SP's Aviation January 2013

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Aviation SP’s

An SP Guide Publication

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

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vol 16 issue 1 • JANUary • 2013

AIRBUS MILITARY FACILITIES: AIR MARSHAL (RETD) B.K. PANDEY REPORTS FROM SPAIN

 market outlook 2013:

RNI NUMBER: DELENG/2008/24199

CIVIL AVIATION  regional aviation: Policy framework  Budgetary Woes  VIEWPOINT: INDO-PAK CONFLICT

SHAPE FUTURE OF THE

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Aviation SP’s

Table of Contents

An SP Guide Publication

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

Issue 1 • 2013

26 Airbus has unveiled its 2050 vision for‘smarter skies’which looks beyond aircraft design to how the aircraft is operated both on the ground and in the air in order to meet the expected growth in air travel in a sustainable way

7

Multi-Purpose Use

SP’s Exclusive

10

Acquisition – Airbus Military A330 MRTT selected by Indian Government – France wants India to exercise Rafale Options Immediately

Military

Cover Story Shaping the Future

The future skies will be dotted with aircraft that don’t look like aircraft we have been seeing in the skies. The shape of things to come will be radically different.

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TecKnow

6 Viewpoint

Disorder in Pakistan,

Aviation SP’s

AN SP GUIDE PUBLICATION

14

Civil Market Outlook An Engine of Growth

Is the Model Viable?

Air Transport

18

CIVIL AVIATION

 REGIONAL AVIATION: POLICY FRAMEWORK

 BUDGETARY WOES  VIEWPOINT: INDO-PAK CONFLICT

SHAPE FUTURE

Airlines FDI Not Enough

regular Departments

3 4

A Word from Editor NewsWithViews

India Signs Defence Deals with Russia

VOL 16 ISSUE 1 • JANUARY • 2013

 MARKET OUTLOOK 2013:

RNI NUMBER: DELENG/2008/24199

Regional Aviation

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

www.spsaviation.net

AIRBUS MILITARY FACILITIES: AIR MARSHAL (RETD) B.K. PANDEY REPORTS FROM SPAIN

Terror in India

12 Budget

Budgetary Woes 22 Industry

A330 MRTT for India

19

35

Hall of Fame

Jean Batten (1909-1982)

36

NewsDigest

40

LastWord

Plans Ahead

OF THE

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SP's Aviation Cover 01-2013_FINAL.indd 1

19/01/13 7:26 PM

Cover Photo: Future supersonic aircraft will have new design, alternative energy sources and new ways of flying which will reduce excess flight time.

Image by: SP’s Design

Next Issue: Aero India 2013 Special

Issue 1 • 2013 SP’S AVIATION 1

Table of Contents PLUS...

Publisher And Editor-in-Chief Jayant Baranwal senior Editor Air Marshal (Retd) B.K. Pandey Assistant Group editor R. Chandrakanth Editorial adviser Air Marshal (Retd) Anil Chopra

14

Lt General (Retd) Naresh Chand

Correspondent Sucheta Das Mohapatra Contributors India Air Marshal (Retd) N. Menon Group Captain (Retd) A.K. Sachdev Group Captain (Retd) Joseph Noronha Europe Alan Peaford Is The Model Viable?

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

18

DIRECTOR SALES & MARKETING Neetu Dhulia SALES & MARKETING General Manager Sales: Rajeev Chugh

Senior Technical Group Editor An Engine of Growth

Senior Copy editor &

19

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

Owned, published and printed by Jayant Baranwal, printed at FDI Not Enough

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A Word from Editor

It gives us great pride in announcing that SP Guide Publications is yet again the “Key Official Media Partner”of Aero India 2013.

We have lined up a series of programmes at the show and hope to see you there.

T

he year 2013 has begun in right earnest. For the aviation industry, particularly in India, the year will be a crucial one as the industry comes to terms with managing market turbulence.

Though some of the airlines in India are grappling with myriad issues, there is a silver lining.

Passenger and cargo growth are consistently moving north and policy measures are slowly falling in place, all of which should positively perk up the industry.

On the other hand, Indo-Pak diplomatic endeavours have failed to bring desired results. The series of ceasefire violations in the recent past by Pakistan along the LoC is being perceived as attempts by Pakistan to revive terrorism in the state. Air Marshal (Retd) B.K. Pandey’s ‘Viewpoint’ is that while Pakistan is in turmoil, what ought to be of greater concern for the nation is the approach of the Indian Government in handling the obdurate neighbour.

The article on Indian civil aviation outlook examines the trends in the next 10 years with regard to airliners, airports and air cargo, and the writing is on the wall—good times are ahead....only that the stakeholders should get their act right.

It is assumed that market dynamics will drive the stakeholders towards that. Aviation infrastructure development is happening, though not at the pace the industry desires, but it is happening. Less than two decades from now the skies are going to see some radically new airplanes moving about at astounding speeds—between Mach 5 and 6. We are looking at a future which is going to be driven by ‘need for speed’, ‘environment-friendly’, ‘efficiency—fuel and otherwise’ and ‘comfort in the skies’. Aviation scientists, designers and researchers have gone back to their drawing boards to design/develop aircraft that meet these criteria.

The cover story on “Shaping The Future” by R. Chandrakanth takes a look at some of the major futuristic global programmes unfolding with regard to commercial and military aviation. Some of the designs are radically different, but the bottom line of all efforts remain consistent—to reduce fuel burn among other factors. The original equipment manufacturers (OEMs) are investing a lot in upgrading the product lines and one of them is Airbus Military which has demonstrated its capability of refuelling combat aircraft of the In-

dian Air Force (IAF) of both Russian and western origin. Air Marshal Pandey was in Spain to get a first-hand account of the developments. India is looking at buying six of these platforms to substantially enhance the strategic capabilities of the IAF in the years to come. SP’s Special Correspondent reports that Airbus Military has emerged victorious in the IAF midair refuelling tanker bid and a $1 billion contract is likely to be signed between the Indian Government and Airbus soon.

Also in this issue, A.K. Sachdev has written about how regional aviation is struggling despite a well-intentioned policy framework. There are challenges which the industry will have to negotiate at the earliest and there are platforms/forums where they can be discussed and resolved. One such is the mega aerospace event—Aero India 2013, happening in Bengaluru from February 6-10. India’s growth story continues and the country is going ahead with its big ticket purchases. Hence, Aero India promises to be a great show. It gives us great pride in announcing that SP Guide Publications is yet again the “Key Official Media Partner” of Aero India 2013. We have lined up a series of programmes at the show and hope to see you there.

We wish our readers a very happy and prosperous New Year!

Jayant Baranwal

Publisher & Editor-in-Chief Issue 1 • 2013 SP’S AVIATION 3

NewsWithViews

India signs defence deals with Russia

On December 24, 2012, India signed defence deals worth around $4 billion with Russia. The deals include purchase of 42 new Su-30MKI combat aircraft and 71 Mi-17V5 medium-lift helicopters. The agreements were signed after Prime Minister Manmohan Singh and Russian President Vladimir Putin held wide-ranging discussions on areas of cooperation and the evolving Asian order. In all, the two countries signed ten agreements on promoting bilateral investments in diverse areas, as the two sides reaffirmed their commitment to the strategic partnerships at the thirteenth India-Russia Annual Summit in New Delhi. “Russia is a key partner in our efforts to modernise our armed forces,” the Prime Minister said.

VIEWS

illustration: Anoop Kamath

C

lose ties between Russia and India began to develop in the mid-1960s in the days of the Soviet Union.

Although India attempted to steer clear of the Cold War rivalry between the superpowers, on account of its proximity to the Soviet Union and the growing dependence on Moscow for military hardware, its policy of non-alignment carried doubtful credibility. The US placed India squarely in the Soviet camp. Traumatised by the defeat in the Sino-Indian conflict of 1962, India needed to upgrade military capability quickly; but the US was not prepared to oblige. Military hardware available from British and European sources was not topof-the-line and was expensive as these were available against hard currency. The USSR, on the other hand, was prepared to provide the latest generation platforms and weapon systems for the three services on attractive financial terms based on a favourable rupee-rouble exchange rate with option for licensed production and full transfer of technology.

Understandably, India turned to the Soviet Union. As procurements were through direct transaction between the two governments, there was no requirement for the open tender system and consequently no delay.

Although procurement costs of Soviet military hardware were lower compared with western equipment, the level of sophistication was not as high and life cycle costs were higher. But most importantly, there were no political strings attached. In two decades, over 70 per cent of the weapon systems on the inventory of the Indian armed forces were of Soviet origin.

A period of uncertainty followed in the wake of the disintegration of the Soviet Union in the early 1990s. Consequently, the well-established system of procurement of military hardware from the Soviet Union also lay in disarray till Vladimir Putin ascended to power in 2000 when it was revived. However, with the end of the superpower rivalry, the emerging world order was witness to profound changes in the geopolitical and geostrategic situation. India was no lon4 SP’S AVIATION Issue 1 • 2013

ger tethered to the Russian source for military hardware as the global market now lay open for procurement of weapon systems on purely commercial terms. As the Russian economy by now was integrated with the global economy, the special equation based on rupee-rouble exchange rate was no longer of relevance. The Indian armed forces were also somewhat disappointed with the quality of product support

by Russian companies and somewhat unreasonable price escalation. As the global market was now open to India, the procurement procedure was reoriented to select the best equipment available at the lowest cost through an open tender system. Option for direct transaction with foreign governments was also available.

In the last five years, India has gone in on for a number of big-ticket purchases from the West. These include the French Rafale combat aircraft, the C-17 Globemaster III strategic airlift aircraft, CH-47F Chinook heavylift helicopter, AH-64D Apache attack helicopter, all three from Boeing Defense and Security of the US and the C-130J Super Hercules transport aircraft for special operations from Lockheed Martin, again from the US. The market is also open for the procurement of 56 mediumtactical transport aircraft to replace the ageing Avro fleet of the IAF. But India has no intention to abandon Russia. Since 2000, India has negotiated defence contracts worth over $30 billion, which include a variety of platforms for the IAF such as Su-30MKI, fifth-generation fighter aircraft (FGFA), medium-tactical transport aircraft, Mi-17V5 medium-lift helicopters as also missile systems, armoured vehicles and naval equipment.

Procurement of military hardware by India has helped sustain many a defence industry in the USSR and later in Russia. Defence cooperation with India, therefore, has economic and not strategic overtones and is likely to continue to be a critical factor in Indo-Russian relations in the future. SP —Air Marshal (Retd) B.K. Pandey www.spsaviation.net

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Military Viewpoint

Disorder in Pakistan, Terror in India

Air Marshal (Retd) B.K. Pandey

While Pakistan is in turmoil, what ought to be of greater concern for the nation is the approach of the Indian Government in handling the obdurate neighbour

Photograph: PIB

T

he series of ceasefire violations in the recent past by Pakistani forces along the Line of Control (LoC) in the state of Jammu and Kashmir is being perceived by the Indian security establishment as attempts by Pakistan to infiltrate terrorists in large numbers to revive terrorism in the state. Militancy in the valley have been on the wane since 2008 with terrorism being progressively replaced by tourism, a development that would undoubtedly be of serious concern to the Pakistani military and political establishment. Although, there have been several violations across the LoC since November 28, 2003, the date on which the ceasefire came into effect, what has given this most recent episode an emotional twist and an unethical character is the fact that one of the two soldiers killed on the LoC in the Mendhar sector of the state by Pakistani soldiers, was also beheaded. However, even this is not an isolated case. It is understood that including the episode in question, four Indian soldiers has been beheaded in the last 13 years of conflict with Pakistan.

While skirmish and unprovoked firing along the LoC have been fairly routine, the continued hostility despite a Flag Meeting at Brigade level in the second week of January this year, could be related to the serious political turmoil and instability in Pakistan even as the nation is scheduled for national elections.

One possibility is that the Pakistan Army, somewhat disenchanted by civilian rule, has devious plans to fuel instability within while creating a scenario of imminent war with India and in the ensuing uncertainty and chaos, take over power as an interim arrangement to begin with. The somewhat sudden emergence on the national political scene of Muhammad Tahirul-Qadri, a politico-religious entity in Pakistan who has generally maintained a low profile, confining himself to scholarly activities, is a new and unexpected development. In his public uttering, Qadri while heaping praise on the Pakistan Army and the judiciary accused the political establishment of rampant corruption that has left the majority in Pakistan in dire straits.

In what is being regarded as an “Arab Spring in Pakistan”, 6 SP’S AVIATION Issue 1 • 2013

Qadri called for a “million-men” march in Islamabad exhorting the people to dislodge the corrupt government currently in power. Qadri’s action is being seen by analysts as a part of the game plan by the Pakistan Army to serve its own ends. Qadri himself is being branded as an agent of the Pakistan Army.

Another development of significance is the order at this juncture by the Supreme Court of Pakistan for the arrest of Prime Minister Raja Pervez Ashraf in a case of corruption that has been under investigation for quite some time. Timing of the judgement by the Supreme Court does not appear to be a matter of coincidence but again a part of the insidious plan by General Ashfaq Parvez Kayani, the Chief of Army Staff, Pakistan Army, who is due to retire after a tenure that has already been extended once. Cynics believe that the General is seeking re-employment and what could be more opportune and convenient than to exploit the chaotic situation to step into the shoes of his predecessor, General Pervez Musharraf! The judiciary is also seen as being hand in glove with the Army.

While Pakistan is in turmoil, what ought to be of greater concern for the nation is the approach of the Indian Government in handling the obdurate neighbour. India’s policy vis-à-vis Pakistan has generally been lacking in clarity and coherence. Interactions with Pakistan at the political and diplomatic levels have more often than not been unmitigated disasters, the most recent one being the visit of Rehman Malik, the Pakistani Interior Minister, to Delhi. For reasons best known to the government, it relies heavily on diplomacy to handle Pakistan distancing itself from the military. Perhaps for the first time in the history of independent India, after the Mendhar episode, two service Chiefs took the liberty to issue statements suggesting albeit somewhat mildly, military action to deal with Pakistani misdemeanour.

What needs to be understood in the case of Pakistan is that diplomatic démarche by India without the backing of military power is unlikely to succeed. SP www.spsaviation.net

TecKnow

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Multi Purpose Use

Photograph: NASA

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ecent engineering advances by the National Aeronautics and Space Administration (NASA) and its industry partners across the country show important progress towards Exploration Flight Test-1 (EFT-1), the next step to launching humans to deep space. The uncrewed EFT-1 mission, to be launched from NASA’s Kennedy Space Center in Florida in 2014, will test the re-entry performance of the agency’s Orion capsule, the most advanced spacecraft ever designed, which will carry astronauts farther into space than ever before.

“These recent milestones are laying the foundation for our first flight test of Orion in 2014,” said Dan Dumbacher, Deputy Associate Administrator for exploration systems development at NASA headquarters in Washington, D.C. A tool that will allow the titanium skeleton of the Orion heat shield to be bolted to its carbon fibre skin is at the Denver facility of the spacecraft’s prime contractor Lockheed Martin. This will enable workers to begin assembling the two pieces of the heat shield. Almost 3,000 bolts are needed to hold the skeleton to the skin. A special stand was built to align the skin on the skeleton as holes for the bolts are drilled. Work to bolt the skeleton to the skin will be completed in January. The heat shield then will be shipped to

NASA progressing towards first launch of Orion spacecraft Textron Defense Systems near Boston where the final layer, an ablative material very similar to that used on the Apollo spacecraft, will be added. The completed heat shield is scheduled to be ready for installation onto the Orion crew module at Kennedy next summer.

To test the heat shield during EFT-1’s re-entry, Orion will travel more than 5,760 km above earth’s surface, 15 times farther than the International Space Station’s orbital position.

This is farther than any spacecraft designed to carry humans has gone in more than 40 years. Orion will return at a speed almost 8,000 kmph faster than any current human spacecraft.

Engineers at NASA’s Marshall Space Flight Center in Huntsville, Alabama, have received materials to begin manufacturing the adapter that will connect the Orion capsule to a United Launch Alliance Delta IV heavy-lift rocket for EFT-1. Two forward and two aft rings will be welded to barrel panels to form two adapters. This adapter design will be tested during EFT-1 for use during the first launch of NASA’s next heavy-lift rocket, the Space Launch System (SLS), in 2017. SP E-mail your comments to: letters@spsaviation.net Issue 1 • 2013 SP’S AVIATION 7

1964 1964

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

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

1974

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

1984

50

1 STEP CLOSER TO 50

0

2014

WE SHALL BE 50 THIS YEAR

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

2013

Military Yearbook is

SP’s Aviation, SP’s Land

rechristened as SP’s

Forces, SP’s Naval Forces

Military Yearbook

are launched starting

SP’s Airbuz, SP’s

conveying gratitude to

from ‘98 and within a

M.A.I. follows the

Founder Publisher...

span of a few years...

intensity of magazines introduction...

1994

0 YEARS

2004

BREAKING NEWS

SP’s Exclusive Acquisition

en route india: A330 MRTT REFUELLING IAF’S MIRAGES DURING FIELD TRIAL

Airbus Military A330 MRTT selected by Indian Government Photographs: Airbus

 By SP’s Special Correspondent

A

s reported earlier by SP’s Aviation, Airbus Military has emerged victorious in the Indian Air Force’s mid-air refuelling tanker bid. The new generation Airbus A330 MRTT has turned out lowest bidder in a face-off against the Russian Il-78M, already in operation with the IAF at Agra. A contract will be negotiated between the Ministry of Defence (MoD) and Airbus now and is expected to cost the Indian Government just over $1-billion.

10 SP’S AVIATION Issue 1 • 2013

In a statement, Airbus Military said, “The decision follows a lengthy and thorough selection process including the completion of extensive flight demonstrations in India by the A330 MRTT during which the aircraft refuelled multiple types of IAF fighters and operated from the high-altitude IAF base at Leh. Detailed negotiations will now begin which it is expected will lead to the award of a final production contract for an envisaged six aircraft in 2013.” www.spsaviation.net

SP’s Exclusive Acquisition Acquisition

France wants India to exercise Rafale options immediately  By SP’s Special Correspondent

Photograph: Dassault Aviation

D Airbus Military CEO Domingo Ureña Raso said, “We are grateful for the confidence shown in our company by the Government of India and the Indian Air Force, and we appreciate the detailed and fair appraisal of the competing products which they have conducted. This has been a long and tough competition and we are honoured to have been selected. We are fully committed to the next stage of the negotiations, and ultimately to providing the IAF with what is unquestionably the most advanced tanker/transport aircraft flying and certified today.” India will be the fifth nation to order the A330 MRTT after Australia, Saudi Arabia, the United Arab Emirates, and the United Kingdom. SP See report on page 22 by SP’s Aviation’s Senior Editor

uring a two-day official visit to Paris earlier this month, External Affairs Minister Salman Khurshid was apprised of the French Government’s keenness that India exercise options for 63 additional Dassault Aviation Rafale fighters alongside the primary under-negotiation contract for 126 jets under the medium multi-role combat aircraft (MMRCA) competition. The 63 additional jets are mandatorily available to the MoD as part of a 50 per cent options clause attached to the main agreement under negotiation. If the MoD decides to exercise options, the additional jets will be contracted under a separate contract agreement, and not clubbed with the main agreement for 126 jets. It is understood that the issue came up in discussions with French Foreign Minister Laurent Fabius as well as with French President François Hollande. After his meeting with the French Foreign Minister, Salman Khurshid is quoted to have said, “We know good French wine takes time to mature and so do good contracts,” when asked about when a deal was expected to be signed. Contract negotiations are currently ongoing. Recently, following queries raised by Dassault Aviation, it was clarified in no uncertain terms by the MoD that the Hindustan Aeronautics Limited would be the lead integrator of 108 Rafale in Bengaluru. SP Issue 1 • 2013 SP’S AVIATION 11

Military Budget

Budgetary

Woes

The Indian Finance Ministry appears to have been under pressure to apply brakes on expenditure. A cut in the defence budget of `10,000 crore which amounts to five per cent, is substantial.

A

t $711 billion penditure. A cut in the defence budBy Air Marshal (Retd) (`39,10,500 crore), get of `10,000 crore, which amounts Anil Chopra the United States of to five per cent, is substantial. While America continues to announcing the budget for defence be the major defence which was approximately $46 billion spender. As some stat(`2,53,000 crore), the Finance Ministician put it, it spends more than ister had mentioned that the “allocathe next 20 spenders put together. tion was based on existing needs and The US military spending accounts for 41 per cent or over any further requirement would be met”. However, with this two-fifth of the world’s total military spending, is almost five cut, the military’s wish lists and timelines to bridge the gap times that of China, ten times that of Russia, 15 times that of with the Dragon, have gone into a downward spiral. The cut India and 95 times that of Iran. is not affordable as it will adversely affect vital acquisition The US defence cuts were debated at great length dur- plans of aircraft, ships, helicopters, howitzers and missiles. ing the run-up to the presidential elections. Defence expen- For the Indian Air Force (IAF), the primary concern would diture supported on a ‘pillar of debt’, questionable threat be further slippage in the finalisation of the already muchassessment, ambitious global overreach programme driven delayed $20 billion (`1,10,000 crore) plus contract for 126 by politico-industrial-military complex at the cost of other French Rafale fighter jets. It will also put paid to the now social spending, had to finally face some expected cuts. aggressive Defence Minister A.K. Antony’s campaign for an Todd Harrison, a defence analyst at the Centre for Strate- additional outlay of $8.5 billion (`46,750 crore) for 2013. gic and Budgetary Assessments think tank, predicted that He was pressing these in the backdrop of a worrying Chinathe across-the-board spending cuts had already been over Pakistan collusion and a possible multi-front threat. Of the delayed. The Pentagon faces $500 billion (`27,50,000 crore) total capital expenditure of the three services, around 89 in across-the-board cuts to projected spending over the next per cent (nearly $14 billion or `77,000) is earmarked for decade. At around $50 billion (`2,75,000 crore) annually capital acquisition or modernisation. Unfortunately, of the which is more than the Indian annual defence outlay, the total capital acquisition budget, more than 90 per cent is accuts will be close to eight per cent. For the industry and counted for by the ‘committed liabilities’, leaving aside little consequently the work force, it is going to be a rather harsh over a billion for the ‘new schemes’. winter. Economist Intelligence Unit recently prepared the Air Forces today are the sharp end of a country’s war world ‘state of peace’ map (see map). fighting potential—quick and reactive. In the case of India, In the Indian context, the nation is sitting at the epicentre the IAF also provides a vital component of India’s nuclear of the world which is perpetually at war, fuelled by serious deterrence. This year, the IAF received 25 per cent of the boundary disputes and terrorism. Ballooning fiscal deficit total defence outlay. Chief of the Air Staff Air Chief Marshal (5.8 per cent), less than expected increase in tax collection, N.A.K. Browne, who has been personally spearheading the rising inflation, delayed disinvestments, falling GDP growth IAF modernisation drive, rightly said recently that the IAF and a season of major elections, the Indian Finance Ministry is progressing on this effort on multiple fronts and this has appears to have been under pressure to apply brakes on ex- been possible “due to generous sanctioning of the budget by 12 SP’S AVIATION Issue 1 • 2013

www.spsaviation.net

Military Budget

the government and its full utilisation”. Any curtailment of the budget at this stage will adversely affect the modernisation efforts of the IAF. Who wants Jack and Jill to come tumbling down? For air forces, there is little difference between war and peace. Flying activities have to sustain in order to train and prepare pilots for war. Winters also means greater air effort to support the troops deployed in inhospitable terrain. Winter is also the season for major exercises. Any cut in the defence budget that will affect fuel allocation would have serious implications.

The Army too had sought a significant hike in budget allocation for the Twelfth Five Year Plan (2012-17) for upgrading its rapid reaction ground force capability against China by building two specialised divisions in high-altitude areas at a cost estimated at more than $11 billion (`60,500 crore).

The clarion call by the former Chief of Army Staff General V.K. Singh had shaken up the establishment, necessitating a closer look at the requirement to modernise the Army. Modernisation was on. This plan too, will now have to wait.

Burgeoning economy means China’s $143 billion (`7,86,500 crore) defence budget which is 8.2 per cent of world defence expenditure, is just two per cent of its GDP vis-à-vis India’s $46 billion (`2,53,000 crore) being 2.5 per cent of GDP. Many however, contest these figures as there is lack of transparency in China. With India’s GDP dropping to 5.5 per cent from the dream figure of 10 per cent that India was about to hit, the shoe size is going to reduce and it is going to pinch. China is embarked on replacing the relatively old inventories with modern strategic missiles, space-based assets, aircraft carriers, fighter jets, warships and more.

They are pushing aggressively into areas encircling India by building all-weather roads, rail tracks, airfields and silos.

Relatively successful indigenisation programme of the Chinese is gradually making them less dependent on the western defence manufacturers. China allocates substantial resources to military research and development, presumed to be in the

region of $25 billion (`1,37,500 crore) per annum. India has yet to get its act together on this count, and therefore, the world is eyeing the lucrative Indian market. Any budget cuts here will also impact global manufacturers and some of the floundering economies heavily dependent on defence exports.

The dirty tricks department of Pakistan is up to mischief.

Brutal beheading of Indian soldiers and increased insurgency attempts are indicative of their game plan. They are also taking advantage of internal security issues in India by meddling through covert and overt support to anti-national elements such as the Maoists. At $6.41 billion (`35,255 crore), their defence budget is close to four per cent of GDP. Pakistan Armed Forces are the largest contributors to the United Nations peacekeeping efforts, with more than 10,000 personnel deployed till recently. Effectively, a significant force remains trained and prepared at someone else’s cost. The closest ties are with Saudi Arabia, a rather generous patron. Much of the military equipment bought by Pakistan from the United States for years was paid for by Saudi Arabia. Pakistan has also been able to squeeze out defence equipment from the US for the logistics and military support to the US forces in Afghanistan. Tying an umbilical cord with China, it has created an environment for possible two-front war scenarios for India. The relatively smaller budget is thus quite significant.

This near five per cent cut is like a bolt from the blue. As the country prepares for the next year’s budget, 3.5 per cent of GDP is what is required for defence if the burgeoning gap with China is to be closed or reduced. As Dr Subhash Kapila says, “War clouds may not exactly be hovering over India but the seeds of war lay overwhelmingly strewn on India’s borders with Pakistan Occupied Kashmir and China Occupied Tibet. China and Pakistan, singly and jointly, constitute a potent military threat to India’s national security. War can suddenly erupt on India’s militarily turbulent borders and this dictates the imperatives of peak-high state of war preparedness.” It is time to put money on the table. SP Issue 1 • 2013 SP’S AVIATION 13

Civil Market Outlook

An

SCHEDULED AIRLINES: aircraft At Indira Gandhi International Airport, Delhi

Engine of

Photographs: Sp guide pubns

Growth

Aviation infrastructure needs to be developed to facilitate unconstrained growth of the aviation market. Not only the investment requirements have to address the existing capacity constraints in various airports but also should address requirements in the context of growth scenario forecast for the next decade and thereafter.

By R. Chandrakanth

14 SP’S AVIATION Issue 1 • 2013

www.spsaviation.net

Civil Market Outlook

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otwithstanding the fate of Kingfisher Airlines, notwithstanding the ever-ailing national carrier Air India, notwithstanding the travails of other airlines, there exist an undying optimism that the civil aviation sector in India will come good in the years to come. This optimism is borne from the fact that civil aviation is getting the necessary push, albeit delayed, as it has been identified as a key enabler of economic growth of the country.

Passenger and air cargo growth are among the key indicators of the well-being of a nation and India’s passenger growth story has been exceptional, despite the vicissitudes of airlines.

During the last 10 years, the compounded annual growth rate of passenger traffic has been about 15 per cent. As regards air cargo, which undoubtedly is languishing, there lies enormous untapped potential. In 2011, the total air-cargo volume handled was 2.3 million tonnes by all Indian airports which was far less than that handled by individual airports like Hong Kong, Memphis, Shanghai, Incheon, Anchorage and Paris. The Ministry of Civil Aviation has forecast that the total cargo throughput at Indian airports is expected to grow 7.6 times in the next 20 years (compounded annual growth rate [CAGR] of 11.2 per cent).

Airline industry

At present, the health of the airline industry is not all that good...some of them are on ventilators, while others are getting ‘injections’ (read foreign direct investment) and some

GROWTH STory: India’s domestic air travel market would be among the top five globally

others are ‘managing’ to stay afloat. But all of them are hoping that the turbulence will soon be over and they will be soaring up and up, considering the fact that passenger and air cargo will rise phenomenally in the years to come.

1,450 new airplanes needed through 2031

To meet such phenomenal passenger movement, aircraft inductions have to take place and the US aerospace giant Boeing has forecast that demand for commercial jets in India will increase more than 4.5 times of the world market by 2031. “India is projected to have highest passenger traffic growth in the world. It will need 1,450 new planes through 2031 worth a total of up to $175 billion,” Dinesh A. Keskar, Senior Vice President (Sales), had said last year while releasing the company’s latest “India Current Market Outlook.”

The growth story is pegged to the growth of the low-cost carriers (LCC) which have shown not only strong resilience but also become innovative in surging ahead. From a level of about one per cent in 2003-44, the market share of LCC is exceeding 70 per cent of the total domestic traffic. Boeing’s forecast is again tied to the LCC story and Keskar has mentioned that India will not be ordering as much wide-body long-haul fleets as smaller aircraft as the domestic sector will be looking at short haul routes.

Issue 1 • 2013 SP’S AVIATION 15

Civil Market Outlook

160-180 million passengers in 10 years

Public-Private Partnership Model: Rajiv Gandhi International Airport, Hyderabad

As per estimates, domestic air traffic will touch 160-180 million passengers per annum in the next 10 years and the international traffic will exceed 80 million passengers per annum from the current level of 60 million domestic and 40 million international passengers respectively. According to International Air Transport Association’s (IATA) Airline Industry Forecast 2012-16, India’s domestic air travel market would be among the top five globally, experiencing the second highest growth rate.

Domestic air traffic that would be carried by scheduled carriers in India in 2020-21, is set to cross 164 million passengers as against 54 million in 2010-11, suggesting a growth of three times the present traffic in ten years. International passengers to and from India by 2020-21 will be 92 million, implying a growth of about 2.4 times the traffic of 38 million in 2010-11. Forecast for 2030-31 reveals that domestic air passengers to be carried in India will be 438 million and that of international passengers will be 217 million.

The government has initiated certain measures which are likely to boost the airline industry and one of which is allowing foreign airlines to acquire 49 per cent stake in Indian airlines. The first the announcements could be between UAE’s Etihad Airways and Jet Airways. The beleaguered Kingfisher Airlines is hoping that a foreign investor will bail it out. Also the reform in airline fuel purchasing 16 SP’S AVIATION Issue 1 • 2013

is expected to provide some relief to the airlines which have high operating costs (almost 40 per cent is fuel bill).

However, there is dissent from the state-run Air India which has warned the government that allowing investments by foreign airlines will hurt the interests of domestic airlines and prevent Indian airports from developing into international hubs.

Air Cargo

The role of the air cargo industry has been limited, so to say, while bulk of the cargo is moved by sea lines due to economics. Nevertheless, air cargo represents about 10 per cent of the airline industry’s revenues. As 35 per cent of the value of goods traded internationally is transported by air, air cargo is a barometer of global economic health.

India’s international air trade to GDP ratio, according to reports, has doubled from four per cent to eight per cent in the last 20 years. The projections are that domestic air cargo volume growth would be between eight and ten times and international cargo between four and 7.5 times by 2030-31.

The Civil Aviation Ministry has forecast that the total cargo throughput at Indian airports is expected to grow 7.6 times in the next 20 years (CAGR of 11.2). Domestic cargo throughput is expected to grow 7.8 times in the next 20 years (CAGR of 10.4 per cent). International cargo throughput is expected to grow 7.5 times in the next 20 years (CAGR www.spsaviation.net

Civil Market Outlook Passenger Traffic Carried

by Scheduled Carriers Passenger Carried (in millions) Domestic

International

Total

1990-91

7.5

6.3

13.8

1995-96

12.2

9.4

21.6

2003-04

15.7

14.6

30.3

2010-11

53.9

37.9

91.8

Compounded Annual Growth Rate (%) 1990-91 to 2010-11

10.4

9.4

9.9

1995-96 to 2003-04

3.2

5.7

4.3

2004-05 to 2010-11

18.5

14

16.5

1995-96 to 2010-11

10.4

9.7

10.1

of 11.7 per cent). Trans-shipment segment has significant market potential. It is assumed to be five per cent by 201516, 10 per cent by 2020-21, 15 per cent by 2025-26 and 20 per cent of international cargo by 2030-31.

With Government of India’s goal being to double exports from $225 billion to $450 billion by 2014 and the National Manufacturing Policy 2011 announced by the Ministry of Industry and Commerce’ aim to enhance share of manufacturing in GDP to 25 per cent by 2020 from current level of 15 per cent, the air cargo projections are achievable.

India’s domestic and international cargo traffic (carried) from and to India is projected to reach a level of 3.6 and 8.2 million tonnes per annum by 2030-31 respectively, from the level of 0.5 and 1.2 MMT per annum in 2010-11.

The Airports Authority of India (AAI) controls 125 airports in the country of which 84 are operational. In addition to these, there are six joint venture (JV) airports under the publicprivate partnership (PPP) framework and these are: Mumbai, Delhi, Hyderabad, Bengaluru, Nagpur and Kochi airports. Further, there are eight airports, which are either completely privately-owned or owned by state governments and these are: airports in Jamshedpur, Latur, Lengpui, Mundra, Nanded, Baramati, Puttaparthy and Vidyanagar.

In 2012, scheduled domestic airlines operated more than 11,500 departures per week connecting 77 airports and the aircraft movements are expected to double by the next decade. The turning point in airport development came when the government operationalised the PPP model

20

Total Cargo

18

International Cargo Domestic Cargo

16

18.19

14 11.66

12 10 6.98

8 6 4

3.92 2.39

2 0

2010-11

2015-16 (E) 2020-21 (E) 2025-26 (E) 2030-31 (E)

Note: E refers to estimated; international cargo is inclusive of transshipment cargo

Source: DGCA, AAI; Analysis: MoCA

Airports

Cargo Handled in Milion Metric Tonnes (MMT)

Year

Forecast of Air Freight Traffic throughput at Indian Airports

at New Delhi, Mumbai, Bangaluru, Hyderabad and Kochi.

AAI is upgrading and modernising airport infrastructure at Chennai, Kolkata and 35 non-metro airports in the country. The fact that there is increased movement at airports, the government is investing in infrastructure development and currently it has upgraded five airports as international (Tiruchirapalli, Coimbatore, Mangalore, Varanasi and Lucknow), taking the number of international airports to 22.

Thus going forward, air traffic growth will be strong and sustained, which will in turn drive the investment requirements for airport infrastructure, including air navigation services related infrastructure, airline industry, general aviation, training academies, maintenance repair and overhaul (MRO), ground handling, building capacity in the regulatory bodies, etc.

Aviation infrastructure needs to be developed to facilitate unconstrained growth of the aviation market. Not only the investment requirements have to address the existing capacity constraints in various airports but also should address requirements in the context of growth scenario forecast for the next decade and thereafter.

Looking at the developments taking place, the estimated investment for airport infrastructure development work by 2031-32 is a whopping `3,77,275 crore. This investment would result in creation of additional passenger capacity of 1,086 million passengers per annum (MPPA). This additional capacity will help in catering to the forecasted passenger traffic of 1,144 MPPA by 2031-32 in a seamless and safe manner. Considering all these factors, it is now for the civil aviation industry to get their revenue models right and get kicking. SP

Looking at the developments taking place, the estimated investment for airport infrastructure development work by 2031-32 is a whopping `3,77,275 crore

Issue 1 • 2013 SP’S AVIATION 17

Fdi

Air Transport AIRLINES

Not Enough The government’s decision on FDI comes a bit too late. At this point in time, it is just a policy statement by the government; the procedure for its implementation is complex, cumbersome and will take a long time for fruition.

I

ndia is poised to become a world leader in every sector. Then, why not in the aviation sector?

Currently, India ranks ninth in the world in the aviation sector and aims to be among the top three by 2020. However, there are impediments in the way that need to be removed.

Photograph: Air India

Performance of Indian Carriers

A critical analysis of the current market scenario reveals that operations by a majority of Indian carriers have not been profitable for several years. In the last financial year, Indian carriers posted a combined loss of about `12,000 crore.

As per sources in the Airports Authority of India (AAI), the Indian airline industry has achieved a growth rate of 13.18 per cent in passenger traffic in 2011-12 compared to the year before. The growth rate in domestic and international passenger traffic was 15.18 and 7.63 per cent respectively during this period. In the period under consideration, total aircraft movement in India also increased by 10.8 per cent with domestic and international aircraft movement increasing by 13 and three per cent respectively. However, despite the increase both in passenger traffic and aircraft movement, the Indian airline industry continued to suffer losses, attributable essentially to high operating costs and policy issues.

With the exception of IndiGo Airlines, none of the Indian carriers posted profits in the previous financial year. The market share of all the airlines showed major changes in the last one year. The market share of both Kingfisher Airlines (KFA) and Air India (AI) declined and within one year, KFA became the smallest carrier in terms of market share. KFA was the top performer at the end of January 2011 with the market share of 18 SP’S AVIATION Issue 1 • 2013

19.5 per cent, followed by IndiGo and Jet Airways at 19.2 and 17.3 per cent respectively. The combined share of Jet Airways and JetLite was 24.8 per cent, making it the market leader. Air India (Domestic), SpiceJet and GoAir had 15.8, 14.3 and 6.4 per cent of market share respectively. By the end of financial year 2010-11, Jet Airways remained the market leader with a share of 26 per cent.

In August 2012, IndiGo emerged as a market leader with a share of 27.6 per cent. SpiceJet, Air India and GoAir also gained, their market share rising to 18.5, 18.2 and 7.4 per cent respectively. Jet Airways and JetLite jointly scored 25.2 per cent. KFA proved to be the biggest loser by scoring just 3.2 per cent. IndiGo proved to be the biggest beneficiary followed

by SpiceJet and GoAir. Recently, the government has permitted foreign direct investment (FDI) up to 49 per cent by foreign airlines in the Indian carriers and there is a general belief that this decision will help the airlines to improve their current financial status. However, it would be necessary to study the investment scenario in the global airline industry to understand whether this decision is really going to benefit the airlines.

By Kuldeep Yadav

Prospects of FDI

The government’s decision on FDI comes a bit too late. This might have benefitted KFA had it been approved a few years ago. However, this move still makes the Indian aviation market look positive and might encourage investment. At this point in time, it is just a policy statement by the government; the procedure for its implementation is complex, cumbersome and will take a long time for fruition. KFA might not be around Continued on page 34... www.spsaviation.net

Civil Regional Aviation

Is the Model

Viable?

Embraer 170: one of the e-jets by the brazilian oem

Photograph: Embraer

Regional aviation in India, despite a well-intentioned policy framework, is yet to take off. It is no consolation that civil aviation as a whole has not yet reached a subsistence level of stability.

T

but after struggling for two years, it he stark fact that

By Group Captain (Retd) suspended its operations for various there is only one regionA.K. Sachdev al airline functioning in reasons. It is yet to re-commence India at the time of writbusiness. The airline was promoted at a time when there was promise ing this is an apt and adof growth in civil aviation, but could equate comment on the state of regional aviation in India. not sustain itself. Since then, ReligIn the past, several aspiring airlines are’s Air Mantra has been the only went through the process of getting other regional airline to actually no objection certificates (NOCs)—the first pre-requisite to- start flying while Air Costa is reported to be almost ready wards launching a regional airline, but only one actually to go. With an expansive territorial stretch, more than 500 started operations. MDLR Airlines was launched in 2007 airports/airstrips in varying stages of repair, and a growon a ‘full service’ model and served the Northern region ing economy, India appears to be an ideal arena for prolifIssue 1 • 2013 SP’S AVIATION 19

Civil Regional Aviation erate domestic regional aviation. So what is the problem that holds it back?

Photograph: Bombardier

Route Dispersal Guideline

The first problem with the existing model is the Route Dispersal Guideline (RDG). Rohit Nandan, Chairman and Managing Director (CMD), Air India, has stated that the current RDG has outlived its purpose now and that we need to look at newer ways to evolve it. The RDG was first introduced in 1994; all routes were divided into three Categories-I, II and III. Route categorisation was based on traditionally surplus generating routes (Category-I), loss-making routes (CategoryII) and the remaining routes (Category-III). The Category-I routes were profit-making inter-metro routes and crosssubsidised losses largely on Category-II routes that served regions of difficult terrain and destination in remote areas (North-eastern region, Jammu and Kashmir, Andaman and Nicobar Islands and Lakshadweep). Category-III comprised routes other than those included in Category-I and CategoryII. The RDG mandated that every operator deploy on Category-II routes at least 10 per cent of the capacity deployed on routes in Category-I (capacity deployed is reckoned in available seat kilometres (ASKM)). Of the capacity thus required to be deployed on Category-II routes, at least 10 per cent needed to be deployed on services or segments thereof operated exclusively within the North-eastern region, Jammu and Kashmir, Andaman and Nicobar and Lakshadweep. Also every operator must deploy on routes in Category-III, at least 50 per cent of the capacity the operator deploys on routes in Category-I. Understandably, the international airports, which include the metros, dominate passenger traffic figures with more than 90 per cent of the total.

A Scheduled Regional Air Transport Service (or Regional Airline) is defined by the policy to mean an airline which operates primarily in a designated region and which, on grounds of operational and commercial exigencies, is allowed to operate from its designated region to airports in other regions, except the metro airports of other regions.

Regional airlines are not permitted to operate on Category-I routes except in the Southern region which has three metros wherein a regional airline is allowed to operate between the metros within the Southern region, namely Bengaluru, Chennai and Hyderabad. Thus, as can be seen, the RDG applies only to national airlines and not to regional ones. As an analogous extension of that logic, regional airlines are not permitted to trade-off their ASKM on Category-II, IIA and III routes with national airlines. They are thus constrained to fly routes within their region.

Moreover, they are denied the benefit that could have accrued from a reciprocal arrangement with a national airline which did not have an aircraft suitable for short trips typical of regional aviation.

The 1994 policy has been tweaked minimally since then but the airline industry as well as the Ministry of Civil Aviation (MoCA) have realised the need

Fly Short haul routes: above: Q400 NextGen aircraft; facing page: atr 72-600

to make significant changes to the RDG. At least 10 airports originally placed under Category-III now meet the requirements to be categorised as Category-I and need to be brought onto Category-I. This will ensure that, in conformity with RDG, airlines would be obliged to fly additional sectors on Category-II Routes and Category-III which are at present underutilised. This single policy change would provide a substantial fillip to regional services.

The Burden

A back-breaking burden for all airlines has been the high rate of value added tax (VAT)/sales tax charged on aviation fuel. One step that the state governments could take is lowering of the VAT/sales tax on aviation fuel (currently varying from 4 to 30 per cent). While the MoCA is favourably inclined towards including aviation fuel into the declared goods category (the implication is that VAT/sales tax will be reduced to four per cent across the country), state governments have been dragging their feet.

With the complex coalition politics that our policy-making machinery is burdened with, getting all states to agree has proved impossible so far.

According to Amber Dubey, Director (Aviation), KPMG, “One has to be cognisant of the extreme financial stress that the airline sector is going through. Many of these (small town) routes provide just 40-60 per cent occupancy and are a lossmaking proposition.” An oft-mooted proposal is the creation of an Essential Air Services Fund (EASF) with the help of the Central Government, the relevant state government and the concerned airport operators. This fund could serve the purpose of development of low-cost airports and improved air connectivity to remote cities of the country. Some suggest the collection of a fee from passengers who

Despite the existence of a policy intended to bolster regional aviation, 11 states have remained comparatively deprived of air connectivity

20 SP’S AVIATION Issue 1 • 2013

www.spsaviation.net

Civil Regional Aviation with this proposal after a few private airlines, including Jet Airways, sought government clearance to scale down their flights to the region in order to stem operating losses. If the proposal is approved, private airlines may get a subsidy of `35 crore annually for operating flights to socially important but financially unviable routes in the North-eastern states.

The Economics

are flying on Category-I and Category-III routes. The fund so collected could be used on routes which are commercially unviable till they reach a level of maturity, as also for promotion of air operations on routes identified by the Ministry of Tourism as destination of high tourism potential.

Photograph: ATR

Distant Destinations

Despite the existence of a policy intended to bolster regional aviation, 11 states have remained comparatively deprived of air connectivity. These are: Bihar, Chhattisgarh, Gujarat, Jharkhand, Madhya Pradesh, Meghalaya, Odisha, Punjab, Rajasthan, Uttar Pradesh and Uttarakhand. Their capitals have air connectivity of some sort but other towns are largely unconnected. The EASF mentioned above could contribute to increased connectivity but perhaps there is an additional role for the governments of these states. Either a direct subsidy or underwriting of a minimum percentage of seats on these routes could bring in the required air connectivity to the deprived towns.

The Ministry of Development of NorthEastern Region (DoNER) had committed a subsidy to Alliance Air, an Air India subsidiary, for operating flights in the region but as services of the airline were not found “satisfactory”, DoNER is rethinking on continuing the assistance.

The North East Council (NEC) finances Alliance Air’s operations in the region each year through viability gap funding (VGF) under a memorandum of understanding. Alliance Air’s VGF estimates for 2012 and 2013 are `52 crore and `55 crore respectively but the amounts have not been paid to it so far. NEC has fouled up on payments for the last two years and NACIL is threatening to pull out of the Northeast if the dues are not cleared. The Central Government is seriously considering a proposal to provide subsidy to private airlines operating flights on loss-making routes in the North-Eastern region. DoNER came out

The Civil Aviation Ministry has been trying to rework capacity distribution norms for airlines to ensure better connectivity for smaller cities and towns, but one of the problems faced in the decision-making process is the fact that national carriers are not geared for small airports. Experts say that while there is a need for new route dispersal guidelines, which require airlines to increase flights to small cities and towns, this would increase costs of airlines that do not have smaller aircraft and prefer operating only on profitable metro routes. The optimal types of aircraft required for national (typically two-hour flights) and regional (30to 45-minute flights) are different. While the bulk of the national airline fleets are 180-seater, single-aisle aircraft (A320s or Boeing 737 variants), the regional sector craves for 50-100 seats, preferably turboprop aircraft to provide for an economical model. If code-sharing between regional and national airlines was to be permitted, there may be an increase in the regional content.

Currently, a regional aspirant needs to have an equity of only `12 crore if it wants to use three aircraft with a takeoff weight of 40 tonnes or less; for each additional aircraft a paid up capital of `4 crore is required (subject to a maximum of `20 crore for five or more aircraft). For aircraft types with take-off weight more than 40 tonnes, the minimum equity is `30 crore for three aircraft and `50 crore for five aircraft. This stipulation for starting an airline has been deliberately kept low to encourage more players in the market. However, this benediction may actually be working against the interest of regional aviation. According to some experts, the minimum a company must invest in a start-up airline is `150 crore. But our start ups enter the industry with as low as `12 crore and start with one or two aircraft to test the waters.

Unless a major change in thinking takes place at the establishment level, prospects of regional aviation appear to be bleak

Future Prospects

Regional aviation in India, despite a wellintentioned policy framework, is yet to take off. It is no consolation that civil aviation as a whole has not yet reached a subsistence level of stability. There are more than one Central Government ministries involved in the decision-making that could have nurtured civil aviation; getting all of them to reach common grounds has been the problem. In addition, state governments could have played a role in boosting regional aviation from the airports in their own states. Regrettably, the combined result of policies has not been very healthy for regional aviation. Unless a major change in thinking takes place at the establishment level, prospects of regional aviation appear to be bleak. SP Issue 1 • 2013 SP’S AVIATION 21

Military Industry Industry

A330 MRTT for

India

Photographs: Airbus

New year brought cheer to Airbus Military with the selection by the Government of India of the company as the preferred bidder in the tender, for the supply of Airbus A330 MRTT for the IAF. Air Marshal (Retd) B.K. Pandey who was on a visit to Airbus’ main facility at Getafe, a suburb located in the outskirts of Spain, as well as its San Pablo factory in Seville, Southern Spain, reports:. mid-air wonder: A330 MRTT Refueller in action

22 SP’S AVIATION Issue 1 • 2013

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Military Industry

D

awn of the new year brought cheer to Airbus Military with the breaking news of the selection by the Government of India of the company as the preferred bidder in the tender, for the supply of Airbus A330 multi-role tanker transport (MRTT) for the Indian Air Force (IAF). The decision on the tender that was frustratingly abortive in the first attempt came after a prolonged and gruelling selection process which included extensive flight trials of the A330 MRTT in different parts of the country including operation from Leh, an IAF airfield located at high altitude in the mountainous region of Ladakh in the northern regions of the country. The A330 MRTT successfully demonstrated the capability of refuelling combat aircraft of the IAF of both Russian and western origin. This important milestone flagged

by Airbus Military hopefully on the journey to success, will be followed by exhaustive parleys with the Indian Ministry of Defence that the global aerospace major hopes would lead to the award of the contract in 2013 for the supply of six of these platforms to substantially enhance the strategic capabilities of the IAF in the years to come. As per Domingo Ureña Raso, Chief Executive Officer, Airbus Military, the company is fully committed to the next stage of the negotiations and ultimately to providing the IAF with what is unquestionably the most advanced tanker/transport aircraft flying and certified today.

Airbus Military

A330 MRTT Conversion centre at Getafe: at this facility Airbus A330 commercial aircraft is transformed into the new generation Multi-Role Tanker Transport

Airbus Military is well established in the world market with military transport aircraft operated by air forces in tactical and strategic roles and mid-air refuelling, as well as for other roles such as maritime surveillance and humanitarian aid. The company, borne out of Airbus and now a part of the EADS conglomerate, was formally established in April 2009 by the integration of the former CASA’s Military Transport Aircraft Division (MTAD) and Airbus Military Sociedad Limitada (AMSL) to form a single and streamlined organisation. MTAD, a division of EADS, was specialised in the design, development, manufacture and commercialisation of light- and mediumtransport aircraft of EADS CASA. Today, with over 5,000 employees on its rolls, Airbus Military is the global leader in the market for military transport, tanker and surveillance aircraft.

The company has the capability to design, develop, manufacture and provide to its customers worldwide both maintenance and product support for a comprehensive family of military transport aircraft with payload capability ranging from three to 45 tonnes, capable of undertaking a wide variety of operational missions. The product range includes the robust and opera-

Altogether, Airbus Military has received orders for about 1,100 aircraft from over 138 military and civilian customers

Issue 1 • 2013 SP’S AVIATION 23

Military Industry

another view: A330 MRTT Conversion centre at Getafe

tionally proven, three to nine tonnes payload, light- and medium-family comprising the C212, the CN235 and the C295 military transport aircraft, the futuristic 37-tonne four-engine A400M as well as the twin-engine A330 MRTT derived from the Airbus 330 commercial aircraft platform. Altogether, Airbus Military has received orders for about 1,100 aircraft from over 138 military and civilian customers. Up to the end of 2012, the company had delivered more than 850 aircraft against the orders received.

With its headquarters in Madrid, the capital of Spain, the company’s main facilities are at Getafe, a suburb located on the outskirts of the city.

This is the facility where the newly assembled civil Airbus A330 airframes are flown in as ‘Green Aircraft” from Toulouse in France for conversion into multi-role tanker transport aircraft. The process of conversion of the Green Aircraft into an aerial tanker calls for extensive internal and external modification and is infinitely complex. The factory at Getafe has the most modern and elaborate infrastructure complete with laborato24 SP’S AVIATION Issue 1 • 2013

ries and simulators for engineering training to support the A330 MRTT programme. The other major facility is the San Pablo factory in Seville in southern Spain which has matching infrastructure where the A400M final assembly line has been functional since 2007. The San Pablo factory in Seville is also responsible for the complete production and final assembly of the C212, CN235 and C295 light-medium military transport aircraft. This location also has an elaborate training facility for pilots and engineers and is equipped with both a Level D full flight simulator built by CAE of Canada for training of pilots on the C295 and a Thales-built A400M full flight simulator.

A330 Multi-Role Tanker Transport

Derived from the successful A330200 airliner platform, the Airbus Military A330 MRTT is the only new generation operational strategic tanker transport aircraft available in the world today. The tanker aircraft has an integral fuel capacity of 111 tonnes obviating the need for fitment

The company is fully committed to the next stage of the negotiations and ultimately to providing the IAF with what is unquestionably the most advanced tanker/ transport aircraft flying and certified today —Domingo Ureña Raso, CEO, Airbus Military

www.spsaviation.net

Military Industry

IN ACTION: A RAAF a330 MRTT refuelling a400M

of additional fuel tanks for its in-flight refuelling role. The A330 MRTT is offered by the company with a choice of proven mid-air refuelling systems, including an advanced Airbus Military aerial refuelling boom system and/or a pair of under-wing hose and drogue pods and/or a fuselage refuelling unit.

Thanks to its true wide-body fuselage, the A330 MRTT can also be employed as a pure transport aircraft able to carry 300 troops or a payload of up to 45 tonnes. It can also easily be converted to accommodate up to 130 stretchers for medical evacuation (MEDEVAC). Till date, a total of 28 A330 MRTTs have been ordered by four customers including Australia, Saudi Arabia, the United Arab Emirates and the United Kingdom.

Of these, a repeat order has been placed by Saudi Arabia. So far six platforms have been delivered beginning with the first in May 2011.

Airbus Military plans to enhance the rate of delivery of the A330 MRTT aircraft from the current one every four months to one every three months. In case the final decision is in favour of the A330 MRTT, India will be the fifth nation to commit to this type of aerial tanker.

Training Facility

As an industry leader in military transport aircraft and mission systems, Airbus Military has amassed years of experience in technical and operational training. The company is constantly developing new skills and knowledge to meet the most demanding training requirements of current complex aviation systems. Airbus Military has the capability to design, develop, produce and assist with training at different levels of complexity, from the multimedia interactive training system or flight training device (FTD) up to advanced full flight simulators (FFS). Airbus Military has developed full flight simulators for its entire aircraft family. At its International Training Centre located at the company’s state-of-the-art San Pablo Plant at the Seville international airport, Airbus Military has invested in and installed Level D full flight simulators for C295, CN235 and A400M aircraft. This is responsible for training of pilots, maintenance technicians and military mission system operators. Over the last 20 years, more than 2,500 aircrew and 7,300 maintenance personnel have been trained at this facility. SP (To be continued)

Derived from the successful A330-200 airliner platform, the A330 MRTT is the only new generation operational strategic tanker transport aircraft available in the world today

Issue 1 • 2013 SP’S AVIATION 25

TECHNOLOGY Innovations

SHAPing FUTURE

photo Illustration: Anoop kamath

the

26 SP’S AVIATION Issue 1 • 2013

www.spsaviation.net

Technology Innovations Radically different: An artist’s Representaton of a future supersonic passenger aircraft

The future skies will be dotted with aircraft that don’t look like aircraft we all have been seeing in the skies. Browse through this article to have a bird’s-eye view of the developments that are taking place in commercial aviation, military Aircraft, helicopters and UAVs.

By R. Chandrakanth

From the first fixedwing powered flight of Wright brothers in 1903, we have come a long way in terms of aerospace developments. Yet, most of the aeroplanes we get to see in the sky are cigarshaped fuselages with two wings and a tail. But wait.

Scientists, designers, engineers and researchers have gone back to their drawing boards and the shape of things to come is going to be ‘radically different’, every which way—looks-wise, efficiency-wise, comfort-wise, lethality-wise, etc.

F

Driven by exorbitant fuel prices (nearly 40 per cent of operational costs of airliners), environmental concerns, need for faster travel, stealth, lethality, efficiency among others, have perked up aviation designers/engineers to put on their thinking caps. What we are going to see is extraordinarily innovative aircraft to meet the demanding requirements of both commercial and military aviation. The future skies will be dotted with aircraft that don’t look like aircraft we all have been seeing in the skies.

In this article, we are giving a bird’s-eye view of the developments that are taking place in broadly these segments—commercial aviation, military aircraft, helicopters and unmanned aerial vehicles.

Need for speed, efficiency and comfort

Commercial air travel has changed since de Havilland introduced the first commercial jet airliner in 1952. More passengers, more comfort, more efficiency and more speed have been added to commercial air travel. Over the years, there Issue 1 • 2013 SP’S AVIATION 27

TECHNOLOGY Innovations

Future by Airbus

A

fter celebrating its own four decades of innovation, Airbus now is looking to the next 40-plus years—actively working with other industry stakeholders and experts to anticipate the global needs of a better-connected and more

28 SP’S AVIATION Issue 1 • 2013

sustainable world. In its report “The Future by Airbus”, Airbus hypothesises how the industry, aircraft and passengers might change by that time—while highlighting potential steps to meet the needs of tomorrow.

Airbus has unveiled its 2050 vision for ‘smarter skies’ which looks beyond aircraft design to how the aircraft is operated both on the ground and in the air in order to meet the expected growth in air travel in a sustainable way. Already today, if the air traffic management (ATM) system and technology on board aircraft were optimised (assuming around 30 million flights per year), Airbus research suggests that every flight in the world could on average be around 13 minutes shorter. This would save around nine million tonnes of excess fuel annually, which equates to over 28 million tonnes of avoidable CO2 emissions and a saving for passengers of over 500 million hours of excess flight time on board an aircraft. Add to this new aircraft design, alternative energy sources and new ways of flying and you could see even more significant improvements.

The future by Airbus concentrates on just that and the ‘smarter skies’ vision consists of five concepts which could be implemented across all the stages of an aircraft’s operation to reduce waste in the system (waste in time, waste in fuel, reduction of CO2).

Not just this aerospace giant, other manufacturers are also working on future aircraft, and the future is going to be a lot more exciting. •

www.spsaviation.net

TECHNOLOGY Innovations

Photograph: reaction engines

For Commercial use: The Reaction Engines Limited A2 is a design study for a hypersonic airliner intended to provide environment-friendly, longrange, high capacity transportation

have been innovations in aircraft to meet these needs and one of the most iconic developments was the Concorde. It was a turbojet-powered supersonic passenger airliner from Aerospatiale-British Aircraft Corporation (BAC). First flown in 1969, Concorde entered service in 1976 and after 27 years of commercial flights, it was retired due to various reasons— operational viability, environmental concerns, etc.

Undeterred by such grounding, aircraft companies have been relentlessly working on newer technologies. The need to carry more passengers saw the birth of the Airbus A380 which made its first flight in 2005. The A380-800 is certified to carry up to 853 passengers. With A380 coming, Boeing’s 40-year reign as the world’s largest passenger airplane (747) came to an end. Boeing’s response to A380 has been the 787 Dreamliner aircraft and the US giant is working on a product line with 80 per cent composite construction that would mean a lighter, stronger, more corrosion-resistant plane and more fuel-efficient engines.

programme of the European Union. The firm has said it could be developed into a working aircraft within 25 years once there is market demand for it. The developers say it would be able to fly from Brussels to Sydney in about 4.6 hours, compared to around a complete day of travel with normal aircraft carrying 300 passengers and the cost was equivalent to the targeted business-class tickets standards of about $6,900. The aircraft is said to be very eco-friendly as it uses liquid hydrogen fuel.

A2, five times the speed of sound

Lockheed Martin’s Box Wing concept

Concorde flew at Mach 2 (twice the speed of sound), while A2 is expected to fly at Mach 5. The Reaction Engines Limited A2 (called the A2) is a design study for a hypersonic airliner intended to provide environmentally-friendly, long-range, high capacity commercial transportation.

The aircraft is being examined as part of the Long-term Advanced Propulsion Concepts and Technologis (LAPCAT)

Electric power-driven aircraft

In 2011, German research institution Bauhaus Luftfahrt had a successful test flight of PC-Aero’s single-seat Elektra One, proving that electric power is an option for the aviation industry. Bauhaus Luftfahrt is using a variety of new technologies to develop the Ce-Liner, a fully-electric commercial passenger plane that would carry about 200 passengers between continents.

In its bid to fly cleaner, quieter and using less fuel, Lockheed Martin engineers have developed a ‘box wing’ concept to find new ways to reduce fuel burn without abandoning the basic shape of the present-day aircraft. Adapting the lightweight materials found in the F-22 and F-35 fighter jets, engineers have designed a looped-wing configuration that would increase the lift-to-drag ratio by 16 per cent, making it posIssue 1 • 2013 SP’S AVIATION 29

TECHNOLOGY Innovations Going Green: Lockheed martin’s Supersonic Green Machine’s variable-cycle engines would improve efficiency by switching to conventional turbofan mode during take-off and landing

sible to fly farther using less fuel while still fitting into airport gates.

The target date for the concept to materialise is 2025.

Supersonic green machine

Also the LMT engineers are working on a target date of 2030 for launching the Mach 1.6 Supersonic Green Machine. The plane’s variable-cycle engines would improve efficiency by switching to conventional turbofan mode during take-off and landing. Combustors built into the engine would reduce nitrogen oxide pollution by 75 per cent. And the plane’s inverted-V tail and underwing engine placement would nearly eliminate the sonic booms that led to a ban on overland Concorde flights.

Boeing’s Sugar Volt

With a target date of 2035, Boeing is working on Sugar Volt’s hybrid propulsion system which will allow the aircraft to conserve jet fuel by turning off the gas engines. The Sugar Volt will draw energy from both jet fuel and batteries during take-off, but once at a cruising altitude, pilots could switch to all-electric mode.

Besides propulsion, the design is also different. Boeing engineers are working on making the wing thinner and the span greater, to produce more lift with less drag. The oversize wings would fold up so pilots could access standard boarding gates. Together, the high-lift wings, the hybrid power-train and the efficient open-rotor engines would make the Sugar Volt 55 per cent more efficient than the average airliner.

Photograph: NaSA / Lockheed Martin

‘Double bubble’

The “double bubble” D8 Series future aircraft design concept comes from the research team led by the Massachusetts Institute of Technology. Based on a modified tube and wing with a very wide fuselage to provide extra lift, its low sweep wing reduces drag and weight; the embedded engines sit aft of the wings. The D8 series aircraft would be used for domestic flights and is designed to fly at Mach 0.74, carrying 180 passengers 3,000 nautical miles in a coach cabin roomier than that of a Boeing 737-800. The D8 is among the designs presented in April 2010 to the National Aeronautics and Space Administration (NASA) Aeronautics Research Mission Directorate for its Research Announcement-funded studies into advanced aircraft that could enter service in the 2030-35 time frame.

The research team led by GE Aviation is working on a much lighter and more aerodynamic business jet. The 30 SP’S AVIATION Issue 1 • 2013

20-passenger aircraft would reduce fuel consumption and noise and enable business jet-like travel between more than 1,300 airports. It features ultra-quiet turboprop engines, virtual reality windows and is designed to fly at Mach 0.55 for 800 nautical miles. The advanced aircraft is likely to enter service in the 2030-35 time frame.

The Russians are also working on a supersonic business jet—‘Transport 2011’ and it is reported that Sukhoi and Tupolev, both military aircraft manufacturers, are currently toying with design concept. Tupolev has also been rumoured to be working on a brand-new supersonic bomber aircraft for service sometime around 2025.

Stealth and lethality key to future military aircraft

A futuristic ‘scramjet’ aircraft known as the X-51A WaveRider is being tested at the Edwards Air Force base in California. It is an unmanned scramjet demonstration aircraft for hypersonic Mach 6 approximately 6,400 kilometres per hour flight testing. It successfully completed its first powered flight on May 26, 2010, and also achieved the longest duration flight at speeds over Mach 5. The WaveRider uses its shockwaves to add lift. The programme is run as a cooperative effort of the United States Air Force, Defense Advanced Research Projects Agency (DARPA), NASA, Boeing and Pratt and Whitney Rocketdyne.

Scramjets are known as “air-breathing’’ aircraft because they carry only hydrogen for fuel. They “breathe’’ in oxygen to burn the hydrogen.

Despite the fifth-generation fighters—F-22 Raptor and F-35 Lightning—still sitting in the wrapper, the US Air Force and Navy are already looking forward to the future. Preliminary work has already commenced on the design and development of their successors. Sixth-generation fighters, www.spsaviation.net

TECHNOLOGY Innovations UNMANNED ROTOR: The Shadowhawk UAV is a tiny helicopter which has options of turbine or piston engines, thermal cameras, laser pointers and range finders, besides laser batons, 37mm or 40mm grenade launchers or 12 gauge shotgun rounds.

early 2013, although limited hover tests have already been conducted on the aircraft.

It will have an endurance of 30 minutes and can be recharged with the same equipment used to recharge electric cars. Similar to that is the Igarashi single person helicopter which looks more like an insect, both in profile and from the front. This robotic insect cum transformer-like flying machine is a concept design by Yutaka Igarashi, a Japanese sawmill worker, who designs pretty amazing concept machines.

The future is ‘drone’

dubbed next-generation TACAIR, are not scheduled to enter service until 2025-30.

X-48C hybrid wing plane

NASA’s futuristic X-48C hybrid wing-body aircraft successfully flew for the first time on August 7, 2012, from NASA’s Dryden Flight Research Center at the Edwards Air Force base in California’s Mojave Desert. The design, which is thought to be highly fuel-efficient and offer longer range, could someday become the universal standard.

Helicopter airframes have changed little

There is no new-start programme of record for rotorcraft and the only new platform introduced in the past quartercentury was the V-22 Osprey. While jet fighters are in their fifth generation, the helicopter airframes have changed little in several decades. However, the significant developments include the Sikorsky X2 which hit a speed of 480 kmph, using a single T800 engine to power both the rotors, besides fly-by-wire flight controls; and the Eurocopter X3 with its hybrid design equipped with two turboshaft engines powering a five-blade main rotor system.

Photograph: vanguard defense

Single-seater electric helicopter

Hirobo, the Japanese remote-control helicopter manufacturer, has unveiled ‘Bit’ a prototype of a single-seater electric helicopter, compact, silent and futuristic! The ‘Bit’ helicopter can take a person up to 100 kmph thanks to its double rotor. The company has not announced any date or price.

The ‘Bit’ employs contra-rotating rotors and is equipped with a fly-by-wire control system. It can be flown by the occupant or with a remote control. A first flight is planned in

In 1849, Lieutenant Uchatius introduced a novel attack on Venice which has become an important date in the history of modern aviation. The Austrian Army officer launched 200 “balloon bombs” controlled by lengths of copper wire and timed fuses over the city, in an attempt to get the Venetians to surrender. He is said to be the father of the military drone.

More than 160 years later, technology is driving military and civilian uses of unmanned aerial vehicles (UAVs) into remarkable areas.

The future is unmanned, particularly in military aviation. Boeing in particular is excited about what the technology that may come to be in the next few years. The A160 Hummingbird has shown that UAVs can have an extended presence and reach impressive heights.

Future UAVs may be capable of reaching heights that are over double or triple of what the A160 can reach and stay in the air for months at a time. These UAVs would resemble gliders with solar panels to maintain power and sensor arrays. Rather than rely on satellite imagery these UAVs would give warfighters persistent situational awareness.

Tiny UAVs

Tiny UAVs that can be flown through open windows are in the works. These miniscule aircraft will stay airborne in times measured in seconds or minutes while giving valuable information to soldiers on the ground without giving away their position like a thrown ground vehicle might.

Some drones are so small. They are intended to resemble insects, to avoid detection. DARPA has commissioned a drone the size of a humming bird, equipped with a camera, from the firm AeroEnvironment. A Dutch firm, Green X, builds drones that fly by flapping wings and are disguised as falcons or hawks. They have been flown low around Schiphol airport to scare away geese so the birds do not get sucked into plane Issue 1 • 2013 SP’S AVIATION 31

TECHNOLOGY Innovations

Photograph: bauhaus-luftfahrt

fully-electric: Bauhaus Luftfahrt uses a variety of new technologies to develop the Ce-Liner, a commercial passenger plane that would carry about 200 passengers between continents

engines at take-off or landing. The robot’s radar profile makes it indistinguishable from a real bird of prey. Green X is working on multiple drones to simulate and redirect bird flocks.

Bio-inspired technology has been a source for one of the more improbable strands of drone research. DARPA has implanted gold-plated electrodes into the pupae of tobacco hawkmoths to learn how to control animals remotely, exploiting their flights. The Shadowhawk UAV is a tiny helicopter which is about seven-foot long and weighs a measly 49 lbs, but it is already being used to track pirates off the Horn of Africa and enforce law on the streets of the US. It has options of turbine or piston engines, thermal cameras, laser pointers and range finders, besides laser batons, 37mm or 40mm grenade launchers or 12 gauge shotgun rounds.

If we look at the future, in commercial aviation it is need for speed, comfort, efficiency which is driving technologies, as for military aviation, it is stealth and lethality, and the latter is seeing more sense in using drones.

Ce-Liner—a fully-electric commercial plane

German research institution Bauhaus Luftfahrt recently showed what it is working on that is going to make air travel 32 SP’S AVIATION Issue 1 • 2013

more pleasant, efficient and downright cool. It unveiled CeLiner, a fully-electric commercial passenger plane that would carry about 200 passengers, making it an emissions-free flight, minus the headache-inducing jet engine noise.

The distinctive “C-wing” improves aerodynamic efficiency and makes the goal of powering transatlantic flights with electricity more viable. The research institution predicts that battery technology will advance enough by 2030 to allow a flight range of nearly 1,120 kilometres. That will jump to 1,600 kilometres by 2035 and to 2,560 kilometres by 2040.

The Ce-Liner will have a half hour airport turnaround time, easily reversible motors for better speed control, and seat design that gives passengers more room when the plane is not full.

Halo Intersceptor concept

Halo Intersceptor is a multifunctional hybrid car which can transform into a jet, helicopter or a speed boat, by coupling with three differently-shaped vehicle attachments. Its cockpit offers seating for four and the dimensions of the car measures 3.2 metres in length, 1.9 metres in width and 1.2 metres in height. In terms of performance, it takes 2.3 www.spsaviation.net

TECHNOLOGY Innovations double bubble: The D8 series aircraft would be used for domestic flights and is designed to fly at Mach 0.74, carrying 180 passengers 3,000 nautical miles in a coach cabin roomier than that of a Boeing 737-800

seconds to reach from zero to 100 kmph, has a maximum speed of 500 kmph and a range of 1,120 kilometres.

The car would back into a central docking point on the Halo 120 attachment, which would turn it into a jet airplane.

The 120 would be powered by two Pratt and Whitney TF30P-100 turbofan engines, delivering 17,900 lbf (79.6 kN) of thrust each, or 25,100 lbf (112 kN) with the afterburners engaged. It would have a maximum speed of Mach 2, a range of 6,759 km and a ceiling of 66,000 feet (20,117 metres). UK designer Philip Pauley’s Halo concept falls into the category of not-likely-to-happen, but it’s still a good idea.

Photograph: NaSA

X-48C remotely-piloted

Boeing and NASA’s remotely-piloted X-48C aircraft successfully flew for the first time on August 7, 2012, from NASA’s Dryden Flight Research Center at Edwards Air Force base.

The new X-48C model was transformed, or ‘modified’ from the X-48B blended wing body aircraft. The X-48C will be used to evaluate the low-speed stability and control of a low-noise version of a notional, future hybrid wing-body (HWB) aircraft design. The HWB design stems from concept studies being conducted by NASA’s Environmentally

Responsible Aviation project of future potential aircraft designs, 20 years from now.

Primary changes to the C-model were geared to transform it to an airframe that does a better job shielding engine noise from the ground—a potential improvement for communities around airports. External modifications included relocating the wingtip winglets inboard next to the engines, effectively turning them into twin tails. The aft deck of the aircraft was also extended about two feet to the rear. Finally, the project team replaced the X-48B’s three 50-poundthrust jet engines with two 89-pound-thrust engines.

The X-48C retains most of the physical dimensions of the B-model, with a wingspan just longer than 20 feet and a weight of about 500 pounds. The aircraft has an estimated top speed of about 224 kmph, and a maximum altitude of 10,000 feet.

NASA’s Aeronautics Research Mission Directorate and Boeing are funding the X-48 technology demonstration research effort, which supports NASA’s goals of reduced fuel burn, emissions and noise. The aircraft is designed by the Boeing Company and built by Cranfield Aerospace Ltd of the United Kingdom. The Air Force Research Laboratory, Dayton, Ohio, is also a member of the project team. SP Issue 1 • 2013 SP’S AVIATION 33

Air Transport AIRLINES

FDI not enough

...Continued from page 18

till then. And who might be interested in investing in Indian carriers? American carriers can be ruled out completely due to their poor financial health. European carriers are unlikely to be interested due to consolidation in local markets.

Both British Airways and Lufthansa Airlines are busy buying smaller airlines. And then there is the Euro crisis. Middle Eastern carriers have shown interest but they will be cautious too. Etihad has already suffered in the deal with Air Berlin where it lost a few hundred million Euros. However, there is a high probability of one of the Gulf carriers investing in India. Gulf is also a lucrative market for Indian carriers and investment by a Gulf carrier would mean rationalisation of the routes and possible conflict of interest. It is also not clear as to which of India’s airlines, the foreign carriers will invest in. Air Asia, Emirates and some other foreign airlines have evinced interest but there is no final word from any of the potential investors so far. Also, the low market capitalisation and current economic environment may prove to be deterrents in attracting foreign carriers at valuations acceptable to domestic players. FDI can help some of the Indian carriers to remain afloat, but it cannot provide a permanent cure for the industry for which there would have to be change in basic policies governing the airline industry.

The Industry Needs Help

The precondition of a minimum of five years’ experience of continuous scheduled domestic operations and a fleet of at least 20 aircraft to be eligible for international operations, is a major hurdle in the potential growth of Indian carriers. This not only restricts competition at the international level but also gives unfair advantage to the foreign carriers over the Indian ones. Hopefully, modification of this provision would be brought forward in the next session of the Parliament.

Aviation turbine fuel (ATF) is the most important component in the operating cost structure of any airline in the world. For Indian carriers, fuel constitutes 45 to 50 per cent of the operating costs. Although, the government has allowed direct import of ATF by airlines, import tax and the state levies are still very high. Direct import of fuel could save 10 to 15 per cent of cost of ATF for the airlines, only if they could enter into agreements with oil marketing companies to use their infrastructure facilities. Availability of ATF to the airlines at affordable and competitive prices is a major hurdle for airlines. Declaring ATF as a ‘notified good’ can reduce this burden. Also, there is need to bring more transparency in the pricing of ATF. Airbus and Boeing, the two major players in commercial aircraft manufacturing, have forecast that India would need more than 1,450 aircraft in the next 20 years. If this is going to happen, then India must have the maintenance, repair and overhaul (MRO) facilities within the country. India is the seventh largest market for Airbus. Being a huge market for aircraft manufacturers, high tax and import duties on aircraft spare parts restrict the growth of the MRO industry in India.

Only Air India has its own MRO facility in India. All the other carriers are compelled to send their aircraft to other countries for the maintenance adding to the costs. To promote this segment of the industry, the government ought to implement mea34 SP’S AVIATION Issue 1 • 2013

sures such as tax holidays, simplifying licensing procedures for MRO and allotment of land at subsidised rates.

The primary airports get higher priority for development as compared to the secondary airports. Even though some secondary airports have been upgraded with modern infrastructure, these are not well connected by the airlines. This gives the advantage to the primary airport operators who raise their charges resulting in higher cost for the airlines operating from these airports. The best example in India is Delhi airport, where the airport usage charges were recently increased by the regulator, Airport Economic and Regulatory Authority, by 345 per cent in response to a demand for a hike of 774 per cent. There are also rumours about the upcoming Navi Mumbai airport that the airport charges may be 700-800 per cent higher than the charges at the existing airports. Competition by the secondary airports can only help in this case. This will also help to reduce the high air traffic burden at primary airports as well as reduce waiting time for the aircraft to land or take-off, thereby saving fuel.

Project Gagan is a big hope to reduce air traffic congestion and the waiting time for take-off and landing. This will also provide better communication and navigation facilities.

It may be implemented on an experimental basis by the end of this year.

Air cargo has not been given due importance in the Indian aviation business. Proper attention is not provided for the development of the policy and infrastructure for the air cargo industry. Indian airports handle negligible transhipment cargo at present because of cumbersome procedures.

At Indian airports, dwelling time for air cargo is three to five days as compared to the 10-12 hours at airports abroad.

Acceptance of built-up pallets at cargo terminals needs to be implemented. The development of additional cargo complexes and upgradation of scanning machines is very important to achieve smooth flow cargo. The e-freight initiative of International Air Transport Association (IATA) can help in achieving this. Round-the-clock custom clearance as implemented at the major airports in Delhi, Chennai, Mumbai and Bengaluru, should be introduced at other international airports as well. Efficient and business-friendly processes can only attract more cargo movement at Indian airports.

The Final Word

Even though India has a great geographical advantage, it is diluted by factors discussed above. Consequently, India has not been found to be attractive as a hub by the foreign carriers. In spite of India having a strong market and infrastructure at airports improving, other factors such as the regulatory regime, operating environment and stakeholder coordination are not satisfactory. A weak visa policy also restricts the growth of tourist traffic and business travel. The industry players, regulators and government should come together and work as a team. The simplification of policies and introduction of trade-friendly rules are important for the healthy growth of the industry. India can become the world leader in aviation if the required changes are brought in and on time. SP The writer is a student of MBA in Aviation Management, at University of Petroleum and Energy Studies, Dehradun. He is a graduate in Aeronautical Engineering and has been the management trainee at Köln-Bonn Airport, Germany. www.spsaviation.net

Hall of Fame

J

ean Batten, born on September 15, 1909, in New Zealand, studied ballet and music and could have become a gifted concert pianist.

However, when just 18, she was inspired by Charles Lindbergh’s epic solo flight across the Atlantic Ocean and her ambitions swung dramatically towards aviation. Her decision was sealed following a joyride with the great Australian aviator Charles Kingsford Smith.

Two years later, Jean travelled to England along with her mother with the express purpose of joining the London Aeroplane Club and learning to fly. She made her first solo flight in 1930 and gained her private and commercial licences by 1932.

Jean, however, was not a remarkable pilot, at least to begin with. During an early solo flight, she overshot the runway on landing, hit a wire fence and turned turtle. Fortunately, she emerged unhurt from the wreck.

After she acquired her commercial licence, she was determined to fly to Australia and break Amy Johnson’s record of 19.5 days.

The first time she tried, in 1933, she made it to Karachi (then part of India) in a Gipsy Moth. But she had to negotiate two severe sandstorms, the engine stopped and she force-landed the plane, wrecking it in the process. A year later, another Gipsy Moth got her only till Rome before she ran out of fuel at night and crash-landed in the dark with great skill. This rang the curtain down on her second attempt. However, she was not done yet. She had the Gipsy Moth repaired, flew it back to London, borrowed the lower wings from another aeroplane, and just two days later, on May 8, 1934, she set out again. This time she made it to Darwin, Australia, in 14 days 22½ hours, shattering Amy Johnson’s time by over four days.

It was the age when people were thrilled by each new spectacular aviation achievement and would flock to see their flying heroes. Jean Batten became an instant world celebrity.

Earlier she was dependent on others to finance her aircraft, but now

she could buy her own aeroplane for the first time. It was a Percival Gull Six monoplane, which she named Jean.

In 1935, she set a world speed record flying from England to Brazil through the South Atlantic in the Percival Gull in 61 hours 15 minutes. She was the first woman to do so and was awarded the Order of the Southern Cross.

JEAN BATTEN (1909 - 1982)

A glamorous and reclusive woman, Jean Batten was known as the“Greta Garbo of the Skies”. She was one of the finest female aviators of the golden age of aviation, perhaps a more professional pilot than her better-known contemporaries.

But New Zealand, her home country, beckoned. In 1936, she established another world record with a solo flight from England to New Zealand. Before flying across the dangerous Timor Sea, she told the base commander: “If I go down in the sea no one must fly out to look for me...I have no wish to imperil the lives of others.” Indeed, she was fearless and sometimes took huge risks in dangerous weather con-

ditions. Her successful long-distance solo flights were brilliant navigational feats, achieved with only a map, a watch and a simple magnetic compass, no radio. The 22,758 kilometres journey from England took 11 days and 45 minutes, a time which was to remain a solo record for 44 years. At her birthplace of Rotorua, New Zealand, she was honoured by the local Maori tribe. She was given a chief’s feather cloak and a Maori title which translates to “Daughter of the Skies”.

But aviation also brought her personal tragedy. In February 1937, she returned to Sydney to meet the man whom she was to marry later that year. However, the day she arrived, he was killed in an air crash. It was not till many months later that she was able to get airborne again. This time she flew the Percival Gull from Australia to England in a spectacular time of five days and eighteen hours. In the process she established a solo record for pilots of either gender, and became the first person to simultaneously hold England-Australia solo records in both directions.

Fittingly, in 1938, she became the first woman to be awarded the medal of the Fédération Aéronautique Internationale, the most highly-prized aviation honour.

This marked the summit of her aviation achievements.

A glamorous and reclusive woman, Jean Batten was known as the “Greta Garbo of the Skies”.

She always made it a point to take a party dress on her recordbreaking flights, so as not to be thought looking dowdy at the inevitable civic reception that would follow. She was one of the finest female aviators of the golden age of aviation, perhaps a more professional pilot than her better-known contemporaries, Amy Johnson and Amelia Earhart. Indeed in the air she had ruthlessness and determination that made her unique among women pilots, and could compete on equal terms with men. She died on November 22, 1982, in Spain, from complications after a dog bite. SP —Group Captain (Retd) Joseph Noronha, Goa Issue 1 • 2013 SP’S AVIATION 35

Digest

news

BY SP’s Special Correspondent HAL signs contract for 42 more Su-30MKI

O

n course for a while now, HAL signed a contract for 42 more licence-built Su-30MKI air dominance fighters with the Ministry of Defence and Rosoboronexport in Delhi during the visit of Russian President Vladimir Putin. “HAL’s total responsibility for this supersonic multi-role aircraft has now gone up to 222. This will further boost our confidence and operations as we have already delivered 119 Su-30 aircraft to the Air Force. We will continue to contribute to the country’s defence preparedness,” said R.K. Tyagi, Chairman, HAL. •

DRDO’s Astra tested

Range (ITR), Balasore, Odisha.

“The missile fired from the ground-based launcher successfully intercepted the target mid-air. Lakshya, the indigenously developed pilotless target aircraft was used as the target. Astra is a state-of-theart ‘beyond the visual range’ (BVR) air-to-air missile being developed for the Air Force.

Some more tests will be carried out from the ground launchers to generate data, which will be followed by launches from various aerial platforms,” said a DRDO statement. • Fourth Sukhoi T-50 prototype enters flight test

India’s Astra beyond visual range air-to-air missile (BVRAAM) has been groundtested for the second time after 2008. The missile being developed by the Defence Research and Development Organisation (DRDO) for use on the LCA Tejas primarily, but also all other fighter aircraft in inventory, met all mission parameters, in its full configuration on December 22 at the Integrated Test

The fourth prototype of Russia’s Sukhoi T-50 fifth-generation fighter programme (of

36 SP’S AVIATION Issue 1 • 2013

which India is a financial and variant design partner) took to the skies on December 12 at Komsomolsk-on-Amur. “The jet, piloted by hero of the Russian Federation Sergei Bogdan, performed a 40-minute flight, during which the plane’s stability and power were tested. The jet performed well during all stages of the test flight and its equipment showed reliability,” Sukhoi Design Bureau said in a statement shortly after the successful flight. Flight testing of the T-50 on three prototypes, which began in January 2010, has crossed 200 flights. India’s HAL recently unveiled the wind tunnel model of its own variant of the T-50, called the perspective multi-role fighter (PMF), earlier designated fifth generation fighter aircraft of FGFA. •

intricate and grand than any wargame the IAF has ever engaged in, and has taken months to plan. While the firepower demonstration will involve operations through the day involving nearly all fighter types of the IAF (including, for the first time, the LCA Tejas), Livewire will involve an integrated nationallevel wargame, involving each command and formation performing drills separately and together across the spectrum of operations, including offensive/defensive operations, use of space-based assets, networkcentric warfare, sensor fusion at a national level integrated deterrence and strategic reach. • First 3 upgraded MiG-29s back

India affirms Apache victory in Parliament

Close on the heels of declaring Boeing Defense’s Chinook for the IAF, the Defence Ministry has not formally announced another victory—that of the AH-64D Apache Block III in the parallel attack helicopter bid. The victory was first revealed by Chief of the Air Staff Air Chief Marshal N.A.K. Browne in early October, but in the Parliament, the government has for the first time made the news official. In response to a written query, Defence Minister A.K. Antony said, “IAF is procuring Chinook CH-47F heavy-lift helicopters and AH-64D BlockIII Apache helicopters from Boeing Company of USA.” • IAF’s massive show of strength Starting off with a firepower demonstration at the Pokhran range in Rajasthan in February, the IAF will rev up to one of its largest ever exercises codenamed Livewire in March 2013.

In terms of sheer scale and complexity, Livewire will be more

The first three newly upgraded MiG-29s of the IAF (now designated MiG-29UPG) have returned home from Russia, transported in a giant An-124 aircraft. A $960-million deal to upgrade 69 MiG-29s of the IAF was signed by the government with Russia in March 2008. In a statement, MiG said, “Modernisation significantly extends the range of tasks performed by MiG-29. The upgraded aircraft, along with increased capability to fight air targets, acquire the ability to strike ground (surface) moving and stationary targets with precision weapons by day and night and in any weather conditions. The contract provides repair and modification of aircraft for the purpose of extending the life up to 3,500 flight hours and service life—up to 40 years. Developments of the RAC MiG can significantly extend the life cycle of MiG-29, which was proven by the experience of modernisation in a number of countries.” • For complete versions log on to: www.spsaviation.net & www.spsmai.com www.spsaviation.net

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Military Asia-Pacific Vladimir Putin’s India visit Russia is to supply India with combat helicopters and warplanes worth $2.9 billion under a deal signed during Russian President Vladimir Putin’s visit to New Delhi on December 24, 2012.

“We have agreed to further strengthen our partnership in the sphere of military cooperation,” Putin said after a meeting with Prime Minister Manmohan Singh. Under the deals, India will buy 42 Sukhoi Su-30 fighter jets and 71 Mil Mi-17 helicopters. The two countries also signed a number of cooperation agreements in the defence and technology sector during Putin’s one-day visit, his first to South East Asia since his return to the Kremlin in May. Indonesia’s Air Force adds more flankers Russia’s Vnesheconombank has won a tender from the Indonesian Government for providing $399.5 million in financing six Su-30MK fighters and related equipment over a seven-year period. Indonesia started looking towards Russia for fighters due to the US embargo. As a result its 12 remaining F-16A/Bs and 16 remaining F-5E/F fighters were experiencing severe maintenance problems. Its 30+ single-seat Hawk 209 subsonic light combat aircraft, derived from the trainer jets, were the country’s only fighter alternative.

BAE Systems gets order for Typhoon and Hawk

The Sultanate of Oman has ordered 12 Typhoon and eight Hawk advanced jet trainer (AJT) aircraft at a cost of £2.5 billion (about $4.04 billion). This contract is further recognition that

QuickRoundUp

Seminar on manufacturing opportunities under BASA regime

AgustaWestland

“The industry and the government have to work together to reap maximum advantage of the Bilateral Aviation Safety Agreement (BASA),” held the Director General of Civil Aviation Arun Mishra. He was delivering the key note address at a seminar organised by the Indo-American Chamber of Commerce (IACC) on “Opportunities and Challenges in Aviation and Aerospace Component Manufacturing—BASA Regime,” at the PHD Chamber in New Delhi on January 11. Speaking on the occasion, Lalit Bhasin, Regional President, IACC, said that there are fond hopes of aviation scenario in India improving, but there is lack of skilled manpower and training facilities in the country. Dr Vivek Lal, Chairman, IACC, NIC Aviation and Aerospace Committee and CEO, New Venture, Reliance Industries Limited, highlighted on the need for strengthening ties between different organisations and was positive about the emerging aeronautical parts manufacturing sector in India. Technical sessions on “Understanding BASA”, “Component Design/Approval Process”, “Standards and Certification” were the highlights. The day ended with a panel discussion on “Future Scope of BASA”.

BASA primarily consists of two types of agreements. The Government of India has signed an Executive Agreement with the Government of the United States of America on July 18, 2011 and the Implementation Procedures for Airworthiness (IPA) was signed between the Directorate General of Civil Aviation and the Federal Aviation Authority on November 17, 2011.

DGCA is now looking ahead to the annual FAA-Asia Pacific Bilateral Partners meeting 2013 to be hosted by DGCA from April 16-18 in Bengaluru. •

• UK’s Ministry of Defence (MoD) has agreed to a £258 million (about $417.31million) contract to extend the support for the Sea King Integrated Operational Support (SKIOS) contract which will ensure continued technical and maintenance support for the 90-strong helicopter fleet for the next three years. The MoD originally signed the SKIOS arrangement with AgustaWestland in 2005 and this is the final phase of the deal. The Sea Kings are best known for providing search and rescue services in the UK and Falkland Islands.

Airbus • AirAsia, the largest low-cost, airline in Asia, has placed a new order with Airbus for 100 more A320 family aircraft. The contract covers an additional 64 A320neo and 36 A320ceo aircraft for operation across the carrier’s network.

Airbus Military • A400M transport aircraft has completed the 300-hour function and reliability (F and R) flight-test phase. With F and R testing now complete, it is expected that the A400M will receive its full civil type certificate and military initial operating capability in the first quarter of 2013. Beside France (three aircraft), Turkey is also scheduled to receive its first aircraft in 2013.

BAE Systems

both Typhoon and Hawk are leading aircraft in their class, providing the best capabilities available. ­Deliveries are expected to commence in 2017.

Contract for Bell-Boeing

Boeing

Americas Raytheon wins DARPA contract Raytheon was awarded a $1.5 million Defense Advanced Research Projects Agency contract for phase one of the agency’s Space Enabled Effects for Military Engagements (SeeMe) programme. During the next nine months, the company will complete the design for small satellites to enhance warfighter situational awareness in the battlespace.

• BAE Systems has received two contracts valued at nearly $63 million to provide F-16 support equipment, test systems, and spares to the Governments of Indonesia and Iraq.

Bell-Boeing Joint Project Office, Amarillo, Texas, has been awarded a $1,40,57,44,559 modification to the previously awarded V-22 lot 17 advance acquisition contract for 17 fiscal 2013 MV-22 Tiltrotor aircraft for the US Marine Corps and four fiscal 2013 CV-22 Tiltrotor aircraft for the US Air Force. In addition, this modification provides

• Boeing has delivered a 777-200LR to the Republic of Iraq, marking the beginning of Boeing’s renewed partnership with the country. The airplane touched down at Baghdad International Airport and was welcomed with a traditional water cannon salute.

Bombardier • Bombardier Aerospace has announced that airBaltic has signed a firm purchase agreement to acquire 10 all-new Bombardier CS300 airliners. The Riga, Latvia-based

Issue 1 • 2013 SP’S AVIATION 37

Digest

news

QuickRoundUp

Show Calendar 22–23 January AIRCRAFT INTERIORS MIDDLE EAST Dubai World Trade Center, Dubai, UAE http://www.aime.aero

airline also has purchase rights on a further 10 CS300 aircraft. Based on the list price of the CS300 airliner, the firm-order contract is valued at approximately $764 million.

China

22–24 January Airborne Early Warning and Battle Management Espaces CAP 15, Paris, France www.airborneearlywarning.com 29–31 January International Military Helicopter Pestana Chelsea Bridge, London, UK www.militaryhelicopterevent.com 6–10 February Aero India 2013 Air Force Station Yelahanka, Bengaluru, India http://aeroindia.in 12–13 February NBAA LEADERSHIP CONFERENCE Hilton Austin Hotel, Austin, Texas, USA www.nbaa.org/events/leadership/2013

Chief of the Air Staff Air Chief Marshal N.A.K. Browne was on a two day visit to Rajasthan-Gujarat Sector. The Air Chief flew the Jaguar aircraft based at Bhuj airbase.

funding for long lead components required for the manufacture and delivery of 19 fiscal 2014 lot 18 MV-22 Tiltrotor aircraft for the Marine Corps and three fiscal 2014 lot 18 CV-22 Tiltrotor aircraft for the Air Force.

Europe Gripen test flights

20–21 February AVIONICS EUROPE Hall 4, MOC Event Centre, Munich, Germany www.avionics-event.com/index.html 18–19 March Air Power Middle East Armed Forces Officers Club, Abu Dhabi, UAE www.meairpower.com 26 February– 3 March AUSTRALIAN INTERNATIONAL AIRSHOW Avalon Airport, Geelong, Australia www.airshow.com.au/airshow2013 4–7 March HELI-EXPO Las Vegas Convention Center, Las Vegas, USA www.rotor.com/Events/HELIEXPO2013.aspx 19–21 March BUSINESS AIRPORT WORLD EXPO Farnborough Airport, UK www.businessairportworldexpo.com

A team of Swiss Ministry of Defence specialists have successfully completed flight tests of the new Gripen F Demonstrator at Linköping, Sweden. The team carried out two flights in close collaboration with the aircraft manufacturer, Saab, and the manufacturer of the radar, Selex Galileo of Great Britain.

Gripen F demonstrator is equipped with an active electronically scanned array (AESA) radar which is a test version employing the latest AESA technology.

Russia Sukhoi delivers 6 Su-35S fighters to Russia Sukhoi has delivered six Su35S production multi-functional fighter aircraft to the

38 SP’S AVIATION Issue 1 • 2013

Ministry of Defense of Russia.

The Su-35 is a thoroughly upgraded super-manoeuvrable fighter of the 4++ generation. It employs technologies of the fifth-generation that assure its superiority over similar class fighters. The special f­eatures of the aircraft include a new avionics suite based on digital information control system integrating onboard systems, new phased antenna array radar with a long aerial target detection range and with an increased number of simultaneously tracked and engaged targets and new enhanced vectored thrust engines.

CIVIL AVIATION Asia Pacific ATR’s new training centre

• Chinese Ministry of Defence spokesman has stated at a monthly news briefing that China is developing Y-20 large transport aircraft to meet its military modernisation drive.

“We are developing large transport aircraft on our own to improve the capability of air transport. The advanced long-range carrier is being developed to serve the military modernisation drive, as well as to meet demands of disaster relief work and humanitarian aid in emergency situations,” he added.

Dassault Aviation • Dassault Aviation has emerged as L-1 vendor in the case relating to procurement of 126 medium multi-role combat aircraft. The MMRCA contract has not been finalised so far because the contract negotiations with Dassault Aviation are in progress.

Eurocopter • Eurocopter has achieved a new milestone in its NH90 programme with two ceremonies held at its Marignane facility near Marseille in the south of France, during which the manufacturer delivered Belgium’s first NH90 tactical transport helicopter in the presence of the Belgian Defense Minister Pieter de Crem along with the French defence procurement agency’s first NH90 NATO Frigate Helicopter, in its naval Step B version, to be used by the French Navy.

L-3 Communications

ATR has inaugurated a new training centre in Singapore both for commercial aircraft pilots and maintenance crew.

It is located in the Seletar Aerospace Park, a major hub for the Singapore aerospace industry. The inauguration was attended by Singapore Government officials,

• L-3 Communications Corporation has been awarded a $8,02,77,677 firm-fixed price contract for long lead spare aircraft parts required to support the C-27J. Work is expected to be completed by July 29, 2013.

Lockheed Martin • Lockheed Martin Corporation has been awarded a $56,30,00,000 contract modification contract for development, integration and delivery of 20 F-16C/D (16 Cs and 4 Ds) Block 52 aircraft. www.spsaviation.net

Digest

news

Appointments IAF Air Marshal P.R. Sharma has taken over as the Air Officerin-charge Personnel while Air Marshal P.P. Reddy has taken over as the Director General (Inspection and Safety) at Air Headquarters.

DRDO Dr G. Malakondaiah, Distinguished Scientist, has assumed charge as Chief Controller R&D (HR&M), DRDO. GULFSTREAM Gulfstream Aerospace has named two longtime company employees to help lead its Product Support Sales organisation.

Eurojet Eurojet has appointed Clemens Linden as Managing Director of Eurojet Turbo GmbH. He succeeds Hartmut J. Tenter.

Boeing Boeing has appointed Pratyush “Prat” Kumar as President of Boeing India. He succeeds Dinesh Keskar, who earlier this year returned to Boeing Commercial Airplanes in a senior sales leadership role.

Boeing has named Michael Kurth as VP/GM, Unmanned Airborne Systems programmes and David Pitchforth to lead Boeing Defence UK Ltd. Thales Jean-Bernard Lévy has been appointed as Chairman and Chief Executive Officer of Thales.

Safran Safran has appointed Alex Fain as Vice President, Audit and Internal Control.

IAI The board of Israel Aerospace Industries’ (IAI) has appointed Boaz Levi as IAI corporate VP and General Manager of the Systems, Missiles and Space group.

Honeywell Honeywell has announced that Grace Lieblein, GM Brazil President and Managing Director have been elected to its Board of Directors.

GULFSTREAM Gulfstream Aerospace Corporation has named Steve Cass, Vice President, Communications.

EUROJET The Shareholders’ representatives of the Eurojet consortium have appointed Clemens Linden as Managing Director of Eurojet Turbo GmbH. Dassault Falcon To help meet growing demand for business jets in the Middle East, Dassault Falcon has appointed Julien Nargeot as a Sales Manager in the Dubai regional sales office.

CAE CAE has named Robert (Rob) H. Lewis was named Vice President and General Manager of its global Business Aviation, Helicopter and Maintenance Training business unit.

Airbus Airbus Corporate Foundation has appointed Fabrice Brégier, Airbus President and CEO, as its new Chairman of the Board.

the French and the Italian ambassadors, top executives of Asian ATR operators and ATR CEO Filippo Bagnato with other top management representatives of ATR.

America Bombardier delivers 233 aircraft Bombardier Aerospace has delivered 233 aircraft during the 2012 calendar year, compared to 245 aircraft deliveries in the previous fiscal year, the 11-month period ended December 31, 2011. The company also received orders for 481 aircraft, net of cancellations, compared to 249 orders, net of cancellations, for the previous fiscal year. Bombardier’s successful order intake was supported by a number of volume orders for both business and commercial aircraft.

QuickRoundUp Northrop Grumman • Northrop Grumman Corporation has completed early delivery of two Global Hawk unmanned aircraft to the US Air Force. A total of 37 Global Hawks have been delivered to the Air Force.

Raytheon • Raytheon has been awarded a firm-fixed price contract modification in the amount of $20,79,22,395 increasing the total contract value from $36,40,24,477 to $57,19,46,872 for the manufacture and delivery of AN/TPY-2 Radar #11 with associated spares and three forward-based prime power units with associated spares.

Rolls-Royce

Space

• Rolls-Royce, the global power systems company, has won a $52.2 million contract to support AE 1107C engines for V-22 aircraft operated by the US Marine Corps and Air Force.

Americas

Russian Helicopters

AEHF team completes major integration milestone The US Air Force and Lockheed Martin have integrated the system module for the fourth advanced extremely high frequency (AEHF) satellite, six months ahead of schedule. The milestone marks the completion of the first major phase in the satellite’s assembly, integration and test. AEHF, the next-generation of protected military satellite communications satellites, provides vastly improved global, survivable, highly secure, protected communications for strategic command and tactical ­warfighters operating on ground, sea and air platforms.

• Russian Helicopters, a subsidiary of state defence holding Oboronprom, has announced that it has signed its first export contract for the medium multi-role Ka-62 with Brazilian Atlas Táxi Aéreo. Seven Ka-62s are scheduled for delivery within the period of first quarter 2015 to first quarter 2016.

P&W Rocketdyne reaches milestone Pratt and Whitney Rocketdyne has successfully completed the last hot-fire test on the J-2X powerpack which is an important step towards development of the US’ next rocket engine designed for human spaceflight. NASA has selected the J-2X as the upper-stage propulsion for the space launch system (SLS), an advanced heavy-lift launch vehicle. •

TAI

Saab • Defence and security company Saab has signed a five-year extension contract with Braathens Regional for the supply of components for the Saab 2000. The order is valued at SEK 90 million (about 13.73 million).

The contract encompasses the repair and supply of components and maintenance service for the Saab 2000 airplane.

• Turkish Aerospace Industries, Inc. (TAI) and Lockheed Martin unveiled the last Turkish-built F-16 at a ceremony held at TAI’s facilities in Ankara. The F-16 programme has provided extensive industrial development and employment in Turkey over the past 25 years. The Turkish Air Force has received 30 new, advanced Block 50 models between May 2011 and December 2012.

Issue 1 • 2013 SP’S AVIATION 39

Word

Plans Last

Ahead

Photograph: PIB

W

hile interacting with the media on the sidelines of the 49th Conference of Director General of Civil Aviation of AsiaPacific Region in October 2012, Minister of Civil Aviation Ajit Singh said that in order to improve aviation infrastructure in the country, the government had drawn up a plan to build 15 Greenfield airports and modernise or upgrade in the region of 50 non-metro airports in the next few years. He also assured the nation that the upgraded airports at Chennai and Kolkata would be fully operational in the near future. He also added that the Ministry was taking steps to propel the nation to the position of one of the top five civil aviation markets in the world. As per a written reply by the Minister of Civil Aviation in the Rajya Sabha, passenger traffic is expected to grow from 143.43 million in 2010-11 to 293.48 million in 2017-18. With passenger traffic exceeding twice the level of the last fiscal in a period of seven years, it would require a quantum jump in the infrastructure for civil aviation available in the country. This undoubtedly would call for not only lofty plans that the Minister has been talking about in public forums but more importantly, concrete and speedy action on the ground. But are the plans of the government and their execution on track?

One state in the country that has enormous potential to contribute to growth in air traffic is Uttar Pradesh (UP), the home state of the Minister of Civil Aviation Ajit Singh. Airports in the major cities such as Delhi, Mumbai, Kolkata, Chennai, Bengaluru and Hyderabad handle 70 per cent of the air traffic in India and none of these are located in UP. This most populous state in the country boasts of 18 per cent of India’s population but tragically contributes only to the tune of 1.8 per cent to passenger traffic. As per the Minister, “The number of persons travelling from UP to the Middle East is higher than that from Kerala, while the number of flights from UP is substantially lower in comparison.

To fly out of the country, most of the air passengers travel to Delhi by road or rail to board an international flight.” It is therefore not difficult to understand why his home state UP has been the focus of Ajit Singh’s efforts at development of airport infrastructure.

40 SP’S AVIATION Issue 1 • 2013

Paucity of infrastructure to support the Indian civil aviation industry will continue to remain a major impediment to its growth unless there is radical change in policies The Minister has been personally steering the effort at the development of new airports or upgradation of existing airports in UP with special emphasis on improving connectivity to Tier-II and Tier-III cities. He has projected three times in one week, request in writing to the Government of UP to transfer the existing airfields at Meerut (which is his Lok Sabha constituency), Faizabad and Moradabad to the Airports Authority of India (AAI) for developing these as full-fledged airports. The Minister has also written to the state government seeking allocation of land in the vicinity of the Indian Air Force airfields at Kheria (Agra) and at Bamrauli (Allahabad) as also at Jhansi to develop the required facilities for civil aviation. Since March 2012 when the Samajwadi Party came to power, the Ministry of Civil Aviation has been seeking support from the state government for developing airports in at least six of the cities in the state including those in Bareilly and Gorakhpur. Unfortunately, despite repeated requests and that too in writing, the state government continues to be completely indifferent. They have not even acknowledged receipt of the letters of request originated by the Ministry of Civil Aviation, leave alone even the faintest sign of action on the ground.

Meanwhile, a project initiated by the Mayawati government to build a commercial airport in Jewar, Greater Noida, 72 km from Delhi Airport, in order to decongest Delhi and to cater to the National Capital Region, has been finally scrapped.

In this case it appears that the Ministry of Civil Aviation was not keen on clearing the project in Greater Noida because it was in contravention to the existing regulation of not permitting a commercial airport within 150 km of an existing one— Indira Gandhi International Airport at Delhi in this case. This stipulation is somewhat archaic and completely out of sync with the requirements and imperatives of a rapidly growing civil aviation industry so vital to the well-being of the national economy. “If London and New York can build five airports close to each other, why cannot Delhi?” ask aviation experts.

Paucity of infrastructure to support the Indian civil aviation industry will continue to remain a major impediment to its growth unless there is radical change in policies as also proper understanding, coordination, mutual support and synergy amongst all the stakeholders. SP — Air Marshal (Retd) B.K. Pandey www.spsaviation.net

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