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

Aviation SP’s

AN SP GUIDE PUBLICATION

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

ISSUE 11 • 2008

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LastWord

RNI NUMBER: DELENG/2008/24199

Wings for India’s Black Cats Page 36

Embraer a blend of ingenuity & innovation

PAGE 17

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Table of Contents

Aviation SP’s

AN SP GUIDE PUBLICATION

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

High Tech Net to Nab Terror

ISSUE 11 • 2008

A Jarring Note

9 AIR FORCE CHIEF ‘CREDIBILITY EXISTS ONLY IF THERE’S DEMONSTRATED CAPABILITY’

Debunking Delusions

32 36

Face to Face 14 LUFTHANSA TECHNIK ‘INDIA’S MRO VOLUME GAINING WEIGHT IN ASIA’

Cover Story

Bequeath Wings to Black Cats

HEARTY EMBRAER: The Brazilian

aerospace major has correctly embraced market segments with high growth potential in commercial, military and business aviation. It has adopted a collaborative approach and scrupulously avoided ‘rediscovering the wheel’.

17 OEM HEARTY EMBRAER

PUBLISHER AND EDITOR-IN-CHIEF Jayant Baranwal

Space

ASSISTANT EDITOR Arundhati Das

22 MOON MISSION MAXIMUM MILEAGE 27 SHOW REVIEW HEALTHY, WEALTHY & WISELY

Hall of Fame

SENIOR TECHNICAL GROUP EDITORS Air Marshal (Retd) B.K. Pandey Lt General (Retd) Naresh Chand SUB-EDITOR Bipasha Roy

31 AMELIA EARHART

CAS

CONTRIBUTORS India Air Marshal (Retd) P.K. Mehra, Air Marshal (Retd) N. Menon, Group Captain (Retd) A.K. Sachdev, Group Captain (Retd) Joseph Noronha Europe Alan Peaford, Phil Nasskau, Rob Coppinger USA & Canada Sushant Deb, LeRoy Cook, Lon Nordeen, Anil R. Pustam (West Indies) CHAIRMAN & MANAGING DIRECTOR Jayant Baranwal

THE BUZZ IN MEBA

INDIA’S MOON MISSION

Cover Photo: Aircraft from the Embraer stable. Battling impediments with indomitable spirit, the Brazilian aerospace major is today among the leading global aircraft manufacturers. Photo Credit: Embraer

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SP's Avn 11 of 08 Cover.indd 1

12/12/08 7:22:26 PM

ASSOCIATE ART DIRECTORS: Ratan Sonal, S. Devdas GRAPHIC DESIGNER: Vimlesh Kumar Yadav

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

Civil

NewsDigest LastWord

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8 TERMA SUPERIOR PERFORMANCE IN THE AIR 13 CEO SPEAKS ‘PARAMOUNT OFFERS VALUE FOR MONEY’ 25 TECHNOLOGY A PERFECT BLEND

Forum

Industry

InFocus

Exclusive Interview

INTERVIEW

Regular Departments 2 A Word from Editor 4 NewsWithViews

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

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NEXT ISSUE: Air charter services in India Issue 11 • 2008

SP’S AVIATION

A Word from Editor

Even as the country comes to terms with the mayhem unleashed in Mumbai, the hour of reckoning and rectiﬁcation has dawned. Resilience alone will not heal wounds. It’s time to harness our reserves and hone our responses.

n the context of the devastating terrorist attack on Mumbai on 26/11—most unpredictable and horrifying—it is time for our government and administration to: • respect human lives • take a realistic stock of the situation • analyse the country’s standing in terms of: - pre-emptive measures to prevent recurrence - identification of deficiencies that undermine our capability to defend our nation, our boundaries and protect the lives of our citizens - analysis, identification and corrective action in the areas of administrative failures - evaluation of existing apparatus with a view to assess whether it needs overhaul or total replacement with mechanisms, systems and organisations capable of neutralising the newly emerging threats that have totally overwhelmed our current security establishments, raising serious doubts about their viability and relevance • learn the right lessons from Washington’s response to 9/11 as India has been reduced to a soft target

SENIOR TECHNICAL GROUP EDITOR OF SP’S AVIATION AIR MARSHAL (RETD) B.K. PANDEY (STANDING SECOND FROM RIGHT) WITH OFFICIALS OF EMBRAER, THE BRAZILIAN AEROSPACE MAJOR, AND MEDIA PERSONNEL AT THE COMPANY’S HEADQUARTERS AT SAO JOSE DOS CAMPOS, BRAZIL. (REPORT ON PAGE 17.)

SP’S AVIATION

Issue 11 • 2008

• place demands on the defence industry to provide advanced technology, effective deterrence and the capability to pre-empt acts of terrorism • adopt pro-active policies to identify and annihilate terror groups with evil designs on India • rigorously implement measures to protect innocent lives from the bullets of remorseless assassins Expressing our shock and outrage at this ghastly and dastardly act of terror, we at SP’s extend our heartfelt condolences to the families of the victims. May the country rally around this crisis and find the will to build the shield that will protect our nation from such violently divisive and decadent forces. Defying such acts of terror that aim to derail progress of our nation and bring life to a standstill, this issue of SP’s Aviation seeks to reflect the unrelenting human spirit and determination to carry on with the pace and quality of our commitments despite the daunting challenges.

Jayant Baranwal

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

Pure Performance

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NewsWithViews

HIGH TECH NET TO NAB TERROR

A lot is being said about the intelligence failure of central agencies and the navy that led to the attack on Mumbai but a recent review conducted by the Centre on the status of patrolling of its maritime zones across eight coastal states revealed a sordid saga of neglect and apathy. A report submitted by the Comptroller and Auditor General to the government in October pointed to the lax implementation of a central scheme to procure 26 patrol boats at a cost of Rs 25 crore for patrolling of exclusive fishing zones in the first 12 miles of the coastline of eight states. The boats were “either not constructed or were lying idle and not being used for the intended purpose” while authorities failed even to carry out mid-course correction, the report stated.

VIEWS

ILLUSTRATION: MAMTA

he terrorist attack of November 26 on the financial capital of the nation has driven home the reality that threat to national security from the seas is no longer hypothetical or distant. With a coastline of over 7,500 km, the issue of maritime security of India is infinitely complex and challenging. In the current scenario, ideal would be to provide the nation with a three-layered security arrangement. The agency responsible for the surveillance of the first 10 NM from the coastline is the state government-managed Marine Police (MP) or the Coastal Police. Despite substantial financial support from the Centre for the establishment of MP, majority of the coastal states have failed to take this responsibility seriously. In the recent past, lack of proper surveillance and tight control has often rendered the coastline vulnerable to intrusion by hostile elements. Even if an elaborate MP is established in the near future, the state police forces could take a protracted time to acquire the skills and orientation necessary for policing the waves. Surveillance of the next tier, that is, between 10 and 30 NM from the coastline, is the responsibility of the Indian Coast Guard (ICG) equipped with only 75 vessels and 44 aircraft. Poorly maintained, the availability of patrol craft and aircraft is low, and consequently, the ICG can hardly measure up to the task. The Indian Navy’s (IN) commitment to safeguarding the vital link between the well-being of the Indian economy and international commercial traffic across the oceans is incontrovertible. In the action off the Somali coast, the IN has clearly demonstrated its determination and capability to fulfill the onerous responsibility of safeguarding sea lanes. The IN is also building a credible operational capability to meet with the aspirations of an emerging regional power with strategic and national security interests extending from the Gulf of Aden to the 4

SP’S AVIATION

Issue 11 • 2008

Straits of Malacca. Preoccupied with the pursuit of lofty objectives, the IN may be less inclined to focus on coastal security. Glaring disconnect among Indian intelligence agencies aside, the practice of functioning in isolation, turf wars and the disconcerting lack of coordination between the IN, ICG and the MP constitute a recipe for disaster, as was amply demonstrated in the 26/11 episode. But more serious is the inadequate aerial surveillance capability. While high speed surface vessels would be mandatory for all the three organisations to intercept and inspect suspects, the quality and capability of remote-sensing can be effectively enhanced by using platforms such as longrange maritime surveillance aircraft, long-endurance UAVs and satellites, both at strategic and tactical levels. ICG plans to acquire the Swedish Space Corporation Maritime Surveillance System to be fitted on the medium range Dornier aircraft. Meanwhile, present day sensors are hardly adequate as, according to Navy Chief Admiral Sureesh Mehta, “there are 1,50,000 registered fishing trawlers in India”. Spotting hostile elements onboard a nondescript vessel in coastal regions would be like “searching for a needle in a haystack”. The requirement, therefore, would be to develop new sensor technologies with the capability of day/night, all-weather surveillance or remote sensing. Such facilities, combined with next generation agile communication intelligence equipment and transponders mandated by law, on board all marine craft would facilitate accurate tracking and positive identification by airborne platforms. If one were to consider the attack on Mumbai a manifestation of the changing nature of warfare, the need for significant qualitative change in aerial remote sensing capability is urgent and inescapable to meet with the emerging challenges for maritime security. SP — Air Marshal (Retd) B.K. Pandey www.spsaviation.net

InFocus

JARRING

RED FLAG

note

t’s the proverbial chip of egg shell in an otherwise perfect omelette. Lauded and applauded during the workup phase at the USAF Mountain Home Air Force Base, the Indian Air Force (IAF) was still basking in all-round praise for having “landed the Eagle” in a spectacular demonstration of flawless execution during the exercise proper at Nellis Air Force Base—when a pinprick threatened to flatten its euphoria. Barely have the echoes of the thunderous welcome back home in the wake of Exercise Red Flag 2008 died down, a controversial video report has not only proved to be a source of major embarrassment but also put the IAF in a mortifying diplomatic tangle. The offensive two-part video depicts a USAF Lieutenant Colonel, an F-15 pilot, acerbically ridiculing the IAF for poor tactics, equipment, training and battlefield awareness to an audience comprising largely of former USAF personnel, including some retired generals, who are seen laughing and clapping in response. In a self-gratifying tone, the Colonel goes on to explain how USAF pilots flying Boeing F-15s “dominated” and “amazed” the IAF’s Russian-built Sukhoi Su30 MKI pilots in close combat exercises during the work up phase at Mountain Home. He claims the Indians were so badly outmanoeuvred by the F-15s that after a couple of days, they didn’t want to carry on with close combat exercises. Disapproving of the Su-30’s big drag producing airframe and its Tumansky engines that are highly susceptible to foreign object damage (FOD), the Lieutenant Colonel is contemptuous of the over-cautious approach of the Indian pilots to carry out one-minute staggered take-offs to avoid FOD. The procedure, according to him, would be totally unacceptable during actual operations. “The Su-30 MKI deployment to Mountain Home, Idaho, for the exercise was complicated by the low reliability of the Russian-made engines,” he says. In the video, the Lieutenant Colonel further criticises the lack of situational awareness displayed by the IAF pilots, which, according to him, led to fratricide by the Indians on many occasions during the exercise. At the receiving end of the USAF

pilot’s caustic comments were also French Air Force pilots whom he accuses of doing little except for sniffing the US radars with their sensors going full blast. A red-faced Vayu Bhawan (IAF HQ in Delhi) sent a formal complaint to the Internet channel, Youtube, but refrained from taking up the matter through diplomatic or service channels. Rather than a professional critique or debrief, the video comes across as more of a boastful banter or, worse, a crew room chatter/bar room braggadocio conducted for the entertainment of a retired USAF assemblage. The braggart Lieutenant Colonel reportedly did not fly during the exercise but was only a member of the monitoring staff. If his aim was to generate a certain amount of laughter for the eagerly supportive audience of retired personnel, it would have been alright. However, the fact that it was not only videotaped but also allowed to find its way to an universally accessible website was nothing short of a diplomatic faux pas. To the discerning professional, the many erroneous assumptions and inaccurate observations during the discourse will be glaring. For instance, after lambasting the Su-30s, the Colonel inexplicably spouts big praise for the IAF’s MiG-21 Bison aircraft which, as per his perception, are fitted with Israeli radar, active radar missiles and electronic jammers, and are nearly “invisible” to the F-15 and F-16’s current mechanically scanned arrays, allowing Indian pilots to sneak past the USAF radar screen and engage the latter in dogfights. “The MiG-21 has the ability to get in the scissors with you at 110 kts at 60 deg nose high and go from 10,000 to 20,000 ft,” he says. While the ascribed climb performance of the MiG-21 variant in question, in the slow speed, high-nose regime, would be highly debatable, what is beyond even an iota of doubt is that the IAF Bisons are fitted with the Russian Kopyo multi-mode radar and not an Israeli one. Omissions and commissions notwithstanding, it would perhaps be prudent to carry out an impartial analysis of the different views to sieve out any useful lessons for the IAF. SP —Air Marshal (Retd) V.K. Bhatia

Video of a USAF Lieutenant Colonel’s acerbic comments on the IAF’s performance at Exercise Red Flag ﬁnds its way to the Internet, triggering

a mortifying

diplomatic tangle

Issue 11 • 2008

SP’S AVIATION

Forum

Debunking delusions RED FLAG

Even if one were to dismiss the demeaning comments of the USAF

pilot as mere personal opinion, the observations nevertheless warrant a close, professional scrutiny

PHOTOGRAPHS: SP GUIDE PUBNS

here’s no denying the niggling feeling of annoyance. Although the Indian Air Force (IAF) deliberately chose not to take umbrage at the rogue comments of a USAF Lieutenant Colonel, an F-15 pilot, either through diplomatic channels or service-to-service network, it is obvious that the IAF is decidedly peeved. Apologising profusely, a letter from the US Air Force (USAF) Public Relations Officer of Exercise Red Flag addressed to the IAF’s Red Flag team leader clarified that the comments made in the video were the personal opinion of the officer and did not reflect USAF views. That is, however, cold comfort for some of the participants who feel “angry and irritated”. Seeking to smooth ruffled feathers, IAF Vice Chief Air Marshal P.V. Naik, who, incidentally, visited Nellis Air Force Base to witness the exercise, succinctly dismissed the whole “video affair” as “too demeaning (but highly trivial)” to take up in a big way. Nevertheless, the Lieutenant Colonel’s comments on the following issues warrant a close, professional scrutiny: • Su-30’s capabilities in close combat and poor tactics adopted by Indian pilots • Poor sensors/networking capabilities of Su-30 leading to lack of proper ‘Situational Awareness’, resulting in a large number of cases of fratricide • Low reliability of Su-30 Tumansky engines and their susceptibility to foreign object damage leading to unrealistic Standard Operating Procedures. On the very outset, the Red Flag exercise was a brilliant learning experience for all the participants, more so for the IAF which was participating for the first time in a gruelling 6

SP’S AVIATION

Issue 11 • 2008

world class exercise which has aptly earned the sobriquet of being the ‘Mother of all Air Exercises’. Complementarily, for the other participants at the exercise—the French, South Korean and the US air forces—to train with a platform such as the Sukhoi Su-30 MKI was quite a telling experience. This had a lot to do not just with the formidable jet but also with the force operating the fighter, the IAF, that has earned a reputation as an innovative operator of fast jets. Now, let’s cut to the chase. THRUST VECTORING VS CONVENTIONAL

In an aircraft with thrust vectoring (TV), the instantaneous turn rate can go up to 50 deg/sec and, in a turn, as the speed drops, turn rate (sustained) increases further. In a conventional aircraft, sustained rate of turn would be less than what can be generated instantaneously but even that would be no match to the TV aircraft. Further, in a conventional aircraft, combat potential reduces as the speed drops and to avoid reaching stall, the aircraft recovers on auto with fly-by-wire controls. On the other hand, with thrust vectoring capability, an aircraft can be controlled even at the point of stall and even at these low speeds, it can be turned and made to point at the adversary in any condition of flight to take a shot. CLOSE COMBAT EXERCISES

1V1s—or ‘dogfights’, as they were earlier known—are essentially exercises tailored for training in the gunfight regime and do not form part of the missile kill criteria. A close combat missile (CCM) missile fight is generally presumed to be www.spsaviation.net

FORUM RED FLAG over by 1.5 to 2 nm separation, provided angle off criterion is day operations at the exercises, the IAF and its Su-30s more achieved. Therefore, the contestants would not close in below than made a mark during their stint in the United States. Not 1 nm as invariably that forms the near boundary of missile a single Su-30 was ‘shot down’ in close combat missions at launch. 1V1s, on the other hand, are set up usually commenc- the Mountain Home air base which featured USAF jetfighters ing from distances ranging between 6,000 ft (1 nm) to 9,000 such as the F-15 and F-16. The majority of the kills claimed ft (1.5 nm) and called off when any of the in these engagements were granted to aircraft achieve gun-kill criteria/stalethe IAF with the remainder of these bemate (no result)/hitting the deck (one of ing no-results,” he says. As a senior IAF the aircraft reaching or descending below participant in the exercise on condition the simulated ground level/minimum altiof anonymity observed, “I will not go into tude set for the exercise). Quite evidently, the kill ratios as that would be demeanas at commencement itself the aircraft ing. However, please be assured that we are well within the missile-kill zone, it had a significant edge all throughout and defeats the purpose for missile training. retained it. In fact, the lesson to them was However, as the combat progresses, the do not field low value legacy equipment angle-off builds up rapidly between the against us.” aircraft and, in a way, this does allow air“THE WHOLE ‘VIDEO AFFAIR’ IS crew some form of missile launch trainRUSSIAN ENGINES & NETWORKING TOO DEMEANING (BUT HIGHLY TRIVIAL) ing at high angle-offs and close to near Fact is, compared to the US, Russian jet TO TAKE UP IN A BIG WAY.” —AIR MARSHAL P.V. NAIK, IAF VICE CHIEF boundary. engines have much smaller tolerances to Yet again, between the two aircraft a damage caused by small foreign objects. scenario of either equal advantage (both The IAF adopts ‘spaced’ takeoff proceaircraft line abreast) or an attacker (aircraft behind)/defend- dures purely as a peacetime safety precaution; during actual er (aircraft ahead) could emerge. In the latter case, it may be operations, the much quicker ‘rolling’ takeoff methods are reappreciated that the attacker will have a missile ‘lock on’ on sorted to. Red Flag being a peacetime exercise—and the fact the defender at commencement itself, thereby defeating the that the Sukhois, with their much larger internal fuel capacity, very purpose of the fight. This, however, is not the training could easily be launched well in time before the other eleobjective of 1V1s as these exercises are tailored to expose ments of the participating forces—the IAF opted for ‘spaced’ aircrew to gun-kill solutions. Unlike CCM and helmet-mount- takeoffs. Moreover, the IAF aircraft could be recovered last ed sighting systems’ combination, where successful off-bore without coming in the way of the others. launch solutions can be obtained, for a successful engageThe IAF is acutely aware of the networking inadequament in the gun-kill regime, the attacker will have to fall in cies of its fleets and is feverishly trying to find ways to overthe rear quarters of the adversary’s come this problem, especially in the aircraft to take aim through the HUD/ light of impending Airborne Warning “CONTRARY TO “I WILL NOT GO INTO gunsight mounted in front of the pilot and Control System induction. At the UNSOLICITED REMARKS THE KILL RATIOS in the cockpit and shoot it down. In a Red Flag, the IAF contingent chose not BY CERTAIN SERVING US AS THAT WOULD BE PERSONNEL... THE IAF DEMEANING. HOWEVER, close combat scenario of this type, the to use even the available inter aircraft AND ITS SU-30S MORE PLEASE BE ASSURED situation quickly and invariably turns data linking capability for fear of comTHAN MADE A MARK THAT WE HAD A into ‘scissors’ (turns and reversals) promising a classified system. In other DURING THEIR STINT SIGNIFICANT EDGE ALL IN THE UNITED STATES. THROUGHOUT AND with both aircraft trying their best to words, the IAF Sukhois were not used NOT A SINGLE SU-30 RETAINED IT. IN FACT, turn tighter than the other to gain the in networked scenarios but guided by WAS ‘SHOT DOWN’ AT THE LESSON TO THEM THE MOUNTAIN HOME WAS DO NOT FIELD positional (rear quarters) advantage. voice control. On the other hand, “the AIR BASE.” LOW VALUE LEGACY This is where a thrust vectoring airUS Forces were part of a network and —VISHNU SOM, EQUIPMENT ONLY INDIAN AGAINST US.” craft can score heavily on an aircraft were even getting feedback from space JOURNALIST TO —A SENIOR IAF with conventional engines. assets”, according to one senior IAF ofWITNESS EXERCISE RED PARTICIPANT IN THE FLAG 2008 EXERCISE Initially, even the Harriers, with ficial. Worse, the US fighter controllers their limited thrust vectoring capabiloften had problems understanding Inity, created havoc on the more powerdian accents. (They had problems unful, supersonic and reheat-equipped rivals, such as the ear- derstanding French accents as well.) This could explain the lier models of F-15 and F-16 aircraft. But the Su-30 MKIs, instances of fratricide. It is known that for reasons of security with their multi-dimensional thrust vectoring and reheated of classified equipment, Indian fighter controllers were not engines, and the fact that they also sport front canards for allowed to participate. super manoeuvrability, put them in a category of lethality far Lastly, the Lieutenant Colonel was kind enough to superior to the US legacy fighters in close combat scenarios praise the Indian contingent for their professional attiwithin the visual bubble. tude and capacity to work hard. He was also appreciative Corroboration of the above came from an unlikely quar- of their disciplined approach borne by the fact that there ter. Vishnu Som, who was the only journalist from India at was not a single incident of violation by the IAF crews, Exercise Red Flag 2008 and allowed access to top sources in neither airspace nor any other exercise parameter, during both the air forces, has commented comprehensively on the the conduct of the entire exercise. This time, he appears to leaked video controversy. “Contrary to unsolicited remarks have got it right. SP by certain serving US personnel not directly linked to day-to— Air Marshal (Retd) V.K. Bhatia Issue 11 • 2008

SP’S AVIATION

INDUSTRY

TERMA

Superior Performance in the Air

ndia’s quest to modernise its armed forces resounds in the global Aerospace & Defence industry, and most international players in industry show a great interest here. One such company is the Denmark-based aerospace & defence company Terma. The company recognises the potential in the Indian market in several of its core markets, which include Air Traffic Management (ATM) & Air Defence C2 systems and Self-Protection for aircraft. Terma has accumulated more than 20 years of experience in the ATM business, and remains a truly global provider with more than 300 ATM installations world wide. For instance Terma’s ATM solutions have recently been delivered to British National Air Traffic Service as part of the solutions for the Heathrow, Stansted and Gatwick towers. In Heathrow Terma’s information support system ATC*ISS Tower has been supplied. ATC*ISS is designed to support air traffic controllers enabling them to switch between computer screens, monitors, paper notes etc. on one controller workstation screen. This provides the staff with one-stop access to updated and validated information. ATC*ISS won Jane’s Airport Industry Award at the ATC Maastricht in 2005. FLEXIBILITY EQUALS SUCCESS

Terma’s success in the market, where competition from much larger companies is fierce, is largely due the company’s flexibility. Vice President for AIR Systems, the Business Unit responsible for ATM and Air Defence solutions, Mr. Niels Hersoug, explains: “- The thing is that our solutions are based on a common software platform called T-Core, which offers limitless opportunities for integration across systems including any legacy system. We strive to walk the extra mile and deliver what the customer needs, which sometimes is different from what the customer is asking for, and absolutely different to common behaviour in a customer supplier relationship. However, this focus on the needs, obtained by close dialogue, is the recipe for durable solutions tailored to a long life with a satisfied customer. Terma’s emphasis on flexibility is witnessed by the fully flexible human machine interface (HMI), which allows the user to define exactly how he wants his information to be presented on the screen, including sensor data, layered data maps, video and PDF documents. 8

SP’S AVIATION

Issue 11 • 2008

The common software platform, T-Core, is also used for Air Defence, Naval, Ground, and Ballistic Missile Defence applications, which gives numerous opportunities for efficient integration. For instance, civilian ATM and Air Defence may be integrated to provide complete situational awareness of the air space. According to Mr. Hersoug this has significant advantages: “- By integrating civilian and military Air Traffic Management and Air Defences you can improve safety and enhance security, and free up air space, which is a finite and limited asset for any growing nation. This is important especially in an asymmetric threat environment like the incidents on September 11, 2001, but it is also important in relation to others who may attempt to use the air space in an unwanted fashion”. SELF-PROTECTION FOR AIRCRAFT

Another core area of expertise in the airborne realm is SelfProtection Systems for aircraft. Terma has provided aircraft survivability equipment for more than 1.700 fixed and rotary wing aircraft across the world. Major customers include air forces in the United States and United Kingdom, and the platforms include F-16s, A-10s, C-130s, C-160s, AH-64s, CH-47s and several other aircraft. TERMA IN THE INDIAN MARKET

The Danish company is beginning to make its voice heard in its key niches in the Indian defence market, and has already shown its interest in specific tenders. Terma’s Vice President for AIR Systems, Mr. Niels Hersoug, is eager to assure Indian authorities and industry that Terma will only engage the market with Indian partners: “- Even if no offset is called for, we always aim to work with local companies to implement the technology we provide”. According to Mr. Hersoug, Terma has ample experience in local cooperation from the hundreds of installations already running, and Terma is also engaged in proper offset programmes in a number of countries such as The Netherlands and Romania, in which Terma always aim to share technology to the benefit of the customer country. SP

FACTS ABOUT TERMA (WWW.TERMA.COM)

erma was established in 1949 and has developed into a global supplier of mission critical solutions in a number of niches organized into five business areas: • Integrated Systems: ATM & Air Defence solutions, Naval and Ground Command & Control solutions, Homeland Security solutions, and Ballistic Missile Defence solutions. • Airborne Systems: Self-Protection solutions for fixed and rotary wing aircraft; reconnaissance solutions. • Aerostructures: Advanced structures in composites and traditional materials. This business area is a supplier to the F-35 programme. • Radar Systems: Radars for Navy vessels and coastal surveillance. • Space Systems: Software, star trackers and power supplies for space applications. The company is headquartered in Denmark and has subsidiaries in the United States, Germany, The Netherlands and Singapore. www.spsaviation.net

EXCLUSIVE INTERVIEW

AIR FORCE CHIEF

‘Credibility exists only if there’s

Demonstrated Capability’ Chief of the Air Staff Air Chief Marshal F.H. Major, spoke to Editor-in-Chief Jayant Baranwal and Senior Visiting Editor Air Marshal (Retd) V.K. Bhatia.The ﬁrst installment of a two-part series features excerpts of the discussion focusing largely on operations, acquisitions and upgradations. SP’s Aviation (SP’s): Having commanded one of the largest battle-tested air forces in the world for almost a year and half, what would you reckon are your greatest challenges? Chief of the Air Staff (CAS): The Indian Air Force (IAF) is one of the largest air forces in the world and bears an immense regional responsibility. The IAF is at present in the midst of large scale modernisation. Almost every facet of our capability is being systematically addressed. The entire range of equipment, including aircraft, sensors, weapons, communi-

cation systems, air defence weapons, maintenance facilities and airfield infrastructure, are being inducted, modernised or upgraded in accordance with our overall plans. My biggest challenge is managing the organisation during this moment of transition. At the present moment, a large proportion of our equipment inventory is either being inducted, phased-out, upgraded or replaced. Traditional methods of employment and maintenance of legacy items now have to co-exist with modern practices and structures. Issue 11 • 2008

SP’S AVIATION

EXCLUSIVE INTERVIEW AIR FORCE CHIEF These processes work at different speeds, creating friction and interference, and demand management skills of a high order. The other challenge is to prepare and shape the IAF for the large scale modernisation taking place, and absorb the new technologies. I am conscious of the fact that the foundations laid down today will have an effect on the state of the IAF in the future. It is my endeavour to ensure that the equipment is inducted properly, personnel are trained, doctrines and tactics updated, and appropriate maintenance facilities and competence developed. These are very exciting times for the IAF. We will look and operate very differently, 10 years hence. SP’s: What other major operational challenges do you foresee and how, in your opinion, should the IAF cope with them? CAS: The modernisation drive will provide us with enhanced capabilities which will require revision of doctrines, tactics, training and structures. There are a number of accompanying operational challenges that will emerge and we are in the process of addressing them. To enable seamless integration of all combat assets on a suitable network, firstly to exploit them optimally and secondly to reduce our response and decision times, we will have to change our existing Standard Operating Procedures considerably. We have laid great focus on the development of the Integrated Air Command and Control System (IACCS) and the Air Force Network. It will provide us with huge bandwidth and widespread connectivity, and our command and control systems will ride on this network. Implementing this system and putting it into effective practice is one of my challenges. We need to harness the potential of space-based assets and put in place structures and mechanisms. New technologies, whilst enhancing our capability, also generate some vulnerabilities. Today, the operational environment is dominated by long range sensors and weapons, which are orchestrated by complex networks and fast moving intelligence. This has created new vulnerabilities and targets of a different kind. Space, cyberspace and information warfare are the new zones of conflict, and we are in the process of developing doctrines, structures, tactics and expertise to dominate these new arenas. The IAF has great innate potential and a wonderful record of absorbing technologies and exploiting them in ways that were not even imagined by their designers. I am confident that these challenges will be addressed and the changes absorbed, making the IAF a very potent force in the future. SP’s: What are your views of the technology-driven transformation process that is currently under way in the IAF? CAS: Technology is indeed galloping ahead and Commercial Off-the-Shelf equipment sometimes exceeds military requirements. The IAF seeks to turn this fact into an advantage. We seek to obtain the best and latest equipment and utilise our innate capability to modify, improvise and integrate them to obtain world class products. The upgrades on the Bison, MiG-27 and the Jaguar have been success stories and are a testimony to this fact. A similar case is with the Su30MKI, which has been tailored to our requirements, to suit our context. Technology today provides us with a variety of possibilities, and exploitation is limited only by the imagination of the user. We seek to identify specific technologies that 10

SP’S AVIATION

Issue 11 • 2008

serve to enhance our capabilities and acquire them in time. SP’s: Is the IAF on track with its modernisation plans and procurements? What are the impediments and roadblocks in achieving the desired capabilities? CAS: The IAF is on track with its modernisation plan. I must acknowledge that the government has been very supportive of our concerns and has taken up the resolution of many long pending issues. There are a number of ongoing projects and most of them are complex systems being either procured or upgraded. Projects of such nature do have unforeseen problems, that lead to delays, but we are very actively involved at every stage to smoothen out these hurdles. We are also very particular of the quality and will not accept any shortcomings. It is our duty to ensure that the taxpayers’ money is well spent and we obtain the maximum possible value. SP’s: The IAF was recently in the process of rewriting its doctrine. What are the major additions/alterations and how has the issue of tri-service harmony and synergy been addressed? ‘We are CAS: The recently revised docacquiring three trine has incorporated the lessons learnt by the IAF over the past decade. It addresses many issues of joint operations across the entire spectrum of conflict and lays emphasis on the key to successful operations. The revised doctrine also covers the planning process for We conduct of joint operations with are also in both, the army and the navy, the process UN Peace Keeping Operations of acquiring and Asymmetric or Low Intensity Conflict Operations. Informedium mation warfare, psychological range SAMs.’ warfare and the use of space have also been addressed.

squadrons of Spyder and also two squadrons of the Akash SAM system.

SP’s: Time and again you have voiced the need for the IAF to be fully equipped and ready to fight across the entire spectrum of modern day conflict. Could you elaborate on this concept? What steps are being taken to ensure that adequate capabilities are built up in this regard? CAS: Our threats range across the entire spectrum of conflict—from low-intensity to full-scale nuclear conflict. In order to be a credible force, the IAF has to be equipped to respond across the entire range. Credibility exists only if there is demonstrated capability. And capability can be demonstrated only if there is the hardware, training and associated doctrines and tactics of employment. I would go so far as to say that it is only ‘credible deterrence’ that is a guarantor of stability in this region. The IAF is in the process of a comprehensive modernisation programme that addresses the need to acquire capability across the entire spectrum. The flexibility of airpower is apparent in the fact that the same platform could be used either for surveillance or Battlefield Air Strike or in a long range strategic role. We are in the process of acquiring multiwww.spsaviation.net

www.eurofighter.com

nothing comes close

EXCLUSIVE INTERVIEW AIR FORCE CHIEF SP’s: The IAF continues to face problems of obsolescence of its air defence equipment despite the recent proposed/actual acquisition of certain radar and surface-to-air-missile (SAM) systems, such as the Israeli aerostats and the Spyder surface-to-air missile systems. What is being done to ensure SP’s: How is the IAF transforming itself to be able to actively that the IAF not only maintains but continues to improve participate in combating the challenges posed by insurgency upon its air defence capabilities? and terrorism? CAS: The IAF has taken very active measures to address the CAS: The IAF, like any other modern aerospace power, issue of obsolescence of our air defence capability. We are possesses a range of capabilities that provide our leader- in the process of acquiring a number of radars of varying ship with a variety of response options. The IAF can pro- capabilities, to plug the gaps in our coverage. High and mevide surveillance, mobility, soft and hard kill options, in a dium powered radars are being acquired from DRDO unmanner as desired, depending upon the situation. Insur- der a joint venture. We have inducted the Bharat Electrongency and terrorism are non-conventional forms of conflict ics Limited manufactured Rohini Central Acquisition Radar and require imaginative use of the and more will follow. We also plan to available options. Every situation is acquire additional aerostats to enhance different and will require an approour capability. We are acquiring three “The IAF can provide priate redressal. squadrons of the low level quick reacsurveillance, mobility, soft tion missile, Spyder, as also two squadand hard kill options, SP’s: While the IAF is grappling rons of the Akash SAM system. We are in a manner as desired, with the problem of unprecedented also in the process of acquiring medium depending upon the erosion in its combat potential, is range SAMs to make up the shortfalls there a possibility to put the Mecaused by phasing out of equipment. situation. dium Multi-Role Combat Aircraft (MMRCA) programme on a fast SP’s: Related to the above question, track? What would be the earliest what is likely to be the IAF’s philosotime frame by which the IAF could phy in deploying the indigenous Akash hope to start inducting these airand the Israeli Spyder SAM systems? and require imaginative craft into squadron service? Is there Will the Spyder’s dual capable Python use of the available a possibility for the IAF to acquire & Derby be able to fill the combined options.” the MMRCA in larger numbers to voids created due to retirement of the maintain its operational edge? Russian OSA-AK and Pechora systems? CAS: The MMRCA programme is If so, how? on schedule and is governed by the CAS: The various surface-to-air-missile provisions of the DPP-08, which systems being acquired have different make the process transparent as capabilities and would serve to address well as time bound. The acquisition specific requirements of our envisaged of the MMRCA is on very high priair defence network. The Spyder missile ority in the IAF, but you will admit is but one of the elements of our comthat we have to be very thorough and meticulous in a proj- bined requirement, which when integrated with all other comect of such scale. The MMRCA should be in squadron ser- ponents, would provide us a very comprehensive capability to vice by 2012, with specified numbers at regular intervals deal with a wide nature of threats. We are also integrating thereafter. At the moment, we plan to acquire the stated them into our IACCS, and the command and control network, number of 126 aircraft. so as to create a seamless environment where threats would be addressed by the most appropriate weapon system. SP’s: What is being done to ensure that the Light Combat Aircraft (LCA) Tejas achieves full-fledged stated operational SP’s: Armed unmanned aerial vehicles (UAVs) are being excapabilities before it is inducted into IAF squadron service? tensively utilised in the war against terror in Afghanistan CAS: The Tejas LCA is at present undergoing weapon inte- and Iraq. Does the IAF, which does employ the UAVs as forcegration trials. It is expected to achieve Initial Operational multipliers, have any plans to acquire similar capability? Clearance (IOC) by the end of 2010. The first squadron will CAS: UAVs provide great capability and can be utilised in a be equipped with aircraft of IOC standard and will be up- number of roles, enhancing the overall capability of the IAF. graded to Full Operational Clearance standard within a pe- Armed UAVs and Unmanned Combat Air Vehicles have been riod of two years. The IAF is maintaining very close liaison utilised in Iraq and Afghanistan. We are studying the many with the Aeronautical Development Agency (ADA) and Hin- possibilities of utilising them in our context. There are a dustan Aeronautics Limited over the progress of the LCA. A number of issues that need to be resolved before we finalise project management team headed by an Air Vice Marshal our plans regarding this capability. SP is based in ADA to co-ordinate all activities. Progress of the (To be continued.) project is monitored regularly at the highest level. In fact, I have just been to Bangalore alongwith the Raksha Mantri (For full text of the interview, pick up SP’s Military (Defence Minister) to review the project. Yearbook 2008-2009.) role platforms to carry out the entire range of capabilities as well as putting structures in place, along with refining doctrines, tactics and training, so as to be capable of conducting operations across the entire spectrum of conflict.

Insurgency and terrorism are non-conventional forms of conﬂict

SP’S AVIATION

Issue 11 • 2008

www.spsaviation.net

INDUSTRY

CEO SPEAKS

‘PARAMOUNT offers value for money’ M.Thiagarajan, CEO, ParamountAirways outlines the company’s unique model and strategies to stay ahead in the race

he Paramount model of all-business class travel has proved to be a unique concept and is now being followed by other airlines such as Lufthansa, British Airways and Singapore Airlines. In fact, Paramount Airways was recently conferred the High Value Carrier Award. Operations began towards the end of 2005 when the concept of low-cost carrier was in full bloom. The air traveller was being offered rock bottom prices by the new lowcost airlines. But one needs to remember that we started an airline as a business proposition and not as a charitable institution. Paramount Airways decided to offer something completely different from what air travellers were getting from low cost carriers. We offered value for money through full business class and excellent in-flight service at attractive prices that were only marginally higher than economy class travel. Frills included lounge facilities, baggage assistance and gourmet food onboard. We targeted the business traveller segment of not only large companies but even small or medium ones wherein executives travel in the morning to other cities to attend meetings or conclude deals and return the same day. People questioned us as to why we offer food onboard. We realised that the business traveller leaves home before breakfast time to catch a flight for a morning business meeting at destination and has no time to have a meal on arrival. The disposition is identical on the return trip as well. It is only in the fitness of things, therefore, to provide him food on board. This arrangement is not only extremely convenient for the business traveller but also saves valuable time. We received overwhelming response from passengers in southern India. Load factor remained about 85 per cent to even 90 per cent in some cases. We neither opted for long haul routes suitable for Boeing or Airbus nor did we go for short haul covered by ATR type of aircraft. Paramount Airways selected the Embraer family of air-

craft as they are reputed to be a low maintenance aircraft. In terms of performance, Embraer aircraft are comparable with that of Airbus and Boeing. We did experience some software and electronics problems initially but these have been resolved satisfactorily. Currently, we operate a fleet of five aircraft and have been covering the entire southern region. However, we have recently launched operations in the western regions connecting south India with Pune and Ahmedabad. The response has been overwhelming and all flights were fully sold out for several days on the new routes. We plan to induct two more aircraft in January 2009 and we have five more on order. Despite the slowdown in the economy, in the last few months, the market share has grown from 25 per cent to 37 per cent. Today, we are the number one airline operating in south India followed by Kingfisher and Jet Airways. Our market research indicated that there was preference for business class travel with full service but there was reluctance to pay high fares. Finding our offer more attractive, many business class passengers migrated to Paramount from other full service airlines. They will stick to Paramount as they have tasted great value for less money with better performance. Fuel prices have come down by about 45 per cent and this is a matter of relief. However, the price of ATF in India is still very high and it needs to go down further by at least another 15 per cent or so. Price of ATF is more critical for the bigger airlines with national footprint, like Kingfisher and Jet Airways, who will definitely benefit from this reduction. In fact, this reduction has helped them sustain operations as without it, they would have had to shut down their operations. We expect 2009 to be definitely a bad year for the aviation industry in general and airlines in particular. However, we hope that normalcy is restored in 2011, that is, within two years from now. SP Issue 11 • 2008

SP’S AVIATION

FACE TO FACE

LUFTHANSA TECHNIK

‘India’s MRO

volume gaining

weight in Asia’

Walter Heerdt, Senior Vice President Marketing & Sales of Lufthansa Technik, outlines the company’s strategies and range of MRO services for the Indian market

PHOTOGRAPHS: LUFTHANSA TECHNIK

SP’s Aviation (SP’s): In view of the current global downturn, what future do you see in Asia? Walter Heerdt (Heerdt): Asia is densely populated and has an increasing economical strength. This requires transportation of people and goods—in other words, a good market for aviation. The present downturn will have only a temporary effect. However, one cannot foresee how long this will last. SP’s: In Asia, what are the services being offered by your company? Which country has the larger share of the pie? Heerdt: Lufthansa Technik has numerous customers in Asia and also on the Indian subcontinent. Among others, these are Kingfisher, Jet Airways and Indian Airlines. The maintenance, repair and overhaul (MRO) volume of the Indian market persistently gains weight in Asia. We offer a full assortment of MRO services through our worldwide group network. We have 29 MRO facilities around the world. Among these, we have two in China, one in the Philippines and one in Malaysia. SP’s: What activities are you involved with in India? 14

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Issue 11 • 2008

What are your views on the civil aviation scenario in the country? Heerdt: Lufthansa Technik has a strong commitment towards the Indian market and has established considerable customer base in the country. In addition, we have the company Lufthansa Technik India Services located in Bangalore. The company provides regional supply of aircraft components for Indian customers and customer service. Further, it offers airframe related components lease, technical training and logistics. The company will expand its services in the region as the market demands. As already mentioned, we expect the Indian civil aviation market to grow further, even though we might see a period of reduced growth or even stagnation during the financial crisis. In the medium term, it will return to growth. SP’s: What is the relation between Lufthansa Technik and Lufthansa Airlines? Heerdt: Lufthansa Technik is a 100 per cent daughter company of Lufthansa Airlines. It has been founded in 1995 www.spsaviation.net

FACE TO FACE LUFTHANSA TECHNIK SP’s: How would you compare the regular airlines’ business potentials verses corporate/business aviation business potentials? Heerdt: The market for VIP and business jets has developed very positively since 2003/2004. As qualified capacity on the market, there is at present a higher demand for the wide-bodies and the highly individualised narrow-bodies. The financial crisis will certainly have an impact on this market as well. However, we expect it to be milder in comparison to other markets. New aircraft types, such as Boeing 748, Boeing 787 and Airbus A350, are entering the market for outfitting and maintenance. Pre-used aircraft will change ownership, creating a secondary market for modifications. To cover this demand, Lufthansa Technik is carefully increasing its capacity by adding a third wide-body line in Hamburg and shifting Airbus A318 operations to the 100 per cent daughter company BizJet in Tulsa (USA) to generate capacity for highly individualised narrow-bodies in Hamburg.

after the restructuring of the entire Lufthansa Aviation Group. Today, it has 29 subsidiaries and affiliates, it has 26,000 employees and generates an annual turnover of approximately 5 billion € (Rs 24,520 crore).

BIGGER PRESENCE: LUFTHANSA TECHNIK HAS OVER 1600 AIRCRAFT UNDER CONTRACT

SP’s: What does Total Technical Support (TTS®) signify? Heerdt: Airlines are finding it more and more important to concentrate on their core business, which is flying aircraft, thus earning revenue whilst maximizing yields. TTS® enables the airline customer to do just that. A combination of all services related to MRO, TTS® includes, but is not limited to, line maintenance, customised maintenance planning, troubleshooting, engineering services, repair and overhaul of aircraft, engines and components (including Inflight Entertainment Systems), spare-parts pooling, spare engine leasing, painting, cabin modifications, Airline Support Teams (AST®), logistics and training. It is a flexible service package that is configured to fit the specific wishes and requirements of the airline customer. The customer can select what suits his needs best. The services are offered on a power-by-thehour basis. This assures customers the full service range at precisely predictable cost. SP’s: Briefly trace Lufthansa Technik’s company profile. Heerdt: Lufthansa Technik is an approved MRO facility; it is approved as a design agency and even holds a manufacturer approval. The company offers innovative products for commercial and VVIP aircraft and invests in latest technology, besides holding a most modern product portfolio. Recently, capabilities have been developed for Airbus A380, Boeing 747-8, Boeing 787 and Embraer Regional Jets.

SP’S AVIATION

Issue 11 • 2008

SP’s: Where do you score against competition in Europe and Asia? Heerdt: Our unique selling points include: • Lufthansa Technik’s worldwide presence— we are at the customer’s doorstep • We have MRO, development and manufacturer approval • We are daughter company of Lufthansa, generating own operational expertise • We have the most modern and complete product portfolio • We are financially sound and have the ability to invest in new technologies • We have experience in introducing new products • We have experience in building up companies and partnership. We have a record proving this. • We have more that 1,600 aircraft under contract; this generates economies of scales • We can offer a service range covering full scope MRO to single component repair, whatever the customer needs To summarise, the above mentioned salient features enable us to provide tailor-made services at excellent quality with competitive prices. SP’s: In terms of business potential, how would you rate the US, Europe, Middle East, Central Asia, South Asia, South East Asia, Australia and Pacific Rim? Heerdt: Americas: Strongly impacted by financial crisis. Still the biggest aviation market, with high potential once the crisis is over. Europe: Further consolidation expected. Quite stable market with some growth potential. Middle East: Further growth expected. Impact of financial crisis probably lower than in other regions. Central Asia: Long-term growing market. South Asia, South East Asia, Australia & Pacific Rim: Market will return to former growth after financial crisis. SP

www.spsaviation.net

OEM

PHOTOGRAPHS: EMBRAER

C O V E R

S T O R Y

INDUSTRY

HE ARTY

Embraer

The Brazilian aerospace major has correctly embraced market segments with high growth potential in commercial, military and business aviation, reports Air Marshal (Retd) B.K. Pandey following a tour of the company’s manufacturing hubs in Brazil from November 6 to 8. Issue 11 • 2008

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INDUSTRY OEM

MPRESA BRASILEIRA DE AERONAUTICA— OR EMBRAER, the Brazilian aerospace major—embodies vision, perseverance, courage and passion. Battling every impediment with indomitable spirit and determination in its relatively brief existence spanning four decades, Embraer today reckons among the leading manufacturers of aircraft in the world. In the regime of commercial airliners, Embraer ranks number three, after Airbus and Boeing. Embraer was founded in 1969 as a public sector company. Privatised in 1994, the government continues to hold a mere 0.3 per cent of stake and has very little say over the affairs of the company. Over the years, Embraer has achieved a remarkable level of development that has been possible through the right corporate strategy and business model. The company has correctly identified market segments with high growth potential in commercial, military and business aviation. It has adopted a collaborative approach targeting sources of the most advanced technology in the world and scrupulously avoided ‘rediscovering the wheel’. The growth strategy of the company was engineered and its destiny steered by private enterprise without the restraining and often debilitating influence of government control. It has three divisions, each dealing with its own distinct market segment: • Commercial Aviation • Business Aviation • Defence COMMERCIAL AVIATION

Notable in Embraer’s perspective of Commercial Aviation is its decision to confine production of airliners to the regional category by international norms but with extended range to compete with regular non-regional airliners. This concept is based perhaps on the premise that it would be easier to fill seats in a regional-size airliner than a wide body jet, providing for better yield and profitability—a philosophy corroborated by the experience of airlines operating the Embraer family of airliners. Not surprisingly, Embraer did not venture into the segments where there would be fierce competition from Airbus and Boeing. In the Commercial Aviation segment, Embraer has nine models of varying sizes ranging from the 30-seat EMB 120, pressurised twin-turboprop featuring high cruise speed to the 122-seat EMB 195 with a range of 2,200 nm. All these versions have low operating cost and are eminently suitable TYPE OF AC

SEATS (MAX)

RANGE (NM)

ENGINES

30 37 44 50 50 80 88 114 122

1,750 1,750 1,650 1,550 2,000 2,100 2,000 2,100 2,200

Twin Turboprop Twin Jet -do-do-do-do-do-do-do-

EMB 120 ERJ 135 ERJ 140 ERJ 145 ERJ 145XR EMB 170 EMB 175 EMB 190 EMB 195 18

SP’S AVIATION

Issue 11 • 2008

for budget carriers. The models in between are designated as Embraer Regional Jet, namely the ERJ 135, 140, 145 and the 145 XR. Beyond this, Embraer shed the prefix ‘Regional Jet’ and designated the larger models as EMB 170, 175, 190 and 195. So far close to 1,100 aircraft of this family has been delivered across the world. BUSINESS AVIATION

In the Business Aviation segment, the various sizes of Embraer jets are classified into three groups: the Phenom,

Legacy and Lineage. Phenom Business Jets: Embraer offers two types of business jets for short range travel, the Phenom 100 Very Light Jet and the Phenom 300 Light Jet. Fitted with G1000 avionics, Phenom 100 is designed for singlepilot operation and to carry five other occupants at a maximum cruise speed of 370 knots over 1,160 nm in, as claimed by the manufacturer, supreme comfort. The Phenom 300 can accommodate up to nine occupants, has a cruise speed of 450 knots and can climb to 45,000 ft to beat both turbulence and traffic. It has a range of 1,800 nm with six occupants and, in this respect, is on top of its class. While certification is yet to be obtained, so far orders have been booked for over 830 Phenom jets, a clear manifestation in the global market of the level of confidence and acceptance of the price tag. The real opportunity for Embraer in India, as vouched by company executives, lies in the business jets category, that is to say, the Phenom 100 and the Phenom 300. Priced at around $3 million (Rs 15 crore), the Phenom 100 is expected to be certified by the end of this year and the Phenom 300 is expected to enter the market by the end of 2009. Of the 830 orders with the company over 30 are from India. Legacy 450 & 500: For medium range missions, Embraer has launched two new products in the mid-light and mid-size categories, the Legacy 450 and the Legacy 500. As per Embraer, these jets with six feet stand-up cabin are designed to provide premium comfort, low noise levels, outstanding performance and attractive operating cost. The Legacy 450 can carry seven passengers in comfort and has a complete refreshment centre. With a cruise speed of 0.78 M, it has a range of 2,300 nm with four passengers and 2,200 nm with eight passengers with the prescribed mandatory fuel reserves. The Legacy 500 seats eight passengers, has a cruise speed of 0.8 M and has a range of 3,000 nm with four passengers and 2,800 nm with eight passengers with reserves. It has a fully equipped wet galley. Legacy 600: For long distance flights, Embraer offers the Legacy family in the super mid-size class. Based on the ERJ 135/145 regional jet platform, the Legacy has all the advantages of a robust and mature product and delivers outstanding availability. The Legacy 600 provides a roomy comfortwww.spsaviation.net

INDUSTRY OEM able environment for 10 to 13 passengers in three distinct cabin zones with plenty of space to rest or work in the largest cabin in its class. On board, one can remain connected globally through high speed data Internet and satellite phone. The aircraft has a range of 3,400 nm with four passengers cruising at 41,000 ft. More than 140 such aircraft have already been delivered to over 15 nations. Legacy Shuttle: The Legacy Shuttle has a range of 1,740 nm with 21 passengers. It offers seating configuration of 19 to 37 passengers and the standard arrangement consists of 37

WORKHORSE OF THE FUTURE: EMBRAER’S MILITARY CARGO JET C390

seats in economy class configuration. Option for easy switch to a dual class configuration with six VIP seats is available. The aircraft can be modified for MEDEVAC carrying three stretcher patients. The aircraft can be fitted with devices like Self Protection System (SPS) which included Radar Warning Receiver (RWR) and Chaff and Flare Dispensers. Lineage 1000: Based on the EMB 190 platform, the Lineage 1000 can carry 19 in comfort in the large interior that offers five distinct privacy zones. As many as 25 cabin modules provide a variety of options to customize the aircraft interior. The aircraft has a range of 4,200 nm with eight passengers and can fly non-stop to New York, Moscow, Beijing or Dubai from London. Type certification is expected by the end of 2008. Embraer 190 VIP: The 190 VIP offers a range of 2,900 nm with 40 passengers. Designed to carry large delegations, it has a VIP cabin, a conference room and 40 economy class seats. It can be equipped with the standard Self Protection System. Two of these have been ordered by the Brazilian Air Force for the Presidential fleet. DEFENCE SEGMENT

In the Defence Segment, Embraer has a variety of products to offer. Addressing the requirement of accurate, reliable and real-time operational data in modern warfare, Embraer has focused on development of state-of-the-art Intelligence, Surveillance and Reconnaissance (ISR) Systems to replace twodecade-old systems that are on the inventory of the armed forces of many countries. Apart from performance falling short of expectation, the ageing ISR systems currently deployed are troublesome and expensive to maintain. Embraer has on offer a family of ISR aircraft, including Airborne Early Warning Control (AEW&C), Remote Sensing/Airborne Ground Surveillance (RS/AGS) and Maritime Patrol (MP) aircraft, based on the successful ERJ 145 platform. Today, the ERJ 145 aircraft are flying with over hundred operators in the world and altogether, this fleet has logged over 14 million flight hours. With an affordable price tag and low operating cost, the ERJ 145 designed to be a winner in the highly demanding commercial aviation environment, has made a mark in the Defence Segment as well. Serviceability of the fleets in

operation is sustained at a very high level through a globally available Embraer Customer Support network. All ISR systems can be offered with a complete set of tactical communication system consisting of VHF/UHF/HF radios with crypto and Data Link. Other options include SATCOM, SPS with RWR, Missile Approach Warning System, Counter Measure Dispensing System and in-flight refueling system. Apart from ISR Systems, Embraer has a number of other programmes for new combat, military transport and trainer aircraft as also mid-life upgrade of ageing fleet of F-5E and AMX A1 fighter aircraft. EMB 145 AEW&C: Based on the reliable, economical, highperformance and perhaps the most successful platform, the EMB 145 is the most advanced, affordable and the only new generation AEW&C System in this category currently available in the world market. It provides high mission efficiency through quick reaction, high rate of climb that enables the aircraft to reach operational altitudes in a short time. Efficacy of the crew working environment has been enhanced by a state-of-the-art human-machine interface. The EMB 145 AEW&C is equipped with a powerful multi-mode active Phased Array Doppler radar mission system, including Command and Control System plus a complete set of Mission Support System, such as Electronic Counter Measures, Communication Systems with Data Link and Self Protection Systems. The primary mission of the aircraft is to detect, track and identify targets in its patrol area and transmit the information to friendly forces in order to provide them with an accurate and comprehensive operational picture. In addition, the EMB 145 AEW&C is able to perform other tasks such as Airspace Management, fighter allocation and intercept control, signals intelligence and surveillance of airspace. Ten EMB 145 AEW&C have been delivered to air forces worldwide. The Brazilian Air Force operates five under the Amazon Surveillance System. One aircraft is operated by Mexico. The Hellenic Air Force has ordered four such systems to be a part of NATO. Closer home, India has ordered three for the indigenous DRDO’s AEW&C programme. EMB 145 RS/AGS: The EMB 145 RS/AGS is an advanced Remote Sensing/Airborne Ground Surveillance and Intelligence aircraft capable of providing real-time imagery and signals intelligence over ground objectives. It is equipped with an extensive sensor suite ranging from high-performance Synthetic Aperture Radar (SAR) to electro-optical sensors, in addition to communications and electronic exploitation systems capable of gathering complete intelligence information. The SAR is a day-and-night, all-weather multi-mode sensor. In the map mode, the dual band SAR is capable of producing 3D maps. In the surveillance mode, the moving target indicator allows this sensor to detect and track any moving target at low speed on ground or on water. The electro-optical sensor is a multi-spectral scanner capable of acquiring imagery from the visible to the thermal IR spectrum. The Facelift Image Replacement system completes the set of imagery sensors. All the collected images can be either processed in near real time or recorded to be processed and analysed on the ground. Equipped with high sensitivity Signals Intelligence (SIIssue 11 • 2008

SP’S AVIATION

INDUSTRY OEM GINT) systems, the EMB 145 RS/AGS is also capable of monitoring and locating electromagnetic signal sources at very long distances. All data acquired by the onboard sensors can be transmitted in real time to ground stations through an advanced wide band data link system. On the ground, the images collected and SIGINT data are analysed and fused to produce an integrated intelligence report. This system is operational with the Brazilian Air Force under the Amazon Surveillance Programme. EMB 145 MP: Embraer have also developed the unarmed EMB 145 MP configured for maritime patrol. The EMB 145 MP is very similar to the EMB 145 AEW&C, but instead of the Erieye radar, it is fitted with a Raytheon SeaVue search radar in a ventral radome and a FLIR System AAQ-22 StarSafire FLIR. In an attempt to attract orders from countries planning on upgrading or replacing Lockheed P-3 Orions, Embraer has also proposed an armed EMBRAER ORDER BOOK AS PER 3RD QUARTER, 2008

Type

Firm Order

Options

Total

ERJ 135

108

–

108

ERJ 140

–

ERJ 145

733

783

693

EMB 170

187

100

287

143

EMB 175

134

173

307

100

EMB 190

434

460

894

181

253

EMB 195

110

190

1,780

863

2,643

1,321

459

Total

Deliveries Firm Backlog –

version designated EMB 145 P99. This version would be fitted with the Thales AMASCOS suite featuring Ocean Master search radar in a ventral radome, DR3000 ESM and Agile FLIR. The aircraft would have a cockpit crew of two, five tactical consoles in the fuselage and be capable of carrying four Exocet missiles under wing pylons. The EMB 145 MP is a new generation maritime patrol aircraft for emerging maritime scenarios. It has a variety of innovations in product and maintenance philosophies that are capable of keeping the aircraft fully updated and operational throughout its entire life cycle. Based on a jet platform, the MP is capable of flying at high speed, provides excellent reaction time, for search and rescue missions where time is crucial for saving lives. The EMB 145 MP is fitted with Maritime Patrol radar, Electro-Optical/Infra Red system, Electronic Support Measures, Electronic Signals Intelligence and Communication Intelligence. For anti-submarine warfare, additional sensors, such as Magnetic Anomaly Detector and Acoustic Processor, are available. By way of armament systems, the aircraft can be fitted with external hard points capable of carrying torpedoes, anti-ship missiles and air-to-ground missiles. Two aircraft are currently in service in Mexico with the defence department for border surveillance and anti-narcotics operations. Embraer Super Tucano: First flown in 1992, the EMB 314 Super Tucano is a more powerful version of the EMB 312 Tucano trainer aircraft over 650 of which are operational in the air forces of 17 countries. In 1995, Embraer was awarded 20

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Issue 11 • 2008

a contract to develop a variant of the Super Tucano, known as the ALX, a single-engine light attack aircraft, for the Brazilian Air Force. Powered by the Pratt and Whitney Canada PT6A-68/3 turboprop, 1,600 shp engine, the ALX is capable of operating day and night missions from remote bases and unpaved runways with minimal ground support. The first production aircraft was completed in 1999. Apart from basic and advanced flying training, the aircraft is suitable for counter-insurgency operations. The two seat version of the Super Tucano is designated as AT-29. The Super Tucano is manufactured at the plant at Gaviao Peixoto. The flight envelope of the aircraft extends from +7G to -3.5G. Its small size, high speed, high manoeuvrability, low radar signature, Kevlar armour plating and critical systems redundancy help enhance survivability. The Super Tucano is the perfect combination of a turboprop with Fourth Generation avionics and armament systems. This aircraft is a truly multi-purpose solution available on the market. This aircraft’s performance is similar to a jet trainer and has outstanding human-machine interface. The five under wing and fuselage stations are capable of carrying a wide range of conventional or smart weapons. The Super Tucano is currently operated by the Brazilian and Colombian Air Forces. In August 2008, the latter has contracted for 12 aircraft scheduled to be delivered in 2009. F-5 Upgrade Programme: Embraer plant at Gaviao Peixoto has an ongoing programme for the upgrade of the fleet of 46 F-5E and the two-seat F-5F combat aircraft that have been in service with the Brazilian Air Force since the 1970s. The programme involves structural improvements, installation of modern avionics package, multi-mode radar and INS/GPS navigation system and target acquisition systems. The upgraded version is designated as F-5EM and F-5 FM. Some two dozen upgraded versions have been delivered to the customer. AMX Programme: Embraer has a contract for modernising the fleet of 53 AMX A1 Fighter Jets of the Brazilian Air Force. After the upgrade, the fleet is expected to serve for another 20 years. The AMX fighter-bomber aircraft was www.spsaviation.net

INDUSTRY OEM gramme that was put on hold in 2004 owing to financial difficulties. An RFP was floated in June 2008 for a new fighter designated as the F-X2. With a budgetary allocation of $2.2 billion (Rs 11,000 crore) to fund development cost, the programme calls for a total of 120 aircraft to be delivered around 2020. All major aerospace companies of the world are in the race. This is the next big venture for Embraer. GLOBAL PRESENCE

RAZOR SHARP: SUPER TUCANOS OPERATED BY THE COLOMBIAN AIR FORCE (ABOVE) AND BRAZILIAN AIR FORCE (RIGHT). THE AIRCRAFT WITH THE COLOMBIAN FORCE IS AN AIR FORCE TRAINER WHILE THE OTHER IS DEVELOPMENTAL AIRCRAFT.

developed in collaboration with Italy and has been in service with the Brazilian Air Force since 1990. Embraer C-390 Military Transport Aircraft: A high wing, tail loading, fly-by-wire, 20-tonne class transport aircraft powered by two Pratt & Whitney Turbofan Engines, the Embraer C-390 is under development for the Brazilian armed forces. With a capacity 20 per cent lower than that of a Hercules C-130J, the C-390 airframe has the C 17 appearance. With a cruise speed of 850 kmph, the C-390 would have a range of 2,400 km with 84 troops or 64 paratroopers. Apart from the Latin American market, Embraer is also eyeing the global market, which is estimated to be in the region of over 700 aircraft of this size over the next 10 years. Embraer is in dialogue with a potential partner in South Africa, the Denel Group, for this programme on a risk sharing basis. Under this arrangement, the partner will be responsible for detailed design and manufacture of major and minor components whereas Embraer will handle overall design and integration and final assembly of the aircraft. This model has been successful in the commercial and other military transport aircraft programmes. The prototype is expected to take to the air in 2011. Next Generation Fighter: The induction of long range Fourth Generation plus Su-30 MK in the neighbourhood has possibly led Brazil to rethink its strategy and decide early this year to revive the next-generation multi-role combat aircraft pro-

Embraer has been progressively enlarging its global presence in commercial, business and defence aviation sectors. With nearly 24,000 employees on its strength, Embraer has its presence in four different regions of the world outside Latin America. As high as 82 per cent of the manpower is deployed in manufacturing facilities at five locations in Brazil with the controlling headquarters at Sao Jose dos Campos, about 100 km north east of state capital Sao Paulo. Outside Brazil, the company has successfully penetrated markets in North America, China, the Middle East, Africa and Asia. It has offices in several key commercial hubs of the world. On top of the list is the US where Embraer maintains its presence in four different cities, including Washington. In Europe, Embraer representative offices are located in France and Portugal. In China, Embraer has its presence in two locations which includes a joint venture company at Harbin where the ERJ 145 family of aircraft is assembled exclusively for the Chinese market. Incidentally, in view of the huge emerging market, Embraer remains unruffled by the threat posed by the Chinese regional jet, the ARJ 21. Under development, the ARJ 21 has already taken to the skies in the recent past. The company has an office in Singapore and is now in dialogue with potential Indian partners to establish maintenance repair and overhaul as also training facilities in India. Clearly, Embraer finds the market potential in India lucrative enough to make sizeable investments. In India, there are five commercial jets from Embraer currently flying with Paramount Airways and CEO M. Thiagarajan has confirmed that two more are to be inducted in January 2009 followed possibly by more to meet with spiralling demand. In addition, there are five Legacy 600 Executive Jets with the Indian Air Force/Border Security Force and three ERJ 145 platforms have been ordered by the Defence Research and Development Organisation (DRDO) for the AEW&C programme. By any standard, Embraer’s march towards the pinnacle of excellence has been impressive. The company’s products provide excellent performance, high reliability, safety and comfort, all at affordable cost. Apart from the emphasis on delivering advanced technology, quality, innovation and value for money, Embraer has archived a high level of customer satisfaction and confidence through their world wide network of efficient customer support. SP Issue 11 • 2008

SP’S AVIATION

SPACE

MAXIMUM MOON MISSION

At Rs 380 crore, Chandrayaan-1 is cheaper than even an average size intercontinental airliner and far cheaper than

the superjumbo Airbus A380. An

equivalent mission by NASA could have cost 10 or even 20 times more. land on the Moon’s surface, an inspiration to the children and youth of the country, courtesy India’s space community and the Indian Space Research Organisation (ISRO). By accomplishing the remarkable feat, India became the fifth country in the world after the US, Russia (erstwhile Soviet Union), EU and Japan to have successfully sent a piece of hardware to the Moon’s surface.

PHOTOGRAPHS: WWW.FREEREPUBLIC.COM

By Air Marshal (Retd) V.K. Bhatia

ctober 22. 6.22 am. Sriharikota in Andhra Pradesh. The 44.4-m-tall rocket, Polar Satellite Launch Vehicle C11 (PSLV-C11), weighing 316 tonnes thunders into the blue stretch. Within 18 minutes of the lift-off, it neatly places Chandrayaan-1 into its scheduled orbit around the Earth. November 14. 8.06 am. Chandrayaan-1 releases the Moon Impact Probe (MIP) that crashlands in the South Pole region of the Moon at 8.31 am—effectively drawing the curtains on a nail-biting, exhilarating and exciting three-week journey for Chandrayaan-1 (Moon Vehicle), India’s most ambitious space programme till date. Historic, November 14 was neither coincidental nor a randomly selected date. It is the birth date of India’s first Prime Minister Pandit Jawaharlal Nehru, also celebrated in India as Children’s Day—a befitting day for the MIP to 22

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Issue 11 • 2008

REWIND & RECALL

May 11, 1999 was the first anniversary of Pokharan-II, when Buddha had smiled for the second time allowing India to storm into the exclusive club of nuclear power states. Speaking on the occasion, the then Chairman of ISRO, Dr K. Kasturirangan, proposed India could now aim for the Moon using its indigenously developed PSLV, which had a successful track record of putting satellites in space. The suggestion triggered a fierce debate within the Indian scientific community. In less than a decade, the dream was converted into astounding reality. While various studies were undertaken for the Moon mission, ISRO commenced on the task in earnest in 2003, after receiving the Cabinet nod. Initially christened Somayaana, the name was changed to Chandrayaan (Moon Vehicle) ostensibly at the behest of the then Prime Minister, Atal Behari Vajpayee. www.spsaviation.net

SPACE MOON MISSION The suffix ‘-1’ was added to denote the first of the series of parative cost-effectiveness of the Chandrayaan-1 programme. Moon explorations. At Rs 380 crore ($80 million approximately), the Indian Moon Under consideration were two major components: one, orbiter is cheaper than even a present day average size inthe launch vehicle, and two, the Moon orbiter or the Moon tercontinental airliner and far cheaper than the superjumbo spacecraft itself. ISRO chose its workhorse of many years, Airbus A380. An equivalent mission launched by NASA, for the PSLV rocket, as the launch vehicle. In September 2003, instance, could have cost 10 or even 20 times more. PSLV had broken new ground by placing weather satellite How did ISRO achieve this financial miracle? First, the Kalpana-1, named after programme managers Kalpana Chawla, in geoused the much trusted CHANDRAYAAN’S PAYLOADS stationary transfer orbit and cheaper PSLV with at an altitude of nearly suitable modifications. SWIM (Solar-Wind MIP (Moon 30,000 km. But for the Then they worked around Monitor) Impact Probe) RADOM (Radiation Dose Monitor) Moon mission, the PSLV the problem of restricted had to be heavily modified payload by curtailing the CENA (Chandrayaan SIR-2 (Infrared Energetic Neutral to accommodate larger overall propellant mass Spectrometer) Analyser) strap-on booster motors for the spacecraft’s 440 to cater for extra load. Newton Liquid Engine LLRI (Lunar Laser Ranging Renamed PSLV-C11, the and resorting to increInstrument) HEX (High-Energy greatly updated launcher mental orbit raising/lowX-ray) Spectrometer) was also given additional ering manoeuvres in the TMC (Terrain Mapping Camera) thermal insulation to proEarth’s and Moon’s orHySI (Hyper tect it from searing heat bit, respectively, rather Spectral Imager) CIXS during the ascent phase. than a straight dash for (Chandrayaan-1 X-ray Spectrometer) Shaped like a cuboid— the Moon as was done in 1,380 kg at launch—Chanthe case of NASA’s Apollo Mini-SAR (Miniature M3 (Moon Mineralogy drayaan-1 spacecraft was Manned missions. Synthetic Aperture Radar) Mapper) specially designed by ISRO Following commands scientists and packed with from the Earth Control an array of scientific inStation, ISRO Telemetry, struments to achieve the Tracking and Command following objectives: • Prepare a three-dimensional atlas with high spatial and ISRO’s Holy Grail altitude resolution of 5 to 10 m of both near and far side of the Moon. Away from the urban milieu, with attendant conveniences of mod• Conduct chemical and mineralogical mapping of the enern living and working conditions, India’s space programme began tire lunar surface for distribution of mineral and chemiat a church in what was once a tiny fishing village called Thumba, cal elements including the high atomic number radioacsomewhere near the then sleepy Thiruvananthapuram airport in Kerala. In 1962, when the Indian National Committee for Space Retive elements with high spatial resolution. search (INCOSPAR) was established, father of India’s nuclear pro• Impact a sub-satellite MIP on the surface of the Moon as gramme Homi Bhabha, along with Vikram Sarabhai, evaluated a a forerunner to future soft landing missions. This was number of sites in Kerala to establish a rocket station. They zeroed done at the behest of veteran space scientist A.P.J. Abdul in on Thumba. But there was a hitch. How to convince the fisherfolk Kalam in 2004 who started his ‘space career’ in India of the village to give up the place they were emotionally attached to, in a modest church at a remote Kerala village (see box). especially the rare St Mary Magdalene’s Church? He was also holding the country’s highest office as its The task fell on the shoulders of a former bishop of ThiruvanaPresident in 2004. nthapuram (then Trivandrum). During a Sunday congregation, he Apart from the MIP, Chandrayaan-1’s payloads are a spoke to the devout villagers about the advantages of the space proheady mixture of indigenous and international instruments gramme, inviting them to voice reservations, if any, to handing the village over to the space department. There was an imperceptible from across the globe, including the National Aeronautics and pause before they chorused, “Amen”. Space Administration (NASA), European Space Agency (ESA) It proved to be an auspicious beginning for India’s space proand Bulgarian Academy of Sciences, among others. grammes. The project was initiated with the blessings of the vilWith the large number of scientific instruments, some dulagers, with the small church—the only worthwhile building in its plicates, Chandrayaan-1 is more than adequately equipped precincts—becoming the mainstay for the team of rocket scientists, to carry out its assigned mission and achieve declared objecincluding A.P.J. Abdul Kalam, who later rose to the highest post of tives, like preparing a three-dimensional atlas of both near the Republic of India as its President. The first drawings of some and far side of the Moon and conducting chemical and minof the earliest rockets were made in this church under the most eralogical mapping of the entire lunar surface to ascertain rudimentary conditions. The church now has a second avatar, too, the distribution of natural resources. But are these sufficient as a space museum. • reasons for India to launch its own Moon probe? REACTIONS TO THE MOON MISSION

What has really astonished the rest of the world is the com-

network located at Peenya near Bangalore, Chandrayaan-1’s Newton engine carried out four Earth orbit burns to progresIssue 11 • 2008

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SPACE MOON MISSION CHANDRAYAAN-1’S PAYLOADS & TASKS sively raise its orbits. This able on Earth (a mere 15 was followed by a final burn tonnes), but believed to be in the Earth’s orbit to enable abundant on the Moon (up Indian Payloads • Terrain Mapping Camera (TMC) is a CCD camera with a 5 the spacecraft to enter the to 5 million tonnes). m resolution and a 40 km swath in the panchromatic band Lunar Transfer Trajectory. A promising fuel for and will be used to produce a high-resolution map of the The engine was fired again advanced fusion reactors Moon. TMC is built by ISRO’s Space Applications Centre of briefly to complete the lunar in the future, if HeliumAhmedabad. orbit insertion. Thereafter, 3 could be tapped from • Hyper Spectral Imager will perform mineralogical mapin a reverse mode, four sucMoon, it could produce ping in the 400 to 900 nm band with a spectral resolution of cessive short duration burns enough energy to meet the 15 nm and a spatial resolution of 80 m. were carried out to execute world’s demand for 8,000 • Lunar Laser Ranging Instrument will determine the surprogressive lunar orbit reducyears. Scientists are already face topography. tion manoeuvres, to finally talking about creating ver• X-ray Fluorescence Spectrometer will be used to map the place the spacecraft almost tical space escalators with abundance of magnesium, aluminum, silicon, calcium, titanium and iron at the surface and a Solar X-ray Monitor will perfectly in its final 100 km the help of ever advancing monitor the solar flux. circular lunar orbit. In the nano-technologies which • High Energy X-ray/gamma ray Spectrometer, with ground entire journey, from its initial could be used to transport resolution of 40 m, will measure uranium, thorium, lead, raEarth orbit to its final lunar raw materials from space don degassing and other radioactive elements. home orbit, Chandrayaan-1 to the Earth’s surface; used a paltry 705 kg of prowithout the ‘space trucks’ Non-Indian Payloads • Sub-keV Atom Reflecting Analyser, or SARA, from the ESA pellant compared to the many having to go through exorwill map composition using low energy neutral atoms sputtonnes used by the US Moon bitantly expensive gravity tered from the surface. missions. ISRO’s innovative defying lift-offs and, re-en• Moon Mineralogy Mapper, an imaging spectrometer fundapproach also resulted in dratry procedures. ed by NASA, will map the surface mineral composition. matic reduction in the overall So, what is the bigger • SIR-2 a near infrared spectrometer from ESA, built at the costs of the Moon mission. picture? Space exploraMax Planck Institute for solar system research, Polish AcadYet again, both the US and tion ultimately involves the emy of Sciences and University of Bergen will also map the the former Soviet Union had colonisation of Moon and mineral composition using an infrared grating spectrometer. successfully launched lunar Mars. Chandrayaan-1 is not • MiniSAR an active synthetic aperture radar system deorbiting flights way back in merely a show of strength signed and built for NASA by a large team that includes US the 1960s. So, contend some of India’s space prowess Naval Air Warfare Centre, John Hopkins University Applied Physics Laboratory, Sandia National Laboratories, Raytheon sceptics, why on earth is India because this would by itand Northrop Grumman will search for lunar polar ice and going to the Moon now? Sureself be, at best, unenduring. estimate the water content of the Moon’s polar region. ly there are other pressing Even the national euphoria • RADOM-7 (Radiation Dose Monitor) from the Bulgarian priorities like poverty, literacy, associated with becoming Academy of Sciences will map the radiation environment medical care, infrastructure a full member of an elite around the Moon. • development, and so on, that club of super powers would need urgent attention and betbe an ephemeral phenomter utilisation of the taxpayenon. India is not the only ers’ money, the doubters assert. The answer is best summed country which is reaching out to the Moon. Interests have up by former ISRO Chairman and a staunch supporter of the been rekindled in both the US and the Russian Federation. programme U.R. Rao who asserts that everything about the The International Space Station is being strengthened and enMoon is still not known and there are many unsolved prob- larged to act as intermediary platform for deep space exploralems in unraveling the mysteries of the planetary system. Ac- tions. Even China, the emerging super space power, wants to cording to Rao, Chandrayaan-1 will not only help us in better build a space station of its own. The time is not far when space understanding of the planetary system, it would also act as a stations are built on the surface of the Moon for its colonisaprecursor to subsequent manned space and lunar missions tion and deeper space explorations. that will get planetary exploration closer than before. To achieve its ambitions, India will have to be among the So far, the mission has gone like clockwork, down to the frontrunners and, therefore, plan its space programmes aclast nanosecond. The MIP has ‘firmly’ planted the Indian cordingly. It’s little wonder then that ISRO has already startTricolour on the surface of the Moon and the spacecraft or- ed to work on Chandrayaan-2 scheduled for launch between biting in a near perfect 100 km circular is switching on the 2010 and 2012 and subsequently a manned mission to the onboard instruments in a preplanned sequence for a non- Moon. That India also has its eyes on Mars is evident from stop two-year thorough study of the sub-planet. former ISRO Chairman Dr Kasturirangan’s observation that a mission to Mars is a logical extension to the Moon flight. THE BIGGER PICTURE For now, Chandrayaan-1 is circling the Moon—and it’s Chandrayaan-1 is not just a ‘me too’ Moon odyssey by In- only a matter of time before humanity starts moving out from dia. Besides enhancing knowledge about Earth’s nearest Earth. India must get its space priorities right if it wants to neighbour, a serious effort is going to be made for mineral be an enduring part of that ‘outward’ movement. As a space mapping of the sub-planet. In addition, the mission will try enthusiast, witnessing the successful launch of Chandrayaanto source non-radioactive Helium-3 which is sparsely avail- 1, enthused: “Go! India Go!” SP 24

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www.spsaviation.net

INDUSTRY

TECHNOLOGY

Perfect Blend

ost fixed wing aircraft have a comfortingly familiar shape—a long, tubular body or fuselage, with wings and a tail plane. The form, though practical, is aerodynamically inefficient. The wings produce most of the useful lift. But the body is bulky and unattractive, designed mainly to carry the maximum possible load, and produces a great deal of undesirable drag. In the days when oil was cheap and ‘green’ was just another colour, drag could be overcome by brute horsepower. But now the era of low-priced oil is practically over and aviation is squarely in the sights of the eco-warriors. Designers are pulling out all the stops to make aircraft streamlined and fuel efficient. What better way than to get rid of the fuselage altogether, leaving only a sleek ‘flying wing’? Flying wings are just that—a single wing with no body. There may, however, be structures attached to the wing. A rather more conventional design is the blended-wing-body (BWB) aircraft. A BWB has a flattened and streamlined body with distinct and separate wings smoothly blended in. The body could produce much of the lift required to support its own weight.

Are blended wings likely to become the commercial conﬁguration of choice?

Maybe. But not for another two or three decades. The reasons are economic rather than technical.

PHOTOGRAPH: BOEING

FLYING WINGS IN HISTORY

Flying wings and BWB planes have a long and chequered history. In 1929, the German Junkers G.38 blended-wing aircraft was one of the largest airliners of its time—a veritable super-jumbo. It could carry 34 passengers compared with nine by a competitor. Passengers were seated in the wings. Sloping windscreens in the leading edge of each wing gave them a forward-facing view, otherwise available only to pilots. The G.38’s utilitarian design even provided mechanics easy access to all four engines in flight. A couple of decades later, Northrop pioneered the flying wing design in the YB-49. Unfortunately, the aircraft, which first flew in 1947, was unstable. Engineers lacked the computer controls necessary to make it flight worthy. Besides, its bomb bays were too small for the atomic weapons of the day. In 1948, following an accident that killed five crew, the project was shelved. The flying wing design was resurrected in the 1980s with the B-2 stealth bomber,

By Group Captain (Retd) Joseph Noronha, Goa

also built by Northrop Grumman. The B-2 is one of the most advanced bombers currently operational and falls somewhere between a flying wing and a BWB. It is usually classified as a flying wing, since the protruding body sections are not much larger than the main wing. SKYRAYS & SILENT AIRCRAFT

Designing a BWB aircraft poses immense challenges. But recent advances in lightweight composite materials, fly-by-wire controls and sophisticated flight systems have made building these planes more viable. The latest attempt to produce a BWB—albeit a remotely piloted 8.5 per cent scale model—is a joint effort by NASA, Boeing and the US Air Force (USAF). While the USAF has officially designated it the X-48B, it is also called Skyray, because it has the graceful silhouette of a manta ray in flight. This futuristic aircraft employs a hybrid flying wing shape of 6.4 m span and incorporates some features of a conventional airliner. It generates high lift-to-drag ratios, thereby increasing the fuel economy of its three small Issue 11 • 2008

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INDUSTRY TECHNOLOGY turbojet engines. Its low effective wing loading means that exotic lift augmentation devices are not needed even for take off and landing. Outboard leading edge slats are the only high lift surfaces. Neither is there need for a conventional tail. A high proportion of composites are used, reducing weight to the barest minimum. There is also less total surface area. On July 20, 2007, after years of research, design and tests, the X-48B Skyray made its first flight at Edwards Air Force Base, California. The project team is now involved in a comprehensive test programme. The USAF is interested in the full size design’s potential as a long-range, high-capacity military aircraft in the cargo and aerial refuelling role. The Skyray is also intended to study the feasibility of Most aviation very high capacity planes to experts believe transport more people with that fundamental fewer aircraft movements. change in The blended wing design aircraft design appears tailor made for the purpose. A twin-deck BWB is inevitable— could seat 650 to 900 passengers, yet due to its highly efficient aerodynamics, reduced weight and economical high-bypass engines, it would need around 20 to 25 per cent less fuel than an equivalent conventional aircraft. The operating costs could be reduced by around 15 per cent with weight down by 10 to 15 per cent. These factors make it less expensive to build in terms of scarce materials and permit more load than conventional aircraft. The BWB design could also help reduce noise tremendously, as another promising research programme indicates. The Silent Aircraft Initiative (SAI) involves 40 scientists from MIT in the US and Cambridge University in the UK with a singular agenda—to lick the problem of aircraft noise. The result of their efforts is a ‘concept design’ called the SAX-40. Since turbulent airflow causes noise, the designers tried to make the airframe as smooth as possible. Unsurprisingly, the wings and fuselage of the SAX-40 merge to form a blended wing. Its shape allows it to land at much lower speeds, reducing landing noise. The design does not need a tail, and hence cuts down on turbulent airflow and noise from the rear of the plane. Further, its engines sit on top, instead of hanging beneath the wings, reducing take-off noise for those on the ground below. The engineers are even investigating the possibility of removing the flaps altogether, which would reduce noise further. Consequently, the SAX-40 would be considerably quieter than today’s jetliners. The design, made of lightweight composites, also improves the fuel efficiency of the craft whilst cruising. In other words, it would require up to 25 per cent less fuel. This design addresses the generation-after-next of aircraft. There are many technical challenges still to be overcome before it might hope to become an operational reality, perhaps around 2030.

and must be revolutionary rather than evolutionary

PROS & CONS

All the effort going into developing BWB aircraft will probably 26

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Issue 11 • 2008

be worthwhile once production versions take to the skies. Most likely there would be up to 30 per cent increase in fuel efficiency while carrying the same payload. This is highly significant, especially in the commercial aviation industry where fuel costs directly impact the airline’s bottom line. If the engines were configured above the wings, the wings would shield a significant amount of noise from the ground. These two advantages alone would qualify the BWB as a truly green aircraft. There are several hurdles to be crossed, though. A big drawback is that most passengers in the cavernous interior would be far from windows. Individuals susceptible to claustrophobia would cringe and some passengers would refuse to fly in a BWB airliner. One possible solution being studied is for external cameras to send real-time video of the scenery outside to a screen in front of each seat. Another thorny issue is that of ensuring passengers a safe and fast escape in case of an accident, since emergency door locations would be completely different from those in a conventional aircraft. Besides, the rectangular or oval cross section of a BWB is not suitable for pressurisation—it turns out that the much-maligned tubular fuselage is the most efficient shape. Other critical issues identified so far include flight-control characteristics and engine/airframe integration. Most important, perhaps, is that the landing gear track width should be compatible with existing airports. SHAPE OF THINGS TO COME

Are blended wings likely to become the commercial configuration of choice? Maybe. But not for another two or three decades. The reasons are economic rather than technical. Manufacturers like Boeing are faced with a thorny question: in a climate of uncertainty, should they invest in a radical new type of aircraft, or should they continue to develop new conventional products with incremental improvements? It is undoubtedly safer to develop new aircraft out of what has gone before, rather than start a brand-new production line. There is good reason for the manufacturers’ caution: building new aircraft is both costly and risky. Few may remember that after Boeing launched its 747 jumbo jet in 1968, it ran into serious financial difficulties when demand for the new plane stalled. To survive, the company had to slash its workforce from 100,000 to 38,000. It is another matter that the Boeing 747 later became one of the most successful commercial aircraft ever. However, sooner rather than later, green pressures or oil price hikes, or both, are likely to make the case for BWB aircraft more compelling. Most aviation experts believe that fundamental change in aircraft design is inevitable—and must be revolutionary rather than evolutionary. Dr Howard Smith of Cranfield University says, “The aerospace industry has for many years focused on one solution, which has now been refined to the point of diminishing returns. From the point of aerodynamic and propulsive efficiency there is little scope for improving the classic civil airline configuration.” He stresses the central role that risk-reduction techniques, computer modelling and sub-scale demonstrators must play in the smooth advent of BWB airliners. The risks are great, but the potential rewards are greater. Dr Smith sums it up thus: “He who finds the nerve to leap the chasm will win the future. Everyone will benefit, of course, but only those at the forefront stand to profit commercially.” SP www.spsaviation.net

CIVIL

SHOW REVIEW

Healthy,

PHOTOGRAPHS: SP GUIDE PUBNS, ALAN PEAFORD

Wealthy

hile global economic woes have already shaken up the banking industry there are signs that ripples are spreading into the commercial airline industry. But business aviation, particularly the Middle Eastern sector, appears to be showing only small signs of slowing down. This year’s Middle East Business Aviation (MEBA) was a solid success. With exhibitors fighting for static display space, the show organisers reported more than 70 aircraft on display worth a staggering $1.6 billion (Rs 7,987 crore)—most of which were up for sale—and 250 exhibitors. Business was booming over the three-day exhibition held at Dubai International’s Airport Expo with sales announced at the show topping $1.5 billion (Rs 7,490 crore) as well as breaking new ground on strategic partnerships. As the curtains came down, Middle East Business Aviation Association founding Chairman Ali Al Naqbi said: “This event was perfect. It was three times as big as 2007 and exhibitors have told me that they had direct access to the people they needed to do business with. After all the deals and announcements we have seen at MEBA 2008, we can be assured that the market is growing and that there is plenty of confidence out there.”

Wisely Business was booming over the three-day Middle East Business Aviation held at Dubai International’s Airport Expo with sales announced at the show

topping $1.5 billion (Rs 7,490 crore) as well

as breaking new ground on strategic partnerships. PHIL NASSKAU reports from Dubai. Issue 11 • 2008

SP’S AVIATION

CIVIL SHOW REVIEW

‘PEOPLE ARE STILL PREPARED TO INVEST’

SIZE MATTERS: CESSNA ENJOYED A PROMINENT PRESENCE IN MEBA ’08. (LEFT) POTENTIAL CUSTOMERS INSPECT THE CESSNA MUSTANG AND (RIGHT) A CLOSEUP OF CESSNA CITATION.

Speaking to SP’s Aviation ahead of the show, the head of Dubai’s civil aviation authority and Chairman of Emirates Airlines HH Sheikh Ahmed bin Saeed al Maktoum said the business aviation sector could help arrest global recession. “The people that fly in business aircraft come to do business. They invest and they support development. A show like MEBA is a good indication that people are still prepared to invest.” Sheikh Ahmed was unable to attend the opening of the show, but the UAE’s Minister of the Economy and Chairman of its General Civil Aviation Authority HE Sultan Bin Saeed Al Mansouri was present and warned that the biggest threat to business aviation is not the global recession but a shortage of skilled labour. The minister warned that while the industry continues to expand, the human resources base is diminishing: “While I am most confident of continued growth, I urge the business aviation community to be aware of the fact that the current pool of human resources will shrink. This is a significant challenge and may impact growth.” However, the minister remained up-beat about the state of the industry in the UAE and the wider Middle East, stressing that UAE’s ‘open skies’ policy, combined with the country’s massive investment in aviation-related infrastructure, has delivered “many benefits” to business aviation and provided a platform for it to grow further. “The Middle East, in general, and the Gulf States, in particular, resemble a healthy market for business aviation aircraft.” ‘QUALITY AIRCRAFT AT BETTER PRICES’

On the static park there were some signs that the turbulence in the world’s financial markets is beginning to hit business aviation. While the Middle East market is still buoyant, aircraft prices are falling as orders are cancelled or deferred due to difficulty in raising finance. President and CEO of Royal Jet Shane O’Hare said: “Because of the economic downturn many corporates are rethinking their expenditure. This is part and parcel of any 28

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cyclical market where overheating is followed by a period of correction.” This, he adds, would affect the availability of corporate business jets. “We will avoid buying larger aircraft until there are more slots available so we can acquire quality aircraft at significantly better prices.” Heavy order books are tapering off as orders “fall by the wayside or are being deferred”. However, he says most change is in the used market. A BBJ sold for $40 million (Rs 200 crore) in 2006 was selling at $75 million (Rs 374 crore) earlier this year. Today, that price has dropped. Managing Director of British charter operator Ocean Sky Aviation Niki Rokni agrees: “Aircraft prices have fallen noticeably over the last two months. In the second quarter of 2008 if you could get hold of a new Challenger 605 it would cost between $34.5 million (Rs 172 crore) to $35 million (Rs 175 crore) from a reseller, whereas today the same aircraft would cost you nearer $31 million (Rs 155 crore).” Rokni attributes this to order cancellations and estimates that prices have gone down $1 million (Rs 5 crore) to $2 million (Rs 10 crore) on average on mid-size jets and $0.5 million (Rs 2.5 crore) to $0.7 million (Rs 3.5 crore) on light jets. Chief Operating Officer of Aero Toy Store Ben Shirazi reckons the price of a resale Bombardier Challenger 605 is at $33 million (Rs 165 crore) today, although he concedes that the same aircraft would cost “substantially less” in 2009. “People are not upgrading at the moment.” ‘CONSTANT DEMAND FOR HIGH-END AIRCRAFT’

Manufacturers remain bullish, however, saying that customers are eager to take delivery positions when they come available. Hawker Beechcraft’s Sean McGeough says that the OEM had no cancellations in the last quarter and Embraer’s Luis Carlos Affonso agrees that the level of cancellations or deferrals has been “negligible”. Despite the tail off in orders, Both Shirazi and O’Hare believe the market will remain stable for new aircraft, particularly in the Middle East and India. “There is a constant demand for high-end aircraft, such as BBJ and Gulfstream products,” said O’Hare. Yet, for regionally-based operations there were no issues of a downturn. Saudi Arabia’s MAZ Aviation kicked off the www.spsaviation.net

CIVIL SHOW REVIEW show with the launch of a $300 million (Rs 1,495 crore) ries Citations, company chief Saad Wallan says he plans to company to deliver “world class” maintenance and support add the full line of Citations as soon as he gets the required services to private aviation in the Middle East—and Saudi equipment. He also says he is “looking to set up another Arabia’s drive to deregulate its aviation industry played a maintenance base somewhere in the UAE”. critical role. The new company called Ajwaa Alalam Group Piaggio Aero, meanwhile, announced that Abu Dhabi is to be the holding company for a trio of subsidiaries. Aircraft Technologies would become the first Avanti service At its heart is a $70 million (Rs 349 crore), 10,000 sq m facility in the region with a maintenance base at Abu Dhabi MRO facility being built at Riyadh’s King Khalid International international airport. Monday at the show kicked off with Airport. “Globally, the Middle East is one of the most impor- the first day’s orders equalling the 2007 show totals. Abu tant markets for business and private aviation, yet it is one of Dhabi’s Al Jaber Group announced the creation of AJA, its the most underserved in terms of services and support,” says new VIP charter company with an investment worth $1.2 Mohammed Al-Zeer, Chairman Ajwaa Alalam. “We will provide billion (Rs 5,988 crore). the aviation community in the Middle East with the same level Chief Executive Mohammed Al Jaber revealed the comof service people experience in the United States or Europe. pany has ordered a fleet of Airbus and Embraer VIP aircraft. “Our aim is to change the current status by establishing world class services which will ensure that the Middle East business and private aviation community receives the highest degree of reliability and dependability.” Al-Zeer paid tribute to the Kingdom’s civil aviation authorities, currently at the heart of a strategy to deregulate many areas of the aviation industry. “Deregulation is now playing a tremendous role in making investment opportunities that much better by reducing the administration side of approvals,” he says. “From the day we submitted the initial application to the day we received approval, it took just three weeks. Before, it would have taken years. The civil aviation people are going out to their FLY IN STYLE: THE INCREDIBLY STUNNING INTERIORS OF BOEING’S BBJ (RIGHT); EDITOR-IN-CHIEF way to move from one of the most regulated markets in The investment inJAYANT BARANWAL ONBOARD THE AIRCRAFT the world to one that is deregulated. We would not have cludes four Airbus embarked on this venture if it had not been deregulatA318 Elite jets and ed.” The three companies in the group are: two ACJs alongside • Ajwaa Alalam Aviation Services (AJWA SERV) special- eight of Embraer’s new Legacy 450/500s to work in conising in providing aircraft and fleet management ser- junction with five Lineage 1000s and two Legacy 600s that vices. Al Jaber ordered from the Brazilian manufacturer at last • Ajwaa Alalam Technical Company (AJWA TECH) spe- year’s Dubai Airshow. The company is also the launch cuscialising in providing aircraft maintenance services. tomer for the Lineage and is set to take delivery of the first • Ajwaa Alalam Logistics (AJWA LOGISTICS) which pro- aircraft by the end of the year. “The breathtaking economic vides spare parts and logistics. growth over the past decade in the Middle East has created Al-Zeer says Riyadh was chosen as the new firm’s base a sizeable business aviation market. The region VIP market because it is the centre of the Middle East’s private aviation is expected to be worth about $1.2 billion by 2010 and grow business. The kingdom not only has the biggest private avia- at a rate of 25 per cent per year,” said Al Jaber at the show. tion market, but the longest-established and “most stable”. The He adds that the company intends to be one of the market Riyadh facility will be able to handle all types of aircraft up to leaders in the region. Boeing 777s and Airbus A340s and will become operational in AJA’s operations are set to commence in February with orthe first quarter of 2011. ders timed for delivery over the next five years. The first base will be in Abu Dhabi, followed a year later with a facility in ‘A SIZEABLE BUSINESS AVIATION MARKET’ Dubai. Hinting at the company’s future Al Jaber says: “Central Maintenance was big on the agenda at MEBA with Cessna to our business plan is having a base in each of the UAE’s interannouncing that Saudi Arabia’s Wallan Aviation is to be the national cities.” Chief Operating Officer Dr Mark Pierotti adds: first Citation Authorised Service Facility in the Middle East. “AJA will offer a suite of complementary services and facilities Although initially the facility can only handle all 500-se- that will see the UAE become a global hub for VIP aviation.” Issue 11 • 2008

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CIVIL SHOW REVIEW attractive pricing and early delivery slots that other manufacturers cannot offer,” says Tailwind President Joel Hussey. “Our aircraft are available for customer delivery in the first quarter of 2009 with the amenities of new aircraft, but at a fraction of the price. This makes the Hemisphere a highly attractive opportunity that really makes sense for discerning customers.” ‘TWO MANAGING COMPANIES BETTER THAN ONE’

PLUSH INTERIORS: FLYING COLOURS’ ERIC GILLESPIE SHOWS OFF THE EXECLINER’S CABIN

Another hive of activity at MEBA and a market that is gaining real momentum is airliner conversions. One of the most popular donor airframes seems to be the Bombardier CRJ regional jet. There were no fewer than three companies offering their services at the show. Project Phoenix, which launched at last year’s Dubai Airshow, announced that Egyptian martial arts actor Yousef Mansour had purchased an aircraft at the show. Mansour’s Cairo-headquartered production and distribution company Action Film International will take delivery of the 12-seat aircraft next September. To be based in the Egyptian capital and managed by ExecuJet Middle East, it will be used to fly Mansour and his film crews on location, as well as being made available on charter to a number of his business associates. The aircraft is also set for a starring role in Mansour’s new film Sooner or Later, which will be shot in Cairo, around the Red Sea, and in Phoenix, Arizona, from next March. “It will be a great showcase for a very special jet,” says Mansour. Canadian company Flying Colours was displaying its second completed CRJ-200 conversion and received an order to complete a new Challenger 850 as well as breaking new ground on an additional facility next year which will be large enough to accommodate eight Challenger 850s or its CRJ ExecLiner size aircraft. Sales and Marketing Manager Eric Gillespie said: “There are many companies offering CRJ conversions, but we’re the only ones delivering. “This aircraft is the second to be delivered. We currently have six more ‘in-house’ with two more due to be delivered before the year end,” he adds. Gillespie says that the turnaround time is around seven and a half months “and with OEM backlogs so long, it’s cost effective. Compared to a Challenger 850 that will cost between $28 million (Rs 140 crore) and $30 million (Rs 150 crore), you can get an ExecLiner for between $18 million (Rs 90 crore) and $20 million (Rs 100 crore). A Global Express size cabin for the cost of a Challenger 604.” One of the ExecLiner’s strong points is the soundproofing. Gillespie says that the aim is for 54dB noise levels. “We’re using the Global Express sound proofing kit. It’s really quiet in the cabin.” It isn’t, however, just the owner appeal that Gillespie sees as being key to marketing the aircraft successfully. “This is a great aircraft for chartering. You can really make money with it.” The third competitor at MEBA was Hemisphere 200XR which is a joint venture from Tailwind Capital and Global Principal Finance Company. “We believe the Hemisphere 200XR represents a unique combination of ultra-large cabin luxury, 30

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This year’s show also marked a significant milestone in cooperation. Jordanian operator Arab Wings and Abu Dhabibased Royal Jet signed an agreement that sees the two companies cooperate on aircraft management, initially for a new Bombardier Challenger 605. The aircraft is set to join Royal Jet’s fleet in February next year. Royal Jet says this new deal could signal the start of further cooperation in the future between the two companies, Royal Jet’s Chief Executive Shane O’Hare said he was delighted that two prominent names in the industry should be working together. His counterpart at Arab Wings Ahmad Abu Ghazaleh says: “Royal Jet is widely recognised for its expertise and attention to detail. We have great confidence in their abilities and look forward to a profitable and close relationship with them into the future. At the same time, the benefits to the owner of this aircraft are enormous as two companies in different geographical areas will be marketing its chartering. In this case, two managing companies really are better than one.” With order records being broken, one exhibitor on the static display also jetted in with a new speed record. Emivest Aerospace’s SJ30 Middle East distributor Action Aviation set a new record as the aircraft roared into Dubai from London in seven hours and seven minutes with a single stop. Action Aviation’s Chairman Hamish Harding captained the aircraft and says: “Breaking records has become almost a habit with the SJ30. On this attempt, ATC were very helpful and coming into Dubai cleared us in without a speed limit to help beat the record.” The flight had a single stop over in Istanbul lasting 41 minutes to allow for refuelling. Seems the aircraft is on the way up. Although it has had a well-documented and frequently bumpy path through the development process, Action Aviation Managing Director Mike Creed is bullish about the aircraft’s future. “The factory now has very strong new Dubai-based owners in Emivest Aerospace and they’re doing all the right things in ramping up production,” he says. “They’re not going to just build 100 aircraft in six months. They have a philosophy of making sure they get it right. It’s not like turning a light switch, it will take time and they are doing the right thing to deliver the product.” Creed is upbeat about the aircraft’s prospects in the region. “The perceived recession isn’t being seen. MEBA has expanded by two thirds since the last show. There are more than 80 aircraft on the static display. We just have to be here,” he said. On the other end of the size spectrum, Airbus received an order from Comlux Aviation for a second A320 Prestige for the Swiss operator’s VVIP fleet, while Hawker Beechcraft signed an order with Saudi Arabian Airlines for six Hawker 400XP light jets for the airline’s Saudia Private Aviation. Cessna closed the show with an announcement that Wallan Aviation had closed sales worth $90 million (Rs 448 crore) covering three Citation Columbus jets, a Cessna Citation, a Cessna Caravan and two used Cessna CJs. SP www.spsaviation.net

Hall of Fame

MELIA MARY EARHART WAS born in Atchinson, Kansas, in the US on July 24, 1897. During her troubled childhood—her father was an alcoholic and her parents eventually divorced—she learned to be a survivor. She loved to climb trees, hunt rats with a rifle and ‘belly-slam’ a sled downhill. At age seven, with the help of her uncle, she fashioned a roller-coaster ramp on the roof of the family shed and launched herself in her sled. She emerged from the ‘flight’ bruised and battered, but also exhilarated. In 1918, she contracted flu which led to pneumonia and chronic sinusitis. The sinusitis required many operations over the years and troubled her throughout her life. In December 1920, she went up on her first flight, an experience that forever changed her. Within a week she signed up for flying lessons and six months later, bought her own second-hand biplane. In October 1922, Amelia set the first of many records: a women’s altitude mark of 14,000 ft. In 1928, she became the first woman to fly across the Atlantic. In fact she was little more than a passenger with the onerous duty of maintaining the flight log—the two male pilots did the flying. However, on May 20-21, 1932, exactly five years after Charles Lindbergh’s epic feat, she flew solo across the Atlantic, the first woman to do so. She was awarded the Distinguished Flying Cross for this feat, the first woman to be so honoured. As her fame grew, “Lady Lindy” became friendly with many people in high office, including Eleanor Roosevelt. Declaring that men and women were equal in “jobs requiring intelligence, coordination, speed, coolness and willpower”, on January 11, 1935, she became the first pilot—male or female—to fly solo across the Pacific from Honolulu, Hawaii to Oakland, California. Amelia was a lifelong advocate of women’s rights. She was a founder member of The Ninety-Nines, a support group for women aviators, and became its first president in 1930. Though she was, perhaps, the world’s most famous female pilot, she was not

a naturally gifted one. She made many mistakes, but was diligent in her efforts to improve. “Please know I am quite aware of the hazards,” she once wrote to her husband. “I want to do it

Amelia Earhart (1897 – 1937)

cross what was at the time the final frontier—circumnavigation of the globe at the equator. No one had ever done it. “I have a feeling that there is just about one more good flight left in my system, and I hope this trip is it,” she said. With her navigator Fred Noonan she departed from Oakland and they completed 35,000 km of the gruelling 47,000 km journey within 40 days. Now came the most difficult stretch—a 4,113 km long journey from Lae, New Guinea to Howland in the mid-Pacific. Howland was a speck of an island, just 2,000 m long and 500 m wide. They took off at 12.30 pm on July 2 and, contrary to the forecast, soon encountered overcast skies and rain. The clouds probably made aerial navigation difficult if not impossible. Their transmissions were intermittent and at 7.45 am the next day came the worrisome words: “We must be on you, but we cannot see you. Fuel is running low,” and an hour later, “We are running north and south.” This was their last call. No trace was ever found and Amelia became even more famous following her disappearance. She was declared dead on January 5, 1939. Some conspiracy theories claimed she had been on a spy mission against the Japanese, another conjecture was she and Fred had been captured by the Japanese. No evidence was ever found to support such speculation. In all likelihood, the pair got lost, ran out of fuel and ditched the aircraft at sea or landed on an uninhabited island and was never rescued. Some day, perhaps, the Pacific Ocean will reveal its secret. Be that as it may, the world will always remember Amelia Earhart for her courage, vision and determination. SP —Group Captain (Retd) Joseph Noronha, Goa

Perhaps the world’s most famous female pilot,Amelia Earhart was not a naturally gifted one. She made many mistakes, but was diligent in her efforts to improve.“Please know I am quite aware of the hazards,” she once wrote to her husband.“I want to do it because I want to do it. Women must try to do things as men have tried.When they fail, their failure must be but a challenge to others.” because I want to do it. Women must try to do things as men have tried. When they fail, their failure must be but a challenge to others.” On May 21, 1937, weeks before her 40th birthday, Amelia set out to

Issue 11 • 2008

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NEWS

MILITARY Asia-Pacific Indian Air Force Chief visits China Chief of the Air Staff of the Indian Air Force (IAF) Air Chief Marshal F.H. Major visited China in the first week of November to strengthen air force-to-air force cooperation between the two countries. The visit was at the invitation of General Xu Qiliang, Commander of the Chinese People’s Liberation Army Air Force (PLAAF) and was the second visit by an IAF Chief. Major was welcomed by a guard of honour at the PLAAF Headquarters in Beijing. He met Commander of the PLAAF General Xu Qiliang, among others, and held discussions on bilateral issues. DRDO tests 600 km range SSM Shourya

India has conducted test of a new state-of-the-art canisterised surface-to-surface (SSM) Shourya with a range of 600 km. Declared successful by the Defence Research and Development Organisation (DRDO), the flight-test of Shourya missile system from the Interim Test Range at Balasore is part of the ongoing technology development work undertaken by the organisation. The missile has the unique features of simplicity of operation and maintenance, and can be easily handled, transported and stored within the canister for longer shelf life. The high manoeuvrability of the missile makes it less vulnerable to available anti-missile defence systems. 32

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Conference on energising Indian aerospace industry The third International Conference on Energising Indian Aerospace Industry-New Partnerships, New Opportunities was organised jointly by the Confederation of Indian Industry, IAF, Centre for Air Power Studies and Society for Aerospace Studies in Delhi from November 7 to 8. The conference, attended by delegates from India and abroad, was divided into four sessions spread over a period of two days. India-China air force exercises likely To boost cooperation with its Chinese counterpart, IAF plans to hold joint exercises with the PLAAF. If the move materialises, this would be the first ever joint manoeuvre by the IAF and the PLAAF, IAF Chief Air Chief Marshal F.H. Major said at the start of a commanders’ conference held at Head Quarters Maintenance Command in Nagpur. The Indian Army had conducted its first joint exercise with the People’s Liberation Army in December last year, while the navy continues to hold joint exercises with China. HAL postpones LCH first flight to March 2009 India’s Hindustan Aeronautics Limited (HAL) has delayed the first flight of its indigenous light combat helicopter (LCH) design until March 2009, but aims to secure initial operational clearance for the type by December 2010. The IAF has committed to 65 helicopters, which could enter service around 2012 and be used for anti-tank and anti-infantry roles. The new attack helicopter will be powered by two Shakti engines jointly developed with France’s Turbomeca, which already power HAL’s Dhruv advanced light helicopter. HAL has based the LCH’s platform on the Dhruv’s, giving it a maximum speed of 148 kt (275 km/h) and an operational ceiling of around 18,000 ft. The new design incorporates some stealth features and a crashworthy landing gear, and its manufacturer has worked with Israeli companies to develop its avionics equipment.

Issue 11 • 2008

India inks Rs 5,800-cr deal for 80 copters from Russia

QuickRoundUp AIRBORNE SYSTEMS

In the biggest defence deal with Russia in recent times, India will spend a whopping $1.2 billion (Rs 5,800 crore) to procure 80 Mi-17 V5 medium lift helicopters to boost the existing chopper fleet of the IAF. The deal, which includes spare parts and armaments for the helicopters, also includes offset obligations worth $400 million (Rs 1,920 crore). Under the contract, the Russian Rosoboronexport organisation will manufacture and export 80 helicopters to India. They will be delivered between 2010 and 2014. The helicopters will replace the ageing Mi-17 helicopters in service with the IAF and will be used to transport supplies to crucial areas, including the Siachen glacier. Modern IAF to archive flying history The IAF is working on a project to resurrect a squadron of its vintage aircraft to showcase its journey down the years. Under the programme, the IAF is planning to form a squadron comprising of one aircraft each from its past inventory, making it one of the few select air forces in the world to do so. “We are planning to include most of the aircraft from our vintage strike force. These include the Hurricane, Wapiti, Spitfire, Ajeet, HF-24 Marut, Tigermoth and Hunter aircraft,” a senior IAF officer said in Delhi. The IAF plans to put two of these aircraft on static display at Aero India 2009. ‘Money no constraint to arms purchase’ There is no lack of funds for modernisation of the armed forces, Financial Advisor (Defence Services) H.K. Pannu has said. Inaugurating a national seminar on ‘Defence Budget’ recently, she said the three services, in fact, have been unable to spend the money earmarked for purchases or

• Airborne Systems has successfully completed a test drop deploying 40,000 lbs of payload under a single ram-air parachute, surpassing the previous payload record of 33,000 lbs set in September. The new precision-guided cargo delivery system, the GigaFly, landed fully autonomously at a 14 ft per second rate-of-descent around 100 m from the intended point of impact. ALENIA AERONAUTICA • Sky-Y of Alenia Aeronautica, a Finmeccanica company, is the first European unmanned aircraft of the Medium Altitude Long Endurance class to have completed a series of ground surveillance missions, by using a Europeanmade electro-optical sensor. BOEING • C-130 Upgrade: The Boeing Company has successfully completed Avionics Modernisation Programme upgrades on C-130 aircraft AMP 3 (H3). The aircraft moved into ground test and evaluation at Boeing’s Global Services and Support facility in San Antonio. AMP 3 is a fully integrated, night-vision-goggle compatible, digital glass cockpit and a new digital avionics system which increases the situational awareness. JDAM ER: Boeing’s Joint Direct Attack Munition Extended Range weapon system successfully completed testing with the Royal Australian Air Force. The flight tests were conducted from RAAF F/A-18A/B+ aircraft. BOMBARDIER AEROSPACE • Ethiopian Airlines has signed a contract to purchase eight Q400 NextGen turboprop airliners and has taken options on four additional Q400 NextGen aircraft. CANADA • Peter Gordon MacKay, Minister of National Defence and Minister for the Atlantic Gateway of Canada, has announced that eight CH-146 Griffon helicopters will be deployed in Afghanistan in early 2009 as part of the Joint Task Force Afghanistan–Air Wing. EADS MILITARY TRANSPORT AIRCRAFT • EADS Military Transport Aircraft has delivered the first of 12 military www.spsaviation.net

Digest

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capital expenditure. Denying funds shortage, she said it was a myth that current outlays on defence were not sufficient. Though outlay on capital expenditure in the budget has swelled from less than 30 per cent in 1989-90 to a little over 45 per cent in the current financial year, a major chunk of this has remained unutilised. A study shows the share of the air force, during the period, has risen from 34.3 per cent to just over 40 per cent of the total capital expenditure, mainly on account of some recent big ticket purchases. In the last eight years, the services have been unable to spend between Rs 1,490 crore and Rs 6,500 crore, amounting to 4 to 31 per cent of total budgeted capital expenditure. In its 2005-06 report, the Controller and Auditor General cites delay in approval of plans and

qualitative requirements, the plethora of agencies involved, improper vendor identification and lack of objectivity and fair play in technical evaluation as the bottlenecks responsible for delaying acquisition efforts. President’s Standards for 59 IAF Squadron In recognition of its meritorious service during peace and in war, the 59 Squadron was awarded the prestigious President’s Standards by the President of India, Pratibha Devi Singh Patil, the Supreme Commander of the Armed Forces, in Bangalore on November 12. The 59 Squadron of the IAF is a premier transport squadron based at Guwahati. They were christened as the ‘Hornbills’ on November 20, 1959 and since then have served as lifelines for soldiers and civilians in remote areas of the Northeast.

LOCKHEED MARTIN INAUGURATES THIRD CHAPTER OF INDIA INNOVATION GROWTH PROGRAMME A tech expo and a function for the signing of Business Engagement for Lockheed Martin-led India Innovation Growth Programme 2009 were held at the FICCI, Federation House on December 2 under the aegis of Dr Ray O. Johnson, Senior Vice President and Chief Technology Officer, Lockheed Martin Corporation. Former President of India Dr A.P.J. Abdul Kalam was the Chief Guest on the occasion. In March 2007, Lockheed Martin launched the India Innovation Growth Programme jointly with Federation of Indian Chambers of Commerce and Industry (FICCI) and the IC2 Institute, University of Texas at Austin. The only one of its kind in India, the programme focuses on teaching and use of world-class commercialistaion strategies to selected inventors of new technologies with the basic aim “to convert ideas into marketable products”. Since its introduction, the programme has received an overwhelming response from innovators, inventors, scientists and researchers working across diverse sectors throughout the country. The programme is currently running in its third year after the successful culmination of the first and second years of the programme with the signing of 13 and 23 commercialisation deals, respectively. Inaugural address by Kalam Inaugurating the programme, Dr Kalam voiced his enthusiasm in his profound ‘igniting the minds’ style, urging the gathered innovators to “dare to dream, transform dreams into visions and missions, acquire knowledge from all sources and then work hard as a team till the realisation of the mission with innovation”. The former President of India stressed on the need to create a ‘World Knowledge Platform’ that would integrate the core competencies and innovations of the partner countries to develop knowledge products and systems. He urged that the ‘World Knowledge Platform’ should take up “missions which are of utmost urgency to all of us, such as energy independence from fossil fuel leading to pollution free environment, water management in all its aspects, nanotechnology based healthcare systems, disaster prediction and management and capacity building through development of quality human resource in all the above areas”. • —SP’s Aviation Team

QuickRoundUp

Americas In-flight operation of avionics aboard Lockheed Martin’s CATBird

Cooperative Avionics Test Bed—or CATBird—has begun in-flight integration and verification of the F-35 Lightning II mission systems suite, launching another stage of risk reduction for the world’s newest fighter. The CATBird, a highly modified 737 airliner, will test the avionics suite thoroughly before the complete system begins flying in an F-35 aircraft. The entire F-35 avionics system is slated for airborne testing in the CATBird in 2009. “The F-35 mission systems suite is the most sophisticated and powerful avionics package of any fighter in the world,” said Dan Crowley, Lockheed Martin Executive Vice President and F-35 Program General Manager.

Europe Alenia Aeronautica delivers the first Tranche 2 Typhoon Heralding a milestone for the Eurofighter Typhoon—the main European industrial collaborative programme—Alenia Aeronautica, a Finmeccanica company, has delivered to the Italian Air Force the first Tranche 2 Eurofighter Typhoon produced in Italy. The aircraft, IS020, taken over by Major Marco Bertoli, DeputyCommander of the IX group of the 4th Wing of ItAF’s Grosseto base, is the first of a series of 47 enhanced-standard fighters which will be delivered to the Italian Air Force by 2013, in keeping with the contract signed in 2004 by the Eurofighter consortium with the four-nation agency NETMA. NATO moves forward with pact to acquire Boeing C-17s Boeing announced that the NATO Airlift Management Agency (NAMA) General Manager, on behalf of the Strategic Airlift Capability (SAC) nations,

transport aircraft C-295 to DEFAERLOC (state owned company in charge of procuring defence material for Portugal) ordered by the Portuguese Air Force in February 2006. Seven of the aircraft will have military transport configuration and five will be equipped for maritime surveillance missions. EUROJET • EUROJET, the leading military engine consortium has achieved a notable milestone for its EJ200 programme. The EJ200 engine has achieved over 100,000 engine flying hours in the Eurofighter Typhoon fleets of the air forces of Germany, UK, Italy, Spain and Austria at the end of October. GE AVIATION • GE Aviation has announced a contract with Airbus for the design and manufacture of composite and metallic sub assemblies and components for the A350XWB wing trailing edge. GE’s facility in Hamble will provide the design and development, and the manufacturing will be carried out with GE in Hamble and Suzhou China. GOODRICH CORPORATION • Goodrich Corporation has received a contract from the US Department of Defense for the first operational satellite system in support of Operationally Responsive Space (ORS). The satellite, designated ORS Sat-1 is focused on the ability to quickly and affordably implement space capabilities that benefit the warfighter. HONEYWELL • Honeywell has announced that its International Turbine Engine Company has been awarded a contract to deliver F124-GA-200 engines to Alenia Aermacchi, a Finmeccanica Company, for the production of the Advanced Jet Trainer M-346. The initial agreement is valued at $52 million. The F124-GA-200 engine provides primary propulsion power for the M346 aircraft. JAPAN • Two Japanese Patriot crews recently engaged targets in a successful practice firing at Fort Bliss, Texas. Raytheon Company provided operational support for the annual service practice conducted by Japan Air Self-Defense Force troops. Raytheon is the prime contractor for

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NEWS

APPOINTMENTS ANIL SHRIKHANDE IS FIRST ROLLS-ROYCE INDIA PRESIDENT Rolls-Royce have announced appointment of Anil Shrikhande as the first President of its India operations to reinforce the company’s commitment to India as an important centre for sourcing, technology services and product development. CHAKER A. CHAHROUR NAMED NEW EXECUTIVE VP OF CFM INTERNATIONAL Chaker Chahrour has been named the new executive vice president of CFM International, effective February 1, 2009. Chahrour is replacing Bill Clapper, who will be on special assignment as he transitions to retirement later in 2009. GULFSTREAM APPOINTS JERRY FISH MANAGER OF GULFSTREAM NETJETS PROGRAMME Gulfstream Aerospace, a wholly owned subsidiary of General Dynamics has promoted Jerry Fish to Manager, NetJets programme, Gulfstream. He previously served as the NetJets Gulfstream G200 maintenance coordinator. In this new position, Fish manages maintenance services for NetJets’ Gulfstream aircraft. NetJets operates a fleet of Gulfstream G200, G450/G400 and GV/G550 aircraft. JASON LIAO NAMED BOMBARDIER BUSINESS AIRCRAFT DIRECTOR OF SALES, CHINA Bombardier Aerospace announced the appointment of Jason Liao as director of sales, for Bombardier Business Aircraft. Liao has been in his new role since midSeptember and is responsible for all Learjet, Challenger, and Global aircraft sales in China. RAYTHEON APPOINTS LYNN DUGLE PRESIDENT OF INTELLIGENCE AND INFORMATION SYSTEMS Raytheon Company has appointed Lynn A. Dugle President of Raytheon Intelligence and Information Systems, effective January 1, 2009. 34

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has signed a Letter of Offer and Acceptance with the US government for the acquisition of two Boeing C-17 Globemaster III long-range cargo jets. The agreement follows NATO’s October 1 announcement that the 12 SAC nations had formally agreed to move forward with the acquisition of C-17s. Under a pact with the US Department of Defense and NAMA, two of the advanced airlifters would be purchased from Boeing, while a third would be provided by the US Air Force. The aircraft would be assigned to SAC’s Heavy Airlift Wing and jointly operated by the nations from Pápa Air Base, Hungary. The 12 participating nations are Bulgaria, Estonia, Finland, Hungary, Lithuania, the Netherlands, Norway, Poland, Romania, Slovenia, Sweden and the US.

CIVIL AVIATION Asia-Pacific Dassault Falcon boosts customer service in India Dassault plans to deliver half

a dozen Falcon jets within the next three months in Mumbai, Delhi, Bangalore, Hyderabad and Pune. To support this growing fleet, Falcon Customer Service recently relocated Falcon’s Customer Service Manager for India, Aadil Goulamaly, to Mumbai. Aadil was previously based in Saint-Cloud, France providing operation, administrative and technical support to Falcon customers throughout the eastern hemisphere. Air India’s joint venture plan referred to panel A proposal to allow National Aviation Company of India Limited to set up joint venture companies with Singapore Airport Terminal Services Limited has been referred to the Committee of Secretaries. The proposal mooted by Air India to set up four joint ventures with the Singapore-based company is aimed at providing professional expertise to build, operate and maintain cargo facility while also achieving domestic and international cargo operations.

DASSAULT AVIATION AND TATA TECHNOLOGIES SIGN MOU FOR MMRCA OFFSETS Dassault Aviation and INCAT’s parent company, Tata Technologies, have signed a Memorandum of Understanding (MoU) for Engineering Services Outsourcing (ESO), services. Under the terms of the MoU, INCAT will provide Dassault Aviation with engineering services in a number of critical domains in support of the Indian Air Force’s 126 fighter multi-role medium range combat aircraft (MMRCA) programme. The programme involves significant industrial offset requirements, up to 50 per cent. While the bulk of the services will be delivered mostly from the recently established joint venture INCAT HAL Aerostructures Ltd (IHAL) and its dedicated aerospace ESO centre in Bangalore, some others will be supplied through INCAT’s delivery teams in France and the US. The joint venture will be the Preferred Delivery Centre for both organisations with both HAL and Tata Technologies 50 per cent partners in the venture. M. Fakruddin, Hindustan Aeronautics Ltd’s, director, corporate planning and marketing, said “the objective of this joint venture is to undertake work packages related to engineering design services in aerostructures, and also the captive offshore and on-site work load of both partners from aerospace OEMs, including offset programmes”. The agreement testifies INCAT’s expertise in the aerospace market. Eric Trappier, executive vice-president international of Dassault Aviation says: “It is essential to find partners with the right expertise and experience in both aerospace engineering and working in India. INCAT and Tata Technologies have proven credentials in both these areas.” •

Issue 11 • 2008

QuickRoundUp the Patriot system and integration of all variants. Japan is one of 10 nations that employ the combat-proven Patriot as a key component of its air and missile defence programme. LION AIR • ATR and Indonesia’s carrier LION AIR have inked an MoU for 10 firm ATR 72-500 with options for 10 additional aircraft. These will be the first new ATR 72-500s to fly the Indonesian skies. LOCKHEED MARTIN • Lockheed Martin Systems Integration has been awarded a $500,000,000 (Rs 2,425 crore) modification to a previously awarded cost-plus-award-fee contract to provide additional funds for engineering development efforts in support of the System Development and Demonstration of the VH-71 Presidential Helicopter. NASA • NASA, Lockheed Martin Corporation Orbital Sciences Corporation and Alliant Techsystems have successfully performed a ground firing test of the abort motor for NASA’s Orion crew exploration vehicle Launch Abort System. This major milestone brings the programme one step closer to completion of the Orion spacecraft that will replace the shuttle and provides a tremendous improvement in spaceflight safety for the astronauts. NORTHROP GRUMMAN • Northrop Grumman Corporation has successfully conducted the first demonstration flight of the company’s latest Active Electronically Scanned Array (AESA) fighter sensor, the Scalable Agile Beam Radar (SABR). SABR is being developed as a significant avionics enhancement for the existing fleet of F-16s and other fighter aircraft worldwide. NORWAY • The Norwegian government’s decision to select US F-35 Joint Strike Fighter to replace the F-16 puts an extra dimension to the grand opening of Kongsberg’s new facility for the manufacturing of advanced composite aero-structures in Kongsberg. POLAND • Poland’s first two C-130E Hercules aircrews recently completed 11 weeks www.spsaviation.net

Digest

NEWS

SHOW CALENDAR 19 January – 21 January GULF C4ISR 2009 Armed Forces Club, Abu Dhabi, United Arab Emirates URL: www.wbr.co.uk 22 January – 23 January DEFENCE PARTNERSHIPS 2009 Thistle, Marble Arch, London URL: www.iqpc.com 26 January – 28 January MILITARY INTEROPERABILITY 2009 Crowne Plaza, Brussels, Belgium URL: www.defenceiq.com/be/ militaryinterop/ediary 27 January – 30 January NCW 2009 Ronald Reagan Building & International Trade Center Washington, DC, USA URL: www.ncwevent.com 11 February – 12 February ASIAN BUSINESS AVIATION CONFERENCE & EXHIBITION (ABACE) Hong Kong International Airport URL: www.abace.aero 11 February – 15 February AERO INDIA 2009 Air Force Station Yelahanka Bengaluru, India 22 February – 24 February HELI-EXPO 2009 Anaheim, California, USA URL: www.rotor.com 24 February – 26 February INTERNATIONAL AIR-TAXI CONVENTION Fort Lauderdale, Florida URL: www.miuevents.com 26 February – 28 February 2009 WOMEN IN AVIATION INTERNATIONAL CONFERENCE Atlanta, Georgia, USA URL: www.wai.org British Airways not to pick up stake in Kingfisher Airlines British Airways (BA) is not in talks to pick up a stake in Kingfisher Airlines, but remains bullish about its prospects for India, the carrier’s second biggest international market outside the US, and

DEPUTY CHAIRMAN PLANNING COMMISSION ADDRESSES WAC IAF COMMANDERS

QuickRoundUp

Addressing the Annual Station Commanders’ Conference of Western Air Command (WAC), Indian Air Force on November 24, Deputy Chairman Planning Commission Montek Singh Ahluwalia gave a brief insight into Indian economy in the light of economic turmoil across the world. He stressed that the Indian economy is on sound footing and should be able to absorb the shock of economic slow down and recession all over. Assuring all commanders that the in-built mechanism of India’s banking and economic system is strong, he reiterated that the government has taken all possible corrective measures to ensure that the country’s economy remains stable and the effect of slow down is minimised. On his arrival, he was received by Air Marshal P.K. Barbora, Air Officer Commanding-in-Chief, WAC. •

plans to continue to boost capacity into India despite cutting routes globally. BA has been previously mentioned as one of several potential suitors eyeing a stake in Kingfisher at a time cash-strapped domestic airlines have been lobbying hard for a change in laws that will permit foreign airlines to own equity in Indian carriers. Other foreign airlines reportedly in the reckoning included Virgin and Singapore Airlines. New navigation system soon at Chennai airport Flying into Chennai will no longer be expensive for airlines and time-consuming for passengers as the Airports Authority of India is all set to make the airport among the most fuel-efficient destinations in the country. In six months, the airport will introduce performance-based navigation procedure and upgrade from the existing system (RNAV 10) to a new system (RNAV 5 or 1) that specify lateral separation among aircraft. The procedure is in place in Mumbai, Delhi and Ahmedabad airports.

INDUSTRY Asia-Pacific Antony asks HAL to keep pace with changing times Defence Minister A.K. Antony has asked the defence PSU, HAL, to be more competitive and modernise with the changing times. Addressing a meeting of the Consultative Committee, the minister expressed hope that with its vast experience, there is no doubt the company would rise to the occasion in meeting future needs of the services. Earlier, HAL CMD Ashok Baweja said the company’s sales during the current financial year are likely to the tune of Rs 10,250 crore ($2.1 billion), a 20 per cent jump over the previous year. Chinese aviation industry airborne with ARJ21

PRATT & WHITNEY • Pratt & Whitney Rocketdyne has completed the J-2X engine Critical Design Review. Starting in 2014, the J-2X rocket engine will power the Ares I rocket into space, helping deliver the Orion crew exploration vehicle, its crew of astronauts and small payloads to the International Space Station. The J-2X will also power launch vehicles to the moon and beyond in coming decades. The heart of the J-2X is proven heritage technology that propelled the Apollo-era Saturn V rockets into space. THALES • Thales UK has announced the successful first system flight trials of the Watchkeeper UAV with the autonomous flight taking place under the system guidance of the Watchkeeper ground control software and fully integrated within the ground control station GCS. US AIR FORCE • The US Air Force Office of Scientific Research has awarded Aurora Flight Sciences a Small Business Technology Transfer Phase 1 contract to begin development of an innovative concept for the aerial recovery of Micro Air Vehicles by larger Unmanned Aerial Vehicles. This technology could become a key enabler to allow larger UAVs to deploy and retrieve MAVs. ZHUHAI HELICOPTER COMPANY

Europe Lufthansa seals deal to buy Austrian Airlines The Austrian government has sold its 42 per cent stake in struggling Austrian Airlines (AUA.VI) to German carrier Deutsche Lufthansa AG (LHA. XE), paving the way for a full takeover, in a move approved by the state’s industrial holding OeIAG. Lufthansa has made a public tender offer for the remaining shares in Austrian, paying up to EUR377 million (Rs 2,440 crore).

of C-130E flight training in the US and will soon return to Poland. The flight training was conducted in Nashville and flight simulator training as well as maintenance training was conducted at Little Rock Air Force Base, Arkansas.

With the maiden flight on November 28 of China’s first domestically developed regional jet aircraft, the flight test programme for the GEpowered ARJ21 aircraft is now underway. The ARJ21 manufacturer, Commercial Aircraft Corporation of China Ltd, deemed the aircraft’s hour-long first flight as highly successful, reaching an altitude of 9,000 ft. •

• China Southern Airlines’ Zhuhai Helicopter Company has acquired two Sikorsky S-76C++ helicopters to support offshore oil projects. The acceptance follows a trend of civil aircraft sales into the region for Sikorsky. RUSSIA • Brazil has bought 12 Mi-35M attack helicopters from Russia, during the visit of Russian President Dmitry Medvedev. The deal, which had not previously been announced, appeared in an MoU signed by the Russian leader and Brazilian President Luis Inacio Lula da Silva.

Issue 11 • 2008

SP’S AVIATION

Word

LAST

Wings

Bequeath toBLACK CATS

ILLUSTRATION: MAMTA

Jolted by criticism post-26/11, the government has in a hurry sanctioned the long pending acquisition of three military transport aircraft exclusively for the NSG and movement of paramilitary forces

lack Cats—popular nomenclature for the National Security Guard (NSG)—was created in 1986 after the disastrous experience of Operation Bluestar. Fulfilling the need for a dedicated, well-equipped and highly trained force to handle counter-terrorist and antihijack operations with finesse, minimising own casualties, the offensive action element of the NSG consists of crack troops drawn entirely from the Indian Army. Designated as the Special Action Group, this element constitutes 54 per cent of the organisation. Headquartered in Delhi, the NSG can be summoned for operations to any part of the country and if need be in the neighbourhood. Trained to neutralise threats quickly, its success hinges on the capability of swift response, which implies speedy air transportation. The commandos carry bulky personal gear, heavy weapons, specialised equipment and light vehicles. Transportation by commandeered civil airliners, as sometimes suggested, is therefore not a practical option. Large military transport aircraft with tail loading facility is more suitable. Thus, the NSG requisitioned for a dedicated fleet of three aircraft a few years ago. At present, an IL-76, the largest and fastest military transport aircraft, is earmarked for the task. In case of non-availability of the aircraft, which is stationed in Delhi, the Indian Air Force (IAF) provides an IL-76. The contingent is expected to get airborne within two hours of receipt of orders. In the 26/11 episode, the flight to Mumbai, offloading and transportation to the scene of action would have taken at least three hours. Therefore, the earliest the NSG could have arrived on the scene was five hours after the word ‘Go’. On November 26, the NSG received orders at 11 pm to mobilise and was ready to depart at 1 am but could do so only at 3.15 am as the IL-76 on stand-by at Chandigarh, had to be positioned at Delhi. The NSG landed at Mumbai shortly after five in the morning and was kept waiting for transportation at the airport. It reached the scene of action eight hours after receipt of orders, but commencement of action was delayed by another two hours owing to lack of intelligence on the layout of buildings in which the terrorists were lodged and the size of the group. Considering the impediments, the response time was reasonable. However, the contention that more lives could have been saved had the NSG arrived earlier is indeed valid and lends credence 36

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Issue 11 • 2008

to the argument for integral airlift capability for the NSG. Also, the decision to raise seven additional NSG units to be located in different parts of the country will only enhance the demand for air mobility. Jolted by criticism, the government has in a hurry sanctioned the long pending acquisition of three military transport aircraft exclusively for the NSG and movement of paramilitary forces. The proposed aircraft are to be operated by the Border Security Force (BSF) located in Delhi. Meanwhile, the IAF is acquiring a fleet of six C130J Super Hercules aircraft for special operations. This Hindan-based fleet would be ideally suited for NSG tasks. While a dedicated fleet of transport aircraft for the NSG may for now appear expedient, the success of operations would ultimately depend on the degree of assurance, flexibility and redundancy BSF can provide to make available serviceable aircraft and crew at the time and place it is required. With a small dedicated fleet, there would be serious limitations and the NSG may find itself going back to square one. SP — Air Marshal (Retd) B.K. Pandey

Editor’s Note: In the interest of the nation’s security, it would perhaps be prudent to cross over the inter-ministerial boundaries and locate the aircraft at Hindan, with the C-130J squadron being raised by the IAF. One can imagine the boost it would give to capability and flexibility in air transportation for special operations. The squadron could easily operate a permanent detachment at Palam on a 24-by-7 basis. Hindan’s close proximity to Delhi would also ensure speedy augmentation of air effort. www.spsaviation.net

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