SP's Aviation November 2013 by SP Guide Publications Pvt Ltd

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SP’s

Aviation An SP Guide Publication

Sharp Content for Sharp Audience

www.sps-aviation.com

vol 16 ISSUE 11 • November • 2013

focus and forum:

• Sino-Indian Air Balance viewpoint:

• Are We For It? Energising Aerospace Industry regional aviation:

• Hub & Spoke Model • Interview: Embraer Commercial Vice President diplomacy:

• Interview: Spanish Ambassador space:

• india’s mars Mission airlines:

• Tata-Singapore Airlines JV

REPORT ON PAGE 32

RNI NUMBER: DELENG/2008/24199

Plus Much More...

UNVEILED AT NBAA

table of contents

`100.00 (INdIa-baSEd bUyEr oNly)

vol 16 ISSUE 11 • November • 2013

SP’s

Aviation An SP Guide PublicAtion

Sharp Content for Sharp Audience

www.sps-aviation.com

vol 16 ISSUE 11 • NovEmbEr • 2013

focus and forum:

• Sino-indian air Balance viewpoint:

• are We For it? energiSing aeroSpace induStry regional aviation:

• HuB & Spoke Model • intervieW: eMBraer coMMercial vice preSident diplomacy:

• intervieW: SpaniSH aMBaSSador space:

• india’S MarS MiSSion airlines:

• tata-Singapore airlineS Jv

RNI NUMBER: DELENG/2008/24199

REPORT ON PAGE 32

pluS Much More...

SP's Aviation Cover 11-2013 Final.indd 1

unveiled at nBaa 16/11/13 7:20 PM

Cover IMAGE: The Dassault Falcon 5X unveiled at NBAA is an all-new twinjet with the largest cross section and the most advanced fly-by-wire flight control system in business aviation.

Around the world: The Gulfstream G650 which recently completed the fastest westbound around-the-world flight for a non-supersonic aircrfat was the talk of the show

Image by: Dassault Aviation

IAF 10 Coffee Table Book Transformation of the IAF 30 Photo Feature

IAF Celebrates 81st Anniversary

SP’s ExclusiveS 11 IAF Procurements Civil 12 Business Aviation

Fact File: Redefining the Legacy

14 Regional Aviation

Hubs in Harmony

20 Airlines

Fly Tata Again

Interview 17 Embraer Commercial

Mark Dunnachie, VP, Asia Pacific, Commercial Aviation, Embraer

22 Ambassador of Spain

Gustavo Aristegui, Ambassador of Spain to India

space 24 Exploration Mission to Mars

www.sps-aviation.com

Preview 26 Dubai Airshow 2013 Curtain-Raiser

page 32

Lead Story

military 28 Viewpoint

Are We for it? Energising Indian Aerospace Industry

regular Departments 3

A Word from Editor-in-Chief

4 NewsWithViews Second Successful Launch of Agni-V 6

Infocus

Forum

Sino-Indian Air Balance

NBAA has always been a fantastic experience. It brings the industry together and helps to focus on a common agenda. It’s still the largest of all the business aviation shows in the world and gets great international attention.

Air Strategy in the Northern Border

35 Hall of Fame Octave Chanute (1832-1910) 36 Focus India 37 NewsDigest 40 LastWord

Business Aviation on the Rebound

Enhance Indigenous Capability

Applied for NEXT ISSUE Market Outlook 2014

ISSUE 11 • 2013

table of contents 12

Redefining the Legacy

Publisher And Editor-in-Chief Jayant Baranwal senior Editor Air Marshal (Retd) B.K. Pandey Assistant Group editor R. Chandrakanth Senior Technical Group Editor Lt General (Retd) Naresh Chand Assistant editor Sucheta Das Mohapatra Contributors India Group Captain (Retd) A.K. Sachdev Group Captain (Retd) Joseph Noronha

Interview: Gustavo Aristegui, Ambassador of Spain to India

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

Are We For It? Energising the Indian Aerospace Industry

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

DIRECTOR SALES & MARKETING Neetu Dhulia SALES & MARKETING General Manager Sales: Rajeev Chugh SP’s websites Sr Web Developer: Shailendra P. Ashish Web Developer: Ugrashen Vishwakarma © SP Guide Publications, 2013 Subscription/ Circulation Annual Inland: Rs 1200 • Foreign: US$ 320 E-mail: subscribe@spguidepublications.com subscribe@spsaviation.net LETTER TO EDITOR editor@spsaviation.net expert@spsaviation.net FOR Advertising details, contact: neetu@spguidepublications.com rajeev.chugh@spguidepublications.com SP GUIDE PUBLICATIONS PVT LTD A-133 Arjun Nagar, (Opposite Defence Colony) New Delhi 110 003, India. Tel: +91 (11) 24644693, 24644763, 24620130 Fax: +91 (11) 24647093 E-mail: info@spguidepublications.com Representative Office BENGALURU, INDIA 204, Jal Vayu Vihar, Kalyan Nagar Bengaluru 560043, India. Tel: +91 (80) 23682204 MOSCOW, RUSSIA LAGUK Co., Ltd., (Yuri Laskin) Krasnokholmskaya, Nab., 11/15, app. 132, Moscow 115172, Russia. Tel: +7 (495) 911 2762 Fax: +7 (495) 912 1260

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ISSUE 11 • 2013

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A word from editor-in-chief the scientific community is proud of the successful launch of the Mangalyaan, a space vehicle on the 300-day journey to the Red Planet. The nation will look forward to successful completion of the mission that would propel India into the elite club of just a handful of nations in the world that can boast of having this capability.

The regime of aerospace has been agog with activity in the recent past not only in India, but in the world as well. Despite a ripple of scepticism from some quarters centred essentially around the huge expenditure incurred on the mission to Mars project and the issue of affordability, the scientific community is justifiably proud of the successful launch of the Mangalyaan, a space vehicle on the 300-day journey to the Red Planet. The nation will look forward to successful completion of the historic mission that would propel India into the elite club of just a handful of nations in the world that can boast of having this capability. The civil aviation scene in India is also full of anticipation with Singapore Airlines and AirAsia, the two major international carriers of global repute in collaboration with the Tata Group that is endowed with an equally formidable reputation, are moving forward to take the Indian civil aviation market by a storm. While the travelling public is eagerly looking forward to the launch of operations by these two giants in the global airline industry, this development would, in all likelihood, drive a chill down the collective spine of the existing Indian carriers some of whom are doddering on the verge of financial distress. Hopefully, negotiating the labyrinthine regulatory framework of the Indian civil aviation establishment will not dampen the spirit or frustrate the efforts of the two foreign carriers to penetrate the Indian market. The demise of Kingfisher Airlines will then recede into history and the trauma of the episode will eventually fade from public memory. Two other events, both on the global scene namely the National Business Aviation Association 2013 convention held in the US in October 2013 where 1,100 exhibitors were present and the Dubai Airshow now under way and where over 1,000 exhibitors are participating, are clear evidence that the ill effects of the global economic slowdown are behind us and that in its wake, business aviation globally is on the rebound. Hopefully, the Indian civil aviation establishment is aware of this change and will take the necessary steps to promote this vital component of the civil aviation industry that is so crucial to the economic well-being of the nation but sadly continues to languish in India. Meanwhile Embraer is moving forward to

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raise comfort and efficiency of business jets to a new level with the introduction of the Legacy 500. A report on this jewel in the crown of Embraer in included in this issue. An area of major concern lately for the Indian Air Force (IAF) has been the lack of response from the Indian aerospace industry in the private sector to its initiative to seek its active participation in its plans for expansion. The issue was deliberated upon extensively in the Eighth International Conference on Energising the Aerospace Industry organised in Delhi by the Confederation of Indian Industry together with Centre for Air Power Studies and the IAF. It is abundantly clear that unless the problems confronting the industry in the private sector are adequately addressed by the government, the IAF’s initiative in this regard may not bear fruit. All these apart from the regular features in this issue. Welcome aboard and happy landings!

Jayant Baranwal Publisher & Editor-in-Chief

Issue 11 • 2013

News

with views NEWS:

Second successful launch of Agni-V On September 15, at 8:43 a.m., the Agni-V long-range nuclear capable-ballistic missile lifted off from Wheeler Island off the coast of Odisha. This second test launch is seen as a major step in India’s efforts to become a regional power that can counter the dominance of China. The Agni-V is a three-stage missile designed to carry about one tonne warhead a distance

of 5,000 km, the farthest reach among all Indian missiles that gives India the ability to launch nuclear weapons from anywhere in India. The versatile missile system can be launched from a road-mobile vehicle or railway wagon where it can be kept hidden and moved around at will. It will give India second-strike capability after a nuclear attack by the enemy.

Photograph: DRDO

VIEWS: The genesis of the Agni-V missile system lies in the Integrated Guided Missile Development Programme (IGMDP) that was initiated in 1983 by the legendary Dr A.P.J. Abdul Kalam in the wake of a decision at the highest echelons of the political leadership. Development of the Agni-V commenced in 2009 and the missile system was test launched for the first time on April 19, 2012. With the success of this maiden test launch, India joined the elite club of nations consisting of the United States of America, Russia, China, France and the United Kingdom that have the capability of delivering nuclear weapons on targets over a distance of 5,000 km. This first test launch that was witnessed by a team from the Indian Strategic Forces Command (SFC) was declared as eminently successful. In this test, the efficacy of the guidance system, perhaps the most critical component of the weapon system was proved beyond question. Aptly nicknamed as China-Killer, the solid propellant AgniV intermediate range ballistic missile (IRBM) was test fired on September 15, 2013, from a mobile launcher at the launch complex number four of the Integrated Test Range (ITR). This was the second trial launch in the series of at least five or possibly six after completion of which this formidable weapon system can be accorded operational clearance and would be declared fit for induction into the armed forces. The process of attaining full operational status, however, may take at least up to three years from now and hence the system should not be expected to be ready before 2016. This test has also cleared the way for series production of the weapons system. However, what is more noteworthy at this stage is the fact that the Agni-V has been developed in just four years through almost entirely indigenous effort, an achievement that stands out in sharp contrast to the other programmes of the Indian Defence Research and Development Organisation (DRDO), especially of military aircraft that plagued by unforeseen impediments, are perpetually afflicted by time and cost overruns. Beside they often fail to match up with the stipulated operational performance parameters. The successful development of the Agni-V programme ought to be adopted by the scientific community and the stakeholders as a model to emulate in the pursuit of self-reliance in the Indian defence industry.

ISSUE 11 • 2013

While the Indian politico-military establishment has for long been conscious of the critical importance of ballistic missile systems in the security dynamics of the Asian region, it was only after the success of the solid fuel Dong Feng (DF)-31 inter-continental ballistic missile (ICBM) programme of China that India was driven into embarking on the development of the Agni-V and even further to the Agni-VI. Yet to be test launched, the Agni-VI will have a range of over 6,000 km and a payload capability of three tonnes, three times that of the Agni-V. The Chinese DF-31 ICBM has a range of 11,500 km and can reach targets in the whole of Asia, in Russia and Eastern Europe. The AgniV missile development programme was undertaken essentially with the aim of acquiring a credible nuclear deterrent capability to constitute one of the legs of India’s nuclear triad. Although the range and payload combination of the Agni-V would be considerably lower than that of the Chinese DF-31 which has been developed with a global perspective with the US and not India as the primary adversary, it is large enough to cover the areas of strategic interest of the nation. Besides, the DRDO is understood to be working on the development of multiple independently targetable re-entry vehicles (MIRV) capability, an attribute that the DF-31 does not yet possess and may take a few more years to acquire. In any case, the successful development and operationalisation of the Agni-V, apart from upgrading defence preparedness and security of India, will have implications for the strained Sino-Indian relations and the ongoing dialogue that has not produced any tangible results so far. To fully exploit the potential of this formidable weapon system, it would have to be backed up by effective diplomacy as India will now be able to bargain from a position of strength. What needs to be borne in mind is that the capability of the delivery system with intercontinental range is best exploited with a nuclear warhead and not with a conventional one. However, it is equally important to remember that a nuclear weapon is most effective when it is used not to win wars but to prevent wars. SP —By Air Marshal (Retd) B.K. Pandey

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inFocus

Strategy

Sino-Indian Air Balance A growing economic power, with the second highest defence budget after the United States, China understands the importance of air power and therefore has advanced state-of-the-art programmes in all domains. The unending border dispute and regional aspirations require the IAF to accelerate its modernisation drive.

As the Indian Air Force (IAF) enters its 82nd year in October, it is also the month when 51 years ago, India and China fought a border war. The year 2013 has been marked by Chinese border incursions. While the recent success of India’s 5,000-km range nuclear-capable Agni-V partially reduces the asymmetry with China, it is time to take stock of the ‘air balance’ between the two adversaries. People’s Liberation Army Air Force

Photograph: xinhuanet.com

With 3,30,000 personnel and over 2,500 aircraft, the People’s Liberation Army Air Force (PLAAF), the world’s second largest air force, has operational experience in Korea and Vietnam. A growing economic power, with the second highest defence budget after the United States, China understands the importance of air power and therefore has advanced state-of-the-art programmes in all domains which include stealth fighter aircraft (J-20 and J-31), large military transport aircraft XianY-20, Il-76 based AWACS KJ-2000, KJ-200 AEW&C, WZ-10 attack helicopter and a 60,000-tonne aircraft carrier under construction. All this complemented with a large nuclear capable surface-to-surface intercontinental ballistic missile (ICBM) force makes it a truly world-class air power.

types of aircraft. The People’s Liberation Army Naval Air Force has another 450 aircraft, 300 of which are combat worthy. The Indian Air Force

With 1,27,000 personnel and 1,370 aircraft, the IAF, the fourth largest in the world, gained initial operational experience in Burma when still under the British rule. It gained its spurs early after independence in 1948 when air power was directly responsible to save the Kashmir valley. The first modernisation phase of the IAF beginning late 1970s through the 1980s witnessed induction of Jaguar deep strike aircraft, MiG-29 air defence fighter, Mirage 2000 multi-role fighter, and the An-32 tactical and IL-76 strategic transport aircraft. A major transformation has taken place in the last decade with the induction of Su-30MKIs, upgraded MiG-27s, Mirage 2000, Jaguar, MiG-29 and An-32 fleets. The induction of Lockheed Martin C-130J and Boeing C-17 Globemaster III has provided strategic reach. With induction of Mi-17V5 and the advanced light helicopter (ALH), the helicopter fleet is now over 300. Force multipliers like the IL-76-based airborne warning and control system (AWACS), IL-78 aerial tankers, the Heron and Searcher UAVs, the Harpy and Harop anti-radiation loiter systems have brought about a sea change in the IAF’s capability. The soon to be inducted fighter Dassault Rafale, Boeing Chinook heavy-lift helicopter and Apache attack helicopters will make the IAF a formidable entity. The IAF intends to enhance the combat fleet from the current 33 to 42 or more. A large number of surface-to-air weapon systems including the indigenous Akash are under procurement. The IAF is also modernising airfields including those in the northern and eastern sectors.

The PLAAF of 1962 was equipped with aircraft from the USSR. Having split with its mentor in the 1960s, China initially reverse engineered Soviet aircraft designs. After the collapse of the USSR, Russia needed money and China was looking for technology. Hence, in the last two decades, both countries collaborated yet again. China is dependent on Europe and private players in the US for high-end technology. The PLAAF of coming decades will be dominated by a few hundred Su-30MK2, 200 J-11s, 200 The PLAAF and the IAF are two formidable air forces of the J-10s and a growing number of fifth-generation Chinese stealth two Asian nuclear neighbours, both having considerable spaceaircraft. It has close to 30 fighter/bomber divisions, equivalent based capability and a viable anti-ballistic missile programme. to 100 squadrons, 50 aerial tankers and a sizeable number of But the PLAAF is over twice the size of IAF and is supported by an Y-9, IL-76 and Y-20 transport airup-and-coming aircraft industry. The craft and more than 600 helicopters Chinese armed forces have an influincluding Mi-17, Z-15, and the latest ence over policy and decision-makWZ-10. China also has an arsenal ing too. The unending border dispute Test flight: China’s of the Dong Feng series of ICBMs and regional aspirations require the transport aircraft Y-20 with 15,000-km range. The Chengdu IAF to accelerate its modernisation and Lanzhou military regions condrive. This becomes more important front India in the East and North in view of risk of collusion between respectively. Kashgar, Hotan, Gar China and Pakistan forcing a twoGunza, Gongkar (Lhasa), Kunming, front war. To understand the options Chengdu, Hoping, Bangda, Shinquawith both the air forces and the chalnhe and Kongka are the major Chilenges faced turn to Forum. SP nese airfields poised against India. Being at high altitude, all airfields —By Air Marshal (Retd) have long runways to cater to all Anil Chopra

ISSUE 11 • 2013

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Forum

Strategy

Air Strategy in the Northern Border Air power is acknowledged as the main instrument of modern warfare. It has to have the primacy of attention. No country can aspire to even be a regional power without the backing of a well developed and capable aircraft industry.

D Photograph: Sp guide pubns

During his recent visit to India, the Chinese Premier Wen Jiabao had said, “Sino-Indian border issues are a historical legacy and it will not be easy to completely resolve this question. It requires patience and will take a fairly long period of time.” Resolution of the Sino-Indian border dispute will thus be a long haul. Meanwhile, the economic powerhouse, China, is marching forward to get the status of a superpower and catching up with the United States. With huge resources available for military modernisation, the aviation industry and in turn the People’s Liberation Army Air Force (PLAAF) are building domain expertise in developing stealth technology, heavy transport aircraft, attack helicopters, ballistic missile defence systems and space-based systems. With a sizeable nuclear triad, China is building up military power to compete with the the United States. Its military might is already allowing it to influence global decisions. On the other hand, India began the process of economic globalisation over a decade later than China. Significant funds were available for modernisation of the Indian armed forces only early this century. The IAF still has a long way to go before it can catch up with the PLAAF. Bridging the Gap Limitations of resources and slow procurement processes have resulted in the strength of combat squadrons reducing to 33 from the authorised level of 39.5. This number would have been even lower had the IAF phased out the ageing MiG-21 and MiG-27 fleets. Despite the difficulties in the procurement of spares, maintenance and high accident rate, the IAF continues to operate a large fleet of the MiG-21. Undoubtedly, the first priority for India should be to reduce the expanding capability and gap in numbers vis-à-vis the PLAAF. Through quick and long-term strategic decisionmaking, China has focused on An airborne early warning and control system of the developing indigenous aeroIndian Air Force space industry using the proverbial options of ‘beg, borrow or steal’ to get their aircraft industry going. Following the collapse of the Soviet Union, China bought off low-paid Russian aircraft designers and acquired the expertise and technologies that go into making an aircraft. This included stealth, engine design, avion-

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ics, active electronically scanned array (AESA) radars, large transport aircraft, and attack helicopters. It should be a lesson for India to get its act together and build a viable aircraft industry. The Hindustan Aeronautics Limited (HAL) has hitherto concentrated mostly on licensed production of foreign designed aircraft. Much higher levels of funding are required to be infused in design and development. With the IAF and the defence industry under the direct control of the Ministry of Defence (MoD), this should not be difficult to achieve. Greater specialisation needs to be inducted into the MoD to drive the defence industry. This was also recommended by the Naresh Chandra Committee. Thirtythree combat squadrons is an abysmally low figure for the IAF when it has to defend the most threatened region of the world. If the PLAAF grows to around 80 squadrons, the IAF must have at least 55 squadrons, especially to cater to a two-front war. PLAAF Strategy China lays claim over the territories of Ladakh and Arunachal Pradesh. China also wishes to consolidate its hold over the Tibet autonomous region (TAR). The PLAAF strategy against India is thus related to these two requirements. The PLAAF can operationalise up to 14 airfields in the TAR with the capability to operate up to 28 squadrons against India with in-flight refuelling. To cater to degraded performance of aircraft operating at airfield altitudes of around 14,000 feet, the airfields have long runways. In any case, with in-flight refuelling and precision munitions available, the aircraft are capable of carrying maximum weapon loads. Other airfield and logistic infrastructure including hardened aircraft shelters is in place. Of late, the airfields are activated more frequently and for longer durations by frontline combat aircraft. Quantum and type of flying is increasing. Chinese electronic surveillance aircraft are known to be monitoring the Sino-Indian border regularly. A Rand Corporation report on the PLAAF indicates a trend towards the unification of air and space defence, requiring integrated command and control and the understanding that whoever controls space, controls the planet. A world-class road and railway

ISSUE 11 • 2013

Forum

Strategy

‘There will be no withdrawal without written orders and these orders shall never be issued’. —Field Marshal Sam Manekshaw, Former Chief of Indian Army

‘PLAAF’S first task is to gain command of air fighting in a local war under high-tech conditions. PLAAF has to free their service from supporting ground forces and become an independent strategic force.’ —Lt General Liu Yazhou of the PLAAF

network is in place for speedy large-scale mobilisation and move of aviation fuel and weapons. China through its ‘String of Pearls’ strategy, has built important trade and military links with many of India’s neighbours. Pakistan is likely to collude with China; Myanmar is likely to allow over flights to the PLAAF during a conflict with India; Nepal may remain neutral; Bangladesh may be arm-twisted for increasing nuisance value and may support Chinese naval operations. Air Vice Marshal (Retd) A.K. Tiwary in an analysis, has considered the possibility of Pakistan handing over its critical airfields of Gilgit, Skardu, Chilas, Chitral and Muzaffarabad to the PLAAF during a two-front war with India. Any Chinese strategy would be to make quick gains in conflict to be able to bargain from a position of strength. Chinese Generals would like to cut off India’s Northeast region. Of late India’s bonds with Bhutan also seem to be weakening. One significant advantage that China has over India is the position of power enjoyed by the People’s Liberation Army in the governing hierarchy. This helps decision-making during peace and war. Lt General Liu Yazhou of the PLAAF regarded as Douhet of China, said, “PLAAF’S first task is to gain command of air fighting in a local war under hightech conditions. PLAAF has to free their service from supporting ground forces and become an independent strategic force.” Challenges and Options for the IAF Keeping in mind strategy of the PLAAF, the IAF would have to take some immediate actions. Air Chief Marshal S.K. Sareen, former Chief of the Air Staff, IAF said, “There is a need to strengthen airfield infrastructure in Central and Eastern regions opposite China. Air defence radar cover in the North and Northeast has to go up manifolds. It should be done even at the cost of buying a few aircraft less, if funds are a constraint. Lastly, the cockpitto-crew ratios are currently adverse. We need to nearly double the strength of aircrew. You cannot run a Su-30 squadron with crew strength of MiG-21 squadron.” Central India and Northeast would require at least six additional fighter squadrons over and above the planned replacements. The IAF needs to train more in the mountains and develop suitable interdiction techniques. Other than airfields, there are no important targets across the border. Interdiction missions against Army positions and logistics nodes would have to be the main focus. While action is known to be in hand to create or upgrade airfields in the North and Northeast, a lot needs to be done more quickly. Hardened air shelters should be a priority area. The quick mobility of swing forces from the West to the East would require further enlargement of the transport aircraft fleet in terms of numbers and capa-

ISSUE 11 • 2013

‘There is a need to strengthen airfield infrastructure in central and Eastern regions opposite China. Air Defence radar cover in the North and Northeast has to go up many folds. It should be done even at the cost of buying a few aircraft less, if funds are a constraint.’ —Air Chief Marshal (Retd) S.K. Sareen, former Chief of the Air Staff, IAF

‘Sino-Indian border issues are a historical legacy and it will not be easy to completely resolve this question. It requires patience and will take a fairly long period of time.’ —Wen Jiabao, Premier of the Republic of China

bility. All advanced landing grounds should be able to handle the C-130J Super Hercules. Inter-valley move of troops and materials would need sizeable commitment of helicopter fleet. The Assam valley requires at least two more operational airfields to cater to redundancy. The IAF needs to flood the valley with surface-to-air missiles including some of S-330/S-400 class. The induction and operationalisation of mountain radars needs acceleration. Based on the experience in Iraq, it was estimated that 50 AWACS aircraft would be required to cater to India’s much larger border. A realistic figure that the IAF should aim for at the outset however should be in the region of 20. Noted American author Edward Luce in his book In Spite of the Gods: The Rise of Modern India had commented adversely on the slow pace of mobilisation of the Indian armed forces after the attack on the Parliament. The IAF’s transport and helicopter fleets need major boosting in numbers. Focus of satellite and aircraft-based surveillance has to shift to North and East. Military exploitation of space will be possible fully only after the aerospace command is in place. In the network-centric environment and with China’s aggressive offensive and defensive cyber operations, India would need to match up with more focused training and additional manning. An independent cyber command is mandatory. On being placed in command of the retreating 4 Corps during the 1962 Sino-Indian War, Sam Manekshaw had said, “There will be no withdrawal without written orders and these orders shall never be issued.” That is the only way for the Indian armed forces to defend the border. National Priority India has been under foreign rule for nearly a thousand years before independence. National security has to get the priority it deserves. Many committees have suggested major changes in higher defence management and civil-military integration. For some reason this has been given it a go-by. Air power is acknowledged as the main instrument of modern warfare. It has to have the primacy of attention. No country can aspire to even be a regional power without the backing of a well developed and capable aircraft industry. Public sector defence undertakings shackled by generalist bureaucratic control is not the best model. On all this and many other counts, we have role models including in China. The nuclear triad and anti-ballistic missile must get in place quickly to act as a deterrent. Defence budget has to go up to at least 3.5 per cent. Ultimately, control of the air will decide the outcome of the war and hence deserves primacy. SP

—By Air Marshal (Retd) Anil Chopra

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IAF

Book release

Coffee Table Book

Transformation of the IAF

PhotographS: Sp guide PuBns / PRO

Air Marshal (Retd) B.K. Pandey, Senior Editor, SP Guide Publications; Air Chief Marshal N.A.K. Browne, Chief of the Air Staff, IAF; and Jayant Baranwal, Chairman & Managing Director, SP Guide Publications

left to right: Air Vice Marshal Upkarjit Singh, Assistant Chief of the Air Staff Operations (Space); Air Marshal D.S. Khajuria, Air Officer-in-Charge, Maintenance; Air Marshal Arup Raha, Vice Chief of the Air Staff; Air Marshal (Retd) B.K. Pandey; Air Chief Marshal Browne and Jayant Baranwal

Always there: Chief of the Air Staff conveys appreciation for the book to Chairman & Managing Director who in turn expresses his commitment to the iAF and gratitude to the chief for giving this opportunity to SP Guide Publications

SP Guide Publications is proud of its association with the Indian Air Force (IAF) over the last five decades which has grown from strength to strength. On the occasion of the 81st Anniversary of the IAF, SP Guide Publications proudly brought out a Coffee Table Book Transformation of the IAF in partnership with the Indian Air Force. Air Chief Marshal N.A.K. Browne, Chief of the Air Staff, released the Coffee Table Book on October 7 on the eve of IAF day celebration. Air Chief Marshal Browne appreciated the theme of the book, which is the Transformation of the Indian Air Force. The Coffee Table Book traces the growth of IAF since its birth on October 8, 1932, and highlights achievements of the IAF over the last more than eight decades focusing on the ongoing moderni-

sation and comprehensive transformation in terms of equipment, infrastructure and human resource. The efforts by the Indian Air Force to meet with the challenges of the future will undoubtedly make the IAF one of the most advanced and powerful fighting machines in the world and a force to reckon with. The Coffee Table Book is a tribute to this glorious organisation and is of quality that is superior and befitting the stature of the IAF. It is yet another unique illustration of exemplary quality produced by SP Guide Publications. SP’s gratefully acknowledge the support that has been received from the Indian Air Force in the creation of the Coffee Table Book. SP’s with its team is always in support of the IAF and wish the organisation all success in their efforts to “Touch the Sky with Glory”. SP

ISSUE 11 • 2013

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SP’S EXCLUSIVEs IAF Procurements

IAF prepares Avro for A330 MRTT replacement operations competition delayed?

Photographs: AirBus Military, SPSC, DassAult Aviation

The Indian Air Force (IAF) anticipates a contract award to Airbus Military for the A330 multi-role tanker transport (MRTT) before the end of the financial year, top sources tell SP’s. The contract for six A330 MRTT flight refuelling aircraft, fitted with Israeli hose and drogue refuelling systems (as is standard on the Il-78Ms of the IAF) will come as big relief to the IAF, which plans to deploy the new refuellers to the Eastern sector, in Panagarh, West Bengal. Airbus Military CEO Domingo Ureña Raso said at the time, “We are fully committed to the next stage of the negotiations, and ultimately to providing the IAF with what is unquestionably the most advanced tanker/transport aircraft flying and certified today.” When the Minsitry of Defence (MoD) signs on the dotted line, India will become the fifth nation to commit to the A330 MRTT following Australia, Saudi Arabia, the United Arab Emirates and the United Kingdom, who have ordered a total of 28 aircraft. The IAF is also opening channels with other operators of the platform, including UAE, Australia and the UK as it prepares to welcome the new platform into its fleet. SP

The Indian Air Force (IAF) has provided a two-month extension on responses to the request for information (RFI) on its ambitious `12,000-crore Avro replacement programme that envisages the acquisition of 56 aircraft of the same class. Earlier this month, in a separate development, Defence Minister A.K. Antony ordered the Ministry to take a relook at the stipulations of the RFI—which essentially keeps the Hindustan Aeronautics Ltd. (HAL) out of the competition by requiring a private sector production agency—after Heavy Industries Minister Praful Patel raised objections to this in a formal letter. Top Ministry of Defence (MoD) sources informs SP’s that while a review is in progress, it will not impact the long-term process on the deal, since the platform supplier will be from abroad anyway, one among five suppliers who have received the tender document. Competitors will include the Airbus C295, Alenia C-27J Spartan, Antonov An-148 and perhaps two other aircraft. It is highly likely that the competition will be a toss-up between Airbus and Alenia. SP

IAF to spend $150 billion till 2028 Strapped into a phase of deep modernisation, and underscored by the medium multi-role combat aircraft (MMRCA) deal and several other highvalue acquisitions, the Indian Air Force (IAF) is all set to procure equipment and platforms worth $150 billion over the next 15 years, making it one of the world’s leading buyers of military hardware. This was mentioned by Air Marshal P.P. Reddy, DG (Inspection & Safety), while speaking at the inaugural session of Eighth International Conference on Energising Indian Aerospace Industry

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co-organised by the Confederation of Indian Industry (CII), Centre for Air Power Studies (CAPS) in association with IAF in New Delhi. Apart from the MMRCA, the IAF’s immediate acquisitions include six new flight refuelling aircraft, 22 attack helicopters, 15 heavy-lift helicopters, two more AWACS, 57 more medium-lift helicopters, a large number of light helicopters among several other infrastructural and backbone network-centric assets to support aerospace applications. SP

 By SP’s Special Correspondent

ISSUE 11 • 2013

Civil

Business Aviation

Fact File: Redefining the Legacy The Embraer Legacy 500 is a best-in-class mid-size executive jet with a six-foot flat-floor cabin and even wider than some aircraft in the super mid-size category

Photograph: Embraer

By Air Marshal (Retd) B.K. Pandey

Formally launched at the European Business Aviation Convention & Exhibition (EBACE) in 2008, the Legacy 500 is a mid-size business jet, the latest being developed by Embraer, the renowned aerospace major of Brazil. The first prototype was rolled out on December 23, 2011, to begin ground testing and systems evaluation. The first engine run test was completed on January 17, 2012, and the maiden flight for the business jet was successfully undertaken on November 27, 2012. Currently in the flight test phase, certification of the Legacy 500 by the Federal Aviation Administration (FAA) is expected by mid-2014. Clean Sheet Design The clean sheet design of the Legacy 500 has redefined the midsize jet with larger cabin, longer range and technology that is more advanced than any other. The aircraft leverages the latest

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advances in aerodynamics, lightweight materials and technical innovations. The benefit of designing a totally new aircraft is that the latest technologies can be incorporated to completely replace old technologies. Fly-By-Wire Controls One of the most significant advancements of the Legacy 500 is that this aircraft is one of the first in its class to replace conventional controls with full fly-by-wire (FBW) technology. For the flight crew, the advantage of this new technology is instant response, better control and reduced workload as well as stress. Overall, this innovation provides for maximum performance and control ensuring smoother flight especially while flying through turbulence. Based on the experience with FBW on their E-170 and E-190 airliners, Embraer forayed into FBW technology on

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Civil Business Aviation

performance Range: 3,000 nm (5,556 km) (LRC, 4 passengers, 2 pilots and NBAA IFR reserves with 200 nm alternate airport) Mmo (Maximum Operating Mach): Mach 0.83 High-Speed Cruise: Mach 0.82 Take-off Distance: 4,600 ft (1,402 m) (MTOW, Sea Level, ISA) Unfactored Landing Distance: 2,400 ft (732 m) (LW with 4 passengers @200 lb (91 kg) each and NBAA IFR reserves, Sea Level, ISA) Maximum Operating Altitude: 45,000 ft (13,716 m) Hourly fuel burn (long-range cruise) 1st hour 296 Gal (1,119 litres) 2nd hour 208 Gal (786 litres) Mission fuel burn (long-range cruise) 300 nm/00:46 flight time 1,549 lb (703 kg) 600 nm/01:31 flight time 2,473 lb (1,122 kg) 1000 nm/02:29 flight time 3,740 lb (1,696 kg)

Superb Aircraft: The Legacy 500 is the best-in-class mid-size executive jet

the new Legacy executive jets which incidentally are the only aircraft in this category endowed with this technology that is priced at under $52 million. The computer controlled FBW system removes direct mechanical and hydraulic links between the side-stick and the control surfaces translating the manual input from the pilot electronically rather than mechanically. Apart from reduction in overall weight of the aircraft, FBW technology ensures that the aircraft remains in the normal operating range as FBW technology automatically overrides control inputs by the pilot should this cause the aircraft to exceed operating limits. Electronic flyby-wire systems increase the number of control surfaces that can be actuated simultaneously. The Legacy 500 FBW system has received the prestigious Flightglobal Achievement Award in the Innovator of the Year category 2010. Superior Performance and Comfort This latest product from the family of executive jets by Embraer provides the longest range of any mid-size jet combined with the fastest high speed cruise and the ability to carry the most payloads. It can be configured to carry up to 12 passengers, and can carry eight passengers over 5,186 km or four passengers over 5,556 km. With eight passengers, the Legacy 500 can fly from coast to coast in the US at a speed of Mach 0.8. On October 21, 2013, at the National Business Aviation

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Association’s (NBAA) Business Aviation Convention & Exhibition 2013, Embraer executive jets briefed the media on product enhancements in the Legacy 500 programme. The company unveiled a new exquisitely designed interior of the Legacy 500 executive jet that will deliver an above premium travel experience to customers. This new level of style, luxury and quality clearly demonstrates that the Legacy 500 is the new beginning for executive mid-size jets. The Legacy 500 is a best-in-class mid-size executive jet with a six-foot flat-floor cabin and even wider than some aircraft in the super mid-size category. Eight club seats may be berthed into four beds for complete rest in a cabin altitude at 6,000 feet, with the latest in-flight entertainment, communications and connectivity systems. A high point of the press conference at the NBAA in October this year was the announcement by Embraer executive jets that the well known actor Jackie Chan was to be the launch customer of the Legacy 500 in China, with delivery scheduled for 2015. Jackie Chan became the first customer of the Embraer Legacy 650 in China and is also Embraer executive jets’ brand ambassador. Futuristic Flight Deck The centrepiece of its dark and quiet flight deck is an advanced avionics suite based on the prestigious Rockwell Collins Pro Line Fusion Platform and designed specifically for the Legacy 500 by the pilots who will fly it. A synthetic vision system will be a standard fit. An enhanced vision system and head-up display (HUD) will be available as options. Standard auto throttles will conserve fuel and extend engine life while providing pilots with reduced workload. Customer Support Delivering excellent customer support since 1969, today, Embraer has an ever expanding global network of executive jet service centres that are linked by the company’s 24x7 contact centre to ensure peace of mind for operators of business jets. The company has built on its experience to develop a specific programme for executive jets that is constantly being evaluated and customised to each client’s needs. SP

ISSUE 11 • 2013

Civil

Regional Aviation

HUBS IN HARMONY Traditional hub-and-spoke carriers have high operating costs and cannot easily compete with lean-and-mean LCCs. It is time to refashion the hub-and-spoke model so as to continue functioning in harmony.

Photographs: heathrowairport.com

By Group Captain (Retd) Joseph Noronha

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Civil Regional Aviation Regional aviation and the hub-and-spoke model, named after the bicycle wheel it graphically resembles, are made for each other. Before regional jets made regional aviation popular in the early 1990s, it was the use of hubs as efficient and convenient transit points about two decades earlier that set the regional ball rolling. And cargo aircraft rather than passenger planes were the first widespread users of the model. They established many of the principles of how to operate a hub harmoniously, some of which are observed even today. Regional aviation is sometimes the only way of linking isolated communities with the rest of the world. In the United States and other countries, it begins with small jets picking up travellers from remote regional airports and bringing them to the nearest large city or regional hub. These regional jets and now increasingly turboprops, and usually belong to a small

Heathrow airport: This airport at london has continous stream of traffic

regional airline operating under a code-share agreement with a major carrier. The agreement guarantees the regional carrier a fixed profit on completion of each flight. For many passengers, the hub is simply a transit point. At the hub they are transferred to airliners that fly them over long distances, perhaps even across continents, to another hub from where they might need to catch another small regional plane to arrive at their ultimate destination. Harmony prevails at hubs if the scheduling between the regional leg and the long-distance leg of the journey is right and travellers experience minimum delay. Each wave of regional flights must be smoothly and expeditiously received, processed and dispatched. Sometimes there’s a little breathing space before the arrival of the next lot, sometimes not. If the schedule is too slack, the hub airport may be overcrowded with passengers waiting for connecting flights. However, if planning is too tight, a small slip might trigger cascading delays and result in a slew of missed connections with hordes of disgruntled travellers to contend with. This is a situation that harried customer facilitation staff would surely not relish. A Journey Back in Time When commercial aviation began in the early 20th century, all aircraft were short-haul propeller-driven planes with meagre capacity. Most airlines too were small outfits and would only operate on short-distance point-to-point routes between their home base and any nearby airport with enough travellers. Even when long-haul airliners emerged around 1960, most journeys were point-to-point. The big jets would only fly between airports where there were enough passengers; so many smaller cities suffered a steady depletion or even abrupt termination of air service. When Delta Airlines introduced the hub-and-spoke model in the US in 1955, it made operations more efficient by greatly simplifying a complex network of regional routes. However, hubs didn’t make waves till FedEx began to deploy a small fleet of Dassault Falcon 20s to convey packages from outlying airports to its hub at Memphis, Tennessee. Then major passenger airlines began to see the virtues of the hub-and-spoke arrangement as a way to streamline their regional operations. And regional airlines again had a crucial role to play, conveying passengers from surrounding airports to the nearest hub, thus increasing the hub’s market penetration. The advent of Bombardier’s and then Embraer’s 50-seat regional jets in the early 1990s accelerated the process. Lately, however, 50-seaters are out of fashion because their seat-mile costs are too high and soaring fuel prices have rendered them uneconomical. It is now accepted that the 90-seat regional aircraft is the smallest economically viable unit of production. Only in India In India, mainly the six metro airports qualify as potential regional hubs. They have the necessary size and facilities and are surrounded by smaller regional airports that are capable of generating a steady stream of domestic and overseas passengers. Delhi, for instance, is now the hub for Air India’s global operations, leading to a surge in the airport’s transit passengers. The proposed joint venture airline between Tata Sons and Singapore Airlines (Tata-SIA) has also announced that its operations will be based out of Delhi. However, hub-and-spoke routeing may not become popular in this country so long as short-haul operations remain expensive. Besides, multiple rail and road options are often available between the hub and the potential spoke points. If the journey is not too long and fare difference substantial,

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Civil Regional Aviation travellers will cheerfully accept the discomfort and delay of surface travel to avail the monetary savings.

The Future of Regional Hubs In many parts of the world, hubs may have had their heyday. In the US, Southwest Airlines with its pointHubs to The Fore to-point paradigm has Hubs add prestige to a mainly direct flights, city. They mean more better fuel efficiency jobs, more tourism and records higher and higher tax revecustomer satisfaction nues. But they prosper than hub-and-spoke only if the economics operators. Southwest are right. They require, incidentally is the only first of all, a steady consistently successful stream of traffic from American airline, havregional airports and ing achieved 39 confootfalls preferably by secutive years of profthe million. Although itability. Now that’s a meticulous hub planrecord to die for. ning generally goes Traffic controller: The Control Tower at Heathrow Airport Regional aviation into ensuring that itself is under stress regional flights are closely dovetailed with long-haul flights, as at Paris or Frankfurt, in many parts of the world. This is a period when low-cost carthis may not always be necessary. If an airport has a continuous riers (LCC) are spreading their tentacles everywhere. LCCs prestream of traffic, as at London’s Heathrow Airport, many conve- fer to shun major hubs with their congestion, delays and high charges, and operate in splendid isolation from one low-cost nient connections might materialise by coincidence at the hub. A hub-and-spoke system fosters centralised operations and airport to another. In Europe, where the regional industry has maintenance, higher flight frequency, economies of scale and been shrinking for some years, regional carriers are trying to more efficient use of scarce resources, especially aircraft and develop a new model. One way is to occupy niche point-to-point crew. Passenger load factors are higher and the same aircraft markets that are too small to attract LCCs or mainline carriers. can fly the same route more than once a day. The model is most In the US, the financial crisis exacerbated by high fuel costs efficient from the airlines’ point of view because it enables the is chipping away at regional aviation and some analysts feel least number of aircraft to link the greatest number of airports. that the regional airline model may already be broken. Unless For instance, in a system with 10 destinations, the hub-and- the trend is reversed, within ten years as many as 100 small spoke model requires just nine routes to connect all points, communities may lose scheduled service altogether. Ultimately while a point-to-point network needs 45 routes (each airport regional carriers and hubs need to take determined steps to connecting the other nine). Hubs aim to be models of efficiency remain viable. Chicago-based United Airlines, for instance, where all services and utilities work in harmony, where flights plans to install a thinner seat design on about 5,00 CRJ700 and baggage are handled expeditiously, and where passengers regional jets so as to add four seats per plane. Hubs are a wonderful way of serving many more destinaare treated courteously. However, hubs are expensive to operate and they cannot tions, especially the smallest ones, but they are also expensive tolerate delay or inefficiency. Hub-and-spoke operations can and wasteful. Environmental and economic factors favour direct be a logistical nightmare with dozens of incoming and outgo- flights that involve just one fuel-guzzling take-off and climb to ing flights needing to be closely scheduled to avert unnecessary cruise and one landing. Climbing, descending and taxiing, all conflict. And which passenger would willingly choose a detour burn more fuel per mile than flying at cruising altitude. And fuel via a hub if a direct flight were available? Customers obviously accounts for a major portion of an airline’s operating expense. prefer point-to-point travel, which is quicker, cheaper and More stops and more connections mean more fuel burnt and more comfortable. On direct flights, they are neither exposed to more harmful emissions. Additionally, any detours or increased stops raise the outgo on navigation and airport charges. missed connections nor lost baggage. Air travel demand is likely to remain extremely priceHowever, regional passengers do realise that it’s in their own sensitive in the foreseeable future and interest to get to the nearest hub from there’s strong passenger preference where they can conveniently access for direct flights. LCCs have exploited many more city pairs and schedules. these two factors to offer numerous The switch from one airline’s regional non-stop flights at comparatively low jets to another airliner can be made fares. Their thrifty operating model seamless by code share agreements. and quick turnaround time makes this Through code shares, the major carriers possible. Traditional hub-and-spoke competitively outsource their short-haul carriers have high operating costs and flying requirements to regional carriers cannot easily compete with lean-andwhile maintaining their brand identity. mean LCCs. It is time to refashion the This has the additional advantage of hub-and-spoke model so as to continue allowing a carrier to specialise in one functioning in harmony. SP type of aircraft.

In the US, the financial crisis exacerbated by high fuel costs is chipping away at regional aviation and some analysts feel that the regional airline model may already be broken

ISSUE 11 • 2013

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interview

embraer commercial

We see very strong potential across the whole region Embraer has re-entered the Indian market with the launch of Air Costa’s E-Jet fleet, linking secondary cities. Mark Dunnachie, Vice President, Asia Pacific, Commercial Aviation, Embraer, in conversation with SP’s Aviation spoke on the market potential in India and Asia-Pacific and other countries the company is focusing on.

Biodata Mark Dunnachie began his career in 1989 where he was involved in the set up and launch of a small private scheduled Dutch airline. He joined Embraer Commercial Aviation in 2000 as Sales Director EMEA based in Paris. In 2005, he was promoted to Managing Director ECC Leasing, Embraer’s 100 per cent owned asset management organisation based in Dublin, Ireland, where he was responsible for the management of the company’s pre-owned portfolio. In 2011, he added to his responsibilities as Head of Lessor Sales Embraer for the EMEA region. In August 2013, he moved to Singapore to take on his current role. Prior to joining Embraer, he worked at BAE Systems for 10 years in a wide range of executive positions.

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SP’s Aviation (SP’s): Celebrating 1,000 E-Jets must be a major milestone. What next for E-Jets in terms of milestone? Mark Dunnachie (Dunnachie): On and upwards is the best summary response. When we launched the clean sheet E-Jet design just over 10 years ago it was to create an all new market segment. The significant milestone of the 1,000th delivery is testimony to how the right sizing argument makes sense. The new E-Jets E2, the second generation of the E-Jets, will take us to the next page in this compelling story, offering unrivalled economics with an already global and highly successful platform. This ensures a true winning combination for both airlines and passengers. SP’s: As head of Asia-Pacific markets, what potential do you see over here and which are the key countries you are focusing on? Dunnachie: We see very strong potential across the whole region. While we have enjoyed success in some of the more established markets, such as Japan and Australia, there are still gaps in others where the current E-Jets and the E-Jet E2s make enormous sense. We have just re-entered the Indian market with the launch of Air Costa’s E-Jet fleet, linking secondary cities. In addition, where turboprops have

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interview embraer commercial opened new markets we see many of these routes upgrading to jets as passengers become more empowered and traffic grows. SP’s: Embraer’s market outlook for 2012-31 mentions the centre of gravity moving eastward, notably to Asia. What are the forces driving the ‘eastward trend’? Dunnachie: Economic growth is the primary driver. This reflects in an increasing buying power for consumers and with the anticipated majority of the world’s middle class expected to be in Asia-Pacific, as highlighted in all the respected surveys, this reaffirms to us that the 70- to 130-seat jet segment will play an increasingly key part in this development as people travel more. We believe this will drive the Asian passenger to demand better products while seeking value for money. Today, many are simply content that they can take a flight rather than endure long road or sea transport, but the next rapid phase will see passengers demanding more comfort, faster speed and a better travel experience. The transition from turboprop to jet, as evidenced already in more mature markets, will also emerge in Asia-Pacific. SP’s: There is so much talk about China and India among the Asian countries making headway in commercial jets. Is that now or is it five-ten years down the line? Dunnachie: We know at Embraer, from over 40 years’ experience, that a great deal of blood, tears and sweat goes into creating a strong aerospace business. We firmly believe that others will enter the market and this drives us to protect our hard-earned position as we also transition our products to newer and better variants. The circle will continue to evolve and Embraer will play a key part in this global story. Without doubt others will enter, but we have every intention of protecting and enhancing our privileged reference position as the world’s leading supplier of jets up to 130 seats.

bodies by opening frequency, or it could be in mixing the right capacity at the right time. Regrettably, we see too many examples of the wrong capacity being flown, resulting in the commonly recognised concept of asset abuse. In other words, if I call for a taxi, don’t send me a bus. Some will argue that as a travelling public we will simply keep flying bigger and bigger aircraft, but this shows a biased naivety on the reality of the market. While pricing can theoretically fill any aircraft, this does not mean that it is an optimal use of the asset. How smart is it to dilute yield to such a point where the capacity offered requires such fare dilution that the airline loses money? The passenger may be happy but the airline’s business model will be short lived. It is far more optimal to offer the capacity that will allow the airline to generate profit while providing the passenger with value for money and a travel experience that they would wish to repeat. Win-win situations are sustainable, win-loss will end in collapse. Right-sizing equally applies when smaller capacity needs to grow. We see, for example, many of the pioneering turboprop routes requiring more capacity as they become established and prove the route. The core of the right-sizing philosophy is in capturing the sweet spot. In the current AsiaPacific market there are many such opportunities. SP’s: Embraer believes in ‘changing the way people fly’. Could you substantiate what that means? Dunnachie: Several years ago, we were the first and only original equipment manufacturer (OEM) to pioneer that while cost and revenue is correctly the first core focus of any business, there is another facet to the equation which the entire world’s leading global brands have embraced. Whether it be Apple or Starbucks, the empowered consumer is here to stay. We simply defined that air transport is no different and the concept of the PAX factor was born. All the surveys in the world confirm that barely one per cent of passengers will opt for the middle seat, so simply put, we took it out and offered per passenger comfort superior to that found on larger narrow bodies. The Asia-Pacific market as it evolves is no different. At present, passengers often have no choice—the products being pitched are both the same. We will continue to argue that people inherently prefer the speed, comfort and convenience of jets over turboprops. We will continue to argue that passengers also want frequency. We believe that passengers will pay a slight premium for these advantages. The pioneers who genuinely offer the passenger a choice will be the ones to capture the market. The reality is that people vote with their feet and given a choice will select. The first to offer good value and better choice will capture the majority of the traffic. Selecting air transport is no different from any other consumer decision. E-Jets, by their very capacity, are able to go more profitably where larger aircraft cannot. This, in turn, simply opens new opportunities for route development. The result is greater network connectivity. Getting from A to B is easier because with smaller airplanes flying more frequently, passengers have more choice of where they want to go, and when they want to go. This has never been more evident than in Africa where Kenya Airways operates 20 E-Jets. The airline is on track to link Nairobi with every African capital city with non-stop flights next year.

‘E-Jets, by their very capacity, are able to go more profitably where larger aircraft cannot’

SP’s: The business of E-Jets is directly linked to the growth of airport infrastructure in non-metro cities. Do you think enough is happening in the Asian region with regard to airport infrastructure? Dunnachie: It is easy to point the finger at the governments, as many are doing; citing that they have not done enough but we feel this is somewhat misguided. The speed of the growth has been so rapid many are understandably trying to catch up. The investment flows being made by many governments in the region in new infrastructure, such as Indonesia, are enormous and show a clear recognition by them of the importance that aviation plays as a clear driver in the stimulus of jobs, business and travel. The very favourable performance characteristics of our E-Jets often allows us to operate within the limited infrastructure that exists but given that passengers are looking for a seamless service with an efficient combination of airport and aircraft, it is essential that the investment continues in line or are faster than the growth. SP’s: Embraer has been talking about ‘right-sizing’ aircraft for airlines. Could you give us how ‘right-sizing’ fits for the Asian markets? Dunnachie: The region has many examples of right-sizing requirements. This could be in downsizing from larger narrow-

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interview embraer commercial The rise of disposable income for the average citizen is reflected in the increased demand for air travel. In Brazil, Azul Airlines flies its fleet of E-Jets to secondary cities with low fares and high frequencies. An entire segment of consumers that used to take the bus, or who would never travel, are now flying around the country on Azul’s fast-growing network. We see the same potential for India. As incomes rise, travel is a natural consequence. I’m delighted that for many first time flyers, their first flight is on an Embraer E-Jet. That’s how our aircraft are changing the air transport landscape in many parts of the world.

SP’s: What are the challenges in the Asian market that Embraer has come across? Dunnachie: Often financing can be a hurdle but this is in no way exclusive to Asia-Pacific. The last few years of global downturn have shown how major a factor this became. The advantage we offer is that E-Jets have been widely embraced by lessors and banks and have attained the much-coveted status as a true investment grade asset alongside other firm aircraft such as the B777, B767 and A330. We are used to finding innovative solutions for our customers.

SP’s: Your company has forecast world demand for 6,795 new jets in the 30- to 120- seat segment over the next 20 years. How does Embraer position itself in this scenario and what part of the demand is Embraer likely to meet? Dunnachie: Our 20-year forecast (2013-32) indicates a total market of around 6,400 new airplanes being delivered in the E-Jets E2 segment, from 70- to 130-seats. Current E-Jets have a 40-45 per cent market share by orders in its segment. For the E-Jets E2, we expect to maintain similar levels.

SP’s: With regard to India, does Embraer think that the market needs to liberalise a lot more? Dunnachie: Liberalisation needs to be managed very carefully. To simply open the market without thought may produce a short-term gain for the passenger but the consequent failure of the business model for the operator and the possible collapse of their business serve no one. The loss of jobs, the damage to the market and the subsequent drop in efficient service from a collapsed airline really requires the liberalisation tap to be turned on and off as required. As much as we manage our production sensibly, we have seen the impact on residual values where OEMs have flooded the market with too much aircraft capacity. The same discipline needs to be applied in the capacity offered by operators.

SP’s: Could you tell us how airlines will benefit with E-Jets, considering that they are looking at cost-effectiveness, particularly when fuel bills account for nearly 40 per cent of the operating costs in India? Dunnachie: Depending on who you talk to, high fuel costs are here to stay. Some advocate that they will rise and others say that they will drop. The fact remains that all aircraft consume fuel and it is one of the largest cost drivers for any operator. We have always focused on optimising the balance between providing airlines and passengers the aircraft they want and need with the lowest possible cost. This reflects across a wide spectrum as we have sought to reduce costs through not just fuel burn, but also more efficient maintenance through our clean sheet design. One element that many seasoned engineers comment on when they see their first E-Jet is how clean and accessible the design is. The ability to easily maintain an aircraft is an equally important cost factor. People also forget that the existing larger narrow bodies, while on their third or fourth generation, are still carrying the design criteria of 30-40 years back. In the E2s, which will come to market barely 15 years after the original E-Jets entered into service, we show a significant cost benefit over a wide spectrum of improvements, not least on fuel burn, noise and emissions with our selection of the geared turbofan (GTF) from Pratt & Whitney.

SP’s: There is a trend towards low cost carriers (LCCs). Do you think that Embraer fits the bill? Dunnachie: The LCC model in India and the whole of the Asia-Pacific region is showing tremendous growth and this is largely being fuelled by the pioneers as they open new routes and meet demand. The word of caution is the competition is ferocious and we are struggling to see how the current intense competition can be maintained without some of the players collapsing. The recent drop in currency values impacts the USD-based financing of leases or purchases. The rising cost of fuel is stretching the elastic even further. The level of fares being offered is simply not sustainable and yet the vast majority of the players are staring at each other and no one is ready to blink. This reminds me of a classic Western movie with high noon fast approaching. We firmly believe the LCC model has a critical role to play in Asia-Pacific, as it does in the rest of the world, but a solid dose of “right-sizing” medicine would do no harm.

‘The transition from turboprop to jet, as evidenced already in more mature markets, will also emerge in Asia Pacific’

SP’s: Will Embraer be expanding its distribution, sales and support network in Asia-Pacific? Could you give us the current status? Dunnachie: We already have a considerable presence with a large warehouse for parts in Singapore with a pool stock and a dedicated, focused local customer support team of 18. In addition to this, we have local account managers in many regional bases including India, Japan, Taiwan and Australia. We have a range of regional maintenance, repair and overhaul (MRO) solutions and are currently looking to see how we can expand this to even better serve our existing and potential customers as our market grows.

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SP’s: What will be Embraer’s unique selling proposition (USP) in Asia-Pacific market? Dunnachie: Without any hesitation, our USP will be the pedigree success of the E-Jet family with over 1,300 orders from nearly 90 airlines and 26 leasing companies that have added the airplanes to their fleets since the programme was launched in 1999. E-Jets continue to offer the optimum solution for both airlines and passengers in the 70- to 130-seat jet category. The future E2s will both enhance and build on this global success by offering even more compelling economics for the airlines while ensuring our aircraft remains the product of choice for the empowered passenger. SP For full interview, refer to www.sps-aviation.com

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Civil

Airlines

FLY TATA AGAIN If costs are lowered, infrastructure improved and government policies made more aviation friendly, it’s only a question of time before high growth resumes. Tata-SIA may be entering an apparently unattractive market, but it could be a well-timed move to become a key player eventually. By Group Captain (Retd) Joseph Noronha

Photograph: Singapore Airlines

Sixty years after a renowned airline owned by Tata was gracelessly taken over by the government, another Tata carrier is getting ready for launch. In 1932, JRD Tata, the first Indian to acquire a commercial pilot’s licence in India, started Tata Aviation Service, the country’s first airline. It was later renamed Tata Airlines and eventually became the world-famous Air India International. Even after Air India was nationalised in 1953, gradually losing most of its lustre, Tata Sons kept its aviation dream alive. But the company had to mark time till the government relaxed its policies and the environment became more commercially conducive. Now, it’s the turn of Ratan Tata, himself a qualified pilot, to pick up the threads. Although he handed over the reins of the Tata group last December, the move to set up an airline in partnership with Singapore Airlines Limited (SIA) bears his stamp. Time and Tide Wait for No One Announced in mid-September, this deal involves an initial investment of $100 million (`620 crore), of which Tata Sons will contribute 51 per cent and SIA the remaining. It would have been unthinkable even a year ago due to the country’s strict

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airline ownership laws. The tide turned in September 2012 when foreign carriers were permitted to acquire up to 49 per cent stake in an Indian carrier. First Malaysia’s AirAsia Berhad teamed up with Tata Sons and Telestra Tradeplace to set up AirAsia India. Next, Abu Dhabi’s flag carrier Etihad Airways acquired a stake in Jet Airways. And SIA is the third to throw its hat in the ring. It is unlikely to be the last. Following AirAsia’s bid, the question was asked: Is foreign investment permitted only in existing carriers or in new ones? “Both,” said the government. So the coast seems clear for TataSIA with a yet unspecified brand name and fleet, to take wing by mid-2014. It’s still early days and many pitfalls remain to be negotiated, but the government seems overtly keen for the airline to succeed. The first hurdle, clearance by the Foreign Investment Promotion Board (FIPB), was smoothly negotiated on October 24, in record time with no riders. Perhaps this is officialdom’s way of making reparation for its sins of omission and commission that have brought the airline industry to its knees. What better way than to speed the launch of a potential world-class carrier that bears the name Tata? The

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Civil Airlines applicants promise that ownership and effective control of the airline will remain with Tata Sons. This should be music to the ears of ultranationalists who constantly carp about the ‘foreign hand’. The new airline will use Delhi as its main hub, which may bring the airport footfalls by the million and justify the huge sums spent on its modernisation. But is this the right time to launch another major airline? Going by conventional wisdom, the answer is no. The industry is reeling under a burden of debt and mounting losses. There’s cut-throat competition for passengers, hardnosed folk who will only fly if fares are low. Whenever the airlines raise ticket prices, growth plunges. It doesn’t help that operational costs are insanely high because of unreasonable taxes on aviation fuel plus steep airport charges. According to the Centre for Asia Pacific Aviation (CAPA) the combined losses of domestic airlines during the quarter ending September 30 are likely to exceed `3,000 crore. Every carrier is probably in the red. All in all, India has the well-earned reputation of being one of the world’s toughest aviation markets. Why would foreign carriers risk so much to enter now? Do they see something the rest don’t? It’s a Tough World Out There! The suitors are not small-timers. Etihad is a rising star in the Middle East and one of the world’s fastest growing airlines. AirAsia has time and again been chosen as the world’s best low-cost carrier (LCC) and has perhaps the lowest cost base in the world and SIA is one of the world’s most successful full-service carriers (FSC). SIA was among the first foreign carriers to attempt entry into India. In 1997, it tried to set up a joint venture with Tata Sons. And in 2000, when Air India seemed ripe for disinvestment, it again bid for the airline in association with the Tatas. Both times, shortsighted politicians and self-seeking rivals scuttled the attempt. But SIA has an abiding interest in India thanks to the strong Indian presence in Singapore and the large number of Indian tourists who flock there. And the Tata Group is not known to act on a mere whim. Could this indeed be a marriage made in heaven? India’s domestic market has about 65 per cent LCC penetration with demand for premium service mainly between the metros at peak times. And except for people travelling at company or government expense, even high-end passengers routinely select the lowest fare available. Since Tata-SIA has made known its intention of targeting the full-service segment, it would be competing with Air India and Jet Airways for the remaining 35 per cent of passengers. The size of the full-service pie could shrink further if AirAsia India grabs significant market share. Indeed, LCCs everywhere are doing better than FSCs and both are struggling to keep costs low. In many short-haul markets, FSCs are forced to price economy tickets low, sometimes even lower than LCCs. That’s why CAPA says the industry must eventually move to a hybrid model, combining low cost and premium service. Starting from scratch, the new Tata-SIA airline may succeed in offering reasonably-priced business and economy tickets coupled with superior service, for which both partners have a formidable reputation. It just might work. But the fledgling airline will encounter real competition from IndiGo, the only consistently profitable carrier. Will it be able to match the steady growth, high load factor and on-time performance of IndiGo? Or will it merely mark time in the ruthless domestic market and spread its wings abroad as soon as possible? According to CAPA, India is currently the world’s sixth largest domestic aviation market but only the 19th internationally. Domestic traffic may be in a spot of bother due to the country’s floundering economy but the more benign international market has been growing every year for a decade or more. With

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spreading affluence and an upwardly-mobile middle class, continued growth in the international arena seems assured. So just as the Jet-Etihad deal fructified only after a steep increase in bilateral quotas between India and Abu Dhabi, the Tata-SIA combine is obviously hoping to fly overseas from day one. If the favourable noises emanating from the government are reliable, the demise of the indefensible rule that mandates Indian carriers to complete five years and have a fleet of at least 20 aircraft to start international flying is imminent. That would truly be cause for celebration. Geography puts India in the middle of traffic flows from both West and East. Delhi, Mumbai and other Indian metros could become natural transit hubs between Europe and West Asia on the one hand and Australia and the Far East on the other. This may be Tata-SIA’s dream since SIA’s core competence is intercontinental flights. Even before the so-called 5/20 rule is abolished, SIA, in conjunction with its Indian joint venture, can tap the domestic market and fully utilise its India-Singapore bilateral rights thus gaining an edge over competitors like Malaysia Airlines and Cathay Pacific. SIA already operates the world’s largest commercial aircraft, the 471-seat Airbus A380-800 that is ideal for long-haul flights. And India’s skies may finally welcome this behemoth. However, can AirAsia India and Tata-SIA Airlines, both underpinned by Tata investment, avoid treading on each other’s toes? Most analysts, including CAPA, believe a conflict of interest is likely to emerge. Tata executives claim that the two new carriers target discrete passenger segments, one the low end, the other the high. But unlike in other markets, aviation fuel, airport charges, maintenance, salaries and everything else cost the same for any airline operating in India. Since all carriers are striving to lower operational costs they are forced into practically the same fare band. Yet while AirAsia reportedly enjoys nearly 20 per cent operating profit, SIA is languishing at two per cent currently. Perhaps the sagacious Ratan Tata has a contingency plan, depending on which venture fares better! An Eye on the Future Few would disagree that India’s airline sector has tremendous potential in the long run. If costs are lowered, infrastructure improved and government policies made more aviation friendly, it’s only a question of time before high growth resumes. TataSIA may be entering an apparently unattractive market, but it could be a well-timed move to become a key player eventually. Whatever happens, 2014 is shaping up to be a year of reckoning for Indian aviation. Regional airline Air Costa entered the fray in October 2013 and intends to expand further afield. Air One has applied for a pan-India licence. The other Tata enterprise, AirAsia India, plans to scale up rapidly, perhaps reaching 50 aircraft in three years. And the existing airlines are busy adding capacity. All this should greatly please India’s air passengers. However, with competition intensifying, another bruising price war seems likely, unless the passenger pool expands quickly. Consolidation seems inevitable, and within three or four years, there may be only three to five strong airlines left. If Tata-SIA prospers, it may well be at the expense of Air India that has been teetering on the brink for many years and might once again be offered to the highest bidder. And who would be better suited to acquire it than its original owner, Tata Sons backed to the hilt by SIA? “As and when it [privatisation] happens, we would be very happy to look at it,” says Ratan Tata candidly. On the other hand, if AirAsia India thrives, Tata will be there too. Either way, Tata would be the winner. SP

ISSUE 11 • 2013

INTERVIEW

AMBASSADOR OF SPAIN

Photographs: Anoop Kamath / Sp guide pubns

we are keen on participating with Indian Industry The Ambassador of Spain to India Gustavo Aristegui spoke to SP’s Aviation about the rich historical tradition of Spain and how it is unique not having any hegemonic aspirations. Here in an interview with the Editor-in-Chief Jayant Baranwal, the Ambassador spoke at length on various issues concerning Spain-India relationship. Excerpts: SP’s Aviation (SP’s): What all Spain can offer to have a strong base of partnership in India for the global market? Gustavo Aristegui (Ambassador): It is very complimentary. I see great opportunity in the emerging markets. When I see India it is not just great opportunity but great opportunity for meaningful and solid partnership. Why? Because India is known for intellectual property and like Spain it is devoted to high technology, engineering, avant garde solutions, research and development, infrastructure, tourism and defence.

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SP’s: What is the proportion of research and development (R&D) investment in Spain? Ambassador: It is not that much. However, the R&D budget has doubled from 600 million euros in 2012 and is expected to touch nearly 1.4 billion euros in 2014. Some of the most cuttingedge technology is made by the private sector. Telefonica is a full-fledged technological giant in the world and has huge R&D investment. We are only 49 million people and we take pride in our global companies such as Indra, Telefonica, Navantia, Air-

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INTERVIEW AMBASSADOR OF SPAIN SP’s: Coming to the bus Military consordefence trade in tium of which we are India, does Euroa proud part. pean Union (EU) As for Airbus play an effective Military, none of the role? other participants in Ambassador: It is the consortium had getting there. I see it any kind of expehappen. There is an rience in building excellent EU Ambasmilitary transport sador here. The EU aircraft and it was is a project in the CASA, the Spanish making. You cannot branch of EADS. This count the things it is how the A400M has not yet achieved project was born as flaws, but it will be which was an evoluachieved. India has tion of the capacities, very cordial bilatthe technologies and eral relations with the design of many in conversation: individual countries decades of brilliant SP’s Editor-in-chief Jayant Baranwal with Ambassador Gustavo Aristegui of the EU...but they work of Spanish aerodon’t see yet the usespace engineers. That has given birth to an aircraft of the quality of C295 which is fulness of the EU. However, it is the responsibility of the EU doubtlessly the best mid-sized military airplane in the world. with regard to foreign trade, regulation, etc. Negotiations are This is used by the American Coast Guard. It has won dozens of going along a safe path and mutually beneficial result is due. I tenders around the world. This is the plane we intend to replace heard the Union Finance Minister P. Chidambaram stating that Avro transport plane. It is used as a platform for anti-submarine there was window of opportunity from now to February if the war, rescue, surveillance, border control, transport troops, and negotiators made a breakthrough and signed the FTA, if not the also as a mid-size gunship...all of that technology is behind the negotiations will continue with new EU Commission and with world’s most advanced military transport plane A400M. It is the new Indian Government next year. bigger than the Hercules. It is the only turboprop that can fly at a cruising speed of a commercial jetliner which is 0.74 Mach SP’s: In India there is lot of debate of having own aerowhereas others are flying 30-40 per cent slower than that. It space complex in terms of self-reliance. Does Spain cuts down transport time for deployment of troops and in mili- support the idea? Ambassador: We want to be a partner with Indian companies tary terms, it gives huge tactical advantage. and we are keen on participating. We are not going to withhold any kind of technology. We are going to be transparent. Offsets SP’s: The A400M is a transcontinental project. What is the are going to be real and we are going to give you the latest share of Spain in that? Ambassador: The share of Spain in the consortium is relatively and not first-generation technology. There is lot of potential for low at five per cent. Project-wise it differs and in the A330 MRTT both private and public companies to go to world markets after the share is over 47 per cent. The aerial refuelling boom system developing synergies. Navantia is partnering with Larsen and (ARBS) on it is the most advanced refuelling system in the world. Toubro (L&T) and they are going to participate in tenders of The boom is totally computerised and it is a Spanish design. The Indian Navy. Airbus Military is looking for an Indian partner MRTT has substantial component from Spain, the tail, the belly for replacement of the Avro aircraft. Everybody has legitimate and parts of the cabin. This boom is unbeatable. It consistently aspiration to indigenise their military; however there will be defeats Russian and American technology. Even in the US, when joint ventures. For instance the weapon systems of our submathere is unbiased assessment of technology it has defeated Boeing. rines are with US collaboration. We have taken hardware and systems from others and we built a totally Spanish product. Our LHD is a floating electronic war machine. SP’s: What roles can this aircraft play other than as a fuelling tanker? Ambassador: Technologically it is so advanced...we don’t take any SP’s: What is your perception about foreign direct investspace from the passenger area. It still has a sizeable amount of cargo ment (FDI) in defence in India and what it should be? capacity. It can be used for troop transportation and can be trans- Ambassador: It is a very delicate matter of sovereignty. It has to have some kind of special regulation. formed into a super VIP military plane. I We cannot be fuzzy about our defence think there is great need for such planes sector for investment and similarly we in India as it is a safe plane for a Head of need to respect other country’s reasonState to fly as it can effectively thwart a ing. FDI should be open in other secmissile attack. It is a multi-purpose aircraft tors, in defence you have to be careful. and not just a refuelling jet. It can transport It needs regulation from government. 300 troops and also high ranking officials There are delicate matters pertaining in a business class environment. It is very to security and stability and geopolitical versatile and the configuration of the plane interests have to be taken into account. can be changed rapidly for different purWe have to take necessary caution. SP poses...including a medical version.

‘FDI should be open in other sectors, in defence you have to be careful. It needs regulation from government.’

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ISSUE 11 • 2013

Space

exploration

MISSION TO MARS ISRO engineers put together the Mars Orbiter Mission in quick time, with approvals for the mission coming in August 2011 and all the hardware assembled on the orbiter in less than two years.

Photograph: spacenews.com

By R. Chandrakanth

On November 5, 2013, at 2.38 p.m. Indian Standard Time, Mangalyaan (Mars Craft), India’s first-ever launch outside the Earth’s sphere of influence, took off on its mission to Mars from the Sriharikota launch station, thus signifying to the world that ‘India has truly arrived in the elite club of nations to carry out Mars missions’. Indeed, it is a moment of immense pride not just for the scientific community in India, but also for a larger section of the society who believes that India can do wonders. The Indian Space Research Organisation (ISRO), which has carved a niche for itself in the realm of global space research, has put Mangalyaan in the shortest possible time and the lowest budget ever. On November 16, the ISRO performed the last of the five orbit-raising manoeuvre on its Mars Orbiter, raising the highest point of the spacecraft to over 1.92 lakh km. ISRO engineers put

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together the Mars Orbiter Mission (MOM) in quick time, with approvals for the mission coming in August 2011 and all the hardware assembled on the orbiter in less than two years. On the contrary, the new Mars mission of the National Aeronautics and Space Administration (NASA) called MAVEN, scheduled for launch on November 18, has taken almost six years to fabricate and is nearly 10 times the cost of Mangalyaan. India’s pride has come to fruition with an incredibly low budget of `450 crore, making it the cheapest ever venture to head for the red planet. The budgets of NASA, the European Space Agency (ESA) and Japan’s JAXA are several times higher. ISRO’s budget is just three per cent of NASA’s budget for 2010. Hence, Mangalyaan’s success will give ISRO a boost in the global launch business. Mangalyaan was on ISRO’s trusted workhorse, the polar satellite launch vehicle (PSLV-C25). In

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Space exploration

MANGALYAAN FACTS  Indian Space Research Organisation’s (ISRO) first ever mission to study a celestial body outside the Earth’s sphere of influence.  Mangalyaan, the 1,337-kg Mars Orbiter with 852-kg fuel and 15-kg of scientific instruments is expected to reach Mars’ orbit on September 14, 2014.  Mangalyaan technology demonstrator project developed at lowest cost of `450 crore.  Mission among others things will look for the presence of methane, an indicator of life there.  Two sea-borne terminals equipped with a 4.6-metre antenna and a 1.8-metre antenna on board Shipping Corporation of India’s (SCI) Nalanda and SCI Yamuna (some 2,500 km between them) in South Pacific Ocean will track the vehicle as it injects the Mars Orbiter mission into Earth’s orbit.  Once injected into orbit by the launch vehicle, the spacecraft trajectory post-separation would be tracked from NASA’s Jet Propulsion Laboratory facilities at Goldstone (US), Madrid (Spain) and Canberra (Australia).  Though there have been 51 missions to the red planet by dif-

Photograph: isro

The Mars Orbiter payloads The Mars Orbiter carries five scientific instruments to study the red planet – Lyman Alpha Photometer (LAP), Methane sensor for Mars (MSM), Mars exospheric neutral composition analyser (MENCA), Mars colour camera (MCC) and thermal infrared imaging spectrometer (TIS). Lyman Alpha Photometer (LAP): This device is an absorption cell photometer that will help determine the relative abundance of Deuterium and Hydrogen from Lyman-Alpha emission in the upper Martian atmosphere. The results from the device will mainly help understand the loss process of water from Mars, among other things. Mars Colour Camera (MCC): This tricolour camera will provide information regarding the Martian surface like surface features and composition. It will also help monitor the dynamic events and weather on the planet. The camera will also monitor Phobos and Deimos, the two satellites of Mars. Methane Sensor for Mars (MSM): This device will measure Methane (CH 4) in the planet’s atmosphere and map its sources. Mars Exospheric neutral Composition Analyser (MENCA): This device is a mass spectrometer that can analyse neutral composition in the range of 1-300 AMU with unit mass resolution. Thermal Infrared Imaging Spectrometer (TIS): This device will measure the thermal emission both during day and night. TIS can also map surface composition and mineralogy of the planet. The methane sensor in particular is a stand-out instrument as it is designed specifically to seek out methane gas in the Martian atmosphere. Methane has been a target of Mars scientists because while it can be created through geologic processes, it can also be a potential sign of microbial life. NASA currently has two active rovers, the one-tonne Curiosity rover and smaller Opportunity, on the planet’s surface. Orbiters from the US and European Space Agency are also monitoring the planet from orbit.

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ferent countries, only 21 have been considered successful, according to NASA.  China stepping up its ambitions in space too.

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quick time after the launch, the spacecraft went into orbit around the Earth, signalling its start of its 300-day voyage to Mars. If everything goes well during this complex and challenging journey through deep space, Mangalyaan will enter the Mars orbit on September 24, 2014. The highlight of the launch has been that it was the longest PSLV mission at 44 minutes. Earlier missions had lasted about 18 minutes. This was also the silver jubilee lift-off of the PSLV. Out of the 25 launches, 24 have been successful in a row. ISRO Chairman K. Radhakrishnan called the flight a copybook and textbook mission. “It was a new and complex mission in design and execution.” More than 500 scientists from the Bengaluru-based ISRO worked round the clock on this mission. India sees the Mars mission as an opportunity to beat its regional rival China in reaching the planet, especially after a Russian mission carrying the first Chinese satellite to Mars failed in November 2011. Japan also failed in a similar effort in 1998. “The primary objective of our mission is to see if we can reach the Mars orbit. That is the acknowledged objective. There are also scientific objectives for which the satellite carries a set of instruments,” said ISRO Chairman Radhakrishnan. The mission will also analyse the thin Martian atmosphere. The mission objectives are both technological and scientific in nature. Here are some of the important objectives for ISRO: • Design and realisation of a Mars Orbiter with a capability to survive and perform Earth-bound manoeuvrs, cruise phase of 300 days, Mars orbit insertion/capture and on-orbit phase around Mars. • Deep space communication, navigation, mission planning and management. • Exploration of Mars surface features, morphology, mineralogy and study of Martian atmosphere by indigenous scientific instruments. After India’s successful Chandrayaan unmanned mission to the Moon in 2008 that brought back the first clinching evidence of the presence of water there, the Mars mission, according to ISRO Chairman Radhakrishnan is a “natural progression”. SP

ISSUE 11 • 2013

Preview

Dubai AirShow 2013 Flying Displays: The Red Arrow team from UK will participate at the show

CurtainRaiser

Photograph: Mark Wright / BAE Systems

This year’s Dubai International Airshow is building up to be bigger and busier than ever with over 1,000 exhibitors from around the world expected along with 60,000 trade visitors and 1,500 international and regional media

By R. Chandrakanth

Dubai has a penchant to do everything on a scale with an ‘awe factor’. The tallest building in the world—the Burj Khalifa is in Dubai. The Palm Islands are something out of the world. Adding to the ‘awe’ list is the Dubai World Central, which among other projects houses the Al Maktoum International Airport which when fully operational will be the world’s largest passenger and cargo hub. This year the Dubai International Airshow which is also growing in size and stature will take place at Dubai World Central—a new home for a new era—from November 17-21, 2013. This year’s show is building up to be bigger and busier than ever with over 1,000 exhibitors from around the world expected along with 60,000 trade visitors and up to 1,500 international and regional media. Region rallies behind show Nearly 250 UAE-based companies will be participating in the show, an increase of over 21 per cent from the previous edition. Companies such as Saudi Aerospace, Alpha Star from Saudi Arabia and Franke Care Systems from Qatar. In addition, many local exhibitors such as Tawazan, UAE, Global Aerospace Logistics (GAL), UAE and Airfreight Aviation Limited (AAL) from UAE have increased their exhibition area to optimise their presence at the show.

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Following this trend, UAE exhibitors are the number one origin represented at the show, Saudi Arabia second, followed by the USA, UK and France. In line with the growth of the Dubai Airshow, international participants such as Canadian exhibitors have increased to 23 companies, reflecting a huge 100 per cent growth; USA exhibitors up to 145 companies, an increase of ten per cent and China with 15 new companies also witnessing a growth of ten per cent. That speaks for itself on Dubai’s preeminent position in the aviation sector and how the aviation community in the region is rallying behind the show. Purpose-built site Organised by F&E Aerospace, the Dubai Airshow will be held biannually at the purpose-built Dubai World Central site which has a larger static park for aircraft display (about 150 including 50 business jets), improved parking and catering facilities, besides the entire modern wherewithal to host a show of mammoth scale. The Dubai Airshow is organised under the patronage of H.H. Sheikh Mohammed bin Rashid Al Maktoum, Vice President and Prime Minister of the UAE and Ruler of Dubai, in cooperation with Dubai Civil Aviation Authority, Dubai Airports and the UAE armed forces.

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Preview Dubai AirShow 2013 “The site provides greater than ever accessibility for all involved in the show being easy to get to from Dubai’s main highways and from all other emirates,” said Sharief Fahmy, CEO, F&E Aerospace. “The venue is also very accessible as it is just about 30 minutes’ drive from most key locations in Dubai and 40 minutes from Abu Dhabi International Airport—thus making it truly central between both cities.” With over 5,300 parking spaces—three times that of the previous Dubai Airport Expo site as well as a park and ride option from Ibn Battuta metro station and numerous hotels, traffic management should therefore prove extremely smooth. “The Dubai Government’s investment in the site is a clear demonstration of its belief in the future of this show and its commitment to delivering world-class events which consistently raise the bar. “The busy flying schedules of Dubai International Airport also limited our daily flying display capabilities which have now been significantly freed up,” added Fahmy. The Dubai Airshow will see the return of the UAE’s Al Fursan aerobatics squad along with the Red Arrows from the UK. Also confirmed for the aerial flying display are a first for the Gulf region the military aircraft, A400M, and a first for the Dubai Airshow Boeing’s F/A-18E Super Hornet, among others. “The aviation growth of Dubai prompted the move and as a result the expanded exhibition space and footprint will now total site spanning 6,45,000 square metres—more than double that of the old site,” explained Fahmy.

Photograph: AirBus Military

Business Aviation gung-ho about show The organisers are forecasting a great turnout from the business aviation community. Amongst some of the key business aviation exhibitors are: Aurora Aviation, Execujet Middle East, Jetex, Bombardier, Embraer and Royal Jet. The purpose built show site will offer a larger static park where over 50 business aircraft will be on display including family fleets from all the major original equipment manufacturers (OEMs) including Gulfstream and Dassault Aviation. Business aviation continues to play increasingly important role within the Middle East region, helping to sustain current economic activity and drive new developments within the market. As emphasised by the Middle East Business Aviation Association (MEBAA) – the Middle East’s business aviation market is expected to reach Dh3.67 billion ($1 billion) by 2018, and by 2020, the regional fleet size of registered business jets is expected to cross 1,375. Fahmy shared this positive outlook saying: “The Dubai Airshow brings all aviation-related industries together under one roof; the biennial show prides itself on providing the ideal platform for the business aviation community to come, work together and mutually benefit—this is firmly reflected by the resounding amount of business aviation exhibitors and aircraft taking part.” Humanitarian angle to the show While the Dubai Airshow continues to be the region’s leading aerospace event, F&E Aerospace are also focused on developing and bringing new innovations to the show. In addition to the features seen in previous shows, this year the Dubai Airshow is bringing the UN World Food Programme (WFP) and Care by Air together in a new humanitarian pavilion; which in turn will showcase more than 15 charitable organisations, air operators and supporters in order to encourage more key players to join their efforts such as: Rus Aviation, UAE, AgustaWestland from Italy, Med Airways from Lebanon, and Royal Air Maroc from Morocco. Along with the humanitarian pavilion, the show will host 11

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country pavilions from Russia, Ukraine, France, Germany, Turkey, Australia, Canada, Netherlands, UK and USA plus the state of Florida; including new to show country pavilion—Sweden. The static display will also feature fighter jets and UAV’s plus. There will be a debut of the Sudanese SAFAT 03, a basic fixed-wing trainer along with Italian company Tecnam, which will be bringing two new to show aircraft, the P2002JF and P2006T. This year’s Dubai Airshow will also see the return of the Middle East’s dedicated training event for the aviation industry, the Gulf Aviation Training Event (GATE), taking place from November 18-19 and Futures Day. This is an initiative that aims to inspire young people to join the aerospace industry in the future, taking place on the final day of the show on November 21. One thing is for sure, there is no shortage of innovation and dynamism in the region. Boeing’s Current Market Outlook (CMO) 2013-32, predicts that the Middle East is amongst the fastest growing economies projected to grow 3.8 per cent, compounded annually, during the next 20 years.

Airbus Military A400m: The military aircraft will be a part of the show

The International Air Transport Association (IATA) too has asserted that air travel in the Middle East is stronger than in most global regions, reporting that in 2013, airlines in the Middle East will make an expected profit of $1.4 billion; making the Middle East one of the most profitable aviation regions in the world. First-ever Skyview It is all systems go for F&E Aerospace, the organisers of the first-ever Skyview, a four-day public event being held alongside the Dubai Airshow. Large numbers of visitors are expected to visit Skyview to witness the world’s best pilots dazzle in the sky, and to enjoy the fun-filled activities taking place on the ground. The UAE’s own aerobatic team, Al Fursan, have confirmed their participation in the world-class flying display. Skyview will take place from November 18-21, 2013, between 12 and 6 p.m. at Dubai World Central (DWC), Jebel Ali, Dubai; with the flying display commencing at 2 p.m. daily. Skyview will feature a purpose-built grand stand with a capacity for 6,000 visitors, located right next to the Dubai Airshow event to allow the public direct views of the spectacular flying action above. On the ground, Skyview will offer exhibits, games and activities to keep both families and aviation enthusiasts enthralled. SP

ISSUE 11 • 2013

Military

Viewpoint multi-role light fighter: light combat aircraft in a manoeuvre

For the private sector to flourish or even to survive in the regime of the defence industry, the essential prerequisites are low investment, easy availability of funds and cutting-edge technology, economy of scale in production as also high and quick returns

ARE WE FOR IT?

Photograph: PIB

ENERGISING INDIAN AEROSPACE INDUSTRY

By Air Marshal (Retd) B.K. Pandey

If there is practically no partnership today between the Indian Air Force (IAF) and the Indian aerospace industry in the private sector, it is certainly not for lack of intent, desire or effort on the part of either one or both. As early as in September 2011, while addressing a gathering of chief executive officers of the Indian aerospace industry in the private sector, Air Chief Marshal N.A.K. Browne, Chief of the Air Staff (CAS), revealed plans of the IAF to invest as much as $50 billion (`3,10,000 crore) in the fiveyear period between 2012 to 2017 on the procurement of new military aircraft. Getting down to specifics, the CAS spoke of the urgent requirement of the IAF to replace its ageing fleet of HS-748 Avro twin-engine, medium-lift turboprop transport aircraft for which the IAF was prepared to assign this responsibility to the private sector that could manufacture the selected aircraft in collaboration with a foreign partner both for the military and civilian application. The compelling reason for this initiative was the fact that the Hindustan Aeronautics Limited (HAL), the Indian aerospace major in the public sector that had dominated the Indian aerospace industry scene for the past over six decades, was now overburdened with commitments and hence there was the imperative need for active participation by the private sector to offload some of its burden. The CAS went on to say that private sector participation was needed not only to support expansion plans of the

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IAF but also to provide life-cycle support by way of provisioning of spares for a variety of aircraft for which the IAF currently has no option but to rely on the original equipment manufacturers (OEMs) or the foreign partners. For the private sector that had so far been excluded from participation in defence-related industry, especially military aircraft, this was exciting news at that point in time. However, two years later, the IAF is somewhat dismayed to find that there has been disconcerting lack of response from the private sector to the request for proposal (RFP) floated for the manufacture of 40 of the total fleet of 56 transport aircraft required by the IAF to replace the Avro fleet. But is the private sector entirely to shoulder the blame? On November 6, 2013, while speaking at the inaugural session of the Eighth International Conference on Energising Indian Aerospace Industry organised by the Confederation of Indian Industry (CII) and Centre for Air Power Studies (CAPS) in association with the IAF at New Delhi, Air Marshal P.P. Reddy, Director General (Inspection & Safety) representing Air Headquarters, reiterated what the CAS had said earlier and added that the IAF was going to procure equipment and platforms worth $150 billion (`9,30,000 crore) in the next decade-and-a-half. Observing that research and development (R&D) capabilities of the Hindustan Aeronautics Ltd (HAL) had been on sharp decline since the

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Military Viewpoint

Indian Industry Speaks

he first day of the Eighth International Conference on Energising Indian Aerospace Industry also witnessed the industry leaders speaking on measures to energise the aerospace industry. Commodore (Retd) S. Samaddar, CEO and Director, ShinMaywa Industries India while giving a presentation on incentives and benefits, said that “technology is buying minds and we have the capacity to buy”. Later, on being asked by SP’s Editor-in-Chief Jayant Baranwal to elaborate on it, he said that buying minds is to get those minds which have an understanding of science, technology and the products. “To get the best talent will not cost much for the industry and the best mind which is chosen from across the global should mentor the Indian minds. The Indian industry has no time to wait.” Leanne Caret, Vice President and General Manager Lift, Boeing Military Aircraft, gave a global company’s perspective on energising the aerospace industry and said that a vibrant, sustainable, aerospace industry depends on ‘people’. “It’s all about people, capturing the hearts and minds of the workforce. We have to create the vision for the next 30 years.” Explaining further to Jayant Baranwal during the question and answer session, she said that the industry needs to invest and demonstrate that there is business there. The industry can also invest in government-sponsored projects. She said Boeing has entered into a contract with the Defense Advanced Research Projects Agency (DARPA) where both would invest. Speaking about the Indian aerospace industry, Vivek Lal, President and CEO, New Ventures, Reliance Industries Limited, said that India must aim to be a part of the global supply chain, working side by side with the western world. The Indian industry, he said, has the capability to take up complex jobs and there is the need for active involvement of the government and the private sector. “We need to have long-term vision, capability and investment.” Answering to queries by Jayant Baranwal, he said that Reliance aims to invest in people, technology and create capability in India where we can move forward. He, however, did not specify the projects Reliance is currently working on. On being asked whether the Indian industry is set to stride forward, he said that at the moment the industry is not ready and the Indian business model and plan will necessarily require foreign collaboration where the role of partners will be very important.

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1980s, he said that the private sector was reluctant to participate as investments required both for R&D and production were very high and support from the government was not forthcoming. He expressed concern at the low level of expenditure by the private sector on R&D and believed that the best way to develop the aerospace industry in the private sector would be through unfettered access to technology from abroad and collaboration with foreign OEMs for licensed manufacture of platforms required by the IAF. He further said that Indian industry required relaxation of tax regimes, industry-friendly import and export regimes, support by way of funds for R&D and raising the cap on foreign direct investment (FDI) which was currently pegged at 26 per cent and was permitted up to 49 per cent on case-by-case basis restricted to high-end technologies and after due approval by the Cabinet Committee on Security. Addressing the gathering at the seminar, Air Marshal (Retd) Vinod Patney, Director, Centre for Air Power Studies (CAPS),

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said that India cannot hope to become a major power without a flourishing aerospace industry. Small and medium enterprises (SMEs) have not enjoyed the benefits of defence offsets and government support. SMEs as well as the large companies need to be given due attention by the government. Initially, their business models ought to be based on transfer of technology (ToT) and licensed production. To increase participation by the private sector, the cap on FDI ought to be raised. As per S.K. Mittal, General Manager, Business Development, HAL, his company has as many as 2,400 Tier-3 suppliers. As a first step, HAL needed to develop Tier-I and Tier-II suppliers. He further said that the best of the aerospace technologies cannot be parted with but these have to be developed. Majority of the raw materials are being imported and this trend needs to be reversed. Certification of airworthiness is also a challenge. Satish Kaura, Co-Chairman of CII National Committee on Defence and Aerospace & Chairman of Samtel Group, said that the need of the day was to have in place an effective mechanism for ToT. The focus of the nation must be on capacity-building with the aim of emerging as a defence and aerospace export hub. Indian SMEs should become a part of the global supply chains of major OEMs by leveraging the cost arbitrage in component designing and manufacturing in India. Anjan Das, Executive Director, CII, said that the tax rebate needs to be more broad-based and should also cover the cost involved beyond research as well. All the stakeholders should give higher priority to and treat aerospace/defence R&D and manufacturing as an integrated exercise to ensure orders to industry that brings in money for R&D. Global partnerships in co-development and co-manufacturing will be the key. India needs to look at this sector as a “mission”. Earlier on in February this year, A.K. Antony, Minister of Defence, while speaking at the inaugural session of the Second International Seminar on Army Air Defence in the 21st Century, jointly organised by CII and Corps of Army Air Defence, had said that the Indian armed forces should give least priority to imports to provide impetus to indigenous production. He further stated that policy and procedural changes would be made wherever necessary to enable the private sector to play a significant and major role. The Government of India is fully committed to help and boost domestic defence sector so that it becomes vibrant and proactive contributor to defence forces. The government treats private defence industry as a national asset and recognises the services and contribution made by the private industry towards achieving the goals of self-reliance and indigenisation. The Defence Minister specially lauded the initiative by the CII to bring the Indian defence industry to the forefront and its role in promoting indigenisation efforts. While there is frequent and reassuring rhetoric in different forums emanating from the highest levels of the establishment about the need for the private sector to enter the domain of defence production and the readiness of the government to support the effort, much still remains to be done on the ground. Unlike the public sector that has inexhaustible supply of funds from the government, the private sector is left to fend for itself. For the private sector to flourish or even to survive in the regime of the defence industry, the essential prerequisites are low investment, easy availability of funds and cutting-edge technology, economy of scale in production as also high and quick returns. But perhaps the greatest deterrent for the private industry is the uncertainty involved in the process of certification of defence equipment. Unless these are addressed effectively by the government, there is little chance that the Indian aerospace industry in the private sector will come forward to deliver. SP

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IAF

Photo feature

IAF celebrates 81st anniversary

as such the safety and security of these is our prime responsibility. While ensuring their physical security, there is also an increasing need to ensure security of our communication and information networks.” During an interaction with the media, when asked about the role of Mi-17V5 helicopters in anti-Naxal operations, the CAS said that the helicopters would help the security forces carry out day and night operations. “The Mi-17V5 gives us a lot of additional capabilities. Nobody should get a feeling that if it is dark and night, nobody can reach them,” he said. To a question on precautions being taken by the force to avoid being hit by ground fire, the CAS said, “What we do is we revise our standard operating procedures. We have done a lot of changes in terms of our defence and our communication equipment. We are doing more training so that we do not follow a set pattern. This is showing good results.” On the question of threat posed by Pakistan-based terrorists to IAF bases, the CAS said the Air Force has taken all “necessary” steps to protect its assets and stations. “It is a very valid concern. These kind of things have happened in our neighbourhood and in last two years, there have been three such incidents there. We are very conscious of this problem and all necessary steps have been taken to protect our assets.” 4TSP

PhotographS: Anoop Kamath / Sp guide pubnS

The Indian Air Force (IAF) celebrated its 81st anniversary on October 8, 2013, at the Air Force Station, Hindon. At this ceremony, the IAF showcased its full range of capabilities through aerial and ground display of practically all platforms in its inventory. A scintillating display by the flag-bearing skydiving team Akash Ganga marked the commencement of the Air Force Day celebrations. Members of the skydiving team exited from a high-flying An-32 aircraft and carried out a precision landing in front of the audience. The commencement of the Air Force Day Parade was marked by fly-past by a formation of three Mi-17V5 helicopters in ‘Vic’ formation trooping the Air Force ensign. Three Mi-25/35 in Vic formation followed. Then came the transport fleet of the IAF led by three of the recently acquired C-130J Super Hercules with two An-32 aircraft in echelon position, i.e. on either side, followed by ‘Spectrum’ formation comprising one An-32 aircraft in the lead with two Avro and two Dornier aircraft flying past in echelon position. Fly-past by the combat fleet of the IAF was led by three Jaguar aircraft in Vic formation closely followed by MiG-21 Bison the MiG-29 air-defence fighters, the Mirage 2000 multirole aircraft and the Su-30MKI air dominance fighters all in Vic formation. The C-17 Globemaster III for engine strategic airlift aircraft and the vintage aircraft Tiger Moth also participated representing two ends of the hardware spectrum that the IAF has successfully operated so far. The Sarang helicopter display team marked the grand finale to the ceremony. The IAF had practically all the aircraft of the fleet on static display as well. There was also an impressive display by the Air Warriors Drill Team. Addressing the Air Warriors, the chief guest, Air Chief Marshal N.A.K. Browne, Chief of the Air Staff (CAS), said, “The assets provided to the Air Force were expensive and scarce and

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IAF Photo feature

(previous page) Chief of the Air Staff Air Chief Marshal N.A.K. Browne arrives for the parade (clockwise from top) The latest induction of the IAF C-17 Globemaster III escorted by two Su-30MKIs

Skydiver of the Akash Ganga team descending with ease and precision Vintage Tiger Moth in flight sky warriors in action

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Show Report NBAA 2013

Business Aviation on the Rebound It’s always a fantastic experience. It brings the industry together and helps to focus on a common agenda. It’s still the largest of all the business aviation shows in the world and it gets great international attention.

Photographs: Nbaa

By R. Chandrakanth

Las Vegas is the Mecca of gambling, where winning or losing is all by chance. It is here that the National Business Aviation Association (NBAA) held its 66th annual convention and meeting and the refrain was that one could safely bet on the future of business aviation. In the opening session, the former Secretary of the US Treasury, John Snow referred to the ‘betting proposition’. He said, “They say what happens in Las Vegas stays in Las Vegas. I hope that [our] story doesn’t stay here, but is propelled across the country and across the world, because

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business aviation is a driving force for productivity, competitiveness and innovation in the American economy.” And the fact that the industry is rebounding from the great recession of 2008-09 is something to cheer about. Another statistic which is comforting is that as per Fortune magazine, business aircraft are utilised by 98 per cent of the top 50 “World’s Most Admired Companies” as well as 88 per cent of the publication’s “Global 500” listing of top companies worldwide based on revenues. The study finds that business aviation is a valuable

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Show Report NBAA 2013 tool not only for companies based in the United States, but also for enterprises around the world. The study titled “Business Aviation and the World’s Top Performing Companies” was unveiled by NBAA President and CEO Ed Bolen during the ‘No Plane No Gain Media Kickoff Breakfast’ campaign during the convention. Endorsing the value of business aviation, the business aviation community converged on Las Vegas to find ways and means of getting back fully on track. Bolen said: “Any way you look at it, this year’s show was a success. The energy and enthusiasm among exhibitors and attendees has demonstrated once again the tremendous value the industry continues to place on this event as a premier national and international business aviation venue.” Bolen noted: “Times were tough for our industry, but through it all the people in our industry continued to invest in new products, they continued to invest in the future. We never ate the seed corn. And today, we’re seeing all of that investment coming to fruition.” NBAA 2013, which took place from October 22-24, featured a packed show floor, with about 1,100 exhibitors displaying the latest products and services in two exhibit halls. A sold-out static display of aircraft at Henderson Executive Airport featured 83 fixed-wing aircraft of all types and sizes, while an all-new indoor static display of aircraft at the Las Vegas Convention Centre featured 12 more light business airplanes and helicopters.

maintaining the traditional hallmarks of high performance, industry leading efficiency and robust design that have come to define the Dassault Falcon brand over the past 50 years.” With eight passengers, the Falcon 5X will have a range of 5,200 nm at Mach 0.8. It will be powered by brand-new, innovative 11,450-lb thrust Snecma Silvercrest engines—the most efficient power plant in business aviation. The combination of sophisticated aerodynamics and ultra-efficient engines will permit the Falcon 5X to be as much as 50 per cent more fuel efficient than competitors’ aircraft, with corresponding savings in operating economy. The Falcon 5X is expected to have a balanced field length of about 5,250 feet/1,600 metres (MTOW, ISA, SL) and an approach speed of about 105 kts at typical landing weight. It will be capable of landing at 95 per cent of its maximum take-off weight, offering an unprecedented degree of flexibility. The Falcon 5X will also feature the newest generation of Dassault’s award winning EASy flight deck. First flight is expected in the first quarter of 2015 with EASA and FAA certifications before the end of 2016. “When designing the Falcon 5X, we interacted extensively with our customers to determine their cabin needs,” said Eric Trappier. “The industry has moved in a direction of wider cabins, which of course, has allowed Dassault to offer industry leading functionality, space and comfort in the Falcon 5X.

GAMA President and CEO Pete Bunce and NBAA President and CEO Ed Bolen speak at the NBAA 2013 Media Kickoff Breakfast; Nearly 1,100 companies exhibited at the Las Vegas Convention Center for NBAA 2013

The show closed with 25,425 people in attendance, which included representation from all the 50 US states and more than 90 countries. Business aircraft manufacturers were gung-ho about the rebound and were at hand to give details of their offerings.

Falcon 5X – Show Stopper Dassault Aviation unveiled the Falcon 5X, an all-new twinjet with the largest cross section and the most advanced fly-by-wire flight control system in business aviation. “With the Falcon 5X, Dassault has expanded the limits of what is possible in a business jet,” said Eric Trappier, Chairman and CEO of Dassault Aviation. “This new aircraft will offer an incredibly spacious and comfortable cabin with handling qualities and airport performance unmatched by any other large business jet. And this, while

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One of the measures of an international business jet is how the passenger feels upon arrival. There is simply more space, which will create a better sense of wellbeing for the passengers.”

Embraer Introduces Lineage 1000E Embraer Executive Jets introduced the Lineage 1000E executive jet, which can carry up to 19 passengers in five cabin zones, and is equipped with an electronic fly-by-wire flight control system. The Lineage 1000E introduces an array of enhancements that deliver an extended range, enhanced interior features and functionalities, including latest generation in-flight entertainment, enhanced cockpit options and a distinctive exterior design. “The new Lineage 1000E delivers superior customer experience throughout the aircraft, greater performance and

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Show Report NBAA 2013 efficiency, as well as enhanced flight deck resources,” said Ernest Edwards, President, Embraer Executive Jets. The range of the Lineage 1000E, with eight passengers aboard, was extended from 4,400-4,600 nm. This gain also translates into higher payload capacity for the same range and greater fuel efficiency for the same mission and payload. The enhanced interior design of the Lineage 1000E is reflected in the new seats, electric doors, refreshed galley and cabinetry design, automatic tables, ergonomics and other cabin amenities. The latest generation in entertainment solution is complemented by the improved acoustic comfort of the cabin. The Lineage 1000E features the Honeywell Ovation Select entertainment and cabin management system, completely digital, controlled either at each seat or wirelessly with an iPad. A fully integrated Media Centre conveniently concentrates multiple media devices and video inputs, such as Blu-Ray players, iPod docks and HDMI or USB ports, and delivers high definition video and 5.1 surround sound on larger, slimmer displays. Embraer also featured the Legacy 500, a mid-size business aircraft with a range of 3,000 nautical miles with best-in-class six-foot flat-floor cabin, which is wider than some aircraft in the super mid-size category. Eight club seats may be berthed into four beds, and the in-flight entertainment system consists of a high definition video system, surround sound, multiple audio and video input options, a cabin management system, and three options for voice communications and connectivity. Gulfstream Brings Elite Interiors to the Show The Gulfstream Elite interior concept that made its debut in the G650 and found its second application in the G450 is now on a G550 which was displayed at the show. Gulfstream has delivered about 30 Elite cabins so far. However, the talking point at the show was the G650 completing the fastest westbound, around-the-world flight for a non-supersonic aircraft. The ultra-long-range, ultra-large cabin company flagship circled the globe in 41 hours and seven minutes, establishing a world record in the C-1.l aircraft class. The record was officially certified by the National Aeronautic Association (NAA) and the Fédération Aéronautique Internationale in September. The G650, the fastest certified civilian aircraft, recorded an average speed of 568.5 miles per hour (915 kmph) on the journey, claiming 22 city-pair speed records in the process. The G650 now has a total of 38 records since setting its first (Burbank, California to Savannah) in January 2011. The G650’s 20,310 nm (37,614 km) around-the-world journey started and ended in San Diego, with stops in Guam, Dubai and Cape Verde. Each leg was flown at Mach 0.90, the standard highspeed cruise setting for the aircraft. Five pilots shared crew duties over the four legs of the journey. The G650 offers the longest range, fastest speed, largest cabin and the most advanced cockpit in the Gulfstream fleet. The G650 can travel 7,000 nm (12,964 km) at 0.85 Mach and has a maximum operating speed of Mach 0.925. Bombardier Celebrates 50th Anniversary of Learjet It was a momentous occasion for Bombardier at the show, highlighting the progress it has made on new Learjet programmes, coming in the 50th anniversary of Learjet. Bombardier presented its impressive line-up of business jets, including the Learjet 75, Challenger 300, Challenger 605 and Global 6000 jets, alongside the Learjet 23 aircraft, the first Learjet aircraft. The Challenger 350 and Learjet 85 aircraft cabin mock-ups were on static display. Its new mid-size Learjet 85 programme is making headway towards its first flight, which is expected before the end of 2013. It’s in the process of delivering the first Learjet 75 and certifica-

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tion and deliveries of the Learjet 70 will follow later this year. Learjet rolled out the eight-passenger Learjet 85, painted white with a red stripe, in Wichita in advance of the show. Steve Ridolfi, President of Bombardier’s Business Aircraft Division, said that the market is still rather sluggish overall. “It’s been five years since the economy took a steep downturn, and many sectors are still struggling. I don’t think we’re over all the effects of the last few years,” Ridolfi said. Cessna’s True Airspeed Airplane Cessna Aircraft President and CEO Scott Ernest said the singleengine, high-performance Cessna TTx will receive a marketing boost with the addition of ten aircraft to the demonstration fleet in an effort to introduce customers to the 235 knots true airspeed airplane. The mid-size Latitude business jet will fly in the first quarter of next year and is “ahead of schedule” for its certification in 2015. The Longitude is doing well in wind tunnel tests, and the Scorpion military jet that could be equipped for surveillance is going to fly well before the end of the year. The single-engine turboprop Grand Caravan EX seems to be attracting attention in the China-Asia market. Cessna Aircraft inked a deal with Yunnan Ruifeng General Aviation Co. this week at NBAA 2013 that will see Citation Mustangs being flown for charter services in China for the first time. Yunnan Ruifeng is acquiring two Citation Mustangs to operate charter flights in China. Beechcraft Inks Big Deal Beechcraft handed over the keys to the first King Air 350i ordered by membership aircraft access provider Wheels Up. The Wheels Up order which is for 105 King Air 350i aircraft, together with aftermarket support, is worth up to $1.4 billion. Beechcraft had eight propeller-driven aircraft on display at Henderson Executive Airport, representing its full line of pistonengine, turboprop, special-mission and military aircraft, as well as a classic 1943 Staggerwing. In addition to the 350i in Wheels Up livery, the display included three additional King Air variants: the 350ER special-mission demonstrator, plus a King Air 250 and a C90GTX, both civilian aircraft. A twin-engine Baron G58 and single engine G36 represent its piston line, while the singleengine turboprop AT-6 light attack aircraft and T-6 trainer. Beechcraft CEO Bill Boisture reported a 47 per cent increase in aircraft deliveries year till date, with 48 deliveries recorded in the third quarter, including 15 King Air 350i/ERturboprops, 10 T-6A/B/C military trainers and eight Bonanza G36 singleengine pistons. Jackie Chan, Harrison Ford Stars of the Show Jackie Chan who is the launch customer of the Legacy 500 executive jet in China, with scheduled delivery for 2015, was at the show. “My Legacy 650 is perfect for long trips, and it has everything I need on board,” said Jackie Chan. “The Legacy 500 is futuristic and I’m anxious to fly in the real aircraft.” Other celebrities who caught the attention of the attendees included Harrison Ford, the recipient of the Al Ueltschi Award for Humanitarian Leadership, and Bruce Dickson, the lead singer of Iron Maiden. Dickinson is a proud holder of a freshly inked Eclipse 550 type rating. All in all, the show remains iconic. The new NBAA Chairman, Ron Duncan aptly summed up that this show is “the” show. It’s always a fantastic event. For starters, it’s a fantastic experience. It brings the industry together and helps to focus on a common agenda. It’s still the largest of all the business aviation shows in the world and it gets great international attention. It’s just a spectacular event. SP

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hall of fame

After a long and successful career in engineering, Octave Chanute became an aviation pioneer. At a stage when most people are keen to retire, he turned to his passion: corresponding and collaborating with other aviation enthusiasts, collating aeronautical knowledge and conducting several hundred manned glider flights. Even though his advanced age made flying inadvisable he was instrumental in encouraging many aviation researchers, including the Wright Brothers. Not for nothing is he called the ‘elder statesman’ or ‘godfather’ of aeronautics and aviation. Octave Chanute was born in Paris on February 18, 1832. However, his family migrated to the US and Octave always considered himself an American. At 16, he began training as a civil engineer and was regarded as highly intelligent and innovative professionally. He ultimately became one of the nation’s most successful and distinguished civil engineers. He designed and built America’s two biggest stockyards at Chicago and Kansas City. Although the Missouri was widely considered to be unbridgeable, he constructed the Hannibal Bridge at Kansas City, the first to span the river. There were many other famous bridges during his long railroad career. Upon his retirement, Octave Chanute brought his vast practical experience to aviation. His personality and work efficiency were like a breath of fresh air in the disorganised aeronautical research of the 1890s. Through patience, meticulous investigation and recognised problem-solving techniques, he gathered everything useful known about flight till then into one harmonious refrain. Believing that the progress of aviation would be hastened by collaboration rather than mindless competition, he shared his findings freely with all. He listed possible solutions and disseminated them to others so that they might carry out further experiments. He also built a community of researchers, corresponded internationally, organised symposia and served as free information service on the latest advancements in the field. In 1894, he published his seminal work Progress in Flying Machines, the most comprehensive survey of aviation research till that time. His tireless efforts won him the respect and affection of aviation investigators in the US and Europe.

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In 1896, Octave Chanute began experimenting with gliders on the southern shore of Lake Michigan. Three of these were his own creation while two were designed by others. His aim was to develop inherently stable craft with moveable control surfaces. He felt that the best way to generate extra lift without an unaffordable increase in weight was to stack several wings one above the other, an idea pioneered by Otto Lilienthal in the 1890s. He eventually settled for a “bridge-truss” biplane design that would dominate aircraft construction for many years. He personally directed his

OCTAVE CHANUTE (1832-1910) Upon retirement, he brought his vast practical experience to aviation. His personality and work efficiency were like a breath of fresh air in the disorganised aeronautical research of the 1890s.

loyal assistants through more than 1,000 flights in some of the most advanced gliders in the world, many over 100 feet in length. Ultimately he became a global expert in manned glider flights. Of the scores of leading aviation researchers who corresponded with him was Wilbur Wright. In his first letter to Chanute dated May 13, 1900, Wilbur wrote: “For some years I have been afflicted with the belief that flight is possible to man. The disease has increased in severity and I feel it will soon cost me

an increased amount of money, if not my life.” Chanute was impressed by the young Wright brothers’ attitude and commitment to manned flight. He became their chief supporter and supplied them with the latest aerial information through over 400 letters. He took special interest in their practical experiments and visited the site of their attempted flights more than once. On November 23, 1903, he presciently stated, “I believe the new machine of the Wrights to be the most promising attempt at flight that has yet been made.” Less than a month later, on December 17, 1903, the world’s first powered, controlled and sustained heavier-thanair flight took place at Kitty Hawk, with Orville Wright at the controls of the Wright Flyer. Sadly, what should have been a close lifelong relationship soured over a basic difference of opinion. While Chanute believed in transparency and free sharing of aviation data, the Wrights were obsessively secretive. They wished to keep their results to themselves and patent whatever they made. Chanute, who had devoted much of his life in encouraging others and collaborating, profoundly disapproved of their attempts to control the technology of flight. He believed that flying could usher in a new age of peace and prosperity, but only if aviation knowledge were freely disseminated. He advised them to avoid becoming embroiled in patent disputes and concentrate instead on practical experiments. Even though their letters ceased for some years they always acknowledged their debt to Chanute. Remarkably, Chanute’s methodical record of correspondence exchanged with the Wrights is the only comprehensive documentation of the invention of their aeroplane. Octave Chanute died in Chicago on November 23, 1910. His philosophy is best summed up in his words: “Let us hope that the advent of a successful flying machine, now only dimly foreseen and nevertheless thought to be possible, will bring nothing but good into the world; that it shall abridge distance, make all parts of the globe accessible, bring men into closer relation with each other, advance civilisation and hasten the promised era in which there shall be nothing but peace and goodwill among all men.” SP

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— Group Captain (Retd) Joseph Noronha, Goa

focus india / SP’S SPECIAL CORRESPONDENT IAF May-day for MMRCA Twenty-one months since the Rafale was down selected in the medium multi-role combat aircraft (MMRCA) fighter competition, a measure of despondency has set in over timelines making the Indian Air Force (IAF) nervous for the first time that there’s a good chance the deal won’t go through in the current financial year. The IAF’s Deputy Chief recently claimed he expected the deal to be pushed through before April 2014, but if the reality in negotiations is anything to go by, there remains a mountain of work ahead and very little time. Serious stumbling blocks linger on three principal accounts: division of responsibilities between Dassault and HAL in terms of workshare and technical collaboration, costing of the 18 flyaway aircraft that will be produced by Dassault for the first MMRCA squadron, and offsets. Antony to convey FGFA concerns

Concerns over disparities between India’s investment in the fifth-generation fighter aircraft (FGFA) and its substantive workshare in the programme will be raised by Defence Minister A.K. Antony when he visits Moscow later this month. While India is an equal partner in funding the ambitious programme, the Hindustan Aeronautics Limited (HAL), the Indian partner, currently only has 15 per cent of the responsibility. Top Ministry of Defence sources however have told SP’s that while concerns will be conveyed, the Russian side has already mentioned that HAL is currently not technologically equipped to take on a greater share of the design and testing work, and that there will be a two-three year gestation period before the know-how is transmitted between the two partners. Russia open to arming Indian Rafale While the IAF sets its highest hopes on the MMRCA, Russia has said it would be willing to integrate Russian weapons on the Rafale if India so desires. At the recent MAKS 2013 show in Zhukovsky, Russia’s largest guided weapons house, Korporatsia Takticheskogo Raketnogo Vooruzheniya’s (KTBP) Chief Boris Obnosov is quoted to have said, “These include long-mediumand short-range air-to-air missiles, anti-

ship missiles, guided aviation bombs and a large spectrum of submarine weapons. By their performance characteristics, they are as good as if not better than best Western analogues.” Sources inform SP’s that the IAF hasn’t finalised its weapons fit for the Rafale on this option in question.

flight display units, integrated standby instrument system, angle of attack system, engine instrument and crew alert system, hydraulic utility packs, hydraulic pumps, total air temperature probe, air data probe, vapour cycle cooling system and emergency accumulator manifold.

First upgraded IAF Mirage 2000 flies Amidst delays and nervousness over delays in other fighter programmes, the IAF has breathed a sigh of relief over the successful debut flight of its first upgraded Mirage 2000 multi-role fighter at the Istres-Le Tubé airbase earlier this month. The upgraded jet is only the first jet to be upgraded—the remaining 48 will be upgraded by HAL in India under a technology agreement with Dassault and Thales. The $2.4-billion deal will give the legendary Mirages a brand new avionics and selfprotection suite, a new generation Thales RDY-2 radar and new MBDA MICA air-toair missiles under a separate contract.

HAL scouts partner for new UAV family HAL has invited interest from global and Indian majors in a holistic joint venture: joint development, manufacturing and marketing of a family of UAVs: a fixed-wing medium-altitude long-range (MALE) UAV, fixed-wing short-range tactical UAV and a mini UAV for use at the infantry platoon level. Indications are that HAL is not purely looking for ab initio development models, but possible deep modifications of existing platforms as well. The company has formulated a detailed process to identify a partner and then thrash out a business model. Interestingly, HAL has asked interested vendors to suggest methods and business plans going forward on the programme. HAL is hoping to sign a deal with a partner this financial year with everything in place to begin development work.

Tender out for Rustom-II’s SATCOM Antenna With its first flight scheduled for February 2014, the Aeronautical Development Establishment (ADE) has floated a global tender to acquire a satellite communications (SATCOM) airborne antenna assembly system (SAAAS) for the Rustom-II medium altitude long endurance UAV. The SATCOM antenna, a communication bridge between the air vehicle and ground station will function in the frequency range of Ku-band for the beyond line of sight communication, in which the uplink carries aircraft command and control, in addition to voice information while the downlink carries multi sensor payload information and multiplexed telemetry data as and when required. HAL for displays, pilot cam & engine alert system for HTT-40 The Hindustan Aeronautics Limited (HAL) is accelerating on the HTT-40 programme and has now floated tenders for the proposed aircraft’s primary flight display system and the engine instrument crew alert system. As reported earlier by SP’s, despite the IAF’s overwhelming concerns over the cost of the HTT-40 and recommendation that the project be shelved, HAL is staying with the programme, funding it through internal accruals. Other systems being sought by HAL include LP shutoff cock, fuel booster pump, retraction manifold and pilot vision camera and recording system. Apart from an active competition for its turboprop engine, HAL has called for competitive bids for a number of systems including primary

ISSUE 11 • 2013

HAL’s IJT delayed again HAL’s intermediate jet trainer, the HJT-36, has slipped again and will not meet its December 2013 target for initial operational clearance (IOC), sources involved with the programme have informed SP’s. Troubled by a chronic set of technical issues for over two years related to spin and stall manoeuvres crucial for pilot training and safety, the IJT is likely to meet criteria for IOC only around June-July 2014. The platform has also encountered significant engine issues, first flagged by the IAF Chief in February this year. LCA back at Jamnagar for weapons trials After the Tejas LSP-7 successfully completed several weapons release test points at Jamnagar in July this year, three more limited series airframes (LSP-3, LSP-5 and LSP-8) are now in Jamnagar to bolster the gains made, and notch up more test points necessary for initial operational clearance of the LCA Tejas Mk.1 in December. The three platforms will undertake a slew of weapons release manoeuvres including releasing bombs and firing the Vympel R-73 missile, the only missile so far deployed on the Tejas. The IAF has indicated the team testing Tejas is looking to achieve IOC-2 before Christmas, between December 19-24. • For complete versions log on to: www.spsaviation.net & www.spsmai.com

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News Digest Military Asia-Pacific Possible sale to Saudi Arabia of various munitions and support

The Defense Security Cooperation Agency has notified Congress of a possible FMS to Saudi Arabia of various munitions and associated equipment, parts, training and logistical support for an estimated cost of $6.8 billion. The Government of Saudi Arabia has requested a possible sale of 650 AGM-84H standoff land attack missiles-expanded response (SLAM-ER), 973 AGM-154C joint standoff weapons (JSOW), 400 AGM-84L Harpoon Block II missiles, 1000 GBU-39/B small diameter bombs (SDB), 40 CATM-84H captive air training missiles (CATM), 20 ATM-84H SLAM-ER telemetry missiles, 4 Dummy air training missiles, 60 AWW13 data link pods, 10 JSOW CATMs, 40

Harpoon CATMs, 20 ATM-84L Harpoon exercise missiles, 36 SDB captive flight and load build trainers, containers, mission planning, integration support and testing and other necessary support including training.

Americas

QuickRoundUp

AgustaWestland

CAE awarded $140 million contracts

CAE has been awarded approximately $140 million in military contracts, including approximately $85 million to CAE US alone. The US contracts also include options valued at an additional $50 million over the next five years. The contracts include an option exercise by the US Air Force (USAF) for the fourth year of KC-135 tanker aircrew training services, numerous KC-135 simulator upgrades, a new contract from the USAF to provide operations and maintenance support for new KC-135 boom operator weapon sys-

IAF Commanders’ Conference

AgustaWestland has announced that life flight network has signed firm orders for three AW119Kx single engine helicopters, completing the 15 helicopter acquisition plan, to meet its future air medical helicopter transport requirements.

Airbus

According to Airbus’ new Cargo Global Market Forecast, worldwide air freight traffic will grow by an average of 4.8 per cent annually over the next 20 years, almost doubling the required global freighter fleet to nearly 3,000 aircraft. Asia-Pacific (including India and the PRC) currently represents 36 per cent of the world freight traffic, increasing to 42 per cent by 2032.

Airbus Military

Airbus Military has begun trials of water bombing with a specially modified C295 aircraft at a site near Cordoba, Spain, specialised in firefighting.

Astrium

Astrium, the world’s second ranking space company, has been awarded three new contracts by the European Space Agency: €106 million (about $145 million) contract for continued development of the Ariane 5 ME; €278 million (about $380 million) contract for continued development of elements common to the Ariane 5 ME and Ariane 6 launchers; €30 million (about $41 million) contract to kick off preliminary studies for Ariane 6 in 2013.

Bell Helicopter

During the Aviation Expo China, Bell Helicopter signed an agreement to sell two Bell 407GXs to General Dynamic Aero Industry. This agreement was signed one day after Bell Helicopter announced the sale of 12 aircraft to Reignwood Investment Co., Ltd. Just prior to the show, Bell Helicopter also inked agreements for the sale of an additional four aircraft which made a total of 18 helicopters.

he second biannual Air Force Commanders’ Conference was held at Air Headquarters from October 2225, 2013, and inaugurated by Air Chief Marshal N.A.K. Browne, Chairman Chiefs of Staff Committee (COSC) and Chief of the Air Staff. The theme of the conference was ”Aircraft and Systems Maintenance and Operational and Training Issues” in the backdrop of IAF’s ongoing modernisation drive, challenges of maintaining legacy systems along with new inductions and optimisation of resources. Complimenting the Commanders’ for an outstanding effort in the last one year, Air Chief Marshal Browne said, “While Exercise Iron Fist and Exercise Live Wire clearly illustrated our professional competence and team work, Operation Rahat

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reconfirmed the nation’s faith in IAF’s capability and resolve of our men and women. These enhanced our collective confidence in employing new capabilities in conformity with our concept of operations. Now, it is all the more important for us to carry forward the lessons learnt from them and continue to refine our methods.” Emphasising on enhancement of operational capability, the IAF Chief said, “We must consolidate our newly acquired aircraft and equipment towards maintaining a High Operational Status at all times. Since leadership flows from a sense of ownership, we must encourage ownership at all levels. When, Air Warriors, our most important asset, are happy and motivated, it clearly indicates that we are moving in the right direction.”

•

Boeing

Boeing has announced that it will adjust the production rate for the 747-8 programme from 1.75 airplanes to 1.5 airplanes per month through 2015 because of lower market demand for large passenger and freighter airplanes. Boeing will build a fourth Global Xpress satellite network’s Inmarsat-5 spacecraft which will provide Inmarsat’s government and commercial customers with mobile broadband connectivity on land, at sea and in the air. Scheduled to be delivered in 2016, the fourth satellite will be based on the Boeing 702 high power platform.

Bombardier

Bombardier Aerospace has announced that Luxair, the national airline of the Grand Duchy of Luxembourg, has placed a firm order for a Q400 NextGen turboprop airliner and has also taken an option for an additional Q400 NextGen aircraft. The airline currently operates a fleet of six Q400 and Q400 NextGen aircraft.

ISSUE 11 • 2013

News Digest QuickRoundUp

tems trainers, a contract to develop a military helicopter full-mission simulator for an undisclosed customer and a contract to perform a range of upgrades on the German Air Force Tornado simulators.

CIVIL AVIATION

Dassault Aviation

India will finalise a $15-billion deal to buy 126 Rafale fighter jets from France’s Dassault Aviation by March 2014, an Indian Air Force official said on Thursday, after the deal had been held up for differences over local manufacturing.

Asia-Pacific Forecast International predicts restrained growth

Harris Corporation, an international communications and information technology company, has been awarded a $65 million contract modification to provide worldwide satellite data and communications support to the US Air Force’s satellite control network and global positioning system antenna sites.

In Forecast International’s new study, “The Market for Regional Transport Aircraft”, the market research firm predicts that 4,035 regional aircraft will be built from 2013 through 2022. The value of this production, which includes both regional jets and regional turboprop airliners, is estimated at $141.8 billion. The company expects 371 regional aircraft to be produced in 2013, with annual output rising to a peak of 486 aircraft in 2020. A cyclical downturn is anticipated for 2021 and 2022. The leading regional aircraft manufacturers during the 2013-22 time frame will be Bombardier, Embraer, and ATR. Bombardier is expected to produce 1,035 regional aircraft, worth $47.7 billion. Embraer is projected to build 1,018 regional aircraft, worth $49.5 billion. ATR is expected to be third in both categories with production of 668 aircraft, worth $15.4 billion. The new entrants like COMAC of China, Mitsubishi of Japan and Sukhoi of Russia will challenge the established manufacturers.

Hawker Pacific

INDUSTRY

Elbit Systems

Elbit Systems Ltd has announced that it has been awarded a follow-on contract to supply advanced helmet mounted display systems for the Republic of Korea Army’s Surion helicopter. The contract will be performed over a four-year period.

General Atomics Aeronautical Systems

General Atomics Aeronautical Systems, Inc., has been awarded a maximum 37,74,00,000 not-to-exceed delivery order, undefinitised contract award on an existing firm-fixed-price contract for fiscal 2013 MQ-9 Reaper production of 24 MQ-9 Block 5 Reaper aircraft, shipping containers, initial spares and support equipment. Work will be completed by July 29, 2016.

Harris

Lockheed Martin and Pilatus Aircraft, supported by Hawker Pacific, have announced a teaming agreement to compete for pilot training for the Australian defence force. The consortium, known as Team 21, will compete for the AIR 5428 pilot training system programme. This team is currently in its seventh year of a 20-year performance-based contract to provide the Pilot Training Basic Wings Course to the Republic of Singapore Air Force.

Lockheed Martin

The Lockheed Martin F-35 Lightning II programme continues its operational maturation, surpassing 10,000 flight hours in September. More than half of the total hours were accumulated in just the past 11 months. Through September, F-35s flew 6,492 times for a total of 10,077 flight hours. The new milestone effectively doubles the safe

17–21 November Dubai AirShow Dubai World Central, Dubai, UAE www.dubaiairshow.aero 20–21 November UAS 2013 Marriott Hotel, Regents Park, London, UK www.smi-online.co.uk/defence/uk/ conference/unmanned-aerial-systems 25–27 November AUS&R 2013 Expo Autonomous, Unmanned Systems & Robotics Rishon-LeZion, Tel-Aviv, Israel www.i-hls.com/2013/07/ausr2013 26–28 November Central Europe Private Aviation Expo Prague Congress Centre, Prague, Czech Republic www.cepaexpo.com 5–6 December Civil Aviation Development Summit (CADS) 2013 Eros Intercontinental Hotel, Nehru Place, New Delhi, India www.iaccindia.com/event.asp?id=244 10–12 December Gulf Defense & Aerospace Kuwait Kuwait International Fair, Kuwait www.gulfdefense.com

MEADS multifunction fire control radar tested

ASIA-PACIFIC China will develop heavy-duty armed helicopter

Israel

Calling Israel’s self-defence capabilities and its qualitative military edge central to both Israel and the US security interests, Defense Secretary Chuck Hagel has announced that Israel will buy six V-22 Osprey tilt-rotor aircraft for its Air Force.

Show Calendar

The development of Chinese armed helicopters as represented by the WZ-10 and WZ-19 continues to draw international attention. Du Wenlong, a military expert, responded to media questions by saying that WZ-10 was only a starting point and that China would go on to develop heavyduty armed helicopters.

ISSUE 11 • 2013

In preparation for an upcoming dualintercept test later this year, a medium extended air defence system (MEADS) multifunction fire control radar (MFCR) successfully acquired and tracked a Lance tactical ballistic missile (TBM) at White Sands Missile Range. This was the first attempt by a MEADS radar to track a live TBM. The X-band MFCR detected the Lance TBM soon after launch and maintained dedicated track mode until shortly before ground impact. This test characterised MFCR performance

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News Digest appointments

Indian Air Force

Air Marshal Arup Raha, the Vice Chief of Air Staff, will be the next Chief of the Air Staff after the retirement of Air Chief Marshal N.A.K. Browne on December 31, 2013.

Gulfstream

Gulfstream Aerospace Corporation has appointed Kevin Valik as a North American Sales Director in the company’s East Division.

Safran

Jean-Michel Hillion has been named Safran Corporate Senior Vice President, Boeing Programs.

Beechcraft

Beechcraft Corporation has appointed John Kearns as Regional Sales Director for the Central and West Texas region and Patrick O’Connell as Regional Sales Director for the Upper Midwest region of the United States.

Saab

Åsa Thegström has been appointed new Senior Vice President and Head of Group Communication at Saab.

Bell Helicopter

Bell Helicopter has announced the addition of Owen Coulman and Darin Howell, two new Regional Commercial Sales Managers in North America.

Airbus Military

Felipe Steinmetz Comunión, currently Head of Procurement Airframe and Material in Airbus Military, has been appointed President and CEO of Airbus Military EADS PZL “Warszawa – Okecie” S.A.

Bombardier Aerospace

Bombardier has appointed Éric Mar-

against a TBM class target and demonstrated the radar’s 360-degree rotating mode capability. The MEADS MFCR is a 360-degree X-band, solid-state, active electronically steered array radar. It pro-

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QuickRoundUp

tel as President, Bombardier Business Aircraft. He succeeds Steve Ridolfi, who has been appointed Senior Vice President, Strategy and Mergers and Acquisitions, Bombardier Inc.

flight operations of the F-35 in a year, compared to reaching 5,000 flight hours in six years.

Northrop Grumman

Northrop Grumman has appointed Douglas Raaberg as Chief Executive United Arab Emirates (UAE).

Northrop Grumman Aerospace Systems, Melbourne, has been awarded a $41,45,00,000 firm-fixed-price, fixedprice-incentive-firm, and cost-plus-fixed-fee type indefinitedelivery/indefinite-quantity contract for the Joint STARS System Improvement Program III. Work will be completed by October 20, 2020.

ThalesRaytheonSystems France

Jérôme Bendell has been appointed Chief Executive Officer of ThalesRaytheonSystems SAS. He succeeds Philippe Duhamel, who was appointed Chief Executive Officer of international joint venture ThalesRaytheonSystems.

Pratt & Whitney

The US Department of Defense and Pratt & Whitney have signed a contract for the sixth lot of F135 propulsion systems to power the F-35 Lightning II at a cost of $508 million modification to the fully funded contract which brings the total LRIP 6 contract value to $1.1 billion.

Rockwell Collins

DRS Technologies

The Rockwell Collins Common Avionics Architecture System (CAAS) cockpit is featured on the first CH-147 Chinook helicopter that was delivered to Canada’s Department of National Defence (DND) at Ottawa. The CAAS cockpit provides helicopter pilots with enhanced situational awareness and safety of flight while significantly reducing their workload.

DRS Technologies has announced that its Chief Executive Officer, former US Deputy Secretary of Defense William J. Lynn III, has been elected to the Board of Directors of the National Defense Industrial Association.

Rolls-Royce

Dassault

Rolls-Royce has welcomed a decision by Japan Airlines to order 31 Airbus A350 XWB aircraft, which are powered by Rolls-Royce Trent XWB engines which are the world’s most efficient engine flying today and will power 18 A350-900 and 13 A350-1000 aircraft.

Dassault Falcon Jet has appointed Carlos Brana to the newly created position of Senior Vice President, Teterboro Operations. Geoff Chick has been appointed to the position of Vice President of Customer Service, Dassault Falcon Jet. Bob Sundin has been appointed President of Dassault Aircraft Services (DAS), the company-owned service centre network. Dassault Aviation has named Frédéric Leboeuf as Vice President, Falcon Operational Support.

Russian Helicopters

Russian Helicopters, a subsidiary of Oboronprom, part of Rostec State Corporation, has delivered a Mi-171E built at the Ulan-Ude Aviation Plant to the Kazakhstan Ministry of Internal Affairs for employing it for routine patrolling, search-and-rescue missions and for transportation.

Sukhoi

The fifth prototype of the prospective fifth-generation aviation complex (PAK FA, T-50) made its successful maiden flight in Komsomolsk-on-Amur at the Y.A. Gagarin KnAAZ aircraft plant of the Sukhoi company. The fighter aircraft spent 50 minutes in the air and landed safely on the factory airfield runway. Four fifth-generation fighter aircraft have already joined these tests. Two more planes are involved in ground tests.

CAE Canada, Military

CAE has appointed Mike Greenley as Vice President and General Manager of CAE Canada, Military.

vides tracking capability against highly manoeuvrable low-signature threats, including short- and medium-range ballistic missiles, cruise missiles and other air-breathing threats. •

Thales

Under a five-year contract awarded by SIMMAD, having a maximum value of €112 million (about $154 million), Thales will provide technical and logistic support, as well as through-life support for its avionics systems flying on 750 French armed forces fixed- and rotary-wing aircraft.

ISSUE 11 • 2013

Last word

Photograph: Agustawestland

Enhance Indigenous Capability The `3,546 crore contract awarded to AgustaWestland for 197 helicopters as against an enhanced total requirement of for the supply of 12 AW101 helicopters to the Indian Air Force 384 machines for the Indian Army and the IAF. However, the size (IAF) for VVIP travel appears to be doomed. The Indian Minis- of the order for procurement from abroad was retained at 197 to try of Defence (MoD) has issued a final “show cause” notice to avoid the need for a revised sanction of the Ministry of Defence, a AgustaWestland for cancellation of the order on the basis of process that would have entailed further delay. On parallel track, purported violation of integrity pact enshrined in the terms of the Indian aerospace major Hindustan Aeronautics Limited the contract. Meanwhile, three of the 12 machines are already (HAL) was tasked to produce an equivalent platform and provide flying with the IAF and notwithstanding the fact that nearly half the balance of 187 for the two services. This machine is expected the value of the contract has already been paid, in all likeli- to fly by the end of the current year and production is expected to hood, these three AW101 helicopters would be returned to the begin in 2015. But these time frames may change. In the second round of the tendering process, Eurocopter original equipment manufacturer. This may entail heavy loss to the Government of India and apart from the enormous waste once again emerged as the preferred vendor. However, the of time, effort and resources by the original equipment manu- Italian authorities probing the AW101 deal, chanced upon facturer (OEM), the more serious aspect of this baulked deal evidence of a senior functionary of the Indian Army demandis the erosion of credibility of the Indian Defence Procurement ing a hefty commission of $5 million to swing the LUH deal in Procedure. Besides, very soon, there would be no helicopters favour of Finmeccanica. With the deal heading for cancellation, available with the Air Headquarters Communication Squadron the decade-long effort of the Indian Army to replace its ageing to fly VVIPs. Also, there is no certainty as to the time frame in and obsolete fleet of the Cheetah and Chetak helicopters, have repeatedly been frustrated. Induction of the new fleet of LUH which a suitable platform would be acquired for VVIP travel. The problem with the deal pertaining to the AW101 con- has acquired urgency as without it the Indian forces deployed in tract began with the arrest last year of Giuseppe Orsi Chairman the high, inaccessible and inhospitable mountainous terrain of and CEO of Finmeccanica following investigations into allega- Ladakh or the Northeast, are left without logistic support seritions of payment of kickbacks to the tune of Euros 50 million to ously eroding their operational potential and even threatening facilitate the deal. Orsi was then heading the AgustaWestland their very survival. For a nation with a population of over 1.2 billion, an emergdivision. The recipient in India of the alleged kickbacks is yet to be established and probably never will be. It is understood ing regional power aspiring for superpower status, gifted with that the probe ordered by the Italian authorities was a fall out abundant human resource and possessing a sizeable aerospace of internal political turmoil in the face of national elections that industry, it is not only anomalous but somewhat distressing that the Indian armed forces were imminent. continue to be dependent on Earlier on in 2007, the foreign sources for even basic tender for 197 light utility military hardware. helicopters (LUH) to replace The supreme lesson from the ageing fleet of Cheetah the unmitigated disasters by and Chetak helicopters of the way of the two failed major conIndian Army floated in 2003, tracts for acquisition of military had reached a stage where helicopters from abroad is that the Eurocopter AS-550 Fenthe nation ought to take the nec had emerged as the winissue of developing indigenous ner. However, following invescapability in defence productigation into allegations by tion much more seriously than Bell Helicopter about deviahas been done so far. Without tion from procedure during the capability to produce milithe process of evaluation to tary aircraft and weapon sysfavour Eurocopter, the tender tems in the country, the Indian was cancelled on the day the armed forces cannot hope to contract was to be awarded. sustain real operational edge Years of effort and huge Without the capability to produce military over the hostile neighbours. SP investments by the OEM had aircraft and weapon systems in the country, the once again gone waste. Indian armed forces cannot hope to sustain real The tender for LUH was —By Air Marshal (Retd) refloated in 2008 once again B.K. Pandey operational edge over the hostile neighbours

Issue 11 • 2013

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