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vol 16 ISSUE 8 • August • 2013

Special Series: WHY MMRCA PART III

Last Word:

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RNI NUMBER: DELENG/2008/24199

Falcons by dassault aviation, maintain the air industry’s most efficient thrust-to-weight ratios, as is claimed by the company

Regional Aviation: Changing Paradigms in focus: unmanned vs manned industry: high-tech israel business aviation: silvercrest space: weaponisation of space interview: president, bombardier commercial aircraft PAGE 12

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table of contents

`100.00 (INDIA-BASED BUYER ONLY)

vol 16 ISSUE 8 • August • 2013

SP’s

Aviation AN SP GUIDE PUBLICATION

Sharp Content for Sharp Audience

www.spsaviation.net

VOL 16 ISSUE 8 • AUGUST • 2013

Special Series: WHY MMRCA PART III

Last Word:

Alter DPP to Prevent mud-slinging

RNI NUMBER: DELENG/2008/24199

FALCONS BY DASSAULT AVIATION, MAINTAIN THE AIR INDUSTRY’S MOST EFFICIENT THRUST-TO-WEIGHT RATIOS, AS IS CLAIMED BY THE COMPANY

REGIONAL AVIATION: CHANGING PARADIGMS IN FOCUS: UNMANNED VS MANNED INDUSTRY: HIGH-TECH ISRAEL BUSINESS AVIATION: SILVERCREST SPACE: WEAPONISATION OF SPACE INTERVIEW: PRESIDENT, BOMBARDIER COMMERCIAL AIRCRAFT PAGE 12

GREEN

TOWARDS CARBON-NEUTRAL BUSINESS AVIATION GROWTH

SP's Aviation Cover 08-13 Final.indd 1

12/08/13 6:06 PM

Cover Photo: Falcon 900LX’s efficient design and advanced technology means less weight, 20 to 40 per cent better fuel burn and lower emissions than other airplanes in the class

clean and green: Cessna’s continued commitment to improving energy efficiency and reducing the environmental impact of its aircraft and manufacturing operations benefits both the environment as well as its business

Photograph by: Dassault Aviation

Tecknow

OEM

Flexible & Efficient

Civil Business Aviation / 16 Aero-Engine

Silvercrest: Forging Ahead

18 Regional Aviation Changing Paradigms

21 Industry

Space

Weaponisation of Space

Fighters Ensuring National Security

‘Cseries - A True Game Changer’

A Word from Editor-in-Chief

NewsWithViews 5 Air India Altering A320 Operating Norms

In Focus

The Future

Forum

Manned vs Unmanned

Hall of Fame

Towards carbonneutral growth Airframers, engine manufacturers and related OEMs have invested heavily in research and development efforts and there are some astounding results which have benefited the industry and consequently the community at large

Noel Wien

Industry

NewsDigest

Israel

LastWord

High-Tech Israel

Alter Acquisition Policy

www.spsaviation.net

Lead Story

regular Departments

Honeywell’s Total Solutions

Military

Interview

page 12

NEXT ISSUE Regional Aviation: Global Scenario

ISSUE 8 • 2013

table of contents 16

Silvercrest: Forging Ahead

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 Assistant editor Sucheta Das Mohapatra

Weaponisation of Space

Contributors India Group Captain (Retd) A.K. Sachdev Group Captain (Retd) Joseph Noronha Europe Alan Peaford USA & Canada LeRoy Cook Chairman & Managing Director Jayant Baranwal Planning & Business Development Executive Vice President: Rohit Goel ADMIN & COORDINATION Bharti Sharma

Ensuring National Security

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

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ISSUE 8 • 2013

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A word from editor-in-chief Although the contribution of the aviation industry towards climate change is relatively much lower than other forms of transportation, the industry is leaving no stone unturned to make their aero-engines far more fuel-efficient leading to lower emissions and are working towards the objective of a carbon-neutral growth by 2020

It was reported that during the International Air Show at Paris in June this year, Chairman and CEO of Dassault Aviation of France Eric Trappier along with other senior functionaries of the company and Dr R.K. Tyagi, Chairman of the Indian aerospace major the Hindustan Aeronautics Limited (HAL) accompanied by his team, met and discussed issues related to the multibillion-dollar mega deal for the 126 medium multi-role combat aircraft (MMRCA) for the Indian Air Force (IAF) for which the French Rafale was shortlisted end January 2012 as the preferred platform. It is understood that progress of the other ongoing projects was also reviewed and hopefully the differences over the licence manufacture of the Rafale and issues related to delivery schedule and quality assurance would have been resolved. However, during the visit of the French Minister of Defence Jean-Yves Le Drian to Delhi in the last week of July this year, there was no clear indication from the Indian side about the time frame for the conclusion of the ongoing contract negotiations on the MMRCA tender. The big danger is that unless the contract is signed soon enough or at least before May 2014, the deal could run into a major stumbling block by way of the general elections in India due next year. This situation would be of concern not only for the French aerospace major Dassault Aviation that is banking on the Indian order to keep the production line of the Rafale open, but also for the IAF that urgently needs to arrest further erosion of its combat capability especially in the context of the rapidly deteriorating security situation in the country with both the neighbours adopting increasingly hostile posture. Undoubtedly, there is an imperative need to hasten the finalisation of the MMRCA contract as the Rafale will have a role that would be of critical importance to national security. China that is clearly emerging as a global power is also forging ahead in the race for exploitation of space for military purposes. In this issue, Air Marshal Anil Chopra reviews activities of the major space-faring nations in the world towards the “weaponisation” of space, despite international treaties restraining such effort. Israel is a nation so small, but stands tall in the global aerospace industry. In this issue, Sucheta Das Mohapatra describes in detail the phenomenal capability and expanse of the Israel aerospace industry that competes on equal footing with the most powerful aerospace industrial powers of the world. Air Marshal Chopra also focuses on the debate over

ISSUE 8 • 2013

manned vs unmanned platforms for the future. He concludes rightly that despite the strides in the regime of unmanned platforms, the end of manned platforms is not yet in sight. In the civil aviation segment, R. Chandrakanth takes a look at the measures business jet manufacturers are adopting to reduce the adverse impact of business aviation on the environment. Although the contribution of the aviation industry towards climate change is relatively much lower than other forms of transportation, the industry is leaving no stone unturned to make their aero-engines far more fuel-efficient leading to lower emissions and are working towards the objective of a carbonneutral growth by 2020. Writing from Bengaluru, A.K. Sachdev has evaluated the state of the Regional Aviation in the country. The author concludes that “Indian civil aviation can rejoice over the fact that the establishment has finally turned its attention to promoting regional aviation.” He believes that regional aviation will prosper when the level of competition on metro routes get replicated on non-metro routes as well. As India gears up to celebrate its 67th Independence Day on August 15, we invite our Indian readers to be a part of the celebrations.

Jayant Baranwal Publisher & Editor-in-Chief

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News

with views NEWS:

Air India altering A320 operating norms The Indian Commercial Pilots Association (ICPA) has sent a letter to the Civil Aviation Minister citing concerns over a procedure change in Air India. Air India has changed the flight operating procedures for narrow-body A320 aircraft stating that the acceleration altitudes should be brought down. The pilots say that Air India did not follow the due procedure, while

making the decision and so it is not clear how and why the move will benefit the airline. “Without any detailed study and without ensuring adequacy of power, any alteration of the certification process is a gross violation of original certification of airworthiness and serious flight safety violation,” said ICPA, the apex body of erstwhile Indian Airlines pilots.

Photograph: Sp guide pubns

VIEWS: The national carrier Air India has been in the news once again for all the wrong reasons. On May 14, 2013, on a flight from Delhi to Bengaluru with a full load of passengers onboard, the Commander of the aircraft could not re-enter the cockpit after he took a break to visit the restroom. Operation of the door for entry into the cockpit is software-controlled and the locking mechanism functions in response to a code known to those authorised to enter the cockpit. However, the locking mechanism can also be deactivated by operating a circuit breaker. Apparently, in the episode in question, none of the systems worked. Mercifully, the co-pilot, though junior to the Commander who was locked out, was also a trained Captain. He was able to carry out a diversion and land safely at Bhopal where the engineers were able to fix the snag. Although the episode had a happy ending, it had the potential of turning into a disaster if there had been another concurrent emergency onboard. The response by Air India was rather casual as if the event was inconsequential even though nearly 200 lives were at stake. Bizarre indeed! On April 12, 2013, on an Air India Airbus 321 flying from Bangkok to Delhi with 166 passengers onboard, both the pilots had taken a 40-minute break from the cockpit supposedly for a nap and left two stewardesses in the pilots’ seats to take charge of the plane. It is understood that the two ladies were even coached on the spot by the Commander on how to fly an airliner. However, one of the stewardesses inadvertently turned off the autopilot after which the pilots returned to the cockpit to regain control of the aircraft. It would be difficult to find such a lackadaisical approach towards air safety on the part of an airline crew in any other carrier in the world. As is routine, the management of Air India immediately went into the denial mode and stated that “the autopilot was briefly disconnected due to distraction”. The management succeeded in obfuscating the issue by ordering an investigation as if it was a trivial issue. Response from Air India that “the matter has been referred to the concerned department for comments” could not be more bland and indifferent. There is little doubt that the outcome of the investigation will never be available in

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the public domain. Of course, the fact that the two airhostesses were not available for attending the passengers onboard which was their primary responsibility was clearly of no consequence to the Commander or to the airline management. And the pilots were paid their emoluments for sleeping while on duty despite the rather liberal rest periods stipulated as mandatory under the latest Flight Duty Time Limitations. More recently in July this year, two pilots of the national carrier allowed a female actor to sit inside the cockpit in the observer’s seat during a flight from Bengaluru to Hyderabad. This seat is meant to be occupied only by examiners and observers as authorised by the Directorate General of Civil Aviation (DGCA). As the presence of a petite young female in the cockpit could serve as a distraction for the pilots, it could well prove to be a serious hazard. For this flagrant violation of safety norms, the two pilots were taken off the roster and an investigation ordered into the episode. What is noteworthy is that action against the pilots was initiated only after a passenger lodged a formal complaint with the airline. Reaction from the DGCA was limited to just taking a serious view. And now the management of the national carrier has issued orders revising the altitude from 1,500 to 800 feet above ground level for reduction of power on the engines after getting airborne from maximum throttle setting to climb power. This decision on the part of the management is regarded by the pilots as arbitrary and thoughtless as in their view, it has serious implications for air safety. This step has led to an embarrassing spat between the management of the airline and the Indian Commercial Pilots Association that in defiance, has issued a circular to its members not to follow the revised procedures. The state-owned carrier run as a department of the government, is afflicted with the associated infirmities such as lack of accountability, low productivity, mediocrity, lack of discipline, dedication and a sense of responsibility amongst the employees. The malaise is so deep that there is little hope of turnaround for the airline without privatisation. SP —By Air Marshal (Retd) B.K. Pandey

ISSUE 8 • 2013

inFocus

Unmanned

The FUTURE

Till now, deployed mostly for military and special operations, UAVs are now increasingly employed for civil applications such as policing and firefighting too

The earliest operational unmanned aircraft were actually guided weapons—the World War II German V-bombs. Pilotless aircraft were also tested during that war, but the state of technology at that time did not support meaningful operational missions. Initial drones were more for training gunners and had no operational role. As autopilot and navigation technology advanced, the use of unmanned aircraft became more prevalent. Shooting down of the American U-2 spy plane by Russians unfolded a full-scale development of unmanned aerial vehicle (UAV) programme. UAVs saw fledgling action in Vietnam. Israel pioneered the use of UAVs for real-time surveillance, electronic warfare and decoys during Bekka valley operation in 1982. The US industry worked closely with Israeli Aerospace Industry’s Malat Division to develop the US Navy’s ‘Pioneer’ UAV for use in the 1991 Gulf War. UAVs in Action

Photograph: USAF

UAVs shot into fame during the Iraq War over a decade ago and their recent successful operational employment in Afghanistan has given them a permanent place in the sky. The use of unmanned aircraft in the field of intelligence reconnaissance and surveillance (ISR) has resulted in the development of sophisticated payloads for UAVs. Combined with command and control capability and a means for transmitting data/video from the vehicle, it became a potent platform. Varying in size weighing just from a few ounces to the size of an airliner, unmanned aerial systems (UAS) are fulfilling a variety of missions beyond ISR. Removing the pilot out of a combat air vehicle reduces weight, cost and human risk factor considerably as also results in phenomenal increase in endurance. These provide great surveillance and targeting capability at very low cost. The sexists had questioned the term UAV and so evolved the terms ‘Drone’, remotely piloted vehicles (RPV), remotely piloted aircraft (RPA) or even uninhabited aerial systems. The US Federal Aviation Administration (FAA) and the International Civil Aviation Organisation (ICAO) prefer retention of the word ‘aircraft’ so that same regulations could be applicable. While the largest operator, the US military, continues to call it UAS, it is willing to switch to the term RPA.

An UAS consists of the air vehicle controlled autonomously or remotely by a controller, sensors/payloads, command and control data links, operators’ station ground support equipment required for launch/recovery, operations and maintenance. Deployed mostly for military and special operations, UAVs are now increasingly employed for civil applications such as policing and firefighting. Armed UAVs or unmanned combat air vehicles (UCAVs) such as the General Atomics Predator equipped with AGM-114 Hell-

ISSUE 8 • 2013

fire air-to-ground missiles, have pushed the envelope to a new level. The Predator is remotely-piloted via satellites by operators located as far as 12,000 km away. On the other hand, the Northrop Grumman Global Hawk operates virtually autonomously and only needs a command to ‘take-off and land’. Man in the loop (piloted) and man on the loop (supervised) systems are the two options. Advances in technology are enabling more capabilities and small unmanned aircraft systems are being deployed on the battlefield. The UAS’ roles have expanded to areas including electronic warfare, strike missions, suppression and/or destruction of enemy air defence, network node or communications relay, combat search and rescue and combinations of these. Increasing Capability and Numbers

UAVs are today used by more than 50 countries, with many making their own. USA is the leader with the US armed forces reportedly having 850 operational UAVs and unknown quantities of small hand-held units which is more than the combined strength of the rest of the world. As per a US Congressional Research report dated January 3, 2012, the United States has 7,494 UAS systems as against 10,767 manned PREDATOR UAS: equipped with AGM-114 Hellfire airaircraft. The Department of to-ground missiles Defense spending on UAS increased from $284 million (`1,704 crore) in financial year 2000 to $3.3 billion (`19,800 crore) in financial year 2010. During theatre-level operations in Afghanistan, UAVs flew nearly 2,00,000 hours a year. Predators alone carried out over 3,000 missions a year. Miniature UAVs could be a few millimetres in size and be used to monitor inside rooms. Most UAVs are fixed-wing aircraft, but rotary-winged UAVs (RUAV) such as MQ-8B Fire Scouts, are also in use. There is a trend to convert fighter aircraft for dual use, both as manned and unmanned variant. More and more civil applications such as remote sensing, forestry and land management, coastal policing, use for logistic operations by Fedex and UPS, environment monitoring, etc are becoming popular. Manned aircraft still get over 90 per cent of the defence funding. UAVs are more accident prone but overall cost in life and equipment is much less. The UAVs are bandwidth hogs. Global Hawks require nearly 500 megabytes per second. The USAF UAS vision 2030 document predicts that every conceivable aircraft role could be handled by the UAS fleet including that of airlift, airborne early warning and control system (AWACS) and counter air strikes. Is the airborne community worried that they will soon be out of the cockpit? Read more about it in Forum. SP —By Air Marshal (Retd) Anil Chopra

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Unmanned

Forum

MANNED VS UNMANNED Till date, unmanned aircraft have flown only in uncontested airspace. As the focus of the US military shifts to the Pacific, the Air Force could be confronted by enemy fighters in unfriendly skies, a mission UAVs aren’t yet designed to handle.

Photograph: Dassault Aviation

With unmanned technologies starting to prove themselves, the debate between manned and unmanned has heated up. The proliferation and success of unmanned aerial vehicles (UAVs) have caused some to question the relevance of manned aircraft systems in future. This has been more so due to defence budget cuts and competing demands for scares resources. In 2010, for the first time ever, the Pentagon bought more unmanned aircraft than manned. In a press conference on the Obama Administration’s new defence strategy in 2012, Defense Secretary Leon Panetta and other officials put off all questions about the costly F-35 aircraft until the fiscal 2013 budget proposals. However, unmanned systems and intelligence, surveillance and reconnaissance technologies were on their list of items that may see funding boosts rather than cuts. “There’s not going to be a way of putting this genie back in the bottle,” said Vice Admiral (Retd) Joseph W. Dyer, US Navy. “The world has changed. That doesn’t mean advocates of today’s manned aircraft won’t try to put it back in the bottle. But it isn’t going.” UAVs have become a potent segment of the US Air Force (USAF) inventory and an indispensable weapon in the global war on terror. Budget crunch and turf wars with old-guard pilots could impede UAV progress. Bulk of the fund allocations for major aircraft projects around the world are for manned aircraft. Purely manned or purely unmanned aircraft possess various inherent advantages and limitations. A manned aircraft can be used in contested environments where command-and-control is limited, autonomy is required, or policy restrictions exist. An unmanned aircraft has no aircrew to limit its range and endurance or has the risk of loss of life or the fear of being captured. Man on the Spot “UAVs have a great future, increasing popularity and usefulness, but no machine can replicate the human gift of discovery and situational awareness,” says Air Marshal Vinod Patney, former Vice Chief of Air Staff, Indian Air Force (IAF). Today’s technology is insufficient to allow unmanned aircraft to make indepen-

ISSUE 8 • 2013

dent, complex judgements in an unknown environment and so must be linked to human judgement, albeit on the ground. The data links can be denied or deceived. Threat of cyber attack today is more potent than Al-Qaeda. Delays in commanded guidance could be crucial if not lethal. All UAV data is still analysed and interpreted by a human. As it stands, till date, unmanned aircraft have flown only in uncontested airspace. As the focus of the US military shifts to the Pacific, the Air Force could be confronted by enemy fighters in unfriendly skies, a mission UAVs aren’t yet designed to handle. Of the 25 most expensive programmes of the US Department of Defense (DoD), none is unmanned. The same is true for all major air forces of the world. Even with a disruptive technology like UAVs, one doesn’t let go tried and tested systems, analysts feel. The first recorded air-to-air engagement was in December 2002, between an Iraqi MiG-25 and an American Predator UCAV armed with Stinger missile. Both fired a missile at each other. The UAV was shot down and the same could be seen through the video downlink. A fighter aircraft has the positioning and speed advantages and better chance of an air-to-air kill. The United States Air Force UAV accident rate at 0.9 per 10,000 hours is much worse than 0.2 per 10,000 hours for manned aircraft. UAVs also require significant manning for their operations. At approximately $75 million (`450 crore), the Global Hawk, a Class III HALE UAV, is costlier than many a modern fighter. Collateral damage from UAV attacks continues to be high at 32 per cent. The USA nearly lost a friend in Pakistan when a large number of civilians were killed in one such attack. nEURon: supersonic unmanned stealth bomber

Unmanned: The BackOffice war Unmanned aircraft are already taking-off and landing by themselves including on a moving aircraft carrier (X-47B). “Autonomous air refuelling would leave them on station for months and allow them all roles from combat to cargo handling,” says analyst Dan Parsons. The US has already modified F-4s and F-16s to fly them remotely, to enter dangerous areas. Dual use aircraft will greatly

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Forum

Unmanned ‘There is a clear shift in favour of unmanned systems. Only the US and Israel have been able to allocate resources for research and development due to budget constraints.’ —Air Marshal N.V. Tyagi, former Deputy Chief of the Air Staff, IAF

‘Future UAVs operating under the control of manned aircraft to make “buddy attacks.” —General Norton A. Schwartz, former Chief of the United States Air Force

reduce development costs and increase operational flexibility. Dassault Aviation of France is developing Neuron, a supersonic unmanned stealth bomber. The DoD is working on hypersonic air devices to strike a target within one hour from detection at Mach 6 to 20. The new long-range strike bomber is likely to be optionally manned. The US Army’s dramatic shift to a nearly allunmanned flight over the next three decades is embedded in the UAS roadmap unveiled by General Peter Chiarelli, Vice Chief of Army Staff on April 15, 2010, at the Army Aviation Association of America’s annual convention in Fort Worth, Texas. “It is a long range strategic vision,” he added. Air Marshal N.V. Tyagi, former Deputy Chief of the Air Staff feels, “There is a clear shift in favour of unmanned systems. Only the US and Israel have been able to allocate resources for research and development (R&D) due to budget constraints. Since the machines will continue to perform the same basic functions, it will only mean replacing man with the processor. This change over could be simple and smooth.” UAVs have become too attractive and potent military assets for any significant power to ignore. The USAF had 255 active Global Hawk, Predator and Reaper drones in its inventory in fiscal year 2011. That number is expected to grow to 420 by fiscal 2017. For the first time in its history, in 2011, the USAF trained more UAV pilots than fighter and bomber pilots combined. At any given time, about three dozen USAF UAVs are flying over Afghanistan and Iraq. Much larger number of Army UAVs are in action. A handful of missile-armed UAVs of the CIA are flying over Pakistan most of the time. “Is the world being over ethical to keep control over UAVs when a cruise missile is allowed to take its own decisions?” is the question being asked today. The Middle Path In flier’s language, the UAVs are best for “dull, dirty and dangerous” missions. Long endurance means dull, chemical and nuclear sampling is dirty and strikes on a heavily defended target, for example with a Harpy class UAV it can be termed as dangerous. UAVs have much lower training costs. Manned missions are good for unplanned situations. They are good for public confidence. The UAVs can concentrate on intelligence surveillance reconnaissance (ISR), close air support and take on some strike missions but air superiority should be handled by manned fighters. Manned aircraft are much better in dynamic environment. UAVs require much lesser ground infrastructure but those requiring the runway may hog it for long time. UAVs are also very vulnerable to loss of communications and electronic countermeasures. UAVs are also less glamorous than a fighter aircraft. The world

‘Do not think it will replace the manned strike force. Prepare to counter the armchair strategists’ glib panacea for preventing human losses.’ —Air Chief Marshal A.Y. Tipnis, Former Chief of the Air Staff, IAF

‘There’s not going to be a way of putting this genie back in the bottle.’ —Vice Admiral (Retd) Joseph W. Dyer, US Navy

is still not ready to give full control to a computer for an autonomous UAV. There is also a genuine fear to allow the computer to take a decision to shoot to kill. “UAVs are an expected advancement in the continuing revolution in military affairs (RMAs). The change must be preceded by requisite infrastructural preparation and doctrinal enunciation. Do not think it will replace the manned strike force. Prepare to counter the armchair strategists’ glib panacea for preventing human losses. But some thinning of fighter cockpits will take place,” says Air Chief Marshal A.Y. Tipnis, former Chief of the Air Staff. The USAF is currently buying three Predators a month. The Air Force policy has dictated that only experienced Air Force pilots are allowed to fly UAVs, but the service has a test programme under way to train new officers to fly UAVs as their first and only aircraft. Thomas Cassidy of General Atomics Aeronautical Systems, the maker of the Predators, Reapers and Sky Warriors, says the company could conceivably produce up to 36 Predator-class aircraft every month from its up-and-coming new facility. Joint Operations: Way Forward “For the US Air Force, the biggest challenge is figuring out how UAV procurement affects the F-35 joint strike fighter programme,” said Peter Singer, Senior Fellow for Foreign Policy at the Brookings Institution. “The Air Force’s desired procurement numbers have not changed for the troubled next-generation fighter while programme costs have ballooned. While the F-35 has been in development, the Air Force has added more than 300 strike-capable Reaper drones to its inventory.” One of the arguments against UAVs is lack of situational awareness and on the spot decision-making. General Norton A. Schwartz, former Chief of the USAF, sees future UAVs operating under the control of manned aircraft to make “buddy attacks”. That day is not far when there will be mixed manned and unmanned formations, with aircrew in the air controlling a swarm of UAVs and giving them clear directions including controlling their attack and weapon release. The US Navy recently formed its first mixed force squadron with manned and Fire Scout unmanned helicopter. UAVs are here to stay and will grow in numbers. “We made the mistake of removing the aircraft gun too early before the missile had proved itself. So need to tread carefully—cannot make that mistake again,” says Air Chief Marshal Tipnis. “Can you replace the US President with a computer?” asked a young fighter pilot. There are decades of debate ahead. SP

—By Air Marshal (Retd) Anil Chopra

ISSUE 8 • 2013

Tecknow FIRST

Flexible & Efficient

Photograph: EPFL

It is an innovative and ingenious concept that could revolutionise air transport

The Clip-Air project is laying the groundwork for tomorrow’s air transport technology—flexible, efficient and less energy consuming. The modular aircraft under development in Switzerland since 2009 will merge the speed of air travel with the flexibility of rail transport. Clip-Air is a multidisciplinary project developed in collaboration with various laboratories at EPFL in the course of several student projects, a doctoral thesis and scientific publications. The project is coordinated by the Transportation Center at Federal Institute of Technology at Lausanne (EPFL). It represents a feasible technological challenge with implications that go well beyond the air transport sector. Claudio Leonardi, in charge of the Clip-Air project at EPFL, says: “We still have to break down several barriers, but we do believe that it is worth working on such a concept, at odds with current aircraft technology and which can have a huge impact on society.”

ISSUE 8 • 2013

The laboratories that are currently involved in the project are: Transport and Mobility Laboratory with one ongoing doctoral thesis; the Computer and Visualisation Laboratory for images and communication, the flight simulator and the architecture of the airport for Clip-Air; the Steel Structures Laboratory for the structural component of the project; and Laboratories in Mechanical Engineering for the aerodynamics component of the project. SP

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Civil

Business Aviation

Airframers, engine manufacturers and related OEMs have invested heavily in research and development efforts and there are some astounding results which have benefited the industry and consequently the community at large

Embraer Legacy 600: It is powered by Rolls-Royce AE3007A1E engine

Photograph: embraer

TOWARDS CARBON-NEUTRAL GROWTH

By R. Chandrakanth

Business aircraft produce less noise and emit less greenhouse gas (GHG) emissions, but yet continuous efforts are on by original equipment manufacturers (OEMs) to do even more for environmental sustainability and societal responsibility. It is said that business aviation’s worldwide carbon emissions are approximately two per cent of all aviation and .04 per cent of global man-made carbon emissions. This is an excellent record, but the community is keen on bettering it. In 2009 in Copenhagen, the International Business Aviation Council (IBAC) and its member associations, along with business aircraft manufacturers, released a comprehensive statement on climate change in support of an International Civil Aviation Organisation (ICAO) appeal for an aviation sectoral approach in a post-

ISSUE 8 • 2013

Kyoto agreement on GHG emissions. It set specific targets as follows: • Carbon-neutral growth by 2020 • Improvement in fuel efficiency of an average of two per cent per year until 2020 • Reduction in total carbon emissions of 50 per cent by 2050 relative to 2005 These aggressive targets are based largely on developments and advancements in four areas namely technology, infrastructure with operational improvements, alternative fuels and market-based measures. “Business aircraft manufacturers and operators will put forth sustained effort to meet these targets, but a strong partnership between industry and the government

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Civil Business Aviation

Photograph: Gulfstream

Gulfstream 650: The aircraft has reduced carbon footprint

is also absolutely necessary to achieve these goals,” Pete Bunce, President and CEO, General Aviation Manufacturers Association (GAMA) had said. “We look forward to working hand-in-hand with all stakeholders to meet this critical global challenge of emissions reduction even as we grow to meet expanding demand for transportation,” he added. Don Spruston, Director General of IBAC, had stated, “Business aviation wants to be an integral part of a comprehensive, ambitious and fair worldwide action to mitigate emissions. As a global industry, we believe that ICAO should be granted sectoral responsibility to develop a simple and straightforward system to address aviation emissions worldwide.” In line with this strategy, airframers, engine manufacturers and related OEMs have invested heavily in research and development efforts and there are some astounding results which have benefited the industry and consequently the community at large. Two groups in particular, the Sustainable Aviation Fuel Users Group and the Commercial Aviation Alternative Fuels Initiative are focusing on the adoption of eco-friendly biofuels for jet travel. Instead of traditional airline fuels, which eat away at the Earth’s ozone, the Sustainable Aviation Fuel Users Group is promoting the use of two new biofuels, jatropha curcas and algae. Though these fuels are not yet in use, the group hopes that these will enable the aircraft to perform just as well as it does with traditional jet fuel and leave a much smaller carbon footprint. ‘Clean Sky’ Programme in Europe The ‘Clean Sky’ programme is an European Joint Technology Initiative (JTI) that was launched in Brussels on February 5, 2008. The objectives of ‘Clean Sky’ are to reconcile sustainable development and growth in international air traffic, validate the technologies needed for the “green” aircraft due for 2020 and

reduce CO2 emissions and noise by 30 per cent. The initiative involves 16 countries, 86 organisations, 54 manufacturers, 15 research centres, 17 universities and the entire European aeronautical supply chain. Clean Sky is structured around six Integrated Technology Demonstrators (ITD) such as smart fixed-wing aircraft (SFWA), green regional aircraft and helicopter, “green engines” platforms, systems for green operation and eco-design, etc. Tests of the first demonstrators are scheduled for 2013-14. Dassault for Eco-efficiency Dassault Aviation is working closely with Airbus on the SFWA to study a wing of the future and reduce engine acoustic impact. It is jointly responsible for the eco-design ITD. This demonstrator aims to reduce environmental impact during aircraft production and decommissioning and to develop “clean” onboard energy systems (e.g. the “all-electric” aircraft). For Dassault Aviation, the Clean Sky project is a key step to bringing technologies and concepts to maturity for use on future Falcon business jets. The environmental performance of conceptual virtual aircraft, combining the technologies under study in all ITDs, will be compared to the performance of current aircraft, to provide an overall assessment of the expected benefits of Clean Sky Technologies by 2020. Dassault reportedly makes the most environmentally-friendly jets which have better strength-to-weight ratios than most competing jets and are equipped with advanced engines that create less noise and produce fewer emissions than ever before. Falcons maintain the air industry’s most efficient thrust-toweight ratios. On average, they use 20 to 60 per cent less fuel than competing models for equivalent performance and agility. Dassault states that it is committed to applying the most

ISSUE 8 • 2013

Civil Business Aviation

GREEN INITIATIVE: BEECHCRAFT’s sustainability Programme focuses on improvement across the entire LIFE-CYCLE of an aircraft

Photograph: Beechcraft

efficient eco-design concepts throughout the entire life-cycle of its aircraft, from the mining of raw materials to production, from in-service operation to end of service and recycling. All Dassault plants are certified ISO14001. This is the international standard that demonstrates an organisation has developed and implemented an effective environmental management system. It has introduced the use of new chromate-free paints with a lower concentration of volatile organic compounds (VOCs) at all plants. Dassault spends 15 per cent of its manufacturing budget on improving environmental performance and has taken more than 700 major steps in this area since 2005. Over the past decade, consumption of industrial gas and fuel at company plants has decreased by 30 per cent, while water use has dropped by 70 per cent, despite a production rate increase during this period. Environmental-Friendly Falcons Recently, the US Federal Aviation Administration (FAA) certified two newest members of the Falcon family of business jets, the Falcon 2000S and Falcon 2000LXS. The two-year-long flighttest campaign for the two new models demonstrated short-field and low-speed performance substantially better than targeted figures, greatly expanding the number of airports the two aircraft can serve. Upgraded Pratt & Whitney PW308C engines make both models economical to operate and environment friendly. Thanks to the engine’s TALON II combustor, the Falcon 2000S and 2000LXS will generate significantly lower emissions than previous aircraft models and meet the most exacting future emissions standards with margin to spare. GULFSTREAM’s Commitment to Sustainability In October 2012, Gulfstream’s full fleet of demonstration aircraft flew to the 65th Annual National Business Aviation As-

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sociation Meeting and Convention on advanced biofuels. The five aircraft flew from Savannah to Orlando with both engines operating on a 50/50 blend of Honeywell Green Jet Fuel and petroleum-based jet fuel. The renewable, second-generation jet fuel used for the flights was made from camelina, a sustainable, non-food plant, which can be grown in rotation with wheat and other cereal crops. Each gallon of camelina-based Honeywell Green Jet Fuel burned instead of petroleum jet fuel reduces the carbon dioxide-equivalent emissions by 68 per cent based on life-cycle analysis studies. “This is a first for business aviation and it reflects Gulfstream’s ongoing commitment to sustainable practices,” said Scott Neal, Senior Vice President, Sales and Marketing, Gulfstream. “A little over a year ago, a G450 became the first aircraft to cross the Atlantic on biofuel when Honeywell flew from Morristown, New Jersey, to Paris, for the Paris Air Show. Now, we’re the first OEM to have its full fleet fly to a trade show on advanced biofuels.” The effort signifies Gulfstream’s commitment to achieving the business aviation industry’s goals on emissions reductions, including carbon neutral growth by 2020 and a reduction in total carbon emissions of 50 per cent by 2050, relative to 2005 levels. Alternative fuels could account for 40 per cent of these reductions, while the remaining improvements will come from technology and operations. “Using biofuels is part of the multipronged approach Gulfstream has taken toward sustainability,” Neal said. “In addition to reducing our carbon footprint, we’re focused on improving aircraft efficiencies. For example, the Gulfstream G650 flies farther and faster than any other business jet in the world, burns less fuel for the same mission, and as a result, has a reduced carbon footprint and produces fewer emissions such as nitrous

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Civil Business Aviation oxide. We continue to invest in research that will ensure our aircraft are fuel-efficient and quiet to further lessen their environmental impact.” Gulfstream’s sustainability efforts also include green buildings and manufacturing practices. The company has committed to reduce the impact that manufacturing has on the environment by ensuring that all new company buildings are LEED-certified. Additionally, Gulfstream has a dedicated sustainability group committed to reducing industrial emissions, conserving energy and recycling consumables. Gulfstream offers single-stream recycling at all of its facilities, where employees have diverted 1.2 million pounds of recyclables from the company’s waste stream. BEECHCRAFT Focuses on Product Life-cycle Through Beechcraft’s increasing global presence and a dedication to environmental responsibility, the company aims to have the industry’s best sustainability programme and reputation. Beechcraft’s goal is to improve sustainability and responsibility for the entire product life-cycle of aircraft manufacturing to customer operations and product maintenance. Beechcraft has defined its sustainability programme as excellence in product value, manufacturing leadership, environmental performance, people and ideas. Beechcraft has a unique and strong sustainability programme that focuses on opportunities for improvement across the entire life-cycle of aircraft and services. The company is committed to continuous innovation in supply chain selection with emphasis on conserving scarce global materials, manufacturing, aircraft maintenance/ operations and product life long-term goal of recycled materials and responsible care. Beechcraft has found that composite manufacturing reduces the raw material needed for each aircraft by nearly 70 per cent. Metal aircraft typically use six to seven pounds of raw material to yield one pound of finished goods, while composite aircraft use only 1.5-2 pounds. The company increased the maintenance lubrication schedule from 150 to 200 hours in April 2008. This and other changes to the aircraft flexible maintenance schedule have reduced maintenance man-hours by 30 per cent year over year. CESSNA develops Alternative Energy Technologies Cessna partners with the greater aviation industry, government and leadership to raise awareness of environmental issues as well as to advocate for policies and practices that balance progress and technology with environmental sensitivity. Its continued commitment to improving energy efficiency and reducing the environmental impact of its aircraft and manufacturing operations benefits both the environment as well as its business. Cessna is collaborating with Bye Energy Inc., an integrator of clean, alternative energy technologies for business and general aviation aircraft, to design and develop an electric propulsion system for a Cessna 172 proof-of-concept aircraft. Embraer Invests on Green Technologies Embraer established its Environmental Strategies and Technologies Office in 2007 to develop specific environmental vision, targets and projects, considering the whole product life-cycle, including environmental requirements to the supplier chain. Embraer is fully engaged in industry-leading work on biofuels and sustainability programmes. In 2002, Embraer became the first aircraft manufacturer to develop an aircraft powered by biofuel with the introduction of the ethanol-powered Ipanema crop duster. Today, Embraer is an active participant in several sector wide initiatives to develop drop-in biojet fuels across the

world. In 2007, Embraer established a dedicated research and development (R&D) team whose aim was to support aviation sustainable growth promoting the development of a renewable and sustainable biojet fuel significantly reducing aviation CO2 emissions, to work in cooperation with stakeholders to foster the development, certification and scaling up of biojet fuels and evaluate the potential impacts of biofuel on Embraer products. Embraer invests heavily in technology and safety. In 2002, it was the first aerospace manufacturer to achieve the ISO 14001 certification. In 2008, Embraer achieved its zero-waste goal for its factories including 100 per cent hazardous waste recycling. Embraer Executive Jets are said to be the most fuel-efficient and greenest in their respective class. Executive jets meet or exceed standards set by the ICAO-CAEP/6 Emissions and Stage 4 Acoustic requirements by leveraging new technology to lower emissions and reduce noise. The Phenom 100 complies with and surpasses ICAO Stage 4 noise requirements with a significant margin of 33EPNdB and features lower noise levels than competitors. Its closest competitor has 13 per cent more C02 emissions. The Pratt & Whitney engines PW617F-E on Phenom, has high fuel efficiency and low carbon emissions. Based on the Legacy 600’s proven AE3007A1E, the Legacy 650 has Rolls-Royce engines AE3007A2 with a redesigned widechord fan for increased efficiency. It provides higher thrust with reduced fuel consumption and generates 22 per cent less CO2 than current generation of jets. Composites on Bombardier’s Learjet 85 Bombardier Aerospace is pressing ahead with development work to improve the environmental performance of its Learjet 85 aircraft. The Canadian company has been working on composite wings that make a plane lighter and therefore, more fuel-efficient. Bombardier has confirmed that the development and production of advanced composite wing skin panels and spar components for the Learjet 85 business jet will be undertaken at its complex in Belfast, Northern Ireland. Final assembly of the wings will take place at Bombardier’s plant in Queretaro, Mexico. Bombardier Aerospace, near Belfast, will produce the primary wing structures using its resin transfer infusion (RTI) process, currently being developed in Belfast for the company’s CSeries aircraft’s advanced composite wings. Expanding the technology to the Learjet 85 will provide an opportunity to further develop the design and manufacture of advanced composite wings, according to the firm. Michael Ryan, Vice President and General Manager, Bombardier Aerospace, said, “Given the success we have had till date with our CSeries aircraft demonstrator wing using the RTI technology, we are confident that this process can be further developed, adapted and applied to our Learjet 85 business jet.’’ Ralph Acs, Vice President, Learjet 85, Bombardier Business Aircraft, said, “Our Belfast facility is a centre of excellence for advanced composite technology, giving us access to the latest available processes while leveraging our in-house capabilities in order to develop an aircraft that offers optimal performance, reliability and comfort.’’ Launched on October 30, 2007, the Learjet 85 aircraft will be the first Bombardier Aerospace jet with both fuselage and wings built primarily from carbon composites, designed for certification under FAA regulation. It must be mentioned that the business aviation community is quite conscious of environmental sustainability and has taken laudable initiatives. This effort has to be continuous. SP

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Civil

Business Aviation / AERO-ENGINE

Advanced engine: The silvercrest

Silvercrest: FORGING AHEAD Snecma is fast advancing on the new Silvercrest turbofan engine designed to power a new generation of super mid-size and long-range business jets By Henri-Pierre Grolleau

Photographs: Safran

Unveiled in 2006, at the National Business Aviation Association (NBAA) convention, the Silvercrest development programme was officially launched in 2010 by Snecma, a Safran Group affiliate. During the market study held in 2004-05 for a 10,000 lbs class engine, Snecma had identified a number of key technologies that could be introduced to satisfy emerging highend business jet programmes. Very advanced design When the Silvercrest programme was launched, it was soon decided to design a very advanced engine that would meet extremely stringent requirements: affordability, power, fuel-efficiency, reliability, ease of maintenance… Using previous experience gained on other advanced projects such as the Snecma

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M88 turbofan that powers the Rafale omnirole fighter or the acclaimed CFM56 engine that has set new standards in the field of civilian airliners (nearly 25,000 CFM56 engines have been sold worldwide for a number of applications, including the Boeing 737, the Airbus A320 family and the A340), Snecma has come with a new engine that will offer significant performance improvements compared with rival designs. The thrust will range from 9,500 to 12,000 lbs. depending on the power requirement specified by the customer. According to figures provided by Snecma, fuel burn will be at least 15 per cent lower than that of current engines in the same thrust range, and emission levels will be significantly reduced too (15 per cent in terms of CO2 emissions and 50 per cent margin versus CAEP/6 for NOx emissions). Finally, noise will be up to 20 EPNdB less

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Civil Business Aviation / AERO-ENGINE On Display: The Safran Engine at EBACe, Switzerland

than Stage IV requirements, corresponding to a noise footprint reduction of 50 per cent. Optimised architecture The Silvercrest is fitted with a HP compressor that features four axial stages and a centrifugal stage which makes the engine simpler and helps significantly reduce the overall weight and the global part count. The high-pressure and low-pressure spools are contra-rotating, a concept extensively tested during the ‘Tech56’ R&T programme initiated by Snecma to improve the performance of its future engines. This choice helps ensure a better match between HP and LP turbines to both ameliorate the efficiency of the LP turbine and reduce fuel consumption. The high bypass ratio and high overall pressure ratio both guarantee an even better fuel burn, a decisive advantage for business jets. Comprehensive testing programme In 2006, the development of a new high-pressure core demonstrator was initiated to make sure that the technologies selected for the new project were mature enough. The core demonstrator test campaign was held from November 2007 to March 2008. Full scale development was launched in September 2010 and several engines have already been assembled for performance, operability, temperature, vibrations, engine controllability and endurance testing. A larger number of high-tech facilities are being used for the Silvercrest testing programme. Ground testing began in October 2012 and the Silvercrest has already been pushed to its maximum thrust rating and to its maximum rotating speed. During ground trials, Snecma engineers accurately monitor hundreds of parameters. Testing will also help prove that the ambitious maintenance and reliability requirements are met. Flight testing Under the latest plans, the first flight will be conducted on an instrumented Gulfstream II business jet from late 2013. For the Silvercrest trials, the Gulfstream II flying test bench had to undergo extensive modifications, including adaptations to its left engine pylon to replace the original Rolls-Royce Spey Mk 511-8 engine with the new design, and installation of the data acquisition system and of the associated monitoring bays. Serviceability and customer support With the Silvercrest, Snecma engineers wanted to significantly increase engine reliability and engine life, compared to older engines and to rival designs. As a result, the turbofan has been op-

timised from the outset for ease of maintenance and is ‘tailoredmade’ for the business aviation. The Silvercrest is conceived for ‘on condition’ maintenance, meaning it is removed for a shop visit only if needed, when the real condition of its internal components dictates a repair. This will help significantly improve availability and will limit routine maintenance to oil changes, borescope inspections and trend monitoring. The Silvercrest is fitted with a real-time monitoring system which checks engine performance and behaviour. Data is continuously acquired and sent via satellite link to the Snecma engineering centre where specialists perform real-time data processing. State-of-the-art algorithms, elaborated thanks to Snecma’s massive operating experience, are then capable of detecting and analysing data in order to detect and diagnose a problem before it develops into a mechanical failure. This innovative system will set new standards: service will be extremely quick, and depending on the circumstances, Snecma engineers will be able to dispatch a mobile repair team and send the needed spare parts, even before the end of the flight, without having to wait for further inspections after the landing. Snecma aims to have a global support network fully operational before the Silvercrest enters service. This network will include field service engineers and customer support centres in the United States, Europe and Asia. Selected for the Citation Longitude In 2012, it was announced that the Silvercrest had been selected by Cessna for its Citation Longitude after a comprehensive assessment programme. The Citation Longitude is a new generation super mid-size jet, scheduled for certification in 2017, with initial deliveries to the customers planned for late that very same year. The Citation Longitude will be powered by two Silvercrest turbofans rated at 11,000 lbs each. High-end business jet deliveries have kept increasing since 2007, and in 2012, half of the bizjets deliveries were in the super mid-size segment. Although nothing has been officially confirmed as yet, it is understood that the Silvercrest will be offered for various other applications and the new turbofan could find itself powering new types in the not too distant future. It may be noted that CFM 56 and LEAP engines are products of CFM International, a 50-50 joint company between Snecma (Safran) and GE and the world’s leading supplier of commercial aircraft engines. The company has delivered more than 25,000 engines to about 530 operators around the globe. The CFM56 fleet has logged more than 635 million flight hours in the past 30 years as the most reliable engines in the air. SP

ISSUE 8 • 2013

Civil

Regional Aviation

ATR 42-600: Air India is planning to purchase smaller aircraft from ATR

Changing Paradigms

Photograph: ATR

In recent months, the MoCA appears to be making moves towards rendering regional aviation more attractive. Airlines are upbeat about the ongoing cogitations by MoCA but are tentative about their reactions. New airlines wait in the wings to take-off.

By Group Captain (Retd) A.K. Sachdev

The internal contradictions in the Indian aerospace arena are interesting. India has a successful space programme but no indigenously produced civil aircraft of any size. The nation has loss-making airlines but the government continues to subsidise some petroleum products at the cost of exorbitant aviation turbine fuel prices. And finally, India is the ninth largest aviation market in the world and is projected to become the third largest by 2020; but regional connectivity remains lamentable. India’s vast geographic expanse and munificent natural raw material resource base are inexorably distending its industrial base away from big, well established cities. An existence of around 500 airstrips, some of the World War II vintage and abundant land resources to create new airports, hold the potential for extending India’s civil aviation to all corners of the country. However, scheduled airlines have remained largely tethered

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to large cities, with the smaller, regional airports getting only the leftovers. At present, there is no functional regional airline in India. In its Annual India Aviation Outlook Report for Financial Year 2013-14, the Centre for Asia Pacific Aviation (CAPA) has stated that while the Indian Government is trying to device policies for creating a robust regional connectivity, they lack feasibility. The regulatory and infrastructural scenarios do not provide adequate sustenance to regional aviation. As a result, 36 per cent of the total domestic capacity is deployed only to connect the six metros. Another 57 per cent flights connect metros to non-metros, thus leaving a paltry seven per cent share for the routes connecting non-metro to non-metro airports. CAPA’s report says that unviable cost structure, high landing charges and limited airport infrastructure are some of the reasons for low regional connectivity.

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Civil Regional Aviation

Photograph: Embraer

Embraer’s newly enhanced e175: a strong contributor towards better connectivity

Current Status The single major factor responsible for this state of regional aviation is the absence of a focused, structured and cabinet-approved national aviation policy. As a result, the civil aviation sector has not attracted serious corporate investors in proportion to its potential. The existing airlines excluding Kingfisher had combined losses of $1.65 billion (`9,900 crore) during the last financial year. IndiGo was the only airline that made a profit during the year. The combined debt of Indian carriers went up by nine per cent during that year to an estimated $14.5 billion (`87,000 crore). Airlines generally continue to bleed irrespective of their market shares and seat occupancies due to the high operating costs, with aviation fuel being the single largest pain point. Skewed government policies have resulted in a self-inflicted injury. Emirates’ is now India’s leading international airline and if the Jet-Etihad deal fructifies, Air India may well be relegated to the third position, behind Etihad. Coming back to regional aviation, SpiceJet seems to have decided that the high cost of operations in the domestic market needs to be countered by the more attractive international growth opportunities. This particular development is perturbing inasmuch as SpiceJet was the one keen on regional aviation and had ordered a large number of Q400s to deploy on the TierII/III routes. Prior to quitting, SpiceJet CEO Neil Mills stated, “We’ll add about six destinations in places like the CIS, the Gulf and South East Asia over the next few months. It is cheaper for us to fly international because of lower taxes and cost-base.” Similarly, GoAir is lobbying hard to get the 20-aircraft rule waived for airlines to fly international. Air India has decided to go in for smaller turboprop aircraft to serve non-metros and is said to be evaluating the Q400 and the ATR. Development of Non-Metros The distaste amongst Indian carriers for flying to Tier-II/III airports remains unanimous. Indeed, the Ministry of Civil Aviation (MoCA) has had to stipulate route dispersal guidelines (RDGs) to ensure that at least a fraction of the total scheduled aviation is on

routes connecting non-metros to metros and other non-metros. In recent months, the MoCA appears to be making moves towards rendering regional aviation more attractive. The Planning Commission announced in July that the government plans on spending `1,15,000 crore in the next six months on public-private partnership (PPP) projects. Of this, `20,000 crore is to be spent on two new international airports at Bhubaneswar and Imphal. Fifty-one new smaller airports are planned at Tier-II/III cities. If and when all these projects are completed, there should be no dearth of regional destinations to fly to whether for business, tourism or leisure. Operational Costs Considering that around three-fourths of available seats in India’s airlines are low cost, the creation of airports designed as low-cost airports would provide relief to the airlines operating to these airports. MoCA is also working towards reducing landing and parking charges at smaller airports to make them more attractive. In May, the Minister of Civil Aviation Ajit Singh was said to have declared that he was considering a new plan under which airlines plying to Tier-II/III towns would not have to bear landing and parking charges, navigation charges and user development fees. “We will give subsidy to regional airports. We have identified 85 such towns with economic potential. In some of these, there are airstrips; in others, new airports will have to be constructed,’’ he said. AAI would reimburse the costs incurred on airports in smaller towns. AAI also plans to reimburse the expenditure incurred on airports in smaller towns from AAI’s share of revenue from Mumbai, Delhi, Bengaluru and Hyderabad airports, which is about `3,000 crore. The Prime Minister has reportedly stated that “instead of giving subsidies to airlines, we will give it to airports. In a way, we are subsiding passengers. An airline will have the choice as to in which town it wants to start services. The government will not decide city pairs for airlines’’. Another plan was for a subsidy to airlines under Essential Air Services Fund. This fund was to be supported partly by the

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Civil Regional Aviation Bombardier Q400: The Next-Gen aircraft

Central Government budgetary support and partly by cess on passengers flying between the metros. However, this idea appears to be on hold.

Photograph: Bombardier

State Governments and Regional Aviation State governments may be asked to underwrite some seats on these routes to support domestic carriers; the annual estimated value would be `300 crore. AAI is expected to prepare a detailed plan clearly stating the functions the states would have to provide free of cost, if it wants air connectivity to remote and non-lucrative airports. MoCA had tasked Deloitte to prepare a report on ‘Promotion of Regional and Remote Area Air Connectivity in India’. The report recommended that “based on indicative values of input variable presented above, the total fund requirement is estimated to be `2,800-3,000 crore over a 10-year period. Considering a number of other assumptions around existing passenger base, growth in passengers expected over the next 10 years as well as likely increase in costs on account of inflation, the passenger charge/cess per departing passenger is indicatively estimated to be in the range of `40-50”. Should AAI waive navigation, landing and parking charges and states provide land free of cost for extension of runways/ new buildings, exempt the airport from all municipal charges, provide infrastructure like power and roads up to the airport free of charge, underwrite some seats on airlines which agree to operate such non-profitable routes, provide free security for terminal and perimeter premises of the airports and agree to reduce sales tax/value added tax (VAT) on aviation fuel to four per cent, regional aviation could really take-off. Other Steps The MoCA has also mooted a system allowing airlines to trade seat capacity as a part of its plan to promote regional routes. Airlines unable to operate flights to certain towns under government mandates could trade seats with other operators under that policy. The unbundling of the air ticket which allowed airlines to charge for some services like advance booking, seat selection,

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food, etc beyond the basic ticket cost, was a move with the intent of permitting airlines more freedom to charge from the value-conscious customer. Yet another step that is being considered is the setting up of a special purpose vehicle (SPV) jointly by the Airports Authority of India (AAI) and oil marketing companies to provide infrastructure for handling and storing aviation fuel imported by airlines directly from the international market. While the government had permitted import of aviation fuel, practicability of doing so for individual airlines already cash strapped and loss making, was a distant dream. The dream may be fulfilled if this SPV takes off. Airlines Watch Warily Airlines are upbeat about the ongoing cogitations by MoCA but are tentative about their reactions. New airlines wait in the wings to takeoff. Air Costa and Kairali Airlines are set to launch regional services in the south while Volk and Air Pegasus are waiting and watching. Meanwhile, AirAsia India is raring to go and aviation watchers keenly anticipate the waves it will create in the Indian regional scenario considering the fact that Tony Fernandes has already declared that he is going to woo the non-metros. The entry of AirAsia may have a mixed effect on regional aviation. On the one hand, it will be a boon for passengers in the Southern region, but on the other hand, it may force other players out of the Southern region due to its known aggressive marketing strategies. Airlines are promoted to make profit; it is reasonable for them to optimise their networks for maximum profits. From a broader perspective, the ideal situation would be for RDGs to be replaced with some sops favouring flights to non-metros which are likely in the near future. Once these measures are in place, the tide may turn and competition for metro routes may get replicated on non-metro routes. Meanwhile, Indian civil aviation can rejoice over the fact that the establishment has finally turned its attention to promoting regional aviation. Genuine intent is manifest in the move away from the assertive RDG policy to the more benign and enticing policies that monetarily reward airlines for adding non-metros to their networks. SP

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Civil

Industry

Honeywell’s total Solutions Honeywell Aerospace with its technological innovations is striving to make flying experience pleasant and easier in the years to come

By Sucheta das mohapatra

Photographs: Honeywell

Right from when you arrive at the airport till you reach your destination, it’s a Honeywell technology which assists you, making your journey safe, secure, fast, comfortable, entertaining and ‘connected’. Honeywell Aerospace with its technological innovations is striving to make flying experience pleasant and easier in the years to come. Be it business aviation or general aviation, year 2015 will bring in immense development with regard to connectivity high up in the air. In a tête-á-tête with SP’s Aviation, John Bolton, President, Air Transport and Regional, Honeywell; Bob Smith, Vice President and Chief Technology Officer, Engineering and Technology; and Carl Esposito, Vice President, Marketing and Product Management, Honeywell, discussed at length about Honeywell’s smart products and solutions on green aviation, intelligent airport vision, future technologies and India as a potential market. Connecting with EMS Honeywell acquired EMS Technologies in 2011 and in only two years, time, has become a leader in designing and manufacturing satellite-based broadband communication systems that enable high-speed Internet and voice and video capabilities. As passengers today demand better connectivity, Honeywell is betting big on the satellite communication (SATCOM) market to create a truly connected aircraft that offers new experiences including improved passenger connectivity, four-dimensional flight planning, and innovative and preventative maintenance. “Global high speed connectivity will make aircraft more efficient and will be a game changer.” The system which will work through satellites (Inmarsat) will provide connectivity worldwide benefiting passengers. “As of now there are only regional solutions and no global solution yet.” The company is of the view that airlines will benefit immensely from it as it will not only attract more passengers but will also enable the pilot to obtain information. Honeywell’s aircraft connectivity system enhances situational aware-

ness by providing the pilot with the most advanced weather, traffic and terrain information available to decrease pilot workload. The company has a wide range of antennas to meet the airborne communications requirements of all kinds of aircraft and its satellite communications solutions offer passengers reliable voice, fax and high-speed data communications throughout the world. The passengers and crew will have efficient and convenient access to e-mail, Internet, corporate network and video conferencing. When some maintenance work is required, pilots can fly to the airports where the service is available. It will ensure ‘condition based maintenance’. Honeywell’s new technology, wherein sensors will have health monitoring capability, can detect mechanical failure up to two weeks prior to the failure. It is very helpful for helicopters, says the company. More than 6,000 aircraft have been equipped with Honeywell EMS technology which has different generations of systems and products for aircraft and helicopters, benefiting airlines, passengers and business aviation operators. Powerful processors, more memory space, advanced software systems, Honeywell’s flight management system (FMS) products equips all kinds of aircraft—Boeing 777, 757, 767, 717; Airbus 320, 340, 380, etc. Honeywell’s new FMS capabilities include required navigation performance (RNP), area navigation (RNAV) and special aircraft and aircrew authorisation required (SAAAR) procedures as well as GNSS landing systems (GLS) and data link communication.

HTF7350 by Honeywell powers Bombardier Challenger 350

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Going Green Right from advanced engines, avionics, auxiliary power unit (APU) to green jet fuels that the company is working on is aimed at making future aviation cleaner and greener. Honeywell company UOP has developed a technology that converts nonedible, second-generation natural oils and wastes to Honeywell green jet fuel that meets all critical specifications for flight and reduces greenhouse gas emissions.

Civil Industry SmartView™ Synthetic Vision allows safe landing in poor visibility

Intelligent

SmartPath GBAS™ increases throughput, reduces fuel burn

COMPREHENS PORTFOLI One SmartPath™ can ™ can broadcast One SmartPath 26 unique approaches and broadcast 26 unique replace a dozen ILS systems. approaches and replace a dozen ILS systems.

™ Collision Avoidance separates approaching aircraft

SmartLanding® warns pilot of unstabilized approach, long landing

runway and taxiway error

Automated Departure Queuing eliminates taxiway bottlenecks

FOD Detection spots runwa that causes mishaps and de

Surface Movement Guidance/Control

Enterprise Control Center enables terminal-wide systems management Ground Vehicle Tracking/Management optimizes safety, security, turnaround Integrated Life Safety expedites

Integrated Security assures swift detection, analysis and response

Electric Taxiing (co-developed with Safran) reduces fuel burn by ~ 4% Total Energy Management optimizes comfort, health and cost control

Visual Docking Guidance avoids gate error and ramp mishaps

The green jet fuel is a feedstock-flexible solution that converts a wide range of sustainable feedstock like algae or camelina into high-quality, on-spec renewable jet fuel. Made from second generation feedstock, it allows aircraft to fly further on less fuel and offers 65 to 80 per cent reduction in greenhouse gas emissions. With regard to the production of the biofuel in India, Honeywell said that the issue is with non-availability of feedstock and the ability to produce rather than on the technology to make it. But the anticipation is that the economics of producing it will level out. Development of biofuel and testing is done in close collaboration with engineers. “The engines, APU, developed by us reduce emissions. The new Bombardier Challenger 350 aircraft launched during EBACE this year is equipped with our HTF engine.” In addition to the HTF7350, Honeywell will supply Bombardier with its 36-150 APU, which is

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currently on the Challenger 300 aircraft, its inertial navigation system and enhanced ground proximity warning system (EGPWS) database for improved navigation and situational awareness. With business jet owners under increasing pressure to maximise the cost-effectiveness of their operations, the HTF7350 has compressor design across the HTF7000 series that provides reduced thrust specific fuel consumption (TSFC) to lower operator costs. Its single annular combustor for emissions reduction (SABER) technology reduces NOx, CO2 and unburned hydrocarbon emissions by 25 per cent lower than International Civil Aviation Organisation requirements. The officials also spoke about the Electric Green Taxiing Systems (EGTS) developed in partnership by Honeywell and Safran which was the talk of the show during the Paris Air Show 2013. The EGTS can improve an airline’s operational efficiency by reducing fuel and other taxi related costs, as well as providing

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Civil Industry Honeywell also has the IntuVue which helps pilots to quickly identify and analyse weather hazards up to 320 nautical miles for improved safety, fuel efficiency and ontime arrivals.

Airports by Honeywell

SIVE AIR TRAFFICAIR MANAGEMENT COMPREHENSIVE TRAFFIC MANAGEMENT IO CONNECTS ALLCONNECTS THE DOTS PORTFOLIO ALL THE DOTS Our technologies ATM and biofuel SmartRunway ®SmartRunway® and SmartLanding ®andOur ATM and biofuel costs (which are cut 35% fuel of prevent runway incidents, a preventcut fueltechnologies SmartLanding® costs airline operating budgets). $1 billion annual safety concern. runway incidents, a $1-billion annual safety concern.

(which are 35% of airline operating budgets).

GBAS Station

John Bolton President, Air Transport and Regional, Honeywell

ay debris elays

SmartRunway® mitigates runway incursions and taxiway takeoffs

Bob Smith Vice President and Chief Technology Officer, Engineering and Technology, honeywell

ARRIVAL

Aircraft approach from multiple patterns and land, taxi and dock in safely separated, timely succession TERMINAL

Passengers move swiftly, comfortably through secure, fully integrated, energy-efficient terminal DEPARTURE

After swift turn, aircraft push back, taxi and take-off in automated queue with ADS-B Collision Avoidance CONNECTIVITY Indicates electronic connectivity between air traffic control,

aircraft, ground vehicles, and Enterprise Control Centre

Carl Esposito Vice President, Marketing and Product Management, honeywell

environmental benefits by slashing carbon and other emissions created during taxi operations. Safety Safety comes first for Honeywell. Honeywell’s Synthetic Vision Technology provides a 3-D view of the surrounding terrain, obstacles and runways fused with advanced symbology. The computer-generated terrain imagery increases situational awareness and is rendered from Honeywell’s Enhanced Ground Proximity Warning System (EGPWS) database which has logged more than 250 million flight hours. The advanced symbology elements, previously only available in a head-up display, significantly reduce flight technical errors while reducing pilot workload. “We make sure that both the pilot and people are safe.” The synthetic vision is available for new Gulfstream aircraft as well as retrofits of the G550, G500, G450 and G350.

Intelligent Airport Vision With more than 500 airports globally using Honeywell technology, the company has made ‘intelligent airport’ a reality today. Honeywell’s integrated solution can enhance perimeter protection as well as internal security at airports,small and large. From the time passengers arrive at the check-in desk of any airport, till the time they leave their destination airport, Honeywell’s technology helps them throughout. It helps them get through the terminal as safely and as quickly as possible. The scanner that checks the boarding pass, the luggage system to the cutting-edge surveillance or the runway docking systems that gets the plane to the terminal quicker than ever before, Honeywell’s technology serves to help make air travel smoother and faster. Honeywell’s SmartRunway is designed to prevent runway incursions and is the only certified runway warning system in the aviation industry. It increases flight safety by improving situational awareness on the ground and in the air to break the chain of events that can lead to a runway incursion by providing timely aural and visual advisories to the flight crew. Similarly, Honeywell’s Traffic Alert and Collision Avoidance System (TCAS) with SmartTraffic technology and flight management systems, ensure that aircraft fly the shortest route possible, Honeywell’s SmartPath system enables pilots to fly reducing diversions and holding patterns. Honeywell’s enhanced and synthetic vision system (EVS/SVS) will help pilots “see” through clouds and bad weather.

Regional Aviation & Future Technology Be it Honeywell’s navigation solution or display system, it can all be equipped in all kinds of aircraft, large and small. “The same technology can be used in turbochargers.” Whether in enhancement of synthetic vision technology using infrared sensors or development of engines that are 25 per cent more efficient, Honeywell has been and is working on newer technologies and enhancement of existing and old technologies. “We have come from mechanical gyros to fibre optic gyros. The next generation navigation is increasingly exciting.” Business in India For Honeywell, India has the largest technical base and is getting stronger. “We are very optimistic about the aerospace industry in India and we have a lot to offer both in business and general aviation.” Besides partnership with Indian industry, Honeywell products can be seen on the Boeing C-17 and P-8I aircraft recently delivered to the Indian Air Force and the Indian Navy respectively. SP

ISSUE 8 • 2013

Military

Space

WEAPONISATION OF SPACE The next aspect of militarisation of space is the network-centric warfare capability. Coupled with stand-alone military Internet, it ensures greater situational awareness, and better connectivity to the ‘fifth-generation’ soldier.

Illustration: Anoop Kamath

By Air Marshal (Retd) Anil Chopra

Despite the maturing of ballistic missile technologies by the middle of the last century, the world voluntarily chose to use ‘Outer Space’ for peaceful purposes only. However, spy satellites, global positioning system (GPS), military communication satellites, all operating in outer space, have military application. By 1936, German rockets had achieved altitudes of 80 km with one tonne payload. Finally, in 1943, the V-2 ‘wonder weapon’ was inducted and used in the later stages of World War II. The Cold War saw the two superpowers, the Soviet Union and the United States, spend large sums on military technologies and entered into a space race. In 1957, the USSR beat the United States by putting its first artificial satellite ‘Sputnik 1’ into space. By mid-1960, both sides had deployed reconnaissance satellites and were secretly developing anti-satellite weapons. Laser or optical blinding and kamikaze satellite attacks were under consideration. Thousands of intercontinental ballistic missiles (ICBM), which transit through space at altitudes of around 1,200 km, and have the range to strike any point on the globe, were deployed. The number of warheads carried on the missile increased as time went by.

ISSUE 8 • 2013

Beginning of the Space Race In parallel, the military planners developed strategies and technologies to counter ICBMs. Initially, the United States strategists conceived ideas like exploding a nuclear device near an incoming ICBM (Project Nike-Zeus); destroying the ICBM at launch with a satellite weapon (Project Defender); shoot down an ICBM with an anti-ballistic missile (ABM) (Sentinel programme). Meanwhile, the US also toyed with other ideas to militarise space such as setting up an underground base on the moon with 21 Air Force airmen (Project Horizon). Under the ABM Treaty of 1972, the US ‘safeguard’ programme was restricted to having a single ABM launch site normally to protect the capital city. On account of lower accuracy, initial ABMs had to have nuclear warheads to destroy an incoming ICBM. Later, ABMs with greater accuracy, were armed with conventional warheads. In 1983, American President Ronald Reagan authorised the development of space-based Strategic Defence Initiative (SDI) to protect the US from nuclear attack. This was also referred to as the ‘Star Wars’. The strategy was also to force the Soviet Union

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Military Space into a space race which would trigger collapse of the already doddering economy. The United States Space Command (USSPACECOM), a unified military structure, headquartered at Peterson Air Force Base, Colorado, was created in 1985. The head of the US Air Force Space Command was also the Commanderin-Chief of this unified command. Space-based assets were used extensively for communications, intelligence, navigation, missile warning and weather monitoring during the wars in Iraq and Afghanistan. As part of the reorganisation, in 2002, the USSPACECOM was merged with the US Strategic Command. The Soviet Union was also looking at space as a part of the Cold War strategy. Fractional Orbital Bombardment System (FOBS) was a low earth orbiting flying bomb which could be de-orbited for final attack. FOBS was phased out in 1983, consequent to SALT II treaty. ‘Polyus’, a Soviet space weapons platform launched in 1987 was designed for defence against antisatellite weapons using recoil-less canon. It was also to have nuclear space mines and laser blinders. The project never succeeded and had to be aborted. With the end of cold war in late 1980s, Russia was out of the space race till 2001 when Russian space forces were resurrected. New Players The European Union, China, Japan and India, emerged with their own successful space programmes and global aspirations. Over the years, there have been major advancements in spy satellite technology. High resolution image intelligence (IMINT) and communication eavesdropping called signal intelligence (SIGINT) are now used by most countries. Missile launch as well as preparation for and conduct of nuclear tests, are monitored using satellites. In operation Desert Storm, satellites were used to provide SCUD launch warnings to the coalition forces. The space-based GPS that provides exact location with time base was a US Department of Defense (DoD) project which is universally used today. This 24-satellite constellation in orbit since 1989 costs $400 million (`2,400 crore) to sustain every year. These satellites also carry nuclear detonation detection devices. The US forces and some trusted allies also have access to higher accuracy GPS data that can be used for directing precision bombs and cruise missiles. Total US control over this very important system has been of concern to others. Europe, China, Russia and India are therefore developing their own similar systems. The next aspect of militarisation of space is the network-centric warfare capability. High speed flow of large volume of data in real-time to the battlefield operational units and decision-making echelons, is made possible through communication satellites. Coupled with stand-alone military Internet, it ensures greater situational awareness, better connectivity to the ‘fifth-generation’ soldier and data flow directly to the computers of all weapon systems from submarines to airborne platforms. The US space shuttle and Soviet Buran programme both had military applications envisaging re-entry and nuclear bombing missions. The National Aeronautics and Space Administration (NASA) developed X-37 unmanned spacecraft with military mission capability has now been transferred to DoD. Efforts at Regulation and Control The Outer Space Treaty of 1967 and the agreement of 1979 on the activities of states on the moon and other celestial bodies, had stood the test of time in regulating

ISSUE 8 • 2013

activities and prohibiting the deployment of weapons of mass destruction in outer space. However, the documents are overdue for revision. The UN General Assembly has been repeatedly moving fresh resolutions to prevent an arms race in outer space. The US National Space policy released in June 2010 allows nations to explore and use space for peaceful purposes. However, the US definition of ‘peaceful purpose’ includes national and homeland security. The UN Assembly has been debating the Sino-Russia backed draft disarmament document which has general international consensus. With such heavy dependence on satellites, most nations are concerned that any attack on the 3,000-odd operational satellites could have serious consequences. Nations are worried that the US, after withdrawing from ABM Treaty about a decade ago, has been working to establish a missile defence system with elements in outer space. As the world evolves a legally binding document, weaponisation of space continues unabated. The recent Chinese forays into space and her ambitious ABM programme and North Korea’s nuclear weapons plan and overt threats, have forced the US to look to outer space for dominance. Key elements of the draft Outer Space Treaty are that space is not subject to national appropriation by claim of sovereignty, by means of use or occupation. No one can place nuclear weapons or other weapons of mass destruction in orbit or on celestial bodies or station them in outer space. The moon and other celestial bodies shall be used exclusively for peaceful purposes and nations shall be liable for damage caused by their space objects and shall avoid harmful contamination of space and celestial bodies. End 2000, a ‘Prevention of Outer Space Arms Race’ UN resolution had 163 countries in favour. However, the US and Israel were two of the three abstentions. Since the terrorist attack on September 11, 2001, the US has enhanced defence spending and preparation against rogue elements and states. The Bush administration’s views expressed in the Quadrennial Defense Review released in October 2001 stated: “A key objective was not only to ensure the US ability to exploit space for military purposes, but also to deny an adversary the ability to do so.” The United States Air Force (USAF) doctrine defines space superiority as “freedom to attack as well as freedom from attack” in space. “Space superiority is not our birthright, but it is our destiny, it is our day-to-day mission. Space supremacy is our vision for the future,” said General Lance Lord, Commander USAF Space Command, in 2005. It clearly points to the US desire to deploy weapons in space. China as a Space Power China is emerging as the main competitor. In 2007, when it destroyed one of its ageing satellites with a ballistic missile, it announced its arrival on the serious military space capability scene which the world would have to closely watch. It also put into question China’s backing of the ‘Weapons-Free Space’ treaty that it is otherwise driving. Some analysts feel that by demonstrating its ability, it was putting pressure on the US to fall in line with the proposed UN treaty. USA clearly plans to use space dominance as a political and in turn, an economic weapon to achieve its national interests. The US ‘Space Vision 2020’ document has a cover depicting a laser weapon shooting at a space based target. Like one dominated high seas in the past, the desire now is to dominate space and beyond. War in space is no more a science fiction. The reality is that the real space race has actually begun. SP

High speed flow of large volume of data in real-time to the battlefield operational units and decisionmaking echelons, is made possible through communication satellites.

www.spsaviation.net

Industry Israel

FULLY integrated unmanned solutions: iai is REPORTEDLY A world leader offering proven uas solutions

High-tech Israel Israel aerospace companies are known not only for technological breakthroughs, but also for their expertise in bolstering cooperation with the governments and the industry around the world. The country’s aerospace products range from airframe and aero-structures, unmanned and autonomous systems, space technology, electronics, avionics, optronics and payloads to simulation, maintenance repair and overhaul, airport services and a lot more.

Photograph: IAI

By Sucheta Das Mohapatra

With more than 25 per cent of workforce in technical professions, Israel leads the world in the number of scientists and technicians. It has the highest concentration of high-tech industries in the world in relation to population and has the third largest number of companies trading on Wall Street. Entrepreneurship, engineering flair, venture capital and business acumen, Israel has it all. Apparently the country that has immense technological marvel also has an edge in aerospace innovations and is a highly successful military and civilian high-tech exporter. Consulting firm Frost & Sullivan’s study reveals that Israeli exports of unmanned aerial vehicles (UAVs) from 2005 to 2012 totalled $4.6 billion (`27,600 crore) and included unmanned aerial system (UAS) platforms, UAS fee-for-service lease and

licences to manufacture Israeli UAS platforms in partner countries. The UAV sale is 10 per cent of the total volume of Israel’s defence exports and if the firm is to be believed, it is going to rise in the coming years. The likely markets are Africa, AsiaPacific and South America, while the top purchaser of the exports spending-wise in 2005-12 has been the UK. Nonetheless, Israel which was highly dependent on the US for overall export of UAVs, is now set to gain from the US International Traffic in Arms Regulations (ITAR) stringent rules on the import and export of defence-related products. According to the Israel Export and International Cooperation Institute, 150 Israeli companies are working in aerospace-related fields, and in 2008 itself, Israel's aerospace-related export was

ISSUE 8 • 2013

Industry Israel more than $5 billion (`30,000 crore). Israeli aerospace portfolio includes airframe and aero-structures, unmanned and autonomous systems, space technology, electronic, avionics, optronics, payloads, simulation, maintenance repair and overhaul (MRO), airport services, and a lot more. The state manufactures all types of aerospace structure, from full-scale aviation platforms, missiles and pods to subassemblies and components. Its airframe and aero-structure solutions include large aircraft structural assemblies, complex airfoils, ultralight-weight structures, engine assemblies and components. The unmanned and autonomous systems products include micro, mini, tactical and medium-altitude log endurance (MALE) UAS, propulsion systems for UAS, energy systems, mission payloads, avionics, mission control, mission planning and support, UAS training and simulation, etc. The country manufactures various electronic, avionics and optronics solutions including civil and military avionics, real time systems, aircraft environmental control, navigation systems, cockpit architecture and displays, lasers, obstacle avoidance and vision enhancement communications, data links, satellite communications (SATCOM) and in-flight entertainment. Aircraft modification and civil to military conversions including for special missions, passenger to cargo version, helicopter upgrades, self-protection enhancement, testing and certification, are the range of activities undertaken in the country. Israel aerospace companies are known not only for their technological breakthroughs, but also for their expertise in bolstering cooperation with the governments and industry around the world. As a sales strategy, the country is not just selling its products, but also signing short-term lease agreements with other nations. Canada and Australia have already used drones rented from Israel in Afghanistan. Israeli companies are also working in close cooperation with global partners like BAE Systems, Boeing, CAE, EADS, Embraer, General Dynamics, General Electric, Hindustan Aeronautics Limited (HAL), Lockheed Martin, Northrop Grumman, Pratt & Whitney, Raytheon, Rheinmetall Defence, Saab Group, Siemens, Snecma, Thales, etc. Oron Oriol, Executive Vice President, Marketing, Rafael, says, “Over the coming years, we look to continue carrying out our strategy of reaching more markets and deepening our marketing efforts in existing ones, such as the Indian market. There is a growing need to increase cooperation and partnership with global clients, while maintaining knowledge transfer and adaptation of existing solutions to the specific needs of the user, thereby providing the added value in a highly competitive environment.” According to a 2010 study, there are more than 250 electro-optics companies in Israel, having sales of about $4 billion (`24,000 crore) annually. Further, the country’s space technology includes electro-optics, remote sensing satellites, communications satellites, satellite busses and subsystems, propulsion, lightweight space structures, space qualified electronics, processors, satellite launchers, ground support services etc. A consortium of IAI, Elbit, Elop, Rafael, Elta, Elisra, Spacecom, Gilat and many others are also designing, building and launching military and civilian satellites.

Photograph: IAI

Leading Manufacturers & Products

Israel Aerospace Industries The Israel Aerospace Industries (IAI) and its subsidiary ELTA Systems Ltd, recently unveiled an integrated electronic support measure/electronic intelligence (ESM/ELINT) capability for its ELM-2060 synthetic aperture radar (SAR) reconnaissance pod. The imagery is transmitted in real-time to a ground exploitation station.

ISSUE 8 • 2013

SPACE FRONTIER: A SATELLITE DEVELOPED BY IAI

IAI manufacturers a range of seats for aircraft, helicopters and ground combat vehicles. The crashworthy passenger seats being made for the Bell 525 Relentless is an example. The seats, developed and manufactured by IAI, are made from advanced composite materials and have been designed to handle severe crash-landing conditions and meet the US Federal Aviation Administration (FAA) regulations. IAI’s UAV subsidiary, IAI's MALAT manufactures a wide range of combat-proven systems, including the Heron, the Panther, Bird Eye, ETOP, Mosquito, Hunter, Searcher MK III family. The company’s UAS Mission Trainer (UMT) already delivered to foreign customers, offers high fidelity UAS training and simulation features from a basic internal pilot and operator training system to a full-mission crew training and multi-team training, which includes accurate payload models such as electro-optic/ infrared (EO/IR) radar and signal intelligence (SIGINT). TaxiBot, the semi-robotic, pilot-controlled vehicle, designed to transport airplanes from airport gate to runway, was the highlight of the IAI’s stand at Paris Air Show this year. The company estimates a potential market of hundreds of millions of dollars in a decade’s time. Yehoshua (Shuki) Eldar, IAI's Corporate Vice President, Business Development and Subsidiaries, said, "Airbus, Lufthansa LEOS and TLD Group, have cooperated closely with IAI in development of the TaxiBot system." TaxiBot can be used with any type of airplane, narrow-body or wide-body and does not require any modification to the airplane's systems. In addition to the substantial reduction in CO2 emissions, the system reduces foreign object damage cases by 50 per cent, cuts down noise pollution and does not use the airplane's power resources for taxiing. Besides its Total Solutions, which is based on intelligence, surveillance and reconnaissance (ISR) systems, advanced command and control systems with sophisticated networks and integrated active defence missiles and precision strike weapon systems, IAI also unveiled its new generation compact 3D High Frequency Direction Finder system for various platforms installed on Heron UAV. While IAI’s Tamam is a leader in gyro-stabilised electrooptical systems technology and its combat proven products

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Industry Israel

Photograph: Elbit Systems

are used in airborne and space applications worldwide; IAI’s Bedek Aviation is a full service provider for maintenance of aircraft, engines and components. Bedek also specialises in cargo conversion programmes and conversion and upgrade of special mission aircraft. Elbit Systems Operating from 15 different sites throughout Israel, Elbit Systems has created a niche for itself in the aerospace market and contributes to the defence requirements of more than 50 countries across the world. The company is a leading source of turnkey UAS solutions including advanced air vehicles, a wide range of payloads and sensors for various missions, ground control systems, ground support equipment and UAS trainers. The company also provides UAS maintenance services, supporting users from delivery to fielding and throughout the lifecycle of the system. From the man-portable Skylark I mini-UAS to various tactical UAS and the next generation Hermes 900 MALE UAS, Elbit has a comprehensive range of UAS. In collaboration with Thales UK, Elbit has designed and developed the UK Watchkeeper Tactical UAS with a design based on the Hermes 450 UAS adapted to UK requirements. As per the company, U-TacS, the UK-based Thales/Elbit Joint Venture, has already established comprehensive UAS development, production and support capabilities to manufacture Watchkeeper UAS as well as other systems. Elbit Systems’ Universal Ground Control Stations (UGCS) has especially been designed for maximum flexibility in respect of payload types and data links and even other types of UAS. The UGCS is capable of concurrently controlling two parallel UAS missions. Likewise, the company’s UAS Intelligence Management Centre (IMC) helps conduct coordinated missions of multiple UAS. Of late, the company has expanded its portfolio of payloads with the launch of a Hermes 450 and Hermes 900 UAS hyperspectral payload. The company’s subsidiary in Brazil will supply electro-optic systems to Savis Tecnologia e Sistemas for the Brazilian border security programme, Sisfron. Further, the company’s electronic warfare (EW) systems are being fitted on Israel’s F-15 and F-16 fighter aircraft.

Elbit subsidiary, Elop’s stabilised electro-optical payloads provide optimal observation, surveillance, tracking and targeting capabilities under the toughest conditions. Elop specialises in advanced electro-optical products for military, government and civilian space applications. The company’s high performance airborne imagery intelligence (IMINT) systems are at the forefront of airborne photography and can be installed internally and externally in various fixed-wing aircraft. The products include Condor 2 EO/IR LOROP, Condor 2 Tac and ADRes advanced digital reconnaissance vertical photography system. Suitable for a large variety of military, VIP and commercial aircraft, Elop’s directional infrared countermeasures (DIRCM) solutions include MUSIC, Mini-MUSIC, J-MUSIC, C-MUSIC, etc. The company has recently introduced a new C-130 Demonstrator. The C-Suite Tactical is a flexible, modular solution created to effectively perform under the harsh and demanding conditions created by low-altitude tactical environments. Providing accurate, real-time information projected on the head-up, head-down or helmet-mounted displays, the C-Suite Tactical enables a safer and more precise mission as well as increased situational awareness. Elbit Systems maintains premier position in helicopter upgrade market too. Some of its innovations include ANVIS/HUD 24, JedEyes helmet mounted display (HMD), Helic3om, combat advanced enhanced search and rescue (CaeSAR), weapon management system (WMS), light enhanced armament package (LEAP) for helicopters, etc. Elbit has upgraded the L-39 training aircraft equipped with advanced avionics for the Royal Thai Air Force, F-5 modernisation for the Brazilian Air Force and has been the main avionics supplier for Lockheed Martin and Israel Air Force F-16s. The company also has a niche in Eastern platform modernisations including the MiG-21 Lancer, performed with Aerostar of Romania, the Su-25 cockpit modernisation with man-machine interface (MMI) and optimised operation including NATO compatible equipment. According to the company, Elbit Systems is strengthening its presence in Brazil and other Latin American countries. Elbit is now engaged in development of next-layer technologies based on the highly advanced systems and is also concentrating on its “intelligent avionics", the decision support system to counter the information overload faced by pilots.

8,000

UAS Market: Total Defence Exports versus UAS Exports, Israel, 2005-12

7,000

Exports ($ Million)

UPGRADE SOLUTIONS: Next-Gen cockpit BY ELBIT SYSTEMS

6,000 5,000 4,000 3,000 2,000 1,000 0

2005

2006

2007

2008

2009

2010

2011

UAS Exports*

1,744

189

150

650

979

627

2012 260

T otal Defence Exports

3,500

4,900

5,600

6,600

7,400

7,500

6,000

7,000

Year *UAS exports include platforms, platform leases, and manufacturing licence agreements. Note: All figures are rounded. The base year is 2012. Source: Aerospace and Defense Practice, Frost & Sullivan

ISSUE 8 • 2013

Industry Israel

Photograph: Rafael

STATE-OF-THE-ART: SPIKE-ER BY RAFAEL ARMING FRENCH TIGER

Rafael Advanced Defense Systems Ltd Rafael's Iron Dome is the only system today capable of effectively intercepting short-range rockets, claims the company. The Iron Dome is already battle-proven and has intercepted over 500 rockets that have been launched at strategic sites and populated areas in Southern Israel since April 2011, including during operation Pillar of Defence in November 2012, in which the Iron Dome intercepted 421 rockets that were fired at southern and central Israel with success rates of approximately 85 per cent. At the end of 2012, Rafael also conducted its first full interception field test of the David's Sling missile defence system. Currently under development in partnership with Raytheon, David's Sling is an affordable and lethal solution against longrange artillery rockets (LRAR), short-range ballistic missiles (SRBM), cruise missiles (CM) and traditional air defence threats. The system provides optimum protection for the homeland as well as forward deployed forces. Oriol says, “Rafael's systems are discriminate, precise and proportional, which in turn make them economic, efficient and effective.” He cites example of Rafael’s Spike Missile Family which consists of precise tactical missiles for ranges of up to 25 km. The Spike Family missiles are multi-purpose, multi-platform electro-optic systems featuring real-time data links and can be used by infantry units or mounted on combat vehicles and attack helicopters. Spike has been sold to 20 customers around the world with over 21,000 units being supplied and over 3,000 already fired. Rafael also has on offer fighter helicopter and vehicleborne, precise, tactical electro-optical Spike missiles with ranges of up to 12 km (Spike ER) and up to 25 km (Spike NLOS), designed to give the air force a substantial advantage in different battle scenarios. The company’s Litening is an advanced electro-optical pod being used by more than 20 air forces around the world, mounted on a variety of fighter aircraft. Rafael has also developed Reccelite for day/night reconnaissance real-time imagery collection and data transfer via data link communications for manned and unmanned aerial platforms. The company is also a leading C4I supplier for the Israeli defence forces and others worldwide. Besides partnerships with leading aerospace and

ISSUE 8 • 2013

defence companies globally, the company has offset activities and industrial cooperation with more than 20 countries. Others in the Industry Plasan Sasa has the lightweight Armour Airborne Solutions and develops lightweight armour "cockpit protection" solutions for aircraft operating in forward battle zones. The solutions have been designed to ensure flight crew and passengers a level of protection even if the aircraft becomes a combat casualty. Controp has a wide variety of EO/IR gyro-stabilised optical payloads for airborne applications. Its aerial thermal imaging camera payloads are ideal for air surveillance and airborne security requirements onboard airplanes of different sizes and capabilities. Rafael has acquired 50 per cent of Controp’s shares and Aeronautics, which had 18 per cent of the shares of the company, now has increased its holding to 50 per cent. Controp's gyro-stabilised camera payloads are in use on many aerial platforms including UAVs, SUAVs, helicopters, aerostats/ balloons, fixed-wing aircraft and more. Themis provides aerial full-motion videos (FMV) and UAV services to clients and organisations around the world, for both military and civil purposes. Themis Computer provides solutions to address rugged/industrial aerospace systems requirements. Themis Engineering excels in thermal and kinetic management while Themis Tactical Systems focus on specific markets including UAVs, helicopters, fixed-wing aircraft. etc. Opgal was the first to develop and market an innovative situational awareness thermal-imaging system that is approved by the FAA. In the commercial market, the enhanced vision system (EVS) is installed in Gulfstream aircraft and the Federal Express fleet. The EVS is a highly sensitive, wide-spectrum infrared camera that provides commercial, business and military aircraft pilots with clear head-up display video images of the runway environment. Aeronautics Ltd manufactures state-of-the-art unmanned systems, integrating surveillance equipment and network information technologies in a range of unmanned systems including land, surface and air. The range includes Dominator, Orbiter, Aerostar and Aerolight UAVs. Aeronautics’ aerial intelligence surveillance and reconnaissance (AISR) system can be installed on any host vehicle such as fixed-wing aircraft or helicopter. Aeronautics operates in the UAV propulsion systems field through its subsidiary Zanzottera Engines and on the data link communication systems through Commtact Ltd. Al Cielo, a subsidiary of Aeronautics, applies unique, advanced fibre-optic technologies to a growing range of inertial control and navigation solutions for the defence and commercial industries. The Decade Ahead As per Israel’s Foreign Defense Cooperation and Export Department (SIBAT), Israel exports 75 per cent of its defence products. In 2012, its military exports amounted to $7.5 billion (`45,000 crore). Interestingly, though Israel leads in UAV foreign sales, UAV exports amounted to only three per cent of defence sales. However, experts believe that Israel’s export market for all aerospace products will increase in the coming decade. Teal Group's 2012 market study also substantiates their belief. The Group estimates that global UAV spending will almost double over the next decade to $11.4 billion (`68,400 crore), totalling to over $89 billion (`5,34,000 crore) in the next decade. Israel with its newer developments is most likely to benefit from it. Today, the country is among the top ten defence exporters, but only newer technological innovations will tell where exactly Israel will be in the coming years. SP

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Military

Fighters

Ensuring NATIONAL SECURITY

commendable performance: French Air Force Rafale operating over Mali

Photograph: French Air Force - N. Vissac / Dassault Aviation

Military aviation is undoubtedly the most strategic weapon today. In modern warfare, air dominance from day one is a must, so that ground and maritime operations can be conducted safely and efficiently. In this third article of the five-part series on MMRCA, read how Dassault Rafale is designed to support all this and much more.

By Air Marshal (Retd) Anil Chopra

“Deal for the 126 Rafale medium multi-role combat aircraft (MMRCA) with the French aerospace major Dassault Aviation, is not bogged down or held up due to any issues,” said Minister of State for Defence Jitendra Singh, on the sidelines of the 50th Paris Air Show in June 2013. “It is the biggest deal of its kind in the world and a very complex one too. The French are talking to the Hindustan Aeronautics Limited (HAL) as well as with the private sector companies in India, so things are progressing,” he added. Protracted price negotiations are currently under way as issues like life-cycle costs and transfer of technology terms need to be factored in. The Indian Air Force (IAF) and the optimists are hopeful that the contract will be signed by the end of this year. With the national elections around the corner, some feel that the deal may be thrown into the lap of the next government. Depleting numbers of squadrons and delay in induction of the light combat aircraft (LCA) Tejas have left the IAF with no

ISSUE 8 • 2013

option but to postpone the retirement of the older MiG-21 variants. Accidents on the MiG-21 in the recent past have once again brought the controversy related to the ageing fighter into the public domain with pressure mounting on the IAF to phase out the fleet. However, the imperatives of national security require IAF to sustain the combat fleet to a minimum level in terms of number of squadrons. Early finalisation of the Rafale deal will greatly help the IAF in arresting the erosion of combat capability. There is a fair possibility that the IAF may have to exercise the option to seek 63 additional aircraft increasing the final numbers to 189. Even if the contract is signed by end 2013, deliveries of the aircraft can commence not earlier than 2016-17. Enhanced Capabilities – New Missions ‘Rafale’ in French means a ‘sudden gust of wind.’ The aircraft came out a winner after competing with five other world-class

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Military Fighters state-of-the-art fighters from aerospace superpowers such as the US, Russia and European aircraft majors. The IAF has had a history of successful fighter aircraft from the French aerospace industry beginning with the Toofani (Ouragans), Mystere IV, Jaguar (Anglo-French) and the Mirage 2000. Snecma engines and Thales avionics have been most reliable and time-tested. As the world awaits for the ‘deal of the century’, let us see what this ‘omnirole’ fighter means to India’s national security. Incorporating the most advanced technologies with an open and highly adaptive architecture, the Rafale can efficiently perform all types of missions by day or night, in all-weather conditions, both in stand-alone mode and in mixed-formation operations. These attributes give it high levels of strategic flexibility. The Rafale is combat proven in Afghanistan, Libya and Mali. Defence Analyst Chris Pocock describes about the first mission of the Rafale to Mali which was a four-aircraft 5,440-kilometre air interdiction launched at night. The aircraft took off from an airbase in France with less than 48 hours notice and destroyed 21 rebel targets in the middle of Mali. Each was carrying three 2,500-litre external fuel tanks with either six 500 GBU-12 laser-guided bombs and a Thales Damocles designator pod or six Sagem ‘Hammer’ Armament Air-Sol Modulaire (AASM), air-to-ground modular GPS precision guided smart bombs. They landed back at N’Djamena in Chad after flying for nine hours 45 minutes, having been air-refuelled six times in this period. Subsequently, up to six aircraft flew daily day and night missions from N’Djamena to targets 1,280 kilometres away for reconnaissance and close-air-support (CAS). Lt Colonel Francois Tricot, Commanding Officer of one of the two French Air Force Rafale squadrons paid tribute to the crew thus: “To rendezvous with an air refueller at 0200 hours over a dark continent when you are miles from anywhere, was commendable and reassuring and proves that our interoperability training works!” He noted that the new generation reconnaissance pods contain long-range infrared band 2 and visible spectrum sensors that can image from high altitude as well as an infrared band 3 sensor that is designed for high-speed, low-altitude missions. To save time interpreting the imagery, some preselected frames were data linked to a ground station. “We could see and report people hiding in trenches and vehicles under cover, using our night-vision goggles and the cockpit display from the targeting pod. “A Rafale can launch 12 ‘Hammer’ from two aircraft within a minute and hit targets dispersed over a wide area,” said Tricot. The Rafale can also now carry the long-range 500 GBU-22 and larger 2,000 GBU-24 laser-guided bombs. Availability rate of the Rafale fleet was over 90 per cent, despite the tough deployment conditions. Mali also saw interoperability of the Rafale with some of the aircraft types which also fly with the IAF. These included the IAI Heron UAV, the Boeing C-17, Lockheed Martin C-130 and the IL-76 among others. In Afghanistan and Libya, the Rafale has been tested in deserts, over rough seas and in high mountains. They have flown air defence, longrange strike, maritime strike, reconnaissance and suppression of enemy air defences (SEAD) missions that are perfect examples of how the IAF would be able to use the Rafale. The French very proudly say that one day the Rafale will be the sole combat aircraft type with French Air Force and the Frence Navy. It reflects the security assurance of the mothernation in the aircraft. The Rafale covers the entire spectrum of fighter/bomber missions which include air defence/air-superiority, air-to-ground and air-to-sea attack, air reconnaissance and nuclear deterrence. Its multi-role capability is significantly enhanced by simultaneous management of systems for multiple missions with the pilot acting as the “battle manager”. Land

and carrier versions have minimal differences. In fact, this is the only non-US fighter cleared to operate from US aircraft-carriers. The Rafale has been thoroughly tested in large number of bilateral exercises such as Red Flag, Advanced Tactical Leadership Course exercise at UAE, Tiger Meet, Indo-French Garuda, etc. The fly-by-wire powered canard control surfaces give it high manoeuvrability and immense close air combat ability. The active electronically scanned array (AESA) radar, the integrated self-protection suite, the front sector optronic system (passive long distance detection) and the operational data link (ODL), provide the pilot with data-fused clear situational awareness to take tactical decisions. Commercially available modular data processing unit allows continuous upgrades and seamless integration of new weapons. The maximum take-off weight, which is 2.5 times of its empty weight, gives it great fuel and weapon carriage combinations and external load of phenomenal nine tonnes. Visual and beyond visual range (BVR) MICA missile variants, modular bombs with option of global positioning system (GPS)/ infrared/inertial kits, long-range stand-off air-to surface (ground/ sea) weapons, laser-guided bombs, 30mm canon capable of firing 2,500 rounds per minute, among others, make it a very potent weapon platform. Stealth features and electronic warfare suite improve its survivability. Wide angled head-up display, handson-throttle-and-stick (HOTAS) controls and helmet-mounted sight make an excellent man-machine interface. Being a ‘mid-sized’ aircraft, albeit twin-engine, makes it more affordable. High reliability and modular concept, even for the M-88 engine, would reduce maintenance man-hours, spares inventories, down-time and costs. Embedded in the design is easy accessibility, making it a maintenance engineer’s dream machine. Onboard oxygen generation removes a big constraint for very long-range missions. Extended mission range will allow the IAF dominance and power-projection through ‘air-sovereignty’ missions covering the Indian Ocean littorals and match India’s global standing and aspirations. Benefits of transfer of modern technology would mean imbibing extensive technical knowledge. France is the only Western country outside the US with complete range of aviation technologies in its basket. Any cooperation with it would be mutually beneficial to India and France. Neighbour’s Envy The People’s Daily, the Chinese Communist Party newspaper, says the sale of the Rafale fighter planes encourages, excites and spurs India’s appetite and ambition to become a great military power while intensifying its aggressive and expansionist tendencies, which poses a serious threat to peace and stability in Asia. An article published in The People’s Daily (French edition only) argued that India and France were supposed to be non-violent countries, how could they ink such a deal? “Does India have a choice, considering the People’s Liberation Army’s frantic speed of fighter development,” says Claude Arpi Frenchborn author, journalist, historian and expert on Tibet. The Pakistani defence websites and forums are full of envy for the IndoFrench deal. They feel Sino-Pak JF-17 is just an upgrade and Rafale would have been the natural choice for the Pakistani Air Force to replace the Mirage III and V fleets. Events in the recent decades in the Falklands, Iraq, Bosnia, Kosovo, Afghanistan, Libya, Mali and Uttarakhand, have confirmed that air power always is the first military component engaged in all crises or conflicts. Military aviation is undoubtedly the most strategic weapon today. In modern warfare, air dominance from day one is a must, so that ground and maritime operations can be conducted safely and efficiently. The Rafale is designed to support all this and much more. SP

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Interview

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A TRUE GAME CHANGER With the launch of 30 commercial aircraft over the last 26 years, Bombardier has built a unique technical, commercial and manufacturing expertise. In an interview with SP’s Aviation, Michele (Mike) Arcamone, President Bombardier Commercial Aircraft, said that the company is now focused on existing development programmes—the all-new CSeries aircraft.

SP’s Aviation (SP’s): What are the new regional aircraft, jet and turboprops that Bombardier plans to launch in the near future? Mike: We are constantly keeping an eye on the market conditions. However, at this time, we are focused on existing development programmes—the all-new CSeries aircraft being one of them. We are very much looking forward to its imminent first flight. The CSeries will truly be a game changer, the only aircraft in its class fully-optimised for the 100- to 149-seat segment. Its airframe makes extensive use of aluminium/lithium materials while its wing is made of carbon-fibre resulting in a lighter aircraft and improved aerodynamics as well a much lower fuel-burn, a major advantage in an era of record high fuel prices. The CSeries Pratt & Whitney PurePower PW1500G geared turbofan engine represents a major leap forward in jet engine technology: CO2 emissions reduced by 20 per cent and NO2 emissions reduced by 50 per cent for a cleaner environment. The flight deck benefits from the latest avionics technology and will set a new standard, offering reduced costs thanks to increased operational efficiency and reduced pilot training, while improving reliability. With the CSeries, airlines are looking at 15 per cent cash operating advantage, 20 per cent fuel burn advantage and a range of 2,950 nm. It will be up to 12,000 lbs lighter than other aircraft in the same seat category and will provide passengers with a best-in-class, wide body cabin environment in a single-aisle aircraft. In fact, the smaller variant of the CSeries family of aircraft, the CS100, will boast exceptional airfield performance capabilities—operating at airports where larger single-aisle aircraft cannot and giving operators access to more markets in India. SP’s: Bombardier has both jets as well as turboprops. Can you describe the relative merits of each? Mike: Bombardier’s regional aircraft provides operators with the only fully optimised fleet solution to meet their unique needs while offering best-in-class economics, reliability, performance and passenger comfort. As observed during the last decade, worldwide regional fleets have been increasingly shifting towards turboprops providing operators with a natural hedging tool against rising fuel prices.

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BIOGRAPHY MIKE ARCAMONE was appointed President, Bombardier Commercial Aircraft on February 1, 2012. Prior to joining Bombardier, Arcamone held the position of President and Chief Executive Officer, GM Korea, based in Seoul, where he was accountable for a multibillion-dollar organisation with exports to 150 customers.

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For short- to medium-haul segments, the Q400 NextGen turboprop’s superior performance offers the flexibility to compete with jet block times while offering more than 30 per cent fuel savings compared to today’s in-production 70-seat jet aircraft. Regional jets, on the other hand, have been the key to opening longer, thinner connections in both hub-and-spoke as well as point-to-point systems where larger variations in range are encountered. The CRJ NextGen family of aircraft represents the latest evolution of the world’s most successful regional jet programme. With a common engine, advanced avionics and enhanced cabin, it offers the lowest cash operating costs in the industry, making it the optimal solution in both growth and mature markets. SP’s: What is your assessment of the market for turboprop regional aircraft in India? Mike: Due to its unique ability to provide the most compelling economics and maintain jet equivalent speed on short and medium sectors, the Q400 NextGen turboprop offers the most cost-effective and profitable solution for connecting Tier-II and III cities. SpiceJet’s success with the Q400 NextGen aircraft is a great example of this. The Q400 has long been recognised as the turboprop, best suited to perform in diverse and challenging landscapes and environments and is widely recognised as a strong and valuable asset. In fact, the Q400 NextGen, with its exceptional range and jet-like speed, is the only turboprop capable of building a pan-India regional network with just four hubs. The other benefits I would like to point out are it’s the only turboprop equipped with an auxiliary power unit, which

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OEm Interview means a cooler cabin and reduced exposure to excessive noise and engine fumes for the passengers, as well as cost-savings and lower fuel-burn for the operator; the active noise and vibration suppression system reduces cabin noise and vibrations significantly. With its true digital avionics suite, the Q400 aircraft offers the most advanced navigation capabilities in the regional airline market; only the Q400 offers front and rear door boarding flexibility. This allows for multiple tasks to be carried out simultaneously—food service, lavatory cleaning, cargo loading/unloading, refuelling—with no hindrance to boarding. It offers a complete dual-class solution as well as jet way-compatible front air stair passenger door; it delivers a 29 per cent maintenance cost advantage per seat over the competing turboprop; with its eight to ten more seats, up to 35 per cent more cargo volume and with jet-like speed, it can fly up to two more flights per day than the competing turboprop. That’s 30 per cent more revenue potential at a fraction of the cost. SP’s: Do you foresee any competition that the turboprop regional aircraft can face from regional jets? Mike: We are already far ahead of the competition with a proven offering and an established customer-support network. With respect to future offerings, we are constantly looking at value-added enhancements to make the Q400 NextGen aircraft even more appealing. For example, in 2010, we launched a new business-class configuration, enhanced navigation systems and a drop-down oxygen system to further extend the operational capabilities of the aircraft. The Q400 turboprop continues to deliver the best flexibility and overall operating economics in its market segment. Actually, our competitor sold around 595 turboprops in the last 24 years while we sold over 460 in half that time. In fact, since launching the Q400, we have outsold our competitor by 36 to 25 units. SP’s: Does Bombardier provide product support and training globally for its customers? Mike: Absolutely. Bombardier Customer Services offers comprehensive support and services for its business and commercial aircraft customers around the world. Bombardier has four Customer Response Centres, 15 Regional Support Offices, 11 Parts Depots on five continents, nine wholly-owned Bombardier Aircraft Service Centres employing more than 1,500 OEMtrained technicians, over 60 authorised service facilities across 25 countries and two Bombardier Aircraft Training Centres that train over 6,000 pilots and technicians annually. As for India, we opened a Regional Support Office in Mumbai in 2010 and set up an engineering centre in Bengaluru in 2012 to undertake complex aerospace projects such as aircraft design, stress analysis and project management services. More recently, we selected India-based Genpact to provide marketing analytical services to our marketing teams. We continue to evaluate opportunities to expand our presence in India and are committed to investing in-country to support successful operations of our growing fleet of commercial aircraft. SP’s: How does Bombardier propose to address environmental concerns on its new fleets? Mike: As 60 to 80 per cent of an aircraft’s environmental impact is determined at the design stage, Bombardier’s innovative design for environment (DfE) approach ensures that environmental considerations are taken into account from the earliest stages of design—product life cycle, recyclability and recoverability, elimination of hazardous substances, new technologies, suppliers involvement. Today, we can point to our commercial aircraft’s in-

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novation—particularly with our newest aircraft programme, the CSeries family of jetliners—as a key example of the DfE approach. Our priority is to design and manufacture the most fuel-efficient aircraft with the lowest noise and emissions in their categories. SP’s: What has been the progress made by your company with regard to use of biofuels by regional aviation aircraft? Mike: Alaska Airlines inaugurated biofuel-powered passenger service with a Horizon Air Q400 in November 2011 in a series of 75 test flights between Seattle and Portland, Oregon, fuelled by a blend of sustainable biofuel made from used cooking oil. Bombardier actively supported this initiative by assisting required engineering works and necessary approvals to ensure that the flights ran smoothly. On April 17, 2012, Porter Airlines operated the first biofuelpowered revenue flight in Canada using one of its Q400 turboprops. The flight from Toronto to Ottawa brought to conclusion the biofuel project first launched by a consortium of partners led by Bombardier, Pratt and Whitney Canada, Targeted Growth and Porter Airlines in July 2010 at the Farnborough Air Show. The Q400 aircraft was powered by a 50-50 blend of bio-derived fuel in one wing and regular Jet A1 fuel in the other. Soon after in 2012, Bombardier joined forces with Aéroports de Montréal and Porter Airlines to launch the inaugural flight of a series of biofuel flights which delivered Raymond Benjamin, the Secretary General of the International Civil Aviation Organisation, to Rio de Janeiro for the United Nations Conference on Sustainable Development (Rio+20). SP’s: What are the next-generation technologies that will be seen on new regional aviation aircraft from Bombardier? Mike: Bombardier regional aircraft are the leaders in operational economic performance and will continue to maintain their advantage. Future next-generation requirements are being implemented as required while we are actively proceeding with product enhancements such as in-cabin personal electronic device connectivity and improved fuel economy. The CSeries will be the most technologically-advanced aircraft in its class and the first single-aisle airliner to enter service with ultra-high bypass engines, advanced material structures as well as advanced systems. Furthermore, the CSeries aircraft will boast growth capability on other advanced features such as enhanced and synthetic vision systems. The CSeries truly is a 21st-century aircraft. SP’s: Bombardier’s assessment of the global demand during the next two decades for 20- to 149-seat commercial aircraft stands at 12,800. What, in your perception, are the prospects for the company in India? Mike: The Asia-Pacific region, excluding China, will represent approximately 16 per cent of the global market from 2013 to 2032. Although we expect demand to lean towards the 100- to 149-seat category in India and Asia-Pacific markets, owing to higher passenger volumes and longer sectors, we forecast the demand for 60- to 99-seat aircraft will remain significant and will still form an important part of the worldwide demand. We are looking forward to working closely with Indian authorities to expand regional air services among the Tier-II and III cities and accelerate the economic development of these cities. Bombardier’s portfolio of commercial aircraft is perfectly suited to achieve this objective and meet the forecasted requirement for over 600 aircraft in the 60- to 149-seat category in India over the next 20 years. SP For complete interview log on to: www.spsaviation.net

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hall of fame Alaska, the 49th state of the USA, is situated in the north-west extremity of the North American continent, with only the Bering Strait separating it from Asia. It has a unique distinction: about one in 78 of its citizens are pilots. And the credit should go to Noel Wien, a pioneer aviator of the 1920s. He single-handedly introduced aviation to this sprawling territory, noteworthy for its inhospitable climate and vast wildernesses. In just half a century, aircraft became the primary means of transport there. Wien’s achievements have been likened to the 19th century pioneers who opened up the American West; only they did it with horse and wagon while he did it with wood, wire and fabriccovered aircraft. He was the first to fly beyond the Arctic Circle across the Bering Strait and the first to fly between Alaska and Asia. Despite severe environmental and operational challenges, he launched a year-round air service, even throughout the vicious winter. His nicknames, “The Arctic Ace,” “The Lindy of the North” and “The Father of Alaska Bush Flying,” symbolise his exploits. Born in Wisconsin on June 8, 1899, Wien learned to fly in 1921. He joined the Federated Fliers Flying Circus, a husband and wife barnstorming team, on a crosscountry tour. Originally hired to help with ground support, he soon began doing much of the flying and giving flying lessons. In 1924, he gained his pilot licence signed by Fédération Aéronautique Internationale official Orville Wright. Meanwhile an enterprising businessman in Anchorage, Alaska, created a rudimentary airstrip for bush pilots in the gold-rich territory and on July 4, 1924, Wien performed aerial stunts at the inauguration ceremony. He fitted an extra fuel tank on his watercooled Hisso-powered Standard J-1 open-cockpit biplane and with a copilot, made the first non-stop flight from Anchorage to Fairbanks on July 6. Wien soon perceived that commercial aviation was urgently needed in Alaska and he began to put his hunch into practice. In 1927, he founded Wien Alaska Airways, Alaska’s first airline, and only the second in the entire United States. For several years, it faced little or no competition and the name Wien

became practically synonymous with Alaskan aviation. The region had no air charts, no radio communication and very few safe landing strips. Navigation was a matter of using rivers, ranges and other natural features as identification points, but the innumerable streams and hills could easily look identical. He faced all challenges head on and taught his small band of intrepid pilots to do likewise. Legend has it that Wien could

Noel Wien (1899-1977) In 1929, in severe winter conditions, he accepted a request to fly 1,000 kilometres up the Siberian coast to retrieve a $6,00,000 cargo of white fox pelts from an icebound trading vessel. He completed the mission safely, in the process also making the first flight between North America and Asia.

land the Standard biplane in just 300 feet. Although flying over the icy wastes of Alaska was akin to torture, there were no closed-cabin planes being built in the US. Wien finally located a 1921 Dutch-built Fokker F-111, a sixseat monoplane, which KLM and some early German airlines had been using in Europe. The F-111 was shipped to Seward, Alaska, via boat, then dismantled and sent by the Alaska Railroad to Fairbanks where it was reassembled.

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Soon essential supplies could be taken to isolated communities by air. Apart from ferrying the ubiquitous gold miners from Fairbanks to Nome, the airline flew tourists, bodies for burial and the sick for treatment. There were also accounts of pilots having to deliver babies in flight. Although Wien had many hair-raising experiences, he managed to survive them all. In 1925, while returning on his first flight north of the Arctic Circle, he encountered strong headwinds, ran out of fuel and was forced to land on a gravel bar. Knowing that there was no other pilot who could mount an airborne search for him, he immediately began trudging towards safety. He walked 110 kilometres in three days, crossing ice-choked rivers, with only three biscuits for food. Through many decades of flying over the Alaskan wilderness, he gained unrivalled experience that also helped him impart valuable safety and survival lessons to others. Although cautious by nature, he was unable to resist a challenge. In 1929, in severe winter conditions, he accepted a request to fly 1,000 kilometres up the Siberian coast to retrieve a $6,00,000 cargo of white fox pelts from an ice-bound trading vessel. He completed the mission safely, in the process also making the first flight between North America and Asia. Ralph Wien, Noel’s brother, came with him to work as a mechanic and Noel taught him to fly. A couple of years later Ralph was killed in a flying accident. Later, Noel’s other brothers, Fritz and Sigurd Wien, also joined him in the airline business. Although Noel lost an eye due to infection in 1946, he was able to continue flying commercially until 1955. His efforts brought the people of Alaska closer and he was largely instrumental in keeping the remote state connected to the outside world. Noel Wien was inducted into the Minnesota Aviation History Museum Hall of Fame, the Alaska Aviation Heritage Museum Hall of Fame and the US National Aviation Hall of Fame. He died on July 19, 1977. SP —Group Captain (Retd) Joseph Noronha, Goa

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News Digest SP’s Exclusive MiG-21 in safety spotlight once again

The MiG-21, the backbone of the Indian Air Force’s (IAF’s) fighter fleet, is back in the headlines. Shortly after a young IAF pilot, Flt Lt Shikhar Kulshreshtha, was killed in a crash at Uttarlai, a pilot who survived an earlier MiG-21 accident in 2005, Wg Cdr S.S. Kaila, has petitioned the Delhi High Court, pleading that flights in MiG-21s vio-

Military Asia-Pacific India, France to broaden defence cooperation

late a pilot’s fundamental right to life. The MiG-21 has been caught in legal wrangles before—most notably in the Flt Lt Abhijit Gadgil case—but this is the first time that a court has called upon the Ministry of Defence (MoD) and the Hindustan Aeronautics Limited (HAL) to furnish full details of the aircraft platform, its performance in the Indian context and accident history. The proceedings could be potentially embarrassing considering that details of manufacturing defects and quality control during the licence manufacture in India could also come out. It was recently revealed that as a result of a combination of factors, including delays in the light combat aircraft (LCA) and medium multi-role combat aircraft (MMRCA) programme, the MiG21 fleet (just under 200 aircraft currently in IAF service) would be kept operational till 2017 at least, with all the platforms in the Bison upgrade configuration.

both sides is being steadily enhanced in areas of mutual interest and in a spirit of mutual understanding, respect, trust and support, taking account of respective security interests.

IAF takes delivery of second C-17

QuickRoundUp

Aeronautical Systems

Aeronautical Systems, Inc., has been awarded a $3,94,55,726 cost-plus-fixed-fee contract for the MQ-9 Technology Insertion Technical Solution. This contract action will modify MQ-9 Block 5, Ground Control Station (GCS) Block 30 and GCS Block 50 as required to enable integration and testing of the Tech Insertion capability. Work will be completed by May 31, 2016.

AgustaWestland

At a ceremony held in London on July 18, AgustaWestland and Bristow Group signed a contract for 11 AW189 search and rescue (SAR) helicopters that will be used to deliver SAR services in and around the UK. In addition to the aircraft, AgustaWestland will provide related training, maintenance and support services. They will be delivered between 2015 and 2017.

Airbus Military

The Airbus Military A400M new generation airlifter has received its Type Acceptance at the contractual Initial Operating Clearance Standard from the Organisation for Joint Armament Cooperation, on behalf of the Launch Nations (Belgium, France, Germany, Luxembourg, Spain, Turkey and the United Kingdom).

Alenia Aermacchi

Alenia Aermacchi has delivered the first ATR72-600 TMUA (Turkish Maritime Utility Aircraft) to the Turkish Navy, the first of a total order of eight ATR72s, which consist of two TMUAs and six ATR72-600 TMPA maritime patrol and anti-submarine warfare aircraft.

ANTONOV At the invitation of the Indian Minister of Defence, A.K. Antony, the French Minister of Defence, Jean-Yves Le Drian was on an official visit to India from July 2527, 2013. Antony and Drian held detailed and useful talks on regional and international security challenges of mutual interest. They also reviewed the status of various measures for bilateral defence cooperation and the progress in various areas pursuant to their discussions in February 2013, during the State visit of the French President to India. The Ministers noted that defence cooperation is an important pillar of the strategic partnership between both countries and that the ongoing dialogue and cooperation is mutually beneficial to both nations. The Ministers also noted that the range and depth of defence exchanges and interactions between the Ministries of Defence and the armed forces of

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A month after the Indian Air Force’s (IAF) first Boeing C-17 entered service, IAF has taken delivery of its second C-17 Globemaster III on July 22, 2013. This second C-17 will also immediately enter service. Chief of the Air Staff Air Chief Marshal N.A.K. Browne on a four-day tour to the US, took the delivery of C-17 from Boeing in Long Beach, California. “C-17s have an important role in supporting unique Indian Air Force operations in remote locations such as the Himalayas and desert environments,” said Nan Bouchard, Boeing Vice President and C-17 Program Manager.

HAL delivers pilotless aircraft to BDL

The Hindustan Aeronautics Limited (HAL) delivered the first Lakshya-1 (pilotless target aircraft) to the Bharat Dynamics Limited (BDL), Hyderabad, at a func-

The second series AN−158 regional jet has been delivered to Cuba. The plane will be operated by Cubana de Aviacion. The An−158s are produced at Antonov serial plant in cooperation with the enterprises of 15 countries under the contract with Ilyushin Finance Co. Antonov plans to transfer to the customer the third An−158 in the end of August of the current year.

BAE Systems

The US Air Force has been awarded BAE Systems an eight-year, $534-million contract to maintain the readiness of the nation’s intercontinental ballistic missiles. The company will provide systems engineering, integration, testing, logistics and other services to support the missile, ground and launch systems for 450 deployed Minuteman III missiles.

Beechcraft

Beechcraft Corporation has announced that it has secured an order for up to a total of 105 King Air 350i aircraft, valued at $788 million, from Wheels Up, representing the largest general aviation propeller driven aircraft order in history.

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News Digest QuickRoundUp

Boeing

The Boeing Co., Seattle, has been awarded a $2,04,20,60,385 modification to a previously awarded fixed-price-incentive-firm contract for the procurement of 13 P-8A multi-mission maritime low rate initial production (LRIP) Lot IV aircraft and 13 ancillary mission equipment kits in support of the LRIP Lot IV aircraft. Work is expected to be completed in April 2016.

CAE

CAE USA Inc, has been awarded a $1,98,06,624 firmfixed-price contract for MQ-1/9 contract aircrew training and courseware development training program. Work is expected to be completed by September 30, 2018.

Embraer

Embraer Commercial Aviation and International Lease Finance Corporation (ILFC), a global leader in the leasing and remarketing of jet aircraft to commercial airlines, have signed the final agreement for 50 firm E-Jets E2 orders: 25 E190-E2s and 25 E195-E2s, valued at about $2.85 billion at current list prices. The contract also contains options for an additional 25 E190-E2s and 25 E195-E2s.

Civil Aviation Asia-Pacific INDRA to deploy its ADS-B airspace surveillance systems in Mongolia

The Mongolian Civil Aviation Authority (MCAA) has awarded a contract to Indra to deploy ADS-B systems at various points in the country with the aim of strengthening its airspace surveillance capacity. Indra has developed these systems in compliance with the requirements of the strictest international standards. The automatic dependent surveillance-broadcast (ADS-B) systems will strengthen the visibility of air movements and air security in Mongolia. They will also complement the Mode S MSSR radar surveillance systems the company has deployed in Mongolia.

Show Calendar 14–16 August LABACE Sao Paulo, Brazil www.abag.org.br/labace2013/eng/labace2013.htm 5–8 September China Helicopter Exposition Tianjin Port, China www.helicopter-china-expo.com 9–11September US-China Aviation Symposium Renaissance Bejing Capital Hotel, Beijing, China http://events.aaae.org/sites/130906/ exhibitors.cfm 10–13 September DSEi ExCeL, London www.dsei.co.uk 12 September BUSINESS AVIATION REGIONAL FORUMS Landmark Aviation, Waukegan Regional Airport, Chicago/Waukegan, Illinois, USA www.nbaa.org/events/forums/20130912

Industry

Lakshmi Precision Ltd Screws JV with German company EJOT

akshmi Precision Screws Limited (LPS) has joined hands with EJOT Germany GmbH, a leading European group of companies in the construction fastening market. The products will be manufactured, marketed and customised by LPS drawing from the in-depth product and market knowledge, dynamics and technical know-how and transfer offered by EJOT. Speaking during the signing-in ceremony at New Delhi on August 8, Lalit Kumar Jain, Chairman and Managing Director, LPS said, “This is a significant development for LPS and it is an honour to announce the venture at this point in time. The JV will provide a superior experience to our existing and potential customers in India and neighbouring countries, not only by way of high-end products but also by way of solutions that have been tested and approved globally by the most demanding applications.” Christian F. Kocherscheidt, Chief Executive Officer of EJOT, said, “We are happy to be in India with LPS, a trusted name in the Indian market for decades.

tion held recently. K. Naresh Babu, HAL’s Managing Director (Bengaluru Complex) handed over the delivery documents to Director (Production) BDL, Air Vice Marshal (Retd) P.K. Srivastava. “The aircraft has been delivered ahead of schedule in record 15 months against 24 months of normal manufacturing cycle time,” said Dr R.K. Tyagi, Chairman, HAL.

Europe World’s Largest Transport Aircraft

Russia and Ukraine have recently held a new round of talks about re-opening production of the An-124 Ruslan and could sign a MoU as early as September. The world’s largest transport aircraft that made its first flight in 1982 was designed by Russian aircraft designers and to this day remains a record holder in terms of capacity among serial models. This aircraft is the legendary An-124 designed for the needs of the army.

Space Together with LPS, we will provide optimised solutions to customers in India through our innovative approach to product design and development drawn from our experience of operating in more than 31 countries around the world.” The products and solutions from LPS EJOT will be manufactured at LPS Rohtak (Haryana) plants in India and distributed through the extensive sales and distribution network of LPS.

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Asia-Pacific ABS confirms ABS 2A, the second new satellite for 75°E

Asia Broadcast Satellite (ABS) has announced the confirmation of the build of ABS-2A, a multi-beam 48 transponder Ku- satellite which will be launched in the fourth quarter of 2015 to ABS’ prime 75°E location. ABS-2A, covering the growing markets of Rus-

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News Digest appointments

Spairliners

Spairliners GmbH has named SvenUve Hueschler as new Managing and Financial Director.

Eurocopter

Norbert Ducrot has been appointed the President and CEO of Eurocopter China.

Beechcraft

Beechcraft has appointed Jim Grant as Senior Vice President of Military Programs.

ATK

ATK has announced that its Board of Directors has elected Stephen M. Nolan as Senior Vice President, Strategy and Business Development. The Board also elected Jay Tibbets as Senior Vice President and President Sporting Group.

Thales

Thales has appointed Dominique Giannoni as the new CEO of its Inflight Entertainment and Connectivity (IFEC) business.

PowerJet

Claude Poulain is the new Chairman and CEO of PowerJet.

Morpho (Safran)

Morpho Detection Inc. has appointed Karen Bomba as President and CEO.

Rockwell Collins

Rockwell Collins’ Board of Directors has elected President Kelly Ortberg to

QuickRoundUp

the additional role of CEO.

Rockwell Collins Major reshuffling within in Rockwell Collins Commercial Systems division: • Jeff Standerski, formerly Vice President and General Manager, Air Transport Systems, has been named Vice President and General Manager, Business and Regional Systems. • Steve Timm, formerly Vice President and General Manager, Flight Information Solutions, has been named Vice President and General Manager, Air Transport Systems. • Greg Irmen, formerly Vice President and General Manager, Business and Regional Systems, has been named Vice President and General Manager of a new portfolio which consolidates the former flight information solutions portfolio with the cabin and electro-mechanical systems portfolio based in Tustin, California.

Eurocopter

SonAir, Africa’s largest oil and gas helicopter operator, has become the first operator to resume passenger transportation flights with the suspended EC225 fleet. Three flights were performed successfully with two EC225s from Luanda to two offshore platforms.

Federal Aviation Administration

The Federal Aviation Administration has issued restricted category type certificates to Insitus’s Scan Eagle X200 and AeroVironment’s PUMA. Both weigh less than 55 pounds. Each is about 4½ feet long, with wingspans of ten and nine feet, respectively. This is a milestone that will lead to the first approved commercial UAS operations later this summer.

Germany

The German Defense Ministry denied a report in Der Spiegel magazine that delivery of the Airbus Military A400M transport plane could be delayed because of a mistake in the ministry’s certification procedures. Engine faults and cost overruns have affected development of the transport aircraft, which represents Europe’s largest defence programme at about €25 billion ($33 billion).

Sim-Industries Sim-Industries has appointed Jeffrey Wood as Chief Executive Officer.

L-3 Communications

L-3 Communications has announced that its Link Simulation and Training (L-3 Link) division has won the recompete for the US Air Force’s Predator Mission Aircrew Training System (PMATS) programme. The recompete contract awarded to L-3 Link includes transitional funding that extends through September 2013, in addition to six one-year contract options.

Gulfstream Gulfstream Aerospace Corporation has appointed aviation veteran Luiz Sandler as Regional Vice President of Sales for South America.

Lockheed Martin

BAE Systems

Lockheed Martin Space System Corp., has been awarded a $10,16,04,039 cost-plus-award-fee modification of the Spacecraft Integration and test contract for the Defense Meteorological Satellite Program.

BAE Systems has named Kristie Cunningham as Senior Vice President of Communications.

Northrop Grumman sia, India, Middle East, Africa, South East Asia and the Indian Ocean region, will follow ABS-2, the largest satellite to be launched over Asia scheduled in late 2013. ABS-2A with 7.5kW of payload power is the second of the four Boeing 702SP all electric satellites that ABS is purchasing from Boeing Satellite Systems International in partnership with Satmex.

Astrium signs contract with Korean Aerospace Research Institute Astrium, Europe’s leading space tech-

www.spsaviation.net

nology company, has recently signed a contract with the Korea Aerospace Research Institute (KARI), the South Korean space agency. Under the terms of this contract, Astrium and KARI will jointly design and manufacture the Geostationary Ocean Color Imager II (GOCI-II) for the future Korean mission GEO Kompsat 2B, scheduled for launch in 2019. The GOCI-II instrument, designed to provide detailed observations of the colour of the seawater, will contribute to a number of services associated with fishing, ecology and meteorology. •

Northrop Grumman Corporation has delivered the centre fuselage for Italy’s first F-35 Lightning II to the newly commissioned Final Assembly and Check Out (FACO) facility at Italy’s Cameri Air Base. This on-time delivery to Lockheed Martin enables the first assembly of an F-35 aircraft at the FACO facility and increases international participation on the F-35 programme.

Pratt & Whitney

Pratt and Whitney has stated that it is proud of its long-standing partnership with Mitsubishi Aircraft Corporation and Mitsubishi Heavy Industries. They are continuing their work to integrate the PW1200G engine with the Mitsubishi Regional Jet and are on track and on time to deliver the first engine.

ISSUE 8 • 2013

Last word

Photograph: Pilatus

alter acquisition Policy It appears that the Indian Air Force (IAF) is once again dures involved, it still took three years for the contract to be inexorably hurtling towards a controversy over procurement of signed with the vendor selected through an open tender system. urgently required hardware by way of basic trainer aircraft, the The first Pilatus PC-7Mk II aircraft was delivered within nine Pilatus PC-7 Mk II for which the first lot of 75 have been ordered. months of signing of the contract. Meanwhile, the HAL embarked on a project to produce a This controversy has the potential of being probably uglier, more discomforting and somewhat debilitating for the IAF than turboprop basic trainer of indigenous design dubbed as the the one currently under scrutiny by the Central Bureau of Inves- HTT-40. However, as per the initial offer, the HTT-40 was subtigation (CBI) involving the purchase of 12 AW101 helicopters stantially more expensive than the Pilatus PC-7 Mk II. The IAF for VVIP travel from the Anglo-Italian helicopter manufacturer could hardly be expected to accept an indigenous product that AgustaWestland. The supreme irony is that even though the is more expensive than the imported version. Besides, there fleet of VVIP helicopters are meant only for the transportation was and continues to be a lingering doubt about the capability of VVIPs and have no relevance to national security tasks per of HAL to deliver the product within a committed time frame. se, the alleged irregularities in the transaction with the for- Not prepared to bargain for uncertainty, the IAF thus initiated eign company AgustaWestland, has been labelled as a “defence a case for the second lot of Pilatus PC-7 Mk II, a proposal that is scam”. What is more tragic is that courtesy the media, the repu- not quite palatable to the indigenous aerospace industry. Whatever be the merits of this particular case related to the tation of a former Chief of the Air Staff was so callously demolprocurement of the basic trainer fleet, the fact that issues of ished even before the investigation began. The fleet of HPT-32 basic trainer aircraft of the IAF was national security are flouted so brazenly and sensationalised by grounded prematurely in July 2009 after a series of fatal acci- the media is an unhealthy trend. Such controversies are generdents. This sudden decision left the IAF without a basic trainer ally motivated (and so it may be in this case too), tend to underas the Indian aerospace major the Hindustan Aeronautics Lim- mine the role of institutions and clearly militate against the longited (HAL) not having been specifically tasked till then, had term security interests of the nation. What is noteworthy is that no ready solution to offer. Given the track record of develop- such controversies have generally been associated with cases ment and production of original designs by HAL, an initiative of procurement of defence equipment through the DPP and are at this belated stage to produce an indigenous aircraft could unheard of in cases of transactions between the two governments be expected to bear fruit not earlier than a decade-and-a-half such as through the foreign military sales programme of the US at the very least based even on the most optimistic estimates. Government. Even in the past where bulk of military hardware for all the three services was The intermediate jet trainer procured from the Soviet (IJT) programme that began Union though transactions over 12 years ago and is still directly with the Soviet far from becoming a reality Government, there were no is a case in point. The only such aberrations or impediviable option before the ments. One only shudders IAF and in fact an imperato imagine the controversies tive was to explore options that could well plague the to procure a proven basic impending mega deal for the trainer from the global mar126 medium multi-role comket and in the shortest posbat aircraft (MMRCA) that sible time. The lack of a fleet has already suffered interof basic trainer aircraft in minable delays. the IAF is akin to having a massive edifice devoid of a It is clear that despite “foundation”. The implicaperiodic refinements, the tions of the predicament DPP continues to be flawed the IAF was in without a as it has failed to meet the “foundation” are much too demands of national security. obvious and need no elabPerhaps it is time for the govoration. Thus it was that ernment to consider more effiIt is clear that despite periodic refinements, the the IAF aggressively purcient alternatives for the sake DPP continues to be flawed as it has failed to meet sued the case to procure a of preservation of national basic trainer aircraft from security interests that ought to the demands of national security. Perhaps it is abroad in accordance with be paramount. SP time for the government to consider more efficient the Defence Procurement alternatives for the sake of preservation of national Procedure (DPP). However, —By Air Marshal given the elaborate proce(Retd) B.K. Pandey security interests that ought to be paramount.

ISSUE 8 • 2013

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