SP's Aviation January 2008 by SP Guide Publications Pvt Ltd

Aviation MMRCA Case Study Part II: One Step Forward, Two Steps Back. Why delayed decisions could defeat the very purpose.

SP’s

AN SP GUIDE PUBLICATION

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DEFEXPO 08 SPECIAL ISSUE 1 • VOLUME 10

ENTERING ITS 11TH YEAR

EUROCOPTER CLOUD A Silver Lining

ECONOMICS OFAIRLINES

Challenges Involved

C-130J The Deal is SEALED

•IN DO •T -FR PL •F he V EN US lig L CH ht J B R Sa oo ela fet m tio ns y

EXCLUSIVE TO SP’S

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D a s s a u l t

What has protected India since independence?

A v i a t i o n

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S n e c m a

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T h a l e s

What will protect India st in the 21 century?

PEMA2M - Crédit photos : K. Tokunaga - Dassault Aviation - Getty images

RAFALE

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I N T E R N AT I O N A L

In matter of national defence, there can be no substitute for complete trust in the source, no compromise on the reliability and the availability of the aircraft and its technologies. For over half a century, we have proudly been supporting India’s air defence mission. Today, we look forward to keeping the privilege of serving India, for the next 50 years, with the world’s most advanced latest generation aircraft, Rafale. The OMNIROLE fighter

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RAF.INDE_420x267_SPS_uk.pdf

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D a s s a u l t

What has protected India since independence?

A v i a t i o n

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S n e c m a

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T h a l e s

What will protect India st in the 21 century?

PEMA2M - Crédit photos : K. Tokunaga - Dassault Aviation - Getty images

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I N T E R N AT I O N A L

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The network-enabled F/A-18E/F delivers unrivaled multirole capability with leading-edge weapon, radar and avionics systems, whether the threat is on the ground, in the air or at sea. The Super Hornet provides the optimum value of advanced technology and lower life-cycle costs to help ensure security and affordability for decades to come.

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Table of Contents

Aviation

Regular Departments 4 A Word from Editor 6 NewsWithViews

AN SP GUIDE PUBLICATION

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

DEFEXPO 08 SPECIAL

ISSUE 1 • VOLUME 10

Exclusive to SP’s

25 ACQUISITION: C-130J GETS THE NOD

Military

New US pilot law clouds Indian skies Dreamliner a distant dream Kaveri in a spin again Another feather in ISRO’s cap

InFocus

13 CASE STUDY: ADVANCING IN REVERSE GEAR 15 CASE STUDY: THE SUPER SIX 32 MODERNISATION: WINGS FOR MARITIME PATROL

40 44

Civil 28 AIRLINES: AFLOAT AT WHAT PRICE 30 BUSINESS AVIATION: SHIFTING FORTUNES IN THE VLJ INDUSTRY 34 FLIGHT SAFETY: CLEAR & PRESENT DANGER 38 PILOT TRAINING: WANTED: CAPABLE HANDS

Special Report 18 DIPLOMACY: THE FRENCH CONNECTION 23 DIPLOMACY: DASSAULT IN THE LEAD

Botched deal raises a din

Forum

The silver lining

NewsDigest LastWord

Turn private key to prosper

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C-130J: The Deal is Sealed

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Industry sources have confirmed to SP’s that the contract for six Super Hercules from Lockheed Martin was inked with the US on February 7. The aircraft can operate from short, semi-prepared runways in “hot, high” conditions.

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Photo: �� Lockheed Martin ��

SP's Avn Defexpo Spl Cvr.indd 1

PUBLISHER AND EDITOR-IN-CHIEF Jayant Baranwal

DESIGN SP Guide Publications Team

36 OPERATIONS: SUPERVISING THE SKIES

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Hall of Fame

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Space

39 CHARLES A. LINDBERGH

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NEXT ISSUE: Indian Air Force Upgrade Programmes DEFEXPO 2008 Special

SP’S AVIATION

A Word from Editor

From this issue on, SP’s Aviation will reach you every month. Smartly packaged, we look forward to your feedback on the new, sleek design. Better still, come speak your mind at the SP’s cote in Defexpo 2008.

uarterly in 1998, bimonthly in 2006 and from this year, monthly—rarely has a journal made the transition in such short time span, with so much dexterity. Then again, the precedence set by SP’s Aviation in its ambitious drive to evolve and grow calls for extraordinary pace, a pace fuelled by a sense of immense satisfaction to respond to demands from readers and industry to increase frequency. Quite by coincidence, this issue also comes at the juncture of Defexpo 2008, India’s largest defence exhibition which will be held amid the buzz created by the Indian Air Force’s proposed ambitious MMRCA acquisition and—this you get to hear from us first—the momentous conclusion of a deal to acquire six C-130J from American aerospace giant Lockheed Martin. Yet another positive development has been the silver lining that has surfaced from the despondent cloud left in the wake of the scuttled Eurocopter deal. Amid insinuations of murky goings-on and the clamour for clarification, the Defence Minister has sprung an even bigger deal, this time for 317 helicopters for both the army and, yes, the air force. Surely the move would curry several advantages, foremost being leveraging India’s position as a buyer in terms of unit costs because of the increased numbers. Despite the coin throwing up a positive face, the probing questions as to why the initial deal fell through refuse to die down. Was there some extraneous pressure? Reportedly the wrong machines had been tested and so, if middle-men were involved, what were the overseeing agencies doing? Holding their own against such a veritable lineup of significant developments are stories delving into India’s growing amity with France, the boost to pilot training programmes in India with the arrival of Textron Inc. through its subsidiary, Cessna Pilot Centre, and the hunt for a sterling maritime patrol aircraft homing in on the Boeing’s P-8I and EADS’ Airbus A319. Addressing the civil aviation industry’s overriding concerns for foolproof safety and adequate funding are two incisive pieces throwing up a clear picture of

SP’S AVIATION

DEFEXPO 2008 Special

the inherent potentials and constraints. No coverage of the civil aviation sector can be complete without a mention of the turbulence in the NACIL, or Air India as it is better known, even as it embarks on a hunt for a successor to current CMD V. Thulasidas who is due to retire in March. On a succinct note, the Last Word stresses on the only solution: privatisation. See you at Defexpo 2008, Pragati Maidan, Hall 18, Stand 40 from February 16 to 19.

Jayant Baranwal

Publisher & Editor-in-Chief

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��On August 3, 2007, the E-2D Hawkeye made its ﬁrst ﬂight. And altered forever the face of battle. The E-2D is the beginning of a new era in vision, awareness, and control of the future battlespace. With a new generation of radar systems, integrated communications, and cutting-edge tools, the E-2D will radically compress the time required to take in the battle situation and to respond with active engagement. A major advance in what we know and when we know it. www.northropgrumman.com

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NewsWithViews

NEW US PILOT LAW CLOUDS INDIAN SKIES

A new US federal law passed mid-December 2007 may make it difficult for airline companies in India to recruit retired expatriate pilots to meet perennial shortages. The Fair Treatment for Experienced Pilots Act allows both the pilot and the co-pilot on a domestic flight to be up to the age of 65 years. The law also allows one pilot on international flights to be up to the age of 65 years provided the other is 60 years or below. The earlier cut-off age of 60 years allowed Indian carriers to hire US pilots since in India, commercial pilots can fly till the age of 65 years.

VIEWS

ILLUSTRATION: MAMTA

true ‘bull run’ in the Indian civil aviation industry and the accompanying exponential increase in the number of aircraft has triggered a spurt in demand for airline and general aviation pilots. Given the dismal condition of the present lot of mostly state-owned flying clubs, it would be impossible to meet the demand from internal sources. Little wonder then that the galaxy of airlines which have mushroomed in the last five years, besides the older operators, have to acquire pilots from foreign sources. Today, out of the 2,500 active civil pilots in India, over 800 are foreign nationals. Among the foreign pilots, 5 per cent are from the US, all averaging above 60 years of age. An overall strength of 40 US pilots may not seem startling, but the figure is all set to grow at a much faster pace, egged on by the heightened demand for experienced commanders to manoeuvre the expanding fleets of all the airlines. Yet another driver is the growing perception of the US being a major source of supply. Struggling to cope with acute shortage of pilots to command new-generation airliners like the Boeing 777s and the widebodied Airbus 330s that ply on their international routes, for airlines in India the new regulation could not have been timed worse. According to a report prepared by the Ministry of Civil Aviation last year, the number of civil registered aircraft has doubled to more than 300 in the last plan period and is likely double again to 600-plus by the end of the current 11th (2007-11) plan period. At an industry level requirement of nine pilots per aircraft, India’s need would by then rise to more than 5,400 pilots. About 50 per cent of these would have to be experienced commanders. At the lower end of the scale, sky-rocketing salaries and a glamorous lifestyle have enticed many a young aspirant to spend astronomical sums of money, mostly abroad, to 6

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DEFEXPO 2008 Special

secure commercial pilot licences. The number is so high reports claim it is creating a glut in the co-pilots’ job market. Which also explains why earlier young hopefuls could get absorbed through mostly walk-in interviews conducted by the airlines, but the current situation seems to be heading towards stagnation. On the other hand, there is no shortcut to experience and, hence, shortage of senior commanders could be a cause for greater worry. The anxiety was reflected in the decision by civil aviation authorities to hike the retirement age from 60 to 65 years. Ironically, the move attracted a large number of foreign pilots, superannuated in their own countries, to take up jobs in India. The new US law would certainly reverse the trend for American pilots who may now begin to return home to land jobs under the new age dispensation. When asked to what extent the new law would impact civil aviation in India, Director General of Civil Aviation Kanu Gohain merely said: “We will have to wait and watch.” Ruminating for solutions brings to mind that while it may be imprudent to increase retirement ages further in India, one way of holding the ‘expatriate pilots’ would be to offer them greater pay packages compared to their own homeland salaries. But can the already hardpressed airlines afford the additional financial burdens? The other option could be to draw more heavily on the pool of senior and highly experienced military aviators who have completed their useful operational service assignments. But for that, the overall experience of military aviators would have to be acknowledged by accelerated promotions to the posts of commanders. Simultaneously, the draconian civil aviation rules, which, at present, are heavily weighted against them, would have to be suitably amended. SP — Air Marshal (Retd) V.K. Bhatia

NewsWithViews

DREAMLINER A DISTANT DREAM

Boeing having confirmed a delay in the delivery of the 787 Dreamliner, Air India is considering leasing up to 10 to 15 aircraft this year in order to meet the shortage. Chairman and Managing Director V. Thulasidas, National Aviation Company of India Ltd, said: “Due to Boeing 787 delays and phasing out of older aircraft, we are looking at leasing 10 to 15 aircraft.” The lease will help Air India upgrade its ageing fleet even as it awaits deliveries from Boeing and Airbus. Boeing said it postponed the first delivery of its 787 Dreamliner until early 2009, the second setback for the company’s most successful new jetliner going by sales figures. The Dreamliner programme, delayed by six months on October 10, 2007, has been hurt by parts shortages and assembly delays.

VIEWS

ILLUSTRATION: MAMTA

ir India and Indian were merged in 2007 to create a new airline with a fleet large enough to be ranked among the top 30 carriers in the world. With a combined fleet of 140 airliners and an additional 111 on order, the new company National Aviation Company of India Ltd has been operating on domestic and international routes under the brand name Air India. Of the current holdings, a large number of aircraft are approaching the end of operational life, giving rise to frequent glitches in maintenance and thus eroding the airline’s competitive edge in the global arena. The proposed acquisition would be a mix of the latest from the Boeing and Airbus stables. Plans announced by the government to double the Air India fleet in the next five to seven years appear somewhat ambitious and uphill as both Airbus and Boeing seem to be afflicted with production difficulties resulting in delays in aircraft delivery. Air India’s order with Boeing stands at 68 aircraft, including 27 Boeing 787 Dreamliners, 23 Boeing 777s and 18 Boeing 737800s. The rather optimistic plan for enlargement of the fleet was formulated to meet the demands of overseas route expansion urgently required by Air India to reverse its overall downslide of the past several years. The 18 Boeing 737-800 aircraft would be operated by the airline’s low-cost subsidiary, Air India Express, to cover routes to the Middle East and Southeast Asia. While modification of schedule in the delivery of newly ordered aircraft is not unheard of, in this case, Air India’s plans for growth appear to have suffered a serious set back as the Dreamliner was earmarked to operate on the high density routes. The latest long-range commercial jet from Boeing is a highly fuel efficient machine rated as ‘the fastest selling aircraft in history’. Unfortunately, the delivery schedule has been pushed back for the third time owing to ‘flawed

estimate of time frames and problems with global supply chain’ as divulged by the manufacturer. To cope with capacity deficit in the interim, Air India is compelled to explore leasing options albeit as a temporary measure to obviate being edged out of the market. Aircraft available on lease are generally not in pristine condition and end up aggravating maintenance problems for the airline. After one postponement, Air India was to receive the first aircraft in September 2008. Latest indications from the OEM suggest the Dreamliner may continue to remain a distant dream till early 2009 or even later. Meanwhile, a number of ageing aircraft would have to be phased out, thereby depleting fleet strength considerably. Having attracted orders for a total of 857 Dreamliners from 56 different airlines, including Air India, Boeing could be facing a more pressing problem. Some of the customers migrated from Airbus to Boeing, opting for the Dreamliner instead of its competitor, the troubled A350. Like Air India, most of these airlines would be compelled to defer their growth plans and even restructure business models, a frustrating experience against the backdrop of unprecedented boom in the airline industry in the Asia-Pacific region. Suitable compensation by the OEM for failure to perform as per contract could partially alleviate Air India’s dilemma. While dialogue with the OEM is underway, the precise nature, strategy and method of compensation have not yet been stated explicitly. However, the case for compensation to Kingfisher by Airbus for delay in the delivery of the A380 could well serve as a precedent. Nevertheless, no amount of compensation could redeem lost opportunities and repair the damage to the credibility of Air India. What is perhaps needed is a demarche by the affected airlines to negotiate from a position of strength. SP — Air Marshal (Retd) B.K. Pandey DEFEXPO 2008 Special

SP’S AVIATION

NewsWithViews

KAVERI IN A SPIN AGAIN

India’s efforts to develop a combat aircraft engine have hit yet another air pocket. For entirely different reasons, both the Russians and the Indian Air Force (IAF) are reportedly unhappy with the Technical Evaluation Committee’s (TEC) decision to elect French engine house Snecma as Gas Turbine Research Establishment’s (GTRE) partner to co-develop the long delayed Kaveri engine. After deliberating over the proposals sent by Snecma and the Russian engine giant, NPO Saturn, for more than two years, the K.V.L. Rao-headed TEC recently declared that Snecma better met the GTRE’s requirements, thereby eliminating the Russians from the race.

VIEWS

ILLUSTRATION: MAMTA

he Kaveri, to refresh memories, is being developed by GTRE to power the indigenous Light Combat Aircraft (LCA), Tejas. The programme was conceived in tandem with that relating to the Tejas in the early 1980s for India to develop and produce its own state-ofthe-art light jet fighter, powered by its own state-of-the-art jet engine. While Hindustan Aeronautics Limited (HAL) was entrusted with the responsibility of developing the aircraft, GTRE was earmarked to manufacture a matching jet engine. Despite a tortuous journey plagued by development glitches in the wake of the Pokharan 1998 sanctions imposed by the West, the LCA programme did manage to survive with the first flight on January 4, 2001. However, it did not carry the indigenous Kaveri in its belly but a General Electric F-404-GE-F213 afterburning 80.1 kN turbofan imported from the US. Seven years on, Tejas continues to be powered by General Electric engines with Kaveri nowhere in sight. As of now, HAL has reportedly placed a repeat order for 24 F404-GEIN20s. The initial order in 2004 was for 17 engines to power a limited series production for the IAF and for naval prototypes. On hindsight, was the Kaveri programme too ambitious for GTRE? Subordinate to the Defence Research and Development Organisation (DRDO), the GTRE despite being in existence for almost five decades can hardly boast of any of its products having seen operational service. The establishment has been struggling to develop the Kaveri for more than two decades but the problems encountered are so severe that it finds itself incapable of solving them independently. India is now looking for a proven engine manufacturer from abroad to sort out the mess and co-develop the engine as a joint venture. Had the same reasoning prevailed in the initial stages of the project, so many years would not have been wasted. Watchful of any possible strictures to 8

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quick decisions, the TEC took as long as two years to select French Snecma as a preferred partner over the Russian NPO Saturn for the joint development of the Kaveri. The Russians, quite evidently, are unhappy. Closely associated with the initial stages of the programme, albeit in a routine manner, such as providing the Tu-16 ‘flying testbed’ for in-flight testing of the engine at varying altitudes, they had presumed themselves to be the obvious choice for the joint venture. Least mindful of which party has been selected for the joint venture, the IAF is nevertheless far from satisfied as its core Air Staff Requirement (ASR) for the engine thrust to be in excess of 90 kN has not been addressed . The GTRE GTX-35VS Kaveri turbofan is slated to produce a maximum static thrust of 80.5 kN with afterburning which is considered to be grossly inadequate for the Tejas to perform as per the ASR. The General Electric F404-GE-IN20, on the other hand, generates more than 85 kN static thrust with afterburning which is much closer to the desired figure. Earlier, the IAF had accepted the Kaveri as it was totally an indigenous effort. The present scenario has, however, given rise to a different sentiment, as was expressed by a senior IAF official: “Why should we replace the fully developed and integrated FADEC (Full Authority Digital Engine Control) F404 engine with one that has lesser thrust rating and is only being offered in a licence production agreement and not being co-developed with GTRE? If we were to look at the licence production route, it would be better to go for an engine that has much higher thrust and growth potential and make the necessary changes to the Tejas’ fuselage.” Time the DRDO swallows its pride and adopts a pragmatic approach in powering the Tejas—its most prestigious fighter development programme—instead of losing out on both fronts. SP — Air Marshal (Retd) V.K. Bhatia

NewsWithViews

ANOTHER FEATHER IN ISRO’S CAP

On January 21, the Indian Space Research Organisation (ISRO) launched an Israeli spy satellite aboard the Polar Satellite Launch Vehicle (PSLV-C10). The launch, from the Sriharikota test site in southeast India, marked the seventh successful orbital insertion for the four-stage PSLV and the first cooperative satellite launch between Israel and its principal export customer. According to state-owned Israel Aerospace Industries Ltd (IAI), the country’s sole satellite producing firm, the first signals from the Synthetic Aperture Radar (SAR) equipped spacecraft reached the operational ground control station near IAI headquarters some 80 minutes after launch. “By all indications, so far the satellite is functioning properly,” IAI announced.

VIEWS

ILLUSTRATION: MAMTA

ecSar, the 300 kg advanced Israeli satellite, has been designed and manufactured by MBT Space, a division of IAI. TecSar is equipped with Synthetic Aperture Radar, which is a quantum leap in technology over the preceding camera carrying Ofeq series of satellites. It is reported to be one of the most sophisticated imaging systems in the world with the capability to provide wide area coverage through ‘electronic beam steering’ and resolution of 10 cm (quite incredible!) both by day and night, regardless of weather or visibility conditions. As reported, the satellite even has limited ‘look-through’ capability. Israel has thus far independently launched 11 satellites, including some for espionage, and has a fairly well developed launch vehicle, Shavit. However, on account of technical limitations of the Shavit vis-à-vis the type of trajectory required for a low earth orbit and certain operational/strategic considerations related to launch from the Middle East region, Israel opted for collaboration with India. While ISRO would like to project the exercise as purely a commercial venture, even the limited information on the capabilities of the TecSar, the shroud of secrecy associated with the launch and the fact that the primary customers would be intelligence agencies and the Ministry of Defence of Israel, leave little room for doubt about the character, intent and purpose of the satellite. A wider strategic perspective, however, needs to be taken into account when accessing the role of the TecSar. Surrounded by hostile neighbours in a volatile region, with ominous threats of being ‘wiped off the map’ emanating from Iran that is believed to have embarked on a programme to develop weapons of mass destruction, Israel has no option but to proactively address the country’s concerns for security and survival. That Israel is not diffident to respond swiftly when under threat has been effectively demonstrated through the audacious pre-emptive aerial strike on

the nuclear facility at Osirak (Iraq) in June 1981, and more recently on a similar facility in Syria. Characteristically, the two strikes were prompted by perceived threat from nuclear weapons likely to be developed in the future, thereby necessitating destruction of the facilities before nuclear material could be delivered to these sites. The situation related to the brewing confrontation with Iran has similar overtones. Despite concerted diplomatic effort and saber-rattling by the US, the tension is far from being diffused. Positioned in the direct line of fire, Israel needs to make accurate assessment of the future nuclear threat from Iran for appropriate pre-emptive action. Also, time is of essence as the facility is expected to receive nuclear material from Russia in a few months. Having gained a toe-hold in the global commercial launch market with the successful launch of the Italian satellite Agile in April 2007, thanks to the flawless journey of the TecSar, ISRO has now added another proverbial feather to its cap. While pursuit of commercial objectives would help strengthen ties with Israel, the impact of this collaboration on Indo-Iranian relations could be devastating. Rapidly growing defence cooperation between India and Israel, as also India voting against Iran in the nuclear issue, have already strained long-standing cultural and economic ties between the two nations. Iran is vital for India’s energy security. Collaboration with Israel will undoubtedly be viewed with deep suspicion and a degree of distress not only by Iran but by many other nations in the Middle East, justification of commercial imperatives notwithstanding. The real benefit from this particular exercise for India, however, could lie not in the commercial regime but in a quid pro quo with Israel to have free access to accurate intelligence obtained through TecSar that would be of relevance to India’s security interests. Hopefully, this has been built into the agreement. SP — Air Marshal (Retd) B.K. Pandey DEFEXPO 2008 Special

SP’S AVIATION

InFocus

POLICY

Botched Deal Raises a

ILLUSTRATION: MAMTA

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riven by the urgent need to replace the Chetaks and Cheetahs of 1960s and 1970s vintage in Army Aviation, a Request for Proposal (RFP) was issued in 2001 for 197 helicopters at an approximate cost of about $600 million (Rs 2,366 crore). Subsequently, in 2006, the shortlisted Bell 407 and Eurocopter’s AS350 B3 were comparatively evaluated. In February/March 2007, the General Staff evaluation approved by the Indian Army was forwarded to the Ministry of Defence (MoD), and was duly accepted. Reportedly, Eurocopter’s AS350 B3 had received the nod. Replying to a question in the Lok Sabha on March 15, 2007, Defence Minister A.K. Antony confirmed that 60 helicopters would be directly imported while another 137 would be built by Hindustan Aeronautics Ltd under transfer of technology agreement. On December 6, 2007, the MoD announced that the $550 million (Rs 2,174 crore) deal was off ostensibly because flaws had been detected in the machines during the evaluation process. Apparently, the civilian versions of the aircraft had been offered for trials, thereby, according to the MoD, rules had been flouted, necessitating the declaration of a fresh RFP. Official clarification notwithstanding, the real reasons for the deal falling through continues to fuel speculation. Both contenders claim the versions offered for trials are identical to their military counterparts with very marginal differences. In fact, the military versions were demonstrated at the factory location by both the companies. French Foreign Minister Bernard Kouchner made known his country’s dismay at the sorry turn of events during his recent visit to India. Voicing reservations about the evaluation process, Kouchner is said to have asserted that Eurocopter, an arm of European aerospace giant European Aeronautic Defence and Space (EADS) Company, was best placed to win the deal. The issue figured prominently in discussions with his Indian counterpart, Pranab Mukherjee, with the visiting foreign minister indicating the establishment of a Joint Commission on Defence to address the contentious issue before President Nicolas Sarkozy’s visit. The botched deal, however,

appears to have been played at a low key during the latter’s stay in India. Cancellation of international deals, after years of exhaustive negotiations supported by comprehensive procedures, invariably casts a shadow on the organisations involved and speaks rather poorly of the concerned agencies. Why is it that in India every international defence deal becomes suspect either during the tenure of the government in power or by the successor government? In most cases, such actions are taken by the successor government mainly due to political reasons than any noble considerations. In this particular case, however, it appears to be a selfdefeating goal as it exposes the government’s inability to oversee and manoeuvre a $600-million defence deal, which, compared to some other government contracts, is not really of such a high value. After the Tehelka exposure, procedures like Defence Procurement Procedure (DPP) 2006 were put in place to provide transparency and root out corruption in any form. Such stipulations seem not to have worked. On the contrary, procedures have lengthened and become more cumbersome. Too many agencies are now involved in the process and any link in the chain can hijack the deal as many of them have neither a professional knowledge nor a stake in it. If the procedures are in place, overseeing agencies are in place, best professional advice is there and adequate vigilance exists—where is the glitch? Surely not all involved are incompetent or corrupt, or both. In this specific deal, astonishingly the wrong machines were tested, posing the question that if middlemen were involved, what were the overseeing agencies doing? Or was there some extraneous pressure? With the Bofors spectre haunting the government, modernisation of the armed forces has come to a grinding halt. Reports claim the new RFP will also include the requirement of the air force, thus providing more leverage during price negotiation, but it will also add more agencies and delay. The Army Aviation, meanwhile, waits for the RFP to be re-issued while its operational capability dips. SP — Lt General (Retd) Naresh Chand

In the Eurocopter deal, astonishingly the wrong machines were tested, posing the question that if middle-men were involved, what were the overseeing agencies doing? Or was there some extraneous pressure?

SP’S AVIATION

DEFEXPO 2008 Special

The

SilverLining A

silver lining has emerged from the dark cloud of anomalies and controversies swirling around the scuttled Eurocopter deal. Hope has surfaced in the form of a better helicopter deal for the Indian armed forces. In less than a month after the thumbs down to Eurocopter for a contract to replace the Indian Army’s Chetak/Cheetah fleet, the Ministry of Defence (MoD) has started a global hunt to procure military helicopters—this time worth an estimated $1 billion (Rs 3,952 crore)—for the army as well as the air force. While the shopping list largely comprises the army’s order for 197 helicopters, the MoD has now combined the Indian Air Force’s (IAF) requirement of 120 helicopters to arrive at a total figure of 317 helicopters. The IAF was reportedly able to convince the MoD that if the army’s Chetak/Cheetah fleet needed replacement due to ageing, the air force’s requirement was as urgent if not more, as its own fleet of Chetak/Cheetah light helicopters is older than the army’s. Why this reasoning had not prevailed right in the beginning remains a mystery. What, however, stands out is the total lack of synergy among the three services in matters of equipment procurement. The new defence procurement rules clearly mandate adoption of a common platform and tender process for similar and comparable defence systems required by the three armed forces. In reality, however, this practice has not been followed as each service pursues its cases of equipment acquisition in isolation of the other two. The combined order of the two services would hopefully start a precedent. Several positives can be harnessed in such a deal. Firstly, it would leverage India’s position as a buyer in terms of unit costs because of the increased numbers. Secondly, it would have a beneficial effect on after-sale service and product support. In addition, it could also help the country in getting better offset deals, including licence production and possible export to third countries. The MoD has issued the RFI (Request for Information) to four global companies, including Textron Corporation or Bell (USA), Eurocopter (France, Germany and Spain), Augusta Westland (Italy) and Kamov (Russia). The ministry has not yet formulated the requirements but these are unlikely to be very different from the earlier cancelled contract. In the meantime, at a recent meeting with all four companies, MoD officials emphasised on the urgent need of deliveries by the winning contender and discussed ways of shortening the overall procurement process such as shorter timeframes for the RFP (Request for Proposal), evaluation trials and so on. While the Indian Army is looking forward to augmenting its aerial communications, observation and reconnais-

ILLUSTRATION: RATAN SONAL

Forum

POLICY

A combined order of 317 helicopters for the army and the air force would harness several advantages, foremost being leveraging India’s position as a buyer in terms of unit costs because of the increased numbers sance capabilities, it is the IAF which is in urgent need of the light helicopters for its primary role of air-maintenance for troops deployed in extremely remote, inaccessible and high-altitude areas like the Siachen glacier. The urgency for quick replacement received further impetus after an attempt by Hindustan Aeronautics Limited to develop a more powerful variant of the Cheetah, called Cheetal, did not quite take off. Confirming the inadequacy of the Cheetal, a high-ranking IAF official said, “The Cheetal was not able to meet all requirements and is not powerful enough to carry out all the tasks required in high altitude areas.” The air force, he added, was looking for new helicopters on an urgent basis “within two to three years” to replace its 1960s vintage Chetak and Cheetah fleet. It may be interesting to note that the Indian Navy also has a substantial number of Chetaks and even though its helicopters generally operate close to sea level, the need for replacement may arise sooner than later due to sheer obsolescence factor. Will the acquisition timeframes remain in the realm of fantasy given the snail’s pace at which defence procurement in India progresses? It may be possible to convert the services’ wishful thinking into reality if the MoD sticks to its stated urgency in acquiring the new helicopters on a fast track. It is also hoped that this time around, with the combined expertise and efforts of the army and the air force, the anomalies and controversies of the earlier contract would not be repeated and the deal will reach its logical end after a ‘smooth sailing’. SP — Air Marshal (Retd) V.K. Bhatia DEFEXPO 2008 Special

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Induction of the MMRCA ﬂeet may take over two decades. By then, the current Fourth Generation combat aircraft may no longer be useful or relevant.The concluding part of this series explains why it needs to be examined whether it will be prudent to go ahead with the proposal or wait till 2015 for the Fifth Generation PAK-FA. By Air Marshal (Retd) B.K. Pandey, Bangalore

THE RUSSIAN OPTION strategic partner, Russia has had a longstanding political equation with India. During the Cold War, the supply of weapon systems from Russia on extremely favourable financial terms was an extension of the strong political and strategic relationship with India. Considering India was practically a captive client, the quality of the weapon system or Life Cycle Cost was never an issue. However, post disintegration of the USSR, the range of options available to India has considerably widened. To ensure best value for money, computation of Life Cycle Cost has assumed critical importance. Russian strategy to compete would be to quote low initial cost to stand a good chance of being L1. However, they have a notorious reputation for high Life Cycle Costs that more than make up for the low initial capital outlay. Even though the political equation between Russia and India, with a brief interlude during the Yeltsin era, has been exceptionally good, product support by the Russian government-controlled aircraft manufacturing companies has been indifferent and often adversely affected operational capability of the IAF. Besides, Russian aircraft are not as good as their western counterparts in avionics, especially radar technology and engine life. But perhaps the most disconcerting experience has been Russia’s unilateral decision to hike the price of the last 100 Su-30 MKI aircraft in violation of the terms of the original contract. It would be prudent for decision makers to factor these into deliberations. Liberal sale of defence equipment to India has been the strongest element binding Indo-Russian relations. Decline in the pro-

curement of weapon systems from Russia, especially in the context of the growing proximity to the US, could weaken political ties with Russia. Despite the constraints, wide ranging engagement between the Indian and Russian aerospace industries continues. Development of Fifth Generation Fighter Aircraft, Military Transport Aircraft and aero-engines are some of the current joint ventures. Russia is to upgrade the IAF’s MiG-29 fleet, and supply 80 Mi-17 helicopters, 40 additional Su-30 MKI aircraft, MiG-29K for the Indian Navy, AWACS and in-flight refuelling aircraft. Russia would have no qualms over full transfer of technology and is prepared to grant access to the country’s vast energy reserves as also collaboration in the field of nuclear power generation. Evidently, despite the negative impact of high Life Cycle Costs, poor record of product support and other deficiencies, the MiG-35 will compete with the dual advantage of Russia’s pre-eminent position in India’s geo-strategic perceptions and Moscow’s contribution to the Indian aerospace industry. One major hurdle with the MiG35 is that it is still under development, whereas in the RFP there is indication of preference for aircraft already in service. In the final analysis, the choice of the MiG-35 would be contingent on strong political undertone. In the rapidly evolving world order, it is difficult to predict at this point in time the influences of new geopolitical alignments. EUROPEAN EFFORT Given the experience with the Mirage 2000 fleet, the IAF would be comfortable with the Rafale in all respects save for the price tag on which the French are unlikely to relent. Decision makers would have to assess whether the prodDEFEXPO 2008 Special

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uct is worth the price. In all likelihood, the Rafale would price itself out of the race. So far, not a single Rafale has been sold outside France. All Europeans competitors would be amenable to full transfer of technology. Future versions of the Eurofighter Typhoon, with improved ground attack capability, and the Gripen may be exceptionally good machines, but their governments would have to find ways to develop geo-political clout to offer meaningful competition to the US or Russia. Being single engine machines, the Gripen, or its heavier version that’s now on offer, are at a disadvantage.

The plan calls for development and production of the PAK-FA as a joint Indo-Russian effort on a 50:50 partnership. This agreement has been formalised recently. From the little that has been revealed about the PAK-FA, it appears to be somewhat lighter than the Su-30 due to substantial use of composites and will have stealth characteristics. It will be equipped with a Russian Active Electronically Scanned Array radar, advanced integrated onboard sensors, internally mounted missiles, vectored thrust, BVR air defence capability and will carry an array of air-to-surface weapons. The aircraft is expected to surpass the performance of the Su-30 MKI in terms of speed FLYING MACHINES IN THE RUN: (CLOCKWISE FROM TOP LEFT) LOCKHEED INTERNAL POLITICAL and range and will also be MARTIN F-16, DASSAULT AVIATION RAFALE, EADS EUROFIGHTER, SAAB GRIPEN, RAC MIG MIG-35, BOEING F-18 PERSPECTIVE capable of supersonic cruise. In India, mega deals, esIt is understood that the PAKpecially those related to FA will have true multi-role defence, generate a level of interest that extends well be- capability and will be well-suited to replace the MiG-29, Jaguars yond mere curiosity. The problem is particularly acute in and the Mirage 2000 of the IAF. In fact, the PAK-FA appears to be a these times of coalition politics where there is constant tug- good option to meet the total requirement of the IAF in the medium of-war between the Left and the Right. The Congress lead- weight category. ership at the Centre, under the shadow of the forthcoming Product of the Russian Sukhoi Design Bureau, the PAK-FA national elections, will be increasingly vulnerable to salvos is expected to commence flight trials in 2009 and series profrom the Left which has the potential to queer the pitch in duction by 2015. Incidentally, this coincides with the estimated an effort to steer the decision on the proposed acquisition of date by which the first MMRCA, if contracted, would be delivMedium Multi-Role Combat Aircraft (MMRCA). ered. A newly-developed Fifth Generation aircraft undertaking its inaugural flight barely two years after the Indo-Russian joint INDO-RUSSIAN FIFTH GENERATION AIRCRAFT venture agreement is inked may evoke some surprise. Fact is, As it appears, the process of induction of the MMRCA fleet the aircraft in question has been under development for nearly may take over two decades. By then, the current Fourth a decade in Russia’s Sukhoi Design Bureau. Plans to develop a Generation combat aircraft may no longer be useful or medium combat aircraft in India as a successor to the Light Comrelevant. To remain abreast with the global scene, the IAF bat Aircraft (LCA) programme prompted Russia to come forward should aspire to graduate to the next generation technology, with an offer in 2001 to jointly develop a Fifth Generation combat not only through upgrade of a Fourth Generation machine aircraft instead. When India declined, the Sukhoi Design Bureau but through one that is originally went ahead with the development of developed as such. In this context, the PAK-FA and renewed the offer in the Indo-Russian agreement to de2006-2007. The second time around, To remain abreast with the velop a Fifth Generation combat India accepted. In the Russian scheme global scene, the IAF should aircraft acquires greater signifiof things, it was not technology they aspire to graduate to the next cance. were seeking from India, but finance, generation technology. The Early this year, Russian President which they badly needed, and an asIndo-Russian pact to develop sured market. Vladimir Putin and Indian Prime Minister Manmohan Singh signed an MoU a Fifth Generation combat for the joint development and proaircraft, thus, acquires greater MRCA VS THE PAK-FA duction of a Fifth Generation combat The IAF needs a balanced mix of signiﬁcance. aircraft designated as PAK-FA. In conlight, medium and heavy weight cept, the project bears similarity to the combat fleets. In the heavy weight BrahMos Cruise Missile project which category, the IAF will have a fleet is reported to be eminently successful. of 230 or more of Su-30 MKI air14

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craft. A fleet of upgraded MiG-21 Bis, steps involving RFI, RFP, evaluaWhat the IAF needs rangement, called the Bison, and hopefully the HALtion and price negotiations are automatically is a medium-weight built LCA, Tejas, will constitute the light dispensed with. In this context, it appears multi-role combat weight category. The need, therefore, is that in the proposal for the MMRCA, the IAF for a medium-weight multi-role combat is perhaps chasing a mirage. A more realistic aircraft with aircraft with powerful ground attack approach would be to focus on the PAK-FA as powerful ground capability to replace the existing strike this option appears most expedient technoattack capability fleet. logically, and operationally. As the agreement to replace the As India now stands committed to sizeis financially attractive to Russia, political isexisting strike ﬂeet able investments in the PAK-FA project and sues may not crop up as impediments. the aircraft is expected to be available by The Indian aerospace industry has played 2015, it needs to be examined whether it is no role in the design and development of the prudent to go ahead with the proposal for PAK-FA and evaluation by the IAF is not MMRCA or wait till 2015 for the fifth genlikely to be a prerequisite for induction. The eration PAK-FA to fill the medium weight PAK-FA deal is likely to move on fast track segment in the IAF. The proposed MMRCA and, politically for Russia, would serve as an induction is expected to materialise at about the same time as the effective counterweight in balancing the relationship with the US. PAK-FA with aircraft that’s one generation behind. As the Indo- The IAF, on the other hand, will benefit from a standardised inRussian deal is a joint venture; the PAK-FA will be assembled/ ventory with aircraft in both the medium and heavy weight catmanufactured both in Russia and India to fulfil the requirements egories from a common origin. Hopefully, with the PAK-FA, there of the air forces of the two nations. would be some improvement both in Life Cycle Costs and product Induction of the PAK-FA will also be free of the intricacies as- support, areas in which Russian products have been found wantsociated with the MMRCA deal. Besides, in such a partnership ar- ing in the past. SP

The Super

Six By Air Marshal (Retd) V. K. Bhatia

ix years after its initiation, six contenders are in the race for the Indian Air Force’s (IAF) proposed acquisition of 126 Medium Multi-Role Combat Aircraft (MMRCA). The potential suppliers are from the US, European Consortium, France, Sweden and Russia. Following the dispatch of Request for Proposal (RFP) six frontrunners emerged: - Lockheed Martin’s latest F-16 (Block 70/72) - Boeing’s F/A-18 E/F Super Hornet - Russia’s RAC MiG-35 - Dassault’s Rafale - Saab JAS-39 Gripen from Sweden and - Eurofighter Typhoon

Initially, the IAF was targeting a light-weight Fourth Generation combat aircraft with around 15 to 20 tonnes AUW (All Up Weight), capable of both air defence and ground attack. However, in 2005, following a revision of IAF requirements to fulfil its emerging roles of ‘Air Dominance’ and ‘Strategic Reach’, the capability envelope of the proposed MMRCA was restructured to include heavier aircraft in the 25 to 30 tonnes

The heady mix of contenders, with similar as well as differing characteristics and performance ﬁgures, calls for discerning analysis. Selectors need to penetrate the gloss and read the ﬁneprint. AUW. The outcome was a jump from four to six contenders with Boeing’s F-18 Super Hornet and Eurofighter’s Typhoon joining the race and the French Dassault offer of Mirage 2000-5 being replaced by its latest, the Rafale. The heady mix of contenders, with similar as well as differing characteristics and performance figures, calls for discerning analysis. First, the contenders could be placed under two weight classes—light-weight and heavy-weight, depending on AUW. The second classification could be based on the single/twin engine configurations. Yet another categorisation could relate to the vintage of the aircraft. Among the contending platforms, the F-16 Fighting Falcon and the JAS-39 Gripen are single-engine platforms, the remaining are twinengined. Under weight classifications, the F-16 and the Gripen would once again be clubbed in the light-weight class, whereas their twin-engine cousins, the F-18 Super Hornet, Rafale and the Typhoon, are the heavy-weights. The Russian MiG-35 is really a fence-sitter between the two classes but could be termed a light-weight owing to its other attributes. THE LIGHT-WEIGHT CLASS F-16 Fighting Falcon: The US Lockheed Martin’s singleDEFEXPO 2008 Special

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CASE STUDY

A Technical Comparison LIGHT WEIGHT

HEAVY WEIGHT

F-16 C/D (Block 60)

Gripen JAS-39

MiG-35

Eurofighter Typhoon

F/A-18E/F

Rafale

Wing Span (m)

10 (with tip missiles)

8.40

11.99

10.95

13.62

10.80

Length (m)

15.03

14.10

17.37

15.96

18.38

15.27

Height (m)

5.09

4.50

5.18

5.28

4.88

5.34

Empty (kg)

8,581

6,620

10.000 +

11,150

14,009

9,850

Max T-O (kg)

22,500

14,000

22,400

25,500

29,937

25,000

Max Internal Fuel (kg)

3,084

2,268

5, 240

4,500

6,780

4,500

Max External Load (kg)

9,635 with CFTs

5,200

4,500

7,500

11,000

9,500

Power Plant

F 110-132

RM 12 (F404-GE-400) (alternative One GE/ volvo Fly gmoter)

Klimor RD-33

Eurojet

F 414-GE-400

SNECMA M88-2

Thrust (kN)

130

80.5

2x85

2x90

2x98

2x73

Max level speed Mach (TMN)

M 2.0+

M 2.0

2,400 km/h at height 1,240 km/h at sea level

M 2.0

+M 1.8

M 1.8

Ceiling (ft)

50,000+

50,000

50,000+

55,000

50,000+

55,000

Unit Price (US$) [Published sources]

40 million

60-70 million

Approx 40 million

70-80 million

50-60 million

120-150 million

AIRCRAFT

DIMENSIONS

WEIGHTS

PERFORMANCE

Source: Janes All World Aircraft 2007-08

engine light-weight fighter has evolved from an intercep- and logistic support by Lockheed Martin. tor into a multi-role combat aircraft. MiG-35: Though based on the threeEven though the original design is decade-old design of MiG-29, the The contenders could be more than 25 years old, the later MiG-35 incorporates a large number placed under two weight versions, such as the F-16 C/D Block of changes to bring it into the cateclasses—light-weight 50/52 and Block 60/62 developed for gory of a Fourth Generation aircraft. the UAE, carry a formidable punch It has a quadruplex fly-by-wire flight and heavy-weight. and will be in service for another control system, synthetic aperture The second classiﬁcation 25 to 30 years. India is likely to be multi-mode radar, the latest satellite could be based on the offered Block 70/72 model which navigation systems, data link and insingle/twin engine would have all the advanced avionics ternational standard full glass cockconﬁgurations, and and weapon systems of a Fourth Genpit, ISR&T system, comprehensive eration aircraft. Despite the impresEW suites and in-flight refuelling cathe third could relate sive numbers operated by different pability. With twin high-powered ento the vintage. air forces (more than 4,000) worldgines and vectored thrust capability, wide, the aircraft has a reasonably the aircraft has awesome manoeugood flight safety record and enjoys vrability, especially in close combat a reputation of strong technological scenarios. 16

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JAS-39 Gripen: At least 10 years younger than the other two nology turbofans, the aircraft boasts of supersonic cruise competitors, the Swedish Saab Gripen is a true-blue light- without the use of afterburners. The pilot’s control system weight Fourth Generation fighter with a vast array of latest is a voice-throttle-and-stick (VTAS) system. The quadruavionics and modern weapon systems of US/western origin. plex fly-by-wire flight control system has an automatic low Saab has reportedly developed a new method of keeping the speed recovery system which affords the pilot visual and Gripen at the leading edge audio low-speed warning and, of technology through its life when necessary, auto-control and Apart from the technological of 7,000 hours or 40 years return to safe flight. The helmetservice with full access to mounted symbology system and attributes, versatility and the software codes to all its head up display show the flight operational capability of the users. However, a unit price reference data, weapon aiming platform, selectors need to bear in tag in the range of $60 miland cueing, and the FLIR imagmind a number of other important ery. The cockpit’s three multi-colion (Rs 238 crore) to $70 factors such as assurance of longmillion (Rs 277 crore) could lour head down displays show the be a bit of a dampener. tactical situation, systems’ status term logistic support, problems and EADS digital map displays. of integration with the IAF THE HEAVY-WEIGHT The aircraft is also fitted with inventory, transfer of technology, CLASS an anti-jam GPS and has the caoffset beneﬁts, sanctions and denial pability for secure data transfer. F/A-18 E/F Super Hornet: regimes, and the nuances of the The Super Hornet, evolved Apart from the internally mountfrom the earlier F-18 Hored Mauser BK 27 mm gun, the political dimensions. net, is multi-role combat Typhoon has 13 hard points for aircraft in the 30 tonne AUW carriage of state-of-the-art weapclass with all the attributes ons weighing up to 11 tonnes. of a Fourth Generation-plus weapon system. The Block THE SELECTION DILEMMA 2 offered to India includes With such a galaxy of MMRCAs a redesigned forward fusequeuing up for the most lucrative lage to accommodate the Raytheon APG-79 AESA (active $10 billion (Rs 39,530 crore) to $12 billion (Rs 47,436 crore) electronically scanned array) radar. The aircraft is also fitted deal, decision makers in the Indian establishment would be with new mission computers, fibre-optic network, Raytheon hard put to select the right aircraft for the IAF. Each conATFLIR targeting pod, helmet-mounted cueing system and tender in both the weight classes has some unique attributes the capability to carry the next-generation air-to-air and air- which make them stand apart from the other competitors. to-surface weapons. The selectors must, however, penetrate the gloss and read French Rafale: Powered by two Snecma M88-2 augmented the fine print as, apart from the technological attributes, verturbofans, the Rafale is a Fourth Generation MRCA devel- satility and operational capability of the platform, they would oped by Dassault, France. The aircraft has started entering need to bear in mind a number of other important factors service in the French Air Force, replacing the older Mirage such as assurance of long term logistic support, problems 2000s. The Rafale can carry a large array of state-of-the-art of integration with the IAF inventory, transfer of technology, weapon stores across impressive distances. Its GIE (Thales) offset benefits, sanctions and denial regimes, and the nuancRBE2 look-down/shoot-down radar is capable of tracking up es of the political dimensions. to eight targets simultaneously, with automatic threat assessIn the event of the price factor emerging as the only ment and allocation of priority. With an integral GIAT DEFA criteria, as it normally does where tenders are involved, 30 mm gun, the Rafale can carry up to 9,500 kg of external then US companies could gain an edge. Sheer economics of stores on its 14 external stores attachments attaining an AUW numbers would do the trick, at least in the case of the F-16 of 25 tonnes. Apart from modern western origin weapons, which at a $40 million price tag compares well with the the Rafale, in a strategic mission, can deliver the MBDA ASMP Russian MiG-35. On the other hand, if life-cycle costs are stand-off nuclear missile. With a price tag of $120 million (Rs also included, Lockheed Martin in all likelihood would race 474 crore) to $150 million (Rs 593 crore), it is the most ex- ahead of its Russian counterpart. Similarly, in the heavypensive in the pack. weight class, the balance would tilt in favour of the Super Eurofighter Typhoon: The four-nation (UK, Italy, Spain Hornet. However, there are no cut and dry rules in deals of and Germany) Eurofighter Typhoon is perhaps the most such nature. In the final analysis, the process of selection advanced Fourth Generation fighter (sometimes even re- of the MMRCA for the IAF (if and when it comes about) ferred to as Four-and-a-Half Generation) in the fray. Pow- would not only pose a techno-military dilemma but a chalered by the custom-built EuroJet EJ200 advanced tech- lenging politico-economic exercise as well. SP

Should you require a Treasure House on the Armed Forces and their Procurement Policies, etc... Please turn to page 27 DEFEXPO 2008 Special

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ILLUSTRATION: RATAN SONAL

The

French

Connection

By Air Marshal (Retd) P.K. Mehra

The traditional bonhomie between the two countries was on display when India invited French President Nicolas Sarkozy to be Chief Guest at the Republic Day Parade on January 26. The visiting President, in turn, reasserted the strong presence of French products in Indian arms purchases.

olitical ties between France and India generally swing between tepid and ‘warm’, but between the two air forces it has always been unwaveringly convivial. Whenever India wanted to diversify sourcing high-end equipment, the French have been the favourites. After the Vampire jets in the Indian Air Force (IAF), the next fighter jets to be inducted

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in the early 1950s were Ouragans (Toofani) and Mysteres from Dassault France. Although the Mystere fighter aircraft did not have a two-seat version, six pilots and a hand full of technicians mastered the aircraft in a remarkably short span of time. The Mystere proved its mettle in both the 1965 and 1971 India-Pakistan wars and IAF old timers extol this machine that carried a very impressive weapon load in that era. In the early 1980s, when the IAF again embarked on di-

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ON A WARM NOTE: DURING HIS RECENT VISIT TO INDIA, FRENCH PRESIDENT NICOLAS SARKOZY, SEEN HERE WITH PRIME MINISTER MANMOHAN SINGH, SOUGHT TO FURTHER CONSOLIDATE STRATEGIC TIES BETWEEN THE TWO NATIONS

versifying purchases, particularly to counter the F-16s of the country’s north-western neighbour, it turned to the French. Induction of Mirage 2000 and adoption of the French philosophy of maintenance has set certain benchmarks in the IAF. This first fly-by-wire high technology aircraft with true multi-role capability set the standards for future purchases of highly potent systems by comparing the serviceability, availability, efficiency in operations, and effectiveness vis-à-vis the cost of ownership. India’s aviation industry also benefitted from the superior concepts in Mirage 2000 and in initial conceptualisation of the Light Combat Aircraft (LCA). France, along with UK, has been very generous in offering to train India’s test pilots and flight test engineers till the 1980s. The camaraderie shared between the highest levels of the two air forces has led to many exchange programmes and the French Air Force was one of the first to offer joint exercises both in India and France. Exercise Garud was the first bilateral exercise held in India where the French fielded the Mirage 2000 against a mix of the IAF’s fighter aircraft, including the Mirage 2000.

Maintaining an independent approach when establishing relations with other countries, the French have over the years persisted in not joining the western bandwagon. It may be recalled that France did not emulate other nations in imposing sanctions on India after the nuclear tests in 1998. Friendly ties were further strengthened during the high level visit by the then French President, Jacques Chirac, along with his Defence Minister in February 2006 when an agreement in the field of defence cooperation, eradication of piracy and terrorism, and maritime surveillance was sealed. The traditional bonhomie between the two countries was on display when the Indian Government invited the new French President, Nicolas Sarkozy, to be Chief Guest at India’s Republic day Parade on January 26 this year. The French President, in turn, sought to further consolidate the strategic content of the relationship and reassert the traditional strong presence in Indian arms purchases. Dassault along with ‘Thales’ are looking forward to the contract for Mirage 2000 upgrade and also intend a strong showing in the 126 MMRCA deal with its offer of the Rafale. As the proverbial icing on the cake, Dassault has offered to immediately deliver 40 Rafales in the event of it being awarded the contract. Winning the over $1 billion (Rs 3,955 crore) Mirage 2000 upgrade programme may act as a balm to alleviate the sting of being denied a 197-helicopter contract that had earlier been bagged by Eurocopter. SP DEFEXPO 2008 Special

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Enduring Ties

(CLOCKWISE FROM TOP LEFT) PROTOCOL GESTURES FRENCH PRESIDENT NICOLAS SARKOZY BEING RECEIVED BY INDIAN PRESIDENT PRATIBHA PATIL AND PRIME MINISTER MANMOHAN SINGH FIRM CLASP DURING THE ONE-TO-ONE WITH DR MANMOHAN SINGH MILITARY MIGHT SARKOZY RECEIVES THE GUARD OF HONOUR SEAL OF UNDERSTANDING INDIAN DEFENCE MINISTER A.K. ANTONY EXCHANGES DOCUMENTS WITH HIS FRENCH COUNTERPART PHOTOGRAPHS: SHARAD SAXENA

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Dassault in the

Lead

French Fighter Deals • Dassault Ouragan (Toofani) was inducted into the IAF commencing October 1953. A total of 100 aircraft were procured. The Ouragan served till 1967.

• A total of 110 Dassault Mystere IVA were acquired in 1957 and these remained in service till 1973.

PHOTOGRAPHS: DASSAULT, SP GUIDE PUBNS

• Mirage-2000 H/TH was inducted in 1985 and the first batch of aircraft flew in on June 29, 1985.

viation major Dassault is competing for one of the biggest contracts for fighter aircraft in recent times— it is one of the six contenders for a $10-billion (Rs 39,530 crore) IAF tender for 126 Medium Multi-Role Combat Aircraft (MMRCA). During French President Nicolas Sarkozy’s recent visit to India, Dassault’s Chief Executive Officer Charles Edelstenne sweetened the offer by proposing to sell the licence to India after the IAF inducts the MMRCA. “Our

market is for countries that want to be independent of the US. We are a country which sells military equipment without any preconditions,” Edelstenne is reported to have remarked of his company’s stakes in the proposed IAF deal. On Dassault’s Rafale offering, Edelstenne observed it fits the IAF’s bill perfectly. “On merits, it is the right plane for Indian defence requirements,” he emphasised. Asked whether the company would meet the stiff offset target, Edelstenne, citing the Anglo-French origin Jaguar bombers which were fully manufactured in India, clari“We are very happy to know fied: “We are used to transfer of technology and that our customer is serious.” foreign companies taking over production.” Under —Charles Edelstenne to the MMRCA offset obligation, the winner will have to source 50 per cent of the contract value from SP’s Aviation in response to India. All calculations in place, the government exa query on the IAF ﬁnding pects companies registered in India to get business the Mirages’ upgrade prices worth nearly Rs 21,000 crore. Besides the MMRCA offered by Dassault too high tender, Dassault is eyeing other business opportunities as well. SP DEFEXPO 2008 Special

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SP's Aviation dia for a#A5.indd 36

1/14/08 6:49:58 PM

E PHOTOGRAPH: LOCKHEED MARTIN

XCLUSIVE TO SP’S

ACQUISITION

C-130J gets the

NOD

Sources close to the industry conﬁrmed to SP’s that the contract for six Super Hercules from Lockheed Martin was inked with the US Government on February 7

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

merican aircraft, such as the ubiquitous Dakota DC3 of World War II vintage, were the first to debut in the Transport Fleet of the Indian Air Force (IAF) established soon after Independence. Post 1962 Sino-Indian conflict these were augmented by the Fairchild Packet C119G. In the subsequent years, the IAF leaned heavily on the Soviet Union for military equipment, receiving the An-12 in the mid-1960s followed by medium lift An-32 and heavy lift Il-76 in the 1980s. Russian transport aircraft are rugged, reliable, and powerful and require pilots with as much brawn as brain to operate. IAF pilots flew the Russian transport aircraft with a high degree of skill and confidence, but they longed to be in the cockpit of an American transport aircraft, particularly the C-130 Hercules which is designed both for crew comfort and exceptional operational attributes and has been visiting India off and on since 1962. First flown in 1954, different versions of the 20-tonne Class C-130 are used by many air forces in the world. Over the years, it has evolved into the ‘Super Hercules’ designated as the C-130J—a powerful and rugged aircraft with the capability to operate from short, semi-prepared runways in “hot and high” conditions. With a computer controlled automated cargo handling system, the aircraft is capable of high degree precision in para-drop. The aircraft carries an impressive array of avionics, such as Forward Looking Infra Red (FLIR), Head-up Display (HUD) and sophisticated Navi-

“We are looking at the C-130J for its specialised role of airlifting special forces.” —Air Chief Marshal (Retd) S.P. Tyagi, former IAF Chief, in an interview to SP’s Aviation in July 2006

gational Aids with which it can operate without deterioration in performance in extremely adverse weather conditions. It can even operate from an unlit airstrip in complete darkness. For self-protection, it carries missile warning and counter-measure systems, radar warning systems, electronic countermeasure systems and secure communication systems, all essential prerequisites for special operations. In many respects, the C-130J is reported to be clearly ahead of its contemporaries from Europe or Russia. Nearly three decades after the last of the C119G Fairchild Packet was phased out, the IAF is eagerly looking forward to induction of six ‘Super Hercules’, configured to Indian specifications for special operations. The $1 billion (Rs 3,940 crore) proposal for acquisition of the aircraft from American aerospace giant Lockheed Martin has recently been cleared by the Indian government. The contract under Foreign Military Sales (FMS) between the two governments is expected to be inked in the near future and delivery of the aircraft is expected in 2011-2012. Notching up a bill of $2.6 billion (Rs 10,240 crore) in defence equipment purchases in the last financial year, India has emerged the 10th largest investor in the world. Buoyed by growing Indo-US strategic relationship, the US defence industry is gearing itself to exploit attractive opportunities as India explores non-traditional sources for military hardware to modernise the armed forces. The C-130J deal spells success for the second time around for US defence industry in its efforts to penetrate the lucrative Indian market that’s expected to touch $5 billion (Rs 19,690 crore) per year over the next decade. The first was the purchase last year of the amphibious transport vessel USS Trenton for over $48 million (Rs 189 crore), along with six UH-3H helicopters for $39 million (Rs 154 crore). Talks are on to purchase 16 multi-mission MH60R helicopters for $400 million (Rs 1,575 crore) and eight Boeing-737 based P-8I long-range maritime reconnaissance patrol aircraft with anti-submarine warfare capability for $2 billion (Rs 7,876 crore). Lockheed is also eyeing the $10-billion (Rs 39,400 crore) contract for 126 Medium Multi-Role Combat Aircraft (MMRCA) for the IAF and has expressed interest in helping India develop its own missile defence network. SP DEFEXPO 2008 Special

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AIRLINES

T PRICE Aﬂoat at What

By Group Captain A.K. Sachdev, Bangalore

What drives the economics of an airline and what decides whether it will survive through a crunch phase in the industry 28

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DEFEXPO 2008 Special

he refrain that it takes three years to turn around an airline’s account books from red to black never fails to intrigue. It is hard to corroborate with infallible reliability the veracity of this kind of ‘voodoo economics’. On the contrary, rise in maintenance costs on equipment and vehicles would indicate a trend towards increasing costs. Eventually, survival will depend on deep pockets, deep enough to cushion recurring losses in the interim before profits start flowing in. But there are several potholes before reaching that stage—a fledgling airline could be done in by over ambitious planning or get gobbled up by competition. The Indian aviation industry is at an interesting stage of consolidation with three major mergers orchestrated already—Air India and Indian, Jet Air and Jetlite, and Kingfisher and Air Deccan. Consolidation of these three entities together account for more than four-fifths of the total aviation industry in India even as a few others appear on the horizon. So, what drives the economics of an airline and what decides whether it will survive, especially through a crunch phase in the industry? According to Centre for Asia Pacific Aviation estimates, the combined losses of Indian airlines for FY 2007-08 are Rs 1,979 crore ($500 million), with all airlines being in the red (although Spice Jet claims to have broken even during the year, its unaudited results for QE December 2007 show an operating profit as well as a net profit). An insight into the working of an airline is not a simple and straightforward exercise, especially when the airline under

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AIRLINES

study is privately owned, where complete financial transparency The most significant and painful component of costs is the fuel is neither desirable nor forthcoming. The issue gets further obfus- bill, which has been steadily rising and accounts for around 40% of cated if the principal company has other (profit making) ventures an airline’s expenses. The potential for cutting down the fuel bill is that allows for accounting jugglery. A better understanding of the limited and requires a strong will on the part of the management to financial aspects is possible in the case of public companies as it thrust some unpopular measures down the operational channels. has to publish audited results for the benefit of shareholders. Generally, the initiatives possible to conserve fuel can be classified That rule, inexplicably, does not apply to Air India and Indian, into operational and maintenance ones. While the Original Equipnow merged into NACIL. Evaluating the company’s economic sta- ment Manufacturer (OEM) readily provides theoretical frameworks tus could prove uphill as its financial health is clear neither to the for fuel conservation, putting these into practice is often not so management nor to the government. Proof of this came out in the easy—there are trade offs which the airline must evaluate in terms open at a NACIL board meeting convened in November 2007 to of costs and benefits. For instance, a compressor wash on the enpass the accounts for its constituent airlines for 2006-07. Air India, gine, according to the OEM, would give an increase in the engine it was revealed, had reported a net loss of Rs 541.3 crore ($130 performance and, hence, save on fuel consumption. The OEM may million) for the year, while Indian had reported a profit of Rs 57 also provide an improved figure but verifying the saving in direct crore ($15 million). Subsequently, Indian’s accounts were revised relation to a compressor wash would be difficult; performance pato show a loss of Rs 250 crore ($60 million). Further, these figures rameters would only give an estimation of the advantages effected do not include the Rs 550 crore ($140 million) owed to Airports by a compressor wash. On the other hand, the capital expendiAuthority of India (AAI) by the two airlines. ture (or hiring charges) on the special equipment required for a Other instances of opacity have also come to the fore. For in- compressor wash, and the additional expenditure on a mandatory stance, an amount of Rs 44 crore as rent accrual from Indian for engine test run required on a special high-speed run facility after utilising space in AAI’s building at Nariman Point, Mumbai finds no the wash, are tangible expenses. Often, therefore, the decision is mention in the airline’s accounts. Actual state of economics of these not without ambiguities. airlines can, thus, never be truly gauged except to say that the two Crew costs account for yet another major chunk of an airline’s are a drain on the nation’s economy. The only apparent solution is expenditure. The general shortage of pilots airlines faced till recently privatisation. Till the time that happens, the airline is unlikely to meant paying hefty salaries to those hired. Further, the salary bill turn profitable. for expatriate pilots was only a part of the total expenditure—fiveThat brings us to the question to determine why airlines are or four-star accommodations was an expected perk, not to mention not making profit. The primary reason is, of course, fierce competi- air-conditioned individual transportation from airport to residence/ tion, especially from low cost (low fare) airlines. When Air Deccan hotel and back. The scenario in respect of first officers has eased entered the aviation scene, it slashed the Bangalore-Delhi single with herds of young aspirants attaining Commercial Pilot Licences journey air fare from Rs 12,000 to Rs 2,500, inviting a flurry of (CPLs), a large number of them from flying schools in the US, Auscheaper fares from Indigo, Spice Jet and GoAir, thereby stabilis- tralia and Philippines. As a result, the starting salary on offer to a ing low fares on sectors serviced by these airlines. In the midst of first officer on his first assignment has dipped. The trend is likely this cut-throat competition, Air Deccan introduced the maximum to be repeated in the future when the large number of first officers fare cuts—Rs 99 to Re 1 and even free air tickets (the passenger who joined airlines during the last two or three years will attain the was required to only shell out the taxes). Cornered, the full service experience (flying hours) and qualifications (appropriate licence) reairlines were also forced to scissor fares. Since it was not possible quired to upgrade to captaincy. Once the situation eases off in terms to do so across the board, it was done in the guise of numerous of captain availability, there may be a rationalisation of salaries at special offers—Spot Fares, Check Fares and so on. So while on this level as well. one hand a plethora of pocket-friendly choices kept the customer With caution setting in, the inordinate spurt of aspiring airline happy, on the other hand, airlines suffered the brunt of low fares start-ups witnessed at the beginning of the present liberalisation and were forced to swallow the losses. phase of aviation in India has abated somewhat. The possibility of Most commonly used parameters to judge the profitability a crushing failure (as in the case of an airline which wound up as it of an airline are the Cost per Available Seat Kilometre (CASK) could not pay its lease bills, and a couple of cases where the airline and the Revenue per Available Seat Kilometre (RASK). Combined did not take off at all) has reined in the aspirations of all but serious with aircraft-utilisation figures and marplayers. Not content with flagging ambiket share, these two parameters manifest tions, the Ministry of Civil Aviation is in the A ﬂedgling airline could what an airline plans and what it achieves. process of drawing up a set of guidelines So far as costs are concerned, the percepthat will make it mandatory for aspiring be done in by over tion of fixed and variable elements varies airlines to disclose the source of funds and ambitious planning from management to management. But details of aircraft they plan to acquire or or get gobbled up by one basic fact remains true universally— lease. The purpose is clear: to ensure that competition. Eventually, more the utilisation for the same number airlines operate from sound financial footsurvival will depend of fleet holding, more efficiently are fixed ing from day one of starting operations. costs spread over RASKs and, hence, a Thus, along with the demand for more and on deep pockets, deep reduction in CASK. However, an orangemore air seats, the Indian aviation scene enough to cushion to-orange comparison is not possible beis all set to provide matching supply of air recurring losses. tween airlines on account of the different seat kilometers at reasonable rates, the aircraft being flown, the different sectors driving force being the economic lessons serviced, the sector lengths, the ticketing airlines are gleaning from their customer structures and so on. experience in this growing industry. SP DEFEXPO 2008 Special

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BUSINESS AVIATION

PHOTOGRAPHS: RESPECTIVE OEMS

Shifting

fortunes

The economic case for VLJs has been under close scrutiny and, while a new—more direct— market has opened, those who jumped on the VLJ bandwagon now ﬁnd themselves teetering on wheels that are deﬁnitely buckling. LIGHT, YET A LUXURY: (CLOCKWISE FROM TOP LEFT) CESSNA MUSTANG, EMBRAER PHENOM, EPIC DYNASTY FROM EPIC, HONDAJET FROM HONDA

By Phil Nasskau, London

orror stories of skies criss-crossed black with thousands of jet-powered aircraft in the hands of inexperienced pilots became staple media fare in the wake of the introduction of the Very Light Jet (VLJ) concept. The first of these VLJs have now entered service, with Cessna’s Citation Mustang taking that first-to-market mantle with the Eclipse 500 following close behind. Media fears appear to have been unfounded. The economic case for VLJs has been under close scrutiny and, while a new—more direct—market has opened, those who jumped on the VLJ bandwagon now find themselves teetering on wheels that are definitely buckling. Yet, as the world’s financial markets start to falter, business aviation continues its rampage with huge order backlogs and the fruition of emerging markets such as India, China, Russia and other former Eastern Bloc countries. While the launch of air taxi services has been fuelled by the introduction of the VLJs, manufacturers have been looking for greater investment and support to keep the low-cost service viable. India could have its own VLJ. Vijay Mallya has reportedly invested a whopping $200 million (Rs 395 crore) of his personal wealth for a 50 per cent stake in America’s Epic Aircraft. “Once the certification process of Dynasty, Victory and Elite is done in the US, I want to manufacture them in India,” he said, adding, “The manufacturing base in India will largely target the Middle East and Asia, besides the domestic market.” The Mallya link has definitely lend Epic a helping hand in the certification process. Epic President 30

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Rick Schrameck said, “Vijay has already brought Airbus into the role of consultants for our certification programmes.” India’s leading fractional operator Club One Air believes VLJs will prosper in the Asian markets. Managing Director Manav Singh says, “VLJs are going to change the private jet industry in India and abroad. Being fuel-efficient and cost-effective, the future of the VLJ is bright in India.” Club One Air is currently holding talks with Eclipse Aviation and another manufacturer to expand its fleet. “We are still in discussions with the two companies. A decision is likely in the coming month,” says Singh. The company plans to set up a maintenance and charter business for the aircraft in the country. If the venture takes off, it is likely that Club One Air will be the first commercial operation to offer VLJs in India. And if all goes according to plan, this could be as soon as March this year, with another 10 aircraft being added over the following year. These aircraft would be available under the company’s fraction ownership scheme; it currently flies a mix of Citations and AgustaWestland A119 Koalas. Apparently, Club One Air plans to invest $126 million (Rs 498 crore) in VLJ maintenance, repair and overhaul centre, and provide the crew for charter services. The company has plans to seek certification from the Federal Aviation Administration (FAA) and the Indian Director General of Civil Aviation (DGCA). The Eclipse 500, although second to market, is very much the driving force behind the move toward VLJs for

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the charter and air taxi industry. The company, led by for- pay for its ‘Make Production Fly’ programme. Koerbel said mer Microsoft executive Vern Raburn, has struggled with enough money remains to complete the certification of the production and delivery of the aircraft, leading to cash flow A700 this year. “We have to get the production processes problems, besides heartburns from in-house avionics. In De- right,” he stressed. “What we won’t do is build 100 aircraft cember 2007, it finally received FAA certification of the Avio and then have to rework them,” in an obvious jibe at comNG avionics and is retrofitting aircraft already delivered. But petitor Eclipse Aviation. this hasn’t stopped the company trying new ways to sell its Adam does have an order backlog of about 400 aircraft, aircraft and to date two have already been sold on eBay. representing nearly $1 billion (Rs 3,955 crore) in revenue. After offering special price-freezes to stimulate deposits, But that revenue is only potential, not guaranteed, it still another developing market fund operative stepped in. The needs to see through the certification process of the A700. solution to Eclipse’s financial black hole came from Russia. The company did successfully raise more than $200 milThe European Technology and Investment Research Centre lion (Rs 790 crore) in equity and debt with Goldman Sachs (ETIRC), based in Luxembourg, bought a stake in Eclipse to help secure its future. The “structure adjustment” means worth substantially more than $100 million (Rs 395 crore), that in addition to the job cuts, it will also suspend comand the title of non-executive chairman for ETIRC chief Roel posites operations at its Ogden, Utah facility through early Pieper. It also means ETIRC has the rights to sell the VLJ summer and transfer lay-up and bonding operations for the in 60 countries and the Russian connection comes from aircraft’s empennage from facilities in Pueblo, Colorado to Pieper’s desire to build the jet in Ulyanovsk. “Expanding its home base at Centennial Airport in Englewood, Colorado. our relationship with ETIRC will rapidly increase the impact If the company can survive the restructuring and certify the of the Eclipse 500 in this region and position us to meet A700, Koerbel plans on producing three A500s a month and the needs of our growing number of customers outside of after production ramp-up, 12-15 A700s a month. Despite North America,” Raburn said. Unthis break, Koerbel still plans to desurprisingly for Eclipse, it claims to liver 10 A500s this year. be the pioneer of the VLJ and also Is there a rent in the VLJ bubble? Aviation Technology asserts it has produced the first Not quite clear yet, but undeniably Group, who started 100 aircraft quicker than any othfor another manufacturer based at developing and certifying er general aviation manufacturer. Colorado’s Centennial Airport—perthe Javelin personal jet, The company claims, in 2007, 103 haps not permanently but certainly aircraft were completed, of which for the short-term. Aviation Technolhas disappeared from the only one had the Avio NG avionics. ogy Group (ATG), who started develVLJ radar after failing Eclipse has also struggled to keep oping and certifying the Javelin perto raise $200 million in up with the demand for pilot trainsonal jet, has disappeared from the ﬁnancing. ing and Raburn has said that by VLJ radar. ATG halted development March, three full-motion simulator of the two-seat jet after failing to will be operational, which should raise $200 million (Rs 790 crore) in allow training to catch up with the financing. In 2004, ATG teamed up deliveries. with Israel Aerospace Industries to While Eclipse has avoided the develop the Javelin in two variants. blackout of financial problems not However, at the beginning of 2007, all the other competitors have manthe two companies tasked Citigroup aged to find their ‘sugar-daddies’. to help raise $200 million to finance For instance, Adam Aircraft said it certification. After laying off most of was confident in December that its A700 light jet would be its workforce, it released a statement on January 18 that type certified by the end of 2008. Adam was bullish after it said “it is unlikely that adequate funding can be secured in a received its Type Inspection Authority from the FAA. Presi- timely manner. ATG has, therefore, decided to halt developdent Duncan Koerbel said, “We have steadily moved from ment of the Javelin at this time”. ATG planned to hold talks our first flight of the fully conforming A700 this spring with its business partners in the hope of a bailout, but it (2007) into FAA testing by taking advantage of the com- seems unlikely that IAI will come to the rescue. monality with the already certified A500 twin piston, as For other manufacturers following behind, the proswell as over 900 hours of development flying with the first pects look good. Embraer will certify and deliver its Phetwo A700 prototypes.” While Adam will need four type con- nom 100 this year; the Citation Mustang has already had forming test aircraft (it already has two; the first flew in the first EASA certified aircraft delivered; another model in April 2007) to achieve type certification, the company’s for- development, the HondaJet’s planned performance figures tunes could hit an air pocket. It has completed the extreme suggest it will be at the top end of the VLJ segment and weather testing of systems for the A700 in Alaska, which competing with the likes of the Phenom 100 and the Musdoes contribute to the certification process. But in mid-Jan- tang. Engines have been selected and it is on schedule for uary it announced a “strategic adjustment” and showed the certification next year. The last of the VLJs in development door to some 300 of its 800 employees, signalling a focus is the Spectrum SJ-33 Independence. Among its marketing on processes before ramping up production of the certified goals, this all-composite aircraft has the highest thrust-toA500 this summer. However, it is still short by about $100 weight ratio of any VLJ and good fuel economy. Certificamillion (Rs 395 crore) in additional financing, largely to tion and first delivery is expected in 2010. SP DEFEXPO 2008 Special

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MILITARY

MODERNISATION

Wings for MARITIME PATROL PHOTOGRAPHS: SP GUIDE PUBNS

EADS A319 (LEFT) AND BOEING P-8I

The IN, having accepted the already upgraded IL-38SDs as interim solution, may be looking for a long-term solution to enhance its maritime reconnaissance and attack capabilities. This is where Boeing’s P-8I and EADS’Airbus A319 step in. By Air Marshal (Retd) V.K. Bhatia

nprecedented and unabated economic growth witnessed over the last one decade has propelled India to the frontline of regional and global economic powers. With a growth rate almost at par with that of China, India is fast emerging as a ‘Regional Power’ in Asia and the India Ocean Region (IOR). Together with the regional influence that India is perceived to exert, come the attendant responsibilities. That the country’s regional commitments extend from the Gulf of Hormuz to the Malacca Straits has not only been reiterated by the Prime Minister, Dr Manmohan Singh, on various occasions but has been also echoed by other nations. For example, amid the din of warning bells over mounting terrorist threats to sea lanes around the Straits of Malacca, India was requested to shoulder a major policing role against sea-piracy in the region at a recent high-level meeting in the US. Present in the conference were Australia, Singapore, Malaysia, Indonesia and Japan, besides other nations. INDIAN NAVY: MARITIME ROLES

In India, the Indian Navy (IN)—with assistance from the Indian Coast Guard and the Indian Air Force—is entrusted with the role of safeguarding the country’s maritime interests. The primary tasks include maritime air patrol and other aerial assignments. For maritime air patrol, the IN relies on its fleet of around 15 Dornier 228-101 aircraft and 12 Israeli Searcher Mark II and Heron unmanned aerial vehicles (UAVs) to monitor India’s 7,516 km coastline, 1,917 islands and a 2.01 million sq km exclusive 32

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economic zone (EEZ). For farther ranges and interdiction within and beyond the EEZ, it presses into service a Russian fleet of eight to 10 ultra-long-range Tu-142 Bear aircraft and its two remaining IL-38 May maritime surveillance aircraft upgraded to IL-38SD standards (having previously lost two in a mid-air collision during a naval air show). The IN could acquire another three to five refurbished and upgraded IL38SDs by end-2007 or early-2008. But the upgrades have invited the ire of India’s Comptroller and Auditor General (CAG). In a May 2007 report, the CAG pointed out that the first two upgraded IL-38SDs have not incorporated certain planned essential avionics and weapon systems, “seriously limiting their operational capabilities”. The IL-38 upgrade includes the ‘Leninets Morskoy Zmei’ (Sea Dragon) digital common patrol suite, designed to detect and intercept surface vessels and submarines as well as detect mines and carry out surveillance. The suite can also deFor now, it is left to the tect airborne targets, and it can be linked to the Russian Glonass GPS Tu-142 to undertake satellite navigation system. India’s the IN’s long-range Defence Research and Development maritime aerial tasks. Organisation (DRDO) has reportBut, the aircraft, edly supplied the new IL-38SDs elecsupplied to India more tronic intelligence system, electronic countermeasures station system, than two decades digital firing decoys and radio comago, are fast moving munication system. India also plans towards obsolescence. to mount the medium-range PJ-10 BrahMos supersonic cruise missile on this aircraft. It has come to light that the Russian supplied ‘Sea Drag-

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MODERNISATION

on’ has not had a flawless performance. Also, the DRDO itself has not adhered to delivery schedules of its equipment. Consequently, for now it is left to the Tu-142 to undertake the IN’s long-range maritime aerial tasks. The Tu-142 was originally built as the Tu-95 heavy bomber in the pre-jet era before going on to a very long and successful career as the Eastern Bloc’s most important and longest ranging maritime surveillance and attack aircraft. A Tu-142 can fly a round-trip from Mumbai to Johannesburg in South Africa and back without refuelling. But, these aircraft, supplied to India more than two decades ago, are fast moving towards obsolescence. All have been refurbished at least once and reports suggest that these may be on the brink of being retired after negotiations with Russia and Israel to retrofit them were called off. The IN, therefore, finds itself in an unenviable position so far as its longrange maritime patrol and attack capabilities are concerned.

ing a mix of Unmanned Aerial Vehicles (UAVs) and Multi-role Maritime Aircraft (MMAs), the faster dash speeds of jet-powered aircraft to quickly reach the area of interest from a cold start have become an operational requirement. Therefore, it comes as little surprise that the IN is also seriously considering jet models for its long-term maritime requirements. In mid-2007, an IN team led by a one-star officer observed MRA derivative trials and simulations for the Airbus A319 in Spain and Boeing’s P-8A Poseidon in the US. P-8I VS AIRBUS A319

Based on the US Navy’s C-40A clipper, Boeing’s P-8A (P-8I for the IN) actually combines the fuselage of a 737-800 with the raked wing of a 737-900. The hybrid airframe is being developed as a thoroughbred MMA aircraft powered by two CFM56-7B engines, an internal weapons bay and underwing hardpoints for air-to-surface missiles. It is envisaged to carry LONG-TERM REQUIREMENTS full range of maritime patrol equipment and weapons, inCurrent glitches notwithstanding, onboard systems of the cluding Raytheon AN/APY-10 maritime surveillance radar, upgraded IL-38s could be ‘tweaked’ to perform to designed Northrop Grumman electro-optical/infrared sensor systems, specifications. But the ageing airframes suggest that these electronic support measures (ESM) system and DIRCM miswould provide only an interim solution to the IN. Keeping in sile defence system, three in-flight reloadable rotary sonobuoy mind the navy’s long-term requirements, India had invited launchers with total capacity of 120 sonobuoys and magnetic bidders which reportedly included: anomaly detector (MAD) by CAE. Boeing is also developing • BAE (Nimrod) UAV control software, presumably for BAMS application. In • Boeing (P-8I) addition, the aircraft will carry the full range of latest mari• IAI/Elta (Dassault Falcon 900 MPA) time strike weapons in its internal weapons bay and six hard • Lockheed Martin (P-3C Orion) points (two under each wing and two under fuselage). • EADS (CN-235MP, AT3 Atlantique, ATR-72MP and the The Airbus, on the other hand, appears to be in the design conmodified A319) cept stage with its offer of A319 as the base platform to develop the • Rosoboronexport (IL-38 ‘May’ and Tu-142 ‘Bear’, both MMA. Whether it has also formed a team with different systems’ currently in service) manufacturers for the entire development package, on similar lines Even a cursory glance at the aircraft on offer would reveal that to what Boeing has already done, is not evident as yet. most of them are old platforms (akin to having same old but tad Shy of almost 10,000 kg in maximum weight, A319 might give differently flavoured wine in the same old bottle). The only excep- a misleading appearance of being less capable. However, the paytions are the new jet-powered Boeing P-8A MMA and the EADS’ loads of both aircraft are comparable as the A319 platform is lightAirbus ‘Modified A319’ designs. The IN did toy with the idea of er than the P-8A by about 9,000 kg. The addition of nine centerline accepting Lockheed Martin’s lease offer of three P-3C Orions, later tanks which the Airbus devised for the ACJ to give the ‘corporate’ to be converted into full-fledged buys with additional aircraft, but, jet trans-continental range, if used on the MMA version, would as of now, the deal appears to have fallen by the wayside. Un- make it better than the Poseidon in range and on station time. daunted, the US company still nurtures hopes of including India But the P-8A would score over A319 in dash transit and operating as the 16th nation to operate the upgraded ‘Orion’ airframe with speeds to be able to arrive faster on the scene of action and cover a choice of sensors and equipment to be placed onboard for long- much bigger areas in shorter timeframes. range maritime reconnaissance or anti-submarine mode. The IN, So far as project development is concerned, Boeing appears on the other hand, having accepted the to be on a much faster track than the already upgraded IL-38SDs as interim Airbus but then, the latter is known to solution, may be looking for ultramodalso move fast once it makes up its mind For maritime air patrol, ern designs as a long-term solution to to develop a particular product. In the the IN relies on its ﬂeet enhance its maritime reconnaissance meantime, ‘Team Boeing’ has announced and attack capabilities. This is where its offer to develop and deliver eight Pof around 15 Dornier Boeing’s P-8A, Poseidon and EADS’ 8I MMA variants for the IN, touting its 228-101 aircraft and 12 Airbus A319 modified for maritime commonality and supportability benefits. Israeli Searcher Mark II roles step in. A virtual revolution in The proposal put forward by the Boeing and Heron UAVs. It could jet engine designs—that has decisively team—CFM, Northrop Grumman, Rayacquire another three done away with earlier shortcomings theon and Smiths Aerospace—includes relating to slow-speed operations and the development of a unique IN P-8I to ﬁve refurbished and ‘burst of power’ requirements vis-à-vis configuration, significant participation upgraded IL-38SDs by ‘propeller-driven’ counterparts—has for Indian industry to cover the ‘Offset end-2007 or early-2008. put such aircraft in the forefront as the Clause’ in defence deals, test and certifi‘more favoured’ options. Secondly, in cation activities, and delivery of all eight the fast emerging Broad Area Maritime aircraft over a four-year period. If that’s Surveillance (BAMS) scenario, employnot fast what is? EADS, take note. SP DEFEXPO 2008 Special

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FLIGHT SAFETY

Clear & Present

Danger

By Group Captain A.K. Sachdev, Bangalore

n 2007, a survey conducted by the Aviation Safety Network (an exclusive service of the Flight Safety Foundation) drew the spotlight on 26 fatal multiengine airline accidents. One could draw comfort comparing the figure with the running average of 34 for the previous 10 years as also from the fact that none of the 26 accidents occurred in India. However, there is a growing feeling of disquiet among aviation circles about the differential pace between the quantitative growth in Indian aviation and the qualitative nature of its safety practices. Greater the impetus to aviation more should be the attention paid to safety, but cut-throat competition and relentless market forces are inexorably pushing safety concerns into a corner. Who are the major stakeholders in the process of ensuring Indian skies are safe to fly in? What can be done to effectively address the problem? Admittedly, the Ministry of Civil Aviation under Praful Patel has shown great insight and foresight, taking bold decisions and implementing them wholeheartedly. Indeed, Patel was perhaps the best incumbent for the post at this historic phase of consolidation in the Indian aviation industry. That said and despite some dedicated professionals in 34

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Greater the impetus to aviation more should be the attention paid to safety, but in India, cut-throat competition and relentless market forces are inexorably pushing safety concerns into a corner. the Directorate General Civil Aviation (DGCA), aviation regulations in India are more often than not shoddily executed. The structure itself, clogged by kibitzing bureaucratic shenanigans, is not ideally suited for a dynamic, vertically mobile industry, raring to grow rapidly. Regulatory changes, in response to changes in ground (and sky) realities are slow in taking shape, the process often waylaid by strong lobbies of doubtful credence. As such, the DGCA finds itself at odds with the gigantic leaps aviation is poised for; its cause is not helped by government policies for filling vacancies whereby preferential treatment allotted to some classes necessarily translates to merit being not always the strict criterion when

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FLIGHT SAFETY

Ensuring Safety For Airlines

s the quantum of aviation increases, one possible solution would be for the DGCA to retain its prerogative of laying down regulations but to delegate more and more of the monitoring and surveillance functions to the individual airlines. However, that may be a retrograde step as it is unlikely that loss making airlines would embrace safety at the cost of increased expenditure (more crews, more time on maintenance) or reduced revenue (cut down aircraft utilisation), when the main mission, the raison d’etre of the airline is to rake in profits. Alternatively, surveillance and monitoring could perhaps be left to the airlines, with the regulatory authority carrying out only rare, percentage checks with extremely severe penalty for detected deviations from regulations ranging from, say, permanent revocation of flying licence for serious crew offences to withdrawal of Airline Operating Permit for serious breaches by the airline. This sort of dispensation may sound far fetched but is an ideal combination of carrot and stick. It may take time to indoctrinate all the stakeholders into this regime but the end result would be a much safer flying environment. Simply put, there is adequate reason to be apprehensive about safety assurances not keeping pace with the commercial growth in aviation. Despite all the good intentions of the Ministry of Civil Aviation, the Airports Authority and the DGCA, the flying environment in the Indian skies is not very comforting. There is a need for all stakeholders to sit back, take stock of individual roles and stakes and implement ameliorative measures, fast. SP

appointing individuals to key positions. Further, there is an inherent anomaly in the very structure of the DGCA. Consider this. Responsibility for preventive actions as well as accident/incident investigation rests with the Air Safety branch which falls within the ambit of the DGCA that also encompasses the Air Worthiness branch in charge of ensuring that all aircraft flying in Indian skies are fit to operate. So effectively, the organisation that certifies an aeroplane fit for flying is also the entity that will conduct investigation into an accident which may have been caused by a possible fault in that

very aircraft. In the US, the National Transport Safety Board (NTSB) carries out investigation of accidents and can thus objectively assess causes of accidents; the regulatory body, Federal Aviation Authority (FAA), does not investigate accidents. Even in India, the Commission of Railway Safety (CRS), which carries out the statutory investigation of major train accidents, does not come under the Ministry of Railways and is, therefore, independent in its functioning. The good news is the government is mulling over setting up a separate body for investigating aviation accidents so as to achieve unbiased and objective assessments of causes and preventive recommendations. There’s no denying that the infrastructure is reeling under the unprecedented boom in aviation activity. At the busier airports (Delhi, Mumbai and Bangalore, for instance), delays in taxiing out before departures and in holding over destination airfields are the rule rather than the exception. Taxi tracks are hemmed in by parking bays on either sides, at times uncomfortably close to the wingtips of the taxiing aircraft. No doubt, mandatory calculations and measurements for wingtip clearances and a safety margin have been well documented, but unmitigated aircraft traffic growth in the airports has ensured a steady meltdown of the stipulated figure. Parking bays are no longer independent islands of comparative security and safety, with sterile area markings around the parking lot. Instead, each sterile area appears to have been squeezed between two or more adja-

Parking bays are no longer independent islands of comparative security and safety, with sterile area markings around the parking lot. Instead, each sterile area appears to have been squeezed between two or more adjacent sterile areas.

cent sterile areas, much like precisely fitting pieces of a gigantic jigsaw puzzle. At times, for want of spare space, adjacent sterile areas even share a single dividing line. Considering that a sterile area is meant to keep intruding vehicles and equipment out of harm’s way of an approaching aircraft, the implication is clear—if a vehicle has to get out of one sterile area, it has to enter the one adjacent. A normal procedure in busy airports, this also perhaps explains the large number of ground incidents in the last year. As a result of the congested re-alignment of parking areas, the good old practice of an aircraft taxiing into a parking bay from one direction and then, after collecting passengers, taxiing out the way it was facing when parked, has had to be abandoned. Almost every departure at the busier airports now involves a pushback start-up, incurring increased potential for further diluting safety. Air Traffic Control (ATC) is also feeling the heat of increased aviation activity. The Minister of Civil Aviation has gone on record to admit that there are 1,504 ATC Officers as against a sanctioned strength of 1,707—a shortage with obvious repercussions on safety. Nowadays, it is not uncommon to hear proclamations on R/T (radiotelephone) which are not quite in sync with the air situation around; harried controllers are often queried back for clarifications for the issue to be resolved. However, there’s no denying the chances of an unsuspecting crew carrying out erroneous instructions with disastrous results. Not that the crew are not liable to make mistakes. Grave errors like landing the aircraft on the wrong runway or overshooting a runway has regularly hit the headlines. Crews endure relentless pressure of tightly drawn up schedules dictated by the airlines’ overriding need to squeeze in the last possible minute of the aircraft fleet in every flying day, barely allowing for adequate time between one departure and the next landing by the same aircraft for a quick turnaround. If one flight gets delayed, there is a cascading effect on the subsequent flights utilising the same aircraft through the day. Also, crew manning is just adequate to meet those schedules without exceeding regulatory Flight Duty Time Limitations, but just. SP

DEFEXPO 2008 Special

SP’S AVIATION

SPACE

OPERATIONS

Supervising the The Future Air Navigation System addresses the key aspects of surveillance, navigation aids and communications. In a near perfect situation, the aircraft would be under surveillance not only in ﬂight, but from the minute it taxis out to the moment when it parks at the designated bay.

By Air Marshal (Retd) V. Patney

ix million sq km of airspace—including 3.8 million sq km of airspace above the seas surrounding the country—falls within Indian jurisdiction. Expected aircraft movement in any given 24-hour period is estimated to be around 15,000, a figure that swells within the 2.2 million sq km of airspace over land mass. That said, the likely traffic density does not appear to be very high, given the vast airspace area in sq km, the vertical extent of the third dimension in which aircraft operate and the fact that all aircraft movements in a single day are not at the same time. However, problems do arise as the traffic tends to concentrate over towns and airfields, and airspace users are many and varied. A system of controls and checks is essential. The purpose of air space management is to permit maximum freedom to the operators, consistent with safety, military requirements, and Air Defence needs. The civilian air traffic would want to operate with minimum checks, direct routings and lesser time spent in the airfield control zone or on the ground. However, substantial airspace is required for the military for training and exercises, necessitating restrictions on over flights. There are also prohibited areas over which no air activity is permitted. In addition, the Indian Air Force (IAF) needs to take measures to ensure the country’s Air Defence. Also, the system should also be able to address unforeseen circumstances, like hijackings, aircraft emergencies, accidents and poor weather. With the accelerating increase in air traffic, adequacy of parking bays and ground space at airfields could also be a constraint necessitating other checks and balances. Air Defence of the country is the axiomatic responsibility of the IAF. Hence, the paradigm of airspace management should permit effective air defence. Towards this end, all aircraft are required to submit flight plans, follow procedures 36

SP’S AVIATION

DEFEXPO 2008 Special

and identify themselves whenever called upon to do so. Within the stipulated rules, the Airports Authority of India has been given the authority to control civil air traffic and traffic over civilian airfields. In emergency or war, the rules could be altered as necessary. Civilian traffic is controlled either through ‘positive control’, possible when the aircraft are painting on radars, or through ‘procedure control’. The term ‘positive control’ is self explanatory. Procedure control relates to the mandatory procedures that must be followed when the aircraft are out of radar surveillance. The ‘procedures’, inter alia, pertain to height of operation, strict adherence to Air Traffic Routes, avoidance of restricted or prohibited areas, and mandatory reporting when flying over stipulated points. The minimum horizontal and vertical separation has to be maintained to ensure safety. The separation minima can be reduced only when safety is ensured with the new aircraft/equipment combination. For instance, with better means of estimate of altitudes, a Revised Vertical Separation Minima (RVSM) could be introduced in November 2003, providing six additional flight levels. Surveillance, navigation aids, and communications are the three essential elements of airspace management. The Future Air Navigation System (FANS) addresses all these aspects. The term FANS relates to a series of improvements and automations, including futuristic capabilities. In a near perfect situation, the aircraft would be under surveillance not only in flight, but from the minute it taxis out to the moment when it parks at the designated bay after the flight; the navigation aids would ensure that the aircraft follow the approved flight path meticulously even when modifications are ordered or requested in flight; the communication systems are foolproof; and adequate redundancies are built into all the above aspects. In addition, all aircraft should be

PHOTOGRAPH: SP GUIDE PUBNS

Skies

SPACE OPERATIONS fitted with necessary avionics, Aircraft Collision Avoidance ignated areas, with no other civil or military traffic permitSystems (ACAS), and state-of-art landing systems. All these ted except after express clearance for stated times, direction requirements are somewhat distant, if not utopian, but de- and height band. Again, a system of constant check is needspite that allowances will have to be made for emergencies, ed to ensure that enemy aircraft are detected and positively bad weather, runway blocks, hijackings and a host of other identified as early as possible and their destruction ordered. such possible occurrences. Automation will help immensely The danger of ‘blue on blue’ kills is always present and must but cannot be viewed as a panacea. be avoided. This demands strict controls and adherence to Providing radar coverage over the entire airspace is a protocols. Otherwise, the effectiveness of the Air Defence near impossible task. Nevertheless, whatever radars are machinery could be seriously undermined. available, immaterial of ownership, should be seamlessly Inherent problems in airspace management for military integrated. Also, to support Air Defence requirements, all aircraft become more pronounced against the backdrop of new radars acquired should be primary radars that work certain other factors. Firstly, there could be rapid and near independent of aircraft systems rather than the less expen- continuous changes in direction, speed and height. Secondly, sive secondary radars. in military aviation, a number of aircraft could be manoeuvrFANS essentially relies on satellite technology. Global ing independently at the same time in restricted airspace, and Positioning System (GPS) can improve accuracy of naviga- an ‘unauthorised’ flight could pose collision risks. Thirdly, the tion considerably and the Indian GPS Aided Geo Augmented number of airborne aircraft, helicopters, UAVs, and so on is Navigation (GAGAN) system likely to be installed in the next increasingly adding to the complexity of airspace managefew years shows promise. It is an AAI and ISRO project in- ment. Fourthly, the missions are vastly different warranting tended to provide navigation support through all phases of near individual consideration for clearances. Fifthly, in the flight. The system will provide corrected position indications milieu of a large number of friendly airborne objects, enemy and the same can be transmitted aircraft could intrude and they have to Air Traffic Control organisation to be detected. Sixthly, occasions do at stated intervals automatically. arise when total R/T silence has to The civilian air traffic Thereafter, computer software can be maintained. would want to operate determine adherence to fight path Inadequate surveillance, comwith minimum checks, and warn about aircraft in close munication and navigation facilities direct routings and proximity. The increasing reliance only add to the dilemma. Proposed on data transfers through satellites improvements for safer civil avialesser time spent in the instead of voice communications, tion will help but the enemy will not airﬁeld control zone accurate navigation, and GPS-aided give ‘position reports’. Radars that or on the ground. position reporting will allow more can cover required height bands However, substantial aircraft to operate with safety in and distances are essential. Howevairspace is required for the a given airspace. With increase in er, procurement of these in sufficient number of carriers, including airnumbers is not only an expensive military for training and craft and helicopters of corporate proposition, their control also poses exercises, necessitating business houses, the approach toproblems. Burgeoning air traffic has restrictions on over ﬂights. wards FANS should get greater primade it imperative to acquire Airority. The desire to use helicopters borne Warning and Control System from rooftops will compound the aircraft and an effective Integrated problem and so will the increasing Air Command and Control System. use of Unmanned Aerial Vehicles Also, as airspace management and (UAVs). A report from Brussels datair defence are closely correlated, ed January 9 states that defence and aerospace companies the principle of Unity of Command is a pre-requisite. Auhave been tasked to prepare a roadmap for safe operation of tonomous control to some weapon systems may be allowed UAVs routinely along with other air traffic in European skies under definite circumstances but it will be ‘allowed’ or ‘perby 2015. India should take similar steps. mitted’—it can never be taken for granted. With increased air traffic, vagaries of weather, limited Systems currently in vogue will require alterations with parking and aircraft handling facilities at airports, the recent availability of better avionics, modern equipment, and AAI proposal to establish a Central Air Traffic Flow Manage- changes in the requirements of different users. For instance, ment Unit is welcome. The unit will have real time informa- better data processing systems coupled with advanced surtion on capacities at airfields, traffic flows, weather hazards, veillance and communication systems will permit an accuand so on. Operators will be able to access the information to rate and composite air picture to be transmitted wherever facilitate better decisions on diversions and rescheduling of required. On the other hand, greater effectiveness of cyber flights. Such a service is also part of airspace management. warfare and information warfare systems, including ECM, will heighten complexities. Technology would have to come MILITARY REQUIREMENTS to the rescue and provide a workable system that allows for Military aviation has to be given much greater freedom of ac- redundancies. Above all, airspace management is a dynamic tion. In battle, combat aircraft cannot follow predetermined process demanding foresight, a disciplined approach and flight paths. The same holds true for training areas. Hence, adherence to stipulated norms with the express purpose of these must be given near freedom of manoeuvre over des- ensuring safe flying in a controlled airspace. SP DEFEXPO 2008 Special

SP’S AVIATION

CIVIL

PILOT TRAINING

Wanted:

Capable Hands

ivil Aviation in India has witnessed a growth trajectory unheard of in any other country barring China. Many factors have contributed to this buoyancy, foremost among them being deregulation of civil aviation in the early 1990s. Amid reports of proposals to permit enhanced FDI limits in this sector, the spotlight has swerved to focus unwaveringly on infrastructure. Efforts are being made by both the Central and state governments to increase the number of operational airports to serve second-tier cities but with the rapid increase in number of aircraft and airports, the shortage of flight crew, maintenance crew and airfield operating staff will become more critical. The growth trajectory of the Gross Domestic Product of India has also given a fillip to the number of business jets and air travellers, thus making the inadequacies more acute. Failing to cope with the increased requirement of pilots, the yesteryear flying clubs in many states had to also grapple with largescale exodus of instructional staff to the airlines. The gap

airlines. This is a serious matter and points to either lack of proper selection process by the flying academies or quality training. In case the situation does not improve, the airlines will continue to depend on foreign crew and expansion plans will suffer. One heartening news amid the bleak scenario is Textron Inc.’s entry into pilot training in India through its, subsidiary Cessna Pilot Centre (CPC). There are over 300 CPCs across the world but this is the company’s maiden venture in India with a tie-up with Touchwood Aviation Academy. CPC brings with it a very effective and standardised computer-based learning programme. What is not known is how different will its approach be when selecting trainees and grooming them into successful commercial pilots. The location of Touchwood Academy at Raipur has its pros and cons, but the biggest advantage will be good flying environment and maximum number of good weather days during the year. The role played by the simulators can never be overstated and the plans of Touchwood Academy to acquire Boeing and

PHOTOGRAPHS: SHARAD SAXENA

An imperative on ﬂying academies is to introduce a rigorous selection process, perhaps on the lines of air forces worldwide, and also improve the training methodology

AN INITIATIVE TO OFFER INNOVATIVE MEANS FOR QUALITY PILOT TRAINING: JIM DELONG, REGIONAL MANAGER, CESSNA PILOT CENTRE; BRUMLEY SMITH, MANAGER, CESSNA PILOT CENTRE; MANJIT SINGH, DIRECTOR, TOUCHWOOD AVIATION AT THE LAUNCH OF THE PROGRAMME

is sought to be filled by enhancing the capacity at Indira Gandhi Rashtriya Uran Akademi at Fursatganj and setting up an academy at Gondia, midway between Nagpur and Raipur. Private flying academies and airlines should, however, come forward to undertake quality training of pilots. Lure of good money and the glamour attached with airlines has attracted the youth. Irrespective of whether they have the aptitude and passion for flying or not, youngsters are prepared to shell out money for training. The flying institutes are, of course, ready to train whosoever is ready to pay. Although there is a shortage of pilots for civil airlines in India, there are also reports that a number of Commercial Pilots License (CPL) holders are waiting to be selected by the 38

SP’S AVIATION

DEFEXPO 2008 Special

Airbus planes are definitely ambitious. An imperative on flying academies is to introduce a rigorous selection process, perhaps on the lines of air forces worldwide, and also improve the training methodology. A number of academies induct instructors who are only CPL holders and, not having flown big jets, do not possess adequate experience to impart training. Pilot training must not be trivialised since flying is a very serious business and commercial pilots shoulder the daunting responsibility of ferrying passengers safely. Computer-based procedures will help standardise training and there are a number of reputed institutes with whom tie-ups can be established. SP — Air Marshal P.K. Mehra

Hall of Fame

PHOTOGRAPH: WIKIPEDIA

F THERE IS ONE person who could claim to have made aviation commonplace, it is Charles Augustus Lindbergh. Today, in the era of space travel, one may be forgiven for wondering what all the fuss was about when Lindbergh flew solo across the Atlantic in 1927. At the time, it was as epochal as walking on the moon. Lindbergh was born in Detroit on February 4, 1902. A Swedish immigrant and lawyer, his father, Charles Augustus Lindbergh Sr, served as US Congressman from Minnesota. The young Charles demonstrated exceptional mechanical ability and seemed destined to be an engineer. But his interest lay in flying. He left the University of Wisconsin midway through his engineering degree to become a barnstormer, performing daring aerial stunts. In 1924, he joined the Army Air Service and later took up a job delivering mail. In 1919, Raymond Orteig a New York hotelier, offered $25,000 to the first person to fly non-stop from New York to Paris. Eight years later, the money lay unclaimed but several pilots died in the attempt at the feat. Lindbergh knew he could do it—if he had the resources. He persuaded St Louis businessmen to provide funds. Next, he secured the involvement of the Ryan Aeronautical Company of San Diego. As many others were in the race, time was of essence. So began Lindbergh’s project to modify one of Ryan’s existing designs. With an all-up-weight of 2,330 kg, the single-seat monoplane was 8.4 m long and had a wingspan of 14 m. It cruised at a sedate 160-175 km per hour. To minimise all-up-weight, he dispensed with radio and parachute. Powered by a 223 hp, air-cooled, nine cylinder, Wright J-5C ‘Whirlwind’ engine, the aircraft had additional fuel tanks for extended range. The main fuel tank located ahead of the pilot, helped improve longitudinal stability and provide protection in the event of crash landing—probability of which was high. With no front windshield but only a periscope that allowed restricted frontal view, the pilot had to look through the side windows for take-off/landing and to avoid flying into obstructions at low level. Custom built to accommodate the tall Lindbergh, the seat was

Charles A.Lindbergh (1902 – 1974) On May 21, 1927, over 33 hours after departure and ﬂying 5,790 km on a single-seat monoplane, Charles A. Lindbergh arrived at Le Bourget at 10.21 pm Paris time. Thousands welcomed him. A legend was born. made uncomfortable by design lest he fall asleep during the long flight! The plane, costing $10,000, was built in 60 days and christened the “Spirit of St Louis”. Early May 20, 1927, Lindbergh took off from Roosevelt airfield, New York City. Operating around 500 m above

the sea, at times skimming the waves or flying ‘blind’, he encountered fog and icing. But the main risk was from drowsiness, which could have resulted in loss of control of his unstable plane and a catastrophic end. Over 33 hours after departure, flying 5,790 km on a single-seat monoplane, Lindbergh arrived at Le Bourget on May 21 at 10.21 pm Paris time (5.21 pm New York time). Thousands welcomed him. A legend was born. News of Lindbergh’s spectacular success spread rapidly across the world. There were celebrations galore and he was conferred numerous honours and awards, including the Congressional Medal of Honour and the Distinguished Flying Cross. Flying the “Spirit of St Louis” Lindbergh undertook a whirlwind tour across the US, visiting 92 cities in every state to spread the message of aviation. Overnight, there was an explosion of air-mail and air travel. Lindbergh flew to Latin America to spread American goodwill. In Mexico, he met Anne Spencer Morrow, the daughter of the American ambassador, whom he married in 1929. Anne learnt to fly and was the first woman in America with a glider pilot’s licence. Obtaining a pilot’s licence, she undertook flights across the world with Lindbergh. In 1953, Lindbergh published The Spirit of St Louis, an account of his famous flight, which later won the Pulitzer Prize. He also chaired the National Advisory Committee for Aeronautics in the US. Throughout his eventful career, Lindbergh was closely associated with the aviation industry but not without controversy. The kidnapping and murder of his child in 1932 traumatised the young couple. Later, he was treated as a veritable traitor for his perceived support for the Nazis and accepting the award of German Medal of Honour in 1938. Lindbergh died of cancer on August 26, 1974. Controversies notwithstanding, Lindbergh is remembered for a number of innovations in aviation that form the basis of modern intercontinental air travel. So, the next time you enjoy a comfortable long-distance flight, spare a thought for the man who blazed the trail. SP — Group Captain (Retd) Joseph Noronha, Goa

DEFEXPO 2008 Special

SP’S AVIATION

Digest

NEWS

MILITARY Asia-Pacific IAF to get 40 more Hawk trainers Continuing with its flurry of big-ticket defence deals, India is now firmly on course to acquire another 40 British ‘Hawk’ advanced jet-trainers (AJTs) to add to the 66 such aircraft already contracted in the Rs 8,000 crore ($2 billion) project finalised in March 2004. Though the IAF has been asking for 40 more Hawks for quite some time, sources said the new procurement has only now been cleared by the Defence Acquisitions Council, chaired by Defence Minister A.K. Antony. ‘‘The proposal will be placed before the Cabinet Committee on Security for the final nod very soon. The 40 new Hawks will be manufactured by Hindustan Aeronautics Ltd (HAL), which is already gearing up to take on the production of 42 AJTs from the earlier deal,’’ said a source. Five of the ‘flyaway’ Hawks from UK have already arrived at Bidar airbase in north Karnataka, earmarked as the hub for all IAF fighter training in the country, with the older MiG-21 training establishments at Tezpur, Bhuj, Jamnagar and Nalia being gradually disbanded. Sweden enters into an agreement with Thailand on Gripen, Erieye

On January 24, the Swedish government authorised the Defence Materiel Administration to enter into an agreement with the air force in Thailand on the transfer of an integrated air surveillance system comprising JAS-39 Gripen and the Erieye radar surveillance system under a $590 million (Rs 2,342 crore) 40

SP’S AVIATION

sale of six Gripen fighters and two Saab 340 turboprops, one fitted with the Erieye AEW&C radar to Thailand. Thailand is to replace its present air surveillance system when parts of the country’s current air fleet are phased out in 2011. The system’s role will be to monitor Thailand’s airspace and conduct incident preparedness. Saudi Arabia to take delivery of Eurofighters next year Saudi Arabia will receive the first of 72 Eurofighter Typhoon aircraft next year. According to the Saudi Ministry of Defence and Aviation, the Kingdom will pay the same price for each jet as the Royal Air Force. The deal followed an August 2006 agreement in principle and a memorandum of understanding between the two governments to modernise the Saudi armed forces. The MoU, signed in December 2005, also provides for “a transfer of technology, investment in defense industry inside Saudi Arabia and the training of Saudi pilots”, according to the Saudi Ministry of Defence. Growth of Afghan Air Corps The Afghan army air corps is going through rapid growth, but it will take eight years for the force to be self-sustaining and independent, the commander of the Combined Air Power Transition Force said from his headquarters in the Afghan capital of Kabul on January 24. Brigadier General Jay H. Lindell said the air corps has doubled its capability since October and that he expects it to double again in the next six months. His 133 US service-members are helping the Afghan National Army establish the air corps. Ultimately, the force will have 112 aircraft and 7,400 members. It now has 1,950 members, about 180 of them pilots. The air corps now has four Antonov fixedwing transport planes and 16 Mi-17 and Mi-35 helicopters. The general said the force will receive 16 more Mi-17, six more Mi-35 helicopters, and four more Antonovs in the next six months. The air

DEFEXPO 2008 Special

corps also will buy 20 C-27A Spartan aircraft, with the first set to arrive in June 2009.

MILITARY Europe Lack of helicopters, crews hit Afghanistan operations Operations in Afghanistan could be seriously hampered by a lack of helicopters and crew according to new MoD figures. UK MoD has admitted that only one-third to one-half of its helicopters are “fit for purpose” or “capable of carrying out their planned missions on a given date”. Commenting, Shadow Defence Secretary, Dr Liam Fox said, “The current shortage of helicopters and crew is sure to have an impact on our capabilities in Afghanistan and Iraq. When I visited troops in Helmand Province, in November, it became clear there was a shortage of Apaches and Chinooks to support troops on the ground. Gordon Brown, as Chancellor, presided over a £1.4 billion cut in the helicopter budget back in 2004 and we are now seeing the consequences of that decision.” Thales and SABCA selected for French Alphajet upgrade In partnership with Belgiumbased aerospace company SABCA (part of the Dassault Group), Thales has been selected by the French defence procurement agency of the French Ministry of Defence to upgrade the avionics on 20 Alphajet trainer aircraft operated by the French Air Force. The contract is worth around 20 million euros (Rs 115.5 crore) and calls for integration by SABCA of an avionics suite developed by Thales. The suite comprises a head-up display (HUD) in the front cockpit, a head-up repeater in the rear seat, a Totem 3000 inertial/GPS navigation system as well as associated screens and control panels. This upgrade will give France a highly advanced training system to prepare pilots at the French-Belgian flight training school in Ca-

QuickRoundUp AIRBUS • In 2007, Airbus delivered 453 aircraft, 19 more than in 2006, on time and to customer satisfaction. The deliveries include 367 A320 Family aircraft, six A300 Freighters, 79 A330/A340 aircraft, and the first all new eco-efficient A380 to Singapore Airlines. Induction of the A380 was smooth, with a very high technical dispatch reliability rate. In 2008, deliveries are scheduled to be above 470. • The second production Airbus A380 has been handed over to Singapore Airlines on schedule. Equipped with four Rolls Royce Trent 900 engines, the second aircraft for the first A380 operator follows the delivery of the first A380 in October 2007. • The Dublin-based lessor AWAS has signed a firm contract for 75 A320 Family aircraft, bringing its Airbus portfolio to a total of 136, comprising single-aisle and long-range aircraft. This is the first order announced by Airbus during 2008. AWAS is one of the three largest aircraft leasing companies in the world. ARIANESPACE • Arianespace has been chosen to launch the Yahsat 1A communications satellite built by Astrium and Thales Alenia Space for operator Al Yah Satellite Communications Company PrJsc (Yahsat) of the United Arab Emirates and is scheduled for an Ariane 5 launch into geostationary transfer orbit in 2010. BOEING • Boeing has announced postponement the first flight of the 787 from the end of the first quarter of this year to around the end of the second quarter to provide additional time to complete assembly of the first airplane. Deliveries are now expected to begin in early 2009. • The Boeing Company has released a 53-page study prepared by Conklin & de Decker Aviation Information showing that a commercial 767 airplane is substantially more fuel efficient than the larger Airbus 330. The study showed that the 767 fleet burned 24 per cent less fuel than the A-330s and would save approximately $14.6 billion (Rs 57,953 crore) in

Digest

NEWS

HELIPOWER INDIA 2008

School and South Africa.

SPOTLIGHT ON HELICOPTERS

MILITARY

By Sanjay Kumar IAF Chief Air Chief Marshal F.H. Major (left) and Indian Navy Chief Admiral Sureesh Mehta at the seminar

eliberations and discussions between operators of civil and military helicopters against the backdrop of an exhibition drew the spotlight on aspects related to industry growth, safety, operational and fiscal bottlenecks at the two-day Helipower India 2008 organised by the Rotary Wing Society of India (RWSI). Speaking at the inaugural ceremony, RWSI co-chairman K. Sridharan emphasised that the event would serve as a forum to helicopter operators, users, manufacturers, government agencies and professionals to interact and exchange the latest information and views on all aspects of usage of helicopters. Day one saw lengthy discussions on enhancing the combat power of helicopters in the military by upgrading with new systems and fire power. Indian Air Force (IAF) Chief Air Chief Marshal Fali Homi Major obEXISTING AND EMERGING TRENDS TO served ways in which attack helicopters can HELP PILE ON THE PUGNACITY AND play a decisive role in future battles. “As an COMBAT FIREPOWER OF HELICOPTERS integral element of air, land and naval power, DOMINATED THE TWO-DAY HELIPOWER the helicopter is a unique machine that tranINDIA 2008 HELD IN DELHI RECENTLY scends the inter-disciplinary boundaries,” Major stressed, addressing the inaugural session attended by experts from India and abroad. As the day progressed, incisive views emerged as representatives from the industry and the services debated on the military use of helicopters, current and future role in combat, combat support as well as maritime roles. “It’s up to the military professionals to think ahead and ensure optimum utilisation of the superbly capable battlefield helicopters of the future. Analysis of emerging trends, timely procurements, training and innovative thought are essential,” said Major, the first helicopter pilot to head the IAF. Predicting a larger footprint for the military helicopter in keeping with emerging technologies, Major observed: “Combat effectiveness will be enhanced through inflight refuelling, precision weapons of longer ranges and true all-weather capability. This apart, integrated architecture, obstacle warning systems, use of smart materials, data-links and ‘fly by wire’ controls are in the pipeline.” The Air Force Chief also cited the IAF’s plans to upgrade its helicopter units. The concluding day of the seminar was devoted to the increasing role and multiple uses of helicopters in the civil aviation industry, identifying new and emerging civil applications and new growth areas for helicopters.

zaux, southwest France, for the Rafale and other latestgeneration aircraft. More than 40 Alphajet trainer aircraft may be deployed at Cazaux, making it a unique facility for European cooperation. 100,000 flying hours, and counting for Gripen fleet January 28 saw another significant milestone in the Gripen programme, when the Gripen fleet soared past the historic 100,000 flying hour mark. With Saab test pilot Mats Thorbiörnson and South African Air Force (SAAF) Colonel Mike Edwards

at the controls, South Africa’s second Gripen fighter (SA02) made history when during a scheduled flight test sortie, it passed the cumulative 100,000 flying hour mark for the Gripen fleet of new generation fighters. Since the maiden flight of Gripen, the Saab Test team have kept a record of every flight hour logged during Gripen’s development programme at Saab, and also all the in-service hours logged by the Swedish Air Force and Gripen’s export customers Hungary, the Czech Republic, the UK’s Empire Test Pilots’

Americas BAE Systems awarded $28 Million USAF contract BAE Systems has been awarded a $28.1 million (Rs 112 crore) US Air Force contract to provide radar warning receiver systems for new-production C-130J transport aircraft. BAE Systems’ AN/ALR-56M radar warning receiver detects a broad range of incoming radar signals and identifies and characterizes their origin as friend or foe, alerting the pilot when it detects threats to the aircraft. Under the contract, BAE Systems will provide 28 new units. BAE Systems has produced more than 1,250 ALR56M radar warning receivers for U.S. and international customers since the original production award in 1988. The ALR-56M is used on multiple aircraft, including the F16 and several models of the C-130 used by Italy, Canada, Norway, and the UK, as well as the UK’s Replacement Maritime Patrol Aircraft.

CIVIL Asia-Pacific Ten units of C212-400 for Indonesian Airlines Dirgantara and Merpati Nusantara Airlines have signed a MoU for the contract order of 10 units of C212-400, a newly designed EADS-CASA C212400. The MoU is signed by Dirgantara President Director Budi Santoso and Merpati President Director Hotasi Nababan on January 28. This light transport version of the aircraft suits the eastern route of Indonesian archipelago. Based on earlier EADSDirgantara agreement, the production and assembly of CASA-212 will be performed in Dirgantara facilities in Bandung, West Java.

QuickRoundUp fuel costs which is significant since the US Air Force spent approximately $6.6 billion (Rs 26,209 crore) on aviation fuel costs in 2006. • Using a French AF Boeing KC135 tanker FMV, the Swedish Defence Materiel Administration, has successfully completed air-to-air refuelling trials with the Gripen fighter, further extending Gripen’s capability to participate in international operations. • The Boeing Company has submitted its revised HH-47 Combat Search and Rescue (CSAR) helicopter proposal to the US Air Force in response to Amendment Five of the service’s original request for proposals. The Boeing Company recorded 1,413 net commercial airplane orders during 2007, reaching more than 1,000 orders for an unprecedented third consecutive year, and setting a Boeing record for total orders in a single year. Boeing also set new order records for the 787 Dreamliner, the 737, and for Boeing freighters. • Boeing and British Airways have finalised an order for eight Boeing 787-8s and 16 787-9s, raising the total number of 787s ordered worldwide from 766 to 790 and taking the 787 order book past the 787th mark. • Boeing and Dubai Aerospace Enterprise (DAE) have concluded all contractual obligations for the purchase of 100 airplanes valued at $10.9 billion (Rs 43,251 crore) at average list prices. • The Boeing Company has announced that the US Air Force has exercised an option for a sixth Wideband Global SATCOM (WGS) satellite and has authorised Boeing to begin construction. The Commonwealth of Australia is funding the procurement as part of a cooperative agreement between the US and Australian governments. BAE SYSTEMS • BAE Systems has been awarded a contract for ‘Capability Upgrade Strategy (Pilot)’ CUS (P) for the Tornado GR4 by the UK Ministry of Defence (MoD) for over £200 million (Rs 1,548 crore). CUS (P) will involve the design, development, integration and embodiment of an upgraded secure communications system and the introduction of a Tactical Data

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NEWS

INDUSTRY Asia Boeing, IISc, Wipro, HCL to develop network technology for aerospace use Boeing has entered into an agreement with the Indian Institute of Science (IISc) and two leading Indian information technology companies to develop wireless and other network technologies for aerospace-related applications. The agreement, signed by representatives from Boeing, IISc’s Society for Innovation and Development, Wipro Technologies and HCL Technologies, forms the Aerospace Network Research Consortium (ANRC). Led by Boeing, the ANRC is India’s first public-private aerospace research consortium. Initially established as a four-year collaborative effort, the agreement can be extended based on mutual interests.

duction capacity in order to answer the expected market demand, while increasing its turnover over $1.3 billion (Rs 5,162 crore).

system ergonomics and necessary enhancements to allow unlimited use of European and international airspace from 2010.

Eurofighter denies price escalation Eurofighter GmbH, prime contractor for the four-nation Eurofighter programme, has denied a news report claiming that the cost of the programme’s third production batch (Tranche 3) will rise by more than 10 billion euros (Rs 57,769 crore). The denial came in the wake of what appeared in the German newsmagazine Focus in its January 28 issue that Britain would have to spend an additional 5.8 billion euros (Rs 33,498 crore), Italy 2.16 billion euros (Rs 12,469 crore), Germany 1.97 billion euros (Rs 11,372 crore) and Spain 820 million euros (Rs 4,735 crore) for the Tranche 3 contract.

M-346 successfully completes first in-flight refuelling The second Aermacchi M-346 prototype during in-flight refuelling trials with an Italian Air Force Tornado aircraft. Between January 24 and 25, Alenia Aermacchi, a Finmeccanica company, carried out an extensive series of flights to qualify the M-346 advanced trainer for in-flight refuelling. All operations were carried out successfully and safely. The results confirm the excellent handling qualities of the M-346, its high controllability and the correct behaviour of the air data system, even in the wake of other aircraft, in all phases of air refuelling operations Air refuelling is universally known as one of the most difficult and ‘sensitive’ conditions for aircraft with Fly by Wire controls, because a successful contact requires, in addition to pilot dexterity, fully harmonised aircraft and engine controls. Air-refuelling tests are, hence, often considered the final exam of any new aircraft and its Flight Control System (FCS), and particularly for its control law software.

Thales wins French C-130 upgrade contract

INDUSTRY Europe ATR registers record year of orders with 113 new aircraft On the occasion of the ATR annual press conference, which took place on January 23 in Paris, Stéphane Mayer, ATR CEO, announced orders for 113 new ATR aircraft in 2007, the record sales for a single year since the beginning of the programme. This outstanding commercial success is coupled with a 2007 turnover of some $1.1 billion (Rs 4,368 crore), a growth of 56 per cent compared to 2006 ($700 million, or Rs 2,780 crore). Since the recovery of the turboprop market starting in the beginning of 2005, ATR has booked orders for 266 new aircraft. From the beginning of the programme, ATR has sold 950 aircraft (417 ATR 42s and 533 ATR 72s). ATR plans to deliver more than 60 new aircraft in 2008 and prepare a larger pro42

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Thales and Sabena Technics have won the contract to design, develop and deliver high performance avionics solutions for the renovation of C-130 Hercules military transport aircraft in service with the French Air Force. The contract is worth over 40 million euros (Rs 230 crore) and covers the renovation of the avionics for the entire French Air Force fleet of fourteen C-130H aircraft. Changes in French Air Force deployment concepts and International Civil Aviation Organisation regulations have led to the requirement to upgrade C-130 avionics to ensure continued optimal use of the aircraft’s capabilities and its continued compliance. This comprehensive upgrade of C-130 avionics also includes standardisation of

DEFEXPO 2008 Special

INDUSTRY Americas Northrop Grumman’s Global Hawk sets delivery record Northrop Grumman Corporation’s RQ-4 Global Hawk unmanned aerial system programme finished 2007 on a high note, exceeding its previous record by delivering five production aircraft to the US Air Force. All nine of the Block 10 aircraft have been completed—seven for the Air Force plus two for the US Navy’s Global Hawk Maritime Demonstration (GHMD), as well as two ground stations each consisting of a mission control element (MCE) and a launch and recovery element

QuickRoundUp Link Capability onto the Tornado GR4 fleet, along with the integration of the Paveway IV Precision Guided Bomb. • BAE Systems has been awarded a £84 million (Rs 650 crore) contract for the development of ‘Capability E’ on Harrier GR9 aircraft by the UK Ministry of Defence (MoD). Capability E will involve the design, development, integration and clearance of a number of systems including software functionality for secure communications, a replacement video recording system etc. • BAE Systems has demonstrated an upgraded airborne reconnaissance system capable of transmitting and receiving data over long distances. The new technology allows real-time analysis of image data by US Air Force image analysts. • BAE Systems has received a $29 million (Rs 115 crore) award from the US Department of Homeland Security to test an infrared aircraft missile defence system on passenger aircraft. The tests will evaluate the system’s compatibility with daily passenger airline operations and maintenance. EMBRAER • Embraer has met its goal of delivering 165 to 170 aircraft in 2007. The company recorded the largest annual airplane delivery figure in its history, 169 jets, and its firm order backlog achieved a new record of $18.8 billion (Rs 74,610 crore) on December 31, 2007. • Embraer expects to deliver 195 to 200 aircraft in 2008 in the Commercial Aviation, Executive Aviation, and Defense and Government segments plus 10 to 15 Phenom 100 jets. EADS • EADS Defence & Security (DS) will equip the German helicopters of the type NH90 with the military version of its HELLAS obstacle warning system. HELLAS is a laser-based, electro-optical system which detects obstacles such as power lines reliably even if the pilot has difficulties making them out during the flight. EUROCOPTER • In 2007, Eurocopter once again secured its position as the world’s

Digest

NEWS

APPOINTMENTS

Intelligence Systems.

TIMOTHY S. BURRIS Raytheon Company has named Timothy S. Burris vice president, Communications for its Integrated Defense Systems business. Burris will lead the IDS communications organization in its external and internal communications activities.

LARRY DODGEN Northrop Grumman Corporation has announced the appointment of Larry J. Dodgen as sector vice president and deputy general manager for its Mission Systems sector’s Missile Defense Division (MDD). Dodgen reports directly to Frank Moore, sector vice president and general manager of MDD.

HARALD WILHELM Harald Wilhelm has been appointed Chief Financial Officer of Airbus with effect from February 01, replacing Hans-Peter Ring, Earlier, Wilhelm was Chief Controlling Officer and deputy to the Chief Financial Officer.

JERRI FULLER DICKSESKI Northrop Grumman Corporation has appointed Jerri Fuller Dickseski, sector vice president of communications for Northrop Grumman Shipbuilding effective February 4.

BOEING CHANGES • John Lockard, will move to the new position of Chief Operating Officer, Integrated Defense Systems. • Dan Korte is named Vice President and General Manager, Global Strike Systems. • Debra Rub-Zenko is promoted to Vice President, Weapons Programs. • Craig Cooning is named Vice President and General Manager, Space and

DAVID M. JOHNSON David M. Johnson has been selected as director of operations, product support materials, repair and overhaul, Savannah. In this new position, he will have oversight responsibility for the Product Support warehouse and for the Product Support transportation, parts planning and distribution, purchasing and spares production departments.

(LRE). Seventeen aircraft are at present in various stages of production and flight test: six Block 20s, 10 Block 30s and one Block 40, plus six ground stations. In addition, three Global Hawks have been deployed in support of the global war on terrorism, logging nearly 14,000 combat hours with approximately 19,000 total programme flights hours and 95 per cent mission effectiveness. Out of the 456 combat missions flown since January 2006, only 11 sorties were cancelled in 2007 due to maintenance, weather or mission reasons.

refueling ever accomplished on a KC-767. The new tanker

Boeing completes first KC-767 night refueling The Boeing Company made KC-767 programme history on January 26 when one if its aircrews successfully transferred fuel from a KC-767 tanker aircraft to an F-15E at night—the first nighttime

is scheduled for delivery to Japan’s Air Self-Defense Force early this year. Operating in the skies over Missouri, the aircrew connected the KC-767s Fifth Generation, fly-by-wire boom (a telescoping tube used to deliver fuel to military aircraft) to an F-15E 11 times during dusk and night conditions and successfully offloaded fuel before returning safely. The Japan KC-767 Tanker, a military derivative of the proven 767-200 commercial

airplane, was selected over its competitor, the Airbus A-310, in a direct competition in 2001. Boeing begins major assembly of 777 Freighter Boeing began major assembly of the new 777 Freighter at the company’s Everett, Washington, facility on January 29. The first 777 Freighter will be delivered to launch customer Air France in the fourth quarter of 2008. The 777 Freighter is based on the 777-200LR Worldliner passenger airplane and will be built along the same production line as all other models of the 777. The 777 Freighter will have a range of 4,885 nautical miles (9,045 km) with a full payload and general cargo market densities. With a maximum takeoff weight of 766,000 pounds (347,450 kg), the 777 Freighter will have a revenue payload capability of more than 226,000 pounds (103 metric tonnes). The 777 Freighter is the sixth and newest model of the 777 family of airplanes. The airplane will be powered by the GE-90-110B1L engine. Boeing, Lockheed Martin team for Next Generation Bomber Programme The Boeing Company and Lockheed Martin announced on January 25 that they will team up to perform studies and system development efforts, including collaborative research and development in pursuit of the anticipated US Air Force Next Generation Bomber programme. This collaborative effort for a long-range strike programme will include work in advanced sensors and future electronic warfare solutions, including advancements in network-enabled battle management, command and control, and virtual warfare simulation and experimentation. Boeing and Lockheed Martin have formed teams for several high profile programs including the F-22 Raptor and Small Diameter Bomb Increment II. •

QuickRoundUp No. 1 manufacturer of civil and parapublic helicopters with a total of 488 helicopter deliveries for new military and civil helicopters. The company, thereby, reinforced its position as a major branded business division within EADS with a consolidated turnover exceeding 4 billion euros (Rs 23,105 crore). EUROFIGHTER • An Italian team comprising Alenia Aeronautica, the Italian Air Force Experimental Test Unit (RSV) and operational units has successfully completed a flight campaign to officially assess the effectiveness of the Eurofighter air-to-air weapon system. The results will lead to the development of effective doctrines for tactical operations as well as the “Attack & Ident” system based on the fusion of radar and sensor data. LOCKHEED MARTIN • Lockheed Martin has signed a contract with the Government of Canada valued at $1.4 billion (Rs 5,566 crore) for the purchase of 17 C-130J Super Hercules airlifters and related equipment, and services. • Lockheed Martin Aeronautics has been awarded a firm fixed price contract modification for $498,206,058 (Rs 1,977 crore) to provide Pakistan through FMS 12 operational singleseat F-16C Block 52 aircraft and six operational two-seater F-16D Block 52 aircraft. This is the first part of the June 28, 2006 contract for 36 F16s. The US is also providing another 24 surplus F-16s to Pakistan. NORTHROP GRUMMAN • The Northrop Grumman laser team completed inspection and refurbishment of the high-energy laser components that were previously tested successfully in a system integration laboratory and enabled early release of the drawings and installation plans. SAAB • The Saab Gripen new generation fighter successfully test-fired a fully functional, guided version of the advanced IR air-to-air missile IRIS-T for the first time. The missile will combat targets at short range.

DEFEXPO 2008 Special

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career bureaucrat from the Ministry of Civil Aviation, Vasudevan Thulasidas holds the post of Chairman and Managing Director (CMD) of the newly formed National Aviation Company of India Ltd (NACIL), operating under the brand name Air India. Reports in the media indicate that search is on for his replacement. The tenure of the CMD is restricted to five years or his reaching the age of 60, whichever is earlier. Thulasidas is 59 and, in the normal course, is due to retire in March 2008. However, an extension for the present CMD is not beyond the realm of possibility. Apparently, there are more than 50 applicants for the post which, compared to a parallel corporate métier, does not carry any attractive financial compensation. However, the associated prestige and perks imparts an irresistible aura to the post of the CMD. Besides, being a governmentowned airline, the CMD has so far been relatively immune from the pressures of performance, profit margins and accountability. How else can one explain the episode not long ago when the Minister of Civil Aviation stranded at Heathrow, had to shift to a private airline to fly to Delhi? The crew of Air India had reportedly failed to turn up for the flight to Delhi by which the minister was to travel. Whether any punitive or deterrent action was taken against those responsible for the botch up, is not known. There abounds innumerable instances of inefficient and chaotic operations triggering interminable delays; cancellations and overbooking appear to have become endemic leaving many a customer in the lurch. In this age of information, Air India can no longer insulate itself from the damaging publicity that is flashed across the world at the click of a mouse. The situation is changing rapidly. In the face of rising competition from Jet Airways and Kingfisher, both on domestic and international routes, and the relentless onslaught of market forces, the NACIL management can no longer afford to be complacent and bask in the comfort of governmental protection. From the various pronouncements, the government seems to be determined to progressively shed this loss-making entity whose relevance in the domain of the public sector has rapidly diminished. In the context of emerging realities on the civil aviation scene, in 2007, the government embarked on the merger of Air India and Indian with the express purpose of improving the competitive edge through optimisation of resources and reduction of overheads. The message was very clear, perform or perish. 44

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DEFEXPO 2008 Special

What Air India needs is a young and dynamic individual in the CMD’s chair. But even if such a stalwart were to be found, it is doubtful whether he would be able to turn the airline’s fortunes around.

Unfortunately, the process of merger which began a few months ago has thus far been a frustrating experience with the powerful unions challenging in the courts of law the constitutional validity of the decision. Besides, the NACIL has sought a Rs 1,000-crore package to absorb the cost of merger. The government also has plans to initiate, albeit with a degree of diffidence, the process of disinvestment of Air India in 2008. However, this move appears to be contingent on the success of the merger and favourable market conditions. At this point in time, both seem somewhat uncertain. Meanwhile, apart from the pitifully low levels of operational efficiency and standards of service, NACIL has inherited cumulative losses running into hundreds of crore and continues to pile on its liabilities. Given the high wages, exorbitant input costs, depressed fares and low level of productivity, reversing the fortunes of Air India would continue to be a daunting challenge. Even the more efficient and professionally run privately-owned airlines continue to lose money in the prevailing environment. Air India is least likely to be an exception. The list of 50-odd applicants reportedly consists largely of bureaucrats from the various departments of the Central and state governments, besides a number of internal candidates from the airlines itself. What Air India actually needs at this point in time is a young and dynamic individual with deep understanding of finance and senior level management experience in airlines. Ironically, even if such a stalwart from the private sector were to be found, it is doubtful whether he would be able to turn the airline’s fortunes around. Under the prevailing circumstances, he would be smothered with bureaucratic interference on the one side and aggressive unions on the other. There is, therefore, no alternative to speedy and complete disinvestment to enable Air India to function as a private company sans bureaucratic meddling and not be run as a department of the central government. Selection of the next CMD will signal the true intent of the government. SP — Air Marshal (Retd) B.K. Pandey

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