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DECEMBER • 2012

Regional Aviation:

For Brighter Future Business Aviation:

Interiors - Getting Better Interview:

Director General Inspection & Safety, Indian Air Force Focus:

PLAAF Spreading its Wings

Industry: Rolls-Royce in India

2012 RNI NUMBER: DELENG/2008/24199

SNAPSHOTS

much more...

Jet-setting

Middle East in the

story on page 16

Aviation SP’s

Table of Contents

An SP Guide Publication

News Flies. We Gather Intelligence. Every Month. From India.

Issue 12 • 2012

16 The Al Bateen Executive Airport in Abu Dhabi city offers state-of-the-art facility, oppulent executive lounges, full conference facilities, efficient turnarounds and spacious hanger parking. It is ultimate in privacy, safety and convenience.

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Cover Story The business aviation market in the Middle East is now at a crucial stage of development and is posied to reach an annual value of $1 billion by 2018

AN SP GUIDE PUBLICATION

News Flies. We Gather Intelligence. Every Month. From India.

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Business Aviation

DECEMBER • 2012

REGIONAL AVIATION:

For Brighter Future BUSINESS AVIATION:

Interiors - Getting Better INTERVIEW:

Director General Inspection & Safety, Indian Air Force

Interiors Getting Better

Military

23 Interview Mission accomplishment

with improved safety would be a certainty

INDUSTRY

26 Rolls-Royce Cornerstone of Growth

FOCUS:

PLAAF Spreading its Wings

Industry: Rolls-Royce in India

2012 SNAPSHOTS

RNI NUMBER: DELENG/2008/24199

SP’s

SP's Aviation Cover 12-12 Final.indd 1

much more...

Jet-setting

Middle East in the

STORY ON PAGE 16

07/12/12 6:37 PM

Cover Photo: Business jets at Al Bateen Executive Airport, a dedicated private jet airport, at the heart of Abu Dhabi at night Image by: corpjetfin.live.subhub.com

2012: a round-up

regular Departments

4 5

• `100.00 (INDIA-BASED BUYER ONLY)

Regional Aviation For a Brighter Future

Jet-setting in the Middle East

Civil

Snapshots

A Word from Editor NewsWithViews – Allegations in VVIP Helicopter Deal – World’s First Birdstrike Defence Robot

In Focus Flying Dragon Spreading Wings

Forum Deterring the Dragon

31 Hall of Fame John Wise (1808-1879) 32 36

NewsDigest LastWord Missed Opportunity

Next Issue: Market Outlook 2013

Issue 12 • 2012 SP’S AVIATION 1

Table of Contents PLUS...

Publisher And Editor-in-Chief Jayant Baranwal Assistant Group editor R. Chandrakanth Senior Visiting Editor Air Marshal (Retd) V.K. Bhatia

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

Senior Technical Group EditorS Air Marshal (Retd) B.K. Pandey

Lt General (Retd) Naresh Chand For a Brighter Future

Senior Copy editor & Correspondent Sucheta Das Mohapatra Contributors India Air Marshal (Retd) N. Menon Group Captain (Retd) A.K. Sachdev Group Captain (Retd) Joseph Noronha Europe Alan Peaford

Getting Better

USA & Canada LeRoy Cook Chairman & Managing Director Jayant Baranwal Planning & Business Development Executive Vice President: Rohit Goel ADMIN & COORDINATION Bharti Sharma Owned, published and printed by

Jayant Baranwal, printed at Snapshots 2012

Kala Jyothi Process Pvt Ltd and published at A-133, Arjun Nagar (Opposite Defence Colony), New Delhi 110 003, India. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, photocopying, recording, electronic, or

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A Word from Editor

With inter-country investments on the rise, the demand for private jets has also risen in the Middle East. MEBAA itself has grown rapidly and has about 190 members, including 40 private jet operators.

he business aviation market in the Middle East is now at a crucial stage in its development and is poised to reach an annual value of $1 billion by 2018,” states Al Naqvi, the founding chairman of Middle East Business Aviation Association (MEBAA). His words are likely to be reflected at the next edition of Middle East Business Aviation (MEBA) event to be held at Dubai’s Al Maktoum International Airport from December 11 to 13, 2012. MEBAA itself has grown quite rapidly and has about 190 members, including 40 private jet operators. In the lead article “Jet-setting in the Middle East,” R. Chandrakanth establishes that with inter-country investments on the rise, the demand for private jets has also risen in the Middle East. Nevertheless, the business aviation market is growing and business aviation operators—be it in the Middle East or elsewhere in the world—are not just looking for technical specifications but outstanding aircraft interiors as well. Deepanjali Bhas in her article on “Business Aviation Interiors Getting Better”, states how original equipment manufacturers are wooing the end-user with the inside experience; plush seating, space to meet and discuss options for in-flight entertainment, food and beverages that are just a button away. Speaking about the state of regional airports in India, Group Captain (Retd) Joseph Noronha gives a simple recipe for the success of regional aviation—make more airports wherever there’s a clear economic reason to do so. The Indian Air Force (IAF) not only operates under extreme variations in topography and climate, but also a large variety of aircraft which pose multifaceted ‘flight safety’ challenges. In an interview with Air Marshal (Retd) V.K. Bhatia; Air Marshal A.P. Garud, Director General, Inspection and Safety (DG IS), spoke at length about the measures taken to improve operational capabilities and flight safety record of the IAF. The People’s Liberation Army Air Force is spreading its wings on the high-altitude Tibet Autonomous Region. In “In Focus” and “Forum”, Air Marshal (Retd) Bhatia has analysed how the IAF measures up to the emerging air threat from its northern neighbour. According to him, one of the major reasons for India’s defeat in its conflict with China (1962) has been the non-use of the combat arm of 4 SP’S AVIATION Issue 12 • 2012

IAF. Air Marshal (Retd) B.K. Pandey also speaks on similar lines in the “Last Word” as he says that the launch of SupremeSat I is a case of missed opportunity for India and the collaboration between China and Sri Lanka in space technology is a matter of concern for India. The year-end has brought good news for IAF. Textron Defense will soon begin supplying 512 CBU-105 sensor fused munitions under a $257.73 million contract signed in 2010. The weapon, which deploys independently guided sensor fused BLU-108 units will be deployed from IAF’s Su-30MKI and Jaguar aircraft. This issue also fine points about nEUROn unmanned combat air vehicle stealth technology demonstrator which has successfully completed its maiden flight. With the New Year approaching and the year 2012 coming to an end, it would be a good idea to revisit important events as they took place. Snapshots 2012 gives a pictorial ‘look back’ on how the year has gone by—happenings, achievements, acquisitions, diplomatic endeavours, et al. We at SP’s Aviation wish you a Merry Christmas and a Very Happy New Year!

Jayant Baranwal

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

NewsWithViews

Allegations in VVIP helicopter deal

Interacting with reporters at the Institute of Defence Studies and Analyses (IDSA) awards ceremony early November 2012, Defence Minister A.K. Antony said that India had sought details from the UK in connection with corruption allegations in the VVIP helicopter deal with Italy, and “strong action” would be taken in case any foul play is detected in the procurement process. Antony said the government was making “serious and sincere” efforts to find out the truth in the allegations levelled in a section of the media. “We have already written to the Italian Government through the Ministry of External Affairs about the matter to get the details whether any middlemen or Indian entities are involved as this is not permitted in our laws,” he said.

VIEWS

Photograph: Agusta westland

llegations of impropriety in the processing of tenders as also the involvement of middlemen, payment of commission and kickbacks appear to have become fairly routine in the recent past in India, especially in high value deals pertaining to procurement of defence hardware from foreign sources. In 2010, after two years of negotiations, the Indian Air Force (IAF) concluded a $827 million (`4,135 crore) contract with AgustaWestland through an open tender for the supply of 12 AW101 three-engine utility helicopters for Air Headquarters Communication Squadron for the transportation of VVIPs such as the President and the Prime Minister of India as also other local and foreign dignitaries. The Anglo-Italian company AgustaWestland formed after merger of the Italian Agusta with the erstwhile British Westland Helicopters in the year 2000 is a part of Finmeccanica. Since its inception, the company has delivered over 300 helicopters of different types to 22 countries. The first machine ordered by the IAF is scheduled to arrive in India by the end of 2012 and delivery of all the 12 helicopters is to be completed in 2013. However, just when the IAF was looking forward to inducting the machine, the project appears to have encountered a possible stumbling block. For some years now, for conveyance of VVIPs, the IAF has been using the Mi-8 and Mi-17 helicopters appropriately reconfigured. However, these machines of Soviet vintage have been overtaken by obsolescence and aggravated by inadequate product support, have become increasingly difficult to maintain. In view of the implications for safety of VVIPs, the need to replace the ageing fleet of helicopters with the latest machines had become extremely urgent. Besides, there is a requirement for helicopters ferrying VVIPs to have the best of communication equipment and advanced electronic self-protection devices to secure the platform against missiles launched by terrorists. In view of the urgency, procure-

ment of the AW101 has been processed on fast track; but the speed with which the deal was finalised though somewhat unusual, ought not to be surprising. Meanwhile, pilots selected to operate the fleet have begun training on the AW101 in the UK. Party or parties losing the contract along with a proactive media invariably play a major role in derailing defence deals. In this case too, as expected, the contender who was edged out, questioned the basis of rejection. Also, in 2008, the Indian media carried a story of how the government, overruling objections by the Ministry of Finance, had cleared the deal despite deviations in tender parameters. But these impediments proved inconsequential. However, the Ministry of Defence ordered an inquiry on the basis of a report that appeared in the Italian media in 2011 alleging that Finmeccanica had paid 50 million Euros (`350 crore) to a middleman to bag the AW101 contract. It has now been reported that during investigation by the Italian Government into allegations of payment of commission, an American-Italian citizen Guido Ralph Haschke was arrested in Switzerland recently by the Italian police. Mercifully, there is no evidence of the involvement of any individual or agency from India so far, though the possibility cannot be ruled out. Although Antony has vowed to take stern action against wrongdoing if detected, given the purpose for which the helicopters are being procured, it is unlikely that the contract will be cancelled as was done in the case of the deal for 197 light-utility helicopters for the Indian Army. While defence deals in the future may continue to be plagued by this malaise, hopefully, the government will approach the problem with due regard to the compulsions of national security and not succumb easily to forces determined to sabotage the defence procurement process and thereby retard the modernisation of the Indian armed forces. SP —Air Marshal (Retd) B.K. Pandey Issue 12 • 2012 SP’S AVIATION 5

NewsWithViews

World’s first birdstrike defence robot

The Korean Atomic Energy Group and LIG Nex 1 (an aerospace and defence subsidiary of LG Corporation) have jointly developed what they are calling the world’s first bird-strike defence robot. The robot is a six-wheeled unmanned ground vehicle (UGV) that uses a combination of directional acoustics and laser patterns to scare birds away. The project was announced in 2009, and in late 2011, the first field trials were conducted at a South Korean military airbase. Now the system’s capabilities are being showcased at multiple airfields to international buyers. The designers claim that the UGV is 20 per cent more effective than the other current systems at combating the problem.

VIEWS

Photograph: KBS

ird strikes have been one of the biggest threats to aircraft—both civil and military—since the earliest days of aviation, with the first case reported by none other than Orville Wright in 1905. More than a century on, birdstrikes remain a significant threat to aircraft, and have been a key factor in hundreds of fatal plane crashes. As per the estimates given by the US Federal Aviation Administration (FAA), the birdstrike problem costs the US’ civil aviation alone in excess of $400 million (`2,000 crore) annually and has resulted in over 200 deaths since 1988. Worldwide, the cost of birdstrikes to airlines is estimated to be $1.2 billion (`6,600 crore) annually. This cost includes direct repair costs and lost revenue opportunities while the damaged aircraft are out of service. With almost 80 per cent of birdstrikes going unnoticed (not reported), it is estimated that the combined civil and military aircraft birdstrike incidents could well exceed 10,000 annually in the US. On the civil aviation front, the greatest loss of life directly linked to a birdstrike occurred on October 4, 1960, when a Lockheed L-188 Electra of Eastern Air lines flying from Boston in US, flew through a flock of common starlings during take-off, damaging the aircraft’s all four engines. The aircraft crashed into Boston harbour with 62 fatalities. The greatest escape on the other hand, in a similar accident, occurred on January 15, 2009, when a US Airways’ twinjet airliner lost both its engines by running into a flock of geese soon after take-off from LaGuardia Airport in New York. The pilot exhibiting a tremendous sense of situational awareness and flying skill, and perhaps aided by the hand of God, successfully ditched the aircraft into Hudson River with no loss of life. On the military aviation front, one of the greatest tragedies occurred on September 23, 1995, when an E-3B Sentry AWACS aircraft of US Air Force ingested a flock of geese in two of its engines on take-off, resulting in a fatal crash, killing all 24 crew members on board.

6 SP’S AVIATION Issue 12 • 2012

On the home front, it is the Indian Air Force (IAF) which has suffered the most to birdstrikes because of its earlier emphasis on low-level operations and single-engine aircraft, especially the MiG-21s, which are highly susceptible to birdstrikes. Out of the nearly 1,000 aircraft lost since 1970 till date, the IAF lost close to 100 aircraft (mostly MiG-21s) due to birdstrikes alone. In the worldwide efforts to reduce aircraft losses due to birdstrikes, the South Korean’s latest innovation could contribute a great deal with its high-tech capabilities. The sixwheeled UGV (see photo) measures about eight-feet-long and weighs 1.09 tonnes. It is rigged with a combination of directional acoustic transmission and detection, green laser transmission, day and night colour cameras, thermal imaging and laser scanners, and can perform day and night in any weather conditions to detect and scare birds away from designated areas. Up to four UGVs can be managed by a single control station. It is well known that there is no single solution that works for all situations. IAF for example has taken a bevy of measures to reduce birdstrikes over the years which include bird habitat management in and around its airfields to make them less attractive for birds and a plethora of bird-scaring devices which include reflective tapes, pyrotechnics, sound producing mechanism, etc. In a latest move, it is acquiring over 40 specialised ‘Avian’ radars which would be used to collect data on bird activity around its airbases so that flying operations could be reoriented to evade birds. But the ‘Avian’ radars give only the detection capability. The IAF and even the airport managers in the civil aviation sector in India could consider acquiring the UGV-type of high-tech devices for a combination of more comprehensive capabilities. These would certainly provide an upgrade to the LP gas-propelled ‘Zon guns’, currently in use. —Air Marshal (Retd) V.K. Bhatia www.spsaviation.net

InFocus

Neighbourhood

First Time: The Chinese J-10 fighter Began operations from several airbases in 2012

F ly i n g Dragon Spreading Wings How does IAF measure up to the emerging air threat from its northern neighbour and what needs to be done?

Photograph: wikimedia

he year 2012 has been unusually hectic for the People’s Liberation Army Air Force (PLAAF), furiously spreading its wings on the high-altitude Tibet Autonomous region. Within weeks of the Indian Air Force (IAF) Eastern Air Command (EAC) exercise code named ‘Pralay’, conducted in the latter’s areas of responsibility in Assam and Arunachal Pradesh, the PLAAF conducted its own air exercise over the Qinghai-Tibet Plateau—not far from the line of actual control (LAC), along the Sino-Indian border. The EAC air exercise lasted less than a week from February 29 to March 3, 2012. While PLA military activity in the Tibet Autonomous Region (TAR) is not unusual, what struck China-watchers was the continued presence of the PLAAF units in Tibet for most part of 2012 after their induction in the cold winter month of March. This was the first time, Chinese J-10 fighters operated from several airbases, including those at altitudes of 3,500 metres and temperatures hovering at -20 degrees Celsius. It was evident that the PLAAF exercise was not merely a quid pro quo to match the IAF’s Pralay, but a much greater

endeavour to prepare for a potential conflict situation near the Sino-Indian border in Tibet. The J-10s reportedly practised strike missions with live ordnance, including conventional ‘dumb’ bombs as well as indigenous precision laser-guided bombs. According to a PLAAF spokesman, “The fighters carried out scrambles and attacked the targets with a variety of weapons.” Sorties were made both during day times and at night. Earlier, on January 31, 2012, J-10s had made their first flights into Qinghai-Tibet Plateau with typical air combat patrol payloads, namely two medium-range air-to-air missiles, two short-range close combat missiles plus up to three external fuel drop tanks to extend range/loiter time. The PLAAF in addition, also tested its larger J-11 air superiority in the TAR region (33rd Air Division from Chengdu) conducting multifarious air defence exercises. The PLAAF heavy fighters were variously reported to be cruising over the Himalayan ranges with live ammunition. The official mouthpiece of the Central Committee of the Chinese Communist Party (CCP) reported the development in September 2012 stating, “The third generation heavy fighters of the Chinese Air Force practised complex drills and subsequently monitored the fighter pilots’ body response to the high-altitude terrain—thus providing further credence to China’s plans of preparedness for high-altitude operations. The Chinese military capability build-up in the TAR has followed an escalating pattern with a step-by-step approach in a pre-planned manner. In October 2010, the PLA had conducted its first Group Army-level joint air-land exercise (shimingxingdong). The primary participants from Beijing, Lanzhou, and Chengdu Military Region (opposite India’s North Eastern theatre) practised manoeuvre, ground-air coordination and long-distance mobilisation via military and commercial assets as they trained in inter-military regions scenario. One year later, in October-November 2011, the PLA conducted a major exercise on the Tibetan Plateau itself, involving aircraft, tanks and artillery, including T-96G MBTs, T-07 122mm selfpropelled gun, HY6 portable SAMs and T-85 SP howitzers, in which it rehearsed for the first time the capture of mountain passes at heights beyond 5,000 metres, with the help of armoured vehicles and airborne troops. The Chinese Ministry of Defence made this claim in an official report, which described the exercise as a “challenge” since it was being conducted on a plateau with an elevation of more than 4,500 metres. The exercise was the “first joint drill of the PLA air and ground troops under ‘information-based’ conditions in the frigid highaltitude area”. The joint drill involved the Chinese Air Force, ground troops, armoured columns with all the necessary support entities. In yet another revelation, it was brought out that the Chinese conducted war games with several scenarios including one where the ‘Blue Army’ (read Indian) moves into Tibet to establish forward defences before advancing deeper into the region. The ‘Red Army’ is mobilised to conduct landbased operations with aerial support to wipe out the strongholds and defeat the ‘Blue Army’ completely. The questions that loom large are: Is there an ominous intent to the PLAAF preparing itself for high-altitude preparations on such a large scale? How does IAF measure up to the emerging air threat from its northern neighbour? And finally, what needs to be done to create the necessary deterrence? Turn to Forum for some answers. SP —Air Marshal (Retd) V.K. Bhatia Issue 12 • 2012 SP’S AVIATION 7

Forum

Neighbourhood

Deterring Dragon the

The Chinese Dragon may appear to be acquiring dinosaurian dimensions, but with the IAF spearheading the operations, there is great possibility of not only deterring but also effectively taming it in an actual conventional conflict

Illustration: Anoop Kamath

t the heart of the Sino-Indian strategic relationship lie the boundary issue between the two countries. It all started with the Chinese non-acceptance of the McMahon Line (ML) soon after the communists came to power in mainland China in 1949 and the forcible takeover of Tibet in 1950 by Maoist China. The Chinese occupation of Tibet removed the ever existing political and geographical buffer between China and India, so dextrously created by the British during the 1914 ‘Simla Agreement’, by establishing the ML to delineate the Indo-Tibetan border. To redux, McMahon, a former Army engineer and a specialist in geographical surveys, was the Foreign Secretary of India during that period. In 1913-14, he convened the Simla Conference to delineate a China-Tibet-India border. During the conference, McMahon and Lonchen Shatra Dorje, the Tibetan representative, negotiated an agreement to delineate a boundary between Tibet and India. While McMahon put his seal and Lonchen signed, the Chinese representative, Ivan Chen, showing differences over the China-Tibet border, was non-committal on the Indo-Tibetan border issue. The ML therefore, while not subsequently ratified by the respective governments came to be accepted as the boundary between India and Tibet. In the absence of a formally demarcated border between India and Tibet, the removal of all-important buffer by China’s occupation of Tibet in one stroke of force should have warned India of the dangers ahead. Instead, India—under the unquestioned and charismatic leadership of Pandit Jawaharlal Nehru, the first Prime Minister of independent India, bent over backwards to accommodate the communist regime bilaterally

8 SP’S AVIATION Issue 12 • 2012

and regionally; whether by immediately recognising it, supporting its rightful entry into the United Nations, recognising Tibet as an autonomous region of China or holding China’s hands at Bandung to alleviate the fears of the South East Asian countries of the communist takeover of this large country. India made a series of strategically crucial mistakes which finally led to its humiliating defeat in the Sino-Indian military conflict in 1962. First was the signing of the 1954 Trade Agreement with the Tibet region of China that in effect, accepted China’s sovereignty over Tibet, without linking this generous concession—as a quid pro quo—to the settlement of the boundary with Tibet. India failed to foresee the Chinese extraterritorial designs in not only physically occupying Tibet, but also extending Tibet’s geographical frontiers to suit its strategic needs. China’s unilateral action in altering the then accepted ground situation by constructing the Aksai Chin road in Ladakh was a case in point. India’s second crucial mistake was to go headlong in extending its presence and authority in remote areas, hitherto left unoccupied, without adequate planning and sufficient preparations in terms of resources and training. This flawed strategy coupled with hollow sloganeering to throw the Chinese out of every square inch of India’s sacred soil failed with the Chinese decision to “teach India a lesson” in the 1962 border conflict; which not only resulted in a military debacle but also scarred India politically and psychologically. Though in hindsight, one of the major causes of India’s military defeat in its border conflict with China has been attributable to the non-use of the combat arm of Indian Air Force (IAF). It was a political decision. But why the decision was taken would remain in the realm of uncertainty, in spite www.spsaviation.net

Forum

Neighbourhood

One of the major causes of India’s defeat in its border conflict with China has been attributable to the non-use of the combat arm of IAF

of a never-ending debate on the issue. The fact of the matter is that the Chinese airpower card was overplayed compared to that of the IAF while the ground realities were quite different. It is well known that the Chinese offensive air capabilities in the Tibetan region were practically non-existent because of the design/operational limitations of their fighter fleets. Also, China’s capability to strike Indian cities with its bomber fleets was also limited owing to severe constraints of range when operating from the mainland airfields. The IAF, on the other hand, had acquired jet fighters like Hunters and Mysteres, not to speak of their smaller siblings like Vampires and Ouragons (Toofanis) which could be gainfully used in the interdiction and close air support roles to cause havoc to the Chinese ground forces. It is strongly believed and so articulated in different forums for some years now that had the IAF been used purposefully in its above-stated combat roles, the outcome of the 1962 Sino-Indian border conflict could have been vastly different. Fifty years on, in 2012, the situation is far different as far as the technological prowess and operational capabilities of the Chinese People’s Liberation Army Air Force (PLAAF) are concerned. The 1991 Gulf War was the wake-up call for China when the supremacy of the allied aerospace power was revealed in no uncertain terms. What followed was the doctrine of ‘active defence’ that implicitly allowed even a pre-emptive strike and a vigorous search for modern aerospace capabilities. Belying western forecasts, the PLAAF in the last two decades has upgraded itself with state-ofthe-art third/fourth generation aircraft such as the Su-27 and its local version J-11, the J-10 based on the Israeli Lavi design, Su-30MKK/Su-30MK2, etc. The PLAAF has also acquired all-weather precision attack and network-centric warfare capabilities, matched with a vigorous space-based intelligence surveillance reconnaissance (ISR) programme. In 2011, China stunned the global aviation community by test-flying the J-20—its fifth generation stealth jet fighter. This was followed by the unveiling of the J-21 in 2012, another fifth generation Chinese design. China has utilised its economic and diplomatic clout to transform the PLAAF into a modern air arm. China’s galloping economy with double-digit growth rate—slowed a bit in the recent past owing to the US and eurozone economic difficulties—has also changed the way it looks at its foreign relations. Against India, despite a 1993 agreement of Peace and Tranquillity with underlying notion of eventually converting the line of actual control (LAC)— with minor adjustments—as demarcated borders between the two countries; China’s recent verbal outpourings and unilateral actions, especially with reference to Arunachal Pradesh, have shown palpitating aggressiveness. When combined with the unprecedented infrastructural build-up (civil and military) in Tibet, these create deep concerns in India as to China’s real future intentions against its self-proclaimed assertions of finding a just solution to the border problem.

And even though the Indian security advisory establishment continues to downplay/deflect the threat from China, rumours are fast gaining ground among at least some sections of the Indian security community, of a possible second ‘lesson’ from China—a la 1962 style—in not too distant a future. In the emerging security milieu in its neighbourhood and somewhat buoyed by its own impressive economic growth, India ‘The Elephant’ seems to have woken up from its slumber. But while it lumbers along on its slow pace of infrastructural development in and around Arunachal Pradesh in the Northeast, it is the IAF which has taken the lead in terms of creating the necessary capabilities in the area of its Eastern Air Command. The IAF which embarked on a mission more than a decade ago—to transform itself into a modern stateof-the-art and networked air force—has extended its buildup, including induction of top of the line Su-30 MKI aircraft in the Eastern sector as well. Exercise ‘Pralay’, which was conducted in February-March this year, and which drew a sharp PLAAF reaction, was perhaps a manifestation of its increasing operational preparedness in the Eastern sector. At this stage, it would be difficult to envisage as to how a future Sino-Indian border conflict—if it does take place—will play itself out. But the assumption that can be made with great certainty is the use of combat air power from both sides. However, in view of the massive ‘numbers’ advantage of the PLAAF, does it imply that the IAF cannot match its seemingly formidable opponent? The answer would be a definitive ‘No’. In spite of all-round advances made by the PLAAF, it has almost no combat experience. Also, its actual offensive capability in the Tibet region would be quite limited, given the very large distances to their launch bases in mainland China and the severe payload limitations of fighter operations from the high-altitude airfields in Tibet, which can only be partially offset by its flight refuelling aircraft capability. Geography therefore would play a critical and possibly a positive role in any Sino-Indian future conflict which must be factored in by the IAF. Given the strong Sun Tzu’s philosophy of “winning wars without actual fighting” and the PLAAF’s warfighting limitations discussed earlier, there is a possibility of the Chinese leadership using its huge arsenal of the conventional short-range ballistic and cruise missiles in large numbers in the opening phases of a border conflict, especially in counter-air role against the IAF airfields. The IAF would therefore have to create necessary active and passive defences to successfully counter the missile attacks. Once that is accomplished, the IAF should be in a strong position to achieve air dominance—in the air and on the ground—through relentless offensive operations. The Chinese Dragon may appear to be acquiring dinosaurian dimensions, but with the IAF spearheading the operations, there is great possibility of not only deterring but also effectively taming it in an actual conventional conflict. SP — Air Marshal (Retd) V.K. Bhatia Issue 12 • 2012 SP’S AVIATION 9

First

st Trip

Photographs: Dassault Aviation

nEUROn UCAV successfully completes maiden flight

EUROn, Europe’s unmanned combat air vehicle (UCAV) stealth technology demonstrator, has successfully completed its maiden flight from the Dassault Aviation’s flight test base in Istres, in collaboration with the flight test personnel of the French Defense Procurement Agency (DGA). The nEUROn was launched in 2005 by DGA and involves France, Italy, Sweden, Spain, Greece and Switzerland. It defines a future for the aeronautic excellence of Europe. With Dassault Aviation as prime contractor, the programme was designed to pool the skills and know-how of Alenia Aermacchi (Italy), Saab (Sweden), EADS-CASA (Spain), Hellenic Aerospace Industry (Greece), RUAG 10 SP’S AVIATION Issue 12 • 2012

(Switzerland) and Thales (France). With a length of 10 metres, a wingspan of 12.5 metres and an empty weight of five tonnes, the aircraft is powered by a Rolls-Royce Turbomeca “Adour” engine. The nEUROn will undergo tests in France until 2014, at which time it will be sent to Vidsel in Sweden for a series of operational trials. It will then go to the Perdasdefogu range (Italy) for further tests, and in particular, firing and stealth measurements. SP E-mail your comments to: letters@spsaviation.net www.spsaviation.net

TecKnow

Gen Engine

The SABRE engine is capable of operating as a jet engine and a rocket engine, powering aircraft at up to five times the speed of sound

Photograph: Reaction Engines Limited

eaction Engines Ltd, a UK-based company, has been successful in its series of tests of the key component for its new engine, the synergistic air-breathing rocket engine (SABRE) that will enable aircraft to fly anywhere on the earth in less than four hours, or directly into space and back to deliver satellites and other cargo. The SABRE engine is capable of operating as a jet engine and a rocket engine, powering aircraft at up to five times the speed of sound within the atmosphere or directly into the earth’s orbit at 25 times the speed of sound. Its groundbreaking technology—an air pre-cooler—is designed to cool continuously the incoming airstream from over 1,0000 Celsius to minus 1500 Celsius in less than 1/100th of a second (six times faster than the blink of an eye), effectively doubling the current technical limits of jet engine speeds. The tests, undertaken at the Reaction Engines’ facility in Oxfordshire, integrated the ground-breaking flight-weight pre-cooler technology with a jet engine and a novel helium

cooling loop, demonstrating the crucial new technologies in the SABRE engine. This marks another major advance towards the creation of vehicles like Skylon—a revolutionary reusable space vehicle that will be powered by SABRE engines, designed primarily to transport satellites and other cargo into space. David Willetts, Minister for Universities and Science, has said: “The engine being developed by the Reaction Engines is a potential game-changer in terms of space technology. This successful testing validates the assessment made of the engine concept by the UK Space Agency back in 2010 and is yet another example of the UK’s world-class space industry. It would be a fantastic achievement if we could one day use this homegrown technology for our own commercial space launches.” SP E-mail your comments to: letters@spsaviation.net Issue 12 • 2012 SP’S AVIATION 11

SP’s Exclusive Acquisition

On the Anvil IAF to receive CBU-105 next month

 By SP’s Special Correspondent

Photographs: Textron Systems

hortly after appointing its new President and Managing Director in India, Inderjit Sial, Textron Inc. will through its subsidiary Textron Defense begin supplying the Indian Air Force with 512 CBU-105 sensor fused munitions next month. The intelligent air-deployed antiarmour weapon, currently in use in Iraq by the US Air Force (USAF), has already begun deliveries to the USAF programme office for the IAF. The two governments signed a $257.73 million (`1,289 crore) deal in 2010 following India’s interest in the weapon in September 2008. The weapon, which deploys independently guided sensor fused BLU-108 units, will be deployed from IAF Su-30MKI and Jaguar aircraft. The Indian Air Force was highly impressed with the weapon system during a demonstration in 2008 following data shared about the weapon system and its operational deployment in Iraq. Specific data about the accuracy of the weapon as well as its post-conflict “cleanliness” was found to be appealing to the IAF. The weapon will serve as an effective deterrent along its borders considering that it is capable of taking on whole columns of armoured vehicles and tanks with only a few passes even from high altitude. Depending on the operational experience, the IAF may order more CBU-105s. SP

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www.spsaviation.net

Civil Regional Aviation heading for bigger market: q400 nextgen by bombardier in flight

For a

Brighter Future Photograph: bombardier

Aircraft require airports and there cannot be meaningful progress in regional aviation unless the availability and standard of regional airports steadily improves.The Indian Government is seemingly preoccupied with large-scale scheduled commercial aviation. But there’s a need to look further afield.

By Group Captain (Retd) Joseph Noronha

Issue 12 • 2012 SP’S AVIATION 13

Civil Regional Aviation

good scope: A study by Embraer last year found that around 30 per cent of the flights from smaller cities in India depart with loads appropriate for a 70-seat aircraft and 47 per cent of the flights depart with loads appropriate for 90- to 110-seat planes

Photograph: Embraer

hen India’s airline industry began its remarkable growth spurt from 2003 onwards, the nation’s shoddy aviation infrastructure, which had somehow meandered along for decades, was found seriously wanting. Realising how bad the situation could become, the government eventually formulated a comprehensive plan to improve the existing airports and build new ones. There has indeed been much progress over the last decade especially in the metros and 35 major non-metro airports. The government and the Airports Authority of India (AAI) are justifiably proud of it. Lately, the airline market has slid into negative growth. From January to September 2012, it has attracted 438.4 lakh domestic passengers—0.9 per cent less than last year’s figure of 442.2 lakh over the same period. However, according to the Centre for Asia Pacific Aviation (CAPA), Indian commercial aviation is poised for big things over the decade and once again it is sadly underprepared. “It will not be long before India resumes sustained double-digit traffic growth and at many airports across the country capacity constraints will be encountered sooner rather than later. Since airport capacity cannot be created overnight, there is a need to adopt a proactive approach to airport development, identifying and preparing for potential constraints.” Well said, because the country’s aviation policy-makers hardly seem proactive about infrastructure. They appear 14 SP’S AVIATION Issue 12 • 2012

content to bask in the glow of traffic numbers, rather than taking a critical look at the inadequacies, especially of the smaller regional airports. For instance, the majority of runways in the country are unsuitable even for the airline industry’s mainstays—Airbus A320 and Boeing B737 narrowbody jets. Even those that can take regional turboprops like the 80-seat Bombardier Q400 NextGen and the 78-seat ATR 72-500 are few and far between considering the sheer size and population of the country. Yet, rues CAPA, AAI has no airport capacity plan beyond 2017. Metro Mania

India currently has 93 operational airports, including six run by private operators. In addition there are 28 civil enclaves at military stations. However, according to the Directorate General of Civil Aviation (DGCA), only 73 airports are currently connected by flights, down from last year’s tally of 82. Obviously it is the smaller regional airports that are always the first to lose air links, since aviation services are heavily biased in favour of major cities. The six metros account for no less than 70 per cent of domestic traffic and some, like Mumbai Airport, are fast approaching their limits. But besides the metros, much of the country is urbanising rapidly and by 2050, half its people are projected to be urban dwellers. Demands for air connectivity from rapidly growing cities are bound to mushroom. Can they be met? CAPA projects that total airport passenger traffic may www.spsaviation.net

Civil Regional Aviation triple from approximately 143 million in 2010-11 to 450 million by 2020-21, making India the third largest aviation market in the world, behind only the US and China. Over the same period, the scheduled airline fleet is expected to swell from 430 to 1,030 aircraft. According to AAI estimates, traffic from non-metro airports is growing twice as fast as that from the metros and may surge to 45 per cent of the total within just five years. These and other figures indicate that the current metro-centric distribution is unsustainable and traffic must be diverted to other places. The AAI has an ambitious agenda to operationalise 225 airports across the country by 2020, over a dozen being Greenfield airports. Hopefully it has taken into account the size of the catchment area and the potential for airlines to operate from there and will simultaneously address contentious airspace issues. These airports are in various stages of planning and development but many of them are mired in land-acquisition issues. Hence, runway lengths and other airport facilities may have to be kept to the bare minimum. The usual practice is to set up small functional airports first and promise to undertake necessary expansion at a later date. However, that date might never come. Take Mysore’s Mandkalli Airport. Defunct from the mid-1980s, it was reopened to scheduled services in 2010, but its runway was suitable only for ATR-72 class aircraft. The planned Phase-II, which would allow Airbus A320 and Boeing B737 airliners to use the extended runway, has been stalled due to land-acquisition hassles involving the realignment of NH-212. Airport projects in other regions are likely to be similarly constrained. Passenger demand from new and remote airports may also be insufficient to support narrow-body jets, at least to begin with. A study by Embraer last year found that around 30 per cent of the flights from smaller cities in India depart with loads appropriate for a 70-seat aircraft and 47 per cent of the flights depart with loads appropriate for 90 to 110-seat planes. Carriers with regional aspirations, therefore, need to have smaller aircraft, preferably turboprops like the ATR 42500 (50 seats), the ATR 72-500 (78 seats) or the Bombardier Q400 NextGen (80 seats). Aircraft with up to 80 seats are exempt from airport landing and parking charges and billed at reduced rates for navigation facilities. Those with take-off weight less than 40,000 kg pay just four per cent sales tax on aviation turbine fuel (ATF) across the country, whereas larger aircraft pay an average of 24 per cent. ATF accounts for about 50 per cent of an airline’s operating cost, so this is a big gain. In Search of Low-Cost Airports

The masses wish to travel by air, but they cannot afford high fares. That’s why low-cost flights dominate the country’s domestic market with close to 70 per cent market share. It is most likely that regional operations too will be highly price sensitive. Therefore, there’s need to create low-cost airport infrastructure across the country which regional carriers can use free or with low charges. However, since regional airports attract just one or two low-capacity commercial flights per day, they also need to generate high levels of nonaeronautical revenue to be economically viable. And they cannot compromise on safety and security. The AAI is looking for viable models to make dedicated low-cost airports—where full-service facilities could be downsized to provide minimum but adequate amenities to passen-

gers. Another possibility may be to create separate low-cost terminals at existing operational airports and offer differentiated costs to regional airlines and hence to travellers. A large number of institutional clearances are necessary for any new airport project and unless the state government is on board, the project is likely to flounder. State-level facilitation measures include multi-mode connectivity, provision of utilities and other services, besides adequate security. In fact, CAPA estimates that the investment required in ground transportation to/from airports could be almost as much as that invested in the airports themselves. Given the inescapable fixed costs and lower traffic, the financial viability of smaller airports is always somewhat doubtful. State governments need to extend financial support and incentives to the developers and airlines serving Tier-II and Tier-III cities; otherwise they are unlikely to take off. At present many governments seem content to milk the revenues that accrue from high sales tax on ATF. Would it not be better to forego present small amounts for much larger future gains? As the number of runways and airports rises, personnel requirements are bound to increase. For instance, aviation industry experts are already warning of an impending severe shortage of Air Traffic Control Officers. The training of these and other professionals takes time and needs to be stepped up in line with the expected high growth in civil aviation. Small and Steady

A requirement is also likely to emerge for small aircraft of 15-20 seats in order to pioneer new routes till the market matures. Religare’s Air Mantra and Deccan Shuttles have got the message. In July, Air Mantra commenced daily flights connecting Amritsar and Chandigarh, using two 17-seat Beechcraft 1900D turboprop aircraft. It plans to expand its network to other cities, including Jammu and Dharamshala. In August, Deccan Shuttles, owned by Captain G.R. Gopinath of Air Deccan fame, commenced nonscheduled intra-state flights in Gujarat using two nine-seat Cessna Grand Caravan 208B aircraft on the AhmedabadSurat-Bhavnagar and Ahmedabad-Kandla routes. It is likely to scale up to bigger aircraft of 18-19 seats and may start operating under a scheduled regional airline licence before long. This is where Mahindra Aerospace’s small turboprops like the 10-seat GippsAero GA 10 and 18-seat GA 18 may prove useful. Aircraft require airports and there cannot be meaningful progress in regional aviation unless the availability and standard of regional airports steadily improves. Till now, the Indian Government is seemingly preoccupied with largescale scheduled commercial aviation. But there’s a need to look further afield. Small regional aircraft use practically the same facilities as business aviation and general aviation aircraft—infrastructure built for one serves all three and so will not be wasted. There’s a simple recipe for the success of regional aviation: make more airports wherever there’s a clear economic reason to do so. The airports may take time to attract traffic. They may not be commercially viable to begin with. But they are the essential first step. And they cannot be built in a day. SP Issue 12 • 2012 SP’S AVIATION 15

Photographs: fotop.net & Gulfstream

c o v e r

s t o r y

Civil Business Aviation

Jet-setting in the

Middle Eas With inter-country investments on the rise, the demand for private jets also has risen. Understanding the importance of time and money, companies have started investing either in their own business jets or take help of charter operators who also abound in numbers in the Middle East. By R. Chandrakanth

16 SP’S AVIATION Issue 12 • 2012

www.spsaviation.net

Civil Business Aviation

tempting growth: gulfstream and various other business jet manufacturers have always been excited due to the growth and ease factor of business in the middle east

Geographically, the Middle East has about a dozen countries, while politically they may be non-elected governments, but economically they are all very strong. Though some countries are heavily dependent on export of oil and oil-related products (such as Saudi Arabia, the United Arab Emirates, Qatar, Iraq and Kuwait), others have a diverse economic base. The International Monetary Fund (IMF) has said that the Middle East economies will expand this year by 5.5 per cent, reflected from strong oil output, along with high spending on areas such as infrastructure, real estate, etc. In this macroeconomic background lies the growth of the aviation sector, more specifically the business aviation segment. The geographic nature of the region also gives scope for development of smaller airports, while one or two airports in each country act as international hubs. Therein lays the potential for growth of business aviation. The Middle East Business Aviation Association (MEBAA) itself has grown quite rapidly and has about 190 members as of date and is growing stronger. The founding Chairman of MEBAA, Ali Al Naqbi, has said that the business aviation market in the Middle East is now at a crucial stage in its development and is poised to reach an annual value of $1 billion (`5,000 crore) by 2018.

Key Drivers

Undoubtedly, oil production in the region has been major driver for various activities, including business aviation. Helicopters and private jets are in demand to keep the economy on an upward movement. While helicopters and private jets have become a business tool for the executives, the oil and infrastructure industry has spawned a number of high-net-worth individuals (HNWI) who own luxurious private jets. Another factor which has helped the aviation sector grow is the physical nature of the countries with vast tracts of land being desert areas, calling for quick air transport. The jet-setting Arabs move in their fourwheel drives; ATVs or private aircraft.

Issue 12 • 2012 SP’S AVIATION 17

Civil Business Aviation

larger jets: airbus has been one of the fast SELLING jets in the region

With inter-country investments on the rise, the demand for private jets also has risen. An executive can fly in a private jet out of Qatar to Abu Dhabi in the morning and in the afternoon he or she can fly to Dubai, before heading home in the night. Understanding the importance of time and money, companies have started investing either in their own business jets or take help of charter operators who also abound in numbers in the Middle East. In all, there are nearly 40 private jet operators who are members of MEBAA. There are several operators and charter providers based out of the region, providing business jet connectivity from and to the Middle East.

Photograph: AirBus

UAE leads in business aviation

United Arab Emirates (UAE) is home to a majority of operators, thanks to its location in the region and its proactive policies in encouraging the aviation sector, including business aviation. The creation of free zones has helped boost not just the general economy of the region but also of the aviation sector. Dubai Airport Free Zone (DAFZ) is one popular location for offices of business aviation. Giving further boost to business aviation in the Middle East is the location of the Al Bateen Executive Airport in Abu Dhabi. There are currently six local aviation companies listed at the airport. In 2011, 115 new operators used the airport and the General Manager of Al Bateen, Steve Jones expects the aircraft movement to increase by at least 10 per cent by the end of the year. “The GCC-based business aviation operators are still growing. Internationally, it’s all been slower because this area is still growing…and that’s what you call organic growth,” Jones said. 18 SP’S AVIATION Issue 12 • 2012

UAE has some of the best known jet operators not just in the region but elsewhere too. They include the likes of Abu Dhabi-based Royal Jet, Prestige Jet, Empire Aviation, Falcon Aviation Services, Gama Aviation, Al Jaber Aviation among others. Royal Jet spreads its wings wide

Royal Jet is an award-winning international luxury flight services provider headquartered in Abu Dhabi, the capital of UAE. It is jointly owned by Abu Dhabi Aviation and the Presidential Flight Authority (PFA), the royal flight service. Royal Jet is chaired by Sheikh Hamdan Bin Mubarak Al Nahyan, who also serves as a Minister in the UAE Federal Cabinet. Royal Jet has been voted the ‘World’s Leading Private Jet Service’ by the World Travel Awards for five consecutive years, four years as the ‘Middle East’s Leading Private Jet Charter’ operator at the Middle East Travel Awards, and ‘Business Aviation Operator of the Year’ at the Fourth Annual Aviation Business Awards. Royal Jet’s current fleet of aircraft includes six Boeing Business Jets (BBJ), which makes it the world’s single largest independent BBJ operator; two mid-range Gulfstream 300s; and a Lear Jet 60. The company’s core offerings are: luxury VIP aircraft charter, medical evacuation services, charter brokerage, fixed base operations (FBO), VIP Terminal at Abu Dhabi International Airport and aircraft management and acquisition consulting. Qatar catching up

Qatar, a region of the south-west Asia, has become one of the oil-rich Gulf states. It is witnessing renewed development in oil and other infrastructure and is becoming an important www.spsaviation.net

Photograph: Saudia Private Aviation

Civil Business Aviation

hub for business aviation. Qatar Executive (the business jet arm of Qatar Airways); Rizon Jet; Paramount Business Jets among others have been quite active in the region. Qatar Airways’ corporate jet division Qatar Executive was recently honoured with the Best Business Aviation Operator of the Year 2012 award by industry publication Aviation Business. Qatar Executive was recognised for its strong commitment towards offering a superior in-flight experience and achieving major accomplishments such as the recent new partnership with the North American fractional jet programme provider Flexjet and the appointment by Bombardier as an authorised service facility in the Middle East. The company today operates six wholly-owned all-Bombardier private jets—the youngest fleet of its kind in the Gulf. These include three Challenger 605s, two Global 5000s and a Global Express XRS. Qatar and UK-based business aviation services firm Rizon Jet, a subsidiary of Ghanim bin Saad Al-Saad & Sons Group Holdings (GSSG), has in Doha its own VIP terminal which comprises a private lounge, hangar and state-of-theart service facilities. Rizon Jet was founded in 2006 with its head office in Doha, Qatar and operational bases in Doha and London. It offers aircraft charter, management, maintenance services, aircraft handling and FBO facilities. Saudi Arabia rules the market

Saudi Arabia remains the main market for business aviation in the region and has close to 170 jets (UAE also has that many business jets, as per MEBAA). There is a huge demand for VIP travel in Saudi Arabia, besides business activities. With enormous potential in the region, Saudi Arabian Airlines launched in 2009 the Saudia Private Aviation. Af-

Hawker 400XP: Owned & operated by Saudia private aviation

ter an extensive market research, reviewing travel trends, travel aspirations, etc, the business jet operator was launched and there has been no looking back. Saudia Private Aviation offers a comprehensive range of non-scheduled flights to any destination within a very short notice. It has the most modern and state-of-the-art aircraft, providing uncompromising service to its elite passengers with a wide selection of meals, audio visual entertainment, etc. Bahrain comes up on the radar

As in UAE, Saudi Arabia and Qatar, there exists tremendous business aviation potential in Bahrain and the Kingdom offers business jet operators ease of doing business. It was for this reason that Switzerland-based Comlux chose Bahrain as its Middle Eastern base. Richard Gaona, the Chief Executive of the Zurich-based aviation services group, has said that the island state makes an ideal location to tap the lucrative Saudi Arabian market next door. Its legions of ultra-wealthy families regularly travel to Europe and North America, making it the biggest in the world for airliner-size business jet charter. Comlux runs its Bahrain subsidiary with Saudi partner MAZ Aviation and has two aircraft more or less permanently based in the country— an Airbus ACJ320 and its only Boeing, 767-200ER. With so much of activity, the region has its own problems. The grey market runs a parallel business jet industry. Owners of private jets illegally allow their aircraft to be used by third parties for payment, thus affecting registered operators. The MEBAA is seized of this, but it is difficult to rein in the offenders as they have enormous clout. SP Issue 12 • 2012 SP’S AVIATION 19

Business Aviation Interiors

Photograph: AIRBUS

coming to meba: according to airbus, middle east customers remain one of the most important markets for the widebody corporate jets

GETTING BETTER

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Business Aviation Interiors

Technical specifications are, of course, paramount, and OEMs have been wooing this segment with specialised offerings. But for the end-user, the inside experience, plush seating, space to meet and discuss, options for in-flight entertainment, food and beverages that are just a button away, also count.That is, the aircraft interiors. By Deepanjali Bhas

he business aviation market in India is soaring high. Convenience, longterm cost efficiency and status of chartering a business jet, has ensured its own special category in the last decade or so. Corporate charters enable anonymous travel and the ability to access multiple destinations for business meetings thereby saving time, enhancing productivity and saving on costs. While the reasons

could range from business related commitments such as board meetings, client-investor-site visits, urgent meetings or leisure including high-end holidays, weddings and pilgrimages, chartering a business jet is an experience that more and more highnet-worth individuals (HNI) in India are now availing. Technical specifications are, of course, paramount, and original equipment manufacturers (OEM) have been wooing this segment with specialised offerings. But for the end-user, a strapped-for-time businessman or senior executive, the inside experience, plush seating, space to meet and discuss, options for in-flight entertainment, food and beverages that are just a button away, also count. That is, the aircraft interiors. When the first of the Boeing Business Jet series, variants of Boeing aircraft for the corporate aviation market, was launched in 1996, it had luxurious interiors including a master bedroom, a washroom with shower, a conference, dining and living areas. This was a sign that the discerning corporate traveller had arrived and was being noticed. In recent years, though there has been much research on aviation technology, precious little information is available on passenger feedback about aircraft interiors. But there is no denying that the interior design is critical to the success of an aircraft for both sales and operations. According to a pilot from a leading business charter in India, aircraft interiors are important as they impact aesthetics, safety, weight of the aircraft and passenger comfort. Naturally, the cost of interiors per seat is higher in private jets. While weight penalty is no major issue in private aircraft, spending on aircraft interiors increases the cost of seat per kilometre. Good interiors attract passengers to airlines and are synonymous with the airline’s unique selling point (USP). Key Elements

If the key elements of aircraft interior design have to be summed up then it would be style, sophistication and comfort and this would be for all aircraft whether airliners or business jets. The passenger cabin is the largest part of the aircraft interior with passenger seats, communications systems and galley equipment. It is important to note that the interior design of an air Issue 12 • 2012 SP’S AVIATION 21

Photographs: Embrear & cessna

Business Aviation Interiors charter jet is quite different from an airliner or an exclusive privately-owned jet where the interiors can be customised to suit the requirements of the owner. For air charter jets, unique touches do not make business sense because to maximise revenues, the aircraft interiors must suit the taste and needs of the largest number of customers in a given region. Interior designers at the OEM level study the functionality and objective of the customers’ requirements and then customise interiors. Wing Commander George, Head, Flight Operations, Deccan Aviation, believes that the best interiors are those that use leather upholstery and neutral colours such as steel grey and dark brown as in the Hawker eight-seater aircraft. This aircraft also has sofas to enhance customer experience. International experts aver that beige is almost like an industry standard as it is regarded as pleasant and inoffensive, and helps create a spacious feel in the aircraft. While white is also another colour in that category, maintenance is difficult as it spoils easily. While business jets naturally strive to surpass commercial airliners in almost every way, durability is one area where high standards need to be shared. Hence operators do observe advances in materials being used in large passenger jets to see if they are feasible for business jets. According to Lenny Gray, General Manager, Ocean Sky’s aircraft interiors business, as quoted in an article, the high usage of charter aircraft means that wear and tear will inevitably become an issue in the end. Stone floors have been installed into one of their Bombardier Global Express aircraft for charter. He believes that not only will the effects of wear and tear be dramatically reduced by stone compared with carpet but adds that this particular innovation will be a strong point of appeal to charter customers. Although stone might be considered the ultimate in resilient materials, everything in the cabin up to two feet from the floor, whatever the material, should be very solid. All charter jets need to handle the regular impact of feet as passengers sit down, stretch their legs or walk around. At seating level and higher, the industry standard materials of ultra-suede and ultra-leather meet the requirements of comfort and durability, he notes. Aircraft interiors are a serious business globally and the annual Crystal Cabin Awards sponsored by industry majors and launched in 2007 in Hamburg, is the only international award for excellence in aircraft interior innovation. The awards aim at motivating companies and research facilities to develop new products and modern designs for aircraft cabin interiors. The focus is mostly on passenger aircraft but there are innovative concepts for charter aircraft as well. For instance, the winner of the 2012 Visionary Concepts award was a joint programme between Embraer and a consortium of Portuguese companies led by AlmaDesign. Known as Project Lighter, Integrated, Friendly and Eco-efficient Aircraft Cabin (LIFE), it was a concept for an innovative executive aircraft cabin focused on the use of natural and sustainable materials that combined stateof-the-art technology and materials such as leather and cork. It aimed at increasing productivity for the aircraft owner with an executive area and meeting space for business use and a leisure lounge for private use. Technology and the Discerning Customer

Industry experts believe that despite the concerns of business economics, chartering a business jet is a very personal experience and there should be scope for customisation to the needs of the individual. Deccan Aviation’s customers include top22 SP’S AVIATION Issue 12 • 2012

end business heads and Chief Ministers of state, for instance. George observes that though interiors are not often commented upon as passengers are more concerned with in-flight service, the interest in interiors is growing. Pilots affirm that passengers in business jets have always been demanding when it comes to their in-flight experience. And the role of technology is growing. While mobile phone usage is prohibited in-flight as per regulations promulgated by the Directorate General of Civil Aviation, customers are free to use the Internet facility. Internationally, technology has been a huge driver to enable customisation of the overall flight experience from cabin lighting to entertainment. Controllable, coloured LED lighting is becoming an almost universal part of business aviation especially in the larger jets. This ensures that while fixed elements such as seats and floors remain, passengers can decide to fly in a coloured ambience of their choice, warm orange or soft blue, for instance. Experts note that the future of business jet will see the entire cabin experience governed by a single controller through a docked iPhone, iPad or similar device. Operators are assessing how easily existing aircraft can be retrofitted to allow integration of the CMS with personal devices. As the Indian market matures, technology can be expected to drive the future of aircraft interiors. Even as business aviation operators face regulatory issues in India, there is optimism as around $12 billion (`60,000 crore) of new business aircraft sales is expected in India by 2020. There has been some action on the interiors’ front too this year, as Air Works India Engineering Pvt Ltd, India’s leading third party MRO, unveiled a prototype of a mid-size business jet’s interiors at the India Aviation 2012 created by renowned automobile designer Dilip Chhabria. Luxe It Is…

Wealthy jet-set travellers usually desire a personal stamp on their own aircraft. In the last few years, aircraft and helicopter companies in developed countries have entered into design collaboration with prominent fashion houses like Hermès and Versace. For instance, in 2008, the house of Hermès, a renowned fashion brand, entered into a partnership with Eurocopter to create the Helicopter by Hermès, an EC135 helicopter with calf leather upholstered seats and banquette. BMW group DesignworksUSA also forayed into aircraft design the same year, unveiling initial design concepts for a 787 VIP Business Jet with an ultra-luxury interior. This comes complete with white leather lounge chairs, a full bar, burgundy accent pillows, artwork, luxury bedroom accommodation and glass areas on the floor for passengers to observe their vehicles parked below in the garage. And some customers sure have it better than others. Here’s concluding with two examples of aircraft interiors from the super-rich: • Prince Alwaleed Bin Talal of Saudi Arabia (2008), the first individual to place a firm order for an Airbus double-decker A380 (price tag: approximately $300 million (`1,500 crore), the largest commercial airplane in the world. The interior design costs at least $200 million (`1,000 crore) and took two years to complete. • Donald Trump’s luxe 727-23 includes seats with 24-carat-gold seatbelt buckles, Waterford crystal lamps and oil paintings. Clearly, there is immense scope for business aviation aircraft interiors. SP www.spsaviation.net

Military Interview

Mission accomplishment with improved safety would be a certainty

Photograph: Indian air Force

Air Marshal A.P. Garud, Director General, Inspection & Safety, Indian Air Force in a conversation with Air Marshal (Retd) V.K. Bhatia, Senior Editor, SP’s Aviation, focused on the key result areas to improve the overall operational capabilities and flight safety record of the IAF SP’s Aviation (SP’s): The Indian Air Force (IAF) has come a long way in improving its accident rates. However, more needs to be done to cover many more milestones. What is the present accident rate of IAF? Please explain what further steps are being taken to improve the accident statistics? Director General, Inspection and Safety (DG (IS)): The Indian Air Force is one of the largest air forces in the world. We operate under extreme variations of topography and climate. Also, the IAF has varied aircraft inventory. In spite of these challenging factors, the IAF has been able to contain the accident rate at 0.14 per cent during the current financial year. In order to reduce accident rate, the year 2011-12 was declared as the “Year of Maintenance and Consolidation” with a focus to enhance aircraft and system serviceability. To consolidate gains from such initiative, year 2012-13 has also been brought under this novel scheme. In addition, joint quality audits have been carried out for numerous fleets and recommendations of these are under implementation. Safety audits of MiG Operational Flying Training Squadrons and en-

hancement of training standards of young pilots are other measures adopted to improve overall aerospace safety. SP’s: In the past, technical defects and human error have been the major causes of accidents in the IAF. What initiatives have been taken to address these issues? DG (IS): Technical defects and human error are being addressed in the right earnest. For technical defects, accident/ incident trend analysis and flagging of fleet specific issues is being undertaken regularly to initiate remedial measures. Also, close interaction with the Indian as well as foreign original equipment manufacturers (OEMs)/overhaul agencies is continuously undertaken for accident investigations. This also facilitates identification of shortcomings in manufacturing of spares and product support that affect aerospace safety. With regard to the reduction of human error, increased and mandatory use of simulators by aircrew to practise procedures, develop skills and handling emergencies is being ensured. Additionally, operators are educated on fleet specific issues through compendiums on accidents. Last, but Issue 12 • 2012 SP’S AVIATION 23

Military Interview not the least, flight safety capsules have been mandatorily introduced for all ab initio officers and air warriors to develop an appreciation of aerospace safety.

The IAF is in the process of procuring avian radars to minimise birdstrikes

SP’s: In the past, absence of proper advanced jet trainer (AJT) has been considered to be a major cause of accidents, especially, amongst the younger pilots. How has the gap between basic and advanced training being bridged? Has this changed the flight safety scenario as anticipated? Please explain. DG (IS): A major factor leading to accidents in the IAF was inadequate pre-commissioning training flying as well as lack of desired progression from basic to intermediate to advanced flying. Grounding of HPT-32 trainer aircraft, limited hours on Kiran aircraft and inordinate delay in induction of intermediate jet trainer only compounded the problem. However, with the induction of sufficient number of advanced jet trainer (Hawks) aircraft and fast track procurement of the basic trainer aircraft (Pilatus PC-7 MKII), most of these problems have been addressed and regular Stage-I training is expected to commence by July 2013. Hence, Hawks and Pilatus put together will mostly ensure adequate flying hours and desired progression.

SP’s: Bird hit has been another factor which contributed considerably to the IAF’s accident rates in the past. Could you explain as to what measures have been taken by the IAF to reduce this menace? What are the latest trends in this regard? DG (IS): In the past, bird hits have undoubtedly resulted in accidents. The IAF has initiated many measures towards reduction of bird hits. The Ornithology Cell (OC) of Directorate of Aerospace Safety (DAS) studies bird habitats on airfields and surrounding areas and then develops modules for control of bird hazards. Services of Centre for Cellular and Molecular Biology, Hyderabad, are utilised for identification of species, through DNA bar coding technology. The OC is a participative member of the National Bird Control Committee. The IAF is also in the process of procuring avian radars for bird detection and monitoring systems to minimise birdstrikes. There have been no accidents owing to bird hits since July 2009. SP’s: It is understood that the IAF is embarking upon a project to recreate real-life aircraft accidents and make films on accident investigations a part of new flight safety initiative. Could you comment on this and explain what impact it would have on the IAF’s flight safety record? DG (IS): The Chief of the Air Staff has directed that short films on aircraft accidents/incidents covering important causative factors be made to enhance aerospace safety awareness. This new initiative is bound to improve aerospace safety awareness and reduce potential errors. SP’s: Mirage 2000 has a highly impressive flight safety record since induction in the 1980s. However, there were two Category-I accidents in quick succession recently. Have the problems been identified and addressed? Are 24 SP’S AVIATION Issue 12 • 2012

there any restrictions imposed or have the Mirages been cleared for full-fledged operations? DG (IS): The causes of the accidents were different in the two Mirage aircraft crashes. This has been deduced after defect investigation by the foreign OEM. Necessary corrective actions have been implemented. The aircraft are being cleared for unrestricted operations in a phased manner.

SP’s: A large number of IAF combat and transport aircraft fleets are undergoing midlife upgrades to improve their operational capabilities. Will these upgrades have a positive impact on their flight safety records? Please explain. DG (IS): Yes, it is true that a large number of aircraft are undergoing midlife upgrades. These upgrades are for enhancing operations through better avionics, improved handling and enhanced system reliability including the engines. These upgrades are also aimed at improving “situational awareness” of aircrew. Thus, mission accomplishment with improved safety would be a certainty. SP’s: The DG (IS) branch at Air HQ is directly responsible to carry out periodic inspections of all units/stations of the IAF. What is the focus area during these visits and what measures are being taken to improve these further? DG (IS): Teams from the Directorate of Air Staff Inspection (DASI), Aircrew Examining Board (AEB) and the Directorate of Aerospace Safety (DAS) regularly visit field units to evaluate existing operational environment and formulate corrective measures which need to be undertaken to enhance aerospace safety. These teams have carried out more than 500 visits during the last one year. The focus of these visits is towards judging operational effectiveness and skill levels of field stations. Also, specific tasks towards identification of potential hazard areas and promotion of aerospace safety awareness to ensure improved involvement of ‘Support Services’ are undertaken during such visits. SP’s: What are the key result areas of DG (IS) to improve the overall operational capabilities and flight safety record of the IAF? How are these being achieved? DG (IS): To enhance awareness of aerospace safety amongst air warriors and identify issues affecting aerospace safety, I have visited 20 Air Force stations, attended five Command Aerospace Safety Council Meetings and visited HAL facilities at Bengaluru during the past 10 months. The aspects that have been stressed for compliance are, firstly enhancing knowledge, skills and abilities to eliminate accidents; secondly, identification of hazards through proactive involvement and thirdly, effective risk management. Also, emphasis is given to properly analyse previous accidents and learn how not to repeat the same mistakes. Further, thorough knowledge of existing orders, effective use of online knowledge management portal and regular audits for assessing compliance to correct practices are some of the important areas which have been re-stressed. SP www.spsaviation.net

INDISPENSABLE

since 1965

visit: www.spsmilitaryyearbook.com

INDUSTRY ROLLS-ROYCE

Cornerstone of

Growth John Gay, Rolls-Royce’s Senior Vice President South Asia-Defence

Commenting on the IAF’s selection of the European MRTT as the preferred option for its futuristic flight refuelling aircraft programme, Gay was hopeful that the IAF would select as its power plants the Rolls-Royce Trent 772B engines

ndia continues to be the cornerstone of RollsRoyce global business,” emphasised John Gay, RollsRoyce’s Senior Vice President South Asia-Defence at the press conference in New Delhi on November 22. The conference was organised to introduce Jane Terry, Director Communications-Defence, who had flown in from RollsRoyce Plc’ Bristol headquarters in the UK to visit India for the first time, and Nick Britton, External Communications Manager-Defence, who has been assigned to undertake communications responsibilities in India. During the informal tête-à-tête, John Gay retraced the historic ties by reiterating how Rolls-Royce has been a strategic partner to India’s armed forces since 1933, powering a large inventory of military aircraft which have been part of the Indian Air Force (IAF) fleets. The good-old Tiger Moth was powered by the Havilland Gipsy piston engine, which in the 1960s became part of Rolls-Royce Limited. In more recent times, the Jaguar has flown with the Adour Mk811 since 1981. The Adour Mk871, since 2008, has been powering the new Hawk advanced jet trainer and these aircraft are being used to train the next-generation Indian pilots. An order for additional 57 Hawks was signed last year, 17 of which will be used by the Indian Navy. Other Rolls-Royce engines in service with the Indian armed forces include the Viper, Dart, Pegasus, Adour, Model 250 and Gnome H1400 on aircraft like the Kiran, Avro748, Sea Harrier, Jaguar, Britten Norman Islander and the Sea King helicopter. The AE 3007 engines power the Embraer Legacy jets with the IAF and the Border Security Force (BSF), specified for VVIPs and surveillance duties. The latest entrant in IAF inventory is the C-130J Hercules transport aircraft powered by RollsRoyce AE 2100 engines. He was upbeat on IAF pursuing to add six more C-130Js to form a full-fledged squadron at Hindon airbase stating it would further deepen the Rolls-Royce’s engagement with the IAF in the arena of turboprop engines. Gay also spoke about the MissionCare agreements in place for the AE2100 and AE3007 engines, and said that the company’s service solutions are now extending beyond propulsion system into engine capability provision and platform management. Answering a question with regard to MissionCare agreements, John Gay explained that in a traditional relationship, the operator flies and if something breaks, we repair it for them. But in case of MissionCare, it is a contract for avail-

26 SP’S AVIATION Issue 12 • 2012

ability. Rolls-Royce provides the contractual route to maintenance. It offers a number of benefits. It allows the operator to focus on what they are doing, i.e. just flying their aircraft. It suits the operators’ requirements. It gives them advantages as an operator and deliver mission requirements and does not compromise on the delivery of service. The aim is to complement the operator. “It puts us closer to the operations and supports customers in keeping their machines in service,” he said. The C-130J’s case is a shining example of this agreement with the IAF’s Super Hercules squadron enjoying the best serviceability status among its transport fleets. Speaking on the Indo-Rolls-Royce cooperation front, Gay mentioned that a major milestone achievement has been the construction of a new manufacturing facility in Bengaluru to produce components for the Rolls-Royce Trent family of civil aero engines. The state-of-the-art facility is owned by the International Aerospace Manufacturing Private Limited (IAMPL), a joint venture between Rolls-Royce and HAL, formed in 2010. IAMPL has been established to incorporate the latest RollsRoyce manufacturing techniques and it is being developed as a Centre of Excellence with worldwide use of its products. In India, Rolls-Royce Trent 700 engines power Airbus A330 aircraft for Jet Airways, operating on their long-haul sector. Blue Dart operates dedicated cargo services with RB211-powered B757 aircraft. In the domestic sector, there are more than 120 V2500-powered Airbus A320 family of aircraft with Kingfisher Airlines, IndiGo and Air India. Additional V2500 engines are on order. Commenting on the IAF’s selection of the European MRTT as the preferred option for its futuristic flight refuelling aircraft (FRA) programme, Gay was hopeful that the IAF would select as its power plants the Rolls-Royce Trent 772B engines. While discussing the Avro HS-748 replacement programme, Gay was of the opinion that the IAF should also look at the C-27J which was already blazing a trail of success in its class of medium-tactical airlifters. Describing it as a smaller sibling of the bigger C-130J (already in IAF’s service), he highlighted how the two aircraft complemented each other in cargo handling capabilities (both configured to carry same-sized pallets). Not only that, both aircraft have the same AE2100 engines power plants (two in C-27J vs. four in C-130J) to offer a win-win situation as far as spares and maintenance support was concerned. SP —Air Marshal (Retd) V.K. Bhatia www.spsaviation.net

Snapshots 2012

2012 a

Photographs: 1. Dassault Aviation, 2. IAF 3. Sp guide pubns & Anoop Kamath

r o u nd - u p

New Year is around the corner. It’s time we look back at the happenings around the year – achievements, acquisitions, partnerships, deals, diplomatic endeavours. Besides being the sole official media partner of Defexpo 2012, SP Guide Publications organised two seminars – “Streamlining Defence Procurement Procedure” and “Digitisation of Battlefield”. 3

1. o n January 31, 2012, the indian government announced that the Dassault Rafale has won the mmrca competition and has been selected for exclusive negotiations.

The skies are not expected to clear anytime soon and 2012 could prove to be equally challenging. — Ajit Singh, Civil Aviation Minister, During India Aviation 2012

2. t he Indian air force celebrated 80th anniversary on october 8, 2012. the CHIEF OF THE AIR STAFF Air Chief Marshal N.A.K. Browne inspects a guard of honour during the Air Force Day parade at Air Force Station Hindon. 3. a ir india’s 787 dreamliner landed in new delhi on september 8, 2012. the aircraft was also showcased at the india aviation 2012, which took place in march in hyderabad.

Issue 12 • 2012 SP’S AVIATION 27

Snapshots 2012 1

1. s p guide publications cmd and editorin-chief jayant baranwal with defence minister a.k. antony at sp guide publications booth at the defexpo India 2012 in march 2012, New delhi.

Photographs: 1-4: Sp guide pubns & 5. pilatus

2. Jayant baranwal welcoming the minister of state for defence dr m.m. pallam raju to the sp guide publications booth at the defexpo. 3. jayant baranwal with manish tewari, MP and member, parliamentary standing committee on defence, at the day-long conference organised by sp guide publications with the observer research foundation in new delhi on may 2, 2012. 4. jayant baranwal with navin jindal at the day-long conference. 5. i ndian government signed for 75 PC-7 MKII turboprop aircraft from swiss firm pilatus in a deal worth $523 million (`2,600 crore).

28 SP’S AVIATION Issue 12 • 2012

www.spsaviation.net

Snapshots 2012 1 1. i n yet another accomplishment IAF’s c-130J super hercules touched down at air force station in car nicobar on may 28, 2012. group captain tejbir singh, commanding officer, with his crew at car nicobar airbase. 2. a ir chief marshal n.A.K. browne after a sortie in the rafale aircraft at st. dizier airbase in france. with him are commandant kubiak thierry, commander of the rafale squadron, and general jean paul palomÉros, chief of staff of the french air force. 3. u s secretary of defense leon panetta met his counterpart a.k. antony during his visit to the capital in june 2012. 4. a ir commodore sanjay nimesh, air attachÉ, indian embassy, washington at the major join ceremony of india’s first c-17 globemaster III in boeing’s facility in california.

Photographs: 1-2: Indian Air Force 3. PiB 4. SPSC 5. DRDO

5. t he iaf got the delivery of first of the three embraer 145 AEW&C aircraft in august this year. IAF chief inspects the first indigenous AEW&C system in bengaluru.

Issue 12 • 2012 SP’S AVIATION 29

Snapshots 2012 1

Photographs: 1. PiB 2. SP Guide Pubns 3. SPSC 4. USAF 5. Airbus Military

5 1. A.K. Antony with general liang guanglie, state councillor and minister of national defence of the people’s republic of china, who was on a official visit to india in september 2012. 2. J ayant baranwal with civil aviation minister ajit singh at the fifth assocham international conference on civil aviation in september 2012. 3. b oeing’s AH-64D apache block III emerged as the winner of the IAF’s attack helicopter competition. 4. t he US-built boeing CH-47F Chinook won the indian heavy-lift chopper competition. 5. a 330 MRTT: EADS/AIrbus military emerges as the front-runner for the IAF’s tender for six new generation flight refuelling aircraft.

30 SP’S AVIATION Issue 12 • 2012

www.spsaviation.net

Hall of Fame

he UniteD States has been the world’s undisputed leader in aviation and aerospace technology for a century. And yet there was a time when it woefully lagged behind Europe. Modern aviation ostensibly began on November 21, 1783, with the first untethered lighter-than-air flight by two Frenchmen in a Montgolfier hot air balloon, but America remained practically free of human flight for another half a century. That changed when John Wise began ballooning in 1835. Over his 44-year career, he made 463 ascents mainly for scientific purposes. John Wise was born on February 24, 1808, in Lancaster, Pennsylvania. The young John was adventurous and inquisitive. Fascinated by the immense possibilities aviation offered, he began to conduct experiments on his own. He may not have endeared himself to animal rights activists because, according to legend, he dropped his cat from the local church steeple. The animal, secured to a homemade parachute, thankfully emerged unscathed from the flight trial. In 1835, Wise fashioned his first human-carrying balloon, using his own money. It was a homemade affair: a muslin sheet coated with a mixture of birdlime suspended in linseed oil to make the sheet impermeable. It rose up gradually and descended safely. But on his second flight on America’s Independence Day, as he attempted to open the valve on the top of the balloon, he lost control. The balloon burst, bringing him back to earth with a bump, but without injury. More adventures followed. In October 1835, he fell out from the balloon car and was rendered unconscious while the balloon drifted away. In May 1836, while he was emptying cargo from the balloon’s car, the gas exploded, burning him severely. On another occasion he alighted in a river and had to be rescued from drowning. His many near misses got him thinking. In 1838, he developed a balloon that if deflated aloft would collapse to form a parachute (the bottom half folding upwards into the top to form the classic parachute shape). The idea had been proposed before, but Wise was the first

to build a working version. And just in time. On a flight on August 11, 1838, in bad weather, his balloon suddenly punctured at 13,000 feet. It descended like a parachute and hit the earth. Although Wise was thrown from the car, he survived unscathed.

John Wise (1808-1879)

Although most of John Wise’s aviation endeavours came to naught, he deserves full marks for effort. His motive was neither commercial nor to impress the public. Instead, he was driven by pure science.That is why his ascents were remarkable for his attention to detail, the intelligent observations and the ultimate scientific value. A keen proponent of balloon transportation, Wise planned to cross the Atlantic in 1843. However, the US Congress refused to provide the $15,000 he needed. During the Mexican War, he devised an elaborate plan to take the city of Vera Cruz, by constructing a huge gas balloon, attaching it to a eight-kilometrelong cable and flying the craft over the city’s fortress in order to drop 18,000 pounds of explosives on it. This too was

rejected. However, during the American Civil War, Wise successfully made an ascent over Arlington where he noted the presence of Confederate forces and supposedly fired the first hostile shot from an airborne device in history. Each ascent gave Wise a chance to investigate the atmosphere, pneumatics and hydrostatics. He developed the parachute ripcord safety mechanism. He was the first to postulate the existence of “a great river of air which always blows from west to east” in the higher regions of the atmosphere. Today this is called the jet stream. He attempted the first airmail flight in the US from Lafayette to Crawfordsville in Indiana state. On August 17, 1859, he went aloft in a balloon named Jupiter carrying 123 letters and 23 circulars. However, after covering just 40 kilometres, he was forced to land for lack of buoyancy. The mail was unceremoniously put on a train to New York City and was delivered safely to the addressees. And a second attempt a month later fared even worse. After flying nearly 1,280 kilometres, a storm caused a crash, and the mail was unrecoverable. Indeed, it was not until 1911 that the first genuine airmail flight in the US occurred when three letters were carried a few kilometres in California—by aeroplane. On September 28, 1879, John Wise was in a balloon with a passenger George Burr on a flight near Lake Michigan. There were high winds and they were last seen drifting north-eastward towards the lake. Burr’s body was washed ashore a few days later, but no trace of Wise was ever found. Although most of John Wise’s aviation endeavours came to naught, he deserves full marks for effort. His motive was neither commercial nor to impress the public. Instead, he was driven by pure science. That is why his ascents were remarkable for his attention to detail, the intelligent observations and the ultimate scientific value. He always displayed coolness and courage in difficult circumstances and that earned him the respect of everyone. He is deservingly called the Father of American Aeronautics. SP —Group Captain (Retd) Joseph Noronha, Goa Issue 12 • 2012 SP’S AVIATION 31

Digest

news

BY SP’s Special Correspondent DRDO conducts trials of Akashdeep aerostat

The DRDO has successfully tested its Akashdeep medium-sized aerostat system, indigenously designed and built by the Aerial Delivery Research and Development Establishment (ADRDE), Agra, at the IIT Kanpur airstrip. The indigenously developed components on the high endurance surveillance system–the IAF requires more than 20–includes high performance PU coated nylon fabrics, aerostat balloon, electro-optical tether, electro-hydraulic control system, smart-active pressure control system, helium gas management system and other systems. According to DRDO, “The prime objective of trials at IIT, Kanpur, to demonstrate endurance of the system constantly for five days at an altitude of one km without helium top-up. The other objectives were improvising of integration methodologies to reduce time, testing of the new balloon, inflation using improved and modified aerostat inflation safety net assembly and validation of dynamic stability data through instrumentation.” HAL gets new strategic electronics facility The Hindustan Aeronautics Ltd (HAL) now has a new strategic electronics factory at Kasaragod in Kerala. The new facility which will build avionics and electronics, will serve as a supply unit for systems going into upgrade programmes for the Su-30MKI and Jaguar for starters. HAL Chairman R.K. Tyagi said, “The new facility will eventually lead to self-sustained independent Division on getting the production and maintenance work for the avionics of medium multi-role combat aircraft (MMRCA), Mirage 2000 upgrade programmes

and software defined radios. The new factory will bring prosperity to the region and will help the company take a big leap in aerospace equipment manufacturing. God’s own country is now HAL’s another home.” The facility was inaugurated by Defence Minister A.K. Antony. HAL begins moving on LCA Mk.2 build

In what is expected to be a monumental exercise to meet the IAF's requirements for a high performance fighter jet that surpasses the hurdles met by the LCA Tejas, HAL has begun work to build a mock-up of the LCA Mk.2 aircraft. Last week, HAL floated requirements for metal and alloy equipment that will begin feeding into the build process that will result in a first full-scale model of the Tejas Mk.2, which will be longer and higher than the original Tejas. To be powered by the General Electric F414-GE-INS6 jet engine, the Mk.2 is likely to require major airframe modifications at the aft and intakes, apart from minor modifications elsewhere—there is no saying how long this will take just yet. HAL and ADA are confident that they will be able to overcome the major delays and slippages experienced on the first Tejas programme. The IAF intends for now to order 83 Mk.2 fighters. While European firm EADS is providing technical and testing consultancies on the IAF and Navy versions of the Tejas Mk.1, the Mk.2 project is seeing ADA and HAL go it alone for now, though discussions may come up shortly for a possible consultancy, sources say. The Tejas Mk.1 is expected to achieve initial operational clearance 2 sometime next year, followed by final operational clearances in 2014.

32 SP’S AVIATION Issue 12 • 2012

IJT behind schedule, HAL enters brainstorming mode HAL’s intermediate jet trainer, HJT-36 Sitara, is behind schedule—a fact acknowledged recently by Chief of the Air Staff Air Chief Marshal N.A.K. Browne who said progress has been slow. The HJT-36 should have been in service by now—in fact in June this year—but has slipped all deadlines. HAL organised a brainstorming session on November 10 to take stock of the project status and chart out a roadmap to get it back on track. According to HAL sources, “An interactive and brainstorming session was organised with Chairman R.K. Tyagi, under the leadership of T. Suvarna Raju, Director (Design & Development) to review the progress of IJT project. All officers working on IJT project in various design groups, shops and support departments participated in this session. The initiative was intended at total involvement of officers associated with the project for clear understanding of the issues and drawing out action plans to overcome the issues with milestones and ensure success of the project. HAL's Chairman Tyagi said at the meeting that it was imperative that “we are on the right path for the completion of the project in terms of quality, time, commitments, etc.” LUH Main Coupling Jig commissioned With the bottom structure assembly of HAL's light utility helicopter (LUH) ready, the structural coupling jig of LUH is also ready and was commissioned on November 24 at HAL Bengaluru. According to HAL, “The jig has been designed by HAL using 3D CAD data and fabricated by Tata Automation Ltd, Pune. All the subassemblies are being assembled separately which are then assembled together on the coupling jig to realise the LUH structure. This concept has reduced the cycle time for structural build up considerably.” With the 197 RSH helicopter competition hanging in balance—and a decision yet to

be taken on opening the bids— HAL is under great pressure to make good time by developing the LUH quickly to service a requirement for 184 helicopters. So far, HAL has only displayed a full-scale mock-up of the chopper and is in the process of building the first prototype. Upgraded Jaguar Darin III jet makes maiden flight

On November 28, HAL carried out the first flight of the upgraded Darin III version of the Jaguar deep penetration strike aircraft at Bengaluru. The upgraded Darin III sports an all new avionics/ sensor suite. “This is a significant moment for HAL as the upgrade will result in major operational improvement with regard to all-weather air-to-ground, air-to-sea and air-to-air capabilities through incorporation of multi-mode radar,” said HAL Chairman R.K. Tyagi. According to HAL, the Darin III upgrade, with re-engining and change over to higher capacity alternators (the latter two are still under process) can make Jaguar one of the most potent aircraft in the arsenal of IAF with an extended life span. The upgrade has been conducted by HAL's Mission and Combat System Research and Design Centre. The upgraded Darin III incorporates brand new stateof-the-art avionics architecture including mission computer, engine and flight instrument system, solid state digital video recording system, solid state flight data recorder and additional functions in inertial global positioning system, autopilot, radar and radar warning receiver. For complete versions log on to: www.spsaviation.net & www.spsmai.com www.spsaviation.net

Digest

news

Military Asia-Pacific Capabilities in cyberspace In a written reply in the Lok Sabha, Defence Minister A.K. Antony stated that appropriate steps for capability building to counter emerging threats in cyberspace are in place. A Cyber Security Policy 2008 issued by the Ministry of Defence is under implementation, which interalia includes continuous awareness campaign, audit of networks, strengthening of cyber security activities and maintaining of air gaps. Cyber security issues are also coordinated by the National Security Council Secretariat (NSCS) at the national level.

Americas X-37B: Secrets of the US military spaceplane X-37B orbital test vehicle looks like a plane is launched on a rocket, has a cargo bay and uses some of the same technology as the shuttle, such as thermal shielding to protect it during re-entry, it is smaller and unmanned. It is designed to stay in orbit for months on end and can automatically land back on earth. Perhaps more crucially, the Boeing-designed plane is operated by the US Air Force and its mission is a closelyheld secret. The first X-37B was launched in 2010 and its role could be anything from an anti-satellite weapon to so-called “on demand reconnaissance”, meaning a spy satellite that can be placed over any country in the world. US Air Force sticking to plans to buy 1,763 F-35 Jets The US Air Force has affirmed its plans to buy 1,763 F-35 fighter jets built by Lockheed Martin Corporation in coming years, as Lockheed and the government neared agreement on a multi-billion dollar contract for a fifth batch of planes. Air Force Secretary Michael Donley told an investor conference that the service remained committed to the F-35 joint strike fighter, which alone accounts for 15 per cent of

QuickRoundUp

NextGen Aviation Engineers in the Making

AgustaWestland

oneywell recently organised an inter-school flying competition at the Air Force Bal Bharati School (AFBBS), New Delhi, wherein students from three different schools flew model aircraft put together using aero modelling kits supplied by Honeywell. The contest held on Novemeber 29 was to achieve maximum endurance indoor flight and Air Force Golden Jubilee Institute (AFGJI) became the winner of the 2012 Aero Club flying competition. Welcoming Honeywell for the initiative, chief guest Air Marshal J.N. Burma, Air Officer-in-Charge Administration, Indian Air Force, who retired a day later on November 30, after 40 years of service in the IAF, lamented, “If there was Honeywell to support us in our school days, I would also have built an aircraft.” He said that such initiatives benefit the aerospace sector by developing a passion for flying amongst the children, thereby laying the foundation for a new generation of pilots and engineers with the knowledge and enthusiasm for a career in aviation. The event was also attended by Jim Bujold, President, Honeywell Inc. India and Pritam Bhavnani, President, Honeywell Aerospace India. It may be mentioned that Aero Club is an extension of Honeywell Hometown Solutions’ science and math education initiative, a series of programmes created to inspire the next generation of innovators by improving science, technology, engineering and math (STEM) education around the world. The programme organised by Honeywell is designed to increase participation, interest and understanding in aviation while educating the next generation of India’s aerospace engineers and pilots. The initiave started at the Air Force Bal Bharati School has now been extended to two more Air Force schools— The Air Force School (TAFS) and Air Force Golden Jubilee Institute (AFGJI). Aero Club is giving students the opportunity to learn aviation fundamentals from the Honeywell Field Service Engineers who also help them build and fly their aircraft models. At present, 132 students from AFBBS, TAFS and AFGJI (IX to XI standard) are enrolled in the Aero Club programme sponsored by Honeywell. Pritam Bhavnani, says, “Initiatives such as these of Aero Club are key to fostering engineering talent of the future that hopefully one day will be part of our team at Honeywell.” •

the service's annual investment spending and had no plans to revise its projected purchase of 1,763 of the new radar-evading jets. He said it was not feasible to consider cutting orders or making other major changes to the $396 billion F-35 programme, which has already been restructured three times in recent years to allow more time for technology development and to save money.

Lockheed Martin delivers three F-35Bs to the US On November 21, three Lockheed Martin F-35B short takeoff/vertical landing (STOVL) aircraft were officially delivered to the US Marine Corps during ceremonies at Marine Corps Air Station Yuma, Arizona. The three jets are assigned to Marine Fighter Attack Squadron 121 residing with the host Marine Aircraft Group 13.

• AgustaWestland has announced that the third prototype of the new generation 4.5-tonne light intermediate AW169 helicopter has recently completed its maiden flight successfully at Cascina Costa in Italy. During its 35 minutes flight, the aircraft performed as expected with an assessment of the helicopter’s general handling and basic systems. A fourth prototype is scheduled to fly in early 2013. Airbus Military • Airbus Military has formally delivered the fifth and final new generation A330 multi-role tanker transport (MRTT) ordered by the Royal Australian Air Force (RAAF). The handing over of the aircraft, the world’s most advanced air-to-air tanker marks a major milestone for the A330 MRTT programme. Designated the KC-30A by the RAAF, it was converted from an Airbus A330 commercial passenger jet by Qantas Defence Services in Brisbane. BAE Systems • BAE Systems has received a series of contract modifications, worth more than $60 million, from the US Air Force Space Command to continue supporting large radar and telescope systems that are used for missile warning and space surveillance missions. Boeing • Boeing has been awarded a $178.5 million cost-plus-incentive fee contract for Engineering and Manufacturing Development (EMD) Phase-1 of the B61-12 Tailkit Assembly. This contract also includes a priced option for (EMD) Phase-2 and price goals for the production phase. Work is expected to be completed by October 2015. Bombardier • Bombardier has announced the largest business aircraft sale in its history. VistaJet, a world-leading luxury aviation company and exclusive operator of Bombardier business aircraft, has signed a deal for up to 142 Global business jets which includes firm orders for 56 Global jets and options for a further 86 Global jets at a 2012 US list price value of more

Issue 12 • 2012 SP’S AVIATION 33

Digest

news

Show Calendar 10–11 December Aviation Security Summit Hyatt Regency Crystal City, Arlington, Virginia, USA http://events.aaae.org/sites/ 121202/index.cfm 11–13 December Middle East Business Aviation (MEBA) Al Maktoum International Airport, Dubai, UAE www.meba.aero 12–14 December China Aviation industry Summit InterContinental Shanghai Pudong Hotel, Shanghai, China www.aviation-summit.com/ about.asp?id=324 6–10 January, 2013 AAAE AVIATION ISSUES CONFERENCE Fairmont Kea Lani Hotel, Maui, Hawaii http://events.aaae.org/sites/ 130101/index.cfm 22–23 January, 2013 AIRCRAFT INTERIORS MIDDLE EAST Dubai World Trade Center, Dubai, UAE http://www.aime.aero 22–24 January, 2013 Airborne Early Warning and Battle Management Espaces CAP 15, Paris, France www.airborneearlywarning.com 29–31 January, 2013 International Military Helicopter 2013 Pestana Chelsea Bridge, London, UK www.militaryhelicopterevent.com 6–10 February, 2013 Aero India 2013 Air Force Station Yelahanka, Bengaluru, India http://aeroindia.in

First X-47B UCAS catapult launch The X-47B demonstrator has successfully completed its inaugural land-based catapult launch November 29, marking the start of a new era for naval aviation. The Navy’s first-ever steam catapult launch of the pilotless

BAOA takes MIAL before AERA Appellate Tribunal

he Airports Economic Regulatory Authority (AERA) Appellate Tribunal has stayed the unilateral and exorbitant penal parking charges imposed by the Mumbai International Airport Private Limited (MIAL) for general aviation aircraft in Mumbai. The stay order came following an application filed by the Business Aircraft Operators Association (BAOA) against MIAL. This is the first ever application before the Appellate Tribunal invoking its original jurisdiction. The disputes arose as MIAL unilaterally decided to levy and impose exorbitant parking charges since July 1, 2012, without seeking any approval and sanction from the regulator, the AERA. BAOA filed a detailed representation challenging the MIAL imposition on August 1, 2012, following which, various meetings and discussions were held between the regulator and BAOA. But as MIAL still continued to levy the penal parking charges, BAOA filed an application before the Appellate Tribunal and sought urgent interim reliefs. After hearing the parties, the Appellate Tribunal directed the parties to maintain status quo on the parking charges and directed MIAL to charge as per the Airports Authority of India charges for general aviation aircraft in Mumbai Airport. The next hearing is on scheduled on January 4, 2013. “This has come as a big relief for general aviation which is already struggling in these tough economic conditions,” says Rohit Kapur, President of BAOA. He however refused to make any further comments as the matter is sub judice. •

X-47B ensures the vehicle can structurally handle the rigours of the unique and stringent aircraft-carrier environment. After the groundbased catapult verification and final flight software validation, it was embarked on USS Harry S. Truman for its initial sea trials.

Civil Aviation Asia-Pacific Embraer Phenom 300 Type Certificate validated lidated by CAAC Jets Phenom 300 Type Certificate e Boeing 787 Dreamliner. The engine has accumulated more than 18,000 flight hours and more than 3,400 cycles China (CAAC) today at the ninth China International Aviation and Aerospace Exhibition (Airshow China 2012) in Zhuhai, Guangdong Province. The light Phenom 300 accommodates up to 11 occupants. With a range of 1,971 nm (3,650 km) and with NBAA IFR fuel reserves and six occupants, the jet affords non-stop flights such as from Beijing to Manila; from Los Angeles to Or-

34 SP’S AVIATION Issue 12 • 2012

lando; and from London to Narsarsuaq (Greenland).

Americas Gulfstream begins delivering G280 aircraft to customers On November 14, Gulfstream Aerospace Corporation announced that it had delivered its first super mid-sized G280 aircraft. The fully outfitted business jet went to a US-based manufacturer with a worldwide presence spanning 190 countries. The best-in-class G280 aircraft earned type certificates from the US Federal Aviation Administration and the Civil Aviation Authority of Israel on August 30. The G280, a joint effort between Gulfstream and Israel Aerospace Industries, offers the most comfortable cabin and the longest range at the fastest speed in its class.

Industry Asia-Pacific Boeing-COMAC Centre's first biofuel project A newly formed technology centre created by Boeing and

QuickRoundUp than $7.8 billion if all options are exercised. The value of the firm order is approximately $3.1 billion at 2012 list prices. The firm order comprises 25 Global 5000, 25 Global 6000 and six Global 8000 jets. Deliveries of these aircraft will begin in 2014. FADEC International • FADEC International (a BAE Systems and Sagem jointly-owned venture) has established a joint venture with GE to develop, produce and support the full-authority digital electronic control (FADEC) for aircraft engines and related specialised technologies. General Electric • General Electric has been awarded a $197.5 million modification to a previously awarded firm-fixed-price contract (N00019-11-C-0045) to exercise an option for the procurement of 52 Lot 17 F414-GE-400 install engines and devices for the F/A-18E/F aircraft. Work is expected to be completed in March 2015. Israel • The Israel Missile Defense Organisation and the US Missile Defense Agency completed the first phase of the development of the David Sling Weapon System (DSWS) by conducting a successful interception test. This test included for the first time a successful interception by the Stunner Missile of the DSWS. The test was conducted by Rafael Advanced Defense Systems at a test range in the southern part of Israel. Kongsberg • Kongsberg has unveiled the first completed fuselage for the new joint strike missile (JSM), developed by them for F-35. The JSM is derived from the naval strike missile, also developed by Kongsberg, which is already operational with the Royal Norwegian Navy. The new missile, the JSM, offers superior capabilities against well defended naval targets and is capable of being carried internally on the F-35. Lockheed Martin • Lockheed Martin has delivered the fifth of 15 HC-130Js to the US Air Force’s Air Combat Command. The HC-130J replaces the www.spsaviation.net

Digest

news

Appointments Indian Air Force With effect from December 1, 2012, the following changes have taken place in the top hierarchy of the Indian Air Force (IAF):

• Air Marshal R.K. Sharma took over as Air Officer Commanding-in-Chief, Eastern Air Command (AOC-in-C, EAC) on supersession of his predecessor Air Marshal S. Varthaman. • Air Marshal S. Sukumar took over the post of Deputy Chief of Air Staff (DCAS) vacated by Air Marshal R.K. Sharma. • Air Marshal N. Verma took over as the Air Officer Administration (AOA) at Air HQ on retirement of Air Marshal J.N. Burma, the longest serving AOA in the history of the IAF.

Elbit Systems Elbit Systems Ltd has appointed Edgar Maimon as General Manager of Elbit Systems Electronic Warfare and Signals Intelligence-Elisra Division (Elisra). Northrop Grumman Northrop Grumman Corporation has appointed Sunil Navale, Vice President, Business Management, for the company's Space Systems business area. Northrop Grumman Corporation has appointed Chris Yamada as Vice President of its Aerospace Products organisation. Textron Textron Inc. has appointed Ellen Lord as President and CEO of its Textron Systems segment. Bell Helicopter Bell Helicopter, a Textron Inc. company, has announced the addition of Chris Jaran as Managing Director in China. In this role, Jaran is responsible for all marketing and sales activities within China as Bell Helicopter continues to expand its presence in the Asia-Pacific region. Gulfstream Gulfstream Aerospace Corporation has named aerospace industry veteran Mike West as Vice President, Product Support Sales and New Business Development. Boeing Boeing has named Joseph Song as Vice President and Managing Director for its defence, space and security business in the Republic of Korea. Boeing has appointed Ashmita Sethi as Communications Director for India. Mitsubishi Mitsubishi Aircraft Corporation has announced that current President Hideo Egawa will take up the positions of Chairman and Chief Executive Officer. Teruaki Kawai (currently, Senior Executive Vice President) succeeds Egawa as new President and Chief Operating Officer. Commercial Aircraft Corporation of China (COMAC) has announced that Hangzhou Energy Engineering and Technology Corporation Ltd will conduct the centre's first research project.

Americas Rockwell Collins wins Boeing 737 MAX contract Rockwell Collins has been selected by Boeing to provide

its large-format flight displays as standard equipment on the 737 MAX flight deck. The multi-year agreement leverages Rockwell Collins’ flight display technology from the Boeing 787 Dreamliner. Currently, there are more than 900 orders for the 737 MAX. The new flight deck includes four configurable 15.1 inch landscape LCD displays that will increase situational awareness and efficiency.

Embraer Legacy 500 makes “Flawless” first flight

QuickRoundUp HC-130P/N as the only dedicated fixed-wing personnel recovery platform in the Air Force inventory. Its mission is to rapidly deploy to conduct recovery operations to include airdrop, air-land, helicopter air-to-air refuelling, and forward area ground refuelling missions.

A new generation of business jets was ushered in on November 27 when Embraer’s mid-size Legacy 500 made a successful first flight, marking the beginning of its flight test programme. Deliveries of the first aircraft are expected to begin in 2014. The Legacy 500 breaks through the traditional mid-size jet envelope to offer something that has never been done before. The Legacy 500 is the first mid-size business jet incorporating a fly-by-wire control system and full sixfoot, stand-up cabin with a flat floor.

Europe US helicopter contract remains: Rosoboronexport Russia's state arms export corporation Rosoboronexport insisted that it had not received any formal notification from the US regarding cancellation of a contract for delivery of Russian military helicopters to Afghanistan. This follows a vote in the Senate to ban Rosoboronexport from any further US Government contracts, in response to Russia continuing to supply weapons to the Assad regime in Syria.

Space Asia-Pacific Spacecom and IAI sign agreement On November 12, Israel Aerospace Industries (IAI) President and CEO, Joseph Weiss, and Spacecom CEO, David Pollack, signed an agreement for the design, production, preparation for launch and operation of the Amos-6 satellite. The deal's worth is estimated at $195 million. •

NASA • NASA's Dryden Flight Research Center and General Atomics Aeronautical Systems, Inc have partnered in a collaborative agreement to allow for the development and flight testing of a new command and control satellite link capabilities on a Predator B unmanned aircraft system. Dutch Royal air Force • During the NIDV symposium in Rotterdam, Fokker Services and partners Terma B.V., Airborne International, and Verebus signed a memorandum of understanding with the goal of offering an efficient and cost-effective solution for the provision of maintenance for the Dutch Royal Air Force Cougar fleet. NHIndustries • NHIndustries has announced the delivery of the second NH90 NFH (Nato Frigate Helicopter) helicopter to the Norwegian armed forces. The delivery ceremony took place at AgustaWestland’s Tessera facility where it was assembled. Northrop Grumman • Northrop Grumman Systems Corporation has been awarded a $148.3 million contract for the Enhanced Polar System Control and planning segment, which will provide extremely high frequency protected satellite communications capability to forces operating in the North Polar Region. Raytheon • Raytheon Company has received a contract valued in excess of $600 million to deliver a command, control, communications, computers and intelligence (C4I) system to the Kingdom of Saudi Arabia. The contract is a direct commercial sale by the Saudi Ministry of Defence and will provide a national, strategic C4I system, providing capabilities for joint service coordination.

Issue 12 • 2012 SP’S AVIATION 35

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Missed Opportunity

Photograph: Cgwic

n November 27, 2012, the Chinese Government-run Great Wall Industry Corporation (GWIC) in partnership with SupremeSat, a private company in Sri Lanka, is reported to have launched the nation’s first satellite from the Xichang Satellite Launch Centre in Sichuan province of China. In fact the space vehicle launched is a Thales-built commercial geostationary communication satellite, originally called Apstar-7B with 24 C band and 23 Ku band high power beams. It was renamed as ChinaSat-12 or Zhongxing-12 and part of the satellite’s communications payload has been leased to Sri Lanka and the satellite cobranded as SupremeSat I. The SupremeSat I is meant to bring remote areas of the island under television coverage. The Sri Lankan company has entered into an agreement with GWIC for launching additional satellites in the series as also to establish with Chinese assistance, a $320 million (`1,600 crore) project, involving the construction of a Space Academy in Sri Lanka. Officially, the Government of Sri Lanka was not involved with the launch of SupremeSat I beyond according in-principle approval and moral support. However, Rohitha Rajapaksa, the youngest son of the Sri Lankan President, is believed to have business links with SupremeSat and has played a key role in the project. China’s satellite programme has, in recent years, been expanding its reach to countries including Pakistan, Nigeria, Bolivia and Venezuela. This is driven largely by commercial considerations other than in respect of Pakistan. But China’s assistance to Sri Lanka in the regime of space technology should not be seen only as a commercial venture but as a manifestation of the growing strategic and economic ties between the two nations. Although relations between China and Sri Lanka predates the colonial era, the seeds of friendship in the recent times between the two were sowed when in 1950, the former recognised the People’s Republic of China. Thereafter, the two nations entered into trade agreements leading to grant of most-favoured nation status mutually in the 1980s. China supported the Sri Lankan Government in the three-decade civil war against Tamil insurgency beginning in the mid-1970s, during the period when India was sympathetic to the Tamil secessionist groups. China supplied weapons, ammunition and other military equipment to the Sri Lankan Government to defeat the Tamil Tigers. Since the end of the ethnic conflict on the island in May 2009, China has been helping Sri Lanka economically and playing a major role in its post-war reconstruction programme. Today, China has become the largest donor, lender

36 SP’S AVIATION Issue 12 • 2012

Collaboration between China and Sri Lanka in space technology should be viewed in the context of national security and ought to be a matter of serious concern for India and investor in Sri Lanka and has undertaken several major infrastructure projects including construction of sea ports, airports, expressways, thermal power plants, railways and irrigation infrastructure, altogether valued at over $6 billion (`30,000 crore). As reported, currently, there are about 16,000 engineers and other personnel from China deployed in Sri Lanka in the different projects. As a result of Sri Lanka’s dependence on China during the civil war, the relationship between the two nations has rapidly expanded beyond the economic assistance into the domain of strategic and defence cooperation including modernisation of military training. In all likelihood, the relationship is set to strengthen and expand further in the years ahead. Although China has stated that the ties with Sri Lanka are aimed at maintaining regional stability and are not targeted at any other nation, the developments should logically be of concern not only for India but also for its new strategic partner, the US. The Obama Administration is crafting new paradigms for engagement by the US in Asia, an exercise that has the potential for a conflict with China. While some strategic analysts see ominous portents in the growing proximity between China and Sri Lanka especially with regard to cooperation in space technology, there is no formal reaction by the Indian establishment. Perhaps a communication satellite weighing just a few thousand kilograms sitting at 36,000 km above the surface of the earth is much too insignificant to warrant an official response. Despite the fact that all efforts are being made by the Indian Government to keep relations with China on an even keel, one cannot wish away the fact that China and India are destined to be economic and strategic rivals in perpetuity and that the relationship between the two is likely to remain fragile and uncertain. Not only is the launch of SupremeSat I a case of missed opportunity for the Indian space fraternity, collaboration between China and Sri Lanka in space technology should be viewed in the context of national security and ought to be a matter of serious concern for the Indian establishment. The nation cannot afford to be indifferent to this development. SP — Air Marshal (Retd) B.K. Pandey www.spsaviation.net

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Kenya Airways is flying the 900th Embraer E-Jet

our first E-Jet connected a few cities. our 900th is connecting an entire continent.

In the eight years since the first airplane entered revenue service, Embraer E-Jets have been making it easier for people to go where they want, when they want. And now with the delivery of our 900th E-Jet, making connections has never been easier. Especially in places like Africa. Thanks, in part, to its fleet of E-Jets, Kenya Airways is working to link Nairobi with every capital city on the continent next year. E-Jets. Get connected in your part of the world.

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900 E-JEts. 63 AirlinEs. 43 CountriEs.