SP's Aviation April 2013

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table of contents

`100.00 (INDIA-BASED BUYER ONLY)

vol 16 Issue 4 • April • 2013

SP’s

Aviation AN SP GUIDE PUBLICATION

Sharp Content for Sharp Audience

VOL 16 ISSUE 4 • APRIL • 2013

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RNI NUMBER: DELENG/2008/24199

High End

JETS

CASE STUDY NOVOAIR IAF MODERNISATION A TEDIOUS PATH FLIGHT SATETY IAF EXCELS F-35 MOTHER OF ALL PROGRAMMES UNMANNED EXPANDING ROLES VTOL NEW TECHNOLOGIES

SP's Aviation Cover 04-13 Final.indd 1

12/04/13 5:12 PM

Cover Photo: The Legacy 650 has three distinct cabin zones, wherein while some work, others can dine or take a nap

Dassault Falcon 7X: owned by the uber rich, this aircraft is popular for its breakthrough design and extraordinary capabilities

Photograph by: Embraer

Tecknow 10 Only One of its kind

Technology 27 Vtol

SP’s Exclusive

Civil 30 Regional Aviation: Case Study

11

– Russia to revamp rotorcraft strategy in India

– DRDO weighs unmanned rotorcraft development

– HAL to present UAV vision to Home Secretary

– Imperial Eagle MAV ready for user trials

Military 14 Modernisation A Tedious Path

17

Regional Aviation

regular Departments 3

A Word from Editor

NewsWithViews 4

Efforts to Bring Transparency in DPP

Forum

39

Hall of Fame

Safety

40

NewsDigest

Accident Rate

44

LastWord

Forging Ahead

22

36

Missing The Mark

8

Unmanned

IAF Records Lowest Ever

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Lead Story

in Bangladesh

In Focus

Fighters

page 23

Brazilian Birds Sighted

6

Mother of all Programmes

20

Better Tech

Defence Spending: India vs China & Pak

Jets for the Uber Rich They are high-end with all the accoutrements of luxury living the growing breed of billionaires across continents are known to live. During the 20-year period from 2012 to 2031, Bombardier forecasts the large category jets to generate a total of 5,500 deliveries, valued at $292 billion

Nuclear Neighbours: Way Forward Hugo Eckener

Plagued by Uncertainty

NEXT ISSUE Office in the Skies

ISSUE 4 • 2013

1

table of contents 17

F-35 Fighters

Publisher And Editor-in-Chief Jayant Baranwal senior Editor Air Marshal (Retd) B.K. Pandey Assistant Group editor R. Chandrakanth Editorial adviser Air Marshal (Retd) Anil Chopra Senior Technical Group Editor Lt General (Retd) Naresh Chand Senior Copy editor & Correspondent Sucheta Das Mohapatra

20

Contributors India Air Marshal (Retd) N. Menon Group Captain (Retd) A.K. Sachdev Group Captain (Retd) Joseph Noronha

Unmanned

Europe Alan Peaford USA & Canada LeRoy Cook Chairman & Managing Director Jayant Baranwal Planning & Business Development Executive Vice President: Rohit Goel ADMIN & COORDINATION Bharti Sharma

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Embraer Debut in Dhaka

design Holistic Directions: Jayant Baranwal Senior Art Director: Anoop Kamath Designers: Vimlesh Kumar Yadav, Sonu Singh Bisht Research Assistant: Graphics Survi Massey

DIRECTOR SALES & MARKETING Neetu Dhulia SALES & MARKETING General Manager Sales: Rajeev Chugh SP’s websites Sr Web Developer: Shailendra P. Ashish Web Developer: Ugrashen Vishwakarma © SP Guide Publications, 2013 Subscription/ Circulation Annual Inland: Rs 1200 • Foreign: US$ 320 Email: subscribe@spguidepublications.com subscribe@spsaviation.net LETTER TO EDITOR editor@spsaviation.net expert@spsaviation.net FOR Advertising details, contact: neetu@spguidepublications.com rajeev.chugh@spguidepublications.com SP GUIDE PUBLICATIONS PVT LTD A-133 Arjun Nagar, (Opposite Defence Colony) New Delhi 110 003, India.

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A word from editor-in-chief As the IAf has introduced a slew of carefully crafted measures, Accident rates during the year gone by was just 0.22 per 10,000 hours of flying. This accident rate is not only the lowest ever recorded in the IAF, but is also comparable to the most advanced air forces of the world.

W

While the major economies of the world including India, are grappling with the global economic slowdown and are exploring ways and means to recover from the malaise, the world is suddenly confronted with a new crisis and an ominous one at that, of the looming threat of war on the Korean peninsula. What adds a completely new dimension to the situation is the possibility of the use of nuclear weapons by North Korea against its industrially well developed neighbours, South Korea and Japan, thus possibly drawing Washington into the conflict. In the event of North Korea launching missiles armed with nuclear weapons, the possibility of nuclear retaliation by the US would be high and near total destruction of North Korea a certainty.

The US B-2 bombers have already registered their presence in the Korean skies. In the event of the US joining the conflict, China is unlikely to remain a bystander. The consequences of this part of the world being drawn inadvertently into a full-scale nuclear war are far too horrendous even to be imagined. Hopefully, saner counsel will prevail, the belligerent sabre-rattling by North Korea will subside and the anniversary on April 15, 2013, of the birth of the nation’s founder Kim Il-Sung, the grandfather of the current leader Kim Jong-un will pass off peacefully, letting the rest of the world sleep in peace. Read more about this conflagration in the next issue of SP’s Aviation.

In the first part of his article in this issue, aptly entitled Mother of All Programmes, Air Marshal (Retd) Anil Chopra traces the origins and the progress of what can be described as the most complex programme in the history of development of a combat platform, the F-35 Lightening II joint strike fighter (JSF) with variants for the US Air Force, the US Navy and the US Marine Corps. Air Marshal Chopra also focuses on the achievement by the Indian Air Force (IAF) in reining in the flying accident rate during the year gone by to just 0.22 per 10,000 hours of flying through a slew of carefully crafted measures. This accident rate is not only the lowest ever recorded in the IAF, but is also comparable to the accident rates of most advanced air forces of the world. Undoubtedly a remarkable achievement. Air Marshal (Retd) B.K. Pandey provides an overview of the comprehensive modernisation programme that is under way in the IAF. He highlights the fact that as the indigenous aerospace industry has not been able to deliver, in the interest of national security, the IAF is

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left with no option but to depend on foreign sources for the latest generation of hardware which invariably comes at exorbitant cost. Writing from Goa, Joseph Noronha finds it difficult to predict with any certainty the character of future battlefields except that unmanned aerial vehicles, both armed and unarmed, will definitely play an increasing role, especially in South East Asia.

In the civil aviation segment, R. Chandrakanth explores the dream world of high-end business jets and observes that despite the global economic uncertainty, the market for this category remains strong. Even the business tycoons in India are not lagging behind in this race. Embraer has successfully forayed into Bangladesh with their E-jets through a private carrier Novoair, opening up new markets and opportunities in the region. On the subject of regional aviation in India, Joseph Noronha concludes that the dream of providing air connectivity to the neglected population centres will remain as distant as ever unless there are dedicated low-cost regional airports in the right numbers and locations.

All these apart from the regular features in this issue.

Welcome aboard and happy landings!

Jayant Baranwal Publisher & Editor-in-Chief

ISSUE 4 • 2013

3

News

with views NEWS:

Efforts to bring transparency in DPP Speaking at a seminar, Minister of Defence A.K. Antony said that the revised Defence Procurement Procedure (DPP) would come into force from April 2013. Terming India’s DPP as “dynamic”, Antony said that efforts were made to bring “accountability and transparency” in the revised DPP and emphasis was on technology transfer to boost indigenisation. Antony added that the government was trying to meet

the objectives of the defence forces for acquiring world-class armaments and expanding the Indian defence industry.

The country’s defence sector is open to Indian private sector for 100 per cent participation. Foreign direct investment is permissible up to 26 per cent. He said the government has been keen on encouraging the industry to realign its business processes for strategic alliances and joint ventures.

Photograph: PIB

VIEWS: In response to a report by a Group of Ministers on the reforms required in the national security system, the government formalised the modus operandi of procurement of military hardware through the issue on December 30, 2002, of a document entitled Defence Procurement Procedure 2002. Essentially focused on “Buy” i.e. purchase of defence equipment only from foreign sources, the document was modified in June the following year to read: “Buy and Make” and also to include transfer of technology (TOT). The new document provided the requisite framework for enhanced participation of the Indian indigenous industry in the defence sector as also to assist in closing the generational gap with that available in the developed world.

Based on the experience gained in transactions during the initial years after the formalisation of the procurement procedure, feedback from involved agencies as also to introduce higher levels of transparency and accountability, DPP 2002 as refined in 2003, was once again subjected to a comprehensive review and was replaced by a fresh document entitled DPP 2005.

Between 2008 and 2011, the DPP was amended practically every year and sometimes several times in a year. Currently in force, the 262-page document, the DPP 2011, has been effective since January 2011 and had a validity of two years, a period in which several big-ticket purchases were expected to be finalised. One major change has been to expand the list of eligible segments in which offset obligations could be discharged by foreign vendors. The new areas included were in the domain of internal security and civil aerospace. This was certainly a positive development as the Indian indigenous aerospace industry just did not have the capacity to absorb the staggering volumes of offset business generated by the huge deals in the pipeline.

Despite the refinements, however, there were a number of deficiencies inherent in DPP 2011. Responsibility and accountability continued to remain somewhat diffused between the Ministry of Defence and the concerned service headquarters. Though recommended by the Comptroller and Auditor General of India as early as in 2007, the system lacked “an integrated defence acquisition organisation incorporating under one head, all the functional elements and specialisations involved in defence acquisition.”

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Commenting on the refinements, the Minister of Defence had this to say: “The changes in the new DPP are aimed at expediting decision-making, simplification of connatural and financial provisions and also to establish a level playing field for the Indian defence industry, both public sector and private sector.” However, midway through its life cycle, a revised Defence Offset Guidelines (DOG) was added as an adjunct to the DPP which came into effect from August 1, 2012. Quite ironically, the new offset guidelines are far from perfect as these suffer from a number of limitations and infirmities and do not go far enough or are not completely in tune with the key objectives they are intended to help the indigenous industry to achieve.

In every refinement, the effort has been to ensure that the Indian armed forces got the best value for the funds committed, that the tender is processed in a fair, just and transparent manner, that there is high level of accountability and that all contenders are given a fair deal with the inherent privilege to appeal if any wrong doing is perceived. While the intentions behind the refinements were indeed noble, in reality, it made the process progressively more tedious, bureaucratic and time intensive. Most importantly, the imperatives of national security which ought to have been overriding, are overshadowed by clerical considerations. And now once again the DPP is slated to undergo a major review this year.

As reported, the revision in DPP in 2013 will be aimed at providing a level playing field to the Indian aerospace industry in the private sector, dilute monopoly of defence public sector units, enhance foreign direct investment to at least 49 per cent from the current level of 26 and allocate first opportunity to Indian manufacturers inclusive of those in the private sector as opposed to foreign vendors who will be considered as the last option. The broader aim is to lower the nation’s dependence on import to meet the requirement of defence equipment which today stands at 74 per cent. The new shape of the DPP will be critical to the modernisation programme under way in the Indian armed forces. But above all, a way must be found to restructure the DPP in a way that the possibility of corruption is at least minimised if not totally eliminated. SP —Air Marshal (Retd) B.K. Pandey

www.spsaviation.net

Budget 2013-14

inFocus

Defence Spending: India vs China & Pak Currently, the most compelling requirements are funding for the 126 Rafale aircraft, Chinook and Apache helicopters for IAF, a Mountain Strike Corps, air defence artillery and field guns for Indian Army, and helicopters for the Indian Navy

Photograph: PIB

O

On March 5, 2013, China announced a double-digit hike in global economic meltdown, perpetual tension with India and defence expenditure to $119 billion (`6,54,500 crore), a 10.7 per war on the western border.

In the Indian budget for 2013-14, the defence outlay is $38 cent rise vis-à-vis 11.2 per cent increase last year. It was 5.4 per cent of China’s total national outlay of $2.2 trillion (`12,100,000 billion (`2,09,000 crore), 12 per cent of national outlay of $314 crore) which itself has seen a 10 per cent increase over last year. It billion (`1,727,000 crore and a hike of 5.18 per cent over last is the first budget for the new President Xi Jinping. For some time year’s allocation of `1,93,000 crore, and 14 per cent hike over now, China has proclaimed that threat to its security has been last year’s revised estimate (RE) of `1,78,503 crore. There is 24 more internal than external. Yet the increase in defence budget per cent increase over RE for capital expenditure. With inflation is higher than that for homeland security, the latter having gone around seven per cent and the rupee still weak compared to the up by only by 8.7 per cent. It is a well-known fact that there is a US dollar, the growth in defence outlay some analysts feel, is hidden element of nearly 60 per cent in China’s defence budget actually negative. India has surpassed China and in the last five years has been the largest importer of arms in the world. This is which analysts peg at $180 billion (`9,90,000 crore).

Does this send signals to the US and the Asian neighbours: primarily because the indigenous industry has not been able to India, Japan, Taiwan and Vietnam? India and China have seri- meet the nation’s requirement of defence hardware.

India has two not-so-friendly nuclear neighbours, China ous boundary issues, which are part of the legacy of the colonial past that led to a war five decades ago. Japan and China have and Pakistan, with whom the nation has been through conflicts. historic animosity and serious disputes over islands in the East China is now focused on attaining superpower status, challengChina Sea. The Philippines and Vietnam have questioned Bei- ing the supremacy of the US. China regards India less important and more of an irritant. This is evident from the Chinese Governjing’s claim to a huge oil-bearing area in the South China Sea. Analysis of the China’s budget in recent years indicates that ment papers and think-tank reports. Pakistan continues to supdefence outlay has been around two per cent of the GDP as port terrorism and insurgency against India. The Pakistan Govagainst 2.5 per cent in India. However, today, India’s defence ernment does not have control over various state and non-state outlay stands at 1.79 per cent of GDP. China’s defence spend- players including the Army and the Inter-Services Intelligence ing is 3.13 times that of India’s. In 2006, it was the same as (ISI). Bangladesh is striving to resolve issues with India, but a what India will spend in the coming year. Though USA currently leadership change could alter things. Nepal continues to be volaspends six times more than China on defence, trends indicate tile with internal power struggle. The porous border with India facilitates ingress of fake currency and terrorists. There are difthat China will overtake the US by around 2033.

In June 2012, Islamabad hiked the defence budget by nearly ferences with Sri Lanka over the Tamil issue and relations with 10 per cent to $5.82 billion (`32010 crore) of which 61 per cent the Maldives is at a low ebb. India’s position in Afghanistan and is for the Army, 26 per cent for the Air Force and 12.3 per cent Myanmar is still weak. In totality, India is viewed as a soft state.

Currently, the most compelling for the Navy. The Pakistani defence requirements are funding for the 126 budget usually excludes fresh proRafale aircraft, Chinook and Apache curements. Separate funding for helicopters for IAF, a Mountain Strike the major Air Force projects like Corps, air defence artillery and field FC-20 and J-10 multi-role combat guns for Indian Army, and helicopaircraft are pending owing to the ters for the Indian Navy. With China poor state of the economy. Military racing ahead, India can ill afford to spending, which was 25 per cent prune security requirements. As the of the national budget in 2006, Defence Minister said, like China, has reduced to 19.4 per cent this India has to achieve ‘real’ indigeniyear and is around four per cent of sation. Do we need to restructure the the GDP. Pakistan also diverts sigDefence Research and Development nificant part of the funds received Organisation and the defence public from the US for the war in Afghanisector undertakings? Do we promote stan, to the military. Also, some the private sector? For answers, turn Arab countries have supported to ‘Forum’. SP Pakistan financially for years. However, Pakistan has had her years of Indian Prime Minister, Dr Manmohan Singh with trouble too such as internal strife, —By Air Marshal (Retd) the new Chinese President Xi Jinping terrorism, floods of 2010, fall-out of Anil Chopra

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Issue 4 • 2013

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Budget 2013-14

Forum

Nuclear Neighbours: Way Forward If there is no significant increase in the total budget, the allocation under capital outlay per force remains near constant, adversely affecting modernisation plans of the armed forces, especially if there is a significant backlog of procurements. The Service Headquarters have repeatedly apprised the government of this problem.

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Issue 4 • 2013

and procurement could be completed within three years. This proposal is yet to see the light of the day.

Essentially, the eight major defence public sector undertakings (DPSUs) along with 39 ordnance factories in the country constitute an elaborate defence industrial base. During 201011, the value of production by DPSUs totalled nearly $3.9 billion (`21,450 crore). The eight DPSUs are the Hindustan Aeronautics Limited (HAL), Bharat Electronics Limited (BEL), Bharat Earth Movers Ltd (BEML), Mazagon Dock Limited (MDL), Garden Reach Shipbuilders and Engineers Ltd (GRSE), Goa Shipyard Ltd (GSL), Bharat Dynamics Limited (BDL) and Mishra Dhatu Nigam Limited (MIDHANI). Ordnance factories are one

3500 3000 2500 2000 1500 1000 500

China actual defence est

2039

2037

2035

2033

2031

2029

2027

2025

2023

2021

2019

2017

2015

2013

0 2011

The defence budget of a nation is linked to threat perception and is limited by competing demands on the scarce resources. Allocation under revenue expenditure required to sustain existing force levels, is affected by inflation and unfavourable changes in exchange rates. Enhancement of allocation from year to year under this head is therefore inescapable. If there is no significant increase in the total budget, the allocation under capital outlay remains near constant, adversely affecting modernisation plans of the armed forces. The Service Headquarters have repeatedly apprised the government of this problem.

The centralised decision-making in China has not only accelerated economic growth to unprecedented levels, it has also helped them cross the bottom of the indigenous defence production curve. Total funds available for the armed forces in China are significant. The actual figures though, are generally believed to be higher. China is today producing its own stealth, ‘near fifth-generation’ fighters, heavy transport aircraft and helicopters. China will soon have two aircraft carriers, one produced indigenously. The People’s Liberation Army is undoubtedly undergoing major modernisation. To provide the requisite infrastructure and forces on the northern borders, India needs to spend far more on defence. Only then can the nation negotiate on territorial issues from a position of strength. Also India has to cater for a two-front war. India should increase defence outlay to three per cent of GDP at the very least and to 3.5 per cent for ten years if the procurement backlog is to be cleared. In the recent past, some of the defence procurements were cancelled or were delayed due to procedural issues. While the Defence Procurement Procedure (DPP) has been fine-tuned over the years, there are loopholes that still get exploited. Apprehensions of allegations of procedural or financial impropriety retards the decision-making process.As per a report by the Institute of Defence Studies and Analyses, in 2011-12, `3,055 crore (4.41 per cent of the defence budget) were surrendered from the capital budget at the RE stage. It is well known that 75 per cent budgeted money is spent between January and March. The Ministry of Finance also initiates cuts closer to the end of the financial year to address the more important problem of reducing the fiscal deficit. In 2004, a non-lapsable defence modernisation fund was mooted for which `25,000 crore was to be earmarked

2009

Photograph: wikimedia

T

J-10A: at Zhuhai airshow

US defence budget with extras

Source: nextbigfuture.com

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Forum

Budget 2013-14 of the oldest industrial organisations of the Government of India with a total workforce of 1,50,000. The organisation is often criticised for obsolete and substandard products at much higher cost. Their main products are small arms, ammunition and explosives, military and armoured vehicles, parachutes, troop clothing and general stores. Ranked at 46 in the world in the list released by disarmament watchdog Stockholm International Peace Research Institute (SIPRI) for 2010, its total sales were at $2.4 billion (`13,200 crore) Turnover figures are not truly indicative of indigenisation as many components are imported.

HAL’s flagship future projects cover the entire gamut from fifth-generation fighter aircraft (FGFA) to transport, rotary-wing and trainer aircraft. Such ambitious projects notwithstanding, HAL continues to struggle with its basic trainer aircraft (BTA) and intermediate jet trainer (IJT) projects. The DPSU continues to suffer problems all government-controlled corporations face the world over. There has been a talk of privatisation of HAL for decades. The time to act is now. Excellent models from emerging economies such as Embraer of Brazil are available to emulate.

The Defence Research and Development Organisation’s (DRDO) share in the defence budget at six per cent is $2.2 billion (`12,100 crore). With the 17 per cent hike in its budget this year, the state-run DRDO intends to focus on development of missiles, unmanned aerial vehicles (UAV) and the Kaveri-II engine for the Tejas aircraft. DRDO Chief V.K. Saraswat indicated that about 40 per cent of the budget is devoted to development of strategic systems while the remaining 60 per cent is utilised for the science and technology-based programmes. DRDO is often accused of not being able to convert R&D into an end product.

In May 2001, the government opened up the defence industry to the private sector for participation up to 100 per cent and FDI up to 26 per cent, both subject to licensing. Major private players in the defence sector today are Tata Advanced Systems Limited, Larsen and Toubro, Kirloskar Brothers, Mahindra Defence Systems and Ashok Leyland. However, there is a degree of diffidence as investments required are huge but returns uncertain. The recent policy regarding “offsets” has brought in additional players. However, uncertainty continues to rule.

China is concerned about terrorism on its Western border.

The US, Japan and India have serious differences with China and possess the military, economic and diplomatic means to compete. China’s population has started ageing on account of their extended one-child policy. China strives to gain influence in South Asia while India tries to do the same in East Asia.

While securing oil sources around the southern Russian republics and Africa, China has outmanoeuvred India. China spends $12,259 (`6,70,000) per square kilometre on defence, while the US spends $75,915 (`41,75,000). Also China spends $91 (`5,005) per capita on defence vis-à-vis the US which spends $2,447 (`1,44,500).

Pakistan not only suffers from internal contradictions but also continues to be unstable and insecure. Pakistan looks for support from the US and China. Survival continues to be the central pillar for all actions by Pakistan. As per Foreign Minister Hina Rabbani Khar, in the last ten years, this biggest exporter of terrorism, Pakistan, has itself lost 40,000 lives to terror.

Many a committee, including the recent Naresh Chandra Committee Report, has suggested institutional changes that need early implementation. These include budgetary and decision-making approach. There is also this doubt in willingness to use force, making the nation appear indecisive. For the first decade after independence, India’s defence expenditure was at 1.2 per cent of GDP. After the 1962 war, it went up to 3.5 per cent for the next 25 years. It then gradually came down to

Defence

Spendings in India

D

efence expenditure in India at under two per cent of GDP by any standard, can at best be described as modest and is certainly lower than some of the not so friendly nations in the neighbourhood. The situation ought to be of concern not only for the Indian armed forces but for the nation as well. The situation must change and sooner the better. Even though the Indian armed forces are currently embarked upon a major modernisation programme which involves a number of large and high value acquisitions that are in the pipeline and running into billions of dollars and creation of new infrastructure as also upgrade of equipment, the allocation for defence has been increased only by a paltry 5.3 per cent, a hike that does not even beat inflation. Compared to the allocation in the budget of 2012-13, there is therefore no increase in real terms. In fact, the allocation this year when adjusted for inflation, works out to be lower than that for last year. This is the harsh reality that the Indian armed forces would have to contend with.

Of the total expenditure of the Government of India planned for the year 2013-14, expenditure on defence would account for ten per cent, which is one per cent less than that for 2012-13. But perhaps the seemingly redeeming feature of the exercise however, was the assurance by the Minister of Finance that “constraints will not come in the way of providing any additional requirement for the security of the nation”. But it would be difficult to take this assurance at face value as against a similar assurance last year, which incidentally appears to have become a practice and a somewhat routine rhetoric, demand by the Ministry of Defence (MoD) in the financial year 2012-13 for a grant of `40,000 crore over and above the initial allocation of `1,93,407 crore, for meeting its modernisation requirements, could not be provided. Instead, `14,904 crore were cut from its budget allocation for defence during the year 2012-13, of which `10,000 crore were from the capital expenditure and the remaining from revenue expenditure.

The mathematics of budgetary allocations and equitable share of the national pie apart, the other major problem that afflicts the management of defence expenditure, however, is not only about allocation of funds but is more to do with the capability of the MoD to actually spend the funds allotted within the financial year. On account of revelations of financial scams and allegations of impropriety in the processing of tenders and award of contracts; defence deals are often cancelled leading to non-utilisation of sizeable quantities of funds year after year. As unspent funds cannot be carried over to the next financial year automatically, these have per force to be surrendered. Sometimes, budgetary allocations are also trimmed by the Ministry of Finance even in the face of opposition from the MoD at the Revised Estimate stage on account of compulsions of the precarious state the national economy is in.

Management of defence expenditure in India is perhaps more complex than the management of security challenges before the nation!

—By Air Marshal (Retd) B.K. Pandey

•

around 2.5 per cent and now rests below two per cent. Minimum three per cent is required. The need of the hour is that India not only spends more, but spends more efficiently. SP

—By Air Marshal (Retd) Anil Chopra

Issue 4 • 2013

9

t

Tecknow FIRST

Only One of its kind

Photographs: AgustaWestland

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Project Zero, all-electric tilt rotor technology demonstrator unveiled

The AgustaWestland “Project Zero,” all-electric tilt rotor technology demonstrator, manufactured in collaboration other Finmeccanica companies, Selex ES, Ansaldo Breda and Ansaldo Energia, and partner companies from Italy, UK, USA and Japan was officially unveiled on March 4. It took the manufacturers only 12 months to design, build and test the technology demonstrator, unveiling it prior to the Heli Expo 2013 in Las Vegas.

“Project Zero was a fast-paced complex project involving partners and suppliers across different time zones. Our partners worked with great enthusiasm under the leadership of AgustaWestland R&T Advanced Concepts Group to bring this revolutionary concept to life. This is the first time multiple subsidiaries in the Finmeccanica Group collaborated with so many innovative companies, outside of traditional aerospace industry, in one advanced demonstrator programme,” said Dr James Wang, Vice President of Research and Technology at AgustaWestland.

The entire aircraft exterior surface is carbon graphite and it was produced by Lola Composite in the UK. Sistemi Dinamici was instrumental to Project Zero by working closely with the AgustaWestland Advanced Concept Group on flight control system and rotor design. The technologies developed by each partner are being fed into their various industrial sectors to bring

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ISSUE 4 • 2013

value to each company. Selex ES provided the high-integrity flight control computer and actuator control unit using software provided by wind river. Ansaldo Breda produced the electric motor inverter and motor control algorithm. Ansaldo Energia provided expertise on the alternative hybrid electric-diesel solution.

Lucchi R. Elettromeccanica has custom designed and built the axial flux permanent magnet electric motors. The aerodynamic properties of the rotor blades were designed by AgustaWestland and Rotor Systems Research LLC of USA. The composite structure for the blades, shrouds and spokes were designed by the Advanced Concepts Group and AgustaWestland Japan Asia Technology Center. The high bandwidth electromechanical actuators (EMA) for the innovative swashplateless individual blade control system were developed by Microtecnica. ORAL Engineering developed an efficient diesel engine for the alternative electrichybrid propulsion solution and provided rapid CNC machining for the rotor and drive system. MB Motorsport, Aerosviluppi and Marc’Ingegno customised the special motor cooling system, wiring harness and retractable landing gears, respectively. SP E-mail your comments to: letters@spsaviation.net

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SP'S EXCLUSIVEs helicopters

Russia to revamp rotorcraft strategy in India

Photograph: Anoop Kamath

O

Once a dominant force in the Indian military helicopter space, Russia is a dwindling force now. With a series of crucial defeats in prestigious rotorcraft competitions in India, SP’s Aviation has learnt that Russian Helicopters JSC, the umbrella company that markets Russian-built helicopters, has decided to revamp its strategy and will shortly be brainstorming to roll out new plans as far as the Indian market is concerned. Over the last decade, Russia has managed to shore up orders for Mi-17 V5s, a $1.3-billion order for 80 in 2008—36 of which have been delivered so far—a recent order for 12 more Mi-17 V5s (three in VVIP configuration and 9 for the Indian Coast Guard) and is expecting a follow-on order for 59 more such helicopters shortly from the IAF. The Indian Air Force (IAF) operates roughly 150-160 Mi-17s and Mi-8s. Next year, the IAF will retire its entire fleet of Mi-8 helicopters, which have reached the end of their technical life.

On the other hand, Russia has lost a slew of deals. In October last year, the Russian Mi-28NE Night Hunter and the Mi-26T2 lost crucial IAF attack helicopter and heavy-lift helicopter competitions to Boeing’s AH-64D Apache Block III and CH-47F Chinook respectively. The country’s Ka-226T Sergei, currently in a pitched battle against the Eurocopter AS 550 C3 Fennec for the 197 reconnaissance and surveillance helicopter (RSH) competition, could be disappointed given that the procurement is reportedly in a state of indefinite drift, with a decision unlikely anytime soon.

RusHeliCo’s new strategy will include expanding into the civil sector in a big way. Part of this includes pitching its platforms to offshore operators in the energy sector, a market currently dominated by Russia’s competitors including AgustaWestland, Eurocopter and Sikorsky. “We are involved in negotiations with them. Our helicopters operate very well in harsh climates serving energy operators in our home country,” Russian Helicopters HCS

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Chief Dmitry Petrov said at the Aero India show in February.

The focus of this initiative will be the upgraded civil medium Mi-171A2, the latest version of the Mi-8/17 series. “The Mi-171A2 combines the best performance of its legendary predecessors with leading-edge technologies. Almost 200 Mi-8/17s operate in India, and demand for these helicopters remains strong. Russian Helicopters recently signed another contract for Mi-17 V-5 helicopters with the Indian Air Force; the contract is expected to be fulfilled in 2013,” said the company. Signs of commitment towards the new strategy are already showing.

When Russian President Vladimir Putin visited India in December 2012, Russian Helicopters and Elcom Systems Private Limited, part of the Indian investment conglomerate SUN Group, entered into an agreement to set up a modern manufacturing facility in India to produce Kamov and Mi-brand helicopters. “The joint venture will have the capacity to produce key helicopter units and carry out final assembly of the machines as well as engage in ground and flight testing. It is expected that the enterprise will start with production of components for the multi-role Ka226T helicopter. The enterprise will serve as an industrial base for high-tech Russian rotorcraft products in India,” the company has stated. “India is a traditional partner of Russian Helicopters in terms of helicopter deliveries. The creation of a joint Russian-Indian enterprise marks a new stage and also a logical continuation of our joint efforts in light of the growing demand for Russian helicopter models,” said Dmitry Petrov, CEO of Russian Helicopters.

Apart from the civil strategy, Russian Helicopters plans to remain on the sidelines of the current Indian competitions, in case New Delhi decides otherwise. SP

 By SP’s Special Correspondent

Issue 4 • 2013

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SP'S EXCLUSIVEs nruav, uav, eagle mav

Photograph: IAI-HAL, SPSC, Nal

DRDO weighs unmanned rotorcraft development Despite deep interest in unmanned rotorcraft for several different kinds of operations—from maritime operations off a ship’s deck to urban surveillance to anti-naxal operations—India doesn’t operate a single one. Keeping in view the requirement and the fact that at least two efforts to procure unmanned rotorcraft from abroad are still in progress, the Aeronautical Development Establishment (ADE) in Bengaluru has decided to try its hand at it. ADE Associate Director P. Srikumar has recently revealed that the establishment had factored in an unmanned rotorcraft in its overall roadmap, and would likely field a system in the 2015-17 time frame.

The IAI-HAL naval rotory UAV (NRUAV), based on the Chetak airframe, has failed to prove itself as an operational platform, and has faced several problems pertaining to autopilot and stability, only accentuating the challenges posed by an unmanned rotorcraft, even for a country like Israel, that’s relatively

experienced in the development of unmanned air systems. While the Defence Research and Development Organisation’s (DRDO’s) effort is still only in the proposal stages, it is unclear right now what the scale of the effort will be. For instance, will the DRDO be attempting to build an all new rotorcraft platform, or modify an existing helicopter platform? The DRDO has been known to be in discussions about a possible optionally manned modication for the HAL Dhruv. Or will the new platform be a miniaturised platform like the Schiebel Camcopter or SAAB Skeldar? Also, the avionics and flight control systems on an unmanned rotorcraft are diametrically different to those on fixed-wing platforms, that still haven’t been perfected on Indian UAVs like the Nishant and Rustom, so it remains to be seen how the effort progresses, and whether it receives requisite support from within the potential customer services. SP

HAL to present UAV vision to Home Secretary

Imperial Eagle MAV ready for user trials

HAL will shortly be making a presentation to Home Secretary R.K. Singh on a proposed national plan on unmanned aerial vehicles (UAVs) for internal security threats and crossborder terrorism. HAL recently carved out a separate UAV wing as part of its Bengaluru complex. While several different agencies in the country are involved in developing UAVs (ADE, NAL, ADA, etc), HAL has decided to go the partnership route to build unmanned systems for the armed forces.

HAL already has a tie-up with IAI, and is likely to explore expanding this relationship to bigger, high performance systems in order to cater to the large UAV requirement in the Indian armed forces and paramilitary forces. HAL sources indicate the company is working towards organising a full-fledged menu of UAVs that it can offer—from micro and mini UAVs for manportable infantry deployment and special forces utility, to larger high endurance systems of the kind being developed by the Aeronautical Development Establishment. SP

The Aeronautical Development Establishment (ADE) has unveiled the handlaunched fixed-wing mini UAV Imperial Eagle, and invited potential users to give the platform a test. The Imperal Eagle, with an all-up weight of 2.9 kg and a wingspan of 1.6 metres, is hand launched with a mission endurance of 50-60 minutes.

Propelled by a BLDC electric motor, the UAV is capable of speeds of up to 25 metres/second and an operating altitude of 100-2000 feet. Through telemetry and video link, the Imperial Eagle has a range of approximately 10 km and functions via a single axis tracking system. Hand-launched, it is recovered via a soft-landing. It sports fully autonomous pre-programmed waypoint navigation. Payloads can include daylight or infra red (IR) camera with a gimbal.

The Indian Army and paramilitary forces have been on the lookout for a man-portable UAV on the lines of the US Army’s Raven UAV, currently deployed for tactical and ‘over the hill’ surveillance. The Imperial Eagle (along with NAL’s Sly Bird) are both in the running to meet such a requirement, though it remains to be seen how they perform in user trials in field conditions. SP

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Issue 4 • 2013

 By SP’s Special Correspondent

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Military

Modernisation

a tedious path

Photograph: Dassault Aviation, airbus

The process of modernisation of the IAF is a long drawn one and places heavy demand on the resources of the nation. As the domestic industry has not been able to meet the requirements of the IAF, the service has no option but to turn to foreign sources to sustain the required level of operational capability.

I

By Air Marshal (Retd) B.K. Pandey

India’s emergence as a regional power confers upon the nation enhanced responsibilities to safeguard the expanding economic and security interests. It is therefore incumbent on the nation to build up and sustain comprehensive military capability. The Indian Air Force (IAF) which is the spearhead of India’s military power provides the critical attributes of flexibility, swift response, long reach, mobility and precision targeting. The IAF has been periodically upgraded in the last eight decades of its existence and once again it has embarked on a similar exercise. This time, it is a 15-year modernisation programme for the complete revamp of its inventory to enable it to meet the challenges in the future. A sum of $30 billion (`1,65,000 crore) has already been invested in procurement contracts during the last five years and by 2022, the IAF hopes to complete about 75 per cent of the modernisation programme. The process has been aptly summed up by the Chief of the Air Staff, Air Chief Marshal N.A.K. Browne as “the IAF is witnessing an unprecedented phase of modernisation and capability enhancement”.

Combat Fleet Despite the induction of the fleet of Su-30MKI fourth-generation

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air dominance fighters, strength of the combat squadrons in the IAF has been shrinking and as per reports, it is down to 30 squadrons as against a previously authorised strength of 39.5 squadrons. The government has already approved the increase in the strength of squadrons of combat aircraft to 42 in the next ten years and to 45 in the next 20 years. However, with the progressive phasing out of the ageing fleet of Soviet origin and interminable delay in operationalising the Tejas, the strength of the fighter fleet of the IAF is only going to reduce further in the next five years, thus eroding the operation potential to a somewhat precarious level.

To arrest the alarming decline in combat potential, the IAF has undertaken a $5 billion (`27,500 crore) mid-life upgrade of the existing MiG-29, Jaguar and the Mirage 2000 fleets. These aircraft will be available for 15 to 20 years after mid-life upgrade. Initially planned for 140 aircraft, the IAF plans to build up the fleet of fourth-generation Su-30MKI in service since 2002, to 272 aircraft, around 14 squadrons. Talks are also under way with Russia and HAL for avionics upgrade of the fleet for it to retain frontline capability.

On March 24 this year, Defence Minister A.K. Antony asked

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Military Modernisation

Photograph: IAF, SP guide Pubns

strengthening the force: Pilatus PC-7 Mk II single-engine turboprop trainer aircraft and Embraer EMB-145-based AEW&C aircraft being inducted in the IAF; (facing Page) IAF plans to induct 126 fourth-generation MMRCA for which the twin-engine Rafale has been shortlisted; IAF is in the process of acquiring SIX A330 multi-role tanker transport (MRTT) from Airbus Military

the Defence Re- seven squadrons. Certification of the FGFA is scheduled for search and Devel- 2019 and induction thereafter. The FGFA will be manufactured opment Organisa- in India by HAL. With the planned induction of the three types of fourth- and tion (DRDO) not to extend the date fifth-generation combat aircraft completed, the IAF will have of final opera- around 30 squadrons of frontline aircraft, yet 12 squadrons tional clearance short of the authorised strength. This gap will have to be filled of indigenous Te- with the Tejas Mk II if and when these are available for inducjas light combat tion. Plans are afoot to design and develop an indigenous twinaircraft beyond engine fourth-generation advanced medium-combat aircraft 2014. Hopefully, the DRDO will at least make an effort. But the (AMCA). However, this is still in a conceptual stage. most significant step for the enhancement of combat power of the IAF has been the move to induct 126 i.e. six squadrons of Transport Fleet fourth generation medium multi-role combat aircraft (MMRCA) The bulk of the transport fleet of the IAF having been overtaken for which the twin-engine Rafale from Dassault Aviation has by obsolescence, the IAF has moved quickly to redeem the situabeen selected as the preferred platform. The ongoing contract tion. The first acquisition through the foreign military sales (FMS) negotiations are expected to be completed by mid-2013 and route of the US Government was in 2011 of six four-engine C-130J the deal worth over $25 billion (`1,37,500 crore), is expected Super Hercules tactical transport aircraft with a payload capacity to be sealed by the end of this year. As per the IAF, induction of 20 tonnes, from Lockheed Martin of the US for $1.059 billion of the Rafale should commence by 2016 with the first 18 jets (`5,825 crore). Endowed with the latest technologies, the C-130J procured off-the-shelf from the French manufacturer and the Super Hercules has helped enhance Special Operations capability remaining 108 to be produced in the country by the Hindustan of the Indian armed forces apart from tactical airlift capability Aeronautics Limited (HAL). The latter would be delivered to the of the IAF. Based on the experience so far, the IAF has opted for IAF by 2023. The schedule being somewhat sensitive to impon- another six C-130J aircraft to make up a full squadron strength. derables, further delay in the future if any, ought not to come as As replacement for the ageing fleet of IL-76 aircraft, the gova surprise. The IAF has the option to buy another 63 taking the ernment has finalised a $5.8 billion (`31,900 crore) deal with total numbers to equip nine squadrons. the US Government once again through the FMS route, for the In an attempt to leap into the fifth generation, in December supply of ten Boeing C-17 Globemaster III four-engine strategic 2010, a memorandum of understandairlift aircraft with a payload capacity of ing for preliminary design of the Indo75 tonnes as against 43 tonnes of the ILRussian fifth-generation fighter aircraft 76. The fleet of ten C-17 Globemaster III (FGFA), a two-seat derivative of Russian aircraft will provide the IAF with a quanPAK FA T-50, was signed between HAL tum leap in strategic reach, heavy-lift the IAF badly needs an and Russia’s Rosoboronexport and Sukcapability, high mobility and the means intermediate jet trainer hoi. The contract whose value is expectto project power well beyond national to replace the ageing ed to touch $30 billion (`1,65,000 crore) borders in the pursuit of economic and was for 214 aircraft for the IAF with opsecurity interests. The IAF may procure fleet of HJT-16 Kiran tion for follow-up orders. However, it is another six of these mammoth machines. aircraft that were understood that the IAF has decided to The IAF is moving ahead with plans restrict the number to 144, i.e. around to replace the obsolescent fleet of HS-748 inducted in the 1970s

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Military Modernisation frame for delivery of the Indian equivalent Avro twin-engine transport aircraft prothat the HAL has been tasked to produce cured from the UK in the 1960s. The govremains shrouded in uncertainty, it is unernment has already cleared the proposal It is high time that the derstood that the IAF is not in a position for the IAF to acquire 56 aircraft for which DRDO and the indigenous to wait and is planning to order another a sum of $2.4 billion (`13,200 crore) has aerospace industry 37 immediately. The total order could be been earmarked. Envisaged to be in the progressively increased to 180. With the 10-tonne payload category, there are only begin to deliver. It is induction of this modern basic trainer, two aircraft in the global market for the also incumbent on the one can expect a qualitative change in piIAF to choose from. These are the Alenia lot training in the IAF. C-27J Spartan from Italy and the CASA government to adopt After a protracted procurement proC-295 from Airbus Military. Both these are necessary measures cess lasting over two decades, the IAF fitwin-turboprop military transport aircraft to upgrade indigenous nally received the full complement of 66 of and have been used extensively in the rethe BAE Systems Hawk-132 advanced jet cent wars in the Middle East and in Afcapability in order to trainer for Stage III training for budding ghanistan. The request for proposal (RFP) minimise dependence fighter pilots. The IAF is to receive anis expected to be issued soon. Plans call other 40 against an order placed in 2011. for 16 aircraft to be procured off-the-shelf on imports.

Tragically, the IAF badly needs an interand 40 to be assembled in India with the mediate jet trainer to replace the ageing likely involvement of the aerospace indusfleet of HJT-16 Kiran aircraft that were try in the private sector. inducted in the 1970s.

The mainstay of the tactical transport fleet of the IAF is the 100 odd AN-32 aircraft acquired from the Soviet Union in the mid-1980s. Currently undergoing avionics up- Force Multipliers grade, this fleet will have to be replaced by 2025. To this end, HAL The IAF is in the process of acquiring a variety of force mulhas entered into collaboration with United Aircraft Corporation tipliers. On top of the list is the selection of the A330 multiof Russia to jointly develop a twin-jet military tactical transport role tanker transport (MRTT) from Airbus Military of which six aircraft with high-wing and tail-loading arrangement as also a would be acquired at the cost of $1.5 billion (`8,250 crore). Conpayload capacity of 15 to 20 tonnes. The development cost as per tract negotiations are expected to begin soon. To strengthen the initial estimates has been pegged at $600 million (`3,300 crore) air defence environment, apart from three platforms already shared equally between the two partners. The aircraft will be acquired, the IAF is negotiating with Israel for two IL-76 based manufactured by HAL at Kanpur and initially, the IAF proposes Phalcon radar equipped airborne warning and control system to acquire 45 of these machines that have been named as the IL- (AWACS) aircraft in addition to the three already acquired. The 214. Maiden flight of the aircraft is expected in 2017 with deliver- total number is likely to go up to ten with the induction of anies after certification. other five platforms possibly from Western sources. The IAF has also ordered three Embraer EMB-145-based airborne early warning and control (AEW&C) aircraft at a cost of $210 million Rotary-Wing Fleet To replace the MI-35 attack helicopters of Soviet origin through (`115 crore), the first of which has already been delivered. The an open tender, the IAF has finally zeroed in on the Apache AH- IAF has a total requirement of 20 of this system that has been 64D Longbow attack helicopters from Boeing. The IAF proposes developed through collaboration between Embraer and Centre to purchase 22 of these machines along with weapons, sensors, for Airborne Systems, a laboratory under the DRDO. Together spares and training at a total cost of around $1.4 billion (`7,700 with the AWACS, the AEW&C aircraft will provide gap-free surcrore). The package would include 50 General Electric T700- veillance of the Indian air space.

The IAF has on its inventory just a few Israeli Searcher II 701D engines, 1,350 Lockheed Martin AGM-114 Hellfire missiles, 245 Raytheon Stinger missiles, 12 Lockheed/Northrop Grumman and Heron UAVs for reconnaissance and surveillance. There is APG-78 fire control radars and 23 Lockheed modernised target an urgent need to enhance capability in this segment. To this acquisition designation sight/pilot night vision sensors. While the end, the DRDO is embarked on developing the medium-altitude government has permitted the Indian Army to procure attack he- long-endurance Rustom and the AURA unmanned combat aerilicopters, the Apache fleet will be operated by the IAF. This fleet al vehicles (UCAV). The Rustom has been undergoing flight tests will significantly enhance the firepower of the IAF in the tactical but the latter which is yet in the project definition phase, will be a stealthy flying-wing concept aircraft with internal weapons battle area. Currently, contract negotiations are in progress.

To replace its ageing fleet of MI-26 heavy-lift helicopters of and a turbofan engine. It will be capable of releasing missiles, Soviet origin, the IAF has selected the CH-47F Chinook twin-ro- bombs and precision-guided weapons. tor heavy-lift helicopter from Boeing. The Chinook has a maximum payload capacity of 12.7 tonnes. Contract negotiations are The Final Word currently under way for the deal for $1 billion (`5,500 crore) for The process of modernisation of the IAF is a long drawn one 15 machines. This fleet of the Chinook that has been proved in and places heavy demand on the resources of the nation. As the several wars, will revolutionise the heli-lift capabilities of the IAF. domestic industry has not been able to meet the requirements of the IAF, the service has no option but to turn to foreign sources to sustain the required level of operational capability. However, Trainer Fleet Languishing without a basic trainer since the grounding of the equipment from foreign sources is invariably very expensive. It fleet of HPT-32 aircraft in July 2009, the IAF has finally begun to is high time that the DRDO and the indigenous aerospace indusreceive the Pilatus PC-7 Mk II single-engine turboprop aircraft, try begin to deliver. It is also incumbent on the government to of which 75 have been ordered with the Swiss manufacturer in adopt necessary measures to upgrade indigenous capability in May 2012 at the cost of $600 million (`3,300 crore). As the time order to minimise dependence on imports. SP

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Military

Fighters

On February 16, 2012, the first external weapons test mission was flown by an F-35A Conventional Take-off and Landing aircraft at the Edwards Air Force Base, California

Photograph: lockheed martin

Mother of all Programmes The F-35 would be far better than the existing fighters in air-to-air combat, air-toground engagement, reconnaissance and suppression of air defences. Unlike in earlier aircraft, in the F-35, one does not need to physically point helmet or weapons towards the target. The highly advanced software makes it much easier to fly.

By Air Marshal (Retd) Anil Chopra

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Issue 4 • 2013

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F

Military Fighters Fort Worth, Texas, is home to Lockheed Martin’s oldest and largest factory as also the place where one of the world’s most technologically advanced and expensive fighter aircraft development programme is evolving. Plagued by delays and cost overruns, the F-35 programme has come under greater focus after the US Government announced possible cuts in the defence budget. Whether or not the programme will recover from the nose-dive needs to be analysed.

The F-35 programme emerged from the US common affordable lightweight fighter project which initially was exclusively an American project initiated in 1993. Joined by UK and others in 1996, it was re-designated as the US joint strike fighter (JSF) programme. The US plan was to develop a single stealth fighter to replace a group of frontline aircraft such as the F-16 Fighting Falcon, the F/A-18 Hornet, A-10 Thunderbolt II and the AV-8B Harrier II. A common design with different variants was visualised to keep development, production and operating costs low.

The F-35A was the conventional take-off and landing (CTOL) variant, F-35B the short take-off and vertical landing (STOVL) variant and F-35C carrier-based variant. The F-35A, the smallest and lightest version, was expected to match the F-16 in manoeuvrability but with better capability in respect of stealth, payload, and range on internal fuel, avionics, operational effectiveness, supportability and survivability. Eighty per cent commonality in components among the three variants was also envisaged.

The F-35B was to sacrifice a third of the internal fuel to accommodate the vertical flight system. The US Marine Corps (USMC) was to purchase 340 F-35Bs to replace the F/A-18 and AV-8B. The Royal Air Force (RAF) and the Royal Navy were to induct the F-35B to replace their Harrier GR9s. The UK would initially receive 48 F-35B and final numbers were to be decided later. The Italian Navy would buy 22 between 2014 and 2021.

The carrier variant F-35C would feature larger wings for more lift and foldable wings for stowage on or below deck. It would have robust landing gear for arrested landings on carriers and a stronger tail hook for arrestor cable. The USMC was to receive 80 F-35C and the USN 480 F-35Cs. The F-35C was rolled out in July 2009 and is expected to be available in 2014.

Lockheed Martin had claimed that the F-35 would be far better than the existing fighters in air-to-air combat, air-toground engagement, reconnaissance and suppression of air defences and would have better logistics support. It would be the premier strike aircraft past 2040 and second to the F-22 Raptor in air superiority. The contract was awarded to Lockheed Martin in October 2001 after its X-35 beat, the Boeing X-32, primarily on better growth potential. In July 2006, the US Air Force (USAF) named the F-35 as ‘Lightning II’ in honour of Lockheed’s World War II-era twin-prop P-38 Lightning and the English Electric Lightning. Lightning II was also a name for its fighter that was later renamed F-22 Raptor. The US permitted Israel to integrate its own electronic warfare systems including the external jammer pod, its own air-to-air missiles and guided bombs in the internal weapon bays in their variant F-35I. Israeli pilots are scheduled to start training by end 2016. Israel feels that the current stealth features may become redundant in the next ten years and since the aircraft will operate for over 40 years, there is a need for an updated electronic warfare suite.

Features of the Aircraft The F-35 is essentially a smaller, single-engine lighter version of the twin-engine F-22 Raptor and has inherited its technologies.

The Mach 1.6 fighter has maximum take-off weight of 31,800 kg, which is significantly heavier than the fighters it will replace.

The glass cockpit features 50 by 20 centimetres, full-panel-width

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F-35A Specifications Length

51.4 ft / 15.7 m

Height

14.4 ft / 4.38 m

Wingspan

35 ft / 10.7 m

Wing area

460 sq ft / 42.7 sq m

Horizontal tail span

22.5 ft / 6.86 m

Weight empty

29,300 lb

Internal fuel capacity

18,250 lb / 8,278 kg

Weapons payload

18,000 lb / 8,160 kg 25mm GAU-22/A cannon

Standard internal weapons load

Two AIM-120C air-to-air missiles

Maximum weight

70,000 lb class

Propulsion* (uninstalled thrust ratings)

F135-PW-100, 40,000 lb Max., 25,000 lb Mil.

Speed (full internal weapons load)

Mach 1.6 (~1,200 kmph)

Combat radius (internal fuel)

>590nm / 1,093 km

Range (internal fuel)

>1,200nm / 2,200 km

Max g-rating

9.0

Two 2,000-pound GBU-31 JDAM guided bombs

*Maximum Power (Max) = with afterburner; Military Power (Mil) = without afterburner

“panoramic cockpit display”, a speech-recognition system and an advanced helmet-mounted display system (HMDS). For the first time, a frontline fighter has been designed without a headup display. The helmet gives an integrated fused “high off-bore sight” picture what some pilots call, ‘the God’s-eye view’. Fused information from on-/off-board avionics and sensors increases the pilot’s situational awareness, target identification and weapon delivery. Unlike in earlier aircraft, in the F-35, one does not need to physically point helmet or weapons towards the target. The highly advanced software makes it much easier to fly. A single press of the button could commence hands-off hover. Consultant to Lockheed Martin, Loren Thompson says that the “electronic edge F-35 enjoys over other tactical aircraft may prove to be more important in future missions than manoeuvrability”. The F-35 has an hands-on throttle and stick (HOTAS) concept with sidestick. The main sensor onboard is the Northrop Grumman APG81, active electronically scanned array (AESA) radar augmented by the Lockheed Martin electro-optical targeting system. Six passive infrared sensors are distributed over the aircraft as part of Northrop Grumman’s AN/AAQ-37 aperture system which handles missile warning, detects and tracks threats approaching from any direction around the aircraft, and also replaces traditional night vision goggles. The AN/ASQ-239 is an improved version of the F-22 electronic warfare (EW) suite. It fuses radio frequency (RF) and infrared (IR) info for tracking, basic radar warning, electronic surveillance and multispectral countermeasures for self-defence against missiles. Communications, navigation and identification use the multifunction advanced data link, yet the non-stealthy Link 16 is retained to communicate with older systems.

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Photograph: Lockheed Martin

Military Fighters of the F-35B on June 11, 2008, The aircraft introduces lowshort take-off vertical landing maintenance low-observable (STOVL) propulsion system teststealth technology through origaing in flight in January 2010, the mi form, special coatings, hidden first hover on March 17, 2010, engine and low heat emission. and the first vertical landing on Landing gear door has a stealthy March 18, 2010. On June 10, saw-tooth design. The F-35 is 2010, the F-35B became the secnot only radar stealthy, but also ond only to its ancestor X-35B has infrared and visual signature STOVL aircraft to go supersonic. reduction. The noise levels of the The Navy’s F-35C took to the air F-35 are known to be comparain June 2010. In October 2012, ble to the F-22 and F-18 aircraft. the first aerial weapon, an AIMStructural composites consti120 AMRAAM, was released. In tute 35 per cent of the airframe, September 2012, the USAF conup from 25 per cent in the F-22. currently began operational utilIt will also be the first massity evaluation (OUE) of the F-35A produced aircraft using nano which included aircraft systems, composite materials. Its Pratt & logistical support and mainteWhitney F135 engine has demnance. It also paved the way for onstrated thrust of over 50,000 F-35B test aircraft BF-2 flies by the tower pilot training in January 2013. lbf during testing and is reportat Naval Air Station Patuxent River, during Test points achieved in 2012 edly the most powerful engine a test flight exceeded the planned schedule ever installed on a single engine and included deliveries of first fighter aircraft. The logistics information and supply chain, as also computerised maintenance two F-35s to the UK. In November 2012, the F-35 Lightning II programme crossed 5,000 flight hours. management, are meant to reduce downtime and man-hours.

Each variant has its own weapon mix. The F-35A includes a four-barrel 25mm internally mounted cannon. The F-35B & C Assembly and Work Share have the same in external pod. There are two internal weapons Lockheed Martin provides the forward fuselage, wings, flight bays, four external hard points under wing and two near wing control system and the mission system. It carries out final astips. Multiple combinations of weapons can be carried. Typical- sembly and overall system integration. Northrop Grumman proly in air-to-air role, eight AIM-120s and two AIM-9s and in air- vides the AESA radar, electro-optical distributed aperture systo-surface role, six 2,000 lb bombs with two AIM-120s and two tem, communications navigation identification systems, centre AIM-9s can be carried. Solid-state lasers were being developed fuselage, weapons bay and arrestor gear. BAE Systems provides as optional weapons. The B-61 nuclear bomb is scheduled to aft fuselage and empennage, horizontal and vertical tails, lifebe deployed by early 2020s. Max weapon payload is 8,100 kg. support and escape systems, electronic warfare systems, fuel The F-35A at 9g is the only variant on par with F-16 for system and flight control software. Alenia will perform final asmanoeuverability. The carrier variant will be restricted to 7.5g sembly for Italy and for European customers with the exception which though comparable with the F-18, is lower than 9g for of Turkey and the UK. Jon Schreiber, head of F-35 International Dassault’s carrier based Rafale-M. Canard/thrust-vectored air- Affairs Programme at the Pentagon, has said that the US would craft like the Eurofighter, Rafale F-22A, MiG-35 and the SU-35 not share with allies the software code for the F-35. will continue to enjoy some advantages which the F-35 hopes The US plans to buy 2,443 F-35s. The remaining 600 are to neutralise using improved stealth, no drag from internally for the partners. Total development cost is estimated at over $40 carried weapons and superior electronics. billion (`2,20,000 crore) and is largely underwritten by the US. The Block-3 F-35s were planned to have 8.6 million lines of The level of participation of other nations is linked to the funds software code. Yet there is need for additional software. Former US contributed, quantum of technology transfer and the order in Air Chief General Norton Schwartz said that software is the big- which countries have sought production aircraft. Level one partgest factor that might delay the initial operational clearance (IOC) ner, UK, invested $2.5 billion (`13,750 crore); level two partners which is rescheduled for April 2016. A maintenance man’s dream, Italy invested $1 billion (`5,500 crore) and Netherlands ($800 the aircraft has 95 per cent of field-replaceable parts. The ejection million or `4,400 crore); level three partners: Australia invested seat can be replaced without removing the canopy. The stealth $144 million (`792 crore), Canada ($160 million or `880 crore), coatings are much easier to work with than those on the Raptor.

Denmark ($110 million or `605 million), Norway ($122 million or `671 crore) and Turkey invested $195 million (`1,072 crore).

Security cooperation participants are Israel and Singapore. JaImportant Milestones pan intends to purchase 42 F-35s with The first F-35A flew on December 15, deliveries beginning in 2016. Of these, 2006. Pentagon thought advanced comat least 38 aircraft would be assembled puter modelling and simulation would in Japan. Fifteen per cent of each F-35 leave only minor problems to be discovthe F-35 programme has entering service over the next 25 years ered in flight testing. It was thus a concome under greater focus will be made in Britain by Rolls-Royce, scious decision to run production conBAE Systems, Martin-Baker and other currently with design and development. after the US Government smaller companies. SP Important milestones included aerial announced possible refuelling in March 2008, supersonic flight on November 13, 2008, first flight defence budget cuts (To be continued)

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Issue 4 • 2013

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Military

Unmanned New Gen Combat drone: General atomic’s Reaper UCAV

Forging Ahead It may be difficult to predict with certainty what future battlefields will look like, but one thing is becoming increasingly clear: a sizeable share of it will be unmanned. UAVs and UCAVs are bound to proliferate, including in South Asia.

Photograph: defense.gov

By Group Captain (Retd) Joseph Noronha

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The Indian armed forces rank among the world’s largest and most powerful armed forces. Backed by the eighth largest defence budget, they have a growing appetite for frontline technology and an impressive shopping list. However, although the country’s industry is going from strength to strength, armament production does not seem to be its forte. That is why India is currently the world’s largest importer of military hardware. In the coming decade, it is likely to buy equipment worth up to $100 billion (`5,50,000 crore). The lion’s share will consist of arms imports and the unmanned slice of the market is steadily growing.

A decade of conflict in Afghanistan and Iraq, during which exceptional reconnaissance missions by unmanned aerial vehicles (UAV) and lethal strikes by unmanned combat air vehicles (UCAV) have become the norm, is rapidly giving these technological marvels pride of place on military wish lists. For instance, in 2005, the UAVs deployed by the United States constituted just five per cent of its total military aircraft; but by

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2012, the figure had soared to 31 per cent. The US Air Force trains more pilots for UAVs and UCAVs than for any other weapons system because more hours are now flown by its unmanned vehicles than by its manned strike aircraft. And by 2030, a third of the Royal Air Force’s airborne assets could be unmanned.

As for Israel, it pioneered unmanned intelligence, surveillance and reconnaissance (ISR) operations about 30 years ago and the Israeli military is in the forefront of UAV operational employment. Israeli companies like Elbit Systems, Israel Aerospace Industries (IAI) and Aeronautics Defense are global leaders in the field of UAV technology. Most recently, last November, when Israel engaged Hamas fighters in the Gaza Strip, its air force underlined the importance of keeping a potential combat area under continuous surveillance and the most cost-effective means of doing so was with unmanned devices.

Within a short period, UAVs have emerged from the pages of science fiction to become essential components of an advanced

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Military Unmanned battlefield, creating a whole new category of arms purchases.

And India is no exception.

The Indian Scene It was the Indian Army that began the era of UAVs by inducting IAI Searchers in 1996. The Indian Air Force (IAF) and the Indian Navy followed suit. The three services together have perhaps 100 Searcher and 60 Heron UAVs. To view these figures in perspective, however, the US Department of Defense has over 6,000 UAVs (and growing) while the UK’s armed forces currently operate 335 UAVs in Afghanistan alone. India has a lengthy coastline and even longer land borders. UAVs are ideally suited to help the three services meet their ISR and security responsibilities along the country’s porous frontiers.

The Indian Army’s Searcher II UAVs are invaluable for battlefield reconnaissance. But since they are limited in numbers, they are highly controlled. It would help to procure them in larger numbers so that they can be transferred to the tactical level and provide more timely and actionable intelligence. Small UAVs that can provide local reconnaissance would also boost battlefield ISR operations. For instance, soldiers can easily be trained to operate and maintain hand-launched UAVs such as the RQ-11B Raven and the RQ-20 Puma, both manufactured by AeroVironment, so as to peer around corners or across hills. These devices can be carried by infantrymen, are easy to fly, and can be rapidly assembled or dismantled.

The RQ-11B Raven weighs just two kg and is launched by hand. At present it is used only for reconnaissance, but it can be modified to drop a grenade-sized weapon. This may make it particularly appealing to field commanders. AeroVironment’s Switchblade, weighing about 2.5 kg, is also carried and operated by one soldier. Fitted with a video camera and GPS (global position system) to locate potential targets, it has 10 minutes endurance at 55-85 knots, and an effective range of up to 10 km. It is a “kamikaze” device, able to crash into its target with an explosive warhead. A larger and more capable machine, such as AAI Corporation’s RQ-7 Shadow, can be deployed for brigadelevel tactical ISR operations. It is rail-launched, flies at 8,000 feet and has a loiter capability of 4-5 hours.

The IAF has some Searcher II UAVs plus about 50 Heron medium-altitude long endurance (MALE) UAVs, developed by the Malat (UAV) division of IAI. The Heron is ideal for strategic and tactical reconnaissance missions of endurance over 40 hours, range about 350 km and has an altitude up to 30,000 feet. The IAF will also induct self-destructing combat UAVs named Harop from Israel this year. The IAI Harop is a hunter-killer UCAV with a small 23 kg explosive charge. Designed for suppression of enemy air defences (SEAD), it can detect the strong pulses transmitted by targets such as missile radars, automatically home onto them and then collide explosively with the source. Even radars that are shut down or not emitting can be hit. It has an operational range of 1,000 km and endurance up to six hours. The IAF plans to have fully operational UAV and UCAV squadrons by 2017.

Harop is just one of the several UCAVs developed from their reconnaissance predecessors. The US-mounted targeted killing of militants in the Afghanistan-Pakistan theatre using the General Atomics MQ-9 Reaper vividly illustrates its usefulness, especially in asymmetric conflicts. The IAF may eventually consider acquiring the MQ-9 Reaper, a multi-mission, medium-altitude, long-endurance UCAV. However, UCAVs currently lack ad-

equate defensive capability and are highly vulnerable in heavily defended airspace. For this reason, they are generally designed for maximum stealth, with tailless subsonic blended-wing bodies, shielded air intakes and attenuated exhausts.

The Indian Navy uses UAVs for maritime surveillance, traffic control, protection of exclusive economic zone (EEZ), anti-terrorism and anti-piracy tasks. It has three operational squadrons equipped with Heron and Searcher II UAVs. The Indian Navy also has long-term plans to induct ship-based rotary-wing UAVs that can provide real-time surveillance while operating with a carrier task force. For coastline reconnaissance, the Northrop Grumman MQ-4C broad area maritime surveillance (BAMS) unmanned system is an interesting possibility. BAMS is a naval variant of the US Global Hawk, equipped with sea-optimised equipment and sensors. With six to eight such systems, the Indian Navy would be able to cover the country’s entire coastline.

India’s paramilitary forces may also be attracted by Netra, a light-weight, autonomous hovering UAV for surveillance in low-intensity conflicts, developed by the Defence Research and Development Organisation (DRDO) and private sector ideaForge. This 1.5 kg mini-UAV has a high-resolution daylight camera or thermal camera that can provide surveillance even in dense urban locations, for instance in a situation like the 26/11 Mumbai terror attacks.

Growing Clout The next three years are likely to see a surge in UAV numbers and capability. IAI has reportedly secured a $958 million (`5,270 crore) contract to upgrade the country’s Heron and Searcher UAVs. The Ministry of Defence has also issued a global request for proposal (RFP) for 95 mini-UAVs for the IAF and the Indian Navy and bidding will commence shortly. A joint purchase of this nature augurs well for the future. Meanwhile, the Indian Army intends to acquire another 20 mini-UAVs. Altogether five tenders are expected, covering the combined purchase of 600 mini-UAV systems worth an estimated $1.25 billion (`6,875 crore), to be operated by the Indian Army’s artillery and infantry units, the IAF, the Indian Navy, and paramilitary forces. Fortunately, UAVs are unlikely to trigger the bitter turf wars that occasionally erupt between the services over control of air assets.

Although the DRDO has been making attempts to develop large UAVs and UCAVs, its efforts have met with limited success. A few DRDO Nishant reconnaissance UAVs are already with the Indian Army. The Rustom-1 MALE reconnaissance UAV intended for the three services and the Rustom-2 UCAV, on the lines of the MQ-1 Predator, are yet to become operational. The Indian unmanned strike air vehicle (IUSAV), codenamed AURA, is currently in the project definition stage. Described as a “selfdefending high-speed reconnaissance UAV with weapon firing capability”, it is a flying-wing with stealth characteristics and a turbofan engine and is designed to cruise at medium altitude.

It may be difficult to predict with certainty what future battlefields will look like, but one thing is becoming increasingly clear: a sizeable share of it will be unmanned. UAVs and UCAVs are bound to proliferate, including in South Asia. India’s armed forces have seen the writing on the wall and are taking steps to enhance their unmanned holdings, training and operational proficiency. Within just three to five years, their UAV capability should achieve critical mass; then there will be no looking back. SP

Although the DRDO has been making attempts to develop large UAVs and UCAVs, its efforts have met with limited success

Issue 4 • 2013

21

Military

Safety

Accurate evaluation of risks present and their effective management appears to be paying dividends. The lowest ever accident rate of 0.22 achieved by the IAF last year is comparable to the most advanced air forces of the world.

By Air Marshal (Retd) Anil Chopra

IAF RECORDS LOWEST EVER ACCIDENT RATE

Photograph: IAF

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Aerospace safety mission-statement of the Indian Air Force (IAF) has been to “ensure operational capability by conserving human and material resources through prevention of aircraft accidents”. The IAF believes that loss of aircraft through accidents, undermines operational capability and hence the focus is on reducing the accident rate. The ‘aircraft accident rate’ is calculated as number of accidents resulting in loss of an aircraft per 10,000 hours of flying. It has been declining steadily over the years. The lowest accident rate of 0.35 was last achieved in the financial year 2006-07. Human error, either by the operator or support service provider, and technical defects have been the major reason behind accidents in the IAF. In-depth analysis of the problem and focused corrective measures were initiated in the last one year in an effort to bring down the accident rate significantly. These included strengthening of initial basic training, review of flying training syllabi, especially of inexperienced air crew, enhanced aircraft and system serviceability through better resource management as also renewed focus on technical supervision and maintenance practices. The accident rate achieved in the financial year 2012-13 was 0.22, the lowest ever recorded.

The aircraft inventory as well as support equipment held by the IAF is spread over a wide technology spectrum. The IAF continues to operate old low technology aircraft such as the MiG21, MiG-27, HJT-16 Kiran, etc. Product support by the original equipment manufacturers (OEMs) is often a major constraint.

The older machines are prone to technical defects and system failures. The problem is countered by a slew of measures such as strengthening of training, close monitoring of maintenance activities, stringent quality control during repair and overhaul at base repair depots and the Hindustan Aeronautics Ltd (HAL).

Technical defects have also been on the rise on the newer fleets such as the Jaguar and Mirage 2000. Amalgamation of modern technology with such platforms is feasible and a number of upgradation programmes on these fleets are under way to enhance the operational capability as well as improve safety and maintainability.

With the phasing out of ageing fleets and new inductions yet to fructify, the IAF is facing reducing numbers. Under such circumstances, higher fleet serviceability will not only offset the reduced strength of

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aircraft, but also more importantly, ensure adequate flying for the aircrew. This is possible only through timely provisioning of spares, especially those procured from foreign sources. Increased flying training for the aircrew will translate into reduced human error accidents and better operational preparedness of the IAF. Preserving and strengthening training resources is another focus area for the IAF. Untimely retirement of the HPT-32, delay in the availability of the intermediate jet trainer, repeated extensions of life for the ageing Kiran fleet and the need to increase intake of pilots to keep pace with new inductions, especially multi-pilot fighters such as Su-30MKI, are inclined to increase pressure on training resources. Fast track induction of Pilatus PC-7 and accretion of Hawk AJT along with embedded simulators are steps in the right direction.

Stringent compliance to training standards at various stages of flying training as well as gradual progression of the trainees to higher performance aircraft are regarded essential to reduce accidents due to human error. Development of training infrastructure to cater to future induction of aircraft and systems as part of long-term induction perspective plan is being pursued expeditiously.

With the induction of state-of-the-art equipment and phasing-out of ageing fleets, a downward trend in incidents of technical defects can be expected. Modern technology demands stringent quality control at production as well as overhaul stages to reduce technical defects. Rigorous quality assurance standards and specifications as laid down by the OEM have to be ensured during licensed production. To reduce accidents on account of technical defects, the IAF has initiated joint quality audits along with HAL on the different fleets. Shortcomings in production support infrastructure, availability of skilled manpower, quality control, delay in setting up of ROH facilities, lack of robust research and development (R&D), etc do get highlighted.

The IAF is striving hard to achieve a high degree of safety while meeting the organisational objectives. The issues related to flight safety are being monitored at the level of the Chief of the Air Staff himself. Accurate evaluation of risks present and their effective management appears to be paying dividends. The lowest ever accident rate of 0.22 achieved by the IAF last year is comparable to the most advanced air forces of the world. SP

—Inputs from Air Headquarters

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Civil

Business Aviation bombardier global 6000: this aircraft is the performance benchmark in the ultra-long-range jet category

Photographs: Bombardier

Bombardier has forecast that the large aircraft category will demonstrate the fastest growth. The large category features aircraft with equipped prices between $45 million and $69 million, offering ranges over 5,000 nm and cabin volumes of 1,500 ft3 (42.5 m3 ) to 3,000 ft3 (85.0 m3).

Jets for the Uber Rich

By R. Chandrakanth

Issue 4 • 2013

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Civil Business Aviation

Photographs: Gulfstream

gulfstream g650: ultra-large-cabin, ultra-high speed business jet is quite simply the goldEn standard in business aviation

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For business and leisure or for that matter even their simple transportation needs, the uber rich depend on private jets.

But these jets are no ordinary jets. They are high-end with all the accoutrements of luxury living the growing breed of billionaires across continents are known to live. Let us begin from home. The richest Indian family—Ambanis—have a fleet of jets. Mukesh Ambani has a Boeing Business Jet 2 with 1,000 square feet of space. Yes, it is a tiny place compared to the 4,00,000 square feet of living space his house Antilia in Mumbai has. However, the luxurious space in the sky has a bedroom, a boardroom and an executive suite. His younger brother Anil Ambani is in the company of Bill Clinton and Steven Spielberg, all owning Dassault’s flagship business jet—the Falcon 7X. When it first hit the market in 2005, it cost a cool $50 million. It can carry 13 passengers travelling in the lap of luxury. The Falcon 7X is said to be the most technologically advanced business jet in service, redefining ownership, pilot and passenger performance. The jet is designed to fly 5,950 nm, linking vital city pairs including Paris-Tokyo, New York-Jeddah and Johannesburg-London with a payload of eight passengers and a crew of three.

The one who has caught everyone’s attention is Vijay Mallya who owns an Airbus ACJ 319 and we are not talking about the beleaguered Kingfisher Airline. Mallya bought the high-end aircraft in 2006 for a reported price of over $61 million (standard equipment costing above $33 million and customised equipment costing over $27 million). The ACJ 319 can carry 22 passengers and is said to cost upwards of `10 crore per year to operate. Then we have Gautam Singhania, Chairman of Raymond Corp, who has the Bombardier Challenger 600 series reportedly costing over $25 million. World renowned aircraft interior designer Eric Roth has given the interiors something to look forward to.

Opulence in the sky If we look at globally, there is none to beat the Saudi Prince

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Alwaleed bin Talal bin Abdulaziz Al Saud who in 2009 bought an Airbus A380 for private use. The Saudi prince would have spent an estimated $500 million on customising the jet which however does not fall into the business jet category as it is a commercial airliner which has been converted.

Bill Gates, the Microsoft founder, goes about crisscrossing continents in a Bombardier BD 700 Global Express which can seat between eight and 19 people. The jet has an extended range of 11,300 kilometres. While Warren Buffet, fashion designer Ralph Lauren, television personality Oprah Winfrey, Hollywood mogul David Geffen, and eBay founder Pierre Omidyar own Gulfstream G650, said to be the fastest and most technologically advanced private jet in the world, with a top speed of 1,130 kmph. It is said to be 20 per cent bigger than Bombardier’s largest existing business jet, the Global Express XRS, which seats between eight and 19 passengers.

The Gulfstream G650 ultra-large cabin, ultra-high speed business jet is, quite simply, the gold standard in business aviation.

Introduced in 2008, the G650 can carry eight passengers and a crew of four on non-stop legs of 7,000 nautical miles. That means it will link Dubai with New York and London with Buenos Aires.

Not to be left behind is the Brazilian aircraft behemoth, Embraer, which has the Lineage 1000 with a seating capacity of 19 and a bedroom and bathroom. Jorge Vergara who owns Mexican soccer team Club Deportivo Guadalajar and Chivas USA owns a Lineage 1000. The jet has five cabin zones for work, relaxation and privacy. It has a queen-size bed, en-suite lavatory and walk-in shower, 23” LCD display, inflight phone, spacious, spa-like lavatory, Wi-Fi network, crew lavatory, single-club seats, wardrobe, divan and credenza among others to provide comfort in the sky.

Another from the Embraer stable is the Legacy 650 which has three distinct cabin zones, wherein while some passengers are working, some can dine or take a nap. It can fly directly from Dubai to London or Beijing to Moscow. The Legacy 650 has Chi-

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Civil Business Aviation

falcon 7x: the flagship offering of dassault’s business jet line has a long range and offers luxurious large cabin for comfortable journey

na’s most famous movie star Jackie Chan as its brand ambassador considering the potential for luxury business jets in China.

Photographs: DAssault Aviation

Boeing’s customised 737 At the Asian Business Aviation Conference and Exhibition 2012 in China, Boeing unveiled the $80 million high-tech customised 737. The 737 retails for a mere $57million. But interior remodelling, done by an independent company and ranging between $20 and $25 million typically push total costs for the Boeing 737 to around $80 million. The plane can carry up to 19 passengers and flies 5,600 nautical miles at Mach 0.80, or roughly 12 hours of non-stop flight, before it needs refuelling. A conference room features connectivity for smartphones and computers, and a highdefinition video system boasts surround-sound audio.

The jet sleeps up to eight people and features a large bedroom with king-sized bed and a private toilet. The plane also includes a smaller bedroom with divans that convert into beds.

And the jet’s kitchen features convection and microwave ovens, a refrigerator, wine cooler and trash compactor.

Airbus ACJ offer choice Airbus offers the most modern and comprehensive corporate jet family in the world, giving customers the greatest choice of the widest and most spacious cabins. The corporate jets range from the Airbus ACJ318 all the way to the double-deck ACJ380, allowing customers to select the comfort they want in the size that they need. The family begins with the Airbus ACJ318, ACJ319, ACJ320 and ACJ321, which feature cabins that are approximately twice as wide as traditional high-end business jets, without being much larger externally. This makes them the new standard to which corporate jet customers aspire—whether as a first aircraft or when trading up from something smaller. It also means that customers for these aircraft benefit from unequalled comfort, space and freedom of movement on every trip.

Market Remains Strong In its latest business jet market report, J.P. Morgan states: “New business jet demand remains weak, especially at the small end, but there have been intermittent signs of recovery.” However, the higher end of the market remains strong while the lower end is still weaker. Backlog for new business jets remains stable, ending 2012, at about $40 billion, which J.P. Morgan says is consistent with each of the last two years but still down more than 50 per cent from the peak in 2008. “We estimate that half of this backlog is attributable to the G650 and the Global [series].”

Canadian aerospace company—Bombardier—is working to defend its market share in the high end business jet segment, taking on rival Gulfstream’s popular G650. Bombardier has been aggressively marketing Global series. The Global 6000 which was showcased at Aero India 2013 has unrivalled cabin size, offering levels of comfort combined with an optional stand-up shower. The jet can link Mumbai with London and Kolkata with Sydney, non-stop with eight passengers and three to four crew.

The head of Bombardier Aerospace Guy Hachey has said: “Our intention is to grow our leadership position and the time is right to move forward with an extension of the line-up of jets in the company’s top-end Global family.” The newly launched Global 7000 and 8000 are expected to enter service in 2016 and 2017. “Bombardier certainly has its work cut out for it in terms of responding to the G650, which in many respects breaks new ground and carves out its own niche at the top end,” said Raymond Jaworowski of consultancy Forecast International. In all, the high end business market is quite buoyant even while the competition is keen. Bombardier in its 2012-31 forecast has said that the long-term market drivers of business jet industry growth remains solid and the drivers include: wealth creation, increasing business jet penetration in high-growth economies, globalisation of trade, replacement demand and market accessibility. Bombardier anticipates 9,800 deliveries of all types of business jets between 2012 and 2021.

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25

Civil Business Aviation

embraer lineage 1000: Every detail of this aircraft has been meticulously designed and crafted for you to work, dine, relax or sleep and even shower in total comfort

Less affected by downturn Bombardier has forecast that the large aircraft category will demonstrate the fastest growth. The large category features aircraft with equipped prices between $45 million and $69 million, offering ranges over 5,000 nm and cabin volumes of 1,500 ft3 (42.5 m3 ) to 3,000 ft3 (85.0 m3).

This category was less affected by the downturn than the medium and light categories. Pre-owned inventory accounts for 6.2 per cent of the large category fleet. During the 20-year period from 2012 to 2031, it anticipates the large category to generate a total of 5,500 deliveries, valued at $292 billion, representing approximately 45 per cent of total delivery revenues. SP

luxury jets of INDIA’S rich & famous Airbus 319 corporate jet owned by Mukesh Ambani One of the world’s richest person, Mukesh Ambani, owns a fleet of private jets. In 2007, he gifted his wife Nita an Airbus 319 Corporate Jet on her 44th birthday.

Boeing Business jet 2 owned by Mukesh Ambani Ambani also owns a Boeing Business Jet 2 for his personal use.

The plane which is a flying hotel-cum-boardroom boasts 1,004 sq ft cabin area and can seat up to 78 passengers.

Photographs: Anoop Kamath, Embraer

Falcon 7X owned by Anil Ambani The Falcon 7X made a place in Anil Ambani’s jets because of its breakthrough design and extraordinary capabilities. Its unique features include a 5,950 nm non-stop range.

Gulfstream 550 owned by Lakshmi Mittal Just like other billionaires like Michael Dell, Mark Cuban and Kumar Mangalam Birla; Lakshmi Mittal also owns a Gulfstream 550 as private jet. He is often spotted flying in this pricy aircraft which is one of the most luxurious one in the world. This amazing jet can reach up to the speed of 1,080 kmph.

Cessna Citation owned by Kumar Mangalam Birla Birla owns Cessna Citation, a private jet with utmost luxury.

Citations are the world’s most established, well-liked and most trusted fleet of business jets. The jet has high-tech design of pilot-

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friendly flight decks and luxury cabin interiors. Kumar Birla is often spotted taking a ride in his luxurious aircraft.

Airbus A319 ACJ owned by Vijay Mallya Mallya calls this plane a home away from home. Heavily retrofitted with designer and fire-proof upholstery, this plane can easily travel to London or US with a single refuelling hault. Accessorised with so many luxuries, travelling in this plane is an invigorating experience rather than exhausting one.

Challenger 604 owned by Gautam Singhania Gautam’s Challenger 604 business jet is a splendid masterpiece of advanced engineering, making it one of the most lavish and high-tech business jets. The aircraft’s interior has been designed by Eric Roth, an International aircraft interior designer. Gautam’s beautiful aircraft offers unprecedented cabin space for 9-10 people and features a full service galley, enormous baggage space and an enhanced fuel tank.

Gulfstream IV owned by K.P. Singh K.P. Singh of the DLF Group owns one of the most amazing private aircraft, the Gulfstream IV. This enormous and magnificent aircraft is powered by twin Rolls-Royce Tay 611-8 engines that facilitates the aircraft to turn into more fuel efficient and luxurious aircraft. This implausible business jet can fly at a maximum speed of Mach 0.80 (845 kmph), while travelling up to 7,820 km.

Source: www.bornrich.com

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TECHNOLOGY

VTOL

AD-150 VTOL UAS: US firm American Dynamics Flight Systems is developing the aircraft

Better Tech

Photograph: Adflightsystems.com

Be it in the military domain or the civil one, the need to attain higher speeds is an inescapable preoccupation of designers and users alike. So how does one go about making a helicopter fly faster?

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By Group Captain (Retd) A.K. Sachdev

Staunch and steadfast rotary-wing pilots may be forgiven for grudging the fixed-wing domain all the limelight despite the fact that the helicopter was imagined by man before a fixed-wing craft was. The hand-spun Chinese soaring toy and the helical machine design of Leonardo de Vinci preceded the first drawings of fixed-wing planes by centuries. Alas, development in rotary-wing design has remained lamentably slow in contrast to fixed-wing. This is so because the latter had more potential as a military platform, as well as for expeditious transportation of cargo and passengers. Ironically, the foundation of modern rotary-wing design was laid in pursuit of a fixed-wing design problem. Juan de la Cierva, a Spaniard and an aviation enthusiast, built—in 1918—a three-engined bomber aircraft which stalled and crashed during its test flight. It was his persevering genius which invented the autogiro as the solution.

The rest, as they say, is history. Paul Cornu’s first flight without ground assistance came in 1907, but the first practical helicopter, the German Focke-Wulf Fw 61 flew only in 1936. Subse-

quent progress has also been slow and fruits of labour invested in rotary-wing design research have not been rewarded with the same degree of spectacular success that parallel endeavours in fixed-wing arena have produced. While the fifth-generation fighter is in its testing stage, helicopter development is still struggling to demonstrate a progression over initial designs, significant and adequate to be termed a generation leap.

Need for Speed Be it in the military domain or the civil one, the need to attain higher speeds is an inescapable preoccupation of designers and users alike. So how does one go about making a helicopter fly faster? More powerful engines, sleeker designs and minimised drag in flight are logics common to fixed- and rotary-wing design. However, the single major factor impeding higher speeds for rotary-wing is a phenomenon called the retreating blade stall which affects—during each rotation of the rotor system in flight—the blade travelling in the direction opposite to the flight

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Photograph: Agustawestland

TECHNOLOGY VTOL path (thus termed ‘retreating’ blade). The effect of this blade AW609 tilt-rotar: It has movement contrary to the forward flight leads to the effective an unrefuelled range airflow over the retreating blade slowing down considerably. of 700 nm As lift on an aerofoil is proportional to the angle of attack and forward speed, the result of the reduced airflow speed over the retreating blade is a stall of that blade. Technologies to change the angle of attack cyclically to compensate for the lower airflow speed have peaked out and it does not look likely that there will be a significant speed enhancement to the conventional rotor disc design which situates the rotor disc essentially in the horizontal plane. Attention has thus shifted to a design which uses one or more rotating discs as conventional rotor systems to generate lift for a vertical take-off but once in the air, tilts the rotor systems forward to transform progressively into propeller systems producing thrust in the forward direction of flight.

Defence research and development (R&D) plays a prominent part in development of any design with a potential for use as a military platform. The Osprey CV22 is a tilt-rotor aircraft in service with the US Air Force (the MV 22 flies with the US Marine Corps). Its remarkable feature is its tilt-rotor design which allows it to hover, take-off and land vertically while permitting a transfer to high speed horizontal flight once in the air. This wire controls, while the X3 has conventional controls. According design gives the CV-22 the flexibility of the helicopter with the to Eurocopter, the X3 technology will be implemented in a new speed and range of a turboprop cargo plane. The CV-22’s rotors helicopter during the next six to seven years, with the new type can be folded in order to reduce the space needed to park the being specified by the end of 2013. The Sikorsky X2 Technolaircraft, especially in the close confines of a hangar. It can fly at ogy Demonstrator is being projected in partnership with Boeing, 240 knots, carry 32 troops over a range of 2,100 nm and has a for US Army’s Joint Multi-Role Technology Demonstrator Phase ceiling of 25,000 feet. These impressive statistics, especially the 1 programme. Sikorsky will take the lead role in Phase 1 proposal and Boeing will take a lead role for Phase 2, the mission speed, possibly qualify it as a ‘generation’ leap.

Following in the wake of the military tilt rotor programme systems demonstrator programme. The US Army is expected to was a joint one for a civil one with AgustaWestland and Bell announce its selection of one or more wining bids in late 2013.

Helicopters as the two partners. However, in November 2010, Demonstrator aircraft are expected to fly in 2017.

AgustaWestand took over the programme completely and the result was the AW609 tilt-rotor. It has a maximum take-off The Exotic weight (MTOW) of 7,620 kg, an unrefuelled range of 700 nm Some of us would recall Little Nellie—the autogyro flown by James (boosted to 950 nm with auxiliary fuel tanks), a service ceiling Bond in the film You Only Live Twice. A look alike, but much scaled of 25,000 feet, and can carry 12 passengers/crew. More im- down, version—the SQ-4 Recon—one of the smallest rotary-wing, portantly, it has a cruise speed of 275 knots and a maximum unmanned aerial vehicles in the world is all set to be used for forward speed of 310 knots. Development in the civil tilt-rotor battlefield (and anti-terrorism) reconnaissance tasks. Its 23 cm diregime has not been as rapid as one would expect (given the ap- ameter and its 200 gm weight make it well-nigh invisible from a parent advantages of tilt rotor). However, the appeal of tilt-rotor distance. It contains two cameras which allow operators to look technology remains strong, and more designs may be expected over hills and inside enemy bunkers or terrorist hideouts without to appear in the future. the risk of being killed or injured. It can be controlled remotely by An allied technology is represented by the Eurocopter X3, an operator sitting in a control room thousands of miles away or a hybrid design using a five-bladed (conventional) rotor system by soldiers on patrol using a tablet computer. It can fly and hover and two forward facing propellers installed on stub-like wings. for 30 minutes or switch off its engines and perch like a bird on The X3 has demonstrated a forward speed of 230 knots and Eu- the ledge of a building, and without being spotted, zoom in on rocopter sees for it a future in a wide range of missions includ- suspicious activities for up to eight hours. Its cameras can transmit ing military roles, long-distance search and rescue (SAR), coast live images or take still photos or video footage using day or night guard, border patrol, passenger transport, offshore airlift and in- vision. The merging of VTOL and information technologies render ter-city travel. A competitor is the Sikorsky X2. Both the S ­ ikorsky this type of application invaluable.

X2 and the Eurocopter X3 have propellers but are based on difAtlanta-based Oliver VTOL is developing the Hexplane ferent design philosophies. The X2 has contra-rotating main ro- based on a Piaggio P180 Avanti airframe; the design incorpotors and one aft propeller, while the X3 is a true compound with rates six conventional propellers and its efficiency is expected a single main rotor, wing stubs and two to lie somewhere between the V-22 and a side-mounted propellers. Also, their deconventional fixed-wing aircraft. Another signers target different markets. Sikorsky concept is a civil VTOL fan-in-wing dehas demonstrated a 250-knot cruise on sign— reminiscent of the craft seen in the NASA is developing an X2 and is now applying the technology to sci-fi thriller Avatar. Switzerland-based electrically-powered, the military X2 Raider, an armed reconRay Research is a small entrepreneurial naissance prototype. Eurocopter prefers company working on the concept and it tail-sitting, single-pilot to limit the speed to around 220 knots believes that this design could be cheaper VTOL concept called for economical reasons, as it focuses on to operate than helicopters or tilt rotors. commercial uses. Also, the X2 has fly-byThe Ray has four low disc-loading fans the Puffin

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TECHNOLOGY VTOL X2 Technology demonstrator: Sikorsky conducted the 11th test flight in 2010

Photograph: sikorsky

that are mounted in a low aspect-ratio wing to generate lift in vertical flight, and two tilting ducted fans on the tail that provide vertical thrust and pitch control in hover mode and propulsion in forward flight. Longitudinal vanes under the fans provide sideways thrust vectoring. These vanes and roll shutters on top close off the wing fans in forward flight. A long way from prototype flight, the Ray holds alluring promise.

American Dynamics Flight Systems (ADFS), a small US firm based in Maryland, is developing a VTOL unmanned aircraft, the AD-150, in the hope of interesting the US Marine Corps in its design. The AD-150 is very similar in concept to the Doak VZ-4, the first tilt-duct VTOL aircraft, which first flew in February 1958; it has a design gross weight of 1,065 kg and a turboshaft power plant, driving a pair of fans about a metre in diameter inside 1.14-metre-diameter nacelles. The design speed is 300 kt, with a 228 kg payload. ADFS has patented “high-torque aerial lift” ducted fans which can independently tilt laterally to provide directional control.

Green VTOL Technologies The Lindbergh Foundation’s annual aviation prizes are designed to recognise and stimulate innovation, and promote meaningful advancements in green aviation. The winner of the 2012 Lindbergh Prize was the e-volo Volocopter VC1—a completely novel VTOL system. Using the distributed power of multiple small electric propulsion units, e-volo has demonstrated breakthroughs in redundancy, simplicity of controls and inefficiencies inherent in the control surfaces normally used in aircraft. The e-volo has 16/18 motors and uses a fly-by-wire control system to control flight direction and velocity in a manner quite different from normal flight controls. The ailerons, elevators and rudders create drag when they are applied to change the flight path of a normal aircraft. The VC1 demonstrates the potential of differential power to change flight path thus significantly reducing the amount of power required. Also, with multiple small distributed electric propulsion units, the amount of noise generated is significantly reduced. The e-volo’s concept excels in safety, energy efficiency and simplicity, largely due to removal of classic helicopter elements. First, the energyrobbing high-mass main rotor, transmission, tail boom and tail rotor are gone. The

main rotor blades over a conventional helicopter create lift, but their mass creates a high degree of stress and wear on the craft.

The smaller tail rotor, rotating vertically out on a boom behind the cabin, counters the torque forces of the main rotor and keeps the helicopter’s body from spinning in a direction opposite to the main blades, and consumes up to about 30 per cent of a helicopter’s power. The e-volo’s multiple rotor blades individually would not create the torque that a single large rotor produces, and they offer redundancy for safety. Hypothetically, the e-volo could fly with a few as 12 functioning rotors. A prototype, capable of carrying one or two passengers over short distances is expected to fly by 2015.

National Aeronautics and Space Administration (NASA) is developing an electrically-powered, tail-sitting, single-pilot VTOL concept called the Puffin. Unlike earlier tail-sitting craft which were much larger e.g. Lockheed XFV-1, Convair XFY-1 Pogo and Vought V-173 Flying Flapjack, the lightweight Puffin is powered by electric motors rather than gas turbine or reciprocating engines.

The aim, apparently, is to develop a technology integration demonstrator that can show the potential of an electrically-powered vehicle. The Puffin is equipped with two sets of 2.3 metre diameter, four blade ‘Zimmerman’ prop-rotors. The four rotors on each nacelle are divided into two pairs and move together rather than counter-rotate. However, they also move in the opposite direction to the rotors on the other nacelle to counter torque. The pilot will fly the Puffin from a prone position. So far the battery technology available today means the 2,720 kg vehicle will likely have a range of only around 50 nm, but researchers are confident that improvements in battery density will provide greater range in future.

Another interesting development is the active rotor system being developed by Sikorsky Innovations and equipped with high authority flaps on the trailing edges of the main rotors for improved noise, vibration and efficiency on rotorcraft. A Eurocopter technology termed Blue Pulse also uses trailing edge flaps to the same effect. However, a global team of research organisations is quietly working on another active rotor blade design which incorporates piezo-electric actuators located all over the rotor blades to change blade twist almost continuously over the course of one blade revolution so as to optimise drag and noise. The US Army, NASA, France’s Onera, Germany’s DLR, Korea’s Konkuk University and Aerospace Research Institute (KARI) and Japan’s Jaxa are partners in this venture. The end result is to be smart twisting active rotor (STAR) and the design is expected to mature by end 2013.

Emerging Trends The foregoing is not a comprehensive portfolio of all the VTOL technologies and current advancements that impinge on rotarywing aviation. Indeed, all the big helicopter original equipment manufacturers (OEMs) are constantly trying to evolve existing designs into more efficient mutations. For military as well as civil applications, more and more joint endeavours are also an emerging trend. This is so because VTOL R&D is expensive and the results sporadic and paltry. Regrettably, the Indian civil aviation industrial base has not exploited its long years of experience in under-licence building of helicopters and is yet to produce a single VTOL aircraft worthy of mention. Having floundered along the public sector path, maybe the helicopter development needs to be given a chance in the private domain. Given the right environment, even such a late start may not hinder a private OEM to come out with VTOL technologies as enviable worldwide as India’s IT industry prowess. SP

The winner of the 2012 Lindbergh Prize was the e-volo Volocopter VC1—a completely novel VTOL system

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Civil

Regional Aviation: Case Study

BRAZILIAN BIRDS SIGHTED IN BANGLADESH Regional Jets Make their Debut in Dhaka

Photographs: Embraer

NOVOAIR is on course to showcase how regional jets can bring greater convenience for passengers and help airlines tap the expected growth in domestic air travel

By SP’s correspondent

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Civil Regional Aviation: case study KICKSTARTS: Two 49-seat Embraer E145s are currently in the fleet. The airline plans to add more aircraft for future international route expansion

airline. The acquisition is noteworthy; not only are these the first regional Jets registered in the country but they are also operated by a new scheduled airline.Mofizur Rahman’s vision for jet aircraft at NOVOAIR can be traced back to his days as a pilot in the Bangladesh Air Force. Early in his flying career, he had flown missions in Africa and met several other pilots from the Brazilian Air Force. Interactions with fellow military pilots got him interested in Embraer – a Brazilian aircraft manufacturer making both military and commercial aircraft.

That led eventually to a trip to Embraer’s factory in São José dos Campos in Brazil. The visit made a lasting impression that would turn out to influence the choice of an aircraft for his new airline.

Evaluating Options The founders of NOVOAIR considered adopting a business model that utilised 50-seat turboprops yet they felt a need to introduce a differentiated product. Another option focused on regional jets to capture premium fare, time-sensitive travellers who value speed and a business-oriented flight schedule. Regional jets would also allow for growth in the longer term and a more diverse NOVOAIR network, including international destinations. The attractiveness of building the airline by opening new routes to foreign cities was a key driver in the decision to acquire regional Jets.

According to Mofizur Rahman, “We are pleased to offer an all-jet domestic service which will appeal to the business traveller in Bangladesh. In the future, we aim to connect our key cities with other top destinations in the region.” Airlines registered in Bangladesh are required to demonstrate their operating competency in the domestic market for one year before they can apply to fly internationally. If NOVOAIR is successful in complying with that stipulation, it sees an opportunity to add a third E145 within one year to expand operations to Kolkata, Bengaluru, Kathmandu, Yangon, Kunming and Chiang Mai. As of now, the E145s link five domestic cities – Dhaka, Jessore, Chittagong, Sylhet and Cox’s Bazar.

i

It is rare to see regional jets parked at the Hazrat Shahjala International Airport but NOVOAIR co-founder and Managing Director Mofizur Rahman is hoping his fleet of Embraer E145s will soon be a familiar sight at Dhaka and at airports across Bangladesh. The new Bangladeshi airline commenced domestic operations on January 9 this year after receiving two E145s on November 30 and December 6 last year. The aircraft are configured with 49 seats in single class and are owned by the

Can Regional Jets Work?

NOVOAIR is counting on continued strong growth in passenger movement to make its new venture viable. In 2011, Bangladesh recorded 6,27,000 domestic enplanements, nearly 20 per cent more than the previous year. Strong annual traffic growth is predicted through to 2020. But a sound regional business model relies on more than a just steady stream of passengers to generate healthy load factors. There is an operating formula that successful airlines follow to ensure positive returns.

When regional jets first came on the market in the early 1990s, their higher speed generated more available seat kilometres per day than slower turboprops. It was good news for airlines and even better news for passengers who could make same day return trips and avoid inconvenient and costly overnight hotel stays. Consistently-scheduled peak morning and evening departures are essential in attracting busi-

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Civil Regional Aviation: case study

SETTING AN EXAMPLE: (ABOVE) Among dignitaries cutting the cake at the January ceremony for the inaugural flight were Faiz Khan, NOVOAIR Chairman, and Muhammad Faruk Khan, Bangladesh’s Minister of Civil Aviation & Tourism; (BELOW) NOVOAIR has designed its flight schedules and in-flight service to appeal to business travellers; (FACING PAGE) An exclusive group of Captains leads the NOVOAIR pilot roster, many of whom previously flew with major commercial air carriers and the Air Force

ness travellers who value their time and are willing to pay premium ticket prices.

A high-frequency schedule also creates high daily aircraft

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utilisation which, in turn, lowers the hourly operating cost.

North American airlines flying undepreciated, factory-new regional jets in the 1990s had to maximise daily utilisation

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Civil Regional Aviation: case study to offset the high ownership costs. Those days are long gone as those carriers migrate to larger-capacity aircraft and pare down their 50-seat jet fleets. High fuel prices and declining fares have put downward pressure on regional jet operating economics in the United States, the world’s largest domestic market. The surplus of regional jets has resulted in a plentiful inventory of pre-owned aircraft with bargain lease rates and attractive purchase prices. For NOVOAIR, the new, low ownership cost of the E145s was instrumental in the decision to acquire jets.

The Formula for Success Air Namibia in southern Africa is adhering to the regional jets operating formula with tremendous success. It flies each of its 37-seat Embraer E135 jets in excess of 3,000 annual block hours.

It deploys its pre-owned regional jets on prime-time round-trip morning flights to short-haul domestic cities from its Windhoek hub, sends the aircraft to medium-haul destinations at noon and returns them in time to operate the peak evening round-trips to pick up the same-day business travellers from earlier that morning.

While Bangladesh is hardly Namibia, the principles of the regional jet business model apply to both countries. A welltimed flight schedule and high daily utilisation are fundamental to earning the loyalty of premium-fare passengers and generating maximum revenue. Speed on the ground is just as important as speed in the air and smaller capacity regional jets have very short turn-around time between flights.

NOVOAIR is on course to showcase how regional jets can bring greater convenience to passengers and help airlines tap the expected growth in domestic air travel. The airline has recruited an impressive team of flight operations professionals that includes a roster of pilots from scheduled airlines and the military who have accumulated in excess of 1,00,000 command hours. Moreover, many of these were qualified flight instructors on Boeing 767 and Lockheed L-1011. That experience seems to be paying off. After the first 30 days of scheduled service, 99.5 per cent of NOVOAIR’s E145 flights departed on time, according to Lutfor Rahman, Head of Operations.

Small Can Be Beautiful and Profitable The regional jet revolution that swept North America and Europe in the 1990s with their massive, well-developed markets, deregulated environments, easy access to aircraft financing and high airfares, never reached the Indian subcontinent. Consequently, there is limited knowledge of how regional jets can work in parts of the world where large fleets of smaller-capacity aircraft are non-existent. After the shake-out in India’s domestic industry that has seen bankruptcies, bailouts and restructuring, pre-owned regional jets, with their low acquisition costs and the new-generation of larger regional jets may be welcome alternatives.

Bigger may not necessarily be better. NOVOAIR may yet prove that domestic airlines can prosper in the new environment pursuing a strategy of controlled growth and flying a fleet of right-sized airplanes. SP

A well-timed flight schedule and high daily utilisation are fundamental to earning the loyalty of premiumfare passengers

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1964 196 64 64

Our Journey Starts as Guide Publications was founded by its Founder Publisher & Founder Editor Shri S P Baranwal...

Apart from many publications written, edited and published by the Founder, Military Yearbook is introduced in 1965...

1974

Military Yearbook continues relentlessly with collective support from dignitaries including the Prime Ministers and Presidents of India...

1984

500

JUST 1 STEP SHORT OF

0

2014

WE SHALL BE 50 THIS YEAR

Guide Publications is rechristened as SP Guide Publications offering tribute and gratitude to its Founder...Also envisioned is the path of introduction of a few magazines...

2013

Military Yearbook is

SP’s Aviation, SP’s Land

rechristened as SP’s

Forces, SP’s Naval Forces

Military Yearbook

are launched starting

SP’s Airbuz, SP’s

conveying gratitude to

from ‘98 and within a

M.A.I. follows the

Founder Publisher...

span of a few years...

intensity of magazines introduction...

1994

F 50 YEARS

2004

Civil

Regional Aviation

Popular model: The Embraer 170 is a smaller plane in the E-jet category

MISSING THE MARK The dream of providing air connectivity to other sorely neglected population centres remains as distant as ever. Indeed it is only if sufficient dedicated low-cost regional airports are available that regional airlines can ever hope to succeed.

Photograph: Embraer

By Joseph Noronha

R

Regional airlines bring connectivity and hope to hundreds of small and isolated cities and towns across the globe. Often they represent the only useful link such communities have with the provincial or state capital. In the United States, regionals as they are called, constitute a major portion of the airline industry and some 40 per cent of the passenger fleet is made up of regional jets and turboprops. Regional carriers operate 13,000 flights daily, constituting about 50 per cent of the nation’s passenger flights and serving 681 airports. In 75 per cent of such cases they provide the only scheduled service. Although they are in considerable difficulty lately, regionals form a vital part of the ubiquitous “huband-spoke” networks and there really is no alternative. In India, however, regional airlines have been an embarrassing flop.

Trying and Failing India’s airline industry grew at a spanking pace during the period 2004 to 2008. However, it soon became apparent that

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most of the traffic was concentrated between the six metros and emerging mini-metros like Ahmedabad and Pune. The dream of providing air connectivity to other sorely neglected population centres remains as distant as ever.

Several entrepreneurs saw an untapped market in smaller cities and applied for permission to launch short-haul air transport operations. The Ministry of Civil Aviation (MoCA) was only too glad to oblige. The scheduled regional air transport policy of August 2007, had the fine aim of making it easy for small enterprises to connect Tier-II and Tier-III cities to the nearest metro, thus complementing the operations of the major carriers.

Regional carriers were required to operate scheduled services within one of five designated regions, North, South, West, East and the North East. The government realised that entrepreneurs might be wary about operating away from the tried-and-tested intercity routes to touch remote airports. So it included several supportive measures that have been enhanced over the years. It

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Civil Regional Aviation

Photograph: Bombardier

exempted from airport parking charges: The Bombardier Q400 nextgen aircraft

Why did the promising regional airline scene deteriorate so exempted landing and airport parking charges for aircraft with a seating capacity of less than 80 passengers. Aircraft that current- dramatically and so quickly? ly qualify include turboprops like the Bombardier Q400 NextGen and the Alenia ATR 72-600. There are also ever-popular regional Opportunity Lost jets like the Embraer E-170 and Bombardier CRJ-700. As an ad- Clearly, the prolonged economic downturn and the dire straits of ditional incentive, small aircraft were charged at reduced rates India’s existing airlines, were discouraging to potential entreprefor navigation facilities. But the most attractive measure was a neurs. And the high global price of ATF made even more hurtful uniform sales tax of just four per cent on aviation turbine fuel by high taxes, rendered viability of operations practically impos(ATF) across the country for aircraft with a take-off weight not sible. However, other factors are also to be blamed. For instance, exceeding 40,000 kg. Heavier aircraft in the concessions intended to benefit pure comparison are taxed at rates which vary regional airlines flying small aircraft on from state to state and are as high as 30 regional routes created problems of their per cent in some states. Considering that own. They had the unintended conseThe Regional Jet fuel constitutes 45 per cent or more of an quence of pitting fledgling regional carairline’s operating cost, the lower sales tax riers against the country’s largest airlines revolution that swept on ATF is a matter of great relief. at the time such as Jet Airways, KingNorth America and The MoCA, perhaps not unreasonably, fisher Airlines and Air India. These major Europe in the 1990s expected that there would be a deluge of airlines, deploying their own small planes applications for grant of permits to launch on regional routes, gleefully grabbed the never reached the Indian new regional airlines. And so there were. concessions. Consequently, prospective subcontinent However, over the years, several comparegional airlines discovered that they nies that were granted initial no objection would be in direct competition with the certificate (NOC) were unable to commence major airlines on the same limited routes. regional operations within 18 months and The concessions had another unintendhence their permission was cancelled. Gurgaon-based MDLR Air- ed consequence. They prevented small regional airports from lines with its three BAe 146/Avro RJ70 aircraft was the only one to becoming economically viable. The Airports Authority of India commence service as a regional airline. But it soon ran up heavy (AAI), which had created airport infrastructure at considerable losses and had to shut down. Since then the global economic crisis cost, was itself deprived of a major source of revenue. and its ramifications in India forced even the bravest entrepreneur The route dispersal guidelines (RDGs) formulated in 1994 to abandon any dream of launching a regional airline. In fact, the and revised in 2003, also worked against the interests of proonly new regional airline to get airborne in the last five years was spective regional carriers. The policy which has had rather limAir Mantra in July 2012. Air Mantra’s scale was tiny as it has just ited success in improving regional connectivity, forces all schedtwo 17-seat Beechcraft 1900D turboprop aircraft touching three uled airlines to deploy a specified percentage of their capacity on or four destinations. It has since suspended operations. certain poorly connected and unprofitable routes, particularly in

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Civil Regional Aviation

Photograph: ATR

Widely used: ATR 72-600

Jammu and Kashmir, the Northeast and Andaman and Nicobar trimmed and trimmed again. Since the principle of economy of Islands. As a result, the major airlines already occupy the space scale works only if an airline has at least ten aircraft, is a onethat should rightfully have been filled by regional carriers. While aircraft airline at all economical? The specified capital requireregional airlines flying small aircraft might have succeeded in ments also seem too low because only a business with deep commercial operations at least with some government subsidy, pockets can hope to ride out the initial losses that are inevitable the major airlines, with their larger aircraft, complain that these till breakeven is achieved. Airlines need to invest at least `150 routes do not generate sufficient traffic to be profitable. The crore or more to survive the turbulence that regularly afflicts RDGs are under revision but although the new guidelines may India’s aviation industry. And such sums may be available only promote regional flights by the major carriers, they will have via foreign direct investment (FDI).

Can regional airlines ever prosper? Just the same effect of discouraging new region2.5 per cent of Indians currently fly each al airlines. What is needed is a scheme to year. So the sky is the limit for the industry. help major and regional airlines to function An unique business model needs to be dein coordination on different routes, compleveloped of small low-cost regional airlines menting each other, rather than in competiJust 2.5 per cent of operating at maximum efficiency between tion on the same routes.

Indians currently fly low-cost airports. The revised regional airLack of airport infrastructure was and each year, so the sky line policy needs to deter unnecessary route is a major hurdle to air connectivity. The overlap between major and regional carriRohit Nandan Committee which went into is the limit for ers and instead encourage code-sharing measures to improve air connectivity across the industry agreements between them. But most imthe country strongly recommended that the portantly, a government-backed regional MoCA should devise ways to operationalise air connectivity fund (RACF) needs to be 225 additional airports over the next two established to help regional airlines operdecades, including those run by state governments and some privately-owned ones. Indeed it is only if ate commercially, at least for the first few years, on routes that sufficient dedicated low-cost regional airports are available that are inherently loss-making.

The Indian Government is at last realising the need to proregional airlines can ever hope to succeed. actively help regional aviation. It plans to encourage regional flights to about 80 Tier-III and Tier- IV cities by auctioning these Roadmap to Regional Connectivity In sum, the regional airline policy and other enabling measures, routes to the airlines. The carrier that bids for the lowest subwhich were released with much fanfare about six years ago, sidy to run services on a particular regional route would be the seem to have completely missed the mark. A thorough revi- winner. But it appears that the proposal is targeted only at the sion is long overdue. For instance, the policy allows a carrier existing major carriers. Why make these airlines dilute their to begin with just one aircraft, but specifies that it should oper- core competency, operating narrow-body jets like the Airbus ate with three aircraft within two years and five aircraft at the 320 and Boeing 737 by forcing them to diversify into smaller end of five years. However, a regional airline can succeed only regional jets and turboprops? Why not think, instead of making if the fares are reasonable, so operating expenses need to be it easier for dedicated regional airlines to fit the bill? SP

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t

hall of fame There was a time during the 1930s when rigid airships or dirigibles were the ultimate means of transoceanic air travel, far ahead even of aeroplanes. And the name most associated with the glory and romance of the dirigible age was Ferdinand von Zeppelin. However, it is important not to forget the pioneering contribution of his associate, Hugo Eckener, who recognised and exploited the potential of these beautiful and ponderous craft as viable commercial vehicles.

Eckener was the commander of the famous Graf Zeppelin on most of its record-setting flights, including the first airship flight around the world. He was also an indefatigable campaigner for passenger-bearing airships.

Hugo Eckener was born on August 10, 1868, in Flensburg, Germany, and was an indifferent student. Later, working as a journalist, he first saw an airship when he was assigned to cover the flight of von Zeppelin’s earliest airship LZ-1, on October 7, 1900. Eckener was so impressed by von Zeppelin that in 1908 he agreed to be a part-time publicist for the Zeppelin Company.

He also learned to pilot these dirigibles and became deeply involved in the technical and operational aspects of Zeppelin flight.

He obtained his airship licence in 1911. However, his very first flight as captain on May 16, 1911, ended in near disaster when he attempted to launch the Zeppelin in strong winds. The delicate craft drifted towards the hangar wall and was seriously damaged.

Many believe that this unhappy experience had a profound effect on him and resulted in a steely determination always to put safety above commercial or other considerations. “It is absolutely necessary to know an operation that be successful before proceeding,” he once declared.

When World War I broke out, Eckener was responsible for training most of Germany’s airship pilots. He was not permitted on operational missions because he was valuable as a dirigible instructor. After the war, von Zeppelin died and Eckener took over the company. However, the Treaty of Versailles barred Germany from constructing airships of the size required to operate the profitable

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trans-Atlantic passenger service. After much effort, the Zeppelin Company was allowed to build the USS Los Angeles. It became the longest-serving rigid airship ever operated by the US Navy.

Next, the Graf Zeppelin was built under Eckener’s leadership. It became the most successful airship in history, com-

HUGO ECKENER (1868-1954) He is regarded as the most successful airship commander in history and made the Zeppelins the most successful variety of airship. Eckener also captained Graf Zeppelin on its record-setting 21-day flight around the world in 1929, the only such flight by an airship and only the second by an aircraft of any type and its 1931 Arctic flight. Eckener’s flights in Graf Zeppelin brought him international acclaim in the 1920s and early 1930s.

pleting many pioneering flights under Eckener’s command. The Graf Zeppelin was a passenger-carrying, hydrogenfilled airship which operated commercially from 1928 to 1937. In all, it made 590 flights totalling more than a million

miles. Operated by a crew of 36, it had a normal operating airspeed of 63 knots and a top speed of 70 knots. It was able to cruise for up to 118 hours. It had a total lift capacity of 87,000 kg with a payload of 15,000 kg on a 10,000 km flight.

On the Graf Zeppelin’s first flight from Germany to America in 1928, the first intercontinental passenger airship flight ever, it was nearly lost after getting caught in a severe storm.

Although the fabric was ripped off the left fin, the craft was saved only

by Eckener’s skilful piloting and the courage of his son, Knut Eckener, and other crew members, who climbed out onto the fin to repair the damage. On arrival in America, the Graf Zeppelin crew were accorded an ecstatic reception.

Eckener also captained Graf Zeppelin on its record-setting 21day flight around the world in 1929, the only such flight by an airship and only the second by an aircraft of any type, and its 1931 Arctic flight. Eckener’s flights in Graf Zeppelin brought him international acclaim in the 1920s and early 1930s.

Public opinion polls indicated that he was one of the most famous men in the world at the time. The Germans treated him as a national hero. However, his fall from grace began when the Nazis came to power in January 1933. He became increasingly unpopular with them and was sidelined.

Hugo Eckener was skilled in technical matters such as the development of rigorous operating standards and the mastery of meteorology and pressure pattern navigation. He was of equally sharp business acumen and was able to inspire public enthusiasm and support for airship travel. During his many years as manager of airship operations, Eckener always made safety his top priority. He was also known for his ability to remain on the bridge for days at a time when conditions were difficult and for his calmness during the worst moments of tension. He is regarded as the most successful airship commander in history and made the Zeppelins the most successful variety of airship. He died peacefully at his home on August 14, 1954, at the age of 86. SP

ISSUE 4 • 2013

—Group Captain (Retd) Joseph Noronha, Goa

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News Digest MILITARY QuickRoundUp

ASIA-PACIFIC India and EGYPT hold defence talks

AgustaWestland

Weststar Aviation Services Sdn Bhd has signed a contract with AgustaWestland to acquire eight new helicopters worth RM550 million (about $177.4 million).

Weststar said that the purchase is for six units of AgustaWestland AW139 and two units of AW189 helicopters.

China’s confidence sky high

Airbus

Airbus has signed a memorandum of understanding on cooperation in aircraft financing and leasing with Abu Dhabi National Leasing Company, the wholly owned lease finance arm of the National Bank of Abu Dhabi, Abu Dhabi’s largest bank.

Bell Helicopter

PTDI has delivered six Bell-412EP transport helicopters to the Republic of Indonesia Ministry of Defense. The Bell-412EP is a latest generation of Bell-412 series.

The Bell-412 series are reliable helicopters, which can carry out military missions and are also capable of carrying out the search and rescue operation, firefighting, and civil aviation.

Boeing

Boeing has handed over on schedule, the seventh production P-8A Poseidon to the US Navy on March 29, marking the first delivery from the second low-rate initial production contract awarded in November 2011.

Boeing St. Louis, has been awarded a revised not-to-exceed amount of $3,54,35,00,000 contract modification for country standard time compliance technical order development, integration and testing fabrication of trial kits to support validation and verification activities, procurement of 68 F-15S to SA conversion kits and the procurement and installation of four base stand-up kits.

Boeing has announced that a comprehensive set of improvements which will add several layers of additional safety features to the lithium-ion batteries on 787 commercial jetliners are in production and could be ready for initial installation within the next few weeks.

Boeing has also been awarded a $12,83,93,761 modification to a previously awarded cost-plus-awardfee contract for engineering labour to perform extended lifetime fatigue testing, teardown and post-teardown analysis of the P-8A airframe under the P-8A system development and demonstration programme. Work is expected to be completed in December 2018.

Boeing has announced that Ryanair has a commitment to order 175 next-generation 737-800s for the airline’s fleet expansion. When finalised, the agreement will be worth $15.6 billion at list prices and will be posted to the Boeing orders and deliveries website as a firm order.

Boeing has rolled out the first next-generation 737 built at the new production rate of 38 airplanes

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Jianguo met Defence Secretary Shashi Kant Sharma and called on the Defence Minister A.K. Antony on March 22. The Dy CGS was accompanied by an eightmember delegation. The two-day visit of Lt General Qi to India is a follow-up to the meeting between Defence Secretary and Gen Qi in Beijing in January 2013 during the Annual Defence Dialogue of which both are co-chairs.

The Egyptian Defence Minister (EDM), General Abdel Fattah al Sisi, who is part of the delegation accompanying the Egyptian President, called on the Defence Minister A.K. Antony on April 20. Both sides took note of the gradual building up of defence exchanges and interactions, particularly in the area of training exchanges, since the establishment of the joint defence committee in 2006. It was agreed that there was scope for enhancing bilateral defence cooperation in various areas, including by way of increased interactions between the armed forces of both countries and through technology collaboration between industries.

India and China hold talks

The Deputy Chief of General Staff (Dy CGS) of the Chinese PLA Lt. General Qi

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T

China’s first jumbo air freighter is set for take-off into official service, its Chief Designer Tang Changhong said weeks after its successful maiden test flight.

When fitted with Chinese-designed and manufactured engines, the Yun-20, or Transport-20, will have a greater takeoff weight, longer fuselage and carry more cargo. It is currently powered by four Russian-made engines, but these will ultimately be replaced by engines designed and made in China. It will be in service probably within five years, depending on tests.

AMERICAS F-22 resumes flight operations

The F-22 Raptor has resumed normal flight operations after modifications to aircrew life-support equipment were completed across the fleet, including the upper pressure garment and related hoses, valves and connectors. Completion

UN passes landmark Arms Treaty

he United Nations has overwhelmingly approved (154-3 with 23 abstentions) a landmark treaty regulating trade in conventional arms. The legally-binding treaty sets international standards to regulate the import, export and transfer of conventional weapons—from battle tanks, warships and attack helicopters to small arms and light weapons. Major arms exporters, such as the United States and Russia, as well as major importers like China, India and Pakistan, took part in the negotiations. Daryl Kimball, head of the Arms Control Association, an independent research firm, said the treaty is “historic in the sense that it is the first time that there will be international standards to guide how countries authorise weapons transfers—and the first time that there will be annual reporting on those transfers by all of the state signatories of the new arms trade treaty.”

Martin Butcher, arms policy adviser with the international humanitarian organisation Oxfam, said the treaty also establishes key human rights criteria. Paul Holtom, arms transfer expert with the Stockholm International Peace Research Institute said that the treaty also regulates the transfer of ammunition. The United Nations approval of the treaty brings to a close seven years of negotiations. The pact will now be open for signature and will become part of international law once 50 countries ratify it. Ratification will make it harder for Russia to argue that its arms deals with Syria are legal under international law. India, a major importer, abstained because of its concerns that its existing contracts might be blocked, despite compromise language to address that. The abstaining countries also included leading exporters like China and Russia. Also abstaining were nations with dubious recent human rights records like Bahrain, Myanmar and Sri Lanka.

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News Digest appointments

Lockheed Martin

Lockheed Martin Corporation has announced that its Board of Directors has approved the appointment of Orlando Carvalho as Executive Vice President of the Aeronautics Business Area and Lorraine Martin as Vice President and General Manager of the F-35 Lightning II programme.

General Dynamics

General Dynamics has announced that David K. Heebner, Executive Vice President and Group Executive of the company’s Combat Systems group, has been appointed Group Executive of the Information Systems and Technology group. Mark C. Roualet, President of General Dynamics Land Systems, will succeed Heebner as Executive Vice President and Group Executive of the Combat Systems group. In addition, Gary L. Whited, Senior Vice President and General Manager for General Dynamics Land Systems’ domestic operations, will succeed Roualet as President.

Hawker Beechcraft

Hawker Beechcraft Corporation has appointed Ted Farid as Vice president of Sales for the Asia-Pacific region.

Rockwell Collins

Rockwell Collins has announced the retirement of Greg Churchill, Executive VP, International and Service Solutions, at the end of March after more than 30 years of service with the company. Colin Mahoney will succeed Churchill as Senior Vice President, International and Service Solutions.

GULFSTREAM

Gulfstream Aerospace Corporation appointed Dan Nale to the position of Senior Vice President, Programs, Engineering and Test, effective April 1. He succeeded Pres Henne, who retired on March 31.

Rolls-Royce

Rolls-Royce, the global power systems company, has announced that Ian Davis will succeed Sir Simon Robertson as Chairman.

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Northrop Grumman

Northrop Grumman Corporation has announced that it has appointed Vice Presidents Robert Burke, Dale Burton and Art Lofton to new ­leadership positions within the ­company’s Aerospace Systems sector. In their new roles, Burke, Burton and Lofton report to Tom Vice, Corporate Vice President and President of Northrop Grumman Aerospace Systems.

The company has announced that it has appointed Mary Petryszyn as Vice President, International, for the company’s Aerospace Systems sector.

Northrop’s Board of Directors has elected Michael Hardesty as Corporate Vice President, Controller and Chief Accounting Officer.

He will report to James F. Palmer, Corporate Vice President and Chief Financial Officer (CFO). Hardesty ­replaces Kenneth L. Bedingfield, who has been appointed Vice President, Business Management and CFO for the company’s Aerospace Systems sector.

Boeing

Boeing has appointed Greg Hyslop as Vice President and General Manager, Boeing Research & Technology.

He succeeds Matt Ganz, who was recently named President, Boeing Germany and Northern Europe, and Vice President, European Technology Strategy.

BAE Systems

BAE Systems has announced that Erin Moseley, Senior Vice President of Government Relations as President of the company’s Support Solutions sector. The company has named David Herr, President of the company’s Support Solutions sector as Executive Vice President, Service Sectors.

Mahindra Defence Systems

S.P. Shukla has been appointed President, Group Strategy, Defence Sector and Chief Brand Officer, Mahindra Defence Systems.

QuickRoundUp

a month. Panamanian customer Copa Airlines will take delivery of the 737-800 in April. The airplane will now undergo functional systems and flight testing over the next three weeks before being delivered.

Boeing has delivered the 7,500th 737 to come off the production line to Malaysia-based Malindo Air. Malindo Air is a joint venture by Jakarta, Indonesiabased Lion Air and Malaysia’s National Aerospace and Defence Industries.

As Boeing works to regain permission for its 787 Dreamliner to resume flights, the company faces what could be a costly new challenge: a temporary ban on extended operations (ETOPS) which would deal a blow to Boeing and its airline customers by limiting use of the fuel-saving jet, designed to lower costs on longdistance routes that don’t require the capacity of the larger Boeing 777.

Brazil

The Brazilian Air Force Command has completed the selection process of the two large aircraft which will replace the KC-137.The winning proposal was made

by Israel Aerospace Industries which will convert two Boeing 767-300ER commercial aircraft into platforms capable of performing refuelling, strategic troop and cargo transport, and aeromedical evacuation.

Bristow Helicopters

The UK Department for Transport has awarded a contract to Bristow Helicopters Ltd to provide search and rescue (SAR) services to UK for 10 years who have selected the AW189 SAR variant as one of the central platforms for its SAR programme.

Denmark

The Danish Ministry of Defence has confirmed that it has started a fresh competition to select a fighter aircraft to replace the Danish Air Force’s fleet of F-16s.

The evaluation is part of the Danish multi-year planning for 2013-17 and it is intended to prepare a final political decision on the new fighter in June 2015. Denmark is a JSF F-35 partner country (development contribution in 2002), but will hold an open competition. It is the second country to re-evaluate an earlier decision in favour of the JSF.

DSCA

Defense Security Cooperation Agency of the US has notified Congress of a possible foreign military sales (FMS) to the Government of the Republic of Singapore for 100 AIM-120C7 advanced medium-range air-to-air missiles and associated equipment, parts, training and logistical support for an estimated cost of $210 million.

Embraer

Embraer S.A. has selected UTC Aerospace Systems, a unit of United Technologies Corporation, to provide the

Issue 4 • 2013

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News Digest QuickRoundUp

of this task eliminates the need to restrict flight operations to remain within a 30-minute flying distance from an airfield suitable for landing.

Civil electric power generation and distribution system for the second generation of E-Jets, which are planned to enter service in 2018.

French Air force

After Afghanistan and Libya, French Air force Harfang UAVs have made a significant contribution to operations in Mali, where they flew over 1,000 hours in more than 50 sorties.

ILS & Intelsat

International Launch Services (ILS) and Intelsat S.A. have signed a contract for two firm ILS Proton launch missions. ILS recently conducted its successful ILS Proton return to flight mission on March 27 from the Baikonur Cosmodrome in Kazakhstan, with the Satmex 8 satellite for Satélites Mexicanos S.A. de C.V.

Lufthansa

The Lufthansa’s Supervisory Board has approved the acquisition of 100 A320 family aircraft (35 A320neo, 35 A321neo and 30 A320ceo with Sharklets) and two A380s worth approximately $11.2 billion at list prices.

The engine choices will be announced by the airline at a later date.

Malaysia

Malaysia has shortlisted five manufacturers as it seeks to buy 18 combat aircraft by 2015 to replace its ageing fleet of Russian-made MIG-29s. The choice was between the British-backed Eurofighter Typhoon, Sweden’s SAAB JAS-39 Gripen, France’s Dassault Aviation Rafale, Boeing’s F/A-18E/F Super Hornet and Russia’s Sukhoi Su-30.

Asia-Pacific Boeing, BEL join hands

Boeing and the Bharat Electronics Limited (BEL) are expanding their partnership through a follow-on contract involving the manufacture of subassemblies for the Boeing F/A-18E/F Super Hornet fighter jet. This contract, for Super Hornet subassemblies, expands work Boeing awarded BEL in 2011. BEL delivers components for the Super Hornet and P-8I maritime reconnaissance aircraft and is a partner with Boeing at the Analysis and Experimentation Centre in Bengaluru that opened in 2009.

HAL-Rolls-Royce facility inaugurated

The International Aerospace Manufacturing Limited’s (IAMPL) production facility was formally inaugurated in Bengaluru by K. Naresh Babu, Managing Director, HAL (Bengaluru Complex). Incorporated in July 2010, IAMPL is a 50:50 joint venture company (JVC) of HAL and Rolls-Royce (UK). Commenting on the development, Dr. R.K. Tyagi, Chairman, HAL, pointed out that HAL and Rolls-Royce have been strategic partners for long.

America Northrop sensors for Hawk

Rockwell Collins Tactical Targeting Network Technology was used by Northrop Grumman Corporation and the US Navy as they successfully completed a series of deck handling trials of the X-47B unmanned combat air system aboard the aircraft carrier USS Harry S. Truman.

Northrop Grumman Corporation has launched its fourth-generation tracking adjunct sensor (4G TAS), the latest upgrade to the company’s range of highresolution electro-optical/infrared (EO/IR) sensors for the Hawk air defense system.

The upgrades to the baseline configuration include a new 640 x 480 pixel infrared sensor that will more than double the resolution of the current system. The upgrade will also include a new chargedcoupled device camera that will increase resolution and enhance operation in lowlight environments.

Russia

INDUSTRY

Northrop Grumman

Northrop Grumman Systems Corporation has been awarded a $17,36,43,542 firm-fixed-price, costreimbursable-no-fee, time and material contract for sustainment of the Litening Targeting Pod System. Work is expected to be completed by December 31, 2017.

Rockwell Collins

Russian President Vladimir Putin said that Russian arms sales last year reached $15.2 billion, an increase of 12 per cent compared to the previous year. Russian weapons manufacturers exported arms and military equipment to 66 countries last year and currently have contracts worth some $46 billion with 75 countries.

The first three modernised Ilyushin heavy-lift transport planes will be delivered to the Russian Defense

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ASIA-PACIFIC Let us look beyond Hawk: BAE

Led by Chairman, Dick Olver and Chief Executive Officer, Ian King, Board Members of BAE Systems visited HAL’s facilities in Bengaluru on March 26.

Issue 4 • 2013

Show Calendar 9–14 April SUN ‘N FUN FLY IN Lakeland-Linder Regional Airport, Florida, USA http://www.sun-n-fun.org 15–16 April Gulf Military Helicopter Armed Forces Officers Club & Hotel, Abu Dhabi, UAE www.gulfmilitaryhelicopter.com 16–18 April Asian Business Aviation Conference & Exhibition Shanghai Hongqiao Airport, Shanghai, China www.abace.aero/2013 24–27 April AERO FRIEDRICHSHAFEN Friedrichshafen, Germany www.aero-expo.com 9–11 May EUROPEAN HELICOPTER SHOW Hradec Králové LKHK, Czech Republic www.eurohelishow.com 21–23 May European Business Aviation Convention & Exhibition (EBACE 2013) Palexpo, Geneva, Switzerland www.ebace.aero/2013 22 May Air Integration 2013 The Kensington Close Hotel, London, UK www.airintegration.com 6–8 June CANNES AIRSHOW Cannes-Mandelieu Airport-LFMD, Cannes, France www.cannesairshow.com 7-9 June CIAM INTERNATIONAL AVIATION TRADE SHOW & CONGRESS Fiesta Americana Grand Coral Beach Cancún Resort, Cancún, Mexico www.expo-ciam.com 17-23 June Paris Air Show 2013 Le Bourget Airport, Paris, France www.paris-air-show.com

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News Digest They interacted with HAL Chairman Dr R.K. Tyagi and top officials and discussed about various business areas of mutual interest.

ADTI sees booming Indian market

Advanced Defense Technologies, Inc. (ADTI) have announced that ADTI and its international alliance partners see a booming market in India for mini and micro unamanned aerial vehicles (UAVs) models that carry out more and more missions that were previously performed by manned aircraft. The surging market in the global sale of UAVs occurs at a time when these systems are becoming a common tool not just in the military but for civilian use as well. ADTI foresees the India marketplace for UAVs, used for reconnaissance and mapping to surveillance, border or maritime patrol, a multimillion-dollar business that will grow steadily. ADTI with its technology advances in payload systems anticipate a significant part of the future market.

EUROPE GKN welcomes investment in UK

GKN plc, the global engineer, has welcomed the UK Government’s announcement of significant investment in the future of the aerospace industry. The aerospace growth partnership (AGP), a collaboration between industry and government, has announced a joint research and development investment of more than £2 billion (about $3 billion) over the next seven years with the industry and government, each contributing £150 million per year. Nigel Stein, Chief Executive GKN plc, said: “GKN is a world leader in aerostructures and aeroengine systems with a significant proportion of our engineering and manufacturing based in the UK. We are delighted to be a part of this initiative, which will not only strengthen the UK’s position in the sector and generate new jobs but also help the overall well-being of the country’s economy.” •

QuickRoundUp

Ministry in 2014. Ilyushin Aviation Complex said the prototype Il-476, also known as Ilyushin Il-76MD-90A, has made the first in a series of trial flights at a testing centre near Moscow.

Sikorsky

Sikorsky Aircraft Corporation has announced that it has entered into agreements to sell two S-76D helicopters to PT Travira Air, a Indonesia-based charter airline company.

South Korea

The European Aeronautic Defense and Space Company which is competing with Boeing and Lockheed Martin for South Korea’s fighter jet programme, has offered to manufacture 48 out of 60 planes in local factories if it wins the multibillion-dollar deal.

Sukhoi

Russian aircraft maker Sukhoi and the Malaysian Defense Ministry have signed a $100 million contract for the technical maintenance of Malaysia’s fleet of Su30MKM fighters, said a spokesman for the organising committee of the LIMA-2013 aerospace exhibition.

Turkish Airlines

Turkish Airlines (THY) has ordered additional GE CF680E1 engines to power its new two firm Airbus A330300 aircraft, with options for an additional three A330 aircraft. The total value of the engines and OnPoint solutions agreement for the five CF6-powered A330s is more than $300 million.

US Air Force

The 2nd Bomb Wing of the US Air Force made its first live run with a new addition to the aging bomber. With constant upgrades bringing the more than 60-year-old bomber into the 21st century, the addition of the sniper pod gives the B-52H Stratofortress better integration with ground forces and laser-guided bombs for precision strike capability.

The US 40th Flight Test Squadron completed another first in February when an A-10 Thunderbolt II fired a guided rocket that impacted only inches away from its intended target. The 2.75 diameter, 35-pound, laserguided rocket is known as the fixed-wing advanced precision kill weapon system II.

United Launch Alliance

Air Chief Marshal N.A.K. Browne monitoring the air operations during Exercise Live Wire onboard AWACS

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A United Launch Alliance (ULA) Atlas V rocket has successfully launched the second space-based infrared system (SBIRS) GEO-2 satellite for the US Air Force from Space Launch Complex-41. ULA launched the first satellite in the constellation, GEO-1, aboard an Atlas V on May 7, 2011.This was the 3rd ULA launch of the year, the 37th Atlas V mission, and the 69th ULA launch since the company was formed in December 2006.

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Last word

Photograph: Sp guide pubns

Plagued by Uncertainty In a written reply to a question, the Minister of State for 31 FP that powers the Su-30 and has a thrust rating of 1,700 Defence, informed the Rajya Sabha that the Indian Air Force kg. The first AL 55I engine was received only in June 2008 but (IAF) had signed contracts with the Hindustan Aeronautics Lim- the first flight with the new power plant could take place only ited (HAL) for delivery of 12 limited series production interme- in 2010. Besides, the flight test schedule with the new engine diate jet trainers (IJT) and 73 series production aircraft and was further delayed owing to some technical glitches related that these were scheduled for induction into the IAF beginning to the integration of the engine with the airframe. In addition, 2014. The Indian aerospace major, the HAL, which is respon- the development programme was further bedevilled by altosible for the design, development and production of the aircraft, gether four accidents, two of which occurred during the Aero has also confirmed that the delivery would be undertaken in a India international air shows in 2005 and 2007. In 2009, there phased manner after grant of initial operational clearance (IOC) was a case of the undercarriage collapse during the landing run. In April 2011, one prototype was lost following an ejecwhich is expected later this year.

The IJT or the HJT 36 is being developed to replace the tion during a test flying sortie. But perhaps the biggest setHAL-built basic jet trainer HJT 16 Kiran that was inducted into back for the programme was the untimely demise of Squadron the IAF in several variants beginning in 1971. The Kiran fleet Leader Baldev Singh.

Apart from the series of accidents, there are a number of has been the mainstay of basic jet training in the IAF for over four decades. And now, having reached the end of its technical serious developmental issues with the aircraft that are yet to be resolved to the satisfaction of the IAF. These are in the areas of life, the fleet is due to be phased out in the near future.

Development of the IJT commenced in 1997 with the “go flight controls, engine life, weight and unhealthy handling charahead” sanction being given in July 1999. Initially, the pro- acteristics especially in stall and spin. In October 2012, Air Chief gramme moved forward at an extraordinary pace with HAL Marshal N.A.K. Browne, Chief of the Air Staff, had observed, “We demonstrating precision and efficiency, quite uncharacteristic are concerned as we are not seeing significant progress on the of a public sector undertaking. The prototype was rolled out 18 IJT. HAL put in a dedicated design team, yet there are no results. months after metal cutting and the maiden flight was undertaken This is a training aircraft and we cannot compromise on safety.”

Induction of the Kiran fleet into the IAF began seven years without any fanfare on March 7, 2003, within four years after the “go ahead” sanction and two months after roll out. The formal after its maiden flight. As per original plans, HAL was to delivinaugural flight was undertaken two weeks later, the momentous er the IJT in 2005-06, just three years after its maiden flight.

Clearly, the plan was unrealistic event being witnessed by the and over optimistic. As it stands Minister of Defence and other today, exactly a decade has gone dignitaries. By any standard it by since the first flight in March was a remarkable achievement 2003 but HAL continues to

by HAL and the sight of the IJT, struggle with the programme later christened as the “Sitara”, without any clarity or certainty taking to the skies, sent hopes of timelines for delivery, the two in the IAF soaring. On the concontracts with the IAF and diktrols for this historic flight was tat from the Ministry of Defence the then Chief Test Pilot of HAL to deliver the aircraft by 2015 Squadron Leader Baldev Singh. notwithstanding.

Meanwhile, Unfortunately, soon after, despite having invested over the IJT programme hit rough `4,000 crore, there is a serious weather from which it does not possibility that the IAF could be seem to have yet recovered. The left without a basic jet trainer! first among the problems the The IJT story is a clear testiprogramme has been plagued mony to the fact that no project with was with the power plant. related to development of a new The Larzac engine from Snecaircraft would be successful ma of France that powered the without dedicating the requisite prototype delivered 1,440 kg of The IJT story is a clear testimony to the fact that level of expertise, competent thrust. As the IAF was dissatisno project related to development of a new and professional management, fied with the low thrust rating aircraft would be successful without dedicating speedy decision-making, adof the engine, a replacement the requisite level of expertise, competent and herence to stipulated timelines power plant from NPO Saturn and stringent accountability at of Russia was identified by professional management, speedy decisionall levels. SP HAL through a global tender. making, adherence to stipulated timelines and This new engine designated as — Air Marshal (Retd) stringent accountability at all levels AL 55I, is a derivative of the AL B.K. Pandey

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ISSUE 4 • 2013

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