading for a Crash Landing!

In Focus Far from Sufficient Forum Inadequate & Intimidating Hall of Fame Frank Whittle (1907-1996) NewsDigest lastWord Can We Take On the Dragon?

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A Word from Editor

The combined shopping list of the armed forces is long and varied. There will therefore be great opportunities for the vast gathering of exhibitors to do meaningful businesses in the forthcoming Defexpo

T

he traditional announcement of the national budget during the ‘Budget Session’ in February each year slipped by nearly a month and was finally unveiled on March 16. The defence budget was once again a two-liner with Finance Minister Pranab Mukherjee announcing an allotment of `1,93,407 crore ($39 billion) for the financial year 2012-13 and that, if required, more funds would be provided to meet defence needs.

A nearly 17 per cent increase in this year’s defence budget may appear to be a bold move on Mukherjee’s part, saddled as he is with the problems of a sluggish economic growth, rising global prices of crude oil and a burgeoning fiscal deficit, but the nagging question is, has he really been able to deliver especially on the modernisation front of the armed forces.

On the face of it, this year’s defence budget may show a 17 per cent increase over the 2011-12 defence budget, but when computing against the revised allocations for the previous year, it slides down to a 13.1 per cent increase. Secondly, while `1,13,828 crore earmarked under the revenue head expenditure might be able to meet the requirements of the services, it is the allotment under the capital head which is a cause of concern. Once again, the `79,579 crore ($16 billion) funds allotted for capital expenditure appear to be a substantial improvement over the previous year but when viewed against the depleting value of the rupee against the dollar (down by more than 20 per cent in last one year) and the ever rising inflationary pressures—both global and domestic—there is little reason left to cheer for the enhanced allocations.

Notwithstanding the above, it is sincerely hoped that whatever funds earmarked for the capital acquisitions— Army: `18,828 crore ($3.8 billion); Navy: `23,865 crore ($4.8 billion); and the Air Force: `29,853 crore ($6 billion)— would at least be allowed to be spent fully this year. In the past, MoD has been forced to surrender the money from capital account on one pretext or the other by the Finance Ministry. In the same vein, it is also to be hoped that for timely fructification of the armed forces’ capability building programmes, the capital fund allotments would be increased to the desired levels. It is worth noting that the IAF alone needs between $100-150 billion in the next ten years or so, if it has to build up its combat power which includes a 4

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Issue 4 • 2012

force level of 42 jet fighter squadrons by 2022.

As far as the Indian Army is concerned, it needs to desperately accelerate the processes to bring its modernisation plans on track including that of the Army Aviation Corps (AAC) which continues to lament that its modernisation process is woefully slow. The AAC is firmly of the view that Army Aviation is the arm of the future, a force-multiplier which can tilt the balance in any future conflict. Its greatly expanded requirements, especially in terms of its rotary wing capabilities need immediate attention by the government.

The combined shopping list of the armed forces is long and varied. There will therefore be great opportunities for the vast gathering of exhibitors from both domestic, but mostly from around the globe, to do meaningful businesses in the forthcoming Defexpo to be held in Delhi (March 29-April 1).

At SP Guide Publications, while wishing the organisers and the exhibitors the ‘very best’, we are all set to welcome our readers and guests to India’s ‘Defexpo 2012’ in the prestigious capacity as the show’s official media partner.

See you all there!

Jayant Baranwal

Publisher & Editor-in-Chief www.spsaviation.net

NewsWithViews

IndIa dIsplaces chIna as world’s largest arms Importer

Thanks to its aggressive shopping in the international arms bazaar and very limited indigenous supplies, India was the world’s largest arms importer between 2007 and 2011, according to the latest data from the Stockholm International Peace Research Institute (SIPRI). India accounted for 10 per cent of global arms imports in 2007-11, SIPRI said. The four next largest recipients of arms in the same period were South Korea (six per cent of arms transfers), Pakistan (five per cent), China (five per cent) and Singapore (four per cent). The figures were not surprising given India’s huge reliance on imports, at about 70 per cent of its total defence requirements.

VIEWS

IllustratIon: anoop Kamath

T

he glObAl ArmS mArkeT is indeed flourishing.

Purchases by all nations put together, the total quantity of major conventional weapons systems transacted internationally in the period 2007 to 2011 was 24 per cent higher than that transacted in the period 2002 to 2006. Globally, the Asian region tops the list in respect of import of conventional weapon systems. With the induction of 120 Su-30 MKI and 16 MiG-29K from Russia as also 20 Jaguar aircraft from the United Kingdom during the last five years, India was ranked as the largest importer of conventional weapon systems in the world. As compared with the previous five-year period i.e. from 2002 to 2006, the volume of import of conventional weapon systems by India alone in the last five years since 2007 has gone up by 38 per cent.

On the other hand, China, which was leading the world in the import of weapon systems till as recently as 2007, has fairly rapidly created a robust domestic military industrial base through diligent effort at reverse engineering of frontline sophisticated weapon systems developed by advanced nations and procured by her openly or in a clandestine manner. In this period, China has achieved a quantum jump as also a qualitative change in the capability of her indigenous aerospace industry thereby reducing dependence on foreign sources, primarily the Soviet Union in the past and now Russia, for military hardware.

China has thus moved to the fourth place as an arms importing nation in global ranking. A major feat indeed!

China has also enhanced the level of export of military hardware, primarily if not only to Pakistan which ranks in the third in the global list of arms importing nations. In the period 2007 to 2011, Pakistan acquired 50 JF-17, the most modern combat aircraft from China, paid for possibly through funds received from the US as aid; civil or military. Pakistan has also received 30 F-16 Fighting Falcons and a fairly large number of armoured vehicles from the US, also through a military as-

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sistance programme. In the overall ranking, China figures as the sixth largest arms exporting country in the world coming after the US, Russia, Germany, France and Britain.

In an effort to create a potent and capable high technology defence industrial base aimed at achieving self-reliance in respect of conventional military hardware, India has made huge investments since the 1950s. Today the defence industry in the public sector consists of eight defence public sector units (PSUs) and 39 ordnance factories technologically supported by an elaborate Defence Research and Development Organisation (DRDO) with a large number of laboratories and establishments across the nation and a lofty aim of developing indigenous technology.

These establishments, however singly or collectively, have failed to deliver, compelling India to continue to depend on foreign sources for 70 per cent of its need for military hardware.

Defence industry in the private sector is yet in a nascent stage. Major business houses such as Tatas and Mahindra have entered the fray lately with massive investments and overt foreign collaboration. However, the leading aerospace powers of the world are reluctant to part with futuristic or even the latest technologies under compulsions of their own national security interests. Besides, with the defence industry in India dominated by the defence PSUs as also afflicted by the overbearing regulatory regime with archaic framework, the situation is hardly conducive to rapid growth and prosperity of the private defence industry. As things stand today, the indigenous defence industry in the private sector is in no position in the foreseeable future to compensate for the inadequacies of the defence PSUs. Meanwhile, defence technology is galloping at a frenetic pace, making it extremely difficult if not impossible for the Indian defence industrial base to close the gap. India is therefore destined to remain a big time arms importer for a long time to come. SP —Air Marshal (Retd) B.K. Pandey www.spsaviation.net

NewsWithViews

KIngfIsher headIng for a crash landIng!

Despite repeated warnings by the Directorate General of Civil Aviation (DGCA) to stick to its recovery plan following mass cancellations of its flights; Vijay Mallya-led Kingfisher Airlines (KFA) announced further reduction to its flight schedule on March 14. The airline which also plans to curtail international services, said that it has returned wide-body Airbus A330-200 aircraft to a lessor in Britain as part of its strategy to cut costs. It however, did not clarify which international sectors will be effected and from when. The carrier flies to eight overseas destinations including London, Dubai, Hong Kong, Singapore, Colombo, Malaysia and Kathmandu in Nepal.

VIEWS

photograph: sp guIde pubns

T

he decISION TO curTAIl overseas operations comes as another big blow to Kingfisher Airlines which is already staring down a financial abyss from its domestic operations. However, the move did not come as a surprise in the civil aviation circles after the International Air Transport Association’s (IATA) March 7 order to its more than 30,000 affiliated travel agents across the globe to stop booking tickets for the airline over its failure to settle outstanding dues since February—a move akin to the RBI removing a commercial bank from its currency clearing system. As the order mostly affects international travel, continued operations on international routes by Kingfisher would have meant flying with mostly empty seats. If one was to go by the statement issued by the airline’s management that “we would like to confirm that we are curtailing our wide-body overseas operations that are bleeding heavily”, it would seem the curtailment pertains to some of the airline’s long-haul routes being serviced

by Airbus A330-200 aircraft, such as Delhi-London or DelhiHong Kong, etc. But if IATA’s ‘gag order’ continues, it would be just a matter of time when the airline would be forced not only to terminate its long-haul routes but scrap in entirety its international operations. This would have a cascading effect on the airline’s already precarious financial position as earlier it’s more or less profitable international operations were helping it balance, at least to some extent, its generally loss-making domestic operations. Further, IATA’s ban would also have great repercussions on its in-country operations, as the international travellers would stop using the airline on its domestic routes as well. As a matter of fact, the airline has already started losing markedly on its share in terms of passengers carried in the domestic sector too.

The situation has reached such an impasse that the beleaguered airline is unable to maintain even its heavily truncated schedule (down to 140 from the original 400+

daily flights), it had submitted to the DGCA last month. Actually, Kingfisher appears to have been caught in a cleft stick, somewhat by its own doings. Non-payment of taxes including TDS that it had collected from its staff on their salaries finally forced the income tax authorities to freeze its bank accounts which incidentally were also the receptacles of its revenue inflows. Non-availability of funds has had an allround choking effect on the airline’s operations. It is not only the passengers but even pilots, cabin crews and ground staff who are deserting the airline in droves. At the time of writing, the airline was unable to operate even 100 flights a day.

The big question is; can the airline come out of the financial mess it has driven itself to without securing a ‘bailout’ package.

The Chairman’s pleading letter to his flock to have patience and carry on with their duties, might fall on deaf ears as his own flamboyant lifestyle inspires little sense of commitment—also manifest from the fact that he continues to splurge money on his pet ‘Force India’ Formula-1 racing car project rather than paying attention to the ailing airline. Could he still be hoping for a helping hand from the government in spite of the Civil Aviation Minister Ajit Singh’s reiteration that it is not going to bailout Kingfisher or any other private airline from its financial mess?

So, does Kingfisher have any future at all or would it join the ever-increasing scrap heap of failed airlines? There are indications, that United Spirits Limited (USL) – Mallya’s flagship company— may loosen its purse-strings as a life-saving measure for the airline. But its continued sustenance—and that includes other private airlines too—is only possible if the government seriously resorts to much needed reforms (covered in detail in the Forum column of SP’s Aviation, March Issue), which among many, recommends the government to liberalise the foreign direct investment (FDI) policy to allow foreign airlines invest up to 49 per cent in cash-starved domestic air carriers. SP —Air Marshal (Retd) V.K. Bhatia Issue 4 • 2012

SP’S AVIATION

7

InFocus

Far Budget

from

SuFFIcIent

P

reSeNTINg The UNION BUdgeT in the Parliament on March 16, Finance Minister Pranab Mukherjee announced that he was allocating a sum of over `1,93,407 crore ($39 billion approximately) for defence spending during the financial year 2012-13.

The coming year’s allocation shows an increase of about 17 per cent over the last year’s `1,64,000 crore ($36 billion) at the revised estimate (RE) stage. Percentage wise, the Indian Army’s share works out to a hefty 50 per cent (`96,942 crore), followed by the Indian Air Force (IAF) at roughly 25 per cent (`47,558 crore) and the Indian Navy at 19 per cent (`36,413 crore). The remaining six per cent or so has been earmarked for the Defence Research and Development Organisation (DRDO) and its research establishments. In terms of percentages, while the Army has remained at the previous year’s figure, it is the Indian Navy which has gained a hefty four per cent increase up from last year’s share of 15 per cent; which has happened at the expense of the IAF which has slid down close to five per cent from the previous year’s 30 per cent.

On the revenue side, the breakdown of expenditure stands at `78,114 crore for the manpower heavy Army while it remains much lower for other services with the Navy at `12,548 crore, Air Force at `17,705 crore and the DRDO at `5,996 crore, respectively.

On the capital side too, the IAF has not done as well as the previous year having been allotted only `29,853 crore compared to the last year when it received `30,699 crore.

Once again, it is the Navy which has jumped in capital allocations from previous year’s `13,008 crore to a hefty `23,865 crore for 2012-13. The Army’s figures are closer to last year’s allocations at `18,828 crore.

The total capital outlay amounting to `79,579 crore also includes a sum of `2,393 crore which is earmarked for agencies outside the three wings of the armed forces.

On the face of it, at `77,186 crore, this year’s allocations for capital acquisitions show a respectable 15 per cent increase over the previous few years where the trend was normally restricted to an annual 10 per cent increase. But the fact that most of the armed forces’ capital acquisitions are through direct import and paid for in US dollars, the

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There is a fundamental need for the government to transform its approach on the questions of national security and the resulting requirements of budgetary support for the country’s defence

very respectable increase in capital allocations takes a nosedive when one factors in the fact that in the last one year Indian rupee has depreciated by more than 20 per cent against the dollar. Therefore, this ostensibly respectable increase in capital expenditure does nothing except to cater, if at all, to the heavily depleted rupee and the annual inflationary pressures—both global and domestic. It may also be noteworthy that every year, the Ministry of Defence (MoD) is literally forced to surrender the unspent money and there is no guarantee that the trend wouldn’t be repeated in the coming year too.

Therefore, in absolute terms there may be little reason to cheer as far as acquisition of the major hardware for the armed forces is concerned. It may be noted that these allocations do not permit quicker modernisation of the services so desperately wanting to match the feverish pace at which India’s two neighbourhood adversaries, namely, China and Pakistan are arming themselves. The IAF, for instance, even though given maximum portion of the ‘capital pie’ will be able to rapidly absorb the allocated amounts on the already ‘ongoing’ programmes. But it would be left with little money to initiate other long-pending and urgent new projects.

It is of grave concern that the IAF, which is currently embarked on a mission to transform itself rapidly into a full-fledged modern continental air force with attributes of strategic reach, persistent ISR, all-weather precision strike in a network-centric war fighting scenario is still far away from acquiring the necessary qualitative and quantitative capabilities. Also, a major portion of its combat inventory is facing the heat of obsolescence and is in dire need of modernisation/augmentation.

Clearly, funds allocated to the IAF for capital acquisitions, though seemingly considerable, are still far from sufficient for its modernisation in a timely manner.

In the final analysis, there is a fundamental need for the government to transform its approach on the questions of national security and the resulting requirements of budgetary support for the country’s defence. Turn to Forum for views, opinions and suggestions. SP —Air Marshal (Retd) V.K. Bhatia www.spsaviation.net

Forum

Budget

IN

adequate &

timidating

In 1962, China militarily humiliated India due to lack of defence preparedness. In 2012, with existing mindsets at the highest political levels and the slippages that have taken place in the defence outlays, India risks a repeat of 1962 performance—if not an outright military debacle, at least, a ‘strategic diminishment’ in the global arena.

A

NeArly 17 Per ceNT increase in this year’s defence budget may appear to be a bold move on the part of Finance Minister Pranab Mukerjee, saddled as he was with the problems of a comparatively slower economic growth, climbing global prices of crude oil and a burgeoning fiscal deficit; but the big question is: has it really adequately delivered vis-à-vis the urgently needed modernisation plans of its armed forces to safeguard India’s security interests? The customary assurance that immediately follows the defence budget pronouncement, that if required, more funds would be provided to meet the defence needs, has begun to sound like a jaded repeat of the previous years, never to be fulfilled.

The fact is that India’s defence budget has yet again followed the recent ominous trend of straying to less than two per cent of the GDP. A similar dip was seen in the early 1960s, which resulted in India suffering an ignominious and shameful defeat at the hands of the Chinese. That was also the time when India’s political leadership had refused to address the country’s military vulnerabilities. India lost to the Chinese not because the Indian armed forces failed to measure up to the adversary, but owing to the refusal of the ruling establishment to acknowledge the ground realities. Notwithstanding the political rhetoric, in reality, the UPA Government yet again failed to realise the ever-increasing security threats and challenges. While the old adversarial threats due to unresolved borders remain, new threats and challenges have also added to the old inventory of security woes. Terrorism in all its manifestations is a palpable threat and India also faces insurgencies generated both externally and internally.

Likewise, proxy war in Jammu and Kashmir, fostered and supported in all respects by Pakistan, continues unabated.

It is a well-known fact that building military capability is a long-term exercise and therefore, defence expenditure should be linked to a long-term holistic plan, taking into account existing and emerging challenges and threats and based on trends in warfare, induction of new technologies and new methods of war fighting. When computed as a per-

centage of GDP, defence expenditure provides a clear indication of the investment a country is willing to make to meet its security concerns. This is a clear yardstick and a universally accepted norm. It is in this context and evaluating the threats and challenges India is likely to face, that major defence/security think tanks and analysts have recommended a hike in the defence budgets linking them to three per cent of the GDP till the necessary military capabilities are built up. Even Prime Minister Manmohan Singh had in the not too distant past issued a categorical statement that with India witnessing high economic growth rates, the defence allocations could be increased to three per cent of the GDP. This was also echoed by Defence Minister A.K. Antony who saw no reason as to why the defence budget couldn’t be increased to three per cent of the GDP if India continues to maintain a high economic growth rate. However, even after achieving the desired growth rate year after year, the ministerial promises remain firmly in the realm of mere rhetoric.

Against the Indian rhetoric, consider its hostile northern neighbour China whose defence budget 2012 announced in the first week of March significantly has drawn attention not only in regional terms, but at the global level too. China has shot through its defence expenditure over the $100 billion mark, making China’s military expenditure at the global level, second only to that of the United States even in official terms. As it is known the world over, China covertly spends two-and-a-half to three times the overtly allotted sums on its defence preparedness; in 2012, its defence expenditure is likely to be in the region of $250-300 billion. This would bring China close on the heels of the United States, especially, when viewed in the context of sharp cuts in the US defence spending necessitated by Congressional mandate. The day may not be far when China is able to effectively challenge the world’s sole superpower US, even in military terms.

Regionally in Asia, steep hikes in Chinese military expenditure cannot but cause multiple strategic and military concerns for China’s neighbours. Contextually, China’s recent aggressiveness and military assertion on territorial disputes Issue 4 • 2012

SP’S AVIATION

9

Forum

Budget

It is ironic that despite the credibility and potency of ‘The C hina Threat’, India’s apex national security establishment continues to deemphasise this threat and knowingly get tricked into China’s protestations that China’s rise is a ‘peaceful rise’, despite regular warnings from its military establishment.

foisted on virtually all its neighbours, multiply these concerns.

But it is India, which having already fought a disastrous border war with China and continuously being subjected to festering border dispute by China, should be extremely wary of and strategically most sensitive to the rising ‘China Threat’. The recent Chinese utterances which include its top political leadership should be a cause of genuine alarm for India. Justifying the Chinese vastly growing defence expenditure, the Chinese Prime Minister Wen Jiao Bao said recently, “We will enhance the armed forces capacity to accomplish a wide range of tasks, the most important of which is to win local wars under information age conditions.”

The stress on winning local wars needs to be noted as this is a reference to China’s peripheries where territorial disputes abound and which most ominously includes India.

It is ironic that despite the credibility and potency of ‘The China Threat’, India’s apex national security establishment continues to de-emphasise this threat and knowingly get tricked into China’s protestations that China’s rise is a ‘peaceful rise’, despite regular warnings from its military establishment.

The Indian top political leadership must realise that, ‘the China threat’ to India is more real than to other nations, also because China perceives that India is its sizeable and comparable strategic and military Asian rival and could impede China’s rise and emergence as the undisputed military power in Asia.

Then there is Pakistan, literally a vassal state of China which is known to devote abnormally large percentage of its GDP on military spending, despite getting military aid on a large scale from the US and generous supplies of Chinese military hardware at friendly prices. With their friendship being mutually lauded as ‘higher than the mountains’ and ‘deeper than the oceans’, both China and Pakistan (individually and collectively), pose the gravest of security threat to India.

Against such a combined threat, it comes as a surprise to India’s security community when the Defence Minister shows his satisfaction with this year’s allocation. The big question is: in the name of developmental and infrastructural programmes to improve India’s economic stature, can the country’s leadership blatantly ignore its security concerns? Reacting to India’s defence budget trends, a former Chief of the Indian Navy, once remarked, “Above all, economic prosperity and national security are two sides of the same coin. Only the short-sighted will imagine that you can have one without the other.”

While India’s security analysts continue to suggest that it should be a pressing strategic imperative for Indian decisionmakers to work towards a military checkmating of China to neutralise ‘the China threat’ and in turn the Pakistan threat 10

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assiduously nurtured militarily

by China. But the big question is whether India can ever hope to militarily checkmate China and improve India’s security environment? The optimists might wager a ‘yes’ even as a remote possibility provided two major policy shifts are undertaken by the Indian top decision-makers.

First is to have the necessary political will and strategic audacity to adopt a ‘hands-on’ approach to balance China, not as a strategic subsidiary of the US but by standing firmly on its own two legs. Second, does India have the financial resources to convert politico-strategic intent into balancing military capabilities?

The answer to that question lies in the current and realistically projected growth rates of an economically resurgent India.

This would enable the country to have access to sufficient financial resources for bankrolling sizeble defence expenditure to acquire the required nuclear and conventional military deterrence against China. But while financial resources are no longer a problem, the Indian problem on increased defence expenditure is that massive amounts of the Indian budget are earmarked for non-productive, mafia infested and therefore, largely unattainable political-populist schemes and other subsidies which lead to substantial budget deficits — and to offset which, the defence budget not only becomes the preferred victim but also the notable casualty with MoD being forced to surrender thousands of crores of rupees every year before the presentation of the budget.

In the final analysis, while it is not suggested that the really needed schemes for the genuine social upliftment of the masses be done away with, however, these ought to be rationalised so that benefits directly reach the targeted populace. This step will also leave India with sufficient resources to substantially enhance its defence expenditure in order to bolster its military preparedness. One highly workable solution could be to peg it to the recommended three per cent of the GDP. That way it would get linked to the economic prosperity of the country without ever being unaffordable.

On the other hand, if India continues to be niggardly in its defence expenditure, it would never be able to create the necessary military deterrence to checkmate China (and Pakistan). In 1962, China militarily humiliated India due to lack of defence preparedness. In 2012, with existing mindsets at the highest political levels and the slippages that have taken place in the defence outlays, India risks a repeat of the 1962 performance—if not an outright military debacle, at least, a ‘strategic diminishment’ in the global arena.

Does India want to be humiliated again?. SP — Air Marshal (Retd) V.K. Bhatia www.spsaviation.net

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Civil

Business AviAtion

Still

a

not just elitist: hawker 900xp in flight

L

uxury?

The whole business aviation community in india eagerly waits for the day when its‘elitist’image will be erased and its importance as a tool of national economy will be recognised

photograph: hBC

t

he INdIAN cIVIl AVIAures the government and training airBy Group captain (Retd) TION scene is kaleidoscopcraft, the total fixed-wing aircraft left A.K. Sachdev ic. One can puff up one’s over would be 173 for non-scheduled chest over the statistic operations and 244 for private use. that we are the ninth largSimilarly, the number of rotary-wing est aviation market in the aircraft would be 215 for non-schedworld (in terms of number of passenule operations and 50 for private use. gers) and on the way to becoming the These 417 fixed-wing and 265 rotarythird largest in the next five years. Then pause reflectively over wing aircraft represent the business aviation flying assets in another statistic: we have close to 500 airports with only about India. Of the fixed-wing aircraft, 154 are jets. a fifth of that number operational. Then cast a curious glance This number is decidedly small for a country of the size at the sorry state of all the airlines registered in India—perhaps of India. Besides the geographical extent of the nation, there sparing an extra sigh each for Air India and Kingfisher. And is also the fact that our economy is growing robustly. At the then go on to the business aviation milieu which is perhaps the individual level of wealth creation too, the number of India’s most dynamic and the most interesting of all elements of civil high net-worth individuals (HNIs) is growing at a speed peraviation. According to the register of aircraft maintained by haps the fastest compared to other countries. Yet the growth the Director General of Civil Aviation (DGCA), there are 1,182 of business aviation has remained somewhat stunted. Why? fixed-wing and 305 rotary-wing aircraft in the country; of the This simple question evokes many responses, including fixed wing, 435 are tethered to scheduled operations—leaving some passionate ones from the business aviation communi747 for general aviation. If one were to discount from these fig- ty. Before delving into the current status of business aviation

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www.spsaviation.net

Civil Business AviAtion in India, let us dwell for a moment on the lack of understanding in India of the importance business aviation has, as a contributory factor for national growth and national economy. At the recently concluded Indian Business Aviation Expo 2012 in Delhi, Naveen Jindal, Member of Parliament and head of Jindal Steel, who was the chief guest, pledged his support to the industry but recounted some of the frustrations and petty bureaucracy he had encountered whilst operating his company’s aircraft. He highlighted the fact that business aviation was essential to his business (and others’ too) and to the future prosperity of India. At that event, there was general agreement that the regulatory process in India is complex, bureaucratic and slow to change, with too many Ministries involved in the process of owning and operating aircraft. There was also the issue that general aviation takes a back seat to scheduled commercial operations. In the US and in Europe there have been formal studies carried out to assess the contribution of business aviation to national economy (as an illustration, see US Federal Aviation Administration’s August 2011 study entitled ‘The Economic Impact of Civil Aviation on US National Economy’).

In India, however, aviation per se is seen as a luxury medium (the valiant efforts of Captain Gopinath to align its image with the aam aadmi’s notwithstanding). Drawing up a quantitative relationship between aviation and national economy is definitely a challenging task due to the dynamic and multi-pronged interdependent linkages between various contributory factors; however, some direct correlations can surely be demonstrated. While quantifying direct aviation-related jobs would be simple, estimates on jobs indirectly related to aviation would involve conjectural statistics.

However, in India, there does not appear to be any effort on the part of the establishment to carry out quantitative or qualitative exercises to establish linkages between aviation and national growth. As a result, the industry continues to suffer despite no individual, office or organisation holding malice towards it; some of the symptoms are as follows.

Kiran Rao, VP Sales and Marketing, Airbus, sums up some of the problems aptly, “The Indian Government sees aviation as a luxury and taxes are based on this assumption. But the fact is that aviation is not a luxury, it is a necessity. In India, fuel prices and airport charges are high, and the yields are not keeping up with the costs. Even on the aircraft maintenance side, we come up against high import charges on spare parts that are required for maintenance and repair of aircraft.

The result is that an Indian carrier that can get its aircraft serviced right here is forced to send it to Dubai or Malaysia or any other country. The issue for airlines here is simply the issue of keeping up with the rising costs. It is time the government takes a long sustainable look at the tax structure.”

The aviation fuel cost in India is perhaps the most glaring example of government apathy towards aviation matters. The high end-user cost results from an unfair “import parity” formula applied to pricing of crude refined in Indian refineries by the three government owned oil companies (Indian Oil, Hindustan Petroleum and Bharat Petroleum).

Then there is an eight per cent excise duty levied by the Central Government. Over and above that is an average of 24 per cent sales tax/value added tax (VAT) imposed by state governments (this is the second highest average figure in the world, behind only Bangladesh). As a result, the average

cost of aviation fuel in India is 50 per cent more than the global average. The reason why this state of affairs is permitted to exist is the political compulsion of subsidising kerosene oil and LPG; the cross subsidy on aviation fuel hikes the price. The rationale—more voters use kerosene and LPG than aircraft—is understandable but not acceptable, certainly not from the point of view of business aviation.

Then there is the long gestation period between the conception (of an aircraft import idea) and its final delivery (ready to carry out its first flight in India). It could take as long as six to nine months and cause a great deal of trauma to the importer. In countries like Singapore and Dubai, it takes anywhere between 30 and 45 days. Several ministries/ departments are involved (12 agencies need to clear its import), the whole process of declaring an imported aircraft airworthy is bureaucratic and repetitive, and the cost of taxes and fees exorbitant. Once you have the aircraft going, it takes seven days just to get a landing permission (if you want to fly in from overseas) and 30 days if it is a defence airport—even if that airport has a civil enclave. A business aircraft’s usefulness lies in the flexibility it offers and such delays detract from its utility to the user.

The growing number of business aircraft should have enticed maintenance repair and overhaul (MROs) to come up in support. However, these remain inadequate—largely on account of the bureaucratic hurdles needed to be crossed to set up shop in India. The infrastructure related travails of business aviation do not end with lack of MROs. There are few general aviation lounges and those few are very expensive and characteristically monopolistic in nature, leaving the user no choice (as in Delhi and Mumbai). So called general aviation terminals are actually spaces carved out of existing terminal buildings and are not customised for general aviation requirements. Consequently, the growth of business aviation, which should have been a torrent in parallel with national economic growth, is barely a trickle.

According to Tony Tyler, Director General and CEO of the International Air Transport Association (IATA), “The stunted growth of Indian aviation comes with an economic cost. India’s population is about 240 times the size of Singapore. But the number of aviation jobs is just about 14 times larger at 1.7 million and the economic contribution of aviation is still only 0.5 per cent of the Indian economy. But even considering the differential in GDP/capita between Singapore and India, these numbers tell us that there is tremendous unrealised potential in India.” Business aviation in India had seen two endeavours to organise a strong lobby; both were largely ineffective. A new entity, the Business Aircraft Operators Association (BAOA) has recently emerged as a synthesis of the earlier two. Rohit Kapur, as its President, has laboriously worked to build up serious influence in the way that our establishment looks at business aviation. In a recent letter to Dr Nasim Zaidi, Secretary, Ministry of Civil Aviation (MoCA), Kapur strongly urged the secretary to declare the present year as the “Year of Business and General Aviation” in India. At the same time, a letter was sent to R.P. Sahi, who heads the ICAO Team at DGCA HQ to bring to the knowledge of the establishment serious issues constraining the growth of general aviation in India. The whole business aviation community in India eagerly waits for the day when its ‘elitist’ image will be erased and its importance as a tool of national economy will be recognised. SP Issue 4 • 2012

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Business AviAtion

‘Business jet is a tool which supports our organisations and industry’ In an exclusive interaction with SP’s Aviation during India Aviation 2012, roger sperry, Regional Senior Vice President for International Sales of Gulfstream, stated that not only the Indian corporates but worldwide it is seen that if you want to run a corporation more efficiently, you will need a business jet

i

NdIA hAS A Very long and rich tradition of business aviation; we cannot say it is emerging. Business aircraft have been used by Indian corporates for decades,” states Roger Sperry, Regional Senior Vice President for International Sales of Gulfstream. The company has about 20 aircraft flying in India now and has about 25 years of business relationship with the country.

In an exclusive interaction with SP’s Aviation, on the eve of India Aviation 2012 in Hyderabad, Sperry said that most Indian corporations have businesses outside India and based on the nature of their business, the G450, G550 and the G650 will do very well in India. The company, however, declined to name the Indian customer which had placed the order for a G650, stating that it is confidential and between the company and the buyer.

He yet again emphasised that it is a proven fact that business jets help the economy be more efficient and productive. “A CEO or the management goes out to three or four factories in a day and visits many locations, stores, facilities, etc. They can help millions on the way and they can communicate throughout the trip.” He went on to say that a study in the US stated that the Fortune 1000 companies are more effective if they own business jets than the companies who do not.

On being asked to elaborate on the concept of the National Business Aviation Association’s (NBAA) “No Plane, No Gain” theory, Sperry said that it means if you don’t have an aeroplane you are not going to gain or improve your business. “It is a tool which supports our organisations and our industry.”

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Speaking about the role of business jets wordwide, Sperry stated that not only the Indian corporates but worldwide it is seen that if you want to run a corporation more efficiently, you will need a business jet; and if your business is going down, you need to find ways to be more efficient, and owning a business jet is a way.

On the G650, Sperry said that the aircraft can go from Delhi to the US without refuelling. Jason Akovenko, Regional Vice President, Asia-Pacific, Gulfstream Aerospace Corporation, said, “If you are in the G650 you are in the fastest civilian aircraft in the world.”

On how can fixed based operators (FBOs) support corporate jet travellers; Akovenko said that they enable the corporation to get their business done in more efficient and appropriate way. “The efficient the infrastructure in place, the more efficient the use of business jets. If you are having a meeting in the car, you can continue that meeting in the FBO and in the flight.” And on being asked about the key features the FBOs need to have, he said that the question can be better addressed by people who use the aeroplanes.

Gulfstream has a network of global spares parts and if an Indian customer has any specific requirement, it is available within 24 hours. “The company has an inventory of $1.2 billion, which is positioned around the world and the customers have been given a particular number to call, and if the hub is closer to them, the spare parts are available within a few hours. We try to position our hubs closer to our customers.” On being asked the role of Air Works, “Air Works is a very important part of our global support network.” SP —By SP’s Team at Hyderabad www.spsaviation.net

Civil

Business AviAtion

EfficiEnt businEss tool Many Hawker Beechcraft products have technologies that allow employees to remain in communication throughout the duration of the flight, unlike the scheduled airlines—of critical importance for companies managing a rapidlychanging situation

A

S ONe POTeNTIAl cuSTOmer vironment, corporate aviation has become

By Daniel Keady put it to me at the India Aviation a productivity tool. Employees can plan show in Hyderabad, “I am sick and work en route to that important meetof the way I am flying.” He is not ing in a secure environment. Furthermore, alone. In India, today, corporate houses many Hawker Beechcraft (HBC) products have to be increasingly efficient if they are have technologies that allow employees to to prosper. When a company’s future deremain in communication throughout the pends on executives being at the right place and at the right duration of the flight, unlike the scheduled airlines—of critical time, business aviation comes into its own. importance for companies managing a rapidly-changing situIn that context, more and more companies are seeing the ation. When corporates need to transport sensitive or critical value of a business aircraft in order for the staff to be in dif- equipment, business aviation is also often the best solution. ferent locations in the course of a day, often at short notice— “But isn’t there a perception problem?” I am sometimes something that is near-impossible using the scheduled airlines. asked. No. Flying by a business jet now is not only confined to Studies from the US show that business use of general aviation a CEO or owner of a company. We are lately seeing companies adds value to a company’s bottomline. Companies that have sending teams of mid-level people, including sales people, enan aeroplane return more to their shareholders than their gineers, or other employees to a given destination because it competitors without aircraft. Business people can make a trip is the most cost-effective means of transport. In essence, then, involving stops, then return to headquarters the same day, sav- business aircraft are time machines which enable the India ing time and travel expenses that would be needed to make the Inc. to manage rapidly changing situations and capitalise on same journey over several days using other transport means. new opportunities that they otherwise could not. In doing so, As Tier-III cities and rural India become more important business aircraft should be seen as powerful assets to do more, for the Indian economy, companies need to be able to seize op- faster, thereby allowing the operator to be more competitive portunities, often at short notice, in places poorly served by the and efficient. ‘big six’. Business aviation provides that necessary flexibility HBC is often the company Indian corporate houses look and speed. Air traffic, as we know, has increased manifold in to for an aviation solution. Behind every HBC aircraft sale, the last decade in India. Today, because of the high load fac- is a company that traces its roots to the very foundation of tors on commercial airlines, if your flight is cancelled or one aviation and continues to innovate across a broad portfolio of of those all-too-common delays causes you to miss your con- aircraft. We know India intimately and have been the market nection, the chances of you getting on the next flight are sig- leaders for over half a century which is due to a combination nificantly reduced. And, in many cases, that next flight might of high-quality products along with a focused and determined be 24 hours hence. support group now backed by the 24 x 7 availability of parts But with a corporate plane, the companies’ staff can access within India. factories or clients in smaller towns and rural communities So whether it is because a company wants a ‘board-room across India which has little or no commercial airline service. in the sky’, or simply can’t wait for the scheduled airlines to Because companies can build plants and use suppliers where develop a particular route, or getting executives in and out of a business aeroplanes can go, business aviation keeps India con- remote or difficult location, HBC has the range to suit the greatnected and infuses rural areas and states with much-needed est number of purposes and corporate budget. SP —The author is the Vice President-Sales, Asia-Pacific tax revenue and employment. and India, Hawker Beechcraft Corporation (HBC) In other words, besides providing a more comfortable enIssue 4 • 2012

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Civil

Regional aviation

BetteR

Safe Sorry

India’s prospective regional carriers may find the going tougher than the major airlines; they need to maintain a strong safety focus. Much effort has gone into the airline industry’s excellent air safety record.

Keeping it that way may prove an even bigger challenge.

than

PhotograPhs: BomBardier & atr

C

OmmercIAl AVIATION IS

By Joseph exPANdINg rapidly in many parts of the world. It is also becoming safer than ever. According to the International Air Transport Association (IATA), the 2011 global accident rate for Western-built jets (measured in hull losses per million flights) was 0.37—the lowest in history. Although even a single mishap is unfortunate, this works out to just one loss for every 2.7 million flights. A hull loss is an accident in which the aircraft is destroyed or substantially damaged and not subsequently repaired. All told, in 2011, 2.8 billion people flew safely on 30 million jet flights and eight million turboprop flights worldwide.

Impressive performance and Indian commercial aircraft—all of Western origin—have contributed to it. However, every other day, there are reports from across the country of incidents that affect air safety and that might easily have resulted in a catastrophe. India’s airline industry is expected to grow at around eight per cent annually during the next 20 years, taking aviation services to many remote regions. But regional aviation brings safety challenges of its own, and luck cannot hold forever.

The government has been trying to take aviation to the distant reaches of the country by modernising the existing airports 16

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Noronha, goa

and building new ones, as well as by improving air traffic management. It has also announced several measures to promote regional aviation. But since the Ministry of Civil Aviation introduced its policy on scheduled regional air transport operations in August 2007, the country has seen just one proper regional airline which operated on a small scale then quickly vacated the scene. However, for many years, the major airlines and low-cost carriers have been operating flights from remote airports in Tier-II and Tier-III cities to the nearest metro or major city. This meets the definition of a commuter service or feeder service, both of which constitute regional operations.

Colgan Caution

The United States has the most extensive regional network in the world, with regional aircraft constituting 36 per cent of its commercial fleet. Half of its scheduled flights involve mainly, small regional carriers ferrying a quarter of the daily tally of passengers. Three-fourths of the US airports would be bereft of scheduled services but for the regional. And whenever aviation safety is discussed, Colgan Air Flight 3407 comes up.

Flight 3407 was a regional airline flight that crashed on February 12, 2009, as it was coming to land at Buffalo Niagwww.spsaviation.net

Civil Regional aviation ara Airport, killing 50 people. The Bombardier Dash-8 Q400 turboprop was on an instrument approach when the pilots failed to react correctly to a stall warning. They attempted to pull the nose up as the plane was losing airspeed, causing a fatal loss of lift. The aircraft subsequently spiralled out of control and crashed well short of the threshold.

From the investigation, it emerged that the flight instruments were not being properly monitored by the pilots—an indication of lack of situational awareness. It was not entirely their fault—they may not have been adequately trained to respond to aerodynamic stall situations. Fatigue also probably contributed to their inattention, since both pilots had been at the base airport overnight and all day prior to the 9:18 p.m. final departure. What rings a bell in the Indian context is that the Captain had flunked three Federal Aviation Administration “check rides” (proficiency tests), but only reported one failure in his job application to Colgan Air. Last year, Indian aviation was rocked by allegations of pilots not being anywhere near as they claimed—they had simply bought or fudged flying hours without bothering to actually fly. The US investigators also discovered that the Colgan Air co-pilot could not afford to live in the New York area with her low salary. The 24-year-old had commuted for many exhausting hours before joining duty.

The Colgan Air crash was symptomatic of much that can go wrong in off-the-beaten-track aviation—mainly inadequate training and insufficient regulation. It marked the culmination of a six-year period during which regional airlines accounted for five out of the six fatal accidents in the US. In four of those accidents, crash investigators cited pilot error as a contributory factor.

Reports and anecdotal evidence from around the world paint a disagreeable picture of regional aviation. Regionals are often a world in which relatively young, inexperienced, inadequately trained, low-paid, highly-stressed, fatigued pilots are flying many trips in a long work cycle. Their duty day may last up to 16 hours, several times a week. If they get to relax, it is certainly not in great comfort. Their plight is often in stark contrast with pilots of the major airlines who have more rigid qualifying requirements, receive better training and are better paid although they fly less frequently. Many pilots see regionals as an irksome stepping stone to a lucrative job with a major carrier. But even when the same carrier operates a mix of large and small aircraft, the more experienced pilots usually fly the biggest and the best airliners on the longest routes. They may perform just one take-off and landing in a day. On the other hand, the inexperienced pilots, who have to start somewhere, will always be on small planes on shorthaul flights involving perhaps a dozen or more take-offs and landings daily. And the majority of major accidents occur during the take-off and climb or the approach and landing phase. india, Fly SaFe!

India’s airline industry is currently in turmoil, with most carriers in dire financial straits. The country’s airports too are proving to be uneconomical, triggering demands for a steep hike in airport charges, which may further strain the airlines’ bottom lines. In January, a controversy arose following the partial leak of a financial audit by the Directorate General of Civil Aviation (DGCA) which indicated that poor safety practices may be endemic in Indian commercial avia-

tion. Although the airlines hotly deny this, the situation is scarcely conducive either to peace of mind or to air safety.

Regional aviation is worse affected than mainline operations because when resources are scarce, the lion’s share of funds and the best and brightest people are inevitably deployed at the busiest airports. In an organisation as shortstaffed as the DGCA, supervision and regulation of regional airlines may also not be as rigorous as for the large carriers.

The country’s most recent major accident happened at Mangalore on May 22, 2010. After the Air India Express Flight 812 landed, it overshot the runway, rolled off a cliff and caught fire. Of the 160 passengers and six crew members on board, eight survived. Situated in a hilly area, the Mangalore Airport is one of the seven airports designated as “critical” by the DGCA. It is also one of the three airports with table-top runways that require a very precise landing approach. As aviation spreads to India’s hinterland, more regional airports are likely to be “difficult” or designated as critical for one reason or another. The Mangalore accident also validates the conclusion that the current No 1 air safety issue is runway incidents, particularly excursions, because they are the most common type of accident. IATA’s advice to pilots is pretty basic—be rigorous about achieving stabilised final approaches, and carry out a go-around if the approach is not stabilised within tightly defined parameters.

Regional aircraft particularly in India will generally be turboprops since in an era of rapidly rising fuel prices turboprops are more economical than jets. They can also operate from shorter runways and are less demanding than jets as far as the infrastructure is concerned. But regional turboprops are statistically less safe than jets because, among other reasons, for short flights they usually fly “through” the weather, rather than above it like jets.

Several small regional airlines are expected to launch operations shortly. The regional aviation model is usually based on low-cost flights to low-cost airports. However, a rigorous costbenefit analysis that results in savage cost-cutting might easily increase the element of risk. Generally only those pilots who can’t get a job with a major airline—for lack of experience or whatever—apply to join regional carriers. Most pilots imbibe a safety culture—an overriding commitment to safety throughout an organisation—only when they start working for an airline that takes safety seriously. India’s prospective regional carriers may find the going tougher than the major airlines; they need to maintain a strong safety focus. Much effort has gone into the airline industry’s excellent air safety record. Keeping it that way may prove an even bigger challenge. SP

The United States has the most extensive regional network in the world, with regional aircraft constituting 36 per cent of its commercial fleet

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show reporT

boeing 787 dreamliner, with air india colours, was the biggest attraction at this airshow; (opposite page top) dreamliner interior and exterior

IndIa PromIsIng

photographs: anoop kamath

India’s biannual international exhibition and conference on civil aviation, India Aviation 2012, held from March 14 to 18 at Begumpet, Hyderabad, gestured that the aviation centre of gravity was indeed moving eastwards

T

he ThIrd edITION Of India Aviation 2012 had a steady start with Civil Aviation Minister Ajit Singh stating that the growth interest in the flagship aviation event was a reflection that India was fast becoming an aviation hub. But while inaugurating the expo on March 14, he also added that the skies are not expected to clear any time soon and 2012 could prove to be equally challenging.

Addressing a press conference on the occasion, the Civil Aviation Minister ruled out bailing out any private airline stating that it was a ‘free enterprise’ and that the airline companies had to rework their business models accordingly.

Tony Tyler, the Director General and CEO of International Air Transport Association (IATA), made a fervent appeal 18

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to the Indian Government to rework its aviation policies to keep the industry afloat. “If Delhi has to become a global aviation hub, it cannot happen with the present policies. It is one of the costliest airports in the world,” he said.

Besides the Air India’s Boeing 787 Dreamliner which quite expectantly drew much crowd, Dilip Chhabria’s efforts to refurbish interiors of business jets also made a mark. Air Works in collaboration with DC Design unveiled its first indigenously designed and built prototype at the India Aviation 2012.

Gulfstream Aerospace showcase two of its aircraft—the wide-cabin, high-speed G150 and the large-cabin, longrange G450. For the first time in India, attendees were able to view the G450’s elite interior, the all-new optional interior www.spsaviation.net

civil show reporT

(above) civil aviation minister ajit singh addressing the media after the inauguration. nasim zaidi, secretary, civil aviation is seen next to the minister; (above right) tony tyler, director general and ceo of international transport association in the summit. dr dinesh keskar, president of boeing india and vice president of boeing international, is on his right; static display of business jets and regional aircraft at the show.

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civil show reporT inspired by Gulfstream’s ultra-large cabin, ultra-long-range G650. The company has appointed Aniruddh Srivastava as Regional Director, Service Parts Distribution, India. Optimistic about India, Roger Sperry, Regional Senior Vice President for International Sales of Gulfstream Aerospace, while addressing the media said that the company sees bright prospects in the Asia-Pacific market with demand predominantly for large cabin business jets.

Indocopters CEO Mike Meyer said that if constraints like taxation, infrastructure , etc are removed and new usages of helicopters such as electronic news gathering, policing, etc take to the skies; the number of helicopters in India could almost double.

Eurocopter displayed its Ecureuil and Dauphin family of helicopters including AS350 B3e, EC130 T2 and AS365 N3+Dauphin. Along with this were EC135 and AS350 B3 on static display. Speaking to SP’s Aviation, Xavier Hay, CEO, Eurocopter India said that the company has good hopes from India and their vision is to be number one in a few years time.

Airbus signed an agreement with CAE Simulator Training to set up a second Indian pilot and maintenance crew training centre. The centre will be located in Noida and is a joint venture between InterGlobe and CAE. Piper Aircraft announced that the Aircraft Search & Aviation Professionals

is the latest addition to the growing international network of Piper Aircraft dealers. Indian Rotorcraft, the JV company between Tata Sons and AgustaWestland, had a ceremony marking the start of construction of a new helicopter production facility in Hyderabad. Interglobe Established signed two MoUs for sale of LET410 aircraft—with Asia Aviation for two aircraft and Turbo Aviation for one aircraft. Bell signed a purchase agreement with India Fly Safe Aviation Ltd for a Bell429. Embraer signed a MoU with Air Works to create a spares repository for all its executive jets in India.

While Bombardier displayed the Learjet 60 XR, Challenger 300 and Global 5000 business jets, and Q400 NextGen turboprop; the ACJ318, the corporate jet version of the A318 airliner was the Airbus’ highlight. Hawker Beechcraft displayed its Hawker 4000, Hawker 900XP and King Air C90GTX. Dassault Aviation presented the largest large-cabin, long-range business jet from its stables, the Falcon 7x. The aircraft is the only business jet in the category to meet the demanding performance requirements at airports with restricted operating conditions.

The United Aircraft Corporation of Russia showcased the Sukhoi Superjet 100, powered by the Sam 146 IS18 podded engines from PowerJet, each delivering a thrust of 16,100 pounds. SP

piaggio aero, p180 avanti ii on static display; hawker 4000 taxing to a halt after a short flight; sukhoi superjet 100 flying display; a model posing next to hawker beechcraft c90gtx; gulfstream g450; bombardier challenger 300 on static display. (opposite page) falcon 7x and it’s interiors; eurocopter ec135 on display; airbus top guns posing with a model of airbus a380; dilip chhabria interacting with media in front of his aircraft interior design; agustawestland aw109 medevac helicopter on static display

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engine

The Real Power... …behind the Sukhoi SuperJet 100

PhOtOgraPhs: POwerJet & anOOP Kamath

POWERED WITH CONFIDENCE: Jacques Desclaux, chairman anD ceO Of POwerJet

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T INdIA AVIATION 2012, Jacques Desclaux, Chairman and CEO of PowerJet, briefed the media about his company and the latest product from its stables, the SaM146 1S18 that powers the Sukhoi SuperJet 100 produced by United Aircraft Corporation of Russia. Powering the Sukhoi SuperJet 100 with the power plant from PowerJet has, as per Desclaux, “set a new standard in regional jet propulsion”. The aircraft was showcased both on the ground and in the air.

The PowerJet company with state-of-the-art design and production facilities, is an equally owned alliance, a joint venture between Snecma, a subsidiary of the Safran Group

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By Air Marshal (Retd) B.K. Pandey, Hyderabad

of France and NPO Saturn of Russia. Specialised in aerospace propulsion, Snecma is one of the world’s leading manufacturers of aircraft and rocket engines while NPO Saturn operating at the cutting edge of Russian engine technology, is the leading designer and manufacturer of gas turbine engines for civil and military aircraft, unmanned aerial vehicles, electric power plants, gas pumping units and for marine applications. www.spsaviation.net

civil engine

The two aero engine manufacturers had begun to work together as far back as 1997 when Snecma subcontracted the production of components for CFM56 engines to NPO Saturn. However, it was only in 2004 that Snecma and NPO Saturn teamed up to develop and commercialise the SaM146 engine, the most modern new propulsion system designed specifically for the Sukhoi SuperJet 100 which Desclaux described as “an aircraft that will redefine the regional jet market”. The Chairman went on to explain, “In the joint venture company PowerJet, Snecma is responsible for the core engine, the full authority digital electronic control (FADEC) system, transmissions including accessory gearbox, transfer gearbox, overall engine integration and flight testing. NPO Saturn is responsible for the components in the low pressure section, installation of the engine on the Sukhoi SuperJet 100 regional jet and ground tests. Both partners are endowed with extensive experience in the manufacture of aero engines.”

The SaM146 engine is the result of an in-depth investigation into all the qualities needed for a durable aero engine offering high performance to power a regional jet.

Employing “Blisk” technology, the SaM146 engine has been designed to power a family of aircraft and as per PowerJet, is an ideal product for the regional jet market. The compact, high technology engine and its optimised architecture for simplified access provides for low maintenance and ownership costs. It’s improved aerodynamic features; reduced weight due to extensive use of composites and highly efficient combustion with 99.8 per cent efficiency; collectively result in lower fuel consumption. With low levels of emissions, the SaM146 meets with and even exceeds the most stringent environmental requirements pertaining to noise and emission standards and is reputed for high reliability.

Besides, building on the resources and experience of the two

partner companies, PowerJet has developed a dedicated worldwide network of customer support, the organisation being designated as PowerLife.

With two SaM146 1S18 engines on the SuperJet 100, each delivering thrust of 16,100 pounds, the thrust-to-weight ratio is appreciably high. On January 17, 2012, the SaM146 1S18 received type certification from the European Aviation Safety Agency (EASA). According to Jacques Desclaux, this version of the engine significantly extends the range of the Sukhoi SuperJet 100 regional jet. “The engines allow the aircraft to operate at higher maximum takeoff weight and provide it a higher range of 4,578 km (2,470 nautical miles) with full passenger load.” As of January 31, 2012, the SaM 1461S18 engines have logged more than 9,100 hours of flying in operations to 44 destinations all over the world. In these operations so far, the engine has recorded dispatch reliability exceeding 99.9 per cent.

Concluding the media briefing, the Chairman said, “The SaM146 development programme is the very first instance of successful collaboration between the West and Russia and the joint venture has been proceeding smoothly. The development of the SaM146 has been inspired by the growing market demand for regional jets and reflects the increasing role of Russia in global aviation markets.”

Earlier on the opening day of India Aviation 2012, United Aircraft Corporation of Russia showcased its regional jet, the Sukhoi SuperJet 100, the latest airliner to enter the regional jet market. The exercise involved a 45-minute ride for a group of media personnel. With about 35 on board, the Sukhoi SuperJet 100 was airborne after a short takeoff roll and climbed steeply demonstrating the high thrust the new SaM146 1S18 podded engines from PowerJet are capable of delivering. The Sukhoi SuperJet 100 is the first aircraft to employ the SaM146 1S18 engines that are the real power behind the regional jet. SP Issue 4 • 2012

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Military

Force-Multipliers

indigenous

aWaCs

Given India’s slow process for even offthe-shelf purchases, failure by DRDO could easily set the country’s medium AEW&C efforts back by another five years or more. And this would be happening in the backdrop of India’s arch adversary Pakistan having already fielded two advanced types of AWACS platforms.

PhotograPh: SP guide PubnS

M

Ay 28, 2009, wAS a an additional $500 million (`2,500

By Air Marshal (Retd) red-letter day for the crore) with the Ilyushin Corporation V.K. Bhatia IAF as it witnessed the of Russia for the supply of three ILformal and ceremonious 76 air-lifters, which were to be used induction of the first of as platforms for the Israeli Phalcon the three IL-76 airborne radar systems. The first aircraft afwarning and control system (AWACS) ter suitable integration of the radar into the newly raised No. 50 Squadron system with the IL-76 platform was based at the Air Force Station, Agra. A beaming Defence Min- schedule to arrive in India by September 2007, but owing to ister A.K. Antony said at the event, “The AWACS will enhance undue delay in the supply of the aircraft to Israel to begin our offensive and defensive preparedness,” attended by the the system integration, the entire project got delayed by apAmbassadors Konstanin Vasikiev and Mark Soffer of Russia proximately two years. The deliveries however stuck to the and Israel, respectively, as also the then Chief of the Air Staff rescheduled inductions and by end 2011, all three AWACS Air Chief Marshal Fali Homi Major and the then Chief-desig- had been duly inducted into the IAF. With these inductions, nate Air Marshal Pradip Vasant Naik. “In an era of network- India also joined an elite club of six other nations—the US, centric warfare, the Uzbek made, Russia modified and Israel Russia, UK, Japan, Australia and Turkey—to operate such a installed AWACS has the first 360 degrees phased array radar sophisticated system. with the largest and the heaviest dome. The unblinking three Undoubtedly, the Phalcon-equipped AWACS has proved antennas can assess long distance targets and eavesdrop on to be a great force-multiplier for the IAF, being able to the enemy,” explained Major enthusiastically. provide real-time intelligence, and command and control But that is history now. It was in March 2004, India and needed to attain and maintain air superiority in selected Israel signed a $1.1 billion (`5,500 crore) deal for the Israeli airspace over the combat zone and to enable surveillance Aerospace Industries to supply the IAF three Phalcon radar deep inside enemy territory. The IAI/ELTA Phalcon system systems. Earlier, India had signed a separate deal worth which incorporates the EL/M-2075 AESA phased array 24

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Military Force-Multipliers radar and a bevy of sensors including IFF, ESM/ELINT and CSM/COMINT, coupled with a unique fusion technique gives the entire system unparalleled capabilities. These have been proven time and again during the various operational exercises conducted by the IAF in the last couple of years. So pleased is the IAF by the AWACS that it wants to add more systems to cater to its operational requirements. But while the IAF projected a requirement of three more aircraft, the latest reports suggest that the number of additional inductions may be restricted to two.

But keeping in view the vast airspace of the country and other areas of interest which the IAF may like to dominate during hostilities, mere five AWACS would prove to be grossly inadequate for the operational tasks. On the other hand, high costs of acquiring such complex systems inhibit their inductions into the IAF in larger numbers. A combination of these factors and a desire to attain self-reliance in this hightech field has spurred the defence establishment to develop its own low-cost airborne early warning and control system (AEW&CS).

Actually, the idea of developing an indigenous airborne surveillance and control system is not a new one. It might have sprung in the aftermath of the 1971 Indo-Pak war when it was realised that timely information and coordination, namely vectoring and interception had its limitations when conducted from the ground control stations. But it took some time when in the late 1979, the Defence Research and Development Organisation (DRDO) formed a team to study the possibility of mounting an airborne radar on an existing aircraft. The airborne surveillance platform (ASP) programme, initially code-named ‘Guardian’ and later renamed ‘Airawat’ was launched in the 1980s with an aim to develop an airborne early warning system. In 1991, the Indian Government set up the Centre for Airborne Systems (CABS) to lead the Airawat project. Its task was to develop airborne electronic systems on a flying platform for early warning and command and control functions. The flying platforms chosen for the project were Hawker Siddley HS 748 aircraft, two of which were transferred to DRDO as test-beds from the IAF’s Western Air Command. Unfortunately, after many years of development and flying testing, one of the prototype aircraft crashed in 1999, killing four scientists and four IAF crews and the programme was brought to a halt.

Later, it was surmised that the HS 748 was perhaps not the ideal platform for such a programme. After a four-year hiatus, the programme was revived with the selection of a proven flying platform. This time, DRDO’s platform of choice was Embraer’s ERJ-145 business/regional jet. To the uninitiated, the militarised EMB-145 comes in several variants, including maritime surveillance and electronic intelligence planes. The most common variant, currently operated by Brazil and Greece, is the R-99 Erieye early warning and control (AEW&C) aircraft, using the same Saab Erieye AESA radar that is also mounted on Pakistan’s Saab 2000 turboprop AEW&C fleet. India’s DRDO aims to create a similar aircraft, using locally designed technologies and surveillance systems.

The programme has been launched to provide the IAF three mid-sized surveillance aircraft to act as counterparts to the larger Ilyushin Phalcons. Under a $210 million agreement in July 2008, Brazil’s Embraer will act as the overall system integrator, supplying three EMB-145 platforms, 26

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mounting the radar and electronics on and into the aircraft’s fuselage, ensuring the modified jets retain safe and operationally acceptable flight performance and handling flight recertification. On the Indian side, DRDO’s Bangalore-based CABS is responsible for overall integration of the aircraft’s electronic systems, mission computer, and display and data handling. The responsibility between various DRDO laboratories is split as follows: • LRDE and DEAL - Primary radar and IFF • DEAL - Communication systems and data link • DARE - Self-protection suite, EW & CSM • DLRL - Self-protection suite (countermeasures) Note: • LRDE (Electronics Research & Development Establishment) • DEAL (Defence Electronics Application Laboratory) • DARE (Defence Avionics Research Establishment) • DLRL (Defence Electronics Research Laboratory) The National Aerospace Laboratories contributed to the aerodynamic studies of the antenna array and flight modelling of the entire AEWACS platform. In addition, various Indian private sector firms are involved in the programme.

After having acquired the IL-76 Phalcon system from Israel, India could have chosen an already integrated and proven G550-Phalcon combination to meet its needs of a smaller platform as it would have provided systems commonality with the aforesaid bigger platform. But India has chosen a path at maximising indigenous research and development (R&D) above all other considerations. While no problems are foreseen from the Embraer side who have already accumulated sufficient experience in mating the systems on their platforms, it would be India’s DRDO which will face the real challenge as its indigenous radar and other electronic systems will be the real key to AEW&C project’s success or failure.

Unfortunately, in the past, the DRDO’s radar development record has been a cause for concern. As stated earlier, its Project Airawat suffered a disastrous failure in 1999.

More recently, the multi-mode radar being developed for India’s Tejas light combat aircraft failed to meet the specifications. The IAF has had to make do with IAI ELTA’s M-2032, which is already in the Indian Navy’s Sea Harriers and also in its maritime strike Jaguars, in order to keep the already highly delayed Tejas programme on track.

At this stage, it can only be hoped that the radar and affiliated electronic systems would be successfully developed to specifications and in a timely manner for the aircraft’s already rescheduled induction into the IAF in 2014. Because, given India’s slow process for even off-the-shelf buys, a similar failure by DRDO could easily set the country’s medium AEW&C efforts back by another five years or more. And this would be happening in the backdrop of India’s arch adversary Pakistan having already fielded two advanced types of AWACS platforms. Saab’s Erieye system, mounted on Saab 2000 turboprop has already entered service with the Pakistan Air Force (PAF). Its four Erieye aircraft would soon be joined by four larger Chinese Y-8 turboprop derivatives, the ZDK-03 AWACS. Both varieties are military-off-the-shelf configurations rather than development projects, which will allow the PAF to operationalise its AWACS planes that much faster.

Once again, it is hoped that India’s DRDO takes note of this stark factor. SP www.spsaviation.net

Boost CapaBility

Military

Army AviAtion

PHoToGraPHS: SP GUIDe PUbnS & boeInG

AWAITING THE TEETH: lancer In FlIGHT; (below) alH crUISInG ForwarD; (below rIGHT) ForMaTIon oF cHeeTaH anD alH

The Army Aviation is the arm of the future, a force-multiplier which can tilt the balance in any future conflict. The growth and modernisation must proceed simultaneously to complement each other and due priority be given by the powers that be.

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Military Army AviAtion

t

he cASe fOr rAISINg of Army Aviation needs to develop orBy Lt general (retd) Army Aviation Corps (AAC) ganisations that enhance aviation capaB.S. Pawar dates back to 1963 when bilities to support the concepts of opGeneral J.N. Chaudhary, erations of field commanders. The force the then Chief of Army Staff structure should be tailored to meet (COAS) stressed the requireevolving operational requirements. In ment while discussing the issue with addition, aviation organisations should the ‘Select Body on Aviation’ headed include appropriate maintenance and

by J.R.D. Tata. Chaudhary pointed out that helicopters logistical support elements required to sustain the force. with their rapid development in design and ability to carry sophisticated weapons had become a potent factor in the Army AviAtion employment philoSophy land battle. He further opined that efforts at increasing the In the future; short notice, short duration and high intenfirepower and mobility of the Army would not be complete sity conflicts will prevail and the battlefield is likely to be without an aviation element comprising light, medium and non-linear. The Army Aviation on account of its ability to heavy helicopters organic to it. The Expert Committee on quickly engage, disengage and regroup in the battle zone Aviation also recommended immediate creation of an ‘Army will greatly assist the field force as a force multiplier. The Aviation Corps’ for the Army. It is a sad commentary on our primary mission of Army Aviation is to fight the land battle political and bureaucratic apathy towards defence matters and support ground operations. Its battlefield leverage is that it took 23 years of persistent efforts to finally become an achieved through a combination of reconnaissance, moindependent Corps of the Army in 1986. The organisation bility and firepower that is unprecedented in land warof AAC sanctioned was nowhere near as envisaged in 1963 fare. Army Aviation as the manoeuvre force in the third and continues to remain imbalanced even today, lacking the dimension is the centrepiece of the land force operations.

Reconnaissance, attack, utility and cargo helicopters comwherewithal to be a full-fledged AAC. plemented by light fixed wing and Force Structure support services like air traffic conToday, the AAC has the largest numtrol and logistics, are all required to ber of helicopters amongst the three support the Army in its range of miliservices, a majority being of the retary operations. connaissance and observation class Army Aviation’s greatest contribu(Chetak and Cheetah). Despite this, tion to battlefield success is the ability it has very few helicopters to carry it gives the commander to apply deout a number of extremely specialcisive combat power at critical times ised roles in the tactical battle area. virtually anywhere in the battlefield.

While the induction of the light utilHowever, there are two areas of conity helicopter (LUH) has commenced, cern which need to be taken care of in the medium and heavy lift helicopters order to ensure effective and successwhich form the core of the tactical lift ful use of Army Aviation assets in the capability, continue to be with the tactical battle area. These are the air air force. Hence the dependence of defence and air space management. the Army on the Air Force for tactiSuppression of the air defence by decal movements continues to be near fensive measures or a combination total. A similar situation exists with of offensive and defensive measures regards to attack helicopter units, would be essential to ensure unhinwhich despite being an integral part dered employment of the third dimenof the land battle, remain with the sion in support of ground forces. Air Air Force. The Army’s requirement of space management in the tactical batsmall fixed-wing aircraft in limited numbers for important tle area is a very crucial aspect and requires detailed planroles like command and control, aerial communication ning and coordination to ensure optimum utilisation of all hubs, logistics including casualty evacuation and commu- weapon systems operating in the tactical area. nication flights remains unfulfilled.

A survey of military aviation organisations, within and moderniSAtion oF Army AviAtion outside the country, reveals the inadequacy of India’s Army Despite 24 years since its formation, the Army Aviation Aviation. At present, Army Aviation assets are inadequate continues to remain a reconnaissance and observation for the size of the Indian Army and the tasks it is required force. The helicopters held in its inventory (Chetak and to perform. The expansion of the AAC is therefore imper- Cheetah) are vintage and need immediate replacement. ative. Ideally, the Army Aviation should possess a mix of The trials for their replacement are in their final stages light fixed-wing aircraft and all categories of helicopters with the French Eurocopter and Russian Kamov in the including attack helicopters/gunships for various roles fray. The replacement of the ageing Cheetah and Chetak like reconnaissance, surveillance, combat fire support, air- helicopters is crucial and needs to commence at the earliborne command posts, combat service support, special op- est. Any further delay on this programme will have disastrous consequences on security. erations and logistics.

Army would not be complete without an aviation element comprising of light, medium and heavy helicopters organic to it

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Military Army AviAtion In the light utility LCH is required to opcategory, induction of erate at high altitudes, the Hindustan Aeroa capability which will nautics Limited manube a distinct advantage factured Dhruv (ALH) over others. Some test has commenced. Some flights have been carunits have already been ried out this year, and it raised and are operais likely to enter service tional, having been orby 2014. batted at the level of The armed ALH is Corps. A total of seven already at an advanced such units are planned stage of development. for induction, each havTrials to test the weapon ing 10 helicopters. This systems are currently gives the capability to ongoing. While not a the field force comtypical attack helicopter, mander to move within it has an array of comLIKELY ASSET OF IAF: the tactical battle area parable weapon systems aPacHe on MISSIon up to a company minus to include gun, rockets, force at the critical juncture of the battle. The Dhruv heli- air-to-air and air-to-ground missiles, along with a modern copter is an all-weather, night capable, twin engine ma- sighting system and relevant sensors. In addition, the Army chine with state-of-the-art avionics. The availability of this Aviation already holds in its inventory the ‘Lancer’ (Cheetah resource will give additional tactical capability to the field gunship) capable of firing gun and rockets, a very potent and commanders in planning and execution of their operation- effective weapon system for counter-insurgency operations. al planning.

In the medium-lift category, the capability is basically inFrAStructure development required for intra-theatre move of reserves and equipment While we have talked about the main equipment, there is including ammunition and special operations. The HAL is also an urgent requirement to build suitable infrastructure looking at the feasibility of a joint venture with a foreign and have it in place to absorb the new equipment and orvendor for a 10-12 tonne class multiple purpose utility he- ganisations. Support services like airfields, air traffic conlicopters, but very little progress has been made in this re- trol, met equipment, maintenance equipment, etc would gard so far. The Army needs to pursue this approach more also need upgradation and refurbishment. Lastly, the most important facet, the training facilities for the trainvigorously to acquire this class of helicopters. ing of air crew and ground crew need modernisation. The AttAck helicopterS/GunShipS importance of simulators for this purpose cannot be over Today this is the weakest link in the emphasised. capability of the AAC. The meagre reWith regard to its organisation, sources held two units of attack helithe force structure should be tailored copters, Mi-25/Mi-35, though under the to meet the evolving tactical requireoperational control of Army, are in fact ments. The concept of Army Aviation manned, controlled and operated by the Brigades at Command/Corps level is an Air Force. However, these helicopters imperative and should be established. of Russian origin are vintage, though The Army Aviation needs to play a certain amount of upgrade has been a vastly enhanced role in land operacarried out to make them night capable. tions in the coming years. The need The trials for their replacement have is to create a dedicated and fully cabeen completed. It seems that the Inpable AAC. While the modernisation dian Air Force (IAF) is likely to acquire process has commenced, it is woefully the American Apache Longbow AHslow and needs to be fast tracked. The 64D and their induction will result in a Army Aviation is the arm of the fuquantum jump in the capability. ture, a force-multiplier which can tilt In this context, the development of the balance in any future conflict. The the light combat helicopter (LCH) by growth and modernisation must prothe HAL is a milestone achievement. ceed simultaneously to complement The LCH aims to gate-crash the exclueach other and due priority be given sive club of state-of-the-art light attack by the powers that be. A quote from helicopters which includes EurocopAlvin Toffler aptly sums up the existing ter’s Tiger, Bell’s AH 1Z super cobra situation—“The illiterate of the 21st and China’s ultra secret Zhisheng 10 century will not be those who cannot (Z-10). The LCH is a derivative of the read and write, but those who cannot ALH and the weaponised ALH. The learn, unlearn and relearn.” SP

Army Aviation’s greatest contribution to battlefield success is the ability it gives the commander to apply decisive combat power at critical times virtually anywhere on the battlefield

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Military

ENHaNCiNg AttAck Helicopters

PhotograPh: SP guide PubnS

cApAbilities

With its first induction into the IAF expected as early as in 2012-13, the LCH could easily beat the Apache induction by a number of years. However, in the long run, both are expected to complement each other and be worthy successors of the Mi-25/35 fleets.

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Military AttAck Helicopters

W

It is interesting to note that Boeing hIle 2011

By Air Marshal (retd) had backed out of the competition in PrOVed TO be V.K. Bhatia October 2008. But in 2009, the coman eventful year petition was restarted with the issufor the Indian Air ance of a new request for proposal Force (IAF), in (RFP) for 22 combat helicopters at a terms of new accost of approximately $500 million, quisitions, it was hoped that 2012 with a request for Boeing to particiwould bring even greater cheer for the depleted force to accelerate the process of rebuilding pate along with the six other global manufacturers of such itself, both in terms of numbers as well as an all round im- machines. The qualitative requirements were twin-engine, provement in its combat potential. That the hopes were not high manoeuvrability, anti-armour, all-weather and all terbelied came true with the announcement of the winner of rain capability. The IAF wanted the helicopters to have a the medium multi-role combat aircraft (MMRCA) competi- minimum 20mm calibre turret gun, be capable of firing tion on January 31, with Dassault from France, the maker 70mm rockets with a 1.2 km range and missiles with at of the Rafale multi-role jet fighter, declared as the lowest least seven km range. The helicopter was to be equipped bidder to bag the deal. The contract—after the final negotia- with an electronic warfare and self-protection suite. In retions are completed—is likely to be inked during the early sponse, Boeing on its part submitted an Apache proposal in October 2009. Two years later, the US AH-64D Apache part of the financial year 2012-13.

But the adrenalin rush does not end here as the rest of emerged as the front-runner ahead of its closest rival, the 2012 promises to be no less action-packed. Amongst the Russian Mi-28 N. many lucrative deals to be signed this year, one which likely brings the greatest cheer to the IAF’s rotary wing air war- apache meeTs The requIremenTs riors would be the inking of the already selected Boeing’s A close scrutiny of the Apache Block III’s capabilities would AH-64D Block III Apache Longbow attack helicopters deal. reveal that it more than meets the QASR set by the IAF. The The contract is for the supply of 22 Apaches to be delivered AH-64D Apache Longbow is equipped with an advanced to the IAF to augment its fleet of attack helicopters. There sensor suite and a glass cockpit. The heart of the attack helicopter is the dome installed over the main rotor, housing could be repeat orders in the future. the AN/APG-78 Longbow millimetre-wave fire control radar Background (FCR) target acquisition system and the radar frequency The IAF may have seen its first ‘chopper’ way back in the interferometer (RFI). The raised position of the radome 1950s with the limited induction of Sikorski S-55 helicop- enables the detection of targets and launching of missiles ters into service, but these and later Mi-4s supplied by the while the helicopter is behind obstacles (terrain masking). erstwhile USSR were essentially utility/casualty evacuation A radio modem integrated with the sensor suite allows data machines without combat teeth. It was with the induction to be shared with other D-models; allowing them to fire on of Mi-8s and later Mi-17s, which even though designated as targets detected by a single helicopter. medium-lift utility helicopters also had provisions to carry Block III aircraft also have improved digital connectivity, armament and be used in the armed-helicopter role. These joint tactical radio systems, more powerful T700-GE-701D helicopters could carry a substantial load of armament in engines, enhanced transmission with new split-torque face terms of 57mm rockets and up to 250-kg free-fall bombs. gears to accommodate more power, new composite rotor Some of them could also be modified to carry chin-mounted blades, full IFR capability and improved landing gear. Block guns, an option which was not exercised by the IAF. In ad- III Apaches also have the capability to control UAVs. These dition, some light helicopters namely Chetak were modified have also been upgraded with VN sight low-light television in the anti-tank role armed with SS-11B1 anti-armour wire- sensors (LLTV), allowing ambient lighting such as street guided missiles. lights, beacons, and headlights to be viewable; which existHowever, it was only in the early 1980s, the IAF received ing thermal imagers cannot do. its first lot of dedicated assault/attack helicopters. In 1984, No. One of the revolutionary features of the Apache is its 125 helicopter unit was formed with the then formidable Mi- helmet-mounted display, the integrated helmet and dis25 gunship helicopters. The upgraded Mi-35s followed in April play sighting system (IHADSS); among other abilities the 1990, with No. 104 HU being re-equipped with the type. These pilot or gunner can slave the helicopter’s 30mm automatic two units have continued to serve in the specialised gunship M230 Chain Gun to his helmet, making the gun track head role for quarter of a century or so in support of the Army. movements to point at where he looks. The M230E1 can However, even after having gone through mid-life upgrades be alternatively fixed to a locked forward firing position, or of sorts, these machines are becoming obsolescent and need controlled via the target acquisition and designation systo be augmented urgently. This led to the selection process of tem (TADS). a suitable state-of-the-art attack helicopter for induction into The AH-64 is adaptable to numerous roles within its the IAF which finally zeroed in onto Boeing’s latest version of context as close combat attack (CCA) and has a customisable the Apache as the attack helicopter choice for the IAF. weapons load for the role desired. In addition to the 30mm M230E1 chain gun, the Apache carries a range of external The apache ah-64d LongBow BLock III stores on its stub-wing pylons, typically a mixture of AGMApache Longbow was one of several types that competed 114 Hellfire air-to-surface missiles (max range: 8 km), and for the Indian Air Force order for 22 attack helicopters. Hydra 70 general-purpose unguided 70mm (2.76 in) rock32

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Military AttAck Helicopters ets. Its air-to-air missile capability may be enhanced further with the fitment the Starstreak’ AAM with an effective range in excess of seven km.

It is quite obvious that the induction of the Apache will create remarkable capability accretion in the field of attack helicopters. But the biggest capability accretion would accrue in terms of crossing the altitude hurdle. A fully-loaded Apache with its powerful T700-GE-701D engines has a service ceiling of 6,400 m (21,000 ft). This will give it the capability of engaging enemy targets located at high altitude areas such as Kargil, Siachen, etc—a capability sorely missed during the 1999 Kargil operations against Pakistan when the then available Mi-25/Mi-35 combat helicopters could not be employed due to limitations of service ceiling (3-3.5 km with weapon load) against targets which were generally located at heights exceeding 4.5-5 km.

The IndIgenous efforT

The Hindustan Aeronautics Limited (HAL) has succeeded in developing its own indigenous light combat helicopter (LCH) in the 5.5-tonne class. A derivative of the advanced light helicopter (ALH) Dhruv, The LCH will have a glass cockpit with multifunction displays, a target acquisition and designation system with FLIR, Laser rangefinder and laser designator. Weapons will be aimed with a helmet-mounted sight and there will be an electronic warfare suite with radar warning receiver, laser warning receiver and a missile approach warning system.

The helicopter is to be fitted with a data link for networkcentric operations facilitating the transfer of mission data to other airborne platforms and ground stations operating in the network, facilitating force multiplication. Apart from being equipped with a turreted 20mm gun system, the LCH is being developed to carry a plethora of weapons. These would include rockets and gravity/cluster bombs and grenade launchers. The LCH would also be armed to carry MBDA air-to-air missiles (AAMs), as also air-to-surface antiradiation and anti-tank missiles.

With these features, the LCH is expected to play a major role in air defence against slow moving aerial targets, destruction of enemy air defence operations, escort to special heliborne operations, support of combat search and rescue operations, anti-tank role and scout duties. With a projected service ceiling of 6.5 km, the LCH would be able to avoid the infirmity of Mi-25/35 helicopters and play a useful combat role against high altitude targets. Impressed with its potential as a light-weight but highly capable combat helicopter, not only the IAF with 65 but the Indian Army has also placed firm orders far exceeding that of the IAF at 114.

With its first induction into the IAF expected as early as in 2012-13, the LCH could easily beat the Apache induction by a number of years. However, in the long run, both are expected to complement each other and be worthy successors of the Mi-25/35 fleets. SP

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5th Gen

Military

Combat Jets

aspIratIons

I

NdIA’S INdIgeNOuS lIghT cOmbAT aircraft (LCA) programme originally conceived in the mid-1980s has finally reached a stage where Squadron inductions could be anticipated in the next couple of years.

As a logical next step, Indian aeronautical establishment has now embarked on a follow-up advanced medium combat aircraft (AMCA) to bridge the gap between light combat aircraft on the one hand and the heavy Su-30 MKI on the other. The mission is to develop a 20-tonne, twin engine, stealthy fifth generation multi-role fighter by 2017 at the cost of $2 billion (`10,000 crore). It is to be designed for low observability or ‘stealth’, ‘super cruise’ or prolonged persistence at supersonic speed in dry power, super agility and a highly integrated suite of powerful active and passive sensors to give the pilot a 360-degree situational awareness. In other words, it is to possess all attributes that define the current of fifth generation aircraft both in service i.e. American F-22 Raptor as well as those under development i.e. the Russian PAK-FA and the US-led multi-nation joint strike fighter (JSF).

So far what has been put out in the public domain, the indigenous AMCA, appears more like a wish list of all that the aircraft should be. Being in the nature of generalities,

no informed comment is possible. However, one basic question does come to mind and that relates to the planned size of the aircraft. All current and planned fifth generation fighters are in the 30 to 35 tonne class. That appears to be the required weight for a large enough platform for the carriage of meaningfully large payload, internally, a sine qua non for a stealth fighter.

With its planned size, what niche mission profile is the AMCA to fulfil is not clear. However, notwithstanding absence of clarity on this account, yet it is a commendable initiative on the path to achieving self-sufficiency in design, development and manufacture of advanced weapon systems—a capability that must eventually underpin India’s security policy. From that standpoint alone, the project must be pursued with vigour incorporating all technological, manufacturing and organisational lessons learnt from the LCA and Su-30 experience.

While fully acknowledging and endorsing the logic of pursuing an advanced technology project like the AMCA, it is impossible to overlook not only the enormity of technological challenges involved, but also the past performance of defence PSUs in delivering projects on time. Therefore, it would be reasonable to assume that notwithstanding the

PhotograPh: lockheed martin

India’s strength must emanate from its own genius. Joint development with the Russians of a fifth generation fighter is a good opportunity for it to leapfrog several steps in establishing a sound research and development base which when invested in AMCA or any other platform of choice, would give India the real muscle to dominate its claimed turf.

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www.spsaviation.net

Military Combat Jets 2017 timeline for the project’s fructification, in the next decade or more, India’s fifth generation fighter capability is likely to reside only in the Russian PAK-FA (or FGFA as we would have it) currently under development, for which India has committed $6 billion (`30,000 crore) and also received 25 per cent work share. It is the capability which this aircraft brings to the table (rather than the AMCA) that would be of operational interest in the next 10 to 20 years time frame.

Earlier media reports suggested that IAF was to acquire 200 plus fifth generation fighters. The first tranche was to consist of 50 single-seat PAK-FAs. The balance, twin-seat FGFAs were to be custom built to IAF’s specifications albeit on the same platform. IAF’s requirement predominantly of twin-seat aircraft was in accordance with the IAF’s concept of employment of the aircraft. However, in a press conference on October 3, 2011, IAF chief Air Chief Marshal N.A.K. Browne revealed that the IAF planned to induct a total of 214 fifth generation aircraft consisting of 166 single-seat PAK-FAs and 48 twin-seat FGFAs. Unless there is an error in the report, the Chief’s statement represents a major deviation from the earlier IAF thinking on the employment philosophy of this extremely potent weapon system. If the IAF opts for single-seat PAK-FAs as the bulk of its proposed fifth generation inventory, it is likely to get ownership in a shorter time frame than if it were to consist of extensively re-engineered airframes as for the FGFA. T-50, the PAK-FA prototype, was to commence flight trials in early 2007. However, because of a series of unspecified technical problems, its maiden flight got delayed by nearly three years. Finally, it flew for the first time on January 29, 2010. By November 2011, the three prototypes had flown 100 sorties. According to Russian Air Force Commander-inChief General Alexander Zelin, PAK-FA would enter Russian Air Force service in 2014-15. History of F-22 development cycle and its induction into the USAF is instructive in this respect. YF-22 prototype first flew in September 1990, and the first development aircraft in September 1997, but the F-22 was not declared operational until December 2005.

Back of the envelope calculation would suggest that Russian expectations of operationalising PAK-FA in the stated time frame are grossly exaggerated. Considering the balance of development work that still remains to be done, full scale delivery of production standard PAK-FA is unlikely before the latter part of this decade.

In September 2010, India and Russia reached an agreement on a preliminary design contract for joint development of FGFA to IAF’s specifications. Each country was to invest $6 billion and the anticipated time frame for development was eight to ten years. This is entirely realistic considering both the extensive re-engineering involved as well as integration of various systems of India’s choice as was done in the Su-30 MKI. It follows that notwithstanding pious wishes, neither fifth generation PAK-FA nor FGFA is likely to be in operational service before the current decade runs out.

When it does take to Indian skies, PAK-FA/FGFA would usher capabilities of a different order of magnitude. It would possess all the attributes of a fifth generation fighter so far unique to only the F-22 viz. stealth, supersonic cruise, highly integrated avionics and a powerful suite of active and passive sensors. PAK-FA’s advanced aerodynamic design, exceptional thrust/weight ratio, three dimensional thrust

vectoring integrated with an advanced digital flight control system would suggest an extremely agile platform. The decisive edge that these attributes bestow can be gleaned by the superlative performance of the other fifth generation fighter i.e. F-22 Raptor. During Exercise ‘Northern Edge 2006’ in Alaska, pitted against as many as 40 “enemy aircraft” during simulated battles, the F-22 achieved a 108-to-zero kill ratio. While it’s always wise to take such figures with a grain of salt until one has taken into account the exercise settings and conditions in full, raw numbers are still impressive.

Sources suggest that PAK-FA is set to match if not exceed F-22’s performance. Coupled with an impressive weapon load consisting of advanced air-to-air and air-to-ground weaponry and exceptional combat persistence as a result of a 25,000 lb internal fuel load, the aircraft will have the potential to dominate the region’s skies.

However, the optimism of such a future is unlikely to remain entirely unchallenged. In January 2011, Chinese flew a first flight on what looked like their version of a fifth generation fighter. Named Chengdu J-20, it is a single-seat, twin-engine aircraft, which appeared to be somewhat larger and heavier than the comparable Sukhoi T-50 or F-22 Raptor. In aerodynamic shaping, the front section of the aircraft appears chiselled like the F-22, while the body and tail resemble Sukhoi T-50. Therefore, there is a clear attempt at achieving a degree of ‘low observability’ or stealth. However, aft fuselage, tail booms, fins/strakes and axi-symmetric nozzles are not compatible with high stealth performance. But it is possible that the observed features could be stop-gap to expedite flight testing of a prototype and thus could be subjected to further refinement. Known and observed parameters of the prototype have given rise to much speculation about its envisaged roles and capabilities. One view is that because the aircraft’s centre of gravity must be within the triangle defined by the landing gear, the J-20 depends on lift from its canards, which imposes a limitation on its manoeuvrability. It concludes that the J-20 is not a fighter, but rather a light supersonic bomber. The design could be intended for a missile launching platform against enemy shipping, its high cruising speed and low observability functions being to minimise its vulnerability to opposing interceptors. Such a view sits well with the doctrine of ‘denial’ being pursued by the Chinese against US carrier threat close to their shores.

Be that as it may, it is clear that the Chinese are determined not to concede any turf unchallenged. Equally important, they are making rapid and impressive strides in developing indigenous technologies to back their challenge. Therefore, it is more than certain that our bid to dominate the region’s skies will not be given a free run.

Modernisation of IAF’s force structure with several squadrons of Su-30 MKI, recently selected Rafale MMRCA, upgraded Mirage 2000 and MiG-29s give the IAF enough muscle to be counted. FGFA in IAF colours would add another dimension to its capability. But in the final analysis, India’s strength must emanate from its own genius. Joint development with the Russians of a fifth generation fighter is a good opportunity for it to leapfrog several steps in establishing a sound research and development base which when invested in AMCA or any other platform of choice, would give India the real muscle to dominate its claimed turf. SP

—By Air Marshal (Retd) A.K. Trikha Issue 4 • 2012

SP’S AVIATION

35

Marketing FeatUre

russian arms export

rUssianaviation For india allthe military may need Ka-226T lighTweighT mulTirole helicopTer

t

he RuSSIAN ARmS exPORT has been rising steadily of late, with JSC Rosoboronexport, which until recently used to be the sole weapons trader for Russia on the international market, saying its total sales of military hardware exceeded $10.7 billion in 2011 – up $2 billion from the previous year.

The growth is expected to continue, mostly owing to the serious competitive advantages of Sukhoi and MiG fighter jets, the Yak-130 combat trainer, Mil and Kamov helicopters, Antey-2500, Buk-M2E, Tor-M2E, Pantsyr-S air defense systems and other advanced Russian weapons. In fact it is these systems that make up the backbone of the Rosoboronexport’s $33-35 billion portfolio of orders. Aircraft top the rating of best-selling Russian weapons, accounting for 51 per cent of the sales.

Although Russia has been making good progress on new markets, India remains its key partner as far as defense technologies are concerned.

The Indian-Russian defense cooperation can be traced back to 1961, when the first batch of Mi-4 helicopters was shipped to the South Asian country. Ever since Moscow and New Delhi have been attaching special importance to aviation technologies in their military-technical partnership. Therefore, the largest-inscale joint programs, worth billions of dollars, are carried out in this particular area, and include the licensing of Su-30MKI production in India, the upgrade of India’s fleet of MiG-29s, the development of the Fifth-Generation Fighter Aircraft and the military transport aircraft, which might also be used for commercial purposes, and some others. These key projects seek to bring mutual benefit now and in years and decades to come.

One of the most critical things is that both nations are unambiguously upbeat about the fact that their militarytechnical cooperation has covered a long road from ordinary buy-and-sell relations to joint development and production of state-of-the-art pieces of weapons and materiel in just about five decades. No other partner has so far reached such a high level of trust and confidence in the cooperation with India as Russia has. Indeed, this is a really privileged strategic partnership: Russia offers things to India, which it is not going to share with anybody else. Moreover, lots of joint programs are in plans for decades in future. Which is also important, Rus36

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mi-17V-5

sia has never attached any political strings to weapon supply, production licensing or upgrade programs. As a result it is only natural that the relationship between the two nations has been evolving stably and dynamically, and both Indians and Russians feel at ease working with each other.

Both sides are looking forward to deepening the existing ties, investing into the future of their cooperation. India continues buying Russian-made weapons, which is not just a tradition, but a purely pragmatic approach. The country’s Armed Forces need some ready-to-field systems, including aircraft now, and it is possible that some of them will be purchased from Russia that plans to win in the ongoing Indian tenders with its bids.

The most promising one is the Il-78MK-90 tanker-plane that has already passed the tests as part of the Indian contest for six such aircraft. The tanker meets India’s requirements entirely. At the same time, the aircraft of the Il-76/78 family proved effective in service with the Indian Air Force in transport, tanker and airborne warning and control roles. They earned a reputation for being reliable, easy-to-maintain and efficient. In addition, the new modification, Il-78MK-90, features more economical PS-90A-76 engines, a modified wing, an updated fly-by-wire system and avionics. Importantly, India has got requisite infrastructure to operate, accommodate and maintain the aircraft.

Rosoboronexport is also ready to offer a long lineup of Russian helicopters, which tend to become increasingly popular in the world. Probably the most successful example is the Mi-17V-5, already in service with the Indian Air Force. Also promising is the Ka-226T lightweight multirole helo, taking part in the contest for 197 scout and surveillance aerial vehicles for the Indian Army. A significant competitive advantage of the Russian bid is that it is offered together with a luring offset program. A favorite in another tender, Mi-26T2 easily lifts up to 20 tons of cargoes, leaving all rivals far behind.

In summary, even a shortlist of Indian-Russian cooperative endeavors demonstrates that the relations, built over the past several decades, are really multifaceted, time-proven and based on the principles of mutual respect and benefit. Whilst cutting-edge technologies are the core elements of the partnership, it is confidence of partners in each other that makes this partnership real fruitful. And this is what really matters! SP www.spsaviation.net

Military

Multi-

Industry

MIssIOn CapabIlItIes

SOLUTIONS FOR FUTURE: A330 MRTT; (RIGHT) A400M ON MISSION

Ahead of Defexpo 2012, Airbus Military held a press conference briefing the media about the varied products it has on offer for the Indian defence forces—C295, A400M, A330MRTT

PHOTOGRAPHS: AIRbuS MIlITARy

O

N MArch 21, A comprehensive press briefing was conducted by Airbus Military’s Vice President, Defence Capability and Market Development Ian Elliott as a curtain raiser from his company for the forthcoming Defexpo 2012 to be held in Delhi starting March 29.

Outlining the company’s profile, he traced its formation as a daughter company of the parent Airbus which itself is one of the four major arms of the largest in Europe defence conglomerate, the European Aeronautic Defence & Space Company (EADS)—the other three being the Eurocopter, Astrium and the Cassidian, dealing with helicopters, space and Eurofighter programmes, respectively.

Airbus Military, seemingly a small subsidiary of the giant parent Airbus actually, is the only military and civic/humanitarian transport aircraft manufacturer to develop, produce, sell and support a comprehensive family of airlifters ranging from three to 45 tonnes of payload. Airbus Military’s highly versatile product range includes the robust and service proven, three to nine tonnes payload “light and medium” Family, comprising the C212, the CN235 and the C295 “workhorses”, the all new 37-tonne A400M designed for the needs of the 21st century, as well as the A330 MRTT—the benchmark in multi-role tanker transport aircraft, and further military derivatives based on Airbus commercial aircraft. Airbus Military is the global leader in the market for military transport, tanker and surveillance aircraft able to perform the most varied missions. Altogether, Airbus Military has sold more than 1,000 aircraft to about 130 military,

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civilian and government customers. More than 800 of these aircraft have been delivered.

Headquartered in Madrid, the company’s facilities are essentially based in Spain. Its main sites are Getafe, close to Madrid, where civil Airbus A330 airframes are converted into multi-role tanker transport (MRTT) aircraft, and Seville, where the San Pablo factory, south of the airport, hosts the A400M final assembly line opened in 2007, as well as the complete production and final assembly of the C212, CN235 and C295.

Elliott gave detailed briefing on the roles and capabilities of three major airframes which, apart from their core capabilities were also extremely well endowed for the multi-tasking mission requirements of the 21st century. These are as follows: C295: The TaCTiCal “Workhorse”

The Airbus Military C295 is a new generation, very robust and reliable, highly versatile tactical airlifter able to carry up to nine tonnes of payload or up to 71 personnel, at a maximum cruise speed of 260 kt/480 kmph. Fitted with a retractable landing gear and a pressurised cabin, it can cruise at altitudes up to 25,000 ft, while retaining remarkable short take-off and landing (STOL) performance from unprepared short, soft and rough airstrips, as well as excellent low level flight characteristics. Powered by two Pratt & Whitney Canada PW127G turboprop engines, the C295 provides an excellent manoeuvrability, outstanding hot and high performance, low fuel consumption and consequently a very long endurance of up to 11 hours in the air.

According to Elliott, the exceptionally long endurance of www.spsaviation.net

Military Industry Ian Elliott served in the rAF and retired in the rank of ‘Air commodore’ prior to taking over his present assignment with Airbus Military. Interestingly, he was a ‘tanker’ pilot flying the earlier Vc-10 airto-air refuellers. he was also the base commander of the rAF Brize Norton which has traditionally been the home base of the rAF’s tanker fleet and which will also house the latest A330 MrTTs.

the aircraft makes it the ideal platform for the maritime patrol duties and, with suitable modifications it could prove to the leading candidate to meet the requirements of India’s medium-range maritime reconnaissance (MRMR) programme.

The a400M: The versaTile airlifTer for The 21sT CenTury

Elliott emphasised that though yet to see operational service, the A400M epitomises the most versatile airlifter currently available, ably responding to the highly varied needs of world air forces and other organisations in the 21st century. It can perform three very different types of duties: short range, tactical missions directly to the site of action, and longer range strategic/logistic operations, as well as being able to serve as a “tanker”. Powered by four unique counter-rotating Europrop International (EPI) TP400 turboprop power plants, the A400M offers a wide flight envelope in terms of both speed and height. It is the ideal airlifter to fulfil the diverse requirements of nations around the globe in terms of military, humanitarian and any other “civic” missions for the benefit of society.

The A400M was launched in 2003 to respond to the combined needs of seven European nations grouped within OCCAR (Belgium, France, Germany, Luxemburg, Spain, Turkey and the UK), with Malaysia joining in 2005. This is one of the major reasons for its extreme versatility. The A400M can perform missions which previously required two or more different types of aircraft, and which even then provided an imperfect solution. With its 12-wheel main landing gear designed for operations from stone, gravel or sand strips, its efficient absorption of shock-loads into the airframe structure, and its minimised risk of foreign object damage, the A400M is able to land on and take-off from short, soft and rough unprepared airstrips meeting the CBR6 standard. These characteristics allow it to ensure, for example, that swift humanitarian aid can arrive on the spot in the very short time frame needed after a disaster.

On its possible sale in the Indian context, Elliott conceded that the IAF may not immediately feel the need for the aircraft having already gone in for the C-130J tactical and C-17 Globemaster III strategic airlifters. But in his opinion, the ‘Grizzly’ sitting in the middle of the payload capabilities of the US aircraft could certainly complement the other two with its 37-tonne payload and excellent short/soft field capabilities. He was therefore hopeful that the IAF may certainly consider the A400M for acquisition say, after a decade

or so, once the aircraft has proven its operational capabilities with other air forces round the globe. a330 MrTT: The 21sT CenTury benChMark for neW GeneraTion Tanker/TransporT airCrafT

Extolling the A330 MRTT Elliott said it is the only new-generation ‘multi-role tanker transport’ aircraft flying, and fully certified today. Having demonstrated its capability during an extensive flight test campaign and following a first delivery in early June 2011, it made its first flight in RAAF service in September 2011. The A330 MRTT uniquely offers simultaneous military strategic air transport and air-to-air refuelling capabilities.

The A330 MRTT is the most capable tanker/transporter currently available. It is the only aircraft able to perform simultaneously three different types of missions: aerial refuelling (tanker role), passenger and/or freight transport, and/ or medical evacuation (MEDEVAC)—making it exceptionally productive. Additionally, its fuel capacity is sufficient to supply the required quantities without the need for any additional tanks, or major structural modifications and it is able to carry more passengers and more freight than any competing type.

Derived from the successful A330-200 series which has a wing, large enough to hold all the fuel needed to make it the highest performing tanker, the A330 MRTT is able to carry up to 111 tonnes / 2,45,000 lb of fuel in its wings alone. This enables it to excel in ‘air-to-air refuelling’ missions. Without the need for any additional fuel tanks, it retains its full and simultaneous passenger and cargo carrying capability. The A330-200 has a range of up to 8,000 nm/4,800 km, with a maximum speed of Mach 0.86.

The A330 MRTT can refuel any kind of receiver. It is provided with the advanced Airbus Military aerial refuelling boom system (ARBS). The Airbus Military ARBS is the only certified new generation boom, which also allows the fastest fuel transfer and hence greatly reduces the refuelling operation time. Refuelling can be performed at any altitude up to 35,000 ft while cruising at speeds between 180 kt and 325 kt.

To refuel probe-equipped receivers, the A330 MRTT is fitted with two Cobham 905E under-wing hose and drogue pods.

A330 is participating in the ongoing IAF programme for acquiring six modern multi-role tanker transport aircraft and in last November it had completed the flight evaluation trials both in terms of refuelling varied jet fighter fleets of the IAF such as the Su-30s, Jaguars and Mirage 2000s as also operating from high-altitude airfields such as Leh in the Ladakh region of J&K. On a question posed by Jayant Baranwal, Editor-in-Chief, SP’s Aviation on how confident was he for the success of the A330 in the IAF’s MRTT programme Elliott responded by stating he was more than confident of a favourable outcome of the MRTT competition on two counts; one, the A330 is a fantastic airplane and two, because of the unique multi-mission capabilities of the aircraft. Answering a follow up query from the audience, he cited an example of how a single A330 MRTT could support an intercontinental ferry by four IAF fighters such as the Su-30 MKIs from their home base in India to mainland Europe, not merely refuelling them in the air, but also simultaneously carrying a full-fledged detachment of 50 personnel and 12 tonnes of support equipment —one aircraft, three missions, single sortie. SP

—By Air Marshal (Retd) V.K. Bhatia Issue 4 • 2012

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Military

Helicopter

ready to Serve

India intends to buy 197 helicopters and the race to prove their mettle is on. One of the world’s leading helicopter manufacturers Eurocopter has emerged as the frontrunner with its AS550 C3 Fennec.

PhotograPh: eurocoPter

W

hIle The dePlOymeNTS ANd uses for helicopters are many, the most important function remains that of reconnaissance and surveillance. It is therefore natural that as India descends on a massive modernisation campaign, one of the most important requirements of the Indian armed forces is also that of reconnaissance and surveillance. India intends to buy 197 helicopters that can deliver flawlessly on this critical mission. The race to prove their mettle is on the world’s leading helicopter manufacturers, and one of the helicopters that have emerged as the frontrunner is Eurocopter’s globally coveted AS550 C3 Fennec.

According to Rainer Farid, Vice President, Sales, Asia Pacific, Eurocopter, “Extensive global experience tells us that reconnaissance and observation helicopters need to be capable of fulfilling various roles: personnel transport, escort and armed missions, casualty evacuation and observation. The three key expectations from a successful helicopter in this segment, therefore, are manoeuvrability, versatility and agility. This is what makes Eurocopter’s AS550 Fennec one of the most successful helicopters in the world for this kind of requirement.”

The success of Fennec clearly lies in its versatility. It is the only helicopter that is certified by internationally accredited military certification agency (French DGA under MoD). As an important advantage, Eurocopter has a manufacturing capacity of more than 300 Fennec/Ecureuil helicopters a year.

Given a production rate of approximately one helicopter a day, Eurocopter is today best geared up to deliver the 197 units required by the Indian armed forces at the earliest.

The AS550 Fennec is the combat version of the Ecureuil family and is renowned the world over for its lethality. It can be fitted for anti-tank, air-to-air combat, ground support and training missions and it is also used in the utility transportation role.

The multi-role capabilities of the Fennec have made it a success with several countries like Australia, US, Brazil, UAE, etc. From the hottest of deserts to the highest of altitudes, the Fennec has the ability to map it all. In fact; in terms of temperature, it can function impeccably from –40ºcelsius to 50ºcelsius. This is what makes the Fennec a reference helicopter for extremely hot/desert operations.

Not only can it be deployed successfully at sea-level, it also holds the world record for landing on the top of the Mount Everest. It can execute forward speed and rapid ascent in

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record times, which makes it best suited for reconnaissance and surveillance activities. Given its abilities, it is a reference helicopter and definitely the best suited for the requirements of the Indian armed forces as they operate in the most extreme temperature conditions mapping the most challenging of terrains.

“The Fennec is our most advanced helicopter and it is a proven military helicopter including complete weapon systems, fully compliant with the quality requirements of the Indian Army and the Air Force. We have completed field trials and the Fennec has demonstrated excellent results, fully compliant with the expectations of the armed forces,” says Farid.

Talking about the global success of the helicopter, 155 AS 550 Fennec single-engine helicopters are in service with various armed forces in 16 countries including the Singapore Air Force, the UK Air Force, the Thai Armed Forces, the Brazilian Army and Air Force, the Ecuador Air Force, the Danish Army, the French Army, the United Arab Emirates Special Operations Command and the Royal Guard of Oman.”

A winning combinAtion

The AS550 is a light aircraft based on a reinforced highstrength glass fibre and aramid airframe. The Starflex main rotor head and blades are also of composite materials for added strength and weight reduction. The helicopter is fitted with armoured seats and can carry the pilot and up to five troops. The cabin can also be configured for medical evacuation with a capacity of up to two medical evacuation stretchers and two doctors.

The state-of-the-art cockpit is equipped with single controls and is night-vision compatible. The navigation suite includes sophisticated global positioning system, a VHF omni-directional radio ranger and instrument landing system (VOR/ILS), an automatic direction finder, distance measuring equipment and a marker beacon transponder. The secure communications systems are fitted according to the customer country’s specification.

“The single and twin-engine versions can also perform complementary missions, such as pilot training. Since it is equipped for Instrument Flight Rules, the Fennec can easily be used to train pilots who will be flying medium-to-heavy helicopters, and all at much more affordable costs than previously,” adds Farid. SP

—By SP’s Special Correspondent www.spsaviation.net

Military

Industry

ElEttronica

ItalIan technology & InternatIonal commItment

PhotograPhs: elettronica

I

N The glObAl defeNce scenario, Elettronica is, nowadays, one of the few European companies exclusively devoted to the design, development and production of systems and equipment conceived to ensure an effective defence function. From the outset of its industrial activity, in the early 1950s, focused on fully meeting the stringent procurement needs of government defence administrations and providing adequate supportability of products throughout their entire life cycles, Elettronica has equipped the armed forces of 28 nations in five continents and always maintained the company identity strongly projected into the future. Currently, the product line offered by Elettronica covers with excellence all aspects of electronic warfare (EW) in the radar, infrared and communications bands; in addition to its leading edge high-tech capability, not limited to a simple technology supremacy, the company can also claim a unique know-how in the preparation and validation of equipment libraries associated with the EW equipment.

Both in asymmetric and symmetric combat conditions, every aspect of state-of-the-art electronic defence is addressed, from passive monitoring of enemy, neutral and even friendly electronic emissions, to the self mutual and stand-off protection of own combat and all kinds of military and paramilitary platforms. “In terms of countermeasures and military self-defence systems, our solutions are definitely one step ahead technologically. This is indeed a crucial aspect of our work, since we think that the excel-

lence of our products is what will allow Elettronica to attain further growth,” adds Mr Lorenzo Benigni, Vice President Corporate Image & Communication. With the mandatory thrust to excellence fixed in its industrial approach, every line of ELT’s products covers specific customer requirements.

The company has successfully met the challenge posed by the major changes characterising this unique market niche, competing actively with the major European industrial groups and achieving an enviable supremacy on a worldwide basis in the development and production of electronic defence systems.

The company is constantly seeking to integrate international models and approaches, with projects based on international synergies that can ensure its presence, either directly or indirectly, in the various segments of interest.

In order to be able to reach customers wherever they may be, Elettronica has developed quite a well-organised international structure. “Apart from our headquarters in Rome, today our firm can count on a number of branches worldwide, the most important one being Elettronica GmbH. Over the years, our German branch has grown in importance,” stated Mr Lorenzo Benigni. The international expansion of Elettronica is still far from over. “In 2007, we have opened in UAE a company called EltBat, which is the result of a joint venture between Elettronica and Baynunah Aviation Technology. In India, to increase the volume of its export business, Elettronica has signed a joint venture, called AEDS, with Alpha Design Technology, a private company, the centre of excellence for many advanced high technology programs,” continues Mr Benigni.

In essence, with this mandatory thrust to excellence fixed in its DNA, Elettronica has the complete mastership and control of the techniques implemented in its products.

Elettronica is a front-line company from a technological and operational point of view, without the limitations often associated with industries depending on major powers, which are very active on the geopolitical stage. SP Issue 4 • 2012

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41

TREASURE

HOUSE

visit: www.spsmilitaryyearbook.com

Hall of Fame

T

he eArly decAdeS Of powered flight featured only piston engine propeller-driven machines. These marvels of human ingenuity strove to pack lighter and more powerful engines as snugly as possible, in order to fly ever faster and higher. However, military designers soon realised that their aircraft were clearly limited both in velocity and maximum altitude. Between the two World Wars, even the fleetest fighter could not exceed around 350 mph (560 kmph), because bigger engines meant greater weight that would, paradoxically, slow down the aircraft. Attempts to spin propellers more rapidly also hit up against compressibility effects as the tips approached the speed of sound.

And climbing to high altitude in order to gain tactical advantage over enemy aircraft was difficult because the decreasing atmospheric density reduced both engine and propeller efficiency. When Frank Whittle realised that trying to make more powerful piston engines with larger propellers simply would not work, he dreamt of a gas turbine engine that could forcibly expel air out of an exhaust pipe at the rear, thus generating more propulsive force than any other aero engine in existence. Although some people also credit Hans von Ohain of Germany for independently inventing the jet engine, Whittle is widely regarded as the father of jet propulsion.

Air Commodore Sir Frank Whittle was born in Coventry, England, on June 1, 1907. The son of a mechanic, from a young age he had an aptitude for engineering and a keen interest in flying.

His dreams of joining the Royal Air Force (RAF) were dashed because of his short stature, but at the third attempt he was accepted as an apprentice. Soon his remarkable talents won him a place on the pilot training course at RAF Cranwell. It wasn’t easy being an ex-apprentice amongst a group of highbrow ex-public schoolboys, but he surged ahead of the others and went solo after about 14 hours of dual flying.

In July 1928, Whittle was commissioned as a Pilot Officer. He was rated as an “exceptional to above average” pilot, stood second in class in academ-

ics, and won a prize for his course thesis outlining the fundamental concepts of a turbojet engine. He then converted to the Bristol fighter, excelling in daredevil low flying and aerobatics, and was posted to an instructor’s course at the Central Flying School. Here, despite his other responsibilities, he painstakingly designed a turbojet and

Frank Whittle (1907-96)

‘A wonderful friend and a man who became the greatest engineer of this century. He was a modest genius and had many attributes other than just sheer technical brilliance.

He had, in addition, courage, determination, dignity and generosity, together with an infectious sense of humour.’ filed the world’s first patent for a gas turbine to propel an aircraft directly by its exhaust gas, on January 16, 1930, at the age of 22. However, he received neither encouragement nor support from the Air Ministry and the project suffered many delays, mainly due to lack of finance. Yet he managed to create a prototype which first ran in 1937.

The constant setbacks and tension seriously affected Whittle’s health. He

began to suffer stress-related ailments such as eczema, heart palpitations and weight loss. And still he continued to push himself but suffered a nervous breakdown in 1940. By early 1941, however, the 850 lbf (3.8 kN) thrust W.1engine was ready and was installed in a custom-built Gloster E.28/39, known as the Pioneer. On May 15, 1941, the Pioneer got airborne, flew for about 17 minutes and reached a speed of around 340 mph (545 kmph). Among the handful of people to witness the first flight at RAF Cranwell was test pilot Eric Brown, who later said, “It had no propeller and made an extraordinary whining noise.” Within days, the jet was touching 370 mph (600 kmph) at 25,000 feet, even exceeding the performance of the legendary Spitfires. Nearly every engine company in Britain then began their own frantic efforts to catch up.

The prototype’s successor, the Gloster Meteor, entered service with the RAF in 1944. However, in Germany, Hans von Ohain had progressed well ahead. His jet engine (which some claim was inspired by Frank Whittle’s freely available design) was installed in the He-178 aircraft, which made the world’s first jet-powered flight on August 27, 1939.

In 1976, after several mental breakdowns, Whittle migrated to the USA. He died of lung cancer at his Maryland home on August 9, 1996. A close associate, Roy Fowkes, paying his personal tribute said, “A wonderful friend and a man who became the greatest engineer of this century. He was a modest genius and had many attributes other than just sheer technical brilliance. He had, in addition, courage, determination, dignity and generosity, together with an infectious sense of humour.” Frank Whittle always credited his success to the training he had received at Cranwell, both as an apprentice and as an officer cadet. But he did rue the fact that jet fighter aircraft arrived too late to make a contribution to Britain’s effort during Second World War. Had they been operational earlier they may well have changed the course of the war. SP —Group Captain (Retd) Joseph Noronha, Goa Issue 4 • 2012

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BY SP’S SPecial correSPondent Kaveri engine to Power india'S Ucav

India's troubled Kaveri turbofan engine programme will spin off a modified version that will power India's unmanned combat air vehicle (UCAV), codenamed autonomous unmanned research aircraft (AURA) when it is complete according to indications emerging from the government this week. Currently undergoing tests at the Gromov Institute in Russia, the Kaveri engine programme is looking for a test extension (with attendant funds) to complete its technological objectives.

A joint development pact with Snecma is also in the works to create a new engine. Earlier this week, Defence Minister A.K. Antony told Parliament, "Kaveri spin-off engine can be used as propulsion system for Indian unmanned strike air vehicle (USAV)." naval lca refUSed certification

Chief of Naval Staff Admiral Nirmal Verma, who told journalists in Port Blair that the Aeronautical Development Agency (ADA) had accorded priority to the Air Force variant of the Tejas, ignoring the naval variant.

What worries scientists— and the Navy in particular—is that the modifications necessary to make the LCA-Navy an operational fighter jet—may actually be major and structural in nature. It is already known that the aircraft suffers design deficiencies in terms of weight, the strength of its landing gear and certain control laws like sink rate. While the European consortium EADS has been providing a technical consultancy to the programme, it is unclear if the aircraft's issues have been sorted out. As reported earlier, in an irony for India's first carrier-based fighter effort, the LCA Navy Mk.1 may never actually land on an aircraft carrier deck, since the Navy has unofficially pronounced it too underpowered for safe carrier operations. Therefore, India's first home-built carrier-borne fighter jet may actually be the LCA Navy Mk.2, powered by a GE F414 turbofan, which meets the thrust requirements set down by the Navy. tejaS lSP-7 finallY flieS

More bad news for the India's first carrier-borne fighter programme with the Centre for Military Airworthiness and Certification (CEMILAC) demanding that several major modifications be made to the LCA-Navy before certification can happen for flight. The troubled programme, already nearly two years behind on its schedule for a first flight, is still slated for a flight soon according to the programme team headed by Commodore (Retd) C.D. Balaji, though it has become unclear precisely when this may happen. The first prototype, NP-1 missed its most recent window a first flight in late January, and immediately came in for heavy criticism from the 44

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After a worrying gap of over 16 months without a new airframe getting airborne, the indigenous Tejas light combat aircraft programme took a tentative step forward this month with the debut flight of the much anticipated seventh aircraft from the limited series production (LSP-7).

The single-seat air force fighter variant is the first of a pair of airframes that the IAF will put through user trials. In a statement, the DRDO says, "This test flight is significant for the programme, as LSP-7 build standard is close to the initial opera-

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tional clearance (IOC) standard.

Accordingly, LSP-7 aircraft, along with LSP-8 will be offered to the Indian Air Force for user evaluation trials (UET)."

According to the programme team, the flight had a list of firsts. It was for the first time that production test schedule was used for the first flight of a limited series production airframe, and perhaps more significantly, it was the first flight of the Tejas that did not involve a chase aircraft to observe and monitor the flight.

The LSP-8 is expected to make its first flight later this year and will join the test programme and will be the airframe put forward for final operational clearance (FOC) in 2014. Earlier this month, Defence Minister A.K. Antony updated Parliament on the Tejas programme, saying, "`11,845.20 crore have been sanctioned by the Government of India to ADA for the development of Tejas till date and the total expenditure incurred so far is `5,051.46 crore. The IAF plans to induct six LCA squadrons by the end of the Thirteenth Plan."

Helina air-laUncHed atgM BeginS trialS The air-launched version of India's Nag anti-armour missile, Helina (helicopter-launched Nag) is set to begin a crucial round of firing trials towards establishing its capabilities as a potent anti-tank weapon. The missile is currently ready to be tested from a special ground launcher for the lock-on after launch (LOAL) firing mode and air launches from a HAL Dhruv Mk.2, the platform it is ultimately intended for, apart from the light combat helicopter. The ground tests are to take place in Rajasthan shortly, following recent ground tests near Pune. A single firing tests has been carried out from a Dhruv, though guided tests will take place only towards late 2012 when the Helina fire control system is fully integrated with the Dhruv Mk.3 WSI, recently christened Rudra.

Future tests will all take place in Pokhran.

The Helina is considered one of the most important smart weapons being developed and tested at present, considering the

deep interest in a short stand-off strike weapon. The Defence Research and Development Laboratory (DRDL) plans to extend the range of the Helina from sevenkm at present to a more than 20km range strike weapon for combat aircraft and helicopters. iaf Still wondering wHY MirageS craSHed

The shock loss of two IAF Mirage 2000TH fighter trainers on February 24 and March 5 has the Indian Air Force in a bind and the fleet of almost 50 aircraft remains grounded. Strangely, the reports filed by both sets of crew indicate that they experienced engine flame-out followed by a series of unsuccessful attempts to relight, compelling ejections in both cases. The Snecma M53 turbofan that powers the Mirage 2000 is not one of the components being upgraded in the IAF's elaborate ongoing $2.4-billion effort to upgrade its entire fleet to the highly capable-V (Dash-Five) standard.

In the February 24 crash, one of the pilots was IAF Air OfficerPersonnel (AOP), Air Marshal Anil Chopra, the senior most Indian pilot ever to bail out of a fighter jet. Air Marshal Chopra, perhaps the senior most and most experienced Mirage pilot in service (he was part of the crew that ferried the first Mirages to India from Saint Cloud and is currently Commodore Commandant of No. 1 Squadron Tigers) has been assisting closely with the investigations while recuperating from knee and arm injuries suffered during ejection. Officials from Snecma and Dassault are also at the Gwalior Air Force station to assist with the crash inquiry.

The two aircraft lost in the crashes were also to be upgraded as part of the current effort ongoing in France. It is unclear by just how much the loss of these two aircraft affects the contract value. • For complete versions log on to: www.spsaviation.net & www.spsmai.com www.spsaviation.net

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MilitarY Americas First flight for last Raptor

The final Lockheed Martin F-22 Raptor took to the skies for its first test flight on March 14 at Marietta with company test pilot, Bret Luedke at the controls. Raptor 4195 has a May delivery date and will join other F-22s in the US Air Force’s 3rd Wing at Joint Base Elmendorf-Richardson, Alaska.

Fuel savings flight tests on C-130 fleet Rolls-Royce and the United States Air Force will soon begin flight tests of an engine upgrade for the T56 turboprop engine, which powers the C-130H transport aircraft.

The Series 3.5 upgrade is designed to deliver both fuel savings and reliability improvements, as well as improved life-cycle costs.

US Department of Defense to transform energy use The Department of Defense has released the Operational Energy Strategy Implementation Plan. The plan establishes seven specific targets and associated near-term activities keyed to the goals of the Operational Energy Strategy, which was released in June 2011. The department has already made significant combat energy improvements. In Afghanistan, US forces have fielded improved generators, micro-grids, energy-efficient shelters, air conditioners, and tactical solar to reduce fuel use on the battlefield and cut the number of fuel convoys vulnerable to attack. At sea, the Navy has deployed shipboard hybrid-electric drives, stern flaps and hull and propeller coatings to improve efficiency. By optimising flight patterns, routing, and cargo loading, the Air Force will

avoid $500 million in fuel costs in the next five years.

Experts testify on US missile defence system Experts have told a congressional panel that technical challenges remain for the complex ballistic missile defence system designed to protect the US and its allies, but the capability is crucial to the nation’s defence posture.

Since 1999, the US has invested more than $90 billion in missile defence. The fiscal 2013 budget request for missile defence is $7.75 billion.

The US has missile defence cooperative programmes with the United Kingdom, Japan, Australia, Israel, Denmark, Germany, the Netherlands, the Czech Republic, Poland, Italy and many other nations. The two-stage plan for bolstering homeland defence includes strengthening the groundbased mid-course defence system (GDM), and in the next decade, shifting to a landbased standard missile called SM-3 Block 2B as a complementary second layer of the system. GDM is an element of the ballistic missile defence system made up of groundbased interceptors and ground systems components.

Boeing delivers 1st P-8A Poseidon to US Navy

Boeing has delivered the first production P-8A Poseidon aircraft to the US Navy in Seattle. The P-8A is the first of 13 anti-submarine warfare, anti-surface warfare, intelligence, surveillance and reconnaissance aircraft Boeing will deliver as part of a low-rate initial production (LRIP) contract awarded in 2011. Following delivery in Seattle, Navy pilots flew the first production P-8A, LRIP11, to Naval Air Station Jacksonville, Florida, where it will be used for air crew training.

The Poseidon team is using a

first-in-industry in-line production process that draws on Boeing’s Next-Generation 737 production system. All P-8Aunique aircraft modifications are made in sequence during fabrication and assembly.

Satellite imagery for frontline warfighters

QuickRoundUp AAI Corp • AAI Corportaion, Hunt Valley, has been awarded a $180 million costplus-incentive-fee contract for the sustainment services in support of the RQ-7B Shadow unmanned aircraft systems. Work will be performed in Hunt Valley, Afghanistan and Australia, with an estimated completion date of October 31, 2012.

AeroVIronment

The Defense Advanced Research Projects Agency (DARPA) seeks expertise from mobile phone, medical pneumatics, industrial machinery, optics and automobile racing communities to build inexpensive, “disposable” satellites for timely overhead imagery.

At present, the lowest echelon members of the US military deployed in remote overseas locations are unable to obtain on-demand satellite imagery in a timely and persistent manner. This is due to lack of satellite over flight opportunities, inability to receive direct satellite downlinks at the tactical level and information flow restrictions. DARPA’s space enabled effects for Military Engagements (SeeMe) programme aims to give mobile individual US warfighters access to on-demand, spacebased tactical information in remote and beyond-line-ofsight conditions.

civil aviation Asia-Pacific Eurocopter at Abu Dhabi Expo 2012

At the Abu Dhabi Air Expo Rendez-Vous event held from March 6-8, Eurocopter

• AeroVironment, Inc. has announced that it has received a new $11 million cost-plus-fixed-fee sole source contract award from the US Army. The order includes Army, Marine Corps and foreign military sales (FMS) contractor logistics support for Raven systems which are scheduled to be delivered through February 28, 2013.

The RQ-11B Raven unmanned aircraft system comprises a 4.2-pound, back packable, hand-launched sensor platform that provides day and night, real-time video imagery.

AgustAWestlAnd • AgustaWestland has announced that the first of ten Italian Air Force’s HH-139A medium twin engine helicopters has entered operational service. A ceremony held today at Cervia Air Base marked this achievement.

These helicopters will supplement the ageing HH-212 and HH-3F helicopters in the role of search and rescue operations across the nation.

BAe systems • The UK-based global defence and security company, BAE Systems, hopes to supply its Eurofighter Typhoon to Malaysia. BAE Systems South East Asia Managing Director John Brosnan said the company had submitted its proposal to the Ministry of Defence and discussed with local industrial partners on collaboration.

Bell HelICopter • Bell Helicopter has announced that it has signed a contract with the Turkish National Police for the sale of 15 Bell 429s with deliveries to begin in May 2013. The new Bell 429s will be used as multi-mission airborne platforms flown across the full array of law enforcement missions from surveillance to air support of ground operations.

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aPPointMentS CASSIDIAN Cassidian has appointed Peter Gutsmiedl as first Chief Executive Officer (CEO) of its India operations. Based in Bengaluru, the heart of India's aerospace and defence industry, he will lead the next phase of Cassidian's engagement with India.

GENERAl DyNAMICS General Dynamics has announced that its Board of Directors has elected Phebe N. Novakovic, to be the corporation’s President and Chief Operating Officer reporting to Jay L. Johnson, Chairman and Chief Executive Officer.

SUPERJET INTERNATIONAl SuperJet International’s Board of Directors has appointed Nazario Cauceglia as new Chief Executive Officer of SuperJet International.

JET AVIATION Jet Aviation has appointed Gary Dolski as the new Vice President and General Manager of the company's MRO & FBO facility in Singapore, including responsibility for the Hong Kong and Kuala Lumpur facilities.

GUlFSTREAM Gulfstream Aerospace has named veteran International Sales Executive Trevor Esling as Regional Senior Vice President, International Sales, Europe, Middle East and Africa. showcased its expertise in the business aviation and private segment and highlighted the important role of helicopters as a vital complement to business jets by being the ideal “first mile, last mile” solution.

Royal Jet delivers Medevac mission Royal Jet’s medical evacuation (Medevac) unit successfully completed a highly complicated medical evacuation mission as it flew 31 Chinese workers injured in explosions in the Republic of Congo to China on the night of March 10.

Jet Airways, CFM celebrate 3 million flight hours On March 15, Jet Airways and CFM International celebrated at Hyderabad the achievement of three million total engine flight hours by the airline’s fleet of CFM567B engines. Jet Airways began operation in May 1993 with four CFM56-3-powered Boeing 737s. Since then, Jet Airways has carried more than 136 million passengers and today is one of the most respected airlines in the world and the largest private domestic carrier in India. Jet Airway's fleet includes 59 Next-Generation 737-700/46

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800/-900 aircraft powered by CFM56-7B engines.

CAE to deploy an ATR fullflight simulator in India CAE announced at the India Aviation 2012 that it will install an ATR 42 /ATR 72 full-flight simulator (FFS) at its commercial aviation training centre in Bangalore. The FFS will be ready for training in the summer of 2012. CAE will relocate the ATR 42/72 FFS from its training centre in Brussels, Belgium. The FFS is modeled for the ATR72-500 and ATR42-300 configurations.

Americas GE Aviation signs agreement with GeoEye GE Aviation has announced its agreement with GeoEye to provide the aviation industry with ICAO-compliant terrain and obstacle aeronautical data derived from GeoEye's high resolution Earth imagery. GE showcased this technology at ATC Global week in Amsterdam. As the first offering under this agreement, GE will provide ICAO Annex 15 Area-2 terrain and obstacle databases to support the development of new performance-based

Issue 4 • 2012

navigation (PBN) flight paths around the world. .

QuickRoundUp

Europe

BoeIng

Stop ETS trade conflict In joint letters; Airbus, Air Berlin, Air France, British Airways, Iberia, Lufthansa, MTU Aero Engines, Safran and Virgin Atlantic have called upon Prime Ministers of the UK, France, Germany and Spain to take action and stop an escalating trade conflict with China and other countries opposing the European Emissions Trading Scheme (ETS). In their letters, the nine CEOs confirm that as a response to European ETS, aviation related businesses are now faced with real concrete action with serious consequences on the European aviation business. The CEOs urged the Prime Ministers to use their influence in the ICAO Council to find an acceptable solution within as short a time frame as possible and offer industry's support in providing resources to make this possible.

• Boeing has been awarded a four-satellite contract with options for four additional satellites, through a joint procurement by Asia Broadcast Satellite (ABS) and Satélites Mexicanos (Satmex). Financial details were not disclosed. The first two satellites, ABS-3A and Satmex 7, are scheduled to be delivered together in late 2014 or early 2015. Details about the other two satellites, including names and launch plans, will be announced at a later date.

New Cassidian radar improves air traffic control Cassidian, the defence and security division of EADS, brings new radar onto the market which offers completely new options for air traffic control and for safe guidance of aircraft during take-off and landing. This system, called airport surveillance radar, next generation (ASR-NG), was at the centre of Cassidian's product presentation at the ATC Global exhibition in Amsterdam.

indUStrY Asia-Pacific Indian Rotorcraft holds ground breaking ceremony Indian Rotorcraft has announced that a groundbreaking ceremony was held on March14, at Hyderabad’s Rajiv Gandhi International Airport, marking the start of construction of a new helicopter production facility and a new step in the development of the Indian aerospace industry. Indian Rotorcraft

BomBArdIer • Bombardier Aerospace has announced that Eurolot S.A. of Warsaw, Poland, has signed a firm order to acquire eight Q400 NextGen airliners which includes options for an additional 12 aircraft. Based on the list price for the Q400 NextGen airliner, the firm order contract is valued at approximately $246 million and would increase to $625 million if option of additional 12 aircraft is exercised. estonIA • The first defence-related counter purchase was concluded by the suppliers of the SAM system Mistral, MBDA and SAAB, where they agreed to invest in the Estonian economy through counter purchasing. This means that over a period of five years, almost € 15 million (about $19.5 million) will be invested into the Estonian economy.

IndIAn AIr ForCe • Defence Minister A.K. Antony in a written reply in the Rajya Sabha stated that in order to meet its operational requirements, the IAF plans to increase the strength of remotely piloted aircraft (RPA) in a phased manner. These include micro- and medium-altitude long-endurance RPA, employed for surveillance, reconnaissance and intelligence gathering.

IntelsAt • Sea Launch AG has been selected to launch the Intelsat 27 communications satellite in early 2013.

Intelsat 27 will be placed into an optimised geosynchronous transfer orbit utilising the highly-proven sea launch Zenit 3SL launch system. Built

by Boeing Satellite Systems Inc., the 702-MP Intelsat 27 satellite will serve www.spsaviation.net

Digest

news

SHow calendar 29 March–1 April DEFEXPO INDIA 2012 Pragati Maidan, New Delhi, India www.defexpoindia.in 4–7 April AEROEXPO MOROCCO FRA Military Base, Marrakech, Morocco www.fr.aeroexpo-morocco. com/accueil_en.html 11–13 April SHANGHAI INTERNATIONAl BUSINESS AVIATION SHOW Shanghai Dachang Airbase, Shanghai, China www.shanghaiairshow.com/SIBAS 18–21 April AERO FRIEDRICHSHAFEN Messe Friedrichshafen, Friedrichshafen, Germany www.aero-expo.com 1–3 May UNMANNED AIRCRAFT SySTEMS CONFERENCE Holiday Inn Rosslyn at Key Bridge, Arlington, Virginia, USA www.uaseast.com 14–16 May EUROPEAN BUSINESS AVIATION CONVENTION & EXHIBITION (EBACE) PalExpo, Geneva, Switzerland www.ebace.aero/2012 30–31 May FlyING IN 2050 Hotel de Region, Toulouse, France www.academie-air-espace. com/2050 7–9 June CANNES AIRSHOW Cannes Mandelieu Airport, Cannes, France www.cannesairshow.com 13–14 June CANADIAN BUSINESS AVIATION ASSOCIATION CONVENTION & EXHIBITION Toronto Airport Hilton, Toronto, Canada www.cbaa-acaa.ca/en/convention/cbaa-2012 22–24 June AVIATION EXPO EUROPE Bitburg Airport, Bitburg, Germany www.expo.aero/europe

is a joint venture company formed by Tata Sons and AgustaWestland that will assemble, customise and flight test new helicopters for the worldwide market. The joint venture will initially start to produce the eight-seat AW119Ke light helicopter, with production commencing from mid-2013.

AeroEuro Engineering India and Altair join hands Announcing a partnership to deliver world class Aerospace projects, AeroEuro Engineering India has announced a MoU, to jointly promote innovative technology driven aerospace projects. The collaboration emphasises on delivering world class aerospace related engineering services projects leveraging AeroEuro aerospace domain expertise and using Altair HyperWorks CAE/CFD software technology solutions and Altair ProductDesign’s Aerospace domain expertise.

The partnership will focus on providing new aerospace opportunities for India, GCC countries and ASEAN based customers and the partnership will be effective initially for a period of one year.

Europe DRS Technologies awarded $31.9 million contract DRS Technologies has announced that it’s Reconnaissance, Surveillance and Target Acquisition (RSTA) Group has received a $31.9 million award from the US Army for programme support, field service and logistics related to the DRS Mast Mounted Sight (MMS) on the OH-58D Kiowa Warrior helicopter.

Eurocopter soars high in India Eurocopter’s internationalisation strategy to establish subsidiaries in key markets to be closer to its customers is showing good results in India. In just over a year since the inauguration of Eurocopter India in October 2010, customers are seeing the benefits of Eurocopter’s in-country presence. On-time deliveries, proximity services and development of new

market segments are some of the achievements made in the last one year by the New Delhi-based outfit.

First A350 XWB aft fuselage

Structural assembly of the first A350 XWB aft fuselage destined for the first flying A350 XWB (MSN1) has been completed at Airbus’ manufacturing site in Hamburg, Germany. The fuselage section will now undergo its secondary interior structural assembly and system installation before being delivered to the A350 XWB final assembly line in Toulouse, France.

SPace

QuickRoundUp Intelsat's customers throughout the Americas and Europe. loCkHeed mArtIn • Lockheed Martin has received an indefinite delivery/indefinite quantity Sniper Advanced Targeting Pod (ATP) Post Production Support (PPS) contract from the US Air Force. This PPS contract, to be awarded incrementally over five years with two single option years, covers a variety of upgrade activities for the legacy Sniper ATP fleet, including hardware and software upgrades and platform integration. neW ZeAlAnd • New Zealand’s Defence Minister, Dr Jonathan Coleman, welcomed the first of the Air Force’s new mediumutility NH90 helicopters at an event in Wellington. A total of eight NH90s have been purchased, with a ninth to be used for parts. NH90 can carry up to 18 passengers, lift an army light operational vehicle, or up to 3,200 kg of cargo. norWAy

Americas DARPA makes room on international space The absence of gravity presents a significant challenge for precision robotic maneuvering and operations in space. Overcoming some of that challenge may be possible through the development of computer algorithms to simultaneously compensate for this limitation while directing precision operations.

IlS announces new contract for the IlS Proton launch International Launch Services (ILS) has announced a new contract for launch of the MEXSAT-1 satellite on an ILS Proton for the Mexican Government’s Ministry of Communications and Transportation, the Secretaria de Comunicaciones y Transportes. The satellite is under construction by Boeing Satellite Systems of El Segundo, California. ILS and Khrunichev are implementing a mission integration schedule to support an ILS Proton launch of MEXSAT-1 into geostationary transfer orbit from the Baikonur Cosmodrome in Kazakhstan in 2013-14. •

• NHIndustries has announced that Norway has preselected the NH90 helicopter for the ongoing Norwegian all-weather search and rescue helicopter (NAWSARH) competition for replacing search and rescue helicopters operated by the RNoAF 330th Squadron. nortHrop grummAn • Northrop Grumman Electronic Systems, Linthicum Heights, has been awarded an $87.8 million firm fixed price contract a foreign military sales (FMS) programme which will provide an AN/APG- 68 (V) 9 radar systems for the Royal Thai Air Force (6), the Republic of Iraq (22) and the Royal Air Force of Oman (15) for a total of 43 radar systems. sCHIeBel • Schiebel has announced the first flight of a heavy-fuel powered Camcopter S-100 unmanned air system (UAS). After extensive development, the S-100 successfully made its maiden flight with the new heavy fuel engine at Schiebel's range where the Schiebel-designed engine fulfilled all expectations and series deliveries are scheduled to start in the fourth quarter of 2012.

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Word

Can we Take On the Dragon?

Last

PhotograPh: Plaaf

F

INANce MINISTer PrANAb Mukherjee announced a 17 per cent increase in India’s defence expenditure for the financial year 201213 to support the modernisation of the Indian armed forces in the face of the growing Chinese dominance in Asia. The increase in allocation this year has been 1.93 lakh crore ($39 billion), up from `1.64 lakh crore ($36 billion) the previous year. Capital expenditure has been raised to `79,579 crore ($16 billion) from `69.199 crore a year ago.

The defence budget for 2012-13, presented in Parliament on March 16, was higher than that of the previous year by only 13.1 per cent and not by 17 per cent when computed against the revised allocations for the previous year. Although the announcement generated considerable excitement, in terms of international currency, the allocation this year was higher only by a paltry $3 billion.

Allocation for the acquisition of new weapons systems termed as “capital budget” is `79,578 crore for 2012-13, an increase of 15 per cent from `69,198 crore the previous year.

However, correcting for three factors namely inflation, depreciation of the Indian rupee and escalation in the price of weapons systems procured from abroad; in real terms, the capital budget this year though seemingly higher, could perhaps be even somewhat lower than that of last year. This ought to be disconcerting especially for the Indian Air Force (IAF) as sizeable sums are required to be paid out during the forthcoming financial year for contracts already concluded or expected to be signed in the near future. Payments due as annual instalments are required to be made for the hardware already contracted for such as the 10 Boeing C-17 Globemaster III, two additional Falcon based airborne warning and control system aircraft, airborne early warning platforms from Embraer, 80 Mi-17V5 helicopters currently under induction, GE F414 aero engines for the Tejas Mk II and 490 MICA air defence missiles from MBDA, likely to be delivered in the near future. Besides, major deals that are expected to be concluded this year for the IAF include 126 medium multi-role combat aircraft (MMRCA) valued at around $20 billion (`1,00,000 crore), 197 light utility helicopters (jointly with Army) from either Europe or Russia, 22 AH 64D Apache attack helicopters, 15 heavy lift helicopters (yet to be selected), 75 Pilatus PC-7 basic turboprop trainer aircraft from Switzerland, the six additional C-130J Super Hercules from Lockheed Martin and new engines for the Jaguar fleet.

Then there are a number of other programmes involving foreign aerospace majors under way e.g. upgrade of Mirage 2000 and An-32 fleets. Apart from these, there would be heavy financial outlays for equipment already contracted for or for deals to be signed in the near future in respect of the Indian Army 48

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and the Indian Navy.

Commitments over the next five to ten years for the acquisition of military hardware are estimated to be a colossal $100 billion (`5,00,000 crore). Apart from capital expenditure, in the face of rising administrative costs and salaries, the revenue budget has been growing and will continue to mount in the coming years.

Where then does India stand vis-à-vis China, its main rival and primary adversary? With a defence budget of $106.4 billion (`5,30,000 crore) for the coming year as against that of India pegged at $39 billion and with a backing of its economic might, China is miles ahead of India and is surely and steadily closing in on the US whom it considers its main rival in its drive for global supremacy. As against the need to sustain defence expenditure at three per cent of gross domestic product (GDP) to counter the rising threat jointly from China and Pakistan, repeatedly projected by strategic experts and analysts, India’s defence expenditure as evident from the budget for 2012-13, continues to hover at a mere 1.9 per cent of the GDP. China’s GDP is nearly four times that of India and its foreign exchange reserves are reported to be ten times that of ours. The capability gap between India and China is therefore bound to widen over the coming years.

In the final analysis, the much touted 13.1 per cent increase in the defence budget this year could turn out to be only a mirage, casting an ominous shadow on the efforts of the armed forces at capability-based modernisation and complete transformation. There is therefore an imperative need to review modernisation plans and tailor acquisition programmes prioritising induction of military hardware to focus on strengthening combat edge to deter imminent threats as also to safeguard overall national security interests instead of succumbing to the lure of expensive hardware that rather unfortunately may not be affordable in the context of shrinking budgets. SP — Air Marshal (Retd) B.K. Pandey

the much touted 13.1 per cent increase in the defence budget this year could turn out to be only a mirage, casting an ominous shadow on the efforts of the armed forces at capabilitybased modernisation and complete transformation

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