SP's Aviation July 2010

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JULY • 2010

 Alternate Engine

RNI NUMBER: DELENG/2008/24199

Programme for JSF  US Aerospace Majors II  C-27J Spartan  MMRCA Update  Special Mission Aircraft  Regional Aviation Infrastructure  Industry: AESA AN/APG-80

BusinessAircraft

Financing PAGE 20

A powerful partnership.

www.northropgrumman.com/mmrca

MMRCA The elephant is revered as a remover of obstacles and a harbinger of success. An F-16 © 2010 Northrop Grumman Corporation

with Northrop Grumman’s operationally proven APG-80 AESA fire control radar system could become the modern day symbol of protection for one of the world’s largest air forces.

The team of the Indian Air Force, Lockheed Martin, and Northrop Grumman have the unmatched capabilities and cohesive partnership to accomplish any Air Force mission.

McCann-Erickson Los Angeles

5700 W i l s h i re B l v d . S t e . 2 2 5 , Lo s A n g e l e s , CA 9 0 0 3 6

CLIENT: NORTHROP GRUMMAN JOB #: NGC ELS 6NGC0 182 AD #:

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Trim: 210mm x 267mm

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Aviation SP’s

TABLE of CONTENTS

AN SP GUIDE PUBLICATION

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

ISSUE 7 • 2010

36

Regional Aviation Make it Viable and Profitable

INDUSTRY

38 40

Homeland Security ‘It is Portable and Back Packable’ OEM The Proven Best

SHOW REPORT

42

FIRST Unmanned Refuel

TECH WATCH

9

– Another Feather on the Cap – Unblinking Eye

MILITARY

14 17 25 32

Industry US Aerospace Majors MMRCA In Progress

OWN YOUR WINGS The number of top-of-the-rich.

Indians who can acquire a private plane is skyrocketing.

Financing by companies like Cessna,Embraer,etc has become a key enabler in buying or leasing an aircraft

•

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CIVIL Infrastructure T3 The New Terminology

6

A Word from Editor

7

NewsWithViews - Mars Space Odyssey

10 11

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InFocus Scuffle over Second Engine Forum What’s the Alternative?

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REGULAR DEPARTMENTS

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Industry India may Need 50-100 Airlifters: Alenia Special Mission Aircraft On Unusual Missions

James H. Doolittle

Cover Story

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HALL OF FAME

43

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Cessna Finance Corporation (CFC) claims that it provides a turnkey, one-stop approach to potential aircraft owners (seen here is Citation CJ 2)

Snapshots A Glimpse of ILA Berlin

44 48

NewsDigest LastWord VIP Syndrome

7/16/10 12:58:42 PM

Cover Image: The Indian economy is growing and so is the number of high net worth individuals. The slashed price tags of the business jets is tickling their urge to buy.

Cover image:Anoop Kamath

NEXT ISSUE:

Current and Future Military Aero Engines

Issue 7 • 2010

SP’S AVIATION

1

TABLE of CONTENTS PLUS...

PUBLISHER AND EDITOR-IN-CHIEF Jayant Baranwal EXECUTIVE EDITOR Subir Ghosh

DIRECTOR SALES & MARKETING Neetu Dhulia

ASSISTANT GROUP EDITOR

SALES & MARKETING Head Vertical Sales: Rajeev Chugh Sales Manager: Rajiv Ranjan

R. Chandrakanth SENIOR VISITING EDITOR Air Marshal (Retd) V.K. Bhatia

25

SENIOR TECHNICAL GROUP EDITORS C-27J Spartan

Air Marshal (Retd) B.K. Pandey

© SP Guide Publications, 2010 ANNUAL SUBSCRIPTION Inland: Rs 900 • Foreign: US$ 240

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LETTER TO EDITOR editor@spsaviation.net expert@spsaviation.net

Abhay Singh Thapa ASSISTANT PHOTO EDITOR Abhishek Singh CONTRIBUTORS INDIA Air Marshal (Retd) N. Menon Role of Special Mission Aircraft

Group Captain (Retd) A.K. Sachdev Group Captain (Retd) Joseph Noronha EUROPE Alan Peaford, Phil Nasskau, Rob Coppinger USA & CANADA Sushant Deb, LeRoy Cook, Lon Nordeen, Anil R. Pustam (West Indies) CHAIRMAN & MANAGING DIRECTOR Jayant Baranwal ADMIN & COORDINATION Bharti Sharma Survi Massey

42

Snapshots of ILA Berlin 2010

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Issue 7 • 2010

SP’S WEBSITES Sr Web Developer: Shailendra Prakash Ashish Web Developer: Ugrashen Vishwakarma

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32

DESIGN & LAYOUT Senior Art Director: Anoop Kamath Designers: Vimlesh Kumar Yadav, Sonu Singh Bisht

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WATCH EXCITING VIDEO FOOTAGES!

EXHAUSTIVE LIBRARY OF PHOTOGRAPHS

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WILL PRIVATISATION OF AIRPORTS LEAD TO QUALITATIVE CHANGES AND INCREASED EFFICIENCY?  Yes

 No

 Don’t Know

Join the poll and comment Winner of the last month’s poll: Balvinder Singh Winners get one year subscription of SP’s Aviation magazine

A Word from Editor

With the price tags for some private jets taking a dip by as much as 35-40 per cent from what they were in 2008, buyers are beginning to scout around for purchases. A rupee that is also stronger against the US dollar now, is making things easier.

I

n the last issue we had just glided over the news of the T3 launch. But the sheer magnitude of the terminal is such that it takes time for even the awe to sink in. This time out the need is to be elaborate, for what you might have been reading in the general news media would have been cursory and meant for, needless to say, for people who don’t belong to the industry. SP’s Aviation always tries to fill up these information gaps, and so we have for you an elaborate article on the latest pride of India. Terminal 3 of the Indira Gandhi International Airport has not only signalled the landing of India on the world aviation map, it is also a clear indicator of India’s capabilities in creating world class infrastructure. And all this happened a little over three years that work started on this integrated terminal.

Being counted among the world’s best gives one a different sense of pride altogether. Kudos to Delhi International Airport Limited, the joint venture company comprising the GMR Group, Airports Authority of India, Fraport, and Malaysian Airport Holdings.

The air of excitement pervading the business aircraft market, as the article presenting the big picture on the subject says, is almost palpable. The shape of the economy looks much better than what it was two years ago. This has been reflecting directly on the aviation industry. With the price tags for some private jets taking a dip by as much as 35-40 per cent from what they were in 2008, buyers are beginning to scout around for purchases. A rupee that is also stronger against the US dollar now, is making things easier. Things are only in the take-off stage now; business aviation will do so when infrastructure—airports, parking spaces, private terminals, maintenance facilities—caters to this sector. A lot of people are waiting and watching.

Not everything, however, is comfortable on our home turf.

Elsewhere in this issue we look at regional aviation and how smaller towns are getting left behind in this race for communication and development. We have handled the subject earlier, but ‘Make it Viable and Profitable’ takes a hardnosed look at the subject. The article points out, “the gap between the high 6

SP’S AVIATION

Issue 7 • 2010

rate of growth of airlines and the tardy pace of development of aviation infrastructure continued to widen impinging on the boom in the airline industry. There is an imperative need to accelerate the pace of development of aviation infrastructure in order that the full capacity of aviation industry is exploited.”

We have our T3, but a lot more is needed too.

Three days after the Prime Minister Manmohan Singh inaugurated T3 (on July 3), the first two-seat, fly-by-wire, trainer version of the naval light combat aircraft (LCA) Tejas rolled-out marking a milestone achievement in the development programme undertaken by HAL and ADA. The Indian Navy had also played a significant role in the project through close monitoring and support. We also bring you a report on the event.

Await your comments and look forward to offering you even more exaustive inputs on the issues that concern the aviation industry.

Jayant Baranwal

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

NewsWithViews

MARS SPACE ODYSSEY

On June 3, the first full-length simulated mission to Mars started at 13:49 hrs local time (11:49 hrs GMT), when the six-men crew entered their ‘spacecraft’ and the hatch was closed. The mood was somber and determined in the Mars500 facility at the Institute of Biomedical Problems located in Moscow, as the crew talked to the press and then walked into the module that will be their home for the next 520 days. The hatch will remain closed until November 2011 and the crew must manage using the food and equipment stored in the facility. The organisers of the programme include the European and Russian Space Agencies.

VIEWS

ILLUSTRATION: ANOOP KAMATH

T

he ground-based experiment would perhaps be the longest duration simulation ever conducted in the history of space exploration. The Mars500 Mission, as it is called, would duplicate the actual journey to Mars in a spacecraft using its imitation interplanetary space vehicle, lander and Martian surface. The critics of Mars500 have ridiculed the entire mission as a joke, suggesting that the experiment amounts to little more than sitting inside a giant tin can in a hangar with no sun, no fresh water and no ‘creature comforts’ for an astoundingly interminable 500 plus days. But neither the organisers nor the courageous voluntary crew think of the arduous mission in any other but the most serious terms.

Mars500 has been designed to recreate the conditions of a spacecraft hurtling through the solar system from Earth to Mars & back (one-way distance of 34 million miles) which could take between 18 months and two years. The crew will spend 250 days performing flight tasks and experiments—with half of them spending 30 days on the planet and others remaining in orbit.

Getting home will take a further 240 days; with the entire round trip lasting 520 days. The crew of six volunteers, selected out of more than 6,000 applicants from 40 countries, comprises three Russians, two Europeans and one Chinese aged between 26 and 38 years. The oldest, Alexei Sitev is a Russian engineer and commander of the mission and the youngest is Wang Yue, a professional astronaut from China. The others include two Russians Sukhrob Kamolov and Alexander Smoleevsky, a surgeon and a physiologist respectively; a French engineer Romain Charles and an engineer of Italian-Colombian origin Diego Urbina.

The 550 sq m complex consists of four distinct modules.

The Habitable Module provides the main living area for the crew. The cylindrical 3.6m X 20m module has six 6 sq m each, individual compartments, a kitchen cum dining room, a living room, the main control room, a toilet and two bedrooms. The cylindrical 3.2m X 11.9m Medical Module houses two medi-

cal berths and equipment for routine medical examinations and telemedical, laboratory and diagnostic investigations. The Mars Landing Module will be used during the 30-day Mars orbiting phase. It will accommodate up to three crew-members and will be equipped with a control and data collection system, a video control and communication system, gas analysis system, air-conditioning & ventilation system, sewage system & water supply, etc. The largest Storage Module is divided into four compartments: a refrigerated compartment for food storage and another for non-perishable food, an experimental greenhouse and another containing a bathroom, sauna and a gym.

The complex has been rigged up to facilitate investigations of human factors of such a grueling mission. Mars500 is an extreme test of human endurance as the ‘Spacecraft hatch’ will remain closed until November 2011 and the crew must manage using the food and equipment stored in the facility. Staying for 520 days inside the metallic containers would be extremely hard.

During the mission, the crew members will experience many of the conditions likely to be encountered by astronauts on a real space flight, except for radiation and weightlessness. They will lose sight of the planet Earth. Even their radio contact with ‘earth’ will take 40 minutes for a twoway conversation. The crew will have their ups and downs during the long mission, but these very likely psychological changes are a key part of the entire experiment. Manned missions to Mars spearheaded by countries like the US, the European Union, Russia and Japan, etc are fast gaining the necessary priorities in their respective space exploration endeavours. While technology will certainly evolve to ensure mankind’s tryst with Mars by 2030-35, it is only the human conditioning, training and indoctrination which could ensure its success. To achieve the ultimate aim therefore, Mars500 mission is an inescapable necessity—part and parcel of serious preparations for the Mars Space Odyssey. SP —Air Marshal (Retd) V.K. Bhatia Issue 7 • 2010

SP’S AVIATION

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First

F

Unmanned Refuel Northrop Grumman to demonstrate aerial refuelling Two Global Hawk UAVs

PHOTOGRAPH: NORTHROP GRUMMAN

T

he Defence Advanced Research Projects Agency (DARPA) has awarded a $33 million (Rs 154 crore) contract to Northrop Grumman Corporation to demonstrate aerial refueling of a National Aeronautics and Space Administration (NASA Global Hawk unmanned aerial vehicle (UAV) by a sister ship. The programme will be designated KQ-X. Northrop Grumman will retrofit two of the high altitude long endurance (HALE) UAVs, one aircraft pumping fuel into the other in flight through a hose-and-drogue refueling system. The aerial refueling engagement will be completely autonomous.

Carl Johnson, vice president, Advanced Concepts for Northrop Grumman Aerospace Systems said, “Demonstrating the refueling of one UAV by another is a historic milestone. It adds aerial refueling to the list of capabilities that can be accomplished autonomously by Global Hawks, it opens the door to greatly expanded operational utility for UAVs and it promises to increase the safety and reliability of aerial refueling between manned aircraft by reducing pilot workload.”

8

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Issue 7 • 2010

Not only will the aerial refueling be autonomous, but since Global Hawks are HALE UAVs, it will also take place at a much higher altitude than has been previously demonstrated with manned aircraft. It will also be the first time that HALE UAVs would have flown in formation.

“The importance of aerial refueling is clear in the way military aviation depends on it today,” said Jim McCormick, the DARPA programme manager for KQ-X. “This demonstration will go a long way towards making those same advantages a reality for the next generation of unmanned aircraft,” he added.

The engineering work will be accomplished at the Northrop Grumman Unmanned Systems Development Centre in Rancho Bernardo, California. Pilots from NASA, NOAA and Northrop Grumman will fly the Global Hawks from the NASA Dryden Flight Research Center at Edwards Air Force Base, California. SP —SP’s Aviation News Desk E-mail your comments to: letters@spsaviation.net www.spsaviation.net

Tech Watch

T

Another Feather on the Cap Boeing’s ScanEagle compressed carriage test flied successfully

B

oeing has successfully flown its ScanEagle Compressed Carriage (SECC) unmanned airborne system (UAS) at a testing facility in eastern Oregon. The 75-minute flight evaluated the aircraft’s airworthiness and flight characteristics in a simulated intelligence, surveillance and reconnaissance (ISR) mission.

The SECC powered by a six-horsepower, heavy-fuel engine was launched from a ground vehicle, flew an autonomous flight plan at various altitudes and provided streaming video from its electro-optical/infrared sensor package to a nearby ground station. The SECC was recovered using the same runway-independent SkyHook recovery system used by the ScanEagle and Integrator unmanned airborne systems. The SECC system will complete additional tests in the coming months.

“This is a big step towards adding another aircraft with additional capabilities to Boeing’s UAS stable,” said Ron Perkins, Director, Boeing Phantom Works’ Advanced Unmanned Airborne Systems. “The vehicle’s 132-inch wingspan and folding aero surfaces allow it to be carried on an aircraft pylon or in a container, giving the warfighter the choice of operating it from air, underwater, ground or surface platforms,” he added.

The SECC is a long-endurance, autonomous UAS designed to provide ISR, targeting and battle-damage assessment. SP —SP’s Aviation News Desk E-mail your comments to: letters@spsaviation.net

Unblinking Eye Northrop Grumman awarded contract for US Army Airship

PHOTOGRAPHS: BOEING & NORTHROP GRUMMAN

A

new hybrid airship weapons system, larger than the length of a football field will take to the skies in 18 months to provide an unblinking, persistent eye for more than three weeks at a time to aid US Army troops in Afghanistan.

Northrop Grumman Corporation has announced that it has been awarded a $517 million (Rs 2,417 crore) agreement to develop up to three long endurance multi-intelligence vehicle (LEMV) systems for the US Army. The company has designed a system with plug-andplay capability to readily integrate into the Army’s existing common ground station command centres and ground troops in forward operating bases—the main objective to provide the US warf-

ighters with persistent ISR capability to increase awareness of the ever changing battlefield.

Under the agreement, awarded by the US Army Space and Missile Defence Command/Army Forces Strategic Command, Northrop Grumman will design, develop and test a long-duration hybrid airship system within an 18-month timeframe and then transport the asset to the Middle East for military assessment.

LEMV will sustain altitudes of 20,000 feet for a three-week period and it will operate within national and international airspace. It will be forwardlocated to support extended geostationary operations from austere operating locations using beyond-line-of-sight

E-mail your comments to: letters@spsaviation.net

command and control.

Northrop Grumman has teamed up with Hybrid Air Vehicles Ltd of the United Kingdom using its HAV304 platform, Warwick Mills, ILC Dover, AAI Corporation, SAIC and a team of technology leaders from 18 US states to build LEMV. Northrop Grumman will provide system integration expertise and flight and ground control operations to safely take off and land the unmanned vehicle for worldwide operations. SP —SP’s Aviation News Desk

For more information and video, visit: www.spsaviation.net Issue 7 • 2010

SP’S AVIATION

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InFocus

MODERNISATION

Scuffle over SECOND ENGINE Battle over the second engine for the US’ JSF F-35 Lightning II continues unabated

PHOTOGRAPH: PRATT & WHITNEY

A

mid continuing Congressional support and Presidential veto threats, the battle over the second engine for the Joint Strike Fighter (JSF) F-35 Lightning II continues to rage unabated. As more and more players from the Capitol Hill and the industry get ensnared into the web of debate, each side is accusing the other of a disinformation war about their engine’s cost, performance, and even the relevance to be on the scene. It is now five years in the running that Pentagon’s continuing decision of not pursuing with the F-136 alternate engine development programme is being turned on its head with the Congress keeping the programme alive by adding money each year.

To redux, several engines were studied in the initial phases of what became the JSF programme. However, when it came to building the concept of a demonstrator aircraft, prudence demanded that the competing teams be directed to use the only suitable engine then available—Pratt & Whitney’s F119. While this led to both Boeing and Lockheed Martin proposing JSF designs powered by F119 derivatives, the Pentagon in their calculations had planned for competitive engine procurement from the outset and funded work on the F-136 in parallel with development of the F-35 and F135 (derived from F-119 fitted on the USAF’s F-22 Raptor air-dominance fighter). The plan was to complete development of the F-35 with the Pratt & Whitney (P&W) F-135 as its power plant, as the F-16 had with the F-100, and then introduce competition with the General Electric/Rolls-Royce (GE/R-R) F136 engine. Accordingly, all initial F-35s were to be powered by the P&W F-135 engines, but after 2010, the engine contracts were planned to be competitively tendered from Lot 6 onwards.

In keeping with the above philosophy, while P&W took the lead in the F135 engine development, the GE/R-R combine also started receiving funds from 1996 onwards to start the development of their F136 engine. The GE/R-R Fighter Engine team was formally created in July 2002 (a 60:40 joint venture), with the responsibility for developing the F136 ‘interchangeable’ engine for the JSF. The F136 development programme commenced with complete earnestness and by July 2004, the F-136 had begun full engine runs at the GE’s Evendale, Ohio facility. In August 2005, the US Department of Defence (DOD) awarded the GE/R-R team a $2.4 billion (Rs 11,200 crore) contract for the system development and demonstration (SDD) phase of the F136 initiative, scheduled to run until 2013.

However, in less than a year after the award of the contract, the US defence budget announced on February 10

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Issue 7 • 2010

6, 2006, excluded the F136—leaving Pratt & Whitney, the maker of the F135 engine, as the sole provider of engines for the Lockheed Martin’s F-35 fighters. This would have put a permanent lid over the F136 programme but for the US Congress, which overturned the DOD request and allocated funds for financial year 2007 later during 2006. Since then, each year, the US Congress has continued to provide funds to keep the ‘alternate’ engine programme alive despite the DOD requests to the contrary. The GE/R-R team on its part has ensured that the development of the F-136 remains on track by sticking to the planned schedules to the best possible extent. Minor glitches/delays have been successfully handled and in the current year 2010—the fourth year of its SDD contract with the US government— the fighter engine team has totaled more than 800 hours of testing on pre-SDD and SDD engines—with full reheat thrust having been reached in testing the first production standard engine.

Till date, the GE/R-R has received $3 billion (Rs 14,000 crore) for the F136 and, with more than 70 per cent of the task already accomplished, says another $1 billion (Rs 4,600 crore) is needed to complete the development.

When seen under the glare of the overall F-35 programme, the costs possibly reaching a staggering $380 billion (Rs 1,775,800 crore), the $1 billion required to continue with the GE/R-R alternate engine programme would pale into insignificance. If that be so, why is it that the Pentagon has done a volte face from its earlier stand of going in for an alternate engine programme? Isn’t monopoly an anathema in today’s world, while competition is universally considered to be at the very heart of ensuring quality product and control in costs?

What appears to be emanating from the concerned US defence establishments is that the alternate engine programme was just an option which is being revoked to cut down on the already upward spiraling costs of the F-35 programme. Even if it is conceded that there wasn’t a competition in the true sense of it, it can’t be denied by the establishment that there certainly was a strategy to have the second engine and that too for some very compelling reasons. This reversal of thought process would put Pentagon on ground that it may find difficult to defend. SP —Air Marshal (Retd) V.K. Bhatia www.spsaviation.net

Forum

MODERNISATION

What’s the

Alternative?

The reliability and life-cycle costs are the real factors which would determine whether the alternate engine programme is allowed to run or not

PHOTOGRAPH: WWW.JSF.MIL

T

he very object of the alternate engine programme, the General Electric/Rolls-Royce (GE/R-R) F136, is a massive 40,000 lb (180 kN) thrust class engine, which was to be specifically designed with an aim to be “interchangeable” across the three variants of the Lockheed Martin F-35 Joint Strike Fighter (JSF) programme. The three variants of the JSF are F-35A—conventional take-off and landing (CTOL); F-35B–short take-off and vertical landing (STOVL) and F-35C – carrier variant (CV).

The engine was to compete with Pratt & Whitney (P&W) F135 engine to give the JSF customers an alternative option in terms of selecting the power plant for their respective F-35 fleets. A derivative of the earlier YF120 engine which the GE had developed for the ATF (F-22 Raptor programme but lost to P&W 119 engine), the F136 is an augmented turbofan with a twin spool, counter-rotating, axial flow, low aspect ratio compressor and an axial flow, counter rotating turbine.

The P&W F135 engine is a two-shaft engine that has a three-stage fan low pressure (LP) and a six-stage high pressure (HP) compressor. The hot section features an annular combustor with a single-stage HP turbine unit and a two-stage LP turbine. The afterburner features a variable converging-diverging nozzle. The conventional and carrier aviation engines, the F135-PW-100 and F135-PW-400, have a maximum thrust of approximately 43,000 lb (191 kN) and a dry thrust of approximately 28,000 lb (125 kN) and power the F-35A (CTOL) and F-35C (CV) versions, respectively. The major difference between the -100 and -400 models is the use of salt-corrosion resistant materials. The STOVL variant, F135-PW-600, delivers the same 43,000 lb (191 kN) of wet

thrust as the other types in its conventional configuration to power F-35B version of the JSF. All the P&W 135 versions, i.e. -100, -400 and -600 are already installed in the F-35A, F-35C and F-35B models of the JSF, actively involved in flight testing. But that was to be expected as P&W had clear lead over GE/R-R. But the F136 is not too far behind with most of the development milestones having been achieved including the difficult STOVL configuration. Interestingly, in their respective STOVL version both engines are dependent on a revolutionary, high-tech and intricate LiftSystem designed and developed by none other than the Roll-Royce. In the STOVL configuration, the P&W F135 engine produces 18,000 lb (80.1 kN) of lift thrust. Combined with thrust from the LiftFan (20,000 lb/89.0 kN) and two roll posts (1,950 lb/8.67 kN each), the Rolls-Royce LiftSystem produces a total of 41,900 lb (186 kN) of thrust, almost the same vertical lifting force for slow speed flight as the same engine produces at maximum afterburner, without the extreme fuel use or exhaust heat as wet thrust. The STOVL version of the F136 is being developed for a similar combination of thrust (s) configuration as for the P&W 135 engine.

It is ironical that while the engine majors, Pratt & Whitney on one hand and the General Electric and Rolls-Royce combine on the other, are engaged in a fierce verbal war, they are also intricately linked with each other in the engines’ programmes for the JSF F-35. Both are extolling their own products while berating the other whether it is the cost of development, engine performance, reliability, maintainability, or, for that matter, even the scope of further improvement/product upgrades, etc. But what is the reality and why Issue 7 • 2010

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Forum

MODERNISATION is the Pentagon against the F136 at this later stage of its development programme?

The Pentagon planners’ biggest fears are triggered by the already escalating per unit cost of the F-35 and its adverse impact on the numbers of aircraft that the USAF, USN and the US Marines would be able to afford while staying within approved budgets. This appears to have led Pentagon to cut funding for the F136 programme— perceived at this stage to be an unnecessary duplication to P&W engine (F135) already installed in the three versions of the aircraft and working satisfactorily. But doesn’t this run contrary to the Weapon Systems Acquisition Reform Act of 2009 which became a law to mandate competition through the entire life of major defence programmes to cut down cost overruns and delays in major weapon programmes?

The JSF is the largest weapon procurement programme in history—a multi-role fighter aircraft replacing numerous models, with potential production for the US Air Force, Navy, Marines and international customers to reach 3,500-4,000 aircraft in the next 30 years with the US alone going in for about 2,500 fighters. This is the reason that despite what is being hammered out by the P&W propaganda machine and endorsed by the Federal government, the competing GE/R-R F136 continues to receive bipartisan Congressional support, in tune with the requirements of the Weapon Systems Acquisition Reform Act. Countering the P&W rhetoric, the competing GE/R-R advance their case by stating that F136 development is now more than 70 per cent complete and poised for a more than 30-year competition with Pratt & Whitney. In support, the GE/R-R Fighter Engine Team recently offered the US Defence Department a unique fixed-price package encompassing initial F136 production engines in the years leading to head-to-head competition. The competing engine maker alleges that changing course mid-stream would hand a $100 billion (Rs 4,67,000 crore) monopoly to P&W. In projecting their case, the GE/R-R combine emphasise that the F136 engine is on budget, and consistently receives top reviews from the Joint Programme Office for programme execution, including budget performance. On the development costs front, different sets of figures are being bandied about by different players but an impartial and independent analysis would reveal that if the STOVL-related impacts were to be factored out of the P&W programme (the Rolls-Royce ‘LiftSystem’ being common to both but avoided by GE/R-R), both engines would cost about the same to develop. The real competition would come in to play between the two over production prices and life-cycle costs.

On the technical front, the GE/R-R Team takes the argument over alternate engine further by stressing that F136 was specifically designed for the JSF with built-in growth potential (unlike the P&W 135 which is a derivative of the F119 originally designed for the F-22 Raptor). Designed later, the F136 has a larger core than the F135. The F136 pumps more air, while the F135 runs hotter. But for now they produce approximately the same thrust because that is governed by the area of the exhaust nozzle, which (developed by P&W) is common to both. If a need for more thrust emerges with later block of F-35, GE/R-R will be able to take advantage of F136’s larger core and greater airflow. P&W on the other hand, will have to run the F135’s smaller core at even higher temperatures which is certainly a disadvan12

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tage as it shortens engine life. The argument against a larger core pumping more air is that it makes the engine (and aircraft) heavier. In any case, at this stage, the argument is purely academic. Further, it must also be remembered that extra thrust will not help the STOVL F-35B unless the lift fan is also uprated—not an easy task.

On the operational front, there is a strong sentiment in favour of the alternate engine. As the JSF programme matures, the F-35 will become the mainstay of not only the USAF but also of USN and the US Marines. Without a competing and interchangeable JSF engine, an engine problem could cause a fleet-wide JSF grounding, plummeting US fighter power to a near zero operational capability—an unthinkable scenario indeed. This would specially hurt the USAF as it plans to replace many different models of its strike fighters with the sole multi-role F-35 aircraft.

In the final analysis, the reliability and lifecycle costs are the real factors which would determine whether the alternate engine programme is allowed to run or not. Here, history seems to be on the side of the competing F136 engine.

It is well-known that in the F-16 procurement programme of somewhat similar magnitude as the planned F-35 programme, the P7W F100 engine’s safety record and maintenance costs were rather uninspiring before the US government funded the GE F110 alternate engine as a head-to-head competitor. By introducing competition in the F-16 engine programme, it were not only the safety records which were improved considerably but it also brought about a stunning 21 per cent overall cost savings. On the JSF front, this could equate to a staggering sum of more than $20 billion over the life of the programme.

A former US Under Secretary of Defence and a leading advocate for Weapon Systems Acquisition Reform Act, Jacques Gansler said it best when he wrote that a single-source engine contract for the JSF was a “bad acquisition policy and bad public policy.” Despite the overwhelming historic evidence and the fact that the alternate engine needs only $1 billion infusion for completing the development programme, why has the US Department of Defence decided that it prefers a single-source contractor for the JSF engine? Gansler adds, “The theory seems to be that over time, increased volume for one manufacturer yields lower cost and better quality.” History has revealed more than once that this is simply not the case. The Pentagon perhaps has the answers. SP —Air Marshal (Retd) V.K. Bhatia

As the JSF programme matures, the F-35 will become the mainstay of not only the USAF but also of USN and the US Marines

www.spsaviation.net

The C-17 Globemaster III is the world’s most capable airlifter, able to perform the full range of both tactical and strategic airlift requirements.

Whether it’s transporting out-sized cargo and personnel or delivering humanitarian relief into virtually any environment, the C-17 provides oneof-a-kind mission flexibility. A world of capability and value, ready now.

C - 1 7 . T O D AY, M O R E T H A N E V E R .

MILITARY

INDUSTRY

By Air Marshal (Retd) B.K. Pandey, Bengaluru

T

he Second World War laid the foundation of the US Aerospace industry whose wartime accomplishments are regarded as the most outstanding and laudable. However, with the end of the Cold War and the collapse of the Soviet Union, demand for weapon systems diminished and it led to several mergers and acquisitions leaving only a few major players in the global market. While Boeing Defence, Space & Security and Lockheed Martin dominate both the domestic and international markets, the other leading players are Northrop Grumman, General Dynamics, Raytheon, Honeywell, GE Aviation, Textron Corporation and Rockwell Collins.

PHOTOGRAPHS: USAF, LOCKHEED MARTIN & ABHISHEK / SP GUIDE PUBNS

LOCKHEED MARTIN

With its headquarters in Maryland, Lockheed Martin was formed in March 1995 by the merger of two of the world’s premier technology companies, Lockheed Corporation and Martin Marietta. Soon after, the company also forged a strategic union with Loral’s defence electronics and systems integration divisions. With a workforce of around 140,000 as per data of 2009, Lockheed Martin is an advanced technology company with global presence and is specialised in aerospace, defence and security. It enjoys a pre-eminent position in the world in the field of design, manufacture and support of military aircraft. The company’s aim is to provide the necessary capability in the regime of aeronautics for the armed forces of the US and its allies to conduct military air operations in any part of the world.

Today, Lockheed Martin is the world’s largest defence contractor with bulk of its revenues being generated through orders placed by the US government and foreign military customers. In 2008, only 15 per cent of the revenue accrued from international trade.

Since its inception, Lockheed Martin has been engaged in constant research and development of high-performance combat, air mobility and reconnaissance aircraft. Lockheed Martin’s Skunk Works, well known for innovations, has in the last six decades, been credited with advanced research and the successful development of a number of cutting-edge technologies.

The company’s expertise as ‘systems integrator’ significantly enhances value, capability and attributes of its products.

Combat aircraft Lockheed Martin has produced some of the most versatile multi-role combat aircraft in the world in response to the demands of aerial combat scenarios of the future. Developed in the mid-seventies, over the last 36 years, the F-16 has evolved into a fourth generation fighter. Today, it continues to be fielded as a frontline aircraft in many air forces in the world and with the offer of the F-16 IN Super Viper, is one of 14

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AEROSPACE

MAJORS

While Boeing and Lockheed dominate American aerospace industry, the other leading players include Northrop Grumman, General Dynamics, Raytheon, Honeywell, GE Aviation, Textron Corporation and Rockwill Collins. Browse through the second instalment of the article. www.spsaviation.net

MILITARY INDUSTRY the contenders for the contract for 126 medium multi-role combat aircraft for the IAF. Another unique aircraft developed in the seventies by the Lockheed Skunk Works is the F-117 Nighthawk that pioneered the concept and design for ‘stealth’. Lockheed Martin was also a partner in the development and manufacture of the successor of the F-117, the F-22 Raptor—the only operational fifth generation aircraft in the world today. In 2001, Lockheed Martin won a $200 billion (Rs 900,000 crore) contract to develop and manufacture the fifth generation F-35 Lightning II Joint Strike Fighter. The initial order for 3,000 is the largest order for combat aircraft since the F-16 Fighting Falcon. Capable of short as well as vertical takeoff and landing, the F-35 amalgamates new technologies that would provide unprecedented levels of lethality and survivability.

Transport aircraft For five decades, Lockheed Martin has been engaged in the design, development and manufacture of some of the most capable military transport aircraft in the world both for tactical and strategic roles. The most widely used aircraft have been the C-130 Hercules for tactical air transport operations and the C-5 Galaxy and later the C-5M Super Galaxy, a significantly upgraded version, for strategic airlift operations.

The IAF is to receive in the near future, six of the C-130J modified for special operations. This is likely to be followed by orders for more.

Reconnaissance aircraft Apart from the P-3C Orion, long range maritime patrol aircraft that has been the mainstay for the USN for decades, two other highly successful aircraft for high altitude strategic reconnaissance developed by Lockheed were the U-2 and the SR-71, the latter holding a record for its speed.

Opportunity areas in India With the recent upswing in the strategic relationship between India and the US, and robust growth in the Indian economy, there is considerable optimism in the company with regard to long-term business opportunities in areas of military hardware for the Indian armed forces in general. Possible areas of interest to the US aerospace industry would be air-defence radars, weather radars and C4ISR-related net-centric operations requirements for the Indian Air Force.

NORTHROP GRUMMAN CORPORATION

Early History Ranking behind Boeing Defence, Space & Security and Lockheed Martin Corporation, Northrop Grumman Corporation today is one of the leading aerospace companies in the US focussed on the defence sector. The origins of the company lie in Avion Corporation established in 1928 by a World War I veteran John Northrop. An infantryman turned aerospace engineer, John Northrop later founded the Northrop Corporation. This company was responsible for designing, developing and manufacturing several aircraft during and after the Second World War. Some of the eminently successful designs were the B-35, P-61 Night Fighter known as Black Widow, F-5 Freedom Fighter of which over 2,200 were manufactured and the T-38 that constituted the Thunderbirds, the renowned formation aerobatic team of the USAF. The company suffered some setbacks on account of a few controversial and unsuccessful designs such as the Flying Wing Bomber and the B-49, intended to be an improved version of the B-5, the F-20 Tigershark, the advanced tactical fighter (ATF) for the USAF, and the troubled B-2 stealth bomber.

In the early Seventies, competing for the new light weight combat aircraft for LM FIGHTERS: (TOP TO the USAF, Northrop fielding BOTTOM) FIFTH GENERATION F-35 LIGHTNING II JOINT the F-17 Cobra, lost out to the STRIKE FIGHTER; F-16 HAS F-16 from General Dynamics.

EVEOLVED INTO A FOURTH Later, Northrop together with GENERATION FIGHTER AND THE STEALTHY F-117 NIGHTHAWK McDonnell Douglas came up Issue 7 • 2010

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MILITARY INDUSTRY into the business jet segment producing and selling 200 Gulfstream I aircraft. However, this part of the business was sold in the late seventies.

Other successful programmes of Grumman were the 313 extremely versatile F-14 Tomcat carrier based swing-wing combat aircraft that entered service in 1973, the E-2C Hawkeye airborne early warning platform capable of simultaneous tracking of over 600 targets, the A-6 Intruder attack bomber and the EA-6B Prowler electronic warfare aircraft. In the mid-eighties, Grumman showcased the advanced technology demonstrator, the X-29, that had wings swept forward. Another success story was the joint surveillance target attack radar system (JSTARS) that was proven in the Gulf War in 1991. Sadly, the ambitious B-2 stealth bomber programme continued to flounder.

LM WARHORSES: (TOP) C-130 HERCULES IS THE MOST WIDELY USED AIRCRAFT FOR TACTICAL AIR TRANSPORT OPERATIONS; P-3C ORION IS A SUCCESSFUL AIRCRAFT FOR MARITIME RECONNAISSANCE

Foray into Space Grumman’s foray into the space market began with a contract from NASA for the lunar module for the first moon landing.

With credibility based on flawless performance of the lunar module, NASA followed up with orders another 11 lunar modules, two mission simulators and wings for the space shuttle.

with a redesigned version of the F-17 which came to be known as the F-18 Hornet.

Northrop Acquires Grumman Northrop Grumman came into being in April 1994 during the turmoil in the industry following the end of the cold War, when Northrop Corporation acquired Grumman Corporation another well-known producer of military aircraft.

An attempt two years later by Lockheed Martin to acquire Northrop Grumman did not succeed reportedly on account of intervention by the US government.

Grumman Aircraft Engineering Corporation The Grumman Aircraft Engineering Corporation was created in 1929 by a US Navy engineer-pilot Leroy Grumman. The first successful carrier borne fighter aircraft built in the early thirties by Grumman was the F-4F Wildcat that sported folding wings. During World War II, Grumman built its successor, the F-6F Hellcat as also the amphibious J-4F Widgeon and the TBF Avenger naval attack bomber. At the rate of 500 aircraft per month, by the end of the war, Grumman had produced over 17,000 aircraft, mostly for the US Navy. After the War, the company developed jet engine powered aircraft such as the F-9F Panther used extensively in the Korean War and the F10F Jaguar which never entered service. Newer jets included the Tiger, Cougar, and Intruder. In 1958, Grumman ventured 16

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Spate of Acquisition Known for its strengths as a manufacturer of military aircraft and naval systems, after acquisition of Grumman, the new entity added capabilities in the regimes of defence electronics and systems integration. Perceiving enhanced requirement for intelligence gathering and precision operations in the post-Cold War era, the new company went on an acquisition spree buying off a large number of firms specialising in communications and intelligence systems, spacebased sensors, electronic components manufacturing, unmanned aerial vehicles and shipbuilding for the Navy. With these acquisitions, the company was able to effectively alter its strategy and enhance focus on cutting edge technologies in the defence industry.

The Company Today While Northrop Grumman maintained its capability in the military aircraft segment and consolidated its position as the world’s largest builder of naval ships, it also emerged as a leader in the field of defence electronics. It was able to quite easily extend its business beyond the USAF to the US Navy and successfully battled the prevailing turbulence in the aerospace industry. The new thrust areas of the company are Systems Integration, Defence Electronics and Information Technology providing to the US Armed Forces bulk of the requirement of airborne radar systems, including the AWACS and Information Technology. It continues to be the largest builder of ships for the Navy. The latest feather in its cap is the Euro Hawk developed jointly with EADS that has recently completed its maiden flight successfully. Northrop Grumman would in all likelihood join hands with EADS if the latter opts to bid for the contract for 197 aerial tankers for the USAF. SP (To be continued) www.spsaviation.net

PHOTOGRAPHS: EUROFIGHTER, MIGAVIA.RU, SAAB GROUP, US NAVY & ABHISHEK / SP GUIDE PUBNS

MILITARY

MMRCA

In

Progress

While assurances from various quarters that the MMRCA would be in service by 2014 might appear somewhat unrealistic, it is imperative that the deal is finalised expeditiously

O

ne of the most exhausgroundwork had commenced, it was

By Air Marshal (Retd) tive and arduous flight evident that the next phase of the proV.K. Bhatia evaluation trials concurement procedure could be underducted by the Indian Air taken only after the elections and the Force (IAF) in its quest formation of the new government at for selecting an Medium the Centre. Flight Evaluation or ‘field Multi-Role Combat Aircraft (MMRCA) which had spilled trials’ is just the fourth of the eight phases of DPP (see taover into the month of May appear to be finally over. It may ble) but due to the UPA’s return to power for the second be recalled that last year just prior to India’s Parliamenta- term this phase thankfully was not overly delayed. ry Elections, the IAF had completed the Herculean task of To flight evaluate all competing aircraft, the IAF had technical evaluation of the responses to India’s request for chalked up a comprehensive programme involving tests at proposal (RFP) from the six global bidders and submitted three different locations in India: technical and humid conthe report to the Defence Ministry. Subsequently, while the ditions tests in Bengalure; hot-weather desert trials in JaisIssue 7 • 2010

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MILITARY MMRCA

STAGES AS PER DPP ALREADY COMPLETED 1

Formulation of services Qualitative Requirements

2

Solicitation of offers

3

Technical Evaluation

4

Field Trial

STAGES TO GO 5

Staff Evaluations (probably completed by now)

6

Technical Oversight

7

Commercial Evaluation

8

Contract Singing and Management

almer, Rajasthan and Leh in Ladakh area of Jammu & Kashmir for the conduct of high-altitude trials where the terrain exceeds 10,000 ft amsl (above mean sea level). In addition, while the single-seat versions of the participating aircraft were planned to be conducted in India, the twin-seat versions as also selected weapons’ trials were to be carried out LOCKHEED MARTIN’S F-16IN SUPER VIPER

Lockheed Martin has offered a customised version of the F-16, the F-16IN Super Viper for the Indian MMRCA contract. It will be more advanced than the F-16 Block 52s sold to Pakistan. Based closely on the F-16E/F Block 60 supplied to the UAE, the features on the F-16IN would include conformal fuel tanks, a Northrop Grumman AN-APG80 AESA radar, a General Electric F110-132A engine with 143 kN full reheat thrust with FADEC, advanced all-colour glass cockpit and helmet mounted cueing system. In addition, Lockheed Martin has offered India to participate in its F-35 Lightning II aircraft in the future, more so, if the F-16 is chosen.

BOEING’S F/A-18E/F SUPER HORNET

The Super Hornet variant being offered to India, the F/A18IN is based on the F/A-18E/F model flown by the US Navy and currently being built for the Royal Australian Air Force (RAAF). Raytheon’s APG-79 AESA radar being offered with the aircraft will have limited transfer of technology, up to the level approved by the US government and meeting India’s RFP requirements. Boeing has proposed 18

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TOP CONTENDORS: THE RUSSIAN MIKOYAN MIG-35; LOCKHEED MARTIN’S F-16IN SUPER VIPER AND SAAB’S GRIPEN NG DEMONSTRATOR

in the respective manufacturers’ country locations. The bidding aircraft were also planned to be flight evaluated sequentially by the same sets of designated teams in India and abroad. To refresh memories, the six competitors in the fray for India’s Rs 50,000 crore ($10 billion plus) ‘mother of all defence deals’ are the Saab JS-39 Gripen, Eurofighter Typhoon, Rafale from Dassault, Mikoyan MiG-35, Lockheed Martin F-16IN Super Viper and the Boeing F/A-18IN (a version of the Super Hornet).

In the event, the flight evaluation phase could commence only in August/September 2009. The task was nothing short of daunting but it must go to the credit of the IAF and the participating vendors that the flight testing phase could be completed within a couple of months’ spill over from the original schedule of March/April 2010. So what is next? Is this a good omen for the things to shape up better as far as sticking to the schedule is concerned?

Reportedly, the IAF is once again burning the proverbial midnight oil to complete the next stage of the counjoint manufacture of the jet fighters with Indian partners.

In order to satisfy the offset requirements, Boeing has taken a lead by signing long-term partnership agreements with HAL, Tata Industries and Larsen & Toubro, who will play a significant role in production and assembly of the aircraft, if selected.

EUROFIGHTER TYPHOON

Eurofighter is offering the latest Tranche-3 Typhoon for the Indian requirement, equipped with the Captor-E (CAESAR) AESA radar. EADS has invited India to become a partner in the Eurofighter Typhoon programme, if the Typhoon wins the contract and will be given technological and development participation in future models of the aircraft.

The EADS has further elaborated that if India becomes the fifth partner of the Eurofighter programme, it will be able to manufacture assemblies for the new Eurofighters.

The manufacturer has recently offered to include thrust vectoring nozzles (TVNs) with the Eurofighter’s EJ200 engines for India. Thrust vectoring will improve operational capabilities and better engine efficiency vis-à-vis fuel burn and will provide increased thrust under certain conditions. www.spsaviation.net

MILITARY MMRCA try’s labourious Defence Prothe rival bidders on the other, curement Procedure, i.e. staff may have made the European evaluation, sifting through the entries, namely the Euroimmense sets of data it must fighter Typhoon and the Rahave collected during the fale, somewhat cheaper than flight evaluation stage. And if before. However, it needs to it is able to actually complete be appreciated that in the this highly complex and diffilong run, delays would incult task within the scheduled evitably raise the programme timeframe and hand over the costs and prevent in-service report to the Ministry of Deinduction of the winning airfence (MoD) by June-end, it craft on schedule. would indeed be a record of In all probability, the IAF sorts. But would the recordwould have lived up to its selfbreaking efforts of the IAF made promise of completing help accelerate matters? Overthe ‘staff evaluation’ phase by all, the acquisition process has June end and handed over the dragged on to such an extent report to the Technical Overas to call for rebidding as per sight Committee (TOC) for the the contract rules. On April next phase. It is expected that 28, the MoD was forced to the TOC would do its bit with act under its own DPP rules the same sense of urgency as in extending bids by a year, the IAF because the remainwhich in turn allows the vening steps, especially the ‘comdors to revise the bids up or mercial evaluation’ and ‘price down. A year’s delay should negotiations’ are complex pronormally drive the costs up by cedures that cannot be gone 5 to 7 per cent under normal through in a hurry. However, at FLYING HIGH: circumstances, but the volatilthis stage, it can only be hoped DASSAULT’S RAFALE DOES A LOW LEVEL PASS; F/A-18E/F ity factor could cause havoc to that the final phases are comSUPER HORNET DOING A the vendors’ calculations. In view of the pleted without stagnation in negotiations.

MANOEUVRE present day global economic uncertainties All in all, while assurances from various and the resulting fluctuations in inter-curquarters that the MMRCA would be in serrency relationships, the volatility factor vice by 2014 might appear somewhat uncould take ominous proportions. For exrealistic, it is imperative that the deal is fiample, it is rumoured that the slide down in the value of nalised expeditiously. The IAF cannot wait interminably for Euro on the one hand and the fierce competition among the much needed combat capability transfusion. SP EJ200 has also been offered as a possible power plant for the indigenous light combat aircraft (LCA) programme.

MIKOYAN MIG-35

The Mikoyan MiG-35 is the production version of the latest MiG-29 incorporating mature development of the MiG-29M/M2 and MiG-29K/KUB technology, such as glass cockpit and fly-by-wire, AESA radar and so on. The Russian manufacturer is also offering full transfer of technology. If continuity was a major factor in aircraft selection, MiG-35 would have a decisive advantage as the IAF already operates 65 MiG-29s and the Navy has ordered 16 MiG-29Ks for its aircraft carrier INS Vikramaditya (formerly Admiral Gorshkov). However, it is quite obvious that the overall outcome of the competition would heavily lean on operational capabilities of each contending aircraft for the final selection.

SAAB GRIPEN NG

The single-engine Saab JAS 39 Gripen has been in the contention of the MMRCA competition from the very beginning.

The aircraft, both the single and twin-seat versions flew

extensively during the Aero India 2007 air show. Gripen International is offering the Gripen Next Generation (NG) for the IAF which has increased fuel capacity, more powerful engine, higher payload and upgraded avionics.

DASSAULT RAFALE

The Rafale has the distinct advantage of being logistically and operationally similar to the Mirage 2000, which the IAF already operates and has used with great success during the Kargil War. The French government has cleared full technology transfer of the Rafale to India, including that of the RBE2-AA Active Electronically Scanned Array (AESA) radar, which will be integrated with the Rafale by 2010. The IAF will have full access to the source codes, which will allow Indian scientists to re-programme any sensitive equipment as and when required. Dassault has also offered to fit the indigenous Kaveri engine into the Rafale at anytime, if the IAF so desires. On the other hand, there appears to be some concerns about cost issues but these may be overcome by the fact that India and France have recently agreed to “go beyond a buyerseller relationship”. • Issue 7 • 2010

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19

S T O R Y

BUSINESS AVIATION

FINANCING

C O V E R

As most potential owners of private aircraft are not from the aviation industry, buying or leasing an aircraft is an unfamiliar territory

By Group Captain (Retd) Joseph Noronha, Goa

Own

PHOTOGRAPHS: CESSNA, EMBRAER, GULFSTREAM, DASSAULT AVIATION & ABHISHEK / SP GUIDE PUBNS

T

he air of excitement pervading the business aircraft market is almost palpable. After two years of gloom, improving demand means the industry can confidently look forward to a strong showing—perhaps as early as the end of the year.

What’s more, emerging markets, especially in Asia, are taking the lead. The wider world may be in deep dread of a double-dip recession, but the Indian economy is cheerfully projected to grow between 8.2 and 9.5 per cent this fiscal. Finance Minister Pranab Mukherjee is making bold statements forecasting double-digit growth by 2012. At the same time, the number of top-of-the-rich-list Indians— the kind that might acquire or at least use a private plane—is skyrocketing. According to the 2010 Merrill Lynch-Capgemini World Wealth Report, the number of high net worth individuals (HNWIs) in the country with minimum investable assets of $1 million (Rs 4.6 crore) rose to 126,700 in 2009 compared to just 84,000 in 2008. Such customers account for about 10 to 20 per cent of business aircraft sales.

Slashed price tags are also tickling the urge to buy. With quotes for some private jets plummeting by as much as 3540 per cent from their 2008 peaks, large and small companies are again eager to make purchases. And since prices are almost invariably quoted in the US dollars, a strong rupee further sweetens the deal for the Indian buyer. Only one thing is necessary to complete the picture—finance.

JETS AT A PRICE

When the first Learjet burst on the scene in October 1964, it opened up a new vista of fast, efficient and super-comfortable business aircraft. Since then, there’s been no looking back.

India currently has over 500 private aircraft—around half of them fixed-wing—and the other half helicopters. However, according to Gulfstream Aerospace, the country’s share of business jets is less than one per cent—just 123 of the 18,000strong global fleet. Is it time to rewrite the story?

Six manufacturers dominate the global business jet scene— Bombardier, Cessna, Dassault, Embraer, Gulfstream Aerospace and Hawker Beechcraft. Together they offer a wide variety of over 40 sleek and attractive models to suit every need and budget. They also appear uniformly bullish on their prospects 20

SP’S AVIATION

Issue 7 • 2010

LUXURY IN AIR: CITATION XLS+ OFFERS COMFORT OF FLYING IN A NEARLY 19-FOOT-LONG STAND-UP CABIN. INSIDE THIS EXCEPTIONALLY QUIET EXPANSE, YOUR SENSES WILL INSIST THAT YOU ARE IN AN AIRCRAFT COSTING MILLIONS MORE!

www.spsaviation.net

Wings

BUSINESS AVIATION FINANCING

YOUR

Issue 7 • 2010

SP’S AVIATION

21

BUSINESS AVIATION FINANCING

LUXURYLINERS: EMBRAER’S LINEAGE1000; GULFSTREAM G550; EMBRAER PHENOM 100; (OPPOSITE PAGE) GULFSTREAM G150; CITATION MUSTANG AND DASSAULT’S FALCON 7X

in the country. For instance, Roger Sperry of Gulfstream Aerospace says, “We are very optimistic about India. We have good business here as India is an expanding market.” Gulfstream offers mid-size jets like the Gulfstream G150 and leads the large-cabin, long-range segment with aircraft like the G550.

Bombardier alone expects to sell at least 250 jets in India over the next 10 years. Its family of business jets stretches from the light Learjet series (the latest Learjet 85 is expected in 2013) to the super-large ultra-long-range global series. Besides, the light Citation CJ2+ and superlight Citation XLS+ Cessna offers the popular Citation X super-midsize model. Embraer will soon have seven corporate jets on offer ranging from the very light Phenom 100 to the super-large Lineage 1000. Hawker Beechcraft listings stretch from the light Premier IA to the super-midsize Hawker 4000. Business turboprops in the market include the Cessna Caravan series, Hawker Beechcraft King Air 350i, Pilatus PC-12NG, Piper Meridian and Piaggio Avanti II. But the beautiful jets don’t necessarily come cheap. At the lower end of the spectrum, the Cirrus Vision SF-50 personal jet costs just $1.72 million (approx Rs 8 crore). Even a millionaire can go for one, perhaps with the help of a modest loan. Cessna’s Mustang offers excellent value for money at $3.1 million (approx Rs 14.5 crore) apiece while Embraer’s Phenom 100 costs around $3.8 million (approx Rs 18 crore). The superlight Cessna Citation XLS+ is quoted at $17.6 million (approx Rs 82 crore). While the Bombardier Challenger 300 super-midsize jet goes for $24.2 million (approx Rs 113 crore), the Hawker 4000 in the same category costs $22 million (Rs 103 crore).

However, a company intending to buy a high-end, long-range jet like the Embraer Lineage 1000 or the Dassault Falcon 7X would need to lay hands on almost $50 million (approx Rs 234 crore) with only small change left over; while a Gulfstream G650 (due in 2012) could carry a price tag of over $58 million (approximately 271 crore). Large corporate jetliners like the Boeing BBJ3 cost $69 million (approx Rs 323 crore), and the Airbus A320 Prestige costs a whopping $85 million (approx Rs 397 crore). Where does that kind of money come from?

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YOU HAVE A DREAM? WE GIVE IT WINGS!

A business aircraft represents a sizeable investment and should bring value that exceeds the cost. Insurance, fuel, maintenance, airport fees, catering, crew and hidden costs can add up to a pretty packet. For customers who foresee a requirement of 100 hours or less of flying per year, jet card or block charter arrangements usually are the most suitable. Above that, fractional ownership—similar to the familiar time sharing plans of tourist resorts—becomes the option of choice. Leasing or buying a jet makes sense only if annual utilisation is above 250 hours of flight time, preferably around 300-350 hours. And once the decision to lease or buy it is taken, finance often holds the key.

Buying a business aircraft is a lot more complicated than leasing one. Only relatively well-heeled customers are likely to decide to purchase such a pricey asset. Apart from the satisfaction of exclusive ownership of the object of desire, the main advantage is that the owner can claim tax benefit and offset other income by depreciating the value of the aircraft, perhaps in as little as five years. But aircraft residual value—which cannot always be accurately predicted—might cloud resale prospects.

Buying involves much planning and judicious negotiawww.spsaviation.net

BUSINESS AVIATION FINANCING

Thomas Low, CEO, Cessna Finance Corporation

tions including critical comparison of offer prices. An aviation finance consultant is strongly advisable. A contract is signed and initial deposits made, and thereafter the purchase agreement is finalised. After satisfactory inspection and balance payments, the customer is ready to take the delivery. However, the procedure of importing an aircraft into India often takes several months. Hanging over the whole process is the need to obtain approvals and complete import licensing requirements with the Directorate General of Civil Aviation (DGCA), Reserve Bank of India (RBI), Customs department, etc. Though non-scheduled operator permit (NSOP) holders are exempt from customs charges, aircraft imported for private use attract around 25 per cent duty.

Sounds complicated? Since most potential owners of private aircraft are not from the aviation industry, buying or leasing an aircraft is an unfamiliar territory. That is why last year the Centre for Asia Pacific Aviation (CAPA) announced the launch of CAPA Aircraft Advisory, India’s first professional end-to-end aircraft acquisition service. The advisory is aimed at demystifying the process of selecting and acquiring an aircraft for private or general use.

Aircraft manufacturers like Cessna also make the cus-

Financing has become a key enabler in the purchase of a business jet. How an aircraft is to be paid for is often as important a decision as the aircraft itself. The market is broad for both business jets as well as financing but seldom do we find one company that does both well.

Cessna Finance Corporation (CFC), a subsidiary of Textron Financial Corporation, a part of Textron Inc., is a sister concern to Cessna Aircraft Company. Cessna, the manufacturer of the Citation business jet family and CFC work together to provide a turnkey, one-stop approach to aircraft ownership. This approach not only allows the purchaser to benefit from the value of operating a Citation, it also allows CFC’s global expertise in business jet financing to be used to make financial and economic sense.

With offices in London, Sao Paulo, Singapore and in several US locations, CFC currently finances in 74 countries – and counting. Each of its global offices is staffed with a complete range of financing experts managing credit, documentation, administration and sales functions. This promises to deliver a highly customised level of customer service that is in tune with both Cessna and your local needs.

CFC financing is competitive globally. Through January 2011, rates are fixed for 10 years at 7.65 per cent for Mustang and Caravan financing and 6.75 per cent fixed for 10 years for all other business jets. Amortisation is typically 12 years.

Since all we do is finance Cessna aircraft, we understand your needs and work hard to make your financing process fast and seamless while also offering attractive rates and terms. •

Issue 7 • 2010

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BUSINESS AVIATION FINANCING

Jose Eduardo Costas Vice President, Sales & Marketing–Asia Pacific, Embraer Executive Jets Embraer Asia Pacific

As the world’s third largest manufacturer of commercial aircraft and the leading manufacturer of commercial aircraft with up to 120 seats, and with a history and legacy spanning over 40 years, Embraer has built a reputation based on quality products that meet the needs of its customers.

Embraer’s expertise lies in the design, development and manufacture of aircraft flown by airlines as well as by distinguished individuals and corporations.

Together with the creditworthiness of our customers, the solid reputation, quality, strong background and value retention of our products have proven to be valuable assets in terms of facilitating access to aviation credit lines by our customers.

While Embraer is not itself a credit provider, Embraer’s customers have generally been able to obtain adequate market financing not only for commercial aircraft transactions, but also for those of executive jets. And again, although not a credit provider, Embraer is ready to assist its client’s efforts to seek third party financiers in the marketplace.

For such purpose, Embraer has a well-known team of aviation finance experts acting globally, who interact with the aviation credit providers on a continuing basis, thus providing aviation financiers with an appropriate level of comfort and willingness to partake in the financing of Embraer-manufactured aircraft.

tomer’s task easier. Cessna has financed several of its Citation sales in the Indian market via its finance captive Cessna Finance Corporation (CFC)—a service unique among business jet manufacturers. Mahindra & Mahindra (M&M) is looking to use its non-banking financial arm—Mahindra & Mahindra Financial Services (Mahindra Finance)—to finance sales of aircraft manufactured by the Australian firm Gippsland Aeronautics, which is now part of the Mahindra group. M&M rightly feels that easing finance hassles could make all the difference in boosting aircraft sales. Indian banks are also playing an ever-increasing role in aircraft financing, but they need to build sufficient expertise in the field. Some banks already seem to have burnt their fingers through hefty loans given to the debt-ridden domestic airlines in better times and are reportedly requesting the RBI to relax the rules so that these advances do not appear as bad loans on their books.

THE ONLY WAY IS UP

The decade ahead is likely to see rapid growth in business aviation. A robust economy and dynamic business culture have resulted in strong wealth creation. More and more globalised Indian companies are discovering the flexibility 24

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Issue 7 • 2010

It also enables Embraer to provide solid assistance to its customers in terms of seeking financing opportunities and putting together aviation financing operations.

It is important to note that many of such credit providers have a strong presence in the aviation financing market and are prepared to offer tailored financing solutions following a usual customer credit assessment and a comprehensive evaluation of the transaction structuring alternatives.

Embraer in India

Embraer has enjoyed a good reception of our aircraft in India, with customers for all our products types, i.e. Commercial, Executive and Defense.

For instance, Embraer’s E-Jets (commercial aircraft) have been operating in India for the last few years and Embraer’s executive jets have also been embraced by the business aviation community; the Company has customers for our Legacy 450/500, Legacy 600 and Lineage 1000 jets in India.

The Indian Government also has four Legacy 600 aircraft which they use for the transport of authorities, while BSF has a Legacy 600 as do four individual businessmen in the country.

At the same time, Embraer has around 30 orders for the entry-level ultra-light and light Phenom 100 and 300 aircraft respectively in India. These orders have been made by Invision – who has purchased 18 Phenom 100’s and 2 Phenom 300’s for an Air Taxi operation operating only Phenoms – and Aviators who has purchased 2 Phenom 100’s, amongst other clients.

The first of these deliveries will take place in the 3rd quarter of 2010. The other customers are business persons who have purchased the aircraft for both business and leisure utilisation. •

and advantages of customised travel, including a significant boost to executive productivity. Business aviation enhances personal and corporate security as well. As India’s major airports get even more congested, demand for private and business aviation especially at smaller airports is bound to grow, creating attractive opportunities for innovative aviation enterprises. The government’s commitment to increase the number of operational airports in the country to around 500 by 2020 will largely benefit business and general aircraft in the first instance. It is only after a trail has been blazed that commercial airlines may follow.

Will the impressive potential of business aviation in India be realised? The answer is if only business aviation infrastructure—airports, parking spaces, private terminals, FBOs and maintenance facilities—were not constantly outstripped by demand; if only the certification and registration of business aircraft could be speeded up; if only issues concerning import duties on private aircraft and essential components could be sorted out; if only flying and landing permits were easier to obtain; and if only sufficient financing sources, specialising in business aviation, were available to encourage diffident customers.

A bright future beckons, if only. SP www.spsaviation.net

MILITARY

INDUSTRY

India may need 50-100 airlifters:Alenia

The Finmeccanica Company claims that the medium military airlifter C-27J Spartan on offer to the BSF and IAF is the best and sees the Coast Guard, NSG and the IN as potential buyers

PHOTOGRAPHS: ALENIA AERONAUTICA

I

ndia’s diverse borders and the and good for humanitarian support and growing internal insurgencies medical evacuation. It has 36 stretchers

By Sucheta Das Mohapatra seem to have given rise to the with oxygen points,” he added. need for more number of newC-27J Spartan is a contender for generation medium military BSF’s requirement for two military airlifters. While the Indian Air Force aircraft. Trials for the purpose were (IAF) has released a request for information (RFI) for 16 me- done in July last year at Bengaluru and Leh. The company dium military aircraft, the Border Security Force (BSF) has a officials, however, believe that apart from the Indian Coast request for proposal (RFP) for two such aircraft. But senior of- Guard, the National Security Guard and the Indian Navy can ficials at Alenia Aeronautica and its parent company Finmec- also be potential buyers of the C-27J. But the officials, hopeful canica believe that the real requirement could be much more. of good business in India, are unhappy about the lowest bid Asserting that the C-27J Spartan is the perfect aircraft for (L1) factor in defence procurement. “It is difficult to compare both the military and paramilitary forces in India, the com- our products with others. I believe the best way as can be pany estimates that the country may require 50-100 medium seen in some countries is to evaluate what is called value for military airlifters in the money. It is not just pernear future. sonal evaluation; value “When we beat against for money can also be the requirement, we aldetermined through calways win. C-27J Spartan culations of the amount is highly cost effective, spent on transportation. has extreme operational Our aircraft can load 11.5 flexibility and is the only tonnes. If you calculate aircraft of its class offerhow much it costs to move ing interoperability with 1 tonne, than it makes heavier airlifters,” claimed more sense. There is anRoberto Leva, Country Diother aspect—the producrector-India, Alenia Aerotivity—the mix of payload nautica, while briefing SP speed and range. Our airGuide Publications on the craft has bigger payload, varied capabilities of the goes faster, can transfer C-27J Spartan at New Delmore goods in the same hi. The company asserted timeframe, and has longer that unlike other military range. If you look at proaircraft which were at first ductivity, you can see that built as passenger aircraft, the average can be much the C-27J Spartan was bigger. The productivity of originally manufactured for the military. Leva said, “C-27J C-27J Spartan is better than other aircraft. It has the capabilhas been designed to be fully autonomous even in remote ity to move the cargo from one point to the other at a faster areas and in volatile regions of the country like Kashmir. Its speed,” claimed Leva. load mission kits, altitude variation capability, auxiliary powOn being asked about their views on the proposed hike er unit, low fuel consumption, real redundancy, and powerful in foreign direct investment (FDI) from 26 per cent to 49 engine to escape easily, ballistic protection, manoeuverability, per cent, Paolo Girasole, Country Head-India, Finmeccanica, interoperability because of smaller fuselage and compatibility said that FDI is a pain in the neck. “A company is an Indian, with Lockheed Martin’s C-130J makes it apt to operate in In- Italian or US company according to many things and not dian conditions.” “The C-27J is also perfect as a civil aircraft only the share. I think 26 per cent is a limitation,” he said.

Issue 7 • 2010

SP’S AVIATION

25

MILITARY INDUSTRY C-27J SPARTAN General/Performance Characteristics General Characteristics • Crew: 3-pilot, co-pilot, loadmaster • Capacity: 60 troops or 46 paratroops or 36 stretchers with 6 medical personnel • Maximum Payload: 11,500 kg (25,353 lb) • Length: 22.7 m (74 ft 1/2 in) • Wingspan: 28.7 m (94 ft 2 in) • Height: 9.70 m (31 ft 10 in) • Wing area: 82 m2 (880.6 sq ft) • Empty weight: 17,000 kg (37,479 lb) • Max takeoff weight: 30,500 kg (67,241 lb) • Powerplant: 2 × Rolls-Royce AE2100-D2A turboprop, 3,460 kW (4,640 hp) each • Propellers: 6-bladed Dowty Propeller 391/6-132-F/10, 4.15 m (13 ft 7 in) diameter Performance • Maximum Cruise speed: • Maximum service ceiling:

325 KTAS 9,144 m (30,000 ft)

Range With 11.5 tonnes (max) payload With 10 tonnes payload With 6 tonees payload Ferry

1,000 nm (1,852 km) 1,100 nm (2,037 km) 2,301nm (4,262 km) 3,200 nm (5,926 km)

Radar System Northrop Grumman AN/APN-241 low power colour radar Modes of operation: Monopulse ground mapping with Doppler beam sharpening, weather and turbulence detection, air target detection, windshear detection, beacon mode for drop-zone identification Avionics MIL-STD-1553B digital data bus architecture Compatible with emerging future air navigation system (FANS) Communication 2 ARC-210VHF/UHF radio, 1 VHF/UHF direction finder (DF), digital audio inter-communication (ICS) •

The officials claimed that technology and not political relations is their strength. “We have the best products and the best technology and that is our strength. We have the best gun, the best helicopter, and whenever we offer a product, we offer the best,” said Girasole.

With regard to transfer of technology (ToT), the officials said that they are open to it. “We recognise the willingness of India to grow its own industrial self-reliance. For example, the 76mm naval gun used worldwide is produced in India with great satisfaction of its manufacturers Bharat Heavy Electricals Limited (BHEL) and Oto Melara. We have transferred all the knowhow. There is now a requirement for the 127 mm gun and we are open for the new system—full transfer of technology. I think we are very good at that,” said Girasole. Adding to it, Leva said, “As in Alenia Aeronautica, we have a long and successful offset for transfer of technol26

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Issue 7 • 2010

ogy, we have reached about € 6 billion (Rs 35,100 crore) offset commitment worldwide.

“We have sold everywhere, but Turkey is a big example of transfer of technology of ATR 72. We have established a strong cooperation with the local company. The integration of the system involved deeply the local company and a significant level of transfer of technology. Turkey is an example of one of the deepest cooperation in transfer of technology as well as offset cooperation.”

On being asked about any offset commitment in UAE, Leva said, Alenia Aeronautica has no offset commitments in UAE. As a part of our big offset commitments, we have Greece with 12 aircraft and we also have offset commitment in countries where you have the Eurofighter, for example the Saudi Arabia.”

“The Italian Government is involved in 20 per cent of our offset commitment. From industrial point of view, Finmeccanica owns 35 per cent. We acquired all the avionics activities from BAE systems, now a part of Selex Galileo. So now we have a big chunk of industrial partnership in UK. Finmeccanica’s strategy is to make the system sustainable.

Now we are in UK and the US too. India is a country of paramount importance for us. We understand the willingness of the company and we are ready to give,” said Girasole.

DISTINCT FEATURES

The C-27J Spartan offers unique qualities not found in aircraft derived from commercial turboprops. It has been designed and tested as a military aircraft using military standards to produce a robust, safe and performing aircraft. The airlifter has internal auxiliary power unit which helps it operate from short and rough airstrips in remote areas. Similarly, the built-in cargo handling system, the variable altitude landing gear, and the power-steered nose wheel speeds up ground operations and minimises risks in unsecured locations. The airlifter’s simple, versatile and effective design offers the largest cargo box in its category and a wide-fuselage cross-section that accommodates military vehicles over 11 tonnes of payload, and 60 troops or 46 paratroops.

The C-27J is easy to operate and affordable to maintain under the most demanding conditions. It is powered with Rolls-Royce AE2100 turboprops; Honeywell glass cockpit and Dowty super efficient six-bladed propellers, and is equipped with full authority digital electronic control. The strong propulsion system in the airlifter gives it access to a wide range of airfields, enabling landings on short, unprepared strips, as well as hot weather and high-altitude conditions. Its large cross-section (2.60 m high, 3.33 m wide) and high floor strength (4,900 kg/m load capability) allows heavy and large complete military equipment to be loaded. The airlifter can transport fighter and transport aircraft engines, such as C-130, Eurofighter Typhoon, F-16 and Mirage 2000, directly on their normal engine dollies without further special equipment.

The C-27J Spartan which is a part of the US Joint Cargo Aircraft (JCA) programme was first received by Italy in October 2006 and thereafter purchased by countries like Bulgaria, Greece, Italy, Lithuania, Morocco, Romania, and Slovakia. SP For more information and video, visit: www.spsaviation.net www.spsaviation.net

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SPs_267x210_CURRENCIES_IND.indd 1

10/06/2010 11:25

T CIVIL

3 The New erminology

INFRASTRUCTURE

Congratulations once again to Delhi International Airport Limited for making the country proud.The new IGIA terminal is a clear indicator that India is capable enough to create world class infrastructure.

By R. Chandrakanth

PHOTOGRAPHS: EXPRESS PHOTO, PIB & ABHISHEK / SP GUIDE PUBNS

W

hen the Prime Minister, Manmohan Singh dedicated to the nation the Terminal 3 of Indira Gandhi International Airport, Delhi on July 3, he signalled the landing of India on the world aviation map. The swanky terminal built in a record time of 37 months at a cost of Rs 10,000 crore is not just a milestone for the Indian aviation industry, but a clear indicator of India’s capabilities in creating world class infrastructure.

SUPER JUMBO LANDS AT T3: EMIRATES AIRLINES While the Prime Minister AIRBUS A380, WORLD’S pointed out that the project exLARGEST PASSENGER AIRLINER, DOCKED AT T3 AT 3.30 PM ON JULY 15

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www.spsaviation.net

CIVIL INFRASTRUCTURE

MAKING HISTORY: THE PRIME MINISTER, DR MANMOHAN SINGH INAUGURATING THE INTEGRATED T-3 TERMINAL OF THE INDIRA GANDHI INTERNATIONAL AIRPORT, IN NEW DELHI ON JULY 3, 2010.

THE CHAIRPERSON, UPA SONIA GANDHI, MINISTER FOR CIVIL AVIATION, PRAFUL PATEL AND THE CHIEF MINISTER OF DELHI, SHEILA DIKSHIT ARE ALSO SEEN ALONG WITH DR SINGH.

emplified India’s resolve to bridge and bridge fast enough the infrastructure deficit in the country, Civil Aviation Minister Praful Patel had a ready response – 35 non-metro airports would be upgraded in a public-private partnership model by 2011. The Chennai and Mumbai airport upgradation programmes were on course and these developments were setting the tone for India’s transformation, he pointed out.

Considering the fact that India is soon moving towards the top five aviation markets in the world, from its present position of ninth, the new terminal and other airports (Hyderabad and Bengaluru are fine examples of Greenfield airport developments on a global scale) will herald that. It is estimated that India’s aviation sector has the potential to absorb up to US $ 120 billion of investment by the year 2020 and accordingly

Air India first mover at T3 A

ir India which is the first mover at T3 hopes to develop a formidable primary hub, from which it will be able to connect ‘India to the World’.

Its first flight at T3 landed on July 14 from New York, signifying how the hub is going to facilitate seamless passenger experience.

22 international destinations Air India which has partnered with DIAL has set goals of providing unmatched choice of destinations from Delhi. With the commencement of services to Melbourne and Chicago and resumption of services to Seoul, the national carrier will be serving a total of 22 international destinations from Delhi comprising New York, Chicago, Toronto, London, Frankfurt, Paris, Tokyo, Melbourne, Hong Kong, Osaka, Seoul, Shanghai, Singapore, Bangkok, Dubai, Abu Dhabi, Muscat, Jeddah, Riyadh, Dammam, Kathmandu and Kabul.

Over one lakh seats per week On the domestic front, Air India would be connecting 47 destinations from T3, thus expanding its seats on offer on all its services from 82,000 seats per week to about 1,04,00 seats per week in each direction, an increase of over 25 per cent.

Chairman and Managing Director of Air India, Arvind Jadhav said “T3 is part of Air India’s turnaround plan. It will benefit the airline by increasing its revenue by 8-9 per cent in the short-term and 10-15 per cent in the long-term”. • Issue 7 • 2010

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CIVIL INFRASTRUCTURE

Terminal 3: Swanky, Userfriendly and Awe-inspiring A

t the inauguration of the Indira Gandhi International Airport Terminal 3, someone likened the large infrastructure projects such as “airports” to what Jawaharlal Nehru, the architect of modern India, had called large dams – “temples of modern India”. How true.

With massive investments, Terminal 3 is a landmark infrastructure project, leaving one completely in awe. The sheer expanse of Terminal 3 is mesmerising.

Key features • Common Check-in concourse with 5 level in-line baggage system for faster processing • 168 Check-in counters and 95 immigration counters for international passengers • 78 passenger boarding bridges – among the highest for a single terminal in the world • 800 flight information display systems • Extensive retail, food and beverage outlets to suit every taste and budget • Direct connectivity to city centre via dedicated Metro Express line – a first in the country • Multi-level car park for more than 4,300 cars directly connected to the terminal • Separate 2,200 surface car parking • Eight lane approach road to terminal and high speed metro in progress • 100 room transit hotel for passengers 78 aerobridges for quick transfers It is a 9 level building featuring 78 passenger boarding bridges for embarkations and disembarkations. The famous Changi International Airport at Singapore has 64. These aerobridges have been imported from Shinmaywa, Japan and ThyssenKrupp, Germany. Ready to welcome travellers, the terminal has the most modern technology for check-in process and baggage retrieval.

The common user passenger processing system (CUPPS) and an advanced 5 level in-line baggage handling system with explosive detection technology ensures quicker processing and higher security. The conveyor belt which measures 6,400 m can handle 12,800 bags per hour. Delhi International Airport Limited (DIAL) has engaged Munich Airport International (MUC), the experts in operational readiness and airport transfer (ORAT) programme, for trials and transfer of airport operations to T3.

A380 compliant T3 is ready to handle load full of passengers from Airbus A380s as well with its compatible runway, passenger boarding bridges, and superior baggage handling system. Emirates, the Dubai-based premier airline has said that it would fly A380 from Dubai to Delhi on July 15 as a one-time gesture. “The fact that we are bringing the A-380 here is a reiteration of the potential that we see in the Indian market and our intent to partner with the nation in its growth,” Emirates’ Senior Vice President Majid al Mualla said.

Travelators – great walkthroughs Spread across a footprint of 5.4 million sq ft, the building has sprawling piers which measure 1.2 km from one end to the other. Sparkling 168 check-in 30

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Issue 7 • 2010

counters and 95 immigration counters await the passengers and numerous walkalators and escalators will help passengers cruise through the terminal with ease. One of the walkalator being used at T3 is said to be the longest in Asia at 118 metres.

Manufactured by ThyssenKrupp of Germany, T3 will have 89 travelators (or automated passenger walkways) in addition to 63 elevators and 31 escalators. Eight of the travelators will be inclined, the first of their kind in India. Given the sheer size of the airport terminal building, such a facility is a delight. The terminal, along with its four boarding piers, will measure around 1.25 km from one end to the other. The travelators will be a boon to passengers, who otherwise would have a daunting task of walking to the boarding gates, some of which are more than 500 metres away.

Airport Operations Control Centre (AOCC) – the nerve centre State-of-the-art airport operations cntrol centre (AOCC) has started working for existing terminals and will control the operations of T3 as well. AOCC is the “brain” that controls all airport operations. It is the control centre of all airport operations and ensures collaborative decisionmaking (CDM) between all airport departments in the quickest possible time. The new AOCC boasts of the biggest video wall in Asia. This 10x5 metre wall holds 28 screens that display information inputs from the entire airport through live camera feeds.

AOCC is going to play a crucial role in managing any foreseeable disruption in airport operations and handle emergencies effectively.

Safety and security About 3000 security cameras have been installed to keep an eye on every corner of the airport premises. As part of the ORAT Programme, more than 10,000 staff were trained and familiarised with the new facilities and systems at T3. Trained security personnel, passenger support staff and registered taxi operators with biometric cards are being put up to ensure a much safer travel to and from the new airport terminal.

Retail – shop till you drop Almost 20,000 sq m of retail area offers duty free stores. Passengers are going to get the feel of a huge mall inside the terminal itself. Shoppers are going to have a tough time choosing from a mind boggling variety of products by the best of Indian and international brands. Swanky lounges, nap and shower rooms are surely going to add to passenger delight. To satisfy different taste buds, the leaders in food and beverage industry are soon going to offer a variety of wining and dining options at the new terminal. Pizza Hut, Copper Chimney, Costa Coffee, KFC, Flavours, Café Ritazza and the Food Village together with fine dining and well-stocked bars will make the passengers want to wait for their flights more.

The pioneer in airport duty free retailing – Aer Rianta International is setting up duty free shops at Terminal 3. With over 60 years of experience, ARI is acknowledged and respected as one of the world’s leading airport retailing specialists, engaged in modern retail centres at major airports in Europe, Eastern Europe, North America, and the Middle East. Considered among the pioneers of the airport retail business, it started retail operations at Shannon Airport in Ireland way back in 1947. It was also instrumental in setting up the Dubai Duty Free, which is now one of the largest duty free operators in the world.

IGIA’s T3 is not just an airport terminal, but a whole destination in itself. • www.spsaviation.net

CIVIL INFRASTRUCTURE

the government has launched a modernisation and capacity expansion programme of major airports which, it is believed, will have a cascading benefit for the Indian economy.

50 MILLION PASSENGERS BY 2015

As per market reports, approximately 29.8 million passengers travelled to/from India in 2008, a surge of almost 30 per cent from the previous year. The projections are that by 2015, international passengers will touch 50 million and more foreign airlines will make India their hub to emerging markets. With world class infrastructure such as that of Terminal 3, the aviation sector is expected to catapult to a higher altitude. The Centre for Asia Pacific Aviation (CAPA) has indicated that domestic air travel will be between 25 per cent and 30 per cent, and international passenger growth around 15 per cent.

These figures are indeed encouraging and will materialise only when airport infrastructure and allied services move up the scale. With over 95 per cent of foreign tourists arriving by air and air cargo accounting for about 35 per cent of the total value of Indian exports, the emphasis, no doubt, is on creating world class airports.

Understanding the importance of infrastructure development, the Government of India has enunciated a National Civil Aviation Policy which among other things has mandated that airports have to boost international trade and tourism; to provide airport capacity ahead of demand; to ensure total safety and security of aircraft operations, etc.

INTERNATIONAL HUB

The Terminal 3 of Indira Gandhi International Airport answers these requirements. Designed by the US architectural firm HOK, the airport is a landmark development, though it may get dwarfed in front of the Dubai International Airport’s

Terminal 3 which is three times its size.

The terminal which commenced international operations on July 14 and domestic operations are scheduled to begin on July 31, is spread over 5.4 million square feet. The magnificent terminal is expected to handle 34 million passengers a year, to go up from the present 25 million. The terminal is projected as the next important hub in the Asian region with improved connections to other cities in the world, besides spurring feeder traffic to international destinations.

PRIVATE-PUBLIC PARTNERSHIP

The Chairman of GMR Group (the consortium leaders), G.M.Rao, said, “Terminal 3 symbolises the aspirations of a new and vibrant India. It demonstrates the abilities of our planners, designers, engineers and contractors. And as an engine of growth, it opens immense possibilities for the economic development of this region.”

Mr. Kiran Kumar Grandhi, Managing Director, Delhi International Airport Limited (DIAL) and Chairman – GMR Airports, said, “DIAL is taking every step to ensure that the passengers’ experience at T3 and IGIA as a whole is a smooth one and for that we are imparting extensive training to our staff.”

DIAL is a joint venture consortium of GMR Group (54 per cent), Airports Authority of India (26 per cent), Fraport & Eraman Malaysia (10% each). GMR is the lead member of the consortium; Fraport AG is the airport operator, Eraman Malaysia - the retail advisors.

In January 2006, the consortium was awarded the concession to operate, manage and develop the IGI Airport following an international competitive bidding process. DIAL entered in to an operations, management and development agreement (OMDA) on April 4, 2006 with the AAI. The initial term of the concession is 30 years extendable by a further 30 years. SP Issue 7 • 2010

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MILITARY

SPECIAL MISSION AIRCRAFT ERIEYE 2000 AEW&C AIRCRAFT BASED ON THE SAAB PLATFORM

On

Unusual Missions

PHOTOGRAPHS: SAAB AB / PETER LIANDER, BOEING, USAF & BOMBARDIER

The US which has maximised the use of different aerial platforms as special mission aircraft for such roles have gone to the extent of defining the air travel tasks of its national leadership as special air missions

I

n the dead of a tranquil winter the ‘special mission’ aircraft in the exBy Air Marshal (Retd) night, none of the Al-Qaeda terercise of modern day combat and nonV.K. Bhatia rorists would have known in combat aerial tasks. their dying moments as to what In a wider sense, combat roles could came tearing from the skies include strategic (special) reconnaisabove, smashing into their vesance, unconventional warfare such as hicle, exploding with the force of a powinduction/extrication of Special Forces erful bomb, rending men and machine personnel into and out of dedicated to smithereens. The fatal blow came combat zones using different techniques from a US Special Mission aircraft—a heavily modified AC- like direct landings/take-offs, para-trooping including with 130 Spectre gunship performing the role of an airborne how- high altitude high opening/high altitude low opening (HAHO/ itzer—in a remote village, in support of Allied Special Forces HALO) parachutes, use of gunships as airborne artillery, comduring the ongoing operation, Enduring Freedom, in Afghani- bat search and rescue (CSAR), airborne early warning/and stan. Close air support roles include supporting ground troops, control systems (AEW/AWACS), in-flight refuelling, special escorting convoys and flying urban operations. The gunship maritime patrol, unmanned reconnaissance and attack, psysquadrons are part of the Air Force Special Operations Com- chological and information warfare, etc. mand (AFSOC), a component of United States Special OperaSome major non-combat special missions could encomtions Command (SOCOM). pass humanitarian assistance including disaster manageThese aircraft typically operate in the denied areas. In this ment, meteorological monitoring, aerial fire-fighting, etc. The context, perhaps the oldest US AFSOC mission is delivering US which has maximised the use of different aerial platforms and supporting special operators behind enemy lines, a func- as special mission aircraft for such roles have gone to the extion that began as early as in the Second World War. But that tent of defining the air travel tasks of its national leadership is just one part of the ever widening roles being performed by as special air missions. The USAF’s VC-25s, a pair of heavily 32

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www.spsaviation.net

MISSION-CRITICAL ADVANTAGES

WHATEVER THE MISSION

For more than 40 years, some 300 Bombardier special mission aircraft have been selected by countries around the globe to fulfill a wide spectrum of missions ranging from government VIP transportation, through search and rescue, to C4ISR. Today, we continue to meet the critical needs of governments, armed forces and commercial operators with high performance Global, Challenger and Learjet series jets and Dash-8/Q-series turboprops. We meet your needs. We deliver.

FOR MORE INFORMATION : W W W.SPECIALMISSION.BOMBARDIER.COM BOMBARDIER, LEARJET, CHALLENGER, GLOBAL, GLOBAL EXPRESS, DASH 8, Q-SERIES AND OTHER BOMBARDIER AIRCRAFT MODEL NAMES ARE REGISTERED AND/OR UNREGISTERED TRADEMARK (S) OF BOMBARDIER INC. OR ITS SUBSIDIARIES. GLOBAL EXPRESS PICTURE: COPYRIGHT © 2006 RAYTHEON COMPANY. ALL RIGHTS RESERVED. RAYTHEON COMPANY IS THE MISSION SYSTEMS INTEGRATOR FOR ASTOR.

MILITARY SPECIAL MISSION AIRCRAFT

MISSION POSSIBLE: BOEING E-3 SENTRY; E-8C JOINT SURVEILLANCE TARGET ATTACK RADAR SYSTEM AIRCRAFT AND KC-135 STRATOTANKERS

modified Boeing 747-200B for Presidential air travel, and bearing a Call-sign ‘Air Force One’ when the US President is on board, are the world’s most famous aircraft.

During the Cold War era, the United States played a leading role in developing and deploying ‘special mission’ aerial platforms to perform a plethora of roles.

No military aviation enthusiast can ever forget the US spy planes such as the U-2 for carrying out strategic reconnaissance over the Soviet territories and when one was brought down by a SAM-II missile, replacing it with the uncatchable and invincible SR-71Black Bird, which at Mach 3+ capability still holds the record of the fastest manned aircraft ever produced. The US also mastered the art of not only developing but also converting large-bodied civil airliners and military cargo aircraft to perform myriad special mission roles. Some examples are.

E-3 Sentry Airborne Warning and Control System: The Boe-

ing E-3 Sentry is an airborne warning and control system (AWACS) aircraft based on the Boeing 707 that provides allweather surveillance, command, control and communications to the United States, United Kingdom, France, Saudi Arabia and NATO air defence forces. It is distinguished by the discshaped radome above the fuselage.

E-8 Joint STARS - Battle Management and Command and Control Aircraft:Derived from a Boeing 707-300 series commercial

airliner, the sophisticated E-8 Joint STARS or joint surveillance target attack radar system is a modern US Air Force battle management and command and control aircraft. It was especially built and designed to track ground vehicles and some aircraft. It collects imagery and relays tactical pictures to ground and air theatre commanders.

E-4B Advanced Airborne Command Post: The Boeing E-4 Ad-

vanced Airborne Command Post is a US Air Force aircraft created to serve as a survival mobile command post for the National Command Authority including the US President, Defence Secretary and successors. It was developed from Boeing 747 and its project name is Night Watch.

This specialised military aircraft is designed to survive an EMP with systems intact and has state-of-the-art direct fire countermeasures. It is capable of operating with a crew of 48 to 112 people, the largest crew of any aircraft in US Air Force history.

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E-6 Mercury Airborne Command Post and Communications Centre: The E-6 Mercury is

an American military aircraft developed by Boeing. It was specially built to operate as an airborne command post and communications centre, relaying instructions from the National Command Post. This military aircraft was derived from Boeing 707-320.

KC-135 Stratotanker: The Boeing KC-135 Stratotanker is an

aerial refueling military aircraft. It was the US Air Force’s first jet powered refueling tanker. Similar in design to the later and enlarged Boeing 707 airliner, it was initially tasked to refuel strategic bombers, but was used extensively in the Vietnam war and later conflicts such as Desert Storm to extend the range and endurance of both air force and navy tactical fighters and bombers. A number of KC-135A and KC-135B aircraft have been modified to EC-135, RC-135 and OC-135 configurations for use in different roles KC-767 Military Aerial Refueling and Strategic Transport Aircraft:

The KC-767 is a military aerial refueling and strategic transport aircraft developed by Boeing from the Boeing 767-200.

This aircraft’s role is an air-to-air tanker and was first flown in May 2005. Primary users of the specialised military aircraft are Japanese Air Self-Defence Force and Italian Air Force. It is in the reckoning for the USAF’s aerial tanker replacement programme.

C-130 Hercules in Different Avatars: The USAF has made copi-

ous use of the Lockheed Martin’s highly versatile military turboprop C-130 Hercules aircraft for varied special mission roles and especially for its Special Operations Command.

The examples are: MC-130E Combat Talon I and MC-130H Combat Talon II aircraft that infiltrate, resupply and ex-filtrate US and allied Special Operations Force (SOF) units during day and night and in adverse weather.

MC-130P Combat Shadow aircraft, which fly clandestine (low-visibility), low-level, single- or multi-aircraft missions, primarily at night, penetrating politically sensitive or hostile territory to refuel other aircraft. MC-130Ps can also deliver SOF and equipment by airdrop.

AC-130H Spectre Gunship and the AC-130U Spooky Gunship aircraft, which conduct close air support, air interdiction and force protection operations. The close air support www.spsaviation.net

MILITARY SPECIAL MISSION AIRCRAFT missions include supporting troops in contact, escorting convoys and urban operations. Air interdiction missions are conducted against preplanned targets or targets of opportunity. Force protection missions include air base defence and facilities defence.

EC-130 Commando Solo aircraft, which conduct psychological operations and civil affairs broadcasts in AM, FM, and high frequency radio, TV, and military communications bands. The missions are flown at a maximum altitude to ensure optimum broadcast range.

Helicopters: MH-53J/M Pave Low helicopters, which conduct

low-level, long-range, undetected penetration into denied areas, at day or night and in adverse weather, for infiltration, ex-filtration, and resupply of SOF. Tilt Rotor Aircraft: The V-22 Osprey tilt-rotor aircraft have

been essentially developed for the US Marines and the USAF Special Operations Command. The CV-22s are being used for long-range vertical takeoff and landing, infiltration, ex-filtra-

being made to perform special mission roles. There are no straight forward answers to what makes a normal business jet or regional transport aircraft into a good Special Mission aircraft. The suitability of the platform depends on many factors—operational, technical and economical. Operational aspects critical for such missions could be climb rate, operating ceiling, etc, but the real driving factor appears to be less fuel burn and therefore lower operating costs in smaller platforms, made possible by comparative miniaturisation of different sensors used for special mission roles. Since special mission aircraft operate almost continuously, operating costs weigh heavily in selecting the right platform. It is little wonder then that the major producers of business/regional aircraft such as Bombardier, Hawker Beechcraft, Gulfstream, Embraer and Saab, etc have adopted their respective products for special missions. The Royal Air Force Airborne Stand-off Radar (ASTOR) programme is a shining example of the use of Bombardier’s Global Express which has been heavily modified by Raytheon to carry its Synthetic Aperture Radar (SAR). Saab on the other hand has created an Erieye 2000 AEW&C aircraft based on the Saab 2000 platform. The Israeli Eitam (Sea Eagle) based on the G550 business jet was recently unveiled by Gulfstream and Israeli Aerospace Industry (IAI). The Brazilian aircraft manufacturer Embraer has also mated its Emb-99 and Emb-145 with Erieye systems to create cost-effective AEW&C solutions.

The Indian Scenario: The Indian armed forces led by the In-

ASTOR (AIRBORNE STAND-OFF RADAR) PROGRAM UNDERLINES THE CREDENTIALS OF THE GLOBAL EXPRESS AS A SUPERIOR C4ISR PLATFORM

tion and resupply missions. The Osprey provides increased speed and range, low-altitude adverse-weather penetration compared to rotary-wing aircraft.

Unmanned Aircraft Systems: The US has remained in the lead

in the use of unmanned aircraft systems as well, with ever increasing use of these systems in the conduct of asymmetric warfare, especially during the ‘Iraqi Freedom’ and ongoing ‘Enduring Freedom’ operations in Iraq and Afghanistan, respectively. Global Hawk has earned a global name for itself in the field of persistent, long-range strategic/tactical surveillance in different theatres of operations. Similarly, Predator MQ-1and the recently inducted Reaper MQ-9 are doing yeomen service not only in the field of aerial reconnaissance but also in the armed role which has come to be known as the dreaded ‘drone attacks’.

New Trends: In the recent decades, new trends have emerged

whereby copious use of business/ small regional aircraft is

dian Air Force (IAF) have forayed into the area of ‘special air missions’ relatively recently. The IAF made a start by inducting the IL-78 Flight Refueller Aircraft about a decade ago which have been gainfully employed not only over the Indian skies but also during the IAF’s participation in numerous international air exercises including the famous ‘Red Flag’ of the US. The IAF has recently acquired the most coveted and valued AWACS of its own – heavily modified IL-76 with the Israeli Phalcon system. By the end of the year, it would have three such systems and has option for three more.

Another eagerly awaited aircraft is the Lockheed Martin C-130J Super Hercules aircraft, six of which have been ordered with possible first induction by end-2010/early 2011.

C-130Js of the IAF would be specially kitted out for ‘Special Operations Forces’ and would greatly enhance its ‘special air missions’ capabilities. On the unmanned front, the IAF has been operating the Israeli Searcher II and Heron systems very effectively. These systems have since been acquired by the Indian Army and Navy as well.

Deeply committed to meaningful modernisation, the IAF continues to induct special mission aircraft and systems, sometimes also referred to as force-multipliers into the service. The Indian Navy has its own programme and is in the process of acquiring state-of-the-art Boeing P8I Poseidon multi-role maritime patrol aircraft (MMPA). A lot of indigenous effort is also being devoted by the Defence Research and Development Organisation (DRDO) to develop manned and unmanned systems for the defence forces. The IAF is specially looking forward to a successful outcome of the AEW&C system being developed on an Embraer EMB-145 airframe in keeping up with the global trends of selecting cost-effective smaller platforms for AEW&C application—made possible by miniarurisation of onboard sensors and control systems. SP Issue 7 • 2010

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CIVIL

REGIONAL AVIATION

Make it Viable and Profitable

Modernisation of airports is capital intensive and as regional aviation would directly benefit the states within which the airports are located, state governments should seize the initiative

PHOTOGRAPH: ABHISHEK / SP GUIDE PUBNS

T

he second wave of resurA scheduled air transport service

By A.K. Sachdev, gence in Indian aviation was described as an air transport serBengaluru which can be traced back vice undertaken between the same two to roughly the year 2005 or more places and operated according brought a gradual realito a published time table or with flights sation that the extent of so regular or frequent that they constibenefit that the national economy as tute a recognisably systematic series, also the air traveller would derive from each flight being open to use by the pubaviation would be directly proportional to the reach of the lic. In contrast, a scheduled regional air transport service was supporting infrastructure. It was evident from the staggering defined as a scheduled air transport service which operated numbers of aircraft being ordered by airlines, that capacity primarily in a designated region and which on grounds of opwas not going to be a problem. However, an interrogation erational and commercial exigencies, was allowed to operate mark hovered ominously over the pace of infrastructural de- from its designated region to airports in other regions, except velopments that was needed to keep up with the frenetic pace the metro airports of other regions. The regional airlines were of induction of new aircraft by airlines on a high, both old and not permitted to operate on Category I routes (See Box). new. Despite several initiatives by the government towards The regional airlines of the southern region which has expanding the base that civil aviation was to serve, the intent three metros were allowed to operate between the metros has not matched the action and the pace of growth remains within the southern region namely Bengaluru, Chennai and stunted for regional airports, all “non-metro” by definition.

Hyderabad. Scheduled regional airlines did not fall under During the latter half of 2007, the apprehension on the part the purview of route dispersal guidelines and thus were of the government that smaller cities and towns would remain prohibited from trading off their ASKM on Category II, IIA largely bereft of benefits of the air travel bonanza that was and III routes with scheduled operators. As can be seen, the imminent, led to the promulgation of the policy on regional spirit behind the government’s initiative was to bolster airaviation. The policy recognised the need to promote air con- line connectivity to the non-metro airports. However, the gap nectivity between specific regions and to enable more efficient between the high rate of growth of airlines and the tardy air travel within the region, as well as linking such regions pace of development of aviation infrastructure continued to and expand air travel services with Tier II and Tier III cities widen impinging on the boom in the airline industry. There within the country’s aviation network. For the purpose of this is an imperative need to accelerate the pace of development policy, the airports at Delhi, Mumbai, Kolkata, Chennai, Ben- of aviation infrastructure in order that the full capacity of galuru and Hyderabad were termed as metro airports and the aviation industry is exploited. regions were identified as North, South, West, East/ Northeast, Vision 2020, a wishful document produced by the Miniscoinciding with the Flight Information Regions (FIRs). The air- try of Civil Aviation envisages 500 operational airports with ports within a region were specified by the Airports Authority almost every district having one, albeit a small one, by 2020. of India (AAI) for the respective regions.

Thanks to the Second World War, India has a large number 36

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CIVIL REGIONAL AVIATION of airstrips strewn all over the country. If all these are included, the total number of airports in the country is 451.

However, some of these are unusable and some are fit for use only by very small aircraft. The Airports Authority of India (AAI) puts the number of active “airports” in India at 136; of these, 94 are owned by AAI and the remaining are either under the Ministry of Defence or owned privately or by state governments.

The first phase of development planned by the government involves 35 non-metro airports (see box). The total estimated cost of modernisation is Rs 61.62 billion of which around three fourth is planned for terminal buildings, car parks, cargo and airside facilities and the rest on city side works. City side development is planned via the PPP route in most of these airports.

While the government would have liked to develop all these airports simultaneously, constraints of funding prevented that from happening and the hold back during the recession phase meant a further slowdown of the developmental work. Thus the upgradation and modernisation of the non-metro airports have been staggered in accordance with assessed priorities.

Modernisation work has also commenced in some form or the other in 13 other airports.

The infrastructure that is required to support passenger and cargo traffic does not end with the erection of modern terminal buildings. To get scheduled flights to operate there, a whole host of other supporting facilities are required such as air traffic control (ATC), meteorological facilities, trained personnel, crash and fire fighting facilities and security, to name a few. Unfortunately, the news is not good there too. The current cadre of trained personnel in these areas of specialisation is far from satisfactory. The airport at Bagdogra—a gateway to several tourist locations in the East—has not been able to overcome its security and congestion problems for many months. The trouble is not that CISF authorities are not aware of the severe shortage of manpower in Bagdogra and the Category- I peculiar geography Routes Connecting Directly of the airport’s seMumbai – Bengaluru curity hold area, Mumbai – Kolkata but also the overMumbai – Delhi whelming shortage Mumbai – Hyderabad of CISF manpower Mumbai – Chennai Mumbai – Thiruvananthapuram across the country.

Kolkata – Delhi Similar shortages Kolkata – Bengaluru of air traffic conKolkata – Chennai trollers and meteoDelhi – Bengaluru rological personnel Delhi – Hyderabad have meant that Delhi – Chennai some airports can Non-metro Airports Under only function for a Development in Phase I Agra, Agartala, Agati, Ahmedabad, limited number of Amritsar, Aurangabad, Bhopal, Bhuhours every day, baneshwar, thus severely reChandigarh, Coimbatore, Dehradun, stricting their revDimapur, Goa, Guwahati, Indore, Imphal, enue generation Jammu, Jaipur, Khajuraho, Lucknow, capability.

Madurai, Mangalore, Nagpur, Patna, For example, Port Blair, Pune, Rajkot, Raipur, Ranchi, the airport at DiTrivandrum, Trichy, Udaipur, Vishakhapatnam, Varanasi, Vadodara. brugarh inaugurated recently, is

a typical case of an airport with inadequate infrastructure.

While the terminal building is modern and aesthetically pleasing, there are serious shortfalls on the operational side.

The runway length is only 6,000 ft restricting operations by larger aircraft such as the Airbus A320 and Boeing 737. No civilian flight is permitted to operate after 4:00 pm due to the total absence of facilities for operations at night. This means that on many foggy days, when poor visibility periods prolong past noon time, flights originating from Delhi cannot reach Dibrugarh within its hours of operation. Thus, while on the one hand, India can proudly boast of the world’s eighth largest airport terminal in the world (T3 in Delhi), the regional airports appear destined to progress ponderously in the years to come.

The new airports being developed by AAI are likely to be passed on to private companies or consortiums for their continued operation as AAI is unlikely to be able to effectively administer all of them. When that happens, the woes of airlines and air passengers are likely to increase as the experience of privatisation of the metros has shown so far. Unfortunately, in this context, the government has shown a lack of foresight in as much as the scope of the Airports Economic Regulatory Authority (AERA) has been restricted to the larger airports (by volume of traffic). This means that currently only five non-metro stations come under the scope of AERA. Even in the future, when a non-metro airport handles traffic volumes to qualify for being placed under AERA regime, its change of status would not be automatic but would require prolonged legislative action. Thus, the infrastructure being developed for regional aviation would largely be out of the regulatory envelope created by the AERA Act. The Indian Constitution lists aerodromes under Item 29 of the Union List. This implies that the Union Government exercises legislative and executive powers related to airports. It also means that the primary responsibility for development of airports rests with the Union Government.

While the PPP model predominates in the context of metro airports, regional aviation infrastructure is unlikely to provide the passenger traffic volumes needed for reasonable profits sought by private entrpreneurs. Some other models could sustain airports and should thus be considered during planning infrastructure development. For example the special economic zones (SEZs) set up in the vicinity of new or under-development airports could represent a critical mass capable of sustaining an airport. The concept of an aerotropolis an entire sub-city with houses, factories, offices, hotels and leisure facilities, could well make an airport viable and profitable.

Tourism could provide another medium for development. Witness the case of Bellary in Karnataka which cut down the travel time from Bengaluru (the nearest metro) to Hampi from seven hours to an hour and a half. Some other airports, like Nagpur, Kochi and Hassan, are located ideally from a geographic point of view to emerge as dedicated cargo hubs. Modernisation of airports is capital intensive and as regional aviation would directly benefit the states within which the airports are located, it would be advisable for state governments to seize the initiative. Simultaneously, other concessions and special benefits to agencies involved in the development endeavours would further benefit the case for proliferate and profitable regional aviation. SP Issue 7 • 2010

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INDUSTRY

HOMELAND SECURITY

‘It is portable and back packable’ Prabha Gopinath, Strategic Campaign Director for unmanned aerial systems, Honeywell, spoke at length to SP’s on the capabilities of T-Hawk micro unmanned aerial vehicle.

Read on to find out the distinct characteristics of the UAV.

PHOTOGRAPH: HONEYWELL

SP Guide Publications (SPs): Can you share the technical and performance characteristics of the T-Hawk micro unmanned aerial vehicle in detail?

Prabha Gopinath (Gopinath): The T-Hawk Micro Air Vehicle System comprises two micro air vehicles, a ground station and ground support equipment, although alternate configurations are available. It is portable by soldiers, back packable and does not require any special launch or recovery hardware.

The T-Hawk endures flight up to 50 minutes at sea level or 44 minutes at an altitude of 5,500 feet, for any combination of hover and forward-flight manoeuvres. Its service ceiling is 10,000 feet with a maximum forward speed of 40 knots. The T-Hawk supports line-of-sight operations to a range of 10 km, and detects and recognises a man-sized target at a slant range distance of 250 meters by day or 150 meters at night, with a target location error of 50 meters CEP. E/O and Infrared cameras allow daytime or nighttime operations.

SPs: The T-Hawk MAV appears to have great potential for use by the security forces in homeland security scenarios such as fighting India’s internal Naxal violence. Could you throw some light as to how this vehicle could be gainfully employed by India’s defence/paramilitary forces?

Gopinath: T-hawk can be used by the CRPF in the following ways: 38

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Issue 7 • 2010

Deterrence: Simply by flying it along their route of manoeuvre, the T-Hawk gives clear indication that there are surveillance assets in use and that observation is under way.

Attacks typically begin with the element of surprise either with an IED or an ambush. Using a T-Hawk would be a clear and effective deterrent and can deter the assailants.

Deception: A T-Hawk flying a secondary route deceives terrorists about the intent or the T-Hawk can be sent down a primary planned route to distract terrorists and allow government forces to surround them.

Detection: A T-Hawk can be sent in advance of a route to provide awareness of the territory about to be crossed. The T-Hawk would detect any enemy activity because typically

PRITAM BHAVNANI, THE NEWLY APPOINTED PRESIDENT OF HONEYWELL AEROSPACE INDIA SPEAKS ON T-HAWK We see India as a potential market for T-Hawk, especially in the Northeast. The paramilitary forces in Assam, Chhattisgarh and some other states have expressed their interest in the T-Hawk. We had made a demonstration to showcase the capabilities of the T-Hawk before a group of different organisations at the College of General Warfare in April this year. We are looking forward to more such demonstrations. •

www.spsaviation.net

INDUSTRTY HOMELAND SECURITY assailants are within line-of-sight of common roads if waiting to ambush. The T-Hawk would easily spot anybody along the travel route.

Inspection: Once the T-Hawk detected indicators of enemy activity, it could be flown closer to confirm the evidence. If human beings were spotted, it could perform detailed inspection with its 10X zoom camera to confirm that the people observed were indeed enemies and not innocent civilians or tribals. Such early confirmation would give the CRPF time to employ common anti-ambush tactics or even set up a counter ambush.

Overwatch: Once the CRPF patrol is in contact with the enemy, the T-Hawk could provide overwatch while the CRPF units retreated into defensible positions. It would allow them to monitor the attack avenues and would also cover their flanks and rear from attack. In this capacity, it is a powerful force multiplier, since the effect of having a single T-Hawk would be equivalent to having additional companies of CRPF soldiers each oriented along the axes of threat.

Relief Column: After an attack, terrorists have been known to set up a secondary ambush to hit the relief columns. If the relief column had T-Hawks, they could be sent ahead to scout out the route, inspect the site of the original attack, give intelligence on enemy presence and deployments, and perform the above mentioned five missions for the relief column.

ed. There are communication links on pre-defined frequencies for the command and control and for the video down link.

SP’s: The T-Hawk is reportedly designed to be ‘backpack’ equipment. Could you explain as to how the vehicle is maintained under extreme field conditions?

Gopinath: The T-Hawk breaks down into a soldier-portable package or transport into the field. All spares needed for routine maintenance are packaged into the backpack. Normal maintenance is performed at 10-hour intervals and consists primarily of cleaning filters, camera lenses and fuel lines.

SP’s: In the event of the T-Hawk being selected for use by the Indian security forces how soon can the company start supplying the product to the Indian Government?

Gopinath: The T-Hawk is in production and several hundred units have been delivered to the US and foreign militaries.

Honeywell can deliver units to the Indian military and paramilitary agencies within 6 months of the receipt of an order or ever sooner. We also have a pool of loaner vehicles for the forces to start developing tactics and procedures well in advance of production shipment. SP (A detailed coverage of the role of UAVs in homeland security will appear in the next issue of SP’s Aviation.)

SP’s: What are the various sensors on board which give the T-Hawk the ‘hover and stare’ capability?

Gopinath: The hover capability is derived from the fact that the T-Hawk is a VTOL air vehicle. As such, it is able to move forward and then stop and hover anytime, much like a helicopter. The stare capability is derived from the T-Hawk’s cameras; daytime and infrared cameras that can be used to observe objects/people and perform detailed inspections as needed.

SP’s: Can the vehicle be operationally deployed in day/ night all-weather scenarios?

Gopinath: Yes. The T-Hawk can fly day or night and has been tested to fly in rain, wind, dust and other typical combat conditions.

SP’s: Does the T-Hawk have the capability to see through thick foliage/forested terrain? Please elaborate.

Gopinath: The T-Hawk cannot directly see through thick foliage but it can detect thermal signature of activities going on under the foliage such as cooking fires or other warmth, for example. The T-Hawk performs well in mixed jungle areas.

SP’s: How do the vehicle’s sensors detect IEDs buried under the earth’s soil/roads/ tracks, etc? Please explain.

Gopinath: We cannot answer due to customer sensitivity; please understand that keeping some information private allows the T-Hawk to better serve Honeywell’s customers.

SP’s: Please explain as to how the vehicle is remote-controlled from the ground and how effective its sensors are at its peak operating altitude?

Gopinath: The vehicle is fully autonomous and can be pre-programmed with a flight path or can be flown manually as needIssue 7 • 2010

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INDUSTRY

OEM

The

Proven Best Northrop Grumman is actively pursuing relationships with Indian companies that will satisfy MMRCA transfer of technology requirements for F-16IN with Northrop Grumman’s AESA radar

PHOTOGRAPHS: SP GUIDE PUBNS

SETTING THE AESA STANDARD FOR MMRCA

Lockheed Martin and Northrop Grumman have set the bar high in bringing the Indian Air Force (IAF) the best Active Electronically Scanned Array (AESA) system in the industry.

From a technological standpoint, the AN/APG-80 shares its advanced developmental lineage for hardware and software modes with the F-22’s AN/APG-77 and the F-35’s AN/APG81. Additionally, the IAF receives the benefit of an operationally proven system.

Northrop Grumman’s world-leading expertise as a radar provider translates into cost savings for future AN/ APG-80 customers. We create all our AESA arrays and the fire control systems to which they belong under one roof, making the most of engineering and manufacturing 40

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Issue 7 • 2010

economies. The IAF benefits from the maturity of technology as well as the production techniques we have honed over more than three decades in electronically scanned array technology.

SUPERIOR MISSION CAPABILITY

The F-16IN remains the Ultimate Fourth Generation Fighter for many reasons. The aircraft is highly manoeuverable, and the weapons and avionics systems remain unmatched. The F-16IN’s APG-80 multifunction array radar demonstrated unmatched performance during MMRCA Flight Evaluation Trials in India. With near simultaneous multimode interleaving, the AN/APG-80 allows the pilot to focus on mission performance without the burden of having to manage multiple www.spsaviation.net

INDUSTRY OEM

will receive the benefits of existing radar modes that have been used operationally for five years in the F-16 Block 60.

The customer will also receive the benefits of shared advancements in hardware and software technology with the AN/APG-77 and AN/APG-81.

Northrop Grumman is actively pursuing relationships with Indian companies that will satisfy MMRCA Transfer of Technology requirements. The specific components that qualify as transferrable technology are determined by US law. Defense industry companies follow guidance provided by the United States Department of Defense and Indian Ministry of Defence. We have had very constructive conversations with dozens of Indian companies, including BEL, CENTUM, Dynamatics and others, and look forward to the partnerships that will ensue once the F-16IN is selected.

Lockheed Martin has a strong history of building full F16 production lines in countries outside the US (Korea, Turkey, Belgium, and the Netherlands). We hope that that will be the case here.

THE BOTTOM LINE ON AESA

radar functions. Pilots may continue air-to-air target tracking and identification while maintaining situational awareness of ground threats. Additionally, the AN/APG-80 creates very high resolution Synthetic Aperture Radar maps which may be used for day/night, all-weather precision strike missions. The APG-80 is the only AESA radar in the MMRCA competition to have demonstrated its performance in India during MMRCA Flight Evaluation Trials.

In the same fashion the performance capabilities of Northrop Grumman’s F-22 radar (AN/APG-77) and F-35 radar (AN/APG-81) were established by customer specifications determined by customer-unique requirements, the F-16IN APG-80 meets and in some cases exceeds the requirements set forth for the MMRCA competition. The IAF

Northrop Grumman has been delivering production of Electronically Scanned Array radars for 35 years, and is the world leader in this technology. The APG-80 represents the world’s first exportable Active Electronically Scanned Array radar, and the maturity of its extensive mode suite is unmatched. The Lockheed Martin and Northrop Grumman team is the only MMRCA competitor who can say that APG-80 AESA tactical doctrine has been thoroughly refined over five years of operational use as seasoned F-16 flight instructors have provided Northrop Grumman with invaluable recommendations for enhancing the APG-80’s already robust tactical performance. These suggestions have helped us to continually refine how best to use the APG-80’s myriad capabilities, well beyond the radar’s original technical specifications.

All of which serves to further position the Lockheed Martin F-16IN as the clear choice for the MMRCA programme. SP Issue 7 • 2010

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SHOW REPORT

SNAPSHOTS

A GLIMPS E O F

ILA Berlin

PHOTOGRAPHS: WWW.ILA-BERLIN.DE

June 8-13, 2010

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Issue 7 • 2010

www.spsaviation.net

Hall of Fame

J

AMES DOOLITTLE WAS A brave and adventurous pilot who later became a top-ranking US military commander.

He was second only to Charles Lindbergh in fame—at least in America. Doolittle inspired an entire generation of young people to take to the air.

And his daring 1942 raid over Japan probably marked a decisive turning point in World War II. James (Jimmy) Harold Doolittle was born in Alameda, California on December 14, 1896. In October 1917, he joined the US Signal Corps Reserve as a flying cadet. He soon became a flying instructor. In 1922 he set a new record for a flight across America. Using a De Havilland DH-4 equipped with primitive navigational instruments, he took 21 hours and 19 minutes to fly from Pablo Beach, Florida to San Diego, California, with just one refuelling stop. In 1923, he joined the Massachusetts Institute of Technology where he eventually obtained a PhD in aeronautical engineering.

His scientific acumen, combined with flying skill, helped him appreciate the importance of new aviation technology.

Perhaps his most significant contribution to aviation was the development of instrument flying. At the beginning of powered flight, pilots flew by motion sense, judging height, speed and direction visually. But Doolittle realised that flying would remain a fairweather activity unless pilots were able to control and navigate the aircraft regardless of what they could see. In 1929, he became the first pilot to take off, fly and land an aircraft using instruments alone, without a view outside the cockpit. He helped develop and test the later universally used artificial horizon and directional gyroscope. He attracted wide public attention with this feat of ‘blind’ flying and later received the Harmon Trophy for conducting the experiments. His achievements made safe airline operations possible irrespective of the weather.

In 1927 Doolittle became the first pilot to fly an outside loop, which aviators were otherwise warned against as being potentially deadly. In this ma-

noeuvre, the pilot flies on the outside of the loop, sending the blood rushing to the head due to extreme negative ‘g’. In a Curtiss fighter, he commenced a dive from 10,000 feet, pushing the nose ever forward. He reached 280 miles per hour at the bottom of the dive (upside down) then climbed and completed the loop. He was also the first person to win all three major aviation

JAMES H. DOOLITTLE (1896 - 1993)

Doolittle was the first pilot to fly an outside loop, which aviators were otherwise warned against as being potentially deadly racing trophies—the Schneider Trophy in 1925, the Bendix Trophy in 1931, and the Thompson Trophy in 1932.

Doolittle became a civilian for a decade, but the December 1941 Japanese attack on Pearl Harbour brought him back into action. He was tasked to plan the first retaliatory air raid on the Japanese homeland. He volunteered to lead the top secret carrier-borne attack of sixteen B-25 medium bombers. Because carrier landings were impossible for the 10 tonne aircraft, this would be

a one-way mission. Instead of returning to their launch ship after the raid, the planes would continue west to the Asian mainland and try their fortune at rudimentary landing strips in China.

On April 18, 1942, the bombers successfully took off from the aircraft carrier USS Hornet. They reached Japan and bombed their targets in Tokyo, Kobe, Yokohama, Osaka, and Nagoya.

Fifteen of the aircraft then headed for their recovery airfield in China, while one crew had to land in Russia due to their bomber’s unusually high fuel consumption. Of the sixteen B-25s, only one managed a safe landing at an airfield.

Some crew members were captured by the Japanese and eventually executed. As did most of the other personnel who participated in the mission, Doolittle’s crew bailed out safely over China when their aircraft ran out of fuel. By then they had been airborne for about 12 hours; it was night time and the weather was stormy.

By World War II standards, the damage done to the Japanese war industry was minor. However, the true impact was psychological.

The raid was a shattering blow to Japanese pride and a major morale-boosting victory for the United States. It showed the Japanese that their homeland was vulnerable to air attack, and forced them to withdraw several frontline fighter units from Pacific war zones for homeland defence. The Japanese attempt to close the perceived gap in their Pacific defence perimeter probably led to the decisive American victory during the Battle of Midway in June 1942.

A firm believer in strategic bombing, Doolittle later commanded the Eighth Air Force during its greatest successes: the first American bombing of Berlin, the sustained bombing campaigns against Germany’s oil industry and other facilities, and finally the virtual destruction of the mighty Luftwaffe. James Doolittle died at the age of 96 on September 27, 1993. He is the only person to be awarded both the US Medal of Honour and the Medal of Freedom, the nation’s two highest honours. SP —Group Captain (Retd) Joseph Noronha, Goa Issue 7 • 2010

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Digest

NEWS

MILITARY

The first two-seat, fly-by-wire, trainer version of the naval light combat aircraft (LCA) Tejas rolled-out on July 6, marking a milestone achievement in the development programme undertaken by HAL and ADA

IAF to upgrade Su-30 Fighter Aircraft

IAF is going to upgrade 50 Su-30 MKI combat aircraft with the help of the original equipment manufacturers (OEMs) from Russia. Su-30 MKIs have been inducted into the IAF in four phases. The ones to be upgraded are from the first phase and the project is likely to be completed in the next three to four years.

Of the 50 aircraft, around five would be sent to the Russian facilities while the remaining would be upgraded in India.

Under the modernisation programme, the aircraft will be upgraded with state-of-theart avionics and various other capabilities. The airframe of these aircraft would also be strengthened to equip them with air-launched version of the 290 km range BrahMos supersonic cruise missile. The Su-30s were inducted into the IAF in the late 90s and at present six squadrons of the aircraft are in service.

Casualty evacuation by IAF helicopters in Congo On the night of July 2, a fuel tanker loaded with gasoline overturned in the village of Sange (36 km from the town of Uvira) in South Kivu Province of Democratic Republic of the Congo. The accident took place in the close proximity of various houses and commercial shops; there was an explosion and the ensuing fire caused approximately 230 fatal casualties and more than 190 people injured. On the morning of July 3, IAF helicopters on UN Mission in Congo were tasked to carry out casualty evacuation of the seriously injured patients from Sange village to Bukavu.

Two helicopters were tasked for casualty evacuation role while a third was tasked with carrying various senior UN ofSP’S AVIATION

ARIANESPACE

PHOTOGRAPH: PIB

Asia-Pacific

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QuickRoundUp

TEJAS NAVY SETS SAIL

T

he roll-out of the first two-seat, fly-by-wire, trainer version of the naval light combat aircraft (LCA) Tejas, designated as the first Naval Prototype (NP-1) and also referred to as the LCA (Navy), on July 6, 2010, marked an important milestone in the development programme jointly undertaken by the Aeronautical Development Agency (ADA) and the Hindustan Aeronautics Ltd (HAL). The Indian Navy has also played a significant role in the project through close monitoring and support.

The momentous event was witnessed by Defence Minister A.K. Antony, Chief of Naval Staff Admiral Nirmal Verma, Secretary Defence Production R.K. Singh and dignitaries from HAL, Defence Research & Development Organisation (DRDO) and other public sector units (PSUs), private industries and educational institutions supporting the project.

Out of the assembly hangar, the NP-1 having overcome major technical challenges, is now ready to undergo systems integration tests followed by ground runs, taxi trials, its maiden flight hopefully by the year end and deployment by 2015 on-board the indigenous aircraft carrier (IAC) currently under construction at the Cochin Shipyard. Expected to fly in 2012, the NP-2 will be the single-seat fighter version that will in due course, replace the Indian Navy’s ageing fleet of Sea Harriers. Both the prototypes, NP-1 and NP-2 will be employed to prove the technologies involved in the development of a potent combat aircraft to be operated from the IAC the Navy plans to acquire in the future. Designed to carry a wide variety of weapons and equipment like the BVR missile, anti shipping missiles, conventional bombs, guns and electronic countermeasure devices, the Tejas Navy is the only aircraft in the world in the light weight category. With a total requirement of over 50 aircraft, the Indian Navy has placed orders for six so far at a total cost of $180 million (Rs 830 crore), reflecting firm commitment.

Compared with the air force counterpart, the LCA (Navy) is fitted with a stronger landing gear with longer struts, arrester hook for quick stop on touchdown and drooping nose for better view for the pilot during landing on a carrier deck. Powered by the GE F404-IN20 engine, the aircraft is designed for ski-jump take off and arrester recovery with landing loads higher than that on the air force version. Sanctioned in 2003 at a cost of Rs 950 crore, the first stages of the programme include design and fabrication of two prototypes along with a shore based test facility (SBTF) at Goa to simulate operations from a carrier deck. While the roll out is being seen as a landmark event, it is understood that ADA is in search of a global aerospace major as a partner to accelerate the pace of the programme and resolve some technical issues.• —By Air Marshal (Retd) B.K. Pandey, Bengaluru

Issue 7 • 2010

• Argentine satellite operator ARSAT has chosen Arianespace to launch its Arsat-1 satellite.

Arianespace has signed the launch Service & Solutions contract with Argentine operator ARSAT (Empresa Argentina de Soluciones Satelitales Sociedad Anonima) to orbit the Arsat-1 satellite by mid-2012. It will offer a wide range of telecommunications, data transmission, telephone and television services mainly across all of Argentina, Chile, Uruguay and Paraguay.

BAE SYSTEMS • A BAE Systems seeker detected and destroyed a unitary target performing the lowest endo-atmospheric intercept to date for the terminal high atitude area defence weapon system flight test programme at the Pacific Missile Range Facility in Kauai, Hawaii. The test conducted by the US Missile Defense Agency and Lockheed Martin the THAAD prime contractor and systems integrator, verified the interceptor and other system components capability to detect and to intercept a unitary short range ballistic missile.

BOEING • Boeing has announced the completion of the firm configuration for the 787-9 Dreamliner. Boeing accomplished this milestone after years of collaboration with airline customers and partners to determine the optimal configuration for the new stretch version of the Dreamliner.

The 787 Dreamliner is an all-new twinjet designed to meet the needs of airlines around the world in providing nonstop service between midsize cities with new levels of efficiency. The delivery of the first 787 is planned for the fourth quarter of 2010.

BOMBARDIER AEROSPACE • Bombardier Aerospace has announced that Deutsche Lufthansa AG of Germany has placed a firm order for eight CRJ900 NextGen regional jets. The transaction involved the exercise of eight previously announced purchase rights.

COMMUTER AIR TECHNOLOGY • Commuter Air Technology (CAT), www.spsaviation.net

Digest

NEWS

APPOINTMENTS BAE SYSTEMS BAE Systems has appointed Deepak Parekh, Chairman of the Housing Development Finance Corporation (HDFC), to its India Advisory Board. Parekh joins two other accomplished leaders from the world of business and diplomacy, Ravi Bhargava and Naresh Chandra, who are in the board since September 2009.

BOEING Boeing has appointed Kory Mathews as Vice President of F/A-18 and EA-18 programmes within Boeing’s Global Strike Systems division. Mathews succeeds Bob Gower, who has been named vice president, Boeing Military Aircraft, India.

GULFSTREAM Gulfstream Aerospace Corporation has appointed Joanne Davis as Director, Government Contracts. She reports to Jim Dempsey, Vice President, Sustaining and Government Programmes.

LOCKHEED MARTIN The Lockheed Martin board of directors has elected Thomas J. Falk, Kimberly-Clark Corporation Chairman and Chief Executive Officer, to its board, with effect from June 25.

RAYTHEON Raytheon Company has appointed Dr Thomas A. Kennedy president of Raytheon Integrated Defense Systems (IDS), effective immediately. Kennedy succeeds Daniel L. Smith, who will retire from the company, effective July 30, 2010.

SAAB The board of the defence and security company Saab has appointed Håkan Buskhe as new President and CEO. Buskhe will take up his position on November 1, 2010. ficials to the site. A total of 32 serious burn casualties were airlifted by the three helicopters in 13 sorties towards this mission.

Astra missile test-fired for second consecutive day India has test-fired Astra, the indigenously developed beyond visual range (BVR) air-to-air missile at Chandipur in hours after carrying out the first night trial of the weapon on July 6.The second consecutive trial comes after the missile was test-fired for the first time for night trial in inclement weather conditions during night. The data generated were being thoroughly examined by the Defence Research and Development Organisation. It is claimed that the single stage, solid-fuelled Astra is more advanced in its category than the contemporary BVR missiles and is capable of engaging and destroying highly manoeuvrable supersonic aerial targets. The 3.8-metre-long missile, which

has a diameter of 178 mm, can carry a warhead containing explosives weighing 15 kg and can be fitted to any fighter aircraft. It is intended for eventual integration with the IAF’s Su-30 MKI, MiG-29, Mirage 2000, Jaguar and the Tejas light combat aircraft.

Describing Astra as a futuristic missile, the DRDO scientists said the weapon could intercept targets at supersonic speed (mach 1.2 to 1.4).

First India C-130J in full colour

The first Lockheed Martin C-130J Super Hercules for India has completed painting at the company’s Marietta, Ga., facility. The aircraft now enters flight test in preparation for delivery at the end of the year. The programme for

India includes six C-130Js, training of aircrew and maintenance technicians, spare parts, and ground support and test equipment. Also included is India-unique operational equipment designed to increase Special Operations capabilities.

EADS consultancy for Indian armed forces EADS Defence & Security (DS) will supply consultancy services to the Indian armed forces in developing the system architecture of its airborne early warning & control (AEW&C) programme.

On June 13, DS was awarded a two-digit-million Euro contract by the Indian Defence Research Design Organisation to provide support in the development of system architecture with particular regard to certification and mission equipment optimisation. .

QuickRoundUp an aerospace & defence company, reported delivery of a modified Beechcraft 200 aircraft to General Atomics Aeronautical Systems, Inc. (GA-ASI) two weeks ahead of the proposed delivery schedule. CAT, a company specialising in intelligence, surveillance and reconnaissance (ISR) modifications, training, and special operations support, had been awarded a commercial contract to install a CAT-developed ISR pod on the B200 aircraft by GA-ASI. DEFENSE SECURITY COOPERATION AGENCY • The Defense Security Cooperation Agency notified Congress of a possible foreign military sale (FMS) to Oman of logistics support and training for two C-130J-30 aircraft, including associated equipment and parts.

Americas

EUROCOPTER

Boeing P-8A Poseidon completes 1st In-flight test

• American Eurocopter has announced that an EC120 helicopter operated by the Baltimore Police Department has become the first EC120 in the world to reach 10,000 flight hours. The Baltimore Police Department’s fleet consists of four EC120s, which they have been operating since 2000. The EC120 is powered by a fuel-efficient Turbomeca ARRIUS 2F engine and is known for its high manoeuvrability, state-of-the-art ergonomic cockpit and low noise signature.

Boeing P-8A Poseidon aircraft T2 successfully completed the programme’s first mission systems test flight on June 8 in Seattle. T2 will be used to verify integrated mission systems performance during flights in Seattle and at Naval Air Station Patuxent River, Md. During the three-hour flight, the joint Boeing and Navy test teams exercised mission computing on all five operator workstations and successfully demonstrated key systems—including acoustics, mission planning, tactical data-link, communications, electronic support measures and flight test instrumentation—for the first time.

The US Navy plans to purchase 117 P-8A anti-submarine warfare, anti-surface warfare, intelligence, surveillance and reconnaissance aircraft to replace its P-3 fleet. Initial operational capability is planned for 2013.

LOCKHEED MARTIN • The ninth Lockheed Martin F-35 Lightning II stealth fighter has entered flight testing and has become the second test jet to fly with the next-generation avionics package that will populate all operational F-35s. The F-35A conventional takeoff and landing (CTOL) variant, known as AF-3, flew for 42 minutes during its first flight. The F-35’s avionics are the most comprehensive and powerful ever to fly in a fighter.

Norway had placed a contract in November 2007 for four C-130J Super Hercules through the FMS programme. The first was delivered in November 2008 and the fourth has been delivered recently. The new fleet enables Norway to meet its national airlift mission requirements and missions in support of

Issue 7 • 2010

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Digest

NEWS

SHOW CALENDAR 19–25 July FARNBOROUGH INTERNATIONAL AIR SHOW (FIA) Farnborough, Hampshire, UK www.farnborough.com 25–28 July 46TH AIAA/ASME/SAE/ ASEE JOINT PROPULSION CONFERENCE & EXHIBIT Nashville Convention Center & Renaissance Hotel, Nashville, TN www.aiaa.org 26 July–1 August EAA AIRVENTURE OSHKOSH 2010 Wittman Regional Airport, Oshkosh, Wisconsin, USA http://www.airventure.org 27–30 July AVIATION OUTLOOK AUSTRALIA 2010 Four Seasons Hotel, Sydney http://www.terrapinn. com/2010/aviation 11 August SAFETY STANDDOWN LATIN AMERICA 2010 Hilton São Paulo Morumbi, São Paulo, Brazil www.safetystanddown.com 12–14 August LATIN AMERICAN BUSINESS AVIATION CONFERENCE & EXHIBITION (LABACE) Congonhas Airport, São Paulo, Brazil www.abag.org.br 16–20 August AVIATION OUTLOOK AFRICA 2010 BMW Pavilion Conference Centre, Cape Town, South Africa http://www.terrapinn.com/2010/ aviationza/ 24–27 August AUVSI’S UNMANNED SYSTEMS NORTH AMERICA 2010 Colorado Convention Center, Denver, CO, USA http://www.auvsi.org 6-8 September INDESEC EXPO 2010 Pragati Maidan, New Delhi, India www.indesec-expo.com 46

SP’S AVIATION

The Indian Navy has also ordered 8 Poseidon P8I as its next generation multi-role maritime patrol aircraft.

Northrop Grumman’s APG-81 performs flawlessly Northrop Grumman Corporation’s new APG-81 active electronically scanned array (AESA) radar met and exceeded its performance objectives successfully tracking long-range targets as part of the first mission systems test flights of Lockheed Martin’s F-35 Lightning II BF-4 aircraft During the F-35 flight, the Northrop Grumman APG81 radar met and exceeded performance expectations, tracking long-range targets at all aspect angles with excellent stability. Additionally, the F-35 Lightning II aircraft was equipped with Northrop Grumman’s revolutionary Electro-Optical Distributed Aperture System, which provides passive missile and aircraft threat detection, as well as infrared day and night vision which is projected directly onto the pilot’s helmet visor for a fully spherical view around the aircraft.

Europe Euro Hawk Unmanned Aircraft first flight

The Euro Hawk unmanned aircraft system (UAS), built by Northrop Grumman Corporation and EADS Defence & Security, has successfully completed its first flight by flying for two hours and climbing to 32,000 feet. “The Euro Hawk marks the first international configuration of the RQ-4 Global Hawk high-altitude, long-endurance (HALE) UAS, and strengthens Northrop Grumman’s first trans-Atlantic cooperation with Germany and EADS Defence & Security,” said Duke Dufresne, sector vice president and general manager of the Strike and Surveillance Systems Division for Northrop Grumman’s

Issue 7 • 2010

Aerospace Systems sector.

Based on the Block 20 Global Hawk, Euro Hawk will be equipped with a new signals intelligence mission system developed by EADS Defence & Security, providing standoff capability to detect electronic and communications emitters.

New Hawk trainer flies past major milestones

A significant achievement has been achieved with the first 500 sorties, and 500 flying hours, completed on the UK Royal Air Force’s (RAF) Hawk Advanced Jet Trainer (AJT). The RAF received the first of their 28 Hawk AJTs, also known as the TMk2, in 2009. Significant progress with the aircraft, which is used to train fast jet pilots of the future, has been made to date.Complementing the aircraft, Wing Commander Brian Braid of RAF Valley said, “It has all the familiarity of the world renowned and much loved Hawk series of aircraft, but has the added bonus of being packed with the latest technology and avionics. The Hawk TMk2 is set to revolutionise the way the RAF trains its future fast jet pilots under the UK Military Flying Training System.”

CIVIL AVIATION Asia-Pacific India’s first full-fidelity helicopter simulator The Helicopter Academy to Train by Simulation of Flying (HATSOFF), the joint venture owned of Hindustan Aeronautics Limited (HAL) and CAE, has announced that its Bell 412 full-mission simulator has been certified to Level D, the highest qualification for flight simulators, by India’s Directorate General Civil Aviation (DGCA) and the European Aviation Safety Agency (EASA). The CAE-built full-mission helicopter simu-

QuickRoundUp international organisations like the UN and NATO. NORTHROP GRUMMAN • Northrop Grumman Systems Corp. has been awarded a $38.3 million not-to-exceed modification to a previously awarded firm-fixedprice contract for the procurement of three low-rate initial production vertical takeoff and landing tactical unmanned aerial vehicle units.

Work will be performed in San Diego, Calif., and is expected to be completed in October 2012.

PILATUS AIRCRAFT • Pilatus Aircraft Ltd has handed over the first of the six PC-12 NG multi-purpose liaison aircraft ordered by the Finnish Air Force during a commemorative ceremony at the company’s headquarters in Stans, Switzerland.

RAAF • Australian Minister for Defence Senator John Faulkner has announced the arrival of another six F/A-18F Super Hornets at RAAF Base Amberley, Twelve of the RAAF Super Hornets have now been delivered by Boeing.

SIKORSKY • The first S-70i Black Hawk helicopter has successfully completed its first flight, officially launching an international variant and the newest Sikorsky Aircraft product to follow in the legacy of the Black Hawk helicopter. The new international variant utilises a global supply chain and is the first Black Hawk helicopter ever to be assembled in Europe.

SNECMA • Royal Jet, the VIP Charter Operator based in Abu Dhabi, United Arab Emirates, has awarded new engine maintenance, repair and overhaul (MRO) contract to Snecma (Safran group) for its CFM56-7B engine fleet. Snecma which is the OEM, will provide MRO services for all CFM567B engines powering the operator’s Boeing Business Jets. Snecma has worked with Royal Jet for eight years and this long-term contract clearly reflects Royal Jet’s confidence in Snecma. www.spsaviation.net

Digest

NEWS

lator at HATSOFF features CAE’s revolutionary roll-on/ roll-off cockpit design, which enables cockpits representing various helicopter types to be used in the simulator.

The first training programme HATSOFF is for operators of the Bell 412 helicopter. Additional cockpits for the Indian Army/Air Force variant of the HAL-built Dhruv, the civil variant of the Dhruv and the Eurocopter Dauphin will be added to the HATSOFF training centre over the next year.

INDUSTRY Europe First night flight ever by a solar plane!

The Solar Impulse HB-SIA, with André Borschberg at its controls, successfully completed night flight by staying airborne for an incredible 26 hours before landing at 0900 hrs on July 8, to the cheers of a crowd of supporters who came to celebrate the great milestone. This flight is the longest and highest in the history of solar aviation.

Ulan-Ude Aviation plant delivers helicopters

Ulan-Ude aviation plant (UUAP), a part of Russian Helicopters, the Russian helicopter industry holding company, is delivering helicopters to UTair ahead of schedule set in the contract.

UUAP delivered two Mi-171 helicopters (in Mi-8AMT version) to UTair in late June, although they were supposed to be delivered in late 3Q 2010 according to contract.

Such changes in schedule are due to UTair requiring more aircraft due to an increase in freight traffic. Despite production workload (the plant intends to manufacture 75 helicopters in 2010), UUAP has managed to manufacture and deliver the helicopters to the customer ahead of sched-

uled terms without jeopardising the production schedule under other contracts.

ATR and Giugiaro Design partner

Leading regional turboprop manufacturer ATR and world-renowned Italian design house Giugiaro Design unveiled their partnership for the development of the new ATR ‘-600 series’ cabin, named ARMONIA. ATR and Giugiaro Design have worked closely together to create an ultra modern, appealing and comfortable cabin. The name ARMONIA is linked to beauty, harmony, balance and calm, themes apparent in the new design. Giugiaro Design has been involved in many high profile and highly acclaimed car, corporate aircraft, train, ship and motorcycle design projects. The synergic approach established with the ATR engineering team represents an important step forward for both firms. The new ARMONIA cabin marks Giugiaro’s entry into the commercial aviation interior design market, enabling it to use its expertise in creating stylish, practical, ergonomic, efficient and effective designs.

Safran inaugurates new R&D centre at Massy On June 30, Jean-Paul Herteman, Chief Executive Officer of Safran, inaugurated Sagem’s new François Husseno facility, the main Research & Development centre for the Safran Electronics division in Massy, near Paris.

Also attending the ceremony was Vincent Delahaye, Mayor of Massy. The inauguration was a major milestone in the extensive restructuring and development effort at the Massy plant, which started in 2008 and was supported by an investment of 60 million euros. It also marks a pivotal step in the development of Safran Electronics, by bringing together various

teams within this division at a central site.

QuickRoundUp SPIRIT AEROSYSTEMS

SPACE Asia-Pacific ISRO sends five satellites into orbit with its PSLV launch India’s space agency ISRO successfully launched its Polar Satellite Launch Vehicle (PSLV) rocket on July 12 that also sent five satellites including the advanced high resolution cartography satellite Cartosat-2B into orbit.

ISRO’s PSLV weighs 230 tonnes, is 44 metres tall and the five satellites together weighed 819 kg. The Cartosat-2B weighed 694 kg. The other satellites were the Algerian remote sensing satellite Alsat-2A (116 kg), two nano satellites (NLS 6.1 AISSAT-1 weighing 6.5 kg built by the University of Toronto, Canada and one kg NLS 6.2 TISAT built by the University of Applied Sciences, Switzerland) and STUDSAT, a pico satellite weighing less than one kg, built jointly by students of seven engineering colleges in Andhra Pradesh and Karnataka. Twenty minutes after blast off, the rocket first released Cartosat-2B followed

by Alsat-2A and the three small satellites. With this launch, ISRO also crossed a new milestone in launching third party satellites by sending three foreign satellites into orbit, reaching a total of 25 satellite launches.

Israel’s ‘Ofeq 9’ satellite launched On June 22, Israel’s ‘Ofeq 9’, an advanced remote sensing satellite, was launched and successfully injected into orbit by means of a ‘Shavit’ satellite launcher. In the next phase, the satellite will undergo several tests for validation of its serviceability and satisfactory performance.

Israel Aerospace Industries Ltd developed and produced the satellite in response to an order placed by the IMOD, in cooperation with various other local industrial companies, including: El-Op, IMI, Rafael, Tadiran-Spectralink, Elisra and others. •

• Spirit AeroSystems Inc., the world’s largest independent supplier of commercial airplane assemblies and components, has formally opened its new 500,000-square-foot manufacturing facility in Kinston, N.C. Employees at the facility will design and manufacture the composite centre fuselage upper and lower shells (section 15) and front wing spar for the Airbus A350 XWB aircraft using state-of-theart technology and processes. The ceremony was hosted by Spirit President and CEO Jeff Turner, and Airbus President and CEO Tom Enders.

TERMA • Terma has signed a contract with the Polish Defence for the supply of self-protection equipment for 22 Polish helicopters. In many ways, the contract with a total value of a threedigit million figure (exact value has not been disclosed) is a milestone.

To date, this is the largest contract on self-protection equipment which Terma has entered into. Further, it is Terma’s first contract of this kind for one of the new NATO countries.

US • In a signed memorandum of agreement (MOA), US Air Force and Navy officials have partnered to maximise commonality, eliminate redundant effort and increase interoperability between the Broad Area Maritime Surveillance unmanned aircraft systems and the RQ-4 Global Hawk system. The MOA also directs the establishment of a Synergies Working Group to identify synergies in basing, maintenance, aircraft command and control, training, logistics.

UNITED TECHNOLOGIES • United Technologies Corp., Pratt & Whitney Military Engines has been awarded a $57.5 million modification to convert a previously awarded advance acquisition contract to an undefinitised contract action. This modification further provides for the procurement of 32 low-rate initial production F-135 propulsion systems: 10 conventional take-off and landing for the Air Force; 16 short take-off and vertical landing for the Marine Corps; four carrier variant for the Navy; one STOVL for UK; and one for the Netherlands.

Issue 7 • 2010

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VIP Syndrome

ILLUSTRATION: ANOOP KAMATH

T

he Directorate General of Civil Aviation (DGCA) has in the recent past redefined safety norms for operation of civil aircraft carrying VIPs. Issue of the set of fresh directives on the subject by the DGCA comes after the tragic accident nearly a year ago of a helicopter belonging to the Government of Andhra Pradesh. The ill-fated aircraft was carrying Andhra Pradesh Chief Minister Y.S.R. Reddy and party who perished in the crash. It is a practice to review and modify if necessary the existing rules and regulations pertaining to civil aviation after every major accident especially if it involves a VIP. As such, this step by the DGCA, though somewhat belated, should not come as a surprise.

However, despite the fact that VIP flights have always been under reasonably stringent regulatory control, accidents resulting in fatality to VIPs in such flights whether on fixed wing aircraft or on helicopters, have been occurring with disconcerting regularity. If accidents have occurred frequently in the past with VIPs on board, it is highly unlikely that these would have taken place on account of any deficiency in regulatory control.

Once again in this instance, as a sequel to a report containing a slew of recommendations by the Tyagi Committee investigating the accident, the DGCA has reiterated the provisions that have more or less existed in one form or another to govern the conduct of flights by a civilian aircraft carrying VIPs. The directives stipulate minimum experience level of the pilot-in-command (PIC) as holding either a valid commercial pilot licence (CPL) or an airline transport pilot licence (ATPL) with at least 3,000 hours of flying experience, of which 2,000 hours should be as a PIC on the type of aircraft to be flown and a minimum of 50 hours of night flying experience. For helicopter pilots, the PIC should possess similar licence with 2,000 hours of flying experience including 500 hours as PIC on the same type of aircraft and at least 10 hours of night flying experience. PIC for both fixed and rotary wing must also hold valid instrument rating.

Apart from the focus on the qualifications and experience levels of the PIC, the new directives include rules for recruitment and training of pilots, crew and engineers. Rules and regulations governing maintenance of aircraft, repairs, mandatory on board equipment for instrument flying and criteria for airworthiness certification have also been enunciated. Further, the regulator has placed restrictions on VIP flights when “weather conditions are not conducive to safe operations” and has also stipulated that every VIP flight would be operated with “a multiple crew composition”.

While the DGCA has attempted to cover a wide range of areas to enhance air safety, one critical issue, that of the role of the VIP or his cohorts on board which could seriously impinge on air safety, has not been addressed at all. Loosely described as VIP passenger syndrome, many a flight has ended in a tragedy as a result of unwarranted pressure on the 48

SP’S AVIATION

Issue 7 • 2010

Captain of the aircraft by the VIP on board either directly or indirectly, that steered the hapless soul into an erroneous decision culminating into a disaster. There have been a number of such cases within and outside the country both in civil and military flying regimes. In a rather disgraceful incident in India, a helicopter pilot of the Indian Air Force was ordered to be arrested by the VIP on board when he refused to carry an additional passenger that would have resulted in the aircraft exceeding the maximum all-upweight limit for takeoff. Blatant violation of rules and regulations under pressure from VIP passengers and especially those without even rudimentary knowledge or understanding of the nuances of air safety is a frequent occurrence and has acquired proportions of a menace that now appears somewhat difficult to eliminate or even regulate.

The most recent case is that of the crash at a Russian airport where an aircraft with the President of Poland Lech Kaczynski on board, was trying to land reportedly in heavy fog disregarding advice from the Air Traffic Control to divert to another airfield where weather conditions for landing were safer. It is understood that the pilot, Arkadiusz Protasiuk, an experienced professional of the Polish Air Force, was aware of the President’s desire to land at the planned destination on account of political compulsions as also of an episode in the past in which a colleague was sacked for not complying with the President’s wishes under similar circumstances. Forced into committing a grave error of judgment under intangible pressure from the President, the pilot along with the VIP entourage met with a fiery end.

Unless a foolproof system to provide immunity to the Captain of the aircraft from unwarranted pressure from overbearing VIPs on board is evolved, effect of the fresh directives issued by the DGCA with regard to air safety in operation of VIP aircraft may prove to be only cosmetic. SP — Air Marshal (Retd) B.K. Pandey

Unless a foolproof system to provide immunity to the captain is evolved, the DGCA directives with regard to safety of VIP aircraft may prove to be only cosmetic

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