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

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AN SP GUIDE PUBLICATION

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RNI NUMBER: DELENG/2008/24199

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ISSUE 10 • 2008

BIG & SMALL India Aviation 2008, recently held in Hyderabad, showcased a varied collection of wings. With some improvements on the administrative front, the show is set to go a long way towards addressing aspirations of the country’s civil aviation industry.

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NCOC

C-130J

F-16IN

P-3

MH-60R

PAC-3

B E T W E E N PA R T N E R S HI P S P R O MI S E D A N D PA R T N E R S HI P S A C HI E V E D, T H E R E I S O N E IM P O R TA N T W O R D : H O W.

In a world that continues to change dramatically, governments increasingly seek to accomplish their most vital goals by working with advanced technology companies from around the globe. Building and sustaining partnerships that achieve their objectives is a matter of how. And it is the how that makes all the difference.

Table of Contents AN SP GUIDE PUBLICATION

Regular Departments 2 A Word from Editor 4 NewsWithViews

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

- C-to-C Deal Settles BBJ Row - Reaching for the Moon

ISSUE 10 • 2008

Military 9 21

18 30 30

Civil BUSINESS AVIATION 10 ZIPPING THROUGH TURBULENCE SHOW REVIEW 14 NBAA: BUSINESS AS ALWAYS 24 INDIA AVIATION 2008: BRILLIANT TAKE-OFF

Viewpoint INDO-US NUCLEAR DEAL 20 REALISTICALLY SPEAKING

Special Feature

New Lease of Life

Hall of Fame

Quantum of Solace

32 36

CORRIGENDUM—The ﬁrst paragraph of the review of Air Marshal V.K.Verma’s book The Muse with Wings (SP’s Aviation 0908) was erroneously inserted.The error is regretted.

BRILLIANT TAKE-OFF: Organised jointly by MOCA and FICCI, with Farnborough International for promotion abroad and the US as a partner, India Aviation 2008 attracted aviation companies the world over. One of the major attractions (seen here) was the ‘Green Giant’ Airbus A380.

RAISE A TOAST

Cover Photo: An Airbus A380 looms over a Pushpak—the oldest training aircraft which is indigenous and still ﬂying—at India Aviation 2008 held in Hyderabad. Photo Credit: Sanjay Thapar

PUBLISHER AND EDITOR-IN-CHIEF Jayant Baranwal

ASSOCIATE ART DIRECTORS: Ratan Sonal, S. Devdas

ASSISTANT EDITOR Arundhati Das

SUB-EDITOR Bipasha Roy 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

BUSINESS AS ALWAYS

NewsDigest LastWord

Missing: Sense & Sensibility

SENIOR TECHNICAL GROUP EDITORS Air Marshal (Retd) B.K. Pandey Lt General (Retd) Naresh Chand

31 ARCHIE LEAGUE

Forum

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

23 CELEBRATING 76 YEARS

InFocus

FACE TO FACE ‘EUROJET WILL TRANSFER EJ200 TECHNOLOGY TO INDIA’ ‘US NAVY-FUNDED UPGRADES FOR SUPER HORNET’ REMINISCENCE CODE WORD HUDIA INDUSTRY TYPHOON: A STEP FORWARD HONEYWELL ON A HIGH

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: Inside Embraer’s entrails... Issue 10 • 2008

SP’S AVIATION

A Word from Editor

Financial expediency makes room for strange bedfellows. So even as arch rivals Jet Airways and Kingﬁsher engineered a prickly embrace, the former made the ‘conscionable’ decision to reinstate the 850 employees it had axed.All in all, a Bollywood potboiler.

etrayals, refusals and one stunning betrothal rendered this past month the quintessential Bollywood potboiler of the Indian civil aviation industry. Howls of protests greeted Jet Airways’ incredulous move to dismiss 850 employees all in the span of 24 hours. The accompanying media frenzy—what with newspapers and news channels screaming the hurt and humiliation of the traumatised lot who took to the streets with a vehemence that seemed strangely at odds with their polished bearings— caught the airlines unawares. Ducking for cover, the management made the ‘conscionable’ decision to take them back. Dust had barely settled down after the furore, when another development left industry pundits gaping with astonishment. Competitors and arch rivals, Jet Airways and Kingfisher formed what was touted as an operational alliance. The unlikely betrothal appeared to be the fallout of the government’s refusal to grant a $1 billion (Rs 5,000 crore) bailout on the ground that the taxpayer’s money could not be expended to cleaning up the mess that was largely the making of reckless business strategies adopted by private airlines. Denied a lifeline, the two airlines, choking on staggering losses, did the next best thing: kiss to keep afloat. Financial expediency incredibly makes room for strange bedfellows. InFocus, Forum and LastWord delve deep into the swirling undercurrents of debate, deliberation and dilemma facing private

IAF CHIEF AIR CHIEF MARSHAL F.H. MAJOR IS PRESENTED A COPY OF SP’S AVIATION SPECIAL ISSUE COMMEMORATING AIR FORCE DAY

SP’S AVIATION

Issue 10 • 2008

airlines that cannot hope to survive without the prerequisite of sound professional management and financial prudence. Business aviation, on the other hand, appears to be weathering the prevailing economic storm and managing to stay afloat simply by charging actual costs instead of cut-rate fares. While confusion about the true potential of business aviation persists, most operators are upbeat about this sunrise sector. The Centre for Asia Pacific Aviation expects that by 2020, as many as 1,500 corporate aircraft would be crisscrossing the Indian skies. Rising costs are unlikely to dampen the party. Ample evidence of the upbeat business aviation industry was to be found at the 61st National Business Aviation Association (NBAA) meeting and convention. At the event, Gulfstream announced its latest aircraft, the G250. Not to be left behind, Hawker Beechcraft unwrapped the Hawker 450XP and the King Air 350i. Aside from new aircraft programme announcements, NBAA also played host to several ownership changes. Back home, too, the mood was perceptibly buoyant among manufacturers of business jets participating in India Aviation 2008. Showcasing the attributes and strength of the civil aviation sector, the four-day air show was the first international exhibition of its kind in India. In all, there were around 200 exhibitors, large and small, from 18 different countries participating in the show. The list of companies included leading civil aircraft manufacturers of the world. Turn the pages to catch all the action as also in-depth analyses of a range of significant issues defining civil and military operations.

Jayant Baranwal

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

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NewsWithViews

C-TO-C DEAL SETTLES BBJ ROW

Media reports, especially the ones emanating from across the border in Pakistan, suggest India has yielded to US pressure to allow annual inspection by American technocrats of its Boeing BBJ VIP jets fitted with Special Protection Suits (SPS). The aircraft, with a range of 3,000 to 4,000 nautical miles, can deflect missile attacks and will be used to fly the country’s top dignitaries, including the President, the Prime Minister and senior Cabinet ministers. India has agreed to the jets’ inspection after six months of wrangling. Pentagon had stopped delivery of the aircraft to push for periodical inspection of the aircraft by US Air Force officials. The move apparently aimed to ensure that Indians do not tinker with the technology deployed in the SPS mounted on these aircraft.

VIEWS

ILLUSTRATION: MAMTA

dmittedly, there is a degree of truth in the media reports but certainly not the whole truth. Around MayJune this year, barely a month before the first of the three BBJs were scheduled to arrive in India, the US placed restrictions on the export of the systems, citing concerns over the safe custody of the SPS systems and the need for annual inspections by US officials to oversee security aspects of the SPS had not been jeopardised. General opinion was that such a move would severely dent Washington’s image of a reliable and dependable supplier of high-tech equipment to India. The US precipitated crisis would not only jeopardise the much advertised and massive Medium Multi-Role Combat Aircraft deal worth over $10 billion (Rs 45,000 crore), for which US companies appear to be among the frontrunners, but also put to question the very sanctity of the ‘Strategic Partnership’ both countries are supposed to be so assiduously building upon. In addition to the $180 million (Rs 735 crore) forked out for the three BBJs, India had specifically contracted for the aircraft to be fitted with the latest SPS, for which, an additional sum of $40 million (Rs 180 crore) was paid. As reported in SP’s Aviation issue 5-2008, the SPS in question is the state-ofthe-art Northrop Grumman’s Large Aircraft Infrared Countermeasures (LAIRCM) system. While Washington insisted that physical inspection of systems was mandated by their laws and was needed to ensure that the technology did not fall into wrong hands, India considered the demand an affront to its sovereignty to allow physical inspections of the equipment after it had entered service with the Indian Air Force (IAF). Authorities were reportedly dismayed that while the US went all the way to endorse India as a responsible nation on the most vital nuclear front, including non-proliferation, it 4

SP’S AVIATION

Issue 10 • 2008

was displaying signs of scepticism on a much smaller issue. India could not possibly sign a ‘compulsory’ agreement that would permit periodic physical verification of the systems by US inspectors. Before the situation could snowball into an impasse, a via-media was resorted to by both sides. Ministry of Defence (MoD) sources in India revealed the matter has now been resolved through a new end-user verification agreement. Earlier, the SPS equipment was being procured through the Foreign Military Sale route that would have mandated physical inspection of the systems due to US defence export laws. To work things around this compulsory clause, the systems are now being procured directly by the IAF from the US-based manufacturer, Northrop Grumman. The novel ‘company-tocompany’ agreement would do away with the need for physical verification. The US firm would take the responsibility for ‘correct usage’ of the SPS systems which, in turn, instead of it taking recourse to intrusive inspections, would rely on written assurances tendered by the IAF. MoD officials do give cognizance to the US being extra sensitive regarding the transfer given that the LAIRCM system is new and has only been offered to the UK, Canada and, now, to India. A similar system is fitted on board the US President’s Air Force One. Therefore, there are genuine concerns on security which could be compromised if information on the system is leaked. That all issues had been resolved to mutual satisfaction was evident with the arrival of the first BBJ on the tarmac of Palam Air Force Base at Delhi and its somewhat muted but formal induction into the IAF’s ‘VIP Communication Squadron’ on August 4. The remaining two aircraft are slated to follow shortly. SP — Air Marshal (Retd) V.K. Bhatia www.spsaviation.net

NewsWithViews

REACHING FOR THE MOON

On the successful launch of Chandrayaan-1 on October 22, Prime Minister Dr Manmohan Singh hailed India’s space mission to the Moon as a significant step forward in the country’s space programme, describing it as a “historic milestone”. He congratulated all the scientists associated with this mission for the successful completion of the launch. Indian Space Research Organisation (ISRO) Chairman Dr G. Madhavan Nair said all the launch vehicle systems performed satisfactorily and the spacecraft has been successfully placed in an orbit around the Earth. According to scientists at the Satish Dhawan Space Centre, it was a “normal” liftoff. A statement issued by the space department on October 31 said, “The health of the spacecraft is good and all the operations so far have been implemented as planned.”

VIEWS

ILLUSTRATION: MAMTA

hastisement by the Comptroller and Auditor General of India for procedural lapses in financial management notwithstanding, ISRO has done the nation proud by successfully launching Chandrayaan–1. However, it is necessary to evaluate this achievement against the catalogue of milestones and failures of the other players in the exclusive club of space faring nations. India’s maiden mission to the Moon comes four and a half decades after the launch of the first sounding rocket from Thumba and nearly three decades after the first indigenously built Satellite Launch Vehicle successfully placed an experimental payload in orbit around the Earth. The Soviet Union, which was the first to launch a mission to the Moon, did so only two years after it placed its first satellite, the Sputnik, in Earth’s orbit in 1957. Even though NASA was lagging behind initially, it sent a fly-by mission to the Moon in 1959, two months after USSR. However, NASA landed a man on the Moon within a decade, a feat that for some reason the USSR never attempted. Initial attempts at Moon missions were plagued by failure. Between 1959 and 1965, the US and USSR together recorded eight such cases. On January 26, 1962, NASA’s Ranger 3 missed the Moon by 36,793 km. Subsequently, on June 8, 1965, the Soviet Luna 6 mission experienced a similar failure, missing the Moon by as much as 1,60,000 km. From Asia, Japan successfully launched an unmanned mission to the Moon in September 2007. But China, India’s main rival in the space race, has been making rapid and impressive advancements. The first Chinese astronaut, or more appropriately Taikonaut, went into space in October 2003. The second manned mission with two Taikonauts was launched in October 2005. In October 2007, China sent an unmanned mission to explore the surface of the Moon and again in Septem-

ber 2008, undertook a mission with three Taikonauts involving a space walk while in Earth orbit. With this latest feat, China is in a position to move ahead to establish a space laboratory scheduled for 2011. Next on the Chinese agenda is to undertake a mission to land a Taikonaut on the Moon by 2020. India’s space programme has been relatively slower. Afflicted by technology denial regimes and limited budgets, the programme has also faced problems with retention of qualified and experienced manpower. Even though India’s space programme has in the past focused more on the improvement of the quality of life rather than pure scientific exploration of space for acquisition of knowledge, the intelligentsia tend to question the priorities laid out by the government. The fundamental objection is the staggering expenditure on space exploration when more than 300 million people languish in utter poverty and the benefits of such investments to the underprivileged are hardly perceptible. Like India, China is also dependant largely on indigenous technology but is free of such proverbial millstones. For the Chinese, attainment of objectives is the overriding consideration. Cost is of little consequence and decision making has never been an issue as the authority of the state is supreme. ISRO’s plan to put a man on the Moon by 2015, therefore, appears somewhat hypothetical and unrealistic. As for Chandrayaan-1, so far ISRO has accomplished only marginally more than what it has been doing earlier. The difficult part would be to transfer the space vehicle from Earth orbit to the 1,000 km lunar orbit, progressively reducing it to 100 km. The real success of the mission can be assessed only after the array of instruments on-board begins to provide the necessary data. Raising a toast at this stage could, therefore, prove to be somewhat premature. SP — Air Marshal (Retd) B.K. Pandey Issue 10 • 2008

SP’S AVIATION

InFocus

New Lease

AIRLINES ECONOMICS

Life

he brilliant blue tapestry of clear sky cloaking Hyderabad on October 15 offered sharp contrast to the mix of gloom and despair at the inauguration of the first India Aviation 2008 Exhibition, organised to project and promote the country’s civil aviation sector. Next day, the papers carried a rather unusual photograph of the Chairmen of the two biggest private airlines, Jet Airways and Kingfisher. Seen riding together in an exhibition ground golf cart, the duo’s grim visage appeared stretched to accommodate pasty smiles evidently for the benefit of the paparazzi. What the camera could not capture, quite literally, was a begging bowl extended towards Civil Aviation Minister Praful Patel. The request was for an unprecedented Rs 5,000 crore ($1 billion) government bail out to pull back private airlines from the brink of collapse. Reeling under the combined onslaught of overcapacities and rocketing crude oil prices, the global financial meltdown proved to be the proverbial last straw that broke the camel’s back. Turning all earlier prophesies on their heads, the growth in the air passenger traffic shifted gears in the reverse. The load factors dropped, creating a ‘Catch-22’ type of situation because in a bid to check increasing losses, the airlines resorted to increase in fares, which, coupled with mounting fuel surcharges, forced many a newly initiated air traveller back to the railways and other means of ground transportation. Till recently, the high fares had affected just the smaller towns with first-time flyers from outside metros hopping back onto trains. But now the whole country appears to have become diffident about flying. Airports Authority of India’s figures compiled for the month of July for the country’s busiest airports—Mumbai, Delhi, Bengaluru, Hyderabad, Chennai and Kolkata—saw the number of flyers fall by roughly 16 per cent. The Directorate General of Civil Aviation’s figures for September were even more depressing which show that the domestic travel has hit a five-year low of 27.19 lakh (2.719 million). Last year, during the same month, 33.38 lakh (3.38 million) people had taken the domestic flights. Praful Patel was seen to be in an aggressive mood at the first Indian aviation expo but unfortunately could do little beyond venting his ire. The minister could not acquiesce to

the bailout request from private airlines and neither could he hope to influence the finance and oil ministries at the Centre and their counterparts in the states to cut taxes in order to curb soaring jet fuel prices. With no relief in sight, the private airlines— especially the bigger private carriers, such as Kingfisher and Jet Airways, which were incurring daily losses in excess of Rs 10 crore ($ 2 million) each—were floundering for a solution. Two dramatic events convulsed the Indian civil aviation sector on the very first day of India Aviation 2008. First came the news that Jet Airways had laid off as many as 850 flight attendants in a single day—the largest in the history of Indian aviation. The second, and even more dramatic, was the surprise revelation of an operational alliance forged between the two most fiercely competitive private airlines, Jet Airways and the Kingfisher, in what appeared to be a fight for survival. In the former case, whether it was political pressure or Jet owner Naresh Goyal’s conscience pangs which led to the reversal of decision will in all probability never be known publicly. Perhaps Goyal, whose attitude towards firing employees is rumoured to be much like a bull in a china shop, had been advised by his new found friend and colleague, Kingfisher Chairman Dr Vijay Mallya, on the subtleties of managing layoffs in a more structured and less painful manner. On the second count, the two competitors’ compulsions to turn cohorts apparently stemmed from mounting costs in lieu of extra capacities build in line with predicted growth demands that went horribly wrong. Hence was engineered the operational alliance to rationalise, among other functions, flight scheduling, code-sharing and ground handling—practically the complete works save for equity sharing. Efforts will also focus on rationalising overseas operations in the manner that will see more cooperation and less competition. Patel, for now, has given a clean chit to the alliance, but some questions persist: Will the new-found alliance lead to monopoly as the combine will command more than 50 per cent of the domestic market? Will it lead to the end of lowcost flying in India, and is it a precursor for an eventual merger? Forum delves into the debate. SP

Competitors-turnedcohorts Kingﬁsher and Jet Airways compel public carriers to mull possible betrothals and even mergers to weather the current crisis

SP’S AVIATION

Issue 10 • 2008

www.spsaviation.net

Forum

AIRLINES ECONOMICS

uantum of SOLACE

Just when the Indian aviation sector seemed to be soaring, global ﬁnancial calamity and surging crude oil prices conspired to clip its wings. Now, even as airlines scramble to ﬁnd ways to mitigate the crisis, industry pundits sound a positive note.

ILLUSTRATION: RATAN SONAL

oom to gloom... to doom? Assuredly not if recent overtures to rectify and rejuvenate tottering Indian airlines are any indication. Buffeted by the global hot winds of recession, the Indian aviation sector is unlikely to witness western style financial meltdowns, vouch the industry’s top brass. “The Indian aviation industry will come out stronger, because we have learnt several lessons in this period. This will also lead to reduction of flab, particularly at the operations end,” Air India Chairman and Managing Director Raghu Menon recently observed. Echoing the optimism, Vice President Airbus Industrie Kiran Rao expressed confidence that the Indian market was very resilient and would definitely bounce back. “It has seen the impact of two Gulf wars, SAARC epidemic and 9/11 terror attacks on the twin WTC towers. Everyone thought this will be the end, but it was only a blip. During the current crisis, too, aviation industry will emerge stronger,” he said. So, how is the civil aviation sector shaping up to take on present and future challenges? In retrospect, the recent Goyal-Mallya (GM) alliance may prove consolidation to be the real mantra for survival in the highly volatile aviation market. For instance, InterGlobe Enterprises-owned IndiGo airline is reported to be in the process of a 50/50 merger with Shivraj Airways Charters Ltd even as SpiceJet in apparently in cahoots with US billionaire Wilbur Ross for a

$80 million (Rs 380 crore) investment as a starter. GoAir and Paramount are also said to be exploring an alliance strategy. Interestingly, four major private airlines first combined into two—Jet Airways-Air Sahara and Kingfisher-Air Deccan—and subsequently, less than two years later, have merged into one entity (at least operationally). Almost simultaneously, the two national carriers, Air India and the Indian Airlines, along with their subsidiaries Air India Express and Alliance Air, became one entity under a single brand name, Air India. For the remaining smaller players also consolidation may be the only key to survival. In the future, three major forces could define the Indian airlines industry—Air India and the GM-combine competing in all segments of international and domestic businesses even as a third combined force takes them on in the domestic low-cost model. For now, the sudden hike in oil prices and the global financial meltdown could not have been more ill-timed, coming as they did at a juncture when large-scale investments were being made in the aviation sector, both for development of airport infrastructure as well as expansion of airline fleets. Impact in terms of human costs became most glaring when Jet Airways retrenched nearly 2,000 of its staff under probation, 850 of them in a single day. Overnight, serious issues of reckless expansion plans, inept management and cut-throat competition came under the spotlight. Air India, being a Public Sector Undertaking and, therefore, a differIssue 10 • 2008

SP’S AVIATION

FORUM AIRLINES ECONOMICS ent kettle of fish, could hope to be dropped a lifeline by the Indian exchequer. But no such largesse was available to the private airlines. Not surprisingly, the Rs 5,000 crore ($1 billion) bailout package was denied to them as the government reasoned it could not use taxpayers’ money to rescue airlines from consequences of their own reckless business strategies. While Air India preened, private airlines were left to seek their own devices to deal with the crisis. And deal they did with astonishing alacrity. Titans of the private civil aviation sector and arch-rivals in the airline industry Naresh Goyal and Dr Vijay Mallya, heads of Jet Airways and Kingfisher, respectively, met to forge an alliance. Unthinkable a few months ago, the operational embrace was necessitated by daily losses in excess of $2 million (Rs 9.5 crore) each airline was being forced to swallow, threatening asphyxiation in the long run. Opinions differ on whether the alliance would benefit fliers as much as it would the airlines. “The alliance represents a new industrial model for aviation in India,” Goyal said. “There would be cost savings and opportunities to in-

airlines use a large number of identical ATR 72 aircraft for regional domestic operations and also have commonality in Airbus A330 class of aircraft for international operations. In the remaining cases, the same model could be used as is being done by the National Aviation Company Limited (NACL). In the NACL-combine, Indian largely operates Airbus and Air India, Boeing variants. Financial expediency can make room for strange bedfellows. In this case, too, it may propel them to find workable solutions. The alliance, undoubtedly, would help the two airlines to rationalise costs and give sufficient bargaining power with suppliers. But will it also give them more elbow room to dictate prices, as the two together will hold about 60 per cent of the market share? In other words, will it lead to a monopoly like situation? While some aviation analysts say as much, the Aviation Minister doesn’t agree. Patel feels there are sufficient safeguards in the system and enough operators in the field to prevent a monopolistic environment from developing. Supporting Patel’s statement, Menon asserts that the national carriers will give healthy competition

“THE INDIAN AVIATION INDUSTRY WILL COME OUT STRONGER, BECAUSE WE HAVE LEARNT SEVERAL LESSONS IN THIS PERIOD. THIS WILL ALSO LEAD TO REDUCTION OF FLAB, PARTICULARLY AT THE OPERATIONS END.” —RAGHU MENON, CHAIRMAN & MANAGING DIRECTOR, AIR INDIA

“IT (THE AVIATION INDUSTRY) HAS SEEN THE IMPACT OF TWO GULF WARS, SAARC EPIDEMIC AND 9/11 TERROR ATTACKS ON THE TWIN WTC TOWERS. EVERYONE THOUGHT THIS WILL BE THE END, BUT IT WAS ONLY A BLIP. DURING THE CURRENT CRISIS, TOO, AVIATION INDUSTRY WILL EMERGE STRONGER.” —KIRAN RAO, VICE PRESIDENT, AIRBUS INDUSTRIE

“THE (KINGFISHER-JET AIRWAYS) ALLIANCE REPRESENTS A NEW INDUSTRIAL MODEL FOR AVIATION IN INDIA. THERE WOULD BE COST SAVINGS AND OPPORTUNITIES TO INCREASE REVENUES.” —NARESH GOYAL, CHAIRMAN, JET AIRWAYS

crease revenues.” World over, the founder Chairman of Jet Airways further pointed out, airlines had formed alliances to become more efficient, improve revenues and provide seamless travel opportunities. Kingfisher Chairman Mallya is in total agreement: “The two airlines realised that better understanding of supply and demand in this capital and labour intensive industry was the key to profit and enhancing shareholder value.” The operational alliance essentially entails code-sharing on both domestic and international flights (subject to approvals), joint fuel management to reduce expenses, common ground handling, cross selling of flight inventories, cross utilisation of crew on similar aircraft types and, reciprocity in each other’s frequent flier programmes. The combined network will deploy 189 aircraft and offer 927 domestic and 82 international flights daily. Alliances of such nature are dismissed by some industry observers as easier announced than implemented. “Alliances are complicated to implement and require a lot of working. The two airlines operate different variety of aircraft so they will not be able to utilise the services of a pilot flying an Airbus aircraft of Kingfisher to operate a Boeing aircraft of Jet Airways and vice versa,” said a senior official of an airline. True, but one must not overlook the fact that both 8

SP’S AVIATION

Issue 10 • 2008

“THE TWO AIRLINES (KINGFISHER-JET AIRWAYS) REALISED THAT BETTER UNDERSTANDING OF SUPPLY AND DEMAND IN THIS CAPITAL AND LABOUR INTENSIVE INDUSTRY WAS THE KEY TO PROFIT AND ENHANCING SHAREHOLDER VALUE.” —DR VIJAY MALLYA, CHAIRMAN, KINGFISHER

to the GM-combine. At the same time, he feels the alliance may actually lead to reduction in competition. “There are a number of routes and number of airlines. All the airlines will be evenly poised in the market,” asserts the Chairman and Managing Director of Air India. On the face of it, low-cost airlines do not seem to be perturbed by the alliance. According to IndiGo President, Aditya Ghosh: “The alliance does not have any major impact on us so long as we keep our costs low and fares affordable.” Kishore Gupta of SpiceJet is more cautious: “It’s a bit too early to comment. We have to see how it will impact lowcost airlines and then take a call on if we need to forge such an alliance. In one way, it could lead to curtailment of capacity and hike in fares.” Setting aside the imponderables, pragmatic consolidation and efficient management could imbue a new lease of life in the airline industry even as global oil prices settle down to realistic levels. What, however, is needed from the Government of India is uniform aviation fuel tax policy and rationalisation of ATF prices to bring them at par with international norms—a bailout of sorts for airlines to bounce back stronger than ever. SP — Air Marshal (Retd) V.K. Bhatia www.spsaviation.net

MILITARY

FACE TO FACE

transferEJ200

‘Eurojet will technology to India’

SP’s: Trace the history of your company since inception. Eurojet: Three companies from the Eurojet consortia were already sharing the RB199 engine development and production for the Tornado aircraft. The consortia were extended by Spain (ITP) when the EJ200 for Typhoon was developed. Eurojet has a contract for over 1,500 engines. SP’s: At what point did Eurojet enter the race to provide the engine for India’s Light Combat Aircraft, Tejas? Eurojet: Post 2006 Bangalore Airshow, the first activities have begun. EJ200 was the benchmark in this class of engines at the Aero India Seminar preceding the Airshow.

SP’s: Would Eurojet be prepared for full transfer of technology for manufacture in India? Eurojet: Yes, Eurojet is prepared to transfer the EJ200 technology to India to the extent agreed on.

Talking to SP’s, Eurojet’s team comprising Vice President Sales Paul Herrmann, Executive PR and Political Affairs Jessica Schulte and Director Engineering EJ200 LCA Wolfgang Sterr outlines the EJ200’s bid to power India’s LCA Tejas

SP’s: To what extent would the airframe of the LCA have to be modified to accommodate the EJ200? Eurojet: The LCA only needs minor modifications to fit the EJ200 engine. The changes are in the area of negligible. PHOTOGRAPH: EUROJET

SP’s: Will the selection of the engine for the LCA in any way influence the future MMRCA deal? Eurojet: We don’t think so. Even logic tries to suggest that there are interesting synergies coming up, but these programmes sometimes have individual rules.

SP’s: What are the features of the EJ200 that are unique or special as compared to other engines in this class? Eurojet: High thrust-to-weight ratio, simple technology, low lifecycle cost and high operational availability are some of its unique attributes.

SP’s: Has Eurojet considered collaboration with Gas Turbine Research Establishment for the development of Kaveri or in its place an altogether new engine? Eurojet: We are open for discussions on this issue.

SP’s: What is the fuel efficiency rating of the EJ200 as this factor has assumed critical importance on account of the unprecedented rise in fuel prices. Eurojet: The specific fuel consumption on this engine is very low compared to its performance. But as is always the case, fuel consumption in combat aircraft is mission dependent. SP Issue 10 • 2008

SP’S AVIATION

CIVIL

BUSINESS AVIATION

Zipping turbulence through

Constrained by red tape and high taxes, business aviation in India is no cakewalk. However, most operators are optimistic.This, after all, is a sunrise sector.

PHOTOGRAPH: SP GUIDE PUBNS

By Group Captain (Retd) CHILLY WIND IS BLOWBUSINESS AVIATION IN INDIA ING ACROSS THE INDIAN If some of the scheduled airlines are Joseph Noronha, Goa ECONOMY and the aviation teetering on the verge of collapse in this industry is just about the adverse economic environment, how is worst hit. With all domestic the business aviation segment faring? carriers notching up huge losses there seems to be no pros- In India, strangely enough, there is no clear division bepect of the much awaited turnaround any time soon. On the tween scheduled commercial aviation and general aviation, contrary, travellers’ associations regularly complain about which includes business and private aviation. It is widely the sharp and frequent increase of ticket prices. Yet avia- acknowledged that general aviation is a badly neglected section experts believe current airfares are still around 20 per tor. Despite the completely different operating paradigms, it cent below cost. According to the International Air Trans- does not even have separate rules and regulations. In counport Association, ‘perfect storm’ conditions of high prices tries with developed aviation sectors, Fixed Base Operators and falling demand are likely to prevail for a while. Vari- or Fixed Base of Operations servicing centres are taken for ous overheads such as fuel, salaries, maintenance, ground granted. Here they are non-existent. Similarly, general aviahandling charges and catering costs, are rising. Make no tion terminals and heliports are vital for the sector to grow. mistake, the current operating cost structure is unsustain- Instead, business and private aircraft are forced to compete able. The Indian airline industry is in serious trouble and with scheduled commercial flights. When it comes to mainfinding a way out is likely to be a daunting task. tenance facilities, business aviation is once again badly off. 10

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CIVIL BUSINESS AVIATION

The Indian market is potentially bigger than that of China. Already

The very first dedicated terminal for business and private aircraft is expected in Delhi, perhaps by 2009-end. SPELLING OUT THE IMPEDIMENTS

There is considerable confusion about the true potential of business aviation. The recent fracas over ‘evasion’ of customs duty on import of aircraft is a telling example. The Union Budget for 2007-2008 imposed duties amounting to around 25 per cent on all aircraft imports. However, within a couple of months, due to hectic lobbying by the industry, non-scheduled operators were exempted. In June this year, the customs authorities began to probe allegations of companies and individuals posing as non-scheduled operators to purchase aircraft for personal use without paying taxes. While a few aircraft were seized and heavy fines imposed, around 200 similar cases may be under investigation. The situation calls for an urgent and reasonable solution. If possible, all taxes on small aircraft should be waived. “Foul!” the socialists will cry, but the lasting benefits to the economy far outweigh the government’s short-term profit through import taxes. Surely, after two decades of economic liberalisation this is one lesson that should have been learned. The price of ATF has come down to less than half its peak in July 2008 and may well stay at relatively comfortable levels at least for some time. However, high taxes mean that the average price of ATF in India is 60 to 70 per cent more than in Europe. Besides, the plunging rupee has sharply reduced the real benefit of the fuel price drop. The weak rupee also has a significant impact on costs in general since up to a third of the total operating cost could depend on the value of the dollar. For instance, aircraft ownership costs including rentals for leased aircraft and interest on aircraft purchased have risen significantly ever since the dollar began appreciating. The cost of spares, maintenance and training abroad

has also shot up correspondingly. Rising wage bill of staff is also straining business aviation bottomlines. The highest paid individuals it has twice are usually the ones the number of most conscious of billionaires and their ‘rights’ and the most likely to approximately demand pay hikes one lakh when inflation millionaires. begins to pinch. However, the recent attempts by the two leading private airlines, Jet Airways and Kingfisher to reduce manpower costs have sent shock waves across the industry and a clear signal that the inordinately high salaries may no longer be affordable and that a substantial reduction in salaries would be necessary if airlines were to survive. While considering the impact of rising costs on business aviation, it is important to make a clear distinction between charter and fractional ownership operators on the one hand and private or luxury aircraft owned by business and corporate houses on the other. It is unlikely that the Tatas or Ambanis would be greatly fazed if the cost of aviation fuel was to double or pilots were to demand a substantial fee hike. But they do chafe when the aircraft they are travelling in has to wait in the ‘general’ queue for taxi, take off and landing. After all, time is money. While business aviation infrastructure is slowly being established in the large cities, most airports remain unprepared to deal efficiently with business aircraft. Business passengers are generally required to proceed through customs, security and immigration along with regular airline passengers. Corporate aircraft are not permitted to operate at the metros during peak hours and have to wait interminably before being permitted to taxi out and take off. Worse still, despite approved flight plans, corporate aircraft may be kept circling over a busy airfield before being permitted to land. Where then, is the preferential treatment that businesses feel entitled to by virtue of paying substantially more than regular passengers? On the other hand, charter and fractional ownership operators are as cost conscious as scheduled airlines. According to Ernst & Young, there are around 32 air charter companies in India. However, most are small operators with just one or two aircraft. Fractional aircraft ownership is still a fairly novel concept and will take some time to catch on. Club One Air, a Delhi-based private jet company, is the only Indian player with a fractional ownership model established in the market. Recently, BJets commenced dedicated fractional and block charter services. Charter rates are comparatively higher in India than in the West. There are noticeable signs of demand slowing down as most charter operators have already raised rates a couple of times this year. Enterprises which cannot Issue 10 • 2008

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CIVIL BUSINESS AVIATION afford their own aircraft but would like to gain the increased productivity that business aviation has to offer, would naturally be the most cost-conscious. They would definitely rethink if the cost of charters and fractional ownership were to rise unconscionably. It might seem that someone who can afford to charter a helicopter is unlikely to stop using it if costs go up by, say, 10 to 15 per cent. But eventually price rise would start hitting demand and the ordinary Indian traveller, notorious for putting up with a bone-jarring auto-rickshaw ride rather than paying more for an air-conditioned cab, is likely to be the first to flee high charter rates. SCOPE FOR BUSINESS AVIATION

For business aviation to prosper there needs to be a booming economy and a growing number of rich individuals and companies. These conditions prevail in India and the current economic slowdown is unlikely to change anything. The Indian market is potentially bigger than that of China. Already it has twice the number of billionaires and approximately one lakh millionaires. Currently, there are almost 200 business and private aircraft in India and the Directorate General of Civil Aviation reportedly has another 300 applications for import of aircraft pending. Cynics would argue that this may be due to the six-month processing time taken by the DGCA for approval.

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Still, annual growth is variously estimated to be between 30 and 40 per cent. Manufacturers claim India is fast becoming one of the key Asian markets for both business jets and light aircraft. The country’s poor road infrastructure seems to have persuaded several companies and individuals to place orders for business aircraft. Last year, 30 business jets were delivered and another 45 are scheduled for delivery by the end of 2008. Corporate flying for big Indian businesses is no longer looked upon as a luxury, rather as a legitimate expense to improve productivity. An encouraging characteristic is that the current boom in the sector is not limited to large business houses alone. Dynamic enterprises of all sizes, in all sectors have come to appreciate the efficiency, A four-seater VLJ flexibility and other benefits that aviaprovides. In future, business aviawould be easier to tion tion in India may be spurred on mainly ﬁll with passengers by the hundreds of such globally-oriand could offer a ented new businesses coming up.

Mumbai-Delhi ﬂight for an average per seat cost which is only slightly higher than single business class seat on a scheduled airline

VLJS IN BUSINESS AVIATION

Some operators even hope that the affluent middle class will tire of the traffic snarls, interminable delays and shoddy service of the scheduled airlines and turn to charters for the convenience and privacy they offer. India’s upper middle class is swelling and even if less than one per cent were to occasionally

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CIVIL BUSINESS AVIATION succumb to the lure of charter it would still add up to an impressive number who would certainly be enthused by the advent of the Very Light Jets (VLJs). Is the VLJ tailor-made for the Indian market? Some experts think so. This new family of four to six seat planes will soon be available starting at around $2 million (Rs 10 crore). Standard business jets cost perhaps three to four times as much. A four-seater VLJ would be easier to fill with passengers and could offer a Mumbai-Delhi flight for an average per seat cost which is only slightly higher than single business class seat on a scheduled airline. At present, the metros are getting the largest slice of the business aviation cake, which has added to congestion and hassles. This apart, the very purpose of buying a business aviation aircraft to save time has been defeated. It is only when the charter providers trickle down to the Tier 2 and Tier 3 cities that business aviation will really take off. The government’s ongoing effort to revamp and upgrade 35 non-metro airports is laudable and should provide the much needed impetus to business aviation. There are ambitious plans for new airports in major cities but these could take years to become operational. In the interim, numerous unused airstrips could be converted into business aviation hubs which would be far less expensive than Greenfield facilities. IN CONCLUSION

Business aviation in India is no cakewalk. Constrained by red tape and high taxes, it is faced by government restrictions which make it difficult for private operators to obtain

flying and landing permits. Access to airports is difficult, the air space is heavily congested and parking bays in big airports like Mumbai and Delhi are not available for love or money. Shortage of technical staff and experienced pilots adds to the problem, and ‘poaching’ is probably rampant just like amongst the scheduled airlines. However, most operators are optimistic. This is, after all, a sunrise sector. Sheer economic necessity will inevitably propel the industry on the high growth path. Everyone, from the government, operators and users, needs to get used to the unique characteristics of business aviation—characteristics that keep it viable even through the current turbulent times. Business aviation appears to be weathering the prevailing economic storm and managing to stay afloat simply by charging actual costs instead of cut-rate fares. It boils down to this. Is a business aircraft an expensive toy, a luxury which can easily be dispensed with to cut costs? Or is it an essential means to increase productivity by saving precious travel time, expense being relatively unimportant? For corporate decision makers in India the latter seems to hold good. Although the airline industry in India has fallen on hard times, the same is not true of business aviation. The increasing global ambitions of many Indian companies plus a surge in the numbers of millionaires and billionaires mean that the pool of potential buyers and users of business aircraft is set to swell dramatically. The Centre for Asia Pacific Aviation expects that by 2020, as many as 1,500 corporate aircraft would be crisscrossing the Indian skies. Rising costs are unlikely to dampen the party. SP

It’s as if we read the minds of India’s business leaders. In many ways, we did. Some Citation business jets are so perfectly suited to doing business in India, it’s as if they were created specifically for that purpose. Here’s why: Every Citation is based on what customers tell us they need. Those customers come from all over the world, but they all have three things in common: They are poised on the brink of a major breakthrough in the growth of their business. They are seeing opportunities like never before. And they are looking for the undeniably best way to seize them. Their answer can be your answer – the best-selling business jets and propeller aircraft in the world. For a free, no-obligation analysis of what a Citation business jet can do for your company call Mike McGreevy at 971.4.295.4822 or visit Citation.Cessna.com.

Cessna Aircraft Sure Thing®

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Business

AsAlways Orlando’s Orange County Convention Center opened its doors to the 61st National Business Aviation Association meeting and convention from October 6 to 8.While ﬁnancial markets and banks may be in disarray,the world’s business aviation economy seem to be unaffected. PHIL NASSKAU reports on the key highlights of this year’s NBAA.

s if the industry needed proof of that it was facing a period of unremitting growth, Gulfstream announced its latest aircraft, an upgraded G200 dubbed the G250. Not to be left behind, Hawker Beechcraft unwrapped the Hawker 400XP successor, the Hawker 450XP, as well as an improved version of the venerable King Air 350, the King Air 350i.

PHENOMENAL: EMBRAER’S PHENOM 300 CONTINUES TO BE ATTRACTIVE IN THE LIGHT JET CATEGORY, WITH THE BEST COMBINATION OF COMFORT, PERFORMANCE, CABIN SPACE AND BAGGAGE VOLUME

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Based on the $22 million (Rs 105 crore) G200, according to Gulfstream, the $24 million (Rs 115 crore) G250 will deliver the largest cabin and the longest range at the fastest speed in the super mid-size segment. The first flight of the G250 is expected in the latter half of 2009, says Gulfstream. While certification and entry into service are slated for 2011. The new super mid-size jet will feature twin Honeywell HTF7250G turbofan engines producing 7,445 lb of thrust each, and features a new transonic wing design optimised for high speed cruise and take off performance; Gulfstream claims it will be capable of taking off in 5,000 ft or less with margins. The engine is based on the HTF7000 engine that powers the Bombardier Challenger 300, also a super mid-size offering. Gulfstream says it will let the market determine whether the new twinjet will replace the G200. www.spsaviation.net

PHOTOGRAPHS: NBAA, CESSNA, DASSAULT, HONEYWELL, A. PEAFORD

GULFSTREAM: G250

CIVIL SHOW REVIEW Specifications revel a climb time to 41,000 ft of less than 20 minutes while maximum cruising altitude is 45,000 ft. At 45,000 ft, the cabin altitude—at 7,000 ft—is 1,000 ft lower than that of the G200, while at 41,000 ft, it will be 6,000 ft. Add in a top cruise speed of M.85 and the manufacturer says the aircraft will be capable of flying non-stop with four passengers from New York to Paris or London to Dubai at M.82 against 85 per cent annual winds with NBAA reserves. As with the G150 and the present G200, Israel Aerospace Industries (IAI) will assemble the aircraft and fly it ‘green’ to Gulfstream’s Dallas, Texas, US facility for completion with a choice of three floor plans seating eight, nine or 10 passen-

gers. IAI will also build the empennage and landing gear, while Spirit Aerosystems will build the new Gulfstream-engineered wing, a key enabler for the aircraft’s superior payload versus range performance, compared to the G200 and some of its other competitors. Rockwell Collins will provide the integrated avionics for the PlaneView250 flight deck that has three 15.3 inch displays. These displays are able to show multiple formats for charts, navigation, synoptic and flight planning data. Pilots will access the displays using Gulfstream’s trademark side-console mounted hand controllers. Options include the company’s EVS II enhanced vision system as well as Rockwell Collins’ LCD head-up display and synthetic vision systems. The G250 features a traditional control column with fly-by-wire limited to rudders and spoilers. As with other new Gulfstream aircraft, the user community provided the seeds for the new design. “Our customers played a definitive role in designing this business jet by participating in our advance technology customer advisory team,” says Joe Lombardo, Gulfstream’s President. “As a result, we are confident they’ll appreciate the G250’s state-of-the-art technology, superior performance and enhanced styling.” HAWKER BEECHCRAFT: 450XP, KING AIR 350I

Hawker Beechcraft unravelled details of its new Hawker 450XP.

President Commercial Sales Brad Hatt says: “The 450XP was really driven by our customers who wanted to see the aircraft upgraded in regard to avionics.” As such, the Pro Line 4 is replaced with Rockwell Collins’ Pro Line 21 and a new pair of Pratt & Whitney PW535Ds replaces the JT15D-5Rs. The new model is selling at $7.695 million (Rs 37 crore) and should be delivered in mid-2010. And the new engines give more thrust per pound of fuel than the current JT15s. They increase range and allow better performance at high altitudes and hot temperatures. “The big difference in the engine is new technology which gives you better specific fuel consumption, which is about an 8 per cent improvement,” explains Hatt. “That, coupled with the engine being flatrated to plus 20 deg C, gives it much better performance.” He says that in range there is a notable benefit because the engine can run 12 degrees hotter. “That allows you to operate the engine on a higher temperature from take-off in hot environments, as well as in time to climb, so you can get up to altitude quicker.” Hatt explains that the range improvement when flying out of Teterboro is 140 miles and can be as much as 500 miles when flying out of Denver. But it isn’t just the avionics and improved engines that make the 450XP. Inside the

SPREADING THE CHEER: (TOP LEFT) THE FEDERAL AVIATION ADMINISTRATION’S ACTING ADMINISTRATOR, BOBBY STURGELL, CUTS THE RIBBON TO OFFICIALLY DECLARE THE SHOW OPEN; (TOP RIGHT) VETERAN POLITICAL COUPLE MARY MATALIN AND JAMES CARVILLE SPEAK AT THE OPENING GENERAL SESSION

cabin, new seats blend with newly sculpted walls and ledging, which house Rockwell Collins’ Venue CMS infotainment system. Each passenger can control their own entertainment, and environment, while LED lights surround up to nine seats. “With the King Air 350i we’re redesigning the back end of the airplane,” explains Hatt. The new cabin shuts out four more decibels of noise and offers flexible seating plans. The first King Air 350i will be delivered in autumn 2009—in theory a year after the cabin mock-up was unveiled at NBAA. This twin turboprop now costs $6.52 million (Rs 30 crore), but Hatt says the atmosphere inside will be like that of a jet costing millions more, showing style and quality coupled with versatility. “It’s a very modular design with regards Issue 10 • 2008

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to the cabinetry,” he explains. A variety of arrangements are possible for the seating, too. “You can take all four of the aft club seating out,” he says. This new ‘FlexCabin’ concept lets the cabin be reconfigured between flights, with ottomans replacing those seats or leaving empty space for storage or stretching out. “That basically allows you to have a lounge back there; two of them actually. You’re able to recline and have a foot rest and look at a large 15-inch display that is using Bluetooth technology that just gives phenomenal clarity,” describes Hatt. Infotainment is available to each of the eight cabin seats, with access to the Rockwell Collins Air show service and interconnectivity for devices like iPods. Shutters are also rendered obsolete here, with electric shades dimming the windows at the touch of a button rather than the more complicated electrochromatic shades that are likely to lead the way forward. An 11th person can ride buckled onto the closed seat of what Hatt calls “a fully legal belted potty. In that back galley, for the first time ever in a King Air, you have a full unitisation lavatory, with running water and mirrors and vanity, as well as a storage area”. Comfort design also extends to noise control. “A lot of it is just in passive designs that we’ve learned over the years— how to package soundproofing material as well as the type of material you use as well as the overall design layout,” says Hatt. “It’s not in any one way we do it, but the overall accomplishment is a 4dB improvement, which is really significant.” BOMBARDIER: LEARJET 85

Bombardier took the opportunity to unveil its cabin mockup of the Learjet 85 at NBAA’s static display at Orlando Executive Airport. “The Learjet 85 aircraft’s cabin features more volume and comfort than any existing midsize offering and now our customer can experience it first hand,” said Bombardier Business Aircraft President Steve Ridolfi at the unveiling. “Development of the Learjet 85 aircraft is progressing well as we enter the next phase of this exciting new programme.” Bombardier’s aim is to provide a larger, more comfortable cabin than any existing midsize aircraft, the Learjet 16

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85 aircraft’s 665ft3 (18.8m3) cabin is the largest Learjet aircraft cabin ever—offering eight passengers a stand-up environment built to ensure superior productivity. A key element of the aircraft’s cabin is its large windows, measuring approximately 12x16 inches (30.5x40.6 cm), maximising the amount of natural light into the aircraft as well as passenger viewing capability. The standard double club configuration floor plan features 30 inches (76.2 cm) pitch between the seats, a full service galley, full lavatory and three large storage closets. All cabin seats are fully berthable with the capability to deploy four at AWESOME PRESENCE: any time for optimum comfort. CESSNA AS ALWAYS And underneath the seats are EXHIBITED ITS VAST RANGE OF EXHIBITS, specially designed laptop drawBOTH INDOOR (SEEN HERE) ers. Bombardier says that one AND OUTDOOR of the other reasons for the deceptive space is the cabin’s use of only 90 sq ft of veneers as opposed to the Learjet 60’s 400 sq ft. EMBRAER: PHENOM 100/300

While Embraer’s Phenom duo made their first appearances at a show outside of Brazil, the Phenom 100 was expected to certify at NBAA, but the company says it is on track for customer deliveries by the end of the year.

“THE 450XP WAS REALLY DRIVEN BY OUR CUSTOMERS WHO WANTED TO SEE THE AIRCRAFT UPGRADED IN REGARD TO AVIONICS. THE BIG DIFFERENCE IN THE ENGINE IS NEW TECHNOLOGY WHICH GIVES BETTER SPECIFIC FUEL CONSUMPTION, WHICH IS ABOUT AN 8 PER CENT IMPROVEMENT.” —BRAD HATT, PRESIDENT, COMMERCIAL SALES, HAWKER BEECHCRAFT

“THE LEARJET 85 AIRCRAFT’S CABIN FEATURES MORE VOLUME AND COMFORT THAN ANY EXISTING MIDSIZE OFFERING AND NOW OUR CUSTOMER CAN EXPERIENCE IT FIRST HAND. DEVELOPMENT OF THE LEARJET 85 AIRCRAFT IS PROGRESSING WELL AS WE ENTER THE NEXT PHASE OF THIS EXCITING NEW PROGRAMME.” —STEVE RIDOLFI, PRESIDENT, BOMBARDIER BUSINESS AIRCRAFT

“OUR CUSTOMERS PLAYED A DEFINITIVE ROLE IN DESIGNING THIS BUSINESS JET BY PARTICIPATING IN OUR ADVANCE TECHNOLOGY CUSTOMER ADVISORY TEAM. AS A RESULT, WE ARE CONFIDENT THEY’LL APPRECIATE THE G250’S STATEOF-THE-ART TECHNOLOGY, SUPERIOR PERFORMANCE AND ENHANCED STYLING.” —JOE LOMBARDO, PRESIDENT, GULFSTREAM

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CIVIL SHOW REVIEW The Brazilian airframer also announced a price increase of 3 per cent, which becomes effective as of November 1 for the Phenom 300. The new price will be $6.85 million (Rs 33 crore). Luis Carlos Affonso, Embraer’s Executive Vice President, Executive Jets says: “Even with this increase over the 2005 introductory price, the Phenom 300 continues to be attractive, as the best combination of comfort, performance, cabin space, and baggage volume in the light jet category.” BUYING & SELLING

Aside from new aircraft programme announcements, NBAA also played host to several ownership changes. Indian industrial giant Tata bought a third of Piaggio Aero Industries and is now a primary shareholder along with the Ferrari and Di Mase families, and Mubadala Development Company. Piaggio Aero expects the increased share capital to enable it to grow the market, expand production rates and offer the P180 Avanti II to new markets. Tata’s involvement also strengthens growth plans by establishing a strong market presence in India, which is expected to develop 500 airports by 2020. “The future for Piaggio Aero is bright and with the support of world-class investors and strategic partners like Mubadala Development Company and Tata Limited, I’m confident we can realise our full potential,” says Piero Ferrari, Chairman of Piaggio Aero. While Emirates Investment & Development Company (Emivest), and as of earlier this April the majority shareholder of Sino Swearingen Aircraft Corporation (SSAC) manufacturer of the SJ30 aircraft, unveiled a new company name at the show. SSAC will now be known as Emivest Aerospace Corporation. Emivest acquired an 80 per cent stake in SSAC in June 2008, with Taiwanese investors and Ed Swearingen holding the remaining 20 per cent. “Emivest Aerospace Corporation is embarking on a new direction, fuelled by the ongoing commercial acceptance of the SJ30, the light jet with the best range and speed in the industry,” said Buti Saeed Al Ghandi, Chairman of both companies at NBAA. Emivest is a Dubai-based private shareholding equity investment company that actively targets new investment sectors. According to Anthony Power, Emivest’s Chief Investment Officer, “We have been looking across the sector itself and have not seen anything else where we could kick start Emivest. The projected growth of the business aviation sector is strong throughout the world and Emivest is positioned perfectly to capitalise on heightened demand in

VISION ENHANCED: SPEAKING AT THE NBAA, CHAIRMAN AND CEO OF DASSAULT AVIATION CHARLES EDELSTENNE SAID: “THE MOST BENEFICIAL ACTION WE CAN TAKE FOR OUR GLOBAL ENVIRONMENT AND OUR COMPANY’S FUTURE IS TO CONTINUE MAKING AIRCRAFT WHICH USE THE BEST OF TECHNOLOGY FOR KEEPING THEIR EFFICIENCY ADVANTAGE OVER THE COMPETITION.” DASSAULT FALCON LAUNCHED EASY PHASE II OFFERING A HOST OF ENHANCEMENTS TO THE FLIGHT DECK, INCLUDING THE SYNTHETIC VISION SYSTEM THAT DISPLAYS A HIGH-RESOLUTION THREEDIMENSIONAL DIGITAL IMAGE ON BOTH THE PRIMARY DISPLAY UNITS DURING ALL PHASES OF FLIGHT.

the light jet sector.” Emivest is also committed to bringing the SJ30 to market. “We look forward to embracing these opportunities that lie ahead by bringing the SJ30 to market in large scale production,” says Joseph Gullion, Chief Operating Officer. An NBAA convention would not be an NBAA convention without the release of Honeywell’s market forecast. And that forecast predicts sales of $300 billion (Rs 14,59,775 crore) over the next decade—despite the world’s

current economic meltdown. Honeywell forecasts deliveries of nearly 1,200 business jets in 2008, a 15 per cent increase in 2007, marking the business aviation economy’s fifth year of growth, while it says 2009 deliveries are again set to break the record. Potentially 2009 could see deliveries of 1,400 jets. “I would portray the demand for UNWAVERING OPTIMISM: business aviation as stable,” says “I WOULD PORTRAY THE Honeywell Aerospace President DEMAND FOR BUSINESS AVIATION AS STABLE,” SAID Rob Wilson. “Very few customers HONEYWELL AEROSPACE are going to walk away from the PRESIDENT ROB WILSON deposits they had to put down. With this very strong backlog, and even with no order intake, the industry could live off that for three-plus years,” explains Wilson. The survey indicates that deliveries will plateau slightly in the 2010-2011 timeframe, followed by further increases throughout the decade as new aircraft are brought into the business aviation marketplace. SP Issue 10 • 2008

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Code word

PHOTOGRAPH: WIKIPEDIA

Hudia

n the early hours of By Group Captain (Retd) November 3 in 1988, A.G. Bewoor, Pune a call from Maldives to a Joint Secretary in the Ministry of External Affairs in India informed of an attack by rebels that had forced President Maumoon Abdul Gayoom to go into hiding. Maldives was seeking military help to defeat the coup, would India help? Indeed India would, was the reply. The Joint Secretary rang up army, navy and air HQs to activate necessary forces. At Agra, 44 Squadron got three IL-76s ready at 1000 hours and 50 Independent Parachute Brigade got 6 Para ready as the vanguard and rest of the brigade as back up by 1200 hours. While firm orders were awaited, 44 Squadron aircrew made plans on how to get to Hulule, the island with a runway of just 6,800 ft. Would it be a landing or a para-drop to capture the runway? What factors would impact on the para-drop and what were the imponderables for a direct landing? Had the rebels attacked the airport? How strong in numbers were they, what weapons were they using, were they locals or mercenaries? Such thoughts exercised minds in 44 Squadron and Para Brigade. Pilots and navigators studied maps and charts to decide what routes to follow and maintain absolute secrecy. Colonel Joshi, the CO of 6 Para, and Brigadier Bulsara, Commander of the Brigade made plans on how to capture the runway after a para-drop. Intelligence was very scanty, the rebels numbered around 250, were armed with medium machine guns, rocket propelled grenades and some inputs spoke of SAMs. Determined bunch. At about 1530 hours, officers from air and army HQs came to Agra to finalise plans to launch the rescue operation. The code name was Operation Cactus. It was to be the first intervention without active support from the host 18

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The then Commanding Officer of 44 Squadron that spearheaded Operation Cactus— the IAF’s airborne assault in the Maldives to rescue President Gayoom in 1988—gives a poignant account of the determination and dare that snatched victory within 24 hours nation (the Indian Peace Keeping Force had been invited into Sri Lanka with operational and administrative support). Discussions in the briefing room of 44 Squadron concluded that a para-drop was too uncertain an option with prevailing winds of 20 km/hour, as the area for drop was an island just about 2 km long and not more than 500 m wide. Dropping paratroopers by day on such a precise target was difficult enough, doing it at night was tactically unsound. It would have to be a direct landing on Hulule, with the paratroopers fanning out to capture the complete island and facilitate build up. The vanguard was K-2878, www.spsaviation.net

MILITARY REMINISCENCE an IL-76 captained by Group Captain A.G. Bewoor, then CO of 44 Squadron; the second IL-76, K-2999, would be flown by Wing Commander A.S. Gill. The spearhead would be 400 seasoned paratroopers. LANDING WITHOUT RUNWAY LIGHTS

On November 3, 1988, Bewoor and Gill executed a formation take-off at 1803 hours. Operation Cactus was on its way. The Air Traffic Control (ATC) was informed that just one aircraft was flying from Agra to Trivandrum, on a routine cargo flight. If clearance had been made to Maldives, customs and immigration would have become inescapable at Palam airport in Delhi. The reader can conjecture who would have been more surprised, Collector Customs or Colonel Joshi. Gill remained in formation one km behind Bewoor, maintaining radio silence. Keeping station in that status for four hours was creditable. Given the short time for planning between Para Brigade and 44 Squadron, Bewoor and Joshi discussed plans on the induction and capturing of Hulule Island. Naturally, the actual situation after landing would demand quick changes, which was the hallmark of 44 Squadron and Para Brigade. Developments in the Maldives were not filtering out—it appeared the rebels had control of vital installations—but the President was safe. K-2878 and K2999 were at 37,000 ft when they passed over Trivandrum. The ATC there was quite perturbed that K-2878 was headed somewhere else instead of landing at his base. Group Captain Pannicker of Southern Air Command explained Operation Cactus the reasons to them. All very remains an secret. Most Indians and forobjective lesson eigners, too, did not believe on how that Indian armed forces could react rapidly and stealthily in an operation that stretched 3,000 km across the Indian sub-continent. The code word for landing was ‘Hudia’, and the ATC at Hulule would transmit this word on query. Bewoor descended to 20,000 ft with Gill in tow and contacted Hulule with four words, “This is Friendly One”. “Go ahead,” came the reply. Bewoor queried as planned, “Do you have a message for me?” “ Hudia, Hudia, Hudia”—the correct code and clearance to land. A nagging doubt, however, persisted: was the code word gushed out in relief and joy, or was there a rebel with a pistol at the controllers head, directing him “Speak punk” like Clint Eastwood did so often. The runway lights came on for 10 seconds, the aircraft was aligned and they went off. The controller was afraid of alerting the rebels. This was going to be a nerve wracking approach and landing without runway lights, that too, in the middle of the Indian Ocean right next to the Equator with strong cross winds. By now, Gill had separated and was orbiting at 3,000 ft. The IL-76’s ground mapping radar was picking a large echo because of the shallow coral, making it impossible

rapid deployment critical operations should be executed

to discern where the RW was. In case of para-drop, most paratroopers would have been severely cut by the sharp coral. Bewoor descended using two amber lights against a pitch black background on a moonless night of November 3. At about 150 m, Bewoor asked for lights, they came on, and as the tyres kissed the concrete, the lights were switched off. Most disconcerting for any pilot. Reverse on all four engines, sitting on brakes, K-2878 stopped with three slabs to spare. Bewoor turned around, started opening cargo doors and lowering the ramp for swift exit of troops. Operation Cactus Phase 1 had been successfully completed at 2148 hours. Gill landed five minutes later, and was horrified to see soldiers crossing the RW during his landing run. Indian paratroopers like to live dangerously. PRESIDENT RESCUED, REBELS CAPTURED

Hulule island was secured by 2245 hours. Boats were procured and the President’s rescue party left for Male at 0005 hours on November 4. While crossing the harbour, they fired rockets and hit a ship—it was the MV Progress Light escaping with rebel leader Lutfi and Maldivian hostages. Progress Light was intercepted by INS Godavari and INS Betwa in a high seas drama that deserves a separate narrative. Suffice it to say that preventing Progress Light from reaching Sri Lanka was one of the most critical elements of Operation Cactus. Both Captain Gopalachary of Godavari and Commander Hari Gokhale of Betwa did a commendable job. Colonel Joshi made his beach-head on the western face of Male and led the rescue party to secure Gayoom. By 0300 hours, they had got Gayoom safely into the National Security Service building. In a house-to-house search, paratroopers captured some 30 rebels with lots of ammunition and explosives, another 70 rebels came off Progress Light. It was time to tell the world that the Indian armed forces, with the IL76s of the Indian Air Force in the lead, had successfully defeated the coup in Maldives. Gayoom spoke with Rajiv Gandhi at about 0430 hours on November 4. Phase II of Operation Cactus had been completed in less than 24 hours from that first phone call. 44 Squadron flew another three sorties that night to bring in the Para Brigade. 6 Para remained in Maldives for one year, and on November 3, 1989, K-2878 returned to Hulule for de-induction. The professionalism demonstrated by the Indian armed forces was noted by all major powers and countries in India’s neighbourhood. India’s ability to decisively intervene on invitation and project its force in support of legitimate governments was endorsed. Good training, initiative and officers leading from the front were abundantly proven in Operation Cactus. Lack of intelligence, delays due to deliberations, limited time for planning, no RW lights in the middle of Hind Mahasagar—such impediments did not deter Joshi, Bewoor, Bulsara, Gill and the officers and men of 44 Squadron and 50 (I) Parachute Brigade. Operation Cactus remains an objective lesson on how rapid deployment critical operations should be executed. The rules of centralised planning and decentralised execution and learning the operations of war of other services are always paramount. SP Issue 10 • 2008

SP’S AVIATION

VIEWPOINT

NUCLEAR DEAL

Realistically Speaking

ILLUSTRATION: RATAN SONAL

rawing the curtains on some really nail biting whether the circumstances arose out of serious concern moments, the 123 Indo-US nuclear deal is finally about a changed security environment or as a response to done, sealed and delivered. Consequently, India similar actions by other states which could impact national can now hope to be allowed out of the technologi- security”. Realistically, what more could India expect. Could cal doghouse it had been consigned to nearly 35 years ago. the US commit to look the other way if India violated what Doomsday specialists are still trying to convince inflamma- in America’s perception is the very foundation of the interble segments of the public that somehow India has allowed national security regime? Does it mean that India can never itself to be trapped into a sinister plot which would hold test again? Of course, it can. Testing is its sovereign right. the country in perpetual bondage to American interests. But Delhi must be ready to pay the price. And that would be US House Committee on Foreign Affairs Chairman Rep. so irrespective of whether the deal was in place or not. So, Howard Berman’s assertion that US must call off the deal what’s all the fuss about? if India tests a nuclear Then there is the device Together with carping about WashPresident George W. ington’s commitment Bush’s note to the to helping India build Congress that Washa strategic reserve to ington is not bound ensure uninterrupted by any permanent fuel supply for safeguarantees to supply guarded reactors. nuclear fuel to India The anxiety is real (irrespective of what because it is not easy Delhi does) helped for India to forget the fuel doubts. bitter experience of A couple of points Tarapur. The Hyde need reiteration in an Act interpreted this attempt to bring clarity to mean creating sufto some issues which ficient buffer against Does the 123 deal have created more heat than light in market failures—which is certainly with the US mean the ongoing quibbling. First, one must not what Delhi was looking for. While not forget that the Hyde Act has the 123 attempts to create elbow room, India can never test status of domestic law of the US. It is but did India seriously expect the US again? Of course, fudge if India continues to assert that to help in building capacities to overhaving signed the 123 agreement, the ride sanctions mandated by its own it can.Testing is its Hyde Act has become irrelevant. The laws? Besides, the waiver from the sovereign right. But US executive has repeatedly assured Nuclear Suppliers Group now grants Delhi must be ready the Congress that 123 does not and, India access to multiple sources of indeed, cannot bypass provisions of fuel, unless it closes its ranks once to pay the price. the US domestic law. What 123 does again in response to some rash acAnd that would be attempt to do is sweeten the deal. Two tion by Delhi. so irrespective of issues that continued to raise hackles In the final analysis, where does till the end were India’s right to test the balance of advantage lie? Excluded whether the deal was and assurances of fuel supply to the from high technology trade, with the in place or not. So, safeguarded reactors. country’s nuclear plants running unwhat’s all the fuss On the issue of testing, one can der 50 per cent capacity (and some start from former Prime Minister Atal even facing the threat of closure in the about? Bihari Vajpayee’s declaration in the not too distant a future), even the worst UN General Assembly of voluntary detractors of the deal would have to moratorium on future testing. Hyde admit that there was something in it Act now converts this into a legal binding. Agreed that which India would have been foolish to refuse. Ponder this: there is much difference between the two but 123 softens Would India count for more with the deal or without? In Texthe blow by making “room for bilateral consultation and as, a saying goes: “If all you ever do is all you’ve ever done, commits the US to consider carefully the circumstances that then all you’ll ever get is all you ever got.” SP may lead to termination or cessation of cooperation and —Air Marshal (Retd) A.K. Trikha, Pune 20

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www.spsaviation.net

MILITARY

FACE TO FACE

‘US Navy-funded upgrades for

Super Hornet’

PHOTOGRAPH: SP GUIDE PUBNS, BOEING

Dr Vivek Lall, Boeing IDS India Country Head, talks to SP’s Aviation on the company’s strategies and collaborations to capture the Indian market SP’s: What is the company profile of Boeing Integrated Defense Systems (IDS)? Dr Vivek Lall: A unit of The Boeing Company, Boeing IDS (www.boeing.com/ids/) is one of the world’s largest space and defence businesses. IDS operates in India as part of Boeing India, which has a New Delhi office staffed with 14 employees. Countrywide, there are approximately 30 Boeing employees. Boeing IDS has a rich portfolio of products and services to offer India, such as the combat-proven F/A 18 E/F Super Hornet multi-role combat fighter, the P-8I multi-mission maritime patrol aircraft, the heavy lift CH-47F and MH-47G heavy-lift Chinook helicopters, and the combat-proven attack helicopter, the AH-64D Apache Longbow. The IDS portfolio extends to the C-17 Globemaster III strategic lift cargo plane, and C4ISR platforms and Airborne Early Warning & Control Systems. IDS

is also a leading provider of aerospace support systems and network-centric operations that have high relevance to India’s requirements. The US Navy and Boeing have offered the F/A18E/F Super Hornet to the Indian Air Force for the Medium Multi-Role Combat Aircraft (MMRCA) competition. India has a requirement for 126 fighters. Boeing also has offered the Indian Navy the P-8I—an unique variant of the US Navy’s P-8A Poseidon—for India’s long-range maritime reconnaissance and anti-submarine warfare competition. The US Navy and Boeing believe the F/A-18E/F Super Hornet would be a valuable asset to India. Boeing has delivered more than 340 F/A-18E/F Super Hornets to the US Navy on time or ahead of schedule. The capability and reliability of the Super Hornet are among the reasons the US Navy is considering a new multi-year purchase. Internationally, Australia in Issue 10 • 2008

SP’S AVIATION

MILITARY FACE TO FACE 2007 became the first non-US customer for the Super Hornet, announcing its intent to purchase 24 F/A-18Fs to bolster its air force currently flying F/A-18 Hornets. Boeing is in discussions with Japan to provide the Super Hornet for their F-X requirement and is responding to an RFP from Switzerland. We continue discussions with numerous other foreign governments and military institutions about their interests in procuring the Super Hornet. The F/A-18 Super Hornet offers India the most advanced see-all, do-all multi-role combat fighter in production today, capable of defending the nation from the Himalayas to the Indian Ocean with unmatched lethality, pilot safety and the promise of more than 30 years of US Navy-funded upgrades. Boeing has established important relationships with suppliers in India and is actively pursuing technical and business partnerships. In February 2008, The Boeing Company and Tata Industries Limited agreed on a plan to form an Indian joint venture company that will initially include more than $500 million (Rs 2,440 crore) of defence-related aerospace component work in India for export to Boeing and its international customers. In December 2007, Boeing IDS President and CEO Jim Albaugh had signed a memorandum of understanding (MoU) with Hindustan Aerospace Limited to bring as much as $1 billion (Rs 4,885 crore) in exportable defence aerospace work to India. In February 2007, at Aero India, Boeing signed an MoU with Larsen & Toubro Limited for joint exploration of business opportunities in India’s defence sector. In November 2006, Boeing and General Electric jointly hosted a suppliers’ conference in Bangalore that was attended by more than 40 Indian companies. Boeing’s Phantom Works has instituted a Strategic University relationship with the Indian Institute of Science to design a “wing of the future”, using advanced materials and manufacturing concepts. Boeing anticipates there will be additional significant partnerships with Indian businesses and institutions going forward. ABOUT BOEING IDS

Boeing IDS is a $32.4 billion (Rs 1,58,280 crore) business headquartered in St. Louis, MO with 72,000 employees worldwide. IDS is divided into three capabilities-driven businesses: • Precision Engagement and Mobility Systems: This business includes Airborne ASW/ISR, Global Mobility Systems, Global Strike Systems and Rotorcraft. • Network and Space Systems: This business includes combat systems; command, control and communications (C3) networks; expendable launch programmes; missile defence systems, network programmes; space and intelligence systems; and space exploration. • Support Systems: This business includes maintenance modification and upgrades; integrated logistics services; and training systems and services. In addition to its three businesses, IDS has an Advanced Systems unit, which is linked with Boeing’s Phantom Works organisation, whose mission is to develop new technologies.

SP’s: What are the products the company would like to promote in India? Dr Vivek Lall: P-8I: The P-8I is the world’s most advanced antisubmarine and anti-surface warfare plane, offering India the 22

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Issue 10 • 2008

reach, speed, technology and endurance necessary to protect 7,000 km of coastline, and to extend beyond India’s shores to protect crucial international shipping lanes. F/A-18E/F Super Hornet: The F/A-18E/F Super Hornet offers India the most advanced see-all, do-all combat fighter in production today, with unmatched lethality, pilot safety and the promise of more than 30 years of US Navy-funded upgrades. CH-47 Chinook: The CH-47 Chinook is a powerful workhorse helicopter as capable of supporting the Indian Army in rugged high altitude outposts as in helping build India’s infrastructure and transport relief supplies to victims of natural disasters. AH-64D Apache: Apache Longbow is the most lethal rotorcraft platform ever to enter production, with the force needed to protect the soldier by taking the fight to the adversary with technical superiority, which translates to technical overmatch when compared to threat systems that Apache Longbow crews might encounter. Harpoon: Harpoon, the world’s most successful anti-ship missile, features autonomous, reliable, all-weather, lethal, overthe-horizon capability. C-17 Globemaster III: The Boeing C-17 Globemaster III is designed to fulfill military and humanitarian airlift needs well into the 21st century. Network Centric Operations: Boeing IDS is developing a number of transformational programmes, systems and systems-ofsystems for new network-centric warfare capabilities. SP’s: Which Indian companies have you tied up or are likely to tie up with for joint venture/collaboration/offset arrangements? What are the focus area(s) of these tie-ups/ventures? Dr Vivek Lall: Boeing cannot divulge the names of companies we have tied up with because that information is competition sensitive. However, we can tell you the Super Hornet industry team has tied up with 37 strategic Indian companies across a breadth of disciplines in the aerospace domain, including design, engineering, parts manufacturing and aerostructures. SP’s: What is the company’s policy on Transfer of Technology? Dr Vivek Lall: Transfer of Technology is a requirement requested as part of specific programmes in India, like the MMRCA deal. In such cases, Boeing will review the requirements and determine if they can be met. If so, Boeing will develop a competitive bid and enter into the competition. SP’s: What are the future strategies and business plans for establishing your company in India during the next decade? Dr Vivek Lall: Boeing’s plan in India is to develop a long-term partnership to strengthen all aspects of India’s aerospace capabilities—civilian and defence—in the 21st century. Being the world’s largest aerospace company we are uniquely positioned to bring to bear the depth and breadth of human talent, technical expertise and a variety of aerospace and defence resources that will help India strengthen its self-reliance and leadership in the fields of national security, civil aviation, defence and space technologies. We will not only provide world class product offerings to help India grow, compete globally and strengthen its national security, but also build a strong infrastructure base to support, maintain and upgrade these offerings. We have developed the flexibility to bring to India a uniquely Indian solution. SP www.spsaviation.net

InFocus

AIRLINES ECONOMICS FEATURE SPECIAL

Celebrating

Years

1. THE SURYA KIRAN AEROBATICS TEAM PERFORMS A STUNNING AERO-BALLET TO MARK THE INDIAN AIR FORCE’S 76TH ANNIVERSARY ON OCTOBER 8 AT HINDON AIR FORCE STATION NEAR DELHI. 2. IN THE LEAD, A WOMAN OFFICER SALUTES THE DAIS. 3. THE PRITHVI MISSILE STANDS TALL IN THE BACKGROUND AS IAF SOLDIERS MARCH PAST. 4. CAS AIR CHIEF MARSHAL F.H. MAJOR FELICITATES OUTSTANDING UNITS OF THE YEAR. 5. AIR CHIEF MARSHAL MAJOR INSPECTS THE PARADE. 6. A BREATHTAKING DISPLAY BY THE IAF’S SARANG HELICOPTER TEAM. (EVENTS NOT DEPICTED IN CHRONOLOGICAL ORDER.)

5 6

CIVIL

SHOW REVIEW

PHOTOGRAPHS: RAVINDER REDDY FOR SP’S AVIATION, SANJAY THAPAR

YESTERDAY, TODAY, TOMORROW: PUSHPAK, THE OLDEST TRAINING AIRCRAFT, PRECEDES THE A380

Organised jointly by MOCA and FICCI, with Farnborough International for promotion abroad and the US as a partner, India Aviation 2008 attracted aviation companies the world over

stablished in the 1930s by the erstwhile Nizam, the Hyderabad International Airport at Begumpet had the privilege of hosting India Aviation 2008 from October 15 to 18. The airport had receded from limelight since the commissioning of a new facility at Shamshabad in March. A little known fact is that over seven decades ago, the first air show was held here under the aegis of the then Nizam with the patronage of European aircraft manufacturers. Showcasing the attributes and strength of the civil aviation sector, the four-day air show was the first international exhibition of its kind in India. Albeit on a smaller scale, the event was structured on the lines of Aero India which cen24

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Issue 10 • 2008

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

tres around military aviation. In all, there were around 200 exhibitors, large and small, from 18 different countries participating in the show. The list of companies included leading civil aircraft manufacturers of the world. However, the scale of the exercise can only be better appreciated through a comparison with other international air shows. At the Begumpet airfield, there were only 35 aircraft on display. Two decades ago, the Dubai air show also began on a similar scale but has now more than doubled in terms of the number of exhibitors and participating aircraft. Aero Club www.spsaviation.net

CIVIL SHOW REVIEW

of India (ACI) displayed three different aero sports—hot air balloons, sky gliding and parasailing. Talking to SP’s Aviation, ACI Director General Wing Commander (Retd) Sanjay Thapar said, “A serviceable Pushpak, the oldest training aircraft which is indigenous and still flying, was flown all the way from Patiala to Hyderabad and back to Patiala for the air show. The aircraft was flown by Captain G.S. Mangat, chief flying instructor of Patiala Aviation Academy. This was the longest flight for a Pushpak after its initial induction.” Exhibits were placed in three distinct arenas housed in provisional air-conditioned hangars. The limited flying display included an aerial aerobatic show by the veritable Surya Kiran team of the IAF on the inaugural day. In addition, there was static

display of civil aircraft, media briefings and an international conference at Hotel Taj Krishna on October 16. Commercially Important Persons were hosted in half a dozen chalets even as a photo exhibition covering the 75-year history of civil aviation was organised by the Ministry of Civil Aviation (MOCA) in the terminal building. At the ministry’s invitation, Jeet Aerospace Institute of Pune displayed India’s first indigenously developed mobile Flight Simulator. As per the MOCA, henceforth, India Aviation is to be held once every two years at Hyderabad. The venue has been declared as permanent since both Begumpet airport and the city of Hyderabad have the necessary infra-

structure, as also, the latter is rapidly emerging as the new hub for aerospace and technology. Organised jointly by the MOCA and Federation of Indian Chamber of Commerce and Industry (FICCI) with Farnborough International for promotion abroad and the US as a partner, the air show provided an ideal venue for aviation companies the world over to showcase their profiles and products as well as exploit opportunities in the aviation sector in India. Despite the recent downturn in MOVERS & SHAKERS: CAPTAIN SATISH SHARMA (SECOND FROM RIGHT) WITH ROBERT VADRA AT THE INAUGURATION; CIVIL AVIATION MINISTER PRAFUL PATEL ADDRESSES THE GATHERING; AIR INDIA RECEIVES THE AIRBUS FORMALLY

the industry, this sector is generally perceived to have excellent potential in the long term. The exhibitors included airlines and airliners, business aircraft, machinery and equipment, aircraft interiors, airline services, air cargo, training and skill development in aviation related disciplines, airport infrastructure and airport city side developers. Minister of Civil Aviation Praful Patel inaugurated the show in the presence of more than 200 dignitaries, including senior functionaries of the central and state governments, foreign delegations, media and representatives of practically all leading companies of the civil aviation industry and PSUs. Andhra Pradesh Chief Minister Y.S.R. Reddy was the Chief Guest at the event that was also attended by Captain Satish Sharma, the President of the Aero Club of India and an aviator of repute. Conceived at a time when the Indian aviation industry was on a high growth trajectory, India Aviation 2008 was Issue 10 • 2008

SP’S AVIATION

CIVIL SHOW REVIEW held against the backdrop of a drastically changed scenario, overshadowed by the turmoil and distress in the industry wherein even leading airlines are struggling for survival. The crisis in the industry is serious enough as, on the eve of the air show, the senior management of all the airlines came together to take stock of the grave situation and find solutions for the problems affecting the industry. The basic issues addressed were the high cost of Aviation Turbine Fuel (ATF), high tax rates and fierce competition vis-à-vis significant reduction in the growth of passenger traffic. Possible solutions included bailout packages from the government, reduction in taxes on ATF, withdrawal of duty on aircraft spares, reduction in landing, navigation and airport service charges. THE HELICOPTER INDUSTRY

While outlook for the airline industry appeared somewhat bleak, the rotary wing segment of the industry presented a brighter picture. As per the Chairman & Managing Director of Pawan Hans, R.K.Tyagi, the demand for civil helicopters is rising rapidly in the country. This accentuates the need for the development of infrastructure such as heliports for helicopter operations as also changes in regulatory provisions to facilitate greater efficiency in operations. Minister of Civil Aviation, Praful Patel had earlier raised hopes of the rotary wing segment of the industry by his rather optimistic assessment of demand in the next few years and declaration of the year 2008 being the ‘Year of the Helicopter’.

Of the 200-odd helicopters flying in the country, Bell Helicopter of the US has a 50 per cent market share. Having delivered the 17th machine this year, this brings the total number of Bell helicopters in India to 100. Bell Helicopter was present at the show as a part of the Textron pavilion and showcased its latest model, the Bell 429, eminently suitable for long-range off-shore operations. Bell’s assessment of the annual demand growth of the helicopter market in India is pegged at around 15 per cent. In the order for 40 helicopters over the next three years, there is a clear bias towards corporate aviation. Bell also has plans to establish a school to train helicopter pilots as well as a heliport design and operations centre. Commanding a dominating presence in the market for military helicopters in India, Eurocopter, a leading manufacturer of rotary wing aircraft was present in strength showcasing mock-ups of its range of machines—the EC 135 145, and 155 for civilian use. With 64 machines flying in India at present, Eurocopter enjoys a market share of 32 per cent overall, nearly 50 per cent of which is in the oil and gas sector. Eurocopter’s machines are also operating in other segments, such as air charters, religious tourism, corporate aviation and VIP travel. Anticipating considerable potential for business in the market for civil helicopters in India, Eurocopter has set its target sales figure at 500. In its perception, the high growth sectors are internal security, law enforcement, emergency medical services, and oil and gas exploration for which there would be demand for long

SP’S WAS ONE OF THE KEY SPONSORS OF THE EVENT

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Issue 10 • 2008

www.spsaviation.net

CIVIL SHOW REVIEW range machines like the EC 225. In addition, the company is actively exploring opportunities for the establishment of a training facility for helicopter pilots as also for maintenance, repair and overhaul. Despite stiff competition from western companies, Russian helicopter manufacturers are also gearing up to grab a slice of the Indian pie. Apart from a potential market for 40 machines, there are plans to set up a helicopter MRO

MIGHTY WINGS:

facility jointly with ‘GREEN GIANT’ AIRBUS A380 the Vectra Group in OVERSHADOWS Chandigarh. MeanTHE PUSHPAK; while, Sikorsky, VISITORS CRANE THEIR NECKS which did not have TO CATCH A a significant presGLIMPSE OF THE ence in the Indian SOARING A380 market, has bagged an order of 10 helicopters, including four VVIP version of the S 76C ++ and six S76 D. BUSINESS JETS

Another segment wherein the mood was perceptibly buoyant was represented by manufacturers of business jets. With about 180 business jets flying in the Indian skies already, there appears to be an upsurge in demand. However, this is merely one sixtieth of the number in the US and one seventeenth of that in Europe. Analysts see the present crisis in the industry as merely a passing phase and believe that there is immense potential in this segment in the next two years.

Bjets, Asia’s largest operator of business jets, has placed an order of 50 aircraft, a mix of various models of Cessna and Hawker, with the delivery spread out over the next five years. Cessna, the largest maker of business jets, was present as a part of the Textron pavilion and had the Citation on static display. The Hawker 850XP was also parked alongside. Canada-based leading manufacturer of business jets Bombardier appeared optimistic about business opportuni-

ties in India in this market segment. The company had all the frontline models, such as the Learjet 60 XR, the Challenger 605 and the Global Express XRS, on static display. Competing with the Bombardier were the Gulfstream and the Beechcraft of the business jet family on show. Reputed to be the fastest turboprop business aircraft in the world, the Piaggio Aero P-180 ‘Avanti II’ is expected to be certified by the DGCA in the near future. This aircraft, with a canard and pusher prop configuration, was another attraction at the show. An agreement was signed between Piaggio and Tata’s Taj Air, a distributor in the region for the aircraft, for the latter to function as the sole MRO for the aircraft in India. THE AIRLINE INDUSTRY

Distinctly bifurcated into two segments—long haul operators and regional aviation—major attractions in the former were the Boeing 777Issue 10 • 2008

SP’S AVIATION

CIVIL SHOW REVIEW 300 ER and ‘Green Giant’ Airbus A380, which returned to France before the general public had an opportunity to view this graceful bird on the last day. Normally, air shows are characterised by deals and or-

tion of employees by Jet Airways. However, these events did serve to drive home the point that the threat to survival of the airline industry was indeed real and urgent steps were needed to redeem the situation. REGIONAL AVIATION

Even with the pall of gloom looming over the airline industry, there is a high degree of confidence about the market potential in India amongst the manufacturers of regional jets. Their optimism stems from the fact that the government is moving ahead to upgrade 35 non-metro airports in the rapidly growing tier two cities. Special provisions have been made for regional airlines to provide connectivity in the north eastern regions of the country. On static display was the latest and most successful from Bombardier, the 90-seat CRJ 900NextGen. Bombardier is of the view that the future of the regional aviation market lies in better technology which can ensure greater fuel efficiency and lower emission levels. Bombardier aims to achieve this

ders for aircraft even running into hundreds occasionally. Both Airbus and Boeing peg the requirement of airliners in India at around 1,000, worth over $100 billion (Rs 4,87,500 crore) over the next two decades. However, despite the highly optimistic assessment of the long term market potential for airliners in India, not a single order was booked for aircraft at the Begumpet air show, purportedly due to the absence of international airlines, the big buyers who chose to stay away given the turbulence buffeting the airline industry across the world. On the contrary, Kingfisher cancelled orders for three Airbus 340 aircraft. Optimistic forecasts notwithstanding, Airbus has slowed down production of the Airbus 320 family of aircraft. Boeing is of the view that aviation business is cyclical in nature and there will soon be an upswing. Hence it contemplates no changes in the production schedule especially as there has been no cancellation so far. In view of the obvious downturn in the industry, professionals in the industry are of the opinion that there is clearly a need to carry out a fresh assessment of the market. The tendency to wait and watch was also evident. Focus on the airline industry in India was deflected on account of two events: the announcement by Kingfisher and Jet Airways to join hands to improve revenue and the somewhat ugly episode of large scale retrenchment and re-induc28

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Issue 10 • 2008

FIRST AMONG EQUALS: BOTH AIRBUS AND BOEING PEG THE REQUIREMENT OF AIRLINERS IN INDIA AT AROUND 1,000 OVER THE NEXT TWO DECADES (SEEN HERE ARE THEIR STALLS AT THE EVENT)

through its Q400 Turboprop and the new C-Series regional airliners. Another regional airliner to appear at the show was the 64-seat Russian IL 114 turboprop aircraft to be marketed in India through Hindavia Aeronautical Services Limited. The Russian company expected to book a few orders soon enough and estimates the market for this short haul aircraft to be in the region of 500 in the next three years. However, fuel efficiency may be an issue with airliners of purely Russian design. www.spsaviation.net

CIVIL SHOW REVIEW have a lot more aerial activity on days when the show is open to the public, who would generally be less interested in the contents of the stalls. Other services such as car parks, entry gates, food courts and toiROVING LENS: ANDHRA PRADESH CHIEF MINISTER DR Y.S.R. REDDY (LEFT) WITH ROBERT VADRA; GMR HYDERABAD INTERNATIONAL AIRPORT’S SPACIOUS STALL; SOME UNLIKELY VISITORS

ADMINISTRATIVE ASPECTS

For a debut attempt, the air show could be described as eminently successful. The next such air show, scheduled for 2010, is to be held in the month of March, when the weather could be warmer than that in October. The air-conditioning at the display hangars would, therefore, need to be improved. To ease movement of visitors and afford better viewing, even the positioning of the hangars on the tarmac needs to be reconfigured. It may be desirable to

let facilities also need better management and ought to be more spacious and user friendly. Management of the show on days, when it is open to the public, needs to be given serious thought. This time around, the arrangement both on the city side and the air side proved to be inadequate, possibly due to the overwhelming response from the denizens of Hyderabad. SP Issue 10 • 2008

SP’S AVIATION

MILITARY

INDUSTRY

PHOTOGRAPH: EUROFIGHTER

Typhoon: A step Forward First air-to-air

he Eurofighter Instrumented Propurpose. For the first test, the aircraft refuelling from duction Aircraft 3 and seven test were continuously airborne for up to five aircraft participated in the first Airbus A310 MRTT hours. Eurofighter Typhoon is fully operaair-to-air refuelling from the Airtional in five countries. With more than conducted bus A310 MRTT tanker, kick-starting the 700 orders from six customers (Germany, test flight series to obtain certification of UK, Spain, Italy, Austria and Saudi Arathe single-seater and twin-seater Eurobia), Eurofighter Typhoon is a mature and fighter Typhoon. Certification of Eurofighter for in-flight re- stabile combat aircraft programme. fuelling from the Airbus tanker aircraft is expected by the Up to now, the whole Eurofighter fleet has accumulated end of the year. over 50,000 flight hours and more than 150 aircraft have A total of nine certification flights are planned for this been delivered to the customers. SP

Honeywell on a HIGH

PHOTOGRAPH: HONEYWELL

oneywell has received a $65 million (Rs 306 crore) airspeed and will operate to altitudes of more than 7,000 ft.” production contract for its Micro Air Vehicle, the TThe system has been deployed in Iraq to keep AmeriHawkT. The agreement is for 90 Tcan troops safer by identifying enemy threats HawkT systems, each consisting of from the sky. The deployment is the first time two T-HawkT vehicles and one ground control a ducted-fan unmanned aerial vehicle (UAV) unit, spares, training for operators and mainhas been used during combat missions. “Hontainers, and field support. Hardware deliveries eywell has unsurpassed experience in develof the 90 systems will begin in the second quaroping ducted-fan vertical takeoff and landing ter of 2009 and conclude in December 2009. unmanned air vehicles,” Wheeler said. “Our Each T-HawkT is small enough to carry in a highly precise controls allow the T-HawkT to backpack and is equipped with video cameras operate at very high altitudes or just inches that relay information back to foot soldiers using from the ground, providing unprecedented a portable handheld terminal. The circular vehover and stare capabilities for enemy detechicle, weighing 17 lbs and measuring 14 inches tion or other missions in war zones.” in diameter, can easily fly down to inspect hazThe system requires minimal operator ardous areas for threats without exposing warftraining and includes two airborne vehicles ighters to enemy fire. Honeywell’s T-HawkT and a portable ground station used to guide Wins ﬁrst also has the unique ability to take off and land the aircraft and receive images from the vertically from complex desert and urban tercameras. The ground station can be used to production rains without using runways or helipads. programme a flight path for the T-HawkT or contract for “Honeywell’s versatile and highly capable control it manually. The aircraft also can be T-HawkT micro optionally equipped with electro-optical camT-HawkT will help our war fighters conduct more effective missions while keeping them eras for daylight operations or infrared camair vehicle out of harm’s way,” said Ed Wheeler, President, eras for night missions. A civilian version of Honeywell Defense and Space. “Our T-HawkT delivers more this technology is being evaluated by the Miami Dade Police than 40 minutes of flight endurance, more than 40 knots of Department for law enforcement applications. SP 30

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www.spsaviation.net

Hall of Fame

HE HISTORY OF AVIATION is dominated by pilots. But not pilots alone. A veritable army of men and women in a variety of supporting services contribute, in no small measure, to the gamut of flying operations. The service that is perhaps the most closely involved with flying is that of the Air Traffic Controller (ATC). Ask any pilot who has ever been lost or in dire straits. The calm, reassuring voice of a competent and confident controller often makes the difference between a safe recovery and an unenviable mess. Quick thinking, situational awareness and the ability to nimbly adapt to rapidly changing air situations are the hallmarks of a good controller. Job stress in the profession is reputed to be among the highest of any field; consequently, those prone to heart trouble are advised to stay away. ATCs are, perhaps, taken for granted nowadays. But it was not always so. Following the Wright brothers’ successful conquest of the air in 1903, the first two or three decades of aviation were a free for all period when pilots knew little or no regulation. Aircraft took off and landed on any convenient open field that had a suitably firm surface and was sufficiently free of obstructions. An ‘into-the-wind’ path was preferred. Traffic control was unnecessary. Collisions with other aircraft were avoided by the simple expedient of keeping a good lookout. As traffic grew, however, and more aircraft began to use designated airports rather than farms or fields, the conflicts became rather frequent and aircraft descending in an attempt to land were often in danger of colliding with each other. An agency was sorely needed to maintain order. So in 1926 the US Congress passed the Air Commerce Act which made the Secretary of Commerce responsible for framing air traffic rules, certifying pilots and aircraft, establishing airways, and operating aids to navigation. Enter the Air Traffic Controller. Archie William League is generally recognised as the first controller perhaps anywhere in the world. Born on August 19, 1907, he began his aviation career as a pilot. This probably gave him the lifelong ability to visualise

air situations from a pilot’s perspective. He was a man of many parts—a licensed pilot, who barnstormed with his own ‘flying circus’, as well as a licenced engine and airframe technician. He became an airport flagman at St Louis, Missouri at the tender age of 13. Flagmen provided aircraft separation and direction control. They stood on the field waving red, green or white cloths that indicated to pilots if they

Archie League (1907 – 1986)

hired as an ATC. His first “control tower” was a garden wheelbarrow on which he mounted a beach umbrella to shelter from the sun. In it he carried a beach chair, his lunch, water, a note pad and a pair of signal flags to direct the aircraft. In winter, when the open field tended to get chilly, a padded flying suit helped keep him snug. Within a few years, the signal flags were replaced by light “guns” which focused their beams on individual aircraft and communicated with colours and flashes. When a radio tower was installed in the early 1930s, Archie became the airport’s first radio controller. Radio controllers could provide basic weather and airfield information and some assistance to the pilots to help them land. Archie League joined the US Federal Service in 1937 at the Bureau of Air Commerce (a forerunner of the present Federal Aviation Administration). As an ATC, he rose rapidly through the hierarchy. World War II intervened and he again turned to flying, attaining the rank of Colonel. Post war, it was back to control as Assistant Regional Administrator of the US Central Region in 1956—his first top management position. The crowning glory of his career in aviation began in May 1965, in Washington, as Director of Air Traffic Services. He now became head of the staff responsible for the safe and efficient operation of the nation’s entire air traffic control system. Archie League passed away on October 1, 1986 at the age of 79. In his 36-year career he was never far from the flying environment he loved so well. If the US federal air traffic control system is today recognised as one of the most reliable in the world, surely League can claim much of the credit. When the US National Air Traffic Controllers Association instituted an annual award in 2005 to honour distinguished controllers, they fittingly named it the Archie League Medal of Safety Award. SP — Group Captain (Retd) Joseph Noronha, Goa

At age 22,Archie was officially hired as an ATC. His first “control tower”was a garden wheelbarrow on which he mounted a beach umbrella to shelter from the sun. In it he carried a beach chair, his lunch, water, a note pad and a pair of signal flags. In winter, a padded flying suit helped keep him snug. were approaching a suitable field with the correct course. Green flag indicated a clear field for landing, red flag spelt danger, warning the pilot not to land, and the white flag indicated to the pilot to orbit present position in the air until the next communication. Similar uncomplicated methods are used as backups to this day. At age 22, Archie was officially

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NEWS

MILITARY Asia-Pacific Air launched BrahMos induction not before 2012 The air launched version of the BrahMos will be inducted into the Indian Air Force (IAF) only by 2012, according to the Chief Executive Officer and Managing Director of Brahmos Airspace, Dr A. Sivathanu Pillai. A unique supersonic cruise missile, the BrahMos has already been inducted into service by the Indian Navy and Indian Army. The BrahMos, a jointly developed Indo-Russian cruise missile, has already been tested in a land attack version for the army and in land-to-sea, sea-to-land and sea-to-sea versions for the navy. It awaits testing as a submarine launched version for lack of a suitable testing platform with the Indian Navy. IAF integrates military & civilian radars A multi-radar data fusion software will present a bird’s eye view of all aerial operations at the Southern Air Command headquarters. An integrated command and control system commissioned on October 8, has enabled the real time networking of all military and civil radars in south India. This system will integrate IAF, Indian Navy and civilian radars in the southern peninsula using multi-radar data fusion software providing the IAF qualitatively enhanced surveillance capabilities over the huge region between the Bay of Bengal and the Arabian Sea, the Indian Ocean and large parts of Sri Lanka. “This system will help in carrying out real time networking of civil and military radars and will act as a force multiplier for the IAF in the southern peninsula,” said Air Marshal S. Radhakrishnan, the Air Officer Commanding-in-Chief of the Southern Air Command at the commissioning ceremony on IAF’s 76th anniversary. This would also increase operational preparedness of the Southern Air Command and aid in the optimum utilisation of air defence resources. 32

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Flawed training by IAF causing pilot shortage: CAG The IAF is facing an acute shortage of efficient pilots, a report of the Comptroller and Auditor General (CAG) has revealed. “The number of pilots trained in various streams during 2001-2006 was much lower than planned targets, indicating that either the training targets did not take into account constraints or IAF failed to ensure adequate intake of pilot trainees through an effective recruitment strategy,” the report reveals. The startling revelations have come after IAF chief Air Chief Marshal F.H. Major admitted in August that the air force is short of 400 pilots and it would take five years to plug the gap. India plans to unify special forces India’s army, navy and air force Special Forces (SF) are to be unified in one rapidaction force under a new joint operations doctrine that emphasises the SF’s role as ‘potent force multipliers’ in future conflicts. The classified document, prepared by the Integrated Defence Staff (IDS), reportedly stresses the ‘jointness’ of India’s SF units in collective operations behind enemy lines. “All future wars or conflicts will demand the SF play an increasingly dominant role at all levels of war, be it strategic, operational or tactical,” the Ministry of Defence said in a statement. The IDS has reportedly recommended unification of all three SF units into a rapid action force trained and armed by Israel and networked through C4I systems. Italy’s Finmeccanica eyeing Indian market

Italian arms major Finmeccanica is hoping to expand its market in India through the sale of two medium range

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aircraft for the Border Security Force (BSF) and also by supplying small helicopters to various states and paramilitary forces for use in medical emergencies. Country Head Paolo Girasole said, “We are bidding for BSF requirement of two medium transport aircraft and have pitched our C-27J Spartan. The project which is managed by the Indian Air Force (IAF) is very important for us and if we get this order it will open more avenues for us in the growing Indian market.” Considering that the government has declared the year 2008 as the year of helicopters in India, the company is in talks with both the state agencies as well as hospitals for selling AW 109 and AW 139 helicopters later this year and early next year In addition, AgustaWestland’s (a subsidiary of Finmeccanica) NH-90 is a front-runner to supply 16 Anti-Submarine Warfare (ASW) choppers for the navy, 324 light utility choppers for the air force and army, and 13 ATR turbo-prop maritime patrol aircraft to the navy and coast guard Operational clearance for LCA in 2010, says Antony Expressing confidence that indigenously-built Light Combat Aircraft (LCA) would be ready for “final operational clearance” by 2010, Defence Minister A.K. Antony said, “Our goal of maximum indigenisation of our defence forces continues.” Antony was speaking at Bangalore’s Hindustan Aeronautics Limited (HAL) airbase after reviewing an air display of indigenously-built aircraft, along with Chief of Air Staff Air Chief Marshal F.H. Major. On show were NAL-built Saras, HAL-built Integrated Jet Trainer, Advanced Light Helicopter Dhruv and Hawk MK-132 (produced under licence). “LCA will be a reality and I am sure by 2011 we will make the first delivery,” Antony said. Improvements on the engine would be a continuous process, he said, adding that the air force and Defence Research and Development Organisation would work on a suitable engine for future induction.

QuickRoundUp AIRBUS • Croatia Airlines, the flag carrier of the Republic of Croatia, has signed a firm contract with Airbus for the purchase of four A319s to add to its existing eight A320 Family aircraft fleet. Croatia Airlines’ A319s will feature the all-new cabin which provides more passenger comfort and will accommodate 132 passengers in a two-class configuration. ALENIA AERONAUTICA • Alenia Aeronautica, a Finmeccanica company, and AEROSTAR S.A. have signed in Bucharest a Memorandum of Agreement (MoA) to establish a long term manufacturing business cooperation on various aerospace industrial and engineering activities. Alenia and AEROSTAR will collaborate for the Eurofighter Typhoon programme, if the aircraft will be chosen by the Romanian Air Force, but the MoA also opens the doors to Aerostar for Finmeccanica aerospace activities and other activities. ALSALAM AIRCRAFT CO. • Boeing’s partner Alsalam Aircraft Co. was recently awarded a three-year $29 million (Rs 135 crore) contract to provide programmed depot maintenance for the Royal Saudi Air Force C-130 fleet. Under this contract, Alsalam will perform repairs, inspections, maintenance, modifications and repainting work for 50 C-130 transport aircraft at its facilities in Riyadh, Saudi Arabia. ARIANESPACE • Arianespace has announced that global satellite services provider, SES, has committed to three new primary launch services using Ariane, under the Multi Launch Agreement (MLA) signed in June 2007. The commitment covers three new satellites for the SES group, including Astra 3B for SES ASTRA, plus two other satellites which have yet to be identified. Ranging from 4,400 to 5,800 kg, the three satellites are slated for launch between 2009 and 2012 using Ariane 5 rockets. MINISTRY OF AUSTRALIA • The Australian Minister for Defence and the Federal Member for Blair have announced that the $117.1 million (Rs 553 crore) facilities project to support the introduction of the new www.spsaviation.net

Digest

NEWS

Presidential Colours for Air Force Technical College When President Pratibha Patil presents the Colours to the Air Force Technical College (AFTC) at Jalahalli in November, the institution will become the third IAF unit in Bangalore to be bestowed the honour. AFTC has been chosen for the prestigious Colours this year, while the Standard will be handed over to 59 Squadron. The Institute of Aerospace Medicine and the Aircraft Systems and Testing Establishment, both based in Bangalore, are the other units under the Training Command that have received the Colours. AFTC, which is the cradle for engineering officers of the IAF, has also conducted courses for the army, navy, HAL and Indian Airlines engineers, and those from friendly foreign countries. Procurement of defence equipment Defence Minister A.K. Antony in a written reply to Parliament regarding procurement of defence equipment, said, “Procurement of defence equipment is made by the government from various indigenous as well as foreign sources to meet the requirements of the armed forces. The import option is exercised when it is necessary to procure the items within a definite timeframe on operational grounds to bridge the capability gaps and normally when such equipment can-

not be sourced indigenously within a specified timeframe.” He further revealed the expenditure incurred on import of defence equipment in the last three years as follows: 2005-06: Rs 12,101.49 crore 2006-07: Rs 10,022.00 crore 2007-08: Rs 15,026.68 crore India seeks CBU-105 Sensor Fused Weapons

40 projectiles, to cover 30 acres. The “skeet” projectiles, which look like tuna cans, will search for targets and fire the equivalent of a tank shell. If no targets are found, three safety modes ensure that the area is safe for troops to move through within several minutes, which means it’s also safe for civilians years later.

Europe Ground & in-flight trials of Rafale for Swiss Air Force

The Government of India has requested a possible sale of 510 CBU-105 SFW; 19 CBU105 Integration test assets (12 live tails, 7 inert tails); five CBU-97 Integration test assets; containers; aircraft modification and integration; spare and repair parts; support and test equipment; software support; personnel training and training equipment; technical data and publications; US Government and contractor engineering and logistics support services; and other related elements of logistics support. The estimated cost is $375 million (Rs 1,768 crore). The Defense Security Cooperation Agency has accordingly notified the Congress of a possible Foreign Military Sale to India. The prime contractor will be Textron Systems Corporation of Wilmington, MA. Textron’s SFW bomb scatters

QuickRoundUp F/A-18F Super Hornet has received Parliamentary approval. The Australian Super Hornet Facilities Project will deliver the facilities and infrastructure to support No 82 Wing’s operations at RAAF Base Amberley for at least 10 years from 2010. Super Hornet will replace the F-111. BHARAT DYNAMICS LIMITED • Chairman and Managing Director of Bharat Dynamics Limited (BDL) Major General (Retd) Ravi Khetarpal presented a dividend cheque of Rs 23 crore for 2007-08 to Defence Minister A.K. Antony. The company achieved a turnover of Rs 454 crore during the year. A Mini-Ratna Category-I company, BDL is among the few in the world with capabilities to produce state-of-the-art guided weapon systems. BOEING

The evaluation trials of the second candidate for the partial replacement of the Tiger fleet began as scheduled at Emmen. Night flights were also planned as part of the inflight evaluation programme. To fully evaluate all systems, it was necessary to carry out flights in full darkness. After take-off, the aircraft flew at altitudes of between 3,000 meters and 8,000 meters. These flights also allowed the evaluation of the aircraft’s operational effectiveness and technical performance of on-board systems. F-18

MEETINGS, GREETINGS & GATHERINGS

• The Boeing Company has announced that it will manufacture and deliver control system hardware and modification kits to improve security at more than 450 Minuteman III facilities as part of the US Air Force Intercontinental Ballistic Missile Security Modernisation Programme. Boeing will perform the production work under a $10 million (Rs 47 crore) subcontract to Northrop Grumman Mission Systems. EMBRAER • The EMBRAER 170/190 family of E-Jets in operation worldwide recently surpassed the mark of 2 million flight hours. The fleet of aircraft and the customer base continue to grow rapidly, and now over 450 jets are flying for 50 airlines in more than 30 countries. EUROCOPTER • Eurocopter and PT. Dirgantara Indonesia have signed a cooperation agreement which aims to set up a local assembly line to manufacture airframes for Super Puma MKII helicopters. This contract is worth $42 million (Rs 197 crore) over a period of at least 10 years, with operations of serial production starting in 2011.

(Left to right) “The IAF is firmly on the road to leapfrog a generation ahead,” IAF Chief F.H. Major said in his inaugural speech at the Air Force Commanders’ Conference held in Delhi on October 30; Defence Minister A.K. Antony and Prime Minister Manmohan Singh were received by the three service chiefs at the start of the Combined Commanders’ Conference on November 1; during a two-day visit to India starting November 4, Poland’s Defence Minister Bogdan Klich met his Indian counterpart for talks on mutually advantageous arms deals.

EUROFIGHTER • A Eurofighter Typhoon fighter aircraft in the full two-tone grey livery of the Royal Saudi Air Force (RSAF) has flown for the first time

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NEWS

APPOINTMENTS BOMBARDIER COMMERCIAL AIRCRAFT APPOINTS NEW DIRECTOR OF SALES FOR INDIA Bombardier Commercial Aircraft has appointed Sunder Venkat Director, Sales–India, effective September 1. In keeping with Bombardier’s continued focus on India and the Indian commercial aviation market, Venkat’s base has been established in Bangalore to easily access Bombardier’s current and future customers in the entire subcontinent. HAWKER BEECHCRAFT CORPORATION SELECTS SIDNEY E. ANDERSON AS CHIEF FINANCIAL OFFICER Hawker Beechcraft Corporation announced that Sidney E. Anderson will join the company as its new Chief Financial Officer following a brief transition period and appointment by the Board of Directors at its next meeting on November 6-7. Anderson will be responsible for the management and direction of the company’s finance and accounting organisation that includes financial analysis, accounting, information technology, controls, budgeting, planning and forecasting. LON L. RAINS IS DIRECTOR OF COMMUNICATIONS FOR NORTHROP GRUMMAN’S SPACE TECHNOLOGY UNIT Northrop Grumman Corporation has named Lon L. Rains Director of Communications for the company’s space technology sector, where he will guide efforts to increase the visibility of the company’s capabilities in civil and military space, missile defence and high-energy lasers. BELL HELICOPTER NAMES ERIC CARDINALI PRESIDENT OF CANADIAN OPERATIONS Bell Helicopter, a Textron Inc. company, announced that Eric Cardinali has been named President of Bell Helicopter Canada. He replaces Jacques St-Laurent who is moving to a new position as President of Bell Helicopter’s European operations. 34

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Hornet was used as the target aircraft and the PC-21 was used to evaluate night formation flight. Similar flight tests will take place for the third candidate, the Eurofighter. Final selection of the winning contender, based on these offers and on the results of the evaluations, is scheduled for July 2009.

CIVIL AVIATION Asia-Pacific BA bid to takeover India’s Go Air grounded by ownership laws

Lockheed Martin’s JASSMER successful in latest test A Lockheed Martin JASSMER has successfully completed a recent integration flight test at White Sands Missile Range, NM. The missile achieved safe separation from the B-1B launch aircraft, successfully navigated through a preplanned course, striking its intended target. The flight test objectives were to validate new hardware and software in the missile, including new wing molds and the JAGR-S in the ER configuration. The JAGR-S is an advanced global positioning system receiver that incorporates anti-jamming capability.

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at BAE Systems’ Warton Aerodrome in Lancashire, North West England. This milestone marks the start of an initial test flight programme for RSAF Eurofighter Typhoon aircraft being assembled at Warton. RSAF is acquiring 72 Eurofighter Typhoon aircraft. EUROPEAN COMMISSION

Americas USAF creates Global Strike Command for nuclear arms The US Air Force has announced plans to put all US nuclear-armed bombers and land-based missiles under a new command, in an effort to prevent further security lapses like the ones that resulted in the dismissal of top air force leaders earlier this year. The command is called Global Strike Command led by a three star general. The new Secretary of the Air Force, Michael Donley, says he wants to improve the focus on nuclear weapons following two incidents that led to the firing of his predecessor in June. In the first incident, US nuclear weapons were accidentally flown across the US. The other incident involved accidental shipment to Taiwan of non-nuclear components for nuclear bombs. Officials blamed the lapses on an erosion of concern in the air force for its nuclear responsibilities, something Secretary Donley wants Global Strike Command to change.

QuickRoundUp

British Airways (BA) planned an audacious, multi-million pound takeover of one of India’s leading airlines, but the scheme was derailed by problems with industryownership laws. The target was Go Air, a rapidly growing domestic carrier based in Mumbai. BA wanted to take a controlling or significant minority share, with senior industry sources saying it was ready to pay up to $600 million (£371.2 million; Rs 2,826 crore) for the stake. Such cross-border deals are normally out of the question in commercial aviation, which has tough rules preventing foreign nationals owning or taking control of airlines. It is understood BA may negotiate a marketing alliance with Go Air instead, with the Indian airline using BA flight codes on its domestic network. With BA preferring to stay silent on the subject, the report is yet to be corroborated. Embraer projects China regional aircraft demand at 883 units over 20 years China will need an additional 883 regional aircraft over the next 20 years, the South China Morning Post reported, citing Embraer Vice President Guan Dongyuan. “China has an undeveloped market for regional and corporate jets given that they account for just a fraction of the total number of aircraft in the country,” Guan said. Embraer said that since setting up its first office in Beijing eight years ago it had secured 130 firm orders from Chinese airlines, for a

• The European Commission has authorised, under the EC Treaty rules on state aid (Article 88(2)), €35 million (Rs 213 crore) of public funding that Spain intends to give to Industria de Turbo Propulsores for the development of the low-pressure turbine for the Trent 1000 engine. The latter is being developed by Rolls-Royce for the Boeing B787. EUROPEAN DEFENCE AGENCY • France, Sweden and UK have signed a technical arrangement covering studies for the development of a lightweight and compact radar intended for unmanned aerial vehicles. The contract, now being negotiated, will be awarded by the European Defence Agency, acting on behalf of the three governments, to Thales, as leader of an industry consortium that includes Selex and Saab. The contract is valued at €21 million (Rs 127 crore) over four years. GRIPEN • The Norwegian Defence and Security Industries Association, trade union Landsorganisasjonen and Norwegian Society of Engineers, with a total of one million members, have recommended in their report to the authorities to acquire 48 new JAS 39 Gripen jets instead of US F-35 Lightning II made by Lockheed Martin Corp. Gripen is manufactured by Swedish defence and aerospace group Saab AB. HARRIS CORPORATION • Harris Corporation, an international communications and information technology company, has been awarded a $60 million (Rs 282 crore) contract by the US Air Force to continue work under the first-year option for the Network and Space Operations and Maintenance (NSOM) programme. The NSOM programme contains a sixmonth base contract and six one-year options that bring the potential overall value to $405 million (Rs 1,910 crore) over six-and-a-half-years. www.spsaviation.net

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NEWS

SHOW CALENDAR 11 November – 13 November DUBAI HELISHOW Dubai Airport Expo, UAE URL: www.dubaihelishow.com 11 November – 13 November ASIA PACIFIC DEFENCE AND SECURITY Adelaide, Australia URL: www.apdsexhibition. com 11 November – 14 November BUSINESS AVIATION WORLD 2008 Frankfurt, Germany URL: www.businessaviationworld.aero 16 November – 18 November MIDDLE EAST BUSINESS AVIATION Dubai, UAE URL: www.meba.aero 17 November – 18 November UNMANNED AERIAL VEHICLES 2008 London, UK Email: npianet@smi-online. co.uk URL: www.smi-online.co.uk 1 December – 2 December MILITARY AIRLIFT & RAPID REACTION OPERATIONS 2008 Seville, Spain Email: tarri@smi-online.co.uk URL: www.military-airlift.com 1 December – 3 December INDIAN BUSINESS AVIATION EXPO Mumbai, India URL: www.miuevents.com 6 December – 8 December DEFENCE AND NATIONAL SECURITY LEADERSHIP SUMMIT 2008 New Delhi, India Email: media@informa.in 8 December – 10 December NEXT GENERATION MATERIALS FOR DEFENSE Arlington, VA, USA Email: patrick.sdurian@idga. org URL: www.idga.org/us/ngmd 10 December – 11 December AIRBORNE EARLY WARNING AND BATTLE MANAGEMENT Cologne, Germany Email: enquire@iqpc.co.uk

regional market share of over 50 per cent.

INDUSTRY Americas Pratt & Whitney awarded $1.4 billion contract for F117 engine support The Boeing Company has awarded Pratt & Whitney a contract with a value of up to $1.4 billion (Rs 6,600 crore)

to support the C-17 aircraft fleet. The F117 engine maintenance agreement includes a one year contract and the option to extend for two additional years through 2011. The contract covers fleet management support, configuration control, thrust reversers and EcoPower engine wash services for the entire F117 fleet of 800 engines. Pratt & Whitney’s EcoPower service uses a closed-loop system with pure, atomized water to wash aircraft engines, thus avoiding potential contaminant runoff.

SPACE Asia-Pacific India’s manned mission to space not before 2012, to moon by 2020 Indian Space Research Organisation (ISRO) Chairman G. Madhavan Nair has said India’s manned mission would take at least another three years. India hopes to send an astronaut into space by 2012 and a manned mission to the moon by 2020. The Indian government has approved the launch of Chandrayaan-2, which is expected to take off between 2010 and 2012, and will include a rover that will land on the moon. Nair revealed that ISRO has indeed planned the logical, complex and ultimate

manned mission next in the pipeline. “Looking at the global scenario and also our own priorities, we believe that undertaking a manned mission is very important and for that we are now conducting a basic study as to what technologies need to be developed, what facilities need to be established and how the reliability of launch system has to be improved and so on.” The moon mission will pave the way for India to claim a bigger chunk of the global space business. “We have launched almost 16 satellites for other countries. It will show the reliability and confidence of PSLV system. I am sure more and more opportunities will come in the near future,” Nair said.

Americas New missile warning satellite completes rigorous environmental testing Lockheed Martin has successfully completed acoustic testing of the first geosynchronous orbit (GEO-1) spacecraft in the Space Based Infrared System (SBIRS) programme. During the test, the fully integrated spacecraft was subjected to the maximum sound and vibration levels expected during launch into orbit. Acoustic and pyro-shock testing are among several critical environmental test phases that validate the overall satellite design, quality of workmanship and survivability during space vehicle launching and on-orbit operations. Thermal vacuum testing of the completed GEO-1 space vehicle, which will validate its performance at temperature extremes greater than those expected during on-orbit operations, is on track for March 2009 in preparation for delivery to the air force for a planned launch in fiscal year 2010. Lockheed Martin Space Systems Company and Northrop Grumman Electronic Systems, the payload integrator, are developing SBIRS for the US Air Force Space and Missile Systems Centre. •

QuickRoundUp LOCKHEED MARTIN • Lockheed Martin has established a new Centre for Cyber Security Innovation. The centre of excellence represents an evolution for the company and its cyber security capabilities as it organises to centrally manage its enterprise practice for technology innovation, best practices, and talent management. NORTHROP GRUMMAN CORPORATION • During 2008, Northrop Grumman Corporation has received US Air Force contracts valued at $72 million (Rs 340 crore) to update the B-52’s system capabilities through the insertion of cutting-edge EW technologies developed for the F-35 aircraft into the B-52’s electronic warfare self-protection system. Northrop Grumman is also under contracts to insert the same components into AN/ALQ-131 and AN/ALQ-135 systems. PRATT & WHITNEY • Pratt & Whitney celebrated the opening of Belgium Engine Centre, a military maintenance, repair and overhaul (MRO) facility, in Liege, Belgium. Pratt & Whitney acquired this centre (formerly Techspace Aero) in July 2008. It offers complete MRO services for the F100-PW-100, -200, -220, and -220E engines, as well as key components of the -229 engine. PRATT & WHITNEY CANADA • Pratt & Whitney Canada (P&WC) will invest over Canadian $360 million (Rs 1,700 crore) in research and development in the Montreal area over the next three years following the Quebec government’s decision to provide the company with reimbursable support for R&D. P&WC is a United Technologies Corp. company and the investment will be aimed at further improving engine technology. RAFAEL ADVANCED DEFENSE SYSTEMS • Rafael Advanced Defense Systems Ltd, along with Bluebird Aero Systems Ltd, announced that the SkyLite B mini-UAV reached the flight ceiling of 36,000 ft during demonstrations of operational flight capabilities for a tactical reconnaissance team operating in mountainous areas.

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Word

Missing Sense&Sensibility LAST

tion through all-business class configuration, a challenging proposition in the Indian environment. The low cost carriers operating at the humble end of the spectrum aimed at extending the reach of aviation to the common man. Air Deccan embarked on aggressive expansion and sought to establish a pan-India footprint. Other low cost carriers followed. However, lofty pronouncements notwithstandctober has been a bone-rattling month for the air- ing, they were unable to achieve economy of scale as both the line industry with events occurring in bewildering fleet size and footprint failed to grow. The common strategy succession. Jet Airways suddenly issued marching was to lure passengers through ridiculously low fares that orders to 850 of the 1,900 employees on its list for were clearly unsustainable and ultimately detrimental to the retrenchment only to abruptly execute a volte-face ostensi- financial health of airlines. The impact of high input costs bly brought about by any or all of the following conjectures: obviously did not factor in their strategic plans, assuming a genuine change of heart on the part of the manthere were any. Set on a path agement, persuasion by the government or under of mindless splurge throwthreat from a new breed of political mafia. Whatever ing all caution to the winds, the reasons for the reinstatement, it failed to asresponsibility for financial suage the trauma of employees across the industry. imprudence of this kind and Fuelling discontent, Kingfisher announced downsuch unprofessional approach ward revision of salaries across the board which, must once again rest with the in the case of some, was as high as 90 per cent. management. Then the government revealed that Jet Airways Lack of homegrown proand Kingfisher owed oil companies a whopping Rs fessional cadre meant the 2,900 crore for fuel uplifted, which the airlines were state-owned airlines produced not in a position to pay. Further evidence of distress managers largely from noncame to the fore with Jet Airways and Kingfisher aviation background, who joining hands to coordinate rationalisation of routes were more bureaucratic than and elimination of over capacity. Competitors, after professional. Private airlines all, do not collaborate unless in deep trouble. Othunderstandably resorted to iner smaller airlines could well be facing an equally duction of foreign experts into precarious predicament as airlines in India are resenior management positions. ported to have accumulated losses to the tune of Rs Hardly top rung, these execu10,000 crore and many of them could be teetering tives nevertheless were paid Private airlines cannot on the verge of extinction. recklessly high remuneration Messy financial records apart, these grim epihope to survive without by the newly established airsodes lay bare the incoherent decision-making at lines in a frenzy to get ahead the prerequisite of corporate level on issues of critical importance to and on the premise that emsound professional the industry, raising serious doubts about the qualployees would more readily management and ity of professional management. Established under accept leadership of experts ﬁnancial prudence the public sector to not merely cater to the affluent from abroad. Tragically, this but also serve the social diktat of providing countryis a legacy of the colonial past. wide connectivity even if routes were unprofitable, As is evident, the top managethe airline industry in India has essentially been an elitist ment has not exercised judicious control, handicapped perbusiness. Earlier, airlines were run not as business enter- haps by an inadequate understanding of the nuances of opprises but as departments of the government under bureau- erating in the Indian environment as well as sagging levels cratic control weighed down by afflictions of the public sec- of commitment. Flawed business models and incorrect pritor, such as inefficiency, overstaffing, low productivity and orities coupled with scant respect for fiscal discipline cripscant focus on profitability. In the wake of economic liberali- pled the competitive environment. To make matters worse, sation in the early 1990s, the first experiment at privatisa- foreign expertise acquired at great cost failed to alleviate the tion ended in disaster attributable to flawed concepts and situation and arrest the sustained financial downslide even poor management. All, barring Jet Airways and Air Sahara, when the writing on the wall was clear at the outset. closed down. A decade of operations later and reeling under Without financial support from the government, which Rs 1,000 crore in losses, Air Sahara was up for sale. has rushed to the aid of Air India in times of distress, airThe second round of privatisation, beginning with Air lines in the private sector cannot hope to survive without the Deccan in August 2003, ushered in a variety of business prerequisite of sound professional management and finanmodels. Kingfisher Airlines presented glamour and global cial prudence. SP brand while Paramount Airways presented quiet sophistica— Air Marshal (Retd) B.K. Pandey

ILLUSTRATION: MAMTA

SP’S AVIATION

Issue 10 • 2008

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