SP's Aviation April 2010

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APRIL • 2010

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AW101 VVIP HELICOPTER DEAL IS CLOSED

RNI NUMBER: DELENG/2008/24199

On Way to

India PAGE 16

• Top End Jets • Defence Budget Analysis • Vayu Shakti • CFMI Eric Bachelet: Interview • New Feature: First

B E T W E E N MULT I - N AT I O N A N D M ULT I - M I S S I O N, T H E R E I S O N E IM P O R TA N T W O R D : H O W.

The C-130J delivers multi-mission capability to the most remote and demanding places on earth. Ready to serve nations of the world. Delivering mission-critical cargo virtually anywhere is all a question of how.

And it is the how that makes all the difference.

Aviation SP’s

TABLE of CONTENTS

AN SP GUIDE PUBLICATION

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

ISSUE 4 • 2010

40

OEM ‘The Company has Reinforced Its Commitments Towards India’

ANALYSIS

25

Budget We need to Spend More Efficiently

SPECIAL REPORT

27

Industry Present Future Perfect

SHOW REPORT

34

16

Jetpack Paved Unmanned Cargo

MILITARY

14

Operations In Myriad Roles

32

Operations Power Play

41

Spotlight COMFORTABLE & SECURE AgustaWestland has closed a deal with Indian Air Force for supply of 12 AW101 helicopters for VVIP travel

•

Industry Indigenous Tech

42

39

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8 12

INDUSTRY

Spacious cabin of AW101 recently finalised by Indian Air Force

First

Industry

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Flying High, Flying Fast

20

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Business Aviation

Business Aviation Comfy Ride

Gustave Whitehead

REGULAR DEPARTMENTS

4 6

A Word from Editor NewsWithViews - Water on Moon: Chandrayaan-I Confirms - Three Paramount Aircraft Grounded

9

InFocus Is All Well?

10

Forum Relook Needed

Australian Sky

18

43

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Training Hands on Training

HALL OF FAME

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Super Hornets in the

CIVIL

India Aviation Air Show Extravaganza

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4/23/10 7:20:00 PM

Cover Photo: An artist’s impression of AgustaWestland AW101 in IAF colours.

Photo Credit: AgustaWestland

44 48

NewsDigest LastWord Safety, First

NEXT ISSUE: Cabin Comforts for Corporate Travellers

Issue 4 • 2010

SP’S AVIATION

1

TABLE of CONTENTS PLUS...

PUBLISHER AND EDITOR-IN-CHIEF Jayant Baranwal EXECUTIVE EDITOR Subir Ghosh SENIOR VISITING EDITOR Air Marshal (Retd) V.K. Bhatia SENIOR TECHNICAL GROUP EDITORS Air Marshal (Retd) B.K. Pandey

18

Lt General (Retd) Naresh Chand Flying High Flying Fast

COPY EDITOR Sucheta Das Mohapatra ASSISTANT CORRESPONDENT Abhay Singh Thapa ASSISTANT PHOTO EDITOR Abhishek Singh SUB-EDITOR Bipasha Roy CONTRIBUTORS INDIA Air Marshal (Retd) N. Menon Group Captain (Retd) A.K. Sachdev Group Captain (Retd) Joseph Noronha

27

Present Future Perfect

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

34

AIR SHOW Extravaganza

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Issue 4 • 2010

Owned, published and printed by Jayant Baranwal, printed at Kala Jyothi Process Pvt Ltd and published at A-133, Arjun Nagar (Opposite Defence Colony), New Delhi 110 003, India. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, photocopying, recording, electronic, or otherwise without prior written permission of the Publishers.

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Photos & Videos

F-35C Lightning II Carrier Variant Undergoes Drop Testing

Dr. Vivek Lall Vice President, Boeing Integrated Defense Systems ‘C-17 a very good fit for India’s strategic needs’

SP’s visits Lockheed Martin Facilities

Videos / Photos

TO ?

D E FIC P F P UI TRA Q E R TI Y 0 AI ow UR 01 t Kn nt t C SE TH 2 on’ meen & S EAL • D oommm T OR NW o l &&cc P R O N ll AI MM • ppool UR CO es ththee O E E Y inn AR NDL • JJooi HA • Fresh videos additions every day

Winner: Amit Biswas

A Word from Editor

India has been extremely accommodating in the demands of Russia that have been construed back home as somewhat skewed and unjust.

Experts have been wondering whether it is prudent on India’s part to put all its eggs in the Russian basket.

D

uring the Cold War, India was perceived to be close to the Soviet Union. This proximity, needless to say, had a lot to do with defence cooperation. Deals were on a government-togovernment basis, and defence equipment came into India courtesy soft loans and easy non-convertible rupee payments. After the collapse of the Soviet Union, the defence industry in Russia found itself almost on the brink of collapse. The Indo-Russian relationship, however, did not totter. The cooperation between the two countries remained uninterrupted, but the Russians are becoming increasingly hardnosed in their bargaining (see Relook Needed: Page 10). India has, till now, been seen as extremely accommodating in the demands of Russia that have been construed back home as somewhat skewed and unjust. Experts have been wondering whether it is prudent on India’s part to put all its eggs in the Russian basket.

Traditionally, we haven’t seen too many defence deals with European governments or companies. It is in this light that we can see the deal that Anglo-Italian major AgustaWestland struck with the Indian Air Force in March this year (see Comfortable and secure: Page 16). The deal was for the procurement of AW101 helicopters that will ensure a comfortable and secure travel for VVIPs across the country. Many years ago the company had identified India as one of its potential markets for expansion. The strategy seems to have paid off after the long wait. The deal gives European countries enough reason to feel bullish over India.

Shortly before this agreement was inked, Pokharan hosted a spectacular display of firepower demonstration (see Power Play: Page 32) during Vayu Shakti-2010. The exercise by over 100 aircraft was also meant to serve as an aid for commanders and planners to gain better insight into the potential and deployment capabilities of aerial weapons. But as the IAF blasted away targets in this representative battlefield area, did it send out any signal? The Defence Minister categorically said that this was meant only to assure the nation that it was in safe hands.

Included in this issue is a first-hand account of our photojournalist Abhishek Singh’s report from the manufactur4

SP’S AVIATION

Issue 4 • 2010

ing hub of US aeronautical company Lockheed Martin (see Present Future Perfect: Page 27). The company, now engaged in the manufacture of the C-130J aircraft for India as a part of the $1 billion (Rs 4,500 crore) contract with IAF, is now also eyeing the Indian defence market for the supply of F-16IN Super Viper fighter aircraft. Singh during a recent visit to the Atlanta manufacturing unit of the world’s largest defence contractor took a closer look at the first C-130J aircraft tailormade for India.

This issue also introduces a new feature, First. One is about the Boeing A160T demonstrating the unmanned rotorcraft’s ability to resupply frontline troops in rough terrain (see Unmanned Cargo: Page12). The other is about the newsbreak that the world’s first commercially available jetpacks will soon hit the market (see Jetpack paved: Page 8).

Hopefully, this will generate more interest among our valuable readers.

Jayant Baranwal

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

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

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

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

NewsWithViews

WATER ON MOON: CHANDRAYAAN-I CONFIRMS

During the 41st Lunar and Planetary Science Congress organised by the Houston-based Lunar and Planetary Institute, it was announced that vast quantities of water and ice was found on the lunar surface. The findings were not confined to the polar regions alone, but also included the moon’s equatorial regions. The discovery was made by a NASA payload on board Chandrayaan-1 called Mini-SAR _Miniature Synthetic Aperture Radar, a light-weight instrument weighing a mere 10 kg. The radar found more than 40 craters with water ice, and the size of the craters ranged between two to 15 kilometres in diameter.

VIEWS

ILLUSTRATION: MAMTA

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irst vapour, then water molecules and now ice. Though the Indian mission to the moon, Chandrayaan-1, did not complete its two-year planned stay in the lunar orbit, it seems to have collected enough data to keep the scientific community excited and busy for many years to come. The first data from one of its payloads—Moon Mineralogy Mapper or M3—gave molecular clues about possible existence of water on the moon.

Now the data sent by another payload—Mini-SAR—and analysed thoroughly by a joint team of Indian and the US scientists has provided evidence about the presence of large deposits of water ice in the permanently shaded areas in its North Pole.

The announcement was made on March 1, 2010 and later confirmed by the Director of the Ahmedabad-based Physical Research Laboratory J.N. Goswami. “This is definitely an important discovery. It took us five months to evaluate the findings since we had to convince the scientific community,” he said. Goswami is the principal scientific investigator of the Chandrayaan-1 mission.

It may be recalled that the unmanned Chandrayaan-1, the spacecraft launched by Indian Space Research Organisation (ISRO) on October 22, 2008, was the first such space mission for India. Staying within an astoundingly low mission cost of around Rs 465 crore ($100 million), the Indian programme thoroughly surprised the world space community which was used to a billion dollar plus costs for such missions. It made up with an array of new findings in only 312 days in space.

Among the many accomplishments of Chandrayaan-1, its biggest discovery was to find hydroxyl and water molecules on the lunar surface which acted as a catalyst for the US lunar probes, such as NASA spacecrafts Cassini and Deep Impact, which had further corroborated the Chandrayaan-1-mounted initial M3 find. However, the water found by M3 in the lit areas 6

SP’S AVIATION

Issue 4 • 2010

of moon was not much. But what the mini-synthetic aperture radar on board Chandrayaan-1 has found in the lunar craters on the dark side of the moon is truly astounding; a finding that indicates the presence of as much as 600 million metric tonnes of water on the moon’s north pole. According to G. Madhavan Nair, Space scientist and former chairman, ISRO, who was at the helm of affairs throughout Chandrayaan-1’s journey, the finding is path-breaking.

The next logical step to establish the presence of large deposits of water would be to get to the exact spot. According to Nair, ISRO’s planned lander under Chandrayaan-2 which is scheduled for a launch in 2012, could be taken to that region.

This time around the probes could go further beneath the surface with appropriate instruments than what was managed by Mini-SAR. Getting to the right spots and examining the areas of interest from deep under the surface, both in the polar as well as equatorial regions, could well change the ways of thinking about moon.

The discovery of water ice anywhere on the moon is important as it can serve as a natural resource for astronauts on future lunar landing missions. The ice could be melted into drinking water or be separated into components of oxygen and hydrogen to provide breathing air and rocket fuel for launching inter-planetary missions from the moon. The results certainly open new vistas towards establishing human colonies on the moon. Couple it with other ongoing space endeavours such as the creation of space escalators, and rare and precious metals, one can gauge the immense possibilities that can open up for mankind. One thing is for sure that Chandrayaan-1 has also silenced the critics questioning, “Why should India send a probe to the moon, we know everything about the moon.” SP —Air Marshal (Retd) V.K. Bhatia www.spsaviation.net

NewsWithViews

THREE PARAMOUNT AIRCRAFT GROUNDED

Paramount Airways said on March 19 that three of its aircraft have been grounded at Chennai airport, as the Directorate General of Civil Aviation (DGCA) has instructed the Air Traffic Control at Chennai airport not to allow the aircraft to take off. The airline made arrangements with other airlines to accommodate the passengers booked on cancelled Paramount flights. The spokesman stressed that there was no court order in this regard but only a DGCA notification. Delhi High Court dismissed the petition by Paramount against DGCA’s notification for de-registering the three aircraft. The airline is expected to go on appeal against this. The DGCA had de-registered three 72-75 seater Embraer planes of Paramount Airways in relation to a lease payment dispute with GE Capital Aviation Services Ltd and Celestial Aviation Trading.

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hennai based Paramount Airways which was launched four and a half years ago, operates 72 flights daily to cover 16 destinations across the nation. It has on its inventory five Embraer regional jets and has been providing full business class travel at a cost only marginally higher than economy class available on the Indian low cost carriers.

The business model of the airline is unique and is tailored to meet the needs of specifically the business traveller. Though operating as a Regional Carrier, the airline has aspirations for a national footprint in not too distant a future.

In September 2009, the UK based GE Capital Aviation Services (GECAS) and Celestial Aviation Trading from whom three aircraft have been leased, charged the airline with default in lease payments. The quantum of dues as reported varies between $215,540 (Rs 97 lakh) and $10 million (Rs 45 crore), the precise figure remains unclear. This is the second time GECAS has acted in this manner, the first was in 2009 against another full service Indian carrier for a similar default.

In response to the complaint

by GECAS, the DGCA issued an order dated December 4, 2009 to deregister three aircraft of Paramount Airways bearing Tail Numbers VT-PAE, VT-PAD and VT-PAF. Apparently, this was because of an ongoing dispute between the parties concerned and according to the MD & CEO of Paramount Airways, M Thiagarajan; the airline had filed a case in the High Court (HC) in London in which it had received a verdict in its favour. The airline also claims to have made a deposit of $15 million (Rs 68 crore) with GECAS. In December 2009, while disposing of the appeal by Paramount Airways, the Delhi High Court provided temporary relief to the petitioner and issued a stay order directing the DGCA “to set aside the deregistration and re-register the three aircraft”. Although the airline resumed normal operations

two days later, the finances of the airline had taken a hit.

However, the issue of default on contractual obligations with GECAS continued to remain unresolved. While Paramount Airways was contemplating filing claim for compensation against GECAS for loss suffered on account of disruption of flights during the end of last year, the case came up for final hearing in the middle of March 2010. Ending the six month old legal impasse, the Delhi HC refused to extend the stay granted in December 2009 on the order by DGCA to deregister the three aircraft in question. A day earlier, the Madras HC had also dismissed the petition by Paramount Airways not giving cognizance to the order of the HC in London that had directed the carrier to remit $10 million (Rs 45 crore) to the Lessor by March 10. The DGCA issued fresh orders on March 18 to deregister the three aircraft. However, in deference to the principles of natural justice, the Delhi HC directed the DGCA to give a hearing to Paramount Airways on March 29 and pass an order within two weeks.

Unable to reconcile with the situation, Paramount Airways approached the Supreme Court (SC). In an interim order, the SC also denied them relief. The government also did not get involved in it. In their view, it was a matter between the airlines and the leasing company.

While the episode will undoubtedly reinforce the credibility abroad of the Indian legal system, it is symbolic of the fragile nature of the private airline industry in India. Given the perpetual struggle to survive in a hostile market, crushing burden of mounting losses, fierce competition, inconsiderate financiers and a tedious policy framework, it is time for the government to consider extending a helping hand for airlines in the private sector too, lest they are overwhelmed by the cruel business environment and perish one by one. SP —Air Marshal (Retd) B.K. Pandey Issue 4 • 2010

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First

F

Jetpack PAVED

Deal closed to manufacture world’s first commercially available jetpack, to be used by police and military in disaster hit areas

T

PHOTOGRAPHS: MARTINJETPACK

he world’s first commercially available jetpacks will soon be in the market. The Martin Aircraft Company has finally closed a $12 million (Rs 5.34 crore) joint venture (JV) deal to start production of the world’s first commercially available jetpack.

This was announced by Richard Lauder, Chief Executive, Martin Aircraft Company recently. Lauder said the JV would build Martin Jetpacks at an overseas factory, with the aim of making 500 units and generating an annual turnover of $100 million (Rs 450 crore) within three years. However, company officials declined to divulge the partner’s name.

The Christchurch-based company has been developing the jetpack for more than a decade and was struggling to find New Zealand funding for commercial production.

Lauder said, “For us, this is an excellent commercial step.

We have somebody who is willing to put $12 million (Rs 54 crore) on the table because they believe that there is a sizeable market in their country.”

The jetpacks would be sold to emergency response organisations such as police and military, which would enable them to provide relief in disaster-hit areas. “It was unlikely to have a direct military application, but could be used in a troop-support role. This could be life-saving stuff,” said Lauder.

The aircraft company would have a 51 per cent stake and both Lauder and jetpack inventor Glenn Martin would be Directors of the new company. The new backer would invest $12 million (Rs 54 crore) to set up jetpack production, while Martin Aircraft Company would provide technical knowhow and the licence to manufacture Martin Jetpacks in the country.

According to company sources, Martin Aircraft Company would retain the international patent. About 20 per cent of jetpack’s components will still be produced in Christchurch for Martin Aircraft Company. The company will derive income from selling parts to the JV. “The joint venture will give us a lifeline,” said Lauder. SP —SP’s Aviation News Desk

E-mail your comments to: letters@spsaviation.net For more information and video, visit: www.spsaviation.net 8

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Issue 4 • 2010

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InFocus

DIPLOMACY

Is all well?

ILLUSTRATION: MAMTA

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he Russian Prime Minister Vladimir Putin’s recent visit to India—the fifth in a decade, may not have concluded with the joyful raising of toasts, but the fact that the Indo-Russian strategic partnership has not only withstood the test of time but also remains firmly cemented, was evident.

Nurtured carefully over several decades, the 1971 IndoSoviet Treaty of Peace, Friendship and Cooperation came to a straining point of break-up with the collapse of the Soviet Union in 1991. The drift in the relationship was finally halted in 2000 with the replacement of President Boris Yeltsin by Putin which brought to the helm of affairs in Russia a new leadership that understood the strategic importance of an Indo-Russian relationship. Russia was aware that unlike the West, India had not tried to humiliate Russia when it was weak. Putin not only revived the sagging relationship, but also provided further impetus in the new millennium. Even though the heady days of cheap credit are over, oil flows have stopped, and the rouble-rupee trade discontinued, both countries have once again begun to understand the relevance of their respective national priorities. In today’s complex and labile geo-political situation, both countries have wisely diversified their foreign policy options and have not diluted the mutual trust and confidence built up over decades.

The strategic partnership between Russia and India is based on collaboration in the areas of defence, space, nuclear energy, and hydrocarbons. Though apparently biased in favour of Russia in respect of bilateral trade, in reality the partnership is beneficial for India as it would help develop self-reliance in high-end dual-use technologies. Strategic bonds between the two nations are strongest in the regime of defence-related hardware. Indian assistance to the fund-starved Russian defence industry in the mid-1990s by way of massive procurement of hardware for the three wings of its armed forces, be it Su-30MKI air dominance fighters, T-90 tanks or naval vessels, is not lost on the Russian top leaders. India has been picking up as much as 25-30 per cent of Russia’s exports of defence related equipment. This has inspired Russia to offer to India the latest technology which is not available from the West, which includes even the futuristic fifth generation fighters and nuclear submarines.

During Putin’s March 2010 visit to India, some major agreements were signed and milestones reached. Based on their mutual strategic congruence, India and Russia have extended their decade-old “long-term military and technical agreement” for another ten years i.e. from 2011 to 2020. In the field of nuclear power generation, Moscow and New Delhi signed two documents; ‘A broad agreement on cooperation in the use of atomic energy for peaceful purposes’ and ‘A specific roadmap for the serial construction of Russian designed nuclear power plants in India’. As part of this agreement, Russia will add four reactors to the existing two at Kudankulam in Tamil Nadu and develop another reactor site at Haripur in West Bengal.

In the defence arena, the two year old vexed issue of nego-

tiations over the price of the aircraft carrier, Admiral Gorshkov (INS Vikramaditya) was finally resolved with India agreeing to pay $2.33 billion (Rs 12,000 crore) instead of the original $974 million (Rs 4,500 crore) that had been agreed upon in 2004.

India also signed a deal worth $1.6 billion (Rs 8,000 crore) to buy 29 MiG-29K and MiG-29KUB fighters, over and above the During Putin’s 16 already purchased recent visit along with the INS Vikramaditya order. The to India, additional fighters will some major operate from the inagreements digenous aircraft carrier that is being built were signed in India’s Cochin Shipand milestones yard. But the nearly $4 billion (Rs 20,000 reached. Based crore) deals were not on their mutual the end for the Indian Navy. A deal was also strategic quietly signed for a 10congruence, India year lease of the K-152 Nerpa submarine durand Russia have ing Putin’s visit. The extended their Akula-II class nuclear decade old “longsubmarine is likely to be in Indian waters by term military the year end. Though and technical not armed with its long-range nuclear agreement” for tipped missiles, it will another ten years help the Indian Navy learn the nuances of operating nuclear submarines. This will be useful when India’s own nuclear submarine, INS Arihant, becomes operational by 2011-2012.

But does this mean the Indian defence planners can raise a toast and say “All is Well” with Indo-Russian defence relationship? That all is certainly not well is evident from the fact that contrary to earlier expectations of the two countries signing agreements for joint development of the fifth generation fighter aircraft and a medium multi-role transport aircraft, could not be inked during Putin’s visit due to hard-nosed bargaining, especially from the Russian side. This raises some pertinent questions—did Putin’s visit to India highlight the one-way character of the Russia-India relationship? Does Russia look at India only as a subordinate partner? Is Russia indulging in arm-twisting tactics in defence deals? Turn to Forum for opinions and an indepth analysis. SP —By Air Marshal (Retd) V.K. Bhatia Issue 4 • 2010

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Forum

DIPLOMACY

RELOOK Needed STRENGTHENING TIES: RUSSIAN PM VLADIMIR PUTIN WITH PM MANMOHAN SINGH

A close examination at the Indo-Russian partnership reveals that while the special relationship in defence cooperation still exists between the two countries, India no longer enjoys the earlier advantage of soft loans and easy NCR payments

PHOTOGRAPH: PIB

I

ndia was the mainstay of The Soviet Union’s post World War II desire to foster closer relations with the then Third World countries. The relationship began with Indian Prime Minister Jawaharlal Nehru’s visit to the Soviet Union in June 1955 and Soviet Premier Nikita Khrushchev’s return trip to India in the fall of 1955. The cordial relations were cemented into a state of perpetuity when Khrushchev, while in India, announced that the Soviet Union supported Indian sovereignty over the disputed territory of the Kashmir region and also the Portuguese coastal enclaves. The Soviet Union went a step further by declaring its neutrality during the 1959 Sino-Indian border dispute and the Indo-China war of 1962. India received substantial economic and military assistance from the Soviet Union during the Khrushchev period.

In 1962, India suffered a debilitating military defeat and humiliation at the hands of the Chinese, accentuating the need for a hitherto peaceloving and non-violent nation to build a military machine capable of safeguarding its security interests.

On account of multitudinous factors least understood by the capitalist Western world—the stated policy of non-alignment seeking friendship with all and conflict with none; a democratic form of governance promoting socialism with a highly controlled economy—India was excluded from the coterie of the developed world that was in direct ideological, political and military confrontation with the communist Soviet Union.

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Issue 4 • 2010

Denied access to modern military technology by the West following the Sino-Indian conflict, India turned to the Soviets who welcomed the opportunity with open arms, offering the latest weapon systems and technologies on highly favourable terms.

For instance, the Soviet Union agreed to transfer the technical knowhow to license-produce the MiG-21 jet fighters in India, which it had earlier denied to even China. The net result, after four-and- half decades of partnership is that a bulk of the inventory of the armed forces of India worth billions of dollars and defence production capability are of Russian origin.

The most outstanding features of the Indo-Soviet defence cooperation included near friendship prices for the defence equipment, soft loans with very low interest rates, and easy non-convertible rupee (NCR) payments. All defence equipment was bought through government-to-government deals without tendering and while the equipment was demonstrated in the host countries, no trials were held in India prior to the final selection. This highly favourable arrangement prompted India’s defence planners to move headlong into acquiring a variety of Soviet combat equipment. All three wings of the armed forces were flooded with offensive and defensive weapon systems. If the Indian Army had most of its armour, guns and missiles of Soviet origin, the Indian Navy was afloat largely on the Soviet platforms—be it destroyers, frigates, corvettes, and even missile boats. That is not all; its sub-surface fleets were also almost fully made up www.spsaviation.net

Forum

DIPLOMACY of Soviet submarines. The Indian Air Force (IAF) went one step further by acquiring the entire range of MiG fighters starting from MiG-21s and then moving on to MiG-23s, MiG25s, MiG-27s; all the way up to MiG-29s. In addition, Su-7 strike aircraft were also inducted in the late 1960s, which lasted for almost two decades before their retirement. The IAF also acquired transport aircraft such as the IL-14, An12, An-32, and Il-76 in large numbers. Even the rotary wing force predominantly consisted of the Soviet models such as the Mi-4, Mi-8, Mi-17, Mi-26 and Mi-25, and so on. The picture was no different in the defencive equipment arena with all surface-to-air missile systems and most of the radar systems comprising Soviet brands.

However, the longlasting Indo-Soviet defence matrimony came crashing down with the collapse of the Soviet Union in 1991. The disintegration of the Soviet empire was also a turning point in the history of the Russian defence industry.

The Russian economy was in complete disarray, and the defence production facilities were fragmented and scattered in the different republics no longer tethered to Moscow.

The end of the Cold War also eroded the market for Russian weapons among the erstwhile Warsaw Pact countries, pushing the Russian defence industry to the brink of collapse. At this stage, it was India that rose to the occasion inspite of all constraints to not only bailing out the Russian defence industry by placing fresh orders for new equipment but also agreeing to the Russian demand of all transactions to be conducted in hard dollar currency. India even went a step further to accommodate Russia’s somewhat unjust but desperate demand of payment of even the ongoing loans from the NCR mode to dollar payment. The IAF selected the top-of-the-line combat aircraft from Sukhoi, the Su-30, a developed version of the Su-27 platform. The version customised for the IAF was designated Su-30 MKI (‘I’ denoting India). The Indian Army went ahead to acquire the T-90 S tanks and the Navy ordered a multitude of surface and subsurface vessels to bolster up its fleets.

There can be little doubt that the mega deals of the 1990s with the trend continuing in the current millennium have played a key role in the survival of the Russian defence industry. But the rules of the game have changed considerably from the Russian side and needs to be looked at afresh from India’s point of view if it wants to achieve the goals of self-reliance in the defence industry and become a major power by creating multi-layered geopolitical balances in a rapidly emerging polycentric world.

A hard relook at the Indo-Russian partnership reveals that while the special relationship in defence cooperation still exists between the two countries, India no longer enjoys the earlier advantage of soft loans and easy NCR payments. Actually, the business is conducted in a very different environment of hard-nosed bargaining. Russians are still learning the nuances of capitalist market economy. The arbitrary bargaining has on many occasions confounded and dismayed their Indian counterparts. Russia’s insistence on almost doubling the rate of escalation in the Su-3o MKI deal in a contract which had been signed and sealed is an example. Similarly, the entire defence community in India was aghast at the way the Russians kept increasing the cost and timeframes for delivery in the Gorshkov (INS Vikramaditya) deal. In both these cases, the Indian authorities need to be complemented for showing

a great deal of patience and accommodating the somewhat skewed and unjust demands, contrary to ethical conduct of business in a free market scenario. The situation seems to be that while the Russians may have converted to free market economy, they are still reluctant to embrace in totality the business norms, such as competitive bidding and tendering, etc. They still prefer the government-to-government deals in single-vendor scenarios, without having to prove their equipment in open-ended competitions. It must be stated that the Russian weapon systems have generally performed to the standards claimed by the manufacturers and the services, and especially the Army and the Navy have been quite satisfied with the Russian products. However, it is the IAF which has encountered difficulties in maintaining the inevitably technology-intensive combat equipment, specifically, in the area of avionics. For instance, it is a well-known fact that the Russian airborne interception radars such as the KOPYO radar fitted on upgraded MiG-21 Bison or NO10/11 multi-mode radar of Su-30 MKI, though highly capable, are not very reliable resulting in substantially diminished serviceability states and flight-line availability of aircraft. In comparison, Western equipment such as the RDM multi-mode radar fitted on Mirage 2000 score heavily due to their persistent reliability.

Viewed at the macro level, these differences would have a substantial impact—while calculating overall attributes of defence equipment —such as the life cycle costs, etc.

With newly found accessibility in the global arms market, it is for Indian defence planners to decide whether to continue to put all eggs in the Russian basket, or, more prudently, tap all the world players and select what is best for the Indian armed forces. The IAF’s MMRCA programme is a shining example where combat jet fighters of six leading global manufacturers (including the Russian MiG-35) are competing in, what is touted by the Ministry of Defence, as a fair, transparent and level playing field. It is hoped that the programme will be taken to its logical conclusion and the IAF will get a state-of-the-art, “best value for money” combat aircraft to fulfill its operational requirements. Besides, it is hoped that the MMRCA deal will not be one of its kind and the other projects on similar lines would follow suit.

However, in the final analysis, India would have to strike a fine balance keeping in view the requirements of the armed forces on one hand and geopolitical compulsions of a multipolar world on the other. Prime Minister Manmohan Singh also remarked once that the nation should be able to derive maximum possible geopolitical mileage from defence deals.

In such a scenario, India’s special defence and security relationship with Russia, and the fact that Russia is the only country which provides support to India in defence projects where no other country ventures, would have to be given due cognizance. Russia’s joint venture for the fifth generation fighter aircraft (FGFA) and leasing of a nuclear submarine are classic examples of extraordinary defence cooperation between the two countries. Russia, on its part, would have to treat India as an equal partner and not merely as a subordinate client, while sharing the technological knowhow for codevelopment and co-production of future weapon systems, without resorting to financial arms-twisting. Only then can the Indo-Russian strategic partnership and defence relationship develop to its full potential. SP —Air Marshal (Retd) V.K. Bhatia Issue 4 • 2010

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F

First

UN

MANNED

CARGO Boeing A160T proved resupply capability for US Marines during a cargo delivery demonstration at the US Army’s Dugway Proving Ground in Utah

T PHOTOGRAPH: BOEING

he Boeing A160T Hummingbird has successfully completed a cargo delivery demonstration under a US Marine Corps Warfighting Laboratory contract. It proved the unmanned rotorcraft’s ability to resupply frontline troops in rough terrain. The Hummingbird met the demonstration requirements during the tests, conducted from March 9 to March 11, 2010 at the US Army’s Dugway Proving Ground in Utah.

The demonstration proved that A160T can deliver at least 2,500 Ibs of cargo from one simulated forward-operating base to another 75 nautical miles away within six hours.

The simulated mission carried 1,250 Ibs sling loads over two 150-nautical-mile round trips, with the A160T operating autonomously on a preprogrammed mission.

The A160T completed seven test flights during the demonstration, including a two-minute hover at 12,000 feet with the 1,250 Ibs sling load, and a nighttime delivery to a simulated forward operating base. “The Hummingbird’s performance was outstanding, as we had expected,” said Vic Sweberg, Director, Unmanned Aerial Systems, Boeing Military Aircraft. He added, “The A160T’s provides unmatched flexibility to carry out a variety of other missions, including intelligence, surveillance and reconnaissance; target acquisition; direct action; and communication relay.” SP —SP’s Aviation News Desk E-mail your comments to: letters@spsaviation.net 12

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www.spsaviation.net

ALE C27J 210x267 ING_2010:ALE C27J 210x267 ING_2010

15-04-2010

13:23

Pagina 2

Towards a safer world.

TRULY TACTICAL

The C-27J is the true, modern and effective tactical airlifter available anywhere in the world. Whether in operational areas or in disaster relief, the Spartan offers unique qualities not found in aircraft derived from commercial turboprops.

Excellent handling, advanced systems and superior safety levels further enhance the C-27J capabilities.

Making Ideas Fly www.alenia.it

MILITARY

OPERATIONS

COCKPIT OF C-27J BY ALENIA AERONAUTICA: C-27J IS BIDDING FOR THE TENDER THAT HAS BEEN FLOATED FOR TWO TACTICAL TRANSPORT AIRCRAFT FOR THE BORDER SECURITY FORCE, MINISTRY OF HOME AFFAIRS FOR THE BORDERS’ CONTROL. THE TENDER IS MANAGED BY THE INDIAN AIR FORCE THAT WILL ALSO ASSURE ITS INITIAL OPERATIONAL USE. IAF HAS EXPRESSED ITS INTEREST IN THIS PROGRAMME THROUGH AN RFI (REQUEST FOR INFORMATION).

PHOTOGRAPHS: ABHISHEK / SP GUIDE PUBNS, C-27J & AIRBUS MILITARY

In Myriad Roles

It is the transport aircraft which supports ground forces in all facets of their operations as a wonder workhorse.These aircraft turn into aerial angels when used for speedy casualty evacuation, act as airborne command posts when required, and even take on the role of mean makeshift bombers for pulverising enemy positions—preparing the ground and making it easier for final assault by ground troops.

By Air Marshal (Retd) V.K. Bhatia

I

n the dead of night none of the Al-Qaeda belligerents would have known in their dying moments as to what tore through the clear night sky smashing into their vehicle with the force of a powerful bomb, rending men and machine to smithereens. But was the weapon fired from a high-speed fighter jet as would be generally believed?

No, as it stands, there were no “glamour boys” in their mean fighting machines in the vicinity but a lumbering US military C-130 air transporter, performing the role of an airborne howitzer.

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The Mach-2, afterburning, super-cruising, variablethrust, with stealth and ultimate manoeuerability fighter may be the everlasting toast of the military aviation fraternity, but it is the transport aircraft which really support the ground forces in all facets of their operations as a wonder workhorse.

From the word go, the very design of the military transport aircraft has lent itself to multi-role capability. The cavernous hold of the aircraft is easily modifiable to undertake multifarious air transportation tasks; be it carrying men and material into combat zone or air dropping troops and all kinds of cargo into the battle area. These aircraft turn www.spsaviation.net

MILITARY OPERATIONS

NEW PLAYER: AIRBUS MILITARY’S A400M TOOK TO THE SKIES EARLY THIS YEAR, PROMISES TO BE ONE OF THE LATEST STATE-OF-THE-ART TRANSPORT SOLUTIONS

into aerial angels when used for speedy casualty evacuation, act as airborne command posts when required, and even take on the role of mean makeshift bombers for pulverising enemy positions–preparing the ground and making it easier for final assault by ground troops.

Clubbed into three main categories, military aircraft come in different sizes and shapes to perform their basic roles as strategic, tactical, and strategic/tactical roles. Strategic airlift involves transportation of material, weaponry or personnel over long inter-theatre or intercontinental distances and is performed by aircraft such as the US Lockheed Martin C-141 or C-5 Galaxy and, the Russian Antonov An-124 Ruslan or An-225 Mriya behemoths. On the other hand, tactical airlifters–like the C-130 Hercules and Transall C-160 and their lighter siblings, the C-27 Spartan and An-32–move supplies within a given theatre of operations. Yet, another breed of aircraft perform a mix of strategic and tactical roles with the latest US

IN SUPPORT OF GROUND FORCES: (ABOVE) THE INDIAN AIR FORCE IS ALL SET TO ACQUIRE BOEINGS’ C-17 GLOBEMASTER. THIS MEGA HORSE WHICH IS DESIGNED TO OPERATE FROM RUNWAYS AS SHORT AS 3,500 FT, AND NEEDS A CREW OF JUST THREE; (TOP) COMING TO INDIA VIA FMS, C-130J BY LOCKHEED MARTIN OFFERS A UNIQUE SET OF CAPABILITIES THEREBY MEETING THE SPECIAL OPERATIONS REQUIREMENTS. THE FIRST OF THE LOT OF SIX AIRCRAFT IS SCHEDULED TO BE DELIVERED BY THIS YEAR-END.

marvel Boeing C-17 Globemaster III and the much older Russian IL76 falling in this category.

It is the dual-capable strategic/tactical airlifter which turns out to be the best friend and saviour of the ground forces with its capability to perform practically every possible role in support of the ground forces. Take the case of C-17 which, with its sizable (77 tonnes) load carrying capability and its ability to provide rapid airlift of troops and cargo to main as well as forward operating bases anywhere in the world, gives it the all-pervasive strategic/ tactical capability. The concept has become so popular that major transport aircraft manufacturers such as the European EADS and Antonov are feverishly working on creating similar capabilities albeit, through the turboprop route, by developing A400M and An-70 airlifters respectively. In the turboprop category the much older but ever-evolving medium airlifter Lockheed Martin C-130, in its age-defying Super Hercules avatar, has already emerged as the world beater in this role. SP Issue 4 • 2010

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SPOTLIGHT

ACQUISITION

INSIDE VIEW: PROVIDING UNRIVALLED SPACE FOR VVIPS

Comfortable & Secure Anglo-Italian aviation major AgustaWestland has closed a deal with the Indian Air Force for supply of 12 AW101 helicopters which will ensure a comfortable and secure travel for VVIPs across the country

PHOTOGRAPHS: AGUSTAWESTLAND

By Sucheta Das Mohapatra

V

VIPs in India will soon have 12 AW101 helicopters for swanky travel. A EUR 560 million (Rs 3,400 crore) contract was signed between Anglo-Italian aviation major AgustaWestland and the Indian Air Force (IAF) on March 11, 2010, for procurement of the AW101 helicopters to be operated by the Air Headquarters Communication Squadron located at Palam airport. The agreement also includes logistic support for five years and initial training of technicians and aircrew.

The IAF will replace its existing fleet of helicopters used for VVIP transport with state-of-the-art anti-missile and advance communications system equipped AW101 helicopters which 16

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Issue 4 • 2010

will enhance safety of VVIP travel. The deal has created a glimmer of hope for European industries looking forward to big business in the Indian defence market.

“Several years ago we identified India as one of the pillars of our expansion strategy, from both the market and industrial points of view. Today, we have a significant and growing presence in both the military and commercial markets. This significant order by the Indian Air Force confirms the correct vision and strategy of AgustaWestland in India,” Giuseppe Orsi, CEO, AgustaWestland said.

An Anglo-Italian helicopter company owned by Italy’s Finmeccanica, AgustaWestland caters to the global demand of 180 AW101 helicopters ordered by customers for their www.spsaviation.net

SPOTLIGHT ACQUISITION exceptional performance and high levels of safety standards followed. The AW101 is being engaged in a wide range of government and military missions. As of now, the AW101, flying in Italy, the UK, Denmark, Portugal, Japan and Canada has completed about 200,000 flight hours in service.

AW101 FOR VVIP USE

According to AgustaWestland officials, the AW101 provides unmatched role flexibility providing customers with a costeffective solution to a wide range of VVIP requirements. It combines the most advanced technologies, mission systems and manufacturing expertise with a proven, mature aircraft design to deliver a superior helicopter. It is a safe, mature and technologically superior helicopter with three powerful engines providing significant safety margins in critical moments of flight. Besides large capacity with a 6.5 m long main cabin providing space for 2-3 distinct accommodation zones, it also has long range (1,000 km range with 4 fuel tanks) and high speed (150 knots cruise speed) with all weather operations (-45 degree celsius to +50 degree celsius).

AW101 offers the following crucial advantages for VVIP operations: • It has unique safety characteristics provided by three-engine configuration and advanced monitoring systems.

• Provides unrivalled space for VVIPs. • Has low level of cabin noise and vibration, equivalent to fixed wing aircraft.

• New engines with increased performance capabilities to achieve essential demands for “hot and high” operations.

• Proven availability, reliability and maintainability levels that surpass all similar helicopter types.

• Unsurpassed flexibility demonstrated by multirole operations in the world’s most demanding environments.

• Enhanced environmental cooling systems for comfort in high temperature environments.

SAFETY AND SURVIVABILITY

The high agility of the AW101and power margins provide excellent flying qualities and added safety when operating from restricted sites and rooftop helipads. Likewise, its widely separated engines and critical systems maximise survivability and multiple load paths and high system redundancy greatly

SPECIAL SURVIVABILITY FEATURES (FOR VVIP SAFETY) Fully Integrated Defensive Aids Suite (DAS) options, including: • Directed Infra Red Countermeasures (DIRCM) • Missile Approach Warning System (MAWS) • Radar Warning Receivers (RWR) • Laser Warning Receivers (LWR) - 360 degree azimuth coverage - Integrated with RWR display • Automatic Chaff and Flare counter-measure dispensing system (CMDS) - Six dispensers with any combination of chaff and flares - Supports manual or automated operation - Fully programmable response

INCREASED SURVIVABILITY:

MULTIPLE LOAD PATHS increasing survivability. The & HIGH SYSTEM AW101 has proven 30 minute REDUNDANCY gearbox run-dry capability after total loss of oil and optional selfsealing fuel tanks.

To ensure safety of passengers, AW101 has fully integrated health & usage monitoring system (HUMS) for engines and transmission providing advanced warning of any potential failure before safety is compromised. Its emergency exits include cabin windows; cabin doors on both sides of fuselage and cockpit crew dedicated emergency exits. The helicopter has emergency flotation gear keeping the aircraft afloat on water, flight data and cockpit voice recorders and an automatically deployable emergency locator transmitter.

AGUSTAWESTLAND HELICOPTERS IN INDIA

AgustaWestland started business in India with the 1971 delivery of Sea King helicopters to the Indian Navy for antisubmarine warfare. Sale of its civil product range started in 2005, with the company delivering its first AW109 Power helicopter to the Government of Rajasthan. Since then the company has supplied over 30 aircraft including additional AW109 Powers, the new Grand light twin engine helicopter, the AW119Ke single engine and the AW139 medium twin.

In the backdrop of Defexpo 2010 held at New Delhi in February, AgustaWestland and Tata Sons signed a shareholders’ agreement for the formation of an Indian joint venture company in India for a final assembly line for the AW119 helicopter.

The AW119 is also a contender for reconnaissance and surveillance helicopter (RSH) programme of the Indian Ministry of Defence. Currently, an AW119 helicopter is conducting a series of demonstrations as part of the evaluation process for the RSH programme.

With additional demand for helicopters for light observation, anti-surface and anti-submarine warfare, combat, border and coastal patrol duties, AgustaWestland foresees a potential market worth approximately EUR 5-6 billion (Rs 30,300 crore–Rs 36,400 crore) and over 600 military light helicopters in India within the next ten years. SP Issue 4 • 2010

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CIVIL

BUSINESS AVIATION

FLYING HIGH, FLYING FAST The sale of large-cabin business jets is successfully surmounting the economic ebb-tide.

FLYING HIGH: FALCON 7X INTERIOR (ABOVE) & EXTERIOR (RIGHT)

PHOTOGRAPHS: SP GUIDE PUBNS, DASSAULT, BOMBARDIER, GULFSTREAM & HBC

PRICE IS NOT DETERRING THE ORDERS

for these top-end corporate jets.

F

By LeRoy Cook or a company engaged in transand cabin for long-range trips, often 8-12 national commerce, a business hours in length, more attention has to be Missouri, USA jet with intercontinental capagiven to the passengers’ comfort, includbility enhances the ability to reing added galley space, lavatory capacity, act efficiently to the company’s and just plain open areas in which to take needs. When moving key ema stroll. Crew members likewise need more ployees to deal with an overseas incident room, and a rest area has to be provided – be it a crisis or an opportunity, the tyranny of uncertain for relief personnel. And, the necessarily larger fuel tankage flights and hub airports can be overthrown by point-to-point and engine size accompanying a bigger airplane is a direct on-demand service in a corporate airliner. result of the longer-range mission.

The price of acquiring and operating such a aircraft is Sales of large-cabin business jets now seem to be sucnot cheap. New top-end large-cabin jets will cost US $50- cessfully surmounting the economic ebb. Price is not deter70 million, outfitted for duty, with upper mid-size airplanes ring orders for top-end corporate jets, whose worth is conpriced approximately half that amount. Bigger is, neverthe- sidered of inestimable value when there’s a need to be met. less, better, for flying globally. When configuring a cockpit Purveyors and outfitters of big-cabin business aircraft have 18

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www.spsaviation.net

FFICIENTISSIMO!

THE NEW FALCON 2000LX

CIVIL BUSINESS AVIATION

kept full order books during the recession, as their customers equip for competitive advantage.

LARGE & SPACIOUS: BOMBARDIER GLOBAL 5000 AIRCRAFT EXTERIOR (TOP) & INTERIOR (BOTTOM)

PHOTOGRAPHS: EMBRAER & AIRBUS

DEVELOPMENT HISTORY

The history of long-range, larger-cabin business jets begins in the mid-1980s, with Gulfstream IV using Rolls-Royce’s Tay turbofan engines. Even though G-IIIs and Falcon 50s were hopping across oceans and continental landmasses before that, the G-IV was a better answer, delivering a range of over 4,400 nautical miles. From that point, the airlinersize airframes with corporate interiors—Boeing Business Jet, Airbus Corporate Jetliner and Embraer Lineage—appeared on the scene, offering even more space, and longerrange executive jet models were developed by Bombardier and Dassault to bring competition to bear.

As one examines this market, a blurring of the category line is inevitable. When does a super-midsize business jet become a large-cabin airplane, and what defines an ultralong-range airplane? One will, of necessity, have to intermix some of the largest cabins with the smaller ones, bearing in mind that all things are relative.

BOEING BUSINESS JETS

The BBJ family is extensive, just as Boeing’s airliner offerings are widely varied. If desired, one can have any of the twinengine Boeings, or even a 747, configured for private use.

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By LeRoy Cook

S

ince the Gulfstream II was introduced in 1967, the role of Gulfstream’s business jets has steadily evolved with the development of ever more efficient engines and larger fuel tankage. Gulfstreams are now making flights as long as 12 hours in duration. Trips of such extreme duration require added space for rest areas, as well as more room for perambulation and provisioning. While Gulfstream’s aircraft have always been known for their luxurious cabins, the overall cross-sections of their fuselages haves not been changed since the original Grumman Gulfstream turboprop. There was, after all, no reason to interfere with success.

Now, with the introduction of the G650, Gulfstream Aerospace will be offering an airplane with an interior taller and wider than its current models, while still preserving the performance of Gulfstream’s airplanes delivered earlier.

The G650’s new BR725 engines will produce enough thrust to reach a maximum speed of Mach .925, a tiny, but significant, increment faster than Cessna’s 15-year-old Citation X, which is the civil aircraft speedster since the retirement of the Anglo-French Concorde. With this aircraft, Gulfstream is setting an entirely new standard of luxury, performance, and capability. www.spsaviation.net

CIVIL BUSINESS AVIATION

COMFY RIDE

FIRST FLIGHT: GULFSTREAM G650 ON ITS FIRST MISSION

With the introduction of the G650, Gulfstream Aerospace will be offering an airplane with an interior taller and wider than its current models

The G650 will boast a maximum range of 7,000 nautical miles at a speed of Mach .85, and even when cruising at Mach .90, it is expected to have a 5,000 nautical mile range.

Compared to the G550, the cabin is 10.5 ft longer, 3 inches taller and 14 inches wider. That brings its length up to 53.5 ft, with plenty of space for privacy and amenities. The G650’s cabin offers a headroom of 6.5 ft, and a maximum width of 8.6 inch. Gulfstream’s innovations continue throughout the aircraft. The cabin windows, eight on each side, are the traditional large Gulfstream ovals, but are 16 per cent larger in area than the G550’, measuring 28/20.5 inches.

The maximum certificated operating altitude remains at 51,000 ft. But even in that rarefied atmosphere, the cabin’s altitude will only be 4,850 feet; at a more-typical 41,000 ft,

the cabin mimics 2,765 feet, materially reducing fatigue on long trips. In keeping with Gulfstream’s standards, no recirculation of cabin air is used. The baggage compartment, accessible in flight, is 11 per cent larger than the G550s. The outside baggage door is located at 4 inches lower than on the G550, increasing its size by about eight per cent.

Structurally, the G650’s major portion is still built of aluminum. The composites are used for the horizontal stabilizer, rudder, winglets, engine cowlings, fairings, cabin floor and aft pressure bulkhead. In a departure from the round fuselage tube of the earlier Gulfstreams, the G650 uses a flattened oval that makes more efficient use of interior space without adding drag. In keeping with the Gulfstream tradition, the G650 has a huge amount of wing area, almost 1,300 sq ft, allowing it to obtain excellent airfield performance without resorting to leading-edge devices or external flap tracks. The wing also offers massive fuel tankage for the extreme-range missions envisioned for the aircraft; some 44 per cent of the G650’s takeoff weight can be uplifted as fuel, the entire 44,200 Ibs of Jet-A swallowed in 26 minutes by a redesigned refueling system.

The 100-foot wing is swept 33 degrees, versus 27 degrees on the G550, with a straight dihedral angle throughout, using an elegant, gently curving planform. The fuselage rides atop the wing box, as is typical of modern drag management, but with a less prominent belly fairing as seen in shorter-fuselage jets. The traditional Gulfstream T-tail is retained, requiring a bullet fairing for smooth airflow around the vertical fin juncIssue 4 • 2010

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CIVIL BUSINESS AVIATION ture. To further reduce drag, the main landing gear is stowed behind fully-enclosing doors.

The G650’s control system is entirely fly-bywire, as with most modern jet transports, even to the braking system.

However, instead of the armrest-mounted sidesticks, Gulfstream chose G650 HAS BEEN to keep traditional floormounted control yokes, EQUIPPED WITH interconnected to each ROLLS-ROYCE ENGINES. other, which offer both ALL MAJOR CABIN tactile and visual feedSYSTEMS HAVE back to the pilots. While stall and overspeed proREDUNDANCY SO THAT tection is provided by the A SINGLE POINT FAILURE flight control computers, DOES NOT RESULT IN A the pilot is in the loop and determines when and LOSS OF FUNCTIONALITY. how to apply control.

THE CABIN HAS 16 As has been the case SIGNATURE OVAL with earlier Gulfstreams, WINDOWS, EACH the most advanced glass cockpit is fitted, based on MEASURING 28 INCHES Honeywell’s Primus Epic (LARGEST IN THE II system, including synWORLD). THERE ARE thetic vision and headsup display. For the ul8 WINDOWS ON EACH tra-long-range flights, SIDE AND THE DISTANCE a relief crew rest area BETWEEN WINDOWS IS will be behind the cockpit. The cabin’s entrance INCREASED TO PROVIDE A door is larger than the GREATER SEAT PITCH. G550’s 60-inch tall door, —ROGER SPERRY, extending well over six VICE PRESIDENT, feet in height, and the self-contained boarding INTERNATIONAL SALES, stairs allow access and GULFSTREAM egress independent of ground support.

Gulfstream has been with Rolls Royce power plants from the beginning of the line. The G650’s BR725 turbofans are new engines, and yet are expected to enter service with overhaul times comparable to their predecessors, given their evolutionary development. The thrust is increased to 16,100 Ibs each, from the 15,385 pounds of the G550’s BR710 engines, yet fuel efficiency is better and noise level is onethird less, thanks to fan improvements, coming in some 17 decibels under the Stage 4 noise requirements. The emissions are reportedly reduced by up to half.

Maximum takeoff weight for the G650 is purposely limited to an under-100,000 Ib figure, fitting it neatly with the limitations for such smaller airports as Teterboro in the New York City area. Gulfstream considers its airplane as the 22

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WELL TIMED: FIRST DELIVERIES OF THE AIRCRAFT TO COMMENCE IN 2012

optimum size business jet for the mission, able to use more airports and hangar more easily than airline-size corporate aircraft.

After a ceremonial rollout in September 2009, well timed for the approaching National Business Aircraft Association convention, the first G650 made its initial test flight on November 25, with the aircraft number two followed on February 26, 2010. Certification is expected in 2011, and first deliveries will commence in the second half of 2012. Gulfstream reports aroundy 200 orders for the G650 so far, at $64.5 million (Rs 292.6 crore) each. The waiting period is about five years. SP

www.spsaviation.net

CIVIL BUSINESS AVIATION

COMFORTABLE FLYING: LINEAGE 1000 EXTERIOR AND INTERIOR (TOP); G650 INTERIOR-MOCKUP AND EXTERIOR (BOTTOM)

However, the 737-based BBJs are closest to the corporate business world, and will be the focus here.

The 737-based BBJs come in three sizes: the standard BBJ, developed from the 737-300; the BBJ-2, based on the 737-800; and the long-body BBJ-3, which originated as a 737-900ER. A convertible BBJ-C with a large swing-up cargo door was shown at the 2009 NBAA show, offering flexible loading for a combination of passenger and cargo uses.

Powered by CFM56-7 engines of 26,400 pounds thrust, the BBJ’s executive interior easily accommodates 8-15 passengers, and some 50 airline-class seats can be installed for corporate shuttle purposes.

AIRBUS CORPORATE JETLINERS

Directly competing with Boeing’s BBJ division, the ACJ series from EADS Airbus can likewise extend to four-engine, widebody airliner airframes, with the Airbus A318 Elite giving a close match to the 737-based BBJ. The slightly larger ACJ came from the A319, and the even-longer A320 Prestige originated as the A320.

The A318 short-haul airliner was created from the A319 with the elimination of three fuselage frames. It’s often called the “baby bus” in airline service. Even so, the corporate A318 Elite offers an airliner-size interior, including a taller cabin without the intrusion of overhead baggage bins, at a price comparable to traditional large-cabin business jets. The A318 Elite is powered by CFM56-5B9-P engines of 23,300 lbs thrust and can seat 14-18 passengers in corporate use.

BOMBARDIER BUSINESS AIRCRAFT

Bombardier has developed the Global series of large-cabin business jets, drawing on its experience with the Challenger and CRJ airliner airframes. The Global 5000 and Global Express XRS are the top of the line Bombardier ultra-longrange airplanes, with cabin size and performance to span

oceans and continents.

Powered by BR710-A220 engines of 14,750 lbs thrust, the Global airplanes are similar in size but for fuselage length. The XRS has a 6-foot, longer cabin and increased fuel capacity for ultra-long-range missions. The tall and wide cabin of the original Challenger cross-section is wellsuited to long flights, and with the cabin’s length up to 19 passengers can be accommodated.

CESSNA CITATIONS

Cessna Aircraft’s Citation division was, until last year, developing a Columbus 850 big-cabin Citation to round out its complete line of business jets. However, the world economy made such an expensive development project unwise for now, and the Columbus project was put on hold indefinitely.

That leaves the flagship Citation X (“Ten”) as Cessna’ topend aircraft, which saw its first deliveries in 1996.

The Citation X is a powerful, lightweight, high-performing airplane, with good range from its Allison, now Rolls Royce, AE3007-C1 turbofans of 6,764 lbs thrust. It’s currently the fastest civil aircraft available, with an Mmo of .92 and a long-range cruise faster than many competitors’ Mmo. The Citation X’s 3000-mile range is no longer as competitive as it was when it was introduced, but it can get there quickly —a trait that somewhat makes up for its smaller cabin size.

DASSAULT FALCON JETS

Dassault’s Falcon 7X is unique among the ultra-long-range airplanes, utilising three engines to offer more contingency options during long overwater flights. Dassault has always felt that two engines aren’t enough for international ops, even though turbine engine reliability is well proven.

It chooses to split the power requirement into three smaller packages, rather than two larger ones. Losing only one-third of the powerplant count in an engine-failure scenario during Issue 4 • 2010

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CIVIL BUSINESS AVIATION EYE CATCHING: HAWKER 4000 EXTERIOR (EXTREME RIGHT) INTERIOR (RIGHT) AIRBUS A318 EXTERIOR AND INTERIOR (BOTTOM)

takeoff also permits the use of shorter runways than a twin.

A new design, using the company history with the Falcons 50 and 900, the 7X is a larger, longer-range Falcon to span longer distances.

Unlike earlier Falcon jets, the 7X is fitted with winglets to maximise efficiency. The effective leading edge slats and large flaps provide fairly slow Vref speeds, even with a refined wing that flies with a .90 limiting Mach number. The engines are PW307As of 6,402 lbs thrust each, and the cabin is designed for loads of 12-14 passengers.

EMPRESA BRASILEIRA DE AERONAUTICA S.A.

In a steady pattern of growth, Embraer has developed a broad family of corporate airplanes, from a light jet to an airliner-size Lineage 1000. Based on the EMB-190 twin-engine airliner, the Lineage 1000 offers 4,500 miles of range and expansive living space in its nearly 40-feet-long cabin.

Configured for up to 19 passengers in corporate use, the Lineage 1000’s 4085 cubic feet of interior room allows for shower-equipped sleeping quarters on one end and crew rest bunks on the other. Power comes from GE CF34-10E engines generating 18,500 lbs thrust each.

GULFSTREAM AEROSPACE

Gulfstream has always been the iconic large-cabin business jet, so much so that the name is nearly generic with corporate jet luxury in the public mind. VIPs have ridden in Gulfstreams for decades, and the company has endured with its reputation for cutting-edge technology blended with traditional values. Its large-cabin offerings cover a range of older 400 and 500 series Gulfstreams, with a new Gulfstream 650 coming to the fore at present.

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Offering a right size for every buyer, Gulfstream’s top end airplanes add one cabin window for each incrementally larger airplane, incorporating improved engines to maintain performance. The G450 uses the 13,850-lb thrust Rolls-Royce Tay Mk 611-8C engine, while the G550 and G650 rely on BRW710 and -725 follow-on powerplants. Seating is usually configured for 19 passengers, with a typical load of eight or so.

HAWKER BEECHCRAFT

When Hawker Beechcraft undertook development of a large-cabin business jet to expand its line of light and medium jets, it elected to draw upon its expertise with composite structures, gained with the Beech Starship and Premier airplanes. The fuselage of the Hawker 4000 is built entirely of carbon fibre, mated to an aluminum wing. This creates a lighter, stronger cabin structure with less of its width consumed by stiffeners and bulkheads. The empennage skins are also composite. Entering service in 2008, the 4000 offered traditional Hawker fans the larger cabin they always wanted.

Hawker business jets were among the earliest in the marketplace, dating back to 1965, and they have had a loyal following. The Hawker 4000 draws on that input. It’s propelled by PW308A engines of 6,900 lbs thrust, and with a range of 3,280 miles it offers capability to extend the reach of Hawker users worldwide.

These top-end business jets allow their users to pursue business interests over a wide geographic expanse, delivering the passengers directly to a company destination without the rigours of airline travel. Such flexibility can be worth every penny of expenditure when a major deal is clinched. SP www.spsaviation.net

ANALYSIS

BUDGET

We need to more

spend efficiently

ILLUSTRATION: MAMTA

T

By Air Chief Marshal (Retd) S. Krishnaswamy

HE DEFENCE BUDGET, AS A SUBJECT, does not anymore trigger interest other than to those who are directly concerned. Public opinion, by and large, is simple and noble. They believe that the defence services must have quality systems, and be able to effectively fend off threats to the nation.

They also believe that modernisation is essential but is not keeping pace with requirements; they also feel that the military is not getting adequate funds. The malady is attributed to bureaucratic, inefficient processes. The government, for its part, articulates its strong support to military modernisation and this will has translated into new procedures that promise desired efficiency and greater transparency.

But can these new procedures solve the problems at hand? Will defence allocations ever be adequate? Will the government get better value for every rupee being spent on defence? Will our military have quality equipment and good operational standards? In the author’s opinion, we are unlikely to see dramatic improvement in the near future for very many reasons. Primarily, the problem is not an adequacy of budget but the efficiency with which we spend. It is not the efficiency of spending alone that matters, but how and on what the defence forces are spending. Practically, every military operation that India has undertaken since Independence has exposed a number of inadequacies both in terms of inventory as well as capabilities. The solution is to comprehensively address issues that call for a thorough overhaul; not just the acquisition procedure but the entire gamut of planning, supply chain management, maintenance, and training. Money alone will not solve problems.

It is relatively simple to resolve budget-related issues. Revised estimates are prepared around October and the expenditure over the next four-five months leads on to the next year’s budget calculations. The last four months of the financial year witness a feverish spending spree and many PSUs churn out their entire annual production during the period. Every service races to spend the budget allocation by March 31. Unspent resources are promptly surrendered after that date, and understandably there is a lot of dissatisfaction all around. Defence services have been continually underutilising budget allocations. Year on year, under-utilisation had been increasing.

The problem is not with adequacy of budget, but the efficiency with which we spend.

And it is not the efficiency of spending alone that matters, but also how and on what the defence forces are spending on.

This multiplied over four-and-a-half times to Rs 7,000 crore for 2009-10 since 2004-05, with 15 per cent of the allocation being earmarked for modernisation. Last year, Rs 1,561 crore revenue expenditure was adjusted from unspent capital expenditure, highlighting a new trend in the bargain. Besides being an unorthodox way of adjusting expenditure, it indicates an unforeseen increase in support to the military. This is a disturbing trend. From the figures, it appears that the defence services get as much as they can spend. Hence, it is argued, inadequate allocation cannot be a complaint.

The difficulties in managing defence expenditure are known to the government, but it lacks the means to enforce accountability. The Standing Committee on Defence in its report on Demand for Grants (2009-10) placed in the Lok Sabha in December 2009 recommended that there is an urgent need to curb wasteful expenditure. The 13th Finance Commission observed that there exists immense scope to improve the quality and efficiency of defence expenditure through increased private sector engagement, import substitution and indigenisation, improvements in procedures and Issue 4 • 2010

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practices, and better project management. Efforts in this direction would help in expanding the fiscal space available for defence spending. Government watchdog CAG, in its reports, regularly points out weaknesses in defence management and exercising cost control. Serious flaws in the decisionmaking process, supply chain management, contracting, project management, and upkeep have been reported by the CAG. However, the services cannot be held totally responsible for the failures. If the navy gets an aircraft and not an aircraft carrier, or the air force suffers a 20-year delay in acquiring suitable aircraft, or the Army gets delayed in deciding on the right type of artillery, the individual service cannot be blamed. The fault lies deeper—in the ways of managing defence. Services initiate cases for procurement that go through an elaborate process. Usually, if a contract is not finalised in about a year, uncertainty and vagaries in the business world make it difficult to conclude the contract as per the technical package and cost visualised.

There are other maladies too. The system does not recognise the importance of a time-bound comprehensive package.

It is not unusual that contracted equipment do arrive, but contracts for spares are not concluded. Aircraft may arrive, but not the carrier. Operational systems may arrive, but contents of an integration package may remain undecided. Equipment may arrive, but deficiencies remain. Contract obligations are missed out for the lack of efficient project management procedures. Equipment may arrive, but approval for training packages may remain pending. Equipment arrive, but the service concerned may be undecided where to commission it. The service may finally decide, but work-services may not start and the warranty elapses while the equipment is in storage.

At times, the technical support contracts are kept pending and negotiations break down. Often, we become “captive” to the supplier and have to put up with their unfair demands when supporting contracts are incomplete. While the Ministry of Defence (MoD) may negotiate very hard, it may become helpless and be compelled to approve if the vendor holds an advantage. When it comes to indigenously-developed systems, the problems are greater. Most indigenous designs have a high percentage imported material and subsystems. PSU contracts with vendors are rarely transparent to the services. No equipment ever designed and developed in India has remained within reasonable cost escalations. Invariably, technical and spares support are found seriously wanting. The military or the MoD do not have specialists in project management, costing/pricing, and contracting. The military that deal with thousands of crores do not have chartered or cost accountants, or even contract specialists. “Costing” an operation or activity is quite impossible or at best inaccurate owing to to lack of expertise and databases. There is no balance sheet indicating “top” or the “bottomlines”. Revised procurement processes do not address any of the issues stated either.

The Military faces another challenge — quality financial and inventory management specialists of desirable levels.

Signs are evident that revenue expenditure could run away if serious efforts are not taken to control the same. Defence revenue expenditure has grown from Rs 10,194 crore in 198990 to Rs 87,344 crore in 2010-11, i.e. an increase of almost nine times during the last two decades. In the years ahead, this could skyrocket beyond imagination. The quality of support to manpower has improved substantially over the last 26

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few years, right from quality of accommodation, allowances, cost of upkeep, cost of ration, and travel entitlements. Moreover, there has been a significant escalation of rank structure as an incentive that has added to manpower costs. Not only increase of pay, but significant additional manpower and infrastructure are envisaged to support additional offices of higher ranks. The “ballooning” effect on manpower would be known only after the new establishments are filled up. There is no sign of the services reducing manpower or the cost of manpower. Inflation adds up further costs on fuel, transportation, spares, and other essentials. The Finance Commission estimates the increase in revenue expenditure to be 7 per cent per annum and capital equipment cost to increase by 10 per cent. In practical terms, there could be runaway increases in both areas unless carefully evaluated and means adapted for effective control. There is an urgent need to upgrade defence accounting and inventory management processes and P&L audit as practiced in the private sector.

It is well known that India is the largest weapons buyer among emerging countries. India imported military hardware worth $28 billion since 2000 mainly from Russia, Israel, France and Great Britain. A lot is said about participation of the private sector in supplying operational systems to our defence forces.

Current processes make it extremely difficult to translate this idea into practice. First, any process for indigenous development takes 5-10 years starting from design, prototyping, proving, and production. R&D infrastructure within the country is inadequate and DRDO has serious limitations in supporting the private sector in this regard unless major policy changes are made. Equally important, DRDO must make commitments on cost and time factors to make such ventures viable.

Our defence establishments decide on what operational systems they should have based on trends abroad. This means that such countries already have a lead in technology terms and on time. This method too must change. It is necessary to come up with a viable process to commit to the private sector.

It is vital for national security to develop indigenous capability.

In the Indian public sector there are many players besides the institutions under MoD. For example, NAL under CSIR developed the SARAS aircraft. The prototype, however, crashed killing the entire crew. The causes have not been identified and actions to be taken have not been completed even though a year has passed. One of the reasons for this is that there are too many players such as DGCA, NAL, CSIR, MOD and IAF under different ministries and bosses. Accountability, therefore, is diluted. Such an environment is not conducive to designing and developing systems within the country though we may apparently have the potential. The government would need to find ways of “bridling” a large number of institutions that are functioning under different ministries to serve a common purpose, and made accountable.

The country does have the potential, but a thorough overhauling of the system is required and the means must be established to evolve a system that would be accountable, costeffective, and professional that can harmonise and integrate potentials across disciplines and ownership. SP —The author is a former Chief of Air Staff.

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

SPECIAL REPORT

INDUSTRY

Present Future Perfect

ON THE MOVE: CABTOPS AT THE C-130 PRODUCTION LINE AT ATLANTA; (BELOW) FIRST INDIAN C-130J AT THE PRODUCTION LINE

PHOTOGRAPHS: LOCKHEED MARTIN

US defence giant Lockheed Martin has been engaged in research, design, development, manufacture, integration and sustainment of advanced technology systems, products and services for the global defence market. Photojournalist Abhishek Singh reports from the company’s manufacturing hubs.

O

f the six C-130J Super Hercules Tactical Airlifter Aircraft ordered by the Indian Air Force from the American aerospace specialist Lockheed Martin, the first will be delivered in December 2010.

The remaining five will reach India by 2012. This was stated by Lock-

heed Martin officials while briefing Indian journalists during their visit to the company’s manufacturing units in the US in March. The company which is now engaged in the manufacture of the C-130J aircraft for India, as a part of the $1 billion (Rs 4,500 crore) contract with IAF, is now also eyeing the Indian defence market to supply F-16IN Super Viper Issue 4 • 2010

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SPECIAL REPORT INDUSTRY LARGE & SPACIOUS: THE COMPANY’S MANUFACTURING HUB AT ATLANTA IS 76 TIMES THE SIZE OF A FOOTBALL FIELD; (BELOW) GLASS COCKPIT OF C-130J

fighter aircraft for the IAF. Lockheed Martin is one among the six contenders in the Medium Multi-Role Combat Aircraft (MMRCA) race.

In the month of October, the US Air Force will provide training on C-130J to the IAF crews. While this will be provided at the Lockheed Martin base, the aircraft owned by the US Air Force will be used for the purpose.

According to Jack Crisler, Director, International C-130J Programme’s Business Development.

Orville Prins, Vice President, Business Development – India, Lockheed Martin while updating the Indian media in Dallas, Texas said that the IAF is also looking at the feasibility of incorporating KC-130J Super Hercules Tactical Air Refueller Aircraft. “The Indian Navy too also enquired about the F-35 aircraft manufactured by us,” added Prins.

Thomas Wetherall, Deputy Vice President, Global Sustainment on C-130 Sustainment programme said, “Lockheed Martin seeks to be the preferred partner for delivering affordable aircraft readiness and ensuring mission effectiveness and capability throughout the product lifecycle of the C-130 aircraft platform. Our aim is to leverage the experience gained though the support of multiple C-130J customer fleets. We desire to build long term relationships with our customers.”

WORLD’S LARGEST DEFENCE CONTRACTOR

The US aerospace, defence, security, and advanced technology company Lockheed Martin was formed by the merger of Lockheed with Martin Marietta in March 1995. Today, it is the world’s largest defence contractor with it’s Headquarters at Fort Worth, Texas. The company also operates from Marietta, Georgia and Palmdale, California. Technology development, engineering, and innovation are instrumental to the corporation’s aerospace and defence core markets, and along with it are emerging markets like cyber security, healthcare, energy and climate change. The company employs more than 70,000 engineers and scientists creating innovative solutions for global security challenges.

C-130J

The Lockheed Martin’s manufacturing unit in Atlanta is 76 times the size of a football ground and is divided into two parts. While one manufacturing unit is dedicated to the pro28

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duction of C-130J, the other unit is under construction for production of F-35. Company officials claim that in the next six years, the company will be able to manufacture at least one F-35 aircraft every day.

“There is a worldwide requirement of C-130J especially in the Middle East, Africa and Europe,” said Jack Crisler. “The C130J is affordable, relevant and versatile. It can be utilised in various roles like aerial refuelling, electronic warfare, combat delivery, humanitarian support, armed ISR, maritime patrol, rapid ground refuelling, weather reconnaissance and firefighting,” he said.

The company claims to have delivered 2,340 C-130 aircraft in seven countries across the globe, and has a long term contract with countries like UK, Australia and Canada.

UK was the first country outside the US to have C-130 aircraft. Now India and Qatar have joined the race. The C-130 production line in Atlanta manufactures 25 aircraft every year, and has the potential to increase its capacity to manufacture 36 aircraft. www.spsaviation.net

SPECIAL REPORT INDUSTRY ADVANCED TECH: (LEFT) F-16IN ON THE MOVE; (BELOW) PHOTO JOURNALIST ABHISHEK SINGH INSIDE A F-161N COCKPIT DEMONSTRATOR

The C-130J has greater climb rate and higher initial cruise altitude as compared to C-130H and it can climb up to 24,500 ft in just 22 minutes. The C-30J has the ability to transport 33 per cent more pallets, uses half the cockpit crew, enhances situational awareness, burns less fuel, and flies faster and higher.

F-16IN SUPER VIPER

The F-16IN Super Viper has the most advanced technologies and capabilities available globally. According to Lockheed Martin officials, as of now 4,500 F-16 aircraft have been ordered by 25 countries, and the company has already delivered 4,400 F-16 aircraft. The production lines of F-16 are in the Netherlands, Belgium, Turkey, and South Korea, besides Fort Worth. Texas. The F-16IN has a technology flow between F-35 and F-22 and radar cross section advantage over twin engine aircraft. The company gives 50 per cent offset commitment for the aircraft.

On being asked about the maintenance of the aircraft

in case the company halts production of F-16 INs, Prins said, “Our support availability programmes will continue beyond 2040. India’s partnership with Lockheed Martin can provide access to the highest technology, opportunities for technology codevelopment, low-risk licensed production, transfer of technology, and opportunities for extensive long-term business.”

The F-16IN Super Viper is a unique new fighter sharing a heritage with the world’s only fifth generation fighters – the F-35 Lightning II Joint Strike Fighter and the F-22 Raptor. Evolutionary integration of fifth generation technologies makes the F-16IN an advanced fourth generation fighter.

According to the company officials, F-16IN Super Viper has been tailored exclusively to meet or exceed all of India’s MMRCA requirements. “It is the right choice for IAF and is ready for integration into India’s infrastructure and operations now,” opined Prins.

“Lockheed Martin Aeronautics has incorporated the latest technologies into the F-16IN with the aim to expand the mission roles and improve combat capability, thereby creating the most effective multi role fighter today. With continuous insertion of latest technology available, the F-16IN can be readily equipped with emerging capabilities throughout its lifecycle,” he said.

THE F-16IN SUPER VIPER HAS THE FOLLOWING FEATURES:

Active Electronically Scanned Array (AESA) Radar The AESA radar is a key feature of F-16IN Super Viper and according to Lockheed Martin officials, it was the core requirement of the IAF. The radar is a discriminator in multirole combat aircraft when network operations are unavailable or when the fighter aircraft’s RF has been raised to a higher level by the carriage of external stores. The Northrop Grumman APG-80 AESA radar in the F-16IN provides outstanding situational awareness and detection, ultrahigh-resolution synthetic aperture radar mapping, fully interleaved modes of operations with automatic terrain following, and air-to-air tracking of multiple targets. AESA radars are more “operator friendly.” The radar has the ability to maintain tracks on targets while continuing to search for new contacts, while also allocating time to perform air-to-surface Issue 4 • 2010

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SPECIAL REPORT INDUSTRY ALL DIGITAL: THE F-16IN COCKPIT REDUCES WORKLOAD OF PILOTS; (BELOW) AESA RADAR MOUNTED ON F-16IN NOSE

Net-Centric Warfare Capability The fusion of net-centric operations and onboard data provides a total battle space picture and optimises mission accomplishment.

The F-16 was the first multi-role fighter to incorporate a data link capability, and the IAF’s operational data link (ODL) can be integrated onto the F-16IN in order to ensure interoperability with other IAF aircraft.

Modern, all-digital glass cockpit The pilots receive easy-to-interpret information via the all-digital cockpit and helmet-mounted cueing system. The large colour displays are capable of fusing data from on-and-off-board sensors, reducing the workload and enabling the pilot to focus on the mission.

Advanced Survivability Features The low radar signature of the F-16IN reduces detection by enemy radars. Its single-engine design has smaller infrared and visual signature than twin-engine fighters. The internal electronic warfare system avoids or defeats the most advanced threats. Superior agility and excellent pilot situational awareness reduce vulnerability to attack, while critical systems redundancy and shielding enhance survivability.

Enhanced High Thrust Engine The F-16IN offers the highest thrust engine in the competition, the General Electric F110-132A. It has 32,000 Ibs of thrust with an unprecedented record of safety, reliability, maintainability and durability. The F110 incorporates the latest technology including full authority digital engine control for maximum fuel efficiency and performance.

operations such as an attack on a surface target or even a resource intensive task such as radar guided terrain. The final benefit of the AESA radar is increased reliability and reduced planned maintenance.

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Cockpit overview The F-16IN cockpit displays and controls are fully integrated and revamped to quickly convey the information and simplify operations for the pilot. The pilot receives mission and tactical information via the full colour, all digital glass cockpit and a helmet mounted display (HMD). Electronic displays incorporating graphics, digital data and colour alerts replace traditional engine and flight instrumentation speeding up the pilot’s cognitive processing of system status.

Proven Combat and Operational Effectiveness: • Over 400,000 combat hours • More air-to-air victories (72-0) • Over 100,000 combat missions flown • Over 2,200,000 ordnance delivered in combat • Over one million operational sorties in support of the global war against terror. SP www.spsaviation.net

SPECIAL REPORT INDUSTRY

F-16IN is the ultimate Fourth Generation Fighter Orville Prins,Vice

President, Business Development-India, Lockheed Martin in a conversation with photojournalist Abhishek Singh, elaborated on the advantages of the F-16IN Super Viper SP’s: Can you throw some light on the advantages of full authority digital engine control (FADEC) system.

Prins: FADEC system has better fuel efficiency, carefree engine handling, with guaranteed thrust settings, systems integration with engine and aircraft systems, provision for engine long-term health monitoring and diagnostics, helps in reducing the number of parameters to be monitored by flight crews, and can support automatic aircraft and engine emergency responses (e.g. in case of aircraft stall, engines increase thrust automatically), etc.

SP’s: It is heard that in the event of a total FADEC failure, pilots have no way of manually controlling the engines for a restart?

Prins: The FADEC on the F-16IN Super Viper has multiple levels of redundancy to provide safe operation during faults.

In the unlikely event of a complete FADEC failure, the Super Viper reverts to a fully mechanical backup control.

SP’s: How are the flying evaluation trails going on, as the Indian Air Force has announced that the trails will be over in 3-4 months?

Prins: The F-16IN team successfully completed trials in February and demonstrated that the Super Viper meets or

exceeds all IAF requirements. Any information about the trials must come directly from the IAF. SP’s: Can we call F-16IN a fresh product for IAF or is it an upgraded version of previous F-16s. What are the new features installed in the aircraft?

Prins: The F-16IN Super Viper is specifically designed to meet or exceed IAF requirements and will be the most advanced version of the F-16 ever produced. Starting with the advanced Block 60 model of the F-16, we have added the latest advancements in weapons, sensors and other capabilities to make the Super Viper the ultimate fourth generation fighter.

SP’s: Elaborate the advantages of on CFTs (conformal fuel tanks) of F-16IN, as it gives a completely new look to the aircraft.

Prins: The conformal fuel tanks are an innovative design that gives the F-16IN significantly more range without affecting aerodynamic performance or using wing weapon stations for external fuel tanks. SP For more information and related videos, visit: www.spsaviation.net Issue 4 • 2010

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MILITARY

POWER PLAY OPERATIONS

Vayu Shakti-2010 saw the participation of 107 aircraft including MiG-21 Bison, MiG-27 UPG, MiG-29, Mirage-2000, Su-30 MKI, Jaguars, AN-32, IL-76, Mi-17 1V, Mi-35 gunships. The other unseen force multipliers included IL-78 mid-air refuellers, AWACS and UAVs.

PHOTOGRAPHS: PRO IAF

I

n a breathtaking display of by pilots at the end of their training

By Air Marshal (Retd) rapid air power dominance year. The exercise was also meant V.K. Bhatia in a representative battlefield to serve as an aid for commanders area, the Indian Air Force and planners to gain better insight (IAF) aircraft blasted away into the potential and deployment targets by day, dusk and capabilities of aerial weapons. night in a fire power demonstration exercise, Vayu ShaktiThe success of the FPD was the result of thorough op2010, at its live armament firing ranges at Pokharan. erational, logistical and administrative planning par excelThe dusk and night phase display on February 28 was lence by IAF commanders. Even though futuristic battlefield the first ever by the IAF, wherein107 aircraft including MiG- scenarios are expected to be increasingly complex, the IAF 21 Bison, MiG-27 UPG, MiG-29, Mirage-2000, Su-30 MKI, exercise proved that it could accomplish any complex misJaguars, AN-32, IL-76, Mi-17 1V, Mi-35 gunships participat- sion objective with panache and deadly accuracy. ed. The other unseen force multipliers included IL-78 MKI Mission planning remains in the forefront of all IAF opmid-air refuellers, AWACS and UAVs. erations. The FPD demonstrated intricate mission planning President and Supreme Commander of the Armed Forces, success achieved through the Integrated Command Air TaskPratibha Devisingh Patil was the chief guest at the display. The ing System (I-CATS), a mission planning system custom built others present included Defence Minister A.K. Antony, Minis- for IAF. Different types of aircraft from all Commands of the ter of State for Defence Dr M.M. Pallam Raju, Marshal of the IAF with varied configurations, speed and performance paIAF Arjan Singh, three Service Chiefs, senior MOD officials, 28 rameters participated in the exercise in specific time intermilitary attachés of various countries, and journalists. vals while taking off from distant and different airbases.

Vayu Shakti-2010 firepower demonstration (FPD) was a One of the major advantages of the I-CATS is the ability to collective display of skills and accuracy in weapon delivery plan and de-conflict waves of strike formations. By using the 32

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www.spsaviation.net

MILITARY OPERATIONS

FIRE POWER DEMONSTRATION: A COLLECTIVE DISPLAY OF SKILLS AND ACCURACY IN WEAPONS DELIVERY BY PILOTS DURING VAYU SHAKTI 2010 MARKING THE END OF THEIR TRAINING YEAR

collision check function, the planners can resolve traffic conflicts in large force packages as was done for the FPD. But no planning can bear results till the targets are accurately destroyed. The pilots who flew various missions were regular squadron pilots who were trained hard in the months preceding the grand event. Regular mission briefings and debriefings conducted over video-conferencing ensured that all involved in various airbases were on the same grid at the end of each day’s practice mission—a reflection of the network capabilities developed for efficiency.

An array of targets including mock radar sites, tanks, marshalling yards, terrorist camps, runway, BMP (infantry fighting vehicles), blast pens and convoys were selectively destroyed in the precision attacks by IAF pilots using bombs, rockets and missiles. Both PGMs (precision guided ammunitions) and conventional armament were used in the display.

Besides witnessing obliteration of ground-based targets, CAP (combat air patrol) versus Strike (intruding enemy force), an adrenaline-pumping aerial combat scenario of 2vs2 (Su-30 MKIs hunting in a pair against an intruding pair of Mirage-2000) was demonstrated. Firing of R-73 infrared (heat seeking) air-to-air missiles by Su-30 MKIs on

an aerial flare at the end of their simulated encounter was a rare sight to witness.

As daylight transcended into twilight and darkness, relentless pounding of rockets, bombs and guns blazing from the turrets of fighters and helicopters lit up the night sky. All aircraft dispensed IR flares making it easy for onlookers to discern when the armament was fired by the attacking aircraft.

In a special segment the synergy of the Army Para Commandos, Naval Marine Commandos and IAF Special Force Garuds was also demonstrated as they para-dropped together and destroyed mock terrorist camps.

On being asked by the media if the FPD was meant to convey any signals, Antony said, “The exercise is not meant to send any signals to any country. It was meant to ensure the nation and show the capability of our armed forces that they are in safe hands.” The Defence Minister added, “We are not war-mongers. We shouldn’t be worried about threats from any quarters. The exercise was meant to showcase jointness of the Indian Army, the Indian Air Force and the Indian Navy.” SP —With inputs from Air HQ, New Delhi Issue 4 • 2010

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SHOW REPORT

INDIA AVIATION

A I R

S H O W

Extravaganza BRAND NEW: CREW AND MANAGEMENT OF INDIGO AND INTERGLOBE TECHNOLOGIES RECIEVING THEIR 25TH AIRBUS 320 AIRCRAFT

India Aviation 2010 helped place in perspective the status of the Indian aviation industry, the opportunities on offer and the tremendous potential for growth

PHOTOGRAPHS: ABHISHEK / SP GUIDE PUBNS

T

he civil airport at Begumpet, tional air show at Yelahanka, Bangalore,

By Air Marshal (Retd) Hyderabad was the venue was dominated by military aviation, the B.K. Pandey, Hyderabad of Indian Aviation 2010, the MoCA rightly decided to de-link and orsecond edition of the civil ganise a parallel exercise at a location aviation extravaganza. Hostother than the one used for Aero India. ed from March 3 to 7, 2010, Hyderabad was indeed the obvious and the India Aviation Air Show that can more the right choice. Thus the first edition of appropriately be described as a ‘Trade Show’ was organised India Aviation was held at Begumpet in October 2008. Unby the Ministry of Civil Aviation (MoCA) and the Federation fortunately, it was at a time when on account of skyrocketing of Indian Chambers of Commerce and Industry (FICCI) in the oil prices and the global economic meltdown, the Indian civil ominous shadow of an uncertain security situation in Hyder- aviation industry, in tandem with the global aviation industry, abad. In spite of the fact that the state of Andhra Pradesh, and was in the depths of despair. particularly the capital city of Hyderabad, has been torn apart by civil strife and violence in recent months on account of the INDIA AVIATION 2010 ongoing agitation for the formation of the separate state of However, the scenario in 2010 is quite different. While the leadTelangana, India Aviation 2010 passed off peacefully. ing economies of the world continue their struggle against recession, sizeable presence at the air show of the US, the f’ocus INDIA AVIATION 2008 country’ and France, the ‘partner country’ to the air show reIn the wake of the unprecedented boom in the civil aviation flected the fact that the Indian civil aviation industry had arindustry in India from 2004 to 2007, arose the need for an rived on the world stage. With signs that the Indian economy international event to project the attributes, strengths, growth had successfully negotiated the global economic turmoil and potential and the opportunities that the Indian civil aviation was now poised for a healthy rate of growth, the target for industry had to offer. As Aero India, the biennial interna- which has been pegged at nine per cent by Dr. Manmohan 34

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SHOW REPORT INDIA AVIATION Singh, the Prime Minister of India and a renowned economist. It was only logical for Praful Patel, the Union Minister for Civil Aviation, to state in his inaugural address that for the civil aviation industry in India, the worst was over. He further stated that the industry was on the road to recovery albeit at a pace somewhat slower than what was forecast earlier, as it carries an enormous burden of cumulative losses. He was confident that with improving load factors and yields witnessed over the last few months, the airlines would become sustainable and would be in a position to enhance capacity with due caution in conformity with ground realities. On the subject of infrastructure, the minister stated that upgrade programmes of the four metro airports, the 35 non-metro airports as well as of a few other selected airports were on track. He went on to add that the bidding process for a greenfield international airport at Mumbai was expected to be completed within a year. The aviation sector required staggering levels of investment and while the Airport Authority of India was the major player steering infrastructure growth, there was imperative need for an participation by the private sector.

While highlighting the enormous growth potential and opportunities in the sector, he sounded a note of caution about the volatility in the price of aviation fuel that could prove to be a major impediment to the growth of the industry.

Reinforcing the optimistic mood, Chief Minister of FREEZE FRAME: (TOP TO BOTTOM) CIVIL AVIATION MINISTER PRAFUL PATEL Andhra Pradesh Dr. HAVING A LOOK AT STATIC DISPLAY OF K. Rosaiah, who was AIRPLANES, FRENCH AMBASSADOR the chief guest at the JEROME BONNAFONT AND ANDHRA inauguration cerPRADESH CHIEF MINISTER K. ROSAIAH AT THE INAUGURAL MEET emony, defined the priority accorded by his government to the development of civil aviation infrastructure and the various incentives available to the private sector for participation in the new airport development projects in the state. He catalogued the achievements of Andhra Pradesh in respect of aviation-related infrastructure development by way of the Greenfield Rajiv Gandhi International Airport at Shamshabad built under the public-private partnership (PPP) arrangement with the GMR group as the major investor. He took obvious pride in the fact that the Rajiv Gandhi

Hosted by

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SHOW REPORT INDIA AVIATION International Airport at Shamshabad has been ranked as the best airport in the world in the 5-15 million passenger segment. This is no mean achievement as this is the second airport in the country under the PPP model. Apart from the airport, the state government has also approved a Special Economic Zone (SEZ) dedicated to the aerospace industry in which the first major venture is a helicopter manufacturing facility that is being established through a joint venture between Tata Advanced Systems and Sikorsky Aircraft Corporation of the US. In addition to this, the GMR Group has set up an Aerospace Park in the SEZ for aerospace related facilities thereby generating employment potential for technically qualified youth.

Dr Rosaiah also spoke of the establishment of Lepakshi Aerospace and Defence Cluster, a private aerospace venture consisting of a variety of aerospace related activities.

With the background of compounded annual growth rate (CAGR) of 18 per cent in civil aviation in 2009, the global slowdown notwithstanding, Madhavan Nambiar, Secretary, Ministry of Civil Aviation, highlighted the efforts of the government to make India a regional hub as also to provide the necessary impetus to the growth of the air cargo sector.

He stressed on the need to adopt the Cargo Village concept at select international gateways that would enable India to compete with major international airport hubs like Dubai, Singapore and Bangkok.

Timothy Roemer, US Ambassador to India, who was heading a delegation from the aerospace industry, traced the history of the growth of Indo-US cooperation in civil aviation, which included the various bilateral agreements and the assistance programmes in different disciplines to enhance efficiency and air safety particularly in the civil helicopter segment. As per the Ambassador, participation by 35 US aerospace companies reflected the perception of capability of and opportunities in the Indian aerospace industry. France was represented by Ambassador Jerome Bonnafont who recounted the long history of strategic partnership and collaboration between the two nations civil aviation. There were 13 small and medium French enterprises participating in the show. Addressing the gathering as the President, FICCI, Rajan Bharti Mittal, pitched the need of the country in a few years at around 2,500 airliners up from the current level of under 400.

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GLOBAL PARTICIPATION

India Aviation 2010, the largest civil aviation exposition in the country, provided excellent opportunity for exchange between vendors and potential customers in the different segments of the industry. Present at the venue to savour the Indian growth story and sporting the latest from their stables were the leading players representing the who’s who of the aviation industry such as Boeing, Bell Helicopter, Cessna Aircraft Company, GE Aviation, Gulfstream Aerospace, Hawker Beechcraft Corporation, Honeywell and Rathyeon from the US, Airbus, AgustaWestland, CFM International, Dassault Aviation, EADS, Eurocopter, Selex Sistemi Integrati and Thales from Europe, Rolls Royce from the UK and Bombardier from Canada. Spread over an area of 15,000 sq m, there were around 200 participants this year (as opposed to 170 in 2008) of which 75 per cent were from abroad in anticipation of grabbing a slice of the pie the Indian market has to offer. There was a 15 per cent increase over 2008 in the number of aircraft on static display. Canada, the Czech Republic, Germany, Russia and the Netherlands had country pavilions. However, what was particularly noteworthy was the presence of United Aircraft Corporation (UAC) of

SNAPSHOTS: BUSINESS JETS ON DISPLAY AT THE EVENT (LEFT), MINISTER PRAFUL PATEL RECEIVING AIR INDIA’S NEW A320 AIRCRAFT (ABOVE), BUSINESS JETS (FACING PAGE LEFT) AND LARGE AIRLINERS (FACING PAGE RIGHT) PARKED AT THE SHOW

Russia, which in collaboration with an Indian company Hindavia Aeronautical Services, had on display the 85-seat AN 148 twin engine high wing regional jet liner for civilian application. As per Yuri Grudinin, Director, UAC, in its very first attempt ever to sell a civil transport aircraft, the company has signed a memoramdum of understanding with three domestic carriers in India for supply of 18 of its latest AN-148 series aircraft, eight in the passenger version and 10 modified for cargo. In a deal worth approximately $400 million (Rs 1,800 crore), the delivery is expected to commence in October this year. The company is negotiating for another 11 aircraft and sees a potential market for 200. UAC plans to set up facilities as joint ventures for training and MRO in India to support its fleet.

Certification by the Indian Directorate General of Civil Aviation (DGCA), however, may be a major hurdle and milestone to celebrate as and when crossed. www.spsaviation.net

SHOW REPORT INDIA AVIATION The optimism of the MoCA was endorsed by the two global aerospace majors Boeing and Airbus. As per Dinesh Keskar, President Boeing India, the assessments made in 2008 indicated that within the Asia-Pacific region that has a potential for nearly 9,000 airliners up to 2028, India, the fastest growing market had a potential demand for at least a thousand aircraft valued at $100 billion (Rs 450,000 crore).

Majority of these would be single-aisle aircraft of the A 320 and Boeing 737 class. Demand estimates for the same period by Airbus are marginally higher at 1,032 aircraft worth $138 billion (Rs 621,000 crore). Airbus availed of the opportunity at India Aviation 2010 to make an impact by formally handing over two of the latest A 320 aircraft, one to Air India and the other to Indigo in the presence of the Minister for Civil Aviation and other dignitaries.

Both the leading OEMs are confident that the Indian economy is on a growth trajectory and the outlook for the aviation industry as a whole in the years ahead is encouraging. With nearly 400 airliners operated by domestic carriers and nearly 300 aircraft on order and expected to be delivered by 2013, India has a respectable standing on the

BUSINESS AVIATION

global scene. At a press briefing, Boeing confirmed its plans to establish a $100 million (Rs 450 crore) MRO facility at Nagpur which would be functional by 2013. Boeing’s latest offering, the 787 Dreamliner, will also source its floor beams from a manufacturer in Nagpur. Encouraged by the lucrative market potential, Canadian aerospace major Bombardier marked its presence at the air show by fielding its CRJ 700, 900 and 1000 as also the Q 400 turboprop. The company was also advertising the futuristic single aisle CS 100 and CS 300, scheduled to be launched in 2013, with capacity ranging from 110 to 145 seats.

Presenting a counterview, Qatar Airways CEO Akbar Al Baker drew attention to the continuing global economic difficulties especially in Europe and sounded a note of caution.

He felt that the current upturn could only be a mirage and that there would be a few difficulties at least till mid 2011. In his assessment, there could be a second economic slowdown globally after the middle of this year with adverse impact on the global aviation industry. The Indian aviation industry is an integral part of the system and may not be immune.

market leading business jets at the air show, the Learjet 60 XR, Challenger 850 and the super large Global 5000.

Encouraged by the growth of the aviation industry in India, Cessna had on display the Mustang Very Light Jet. Equipped with TCAS II, the company is hopeful of a breakthrough in the Indian market. In the past several months, the company has experienced increased interest in Citation business jets, particularly the Citation family, the CJ2+ and Citation XLS+. Indian charter operator Taj Air showcased the two aircraft at Indian Aviation 2010 — a Dassault Falcon 2000LX business jet and a Piaggio P180 Avanti II twin turboprop that it has added to its fleet.

According to David Dixon, Regional Vice President, Sales, Asia-Pacific, Bombardier Business Aircraft, India offered a tremendous opportunity for business aviation and this was clearly reinforced by the presence of the leading manufacturers of business jets showcasing their latest innovations.

Dassault, which has the highest market share in the large cabin business jet segment in India, presented the Falcon large cabin business jets including the best selling Falcon 7X, six of which are on order from India. The Falcon 7X was type certified by the Director General of Civil Aviation (DGCA) in November 2009 and the first aircraft was delivered at India Aviation 2010 to Religare Voyages Limited, a Delhi-based air charter company. Religare also announced plans to launch an air ambulance service in the country.

Hawker Beechcraft, Cessna Aircraft and Bombardier Learjet the three manufacturers of business jets from Wichita, US were present at the show chasing a market with “incredible potential” as described by Justin Firestone, Hawker Beechcraft President, Asia-Pacific region. Bombardier demonstrated its commitment to the growing Indian aviation market by displaying three of its

ROTARY WING SEGMENT

If the fixed wing segment of the aircraft manufacturing industry was buoyant, the manufacturers of rotary wing aircraft were equally enthused by market prospects in India. The market for helicopters in India has been growing by 20 per cent annually and with fresh opportunities in oil exploration, helicharters, tourism, emergency medical services and corporate Issue 4 • 2010

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SHOW REPORT INDIA AVIATION

BIG MACHINES: (L–R) THE BOEING 777 OF JET AIRWAYS WAS ONE OF THE LARGEST AIRCRAFT AT INDIA AVIATION 2010; AN AIR INDIA ENGINEER TAKES A CLOSE LOOK AT THE AIRLINES’ NEW A320’S ENGINE

aviation, the helicopter fleet is expected to sustain a healthy growth rate in the years to come. Paucity of infrastructure dedicated to helicopter operations, however, could subdue growth to some extent AgustaWestland of Italy, which has pegged the requirement of helicopters in India at around 800 over a decade, has recently established a joint venture company with Tata Motors for assembling the AW119. With the capacity to produce 30 machines annually, the unit is to be located in the aerospace SEZ near the international airport at Shamshabad, Hyderabad.

The first helicopter is scheduled to be rolled out by the end of 2011. The facility will meet the requirements for both the civilian and military sectors as well as exploit the markets abroad.

Indocopters, a Vectra Group company authorised to represent Eurocopter in India, during India Aviation 2010, booked orders for the supply of three AS 350 B3 helicopters, two to Summit Aviation and one to Morey Group. The company also signed an agreement for supply of EC135 Eurocopter to an unnamed Mumbai-based corporate house. Eurocopter estimates the demand for helicopters in the country to grow substantially with the fleet strength doubling in the next five years from the existing 250 aircraft. However, this growth would be contingent on the required infrastructural growth which would have to be addressed by the government. Eurocopter announced plans to strengthen its position in India through investment in support facilities such as an MRO as joint venture with Pawan Hans as also a pilot training facility with a full-flight simulator.

Bell Helicopter showcased the company’s latest offering, the light twin Bell 429 that was certified in July 2009. This machine was a major attraction at the show. As per Max E Wiley, Vice President, Sales, Asia-Pacific, at India Aviation 2010, Bell Helicopter has initiated a dialogue with customers among oil companies and the corporate segment in India for the sale of as many as five machines. The company expects this initiative to materialise into firm orders within a month. Should this happen, it would go down as one of the major success stories of India Aviation 2010.

IN THE FINAL ANALYSIS...

The aviation industry of a nation in intimately linked with its economy and serves as a catalyst of growth. India Aviation 38

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2010 helped place in perspective the status of the Indian aviation industry, the opportunities on offer and the tremendous potential for growth. Despite the tragic accident soon after the inaugural ceremony involving a Kiran Jet Trainer aircraft of the Indian Navy in which two pilots perished and a few civilians suffered injuries on the ground, India Aviation INDIA IS A BIG MARKET. 2010 rekindled hopes WE HAVE ACHIEVED amongst the global MARVELS IN INDIA aerospace majors assembled at Hyderabad STARTING WITH G3, G4 AND to engage fruitfully with WE CONTINUE TO SELL AND the Indian civil aviation EXPAND IN THIS MARKET industry. However, the government on its part WITH G550. WITH OUR MID must come forward and SIZE JETS AND TOP ONES AS replace the rhetoric WELL WE AIM TO DOMINATE with speedy action in respect of infrastructure THE MARKET. development and usher —ROGER SPERRY, in an era of deregulation, level playing field VICE PRESIDENT, for the private sector, INTERNATIONAL SALES, liberalised tax regimes, GULFSTREAM proactive policy making, corruption free environment, minimised red tape, transparency, and efficiency. Then and only then, can the nation hope to fulfill its aspirations to become a major player on the global aviation scene. SP For more information and related videos, visit: www.spsaviation.net www.spsaviation.net

INDUSTRY

TRAINING

Hands on

Training

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

PHOTOGRAPH: CFMI

C

FM International (CFMI), a 50:50 joint venture between France’s Snecma (Safran Group) and the General Electric Company of the United States is the world’s leading manufacturer of commercial aircraft engines. Fulfilling its commitments to its clientele in 2007, the company on March 2, 2010, inaugurated a training centre at the Aerospace Park of the Special Economic Zone being developed by the GMR group near the Rajiv Gandhi International Airport at Hyderabad.

Including initial start-up costs, investment in the centre is slated to be to the tune of $15 million (Rs 68 crore) in the next decade.

Preceded by three similar facilities established earlier in the US, France and China, the facility in Hyderabad is equipped to train 500 aeronautical engineers annually. It will provide hands-on training specifically for the maintenance of CFM56-5B and CFM56-7B engines that power the Airbus 320 and the Boeing 737 Next Generation airliners. As training aids, the centre has two dedicated engines, the CFM565B and the CFM56-7B and other tools necessary for both theoretical and hands-on training. The centre will also offer courses in general familiarisation, line maintenance, borescope inspection, and trend monitoring.

There are about 320 CFM56 engines flying in the country, and more than 360 are on order. In the region, there are more then 500 CFM56 engines in service and an impressive list of clientele including Air India and its subsidiary Air India Express, Jet Airways, GoAir, SpiceJet, as well as airlines in Bangladesh, Bhutan and Sri Lanka. As per Eric Bachelet, President and CEO, CFM International, the company is committed to providing a free training package to the customer along with the new engines supplied. The cost of such training in India will be significantly lower than that in France and the US. Confined to the civil aviation sector so far, CFM has supplied the CFM56-7B engines to power the Boeing Business Jets acquired for the VVIP Squadron of the Indian Air Force (IAF). In 2012, the company will also supply engines to power the fleet of P8I Maritime Surveillance Aircraft purchased by the Indian government for its navy. With these contracts, CFM has successfully forayed into the Indian defence sector.

“The Rajiv Gandhi International Airport in Hyderabad is the logical location for this new facility. The training offered here will be unparalleled in the region,” said Eric Bachelet,

GM RAO, CHAIRMAN OF GMR INDUSTRIES (LEFT) AND ERIC BACHELET, PRESIDENT AND CEO, CFM INTERNATIONAL (RIGHT) INAUGURATING THE CENTRE

The new CFM Training Centre is equipped to train 500 aeronautical engineers annually and will motivate other aerospace majors across the world to gravitate towards India to exploit the immense potential the country has to offer in aerospace engineering President and CEO, CFM International. According to Paul Andre Chevrin, Vice President (India), CFM International, plans for the future include the establishment of a logistics and engine spare parts services facility at the Aerospace Park SEZ to cater to customers in South Asia. However, he went on to clarify that the plan is yet to be finalised and no clear timeframe could be declared at this stage.

The first batch of students, which consisted of officers from the IAF, commenced training at the newly-inaugurated facility on March 8, 2010. Apart from customers in India, the facility also plans to provide training to students from the Middle East and the Asia Pacific region including countries such as Singapore, Malaysia and the Philippines.

This new training centre established by CFM will motivate other aerospace majors across the world to gravitate towards India to exploit the immense potential the country has to offer in the regime of aerospace engineering and MRO services.

It will enable the local expertise in this sector to develop and boost Hyderabad’s drive to become a major hub for the aviation industry. Ultimately, it would also propel India to a world class status in the field of engineering and maintenance hub.

As per G. Mallikarjuna Rao, Chairman, GMR Group, plans are afoot to bring to the Aerospace Park SEZ all aviation, avionics and related activities, which are currently outsourced.

The aim is to exploit opportunities arising out of offsets emanating from defence projects. SP Issue 4 • 2010

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CIVIL

OEM

The company has reinforced its commitments towards India At the backdrop of India Aviation 2010, Eric Bachelet, President and CEO, CFM International, spoke at length to

Air Marshal (Retd) B.K. Pandey, Editor of SP’s AirBuz

PHOTOGRAPH: ABHISHEK / SP GUIDE PUBNS

about the company’s varied initiaives in India

SP’s Aviation (SP’s): Can you brief us about the history of CFM International?

Eric Bachelet (EB): Driven by the need to develop the 10tonne engine, which was foreseen as a requirement for the airline industry in the seventies, Snecma, France and GE Aviation, USA formed a 50:50 Joint Venture company named CFM International (CFMI) in 1974. The primary responsibilities of CFMI were to manage the programme between GE and Snecma and to market and provide support for the product at a single point of contact for the customer. Both GE and Snecma are responsible for producing various components and each has its own final assembly line. GE is responsible for the high pressure compressor, combustor and high pressure turbine.

Snecma is responsible for the fan, low pressure turbine, the gearbox and the exhaust. The engines are assembled by GE in Evendale, Ohio, USA and by Snecma in Villaroche, France.

The name of the JV and the CFM56 product line are derived 40

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Issue 4 • 2010

from the two parent companies’ commercial engine designations; GE’s CF6 and Snecma’s M56. The company is now acknowledged as the world’s largest aircraft engine manufacturer and supplier with more than 20,250 delivered to over 500 operators globally. CFMI engines powered 55 per cent of all airliners ordered from 1996 to 2009. Being unique in more ways than one, this transatlantic partnership has stood the test of time and is regarded as the most successful JV. SP’s: Please elaborate on CFMI’s association with the Indian market. How do you assess the future prospects?

EB: The first lot of CFM56 engines entered service with Jet Airways in 1994. Since then, CFMI’s presence in India and South Asia has steadily grown. Today, there are more than 500 CFM56 engines in service or on order in the region powering Airbus and Boeing aircraft for Air India, Air India Express, GoAir, and SpiceJet, as well as airlines in Bangladesh, www.spsaviation.net

CIVIL

OEM

Bhutan, and Sri Lanka. Indian customers are supported by seven in-country field service engineers. India is one of the most dynamic economies in the world and the long-term potential is virtually limitless. At CFMI, we are very pleased and proud to be a part of the aviation infrastructure in India and in being a support in the continuous growth of the industry in the region. Both the parent companies of CFM—Snecma and General Electric have also invested heavily in India. In 2007, Snecma’s 50:50 JV with HAL reached full production capability supplying tubes and pipes for CFM56 engines. GE has had large commercial engines, such as the CF6 and the GE90, operating in India since 1982. Additionally, both the companies have extensive research and development capabilities in the country, located in Bangalore. In the recent past, the company has entered the defence segment in India by way of CFM567B engines for the Boeing Business Jets and P8I Long Range Maritime Surveillance aircraft. The company has reinforced its commitments through investment in a training centre that was inaugurated on March 2, 2010.

SP’s: What are CFMI’s plans to meet the challenges of climate change?

EB: The company has constantly been striving to upgrade production standards of the CFM56 engine to achieve reduced fuel consumption, lower noise levels and emissions, enhanced life and reduced maintenance costs. Some hardware changes such as reduction in the number of high pressure low-pressure turbine blades have been introduced for better performance of the CFM 7BE, but revolutionary changes are in the offing with the advanced turbofan engine based on composite technology that would contribute to reduction in all-up weight of the aircraft by nearly 500 kg. This engine will offer 10-15 per cent

MILITARY

India’s first Light Combat Helicopter makes first flight

PHOTOGRAPH: HAL

SP’s: What in your view is the real strength of CFMI? EB: Apart from the fact that CFMI synergises the capabilities of two of the world’s most renowned manufacturer of aero engines located in two distant continents, the organisation itself is simple and responsive to the needs of its customers. The company assesses and predicts the future needs of customers, strives to deliver the right product that is world class provides the best possible product support to stay ahead in the race.

SP’s: What is your observation of the global market potential in the next decade or two?

EB: Apart from the fact that CFMI has another 5,700 engines to be delivered, it is expected that both Airbus and Boeing would look for new generation engines by the end of the decade. This will generate a sizeable demand for our products.

Besides, both Airbus and Boeing estimate that around 1,000 airliners are expected to be inducted into service over the next 20 years. We therefore see an ever growing demand for engines in the next two decades. SP

INDUSTRY

Indigenous Tech

I

reduction in fuel consumption and is designated as the LEAP-X programme. Elevating engine performance to an entirely new level, the LEAP-X is expected to enter service in or after 2015.

However, beyond the LEAP-X is the engine based on Open Rotor Technology with expected service entry in 2025 or later.

Employing LEAP-X technology and beyond, the open rotor engine will carry an external contra-rotating set of fans at the rear and offer up to 30 per cent reduction in fuel consumption.

There are a number of technical and regulatory issues to be resolved before the engine is ready to power airliners. However, the Open Rotor technology holds great promise.

ndia’s first indigenously developed light combat helicopter (LCH) took to the skies on March 29. The first technology demonstrator of Indian defence aviation major Hindustan Aeronautics Limited (HAL) lifted off for its maiden flight at Helicopter Complex, Bangalore. The flight marked the successful culmination of three years of design and development efforts by Rotary Wing Research & Design Centre of Helicopter Complex.

According to HAL, the performance of the helicopter and systems was satisfactory and the 20 minute flight provided the pilots opportunity to carryout low speed, low altitude checks on the various systems on-board.

HAL Chairman Ashok Nayak said, “It is a two pilot helicopter to be used only for combat operations.” He added, “It will take another 2-3 years for the helicopter

to be in service. New equipment will be integrated.”

The LCH is a dedicated attack helicopter derived from the advanced light helicopter-Dhruv fitted with weapon systems, mission systems and crashworthy wheel landing gear with inbuilt stealth characteristics.

HAL informs, a full-fledged qualification test programme would follow leading to initial operation clearance by December 2011 towards induction into Indian armed forces.

On being asked about his views about the LCH, Air Chief Marshal (Retd) F.H. Major said, “It would be premature to comment. There will be many more tests done, weapons and equipment integrated in the helicopter. It will take a year or two for all the qualification tests to be completed.”

Former Air Chief Marshal S. Krishnaswamy said, “New technology and material would permit truly a light-weight combat helicopter to be developed in the Indian stables. Most importantly, there is no technical risk in developing this version and there should not be any worry about time and cost over-runs.”

HAL plans to sell more than 150 of these light combat choppers to the Indian armed forces in the next few years. SP

—By Sucheta Das Mohapatra Issue 4 • 2010

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MILITARY

INDUSTRY

Super Hornets in the Australian sky

Five of Boeing’s Super Hornets reached the Royal Australian Air Force recently. The remaining 19 of the 25 ordered by the air force in 2007 will reach by 2011.

PHOTOGRAPH: BOEING

F

ive of the 19 F/A-18F Super Hornets ordered

by Royal Australian Air Force (RAAF) from Boeing, arrived at the air force base in Amberley, Queensland. Australia is the first international customer for the Super Hornet.

Australia had placed an order for 24 Super Hornets in March 2007. While five of them were delivered on March 26, 2010, the remaining 19 aircraft, each equipped with the Raytheon-built APG-79 Active Electronically Scanned Array (AESA) radar, will arrive in Australia throughout 2010 and 2011.

The Super Hornets left the US Naval Air Station Lemoore, California, on March 18 and reached Amberley on March 26 after scheduled halts in Hawaii, Pago and New Zealand.

At a ceremony organised at the air force base, the Australian Minister for Defence, Senator John Faulkner, welcomed the RAAF Super Hornets to Australia. Speaking during the event, Dennis Muilenburg, President and CEO, Boeing Defense, Space & Security said, “We at Boeing are honoured to provide the next generation in air combat capability to the Royal Australian Air Force. We are proud to deliver it on time and on budget,” said Muilenburg. “The arrival of the Super Hornets marks a new chapter in the partnership between Boeing and Australia that has endured for more than 80 years. The exceptional collaboration and teamwork between Australia’s Defence Materiel Organisation, the Royal Australian Air Force, the US Navy and the Hornet Industry Team was the foundation that ensured that these new Super Hornets are now ready to begin their RAAF service,” he added.

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Australian Defence Secretary Ian Watt, Air Chief Marshal Angus Houston, Chief of the Defence Force Air Marshal Mark Binskin, Chief of Air Force and US Navy Rear Admiral Mark Skinner were among the other officials present.

“The on-schedule arrival of the new Australian Super Hornets marks the beginning of a new generation of air power for the RAAF,” said Group Captain Steven Roberton, Officer Commanding the Super Hornet Wing. “The multirole Super Hornet is an advanced, networked weapons system that provides a major leap in capability for the RAAF. “We are looking forward to the new operational capability. The Super Hornet employs advanced networked sensors that provide its aircrew with total situational awareness, enabling them to conduct simultaneous air-to-air and air-toground operations,” Roberton continued .

According to Boeing sources, the Super Hornet is a multirole aircraft, able to perform virtually every mission in the tactical spectrum, including air superiority, day/ night strike with precision-guided weapons, fighter escort, close air support, suppression of enemy air defences, maritime strike, reconnaissance, forward air control and tanker missions.

“The Super Hornet, fully equipped and qualified with next-generation technology offers a nation’s fighting force the widest range of capability and the most affordable, lowrisk solution to solving a growing capability gap in tactical aviation,” said a company spokesperson.

The company claims to have supplied more than 420 aircraft across the globe. SP —SP’s Aviation News Desk www.spsaviation.net

Hall of Fame

D

ID GUSTAVE WHITEHEAD EXECUTE a powered flight on August 14, 1901? If he did indeed get off the ground in his “Airplane No. 21”—and some aviation historians believe there is evidence he did— the feat significantly preceded the Wright brothers’ first flight of December 17, 1903.

Gustave was born Gustave Albin Weisskopf on January 1, 1874, in Bavaria, Germany. He was obsessed with flying from an early age. He met and corresponded with Otto Lilienthal while learning some of the principles of flight. He and a friend also caught and tethered birds in an attempt to discover how they flew—an activity which was soon stopped by the police. After emigrating to America, he built an aircraft powered by a steam engine in 1899. Whether or not the machine ever got airborne, it was certainly travelling fast enough on one occasion to crash into a building and hurt the passengers. Whitehead, at the controls, escaped injury. Later, he constructed an aviation workshop in the yard of his house. Local teenagers intrigued by his activities became his unpaid helpers.

Whitehead named his experimental machines in numerical order and completed Airplane No. 21 in early 1901. According to a report in the Bridgeport Sunday Herald, his first successful powered flight occurred on August 14, 1901, at Fairfield, Connecticut, US. The flight covered a distance of half a mile at a height of up to 50 ft.

The reporter, Richard Howell, was also an artist, and he illustrated his article with an interesting sketch of the beautiful craft in flight. The flight reportedly included a change of direction to avoid a clump of chestnut trees and ended in a safe landing without damaging the plane. Later claims by Whitehead and the affidavits of his helpers (obtained more than 30 years after the event) fleshed out the details.

Supporting evidence, including ground photographs taken in 1901, reveals Airplane No. 21 as a high-wing monoplane with an enclosed fuselage and aerodynamically correct wing characteristics like dihedral angle, camber and angle of incidence. It was built

with bamboo ribbing and covered in silk. A movable horizontal tail provided pitch control. For banking and turning, Whitehead shifted his weight more to one side than the other. The craft had

GUSTAVE WHITEHEAD (1874 – 1927) Obsessed with flying from an early age, Gustave built an aircraft powered by a steam engine in 1899. Later, he constructed an aviation workshop in the yard of his house. He built more than 30 aircraft engines and sold them to customers as far west as California. two engines—a ground engine and a flying one—both fuelled by a single calcium carbide (acetylene) generator. The ground engine was used for moving on four wheels on the ground and during the take-off roll. As the machine got airborne, fuel to the ground engine was cut, with all power then going to the main flight engine which powered two propellers in front. The engines were steam driven, but used the expansion force of acetylene instead of the much heavier steam system. No external starting aids, like a strong headwind or catapult, were necessary.

More flights may have taken place over the next year or so, but without reliable documentation. Later, Whitehead lost an eye when struck by a steel chip in a factory. He was also subject to increasing heart problems. He continued to work and invent, but profited no more from his inventions than he did from aircraft and engines. He died of a massive heart attack on October 10, 1927, leaving his family nothing but their home and $8 (Rs 363.44).

Whitehead’s aviation innovations included the use of aluminium in engines and propellers, wheels for take-off and landing, ground-adjustable propeller pitch, individual control of propellers, folding wings for towing on roads, silk for wing covering, and concrete paved runways. He built more than 30 aircraft engines and sold them as far west as California.

Does the evidence for his claimed first flight add up? There are ardent Whitehead supporters and there are scoffers. No photographs of any of Whitehead’s aircraft in flight were ever produced; so it is difficult to conclusively prove the reports. Apparently he could not afford to demonstrate powered flights later. So they were never documented. The failure of his feat to gain recognition may have had something to do with his never becoming an American citizen; anglicising his name was not enough. The Smithsonian Institution, the US Government’s premier research organisation, refused to even consider the possibility that anyone beat the Wright brothers.

Whitehead never claimed that he built and flew a practical flying machine—that honour rightfully belongs to the Wright brothers. Neither did his work have any effect on early aviation or the development of aeronautics. But Gustave Whitehead may indeed have built and tested an aircraft, fitted with a pair of silken wings and an engine—perhaps good enough for getting airborne and traversing a short distance, if nothing else. He had a dream that more advanced flying machines would one day frequent “... the only universal highway”. SP —Group Captain (Retd) Joseph Noronha, Goa Issue 4 • 2010

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MILITARY

IAF OPERATIONALISES NEW AIRFIELD IN RAJASTHAN SECTOR

Asia-Pacific IAF’s first batch of An-32 arrive in Ukraine The first batch of five military transport aircraft of Indian Air Force arrived at Kyiv airport on March 9 to undergo overhauling and upgradation programme at facilities of 410 plant of civil aviation State Enterprise (Kyiv). The representative office of India has been established at the Plant 410. On June 15, 2009, the contract for modernisation of 105 An-32s fleet of Indian Air Force (IAF) was signed. According to this agreement, the first 40 airplanes will be upgraded in Ukraine, the other 65 – at No. 1BRD in Kanpur.

Americas Boeing Hydrogen Powered Vehicle takes shape The Boeing Company has begun to build Phantom Eye, its first unmanned, liquidhydrogen powered, high altitude long endurance (HALE) demonstrator aircraft. Phantom Eye’s entire propulsion system—including the engine, turbo chargers and engine control system—successfully completed an 80-hour test in an altitude chamber on March 1, clearing the way for the propulsion system and UAV to be assembled.

The twin-engine Phantom Eye demonstrator will have a 150-foot wingspan and be capable of flying for more than four days at altitudes up to 65,000 ft while carrying a payload of up to 450 Ibs. Phantom Eye is designed to maintain a persistent presence in the stratosphere over a specific area, while performing missions that could include intelligence, reconnaissance, surveillance, and communication.

Lockheed Martin’s Paveway II Plus Laser Guided Bomb Lockheed Martin’s Paveway II Plus Laser Guided Bomb successfully completed a series of six flight tests March 3 at Eglin Air Force Base, FL. The Paveway II Plus LGB uses an enhanced laser guidance 44

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QuickRoundUp AEROJET

On April 6, the Indian Air Force Chief, Air Chief Marshal P.V. Naik commissioned a newly constructed airfield at Phalodi in the Rajasthan sector. The airfield, located in the centre of the JaisalmerJodhpur-Bikaner triangle would bridge the long felt gap between these bases along the borders with Pakistan in the south-western sector. The airfield has been equipped with modern infrastructure to undertake air operations on a 24X7 basis involving all types of fighters, transport and rotary wing aircraft. The inauguration ceremony comprised fly past by various fighter formations and landing of the first fighter aircraft—a Jaguar—at the base.

With specific consideration to the geopolitical scenario and the need for in-built flexibility in operational requirements, formation of a new air base at Phalodi covering roughly 4,000 acres had been approved by the Indian government in April 2000. The airfield was initially inaugurated on July 31, 2001 with the establishment of a Care & Maintenance Unit (C&MU) under SouthWestern Air Command (SWAC) which also foresaw the construction of the full-fledged air base. The government sanction for establishment of Air Force Station, Phalodi was accorded in July 2006 and the station has been functioning since then. •

package, significantly improving precision when compared to existing Paveway II LGBs. The Paveway II Plus systems were launched from altitudes ranging from 10,00030,000 ft against a 24’ x 24’ billboard target angled at 45 degrees. Two GBU-10s and four GBU-12s equipped with MAU-209C/B computer control groups were released from a pair of F-16D Viper aircraft from Eglin’s 40th Flight Test Squadron. Each successfully initiated laser acquisition at the expected time and guided to the intended target. Paveway II LGB guidance kits improve weapon accuracy and reduce risk to the US and allied ground forces by converting gravity weapons into precision-guided munitions. Each kit consists of a computer control group, which is the front-end guidance system, plus an aerofoil group which

Issue 4 • 2010

adds stability fins on the back of each weapon.

Northrop Grumman demonstrates capabilities F Northrop Grumman Corporation on March 10 announced that it successfully demonstrated its LITENING advanced targeting capabilities on the US Navy’s premier fighter/attack aircraft, the F/ A-18E/F Super Hornet, marking the eighth US combat aircraft to fly the advanced targeting system. “During the 1.5 hour flight conducted at the Naval Air Warfare Centre Weapons Division, California, US. LITENING demonstrated its performance, flexibility and interoperability under operationally representative conditions,” said Mike Lennon, vice president of Targeting and Surveillance Programmes for Northrop Grumman’s Targeting Systems Division.

• Aerojet, a GenCorp company, and Orbital Sciences Corporation, along with Aerojet’s Russian partner, SNTK, have announced that a series of NK-33 rocket engine tests conducted in Samara, Russia were successfully completed in support of the development of Orbital’s Taurus II space launch vehicle. The purpose of the extended-time testing of the NK-33 engine was to demonstrate a hot-fire duration equal to two times a normal Taurus II acceptance testing and launch profile duty cycle.

AIRBUS • United has formalised a commitment originally announced in December 2009, signing a firm order for 25 A350-900 XWB aircraft, the newest twin-engine wide body from Airbus. The aircraft will be powered

by Rolls-Royce Trent XWB engines.

Deliveries of the aircraft will begin in 2016 and run through 2019. The A350 XWB is a new family of mid-size wide body airliners.

AUSTRALIA • Australia’s Minister for Defence Personnel, Materiel and Science, has announced that the Defence Science and Technology Organisation and the US Air Force Research Laboratory have successfully completed a second hypersonic flight at the Woomera Test Range.

BELL HELICOPTER • Bell Helicopter, a Textron Inc. company, has announced that it has been awarded a contract by the US Army to modify the final 30 OH-58D aircraft under the Kiowa Warrior Safety Enhancement Program (SEP).

These 30 aircraft will form Lot 13 of the Kiowa Warrior SEP programme.

Work on the aircraft will begin in March 2010. Completed aircraft are scheduled to be delivered back to the Army at a rate of two per month beginning in July 2010.

BOEING • Boeing has announced that it will accelerate planned rate increases on both the 777 and 747 programmes due to increased demand. The company will accelerate the 777 programme’s rate increase to seven www.spsaviation.net

Digest

NEWS

APPOINTMENTS INDIAN AIR FORCE Air Marshal A.S. Karnik took over as the new Director General (Inspection & Safety) at Air HQ on April 1, with the superannuation of the outgoing DG, Air Marshal T.S. Randhawa. The post of Senior Air Staff Officer (SASO) HQ WAC vacated by Air Marshal Karnik has been filled up by the newly promoted Air Marshal Arup Raha.

AIR INDIA Air India has announced the appointment of Captain Gustav Baldauf as its first Chief Operating Officer (COO).

The national carrier last month also appointed four independent directors, namely, former Indian Air Force Chief, Fali H. Major, Mahindra & Mahindra Vice Chairman Anand Mahindra, Ambuja Realty Group Chairman Harsh Neotia and, Federation of Indian Chambers of Commerce and Industry Secretary General Amit Mitra.

LOCKHEED MARTIN Lockheed Martin announced the appointment of Christopher Gregoire as the new Vice President and Controller on March 29.

NORTHROP GRUMMAN Northrop Grumman Corporation has named Patrick M. Antkowiak Vice President and General Manager of the Advanced Concepts & Technologies Division for the Company’s Electronic Systems sector.

Air Force Chief of Staff General Norton A. Schwartz delivered the first of 28 Lockheed Martin C-130J Super Hercules airlifters to the 317th Airlift Group at Dyess Air Force Base. Schwartz flew the C-130J to Dyess from Little Rock Air Force Base in Arkansas. While delivering the first aircraft, the air force’s top uniformed officer said that the C-130 has been flying in the skies over Abilene for almost 50 years, noting that the latest version of the backbone of our tactical airlift capability will continue the great legacy built by generations of aviators. The new aircraft will replace the existing Dyess fleet of 33 aging C-130s flown by the 317th Airlift Group.

The C-130J Super Hercules fleet will be delivered over the next two years with final delivery in 2012.

RAYTHEON Raytheon Company has named David L. Jensen as Vice President of communications for its Intelligence and Information Systems (IIS) business.

CIVIL AVIATION

SAGEM Sagem (Safran group) has appointed Larry Alexandre, as Chief Executive Officer of its subsidiary Sagem Avionics, Inc.

Kingfisher brings JAA Pilot Ground Training to India

Asia-Pacific

SAAB Defence and Security company Saab AB, has appointed Inderjit Sial as the Country Head of Saab International India AB. Sial takes on this position from Jan Widerstrom, who will be moving on to the role of Head-Asia Pacific Region, Saab AB. EUROCOPTER Matthieu Louvot has been appointed Vice President, Head of Corporate Strategy & Company Development, Eurocopter Group. Louvot succeeds Andreas Loewenstein.

More orders for Boeing Direct Attack Munition Kits Boeing has received a contract modification from the US Air Force for the fiscal year 2010 production of more than 6,000 joint direct attack munition (JDAM) kits.

Boeing will deliver the kits from this order in 2011 and 2012. The FY2010 production is the third procurement of a six-year contract Boeing received in January 2008.

JDAM is a low-cost guidance kit that converts existing 500, 1,000- and 2,000 Ib unguided free-fall bombs into accurately guided “smart” weapons. Its modular design

allows customers to easily upgrade the weapon in the field to provide additional capability, such as laser guidance and extended range.

Boeing has produced more than 2,10,000 JDAM kits since 1998.

Lockheed Martin C-130J at Dyess Air Force Base

Kingfisher Airlines, India’s only Five Star airline by Skytrax, announced it has acquired the capability to offer Joint Aviation Authorities Airline Transport Pilot License (JAA ATPL) Pilot Ground Training course. The course, the first of its kind in India outside Europe and the US, has been made possible by virtue of a technical arrangement with Aviation Pacific Europe. The JAA ATP ground theory courses comprises 14 aeronautical subjects covering 650 hours of study time, conducted in a classroom or through a distance learning programme.

Considered an academic challenge for its extensive and indepth characteristics,

QuickRoundUp airplanes per month (from five per month) by approximately six months, from early 2012 to mid-2011. The 747 programme’s planned production rate increase to two airplanes per month (from 1.5 per month) will move from mid-2012 to mid-2013.

Suppliers for both the 777 and 747 will be prepared to support the accelerated rate increases.

CAE • CAE has announced that it has sold three CAE 7000 Series full-flight simulators (FFS) to Lion Air, Indonesia’s leading domestic airline. One FFS is for the ATR72-500 aircraft and the other two for the Boeing 737-900ER model. CAE will also deliver two CAE Simfinity integrated procedures trainers. This brings the total FFS sales that CAE has announced to date during fiscal year 2010 to 19.

EADS • EADS Defence & Security has delivered its 1000th digital map generator system to BAE Systems for use in the Eurofighter. Map systems support helicopter and aircraft pilots by showing flight data and potential threats on digital maps. The digital map generator is part of a product family of navigation and tactical information systems which Defence Electronics has developed for many different types of military aircraft.

Apart from the Eurofighter and Tornado, digital map generators are used in helicopters of various types and makes.

FOKKER • A contract has been signed for the sale to Peru of two Fokker 60 Maritime Patrol Aircraft, one additional engine and a limited amount of spare parts. The aircraft will be transferred to Peru this year. The final sale may figure a total of fouraircraft.

GE AIRCRAFT ENGINES • General Electric Aircraft Engines, has been awarded a $326 million modification to a previously awarded firm-fixed-price contract to exercise an option for 80 F414-GE-400 engines and modules and two spare engines for the US Navy. The F414GE-400 engine powers the F/A-18E/F and EA-18G aircraft. Work is expected to be completed by May 2012.

Issue 4 • 2010

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Digest

NEWS

SHOW CALENDAR 27 April – 29 April AEROMART MONTREAL 2010 Convention Center, Canada www.aeromart.tm.fr 28 April – 30 April GLOBAL SECURITY INDIA 2010 The Ashok Hotel Convention Centre, New Delhi, India. www.globalsecindia.com 4 May – 6 May EBACE2010 Geneva International Airport, Geneva, Switzerland www.ebace.aero 10 May – 12 May ELECTRONIC WARFARE 2010 CONFERENCE & EXHIBITION Estrel Convention Center, Berlin, Germany www.shephard.co.uk 11 May – 13 May CORPORATE AVIATION SAFETY SEMINAR Hilton El Conquistador, Tucson, Ariz www.nbaa.org 17 May – 18 May AIR POWER ASIA 2010 Goodwood Park Hotel, Singapore www.airpowerasia.com 18 May – 20 May AIRCRAFT INTERIORS EXPO 2010 Hamburg Messe, Germany www.aircraftinteriorsexpo.com 18 May – 19 May CHINA AVIATION MRO SUMMIT 2010 Renaissance Beijing Chaoyang Hotel, Beijing, China www.aviationmrochina.com 25 May – 27 May HELI & UV PACIFIC 2010 Queensland, Australia www.shephard.co.uk 8 June – 13 June ILA BERLIN AIR SHOW 2010 Berlin-Schoenefeld Airport www.ila-berlin.com 14 June – 18 June EUROSATORY 2010 Paris www.eurosatory.com 46

SP’S AVIATION

ROLLS-ROYCE AND HAL ANNOUNCE NEW MANUFACTURING JOINT VENTURE IN INDIA Rolls-Royce, the global power systems Company and Hindustan Aeronautics Limited (HAL) the premier aerospace company in India, signed an agreement to create a manufacturing joint venture company in Bangalore.

The new company, a 50:50 joint venture between RollsRoyce and HAL, will undertake the manufacture of compressor shroud rings. Construction of a new purpose-built production facility, incorporating the latest in modern manufacturing techniques, will commence in 2010 with component production beginning in 2012.

Sir John Rose, Chief Executive of Rolls-Royce, said: “India is extremely important to Rolls-Royce and we are delighted to announce this new joint venture company with our partners HAL. This marks an exciting new phase of our long-standing partnership with HAL and underscores our commitment to India and the aerospace industry here. India is a country that is full of potential for Rolls-Royce and we look forward to continuing to develop our business here in the future.”

Rolls-Royce has a significant presence in India stretching back over 78 years and now has more than 1,300 engines in service in India, across the company’s four global market sectors —civil aerospace, defence aerospace, marine, and energy.

The Rolls-Royce partnership with HAL is now in its 54th year. HAL became a supplier to Rolls-Royce in 2003, exporting ring forgings for use in one of the world’s most technologically advanced civil aero engines—the Trent. The relationship continues to prosper, with HAL producing the Hawk Advanced Jet Trainer’s Adour Mk871 engine to train India’s next-generation pilots. •

this is a great opportunity for the Indian pilots to enhance their knowledge and qualify for another licence. These exams are valid for seven years, by which time a pilot must acquire the flying requirements to qualify for a JAA ATPL. Boeing 737-800 in SpiceJet fleet SpieceJet has received a brand new Boeing 737-800 airplane. This takes SpiceJet’s fleet size to 20 airplanes with an average age of three years. With five more new airplane deliveries scheduled in the next year, the airline is set to grow its fleet size to 25. This new 737-800 airplane with advanced cockpit technology and blended winglets improves safety

Issue 4 • 2010

and efficiency of the aircraft. SpiceJet has recently announced its new schedule with strengthening of its connectivity to the Northeast.

Agartala was announced as the 19th destination in its network with the addition of a daily flight on the KolkataAgartala-Kolkata route effective April 15, 2010.

Sanjay Aggarwal, Chief Executive Officer, SpiceJet said, “We are excited to welcome the 20th airplane to our fleet. Having a young and state-of-the-art fleet allows us to offer reliable and comfortable service to our customers.” In keeping with SpiceJet’s practice of naming each of its airplanes after a spice, the new aircraft is christened ‘Vanilla’. It will carry the tail sign VT-SGF.

QuickRoundUp GRIPEN NG • The flight test programme with Gripen NG Demonstrator continues according to plan at the Saab facilities in Linköping. “We are now testing all the tactical systems, such as the AESA radar and the new communications system. The test programme is very extensive, and the unusually harsh cold and snowy winter here in Sweden has challenged the programme schedule but we are now quickly catching up”, said Mattias Bergström, the Gripen NG Demonstrator project manager.

KOREA • The Korean Utility Helicopter Prototype #1 of the Surion has completed its first flight at Sachon airport successfully. The Surion performed hovering and taxiing for about 30 minutes.

LOCKHEED MARTIN • Lockheed Martin Corp., Lockheed Martin Aeronautics Co., Fort Worth, Texas, is being awarded an $11.8 million modification to a previously awarded cost-plus-incentive-fee contract to definitise the requirement to provide and install P5 Combat Training System Group A provisions into all F-35 Joint Strike Fighter Low Rate Initial Production Lot 2 Aircraft.

Work is expected to be completed in February 2011.

NORTHROP GRUMMAN • Northrop Grumman Corp., Integrated Systems, Bethpage, has been awarded a $94.6 million not-toexceed advance acquisition contract for long-lead materials and support associated with the manufacture and delivery of four low rate initial production Lot 3 E-2D Advanced Hawkeye aircraft. Contract funds will not expire at the end of the current fiscal year and is expected to be completed by May 2011.

RAYTHEON • Raytheon Company’s Missile Systems business has established a missile defence productline. Already a world leader in missile defense, the company’s new Air and Missile Defence Systems product line will create even greater alignment with its Missile Defence Agency customer. www.spsaviation.net

Digest

NEWS

MRO Facilities for Aircraft in India On March 11, the Minister for Civil Aviation, Praful Patel gave the following information in Lok Sabha on Maintenance, Repair and Overhaul (MRO) facilities for aircraft in India: • The National Aviation Company of India Limited (NACIL) has fullfledged MRO facility at Mumbai which takes care of the requirements of B747400 and A310 aircraft and engines/APUs/components and accessories fitted on these aircraft.

• Air India and Boeing are working on setting up an MRO facility at Nagpur to undertake major checks of B777 and B787 aircraft. Air India is also planning to set up MRO facility at Mumbai for GE90/GenxEngine as GE Network partner.

• One more MRO facility is being set up by Air India at Thiruvananthapuram for MRO requirement of B737 aircraft, for which the hangar construction is nearing completion.

• Air India is also proposing to construct a hangar at Delhi to cater for the major checks of B777 and B787 aircraft.

These MRO facilities can also support third party operators.

Air India now GEnx Service Provider GE Aviation and India’s national carrier Air India have signed a GE Branded Services Agreement (GBSA) under which GE Aviation will provide technical support as Air India offers maintenance, repair and overhaul (MRO) services for the GEnx-1B engine and further advances its plans to become a global MRO service provider. Under the GBSA, Air India will be licensed to perform maintenance and overhaul work on the GEnx-1B engine. GE will provide Air India with assistance on overhaul work scoping and component repair licenses, comprehensive material support and training. The GEnx-1B engine will power Boeing’s 787 aircraft.

Air India has 27 GEnx-1Bpowered Boeing 787 aircraft on order. With about 1,300

engines sold to date, the GEnx is the fastest-selling engine in GE’s history. Based on the proven architecture of the GE90, the GEnx engine will succeed GE’s CF6 engine. Compared to the CF6 engine, the GEnx engine will offer 15 per cent improved fuel efficiency, which translates to 15 per cent less CO2.

The engine achieves these improvements with aerodynamic advancements that enable higher pressures and improved energy extraction from a more compact core architecture that has significantly fewer parts.

Raytheon to enhance air traffic management systems Raytheon Company has been awarded a contract by the Airports Authority of India to automate air traffic control services at the Chennai International Airport. Raytheon will install AutoTrac III, its next-generation air traffic management system, to help reduce delays in aircraft arrival and departure. The new system will also have real-time meteorological information to assist air traffic controllers in adjusting to changing weather conditions.

In addition to the Chennai International Airport, Raytheon is upgrading air traffic management systems at the Chhatrapati Shivaji International Airport in Mumbai and at the Indira Gandhi International Airport in New Delhi. AutoTrac III features a new generation of flight and surveillance data processing systems to ensure air traffic safety. The system’s modern, open architecture design and high performance is fully adaptable and scaleable to fit any air traffic management environment from simple tower automation to a fully integrated multi-centre system.

Bombardier customer services to support World Cup Bombardier Customer Services, in collaboration with ExecuJet South Africa, announced on March 31 that it will have a comprehensive team on site in South Africa from June 6 to July 16, 2010 to support all Learjet, Chal-

lenger and Global aircraft operators attending the 2010 FIFA World Cup (June 11 to July 11, 2010).

INDUSTRY Asia-Pacific HCL Technologies launches Centre of Excellence The Boeing Company and HCL Technologies Ltd have inaugurated a new Centre of Excellence to support test and evaluation operations at Boeing. Specifically, the facility will provide engineering applications design, development and support for applications that the Boeing Test & Evaluation (BT&E) organisation uses on various products. BT&E provides effective and efficient test and evaluation services that support business programmes across Boeing.

QuickRoundUp • The Australian Ministry of Defence has announced that Raytheon Australia has been awarded the training support services contract to support Super Hornet training systems at Royal Australian Air Force Base Amberley. Raytheon Australia will provide maintenance, logistics, and training services to support the Super Hornet flight simulators, visual environment maintenance trainers and electronic classrooms.

ROLLS-ROYCE • Rolls-Royce has been awarded a MissionCare contract by the US Naval Air Systems Command.

Under the eleven-month contract, which includes four option years, logistics support will be provided for the Rolls-Royce AE 1107C-Liberty engines that power the US Marine Corps’ MV-22 Osprey and the US Air Force Special Operations Command’s CV-22 Osprey.

Americas

SIKORSKY

F-35 Joint Strike Fighter’s first vertical landing A supersonic Lockheed Martin F-35B Lightning II stealth fighter rode more than 41,000 Ibs of thrust to a vertical landing, confirming its required ability to land in confined areas both ashore and afloat. “The vertical landing onto a 95-foot square pad showed that we have the thrust and the control to manoeuvere accurately both in free air and in the descent through ground effect,” said F-35 Lead STOVL Pilot Graham Tomlinson.

• Sikorsky Aircraft Corp. and PZL Mielec, its company in Poland, have announced the completion of final assembly on the first S-70i Black Hawk helicopter, an international variant of the Black Hawk helicopter. This new international variant is the first Black Hawk helicopter assembled in Europe using a global supply chain. Sikorsky Aircraft is a subsidiary of United Technologies Corp. The helicopter, a new aircraft in the Sikorsky product line, also is the first rotor wing aircraft to be produced at PZL Mielec, a longtime fixed wing manufacturer in Poland.

Europe Thales chosen to modernise IFF for India’s MiG-29 Thales has been awarded a contract by Russian Aircraft Corporation MiG (RSK-MiG) to deliver IFF Combined Interrogator Transponder (CIT) and Cryptographic National Secure Mode (NSM), for the retrofit of the MiG-29 multirole fighter aircraft of the Indian Air Force. The first CIT will be delivered to RSK-MiG in 2010 and the first building block of a comprehensive secure identification capability in India by mid-2011. •

UK • The Nimrod MRA4 has made significant steps forward with the UK Ministry of Defence formally accepting the aircraft and declaring it “ready to train”. This declaration follows the type acceptance of the MRA4 which allows the delivery of production aircraft and the start of aircrew training, and the handover of the first production aircraft, designated PA04, following a demanding series of acceptance tests. Equipped with more than 90 antennae and sensors and containing over six million lines of software code, the MRA4 is able to scan an area, the size of the UK every 10 seconds.

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LAST

SAFETY,

ILLUSTRATION: MAMTA

T

First

wo navy pilots Commander S. K. Maurya and Lieutenant Commander Rahul Nair, were killed when the HJT16 Kiran Mk2 trainer, built by Hindustan Aeronautics Ltd, crashed minutes before noon in a crowded civilian locality near Begumpet Airport in the heart of Hyderabad. The aircraft was part of the navy’s aerobatics team Sagar Pawan that was staging an aerial display over Begumpet airport on the occasion of inauguration of India Aviation 2010, the largest civil aviation air show in the country organised jointly by the Ministry of Civil Aviation and the Federation of Indian Chambers of Commerce and Industry (FICCI). While pulling out of a near vertical dive at low level, the aircraft spun to the right and slammed into a three storied building.

It cannot be denied that military aviation is accompanied with risk which is sought to be minimised through fastidious maintenance of aircraft, clearly defined and continuously evolving operating procedures, rigorous training, and periodic verification of skills. Formation aerobatics are perhaps the most demanding of the exercises military pilots are required to undertake in peacetime. The Indian Air Force (IAF) has been operating a nine-aircraft formation aerobatic team for over three decades now. Initially known as ‘Thunderbolts’, the team was later rechristened ‘Surya Kiran Aerobatic Team (SKAT)’. The IAF also has a four-aircraft helicopter display team named ‘Sarang’. Both the teams have a record of accidents while rehearsing for air displays. Flying accidents during international air shows such as the one in question comes under media glare owing to the presence of high-profile spectators. Quite understandably, the crash at Hyderabad also raised doubts about military aviation in India in respect of air safety standards, the aging fleet of trainer and operational aircraft, and the agonisingly tardy procurement procedures of the Indian Ministry of Defence.

However, for the Indian Navy, formation aerobatics is relatively a new experience with the four-aircraft Sagar Pawan Aerobatic Team (SPAT) raised in 2003. A few years ago, the Indian Navy lost two IL-38 Maritime Surveillance Aircraft during a formation flypast. Earlier, a Tu-142 aircraft participating in the Republic Day Parade in Delhi failed to maintain its assigned position in the stream of aircraft of mixed types and overtook the aircraft ahead, a lapse that had the potential for disastrous consequences besides international embarrassment.

Formation aerobatic teams are made up of pilots in the prime of youth with impeccable professional record, exceptional flying skills, and balanced temperament. Training schedules are carefully calibrated and progress of individual pilots as well as that of the group as a formation aerobatic team is monitored closely. An essential ingredient of training is to develop a strong sense of self-discipline. The team is trained to perform as one. Though conscious of the tremen48

SP’S AVIATION

Issue 4 • 2010

dous impact on the spectators, they are trained to operate within clearly defined limits. Yet, despite all precautions, none can provide total guarantee that nothing will go wrong. And it did There is an go horribly wrong on the imperative need fateful morning of March 3, 2010 at Begumpet. that the entire With the wisdom of gamut of aerial hindsight, it is easy to displays by military be critical. However, the event was a monumenaircraft tal tragedy as two young lives were squandered needlessly, possibly owing to organisational jointly by military inadequacies. While the and civil aviation investigating agency will strive to establish the cause of the accident, prima facie, it is evident that lessons from the numerous spectacular accidents in the past both at home and abroad during formation or single aircraft aerobatic displays, have rather tragically not been learnt. As foolproof guarantee against mishap is not a practical possibility, it is incumbent on the organisation to take all reasonable precaution to ensure a high level of safety for life and property on the ground. Apart from the propriety of introducing aerial stunts by military aircraft during an exposition which was fundamentally a civil aviation trade show, the issue that is likely to agitate the public is the mindless decision to authorise such an exercise over densely-populated areas.

Besides the investigating agency ought to assess the level of professionalism and seriousness with which the managers of SPAT approached the whole exercise. Were the members of the aerobatic team given adequate time and opportunity to familiarise with the new operating environment, extent of habitation, bird activity, and high obstructions in the area?

These considerations may appear elementary, but if ignored their cumulative impact could be serious.

In the final analysis, given the disconcerting frequency of accidents during air displays in India, there is an imperative need that in the interest of safety of those in the air as also of those on the ground, the entire gamut of aerial displays by military aircraft be subjected to thorough and critical review jointly by military and civil aviation authorities at the appropriate level, and comprehensive guidelines be formulated. SP — Air Marshal (Retd) B.K. Pandey

be subjected to thorough and critical review

www.spsaviation.net

See you at:

Eurosatory 2010 Hall No.: 06 Stand No.: A310 Date: June 14-18, 2010 Venue: Paris, France

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