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Issue 1 • 2012
12 A contract for 22 attack helicopters will be awarded to Boeing for the already selected AH-64D Block III Apache Longbow assault helicopters.
first
5
Debut Flight
Cover Story
TecKnow
Civil
9
Regional Aviation Fight over Slots
Military
16 Market Outlook Bright & Exciting 18 Fighters Better than the Best 21 Transport Filling the Gap 23 UAVs Developments & Nuances 25 C-17 A Strong Workhorse 28 Engines Bullish on Jaguar 32 Indo-Pak War 1971 Victory Revisited
Looking Forward to 2012 India’s defence spending is expected to grow, providing opportunities for indigenous as well as traditional global arms suppliers
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4 7
A Word from Editor NewsWithViews – Agni-V to be Launched by March end – Monster Aircraft for AirLaunching Big Space Rockets
JANUARY • 2012
35
REGIONAL AVATION: ROUTE NETWORK ADVANCED FIGHTER AIRCRAFT IAF'S TRANSPORT FLEET C-17: A STRONG WORKHORSE HONEYWELL IN INDIA
2012
36 40
starts withaBang! $1.2 billion and counting....
SP's Aviation Cover 01-12_final.indd 1
30 T-Hawk ‘T-Hawk does not require a
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Interview
PAGE 12
10/01/12 5:56 PM
Cover Photo: MICA missile on Mirage. MBDA has been contracted with $1.2 billion order of MICA for IAF Mirage upgrades.This brings in a wave of optimism towards finalisation of some of the mega deals in India. Image By: MBDA
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Interview with Pritam Bhavnani, Honeywell Aerospace India
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Workhorse. High achiever. Lifeline. It’s in our power.™ When the mission matters, with lives in the balance, it’s mission-ready. Has been for over 20 years. The C-17 Globemaster III. Delivering relief supplies, evacuations, airdrops and other humanitarian roles–it’s all in a day’s work. And we’re proud that our dependable F117 engines have supplied the power for every mission. Learn more at www.pw.utc.com. Military Engines
A Word from Editor
As the IAF’s C-17s begin to fly their operational missions, perhaps across the globe, they are likely to encounter many other ‘Globemasters’ sporting flags and insignias of many friendly air forces worldwide
I
n his recent New Year ‘message’, the Chief of the Air Staff, Air Chief Marshal N.A.K. Browne while praising the men and women in blue stated, “Over the past one year, the IAF has taken confident strides on the path of transforming itself into a multi-spectrum force.” He was obviously referring to some big ticket acquisitions such as the AWACS and C-130J Super Hercules ‘special operations’ aircraft during the year 2011. But if 2011proved to be an eventful year for the IAF, will 2012 prove be even more exciting? The New Year could very well start on a high note, if the powers that be declare, as expected, the ultimate winner of the IAF’s decade-long competition for its high-voltage MMRCA programme by the end of January. The declaration could greatly facilitate signing of the contract before the end of the current financial year ending March 31. Close on the heels of the MMRCA deal, two major follow on contracts are waiting to be signed in the current year, namely, acquisition of six more C-130J Super Hercules aircraft and two additional AWACS aircraft to augment IAF’s “eyes in the sky” capability. Given the growing state of the Indian economy and resulting security concerns and regional/global responsibilities to ensure peace and stability, India’s defence spending can be expected to expand correspondingly. According to the Government of India’s Thirteenth Finance Commission Report, India is expected to spend $80-100 billion over the next four to five years for the Indian armed forces. The IAF being a capital-intensive service is likely to get a lion’s share of the ‘capital expenditure’ for its ambitious and wellplanned modernisation/force accretion programmes. A major step has been taken by the IAF to increase its strategic/tactical airlift capabilities by signing the deal for 10 C-17 Globemaster III airlifters from the US Boeing Company through the FMS route, with an option for six more at a later date. To be inducted during 2013-14, the “Strong Workhorses” C-17s will give tremendous boost to the IAF’s strategic reach capabilities. This would also give a great fillip to the IAF’s interoperability factor because as its C-17s begin to fly their operational missions, perhaps across the globe, they are likely to encounter many other ‘Globemasters’ sporting flags and insignias of friendly air forces worldwide.
4 SP’S AVIATION Issue 1 • 2012
Honeywell’s large footprint in India was revealed more than adequately during a recent tête-à-tête with its country head, Pritam Bhavnani. During the informal discussion, it was also revealed that with the company’s offer of the F125IN, Honeywell is more than hopeful to help the IAF realise its dream of powering its ‘strike’ workhorse—the Jaguar fleet—with more powerful engines. The tussle between airlines and MoCA over route networking is a continual process. An article on route networking throws light on the procedure followed by the DGCA and the BCAS in the allotment of slots to the airlines. This issue also carries the concluding part of the article published last month to commemorate the 40th anniversary of the Indo-Pak War of 1971, bringing out details of the air operations which clinched the ‘Blitzkrieg’ victory for India. All this and much more; SP’s Aviation team once again wishes its esteemed readers an exciting, bountiful and a glorious 2012. Jai Hind!
Jayant Baranwal
Publisher & Editor-in-Chief www.spsaviation.net
First
F
Debut F l i g h t
Photograph: Agusta Westland
T
he first prototype of the AgustaWestland AW189 twin engine eight-tonne class helicopter has successfully completed its maiden flight. The aircraft was launched at the Paris Air Show earlier this year and the first prototype made its maiden flight ahead of schedule. AgustaWestland aims to achieve civil certification for the AW189 in 2013 and to start deliveries in early 2014. The AW189 was flown by AgustaWestland Chief Test Pilot Giuseppe Lo Coco at the company’s Cascina Costa plant in Italy. It performed as expected during the flight which included an assessment of the helicopter’s general handling and basic systems. The first prototype will be used for avionics system testing and certification of offshore equipment options, while the second prototype, set to fly in 2012, will be dedicated to a load survey programme. The all-new AW189 was launched in response to the growing market demand for a versatile, affordable, multirole helicopter in the eight-tonne class and has rapidly found success in the marketplace. A number of sales have
AgustaWestland prototype AW189 has completed its maiden flight
already been secured from leading operators serving the offshore oil and gas markets, including Bristow Helicopters, Bel Air, and Weststar Aviation Services. Set to enter service in early 2014, the twin engine AW189 helicopter is optimised for long-range offshore transport and search and rescue (SAR) missions. The spacious cabin seats 16 passengers in the standard configuration with the option of a high density 18 seat layout or an ultra long-range 12 seat configuration. In the SAR role, the 11.2-metre cube cabin can accommodate a mission console, stretchers and seating for the crew and survivors. The AW189 will also benefit from the extensive and expanding AgustaWestland worldwide support network already serving the offshore oil and gas industry. A range of simulator and training devices will progressively be made available to serve the worldwide AW189 customer base. SP E-mail your comments to: letters@spsaviation.net Issue 1 • 2012 SP’S AVIATION 5
TecKnow
T
Virtual FITTING tech
Lufthansa Technik plans to fit the first complete cabin interior using a Virtual Fitcheck in two years
ufthansa Technik AG has developed a new method for significantly shortening the “Fitcheck” and has filed a patent application for significant elements of it. The “Virtual Fitcheck” will revolutionise today’s normal practice, under which the various elements of the cabin installation have to be trial-fitted in the real aircraft in a time-consuming process. The new procedure, developed under a project due in 2013, funded by the Federal Ministry of Education and Research (BMBF) and implemented through the excellence cluster for the aerospace region of Hamburg, is based on virtual three-dimensional modelling of the airframe, cabin and systems. Thus, most of the components can be designed and checked prior to the start of production, so that they fit into the customer aircraft straightaway without a test fitting. Not only is the complete 3D model (“digital mock-up”) tested on the computer, virtual reality is used during the Virtual Fitcheck as well. For this purpose, the designers enter
a 12-square metre glass cube known as the cave automatic virtual environment (CAVE). With the aid of special glasses and infrared cameras on the ceiling, the system creates a faithful three-dimensional reproduction of the cabin in which the technicians can move freely. As all the data generated is mapped faithfully on a 1:1 basis, any problem areas can be identified more easily and investigated more closely than on the workstation. All the data gained through CAVE flows automatically into production, so that inaccuracies or errors can be avoided even before the elements of the cabin are built in the workshops. In the medium-term, Lufthansa Technik plans to fit the first complete cabin interior using a Virtual Fitcheck in two years. In the long-term, the findings from the project could be used in other parts of Lufthansa Technik as well. SP
Photograph: Lufthansa Technik
L
6 SP’S AVIATION Issue 1 • 2012
E-mail your comments to: letters@spsaviation.net www.spsaviation.net
NewsWithViews
Agni-V to be launched by March end
The proposed launch of India’s Agni-V missile by March end, has ruffled feathers among Chinese policy makers with Communist Party organ, the People’s Daily, saying that the move reflects India’s “intention of seeking regional balance of power”. It quoted Indian officials and scientists describing Agni-V missile as a “killer” for a “certain country” without mentioning which country. However, it made no mention of China’s massive missile build-up and development of air strike capabilities including the recent launch of an aircraft carrier. “It is the Indian goal to continue to strengthen the military and possess a military clout that matches its status as a major power,” the party mouthpiece said.
VIEWS
Photograph: DRDO
A
gni-V is a 50-tonne, 17.5-metre-tall, three-stage solid-fuel intercontinental ballistic missile developed by the Indian Defence Research and Development Organisation (DRDO), at a programme cost of over `2,500 crore. An upgraded version of the Agni-III, the canister-launch Agni-V missile system is specially tailored for road mobility providing it the capability for speedy deployment. With a range of over 5,000 km, the weapon system will incorporate the latest cutting edge technologies involving ring laser gyroscope and accelerometer for navigation and terminal guidance. After the agreement with Russia inked during the Indian Prime Minister’s visit to Russia in the recent past on access to precision signals from the Russian GLONASS satellite system, the Agni-V could perform with devastating near pinpoint accuracy. In due course, the AgniV will also have the capability to carry multiple independently targetable re-entry vehicles (MIRV). This payload will be able to deliver up to 10 nuclear warheads in a single launch assigned to different widely separated tar gets. Alternatively, two or more warheads can be assigned to a single target. The MIRV payload capability is a feature currently under development. There is also the potential to develop a submarine-launched version if the situation so demands in the future. The Agni-V system is being developed to provide a powerful deterrent through a credible second strike capability. After development and pre-induction trials completed in 2010, the 3,500-km Agni-III was inducted into the Indian armed forces. The 700 km Agni-I medium-range and the 2,000 km plus Agni-II intermediate range ballistic missile (IRBM) systems that have been operationalised earlier on, are essentially to take out targets in Pakistan. The Agni-III and Agni-V with much longer range are China-centric. The Agni-V has the range to hit targets with nuclear weapons in most parts of China if launched from the North-eastern parts of the country. However, in order that the whole of China with its enor-
mous strategic depth is brought within strike range of missiles launched from any part of India, there would be a requirement to develop a system with a range of 7,500 km or higher. The Indian missile programme was initiated not in response to any specific threat from any country, but was related more to India’s status as an emerging regional power, both economically and militarily. However, over the years, China has built up a massive nuclear arsenal with missiles such as the 11,200 km Dong Feng-31A capable of hitting any part of India even when launched from deep inside C hinese Territory. Besides, China has a variety of long- and mediumrange missiles deployed in Tibet and the Xinjiang province. With the escalating threat from China on India’s Eastern border and the growing nexus with Pakistan in the West, and the confrontation over oil exploration in the South China Sea, it was high time for India to sit up and take notice of the ominous clouds looming over the horizon. The Agni-V project that was shelved some time ago was therefore revived and after a series of postponements, the project was finally put on fast track when in 2011, A.K. Antony, Minister of Defence, exhorted the scientists at DRDO to “demonstrate the 5,000-km missile capability at the earliest”. It is understandable that the news of the launch of Agni-V proposed in March 2012 with the background of the massive expenditure in the modernisation of its armed forces and partnership with the US, could be misconstrued as a manifestation of India’s strategic ambitions and an insidious move to encircle China in collusion with the US. This perception could be a cause for concern for the not-so-friendly neighbour in the North. However, despite its range, accuracy and nuclear weapon delivery capability, given India’s firm “no first use” policy, the Agni-V will only serve as a deterrent and hence would not truly constitute a threat that India’s neighbours’, large or small, need worry about. SP —Air Marshal (Retd) B.K. Pandey Issue 1 • 2012 SP’S AVIATION 7
NewsWithViews
Monster aircraft for air-launching big space rockets
On December 13, 2011, Paul G. Allen, the billionaire co-founder of Microsoft, disclosed at a press conference in Seattle that he was entering the rocket business with a concept seldom used till now: a plane that can take off the conventional way and then at 30,000 ft, launch a rocket to orbit, carrying with it satellites, supplies and eventually, even people. “One has a certain number of dreams in one’s life to fulfill,” said Allen, an avid philanthropist who has also financed efforts like a radio telescope listening for alien transmissions. “… and this is a dream that I am very excited about,” he enthused.
VIEWS
Photograph: StratoLaunch
M
uch before the US space shuttle ‘Atlantis’ touch down at the Kennedy Space Center on July 21, 2011, which officially culminated the National Aeronautics and Space Administration (NASA) space shuttle programme, a substantial number of private players started developing alternative means—often with ‘out of the box’ thinking’—to keep the US in the forefront of global efforts for space exploration. Billionaire Allen’s endeavour to realise his extraordinary dream is yet another step in that direction; but with a difference. Paul G. Allen’s newly founded company StratoLaunch Systems will build an airplane that will be larger and heavier than the ‘Spruce Goose’, Howard Hughes’s record-setting flying boat that flew, just once, in 1947. With a wingspan that will stretch 385 ft—bigger than a football field—it will dwarf Airbus A380, a doubledecker giant, which is the biggest commercial passenger in operational service today. It will incredibly weigh over 540 tonnes including the fully-fuelled launch vehicle. The aircraft will be powered by six 46,000—66,500 lb thrust-range jet engines that are planned to be sourced from Boeing 747-400 series engines. Other components, including the flight deck and landing gear, will also come from the 400-series, giving it a range of 2,200 km (1,200 nm) on air launch missions. A Falcon 9-derivative two-stage liquid-fuelled air-launched winged vehicle will be developed by SpaceX. The launch vehicle will have a mass of approximately 220 tonnes and will have the goal of inserting a 6,100 kg (13,000 lb) payload into low earth orbit. So, what is the big deal? Actually, the phenomena known as ‘air launch to orbit’ is nothing new and has been successfully deployed earlier, such as by the ‘Pegasus’ air launch system with as many as 40 launches till date (35 successful). But the difference lies in the size and therefore the ability to put into low earth orbit (LEO) big-sized payloads to meet the present-day operational requirements while maintaining all the advantages of air launch 8 SP’S AVIATION Issue 1 • 2012
over launches from costly and static ground stations. The main advantage of the air launch provider is the inherent flexibility. Air launch to orbit offers the potential for aircraft-like operations such as launch on demand and is also less subject to launch-constraining weather. This allows the mother aircraft to fly in adverse weather conditions as well as fly to better launch points. The other advantages include reduced scheduling constraints, minimum launch site requirements and reduced range and safety concerns, but more importantly, the highly desirable equatorial launch capability, which increases performance and is a requirement for some mission orbits. Another big advantage of air launching is the considerable reduction in the amount of propellant. This is because the carrier aircraft is able to lift the rocket to altitude much more efficiently with the use of turbojet engines. With more than 70 per cent of the atmospheric mass and 50 per cent of the atmospheric pressure lying below 30,000 ft amsl (above mean sea level), the mother aircraft would have already won half the battle of overcoming gravitational forces, enabling a much easier, safer and cost-effective space launch. Launching at altitude also presents significant performance benefits to the rocket. The high horizontal speed provided by the aircraft gives the rocket a large initial velocity with as much as 15 per cent reduction in the amount of effort required to reach the desired orbit over a vertical launch case. For a comparison, the space shuttle stack with a launch mass of 2,030 tonnes could put 24 tonnes of payload in LEO while the Space-X Falcon Air with a launch mass of just 220 tonnes will get there with a phenomenal 6.1 tonne-payload, increasing its effectiveness by an order of magnitude. And when the human-rated version takes to flight, both the launch and space vehicles would become ‘shuttles’ in the real sense of it, a dream that NASA could realise only partially with its astronomically costlier ‘Space Shuttle’ programme. SP —Air Marshal (Retd) V.K. Bhatia www.spsaviation.net
Civil regional aviation
Issue 1 • 2012 SP’S AVIATION 9
Civil regional aviation
The route network of an airline depends on “slots”and route dispersal guidelines
relate to permission from the airport operator for arrival and departure time slots (and by inference, night parking slots). In case of the airports managed by the Airports Authority of India (AAI), it is the AAI which allocates the slots. For airports not managed by AAI, the slots are allocated by the concerned airport operator in coordination with AAI. All domestic airlines who want to operate at an airport, file for arrival and departure slots with the Directorate General of Civil Aviation (DGCA) and the respective airport operators such as AAI, Indian Air Force, Indian Navy and private operators in airports like Delhi, Mumbai, Bangalore, Hyderabad and Cochin airports. The slot requests are analysed vis-à-vis airport capacity parameters such as runways, aprons and terminal buildings. Based on the analysis, all airport operators either approve the slots requested in respect of their airports or generate a list of alternative offers. These approved and offered slots are discussed in a meeting wherein all the airlines, the DGCA, the Bureau of Civil Aviation Security (BCAS) and the airport operators are present. After the meeting often involving animated horse-trading, the approved slots are conveyed to DGCA for approval of the flight schedule. Slots are allocated twice a year, for summer season and winter season; each season being a period of six months. Allocation of slots is based on “Grandfather Rights” and “use it or lose it” rule in case of mergers and acquisitions of domestic airlines. Grandfather rights means that the slots allocated to a particular carrier in the previous season are reverted to the same carrier. This policy accounts for allocation of a large majority of slots, particularly at peak times. In the context of mergers, according to the domestic air transport policy, the airline which is merging with or acquiring another airline is allowed to take control of the airport infrastructure, including slots of the latter. “Use it or lose it” rule implies that this right will be available with the airline that takes over till such time as the rights are under use. If the concerned rights are not used, the airline stands to lose the user rights over them. As per the slot allocation policy, after allocation of slots on the basis of “grandfather rights” and “use it or lose it” policy; 50 per cent of the left over slots are allotted to the new airlines. There are no charges for peak and non-peak slots in the policy but this entry barrier is particularly significant for new airlines which find it difficult to capture peak hour slots, as those are rarely abdicated by the large players in the market. RDG have been in existence since 1994, but have been tweaked a little every two or three years and especially since 2003. One of the laudable objectives of the RDG is to provide connectivity to smaller cities and towns, or in other words, to boost regional aviation. As airlines tend to crave for metro slots, the routes they tend to fly also get biased towards metroto-metro connectivity. It is easy for anyone to see that there is not much “carrot” that can be brandished in favour of the smaller airports. Therefore, the government has been forced to use a “stick” – the RDG that mandate domestic airlines to fly a proportion of their total flying capacity over unviable and unattractive routes connecting cities/towns in the North-eastern Region (NER), Jammu & Kashmir (J&K), Andaman & Nicobar Islands (A&NI) and Lakshadweep. The capacity of an airline 10 SP’S AVIATION Issue 1 • 2012
for this purpose is measured in available seat kilometres (ASKM), which is the sum of the products obtained by multiplying the number of passenger seats available for sale on each flight stage by the corresponding stage distance. Routes have been classified into four categories according to these guidelines, namely, Category I, Category II, Category IIA and Category III. Any airline operating service on one or more of the routes under Category I (routes connecting metro-tometro) is required to provide such service in Category II (NER, J&K, A&NI and Lakshadweep to the rest of the country) to the extent of a minimum of 10 per cent of the ASKMs as deployed in Category I. Further, a minimum of 10 per cent of the ASKMs as deployed in Category II is required to be deployed in Category IIA (one Category II airport to another) and a minimum of 50 per cent of ASKMs deployed in Category I is required to be deployed in Category III (the rest of the airports i.e. other than Category I and Category II). Currently, there is a debate on whether the existing guidelines are serving the purpose of connecting to Category II and III routes. Several proposals have been proffered by the airlines to the Ministry of Civil Aviation (MoCA). One long-pending proposal is for replacing the current guidelines with a system of reverse auction, where operations on loss-making routes are subsidised through competitive bidding among airlines. There is also a proposal that if a flight operates on the Mumbai-DelhiSrinagar route, only the Delhi-Srinagar service should be considered as fulfilment of Category II obligation. As of now, the Mumbai-Delhi leg is also taken into account. Similarly, there is a view among Civil Aviation Ministry officials that connections to NER should be accounted only if they are from Kolkata or another destination within the NER; and services from Mumbai to Bagdogra or Delhi to Guwahati would thus be left out of this calculation. The Ministry is also looking into the possibility of adding more routes to the lucrative Category I and it is likely that links to Bangalore, Hyderabad and Kochi could be included therein. Also, on the agenda is the possibility of increasing Category II deployment to 15 per cent of the capacity operated on trunk routes as compared to 10 per cent now. The Ministry plans to discuss the viability of allowing excess capacity deployed on Category II routes, over and above the minimum norms, to set off obligation on Category III. Air India, for example, deploys capacity on non-trunk routes far in excess of its obligations. Sometimes, it may be uneconomical for an airline to operate flights in all the routes due to financial or technical reasons. The type of aircraft required to serve a regional route may be different from the one required to serve the metros and this may require the creation of a different fleet. As is evident, the tussle between airlines and MoCA over route networking is a continual process with the commercial materialism of the former militating against the latter’s desire to increase the reach of scheduled services to more and more non-metro airports. One of the solutions, albeit a long-term one, lies in improving the infrastructure at the smaller airports to a level that airlines find flying to them attractive. It is possible to then fantasise about a state of nature where there exists no RDG at all. SP www.spsaviation.net
Photographs: Dassault Aviation & eurofighter
c o v e r
s t o r y
Military Market Outlook
omnirole fighter: short-listed for the mmrca programme, Dassault rafale is Versatile and best in all categories of missions and is a true “Force Multiplier”
12 SP’S AVIATION Issue 1 • 2012
www.spsaviation.net
Military Market Outlook
Looking Forward
to
2012 Given the growing state of the Indian economy, India’s defence spending can be expected to swell correspondingly, thus providing market opportunities for indigenous as well as traditional global arms suppliers. By Group Captain (Retd) A.K. Sachdev
T
he global market for military aircraft is one that is unlikely to shrink—except for short, temporary periods of time—given the propensity human nature has for power projection. India has made a mark in the market by way of its Bangalore-based biennial Aero India show. However, it is yet to carve out for itself a place in the market as its indigenous manufacturing capability in the aviation regime remains unimpressive. Indeed, worldwide, the aerospace and defence market is dominated by four major players: EADS, Boeing, Lockheed Martin and Northrop Grumman. However, new emerging entities are gradually showing their strength especially as the world market for military aviation continues to grow; leading this demand are the US, China, India, UK, France, Russia, Italy, Germany, Japan and Saudi Arabia. India is amongst the world’s largest importers of defence hardware but its name does not feature even among the first 15 largest exporters of defence hardware. This skewed import versus export picture is remarkable, and especially so as India has an impressive technological base and a sizeable defence budget. Given the growing state of the Indian economy, India’s defence spending can be expected to swell correspondingly, thus providing market opportunities for indigenous as well as traditional global arms suppliers. According to the Government of India’s Thirteenth Finance Commission Report 2010-15, India is expected to spend $80 billion (`4,00,000 crore) over the next four to five years for the Indian armed forces. The more significant military aviation procurements currently in process (or under planning) are the medium multi-role combat airplanes (MMRCA), fifth-generation fighter aircraft, C-130 Hercules transport aircraft and air-toair refuelling planes. Approval is also likely to be provided for modernisation of airfield infrastructure, for which requests for proposals have been floated to global aerospace and defence (A&D) firms while further technology requirements have been described in the areas of unmanned air vehicles (UAVs), tactical missiles, radar-based electronics, warfare systems and munitions. Learning from past experiences in procurement for the military, the Ministry of Defence has issued a new Defence Procurement Procedure (DPP) and a new Defence Production Policy. The new DPP includes procuring Indian goods for homeland security and civil aviation, including simulators and training, as part of offset programmes. This has widened the list of goods that can be procured from Indian industry as offset by overseas companies, which was otherwise becoming an unachievable task for these companies. Through the new production policy, the Indian Government aims to make the Indian defence sector self-reliant. This policy envisages external procurement, only where the local industry has no capability to design or manufacture in Issue 1 • 2012 SP’S AVIATION 13
Military Market Outlook
eurofighter typhoon: this twin-engine, canard-delta wing, multirole fighter is the other strong contender for the MMRCA programme
a given timeframe. Going forward, an Indian Government initiative to promote participation by the Indian private sector industries is inviting bids from Indian industry to participate in future military requirements under the “make” category. The increased emphasis on procuring from the Indian private sector may result in a higher number of merger and acquisition deals. Recently, some private companies, including Mahindra and Tata groups, have made acquisitions outside and in India. Maini Global Aerospace (MGA), well known as the maker of the country’s first ever electric passenger car Reva, has recently raised $10 million from an overseas private equity (PE) fund, signalling the growing interest of foreign investors in Indian A&D companies. MGA plans to use the funds to build an aerospace manufacturing factory. There are many such private players set to make a contribution to the military aviation market. Para 12 of the Defence Production Policy reads: “In all cases of transfer of technology (ToT), the Department of Defence Production (DDP) along with Defence Research and Development Organisation (DRDO), Integrated Defence Staff and Services’ HQ will be involved in identification and evaluation of requisite technology, and subsequently would be responsible to ensure that appropriate absorption of technology takes place in the Indian industry. Thereafter, successive generations of the weapon systems/platforms will be developed in the country.” Transfer of technology has thus become an important “mantra” for defence procurement; there is a significant change from our earlier contentment with licence production with only production plans changing hands and there being no substantial ToT. While this 14 SP’S AVIATION Issue 1 • 2012
objective is indeed laudable, it has the potential pitfall of actually keeping us away from leading edge technology. As aviation is perhaps the most technology intensive of all military fields, this could become a stumbling block for the Indian military aviation market, and especially for the capital market i.e. new aircraft or equipment acquisitions. The US, for one, is unlikely to part with technology, especially if it of the leading edge variety. Moving on to upgrades, according to one estimate by Visiongain, a UK-based business information provider, the sales in the global military aircraft modernisation, upgrade and retrofit market totals up to around $12.43 billion (`62,150 crore) for 2011; this figure includes government spending on airframe, power plant and avionics upgrades. The figure is impressive especially as intense economic pressures have troubled national defence budgets across the globe. Visiongain’s analysis demonstrates that the global military aircraft modernisation, upgrade and retrofit market; is a growing marketplace offering government contract opportunities that are likely to see a range of companies realising commercial success, from the major defence and security systems integrators to niche avionics specialists. Indian industry, with a strong technological background and performance, has the potential to exploit this section of the military aviation market. However, it will take some time to do so because private sector has had inadequate incentive and regulatory support to penetrate this area in the historical past, while the Hindustan Aeronautics Limited (HAL) has performed with characteristic public sector inefficiency. Private equity players in India, facing intense competition to find the right deals, have shown rising interest in defence www.spsaviation.net
Military Market Outlook and aerospace sectors in recent MICA missile years. Their increasing interest is fired by the expectation of posfor upgraded Mirage 2000 sible expansion in defence budget, coupled with increased participaMICA IR on a Rafale tion from the private sector. According to one estimate, India’s defence budget is likely to grow at a compound annual growth rate (CAGR) of 15 per cent over the period financial year (FY) 2012-22. It is slightly more than the estimated nominal GDP growth of 12.5 per cent. This is in pleasantly placed comparison with the figures for the past decade; over the period 210111, defence budgets grew at 10.3 per cent CAGR and the GDP by 12.8 per cent. Centrum Broking, an Indian fund mobilisation company, recently organised an investor conference on the Indian defence sector; more than 40 PE firms participated and their interest was evident across all the segments of the sector. According to Sandeep Photograph: MBDA Nayak, CEO, Centrum Broking, fter getting stuck at the Finance Ministry for months, the weapons package for “Defence is a non-interest rateIndia’s upgraded Mirage 2000s was finally cleared last week, with the Cabinet sensitive sector and demand is asCommittee on Security (CCS) gave its stamp of approval to a $1.2 billion deal sured for the next three-five years for 490 MBDA MICA IR/radar-guided beyond visual range air-to-air missiles (BVRAAM). due to the required military spend.” The MICA will be the primary air superiority stand-off weapon in the IAF Mirage’s new The Indian Air Force (IAF) has avatar. With a stated operational range anywhere between 500 m and 80 km, the MICA been pressing for a private consorhas been recognised by the IAF as one of the most versatile munitions in the market tium in military aviation business, today, but also one of the costliest. While MBDA has refused to confirm numbers of price, which until now, has been domifigures in the public domain would suggest that India will be buying the MICAs at over nated by the state-owned HAL. IAF $2-million a piece. In December, two IAF Mirage 2000s proceeded to France to begin the $2.2 billion upgrade programme being conducted by Dassault and Thales. The remaining has given a proposal to the Ministry 49 aircraft will be upgraded by HAL in Bangalore with transferred technology. Like the of Defence (MoD) that they should Mirage upgrade deal, the MICA deal with MBDA has an offsets component of 30 per cent exploit private industry in finding that the French company will have to plough back into India. Sources reveal this could a replacement for its ageing Avrobe partly through Bharat Dynamics Ltd, which is still to absorb advanced technology in 748 aircraft. According to one estia meaningful way. MBDA has also been pitching the vertically launched (VL) MICA to the mate, the entire Avro replacement Indian Navy for the ship-borne air defence role. On the Mirage 2000, the MICA takes over programme would be in the range the roles so far played by the Matra Magic II short-range fire and forget IR-guided missile of about $3 billion (`15,000 crore) and the active radar guided Matra Super 530D medium-range missile. • with the IAF’s requirement of —SP’s Special Correspondent about 60 planes. There have been discussions among companies from Tata and Mahindra groups for forming a possible consortium with foreign partnership tary expenditure that India has (against 1.5 times in 2000). for bidding for the project. If the IAF proposal goes through India’s resolve to spend generously on military aerospace is and an Indian consortium takes up the challenge of manu- targeted largely at expensive foreign acquisitions—MMRCA, facturing a modern aircraft to replace the old ‘Avros’, then it C-130, air-to-air refuellers, et al. What India needs to do is would bring about a huge change in the role of Indian pri- to capitalise on the high demand for aerospace products vate sector in defence industry. It would lead to a private through governmental regulatory support so as to exploit entity that could take on HAL in military aviation. its strengths—cost advantage and a strong engineering and There is something poignant about the seriously re- information technology base. The new DPP is aimed at givtarded growth of India’s indigenous aerospace hardware ing a boost to indigenous aerospace production. What needs industry; lack of healthy competion is just one part of the to be seen is whether and when it will achieve its objectives; malaise. There is possibly a warning for India in the mili- the fifth-generation fighter would be the test case (in the tary expenditure figures of China which has widened the context of technology transfer) to weigh the DPP’s efficacy gap in a number of areas and currently has thrice the mili- and adequacy vis-à-vis market forces. SP
A
Issue 1 • 2012 SP’S AVIATION 15
Military market outlook
Bright & Exciting If 2011 proved to be an eventful year for the IAF in terms of new acquisitions, year 2012 promises to be even more exciting with the year expected to begin on a high note
Photographs: Boeing, SP Guide Pubns, Pilatus & Russian Helicopters
By Air Marshal (Retd) V.K. Bhatia
I
n his recent New Year ‘message’, the Chief of the Indian Air Force (IAF), Air Chief Marshal N.A.K. Browne while praising the men and women in blue for their professional calibre, commitment and achievements and wishing them continued success in all their endeavours stated, “Over the past one year, the IAF has taken confident strides on the path of transforming itself into a multi-spectrum force.” The IAF is indeed taking big steps to continue to upgrade its capabilities to be able to fully address India’s emerging and future security concerns. He was obviously referring to recent acquisitions of some big ticket acquisitions such as the airborne warning and control system (AWACS) and the C-130J Super Hercules ‘special operations’ aircraft. If 2011proved to be an eventful year for the IAF in terms of new acquisitions, 2012 promises to be even more exciting with the year expected to begin on a high note in the 16 SP’S AVIATION Issue 1 • 2012
very first month of January itself. The winner of the IAF’s decade-long competition for its high-voltage medium multirole combat aircraft (MMRCA) programme, valued at roughly $20 billion (`1,00,000 crore), is likely to be announced in the third week of January, with contract being signed before the end of the current financial year on March 31. The final step for the “mother of all defence deals” will bring to a close one of the longest and most dramatic competitions in the history of aerospace contracting. But the rest of 2012 promises to be no less actionpacked. Aircraft contracts that are scheduled to be awarded during the year include the billion dollar deal for 197 reconnaissance and surveillance helicopters (RSH) for the Indian Army and the IAF with two helicopters left in the race — the Eurocopter AS550 Fennec and the Russian Kamov Ka-226 Sergei. A contract for 22 attack helicopters will be awarded to Boeing for its already selected AH-64D Block III Apache www.spsaviation.net
Military Market outlook Longbow assault helicopters. In the heavy-lift category, the fight is still on between the Boeing CH-47 Chinook and the Russian Mi-26 T2, but the winner is likely to emerge soon with the contract being awarded later in 2012. The Indian Government will also soon conclude a $1.2 billion (`6,000 crore) follow on deal for six more Lockheed Martin C-130J Super Hercules ‘special operations’ aircraft to augment the already inducted into service six aircraft in No. 77 Squadron based at Hindon near Delhi. Another crucial contract to be awarded before the end of the current financial year is the $565 million (`2,825 crore) deal for 75 basic trainers to Swiss airplane maker Pilatus for the PC-7 Mk2 which had been delayed following a protest by Korean Aerospace Industries (KAI) of South Korea. It is vital for the IAF to conclude the contract as soon as possible, considering the compounded adverse affect the IAF is facing in its overall flying training programmes owing to the absence of an operational basic trainer in its inventory. There are good indications for some more big ticket follow on and new orders to be inked in the current year, especially in the field of force-multipliers. Leading the pack could be the follow on order for two additional AWACS systems (combination of Russian IL-76 aircraft and the Israeli Phalcon radar and control system). Revived plans to add six flight refueller aircraft (FRA) to the IAF’s existing fleet of six (IL-78 MKI) is progressing rapidly. Competing for the contract valued in excess of a billion dollars, are the EADS’ Airbus A330 multi-role tanker transport (MRTT) and Rosoboronexport IL-78 (Mk 90). The latest reports suggest that both competing aircraft have been flight evaluated last month at the IAF’s Gwalior air base, giving further credence to the possibility of announcing the winner during the current year itself i.e. before the end of 2012. Capital acquisitions, which would continue to accrue in 2012 from the ongoing projects from foreign sources, include the Russian Mi-17 V-5 where the order book has further swelled to a total of 139 units. A great deal of activity can be witnessed on the home front too with continuing inductions of a variety of systems being produced indigenously. These include the frontline air dominance fighter Su-30 MKI, of which the IAF has till now received close to 190 fighters out of a total order of 272 and additional ALH Dhruv helicopters. The IAF has also placed orders for 48 Tejas LCA jet fighters (eight already in service) which will continue to be inducted from the limited series production under way at HAL, Bangalore. Orders have also been placed on HAL for supplying to the IAF 65 light combat helicopters (LCH), still under development and 72 HJT-36 Sitara aircraft. For its ground-based air defence, the IAF will start getting the Israeli Spyder (18 systems on order) and the indigenous Akash surface-to-air missiles (SAMs) with an order worth eight squadrons till now. All this and much more; little wonder, the Air Chief has exhorted his air warriors to meet the challenges, emphasising, “Operationalisation of the systems being inducted, speedy development of our operational infrastructure and integration of new capabilities in our overall operational employment matrix would require our undivided attention and commitment.” Not only bright and exciting, ‘Year 2012’ also promises to be highly challenging for the Indian Air Force. SP —With inputs from SP’s Special Correspondent
Capital Acquisitions: (opposite page) AH-64D Block III Apache Longbow assault helicopter (top to bottom) C-130J super hercules; pilatus PC-7 MK2 basic trainer and the Russian Mi-17V-5 helicopter
Issue 1 • 2012 SP’S AVIATION 17
Military Fighters
By Air Marshal (Retd) A.K. Trikha, Pune
Better
Photographs: Us Navy, USAF, Sukhoi & wikipedia
than the Best
I
f one were to seek a benchmark to separate modern advanced fighters from the rest of the pack, fifth-generation fighters (FGFAs) clearly lie on top of the heap. They represent a class of their own. However, the technologies involved are so advanced and the resources required so substantial that so far only the United States has been able to field an operational fifth-generation fighter in F-22, the Raptor. The United States Air Force (USAF) had originally intended to buy 750 aircraft with production beginning in 1994. However, both due to changed threat perception and even more significantly the prohibitively high cost, procurement target has gradually been whittled down to 187 units. The flyway cost of F-22 was $150 million (`750 crore) per aircraft in 2009. Joint strike fighter (JSF-Lightening II), the other claimant to that pedigree and which is slated to form the backbone of the USAF, has had to tackle major technical and cost overrun
Technology carries a certain momentum of its own. Despite very high costs and the considerable margin by which the US has already outpaced its nearest competitor, buzz for a ‘sixth-generation fighter’ dubbed ‘next generation tactical aircraft’ with even more powerful capabilities, is already audible.
18 SP’S AVIATION Issue 1 • 2012
www.spsaviation.net
Military Fighters issues. A US Government Accountability Office report of March 2010 states that the overall unit cost of an F-35A would be $112 million (`560 crore) in 2010 money. Technical complexity and high costs have encouraged likeminded nations to form consortia to share risks and costs. For the F-35, while the United States is the primary customer and financial backer, the United Kingdom, Italy, the Netherlands, Canada, Turkey, Australia, Norway and Denmark have agreed to contribute an overall $4.375 billion (`21,875 crore) towards the development costs of the programme. Russia is testing its FGFA, the PAK-FA, on its own, but joint Sukhoi/HAL FGFA would be built on the same PAK-FA foundation—thus sharing risks and costs. What are the attributes that separate the FGFA from the other fighters? Broadly the idea can be summed up as synergy of stealth, and information fusion for complete situational awareness.
F-35 lightening II: japan ministry of defence has selected F-35 jet as its next mainstay fighter
Stealth
Of all attributes, ‘stealth’ or low observability is perhaps the most important defining characteristic of a FGFA. It is low visibility against the entire spectrum of sensors in-
fifth generation: F-22 raptor
cluding radar, infrared, acoustic and even visual which yields a stealth fighter the edge that nullifies many other performance advantages that the adversary might enjoy. By outwitting all defences during the opening phases of the First Gulf War in 1991, F-117 A Nighthawk (the first fighter with stealth as its predominant strength) brought home dramatically the exponential value addition of this attribute. However, in achieving low visibility, it had to sacrifice important performance parameters of speed and manouverability, thus leaving a window of vulnerability, should it get detected. F-22 Raptor and other aircraft in the fifth-generation stable have overcome this limitation to varying degrees. For example, in manoeuvre performance, a F-22 (Raptor) in dry power, matches or exceeds F-15 C in afterburner regime. Low observability in FGFAs is achieved by a combination of aerodynamic tailoring, usage of composite materials which help both in reducing weight as well as radar reflectivity, shaping intake ducts to prevent radar echoes from the highly reflective compressor and turbine faces and a host of other techniques which helps to reduce its footprint. Earlier stealth designs (like the B-2 Spirit Bomber and Night Hawk F-117A) used absorbent materials and coatings extensively to absorb the incident radar energy. However, they were maintenance-intensive and required climatecontrolled hangars to protect their stealth coatings. Aerodynamic refinements now have reduced reliance on this method of signature control. Weapons carriage on external pylons, which is a major contributor to the RCS of all fighters, have been replaced by provisioning of internal weapon bays, thus maintaining the sleek stealthy airframe lines except for brief moments of weapon release. Close attention to detail has resulted in a virtually noiseless aircraft with very little thermal, acoustic or radar signature. For instance, while the exact radar cross section of the F-22 in various aspects remains classified; in early 2009, Lockheed Martin revealed that from certain critical angles, Raptor’s signature was comparable to that of a “steel marble”. It is obvious that some tradeoffs are necessary between what is required to enhance low observability, mission requirements and even cost. F-22A design keeps it stealthy Issue 1 • 2012 SP’S AVIATION 19
Military Fighters pak-fa: russian’s are testing the fgfa
from all aspects as required in an air dominance fighter. F-35 Lightening II on the other hand has a very low radar profile from the front, is less stealthy viewed sideways and is least stealthy in the rear quarters. Similarly, Canard surfaces and leading edge extensions increase radar cross-section (RCS). But many designs choose to retain canards to enhance agility while sacrificing some bit of their radar signature. Sensor Fusion
With ever more challenging mission requirements, fighter aircraft have gradually come to resemble sensor beds. A host of sensors operating at different wavelengths in the electromagnetic spectrum connect the pilot to his operating environment. In a first, Raptor’s design for example embeds passive sensors for various wavelengths all around the aircraft’s structure. This greatly improves the aircraft’s first detection ability, even with its radar switched off. In the emerging battlefield environment, fighter aircraft on a mission no longer hunt individually. They operate in a networked environment—receiving and sharing data with a variety of dispersed sources. The APG-77 active electronically scanned array (AESA) radar system of the F-22 functions as a Wi-Fi access point which can transmit data at 548 megabit/sec and receive in the gigabit/sec range. To put it in perspective Link 16 still in use by the US, allied aircraft transfers data at just over 1 mb/sec. The intention behind high speed of connectivity is to generate seamlessly a comprehensive all round picture to enhance the pilot’s situational awareness. The flood of information spewed by multitude of sensors (all crucial to mission accomplishment) would overwhelm the pilot unless filtered, prioritised and presented appropriately in an easily digestible format. Powerful integration processors perform that crucial function. In the F-22’s AN/APG-77, AESA radar is the key to the Raptor’s integrated avionics and sensor capabilities. Two common integrated processors (CIPs), each with a signal processing capacity of more than 20 billion operations /sec (Bops) fuse, filter and present to the pilot in the cockpit in an easily digestible format the information gathered from the radar and other onboard and off board sources. The CIPs have built-in expansion potential of up to 50 Bops to accommodate inputs from additional sensors and systems as and when they become available for integration. While fifth-generation fighters have established new benchmarks, some doubts remain about supremacy of 20 SP’S AVIATION Issue 1 • 2012
F-117 A Nighthawk: the first fighter with stealth as its predominant strength
stealth amongst other desirables at the expense of other performance parameters. In real air combat scenarios, whiff of agonising uncertainty whether the guy being seen on the other end of the tube is a friend or foe, still remains. Fear of blue on blue engagements often results in combats being fought at close ranges where the stealth’s relevance is largely negated. In such an engagement, numbers, agility, and a 360 degree cockpit view add up to more in creating the winning edge. Overemphasis on stealth design may compromise on some of these. Also while spare processing capacity in CIPs yield potential for integration of additional inputs through software upgrade, any flaw in these mammoth software webs can cripple supposedly unrelated aircraft systems. FGFA certainly defines the gold standard in combat effectiveness. But if stealth and information fusion were to be the hallmarks of these aircraft, these have also been incorporated to varying degrees both in new designs i.e. French Rafale, Eurofighter, Swedish Saab Gripen as well as the upgrades being undertaken on legacy fighters. With much enhanced capabilities, these new and upgraded fighters (and the process is continuing) have become the so-called bridge between the fourth- and fifth-generation and a new category 4.5 has come into vogue. With advanced aerodynamic designs, up rated powerful engines, advanced digital flight control systems and thrust vectoring in some cases; the manoeuvre capability is much enhanced. The new designs also deliver a degree of stealth. New technology AESA radars have come to be a sine qua non for all 4.5 designs. Separately, simultaneous maturation of BVR combat AAMs and GPS coupled air-to-ground weaponry has rendered these platforms highly effective. Equipped with secure, jam resistant datalinks, these ‘Bridge’ fighters are designed to operate in network-centric environment thus enhancing their effectiveness significantly. Therefore, even if they do not belong to the top shelf, they still merit the sobriquet of being modern (even very modern) fighters. Technology carries a certain momentum of its own. Despite very high costs and the considerable margin by which the US has already outpaced its nearest competitor, buzz for a ‘sixth generation fighter’ dubbed ‘next generation tactical aircraft’ with even more powerful capabilities, is already audible. The sudden appearance of Chinese J-20 in January 2011, with a seeming stealthy shape would undoubtedly add to the clamour for an even more capable fighter. SP www.spsaviation.net
Military Transport
Filling the
Gap
A mine resistant, ambush protected vehicle being offloaded from a C-17 Globemaster III
With India’s emerging status as a regional power, the nation will indeed require the capability of swift response and power projection to safeguard its national security interests transcending international borders By Air Marshal (Retd) V.K. Bhatia
Photograph: USAf
O
n December 12, 2011, the Indian Air Force (IAF) reportedly simulated a piracy contingency at Campbell Bay in Nicobar Islands (the furthermost Island territory of India) based on an intelligence input that an Indian merchant ship had been hijacked with hostages. The simulated launch of the long-range special operation mission was successfully accomplished using a C-130J as airborne platform. The above report clearly illustrates the IAF’s reliance on C-130J Super Hercules to carry out ‘special operations’ tasks, and the speed and seriousness with which its air warriors are honing their skills to achieve the necessary operational capabilities. Within a short time span since its formal induction into the IAF on February 5, 2011, the IAF’s Super Hercules aircraft have been involved in myriad air transport roles including disaster relief operations for the victims of the recent Sikkim earthquake. The newly raised No. 77 Squadron ‘Veiled Vipers’, based at Hindon Air Force Station near Delhi has already received all six C-130J aircraft of the first order. The order was completed considerably short of the scheduled delivery timeframes, eliciting highly enthused response from the IAF Chief, Air Chief Marshal
N.A.K. Browne who stated, “For the first time perhaps in our history, the aircraft came before time and that has actually helped us keep moving.” The C-130J aircraft fills the vacuum created long ago with the retirement of An-12s in the early 1990s, finally bridging the gap in the 20-tonne payload capability. But clearly, the acquisition of just six of these airplanes would be grossly inadequate to meet the IAF’s requirements in this class. There are strong indications that India would order another lot of six more C-130Js in the near future for the IAF, to be based in ‘Charbatia’ to cater to the requirements of the country’s eastern region. To boost the IAF’s capabilities in the 15 to 20-tonne payload category, India had also planned to co-develop/co-produce a medium airlift aircraft (MTA) through a joint venture (JV) with Russia, with a projected maximum payload of 18.5 tonnes. Apparently, the JV is encountering some contractual problems, and in the probably remote likelihood of it being called off, the need to induct more C-130Js to equip at least two full-fledged squadrons—if not more—would definitely exist. The IndoRussian JV, it may be recalled, has provision for 45 and 100 MTA for India and Russia, respectively. Issue 1 • 2012 SP’S AVIATION 21
Military Transport A quick glance at the IAF’s present transport aircraft fleets (other than C-130J) says that the IAF has the following: • IL-76 heavy lift aircraft: • An-32 tactical transport aircraft:
17 100+
• Avro-748 light-medium transporter:
Between 40 to 50
• Dornier DO-228 light utility aircraft:
28
Note: The list does not include aircraft such as the Embraer Legacy (used for VIP communication duties) and the IL-76 airborne warning and control system (AWACS)/IL-78 FRA force multipliers.
It is worth noting that all four types mentioned in the above list have crossed the midway mark of their respective service life with some of them suffering from serious deficiencies, making it difficult to hold respectable serviceability states. For example, the IAF’s present fleet of 17 or so IL-76 heavy airlifters has been plagued with poor serviceability due to perennial problems of spares and maintenance support including delays in overhauls which have to be conducted abroad in the absence of the requisite facilities in India. The situation fluctuates from poor to so grim that at times the IAF is unable to field more than a pair of these airplanes for operational tasks. Apart from the resulting serious erosion in its heavy-lift capability, the IAF has been subjected to undesirable embarrassment at the highest level. But now, there is a silver lining amongst the dark clouds of deprivation. The crying need for the IAF to spruce up its strategic heavy-lift capability and ever-growing strategic partnership with the US, including enhanced defence relations, seemed to have fused together to facilitate India signing a landmark deal to acquire Boeing’s C-17 Globemaster III airlifters from the US. From the very inception to the signing of the contract, it turned out to be one of the fastest defence deals as far as the IAF is concerned. It was in June 2009, the IAF selected the C-17 to fulfill its very heavy-lift transport aircraft (VHETAC) requirements. It took precisely two years for the proposal to go through the intricate politico-bureaucratic process and the deal was signed for 10 aircraft in June 2011, in accordance with the US Government’s foreign military sales (FMS) programme, under a government-to-government deal worth $4.1 billion (`20,500 crore). There is an option for six more aircraft built into the contract, to be ordered at a later date. Air Chief Marshal Browne revealed during a recently conducted interview that Boeing would deliver all the already ordered 10 aircraft between 2013 and 2014, which means that the first aircraft would be inducted into the IAF within two years of signing the contract. He went on to state that once the IAF was satisfied with its performance, six more C-17s would be ordered. “By 2015, the induction of all the 16 aircraft should be complete,” he added. This augurs well for the IAF in quickly building up its strategic/tactical heavy-lift capability. The C-17 with a max 77 tonnes payload far outstrips the IL-76 (max payload approx 47 tonnes) that it will initially complement and may replace totally, as the years go by. If the planned inductions and the Indo-US JV fructify as planned, in terms of tonnages, there is little doubt that in the 2020s, the airlift capability with the IAF will be considerably enhanced compared to what exists today. However, the transport fleet will be heavily weighted in favour of medium- to heavy-lift aircraft (C-17, C-130J, MTA). With India’s emerging status as a regional power and the new responsibilities of en22 SP’S AVIATION Issue 1 • 2012
suring peace and stability in the region, the nation will indeed require this capability of swift response and power projection to safeguard its national security interests transcending international borders. But for tasks during airborne assault operations such as insertion of troops into dropping zones of restricted dimensions, decoy missions, resupply operations, air maintenance of troops deployed in the forward locations in the northern and north-eastern border areas of the country, as also for rapid deployment of small size security forces within the country to meet various contingencies, the IAF will require aircraft in sizeable numbers with payload capability ranging between five and 10 tonnes. Currently, the IAF is fielding the An-32 fleet (max payload 5-7 tonnes) to undertake the tasks enunciated above. The 100+ aircraft fleet is in the process of being given a boost with a much needed mid-life upgrade package with the help of its Ukrainian original equipment manufacturer (OEM). The upgrade once completed would enhance the fleet life by another decade or so. Ostensibly, the Indo-US joint ‘MTA’ programme is being undertaken as an eventual replacement of the An32 fleet. But as stated earlier, it would result in a situation of overkill in terms of payload capabilities and unnecessary wastage of national resources. A need would therefore arise to equip the IAF with a few squadrons of tactical airlifters with five-ten tonnes payload capability. In the absence of a suitable indigenous programme, there may be little choice left but to import these aircraft available in the global market, such as the European, Spanish Airbus Military CN-235/ C-295 or the Italian Alenia C-27J Spartan aircraft. Fully appreciating the leadtime required in the context of MOD’s DPP, the IAF took the initiative by issuing an RFI for the acquisition of 16 medium military transport aircraft in 2010. Alenia has reportedly responded enthusiastically to the RFI as its product, the C-27J, a smaller sibling of Lockheed Martin’s C130J, is considered to be the latter aircraft’s ideal partner in a complimentary role. The IAF as stated earlier, has not only acquired six C-130Js but is also in the mode of a repeat order for more aircraft. The Spartan from Alenia could be a serious contender for the the IAF’s medium military aircraft programme amongst similar offerings by other manufacturers. The IAF which has been operating a large fleet of Avro-748 twin turboprop aircraft in the four- to five-tonne class since the 1960s should also be looking around for suitable replacements as the aircraft is on a gradual phase out mode. Reduced in numbers from the original 70+ aircraft to about 40, the Avro748 of the IAF are now primarily deployed for communication and training tasks, somewhat of an overkill for both tasks, as they are primarily being used by the IAF’s different Command HQs adorning the tarmacs of their respective communication flights. The Council of Scientific and Industrial Research (CSIR) led development of the ‘Saras’ twin turboprop aircraft in the 1.5-tonne class could be used for these roles but will the design reach the maturity level to be produced commercially, is yet to be proven. If it ever reaches this stage, it could also become a worthy contender for the eventual replacement of the ageing Dornier light utility aircraft. However, without waiting to see whether ‘Saras’ delivers or not, what the IAF needs to consider seriously is to bring down the cost of ab initio transport training by using smaller twin-engine airplanes such as the Diamond Twin-Star variety which even though fully loaded electronically, provide cost-effective solutions to fulfill these requirements. SP www.spsaviation.net
Military UAVs
Developments & Nuances
LONG range: Northrop Grumman RQ-4 Global Hawk
With rapid advances in the fields of robotics and artificial intelligence, UAVs are increasingly becoming more versatile. And while the DRDO is taking steps to design and develop different types of UAVs, some of the private industries also need to invest in this rapidly growing aerial platform. For knowing afar of the evils that are brewing, they are easily cured. But when for want of such knowledge, they are allowed to grow until everyone can recognise them; there is no longer any remedy to be found. —Machiavelli, The Prince, 1513
Photograph: Northrop Grumman
T
he last quarter of nian engineer wrote in the Christian By Air Marshal (Retd) 2011 has been a trying Science Monitor, “By putting noise B.N. Gokhale, Pune period for the American jamming on the communications, unmanned aerial vehicle you force the bird into autopilot. This (UAV) operations in and is where the bird loses its brain.” Aparound the Afghanistanparently, once it loses its brain, the Pakistan (AF-Pak) region. The botched UAV relies on GPS signals to get identification and resultant fratricide of home. By spoofing GPS, Iranian en24 Pakistani soldiers on November 26, gineers were able to get the drone to 2011, has raised serious questions on fusion of behemoth “land on its own where we wanted it to, without having to of information that various sensors are gathering in the crack the remote-control signals and communications.” ‘areas of interest’. The US-Pak acrimony that has followed FMV is the key to activity based intelligence analysis, has resulted in the US having to vacate the Shamsi Air Base a discipline which had helped reveal the Abbottabad resiin West Pakistan, which was vital for the UAV operations, dence of Osama bin Laden. The worry now is whether the flown by both the Central Intelligence Agency (CIA) and the Iranians, with or without the help from Chinese, would be US armed forces. able to reverse engineer this technologically advanced platThen came the downing of RQ-170 Sentinel, a flying wing form, which also incorporates a number of stealth features. shaped stealth UAV with a full motion video (FMV) payload, Having left behind at Abbottabad the damaged Blackhawk by the Iranian air defence on December 4, 2011. The Irani- helicopter with many new stealth characteristics; the US is ans claimed to have spoofed the GPS feed in the Sentinel’s worried of losing this important technological edge to others navigation system, a new cause of worry for the US. An Ira- and in particular to the Chinese. Issue 1 • 2012 SP’S AVIATION 23
Military UAVs The Flood of Information
Too much of information (TMI) is what the US military commanders are saying about the explosion of data being collected by thousands of UAVs. As UAVs provide valuable information, over the years, the US military has been asking for more and more of them to be sent to the Afghanistan-Pakistan region. In 2009, the American UAVs alone generated 24 years worth of video, if watched continuously. In 2011, this figure is expected to grow many times. All this information needs to be processed so that it is useful for the commanders in the field. The software that can archive and retrieve information when needed and display it on a user-friendly interface is the key for timely action. As Lt General David A. Deptula, erstwhile USAF Deputy Chief of Staff for ISR, said recently, “We are going to find ourselves in the not too distant future swimming in sensors and drowning in data.” The key therefore is in data fusion, which involves the combining of data, such as UAV video, with a geographical information system (GIS), which adds location and time data to the images gathered by UAVs. To accomplish this, the raw data has to be combined with metadata flowing out of the information of multi-sensor fusion. To support such complex activity of looking for the needle in a haystack, new softwares are becoming available such as the General Dynamics’ Quarterback Information Fusion and Story Maker Fusion system. There are other sensors besides UAVs collecting information about the battlespace. To bring together a number of ground, air and sea-based sensors, as well as human intelligence in a usable format; will be a huge challenge as these systems proliferate. As the Indian Air Force (IAF) transforms itself into the real time ‘sensor to shooter’ paradigm, there is a pressing need to develop smart technologies which will automate the process of archiving, tagging, retrieving, managing, and displaying UAV videos and info gathered by increasingly sophisticated sensors. Possibly, the Indian software industry will need to play this important role. Anticipatory Style of Operations
The RQ-170 Sentinel, equipped with FMV sensor, was a key element in the Osama bin Laden raid in Pakistan. Perhaps the most important lesson that emerged from the raid was how much of its planning relied on activity-based intelligence. Osama bin Laden was never seen, but frequent visits by important people, revealed that he was there. Much of the information was gathered by the FMV sensor system and the data was analysed by the National Geospatial-Intelligence Agency. With the Ministry of Home Affairs putting together the National Intelligence Grid (NatGrid), prolonged analysis of activities especially near some of the vital areas and vital points, will assist in gathering the activity based intelligence. This will considerably help in a proactive strategy to fight varied spectrum of warfare including terrorism. It would also be a great tool for the Special Forces in planning their operational missions. Chinese UAV Programme
Unmanned aviation has been around in China since the late 1950s, when surplus fighter aircraft were modified as target drones, but the development of a specifically built unmanned aerial system for intelligence surveillance and reconnaissance (ISR) duties, is relatively new. Even more 24 SP’S AVIATION Issue 1 • 2012
recent is the adaption of several platforms to carry air-tosurface weapons, with some reports suggesting such use in the troubled Uyghur region. In the early days of development, the Chinese are known to have received Israeli technology, but after complaints from the United States that some of this technology had actually originated in the US, China has had to rely upon other sources including reverse engineering of the western platforms. On a related note, it was believed that China was able to decipher some of the sophisticated technologies and software onboard the EP-3 signals reconnaissance aircraft that was forced to land on Hainan Island during the 2001 Sino-American “spy plane” incident. The domestic research has however taken firm root in China, as evident from the development of ASN-211, a small ‘flapping wing’ platform, weighing only a quarter of a kilogram, emulating a bird in flight. Then there is the Qingdao Helicopter Manufacturing Corporation with their V-750 helicopter UAV. The Chinese have also developed the high altitude long endurance (HALE) version ASN-229A, which is a reconnaissance and attack UAV with twin-boom design. This UAV can carry two underwing AR-1semi-active missiles with a ceiling of 30,000 ft and an endurance of around 20 hours. The CASC CH-3 canard-configured UAV is reported to be capable of carrying a 65 kg multi-purpose bomb. Then there are most recent designs, the Soaring Dragon and Sky Wing high altitude UAVs, which are expected to perform similar functions to the American RQ-4 Global Hawk, in terms of longrange surveillance. Further proof of the Chinese UAV industry coming of age is evident by the recent export promotions of some of the designs to Brunei, Malaysia and Pakistan. Lessons for India
All the three wings of the armed forces have now been using similar UAVs for over a decade. NTRO also has UAVs from the same source except for the satellite feed for navigation. There is a need now for all the operators to upgrade their capabilities considerably in important areas such as diversification both in terms of sources for acquisition and different types of UAVs for different roles, selective weaponisation and data management. Another important area that needs immediate attention is the human resource factor. UAV as an unmanned system is quite a misnomer. While it is true that the platform per se is without a pilot, there are a number of personnel involved in keeping the UAV afloat and to glean information. The Indian armed forces and for that matter even NTRO need to cater to induction, training, promotions and such HR issues for a motivated and operationally capable cadre. In varied roles
With rapid advances in the fields of robotics and artificial intelligence, UAVs are increasingly becoming more versatile. Notwithstanding the limitations of weather penetration and lack of inherent flexibility of decision-making as compared to a manned platform, the UAVs are being fielded in a variety of complementary roles. Apart from reconnaissance and surveillance, their utility during disaster management and in particular during the NBC scenarios, have a tremendous potential. While the DRDO is taking steps to design and develop different types of UAVs, some of the private industries also need to invest in this rapidly growing versatile aerial platform. SP www.spsaviation.net
Military C-17 c-17
a
strong workhorse Photographs: usaf, pratt & whitney and Defense.gov
The Boeing C-17 Globemaster III was planned to be wound up in 2004, but production has been extended again and again, and the end is not in sight.As the IAF’s C-17s fly their operational missions, perhaps across the globe, they are likely to encounter many other C-17s sporting a variety of flags.
By Group Captain (Retd) Joseph Noronha, Goa
E
arly next year, the Indian Air Force (IAF) will get a welcome boost in its strategic and tactical airlift capability. The service will induct 10 Boeing C-17 Globemaster III heavy-lift military transport aircraft in 2013-14. These potent workhorses of the air will gradually replace the worthy but ageing IL-76 fleet. The Chief of the Air Staff, Air Chief Marshal N.A.K. Browne, recently said, “The IAF is actually moving very fast towards transforming into a full spectrum strategic capability.” The C-17 will provide the IAF a major push in this direction. The C-17 is not really a new plane—its maiden flight was over 20 years ago. The US Air Force (USAF) declared its first few C-17s operational in January 1995 and has received 214 aircraft since then. Other customers include the Royal Air Force, the Qatar Emiri Air Force, the Canadian Air Force, the Royal Australian Air Force, the United Arab Emirates Air Force and the 12-memIssue 1 • 2012 SP’S AVIATION 25
Military C-17
exclusive power: Pratt & Whitney’s F117-PW-100 engines will power the Boeing C-17 Globemaster III for the IAF
ber Strategic Airlift Capability initiative, between North Atlantic Treaty Organisation (NATO) and Partnership for Peace nations. The C-17s currently entering service, however, are significantly improved versions of the earlier models. They benefit from enhanced fuel capacity, upgraded avionics, additional lighting systems and Honeywell’s IntuVue 3D all-weather radar system. Worldwide, Boeing has completed delivery of 239 C-17s as of November 2011.
The key to its impressive performance is the powerful F117PW-100 engine that powers every single C-17
Modernising the IAF
The IAF’s C-17 contract is part of its efforts to modernise as fast as possible and take its strategic airlift capability to a much higher level. The massive $4.1 billion (`20,500 crore) deal was signed in June 2011 under the US Government’s foreign military sales (FMS) programme. The C-17’s 77-tonne maximum payload is a marked increase over the 45 to 47-tonne capacity of the IL-76—currently the IAF’s sole heavy-lift transport aircraft. 26 SP’S AVIATION Issue 1 • 2012
C-17 Fact File First Flight: 1991 First Operations: 1995 Aircraft Delivered: 239 (as of November 2011) Latest Development: 214th C-17 delivered to USAF in December 2011 Operators: USAF-223 ordered (received 214); UAE-2; RAF- 7 (received); Royal Australian Air Force-4 (received); Canadian Forces-4 (received); Strategic Airlift Capability consortium— members of NATO and Partnership for Peace- 3 (received); Qatar- 2 (received) (as of May 2011); India has ordered 10 C-17s with option for 6 more.
Boeing is bound to invest 30 per cent of the contract amount in Indian civilian and military industries, reportedly including a high-altitude engine test facility and tri-sonic wind www.spsaviation.net
Military C-17 tunnel facility of the Defence Research and Development Organisation (DRDO). Boeing is likely to accelerate production and deliver the aircraft before the scheduled time. Once the IAF is satisfied with the C-17’s performance, six more may be ordered probably in 2013, and all 16 aircraft are likely to arrive by 2015. The IAF currently has about 20 IL-76 aircraft, and may eventually need up to 25 C-17s. Even with a small number of 10 to 16 aircraft, India will be the C-17’s biggest overseas customer. The planes will be based at Air Force Station, Hindon, near Delhi, but their happy hunting ground will be the remote and austere north and north-eastern Himalayan regions, where a number of airbases are being prepared to receive these sturdy jets. As it joins the Globemaster Sustainment Partnership (GSP), the IAF is also looking forward to securing enhanced reliability and maintainability—two promised benefits of the C-17 system. The GSP is a performance-based logistics agreement between Boeing and Pratt & Whitney, under which aircraft availability will be guaranteed at a fixed cost. Certain performance figures are assured by Boeing, including an aircraft mission completion success probability rate of 92 per cent, only 20 aircraft maintenance man-hours per flying hour, and full and partial mission availability rates of 74.7 per cent and 82.5 per cent, respectively. After being at the receiving end of poor fleet serviceability states for decades, this will be like a dream come true for the IAF. Capability Plus
The C-17 is a high-wing, four-engine, T-tail aircraft capable of carrying payloads up to 1,66,000 lb (77 tonnes). It can deliver passengers and cargo over intercontinental distances, provide theatre and strategic airlift in both landing and airdrop modes, and augment aero-medical evacuation and special operations missions. Its design permits delivery of outsize combat cargo and equipment directly into and out of small, austere airfields. It has 54 permanently installed sidewall seats and 18 pallet positions (including four on the ramp). The aircraft is operated by a crew of just three (pilot, co-pilot and loadmaster), reducing manpower requirements, risk exposure, and longterm operating costs. The cockpit has two full-time all-function head-up displays (HUD) and four multi-function active matrix liquid crystal displays (AMLCD) with conventional instruments as backup. It has sophisticated navigation and communication systems. Its quadruple-redundant electronic flight control system (EFCS) also has a mechanically-actuated backup system. Significant features of the C-17 include supercritical wing design and winglets to reduce drag and provide increased fuel efficiency and range; receiver in-flight refuelling capability; externally blown-flap configuration, direct lift control spoilers and high impact landing gear system; forward and upward thrust reverser system that provides backup capability, reduces the aircraft ramp space requirements, and minimises the interference of dust, debris, and noise on ground; and cargo handling systems that require a single loadmaster that permit immediate offloading without special equipment. During testing, C-17s have reportedly set 33 world records, including payload to altitude, time-to-climb, and the short take-off and landing mark, in which a C-17 got airborne in less than 1,400 ft, lifted a payload of 44,000 lb to altitude and landed in less than 1,400 ft. The aircraft cruises at Mach 0.74 to 0.77 and has an unrefuelled range of 2,420 nautical miles with a payload
of 1,60,000 lb. The key to its impressive performance are the powerful F117-PW-100 engines that power every single C-17. Power Packed
The F117, a close derivative of Pratt & Whitney’s PW2037 commercial engine that powers the Boeing 757, is a dualspool, axial airflow, annular combustion, high bypass, turbofan engine certified at 40,440 lb (179.9 kN) thrust. It has a bypass ratio of 5.9:1 and overall pressure ratio of 30.8:1. With more than 50 million hours of military and commercial use, the F117/PW2037 has consistently proven itself as a world-class dependable engine. The latest F117 model—the reduced temperature configuration (RTC)—uses technical and material advancements such as second-generation single-crystal turbine materials, improved cooling management and thermal barrier coatings to lower operating temperatures. A full-authority digital electronic control (FADEC) delivers high operational performance, low fuel burn and excellent maintenance diagnostics. The C-17’s four F117 engines are integrated in the wings and have a unique thrust reverser system that can be deployed in flight for tactical descents. This allows the aircraft to use a wider range of runways. On ground, the aircraft is capable of turning in a small radius and can complete a 180 degree star turn in 80 ft. It can also carry out routine backing. A fully loaded aircraft is capable of backing up a two per cent gradient slope using the directed-flow thrust reversers. Technologically, the heart of the C-17 is its propulsive lift system, which uses engine exhaust to augment lift generation. This “externally blown flap” or “powered-lift system” enables the plane to operate at about twice the lift coefficient of conventional jet transport aircraft and make remarkably slow, steep approaches despite heavy payloads. Thanks to this system, the aircraft can land with loads as large as 160,000 lb on runways as short as 3,000 ft. The Great Survivor
The C-17 also has a self-protection suite of sensors that can detect the thermal signature of a missile exhaust plume. The plane is among the most battle-proven transport aircraft flying today, having logged well over two million flight hours. Over the past 15 years or so, its ability to fly long distances and land in remote airfields, has given it a significant advantage over its competitors. It has proved to be a powerful and reliable workhorse in both Iraq and Afghanistan. It was also extensively employed by the USAF in Bosnia (1995), Kosovo (1999) and Libya (2011). Boeing has service departments around the world to maintain the aircraft—this provides its sales staff with further bragging points when negotiating orders. The Boeing C-17 Globemaster III was planned to be wound up in 2004, but production has been extended again and again, and the end is not in sight. The aircraft is set to benefit yet again, because the US Government lacks the tens of billions of dollars needed to develop a new strategic military transport aircraft. Indeed, Washington may be left with little option but to place further orders for upgraded C-17s and production could continue well into the next decade, while the aircraft currently being delivered may have to serve the United States Air Force (USAF) for up to 40 years. Not for nothing is the C-17 called the Great Survivor. As the IAF’s C-17s fly their operational missions, perhaps across the globe, they are likely to encounter many other C-17s sporting a variety of flags. SP Issue 1 • 2012 SP’S AVIATION 27
Military Engines
Bullish on
Jaguar
Photographs: Sp guide pubns & usaf
Honeywell claims that compared to the current Adour Mk811 engines fitted on the IAF Jaguars, its proven and mass-produced F125IN is 267.6 kg (590 lb) lighter, while offering between 17 per cent and 40 per cent higher thrust, thereby offering the Jaguar a two tonne (4,400 lb) payload increase
H
oneywell’s large skilled engineers or eight per cent of By Air Marshal (Retd) footprint in India global Honeywell workforce is based V.K. Bhatia was revealed more in India. This represents in-country than adequately durpresence of all the Honeywell straing a recent informal tegic business groups such as aerodiscussion between its space, transportation and specialty Country Head Pritam Bhavnani and materials and automation control SP’s Aviation. Having entered the Insystems, making India a significant dian market way back in the 1920s, Honeywell continued to export hub for both products and engineering services with expand its presence over the decades to emerge as a large an annual turnover exceeding `1,400 crore ($280 million). employer and revenue generator for India. Today, more than Along with five manufacturing locations and four global 10,000 (mostly Indian) employees including 6,000 highly technology and engineering centres, Honeywell has estab-
28 SP’S AVIATION Issue 1 • 2012
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Military Engines lished key presence in 10 cities and sales support in as many as 50 cities across India. Partnering India
Honeywell has become a major partner with Indian industry and institutes through Honeywell Technical Solutions (HTS) in Bangalore and Engineering Strike asset: IAF’s Jaguar Commercialisation Centre in fleet was inducted in 1979 Gurgaon to make India a hub for aerospace development. India’s aerospace defence public sector undertakings (DPSUs) have also benefitted greatly with the licensed-production of Honeywell’s TPE 331-10 turboprop engines (fitted on Dornier DO228 aircraft) and radars. For example, Honeywell’s TPE 331-10 represents the first aerospace engine to be completely manufactured in India by the Hindustan Aeronautics Limited (HAL) for the worldwide market. Re-engining IAF’s Jaguar Combat Aircraft
Jaguar combat aircraft fleet of the Indian Air Force (IAF) has been a key strike asset since the aircraft’s induction into service in 1979. But owing to its poor thrust/weight ratio especially in the max all-up weight (AUW) configuration, the aircraft suffers from serious deficiencies vis-à-vis take-off distances in ‘hot or/and high’ conditions. Also, it can not climb to high altitudes without the use of afterburners for low-high-low missions against high-altitude targets or, where terrain demands transition at high altitudes. Having improved its avionics to a considerable extent and in view of the IAF’s decision to keep the fleet going for another two decade or so, the service has been looking at alternate engines with higher thrust to power its Jaguars for greater mission relevance and enhanced flight safety. It was in January 2009 that the IAF HQ set up a highlevel systems evaluation committee under Dr K.V.L. Rao with the task to identify a suitable turbofan for re-engining of the Jaguar. Bidding for supplying up to 280 turbofans (including 40 spare engines) were UK-based Rolls-Royce and the USbased Honeywell Aerospace. Honeywell has offered its F125IN, a 43.8kN thrust (with afterburning) turbofan. Rolls-Royce, whose Adour Mk811 (rated at 32.5kN thrust with afterburning) currently powers the Jaguars, had proposed its Adour Mk821 turbofan, an afterburning variant of the Rolls-Royce Adour Mk871 fitted on the Hawk 132 AJT being supplied to the IAF. RollsRoyce has since withdrawn from the competition. Honeywell Aerospace claims that compared to the current Adour Mk811 engines fitted on the IAF
Jaguars, its proven and massproduced F125IN is 267.6 kg (590 lb) lighter, while offering between 17 per cent and 40 per cent higher thrust, thereby affording the Jaguar a two tonne (4,400 lb) payload increase. In addition, Honeywell Aerospace asserts that F125IN-powered Jaguars will see a 23 per cent reduction in takeoff distance, faster climb up to 6,090 metres (20,000 feet) without utilising afterburners, and 36 per cent extended range due to improved specific fuel consumption and reduced usage of afterburners. Also, the F125IN has been claimed to improve combat survivability by incorporating an auto restart feature while airborne. A dual full authority digital engine control (FADEC) capability with automatic back-up operating modes (like continuous diagnostics/engine monitoring system, and fault detection logic) dramatically reduces the pilot workload, according to Honeywell Aerospace. Honeywell Aerospace, which first showcased the F125IN at the Aero India 2009 expo in Bangalore, claims that its proposed solution offers “improved pilot safety, lower maintenance costs and outstanding reliability,” and will result in more than `7,000 crore ($1.4 billion) in reduced life-cycle costs. The company also proudly labels the F125IN as being a modular ‘drop-fit’ design that requires no airframe structural modifications, and it had demonstrated this to the IAF in May 2009. Withdrawal of the Rolls-Royce from the Jaguar’s re-engining competition did create problems as the programme landed up in a ‘single-vendor’ situation and had to be temporarily suspended. However, there is a clause in India’s Defence Procurement Procedure (DPP), whereby, under certain circumstances, a single-vendor case recommended by HQ Integrated Defence Staff (HQ IDS) in consultation with DRDO could, after suitable debate, be cleared by the Defence Acquisition Council (DAC). Honeywell, on its part, is so confident of the final outcome that it has acquired a Jaguar airframe with its own resources and has carried out the necessary modifications needed for proper mating of the engines with other accessories, such as the aircraft’s generators— that are run by the engine through an accessory gearbox. In the final analysis, what matters most is a speedy decision by the ‘powers that be’ to ensure timely implementation of the ‘re-engining’ programme. With notable thrust accretion and equipped with more capable avionics, the re-engined Jaguars are sure to continue to occupy the ‘pride of place’, spearheading IAF’s strike force well into the future. SP
Along with five manufacturing locations and four global technology and engineering centres, Honeywell has established key presence in 10 cities and sales support in as many as 50 cities across India
Issue 1 • 2012 SP’S AVIATION 29
Interview T-Hawk
T-Hawk
does not require a runway or large volumes of airspace to get into position
Photograph: Honeywell
SP’s Aviation (SP’s): Can you briefly describe the primary features of the Honeywell RQ-16A T-Hawk and its roles? Apart from being a ducted fan vertical takeoff and landing (VTOL) micro UAV, what are the special features of this UAV? Pritam Bhavnani (Bhavnani): The Honeywell T-Hawk is another example of innovative technology initially created for defence purposes that can play crucial roles in humanitarian and disaster relief efforts. One of the unique aspects of this particular UAV is that from a logistics perspective, its size and weight provide tactical operators real-time intelligence, surveillance, and reconnaissance (ISR) benefits without the significant ‘gearfootprint’ required by other UAVs. The entire unit can be carried by one person into various locations or environments. Unlike other helicopter-like VTOL UAVs, its ducted fan design offers extreme stability under challenging wind conditions and allows it to carry a variety of sensors without any negative effects from air flow or rotor wash. The T-Hawk has been used in Iraq and Afghanistan to support counter-improvised explosive device (IED) and counter-insurgency missions.
operations, explosive ordnance disposal (EOD) missions, infantry support, and base and perimeter security. SP’s: Has the T-Hawk completed its developmental flight test programme? What are the plans and timeframes for its induction into the US armed forces? Bhavnani: The T-Hawk micro air vehicle has been proven in combat with the US Army and Navy, with more than 2,500 combat missions flown and 2,000 flight hours till date in Iraq and Afghanistan as part of Operation Iraqi Freedom and Operation Enduring Freedom, respectively.
The T-Hawk micro air vehicle has been proven in combat. In an exclusive interview with SP’s Aviation, Pritam Bhavnani, President, Honeywell Aerospace India, spoke about the unique characteristics of T-Hawk.
SP’s: At what level of command or formation in the battlefield is the T-Hawk micro air vehicle (MAV) designed to be deployed and what has been the experience with the MAV in operational user trials so far? Bhavnani: The T-Hawk is a tactical airborne ISR asset designed to be deployed at the platoon or squad level. In its current roles, it is asset-managed at the battalion level in a manner similar to special weapons such as crewserved weapons like heavy machine guns and mortars. Field experience with T-Hawks has been uniformly positive with deployed units having great success with route clearance 30 SP’S AVIATION Issue 1 • 2012
SP’s: How does the T-Hawk decrease combat risk for troops while supporting counter-IED missions? What technology does it use for this mission? Bhavnani: The T-Hawk reduces combat risk by giving tactical decision-makers more options in an often compressed operational timeline. It offers commanders an upper hand during counter-IED missions by providing information about how and when insurgents may have planted explosives along roads or on other targets. The T-Hawk is an airborne ISR asset used by route clearance units and EOD technicians to detect and positively identify IEDs. Unlike fixed wing UAVs, the T-Hawk can hover in place and inspect a suspicious object. The T-Hawk currently uses a suite of optical sensors operating in the visual and long wave IR spectrum. EOD technicians are able to deploy T-Hawks during a response mission or use them to gain visual context from above in a post-blast scenario.
SP’s: Are you thinking of using more sophisticated sensors in this micro UAV? Bhavnani: While the current electro-optical (EO)/long wave infrared (IR) sensor payload gives tactical units a clear advantage, our development team knew that additional paywww.spsaviation.net
Interview T-Hawk
load versatility would enable a wider span of ISR missions. With this in mind additional payloads including a true high definition EO camera, a high-resolution long wave IR camera, an integrated EO and high-resolution IR camera, a short wave IR camera, and various standoff real-time radiation and chemical sensors are considered for adoption.
dynamic machine: Weighing in at less than 20 pounds with vertical takeoff and landing capability, the T-Hawk does not require a runway or large volumes of airspace to get into position.
SP: It seems that in our context it could be used in the Army at the Company/Platoon level and in counterinsurgency it could be used for homeland security. Bhavnani: Precisely so. The T-Hawk’s broad range of realtime ISR capabilities increases the potential success across a spectrum of combat missions. Its ability to fly rapidly to a target and execute detailed inspection from various standoff distances, positions and angles, deliver high quality realtime video to the operator, and provide accurate position data even in cluttered urban areas is a force multiplier in both military and homeland security missions. SP: What role did the T-Hawk MAV play towards disaster relief during the recent nuclear accident at Fukushima in Japan? Bhavnani: Honeywell was contacted by several agencies about the suitability of using the T-Hawk to assist with exploration activities at the Fukushima Daiichi nuclear power fa-
cility. Honeywell made four T-Hawks available, to provide officials with immediate visibility deep into the reactor site and the surrounding area, where human access had been made impossible due to dangerous levels of radiation and the widespread infrastructure damage made it inaccessible to ground vehicles. Following some initial mission-readiness tests in Japan, the first flight over the actual mission site was April 10, when the team executed a 30-minute flight that provided key video footage back to officials on the ground. The video can be seen at: http://www.youtube.com/watch?v=OqCout-TbBw. The T-Hawk executed primary missions in support of the relief efforts at Fukushima Daiichi and the neighbouring prefectures. These missions were ISR in support of search and rescue teams, radiation monitoring structural inspections of the reactors, the sea wall, and adjacent buildings, and ISR in support of search and recovery teams. SP: How are the versions of the T-Hawk designed for the US Navy and the Army different from each other? Bhavnani: Weighing in at less than 20 pounds with vertical take-off and landing capability, the T-Hawk does not require a runway or large volumes of airspace to get into position. It has an endurance run time of around 40 to 50 minutes, an approximate working sphere of a 10,000-foot ceiling and an operating radius of about six nautical miles (11 km). The primary difference between the US Navy and US Army systems lies in the mission requirements. Both the Navy and the Army utilise the T-Hawk to perform a variety of missions, from reconnaissance to communications operations. SP Issue 1 • 2012 SP’S AVIATION 31
Military Indo-Pak War 1971
Victory Revisited
Shorket Road strike: Gun camera film showing a PAF sabre on fire (Encircled)
The most befitting tribute to the IAF’s role in the 1971 Indo-Pak War came from none other than Lt General A.A.K. Niazi, who when asked as to why he had surrendered his command when his Army was still intact, had pointed at the flying wing on the uniform of an IAF officer and said, “Because of this, you—the Indian Air Force.” Read through the concluding part of the article to get a closer picture of the war. forced to make precision attacks with By Air Marshal (Retd) In consonance with Pakistan’s grand front guns and rockets which would V.K. Bhatia strategy based on the principle that expose them to the inferno of anti-air“Defence of East Pakistan rests in West craft weapons, causing unacceptable Pakistan”, the Pakistan Air Force (PAF) losses. The PAF therefore, swung to had worked out its own war strategy the idea of mainly bombing the IAF in terms of deployment of forces and airfields to make the air complexes their employment. The PAF thereand runways untenable for certain fore stuck to deploying only one squadron (No. 14) of F-86 periods of time, to deny the enemy air interference with Pak Sabre aircraft (though with somewhat bigger than normal Army’s land assaults into Indian territory. In many ways, it strength and further beefed it up with a few RT-33s) in the turned out to be a flawed idea, as would become clear a little east, with rest of the force deployed in the west. Taking note later. The IAF on the other hand adopted a two-pronged stratof the changed ground environment on all Indian Air Force egy for conducting counter air operations. Only fighter aircraft (IAF) bases with aircraft mostly kept in hardened protective were employed for daylight precision attacks mainly against shelters (as indeed was the case at PAF bases), it was felt that enemy aircraft on the ground causing as much attrition as the PAF would not be able to repeat the success in destroy- possible. During night strikes, Tactics and Air Combat Develing the IAF aircraft on the ground as it did so remarkably in opment Establishment (TACDE) fighters (MiG-21s and Su-7s) 1965. It was feared that if attempted, the attackers would be and Canberra light bombers were used to mainly cater to the
Photograph: warchat.org
PAF’s War Strategy
32 SP’S AVIATION Issue 1 • 2012
www.spsaviation.net
Military Indo-Pak War 1971 enemy runways and parallel taxi-tracks. Even though the IAF did suffer some losses during daylight attacks, on the whole, this dual strategy paid handsome dividends by turning the tables on the PAF vis-à-vis 1965 in terms of destruction of aircraft on the ground. Conduct of Air War
In a pre-planned move, the PAF carried out near simultaneous attacks late in the evening on December 3 against the IAF airfields in the western theatre, trying to achieve the kind of surprise the Israeli Air Force had achieved against its Arab adversaries during the 1967 Arab-Israeli war. But here, two things were missing, one: the IAF was well prepared for such an attack with most of its aircraft dispersed and protected in camouflaged blast pens; two: the PAF by and large, targeted only the runways in hurriedly executed bombing attacks. This resulted in only superficial damage being caused to runways at some places such as Amritsar, which were repaired in just a few hours with next to nil attrition to aircraft on the ground. As a matter of fact, the IAF lost just three aircraft on the ground during the entire war. These aircraft were temporarily exposed on the ground while taking-off or taxiing in after their respective missions, when unfortunately the attack came. The PAF attempted no pre-emptive strikes worth the name in the east. How ineffective was the PAF’s brilliantly planned but poorly executed pre-emptive strikes is evident from the fact that the IAF’s retaliatory strikes could be launched the same night from its respective bases. But the real onslaught came the next day, on December 4, with the IAF carrying out daring daylight precision attacks against many PAF bases in the west. The next three days saw a lot of counter-air attacks in both theatres with the PAF bearing the brunt of losses on the ground; and in the air. An independent post-war compiling of losses by a foreign analyst pegs the losses to the PAF as 26 aircraft destroyed on the ground with 16 as ‘probables’. And, this does not take into account 11 Sabres which were machine-gunned on the ground by the PAF itself in Dhaka. In response to the PAF strikes, the Western Air Command struck PAF bases at Sargodha, Mianwali, Shorkot Road, Murid, Peshawar, Chander, Risalewala, Chak Jhumra, Karachi, Drigh Road and the radar stations at Lahore, Sakesar and Badin. In addition, the IAF carried out interdiction to prevent concentration of troops in the forward areas. The aircraft used for these attacks were the HF-24 Maruts, Su-7s, Hunters, Mysteres and the B-57 Canberras. The IAF had done its homework well with each squadron having been given specified tasks in furtherance of the air campaign in both theatres of war. For example, TACDE, the specialist unit had been given specific enemy airfields in the west for night attacks. However, No. 32 Squadron to which I belonged at the time of the war had been given myriad tasks such as counter-air, photo-reconnaissance and interdiction. The squadron was assigned the army close air support task as well as its secondary mission. Counter-air targets included Sargodha and the PAF’s brand new secret airfield at Shorkot Road. I led three strikes on Shorkot Road on December 4-5 with considerable success carrying out precision low level 57mm rocket attacks against aircraft and installations on the ground (see box for excerpts of my personal account of the first strike on December 4, a narrative written soon after the war).
‘We had taken the enemy completely by surprise’
I
f I recall correctly, the strike TOT was 1045 hours IST. The morning low clouds had lifted by then and the visibility was reasonably good— altogether, nice weather for the mission. The Eagle formation got airborne on the dot. I carried out a gathering turn at the end of which all four aircraft were in position. We flew a loose broad-frontage formation, keeping low all the way through stepping up our heights just a wee bit to avoid high tension pylons south of Lahore. While a strict R/T silence was maintained, I knew all other members had their eyes peeled to spot bogeys (enemy aircraft), while I concentrated on navigation. The next 15 minutes were spent in rapt attention after which I could spot the initial point (IP) approaching dead ahead. A quick NATO turn (pairs turning inward to reverse direction for better cross-cover) for the final run-in to the target saw me keeping my fingers crossed to find the target at the anticipated location. The suspense was building up to a crescendo when I gave the orders for the pull up. It was sheer delight to see the airfield sprawled slightly ahead and below us. I rolled into the attack over No 3 and 4 heading for the nearest ORP pen, where I spotted an F-86 Sabre parked just outside the pen. Sathaye, my No 2, who was flying 300 metres behind me, spotted two Canberra bombers which were being refuelled. Closing into the correct range, I fired the first salvo of rockets at the Sabre. We recovered in a perfect pre-planned formation, flew for a few kilometres clearing each other’s tails and then turned around for the second attack. The second attack was equally successful with more Sabres being targeted at the ORP pens. It appeared that we had taken the enemy completely by surprise as not a single round of ack-ack was fired at us. We made a getaway by engaging the after-burners and accelerating to 1,100 kmph. The skies behind us were clear of enemy aircraft, and we headed for home. After an uneventful return flight, we landed at Amritsar at about 1200 hours. The strike turned out to be the most successful with one Canberra, a refuelling bowser and three Sabres as confirmed kills. • —Squadron Leader V.K. Bhatia
As mentioned earlier, two more strikes were carried out against Shorkot. Our suggestion for a repeat aircraft as soon as possible after the aircraft were refuelled and rearmed was turned down by the planners at Command HQ. Instead, we were given the ‘dusk’ TOT. The sortie was once again uneventful but only till we reached the IP, located about 20 km short of the target. As we commenced the turn for the final run in, I could see a large umbrella of exploding ack-ack shells lighting up the sky in the gathering dusk. The enemy was indeed expecting us because of the copybook (Staff College style) TOT selected. During the initial pull up and roll in itself, we were engulfed by heavy ack-ack barrage. The attack was however carried out against Sabres in pens as planned. Sathaye had targeted another B-57 he saw in his designated area and engaged it successfully. The second attack was also pressed home, but this time, with only three aircraft as Mally was shot down by ack-ack during the first attack itself. Our troubles, didn’t appear to end there, as during the getaway, we were intercepted by the PAF’s patrolling Sabres. The bogey was spotted, but as we took the evasive action, we saw a sidewinder missile hurtling towards the now depleted formation. What saved us, however, was the pre-briefed ultra low height at which we were getting away, seducing the missiles Issue 1 • 2012 SP’S AVIATION 33
Military Indo-Pak War 1971 to streak through the broad-frontage formation and exploding harmlessly on the ground in front of us. After successfully extricating ourselves from the attacking Sabres (there was no question of engaging them as by now, we were precariously low on fuel), we did a safe night recovery at Amritsar. The interception by Sabres had forced the formation to jettison the drop tanks. This meant that the next morning we could launch only two aircraft because of the restricted availability of 900 litre long-range drop tanks. The third and final mission was flown by me and Tambey where he was claimed by enemy ack-ack guns during the pull up for second attack. It was a lonely journey indeed getting back home. But in the final analysis we had destroyed six of the enemy Sabres, two Canberras and a hangar with related paraphernalia; the dusk attack claims of three Sabres and a Canberra were converted into ‘Probables’ due to the ineffectiveness of gun camera film in the fading light of the dusk attack and strict requirement of physically irrefutable corroborative proofs for the award of ‘confirmed’ kills. Even then, the tally was firmly in our favour. In pursuance to its other missions, No. 32 Squadron was also tasked to carry out large-scale interdiction of the enemy’s rail system in Lahore sector and in the ‘bulge’ to prevent reinforcements reaching the enemy ground forces in these sectors. In addition, some daring single-aircraft photo missions were flown against the enemy airfields such as Chaklala and Murid which were converted into target folders for the Intelligence sections at the concerned bases for decades to come. Overall, it is clear that despite the handicap of a Pakistan initiative, within the first few days, the IAF had gained a favourable air situation over West Pakistan which it exploited to the full. In the Battle for Bangladesh, the effective employment of air power in breaking the enemy’s will to fight was proved beyond any doubt. It was a classic case of total air supremacy by the end of the second day of operations, which finally paved the way for the capitulation of Dhaka. There were numerous cases of brilliant and innovative uses of airpower in both theatres of war. In the west, there was the Longewala battle where just four Hunters operating from Jaisalmer airfield under outstanding leadership of the Base Commander, Wing Commander M.S. Bawa (later Air Marshal), not only blunted a Pak armoured thrust into the Indian territory but caused its total rout by destroying most of enemy’s tanks and other paraphernalia. Other notable feats included night bombing of the enemy armour hiding in the Changa-Manga forest by An-12 aircraft. The IAF also engaged and caused big dents in the Pak’s energy sector. These included attacks on Karachi POL dumps, Sui Gas Plant and Attock Oil Refinery to name a few. Even POL depots were not spared in a bid to deprive and decelerate the Pak war machine. The IAF’s performance was so good that some analysts began to 34 SP’S AVIATION Issue 1 • 2012
estimate that the missions were conducted under AWACS control of a ‘loaned’ Soviet Tu-126 Moss aircraft. In the east, the overwhelmingly superior IAF was able to attain total air supremacy within 48 hours of the commencement of war with daringly innovative daylight bombing attacks by MiG-21 supersonic fighters, pulverising PAF’s bases at Kurmitola and Tezgaon; and in the process, effectively grounding the PAF for the entire duration of war. This also resulted in shoring up the mobility of Army IV Corps which was greatly enhanced by the intelligent and effective use of helicopters in the riverine terrain. The first ever heliborne army air bridge operation and the first battalion strength paradrop were conducted in furtherance of the ground operations. The main paradrop operation was undertaken on December 11, 1971, by 48 aircraft—six An-12s and 20 Packet aircraft operating from Dum Dum and 22 Dakota aircraft from Kalaikunda landed most of the Para Battalion Group, north of Tangail between 1600 and 1630 hours. The paradrop facilitated inclusion of Dhaka as a viable objective for the Eastern Army. However, the straw that broke the camel’s back, was the pinpoint rocket attack on Government House, Dhaka, by MiG-21s of No. 28 Squadron on December 14, which led to the resignation of the Governor and the surrender of the 93,000-strong East Pakistani garrison, and the creation of Bangladesh. Finally
The final tally of the 14-day 1971 war announced by the then Indian Defence Minister Jagjivan Ram in the Parliament, put Pakistani losses at 94 aircraft and Indian losses at 45 (54 overall). Needless to say, there are varying figures being quoted by different sources, not only from the warring countries, but also from independent international sources. But if one was to go by the attrition rates, which are based on actual number of sorties flown covering various aspects of air operations, there is near unanimity that the PAF’s overall per cent attrition was nearly thrice (1.42) than the IAF’s (0.48). Whatever the real statistics are, it is quite clear that the IAF decisively won the air war of 1971, a fact that is acknowledged today even at the highest levels of Pak Army, despite what the PAF claims. Pakistan lost the whole of East Pakistan, which became Bangladesh, plus a massive 5,500 sq miles of territory in the West, over 20,000 casualties and over 250 tanks lost in combat. The Indian Army wholeheartedly acknowledges the critical role played by the IAF in achieving the decisive victory within a very short period of 14 days. Perhaps the most befitting tribute to the IAF came from Lt General A.A.K. Niazi, Martial Law Administrator and Commander, Eastern Command (Pakistan). When asked after the surrender ceremony as to why he had surrendered his command when his Army was still intact, he turned, and walking up to an IAF officer, pointed at the flying wing on his uniform and said, “Because of this, you—the Indian Air Force.” SP www.spsaviation.net
Hall of Fame
H
umanity’s conquest of the air began in June 1783 when a Montgolfier hot-air balloon soared skyward near Paris. But for several more decades, aviation was restricted to the ascent of similar lighter-than-air vehicles. Then along came Sir George Cayley who said, “The whole problem (of flight) is confined within these limits: to make a surface support a given weight by the application of power to the resistance of the air.” In other words, he proposed using an engine to create forward motion and predicted that such motion would develop lift via the wings. Sometimes called the Father of Aeronautics, Cayley achieved the first major breakthrough in heavier-than-air flight. It is widely accepted that the basic aeroplane—albeit a powerless one—was invented by Cayley in 1799 at Brompton, Yorkshire. In 1909, Wilbur Wright himself acknowledged,: “About a hundred years ago, an Englishman, Sir George Cayley, carried the science of flight to a point which it had never reached before and which it scarcely reached again during the last century.” George Cayley was born on December 27, 1773, in Yorkshire, England, and eventually became the sixth baron of Brompton. As a lad, he would sit for hours watching how birds fly, especially the timing and the process of birds flapping their wings as they moved forward. At the time, the main scientific research into flight was devoted to the attempted construction of rudimentary ornithopters—strange contraptions that might fly by flapping their wings like birds. But Cayley later proved the utter impossibility of human flight using attached wings—because while the pectoral muscles of a bird account for more than two-thirds of its whole muscular strength, in a human being, the muscles available for “flying” do not exceed one-tenth of the body’s strength. This fact would not change no matter what mechanism might be used. Cayley was the first to describe in engineering terms many of the concepts and characteristics of the modern aero-
plane, especially lift and thrust. He built a “whirling-arm apparatus” to measure the drag on objects at different speeds and angles of attack and experimented with rotating wing sections of various forms. He would methodically test his ideas with small models before graduating to full-scale demonstrations. In the course of his experiments, he succeeded in developing an efficient cambered aerofoil to produce lift. He discovered the importance of the dihedral angle for lateral stability in flight and intention-
George Cayley (1773 - 1857)
He was a man in advance of his time—the first true scientific aerial investigator and the first to grasp the basic principles and forces of flight
ally set the centre of gravity of many of his models well below the wings for this reason. And knowing the penalty to be paid for any extra weight in aviation construction, he literally reinvented the wheel, by using string rather than spokes in the landing gear wheel, and thus changing the absorbing force from compression to tension. In 1799, Cayley designed a configuration that was remarkably like an
aeroplane. On one side of a silver disk was etched a depiction of the forces that govern flight; on the reverse, a basic aircraft with a fixed main wing, a fuselage, a cruciform tail unit with surfaces for vertical and horizontal control and a cockpit for the pilot. The propulsion device consisted of revolving vanes, a precursor to the propeller. It lacked just one thing—an engine. Cayley built his first full-scale glider in 1849 and initially carried out trials with ballast. The 10-year-old son of one of his servants became the first person in history to fly when he made a short flight in a Cayley craft. In 1853, 50 years before the Wright Brothers’ first powered flight, Cayley built a triplane glider (a glider with three horizontal wing structures). It reportedly carried his coachman about 900 feet across Brompton Dale in the north of England before crashing—the first recorded flight by an adult in a glider. Cayley’s own portly frame may have prevented him from ever attempting to fly. He died on December 15, 1857. George Cayley was a man in advance of his time—the first true scientific aerial investigator and the first to grasp the basic principles and forces of flight. Although he performed many experiments and constructed numerous models, his major contribution to aviation was that of design philosophy. He had the natural humility of the true scientist and was never guilty of making claims that he could not substantiate. Cayley’s principal published work was a triple paper entitled, “Aerial Navigation.” It is perhaps the most important paper leading up to the invention of the aeroplane. He stated that lift, propulsion and control were the three essential elements for successful flight, apparently the first person to so determine and clearly enunciate. Cayley correctly predicted that sustained flight would not occur until a lightweight engine was developed to provide adequate thrust and lift, an event that first took place via the famous flight of the Wright Brothers in 1903. SP —Group Captain (Retd) Joseph Noronha, Goa Issue 1 • 2012 SP’S AVIATION 35
Digest
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BY SP’s Special Correspondent
MMRCA by third week of January
The mother of all Indian deals, the medium multi-role combat aircraft (MMRCA) competition is likely to see a winner announced in the third week of January 2012. After commercial bids were opened on November 4, the Indian Air Force (IAF) and the Ministry of Defence (MoD) created a specialised three-layered team to squeeze a winner out of the final round of comparisons between Dassault's Rafale and the Eurofighter Typhoon. There was a spot of doubt last week over the notion of extension of commercial bids, since their validity expired on December 31. However, the MoD clarified that once the bids were opened, there was no provision for extension, and therefore there was no cause for concern.
programme is hoping to take to the air again shortly. The National Aerospace Laboratories (NAL) is engaged in converting the first prototype Saras to the PT-2 (the aircraft which crashed) standard, with higher powered engines PW PT6-67A, new engine stub wing and nacelle, landing gear actuators, and minor improvements to the flight control systems and flaps. The agency is also in the process of completing a production standard aircraft, which features an all-up weight lower by 500 kg, using advanced composite components specifically in wings, empennage, pressure bulkhead, fuselage top skin, and a weight-optimised fuselage structure. Weight had been one of the chief concerns of the Saras platform during early trials. According to sources, the production standard Saras will be fully equipped with "a digital cockpit, advanced avionics and flight control systems, a fully digital autopilot, an engine instruments and crew alerting system, and an all-moving horizontal tail". If everything goes as planned, and the first prototype takes to the air
NAL struggles to resume flight testing of Saras After almost three years without a single flight since the March 2009 crash of a prototype in which three IAF test crew were killed, the beleaguered Saras light multi-role transport aircraft 36 SP’S AVIATION Issue 1 • 2012
Photo: IAF
Israel signs $1.1-billion deal with India Israel Aerospace Industries (IAI) has notified the Tel Aviv stock exchange of a $1.1-billion defence contract with an Asian customer for "intelligence gathering systems, anti-missile defence platforms, unmanned aerial vehicles (UAVs) and other platforms". While neither side is willing to confirm, it is well known that this is a deal with the Indian Government (Indian External Affairs Minister S.M. Krishna visited Israel shortly after the notification) for unspecified number of IAI Aerostats sporting the EL/M-2083 long range air defence radar, Barak point defence systems for the Navy, surveillance UAVs to augment the existing all-Israeli fleet and certain other systems. It may be remembered that India is currently processing a solicited IAI proposal to supply two more Phalcon AWACS systems. India-Israel defence ties have grown from strength to strength in the last decade, currently underscored by three major joint-development efforts for a naval rotory UAV (NRUAV), medium range surface to air missile (MR-SAM) system and the LR-SAM (Barak 8 NG). Apart from several billions of dollars worth of equipment for the three services, a raft of proposed equipment is currently being considered by the Indian Government. This includes Spike man-portable anti-armour systems, Delilah-II anti-radiation loitering munitions, Gabriel Mk.3 anti-shipping missile, submerged launch vehicle, bomb guidance kits and sundry avionics packages.
shortly, the production standard aircraft should fly by NovemberDecember this year, with expected certification by end 2013 under FAR-23 regulations. India's Slybird MAV maturing fast
The Indian Slybird hand-launched mini unmanned drone is maturing with a series of regular test-flights this year, and the coast clear for the second phase. Designed as a two-kg all-composite fixed-wing unmanned system with an endurance of one-hour and a 10-km range, scientists developing the drone say they are extremely happy with flight test results and are ready to begin sensor integration for Phase-2 of flights. The drone, being developed for a service ceiling of 14,000 feet (but which has only been tested at 3,000 feet and sea-level so far) is intended for real-time telemetry and video surveillance using miniaturised electro-optic payloads or a daylight/IR video camera. The programme team intends to deliver a drone with capabilities and performance similar to the Israeli Elbit Skylark (being partnered by
HAL in India) and the American AeroVironment RQ-11 Raven, demonstrated to the Army at Exercise Yudh Abhyas in 2009. Boeing to Pitch V-22
The Indian military has been impressed by the demonstrated capabilities of the Bell/Boeing V-22 Osprey hybrid tilt-rotor aircraft, but has so far stopped short of expressing any overt interest in considering a purchase, despite feelers from Boeing. That is about to change, with Boeing preparing for a second level of detail presentation to the Indian military establishment (first the Navy) on one of the most remarkable—but also controversial—aircraft ever built. Sources reveal that following a request by an Indian delegation at the Dubai Air Show in November, Boeing is preparing its official V-22 pitch for India. • For complete versions log on to: www.spsaviation.net & www.spsmai.com www.spsaviation.net
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Military Asia-Pacific Trials for IAF's multi-role tanker transport completed Trials in support of the IAF’s procurement of six multirole tanker transports for around $2 billion involving Europe's EADS and Russia's Rosonboronexport have been completed recently and the rival commercial bids are expected to be opened early in 2012. Official sources said that the trials featuring the EADS-built Airbus Military A 330 MRTT and the Russian Ilyushin IL-78—of which the IAF had acquired six in 2004—concluded in Gwalior last month. This capability assessment in Gwalior followed trials in Spain and Russia in July after the tender was re-issued in September 2010, nine months after a similar MRTT contract featuring the same two tank-
ers for around $1.06 billion was terminated. Japanese Ministry of Defense to purchase F-35
fleet with highly advanced fifth-generation technology and capability to adequately meet the challenges arising out of the Chinese J-20 programme.
Americas Pentagon announces contract
The Japanese Defense Minister Yasuo Ichikawa has announced the selection of the F-35 Lightning II aircraft for the F-X programme. The Japanese Government’s decision to acquire 42 F-35 Lightning II next-generation stealth fighters for its defence forces makes Japan the second country to receive the F-35 through the United States Government’s FMS process, and the 13th F-35 customer. The F-35 programme will replace Japan’s ageing F-4
IAF Chief flies Su-30 MKI
AAI • AAI Corporation, Hunt Valley, has been awarded a $10 million cost-plus-fixed-fee contract for the modification of an existing contract to option for weapons integration for the Shadow 200 unmanned aircraft system. Estimated date of completion is December 12, 2012. AgustaWestland
Sierra Nevada Corporation is being awarded a $355 million contract for 20 light air support (LAS) aircraft and associated support. A-29 Super Tucano is produced by Embraer Defense and Security, for the LAS programme. This is a non-developmental aircraft procured for conducting advanced flight training, surveillance, air interdiction, and close air support. The LAS aircraft is a single-engine turboprop fixed-wing aircraft with tricycle, retractable landing gear, and tandem two-place pressurised cockpit with ejection seats, capable of operating from semiprepared air fields. Delivery order 0001 is expected to be completed by April 30, 2014.
Europe Sukhoi’s contract for 27SM(3) fighters
On December 21, Air Chief Marshal N.A.K. Browne, Chief of the Air Staff, Indian Air Force (IAF), flew a one hour sortie in a Su-30 MKI at Pune airbase. Addressing the station, he said, “I wanted to be here to not only fly the Su-30 MKI but also to meet all of you and assure you that our Su-30 fleet is in good and capable hands. Our boys have been doing an excellent job and the momentum of building up the new Su-30 Squadrons needs to be maintained. Our people should remain our highest priority because it is then that a cohesive team translates itself into a success story.” The Air Chief was on a working visit to this base, which he had previously commanded as the Air Officer Commanding (AOC) from 2001 to 2003. During his visit, he interacted with the Squadron pilots, engineers and all the station personnel and met the key officers of the station. •
QuickRoundUp
• AgustaWestland has announced that the first prototype of the AW189 twin engine eight-tonne class helicopter has successfully completed its maiden flight. The aircraft was launched at the Paris Air Show earlier this year and this first prototype made its maiden flight ahead of schedule. AgustaWestland aims to achieve civil certification for the AW189 in 2013 and to start deliveries in early 2014. Australia • Lockheed Martin Mission Systems and Sensors, Owego, has been awarded a $103.5 million firmfixed-price delivery order against a previously issued basic ordering agreement for mission avionics and common cockpit non-recurring engineering, programme support, and associated efforts required for the production and delivery of 24 MH-60R helicopters for the Royal Australian Navy under the FMS programme. Boeing
Sukhoi has completed delivery of 12 new multi-purpose Su-27SM(3) fighters to the Russian Air Force. The Su27SM(3) fighter aircraft has a strengthened airframe to enable takeoff weight increased by more than three tonnes and additional suspension points to accommodate weapons. The fighters are equipped with new equipment and weapons complexes as well as with the new AL-31F-M1 turbofan
• The Boeing Company’s Defense, Space & Security business has announced that it has signed MoUs with two Brazilian companies: MSM Powertrain Ltda. and Pan Metal Industria Metalurgica Ltda. The MoUs outline plans for each company to explore work opportunities with Boeing and its industry partners in MSM: logistics services, ground support equipment, engineering support; and pan metal: assembly, subsystem installation, machined parts, processing, heat treatment. Brazil • The Brazilian Air Force has signed the logistics support contract for the fleet of EC-725 helicopters for R$149 million ($79.53 million).The five-year contract provides for the supply of
Issue 1 • 2012 SP’S AVIATION 37
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Appointments Indian Air Force Air Marshal A.P. Garud has token over as the IAF’s new Director General Flight Safety & Inspection (DG FS&I) at Air HQ, New Delhi. He replaces Air Marshal A.S. Karnik who superannuated from service on November 30. Eurogighter Eurofighter GmbH has appointed Bernhard Zellner as Chief Operating Officer capabilities. He joins Eurofighter after a career of over 22 years in EADS. Boeing Boeing has appointed Christopher J. Ferguson, a retired US Navy Captain and former NASA astronaut, to take over as Director of Commercial Crew Interface in the company's Space Exploration division.
from Hong Kong (China) to Sydney (Australia) with four passengers and NBAA IFR fuel reserves. Equipped with an advanced avionics suite and the latest electronic flyby-wire flight control system, the jet provides pilots with a highly intuitive and professional cockpit for safe and smooth trips. The aircraft is the only jet in its category providing passengers with five distinct and spacious cabin zones. Boeing unveils first 787 for Japan Airlines
Star Alliance The Chief Executive Board of Star Alliance has appointed Mark Schwab to head the Star Alliance central organisation, based in Frankfurt, Germany, as its new Chief Executive. Bombardier Bombardier Aerospace has announced the promotion of Raphael Haddad to the position of Vice President, Sales, Middle East and Africa, Bombardier Commercial Aircraft. Northrop Grumman Northrop Grumman Corporation has appointed Bart LaGrone as Vice President, airborne early warning and battle management command and control (AEW/BMC2) programmes. engines produced by the MMPP “Salut”, which are characterised by high thrust and extended time between overhauls. Euro 25 million C-27J contract with Bulgarian Air Force Alenia Aeronautica and Bulgaria’s Defence Minister Anyu Angelov have signed a framework agreement defining the procedures for the supply of logistic support services to the C-27J fleet of the Bulgarian Air Force, for a 10-year period, thus strengthening even more the relationship between Alenia Aeronautica and the Bulgarian customer. Within the agreement, a first contract has been signed for the supply of logistic support services, for a five-year period, worth 25 million euro. Brazil and Portugal sign defence partnership On December 14, 2011, Embraer Defense and Security signed a partnership contract with Indústria Aeronáutica de Portugal (OGMA) and Empresa de Engenharia Aeronáu-
tica (EEA) for the KC-390 military airlifter and aerial refuelling jet programme. According to this agreement, Portugal, through EEA, will develop the engineering project for the KC-390’s components, which will be manufactured by Embraer subsidiary OGMA. A declaration of intent between the Brazilian and Portuguese Ministries of Defence, signed in September 2010, preceded this contract, which emphasises Portugal’s commitment to purchasing KC-390 airplanes.
On December 13, the first Boeing 787 Dreamliner to enter service for Japan Airlines (JAL) rolled out of the paint hangar at the Everett manufacturing facility. The airplane's livery features the iconic new brand mark on its tail and underscores the airline's commitment to provide the highest level of service to customers and contribute to the advancement of the society. The logo is a distinct symbol of the airline which was the first Japanese carrier to fly internationally from Japan since 1954. Dreamliner will be used for airline's new Tokyo Narita-Boston route
Europe Precision Air Services signs contract for 5 ATR-600s
EADS • EADS North America, Arlington, has been awarded a $212.7 million firmfixed-price contract for the modification of an existing contract to procure 39 production aircraft in support of the Army’s light utility helicopter programme. Estimated completion date is November 30, 2013.
• Lockheed Martin has been awarded a $485 million not-to-exceed cost-plus-fixed-fee undefinitised modification to a previously awarded advance acquisition contract. This modification provides the F-35 Lightning II, joint strike fighter Low Rate Initial Production Lot V production non-recurring requirements inclusive of special tooling/special test equipment and subcontractor technical assistance for the Air Force, Navy, and the cooperative partner participants. Mitsubishi • Mitsubishi Aircraft Corporation has announced that the Mitsubishi Regional Jet (MRJ) has been successfully tested in the hydraulic and flight control system rig test (known as "iron bird"). The iron bird is one of most significant system integration tests of the development process to test the manoeuvring functions of the MRJ. It is a system which consists of flight deck, hydraulic and flight control equipment, on-board software to be loaded on the actual aircraft, and simulation computers creating the all of flight environment. Northrop Grumman
Asia-Pacific
38 SP’S AVIATION Issue 1 • 2012
materials and services to support the operation of the EC-725 aircraft, and was structured with the goal of ensuring the 80 per cent availability of helicopters EC-725.
Lockheed Martin
Civil Aviation First Lineage 1000 spreads its wings in China Embraer has delivered the first Lineage 1000 ultralarge executive jet to an unnamed Chinese customer. The Lineage 1000’s range of 8,334 kilometres assures its capability of flying non-stop from Beijing (China) to Dubai (United Arab Emirates) or
QuickRoundUp
Tanzanian carrier Precision Air Services and ATR have announced a contract for the purchase of four ATR 42-600s and one ATR 72-600 aircraft. The deal is valued at $98 million. Delivery of the 50-seat ATR 42-600s will start in late 2012. The ATR 72-600
• Northrop Grumman Defense Mission Systems Incorporated of San Diego has been awarded a $47.17 million firm fixed price contract for the purchase and integration of two battlefield airborne communications node (BACN) payloads on two Global Hawk Block 20 aircraft. Raytheon • Raytheon Corporation, Integrated Defense Systems, Woburn, has been www.spsaviation.net
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Show Calendar 19–21 January Bahrain International Air show Sakhir Air Base, Bahrain www.bahraininternationalairshow.com 24–26 January International Military Helicopter 76 Portland Place, London www.militaryhelicopterevent. com 11–14 February HELI-EXPO Dallas Convention Center, Dallas, Texas, USA www.rotor.com/heliexpo 14–19 February SINGAPORE AIR SHOW Changi Exhibition Centre, Singapore www.singaporeairshow.com.sg 21–22 February Indian Business Aviation Expo (IBAE) 2012 The Grand Hotel, New Delhi www.miuevents.com/ibae2012 24–25 February International Conference On Autonomous Unmanned Vehicles (ICAUV 2012) Eagleton Golf Resort, Bangalore, India http://icauv2012.org 6–8 March Abu Dhabi Air Expo Al Bateen Executive Airport – OMAD/AZI, Abu Dhabi, UAE www.adairexpo.com 14–18 March India Aviation 2012 Begumpet Airport, Hyderabad, India www.india-aviation.in 26–27 March Air Power Middle East Crowne Plaza Hotel, Muscat, Oman www.meairpower.com will be delivered in 2014. With this acquisition, Precision Air Services will bring its fleet of ATRs up to 14 aircraft, thus becoming the largest operator of ATR aircraft in Africa. The current
fleet of ATRs of Precision Air Services includes five ATR 72s, two ATR 42-s and two ATR 42-300s.
Industry Americas Embraer rolls out jet Embraer rolled out its newest executive jet last December 23, from the production hangar at the São José dos Campos headquarters in Brazil. This milestone rollout will allow development and test engineers to perform important ground tests, prior to the aircraft’s first flight, which is scheduled for the third quarter of 2012. P&W awarded $1.12 billion contract for F135 engine The US Department of Defense (DoD) has awarded Pratt & Whitney an undefinitised contract award (UCA) not to exceed $1,122 billion for F135 production engines to power the F-35 Lightning II. Pratt & Whitney and the DoD have reached a tentative agreement on key terms for the low rate initial production (LRIP) 5 contract which contains fixedprice and cost-plus incentive fee elements. A total of $358.6 million is being obligated at time of award, in addition to the $138.8 million obligated in 2011 for advanced acquisition materials. This LRIP contract includes production engines, spare parts, programme management, engineering support for production, sustainment and field support for the F135.
Europe 7,000th Airbus aircraft delivered
On December 12, 2011, Airbus delivered its 7,000th aircraft, an A321, to the US Airways, the airline that operates the largest fleet of Airbus aircraft in the world, from the
Airbus facility in Hamburg, Germany. This milestone comes just two years after the delivery of Airbus’ 6,000th aircraft which underlines the continued vibrancy of the commercial aviation sector and the market’s clear vote for eco-efficient aircraft.
QuickRoundUp
Space
awarded a sole-source letter contract, with a not-to-exceed value of $582.5 million as an undefinitised contract action to provide two AN/ TPY-2 radars for a Foreign Military Sales case with the United Arab Emirates. The period of performance is December 30, 2011 through September 30, 2018.
Americas
Rolls-Royce
Northrop Grumman NASA delivery Northrop Grumman Corporation delivered to NASA the flight software that will enable the James Webb Space Telescope to communicate with its ground station nearly a million miles away after it passed formal verification testing. The company is leading the telescope's design and development effort for NASA's Goddard Space Flight Center in Greenbelt, Maryland.
• Rolls-Royce Trent XWB and Trent 1000 engines will power 12 Airbus A350 XWB and eight Boeing 787 Dreamliner aircraft which are part of Thai's fleet modernisation programme and will further improve the airline's operational and environmental performance.
World’s first purpose-built commercial spaceport Soon, would-be astronauts will be able to realise their dream of taking a trip into space. “Spaceport America”, located in the south-western state of New Mexico, is the world’s first purpose-built commercial spaceport developed in part for space tourists. Brave passengers will soon be able to experience weightlessness and enjoy an incomparable view of the earth.
Europe Arianespace's latest launch a success Arianespace confirmed Soyuz’ mission flexibility in operations from the Spaceport with December 17 successful launch that placed six satellite passengers into Sun-synchronous orbit. Departing precisely at the planned liftoff time of 11:03:08 p.m. in French Guiana, the Soyuz performed a three-hour 26-minute flight to deploy its payload of the French Pléiades 1 and Chilean SSOT satellites for civilian and defence image gathering, along with four French ELISA micro-satellite demonstrators for defence-related electronic intelligence gathering. •
Romania • The US and Romania have jointly announced that the Ballistic Missile Defense agreement on deployment of the US ballistic missile defence system in Romania has entered into force, effective December 23, 2011. The US ballistic missile defence interceptor site will be located at Deveselu Air Base as a part of the European Phased Adaptive Approach to missile defence in the 2015 timeframe. Saab • Defence and security company Saab has received an order amounting to $72.22 million from the Swedish Defence Materiel Administration for system maintenance and development studies regarding Gripen. The work is to be carried out during the first four months of 2012. Sikorsky • Sikorsky Aircraft Corporation has completed production of an S-92 helicopter for operation by CHC Helicopter on behalf of the Irish Coast Guard. As a dedicated search and rescue platform, the S-92 aircraft is equipped with advanced systems and hardware, including an automated flight control system; a wireless intercom allowing a rescue swimmer to communicate with the crew; radio transceivers; a weather radar; a forward looking infrared sensor and a digital video system to record rescues.
Issue 1 • 2012 SP’S AVIATION 39
Word
Last
Work Unison in
The urgent need today is for the government to create an industry-friendly and financially pragmatic environment
illustration: anoop kamath
T
owards the end of 2011, Kingfisher Airlines took the civil aviation industry and the travelling public by surprise with the rather sudden announcement of the plan to wind up Kingfisher Red, its highly popular low-cost arm. The decision was more ironic than surprising as it was Air Deccan, predecessor to Kingfisher Red, that in August 2003 had ushered in the low-cost concept on to the Indian civil aviation scene. Besides, in keeping with the trend, a large portion of the capacity of Kingfisher was dedicated to low-cost operations. Also other low-cost carriers such as IndiGo, SpiceJet and GoAir were reportedly doing relatively better. Of these, only IndiGo is believed to be consistently in profit though its financial performance is not available in public domain. But the most notable incongruity in the decision was that Sanjay Agarwal, Chief Executive Officer (CEO) of Kingfisher Airlines who had been eminently successful while heading the low-cost carrier SpiceJet, should be asked to preside over the burial of a low-cost carrier. The decision to close down Kingfisher Red was interpreted initially as a signal that the low-cost model was perhaps no longer viable. However, after some high voltage interaction with the media, it became clear that the decision by Kingfisher Airlines to exit the low-cost segment was precipitated by internal organisational contradictions arising out of running two widely differing and diverse business models under one management. The low-cost model was apparently impinging on high-end clientele of Kingfisher’s full-service segment. The Kingfisher was therefore not interested in competing in the low-cost segment. But the problems for Kingfisher did not end with the demise of Kingfisher Red. With a debt burden of `7,500 crore and cumulative losses of `5,000 crore, the airline was in the throes of a serious financial crisis. 20 of its 64 aircraft were grounded, some for alleged default in the remittance of lease charges and others for inability to pay for spares or maintenance costs. Leasing companies had threatened to repossess their aircraft. The airline also owed substantial sums of money to the Airports Authority of India and the oil companies who withdrew credit facilities. Meanwhile, pilots were reported to be deserting the airline in hordes without giving the mandatory six months notice. The Directorate General Civil Aviation (DGCA) refused to intervene as pilots had quit the airline after salaries were withheld for
40 SP’S AVIATION Issue 1 • 2012
two months. As the airline was obviously guilty of breach of contract, the mandatory notice period rightfully could not be enforced. The combined effect of these factors was widespread cancellation of flights and loss-making routes leaving passengers in the lurch and the DGCA fuming. Kingfisher’s business model was grossly flawed. At the behest of the Ministry of Civil Aviation, the DGCA carried out a financial audit of all Indian carriers in the last quarter of 2011. While the audit team found irregularities with all, the financial distress particularly in Kingfisher Airlines was so acute that it could have serious ramifications for air safety. The DGCA was of the view that the inadequacies and deviations observed were serious enough to warrant cancellation of operating licence. As expected, there was instant and vehement denial by Kingfisher reiterating that the airline was perfectly safe to fly and that it would not close down. IndiGo also came up with a similar response refuting the audit report. Along with the others, the management of Kingfisher Airlines was summoned by the DGCA, briefed on the audit report and was directed to submit plans for remedial action indicating clear timelines for implementation. Kingfisher Airlines has never been out of the red since its inception in the year 2005. At the time of its launch it was surmised that the airline would break even in five years. High and continuously rising cost of aviation turbine fuel with taxes as much as 30 per cent in some states, exorbitant airport charges, depressed airfares due to fierce competition and bar on investment by foreign airlines in Indian carriers, left the airlines struggling for survival. But being a small part of a huge global business, the UB Group, Kingfisher Airlines has enormous staying power to sustain its glamorous and exclusive business model that is somewhat out of tune with ground realities. Other airlines with similar business model and predicament, may not survive without a sound financial base. The urgent need today is for the government to create an industry-friendly and financially pragmatic environment. The airlines on their part need to create financially prudent and viable business models focused on fundamentals such as safety, efficiency and convenience in travel rather than on luxury and glamour. In the absence of a genuine and sincere collaborative approach between the government and the industry, there is little hope that Indian carriers will remain afloat. SP — Air Marshal (Retd) B.K. Pandey www.spsaviation.net
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