SP's Aviation June 2012

`100.00 (India-based buyer only)

Aviation SP’s

An SP Guide Publication

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

www.spsaviation.net

June • 2012

RNI NUMBER: DELENG/2008/24199

future unmanned systems: An overview page 34

• air chief marshal browne in france • Regional Aviation: global scenario • business aviation: high end jets • business aviation in india: problems & remedies • helicopters: twin engines vs single engine • ebace 2012: show report and more...

And...Now it's

Signed story on page 8

Business. Class.

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When it’s time for business, choose the jet that continues to set the standard for India, and does so without compromise. The Hawker 900XP. Innovation Above All.

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Aviation SP’s

Table of Contents

An SP Guide Publication

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

Issue 6 • 2012

8

The IAF’s contract for PC-7 Mk.II trainer aircraft to Pilatus, extends the fleet of Pilatus turboprop trainers to more than 900 aircraft operating worldwide

First Drive & Fly

Tecknow

6

Flight Test

Civil

14

19

22

30

Business Aviation High... Higher... Highest Business Aviation Problems and Remedies Regional Aviation Rise of Regionals Viewpoint Do Away

It’s signed, now On May 24, after more than one scare of an abort, the Government of India signed on the dotted line for 75 PC-7 Mk.II tourboprop trainer aircraft from Swiss firm Pilatus

•

Aviation SP’s

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

www.spsaviation.net

Unmanned Exponential Growth Diplomacy Chief Flies Rafale IAF’S C-130J Big Leap

June • 2012

• air chief marshal browne in france • regional aviation: global scenario • business aviation: high end jets • business aviation in india: problems & remedies • helicopters: twin engines vs single engine • ebace 2012: show report and more...

RNI NUMBER: DELENG/2008/24199

Helicopter Twin vs Single

An SP Guide PublicAtion

future unmanned systems: an overview page 34

Military

31

34

40

42

Show Report

26

`100.00 (indiA-bASed buyer only)

4

lead story

And...Now it's

Signed story on page 8

SP's Aviation Cover 06-12.indd 1

04/06/12 2:22 PM

Cover Photo: In a deal worth $523 million, the PC-7 Mk.II turboprop will all be manufactured in Switzerland with a 30 per cent offset commitment to Indian industry. Deliveries will start by early next calendar year.

Image By: Pilatus

EBACE Good Show

Regular Departments

3 10

11

A Word from Editor NewsWithViews Contract for Pilatus Trainer Aircraft Signed In Focus The Sukhoi Disaster

12 Forum

Finding Ways to Control Flight 43

44 48

Hall of Fame Harriet Quimby (1875-1912) NewsDigest LastWord Log Out

Next Issue: Farnborough Special

Issue 6 • 2012 SP’S AVIATION 1

Table of Contents PLUS...

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

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

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

14

Lt General (Retd) Naresh Chand High... Higher... Highest

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

26

Show Report: EBACE 2012

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

34

Jayant Baranwal, printed at Exponential Growth

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

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2 SP’S AVIATION Issue 6 • 2012

otherwise without prior written permission of the Publishers.

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A Word from Editor

It not only is the largest contract ever for Pilatus, but also for the Indian defence establishment for acquiring an aircraft through commercial route in open competition following India’s arduous procurement policy

T

he monumental multibillion dollar fourth generation plus medium multi-role combat aircraft (MMRCA) jet fighter deal may still be a while away, but it’s a time of cheer for the Indian Air Force (IAF). In the last issue of SP’s Aviation, we had reported about the Cabinet Committee on Security’s (CCS) go ahead for the $523 million PC-7 Mk.II turboprop trainer aircraft deal. After more than one scare of abort, the Indian Government on May 24 finally signed on the dotted line to acquire the trainer aircraft from the Swiss firm Pilatus. This not only proves to be the largest contract ever for Pilatus, but also for the Indian defence establishment for acquiring an aircraft through commercial route in open competition; that too while following the dictates of India’s labyrinthine and arduous Defence Procurement Policy (DPP). The deal also generates enough confidence that the complexities of the DPP can actually be surmounted through persistence resulting in successful outcomes of the defence deals. Hopefully, the much awaited MMRCA deal would be signed soon.

On the MMRCA front, the recent highly successful French visit by the IAF Chief, Air Chief Marshal N.A.K. Browne, is not only witness to greater cementing of the already strong bilateral defence ties between the two countries, it may also be the harbinger of early signing of the Rafale contract. A noticeably happy Chief after an hour-long sortie in a twin-seat Rafale—a part of his visit itinerary—further ‘thumbs up’ the notion.

The future for unmanned air systems (UAS) is bright with technological strides expected in many complementary systems. The write-up on UAS throws light on how UAS are capable of multitasking, though their classification based on size and weight would continue to govern their employability.

The Teal Group in its 2012 report predicts that over the next decade, 65 per cent of the deliveries, measured in value terms, will be high end business jets, as against the 50:50 split in the decade gone by. Hence an article on high end business jets available globally, followed by another article on the Indian establishment’s lack of understanding of the potential of business aviation in contributing to the country’s economy. This issue also has a write-up on evolution of “regional aviation” globally and the status in India.

The May 9 tragic accident of a Sukhoi Superjet SSJ-100, while on a demonstration tour in Indonesia, may have caused a lot of tongue-wagging, but as it appears to be a case of controlled flight into terrain (CFIT), the self-styled ‘prophets of doom’ may be silenced soon. Opinions vary but most industry experts feel Russia has a winner. Not only that, its attributes could also be imbibed gainfully into the ongoing Indo-Russian joint MTA programme; tripartite general contract for which was signed as late as on May 28 this year.

In the meantime, while the accident has been analysed thoroughly in this Issue’s regular columns, it is hoped that technology would find a permanent solution to at least rid the civil aviation scourge of CFIT. Finally, with no end in sight of the ongoing month-long Air India pilots’ strike and crores of rupees in losses due to heavy disruptions in scheduled flights, the question that keeps getting thrown up is whether the Indian taxpayer can continue to afford Air India. But does the Indian political leadership have the audacity to rid the nation of the massive millstone around its neck? All this and much more! Happy Reading.

Jayant Baranwal

Publisher & Editor-in-Chief Issue 6 • 2012 SP’S AVIATION 3

F

First

& Fly D r i v e

Flying car makes a successful maiden flight

Photographs: PAL-V

T

he Dutch company PAL-V Europe NV has ­successfully concluded test flights of its flying car, personal air and land vehicle (PAL-V). Several test flights were conducted at the Gilze Rijen Airport in the Netherlands. The patented vehicle flies in the air like a ­gyrocopter with lift generated by an auto-rotating rotor and forward speed produced by a foldable push propeller on the back. On the road it drives like a sports car. No new infrastructure is required because it uses existing roads and airstrips.

A team of top engineers has been working on the first prototypes since finalisation of the design concept in 2008.

Renowned institutes such as the Dutch National Aerospace Laboratory and Delft University have also been involved in the development. The driving prototype was fully tested in 2009 and now the flying-driving prototype has made its first flights. The PAL-V complies with existing regulations in all major markets, which means that the vehicle is allowed both in road traffic and in the air.

A PAL-V offers the choice of flying like a plane or driving like a car. This means fast door-to-door mobility for private individuals as well as professionals and organisations. The flying range will be between 350 km (220 miles) and 500 km (315 miles), depending on the type, payload and wind conditions. Driving a PAL-V will have a range of about 1,200 km (750 miles). It runs on gasoline like a conventional car and there will also be versions that use biodiesel or bioethanol. It can reach speeds of up to 180 kmph (110 m/ph) both on land and in the air.

On the ground the slim, aerodynamic, 3-wheeled vehicle combines the comfort of a car with the agility of a motor-­ cycle thanks to its patented, cutting-edge, ‘tilting’ system.

Driving, a PAL-V accelerates like a sports car and drives through curves like a motorcycle.

Flying a PAL-V is like a standard gyrocopter. It is quieter than helicopters due to the slower rotation of the main rotor. It takes off and lands with low speed, cannot stall, and is 4 SP’S AVIATION Issue 6 • 2012

very easy to control. This makes a PAL-V one of the safest types of aircraft. Obtaining a licence requires only 20 to 30 hours of training.

Thanks to its very short take off and landing capability, it is possible to land a PAL-V practically anywhere. For take-off, a strip of 165 metres (540 feet) is enough and it can be either paved or grass. SP For Videos visit: www.spsaviation.net www.spsaviation.net

Technical Specifications • Capacity: 2 persons • Mass Empty: 680 kg • Mass Max. gross: 910 kg • Max. Power: 170 kW (230 hp) • Dimensions Road: (LxWxH): 4.0 x 1.6 x 1.6 m Road Performance • Max. speed: 180 km/h (112mph) • 0 – 100 km/h (0 – 60 mph): 8 sec • Est. fuel economy: 12 km/l (28mpg) • Range: 1200 km (750 miles) Flight Performance • Max. speed (VNE): 97 kts (180 km/h) • Min. speed for level flight: 27 kts (50 km/h) • Take-off roll: 165 m (540 ft) • Landing roll: 30 m (100 ft) • Est fuel economy: 36 l/h (9,5 gph) • Range: 350-500 km (220-315 miles) depending on PAL-V type

Issue 6 • 2012 SP’S AVIATION 5

Test

T

TecKnow

Flight Pratt & Whitney launches first flight test programme

Photograph: Pratt & Whitney

T

he Pratt & Whitney PurePower PW1200G engine successfully has completed its first flight, thus launching the engine family’s flight test programme.

The PW1217G engine for the Mitsubishi Regional Jet (MRJ) aircraft flew on a specially designed stub wing aboard Pratt & Whitney’s Boeing 747SP flying test bed at the company’s Mirabel Aerospace Centre, in Mirabel, Quebec, Canada.

“We’re really pleased to have started our initial flight test programme with the PW1200G engine,” said Bob Saia, Vice President, Pratt & Whitney Development Programmes. “Results from altitude testing will complement the PW1200G sea level data we have collected during the more than 1,000 hours of full engine testing with over 2,000 endurance cycles. Overall, we have completed more than 2,400 hours and 7,600 cycles of full engine testing for the entire PurePower Geared Turbofan engine programme, of which more than 250 hours have been in flight tests. Results continue to validate the geared architecture’s dependability, reduced fuel consumption, lower noise and environmental benefits.

We’re very confident in its performance and that the PurePower engine programmes will meet customer commitments. We currently have four PurePower engines at test and nine engines in the build cycle.” This initial PW1200G flight test programme will validate performance, engine operability and in-flight starting.

“We are delighted that the first flight of the MRJ engine was successfully completed,” said Hideo Egawa, President, Mitsubishi Aircraft Corporation. “This is indeed a major milestone for the MRJ programme. With the PurePower engine at the heart of the MRJ, we will work closely with our wonderful partner Pratt & Whitney to integrate this innovative power plant with the airframe.”

The PurePower engine family uses an advanced gear system allowing the engine’s fan to operate at a different speed than the low-pressure compressor and turbine. The combination of the gear system and an all-new advanced core deliver double-digit improvements in fuel efficiency, environmental emissions and noise. The PurePower engine family also shares common, advanced cores and features flight proven, next-generation technology. The engine core consists of an ultra-efficient high-pressure compressor, a low-emissions combustor, and state-of-the-art high-pressure turbine module. SP E-mail your comments to: letters@spsaviation.net 6 SP’S AVIATION Issue 6 • 2012

www.spsaviation.net

The Game Changer

The AW609 TiltRotor transforms flying, combining the vertical flight features typical of a helicopter with the high speed and long range capabilities of a turboprop aircraft. Cruising at up to 25,000ft, the TiltRotor has the added advantage of a pressurised cabin.

As the first Transport Category tiltrotor in the world, the AW609 further demonstrates AgustaWestland’s continued commitment to innovation and technological excellence.

Explore new horizons with AW609 TiltRotor.

LEADING THE FUTURE agustawestland.com

SP’s Exclusive Procurement

It’s Photographs: Pilatus

signed, now

By SP’s Special Correspondent 8 SP’S AVIATION Issue 6 • 2012

On May 24, after more than one scare of an abort, the government signed on the dotted line for 75 PC-7 Mk.II turboprop trainer aircraft from Swiss firm Pilatus—the company’s single largest contract ever

www.spsaviation.net

T

SP’s Exclusive Procurement

he monumental fourth generation medium multi role combet aircraft (MMRCA) fighter deal may still be a while away, but it’s a season of cheer for the Indian Air Force (IAF).

On May 24, after more than one scare of an abort, the government signed on the dotted line for 75 PC-7 Mk.II turboprop trainer aircraft from Swiss firm Pilatus—the company’s single largest contract ever. In a deal worth $523 million (approximately `2,800 crore, the 75 aircraft will all be manufactured in Switzerland, with a 30 per cent offset commitment to Indian industry.

While the IAF expects initial deliveries to begin no later than August 2013, Pilatus has announced that it will begin deliveries well ahead of schedule, by early next calendar year. The contract also includes an integrated ground based training system and a comprehensive logistics support package. India has worked in an options clause allowing it purchase 30 more PC-7 Mk.II aircraft within three years under identical techno-commercial terms. The Swiss firm says it is confident that options will be exercised by the IAF. This contract extends the fleet of Pilatus turboprop trainers to more than 900 aircraft operating worldwide, according to the firm.

The IAF’s fleet of HAL-built HPT-32 Deepak trainers have been grounded since July 2009 following a fatal crash— the grounding was forced by frequent engine cuts and dangerous recovery qualities during ab initio training. A separate effort is on to certify the HPT32 with an American ballistic recovery system. Since the grounding, the IAF has been forced to put trainee pilots directly onto intermediate or Stage-2 training on ageing HJT-16 Kiran Mk.I and Mk.II jets.

The signing of the basic trainer deal, an overwhelming priority for IAF Chief Air Chief Marshal N.A.K. Browne, is therefore a cause for celebration. The fact that India, which boasts of a maturing aerospace industry, is still compelled to import simple platforms like basic trainers, is of course a separate issue altogether.

HAL is currently developing the HTT-40, a follow-on to the HPT-32, and is in the process of creating a mock-up. The IAF hopes to begin training pilots on the new Pilatus aircraft by the end of 2013.

“The Indian Air Force joins more than 30 other countries to modernise its training pipeline with the most modern,

capable and cost-effective system for basic flying training on the market today. The decision to select the PC-7 Mk.II training system was made after a thorough evaluation by the Indian Air Force, which looked at all available options. Pilatus Aircraft Ltd views this contract for the Indian Air Force as a major success and believes it will encourage other forces to take a close look at our pilot training solution,” says Oscar J. Schwenk, CEO of Pilatus Aircraft.

The IAF has sought to ensure that maintenance is not a problem. Pilatus has revealed that coupled with this award will be the establishment of incountry depot level maintenance capabilities, which includes the required transfer of technology (ToT) to HAL, enabling in-country maintenance of the platform throughout its service life of over 30 years.

Pilatus has also The Pilatus CEO adds, “Pilatus has entered into a also entered into a separate offset conseparate offset tract with the Government of India for 30 per cent of the value of this contract contract with the and we view this as a major opportunity.

Government of India Pilatus has significant confidence in the for 30 per cent of Indian defence market with its highly skilled workforce and it is our intention the value of this to leverage the offset opportunity to escontract and we tablish manufacturing capability for the view this as a major region in support of our business plans for India. Pilatus Aircraft Ltd is commitopportunity ted to serving the Indian Air Force with —Oscar J. Schwenk, its world renowned dedication to Swiss precision and quality, through delivering CEO of Pilatus and supporting the most advanced basic Aircraft flight training turboprop trainer aircraft in the world—the Pilatus PC-7 Mk.II.” SP Issue 6 • 2012 SP’S AVIATION 9

NewsWithViews

Contract for Pilatus trainer aircraft signed

The long-pending requirement of basic trainer aircraft of the Indian Air Force (IAF) can now be met with the acquisition of 75 Pilatus PC-7 Mk.II planes starting later this year under a `2,800-crore deal signed with the Swiss company. The aircraft will replace its fleet of HPT-32. As per reports, delivery of the aircraft is scheduled to commence early next year. The IAF is procuring the aircraft together with an integrated ground-based training system and a comprehensive logistics support package. The contract also contains an option clause for extending the scope of the agreement within three years from the date of initial contract.

VIEWS

Photograph: Pilatus

W

hile the IAF certainly would have reason to rejoice at the good news for which it has been waiting anxiously, the announcement of the contract being concluded with the Swiss company has not come a day too soon. Basic flying training in the IAF has been in shambles since the fleet of HPT-32 piston engine trainer was rather suddenly grounded in July 2009. As the HPT-32 fleet had adequate technical life to serve for another 15 years or so, the IAF had not taken any positive steps for its replacement by the indigenous aerospace industry. Some years ago, entirely on its own initiative, the Hindustan Aeronautics Limited (HAL) had demonstrated a new product as a possible replacement for the HPT-32.

Designated as the Hindustan Turbo Trainer (HTT) 34, the prototype of the single engine aircraft built on the HPT-32 airframe and powered by a 313 kW (420 shaft horsepower) Allison 250-B17D turboprop engine, undertook its maiden flight from HAL Airport, Bangalore, on June 17, 1984. It is understood that the new more powerful turboprop engine provided a significantly better performance than its predecessor, the HPT-32. However, for some reason known perhaps only to Air Headquarters, the planners there evinced no interest in the offer. In the absence of any other customer, HAL had no option but to cancel the programme.

Lack of patronage by the IAF was perhaps responsible for deterring HAL from any fresh initiative in the matter. Despite being ignored once, there was a second initiative by HAL two decades later by way of a proposed design, based on the highly popular and successful Brazilian basic trainer Tucano. This initiative was once again cold shouldered by the IAF. Lack of enthusiasm by HAL for further effort in this regime can be attributable not only to oversubscribed order books, but largely to the indifference displayed by Air Headquarters towards projects less glamorous than those related to combat aircraft, especially if they are to be procured from foreign sources.

10 SP’S AVIATION Issue 6 • 2012

A global request for proposal (RFP) for a basic trainer aircraft was floated in 2009, for which there was response from five companies. Of these, the three manufacturers shortlisted were Hawker Beechcraft, offering the T-6C Texan II, Korean Aerospace Industries with offer of the KT-1B and Pilatus of Switzerland offering the PC-7 Mk.II. After an elaborate process of evaluation and field trials, the Swiss Pilatus PC-7 Mk.II emerged as the front-runner. The tendering process was under serious threat of running aground when Korean Aerospace Industries filed a complaint with the Ministry of Defence of irregularity in the selection process. Fortunately, the allegations were investigated and the issue was resolved without much delay. Even then it has taken nearly three years for the contract to be signed and possibly will take as many years or more for the delivery to be completed and for the fleet to be fully operational. By this time, the IAF would have been without a basic trainer for around six years. Apart from the adverse long-term implications of the protracted lack of basic trainer, this experience is a manifestation of the inadequacies of the Defence Procurement Procedure and especially its total disconnect with the urgency of operational requirement or the imperatives of national security.

In addition to ground-based training system and logistics support package, the contract has an inbuilt option for the IAF to order additional aircraft, presumably at the same price. This option may well have to be exercised sooner than later as there may be delay in the HTT-40, the Indian equivalent of the basic trainer to be designed, developed, manufactured and delivered by HAL in 2017. Apart from the fact that this time frame appears unrealistic and is unlikely to be achieved, delay in the final operational clearance of the intermediate jet trainer (IJT) may result in the IAF running out of the Kiran fleet, necessitating employment of the Pilatus PC-7 Mk.II for Stage II training of budding fighter pilots. Not entirely a desirable situation. SP —Air Marshal (Retd) B.K. Pandey www.spsaviation.net

InFocus

Technology

The Sukhoi

Disaster While it may be premature to comment on the cause of the mishap; prima facie, this appears to be another tragic case of controlled flight into terrain

Photograph: Sp guide pubns

T

he Sukhoi Superjet 100 aircraft that crashed in Indonesia on May 9 was on its fourth stop of a ‘Welcome Asia’ promotional tour. The SSJ-100, tail number 97004 departed from Indonesian capital Jakarta’s Halim Perdanakusuma Airport at 1400 hours local time for a local demonstration flight and was due to return to the departure point.

This was the second demonstration flight the aircraft was operating that day. There were six crew, two representatives from Sukhoi and 37 passengers (mostly representatives of the region’s different air carriers) on board. At 1421 hours, the crew requested permission to descend from 10,000 ft to 6,000 ft while carrying out a right orbit. As there was no ostensible reason (or was there!?) to decline such a clearance, the flight was cleared for the descending right turn. This was the last transmission from the aircraft. It is worth noting that the aircraft had been cleared to operate in the airspace above the mountainous Bogor area. The choice of flying in the area of Bogor is often carried out considering the lack of flights in the airspace. There are no scheduled flights that pass through the region. But was the pilot in command aware of the mountainous terrain below and the fact that he was flying in the vicinity of 7,254-foot-high volcano, Mount Salak, a mountain higher than the requested flight level?

Preliminary reports indicate that the aircraft hit the edge of a cliff at an elevation of 6,270 ft, slid down a steep slope and came to rest at an elevation of 5,250 ft. Weather at the time of the accident was reportedly cloudy. Due to widespread debris field where the aircraft hit the mountain, it is assumed that the aircraft directly impacted the cliff side of the mountain at high speed with hardly a chance of survival.

Once the crash site was found, there were no survivors.

The rescue operations and retrieval of the ‘Black Boxes’ were badly hampered by inclement weather and the treacherous terrain surrounding Mount Salak. But by May 16, all recoverable bodies had been removed from the crash site and taken to Jakarta for identification. In a heroic attempt, five members of the Indonesian Army’s Special Force Command (Kopassus), led by First Lieutenant Taufik Akbar managed to

retrieve one of the ‘Black Boxes’, the cockpit voice recorder (CVR) which was handed over to the Indonesian National Committee of Transportation Safety (KNKT), will aid a great deal in determining the cause of the accident but, the more important flight data recorder (FDR) is yet to be found.

It has been rumoured that the ‘Welcome Asia’ tour was plagued pretty much from the get-go. After a successful demo flight in Kazakhstan, the tour moved to Pakistan, where potential buyers were forced to look at the jet only on the tarmac. One media report said it didn’t take to the sky because of a technical glitch, but that could not be confirmed. Later, on the way to Myanmar, a leak in one of the engine nozzles was discovered which warranted return of the aircraft to Moscow for repairs. SSJ-100 97004 — the one that crashed into the volcano — was a replacement aircraft that was sent to the region to continue the tour. However, even if the reports of technical glitches are taken at face value, they themselves confirm that flight safety was never sacrificed by the ‘Demo’ team and the first aircraft was promptly replaced by another fully serviceable second aircraft to complete the assignment.

It is hoped that the FDR would soon be found by the search teams due to their unceasing efforts which would clearly indicate if there was any technical fault which led to the crash. The already recovered CVR would also bring out if any problem was experienced by the flight crew, prior to the accident. While it may be premature to comment on the cause of the mishap; prima facie, this appears to be another tragic case of controlled flight into terrain (CFIT). Two questions loom large: First was the crew—possibly on their very first visit to Indonesia – fully au fait with the terrain over which they were flying? Second, why did the local ground controllers—who should have positively known the presence of Mount Salak—clear the aircraft to descend below its height especially in view of the possible instrument meteorological conditions (IMC) due to clouding in the area?

Last but not the least, could something be done to avoid the CFIT curse in general aviation? Turn to Forum for some answers. SP —Air Marshal (Retd) V.K. Bhatia Issue 6 • 2012 SP’S AVIATION 11

Forum

Technology

Finding

Ways toFlight Control CFIT is a leading cause of airplane accidents, as the pilots are generally unaware of the danger until it is too late. But whether modern technologies can take on the challenges of eliminating the scourge of CFIT from aviation in its entirety, is yet to be seen.

Photograph: Sp guide pubns

E

ven though it may appear somewhat premature, the possibility is so strong that some open sources have already listed the May 9 SSJ-100 accident in Indonesia in the category of CFIT. But what exactly is this devil called, ‘CFIT’? For the uninitiated, CFIT or ‘controlled flight into terrain’ describes an accident in which an airworthy aircraft, under pilot control, is unintentionally flown into the ground, a mountain, water, or an obstacle. CFIT is a curse which has continued to cloud the flight safety records of every nation on earth in their respective histories of aviation. The term was however coined only in late 1970 by the engineers working at Boeing. According to Boeing, CFIT is a leading cause of airplane accidents, resulting in maximum loss of life as the pilots are generally unaware of the danger until it is too late.

While there are many reasons why a plane might crash into terrain, including bad weather and navigation equipment problems, it is claimed that pilot error is the single biggest factor leading to a CFIT incident. Even highly experienced professionals may commit CFIT due to fatigue, loss of situational awareness, or disorientation. CFIT is considered a form of spatial disorientation, where the pilot(s) do not correctly perceive their position and orientation with respect to the surrounding terrain.

The incidents often involve a collision with terrain such as hills or mountains and may occur in conditions of clouds 12 SP’S AVIATION Issue 6 • 2012

or otherwise reduced visibility. CFIT often occurs during aircraft descent to landing near an airport. CFIT may be associated with subtle equipment malfunctions. If the malfunction occurs in a piece of navigational equipment and it is not detected by the crew, it may mislead the crew into improperly guiding the aircraft, despite other information received from all properly functioning equipment, or despite clear sky visibility that should have allowed the crew to easily notice ground proximity (compare tunnel vision).

Some pilots, convinced that advanced electronic navigation systems coupled with flight management system computers or over-reliance on them, are partially responsible for these accidents, call CFIT accidents “computerised flight into terrain”, but that is just a manner of speaking.

There have been innumerable instances of CFIT both in military as well as civil aviation fields. The in-built hazards of military aviation make it more prone to the dangers of CFIT. On the other hand, more lives are lost due to instances of CFIT in civil aviation as these include large passenger airliners and even a single accident can result in much greater number of fatalities. On the civil side, a list of CFIT available through open sources includes airlines from all over the world which have experienced such accidents sometime or the other in the past. In India alone, the oldest state-run airline, Air India, has had as many as three major crashes in the last six decades www.spsaviation.net

Forum

Technology

While there are many reasons why a plane might crash into terrain, it is claimed that pilot error is the biggest factor

due to CFIT. The first one occurred on November 3, 1950, when Air India Flight 245 Malabar Princess, a Lockheed L-749 Constellation carrying 48 people (40 passengers and eight crew), flying on the Bombay-Cairo-GenevaLondon route, crashed on Mont Blanc, France, killing all on board. Ironically, the second incident occurred under similar circumstances. On January 24, 1966, Air India Flight 101 Kanchenjunga, a Boeing 707-420 carrying 117 people (106 passengers and 11 crew) once again crashed on Mont Blanc, France, on the border between France and Italy, killing all on board. Among the dead was the noted Indian nuclear scientist, Homi J. Bhabha. But the one which involved greatest loss of lives occurred on January 1, 1978, when Air India Flight 855 Emperor Ashoka, a Boeing 747237B crashed into the Arabian Sea after takeoff from Sahar International Airport (now Chhatrapati Shivaji International Airport) in Mumbai, killing all on board (213 persons; 190 passengers, 23 crew). In all these cases, the main cause of the accident was lack of situational (terrain) awareness on the part of the crew due to flying in poor visibility conditions.

The Indian Air Force (IAF) too—the largest practitioner of military aviation in India—has had its share of CFIT accidents, three of these occurring in quick succession involving a transport aircraft (An-32), a helicopter (Mi-17) and a jet fighter (MiG-29). Once again, all these were attributable to lack of situational or terrain awareness while flying in weather/poor visibility conditions. Globally, who can forget the 1995 tragic CFIT accident when three Su-27 jets of the famous Russian Knights aerobatic team flew in formation into a mountainside near Cam Ranh, Vietnam during approach while en route home from a Malaysian air show, in adverse weather conditions.

The fact that CFIT poses real peril to aviation of all forms and categories have been appreciated for a long time with major efforts having been dedicated to evolve systems and methods to curb the menace. Traditionally, adequate procedures and crew coordination and communication (CRM) as well as control or surveillance by air traffic services may reduce the likelihood of CFIT (But was it missing in the case of SSJ-100 accident?).

On the technology front, in order to prevent the occurrence of CFIT accidents, manufacturers and safety regulators developed various terrain awareness and warning systems (TAWS). The first generation of these TAWS systems was known as a ground proximity warning system (GPWS), which used a radar altimeter to assist in calculating terrain closure rates. This system was further improved with the addition of a GPS terrain database and is known as an enhanced ground proximity warning system (EGPWS). This and the older system have mandatory pilot procedures and actions following any caution or warning event.

Statistics show that aircraft fitted with a second-generation EGPWS have not suffered a CFIT accident if TAWS or EGPWS are properly handled. But the emphasis here is—if properly handled. There are at least three known cases of CFIT accidents of airplanes which were equipped with EG-

PWS/TAWS systems. These were: Garuda Indonesia Flight 200, 2010 Polish Air Force Tu-154 crash in which President Lech Kaczynski was killed; and Mirosławiec accident, involving a C-295 aircraft of the Polish Air Force). Even Indian Air Force lost an An-32 in the icy Himalayan mountains due to CFIT a couple of decades ago, which was fitted with a Russian GPWS. Could the May 9 SSJ-100 accidents be the latest EGPWSequipped CFIT victim?

Focusing back on the Sukhoi Superjet (SSJ-100), there is little doubt that the fly-by-wire aircraft is fitted with the latest and finest avionics available in the world market which must include the latest enhanced capability ground proximity warning system. In fact the Superjet 100 has been described as the most important and successful civil aircraft programme of the post-cold war Russian aerospace industry.

It is not only the top-end Russian technology which has been pumped in, the programme enjoys support of over 30 leading Western aerospace companies which are involved in the project development, manufacturing and marketing of the aircraft. Over and above the strategic partner, Alenia Aeronautica, with 25 per cent stake in the programme, these include aerospace heavyweights such as Thales (avionics), Liebherr (flight control systems), Messier-Dowty (landing gear), Parker Hannifin (hydraulic system), Hamilton Sundstrand (electrical system), BE Aerospace (interiors) and Goodrich Corporation to name a few. Even the aircraft power plants have been developed jointly by Snecma and NPO Saturn. Boeing is also involved in the programme to provide specialised consultancy.

It is said that overall the Superjet programme is 70 per cent foreign and 30 per cent Sukhoi. The aircraft in fact is not only proving to be one of the most competitive in the 75-95 seat regional jet airliner class, but is also emerging as a serious contender in the comparable business and cargo jets. It is not for nothing the aircraft has acquired a sobriquet of ‘Superjet’.

Revisiting the evil phenomena called ‘CFIT’—which can prey on even the most experienced aircrew—could something more be done to prevent its occurrence. There is a need for the civil airliners to move up from ground proximity warning systems to terrain avoidance systems to automatically steer the aircraft to safety if its flight path gets into a terrainconflict scenario. The system could be somewhat similar to the already fielded advanced traffic collision avoidance systems (TCAS). It may be recalled that for some military aircraft with specialised low-level missions in all weather/day-night conditions such as the US F-111, terrain following/avoidance systems were indeed developed. These capabilities have continued to evolve for military aircraft. Currently, Raytheon is one of the companies, which is developing a system called the ‘Silent Knight’. It will serve as common terrain-following/ terrain-avoidance radar for a family of military platforms, including rotary and fixed-wing aircraft. But whether modern technologies can take on the challenges of eliminating the scourge of CFIT from aviation in its entirety—both military as well as civil—is yet to be seen. SP — Air Marshal (Retd) V.K. Bhatia Issue 6 • 2012 SP’S AVIATION 13

Civil Business Aviation

The range of aircraft, the jazzed up interiors, the fuel-efficiency, the maintainability and all come with a price tag. And the ultra-rich demand planes which are not only high-performing aircraft but also that goes along with their stature.

SKY CRUISER: Gulfstream G550 IN FLIGHT

Gulfstream G550: Ultra long-range jet First year of operation 2003 Range 6,750 nm Engines 2 Rolls-Royce BR710 C4-11 Capacity 8 passengers Fuel capacity 41,300 lbs (18,734 kg)

High...

Interiors (Cabin) Length Height Volume Baggage volume (gross)

43 ft 11 in (13.39 m) 6 ft 2 in (1.88 m) 1,669 cu ft (47.26 cu m) 226 cu ft (6.40 cu m)

Photographs Left to Right: gulfstream, Cessna, HBC

Higher...

Highest

N

othing less than is that the high-end segment is scoring.

By R. Chandrakanth $25 million and going The Teal Group in its 2012 report up to $70 million are has forecast that the upper end of the what high-end busimarket is growing while it is sluggish ness jets are priced at. for the rest. It predicts that over the next The more the accoutredecade, 65 per cent of the deliveries, ments—swanky interiors, spa, king-size beds, conference measured in value terms will be high-end business jets, as room and the works—the price tag soars. And the good news against the 50:50 split in the decade gone by.

14 SP’S AVIATION Issue 6 • 2012

www.spsaviation.net

Civil Business Aviation

Cessna Citation X First year produced Aircraft sold (By 2011) Engine Avionics Capacity Range

1996 310 2 Rolls-Royce AE3007C1 Honeywell Primus 2000 Elite 8 Passengers +2 crew 3,070 nm

Interiors (Cabin) Length Height Baggage volume

23 ft 11 in (7.29 m) 5 ft 8 in (1.73 m) 103 cu ft (3.0 cu m)

Richard Aboulafia, Vice President, Analysis at Teal Group, expects Bombardier and Gulfstream to capture shares of about 33 per cent and 30 per cent respectively in a market that is likely to expand to about $250 billion over the next 10 years. Canada’s Bombardier is working on Global 7000 and 8000 models, planned for service entry in 2016 and 2017, respectively, while General Dynamics is already positioning its Gulfstream 650, another large-cabin model. French aerospace major Dassault Aviation, which mostly builds high-end jets, is expected to hold on to a 14 per cent share. Brazil’s Embraer and Textron’s Cessna are to share about 17 per cent of the market between them.

With market movements becoming clearer, aerospace majors are positioning their products as to move out of the recessionary trends and high-end jets are expected to give them the leeway. The majors are betting more on this segment as they see a growing passion among ultra high-net-worth individuals (HNWIs) to own these fantastic machines.

Wealth creation

Forbes in its 2011 report has co-related wealth creation to worldwide demand for business jets. The number of billionaires in 2011 was 1,210, up from 1,123 in 2008, representing a 20 per cent increase and 53 per cent versus 2009. The most significant growth in the number of billionaires occurred in

Hawker 4000 First year produced Engine Avionics Capacity Range

2006 2 Pratt & Whitney PW308A Honeywell Primus Epic 10 passengers +2 crew 3,260 nm

Interiors (Cabin) Length 25 ft (7.62 m) 6 ft (1.83 m) Height Baggage volume 108.5 cu ft (3.1 cu m)

China with a very impressive increase of 66 per cent yearover-year, followed by Russia & CIS (61 per cent) and Latin America (47 per cent).

Luxury collectibles

Capgemini and Merrill Lynch Global Wealth Management said luxury collectibles (e.g. luxury automobiles, boats, jets) remained the largest single segment (29 per cent) of investments of passion for ultra-HNWIs. And ultra-HNWIs posted slightly stronger-than-average gains in their numbers and wealth. The global population of Ultra-HNWIs grew by 10.2 per cent in 2010 and its wealth by 11.5 per cent. As a result, ultra-HNWIs accounted for 36.1 per cent of global HNWI wealth, up from 35.5 per cent, while representing only 0.9 per cent of the global HNWI population.

It is this segment that the jet manufacturers are eyeing. While luxury comes at a cost for the ultra-HNWIs, it goes along with their lifestyle. Prices range from about $31 million for a Bombardier Global 5000 to $65 million for the Gulfstream G650. Airbus lists a price of $68 million for its smallest single-aisle A318 to about $245 million for the twin-aisle A350, which is under development.

As planes have become bigger and fancier, their interiors have also changed dramatically, incorporating the luxurious amenities once found only on private yachts. Expansive and expensive beds, sauna, conference

Forbes in its 2011 report has co-related wealth creation to worldwide demand for business jets

Issue 6 • 2012 SP’S AVIATION 15

Civil Business Aviation

Dassault Falcon 7X First year of operation June 2007 Aircraft sold (By Feb 2012) 133 in 31 countries Range 5,950 nm Engines 3 Pratt & Whitney Canada 307A turbofans with 6,402 lb thrust ea.

Capacity 8 passengers +3 crew Fuel capacity 31,940 lb (14,448 kg) Interiors (Cabin) Height, max.

Length Volume Baggage volume

6 ft 2 in (1.88 m) 39 ft 1 in (11.91 m) 1,552 cu ft (43.93 cu m) 140 cu ft (4 cu m)

room, exquisite interiors and the works are quite the norm in these luxurious jets.

Here are some of the traditional (we are excluding the wide body aircraft of Boeing and Airbus) high end business jets which are rocking the world. We are looking at one high-end business jet from each of the selected OEMs.

Photographs Left to Right: Dassault Aviation, Bombardier, embraer,

Gold standard in business aviation-G650

The Gulfstream G650 ultra-large-cabin, ultra-high speed business jet is, quite simply, the golden standard in business aviation. The flagship of the Gulfstream fleet flies faster and farther than any traditional business aircraft and envelops its privileged passengers in a level of comfort far greater than any other aircraft in its class.

Introduced in 2008, the G650 will carry eight passengers and a crew of four on nonstop legs of 7,000 nautical miles (12,964 km). That means it will link Dubai with New York and London with Buenos Aires. With its powerful Rolls-Royce BR725 engines, the G650 will cover shorter distances at a speed of Mach 0.925. No traditional business jet will take you closer to the speed of sound. Exceptional power and ultra-long legs aside, the G650 will be remarkably versatile. It will deliver excellent takeoff and landing performance with a balanced field length of just 6,000 feet.

The G650 is the most technologically advanced business aircraft in the sky. The G650 comes standard with many advanced safety features such as enhanced vision system (EVS) II, the head-up display (HUD) II and the synthetic vision-primary flight display (SV-PFD). Its Planeview II 16 SP’S AVIATION Issue 6 • 2012

Bombardier Global 6000 First year of operation 2005 Engine 2 Rolls-Royce Deutschland BR710A2-20 Turbofans Avionics Rockwell Collins Pro Line Fusion Avionics Suite Capacity 19 passengers + 2 to 4 crew Range 6,000 nm Interiors (Cabin) Length 48.35 ft (14.7 m) Height 6.25 ft (1.91 m) Volume 2.140 cu ft (60.6 cu m)

cockpit comes equipped with a triplex flight management system, automatic emergency descent mode, 3-D weather radar, advanced flight controls—in short, a full array of sophisticated, next-generation technology to improve pilot situational awareness and enhance safety.

Gulfstream G650 is an upgrade on G550, one of the most expensive corporate jets made by General Dynamics. According to reports, the Gulfstream G550 cost $59.9 million.

Most accomplished bizjet-Bombardier Global 6000

Canadian aviation company, Bombardier, is aiming to displace Gulfstream as the world’s most expensive business jet with the introduction of two new models. The Global 7000 and 8000, which will cost about $65 million apiece, will beat the high-speed range of the $58.5 million Gulfstream G650. Both new private jets will have a high-speed cruise of Mach 0.90; the 7000 will have a range of 7,300 nm at Mach 0.85, while the 8000’s range will top out at 7,900 nm at Mach 0.85. Both will borrow elements from the existing Global Express XRS (rebranded as Global 6000) and 5000.

The Global 6000 corporate jet is the most luxurious, most accomplished business aircraft ever built, accommodating the desires of the most sophisticated and demanding traveller with no compromises. Building on its Global Express heritage and raising the bar yet again, this extraordinary aircraft offers even greater cabin comfort, enhanced performance and further advanced technology for increased productivity and peace of mind.

No other business jet flying today carries you faster, www.spsaviation.net

Civil Business Aviation

Embraer Legacy 650 First year of operation 2010 Engines Rolls-Royce AE3007A2 Avionics Honeywell Primus Elite Range 3,900 nm (4 passengers, NBAA IFR Reserve with 200 nm) Capacity 14 passengers Fuel capacity 20,600 lb

(9,344 kg) Interiors (Cabin) Length Height Volume Baggage volume

49 ft 10 in (15.18 m) 6 ft (1.82 m) 1,650 cu ft (46.7 cu m) 240 cu ft (6.8 cu m)

f­arther. The highlights are: optimal luxury, privacy and amenities; a business tool of unsurpassed performance; and technology at the leading edge of corporate aviation.

Ready to fly with only 30 minutes warning, no other intercontinental business aircraft takes you faster, farther than the XRS. Powered by Rolls-Royce BR710, flying at altitudes of up to 51,000 ft (15,545 m), this high performance aircraft has exceptional range, carrying eight passengers and a crew of four 5,450 nautical miles non-stop at Mach 0.87, 6,150 nautical miles non-stop at Mach 0.85 and 6,500 nautical miles non-stop at Mach 0.82—bridging Tokyo and New York, or Moscow and Los Angeles, non-stop.

First fully fly-by-wire business jet–Falcon 7X

The Dassault Falcon 7X is a large-cabin, long-range business jet manufactured by Dassault Aviation, the flagship offering of their business jet line. It was first presented to the public at the 2005 Paris Air Show. As of 2008, the approximate unit cost of the 7X was $50 million. It is the first fully fly-by-wire business jet. It is also equipped with the same avionics suite, the Honeywell Primus EPIC “enhanced avionics system” (EASy) that was used on the Falcon 900EX and later on the Falcon 2000EX. The Falcon 7X is notable for its extensive use of computer-aided design, the manufacturer claiming it to be the “first aircraft to be designed entirely on a virtual platform”, using Dassault Systemes’ CATIA and PLM products.

Embraer Lineage 1000 First year of operation 2009 Engines GE CF34-10E7-B Avionics Honeywell Primus Epic Range 4,500 nm (4 passengers, NBAA IFR Reserve with 200 nm alternate) Capacity 13 to 19 passengers Fuel capacity 48,217 lb (21,871 kg) Interiors (Cabin) Length Height Volume Baggage volume

84 ft 4 in (25.70 m) 6 ft 7 in (2.00 m) 4,085 cu ft (115.7 cu m) Internal 323 cu ft (9.14 cu m) External 120 cu ft (3.4 cu m)

It is a superb aircraft that gives you the ultimate experience of flying in the air! It runs higher, farther and faster than any other large jets from Falcon. This expensive jet offers you sleeper accommodation for 12 to 15 people, including its three crew members.

Rich Embraer legacy

Embraer launched the Legacy 650 in 2011 and the jet is based on the Legacy 600 but has an increased range and payload. The cabin is similar to the 600 and offers the same outstanding comfort for up to 16 passengers. Its three zones and 15-metre-long cabin makes it the largest in its class. With its new Rolls-Royce turbofans, the Legacy 650 is able to offer true transatlantic range and fly directly from London to New York or from Dubai to Hamburg.

Upgraded cabin systems minimise noise and provide full Internet access, and new cockpit technology enables the crew to fly more efficient routes while minimising workload and fatigue. The 650 can accommodate up to 14 passengers, and sells for over $30 million.

‘Ultra-large’ business jet–Lineage 1000

The Embraer Lineage 1000 is a variant of the Embraer 190 regional jet airliner, launched as a private jet on May 2, 2006.The Lineage is advertised as an “ultra-large” business jet with comfortable seating of 19.

The greatest change in the Lineage 1000 is the added fuel tanks in the lower deck cargo hold space, nearly Issue 6 • 2012 SP’S AVIATION 17

Civil Business Aviation

High-end Indian jet-setters Mukesh Ambani High on the ranking is none other than Mukesh Ambani, Chairman of Reliance Industries, and India’s richest. Owning a fleet of private jets is passé and we know that he gifted his wife Nita Ambani a business jet on her 44th birthday. Mukesh Ambani frequently flies Global Express from among his fleet which includes a Boeing Business Jet2 (BBJ2) which is renowned for its mix of grandeur and 21st century technology.

The state-of-the art boardroom is just about right for power meetings. In the fleet is a Falcon 900EX and an Airbus 319.

Anil Ambani Mukesh Ambani’s younger and flamboyant brother Anil Ambani also has a Bombardier Global Express XRS with a price tag of $38 million. The XRS features a 14.73-metrelong cabin and comes with conference table for board room meetings. He also owns a Falcon 7X and Falcon 2000.

Lakshmi Mittal Lakshmi Mittal, Chairman and Chief Executive Officer of ArcelorMittal, owns a Gulfstream G550 luxury jet which has been priced at $38 million. This private jet is powered by twin Rolls-Royce BR710 turbofan engines and can climb up to a maximum altitude of 51,000 feet.

Vijay Mallya The liquor baron and owner of the now in trouble Kingfisher Airlines, Vijay Mallya, has an Airbus ACJ319 luxury business jet that serves as his home-cum-office and offers 6,000 cubic feet of living space. This magnificent luxury private jet can accommodate up to 24 passengers and comes with removable fuel tanks for extended range, while being powered by two CFM International CFM56-5 engines. Apart from the ACJ319, Vijay Mallya also owns a Gulfstream, a Hawker and a Boeing 727 aircraft for his corporate and private travel needs.

K.P. Singh K.P. Singh, owner of India’s biggest real estate company, the DLF, has Gulfstream IV luxury business jet, powered by twin RollsRoyce Tay 611-8 engines that enable the aircraft to become more fuel-efficient, while reducing the noise levels. The price of this beauty has been estimated at over $32 million. The Gulfstream IV produces a massive 13,850 pound force of thrust and is thus able to attain a maximum altitude of 45,000 feet. •

­ oubling the jet’s range, besides a lavish interior, divided d into five sections including an optional bedroom, washroom with running water, and a walk-in cargo area at the rear.

Another selling point is the larger fuselage cross-section than other comparable business jets, such as the Gulfstream V and the Bombardier Global Express.

Inconspicuous on the outside, luxurious on the inside, the Lineage is way bigger than the largest traditional bizjets and is ready to take on bizliners. And it’s cheaper than both, priced at $49 million.

Hawker 4000-efficiency and comfort

As the most advanced super-mid-size jet in the world, the Hawker 4000 features high-efficiency engines and an industry-first composite fuselage. Lighter and stronger 18 SP’S AVIATION Issue 6 • 2012

Teal Group in its 2012 report has forecast that the upper end of the market is growing while it is sluggish for the rest.

It predicts that over the next decade, 65 per cent of the deliveries, measured in value terms, will be high end business jets, as against the 50:50 split in the decade gone by.

than aluminium, this carbon-fibre technology allows for enhanced speed and range performance.

Praising its impressive marriage of efficiency and comfort, the Hawker 4000 has been recognised by the Robb Report with the “Best of the Best” award for being a category leader that flies effortlessly between continents.

It has a top speed of Mach .84 (555 miles per hour) and the high-efficiency Pratt & Whitney turbofan engines are not only quiet but dependable. The flight deck features a fullyintegrated Honeywell Primus Epic system: built on the same advanced avionics as the Boeing 777. It has room for eight to ten seats and can be custom tailored to specifications Cessna Citation X significantly different

The Cessna Citation X is a long-range medium business jet, powered by two Rolls-Royce turbofan engines. The Citation brand of business jets encompasses six distinct “families” of aircraft. Although based on the earlier Citation III, VI and VII models, the Citation X is significantly different, with a totally new wing design, engines, and features a glass cockpit. The Citation X is an upgraded model with improved engines and avionics.

In 2010, Cessna initiated a major update of the aircraft, the Citation Ten, which includes upgraded AE3007C2 engines with new fans, Garmin G5000 flight displays with three 14-inch screens and a heads-up display. The elliptical winglets that were available as an aftermarket option on the Citation X will become standard, and a stretch of 38 cm will improve passenger comfort. Due to a 1.4 per cent improvement in specific fuel consumption (SFC) and increased thrust, Cessna is advertising an increase in payload of 97 kg, an increase in cruise speed at FL490 from 460 to 479 knots, and a range increase of 190 nmi (352 km). First flight was completed on January 17, 2012. The unit cost is $22 million.

The range of aircraft, the jazzed up interiors, the fuel-efficiency, the maintainability and all come with a ­ price tag. And the ultra-rich demand planes which are not only high-performing aircraft but also that goes along with their stature. SP www.spsaviation.net

Civil Business Aviation On Display: Business jets at aero india 2009

Problems & Remedies

Photograph: Sp guide pubns

The Indian business aviation awaits with bated breath the day when the establishment realises the immense potential that business aviation has for contributing to the national economy

T

he first problem with associations from around the world,

By Our Staff respect to business aviation adopted the following definition of busiCorrespondent is definitional. According to ness aviation: “That sector of aviation the International Civil Aviawhich concerns the operation or use of tion Organisation (ICAO), aircraft by companies for the carriage general aviation comprise of passengers or goods as an aid to the all civil aircraft not operated by comconduct of their business, flown for purmercial aviation. Business aviation poses generally considered not for pubis one of the components of general aviation and consists lic hire and piloted by individuals having, at the minimum, of companies and individuals using aircraft as tools in the a valid commercial pilot licence with an instrument rating.” conduct of their business. It should be noted that the term Business aviation (and for that matter the rest of gen“business aviation” is not included in the ICAO vocabulary eral aviation as well as the non-scheduled operators) suffer (Doc 9569); and that there is no ICAO definition of business through a poverty of regulatory framework. Most regulaaviation. However, in 1998, the International Business Avia- tions are primarily drafted for scheduled operators (airlines); tion Council (IBAC), which is comprised of business aviation thereafter minor, sometimes inadequate, modifications are Issue 6 • 2012 SP’S AVIATION 19

Civil Business Aviation

Photographs Left To Right: Anoop Kamath, SP Guide Pubns

Luxury redefined: biZ jet owned by GVK

made to them to adapt them to business aviation. There are no nodal offices or officers in the Directorate General of Civil Aviation (DGCA) HQ or the Ministry of Civil Aviation (MoCA) to deal exclusively with business aviation or the problems faced by business aviation. In recent weeks some steps have been taken to redress this state of affairs but tangible results are yet to manifest themselves. A part of the problem, of course, is the shortage of qualified manpower in the DGCA to meet the requirements of manning separate and differentiated desks to deal with business aviation. Within the existing manpower, it is well-nigh impossible to ensure smooth discharge of the onerous duties and responsibilities DGCA has been entrusted with. For example, all files related to business aviation operations (and the rest of general aviation as well as all non-scheduled operations) are channelled through the Chief Flight Operations Inspector (in the absence of a nodal officer for business aviation). The delays due to this bottleneck, at least from the point of view of business aviation operators, are unacceptable and inordinate. Some aviation stakeholders argue that even if the DGCA establishment manning was to swell up to meet the establishment, the desired level of attention to business aviation may not be the express result. This reservation is on account of the displayed apathy currently directed by DGCA towards business aviation.

Perhaps apathy is not the right word and ‘antipathy’ would better describe the attitude of the establishment towards business aviation. The regulatory framework is oppressive and obstructive. As there are no business aviation aircraft being manufactured in India, every fresh business aviation acquisition is an import (barring the odd purchase within India from an existing owner). Of course, another way to acquire an aircraft could be on a lease. The woes of a person or an entity planning on importing an aircraft for business aviation commence with the inception of such a plan. The prospective importer must, in the first instance, proffer his application for import to the MoCA’s Aircraft Acquisition Committee. That committee normally meets once a month; thus, if an importer 20 SP’S AVIATION Issue 6 • 2012

misses one meeting, he must wait for another month before his application is considered by the committee. Occasionally, meetings get postponed/cancelled with resultant delays in import permissions (no meetings could take place in January and March). The accountability ought to be the Ministry’s, but the Ministry is too haughty to apologise or make amends while the applicants affected are forced to endure such time slides in their plans (and the associated financial losses) because they dare not annoy the Ministry officials. Should they protest, the ugly consequence could be rejection of their application on flimsy grounds (one inane ‘observation’ would cost you another month). The lack of transparency and the surfeit of delay in the Ministry’s functioning is aviation folklore. As a result, from the time someone decides to import an aircraft into India, it could take six to nine months of paperwork to get the aircraft to actually fly its first operational flight in India.

According to the DGCA website, 244 aircraft are privately owned by 174 companies/individuals. These figures represent our business aviation and as can be seen, the average holding of each entity is 1.4 aircraft with many of them holding just one aircraft. Although rules permit these business aviation operators to get another professional entity (say a nonscheduled operator) to manage their aircraft for them, DGCA has been insisting that aircraft ownership and management/ operational aspects are linked (one of the major reasons why fractional ownership did not take off in India). Aircraft operations involve huge costs and the numbers owned by business aviation operators being small, it would make economic sense to use economy of scale wherever possible so as to minimise costs by having one entity manage more than its own aircraft.

However, each owner, including a single aircraft owner, is required to establish an independent full-fledged operations department to meet the regulatory requirements. The situation is impossible, everybody recognises the danger therein and circumventions rule the roost. Aircraft management companies exist all over the world and most national aviation regulators accept them. The Business Aircraft Operators’ Association (BAOA) has taken up a case with the MoCA urging it to allow import of aircraft by companies/individuals in their own name and then leasing it to a non-scheduled operator who is much better equipped, manned and professionally competent to safely operate that aircraft.

General Aviation as defined by the Federal Aviation Administration The Federal Aviation Administration defines general aviation as all flights that are not conducted by the military or the scheduled airlines. Beginning 1969, Annexes to the Convention on International Civil Aviation Organisation (ICAO) began making distinctions between “general” aviation operations and those for commercial air transport. This trend was started by the Assembly for Annex 6, International Aeroplane Operations, clearly defining general aviation and commercial air transport. Numerous other ICAO documents have recorded similar distinctions designed to separate these two as different types of operations. Commercial air transport operation is an aircraft operation involving the transport of passengers, cargo or mail for remuneration or hire while general aviation operation is an aircraft operation other than a commercial air transport operation or an aerial work operation. •

www.spsaviation.net

Civil Business Aviation Owner’s pride: Religare’s Biz Jet

Business aviation as a sub-set of civil aviation in India was showing healthy signs of growth after the second wave of rejuvenation was manifest from 2003 onwards. There was a heightening interest in import of business aircraft and corporate houses were waking up to the immense value of owning private aircraft for carrying their important functionaries (whose time was at a premium) around on business. Expectedly, business aircraft were also becoming status symbols. The government chose to ignore the value addition aspect of busi-

General Aviation as defined by DGCA In the Indian context, the Directorate General of Civil Aviation’s (DGCA) Civil Aviation Requirement (CAR) Sec 8, Series ‘O’, Part III, defines general aviation operation as “an aircraft operation other than a commercial air transport operation or an aerial work operation”. This definition is a repeat of the ICAO one and excludes non-schedule operations (which are commercial air transport operations) from the ambit of general aviation. However, rules permit a non-schedule operator to operate revenue charter flights for a company within its group companies, subsidiary companies, sister concerns, associated companies, own employees, including Chairman and members of the Board of Directors of the company and their family members, provided it is operated for remuneration, whether such service consists of a single flight or series of flights over any period of time (CAR Section 3, Air Transport, Series ‘C’, Part III). In usage, the distinction between business use and non-scheduled operations has become diffused over time. Many business houses have obtained non-scheduled operator permits to avoid paying the much higher taxes/duties for import of aircraft for private or business use. Moreover, while DGCA definition excludes non-scheduled operations from general aviation, many other organisations including airport operators treat them as included in general aviation. As an illustration, the major use of “general aviation terminals” at our airports is by non-scheduled operators.

There is further confusion inasmuch as many of the members of the BAOA are actually non-scheduled operators. •

ness aviation, focusing instead on the status symbol/luxury attributes of business aviation, and in 2007, imposed a 25 per cent duty on aircraft for business use, thus effectively putting air brakes on the whole sector. It is yet to recover from that decelerating blow. Interestingly, there is no evidence of this high import duty levied on business aviation being channelled selectively to render business aviation more pleasurable or operationally efficient. Aviation infrastructure continues to be inadequate and business aviation (along with the rest of general aviation as well as non-scheduled operators) continues to get a step motherly treatment at every airport they share with their elder sibling— scheduled airlines. Take the example of Mumbai, which, by dint of being the commercial capital of India, should be the largest business aviation market in the country.

However, the existing infrastructure at Mumbai is inadequate to meet its scheduled (domestic and international), non-scheduled and general aviation traffic. As a result, general aviation including business aviation (along with non-scheduled operations) is being subjected to peak-hour curfews. Even when business aviation aircraft do find arrival slots, parking spaces are at a premium; according to one estimate, the number of aircraft that slumber overnight at Mumbai is around three times what the airport can safely and comfortably accommodate. There does not appear to be a solution in sight for the near future; possibly, the new airport in Mumbai may bring respite for the general aviation community. The restrictions and congestion at Mumbai alone are expected to render a stunting effect on the overall growth of business aviation in India.

As for smaller airports which are not visited by scheduled airlines, the watch hours are very restricted and extension of watch hours or opening up outside of working days/hours is extremely expensive for business aviation operators. Ground handling costs for business aviation is extortionately high due to monopolistic/oligopolistic dispensations permitting handlers to run dictatorial regimes (take it or leave it). Business aviation operators’ complaints are unheeded despite the apparent problem: while business aviation would like to have a competitive market condition so that they can opt for the most economical one; airport operators—for reasons of proportionate royalties— diligently select the most expensive ones. At the moment, business aviation is fighting a losing battle.

In a recent move, the Ministry of Finance has proposed that operations of foreign registered aircraft in India be restricted to two months. This was done because some companies were allegedly misusing the erstwhile six months stay permission to avoid paying import duty in India. BAOA has been quick to point out to the MoCA that this is in contravention of the ICAO Convention on Civil Aviation which prescribes six months as the applicable period. Moreover, many Indian entities have foreign registered companies which own aircraft (with foreign registrations) and these aircraft may be required to fly extensively in India on business. However, this governmental move is another manifestation of the disposition towards business aviation.

The foregoing is a sad commentary on the establishment’s disposition towards business aviation and the only silver lining gaining lustre tenuously but steadily is the dent that the year-old BAOA is making in that disposition. The Indian business aviation en masse awaits with bated breath the day when the establishment realises the immense potential that business aviation has for contributing to the national economy. SP Issue 6 • 2012 SP’S AVIATION 21

Civil Regional Aviation

Rise

of

Regionals Photograph: embraer

By Group Captain A.K. Sachdev

22 SP’S AVIATION Issue 6 • 2012

www.spsaviation.net

Civil Regional Aviation

Regional aviation evolved in two dimensions: technological advances steadily served to increase aircraft range and seating capacity thus permitting carriage of ever larger number of passengers over longer and longer distances; and demographical evolution of nations meant development of more towns and increasing spending power in those small towns and thus the need for shortrange flights

T

he term ‘regional aviation’ has varied descriptions and definitions across the world— depending upon national geographies, demographics and advances in civil aviation within individual nations. However, for the sake of some common ground for discussion, let us see how ‘regional aviation’ fits in as a part of civil aviation. For any nation’s civil aviation, the highest level in the hierarchy would be its ‘international’ or ‘major’ airlines. These would utilise the largest sized aircraft—possibly with wide bodies, more than one aisle, and sometimes with two levels. International airlines would fly beyond national airspace and possibly cross oceans to destinations in other continents.

At the next lower level would lie ‘domestic’ or ‘national’ airlines with single aisle (and some twin-aisle) aircraft and with reaches across their parent nation with possible access to neighbouring ones. ‘Regional airlines’ occupy the lowest pedestal and serve to connect small towns and airports to a nearby ‘hub’, often feeding a major or a national airline and thus frequently referred to as ‘feeder airlines’; the typical aircraft would be equipped with less than 100 passenger seats.

Notwithstanding the above elucidation, common sense tells us that geographically tiny nations would probably have no need for regional airlines. A regional airliner or a feeder liner is a small airliner, designed to fly up to 100 passengers on short-haul flights, usually feeding larger carriers’ hubs from small markets. This class of airliners is typically flown by the regional airlines that are either contracted by or are subsidiaries of the larger airlines. Feeder liner, commuter, and local service are all alternative terms for the same class of flight operations.

All across the globe, civil aviation is driven by local or ‘regional’ dynamics and regional aviation within nations’ aerospace boundaries has evolved since the post-Second World War days in consonance with each nation’s peculiar regulatory and industrial progress. In the US, an airline’s ranking is determined by its annual revenue—major airlines are those with revenues more than $1 billion; national ones those with revenues between $100 million and $1 billion; and regional ones occupying the space for revenue below $100 million annually. Indeed, the US regionals are further divided in the US into three categories; large regionals, which are scheduled carriers with $20 million to $100 million in annual revenue and operate aircraft that can accommodate more than 60 passengers; medium regionals, which operate on a smaller scale, with operating revenues of less than $20 million, and often use only small aircraft, and small regionals, which do not have a set revenue definition, but are usually referred to as ‘commuter airlines’ and use small aircraft with less than 61 seats. In the US, regional airlines provide 49 per cent of the country’s scheduled flights. Some 500 US cities—74 per cent of all airline-served airports—offer service only from regional airlines, of which there are 58 in the country.

There is perhaps a need to differentiate between international airports and regional ones. While the former are much larger, have customs and immigration facilities and serve international and domestic flights, the latter cater to only domestic flights and so do not need customs/immigration services. In the case of small countries (Belgium being an illustration), there is no need for regional airports. In Issue 6 • 2012 SP’S AVIATION 23

Civil Regional Aviation INDIAn scenario

T

Photographs clockwise: wikipedia, British Airways, Anoop kamath

Flying in Singapore: An airbus aircraft operated by SilkAir

Europe, there is a small difference in nomenclature and airports not serving a national capital tend to be termed regional airports. For example, the airports at Barcelona and Manchester, which are both among Europe’s busiest airports, are called regional airports. In countries like France, Germany and Sweden; a regional airport is an airport used with small planes, even though they go to the national hub, just like flights from larger airports.

As far as airlines are concerned, the term ‘European regional airlines’, is used to describe those that serve the intra-continental sectors in Europe. They connect cities to major airports and to other cities, avoiding the need for passengers to make transfers. For example, BA CityFlyer, a regional subsidiary of British Airways, uses the basic livery of its parent company and flies between domestic and European cities. Such airlines operate primarily to bring passengers to the major hubs, where they connect for longer distance flights on larger aircraft. The smallest regional carriers in Europe have become known as feeder airlines. Some of Europe’s regional airlines are subsidiaries of national air carriers, though there remains a strong presence of independent regional airlines. These are based on business models Regional Carriers: Sukhoi Superjet 100 ranging from the traditional at India Aviation 2012; full service airline to low-cost Embraer 170 taking off

he routes here have been classified into four categories according to these guidelines, namely, Category I, Category II, Category IIA and Category III. Any airline operating service on one or more of the routes under Category I (routes connecting metro-to-metro) is required to provide such service in Category II (Northeast region, Jammu & Kashmir, Andaman & Nicobar Islands and Lakshwadeep to the rest of the country) to the extent of a minimum of 10 per cent of the available seat kilometres (ASKMs) as deployed in Category I. Further, a minimum of 10 per cent of the ASKMs as deployed in Category II is required to be deployed in Category IIA (one Category II airport to another) and a minimum of 50 per cent of ASKMs deployed in Category I is required to be deployed in Category III (the rest of the airports, i.e. other than Category I and Category II).

PROVISION OF SERVICES OF DIFFERENT CATEGORIES OF ROUTES

Category I Routes connecting directly: Mumbai – Bangalore Kolkata – Delhi Mumbai – Kolkata Kolkata – Bangalore Mumbai – Delhi Kolkata – Chennai

Mumbai – Hyderabad Delhi – Bangalore Mumbai – Chennai Delhi – Hyderabad Mumbai – Thiruvananthapuram Delhi – Chennai

Category II Routes connecting stations in North-eastern region, Jammu and Kashmir, Andaman & Nicobar Islands and Lakshadweep.

Category III Routes other than those in Category I and Category II. Anyone who operates scheduled air transport service on one or more of the routes under Category I shall be required to provide such service in Categories II & III as indicated below: The operator will deploy on routes in Category II at least 10 per cent of the capacity he deploys on routes in Category I and of the capacity thus required to be deployed on Category II routes, at least 10 per cent would be deployed on services or segments thereof operated exclusively within the Northeastern region, Jammu and Kashmir, Andaman and Nicobar Island and Lakshadweep.

The operator will deploy on routes in Category III, at least 50 per cent of the capacity he deploys on routes in Category I. •

from London City Airport

24 SP’S AVIATION Issue 6 • 2012

www.spsaviation.net

Civil Regional Aviation

Photographs Left to right: ATR, Bombardier

Regional power: (L) ATR 72-500 in JET AIRWAYS’ LIVERY; (R) US Airways’ Express CRJ900 from Bombardier

carriers; the variations include one where the passenger is required to join a membership club before being allowed to fly.

In Asia, the term “regional airline” is used varyingly. SilkAir is the ‘regional’ wing of Singapore Airlines and operates scheduled passenger services from Singapore to 37 cities in the ‘region’ of South East Asia, South Asia and China.

SilkAir uses aircraft with a seating capacity greater than 99 passengers, flies internationally but is referred to as a regional airline subsidiary of its parent airline. China’s aviation is developing in leaps and bounds. Major aircraft manufacturers are setting up shop there and indigenous manufacturing capability is being nurtured at a dizzying pace (at least as compared to India’s). OKAir, China’s first privately-owned carrier, reportedly plans to build largest regional airline company in China by acquiring up to 10 aircraft every year for the next 10 years or so.

In India, civil aviation has tended to grow around the big cities. Around 75 per cent of the total capacity of airlines is on routes connecting big cities, with Delhi and Mumbai being the two busiest airports in the country; these two airports alone constitute around 60 per cent of the total air traffic movement in the country. This pattern (of air traffic being tethered to big cities) was discernible even in the 1990s when the first steps towards liberalising aviation in India were undertaken. To move away from it, the government decided in 1996 to establish Alliance Air as a subsidiary of Indian Airlines with the aim of catering to the demand for regional air travel. However, the initiative failed to meet the desired objective because its fleet (mainly Boeing 737s) was neither appropriate for operations in regional airports, nor suited for short haul flights.

When the second Indian aviation boom started around 2003, the Indian concept of regional aviation, an adaptation of the hub-and-spoke model, came up again. Thus came about in 2007, a Civil Aviation Requirement (CAR) from the Director General of Civil Aviation (DGCA) introducing a regulatory mechanism for promoting “air connectivity between specific regions and to enable more efficient air travel within the region, as well as linking such regions and expand air travel services for Tier-II and Tier-III cities within the country’s aviation network”. The airports at Delhi, Mumbai, Kolkata, Chennai, Bangalore and Hyderabad were formally declared as “metros”. The various “regions” were identified

as North, South, West, East/Northeast coinciding with the Flight Information Regions (FIRs); the airports in a particular region were those enumerated by the Airports Authority of India (AAI) for the respective regions. The objective of providing connectivity to smaller cities and towns has, however, eluded the aviation industry so far. Perhaps the most important cause for this failure has been the lack of adequate airports and supporting infrastructure to uphold regional operations.

Regional aviation evolved in two dimensions simultaneously. Technological advances steadily served to increase aircraft range and seating capacity thus permitting carriage of ever larger number of passengers over longer and longer distances. On another level, demographical evolution of nations meant development of more towns and increasing spending power in those small towns and thus the need for short-range flights (from metros to smaller towns and between smaller towns). Airport infrastructure development at smaller towns also served to highlight the need for such ‘regional’ flights.

By the mid-1950s, the demand for economical designs for short hauls led to the production of the first customised ‘regional’ aircraft types—mostly turboprops. In the early years of this century, only a few turboprops remained steadfast in the ‘regional’ market—the ATR being the foremost. One major cause for the slowdown of the turboprop market was the induction of the first regional jets.

Bombardier’s twin-engine Canadair Regional Jet (CRJ) and Embraer’s ERJ 145 are the two successful regional jets ruling the market today. The Antonov An-148 which entered service in 2009 and the Sukhoi/Ilyushin Superjet 100, a 60- to 95-seat jet flown first in 2011 are yet to make a mark in the regional market. China, meanwhile, is developing the ARJ 21 and the C 919, both of which hold out the promise of serving short haul sectors. In India, the National Aeronautical Laboratory has been talking about developing a 90-seat aircraft, but going by past record of Indian PSUs, the project may not fructify into a worthwhile regional aircraft. There is a possibility of Mahindra and Mahindra and/or Taneja Aerospace and Aviation Limited participating in a joint programme with NAL. Should that come about, the chances of an Indian regional aircraft making its appearance in the years to come would brighten considerably. SP Issue 6 • 2012 SP’S AVIATION 25

Photographs left to right: neetu dhulia, Bombardier, Eurocopter

Show Report EBACE

Good Show With 60 aircraft on static display, 12,638 attendees, and a 10 per cent increase in ramp space, EBACE 2012 went on fine, despite the slowdown in European economy

By SP’s Correspondent, Geneva, Switzerland 26 SP’S AVIATION Issue 6 • 2012

www.spsaviation.net

Show Report EBACE

D hawker 4000 on display and its interior; (below left) Bombardier’s Vision Flight Deck Debuts in Europe at EBACE; ( below right) EC135 in corporate configuration, operated

by Europavia

espite the gloomy economy in Europe, the twelfth Annual European Business Aviation Convention & Exhibition (EBACE) 2012 held from May 14 to 16, at Geneva, was a strong show, and if the organisers are to be believed, it was on par with the show held last year.

On the last day of the business aviation show, jointly organised by the European Business Aviation Association (EBAA) and National Business Aviation Association (NBAA), a total of 12,638 attendees had participated, representing 99 countries. Additionally, 491 exhibitors were on hand, occupying a record-breaking 2,280 booth spaces of the Geneva Palexpo convention centre. There were 60 aircraft on static display with a 10 per cent increase in ramp space.

However, Air Works was India’s only exhibitor at this year’s business aviation show, eyeing at engaging in heavy maintenance of business jets in Europe. Air Works is considering setting up of a maintenance repair and overhaul (MRO) centre in the Arabian Gulf that would have Indian workforce.

The EBACE Safety Workshop, EBACE International Aircraft Transactions Conference and a host of other educative sessions were also held during the show. Industry experts discussed the latest safety information, emerging trends in tax compliance, the status of aviation system modernisation efforts in the region, and the industry’s policy concerns, including the European Union’s controversial Emissions Trading Scheme, the progress on the Single European Sky initiative and other matters, during the conference.

Show Highlights

Debuts Bombardier Aerospace drew a huge crowd during the show with the launch of its two new aircraft types in the light midsized jet segment—the Learjet 70 and 75.

Bombardier’s Vision Flight Deck made its debuts on its Global 5000 and Global 6000 jets at the show.

Cessna Aircraft Company introduced its newest and longest-range business jet, the $25.9-million stretched jet version, the Citation Longitude, which can fly 4,000 nm at Mach 0.82 and would be operational by 2016/2017. Cessna also said that the company is seeing high levels of interest from

Issue 6 • 2012 SP’S AVIATION 27

Show Report EBACE

Photographs: Gulfstream

(TOP) Gulfstream G280 crew celebrates following the aircraft’s landing in Geneva; (above left) GULFSTREAM G650 MAKES EUROPEAN DEBUT AT EBACE IN GENEVA; (above right) Clockwise from left: Gulfstream’s Scott Buethe, senior experimental test pilot; Ahmed Ragheb, senior production test pilot; David Chalk, flight test engineer; and Rick Gowthrop, senior production test pilot.

Europe around the planned game-changing mid-size business jet, the Citation Latitude, scheduled to enter service in 2015.

Thrane & Thrane introduced the new Inmarsat MultiVoice service across its entire Aviator SwiftBroadband range.

As part of the service upgrade, Thrane & Thrane’s Aviator systems will support several simultaneous voice calls via SwiftBroadband, enabling more users to benefit from high quality and cost-effective calling during the flight. The company presented its flagship Aviator 700D for the first time at the show.

P&W introduced a new product called flight acquisition storage transmission (FAST), which acquires, stores and transmits engine and aircraft flight data for analysis for planned maintenance.

On Display Airbus exhibited an ACJ319, giving visitors the opportunity to see how the widest and tallest corporate jet cabin fits into the same ramp space as traditional business jets.

28 SP’S AVIATION Issue 6 • 2012

Embraer’s entry-level Phenom 100, the Phenom 300 light jet, the large Legacy 650, featuring an enhanced interior, and the ultra-large Lineage 1000 were also on static display.

Eurocopter showcased its strength in the business aviation segment, highlighting the role of helicopters as an ideal complement to business jets. And on display were the light twin-engine EC135 in corporate configuration that is operated by Europavia.

Gulfstream Aerospace Corporation’s super mid-sized Gulfstream G280 was on static display at Geneva. The G280 is undergoing flight test and certification in preparation for entry-into-service later this year. The company’s ultra-large-cabin, ultra-long-range G650 also made its first trans-Atlantic crossing flying 3,780 nautical miles (7,000 km) squawk-free and non-stop in just six hours and 55 minutes for the show. Also on display were the G550, G450 and G150.

Hawker Beechcraft Corporation (HBC) showcased the www.spsaviation.net

Show Report EBACE

Photographs Clockwise: Bombardier, neetu dhulia

(top left) New Learjet 70 and Learjet 75 Aircraft Set to Revolutionise the Light Jet Segment; (top right) Danial Keady, VP Sales Asia Pacific and India, Hawker Beechcraft; Shawn Vick; Executive Vice President customers, Hawker Beechcraft; Alan Smith, CEO, Hawker Pacific; and Sean McGeough, president, EMEA and Asia, Hawker Beechcraft, Signing Hawker Pacific’s order for six King Air aircraft; (above) display booths of various aircraft companies; (above right) SR 22 Cirrus Aircraft on display

Hawker 900XP along with seven other aircraft from its product line up, including three models from its best-selling Beechcraft King Air turboprop line and a Hawker 900XP mid-size business jet. The company also announced plans to open a new parts and distribution warehouse in Bangalore to support a growing population of Hawker and Beechcraft airplanes in the region. GCS has signed an agreement with Air Works India Engineering Pvt Ltd to operate the new warehouse, which will be stocked and operational in the next several weeks.

While Bell displayed its Bell 429, Dassault Falcon 50 was another highlight of the show. Likewise, viewers witnessed the full size cabin mock up of Legacy 500, which was launched at EBACE 2008. Then there was the Airbus Corporate Jet Centre celebrating its fifth anniversary with its expansion of staff and services and plans to do a lot more in the coming years.

Deals Component control, an MRO and logistics software developer, announced that CFM of Symra, Tennessee, has selected its Quantum Control software solution for its MRO operations.

ExecuJet Aviation and Ruag announced a new partnership to provide handling and support at Geneva airport. The companies will jointly operate Ruag’s existing FBO. The Dassault Aviation stand was seen promoting the FalconBroadcast, a new service that will provide operators of Falcon business jets with real time airborne health monitoring.

Hawker Beechacraft announced 10 new orders compising three Hawker 4000, one Hawker 400 XPR and six King Air 350I. Deliveries would start in 2013 What Next The next EBACE will be held from May 21-23, 2013. SP Issue 6 • 2012 SP’S AVIATION 29

Civil Viewpoint

Do Air Marshal (Retd) B.K. Pandey

It is clear that the Indian taxpayer can no longer afford Air India. But do we have a Lee Kuan Yew in the political leadership to rid the nation of the massive millstone around its neck?

I

Photograph: Anoop Kamath

Away

n the early 1980s, pilots of Singapore Airlines, then rated as the number one international carrier in the world, decided to embark not on a strike but on a “go slow” campaign, a silent protest against the policies of the airlines; as such activities were unheard of in the tiny but prosperous island nation. The Prime Minister of Singapore, Lee Kuan Yew, summoned the management of the airlines along with concerned functionaries of the government, disbanded the union and asked all present there to restore the airline to its glorious international status within 30 days; failing which he would have no hesitation in ordering the closure of the airline. In his view, if Singapore did not have an airline that was the best in the world, it did not deserve to have one.

Compare this with Air India and the approach of the management as well as that of the Indian Government towards handling the airline. Air India pre or post merger, has always been run as a department of the Central Government and is afflicted with all the associated ills. It does not have viable business model structured on sound financial principles, is overstaffed, has low productivity, inhabited by mediocrity, does not have even the least bit of accountability and has not had the benefit of professional management in the last two decades. During this period, it has been riddled with labour dispute, has been totally mismanaged by the bureaucracy at the helm of affairs and has suffered due to political interference and subversion.

Anyone and everyone associated with the management or in position of authority have exploited the airline shamelessly. Its operations have never been genuinely profitable and the airline has been remaining afloat not on its own strengths but on periodic and generous infusion of funds, the latest of which is a humongous dole of `30,000 crore out of the taxpayer’s money.

Much of the responsibility for the malaise within the airlines must lie on the government. Some of the strategic decisions have been taken allegedly to benefit people in power or private carriers. These have included withdrawal from profitable 30 SP’S AVIATION Issue 6 • 2012

routes that were handed over to the leading airlines in the private sector and the placing orders for 111 new aircraft which the financial position of the airline clearly could not support. Usually, large orders for airliners are accompanied by hefty commission and so it must be in this case as well.

Perhaps it ought to be a subject of probe as has been the trend in the recent past on other alleged mega scams. But the last nail in the coffin has undoubtedly been the rather thoughtless decision to merge the international carrier Air India and the domestic carrier Indian, the erstwhile Indian Airlines. Despite the huge funds expended, the exercise has been a complete failure.

Last year, the Indian Commercial Pilots Association (ICPA), the faction consisting of pilots of erstwhile Indian, had gone on a strike on account of a dispute over non-payment of salaries for several months. Consequently, the airlines lost hundreds of crores of rupees and the travelling public held to ransom. This year, the 550-member Indian Pilots Guild (IPG) comprising pilots of pre-merger Air India went on an undeclared strike from May 8, 2012, throwing most international and some domestic operations of the airline out of gear as pilots reported sick en masse. Apparently, the IPG has resorted to an unofficial strike in response to the decision by the management to include pilots of the premerger domestic carrier for conversion on to the Boeing 787 Dreamliner; as in their view, it would seriously impinge on their career progression.

While the strike last year may have drawn a modicum of public sympathy, the strike beginning May 8, in which the public sector undertaking has lost hundreds of crores of rupees and international operations in complete shambles aggravating further the irredeemable financial mess the airline is in.

At the time of writing, the strike has entered the fourth week with no end in sight to the stalemate. It is clear that the Indian taxpayer can no longer afford Air India. But do we have a Lee Kuan Yew in the political leadership to rid the nation of the massive millstone around its neck? SP www.spsaviation.net

Military Helicopter

engine power: Sikorsky VH-3D Sea King helicopter (left) and eurocopter Fennec as550C3

Twin vs Single Photographs left to right: marines.mil, eurocopter

The world record for highest landing and take-off was created by a single-engine AS350B3. Incidentally, the AS350B’s another version, AS550C3 Fennec—one of the two shortlisted helicopters for India’s 197 light utility and RSH acquisition programme is also similarly powered—by a single 500 kW (671 shp) Turbomeca Arriel 2B turbine engine.

O

f late, the oft debated quesferent for airplanes compared to

By Air Marshal (Retd) tion and resulting preference helicopters. To maintain control V.K. Bhatia for twin/multi-engine fixed wing of an airplane, its airspeed must aircraft seems to have permestay above the stalling speed of ated in the rotary wing domain the wing until ground contact. Detoo. The preference for more pending upon the design features than one engine hinges on the general belief and performance characteristics that there is greater safety in numbers. But of the airplanes in question, the unlike the fixed wing aircraft, whether having more than speeds could vary vastly from 40-50 to 100-120 knots. Typione engine on helicopters provides the additional safety or cally, some jet fighters of the yore had landing speed in excess not is itself a matter of great debate. Why? Because, before of even 150 knots, but jet fighters as a rule are also equipped we consider the pros and cons of twin-engine versus single- with ejection seats enabling the crew to safely egress from engine machines in the rotary wing domain, there is an ap- a stricken aircraft, if required. For others, a forced or emerparent need to understand the fundamental differences on gency landing required a clear approach, either to a landhow the rotary wing aircraft respond to power loss vis-à-vis ing strip or a cleared flat ground as a possible landing site. their fixed-wing siblings.

Any obstructions (trees, buildings, fences or ground irreguIt is well known that if an engine power loss/failure oc- larities) if impacted by the powerless aircraft would result in curs, the resulting emergency landings are significantly dif- significant crash forces causing injuries/fatalities.

Issue 6 • 2012 SP’S AVIATION 31

Photograph: Agusta westland

Military Helicopter Conversely, helicopters because of their unique vertical take-off and landing (VTOL) flying characteristics require a little more room than the size of the aircraft for an unpowered emergency landing. This is because the helicopter can descend under control after engine failure in a condition called ‘Autorotation’, whereby the pilot decreases the pitch of the main rotor blades to allow them to be rotated by the air flowing upwards through the rotor arc (or disc), similar to the action of wing on a windmill. The spinning main rotor— to understand it in a layman’s language—acts somewhat like a parachute while the aircraft is flown at a highly manageable speed of around 40-60 knot, and maintain a near-constant descent rate. The pilot retains full control of the aircraft and is able to select the most appropriate landing site, especially if the aircraft was flying at a reasonable height above the ground, prior to the engine failure. Nearing the landing site, the pilot flares the aircraft in a nose-up attitude and increases the pitch of the rotor blades, which increases lift.

This, under ideal conditions (handled correctly by a welltrained pilot), allows the descent and forward speed to be slowed to near zero before ground contact to allow a gentle touch-down with no injuries to the occupants or structural damage to the helicopter.

The above is illustrative of the fact that because of its unique capability to land vertically with zero forward speed; even in the case of engine failure, helicopters have to be treated differently vis-à-vis the fixed wing aircraft when dealing with the question of power plant(s) installations. In the case of fixed wing aircraft, especially those being used for commercial purpose, it would be desirable to have a minimum of two engines enabling safe recovery of the aircraft in case of failure of one engine. In case of the passenger-carrying airliners, this argument is refined further by not only taking into account the thrust availability with one engine quitting to maintain safe flight, but also in trying to achieve near parity between V-one and V-two speeds, to ensure 100 per cent safety factor in the event of an engine failure at the most crucial point of ‘unsticking’ on take-off roll.

The helicopters on the other hand should be ‘engined’ depending on their missions coupled with all up weight (AUW) alone because of their in-built capability to be able to land safely, practically anywhere in the event of an engine failure.

The only exception would be when for extreme safety considerations of the occupants onboard, there is a mandatory requirement for the helicopter to return to a predetermined safe launch/recovery helipad. It is on these grounds that helicopters have been categorised into three performance classes. These in the ascending order are as follows: • Performance Class 3: Refers to all single-engine helicopter operations; which require an emergency landing after engine failure.

• Performance Class 2: Refers to twin/multi-engine helicopters that are capable of continuing flight after one engine fails except that a forced landing would be required following an engine failure between take-off and transition to safe forward speed and in reverse to landing.

• Performance Class 1: Includes twin/multi-engine helicopters that are capable of continuing flight with one engine inoperative regardless of when the engine fails.

It may be noted that the current ‘Marine One’, VH-3D Sea 32 SP’S AVIATION Issue 6 • 2012

King twin-engine VVIP-configured helicopter used by the US President would fall in Class 1 category. A turn-of-the-decade search for a suitable replacement through a VXX competition had zeroed in on Lockheed Martin VH-71 Kestrel helicopter which is a derivative of triple-engined AgustaWestland AW101, but was rejected on account of costs overrun. Interestingly, AgustaWestland AW101 has been selected for the Indian Air Force’s ‘VIP Communication Squadron’ which is entrusted with the task of meeting rotary-wing air transport requirements of India’s VVIPs such as the President and the Prime Minister.

It is obvious that it is generally the weight category which determines the number of engine that a particular type of helicopter carries. The helicopters are generally divided into three AUW categories viz. light, medium and heavy. If one was to look at all the helicopter types across the board, one discov-

exceptionally powered for vvips: triple engined AW101 from AgustaWestland

ers that the smaller helicopters are mainly single engine helicopters whereas the medium and heavy helicopters are nearly all twin-engine with the exception of a few, which also carry a triple-engine configuration. The only helicopter type that comes in both single and twin-engine versions is the Eurocopter AS350 (single engine) and Eurocopter AS355 (twin engine) helicopters with the latter incurring an increase of nearly 30 per cent in acquisition price tag, and much greater maintenance and life-cycle costs.

Finally, it is worth noting that the most arduous tasks such as high altitude maintenance and search and rescue operations are conducted by single-engine helicopters such as Cheetahs in the Indian scenario and Eurocopter AS350 ‘Squirrels’ or ‘Ecureuils’ in the European Alps region. The world record for highest landing and take-off was also created by a single-engine AS350B3 when on May 14, 2005, Eurocopter’s test pilot Didier Delsalle landed on top of the Mount Everest at a height of 8,850 metres (29,035 ft). Incidentally, the AS350B’s another version, AS550C3 Fennec— one of the two shortlisted helicopters for India’s 197 light utility and reconnaissance and surveillance helicopter (RSH) acquisition programme is also similarly powered—by a single 500 kW (671 shp) Turbomeca Arriel 2B turbine engine. SP www.spsaviation.net

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Exponential

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The Future UAS would be capable of multitasking, though their classification based on size and weight would continue to govern their immediate employability. But it is the data link integration which will be vital for interoperability and rapid sharing of intelligence.

Photographs top: Selex galileo, left to right: Lockheed martin, boeing, safran

Lockheed Martin Lockheed Martin’s K-MAX unmanned cargo helicopter helps reduce the number of truck convoys and the troops that protect them – on the dangerous roads of Afghanistan. Unmanned aerial systems Desert Hawk III enables soldiers to see what’s over the next hill, while persistent surveillance platforms like PTDS, high altitude airship, hybrid air vehicle and ISIS can keep eyes in the sky over vast areas for weeks, months and even years. • Lockheed Martin K-Max

Boeing ScanEagle

Boeing A160

Boeing A low-cost, long-endurance autonomous unmanned vehicle, Boeing’s ScanEagle has been developed by Boeing and the Insitu Group. ScanEagle is based on Insitu’s Seascan miniature robotic aircraft and draws on Boeing’s systems integration, communications and payload technologies. ScanEagle carries either an inertially stabilised electro-optical or an infrared camera.

The gimbaled camera allows the operator to easily track both stationary and moving targets, providing real-time intelligence. Capable of flying above 16,000 feet, the UAV has also demonstrated the ability to provide persistent low-altitude reconnaissance.

The Boeing Joint Unmanned Combat Air System (J-UCAS) X-45 is the first highly autonomous, unmanned system specifically designed for combat operations in the network-centric environment of the 21st century. The Defense

34 SP’S AVIATION Issue 6 • 2012

Advanced Research Project Agency, the US Air Force, and Boeing have completed the first two demonstration blocks on the X-45A and are developing the X-45C. The X-45C will fly high-risk operational missions and deliver precision weapons on target. Controlled by either line-of-sight or satellite communications, the X-45 is highly adaptable to changing battle conditions.

Boeing’s A160 Hummingbird unmanned aerial vehicle looks like a helicopter but is unlike any other helicopter on the market today. It can reach higher altitudes, hover for longer periods of time, go greater distances and operate much more quietly than current helicopters. And it features a unique optimum speed rotor technology that enables the Hummingbird to adjust the RPM (revolutions per minute) of the rotor blades at different altitudes and cruise speeds. •

Sagem Sagem’s tactical Sperwer Mk.II UAV system is a combat-proven tool to provide accurate observation, threat detection, direct support and target designation to land forces engaged in external operations. The Sperwer tactical UAV system (also known as SDTI by the French Ministry of Defense) is used on a daily basis in combat operations in Afghanistan and in other theatres of operation outside NATO. The Sperwer Mk.II is launched in automatic mode by a catapult and recovered with a parachute. It can then be operated very close to the area of operations, for example, in a forward operational base (FOB) deprived from take-off and landing infrastructures. • Sagem Sperwer

www.spsaviation.net

Military Unmanned

By Air Marshal (Retd) B.N. Gokhale

I Rotary wing: Selex Galileo Drako

Elbit’s Skylark ile

Photographs left to right: elbit systems, iai, bae systems, Alenia Aermacchi

Elbit A battle proven man-portable high performance mini-UAS, Skylark ILE is a highly covert UAS enabling intelligence surveillance and reconnaissance (ISR) missions, delivering actionable, high resolution video in real time to its easy to use mini ground control system and to forwardly deployed forces via remote video terminals (RVTs).

The system is man-portable and can be deployed by dismounted teams or in vehicle based mobilisation / deployment configurations including on-the-move operation.

A unique electrically propelled tactical UAS combining silent electric propulsion with a high quality EO/IR/Laser payload, Elbit’s Skylark II is capable of flying covertly at low altitudes and under cloud cover. It provides day and night target detection, positive identification and continuous tracking undetected. The electric propulsion of the air vehicle reduces the need for air vehicle refuelling and engine maintenance. •

IAI Israel Aerospace Industries (IAI) Mini Panther tilt-rotor unmanned air system (UAS), powered by three electric motors and with a maximum take-off weight of 12 kg (26 lb), the Mini Panther uses an automatic flight control system to manage the transition between its hovering take-off phase to forward flight and back for landing.

Ghost is a vertical take-off and landing miniature unmanned vehicles from IAI Malat. The Ghost, 145 cm long (4.76 ft) vehicle designed specifically to support special operations units and company level infantry operations. Its aerodynamic configuration and twin-rotor propulsion system contributes to high stability in hovering mode, and effective station keeping even in strong sidewinds and gusts.

IAI’s butterfly sized unmanned vehicles are going to be another game changer. It weighs no more than 20 grams and can take colour images and relay them back to ground control in real time. • IAI Ghost

t is interesting to note the difference in nuances ascribed to the term unmanned aircraft systems (UAS). While the ‘pilotless’ platforms are known by many names such as drones, remotely piloted vehicles (RPV), unmanned aerial vehicles (UAV), etc to name a few, these did not reflect the significance of other support and equally vital systems such as the ground control stations, data links and payloads, etc. Hence, a more comprehensive term of UAS. This reflects the need for not only interdependence but also for future developments in all the associated systems than just the platform. Interestingly, the inclusion of the term ‘aircraft’ in UAS emphasises that regardless of location of the pilot and flight crew, the operations must comply with the same regulations and procedures as for those manned aircraft with the pilot and flight crew onboard. The official acronym, UAS, is also used by the International Civil Aviation Organisation (ICAO).

BAE taranis

Alenia Aermacchi

BAE Systems BAE’s Taranis concept is to see if an autonomous and stealthy unmanned aircraft capable of striking targets with real precision at long range, even in another continent, is even possible. It is an unmanned combat aircraft system (UCAS) advanced technology demonstrator. About the size of a BAE Systems Hawk Jet, Taranis is jointly funded by the UK MoD and UK industry and is managed by the UK MoD’s Unmanned Air Systems Project Team in the Defence Equipment and Support organisation based in Bristol. Taranis was formally rolled out in July 2010. •

Alenia Aermacchi UAS’ main activities are focused on the development of technological demonstrators such as Sky-X, Sky-Y, and nEUROn and on research and development of advanced medium altitude long endurance (MALE) products.

The Sky-X is the first UAV technological demonstrator developed by Alenia Aermacchi. In June 2008, the Sky-X set a new record taking-off from the Italian Air Force’s Amendola base, in the Puglia Region, it completed for the first time in the world, a series of join-up manoeuvres with another airplane to simulate a flight-refuelling operation, in a completely automated way. The Sky-Y has been specifically developed as demonstrator of innovative techniques and technologies for MALE-class UAV. • Alenia Aermacchi Sky-Y

Issue 6 • 2012 SP’S AVIATION 35

Military Unmanned It is in this context that the USAF’s UAS Flight Plan 20092047 documents future developments in all spheres of platforms, navigation, control systems and equally importantly doctrine and the human resource requirements. The document envisions ‘automated, modular, globally connected and sustainable multi-mission UAS’, which would result into a ‘leaner, more adaptable and efficient air force that maximises its contribution in the Joint Force’.

As we look beyond the centenary of unmanned aircraft in 2018, one does not envisage changes to some of the basic combat and combat support roles. The UAS would continue to provide surveillance and reconnaissance in different spectrums, electronic warfare (EW), information warfare (IW) and strike capability with use of UCAV, logistics and transportation, and radio relay as an important element of network-centric warfare. As a spin-off, a number of applications in the civilian domain for mapping natural resources, disaster management and transportation of men and material to remote areas, would also continue to be the focus of the future roles of UAS. Undoubtedly, the future for UAS is bright with technological strides expected in many complementary systems. As prophesised by the Moore’s law, the ongoing exponential growth in computing power would bring about unimaginable improvements in robotics and artificial intelligence. The hitherto inaccessible spectrums in radio, radar and laser would allow

Northrop grumman X-47B

Photographs clockwise: Dassault aviation, AeroVironment, Northrop grumman

Northrop Grumman Northrop Grumman’s X-47B is a tailless, strike fighter-sized unmanned aircraft currently under development

by Northrop Grumman as part of the US Navy’s Unmanned Combat Air System Carrier Demonstration (UCAS-D) programme. Under a contract awarded in 2007, the company designed, produced and is currently flight testing two X-47B aircraft. In 2013, these aircraft will be used to demonstrate the first carrierbased launches and recoveries by an autonomous, low-observable relevant unmanned aircraft.

The Euro Hawk developed and built for the German Ministry of Defence, is the first international derivative of the combat-proven, high-flying RQ-4 Global Hawk HALE UAS. It is also Northrop Grumman’s first trans-Atlantic cooperation with Germany and EADS Deutschland GmbH, operating through Cassidian, the defence and security division of EADS.

Based on the Block 20 configuration, Euro Hawk will be equipped with a new signals intelligence (SIGINT) mission system developed by Cassidian, providing standoff capability to detect electronic intelligence (ELINT) and communications intelligence (COMINT) emitters. With a wingspan larger than a commercial airliner, endurance of more than 30 hours and a maximum altitude of more than 60,000 feet, Euro Hawk is an interoperable, modular and cost-effective replacement to the aging fleet of manned Breguet Atlantic aircraft, which have been in service since 1972 and was retired in 2010.

Bat is Northrop Grumman’s family of affordable, medium altitude, multimission unmanned aircraft systems.

This product line can be configured with differently-sized fuel tanks and different sensor payloads to meet ever-changing tactical missions, including intelligence, surveillance, reconnaissance, target acNorthrop Grumman bat

36 SP’S AVIATION Issue 6 • 2012

BAE & Dassault’s Telemos

payload permeability through foliage and walls for providing total transparency in the battlefield equally vital during antiterrorist operations. Meanwhile, advances in materials and in micro and nano-sized technologies would provide better energy efficiency to provide further ranges and longer endurance.

Northrop Grumman Firebird

Aerovironment Nano Hummingbird

AeroVironment

quisition and communications relay.

The company’s Firebird is a new breed of aircraft system that increases real-time data collection through simultaneous use of multiple intelligence, surveillance, reconnaissance (ISR) and communications sensor payloads on a single platform. The system was designed for either manned or unmanned flight. The data that Firebird gathers is placed into a single tool that allows users to easily exploit the data to make decisions. •

Since the introduction of Pointer in 1986, AeroVironment has developed many unmanned aircraft systems and the Raven, Puma AE and Wasp systems continue to set the standard for what small UAS can accomplish in the most challenging conditions.

AeroVironment has accomplished a milestone­­—controlled precision hovering and fast-forward flight of a two-wing, flapping wing aircraft that carries its own energy source, and uses only the flapping wings for propulsion and control. It is part of the contract awarded by the Defense Advanced Research Projects Agency to design and build a flying prototype “hummingbird-like” aircraft for the nano air vehicle programme. The final concept is called the ‘Nano Hummingbird’ and is capable of climbing and descending vertically, flying sideways left and right, flying forward and backward, as well as rotating clockwise and counter-clockwise. • www.spsaviation.net

Photograph: Selex galileo

Military Unmanned

Selex CREX-B

In the ongoing Operation Enduring Freedom, one has witnessed with telling effect, the use of armed UAS in Afghanistan and in parts of Pakistan, latter not really a pronounced battle zone. Such ability to operate in restricted contested area is certainly a battlefield enabler, which one wish IAF could have possessed during the Kargil operations.

IAF combat aircraft were then constrained in their attack

profiles, not being allowed to cross the LAC. Operations in such confined combat zones would be further enhanced with micro and nano-sized swarms of UCAVs. Since the unmanned aircraft is not limited by human performance or physiological characteristics, sustained persistence and manoeuvrability can be availed with use of UAS. Higher endurance using solar energy, fuel cells, etc is also not limited to human endurance. At present such UAVs are already being flown. To absorb newer technology, the structures would be made of light weight stealth materials and modular in nature to ensure easier maintenance and logistics support.

Future UAS will require access to an interoperable and responsive network system capable of sharing actionable information. Open architecture is already a ‘mantra’ for all such network systems, which will undergo rapid changes with future technologies. The USAF is working towards operationalising global information grid (GIG) along with tactical sub-systems to ensure interoperability. USAF is also planning on newer tools for visualisation, data archiving, tagging and auto tracking necessitated with over a million hours being flown every six months in various theaters of conflict.

The future UAS would be capable of multi-tasking, though their classification based on size and weight would continue to govern their immediate employability. But it is the data link integration, which will be vital for interoperability and rapid sharing of intelligence. Network management is one core area, which the IAF and other two services need to ad-

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Issue 6 • 2012 SP’S AVIATION 37

Military Unmanned dress urgently for the bandwidth availability, EMI/EMC and for sharing of data without delays. It is possible that in the foreseeable future with advances in artificial intelligence, we will witness a futuristic integrated, autonomous, unmanned combat system, which would incorporate features of both the unmanned aircraft system and an unmanned ground system. If I may call it the unmanned ground and aircraft combat system (UGACS), which will fly, land vertically, furrow, burrow, attack and fly back to home country.

For us in India, such bright future for the UAS will have its share of difficulties in research and development, adequacy of bandwidths, airspace management, data management and interoperability. According to Defence Research and Development Organisation (DRDO) chief Dr V.K. Saraswat, by 2030, the percentage of the manned fleet will have been reduced significantly. But it depends very much on how smart and intelligent we can make these systems. He highlighted the Nishant UAV, Rustom-1 MALE UAV, and the Indian unmanned strike air vehicle (IUSAV)—the country’s classified UCAV programme, based on a stealth flying wing design similar to existing stealth UCAVs like the Neuron and Taranis. The IUSAV would enter service in 10-15 years, and would operate alongside a solar-powered HALE UAV under development with HAL. It is incumbent upon the services to bring out an action-

Photographs clockwise: Qinetiq, Dassault Aviation, selex galileo

able joint document in collaboration with the DRDO, Indian Space Research Organisation (ISRO), Directorate General of Civil Aviation (DGCA), Ministry of Home Affairs (MHA) and the Ministry of Defence (MoD) to chart out a comprehensive indigenous blueprint for UAS operations till 2030. This will go a long way in planning for not only the technologies but also induction and training of future operators. SP

Dassault Aviation nEuron UCAV demonstrator

Selex Galileo ASIO

Dassault Aviation

Selex Galileo Selex Galileo provides a number of Mini/ Micro UAS, with rotary wings as ASIO, DRAKO and SPYBALL and fixed-wing as CREX-B. The CREX-B, a multi-configuration micro-mini fixed wing UAS, is characterised by an innovative pitch and motor controller that allows it to be easily hand launched by the operator with a short/vertical hand release method. The UAS can also be launched from a bunker or from inside a vehicle without exposing the operator as a large open space is not required for launch.

The ASIO-B is a fully automatic electrical vertical take-off and landing (VTOL) UAS specifically designed for “hover and stare” and surveillance roles. It carries a 1.8 kg

Solar-powered: QinetiQ’s Zephyr HALE UAS

payload and has an endurance over 30 minutes with a MTOW of 6.8 kg. The ASIO-B can be operated in automatic or semi-automatic modes and is programmed through its ground control station. The SPYBALL-B is a Micro VTOL UAS specifically designed for over the hill intelligence with a MTOW of 2 kg and an endurance of 30 minutes.

The ducted fan feature increases system safety and robustness. The DRAKO MICRO UAS is a quad-rotor electrical system designed for commercial and security operations such as law enforcement, emergency response, disaster control and management, SAR, environmental monitoring and other requirements. •

38 SP’S AVIATION Issue 6 • 2012

The Neuron UCAV Demonstrator is led by the French Dassault Aviation, based on the Swedish Saab, Alenia Aermacchi Italian, Spanish EADS-CASA, the Greek HAI and RUAG of Switzerland. Dassault, the prime contractor for the programme, has made contributing to the stealth elements (edges, trailing edges, air intake, …) on its sites of Argenteuil and Biarritz, while carrying out the assembly of the drone in Istres. Saab has provided the forward fuselage and central rear section HAI, RUAG release of the pantograph arms, the two EADS-CASA and Alenia halfwing doors of the two arms to hold.

Alenia Aermacchi is a first-level

partner with responsibility of design and production of the electric power generation and distribution; of the air data system (sensor for flight parameters and algorithms); of the low-observability components and, above all, of the integrated weapon system with full autonomy of submarine operations, the smart integrated weapon bay (SIWB).

BAE Systems and Dassault Aviation have joined hands to meet the United Kingdom and French Governments requirement for a next generation MALE UAS Telemos programme. Telemos is named after a mythical cyclops having long-range vision. • www.spsaviation.net

Military Unmanned

AAI Shadow 200

Photographs left to right: def.gov, saab group, qinetiq, Honewell

AAI Textron Systems AAI’s Shadow tactical unmanned aircraft system is the US Army and Marine Corps cornerstone intelligence-gathering system, the Shadow 200. The Aerosonde small UAS is a unique unmanned aircraft for military, civil, meteorology, and scientific operations in challenging environments from the tropics to the Arctic.

Likewise, AAI’s universal ground control station (UGCS) is a miniature unmanned aircraft with quiet electric operation and fast, easy launch and recovery.

Lockheed Martin has recently conducted the first launch of a Shadow Hawk precision-guided weapon recently from a Shadow 200 unmanned aircraft system (UAS). Shadow Hawk is an 11-pound class, 2.75-inch-diameter, 27-inch-long drop-glide weapon. Its low weight enables the Shadow UAS to maintain longer time-on-station for performing critical reconnaissance, surveillance and target acquisition operations. •

Saab Saab’s Skeldar is a versatile system for a wide range of applications such as reconnaissance, identification, target acquisition and electronic warfare. Skeldar maritime provides fleets with situational awareness by scouting ahead and identifying potential threats. The UAS is designed to provide real-time intelligence and surveillance as a force multiplier.

With its agile flight performance and wide range of surveillance systems, Skeldar lets you see what is over the horizon.

Likewise, Skeldar V-200 civil security helps assess what situation lies ahead. It provides teams with situational awareness by searching an area for those who may be in danger and hard to reach. It has the ability to stay in the air for several hours allowing one to see, act and save lives. • SAAB Skeldar V-200

QINETIQ Zephyr

Honeywell

QinetiQ QinetiQ’s Zephyr high-altitude longendurance unmanned aerial system (HALE UAS) programme has resumed flight testing and payload evaluations in Yuma, Arizona. The Zephyr concept is designed to offer solar-powered, persistent coverage with continuous mission durations of up to three months at a revolutionary low-cost per flight hour. Capable of carrying a variety of payloads, the applications of the system include wide area surveillance, communications relay, specific target monitoring, antipiracy efforts, route monitoring, counter-IED, border security, and local area security. An ultra-lightweight carbonfibre aircraft, Zephyr weighs less than 100 pounds with a wingspan of up to 75 feet. It is solar powered during the day using United Solar Ovonic amorphous silicon arrays and at night it is powered by lithium-sulphur batteries supplied by the SION Power Corporation. •

Honeywell’s T-Hawk micro air vehicle (MAV) is a modular, scalable family of systems that offers unprecedented situational awareness in both urban and open terrains. Featuring vertical takeoff and landing, the lightweight and portable T-Hawk is a combat-proven unmanned micro air vehicle that can be quickly deployed. T-Hawk is easy to assemble and can be airborne within 10 minutes.

It is simple to fly with minimal training.

With unique hover and stare capability, T-Hawk supports advanced intelligence, surveillance, and reconnaissance (ISR) with real time video documentation. • Honeywell T-Hawk

Issue 6 • 2012 SP’S AVIATION 39

Military Diplomacy

Air Chief Marshal N.A.K. Browne, Chief of the Air Staff, presenting the IAF souvenir to General Jean-Paul Paloméros, Chief of Staff of the French Air Force, during his four-day goodwill visit to France.

Chief Flies Rafale Photographs: Indian air force

Air Chief Browne had a one-hour sortie in the Rafale aircraft, demonstrating the IAF’s keenness in acquiring the aircraft

A

ir Chief Marshal N.A.K. Browne flew the Rafale aircraft, during his four-day goodwill visit to France from May 21-25. The Chief’s one-hour sortie in the aircraft, demonstrated the eagerness of the Indian Air Force (IAF) in acquiring the medium multi-role combat aircraft (MMRCA) at the earliest. The Chief visited the Rafale Squadron to get a first-hand impression of the aircraft as also to see Rafale’s production facilities to review the progress of the various projects being carried forward as joint ventures between the two countries.

The Air Chief met Chief of Staff of the French Air Force, General Jean-Paul Paloméros, who had come on a visit to India in September 2011, wherein he had also visited some

40 SP’S AVIATION Issue 6 • 2012

of IAF’s airbases including Jaisalmer and Gwalior.

Browne also met Jean-Yves Le Drian, the new French Defence Minister; Admiral Édouard Guillaud, French Chief of Defence Staff; Ingenieur Général de l’Armement (IGA) Laurent Collet-Billon, Director General of the French Defence Technology and Procurement Agency (DGA). The visit aimed at expanding the already robust bilateral military-to-military ties between the two countries and was very significant as it was the first high level official visit from India to France after the new government took office. He also visited Cognac, Istres and St. Dizier airbases of the French Air Force (FAF).

The IAF Chief also interacted with the IAF team currently in France for the Mirage 2000 aircraft upgrade programme. SP www.spsaviation.net

Military Diplomacy

Air Chief Marshal N.A.K. Browne, Chief of the Air Staff, and General JeanPaul Paloméros, Chief of Staff of the French Air Force, during the Guard of Honour in Paris.

Air Chief Marshal N.A.K. Browne, Chief of the Air Staff, after a sortie in the Rafale Aircraft at St. Dizier Airbase. Also seen in the picture are commandant (Squadron Leader) Kubiak Thierry, Commander of the Rafale Squadron and General Jean-Paul Paloméros, Chief of Staff of the French Air Force.

Issue 6 • 2012 SP’S AVIATION 41

Military IAF’S C-130J

Group Captain Tejbir Singh, Commanding Officer, Hercules Squadron, and crew being received by Air Force Officials at Car Nicobar airbase

Big Leap Photograph: Indian Air Force

C-130J Super Hercules lands at Car Nicobar Air Force Station

I

n yet another accomplishment, the C-130J Super Hercules aircraft touched down at Air Force Station, Car Nicobar on May 28, 2012, on its maiden flight to the island airbase. After almost six-hour-long flight from Air Force Station Hindon, Group Captain Tejbir Singh, Commanding Officer of the Hercules Squadron accomplished the task of landing at Car Nicobar Airbase. The crew was received by the Chief Operations Officer Wing Commander Sanjay M. Nijai. The Chief Staff Officer (CSO) Operations HQ Andaman & Nicobar Command, Air Commodore T.K. Sinha was also present on the occasion. For some, it was just yet another landing. In fact it marked a big leap for the Indian Air Force in projecting its strategic reach even at 42 SP’S AVIATION Issue 6 • 2012

this remote and far-flung island base of the Indian Air Force.

The C-130J is one of the latest warbirds with state-ofthe-art avionics and defensive suites. This aircraft has the ability to execute special operations which shall involve not only the Air Force elements but also Army and Naval forces to achieve the assigned task by displaying a great synergy between them. This also showcases the IAF’s ability and operational infrastructure to induct a variety of forces and technology. This endorses the vision of the planners to induct the magnificent machine into IAF. It was a proud and historic moment for IAF, which will go down the annals of the Air Force’s only island base rightfully known as ‘Commendable Carnic’. SP www.spsaviation.net

Hall of Fame

A

pril 16, 1912, dawned cold and grey over Dover, England. Harriet Quimby stood shivering slightly in a windswept field, her gaze shifting uncertainly from her gleaming aircraft to the bleak sky.

On a clear day, she could have spotted Calais, France, just 22 miles away.

Not today, though. A small crowd had gathered, wondering if Harriet would really become the first woman to fly across the English Channel. Harriet had never flown long-distance over the sea. Louis Blériot, the first pilot to cross the Channel, in July 1909, had loaned her a Blériot XI—one of the trickiest planes he ever designed. A friend taught her to use a small compass and reminded her sternly that if she strayed even five miles off course she could probably disappear in the icy waters forever. Anyone less determined might have called off the attempt.

But Harriet later wrote, “I was annoyed from the start by the attitude of doubt on the part of the spectators that I would never really make the flight. They knew I had never used the machine before and probably thought I would find some excuse at the last moment to back out of the flight.

This attitude made me more determined than ever to succeed.”

Harriet Quimby was born in Michigan, USA, in 1875, of farming stock. In 1903, she joined Leslie’s Illustrated Weekly in New York and quickly became famous as one among the country’s first women reporters. Over the next nine years, more than 250 of her articles were published.

Her interest in machines and speed perhaps made it inevitable that she would be enticed by flying. Although not a vocal feminist, she had a strong conviction that women, given half a chance, could fly just as well as men. In October 1910, she met John Moisant, who had been Blériot’s student and ran a flying school. Unlike the Wright brothers, who declined to teach women to fly, Moisant agreed to take Harriet on. She had a natural talent for flying and excelled under his training.

Within four months, she appeared for

the Fédération Aéronautique Internationale licence and on August 1, 1911, became the first licensed female aviator in the United States. She was the second woman in the world to be so qualified.

Harriet soon joined the exhibition circuit and seemed in a hurry to set more flying records. Tall, slim and strikingly attractive, she immediately

Harriet Quimby (1875 - 1912)

America’s First Lady of the Air lost her life just 11 months after she learned to fly. But her brief spell had a major influence on the role of women in aviation. She once said,“Flying is a fine, dignified sport for women; it is healthy and stimulates the mind.” captured the public’s fancy. Instead of using men’s flying clothing, she designed a costume of purple, woolbacked satin, with a cowl hood of the same fabric. In September 1911, during a moonlit night, she flew over a crowd of 15,000 spectators in New York, becoming the first woman ever to pilot a plane at night. Later, during a

flight in Mexico, when her engine suddenly quit, she calmly glided back to a safe landing.

On that dreary April morning at Dover, as Harriet fired up the engine of the Blériot—a 50-horsepower singleseat monoplane—she recalled the last few months. She had kept the planned exploit secret because she feared another woman might try to get in before her. She also felt that people might try to stop her because of the dangers involved. Finally, she took off.

Flying at altitudes between 1,000 feet and 2,000 feet in freezing cold and thick fog, she had to rely solely on her compass for navigation. Just 59 minutes later, she put the aircraft down safely at a beach some miles from Calais, becoming the first woman to fly across the English Channel. Sadly, her feat was swamped by the tidal wave of media attention devoted to the sinking of the “Titanic” the previous day. Many years later, Amelia Earhart would write: “To cross the Channel in 1912 required more bravery and skill than to cross the Atlantic today.”

Harriet Quimby’s flying career did not last much longer. On July 1, 1912, during the Annual Boston Aviation Meet, she took off with a passenger and climbed to 1,500 feet. Suddenly, to the horror of the onlookers, the aircraft pitched sharply downwards. The passenger fell out and plunged to his death. Seconds later, Harriet was also fatally flung out. The cause of the accident was never fully explained. Did a cable get entangled in the steering mechanism, causing her to lose control? Did she suffer a momentary concentration lapse and the marginal stability of the Blériot do the rest? And why were they not wearing seat belts? Whatever the explanation, “America’s First Lady of the Air” lost her life just 11 months after she learned to fly. But her brief spell had a major influence on the role of women in aviation. She once said, “Flying is a fine, dignified sport for women; it is healthy and stimulates the mind.” Is anyone listening? SP —Group Captain (Retd) Joseph Noronha, Goa Issue 6 • 2012 SP’S AVIATION 43

Digest

news

BY SP’s Special Correspondent HAL signs tripartite ­contract for MTA project

Following criticism of delays, the Hindustan Aeronautics Ltd (HAL) has signed a tripartite general contract with United Aircraft Corporation-Transport Aircraft (UAC-TA), their Rus­ sian partner and their JV, Multirole Transport Aircraft Ltd (MTAL) for the multi-role transport aircraft (MTA) project.

HAL will carry out the design & development of its work share of MTA at Aircraft R&D Centre at Bangalore while its Transport Aircraft Division (TAD) at Kanpur will manufacture the prototypes. Serial production will take place at Kanpur where dedicated facilities are being set up. HAL's other R&D centres and manufacturing divisions will share development of systems and LRUs and manufacture of components, sub-assemblies and composite structure.

The Indian and Russian Governments had earlier signed an Inter-Governmental Agreement for joint design, development and production of MTA on 50:50 sharing basis and had decided to form a JV between HAL, UAC-TA & Rosoboronexport to execute the project. The primary objective is to achieve self-reliance in design and development and production of aircraft of this size and also to manage the programme with international collaboration and a large number of global suppliers.

The aircraft will be designed for the roles of cargo/troop transportation; para-drop/air drop of supplies including low altitude parachute extraction system (LAPES). The joint effort seeks to meet a requirement of 100 aircraft for the Russian Air Force, 45 aircraft for the IAF and 60 for export. Total requirement for the present is 205. •

Six LCA Squadrons by 2022 It has been revealed that the Indian forces will induct six squadrons of the indigenous LCA Tejas by 2022—or by the end of Thirteenth Five Year Plan period.

Revealing this in Parliament, Defence Minister A.K. Antony said, "There has been delay in the manufacturing of indigenous light combat aircraft (LCA) Tejas.

This is a design and development project and the Aeronautical Development Agency (ADA) is the nodal organisation for the development of light combat aircraft, Tejas. The initial operational clearance-1 (IOC-1) for the Tejas has been achieved on January 10, 2011. Currently, LCA development activities leading to final operational clearance are in progress. The deliveries of aircraft are scheduled in the Twelfth Five Year Plan period.

It is planned to induct six LCA squadrons by the end of Thirteenth Plan."

Six squadrons is a much lower figure than the programme originally envisaged, since it was intended as a MiG21 replacement. While official estimates do not exist, HAL sources say the IAF and Navy were expected to order a total of at least 400 aircraft for the project to be anywhere close to viable. The Air Force currently has 48 LCAs on order—eight limited series production (LSP) aircraft and 40 LCA Mk.I. In January last year, the IAF asserted that it had projected a need for 83 LCA Mk.II aircraft, powered by the more powerful GE F414 turbofan engine. This adds up to a total of 131 aircraft for the IAF. The Navy recently received clearance for the induction of nine LCA Navy Mk.I aircraft, but is expected to order at least 30 of the Mk.II variant. This still adds up to only 171 aircraft from the indigenous programme. •

44 SP’S AVIATION Issue 6 • 2012

India to order Honeywell engines for Jaguar?

The Honeywell F125 IN t­ urbofan is on offer as a replacement engine for the IAF's Jaguar deep penetration strike aircraft fleet.

Last year, the Indian Government scrapped the Jaguar reengine effort after Rolls-Royce pulled out, leaving a single-vendor situation—an unviable position in competitive contracting.

While HAL has been known to jump the gun before, it is possible that the government is negotiating a foreign military sales (FMS) contract for the new Honeywell engines, and sidestepping a competition repeat. Last year, the IAF had ruled out the proposition of an engine upgrade (which is what Rolls-Royce's offer effectively was); leaving only Honeywell in the reckoning. • Soon, an unmanned Hansa

The indigenous Hansa general purpose trainer aircraft could soon have an unmanned avatar. Maker of the all-composite aircraft, the Bangalore-based National Aerospace Lab (NAL), has tied up with private Indian player Kadet Defence Systems Ltd to spin off an optionally unmanned version of the Hansa.

The aircraft, which first flew in 1993, and is now flown at six flying clubs across the country, has failed to make headway into India's armed forces as an ab initio trainer, one of its stated profiles.

The proposition of an unmanned version throws up the possibility of military use, perhaps as a tactical surveillance drone or for special missions. It is also suitable

for night flight operations. NAL is also looking to develop a fully new tactical UAV with Kadet Defence, though it is not known if this will be on a ready-made platform. The company already has UAVs, including the flying wing Firebee, and has pitched its Javelin-X products to the Army for a pilotless target aircraft requirement. • IAF looks for all-terrain light strike vehicles for special ops

After the Army expressed interest in similar equipment a few months ago (Reported in SP's Land Forces, Page 37, Issue 2 of 2012), the Indian Air Force is looking to procure an undisclosed number of all terrain light strike vehicles (ATLSVs) to operate as "offensive weapon platforms in all terrain configurations to meet special operations requirements of a small team". Like the Army, the IAF is principally looking at a high-mobility platform, with 3,500 kg unladen weight class category with a payload capacity of 900-1,200 kg.

Also, the vehicles the IAF is looking for will be for reconnaissance and patrol roles for all arms, need to provide space and cross mobility in all terrains (including high altitude and deserts) to small IAF special ops parties/teams (approximately six) for independent operation. The IAF prefers the vehicles to be right-hand drive, para-droppable, heli-portable by current helicopters of the IAF and with adequate mounts for different armaments. While the IAF has not specified a number, it is likely to be looking for an initial order of at least 30 vehicles. Indian firms like Tata and Mahindra, and foreign firms like BAE Systems and General Dynamics are expected to show interest. • For complete versions log on to: www.spsaviation.net & www.spsmai.com www.spsaviation.net

Digest

news

Military Asia-Pacific Antony hikes financial powers of Service HQ To accelerate the process of procurement for the armed forces, the Defence Minister A.K. Antony on May 28 gave his ‘in principle’ approval to a threefold hike in the delegation of financial powers to Service Headquarters— from the current `50 crore to `150 crore. The decision was taken at a meeting where Antony had with the three Service Chiefs—Admiral Nirmal Verma, General V.K. Singh, Air Chief Marshal N.A.K. Browne—and the Defence Secretary Shashikant Sharma. A detailed review of the security situation was also made at the meeting.

Antony directed the three Service Chiefs to explore more avenues for giving permanent commission to women in the armed forces.

Australia selects C-27J Spartan

Finmeccanica has been selected by the Australian Government to supply 10 newly built Alenia Aermacchi C-27J Spartan battlefield airlifters. The total value of the contract, which also includes logistic support and training, is around EUR 800 million (AUSD 1.4 billion).

The first aircraft are expected to be delivered in 2015. The acquisition of the aircraft will be conducted through a foreign military sales (FMS) arrangement with the United States and the contract will be awarded to the partnership between L-3 (as prime

QuickRoundUp

contractor) and Alenia ­Aermacchi.

Americas

Australia

Inquiry into counterfeit electronic parts A Senate Armed Services Committee investigation discovered counterfeit electronic parts from China in the US Air Force’s largest cargo plane, in assemblies intended for Special Operations helicopters, and in a Navy surveillance plane among 1,800 cases of bogus parts, as indicated in a released committee report.

• The Australian Army’s fleet of armed reconnaissance helicopters (ARH) has returned to regular training activities following the lifting of a temporary suspension that was put in place on May 16, 2012. The suspension was put in place following the detection of fumes in the cockpit of the aircraft.

US Navy, Air Force develop engine modification The US Navy and Air Force stand to save more than $2 billion after jointly developing an engine modification that will keep critically important aircraft flying for years. The two services and industry worked together to develop and field a

• Boeing has delivered the eighth C-17 Globemaster III to the Royal Air Force during a ceremony at the company's final assembly facility in Long Beach. The first RAF C-17s entered service in 2001 and have surpassed 74,000 flight hours, 15 per cent above the projected rate.

The UK Ministry of Defence, citing ongoing demand, ordered additional airlifters for delivery in 2008 and 2010 and contracted for its eighth C-17 in March.

Canada • The Government of Canada has awarded a one-year contract for the maintenance of the Canadian Forces' fleet of five CC-150 Polaris (Airbus) aircraft to a Mirabel-based company, L-3 MAS (Military Aviation Services) following a competitive selection process. The CC-150 Polaris is a multi-purpose, twin-engine, long-range jet aircraft that is used for passenger, freight or medical transport, and VVIP transport. Two of the aircraft are also configured for strategic air-to-air refuelling.

Boeing delivers First EA-18G Growler featuring BEL cockpit sub-assembly

B

oeing on May 3 delivered to the US Navy the first EA-18G Growler electronic attack aircraft with a cockpit sub-assembly produced by Bangalore-based Bharat Electronics Limited (BEL). The sub-assembly provides cockpit floodlighting compatible with the aircraft’s night vision imaging system (NVIS).

Boeing awarded BEL an initial contract in March 2011 for work on Super Hornet cockpit sub-assemblies. That contract included options to renew annually for up to four years. As a result of BEL’s demonstrated performance, Boeing recently exercised an option to renew the contract for another year.

“BEL continues to demonstrate its capabilities and its position as a valued partner to Boeing,” said Dennis Swanson, Vice President of International Business Development for Boeing Defense, Space & Security in India. “BEL’s work on P-8I, Super Hornets and Growlers is another example of how Indian companies are becoming a part of the global supply chain while Boeing helps them expand their opportunities across the global aerospace industry.”

Other EA-18G parts produced by BEL include a complex-machined stowage panel for the Joint Helmet Mounted Cueing System connector cable and an avionics cooling system fan test switch panel with an NVIS-compatible floodlight assembly. Some of these cockpit sub-

Boeing

Elbit Systems

assemblies also will be installed on Boeing F/A18E/F Super Hornets.

In addition to its F/A-18E/F and EA-18G work, BEL provides Identification Friend or Foe interrogators and Data Link II communications systems for the Indian Navy’s fleet of P-8I maritime reconnaissance aircraft. Boeing and BEL also partnered to establish the Analysis & Experimentation Centre in Bangalore in 2009. The centre is a resource for collaboration, experimentation and discovery where the two companies work together to help the Indian armed forces understand the potential operational impacts of new system concepts, innovative technologies, and emerging and evolving processes. •

• Elbit Systems Ltd has announced that it has been awarded an approximately $160 million contract by a European customer, to supply unmanned aircraft systems. The systems will be supplied over the next two years.

Northrop Grumman • Northrop Grumman Systems Corporation, El Segundo, California, has been awarded a $51.3 million cost-plus-incentive-fee contract for multi-platform radar technology insertion programme radar system development and demonstration, ECP-025, radar modification for Global Hawk Block 40. Work is to be completed by March 2015.

Issue 6 • 2012 SP’S AVIATION 45

Digest

news

Appointments Indian Air Force Superannuation of the Vice Chief of Air Staff (VCAS), Air Marshal K.K. Nowhar on May 31 has set in motion a chain of postings amongst the top leadership of the IAF. Details of the new incumbents at Air HQ and different Commands are as follows: • VCAS: Air Marshal D.C. Kumaria • AOC-in-C WAC: Air Marshal Arup Raha • AOC-in-C CAC: Air Marshal J. Chauhan • SASO HQ WAC: Air Marshal P.S. Gill • SASO HQ SWAC: Air Marshal S.S. Soman • SASO HQ CAC: Air Marshal R. Rai • SASO HQ SAC: Air Marshal R.K. Jolly Bharat Electronics Limited Effective May 24, Amol Newaskar has taken charge as Director (Other Units) of Navaratna Defence PSU Bharat Electronics Limited (BEL). As Director (Other Units), Newaskar will head eight units of BEL located at Ghaziabad, Panchkula, Navi Mumbai, Kotdwara, Pune, Hyderabad, Chennai and Machilipatnam.

CAE CAE has appointed Gene Colabatistto as its new Group President, Military Simulation Products, Training and Services.

EMBRAER José Antonio Filippo has been named Chief Financial Officer of Embraer.

Hawker Beechcraft Hawker Beechcraft Global Customer Support (GCS) has announced that it has appointed Harrods Aviation at Luton Airport, United Kingdom, as a limited service centre to support its Hawker 750, 800, 800XP, 850XP and 900XP business jets.

United Technologies Corporation United Technologies Corporation has announced the appointment of Mick Maurer as President of its Sikorsky Aircraft Corporation subsidiary, effective July 1. modification to CFM International's CFM56-2 (F108) engine, allowing them to restore exhaust gas temperature margins, increase fuel economy and extend their time between overhauls from 10 to 15 years.

Corps pilot Lt. Colonel Fred Schenk piloted the aircraft, known as BF-11, which departed Naval Air Station Fort Worth, Joint Reserve Base, Texas at 10:02 a.m. CDT for an approximate 90-minute flight to Florida’s Emerald Coast.

F-35s now call Eglin AFB home

Europe

The twelfth Lockheed Martin F-35 Lightning II destined for the training fleet at Eglin Air Force Base, Florida, was ferried on May 15. US Marine

NATO declares missile defence system operational During its first session at the 25th NATO summit, the alliance’s senior governing body declared operational the missile defence system it endorsed at its November 2010 summit in Lisbon, Portugal.

During a news conference following the North Atlantic Council session, Anders Fogh Rasmussen characterised the accomplishment as true trans-Atlantic teamwork.

46 SP’S AVIATION Issue 6 • 2012

Swiss pilots fly Gripen E/F test aircraft in Sweden

QuickRoundUp Oman

Starting May 4, a team of test pilots and flight test engineers from the Swiss Air Force and the Swiss federal defence procurement agency, Armasuisse, visited Saab in Linköping in Sweden to perform test flights with the Gripen E/F test aircraft.

Northrop Grumman gets ISR NATO contract Northrop Grumman Corporation has announced that it has signed a $1.7 billion contract for NATO's alliance ground surveillance (AGS) system. Operating under NATO command, AGS is expected to be the major data source for NATO's system for joint intelligence, surveillance and reconnaissance (JISR).

Civil Aviation Asia-Pacific AirAsia receives its 100th A320 from Airbus

• The Royal Air Force of Oman has signed a contract with Airbus Military for the acquisition of eight C295 aircraft, five of them configured as tactical transports and three as maritime patrol aircraft. They will be delivered from next year. The aircraft are upgraded to fly in hot and dusty conditions.

Pratt & Whitney • Pratt & Whitney Canada continues to see a sustained demand for regional turboprop aircraft and estimates a market for 3,000 regional turboprop aircraft in the next 20 years, with the majority of the regional aircraft in the 70- to 100-seat capacity.

Raytheon • Raytheon has been awarded an $85.5 million firm-fixed-price/costplus-fixed-fee contract to procure Griffin missiles. First delivery order is for the procurement of 22 all-uprounds and 43 telemetry rounds to be completed by July 31, 2013.

Rolls-Royce • Rolls-Royce has secured contract extensions, which will see the company provide ongoing support for engines on the UK’s C-130 Hercules transport and VC10 tanker fleets.

The contracts are worth almost £100 million to Rolls-Royce.

Royal Air Force

AirAsia marked another milestone on the way to becoming the largest A320 operator worldwide by accepting its 100th aircraft on May 24, celebrating this event with a special touch that underscores the close relationship established between this low-cost carrier and Airbus.

Airbus and Etihad Airways implement RNP-AR An Airbus A330-200 from Etihad Airways has performed the first high precision and

• A deal with Marshall Aerospace for £350 million by UK’s MoD to maintain the Royal Air Force's Hercules aircraft will support 500 jobs. The majority of the jobs are based in the company's facility at Cambridge Airport. Work will also be undertaken by Lockheed Martin at sites in Havant, Stansted and Gloucester, and

by Rolls-Royce and its subcontractor Vector Aerospace in Filton, Hook, Croydon and Brize Norton.

Russia • Company President Alexey Fedorov Irkut has stated that he expects to receive new orders this year for the Yakovlev Yak-130 advanced jet trainer and light-attack aircraft. Russia's Defence Ministry late last year had signed a production order for 55 of www.spsaviation.net

Digest

news

Show Calendar 7–9 June CANNES AIRSHOW Cannes Mandelieu Airport, Cannes, France www.cannesairshow.com 11–15 June Eurosatory 2012 Paris Nord Villepinte ­Exhibition Center, Paris www.eurosatory.com 13–14 June CANADIAN BUSINESS ­AVIATION A ­ SSOCIATION CONVENTION & ­EXHIBITION (CBAA 2012) Hilton Toronto Airport Hotel, Toronto, Canada www.cbaa-acaa.ca/en/convention/cbaa-2012 22–24 June AVIATION EXPO EUROPE Bitburg Airport, Germany www.expo.aero/europe 26–27 June Airborne Early ­Warning and Control New Delhi, India http://www.tangentlink.com/ Airborne-Early-Warning-andControl--New-Delhi-India-13th-14th-June-2012.html 9–10 July Military Airlift Asia Pacific Grand Copthorne Waterfront Hotel, Singapore www.smi-online.co.uk/events/ overview.asp?is=1&ref=3748 9–15 July FARNBOROUGH ­INTERNATIONAL AIRSHOW Farnborough Airport, Farnborough, UK www.farnborough.com/airshow-2012 23–29 July EAA AIRVENTURE Wittman Regional Airport, Oshkosh, Wisconsing USA www.airventure.org 15–17 August LATIN AMERICAN ­BUSINESS ­AVIATION ­CONFERENCE & ­EXHIBITION (LABACE) Congonhas Airport, São Paulo, Brazil www.abag.org.br

­ nvironmentally efficient e (RNP-AR) approach to Abu Dhabi International Airport.

This flight marks the beginning of full RNP-AR implementation throughout Abu Dhabi’s entire terminal airspace.

Europe Embraer offers new TCAS II 7.1 for jet portfolio Embraer has received European Aviation Safety Agency (EASA) certification for the new traffic collision avoidance system II (TCAS II) Version 7.1 for its entire portfolio of in-service executive jets including the entry-level Phenom 100 and light Phenom 300, the super mid-size Legacy 600, the large Legacy 650 and the ultra-large Lineage 1000 executive jets.

Industry Americas Northrop systems for Citation Latitude

Cessna Aircraft Company has selected Northrop Grumman Corporation navigation and global positioning systems for the new Citation Latitude business jet. The LCR-100 and LCR-100N fibre-optic inertial navigation systems/ global positioning systems (INS/GPS) are developed by Northrop Grumman Corporation's navigation systems subsidiary, Northrop Grumman LITEF.

Europe Thales new generation inertial navigation system Thales has been awarded a contract by Embraer Defence and Security to provide the inertial navigation system (INS) and the GPS of the KC-390 military transport aircraft. Thales high per-

formance inertial reference system (HPIRS) is a real breakthrough in inertial navigation, as it combines the advantages of a civil certified product with the performances expected by military aircraft. This revolutionary system provides unique navigation capabilities and performances.

Rolls-Royce achieves new Trent 1000 milestone Rolls-Royce, the global power systems company, has successfully completed the first run of an upgraded version of the Trent 1000 that will be the launch engine for the latest member of the Boeing 787 Dreamliner family, the 787-9.

The Trent 1000 Package C programme will provide 74,000 lb thrust for the 787-9 Dreamliner aircraft, which is due to enter service with Air New Zealand in 2014.

Space Americas Next-Generation “Space Fence” tracking Space is vast and objects in space are very dangerous to each other. Countries that intend to launch objects into space need to know what’s out there, in order to avoid disasters like the 2009 collision of two orbital satellites. All they need to do is track many thousands of man-made space objects, travelling at about nine times the speed of a bullet, and residing in a search area that’s 2,20,000 times the volume of oceans.

SpaceX makes history On May 25, 2012, Space Exploration Technologies (SpaceX) made history when its Dragon spacecraft became the first commercial vehicle in history to successfully attach to the International Space Station. Previously only four governments—the United States, Russia, Japan and the European Space Agency—had achieved this challenging technical feat.

The vehicle was grappled by station’s robotic arm at 9:56 a.m. Eastern. •

QuickRoundUp the twin-engine aircraft to equip the nation's air force.

Saudi Arabia • Following agreement between the Governments of the Kingdom of Saudi Arabia and the United Kingdom of Great Britain and Northern Ireland, under the Saudi British Defence Cooperation Programme, BAE Systems has been awarded a contract for £1.6 billion (about $2.35 billion) to support the future aircrew training requirements of the Royal Saudi Air Force. Included within this requirement is the supply of 22 BAE Systems Hawk advanced jet trainer aircraft and 55 Pilatus PC-21 aircraft.

Singapore • The Republic of Singapore Air Force (RSAF) has enhanced the intelligence, surveillance and reconnaissance capabilities of the third generation Singapore Armed Forces as it inaugurated the Heron 1 unmanned aerial vehicle into 119 Squadron on May 23.

Thales • Thales has been successfully selected by the South African Department of Defence, South African Air Force and Armaments Corporation of South Africa (ARMSCOR) Ltd for five years through life support (TLS) of all Thales avionics equipment on-board several fleets of aircraft.

USA • The Defense Security Cooperation Agency has notified Congress of a possible foreign military sale to the Government of Bangladesh to provide regeneration, overhaul, modifications, and logistics support for four Lockheed Martin C-130Es and associated parts, equipment, and training for an estimated cost of $180 million.

US Air Force • For the first time, the T-6A Texan II will fly as an aggressor aircraft at Nellis Air Force Base to take on the role of mock opponents for students in the Weapons Instructor Course, the core course of the USAF Weapons School. The T-6A Texan II is a two-seat, tandem, turboprop aircraft, and is primarily used in the Joint Primary Pilot Training programme at Navy and Air Force pilot training bases.

Issue 6 • 2012 SP’S AVIATION 47

Out Word

Last

Log

Photograph: Sp guide pubns

E

ven though Air India has had a glorious past, today, the airline appears to have descended into an irredeemable mess.

International operations of the national carrier have been in shambles since May 8, 2012, when the Indian Pilots Guild (IPG), representing the pre-merger Air India faction, launched what began as an undeclared strike throwing international schedules out of gear leading to not only extreme discomfort to the travelling public but also causing serious damage to the nation’s image in the world. The strike has also served to aggravate the already doddering finances of the airline. The strike has been triggered by a dispute between the IPG and the management over inclusion of pilots of erstwhile Indian Airlines for conversion to the Boeing 787 Dreamliner. Members of the IPG are apprehensive that their career prospects would be seriously compromised through this decision of the management. The strike has been widely condemned and has even been declared as “illegal” by the Delhi High Court. Most regard the grounds on which the strike has been initiated by the IPG as unreasonable, juvenile, and even preposterous.

Efforts to resolve the dispute and bring an end to the strike have been characterised by considerable posturing both by the pilots of the IPG and the management of Air India, with the government throwing its weight behind the latter. Both sides have been adamant, hanging on to their respective intractable stance and there is no end to the strike in sight. There is total absence of clarity and firmness on the part of the government or the management. The situation therefore continues to drift.

Performance of Air India has been on a continuous downslide, going from bad to worse especially after the merger in 2007. The airline has been lurching from one crisis to another and has been in the news for all the wrong reasons. It is afflicted with record losses, shrinking market share and frequent labour dispute. The ill-conceived and thoughtless decision to integrate the state-owned domestic carrier Indian and the international carrier Air India has indeed been a messy experience. In its wake, it has generated human resource issues that have defied any resolution so far. It has also led to rivalry, conflict and indiscipline in the organisation and while in fact it was intended to cut costs and make the airline viable, the effect has been just the opposite. Today, the after effects of merger are threatening the airlines existence. Questions that plague the collective mind of the nation are: Was the merger a strategic blunder? How long should the taxpayer’s money be used to keep the airline afloat? Is the situation in Air India irreversible? Is a government-owned airline fast losing relevance in an environment dominated by private carriers? Does the nation need a national carrier at all?

Strikes in Air India have been a routine feature and the travelling public ought to have become accustomed to it taking it in their stride.

However, this time, the agitation has been far more protracted than has been the pattern in the past. Apparently triggered by reasons that are trivial, the strike is a symptom of a deeper malaise, much deeper than is understood in the public domain. The airline with a bloated workforce of 28,000, more than twice the global yardsticks for manning, has been bereft of professional management. The airline has been run by bureau-

48 SP’S AVIATION Issue 6 • 2012

After turnaround and privatisation, the only alternative with the government today is to gracefully shutdown the airline to prevent it from sinking further into the morass crats who have little knowledge or understanding of the airline industry, have short tenures, are mere handmaidens of the government and are under no pressure of responsibility or accountability. With mounting cumulative losses and crushing burden of debt both of which are only set to increase in the future, the airline is undoubtedly in serious financial crisis and has reached a dead end.

It should also be abundantly clear that the way the airline is currently managed; it would be imprudent to expect reversal in its fortunes even after hefty infusion of funds. Despite the bailout package it is about to receive, the turnaround plan recently approved is unlikely to make any difference to the ailing airline so long as the airline is under the ownership of the government. An alternative is to privatise; but given the existing financial mess in the airline, it may be difficult to find private players with financial credibility. An attempt in the past of takeover jointly by Tata-Singapore Airlines was successfully thwarted by powerful vested interests.

As covered in Viewpoint in this issue, the need of the hour is decisive action on the part of the government which has not been forthcoming. After turnaround and privatisation, the only alternative available to the government today is to gracefully shutdown the airline to prevent it from sinking further into the morass and obviate squandering of the precious resources of nation. SP — Air Marshal (Retd) B.K. Pandey www.spsaviation.net

TREASURE

HOUSE

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