sp's aviation april 2008

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

SP’s AN SP GUIDE PUBLICATION

Civil Aviation: Fuel Policies in India Pg 27 • Israeli Aerospace Industry & the Indian Air Force Pg 24 • Indian Air Force Upgrades Pg 30 • General Aviation: Rollouts Pg 34

RE

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EWING TRENDS

JOINT STRIKE FIGHTER

LIGHTNING

PACE PAGE 12

ISSUE 4 • 2008

PAGE 18

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2 SP’S AVIATION Issue 4 • 2008

Table of Contents

PUBLISHER AND EDITOR-IN-CHIEF Jayant Baranwal

ASSISTANT EDITORArundhati Das

SPECIAL CORRESPONDENT & COPY EDITORSanjay Kumar

SENIOR VISITING EDITORAir Marshal (Retd) V.K. Bhatia

SENIOR TECHNICAL GROUP EDITORSAir Marshal (Retd) B.K. PandeyLt General (Retd) Naresh Chand

SUB-EDITORBipasha Roy

CONTRIBUTORSIndia Air Marshal (Retd) P.K. Mehra, Air Marshal (Retd) Raghu Rajan, Air Marshal (Retd) N. Menon, Air Marshal (Retd) V. Patney, Group Captain A.K. SachdevEurope Alan Peaford, Phil Nasskau, Justin Wastnage, Rob Coppinger, Andrew Brookes, Paul Beaver, Gunter Endres (UK)USA & Canada Sushant Deb, Lon Nordeen, Anil R. Pustam (West Indies)

CHAIRMAN & MANAGING DIRECTOR Jayant Baranwal

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.

ASSOCIATE ART DIRECTOR: Ratan SonalLAYOUT DESIGNS: Pradeep Kumar, Raj Kumar

© SP Guide Publications, 2008

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www.spguidepublications.com

Military24 INDUSTRY

A FRIEND IN DEED

30 UPGRADES

INJECTING NEW LIFE

37 VIEW POINT

BUDGET BLUES

38 INDUSTRY

THE EUROFIGHTER INVITE

Civil18 BUSINESS AVIATION

CHARTER SERVICES: TRENDS IN ASIA

27 POLICY

ON A SLIPPERY SLOPE

34 GENERAL AVIATION

ROLLOUTS: NEW WINGS

Cover Story12 MILITARY

LIGHTNING PACE

Hall of Fame39 YURI GAGARIN

JSF Programme: Lightning PaceThe F-35 Lightning II—whose development is progressing at a feverish tempo—will serve as a centerpiece for some of the leading international air forces.

NEXT ISSUE: Business Aviation Enthralls India

18

30

27

Cover Photo: A full scale F-35 Joint

Strike Fighter model perched atop a pedestal

overlooking a rural valley in central New York.

Photo credit: Air Force Material Command

12

ISSUE 4 • 2008

AviationSP’s

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

AN SP GUIDE PUBLICATIONRegular Departments4 A Word from Editor6 NewsWithViews- Kemper caught in a caper- Mallya mulls master stroke- Solar power from space

9 InFocus- Russian roulette

10 Forum- The big picture

40 NewsDigest44 LastWord- An inglorious spat

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Contents.indd 2 4/28/08 4:41:55 PM

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A Word from Editor


Feverish pace of progress set by the Lockheed Martin-led Joint Strike Fighter programme show-cases the prowess of modern day cutting-edge technologies. The cover story of this issue won-ders whether it is possible for India to join the JSF

programme at this stage, and comes up with an unequivo-cal no. Bureaucratic snarls and snags in technology transfer and access to sensitive software for optimum utilisation of the weapons platform are some of the key factors discourag-ing such a move. While India could do well to concentrate on the ongoing MMRCA acquisition and Russia Fifth Gen-eration fighter programmes, the JSF programme will stay firmly on its anvil.

While aspirations to join the JSF programme may for now be have to put on hold, India would perhaps be hard put to turn down the EADS invite to join the Eurofighter programme. “India is our partner of choice and we are in-terested in long-lasting political, industrial and military re-lations,” proclaimed Bernhard Gerwert, CEO of Military Air Systems, an integrated activity of EADS Defence & Security at a recent conference, throwing “the door widely open for India”.

Evidently, the door to India’s defence market has over the recent past yawned to proportions that allows more than a few players to ease in with their wares. A case in point be-ing the Israeli aerospace industry. In the last 15 years, Israel has unseated the Russians to become the biggest arms sup-plier to India. How did the country, accorded a mere token recognition by India only in the early 1990s, become its ma-jor arms supplier? Hemmed in by growing competition and new contenders eager to grab a pie of the Indian defence establishment’s steadily lengthening wish list, the country’s traditional arms suppliers, the Russians, are understand-ably feeling the heat.

Forum and InFocus reflects the rapidly changing kaleido-scope as India takes pains to preserve its established relations and simultaneously forge new ties, discussing at length indi-cations of growing friction—perceived and otherwise—with the Russians. Reacting to a media report on the grounding of Su-30s at Pune’s Lohegaon air base allegedly due to shortage of spare tyres, experts and observers outline the various nu-ances and notches of the decades-old relationship between Delhi and Moscow. Summing up the Indian military view on

the issue, former Chief of the Indian Air Force Air Chief Mar-shal S.P. Tyagi points out: “If there are more problems with the Russians than with the others from whom India acquires fighter aircraft it could simply be because we do more busi-ness with the Russians. Otherwise, be it Russians, Americans or French—the story remains the same.” Quite understand-ably, in the light of the larger issues at stake between India and Russia, senior IAF officers are more inclined to brush off damaging speculations as minor hiccups.

Even as the buzz of new acquisitions and fresh equations permeates the corridors of military might, business aviation is ragging across Asia. There’s no denying the upswing in business and charter air services in India and business air-craft makers can hope attitudes will change as India Inc gets more comfortable with ‘BizAv’.

Among all the good cheer comes the news that, in a bid to bag the MMRCA deal, Boeing has offered its advanced F/A-18E/F Super Hornet to the IAF even as Lockheed Martin has proposed the F-16IN. We will keep you updated as the other proposals come pouring in.

Momentous events are playing out as the deadline for submitting proposals to India’s MMRCA deal draws close. As the contenders reveal their cards,

the web of India’s ties with traditional partners and new players is assuming

the dynamism of a kaleidoscope.

Jayant Baranwal

Publisher & Editor-in-Chief

A Word from Editor.indd 4 4/28/08 4:44:52 PM

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KEMPER CAUGHT IN A CAPERKemper Aviation, based at Lantana Airport in south Florida, is the focus of federal investigations following three fatal accidents that have claimed eight lives in less than six months. In the most recent accident on March 13, company co-owner Captain Jeff Rozelle died along with three passengers. The National Transportation Safety Board of the US is expected to publish probable cause reports and the Federal Aviation Administration (FAA) is conducting a review of the school’s mainte-nance operation. FAA records reveal that several of the aircraft operated by Kemper Aviation were manufactured before 1980—two were, in fact, 37 years old. Inter-estingly, among the institute’s students, around 70 are Indians, besides the co-owner, Captain Akshay Mohan, who is also reportedly a pilot with Kingfisher Airlines.

VIEWS

The Federal Aviation Administration (FAA)—in the news recently for inadequate supervision of main-tenance standards followed by some major airlines in the US—finds itself in the line of fire yet again.

The spate of fatal accidents at Kemper Aviation in the last six months has raised doubts about the work ethos in the FAA and its ability to carry out its mandate effectively, es-pecially with regards to small flying units.

Kemper Aviation flying in-structors have frequently voiced concerns about maintenance and safety standards. Some lawmak-ers have also endorsed these ob-servations and are now holding the FAA largely responsible for indifference and neglect which they believe has allowed the situ-ation to drift and degenerate to point where Kemper Aviation is now labeled as having “the worst safety record in the state of Flori-da“. On its part the FAA claims to have taken Kemper to task in the past for regulatory violations in respect of maintenance and has even imposed a fine in the year 2000. As against 40-odd flying training schools in India, there are 66 in the state of Florida alone. Kemper Aviation tops the list of schools in Florida that have atrocious safety record.

In existence for nearly two de-cades, Kemper Aviation is one of the flying training schools in the US which moved quickly to take advantage of the spurt in demand for flying training in India in the wake of the boom in the civil avi-ation industry. As per the rules, the company obtained a separate licence to train foreign students alongside local students. It undertook aggressive market-ing in India through its co-owner Captain Akshay Mohan who has been employed as pilot with Kingfisher Airlines for the last eight months or so.

Kemper Aviation appears to have been eminently suc-cessful in grabbing a sizeable chunk of the Indian pie. It had around 70 trainee pilots from India on its rolls. Since

October 2007, soon after Captain Mohan joined Kingfisher Airlines, there have been three flying accidents resulting in eight fatalities, including two Indian students. The flight school has now been shut down for foreign students. Some say this was a step long overdue. However, the sudden closure of the school has left Indian students in the lurch even as they ponder on ways to retrieve the heavy deposits paid in advance. Local students are not affected as licence

only for the foreign trainees wing stands cancelled.

Captain Mohan, who acquired this company in partnership four years ago, is also its Chief Fly-ing Instructor (CFI) and General Manager. The CFI is a key func-tionary in any flying training school and is entrusted with the responsibility of direct supervi-sion and management of flying training activities. The quality of training and level of air safety depends on the competence and involvement of the CFI. How the Captain was able to do justice to this critical responsibility while being engaged in active flying with Kingfisher Airlines in India is difficult to comprehend. Even the FAA was not clear on the le-gality of dual employment on op-posite sides of the globe. In India, it is mandatory for a flying train-ing school to have appropriately qualified CFI in position physi-cally to remain legally functional.

According to officials in King-fisher Airlines, at the time of join-ing, Captain Mohan had claimed he was no longer serving with Kemper Aviation, a claim refuted by emails addressed by him in February this year to prospective

Indian candidates advising them to make heavy deposits in US dollars in certain security accounts to enroll with Kemper Aviation. Strangely, on learning of the recent ac-cident on March 13, Captain Mohan reportedly scurried back to the US, taking leave of absence for a month from Kingfisher Airlines. SP

— Air Marshal (Retd) B.K. Pandey

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MALLYA MULLS MASTER STROKEOne big chunk missing in the airline jigsaw puzzle crafted by Vijay Mallya is that Kingfisher still does not operate a flight to the US, one of the busiest and most lucrative routes. The recent acquisition of low-cost player Air Deccan, Mallya hopes, will fill the blank. On May 30, 2007, Mallya’s UB Group picked up a 26 per cent stake in Deccan Aviation at Rs 550 crore. Subsequently, it invested an estimated Rs 1,000 crore for a controlling stake in Deccan Aviation which owns the Air Deccan brand. According to DGCA norms, an airlines can run an international carrier only if it completes five years in the domestic run. Kingfisher, which commenced operations in May 2005, falls short of the stipulated time period. Air Deccan, on the other hand, completes five years in August this year. However, if thwarted in his ambition, Mallya is ready with Plan B.

VIEWS

Dr Vijay Mallya must be chomping at the bit like a racehorse denied a run in the grand Derby of the airlines’ international circuit. With the Ministry of Civil Aviation clipping the wings of domestic flights

keen on commencing flights abroad by raising the five-year bar, Mallya is quite understandably peeved.

Internationally celebrated liquor baron and owner of the United Beverages Group, Mallya formed the Kingfisher Airline, naming it after his world famous brand of beer. The airline started operations on May 9, 2005, coinciding with his son Siddharth’s 18th birthday. In the short span of less than three years since it was launched, Kingfisher Air-lines has redefined the whole experience of flying, emerging as one of the topmost market leaders in India’s booming avi-ation market. Dr Mallya’s per-sonal and deep involvement in managing the airline’s affairs is palpable in every field—from selection of aircraft and flight crews to on-time operation and hospitality. Further, Kingfisher has raised the bar by introduc-ing a whole host of product and service innovations.

Within a month of its launch in 2005, Kingfisher became the first Indian airline to or-der the Airbus A380. It is also the airline which boasts of an all new aircraft fleet. While it awaits the arrival of A380 Su-per Jumbos, five of which are on order along with five Airbus A350-800 and five A330-200s for international flights, it has already amassed a large mixed fleet of A320 family aircraft and ATRs for domestic opera-tions spanning 32 destinations. The popularity of the airline can be gauged from the fact that in the first quarter of 2008 ending March 31, the carrier’s combined share along with Air Deccan, which it recently acquired, has risen to 29.1 per cent of the total domestic passenger volume, giving the

other major but much older airline Jet Airways/JetLite a neck-to-neck competition. The niche the airline has carved for itself is evident given that in the short time span since its inception, it has been conferred over 30 awards for excel-lence in different fields of airlines’ operations.

For an airline which has achieved so much, being sub-jected to a seemingly archaic and autocratic rule could be

reason for some indignation. A regulation of such a nature may have had some relevance in the past to ensure fledgling airlines prove their worth in the domestic skies before be-ing allowed to spread their wings abroad, and thus avoid possible national embarrass-ment. But in today’s scenario, as Mallya reasons, posing such time restrictions appears to be totally out of place where ca-pability, capacity and perfor-mance should be the main, if not the sole, criteria. He also questions the authorities by cit-ing the example of the UAE air-line Etihad which was allowed to operate into India within one month of its inception and proclaims the five-year restric-tion on domestic airlines to be discriminatory and unjustified.

Nonetheless, well aware of the idiosyncrasies of govern-ment functions, Mallya is, ac-cording to sources, already eye-ing a Plan B, such as creating a US-based airline, that would af-ford him a back-door entry into India, and appointing either son Siddharth or wife Rekha (both US citizens) to assuage the American requirements re-garding ownership. Apparently,

he is hoping Kingfisher Airline will be allowed to operate abroad by the dint of the rights enjoyed by the recently re-quired Air Deccan which meets the ministry’s time criteria, thereby sparing him the need to implement Plan B which has obvious adverse financial implications. SP

— Air Marshal (Retd) V.K. Bhatia


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SOLAR POWER FROM SPACEA recently concluded study undertaken by the Pentagon’s National Security Space Office (NSSO) has suggested that space-based solar power stations are technologi-cally feasible, provide clean energy and avert potential energy security conflicts in the wake of dwindling fossil fuel resources. The study got underway on April 20, 2007 at the direction of the NSSO Director, Major General Jim Armor, who designated his Chief of Future Concepts, Lt Colonel M.V. “Coyote” Smith, the director of the study. The US Defense Department is putting more of its resources into developing alternative energy sources and its latest proposal involves outer space. The report has recommended that a pilot solar power station be sent into orbit to test whether energy collected from the Sun can be beamed down to Earth as electricity.

VIEWS

As the quest for alternative energy intensifies, space is fast becoming the new frontier for energy security. The concept of a Solar Power Satellite (SPS) or Pow-ersat is not new. Mooted as far back as 1968, the idea

was initially dismissed as impractical due to the absence of a method to transmit power down to the Earth’s surface. The hurdle was crossed in 1973 by Peter Glaser. The US scien-tist found a method of transmitting power from an SPS to the Earth’s surface using microwaves from a, say, sq km antenna on the satellite to a much larger one on the ground, known as a Rectenna. But the concept remained dor-mant due to technological limita-tions and exorbitant costs.

Solar power has been tried out terrestrially but it suffers from certain drawbacks such as the reduced ability of photocells to collect energy during cloud cover or at night. As Dr Charley Lineweaver from the Planetary Science Unit at the Australian National University in Canberra observes, “The disadvantage we have on Earth is that solar pan-els work best in very dry places where there’s not much water, in deserts, and that’s not where the people are—the people are where the water is and the water is where there have been clouds.” Advantages of placing the solar collectors in space include the unobstructed view of the Sun, unaffected by the day/night cycle, weather or seasons and the fact that in space these are more than twice as effective in collecting en-ergy as when deployed on the Earth. It is also a renewable energy source with zero emission. However, earlier it was felt that the concept would succeed only if:

• Sufficiently low launch costs are achieved;• Political rulers and industry determine that the dis-

advantages of fossil fuels are so acute that these must be substantially replaced;

• Conventional energy costs increase sufficiently to provoke research for alternative energy.

Of late, several developments—increased worldwide energy

demand, dwindling oil resources and increased costs, and emission implications—have combined to rekindle the interest in space-based solar power as an alternative energy source.

The SPS would essentially consist of three parts: a solar collector made up of close to a sq km of solar cells; a micro-wave antenna on the satellite, aimed at the Earth and one or more paired; and much larger (up to 10 to 14 sq km) Recten-nas on the Earth’s surface. With a simpler conceptual design

than most other power generating systems, the SPS would comprise the physical structure to hold it together and align it orthogonally to the Sun. This would be consid-erably lighter than any similar structure on Earth since it will be in a zero-g vacuum environ-ment and will need no protection from terrestrial wind or weather. Aboard the SPS, solar photons converted to electricity will be fed to an array of Klystron tubes which, in turn, will generate the microwave beam. Solar satellite power (SSP) would be environ-ment friendly to the extreme. The microwave beams may heat up the atmosphere slightly and it may be necessary to select harmless frequencies, but SSP will have no emissions whatsoever. The catch is the cost. But this could eventu-ally be brought down by develop-ing low-cost reusable spacecraft and largely automated systems to build solar power satellites from lunar materials.

If successful, the concept could herald a revolutionary change as SSP is probably the most environ-

mentally benign large-scale energy source. There is more than enough for everyone and the Sun’s energy could last for bil-lions of years. It is also felt that at some point, the high initial costs of an SPS will become favourable due to low-cost delivery of power. With crude oil prices soaring above $100 bbl and its rapidly diminishing resources, some estimates suggest it’s time to invest in space-based solar power projects. It might also prove to be a good trade-off against global warming and in preventing potentially costly and devastating energy wars. SP



InFocus INDUSTRY


A story quoting Indian Air Force (IAF) officials on the grounding of Su-30s at Pune’s Lohegaon air base reportedly due to shortage of spare tyres has sparked a debate in the media and among critics

on the quality of spares support provided by the Russians. According to the IAF sources quoted in the report, only 10 to 12 Sukhois in the two squadrons were in a functional state. “The squadrons—each having 16 fighters on an av-erage—urgently required at least another 80-odd tyres to make all the fighters,” an officer purportedly said. The story further elaborated that the lack of spare tyres had been dog-ging India’s frontline fighters for quite some time now and that, a four-member delegation of defence ministry officials has reportedly left for Russia to seek spare parts, including tyres for the fighters.

The Sino-Indian 1962 war and its aftermath, the Ameri-can military’s bias towards Pakistan, with the latter joining the US-led South East Asian Treaty Organisation and Central Treaty Organisation, and Delhi’s ardent adherence to the Non-Aligned Movement—all of this propelled India into the willing arms of the erstwhile USSR as its principal, if not sole, supplier of defence arms and equipment. For almost three decades, the special relationship between the two countries ensured that India’s defence needs continued to be met by the Soviets. In the scenario of ‘Command Economy’ prac-ticed by the communist Soviet Union, with little relationship between production and profits, India enjoyed the benefits of friendship prices owing to its special ties with Moscow. The breakup of the Soviet Union turned many industries on their heads but the worst affected was perhaps the aviation industry which had inter-dependent manufacturing units in-terspersed in a large number of breakaway states.

Irrefutable and ineffaceable is the breakup’s negative im-pact on the efforts to maintain the equipment the Russians supplied to the IAF. However, in the reconstruction phase, the new Russian Federation and its allied CIS countries were also quick to realise the importance of the aviation industry for their economic survival to haul it back on track in the best possible way. While India today has a much bet-ter choice in selecting its defence equipment suppliers, the large-scale ongoing and in-the-pipeline defence procurement programmes clearly highlight Delhi’s heavy dependence on Russian equipment. Su-30 MKI is one such defence deal of great importance, wherein the IAF is to acquire a total of 230 of these frontline air dominance fighters, out of which 140 are to be licence-produced by HAL in India.

That brings us to the problem of shortage of tyres for the Pune-based Su-30 squadrons, which, the published report concedes, is a temporary hitch. The logistics of supplying

spares and inventory management of a frontline fighter such as the Su-30 is truly a tough and complex exercise, so much so that the IAF has invested in Integrated Materials Manage-ment Online Services computer-aided system for its highly diversified fleets of aircraft and ground equipment. So far as the availability of tyres is concerned—falling in the category of ‘consumables’ in the logistics parlance—the item should be part of the Automatic Replenishment System. Therefore, there should actually be running contracts for such com-paratively low-cost, low-technology consumable products. The problem appears to lie both at the buyer as well as the seller end. There are times when items are outsourced to suppliers other than the original, which irk the latter. On the other hand, Russia’s state-owned companies, which deal with all military equipment and related spares instead of the original manufacturers, are also known to arbitrarily jack up the prices without full justification and sometimes even without the knowledge of the original manufacturers, much to India’s dismay. There is a requirement to streamline and rationalise the procedures at both ends otherwise tempo-rary shortages will continue to occur as has happened many times in the past.

As for aircraft tyres, it is a matter of concern and per-haps shame that India is still dependent on foreign suppli-ers rather than being self-sufficient. Earlier, the then Cal-cutta-based Dunlop factory supplied aircraft tyres to the IAF till it closed down, citing not only labour unrest but also low demand in the Indian market as key factors. That was several decades ago. Now, taking into account the possible combined demand scenario in the civil and military sectors, there should be good justification to again start manufactur-ing aircraft tyres of different types in India. It could certainly prevent supply hiccups and reduced operational prepared-ness, however temporary in nature. SP


Russian

ROULETTEMuch to India’s dismay, Russia’s

state-owned companies that deal with military equipment

and related spares are known to arbitrarily jack up prices without full justification and sometimes

even without the knowledge of the original manufacturers

Russian

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PROJECTED AS LONG-TERM STRATEGIC PART-NERSHIP spanning from the mid-1960s, in reality what cements Indo-Russian ties is India’s large scale purchase of Russian military equipment. With a lev-el of sophistication lower than that of contemporary

western equipment, Russian hardware is fairly advanced, rugged and eminently suitable for Indian conditions. In Cold War days, military equipment from Russia was available to India on extremely favourable financial terms. On a number of occasions, large orders for military equipment from India helped sections of the Russian defence industry to survive. “In the initial period of supply, Soviet equipment was found to be rugged and dependable, though a far cry from being sophisti-cated and technologically competitive,” says former Vice Chief of the Air Staff Air Marshal Ajit Bhavnani, adding, “However, the Indian psyche of being able to adapt to existing condi-tions, made the IAF overcome these challenges, and exploit the systems to its advantage.”

Glitches in Russian product support surfaced as early as the early-1980s. With the IAF progressively inducting systems involving higher technology, the problems assumed serious proportions. In a typical case, the Comptroller and Audit Gen-eral of India on March 31, 1993 published the results of an

in-depth study on the operational performance and reliabil-ity of the MiG-29. The report stated that there were extensive problems encountered in operational and maintenance of the MiG-29 fleet due to the large number of pre-mature failures of engines, components and systems. A total of 139 engines—a staggering 74 per cent—had to be withdrawn prematurely and transported to the Soviet Union at great cost as the local facility for overhaul was not ready. Lack of critical components and spares resulted in ‘cannibalisation’ (whereby a faulty aircraft was stripped of its functioning components to equip other aircraft) and even grounding of some aircraft.

In the early 1990s, even as India convulsed with economic upheavals, the Soviet Union disintegrated. This further com-pounded problems, especially for the IAF which was heavily dependent on the hardware of Soviet origin. In the aftermath of the break up, the Indian government was forced to deal with several nations instead of the single entity, Republics of the Soviet Union. “Major problems with availability of spares and repair facilities had an adverse impact on the IAF’s op-erational capability, especially from 1991 to 1995,” recalls Air Marshal Bhavnani. “The situation gradually began to improve from 1996 onwards. The IAF learnt a major lesson from its thrust of putting all its eggs in one basket.”

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The BIG PictureIn the light of the larger issues at stake between India and Russia, senior IAF officers are more inclined to brush off speculations that shortage of tyres had grounded most of the Sukhoi 30 MKIs at Pune’s Lohegaon air base as a minor hiccup

By Our Special Correspondent

Forum.indd 10 4/28/08 3:28:28 PM

FORUM INDUSTRY


Post-Cold War, paradigms of the Indo-Russian relationship, centered as it is on defence deals, underwent dramatic and not entirely unforeseen changes. Globalisation of the Russian economy has rendered untenable the traditional rupee-rou-ble arrangement which has been replaced by hard currency transactions vulnerable to the forces of free market econo-my. “Admittedly, Russian costs fluctuate dramatically and are largely dictated by escalation factors. This has proved to be a key hurdle for India which has frequently expressed shock and dismay at the sudden and steep hike in costs,” says former Chief of the Indian Air Force Air Chief Marshal S.P. Tyagi.

Subsequently, the Indian defence establishment was un-shackled from the vice-like grip of the Russian military-indus-trial complex and today, it has several other options to source equipment possibly of better quality and capability, at com-petitive prices. “Growing proximity to the US, the impending Indo-US nuclear deal, penetration of the Indian defence market by Israel and the loss of a potential $1.5 billion (Rs 6,012 crore) Indian market has undoubtedly led to considerable dis-may and despair in the Russian es-tablishment,” says Air Marshal (Retd) B.K. Pandey, the former Air Officer

Commanding in Chief, Train-ing Command. He rightly points out: “Moscow’s desire to retain India as its clientele is echoed in the statement by Prime Minister Viktor Zubkov in an interview ahead of his maiden visit to India wherein he said, ‘Your country is perceived here as a trusted friend and in Russia we have a saying: an old friend is better than two new ones’.”

It is unlikely the transition will proceed apace given the slew of ongoing defence deals with Russia. Deals and joint ventures under defence cooperation agreement inked by Delhi and Mos-cow in 2001 and currently underway involve investments of staggering proportions. Major ongoing projects include devel-opment of a Fifth Generation combat aircraft, medium tactical aircraft, 40 additional Su-30 MKI aircraft, 80 Mi-17 helicop-ters, airborne warning and control system, in-flight refueling aircraft, air defence systems, aero-engines for the IJT and MiG-29, T-90 tanks, multi barreled rocket launchers, aircraft carrier with MiG-29K, frigates, lease of nuclear powered sub-marines and mid-life upgrade of a variety of weapon systems and aircraft. “I cannot comment on whether the Russians have squeezed us but if there are more problems with the Russians than with the others from whom India acquires fighter aircraft it could simply be because we do more business with the Rus-sians,” observes Air Chief Marshal Tyagi. “Otherwise, be it Rus-sians, Americans or French—the story remains the same.”

That said, and in the light of the larger issues at stake be-tween India and Russia, senior IAF officers are more inclined to brush off speculations that shortage of tyres had grounded most of the Sukhoi 30 MKIs at Pune’s Lohegaon air base as only a minor hiccup. A recent media report claimed only 10 to 12 Su-30 MKIs in the two squadrons—each comprising on an average 16 fighters—are in a functional state. It further stated that a four-member delegation of defence ministry of-ficials had left for Russia to seek spare parts, including tyres for the fighters. Insinuating as it did that Russian tardiness in fulfilling product support obligations was undermining the interception and penetration capability of the IAF, the report triggered a flurry of denials and clarifications from the cor-ridors of military might in India. Echoing the general opinion of the defence establishment on the issue, Air Chief Marshal Tyagi says: “By all counts, shortage of spares cannot be held

responsible for grounding an entire fleet of aircraft. Then again, none of the fighters are produced in India and 100 per cent technology transfer never takes place. Moreover, spare parts shortage could arise not merely because the Russians haven’t sup-plied these but because India hasn’t

signed the deal on time.”Belying the Indian defence es-

tablishment’s diplomatic stance, media reports suggest some of the deals are not progressing too

well primarily on account of inability on the part of Russia to honour commitments of contract related to delivery schedule, uninterrupted supply of spares, funding, revision of price and escalation rate and inefficient life-cycle support, among other factors. Such bottlenecks have cropped up in contracts since the 1970s. But rather than being an exception, senior IAF of-ficials insist it’s quite the norm, citing the somewhat similar problems posed by the fleet of Hawk Advanced Jet Trainers from UK inducted a month ago. Dismissed as “teething trou-bles”, the explanation is hardly credible considering the Hawk has been in service globally for several decades.

Today, 70 per cent of the hardware with the Indian de-fence forces is of Russian origin. Despite India’s prerogative to improve defence cooperation with Europe and the US, Delhi needs to nurture ties with Russia on an even keel in order to maintain operational edge. Besides, in the light of the fact that the world is steadily moving towards multi-polarity, India and Russia are understandably inclined, for mutual benefit, to reverse the perceived erosion in a relationship that has for decades been regarded as strategic. SP

— With inputs from Air Marshal (Retd) Ajit Bhavnani and Air Marshal (Retd) B.K. Pandey

“MAJOR PROBLEMS WITH AVAILABILITY OF SPARES AND REPAIR FACILITIES HAD AN ADVERSE IMPACT ON THE IAF’S

OPERATIONAL CAPABILITY, ESPECIALLY FROM 1991 TO 1995. THE SITUATION GRADUALLY BEGAN TO IMPROVE FROM 1996

ONWARDS. THE IAF LEARNT A MAJOR LESSON FROM ITS THRUST OF PUTTING ALL ITS EGGS IN ONE BASKET.”

—AIR MARSHAL AJIT BHAVNANI,FORMER VICE CHIEF OF IAF

“GROWING PROXIMITY TO THE US, THE IMPENDING INDO-US NUCLEAR DEAL, PENETRATION OF THE INDIAN DEFENCE MARKET BY ISRAEL AND THE LOSS OF A POTENTIAL $1.5 BILLION INDIAN MARKET HAS UNDOUBTEDLY LED TO CONSIDERABLE DISMAY AND DESPAIR IN THE RUSSIAN ESTABLISHMENT.” —AIR MARSHAL (RETD) B.K. PANDEY,FORMER AIR OFFICER COMMANDING IN CHIEF, IAF TRAINING COMMAND

“ADMITTEDLY, RUSSIAN COSTS FLUCTUATE DRAMATICALLY AND ARE LARGELY DICTATED BY ESCALATION FACTORS. THIS HAS PROVED TO BE A KEY HURDLE FOR INDIA WHICH HAS FREQUENTLY EXPRESSED SHOCK AND DISMAY AT THE SUDDEN AND STEEP HIKE IN COSTS.”

—AIR CHIEF MARSHAL S.P. TYAGI,FORMER CHIEF OF IAF

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Forum.indd 11 4/28/08 3:28:39 PM

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The F-35 Lightning II—whose development is progressing at a feverish tempo—will bring new capabilities to not only the US Air Force, Navy and Marine Corps but also serve as a centerpiece for some of the leading international air forces

By Air Marshal (Retd) V.K. Bhatia

MILITARY JSF PROGRAMME

12 SP’S AVIATION Issue 4 • 2008 turn to page 14

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Concept demonstration and selection in Oc-tober 2001. First launch in December 2006. The speed with which the Lockheed Martin-led Joint Strike Fighter (JSF) programme has been progressing showcases the prow-ess of modern day cutting-edge technologies. Developing a highly complex weapons plat-

form—a stealth-capable, multi-role strike fighter that can perform close air support, tactical bombing and air-to-air combat—programme managers encountered the whole bewildering range of suspected and unexpected hitches and glitches. What astonished observers was the resolute determination with which the hurdles were overcome and creases ironed out to keep the programme on track.

Tracing the origin of the JSF programme puts the focus on two distinct projects initiated in the early 1990s: the USAF/USN Joint Advanced Strike Technology (JAST) and the Defense Advanced Research Project Agency’s (DARPA) Common Affordable Lightweight Fighter (CALF). A merg-er in 1994 resulted in the programme being rechristened JSF by end-1995.

The JSF programme was created in the US to replace various aircraft on the inventory of its armed forces while keeping development, production and operating costs down. The original JSF development contract was signed on November 16, 1996 with the announcement by then US Secretary of Defence William Perry that Boeing and Lockheed Martin had been chosen to participate in the weapons system concept demonstra-tion (WSCD) phase. In less than five years, both aviation companies not only produced the technology dem-onstrators, but also competed with each other. The contract for System Development and Demonstration (SDD), the next step in the develop-ment programme, was awarded to Lockheed Martin whose X-35 con-sistently outperformed the Boeing’s X-32, although both met or exceeded

requirements. The fighter’s designation, F-35, came as a surprise to Lockheed Martin; it had been referring to the aircraft in-house as F-24.

On July 7, 2006, the US Air Force officially announced the name of the F-35: Lightning II in honour of Lockheed Martin’s World War II-era P-38 Lightning and the post-war English Electric Lightning supersonic jet fighter. It may be recalled that English Electric’s aircraft division was incorporated into BAC, a predecessor of the current F-35 programme partner BAE Systems.

THE LIGHTNING IIThe F-35 Lightning II will bring new capabilities to not only the US Air Force, Navy and Marine Corps but also serve as a centerpiece for some of the leading interna-tional air forces. Apart from the US, the F-35 programme has eight other partners: UK, Italy, the Netherlands, Tur-key, Australia, Norway, Denmark and Canada. Israel and Singapore have come aboard as security cooperative par-ticipants. The F-35 will be produced in three variants to suit the needs of its various users.

F-35A: The F-35A is the conventional take-off and landing (CTOL) variant intended for the US Air Force and other air forces. It is the smallest, lightest F-35 version and is the only variant equipped with an internal cannon, the 25 mm GAU-22/A. The F-35A is expected to match the F-16 in manoeuvrability, instantaneous and sustained high-g performance, and outperform it in stealth, pay-

load, range on internal fuel, avion-ics operational effectiveness, sup-portability and survivability. In the USAF, the A variant is primarily intended to replace the F-16 Fight-ing Falcons, beginning in 2013, and replace the A-10 Thunderbolt II air-craft starting in 2028.

F-35B: The F-35B is the short take-off and vertical landing (STOVL) variant. The F-35B is similar in size to the F-35A, trading fuel volume

Apart from the US, the F-35 programme has

eight other partners: UK, Italy, the Netherlands,

Turkey, Australia, Norway, Denmark and Canada.

Development initiatedThe JSF development contract is signed; Lockheed Martin and Boeing in the race.

Contract awardedThe US Department of Defense awards the F-35 JSF contract to Lockheed Martin.

Fort Worth, TexasLockheed Martin F-35 completes first ground taxi test.

Fort Worth, TexasThe F-35 Lightning II stealth fighter completes first flight.

East Hartford, Conn.Pratt & Whitney’s F135 Engine completes successful afterburner test.

November 16, 1996 October 26, 2001 December 8, 2006 December 15, 2006 January 31, 2007

TRACKING THE PROGRESS OF THE F-35 JSFLockheed Martin-developed, the multinational F-35 Joint Strike Fighter (JSF) programme—built in collaboration with Northrop Grumman and BAE Systems—is not just progressing ahead of schedule but inching sure-footedly closer to its first production deliveries in 2010.

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for vertical flight systems. The F-35’s main power plant is derived from Pratt & Whitney’s F119 or GE/Rolls-Royce team’s F136, with the STOVL variant of the latter incor-porating a Rolls-Royce Lift Fan module. Instead of lift en-gines or rotating nozzles on the engine fan and exhaust like the Pegasus-powered Harrier, the F-35B uses a vector-ing cruise nozzle in the tail, that is, the rear exhaust turns to deflect thrust down, and an innovative shaft-driven Lift Fan within the fuselage, located forward of the main en-gine, to maintain balance in vertical flight. This variant is intended to replace the later derivatives of the Harrier Jump Jet, which was the first operational short take-off, vertical landing fighter aircraft. The RAF and the Royal Navy will use this variant to replace the Harrier GR7/GR9s. The US Marine Corps will use the F-35B to replace both its AV-8B Harrier II and F/A-18 Hornet fighters. The F-35B is expected to be available beginning in 2012.

F-35C: The F-35C carrier variant will come equipped with a larger, folding wing and larger control surfaces for improved low-speed control, and a stronger landing gear for the stresses of carrier landings. The larger wing area provides decreased landing speed, increased range and payload, with twice the range on internal fuel compared with the F/A-18C Hornet, achieving much the same goal as the heavier F/A-18E/F Super Hornet. The US Navy intends to replace its F/A-18A, Band C Hornets with F-35Cs. It will also serve as a stealthier complement to the Super Hornet. The C variant is expected to be available beginning in 2012.

INTERNATIONAL PARTICIPATIONThere are three levels of international participation, generally reflecting the financial stakes in the JSF programme, the amount of technology transfer and sub-contracts open for bid by the con-cerned national companies and, the order in which countries can obtain production aircraft. The UK is the sole Level 1 partner having contributed $2.5 billion (Rs 9,947.5 crore) of de-velopment costs. Level 2 partners are Italy and the Netherlands, having con-

tributed $1 billion (Rs 3,980 crore) and $800 million (Rs 3,184 crore), respectively.

On Level 3, are Canada, $440 million (Rs 1,751 crore); Turkey, $175 million (Rs 696 crore); Australia, $144 mil-lion (Rs 573 crore); Norway, $122 million (Rs 486 crore); and Denmark, $110 million (Rs 438 crore). Israel and Singapore have joined as Security Cooperative Partici-pants (SCP). On September 3, 2007, Israeli Defence Force (IDF) Chief of General Staff Lt General Gabi Ashkenzai an-nounced Israel’s commitment to purchase a minimum of one squadron worth of F-35s, which could render it one of the first countries outside the US to receive the aircraft as early as 2012.

F-35 DEVELOPMENT: PROGRESS CHARTAfter the first flight in December 2006, the development of the F-35 has progressed rapidly. By July 2007, apart from the aircraft in flight testing, 11 aircraft were in vari-ous phases of production. On December 18, 2007 the F-35B STOVL version made its debut at Fort Worth, Texas amid customers from the US Marine Corps, the UK Royal Navy and Royal Air Force and the Italian Air Force and Navy. In the meantime, with BAE Systems starting the manufacture of the F-35C, carrier variant on October 18, 2007, at Samlesbury, England all three variants came un-der concurrent production. By end 2007 more than 20

flights had been logged and on January 31, the 26th flight of F-35 was flown for the first time by a US military pilot.

On March 13, F-35 achieved an-other milestone when it succeeded in first aerial refueling test on its 34th test flight. The testing of the F-35 is on track for the first production deliveries to commence in 2010.

GEARING INTO PRODUCTIONWith the funding for the first set of production model Lightning II already approved, parts fabrication for these aircraft is under way. The USAF will be the first service to receive the F-35A. The first of the USAF’s 1,763 aircraft will be delivered in 2010. The US Ma-

The total production figure for the F-35

already exceeds 3,200 and may touch 2,035,

making it one of the most numerous jet fighters. Further international sales

could create demand for hundreds more

aircraft.

East Hartford, Conn.The last of the three-step gearbox and propulsion system tests completed.

Samlesbury, EnglandBAE Systems starts manufacture of all three variants of the world’s most advanced fighter aircraft concurrently.

Fort Worth, TexasThe 26th flight of F-35 is flown by a military pilot for the first time.

Evendale, Ohio The GE Rolls-Royce JSF team successfully completes its Critical Design Review.

Fort Worth, TexasF-35 succeeds in first aerial refuelling test on its 34th test flight.

June 12, 2007 October 18, 2007 January 31, 2008 February 13, 2008 March 13, 2008



rine Corps and Navy together are planning to operate 680 F-35Bs and F-35Cs. The UK plans to place 138 F-35Bs into service with the RAF and the Royal Navy.

With the remaining F-35 participant countries planning to acquire another 600 to 700 aircraft, the total produc-tion figure already exceeds 3,200 and may touch 2,035, making the F-35 one of the most numerous jet fighters. In addition, further international sales could create demand for hundreds more aircraft. Also, amortization of develop-ment costs being distributed amongst such a staggering number of produc-tion figures could also push down the unit cost to highly affordable levels. (Well below $100 million, or Rs 400 crore, apiece.)

FOREIGN SALESTo address the potential sale of JSF to air forces and countries which were not part of the original development agreement, the USAF and the Lock-heed Martin have launched the JSF Delta System Development and Dem-onstration effort (Delta SDD). The

purpose of the Delta SDD is to develop a version of the JSF that meets US National Disclosure Policy, but remains common to the US version, where possible.

Towards this end, in November 2007 Lockheed Mar-tin was awarded additional $134 million (Rs 533 crore) modification to its JSF development contract, for the de-sign, development, verification and testing of JSF versions to address Partner Version Air System requirement. This programme adapts to the requirements of potential buy-

ers from countries that did not sign the partners’ agreement. Develop-ment and testing of the JSF Delta SDD is expected to complete by Oc-tober 2013, with first availability of export aircraft to non-partner countries.

OPTIONS FOR INDIAWhat are India’s options vis-à-vis the JSF programme? From the US point of view and in the context of rapidly evolving strategic relation-ship between the two countries, it is not a question of whether India can

Is it possible for India to join the JSF programme now? The answer to that

question would be an unequivocal no, knowing the bureaucratic snarls

endemic to even moving a file for such a purpose.

WEAPONS BAY OF A MOCK-UP OF THE F-35

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or cannot join the JSF programme. Re-portedly, the aircraft has already been offered either as a natural corollary if India selects Lockheed Martin’s F-16 in its drive to acquire 126 Medium Multi-Role Combat Aircraft (MMRCA) or even outside its purview.

Initiated as early as 2001, India’s MMRCA acquisition programme is yet to cross the second Request for Pro-posal (RFP) stage in which six bid-ders—Lockheed Martin (F-16 Fighting Falcon) and Boeing (F/A-18E/F Super Hornet) of the US, Russian MiG Cor-poration (MiG-35), French Dassault’s Rafale, Swedish Saab (JS-39 Gripen) and the Eurofighter Typhoon—are participating. The RFP itself has been subjected to postponements and it is still unclear as to when this phase would eventually get completed. But, even if the decision-making and ac-quisition chain moved on a war-foot-ing from this moment on, the Indian Air Force (IAF) cannot hope to get the first MMRCA before 2014-15. On the other hand, if India exercised its option of joining the JSF programme now, it could perhaps get the first F-35 as early as 2013.

But is it possible for India to take such a step? The answer to that ques-tion would be an unequivocal no, know-ing the bureaucratic snarls endemic to even moving a file for such a purpose. Further, India has already joined up with Russia to co-develop and co-pro-duce a Fifth Generation fighter aircraft whose prototype might start flying by the end of this year with possible in-duction into the service in about the same timeframes as mentioned for the other two types. There are other issues which India would do well to examine closely vis-à-vis the JSF programme. One of these relate to the level of technol-ogy transfer and access to sensitive software for optimum utilisation of the weapons platform.

At one stage, UK, which is the prime Level 1 partner in the JSF programme, became thoroughly frustrated by the lack of US commitment to grant access to the technol-ogy that would allow it to maintain and upgrade its F-35s without US involvement. Despite a joint decla-ration on May 27, 2006 by the two heads of states President George W. Bush and Prime Minister Tony Blair stating: “Both governments agree that the UK will have the ability to successfully operate, upgrade, em-ploy and maintain the Joint Strike Fighter such that the UK retains op-erational sovereignty over the air-

craft”, concerns were still expressed at the lack of tech-nology transfer as late as beginning of December 2006.

Finally, it was only on December 12, 2006, that Lord Drayson, Minister for Defence Procurement signed an agreement which met the UK’s demands for access to soft-ware source codes and operational sovereignty. JSF part-ners lower down the rung, such as Australia, have also echoed similar apprehensions with regard to the technol-ogy access and sovereignty issues. India will have to care-

fully consider all these aspects if and when it considers the JSF.

Perhaps at this stage it would be prudent for India to pursue its ongo-ing drive to acquire MMRCA and the development of the Fifth Generation fighter with Russia, with both the programmes gathering momentum, and weigh the JSF option at a suit-able future date—possibly in tandem with the proposition getting progres-sively more lucrative. SP

The US Air Force will be the first service to receive

the F-35A. The first of the USAF’s 1,763

aircraft is scheduled for delivery in 2010.

TECHNICAL AND PERFORMANCE CHARACTERISTICS

TECHNICAL F-35 A (CTOL) F-35 B (STOVL) F-35 C (CV)

WING, SPAN 10.67 m 10.67 m

WINGS SPREAD 13.11

WINGS FOLDED 9.47

LENGTH OVERALL 15.67 m 15.59 m 15.67 m

HEIGHT OVERALL 4.57 m 4.57 m 4.72 m

AREAS

WINGS, GROSS 42.73 m2 42.73 m2 58.34 m2

WEIGHT & LOADINGS (ESTIMATED)

WEIGHT EMPTY 12,020 kg 13,608 kg 13,608 kg

MAX WEAPON LOAD More than 9,072 kg More than 9,072 kg More than 9,072 kg

MAX INTERNAL FUEL WEIGHT More than 8,165 kg More than 5,897 kg More than 8,618 kg

MAX T-O WEIGHT CLASS 27,215 kg 27,215 kg 27,215 kg

G-LIMITS 9 g 9 g 9 g

PERFORMANCE (ESTIMATED)

MAX LEVEL SPEED M1.6 M1.6 M1.6

COMBAT RADIUS 1,093 km 833 km 1,111 km

SENSORS

• AN/APG -81 AESA-radar

• AN/AAS-37 missile warning system

• Electro-optical sensors

ARMAMENT

• Guns: 1 x GAU-22/A 25 mm cannon, slated to be mounted internally with 180 rounds in the F-35A and fitted as an external pod with 220 rounds in the F-35B and F-35C

• Hard points: Six with a capacity of 6,800 kg

• Missiles: Internal—Four air-air missiles or two air-air missiles and two air-surface weapons; External—Two missiles and four missiles/bombs

CIVIL BUSINESS AVIATION


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Charter ServicesTrends in Asia

Business aircraft makers can hope attitudes will change as India Inc gets

more comfortable with ‘BizAv’



Charter Services.indd 18 4/28/08 4:52:46 PM



BY Air Marshal V.K. Bhatia

A PROPHESY GAIN-ING GROUND GLOBALLY is that the 21st century belongs to Asia. What it actually refers to is the growing economic pros-perity in the Asian region. With China

registering double-digit growth in its GDP year after year and India close on its heels, the two biggest countries in the Asian region are transforming into economic power hous-es. China is soon going to be the second biggest economy in the world after the US and India is seen inching towards the third spot with predictions that it would overtake Japan in due course of time. When one looks at the Asian landmass as a whole, stretching from the Arabian Peninsula in the west, to Southern Asia and through South-East Asian coun-tries on to the Far East including Japan; the overall picture appears to be positive and full of promises. The Asian re-gion is throwing up more companies than ever before to be counted in the global top bracket such as Fortune 500. Sim-ilarly, the number of high-net worth individuals (HNWIs) in the Asian region is increasing exponentially by the day. Globalisation of businesses has also meant much greater requirement of air travel. While this has generated a spurt in the civil aviation business which is witnessing a much higher growth rate in Asia than the rest of the world, it has also given a fillip to the business aviation sector to fulfill the travel needs of the corporate houses and the HNWIs. If the civil airlines business is growing fast, the business aviation including air charter services are growing even faster.

How does air charter differ from avi-ation that is scheduled? The answer is: in many ways. But from a user’s point of view the three key factors are flex-ibility, efficiency and, of course, privacy. One might need charter services any-time. For example, one could be a cor-porate level travel planner trying to get a group of senior executives from Delhi to Mumbai safely and with little downtime. Or, one might need to shift a seriously ill patient from one hospital to another. Or, one might be in charge of moving

a film/TV crew and equipment to a shooting locale/covering an impor-tant happening event. One could just be trying to move one’s family from say, Kolkata to Bangalore as quickly and comfortably after a change in

assignment requiring relocation. Without air charter travel one wouldn’t have the freedom to organise trips which are built around one’s needs. The only dilemma is, should one splurge on air charter services for this reason alone when scheduled airlines services provide a cheaper solution? There are many other factors to ponder over.

Owner of one the biggest business aviation and air char-ter services company, the NetJets and by far the richest man in the world Warren Buffet bought his first business jet when he was merely a multi-millionaire and immediately christened it ‘The Indefensible’, fully aware that the whole idea of a corporate airplane with associate costs would surely invite the wrath of the shareholders at the annual general meeting. The latest Buffet purchase, a Gulfstream, has a new name. It is called ‘The Indispensable’. The now multi-billionaire believes the use of the business jet played a key role in bringing him to the super league of the rich and the famous. What might have been seen earlier as a luxury toy has now come to be regarded as a vital busi-

ness tool as it saves time and boosts pro-ductivity. The security element so cruelly highlighted by the terrorist acts of 9/11 in the US has added another dimension in favour of business/private air travel. There are a large number of corporate houses who would not like to risk their high-value executives to the possible terrorist acts in the air. The same is ap-plicable to other high-value individuals. Private jets may have the appearance of being affluent but these are being used by lots of people.

CORPORATE AVIATION CATCHES ONIf the terrorists achieved one thing in the wake of the 9/11 it was to tear down the barrier that led many industrialists and corporations – particularly in the West – to resist the strong argument to make use of business and corporate aviation services. With growing affluence in the

Business aircraft makers can hope attitudes will change as India Inc gets

more comfortable with ‘BizAv’

Without air charter travel one wouldn’t have the freedom to organise trips which

are built around one’s needs. The only dilemma is, should one splurge on air

charter services for this reason alone when scheduled airlines services

provide a cheaper solution?




East the same trend is beginning to be visible in the Asian region, too. In addition, business aircraft manufacturers and char-ter companies are developing more and more solutions to suit a broader cross-section of customer base depending upon individual needs and affordability factors. From the jetliner types of big airplanes for the high and mighty, akin to palaces in the skies costing hundreds of millions of dol-lars, to very light jets; from full ownership with all the atten-dant operations and maintenance paraphernalia to fraction-al ownership and, even down to air taxi type of operations have made it possible for a large number of people to opt for private air travel as opposed to scheduled airlines.

A decade ago, business aircraft use was constrained mostly to North America. Now, with the development of fractional ownership packages, lighter, cheaper aircraft and the expanding global economy, corporations in other parts of the world increasingly are seeking out business aircraft services. Demand for business aircraft is growing fastest in the Middle East due to a number of factors, in-cluding infrastructure development, security concerns, ris-ing economic power and a burgeoning number of regional suppliers. Honeywell Aerospace last month revised its fore-cast for business aircraft sales to 14,000 deliveries through 2017, an additional 2,000 estimated orders from earlier projections. Though US orders accounted for 80 per cent of sales 10 years ago, 50 per cent of the deliveries presently are to buyers in other countries. According to the company officials, demand in Asia is growing the fastest, with five years of consecutive growth rates of 50 per cent.

According to Ammar Balkar, President and CEO of the Middle East Business Association the private aircraft mar-ket’s growth can be attributed to the 9/11 terrorist attacks.

“The demand for business jets went up by 40 per cent worldwide, mainly due to security reasons,” he says. Since then, the Middle East region has recorded major growth, with six GCC states accounting for 80 per cent of the total regional business aviation activity. They are Saudi Arabia, the United Arab Emirates (UAE), Bahrain, Oman, Kuwait and Qatar. “Time is money at the end of the day,” Balkar says. “Jets offer privacy and confidentiality, quick access in and out of airports via special terminals, and flexibility. They allow you to choose your itinerary, while providing catering and a high quality of service.” For Shane O’Hara, President and CEO of Abu Dhabi-based chartered flights provider Royal Jet, the Middle East’s booming tourist and business industries, coupled with the growing MICE (Meet-ings, Incentives, Conferences and Exhibition) market has led to increased demand in recent years.

With more chartered flights providers entering the mar-ket, competition to provide affordable rates has increased in recent years. As a result, demand for business aircraft providers will continue to rise, according to Balkar. He adds

ON YOUR TIME & TERMS: AIR CHARTER SERVICES ENSURE

TOTAL PRIVACY FOR OFFICIAL DISCUSSIONS AND (FACING PAGE)

ALLOW CORPORATE EXECUTIVES TO ARRIVE FOR CRUCIAL

BUSINESS MEETINGS UNRUFFLED AND DOT ON TIME

“The demand for business jets went up by 40 per cent worldwide,

mainly due to security reasons.” —Ammar Balkar, President & CEO,

Middle East Business Association




that the region’s industry is expected to expand by 15 per cent year-on-year, generating some $1 billion by 2010.

JET ASIA’S GROWTHIn the Far East, a somewhat similar story is being repeated in terms of growing demand for business aircraft. As a case in point, Jet Asia of Macau is expanding its charter fleet this year with the addition of seven new air-craft to reflect the buoyant trend the private jet sector is experiencing in Asia. These include two new Hawker Beechcraft 900XPs and four Hawker 750s as also a Bombardier Challenger 605. Tourism (primarily casino activ-ity) attracts millions of visitors from China and Hong Kong to Macau each year. “Undoubtedly, this has become a key driver for Jet Asia’s growth,” con-

cedes the company’s CEO, Chuck Woods.

In India, there are mixed reactions to the ownership issues of business aircraft. Earlier, corporate aircraft were used by large business houses like Tatas, Birlas and Reliance, who operated the airplanes and helicopters largely to ferry the brass to remote sites where the factories were located. The change now, though slow in the coming, is that small and medium sized compa-nies are joining the club. The change is partly a result of strong financial gains and partly a requirement made necessary by geographi-cal reasons, say industry sources. Citing an example, Gautam Singhania of the Raymond Group says, his company has joint ventures in several parts of the world and connections offered by commercial airlines are of-ten not convenient. “I can fly directly from smaller cit-

ies in India to any place in Europe, saving a day by not having to transit through Mumbai or Delhi,” he adds.

At the top end, some corporates like Kingfisher and Reliance are going for large business aircraft that are ac-tually commercial airliners configured for business use. The two aircraft in this segment, both costing around $50 million to $60 million (Rs 200 crore to Rs 240 crore; base price) are the Boeing Business Jet (BBJ) and the Airbus Corporate Jet (ACJ). Four of these were sold in India in the past one year. Kingfisher and Reliance opted for the ACJs while the government of India is taking delivery of two BBJs to be used by the Prime Minister and top guns in the Defence Ministry. The lavishly configured planes can

fly anywhere in the world with one re-fueling stop, have the latest avionics and safety measures. There is a great possibility of more such aircraft com-ing into India.

All in all, there is an upswing in the business and charter air services in India and soon those still hesitant and ‘sitting on the fence’ despite their wealth, as also companies such as the IT corporates are also likely to be lured into enjoying the benefits of business/chartered air services. In the meantime, business aircraft manufac-turers can hope attitudes will change as India Inc gets more comfortable with ‘BizAv’. SP

Earlier, corporate aircraft were used by large business houses like Tatas,

Birlas and Reliance. The change now, though

slow in the coming, is that small and medium

sized companies are joining the club.

“I can fly directly from smaller cities in India to any place in Europe, saving a day by not having to transit through Mumbai or Delhi.” —Gautam Singhania, Chairman & Managing Director, Raymond Group

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Operator Base Fleet Size Type of Aircraft

EGYPT Air Memphis Cairo 6 Jet AirlinerSmart Aviation Cairo 6 Mid Jet

HONG KONG Priester Aviation, LLC Hong Kong 29 Heavy Jet Mid Jet Light Jet

INDIAClub One Air Mumbai, Delhi 7 Executive Jet HelicopterDeccan Aviation Bangalore, Delhi, 12 Turboprop Mumbai, Ranchi HelicopterSpan Air Delhi 4 Mid Jet Turbo Prop HelicopterTaneja Aerospace & Aviation Bangalore, Chennai, 6 Piston -Multi Calcutta, Delhi, Mumbai, Madurai

ISRAEL Chief Air Ltd. Tel Aviv 23 Turbo Prop Piston-Single Piston-Multi Heavy Jet Mid Jet Light Jet Helicopter

JAPANAero Asahi Corp. Tokyo 84 Light Jet Helicopter

MACAUHong Kong Express Airways Hong Kong 4 Mid Jet

MALAYSIAHornbill Skyways Sarawak 13 Mid Jet HelicopterMHS Aviation Kuala Lumpur 24 Turbo Prop HelicopterTransmile Air Services Subang 20 Jet Airliner Turbo Prop

PAKISTANAircraft Sales & Services Karachi 6 Turbo Prop Airliner Turbo Prop Piston- Multi

SAUDI ARABIANational Air Service/Netjets Jeddah 18 Heavy Jet Mid Jet

THAILANDThai Flying Service Bangkok 7 Turbo Prop Piston-multi Helicopter

UAEDC Aviation Gmbh Dubai 21 VIP Airliner Heavy Jet Mid Jet Light JetRoyal Jet Abu Dhabi 12 VIP Airliner Heavy Jet Mid Jet Light Jet


Check out for next launch by SP’s. . . .

We have news for you!


SP's Adverta for SP's Avn 4 of 08 .indd 23 4/28/08 11:57:52 AM


Established by India’s first Prime Minister Jawaharlal Nehru, Indo-Israel relations however were kept low key due to the Arab equation. Israel made periodic efforts to upgrade the relationship but were unsuc-cessfully. Successive Indian governments, however, extended due courtesies where re-

quired and tried to acquire Israeli assistance in matters of defence.

Indo-Israel relations remained almost non-existent till the early 1990s when the changed geo-strategic environ-ment compelled India to establish full diplomatic ties with Israel in 1992. Key factors that effected this turn around were the Gulf War which eroded the unity of the Arab world, end of the Cold War, Pakistan’s propaganda against India in the West Asian and North African states in an effort to internationalise the Kashmir issue, lack of support from the Arab countries during the time of crisis and their support to Pakistan at the Organisation of Islamic Conference meet-ings. There was also a growing awareness of Israel’s tech-nological success, especially in the defence industry. After normalisation of relations, the two countries continued to explore as many areas as possible for mutual co-operation which included military in a big way.

ISRAEL’S MILITARY INDUSTRIAL COMPLEX Hemmed in by a hostile environment, Israel has strived to develop its Military Industrial Complex due to compulsions of security threats. It also helped in achieving self-reliance, carry out import substitution and gradually emerge the fourth largest exporter of defence equipment after the US, Russia and France. Israel has acquired expertise in small arms, ammunition, communications, force multipliers, re-motely piloted vehicles, electronic warfare and related sys-tems, night vision devices; naval equipment ranging from command and control systems, missiles and anti-missile systems to a variety of patrol boats.

Israeli hi-tech companies are known to be among the world leaders in radar, avionics and command and control

systems, besides acquiring special expertise in the upgrada-tion of weapons platforms, especially with respect to optron-ics and avionics. One major advantage is that their systems are battle proven and work well in desert environment.

IAF & THE ISRAELI AEROSPACE INDUSTRIESTill the early 1990s, the Indian armed forces traditionally purchased arms from UK, France and the erstwhile USSR. The combat fleet of aircraft, weapons, SAMs and air defence radar in the Indian Air Force (IAF) were mainly sourced from USSR/Russians. Some limited forays were made to diversify through purchases of the Jaguar in late 1970s, Mirage 2000 in the mid-1980s and some state-of-the-art systems from other western sources, mainly the French. But in the last 15 years the picture has undergone a sea change with Israel unseating the Russians to become the biggest arms supplier to India. How did the country, accorded a mere token rec-ognition by India only in the early 1990s, become its major arms supplier?

Military thinkers in India have always admired the Is-raeli military for their professionalism and ability to fight against heavy odds, and win. But in the late 1980s, their equipment invited greater attention. It is no secret that in the 1950s and 1960s, the US and France supplied the latest equipment to Israel at very preferential terms. What, how-ever, is not common knowledge is the efforts put in by the Israelis to establish indigenous research and industry to de-velop systems most suitable for the kind of war it’s waging with its neighbours.

Today, some say wars are fought so that Israel’s strong lobby of Military Industrial Complex can sell battle proven military equipment to prospective buyers at a handsome premium. Israel has a major advantage in this respect since their equipment is designed and developed to meet defence needs and undergoes rigorous tests in the ongo-ing conflict. Moreover, the equipment is most suitable to the environment/climate prevailing in the Indian military’s area of operations.

The defence cooperation between Israel and the Indian

In the last 15 years, Israel has unseated the Russians to become the biggest arms supplier to India. How did the country, accorded a mere token recognition by India only in the

early 1990s, become its major arms supplier?

By Lt General (Retd) Naresh Chand

MILITARY INDUSTRY

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MILITARY INDUSTRY


Air Force (IAF) ranges from avionics, SAM systems, Airborne Warning and Control Systems (AWACS), UAVs, re-fueling systems and surveillance sys-tems, among others.

AWACS: An essential element of Network-Centric Warfare, apart from providing all-weather airborne early warning, AWACS was high on the IAF’s wish list. India’s Defence Research and Development Organi-sation (DRDO) has been trying to de-velop AWACS for quite some time but has not made much headway due to complexities of the system, periodic sanctions resulting in denial of key technologies and untimely crash of the Avro aircraft on which the system was being developed. The crash lead to loss of critical data and trained key personnel. DRDO was keen to collab-orate with another country and Israel Aerospace Industries (IAI) came for-ward with the offer of selling three Phalcon systems to India for over $1 billion (Rs 3,995 crore). The systems were to be fitted on Russian IL-76 aircraft which are already in service in India.

The deal came under sanctions when India carried out nuclear tests in 1998 as US technology was being used in Phalcon. The sanctions were lifted by the US in September 2001 and the programme is on course with deliveries likely to be completed by 2010. Industry sources indicate that the Phalcons will be equipped with L-band active phased array radar mounted on a stationary radome de-veloped by Raytheon Airborne Sys-tems, besides eight multi-function state-of-the-art operator consoles and two electronic counter mea-sure/electronic intelligence operator posts. There is reportedly a choice to exercise the option of acquiring two additional Phalcons if required. Ground infrastructure and training of personnel is being co-ordinated simultaneously. At present, China and Pakistan do not have such a system. China has started a programme for indigenous development after the deal with the Israel fell through due to US pressure. Pakistan is trying to get a SAAB aircraft with Erieye radar from Sweden.

Aerostat Radars: Aerostat-mounted air search radar increases the search horizon due to its elevation and can be used effectively to detect and track hostile low-flying air-craft, helicopters, spy drones and missiles. Data generated by the aerostat radar is transmitted to a central air defence control centre to form a comprehensive air picture. IAF has already inducted two EL/M-2083 Aerostat radars from Is-

rael in 2004-2005 and deployed them in Kutch and Punjab. It is understood that a follow up order of four similar radars has been placed on Israel. Total requirement of the IAF is 13 radars. Coupled with the Phalcon, it will provide the IAF a superior air surveillance and warning capability

Medium Range SAM: According to media reports, India and Israel have inked a joint venture to develop and co-produce a new generation of medium range surface-to-air missiles (MR-SAM) for the security of India’s strategic assets from the growing threat posed by aerial attacks and the proliferation of missiles in the region. Cleared by the Cabi-net Committee on Security in mid-2007, the cost of the pro-posal is approximately $ 2.5 billion (Rs 10,000 crore) which

C M Y CM MY CY CMY K


MILITARY INDUSTRY


includes development as well as manufacture of MR-SAM to replace the ageing SA-3 Pechora (of Russian origin with a range of 25 km and ceiling of 18 km). The range of the MR-SAM is reported to be about 70 km with 360 degree cover-age and the ability to engage multiple targets simultaneous-ly. DRDO will be the ‘prime developer’ for the project, which will have a Rs 2,300 crore indigenous component, while key partner IAI will provide most of the technology, just as Rus-sia did for the BrahMos by offering its SS-N-26 Oniks mis-sile. The joint venture is necessitated due the failure/delay of indigenous Akash SAM project which was to replace the ageing Pechora Squadrons few years ago. (However, the IAF has now accepted to place orders for a few squadrons of Akash.) The development phase is likely to stretch across four years and will be based on the naval version Barak-8 also called Barak Next Generation.

Spyder SAM system: Trishul SAM system, being devel-oped by the DRDO to replace SAM- 8 of the IAF and the In-dian Army, was not successful and had to be foreclosed. Sub-sequently, the IAF short listed the Spyder developed by Rafael Armament Development Authority, the MBT Missile Division and Elta Radar Division of IAI. Spyder is a quick-reaction, low-level surface-to-air missile system designed to effectively defend against attacks by aircraft, helicopters, UAVs and pre-cision-guided munitions. The intercept envelope of the Spyder system covers from less than 1 km to 15 km against targets flying at altitudes between 20 m and 9,000 m. Israeli arma-ment major Rafael has also announced that the company has joined hands with Tata power to offer maintenance work of Air Defense Systems. IAF proposes to acquire 18 systems for $239 million (Rs 1,800 crore).

Heron UAV: The Heron Medium Altitude Long Endurance (MALE) UAV system has been developed by IAI/Malat to carry out strategic reconnaissance and surveillance. In service with the IAF as well as the Indian Army and Navy, the Heron is capable of flying for up to 40 hours at a time at altitudes ex-ceeding 30,000 ft. It has a maximum range of about 1,000 km in autonomous flight and can carry a multiple of payloads for a variety of missions. However, the ground controller can remain in contact only up to about 200 km and a maximum of 320 km in case of an airborne relay aircraft.

Electronic Warfare: It is also reported that Elisra Group

has set up a joint venture with DRDO to develop advanced electronic warfare (EW) systems for their air forces’ fighter aircraft by 2009.

Multi-Mode Radar: HAL started joint development of MMR with Elta Systems Ltd way back in 1991, but owing to time and cost overruns, the project was completed only in 2004 at a cost of Rs 105 crore. The process to start limited series production and series production has started and close monitoring is being done to take the project to its logi-cal end. The technology of airborne radars is very complex and MMR development is being carried out for the first time in the country.

Aircraft upgrade: Except for the upgrade of Mi-35 to render it night capable that was conceptualised by one of the IAI companies, Israeli companies have largely been involved in providing various equipment required to up-grade aircraft. For Mi-35, the design and development of the upgrade was done by the Israeli company but the fleet modification was done by the IAF. The project faced delays because of multifarious reasons but the ultimate product has been satisfying. Israeli avionics products used in the IAF’s aircraft upgrades range from airborne radar to hel-met mounted sights, different types of displays and proces-sors, EW systems and laser pods.

Refuelling Systems: Israel has supplied air-to-air refu-eling pod on the IL-78 aircraft. Three pods comprising the probe and drogue system can be fitted on each aircraft.

STRATEGIC SYSTEMSGreen Pine Early Warning Fire Control & Missile Guid-ance Radar: Elta developed the Green Pine Early Warn-ing Fire Control and Missile Guidance radar for the Arrow system. The radar EL/M-2090 includes the trailer mounted antenna array, the power generator, a cooling system and a control centre. Green Pine is an electronically scanned, solid state, phased array radar operating at L-band in the range 500MHz to 1,000MHz. According to media reports, India has acquired two Elta Green Pine for employment with the country’s air defence system against ballistic missiles.

TecSAR: Israel’s first radar imaging satellite, TecSAR was launched into the orbit in January this year by an Indi-an Polar Satellite Launch Vehicle and will generate synthetic aperture radar imagery. IAI has built the 300 kg satellite with the capability to detect movement carried out under the cover of darkness or heavy clouds. It symbolises the true spirit of Indo-Israeli cooperation.

CONCLUSIONThere are tremendous constraints on upgrading and mod-ernising the armed forces. Although the “self-sufficiency” mantra in core technologies, weapon systems and weapon platforms is very attractive, there is a vast need for inputs, import of components and collaboration. Moreover, the cost of doing ab initio research and development can be crip-pling in economic terms, apart from long gestation periods of development cycles. Besides being a good source of high technology, Israel can address some specific requirements of the IAF. However, any meaningful relationship between India and Israel is only possible if it covers joint research, joint production and technology transfer. SP

With inputs from Air Marshal (Retd) P.K. Mehra

Phalcon IL-76 TD deal moves forward

As India prepares to receive the first of its AWACS-Phal-con, the IAF has cleared proposals to acquire two more such platforms as a follow up order. The proposal will have to be cleared by the MoD. IAF expects the deliver-

ies by 2012. AWACS will bolster India’s air-surveillance capabil-ity manifold, equipping it with an eye-in-the–air to detect enemy planes and missiles while in distant flight. An IAI official said the first Phalcon AWACS, powered by 4PS-90A-76 engines, is cur-rently being fitted out with mission sensors and management suites and will be ready to roll out by end-May for flight certifi-cation. He added that the air platforms have already undergone maiden flight tests in November last year which were repeated in January and February this year. India was to receive the first aircraft in December 2007 but the transfer was delayed due to time over-runs in customising the airframes by Uzbekistan’s Tashkent Aircraft Production Organisation. SP


CIVIL POLICY


If oil prices do not climb down and government policies on ATF pricing maintain status quo, the air traveler can expect

a wet blanket over leisure and business travel. But more significantly, the coming months may prove to be testing times

for private airlines and survival could well become an issue. Group Captain A.K. Sachdev from Bangalore elaborates.

On A Slippery Slope

Fuel Policy_On A Slippery Slope.indd 27 4/28/08 3:34:03 PM

CIVIL POLICY


A historic aviation event occurred last month. Sasol Limited, the world’s leading producer of synthetic fuels from coal and natural gas, an-nounced that it had become the first company worldwide to receive international approval for 100 per cent synthetic jet fuel produced by

its proprietary coal-to-liquids process. This was the first time ever that such a fuel had been

approved for commercial aviation use. Having met the per-formance standards that aviation quality control demands, the synthetic fuel demonstrated a cleaner burn quality than Aviation Turbine Fuel (ATF). However, overshadowed by a pall of gloom over the closure of several airlines worldwide, the significant event went largely unnoticed.

In the last few weeks, ATA Airlines, Aloha Airlines, Sky-bus and charter carrier Champion Air in the US have shut down while Delta Airlines debated a merger, possibly with Northwest Airline. In Europe, Alitalia struggled to survive, teetering on the edge of collapse or a bale out. Closer home, Oasis Airline, operating out of Hong Kong since October 2006, ceased operations last month, stranding thousands of passengers in Hong Kong, Britain and Canada. Although there were other causes for these airlines to fold up, the factor that tilted the balance was the rising cost of aviation fuel.

With the falling dollar and speculation in oil becoming at-tractive, all indicators point to-wards an oil price well above the $100 (Rs 3,988) mark in the coming months. Reports in the US media would have the world believe that the upward trend in oil prices is fuelled (pun intended) by the increased demand from India and China. Whether that is true or not does not change the fact that the woes of airlines across the world can be expected to keep them working feverishly to combat the rising fuel prices. Government policies across the globe are differentially inclined towards airlines in their respective domains. In India, the airlines are one of the worst affected. This article looks at the threat to the Indian airline industry on account of cur-rent fuel pricing policies.

UNWIELDY GOVERNMENT POLICIESAs is the case world over, the Indian airline industry, a huge fuel guzzler, is under extreme pressure at the moment. Fuel costs are the largest single head under which airlines list their expenditure. With fuel accounting for around 42 per cent of the operating costs, surcharge on this component is at their highest in the history of Indian aviation. Airlines, especially the Low Cost Carriers, survive by striving to fill up seats and manage fuel costs. Every time the fuel prices rise, it hits them where it hurts most. If they pass on the burden to passengers, occupancy starts decreasing - directly affect-ing profitability. If they don’t, they are assured of losses any

way. It is a no-win situation. To add to their woes, the fuel price pressure is manifest in the form of a credit crisis as the airlines see their creditworthiness eroding in the face of shrinking revenues, rising fuel dues and lowered customer base on account of high fuel surcharge.

Government policies do not proffer solace of any kind. After domestic airlines increased fuel surcharge in Decem-ber 2007, oil prices had fallen marginally. Though oil com-panies reduced ATF prices in January and February, there was no relief for passengers as airlines did not reduce the surcharge. Since then, oil prices have increased significant-ly especially in the past month. The price increase is high-est at India’s busiest airport, Mumbai where the new price for ATF is over Rs 55,000 per kilolitre. Minister for Civil Aviation Praful Patel has requested state governments to decrease sales tax on aviation fuel. Airlines, too, have been lobbying for a cut in taxes, as aviation fuel in India now costs about 70 per cent more than in Singapore or Dubai. However, the Government seems content to let this state of affairs continue as ATF is one of the few products that PSU oil companies make profits on. They lose money on the bulk of other petroleum products like petrol, diesel, kero-

sene and LPG. The price at which Indian refineries buy crude oil has touched $117 (Rs 4,606) in April. Simultaneously, inflation is a big cause for worry, especially since government policies do not permit passing on of the surge in global crude prices. If crude price increase had been fully passed on to the consumer, the rise in domestic prices of petro-leum products would have raised the inflation even higher than the alarming figures it touched dur-ing April. However, this artificial manipulation of inflation is not the ideal solution for fuel poli-cies. It is perhaps worth consid-ering that the gap be closed be-tween the true market price for non-aviation fuels and that being actually charged by the state-

owned oil marketing companies which virtually run the In-dian market.

The Government plans to bear a major portion of their losses on this count through means which have significant fiscal impact. For purely political reasons, the Government cannot afford to raise fuel prices to match last year’s oil price surge. At the same time, central and state taxes and duties on petrol and diesel together contribute to around 25 per cent of consumer prices. Thus, the fiscal position of the economy is being eroded by direct and indirect subsidies, although there is a large revenue collection through taxes. A part of the losses are countered by oil bonds which is an ar-tificial prop with long term deleterious results. The process is essentially postponing the inevitable. On the other hand, we continue to have an artificially propped up high price of ATF which is the major cause for losses of the airlines, to the tune of Rs 2,000 crore in the last year.

Sasol Limited has received international approval for

100 per cent synthetic jet fuel produced by its proprietary

coal-to-liquids process. However, overshadowed

by a pall of gloom over the closure of several airlines worldwide, the significant

event went largely unnoticed.


CIVIL POLICY


THE STING OF SALES TAXThe second problem is that sales tax on aviation fuel is a state subject and each government has the prerogative to levy a sales tax as it deems fit resulting in two consequences. Firstly, in most states, the sales tax rate is very high - up to 30 per cent and secondly, there is no uniformity of the rate applied across the country. The Minister for Civil Aviation had been lobbying pre-budget to restore some order in the oil price situation.

However, the budget proposals put forth by the Finance Minister brought no cheer in this respect. Since then, the minister has been trying to work on these two alternatives. Firstly, the Centre could accept a ‘declared goods’ status for aviation fuel thus bringing it under a uniform 4 per cent tax regime all across the country or the states could be persuad-ed to apply the standard rate of VAT of 12.5 per cent to avia-tion fuel. The minister had appealed to all chief ministers to reduce the rate of sales tax on Aviation Turbine Fuel (ATF) in their respective budgets for 2008-09. His rationale was that the impact of a reduced sales tax on ATF for the state exchequer would not be too much since the contribution to the overall sales tax collection is negligible.

So far, only Andhra Pradesh and Kerala have heeded his plea and reduced tax to 4 per cent. Maharashtra did so, too, but not for Mumbai and Pune from where the major propor-tion of aviation fuel is uplifted. Sitting right under the minis-ter’s nose, the Delhi Government is industriously assessing the likely increase in off-take resulting from a decrease in sales tax on ATF at Delhi airport, so that it can take a decision on reduction in the tax.

MITIGATING THE PAINThat brings us to the measures being adopted by airlines to counter rising fuel costs. Firstly, every airline has allotted responsibility of fuel conservation to one of its departments. In most cases, it is the Performance Engineering Depart-ment which stipulates and monitors the implementation of various initiatives designed to reduce fuel consumption. One of these methods is tankering: the process of carrying extra fuel onboard from an airport if fuel there is cheaper than at the next destination. Of course, in the process, extra fuel is burnt wastefully to fly the additional weight of fuel lifted. This is the attendant penalty.

To partly counter the problem of taxing the passenger, some airlines have decided not to pass on the increase uniformly to all passengers. The increase in surcharge for passengers travelling short distances, mostly on ATRs and other smaller aircraft, will be between Rs 100 and Rs 150 while medium- and long-haul passengers will fork out Rs 350 to Rs 400 more. Passenger lobby groups and lessening interest in air travel on short sectors due to the comparative attrac-tion of rail fares is the cause for this differ-ential surcharge policy. Thus, the surcharge is now around Rs 1,650 to Rs 1,800 for short journeys and Rs 2,000 for long distances, in addition to the congestion surcharge of Rs 150 and PSF of Rs 225.

Yet another rather risky counter to the

fuel price problem is fuel price hedging. In the US, on account of the volatility of fuel prices, some airlines hedge their fuel costs to a certain extent. Southwest is to pay only $49 (Rs 1,955) per barrel for 65 per cent of its fuel in the ongoing year despite an international price that stands at twice that

figure. Obviously, the arrangement has turned out to be a great thing for Southwest although other airlines scoffed at the idea when it had en-tered into that deal in 2000. With the oil PSUs dominating an oligarchic aviation fuel market, fuel price hedg-ing was not an option in India until

domestic airlines were permitted to do so in July 2007. Fuel hedging serves as a strategy to cushion the impact of rising fuel prices and allows minimisation of the risk in fuel price rise due to any reason. It also helps to spread the fuel cost more evenly over a longer period of time. However, it is a double-edged sword.

Another option that airlines find worth considering is an increase in their turbo-prop fleet. The Kingfisher-Deccan combine has one of the largest ATR fleets in the world al-ready and is planning to add to it to exploit its fuel efficient operations. Kingfisher has ordered more than 10 ATRs. Jet Airways has also placed an order for 13 ATRs. In addition to fuel saving, the ATR option also helps airlines to comply with DGCA’s route disbursal guidelines which stipulate that an airline operate services to unprofitable routes like airports in

the North East and other non-metro feeder routes. ATRs also hold the added attraction of a lowered sales tax on such turbo props to 4 per cent to encourage deployment of fuel-efficient aircraft as well as enable airlines to provide connectivity to smaller towns.

However, all these desperate measures being considered and practiced by airlines are unlikely to enhance profitability in a hurry. If oil prices do not climb down and government policies on ATF pricing main-tain status quo, the air traveler can expect a wet blanket over his leisure and business travel. But more significantly for the aviation industry, the coming months may prove to be testing times for private airlines’ risk and crisis management plans and survival could well become an issue. SP

Government policies do not

proffer solace of any kind. After

domestic airlines increased fuel surcharge in

December 2007, oil prices had

fallen marginally.

HOME INITIATIVE: THE KINGFISHER-DECCAN COMBINE HAS ONE OF THE WORLD’S LARGEST ATR FLEETS AND IS PLANNING FURTHER EXPANSION TO EXPLOIT ITS FUEL EFFICIENT OPERATIONS


MILITARY UPGRADES


Faced with obsolescence, the IAF’s transport and helicopter fleet needs to undergo upgrade in systems, avionics, engines and life extension. The dilemma, of

course, is to identify an agency to carry out the upgrade.

Injecting

NEW LIFEBy Air Marshal (Retd) P.K. Mehra

Preceding two editions of SP’s Aviation focused on upgrades carried out by the Indian Air Force (IAF) to its fighter air-craft. The chapters elaborated on the upgrade programmes conducted by India in the past, planning and considerations for upgrade, and, finally, fighter upgrade programmes. In the current issue, the focus is on transport and helicopters upgrade. But first, a synopsis of all that has been covered.

Past aircraft upgrade programmes: In the past, HAL, along with the IAF, has undertaken some very major modifications driven by urgent need. Installation of the Jet Pack on C-119 Packet transport aircraft, fitment of Orpheus engine in HJT-16 in place of the Viper engine were some of the major upgrades involving structural rework on the aircraft. Development of Ajeet aircraft from the original Folland Gnat and designing a two seat version can arguably be considered somewhere be-tween new design and an upgrade.

Planning for upgrade: The Operations branch at the Air HQ is all the time evaluating the capability of the fleet vis-à-vis the perceived threat and the likely future tasks. There are a num-ber of ways by which the user is able to identify the need to up-grade but foremost among them is the effectiveness of the fleet to meet the tasks as laid down in the War Plans. Upgrade of the air superiority and multi-role aircraft needs to be planned keeping in mind the extended role and the strategic reach re-quired for future tasks.

Considerations for aircraft upgrade: Several key points need to be considered before deciding on fleet upgrade:

• What is the technological status of the aircraft?• Current Status of the fleet, including the balance life of

the aircraft.• Is the aircraft an indigenous manufacture?• The extent of modernisation will depend upon, among

other factors, the age of the fleet and its technological status as compared to the state-of-art.

• Are there any other friendly foreign countries who would like to join in the development programme?

• Any other upgrade programmes going on so that com-monality of systems and equipment need to be factored in?

• Decision to undertake upgradation indigenously will depend upon available in-house expertise.

• In case the upgrade involves changes in the airframe structure and extension of life of aircraft then avail-ability of the design data is essential.

• Integration of major systems like multi-mode radar and new weapon systems can be achieved only with help from the OEMs of both aircraft, radar and weapon system.

• Availability of a simulator and the possibility of its up-grade or build a new one to make it suitable for the upgraded aircraft.

• Obsolescence always leads to lower MTBF and higher MTTR. The target MTBF and MTTR should be deter-mined and included in the contract after an analysis of the equipment being installed and its role in opera-tional scenario.

Fighter upgrade programmes: Upgrades to the following fighter fleets of the IAF are either planned or in process:

MiG-27 upgrade: Upgrade of the MiG-27 systems was on the cards even at the time of manufacture and induction. The MiG-27 upgrade has been undertaken by HAL Design Bureau at Ozar along with extensive help from DRDO labs like DARE. The avionics have been integrated through a Mil Bus architec-ture using the Core Avionics Computer cum Display processors and other interfaces developed by DARE at ADE Bangalore. The capabilities of the aircraft have been enhanced by the in-

MILITARY Upgrades.indd 30 4/28/08 2:58:14 PM

MILITARY UPGRADES


TRANSPORT AND HELICOPTERS UPGRADE

Besides some occasional tinkering with the HS-748 aircraft, the IAF has rarely upgraded its transport fleet. Mi-35 was upgraded by the IAF to make it night capable and fleet modification was done thereafter. The present transport and helicopter fleet is also facing obsolescence

and needs to undergo upgrade in systems, avionics, engines and life extension. The dilemma, of course, is to identify an agency to carry out the upgrade. The following fleets are under consideration:

• IL-76 strategic airlifter• An-32 medium-lift aircraft• Mi-17 versions

IL-76 MD STRATEGIC AIRLIFTER UPGRADEThe IL-76 has been in service for over two decades and is fitted with equipment which is verging on obsolescence. With major improvements having been brought in by the International Civil Aviation Organisation (ICAO) in precision air navigation to regulate and make civil aviation safer, the instrumentation of the IL-76 falls far short of the require-ments. Some piecemeal modifications have been done in the past but at present the fleet requires major upgrade in avionics, instruments, navigation system, landing aids, com-munication systems and also the engine D-30 KP-II.

Life extension of the IL-76 is also required to make the

upgrade cost effective. There is a need to change the engines in order to improve the hot and high performance and also make this aircraft comply with International civil aviation regulations for noise and fuel efficiency. Operational equip-ment like Station Keeping Equipment, NVGs for night opera-tions and other self protection devices should also be con-sidered to make the operations in hostile environment safe. There is an urgent need to improve the ground handling and loading of aircraft so as to improve productivity. Man-datory use of pallets and automation will help in improving efficiency to a large extent.

AN-32 UPGRADEAn-32 has been the IAF’s workhorse for over two decades. This aircraft was specially modified by the Russians to meet high-altitude operations by installing higher power engines. The bigger propellers fitted on the more powerful engines caused an increase in noise and vibrations. The systems in-stalled on the aircraft are also vintage and in urgent need for replacement but unless the vibrations in the aircraft are reduced the new sophisticated equipment will not give op-timum performance. Re-engining and extension of life have to be undertaken simultaneously during the upgrade to get value for money. The aircraft serviceability and availability can be improved only by upgrading the Avionics Systems, Communication Systems, weather radar, landing aids and compliance with the latest ICAO regulations.

MORE MUSCLE FOR WORKHORSE: AN-32, THE IAF’S WORKHORSE FOR OVER TWO DECADES, NOW NEEDS TO BE UPGRADED AT VARIOUS LEVELS

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corporation of modern avionics systems consisting primarily of two Multi-Function Displays (MFDs), Mission and Display Processor (MDP), Ring Laser Gyros (RLG INS), combined GPS/GLONASS navigation, HUD with UFCP, Digital Map Generator (DMG), jam-resistant Secured Communication, Stand-by UHF communication, Data link and a comprehensive Electronic Warfare (EW) Suite. A mission planning and retrieval facility, VTR and HUD Camera has also been fitted.

Jaguar upgrade: Development of DARIN I system for Jag-uar was done by a team from the IAF, Hindustan Aeronau-tics Limited (HAL) and Defence Research and Development Organisation (DRDO) under the aegis of the Inertial Nav-At-tack System Integration Organisation (IIO) nearly two decades back. The unfinished task of upgrading the balance fleet has now been undertaken by HAL with an even improved version. The upgrade of NAVWASS Jaguars and Standard of Prepara-tion (SOP) of the newly built Jaguars to the DARIN II standard has been undertaken by HAL. There has been a great learning process in the aviation industry in India, thanks to the DARIN I, LCA and participation in Su-30 development. The NAVWASS Jaguars have now been fitted with a MIL-STD-1553B digital bus and bus compatible LRUs (Line Replacable Units) sourced from France, Israel and indigenous HAL/BEL manufacture. The major avionics components forming part of the DARIN II upgrade are indigenous Core Avionics Computers, RLGINGPS, Wide angle 30 x 20 deg HUD with FLIR and raster Video imag-ery, Active Matrix LCD MFD, Video based HUD camera, multi-channel colour video recorder.

Elta Radar on Maritime Jaguar: The original maritime Jaguars were fitted with AGAVE radar from Thales France. The AGAVE radar had become obsolete and hence Elta EL-2032 L/M radar was selected out of the two short listed contenders. The installation and the integration with the DARIN II system were done by HAL on 10 Jaguar aircraft. The nose cone was also changed and that was to be developed and manufactured indigenously. The radar is capable of picking ships at distances of 150 km and with the SAR and ISAR capability it is very easy to identify the ships. This radar has very significant air-to-air capability and with a CCM can enhance the self-defence capa-bility considerably.

MiG-29 upgrade: After considerable delay, India recently

awarded Russia the contract to upgrade its multi-role MiG-29 warplanes. According to an air force official, the two post-Cold War allies signed the deal to extend the life of India’s fleet of 70 MiG-29 jets another 15 years from their current 25 years. Upgrade of MiG-29 involves three versions and is complicated because of the airframe modifications for conformal fuel tank and carriage of under wing tanks in a few versions. MiG-29 has excellent handling qualities and any airframe modification requires extensive data base, which is only available with the OEM. The avionics upgrade will essentially require a Mil-Bus architecture with Mission computers, a phased array radar ca-pable of engaging multiple targets and matching air-to-surface capability, changes in the display system through installation of modern HUD and MFDs, RLGINS with GPS/GLONASS for improved Navigation and Precision Attack, EW/ECM package, dorsal fuel tank and other air intake modifications for more fuel besides air-to-air refuelling, present generation fire and forget BVR and other weapon systems, HOTAS and other ergo-nomics improvements.

Mirage 2000 Upgrade: The upgrade of Mirage 2000 has also been mired in delays but the reasons are somewhat different. At one time, the Mirage 2000-5 was the front run-ner for the 126 aircraft MMRCA deal and hence the upgrade SOP was linked with the SOP of the MMRCA aircraft. Since the Mirage 2000 does not require a life extension and only minimal upgrade of the engine, the focus of the upgrade will be on replacing the obsolescent avionics like the INS, Mission Computer, AI radar, HUD and Active Matrix SMFDs, substan-tial improvements in the EW/ECM package along with secured communication and data link. New weapon systems will have to be integrated to keep the aircraft as a formidable platform in future. Improved HOTAS and installation of sensor platform along with helmet mounted sighting system will ensure the ef-fectiveness of the fleet. Presumably, Dassault along with Thales will upgrade a few aircraft in France and they will assist in upgrading the rest of the fleet at HAL Bangalore. This upgrade is likely to be very costly since the French Avionics equipment is comparatively more expensive than others and also IAF will have to go in for new weapons. It would be prudent that the upgrade of all fighter fleets include integration of weapons from both eastern and western origin.

MI-17 & MI-17 1V UPGRADEThe Mi series helicopters have done yeoman service throughout the country and even abroad under the UN. The need for medium-lift helicopter capability has been felt in all the terrains and during all kinds of operations, including disaster relief. This fleet has also been awaiting upgrade for many years and due to varied reasons. The fleet requires extensive upgrades but the SOP for upgrade has to be similar to that on new Mi-17 helicopters proposed to be ac-quired. Identification of agencies to undertake design, development and fleet modification is crucial especially after the experience of upgrading Mi-35. Commonality with equipment installed on Dhruv and also on Mi-35 will reduce the burden of large inventories. Avionics, communication and, to top it all, the upgradation of self protection suite should drive the project to give all weather day and night capability in the prevailing operational scenario. The ar-mament upgrade should include weapons from both western and eastern countries to give it the lethal punch. SP

(To be continued)

NEEDS THE LETHAL PUNCH: MI-17 AT STATIC DISPLAY


SKYHAWK TO SOAR ON JET-ACessna Aircraft Company, a Textron Inc. company, announced

it is closing in on certification of the turbo diesel model of its popular 172 Skyhawk. Cessna and Thielert Aircraft Engines GmbH have

accumulated more than 200 hours on a prototype of the single-engine piston aircraft in efforts to achieve European Aviation Safety Agency

certification for the supplemental type certificate that will allow Cessna to offer a factory-installed engine operating on Jet-A fuel. Once EASA

certification is secured, Cessna will pursue type certification from the Federal Aviation Administration. Deliveries are expected to begin by

mid-2008. “Customers see exceptional value and productivity in an airplane combining the reliability of the Skyhawk with Jet-A fuel’s wide availability

and lower direct operating cost,” said John Doman, Cessna Vice President of worldwide propeller aircraft sales. “Market interest in the new Skyhawk TD

is very high; we plan to increase production in 2009 to meet the demand.”

CHARACTERISTICS

OVERALL HEIGHT 8 ft 11 in; OVERALL LENGTH 27 ft 2 in; WINGSPAN 36 ft 1 in; MAXIMUM SEATING CAPACITY Four;

SPEED (MAXIMUM AT 10,000 FT) 130 ktas

JOHN DOMAN VICE PRESIDENT, WORLDWIDE PROPELLER AIRCRAFT SALES,

CESSNA


CIVIL GENERAL AVIATION

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CIVIL GENERAL AVIATION


PHENOMenalOn April 12, Embraer finished assembling the first Phenom 300 jet at its Gavião Peixoto plant in São

Paulo, Brazil. “The Phenom 300, with its premium comfort, best-in-class performance and low

operating cost, will set a new standard for the Light Jet category,” said Luís Carlos Affonso, Embraer

Executive Vice President, Executive Jets. Interiors designed by BMW Group DesignworksUSA, the Phenom 300 best-in-class jet’s onboard

conveniences include a wardrobe or refreshment centre, an aft cabin private lavatory with toiletry

cabinet, and satellite communications. Customers can fly nonstop from London to

Reykjavik in Iceland, the Azores, Cairo, Tel Aviv or Moscow; and from Geneva to the same

destinations, plus the Canary Islands. The aircraft is expected to enter service in the second half of 2009.

CHARACTERISTICS

MAXIMUM SEATING CAPACITY Six; RANGE* 1,800 nm;HIGH SPEED CRUISE 450 ktas; MMO M 0.78; MAXIMUM OPERATING ALTITUDE 45,000 ft; TAKEOFF FIELD LENGTH

3,700 ft; POWERPLANT 2 x Pratt & Whitney(* NBAA IFR reserves (35 min) with 100 nm alter-

nate; six occupants @ 200Ib)

G650 POISED FOR FLIGHTGulfstream Aerospace, a wholly owned subsidiary of General Dynamics, on March 13 announced the introduction of an all-new business jet: the Gulfstream G650. With its ultra-large cabin and ultra-long range, the G650 offers the longest range, fastest speed, largest cabin and the most-advanced cockpit in the Gulfstream fleet. It can climb to a maximum altitude of 51,000 ft, allowing it to avoid airline-traffic congestion and adverse weather. “The G650 offers the most advanced flight deck and the widest array of cabin comforts. Its performance and aesthetics are unprecedented,” said Joe Lombardo, President, Gulfstream Aerospace. Gulfstream expects to begin G650 customer deliveries in 2012.

CHARACTERISTICS

CREW Two pilots; SEATING CAPACITY 11 to 18 passengers; LENGTH 99 ft 9 in; WINGSPAN 99 ft 7 in; HEIGHT 25 ft 4 in; EMPTY WEIGHT 24,500 kg; MAX TAKEOFF WEIGHT 45,200 kg; POWERPLANT 2 × Rolls-

Royce Deutschland BR725 turbofan, 71.6 kN each

Rollouts: New Wings

JOE LOMBARDOPRESIDENT,

GULFSTREAM AEROSPACE

LUÍS CARLOS AFFONSO EXECUTIVE VICE PRESIDENT,

EXECUTIVE JETS. EMBRAER

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ILA_SPs_Aviation_210x267 11.04.2008 13:10 Uhr Seite 1

The focal pointof aerospace.

German AerospaceIndustries Association

Official Partner Country: Hosted by:

Berlin AirShowwww.ila-berlin.com

May 27–June 1, 2008

Pg 36 ILA Berlin.indd 36 4/28/08 10:30:38 AM

MILITARY VIEWPOINT


The Global War on Terrorism (GWOT) has replicated the challenges and concerns faced by India for decision-makers in the US. The US Defence Modernisation 2008-2013 report compiled by the Aerospace Industries

Association gives indications of US defence planners experienc-ing dilemmas similar to that of India. With the defence budget increasingly focussing on conflicts across the borders, war on terrorism and increasing manpower costs, India’s military es-tablishment’s modernisation plans have for long been adversely hit. The US, apparently, is now in the same boat. A look at some of the key elements highlighted by the report.

Emerging national security challenges of the 21st century require renewed national focus on the

relevance of air powerAerospace Industries Association’s (AIA) concerns that will affect decision-makers response to long-deferred defence modernisa-tion and recapitalisation needs and requirements are inexorable growth in operations and maintenance costs; rising personnel expenditures, including future costs of recent increases in ac-tive duty end strength and simultaneous needs for reset and re-capitalisation. For several generations US’s national security has depended heavily on sustained military superiority, especially in aerospace systems which is fast degrading as the existing fleet is aging rapidly. The US has in the past also allocated defence budget at much higher levels than its current 4 per cent share of Gross Domestic Product (GDP).

Congressional Budget Office analysis indicates the need for steady procurement funding of $120–150 billion per year, in

constant dollars, to modernise the current forceAIA believes that while the investment resources proposed in the fiscal 2008-2013 Future Years Defence Program (FYDP) rep-resent a modest start, the FYDP itself doesn’t effectively address growing structural challenges within the US defence budget or the mounting modernisation and recapitalisation bills coming due as a result of years of deferred investment. Since then, there have been moderate increases in investment spending, heavily influenced recently by growth in RDT&E and transformational programmes. Congressional Budget Office analysis indicates the need for steady procurement funding of $120–150 billion per year, in constant dollars, to modernise the current force.

Funding Challenges for ModernisationFunding for investment is gradually being squeezed from the defence budget as military personnel, operations and mainte-nance costs take an increasing share of defence resources. By 2013, over a 25-year period, the operations and support ele-ment of the budget will have more than doubled, faster than the growth in the defence budget itself. In contrast, investment will increase by slightly more than 50 per cent, well below the

growth of the general budget. These trends translate into a struc-tural shift in which investment will decline to only 35 per cent of the defence budget by 2013, well below the 41 per cent level of fiscal 1988 and translate into billions of dollars being shifted from the investment portfolio (capital portion of the budget in the Indian context) into operations and support (revenue portion of the budget in the Indian context) costs. These trends suggest a change in the defence budget, in which operations and support consumes an ever-increasing share of the defence budget.

The Role of Air Power in the 2010 QDR and Defence PlanningThe 2006 QDR had focused on irregular warfare, defeating ter-rorist networks and weapons of mass destruction and similar operations being carried out in Iraq and Afghanistan. The 2010 QDR should re-evaluate the role of air power in all potential conflict regions, assess the appropriate balance among security challenges, such as planning for near-peer regional conflicts, while also engaging in the GWOT. Thus the plan should address modernisation to include:

• Airlift• UAVs • Rotary wing aircraft • Missiles• Space launch• Precision-guided munitions • Command, control, communications, computers, intelligence,

surveillance and reconnaissance (C4ISR) systems.

Resource Planning for Aerospace ModernisationAIA recommends the following approach. Sustain a national consensus to adequately fund national defence capability and readiness as a high and enduring priority in order to develop a long term modernisation plan to realistically address aero-space requirements. Support growth across the full spectrum of conflict and not only for the conflict US is currently engaged in. DoD thus needs to increase annual procurement spending to a steady state range of $120–150 billion, in constant dollars, to modernise the current force. Provide growth and stability in not only aerospace procurement but also in RDT&E. Foster innovation and stability in DoD investment planning. This can be best accomplished by establishing for the fiscal 2010 bud-get submission a Stable Programme Funding Account, similar to that proposed by the Defence Acquisition Performance As-sessment Panel, for all Acquisition Category I programmes. A pilot programme for capital budgeting is currently underway in DoD. Incorporate into broad national budget planning the goal of defence being no less than 4 per cent of GDP. AIA will assist the next administration in all its efforts to formulate a realistic plan for modernisation. SP

By Lt General (Retd) Naresh Chand

MILITARY VIEWPOINT

Budget Blues The US Defence Modernisation 2008-2013 report reveals funding for military personnel, operations and maintenance costs fuelled by the

GWOT are gobbling up an increasing share of defence resources

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MILITARY INDUSTRY


INDIA HAS BEEN INVITED to join the Eurofighter programme as a new partner. Announc-ing the invitation, Bernhard Gerwert, CEO of Military Air Systems, an integrated activity of EADS Defence & Security, said, “As part of our industrial cooperation offer, we invite India to become a member of the successful Eurofighter family. India is our partner of choice

and we are interested in long-lasting political, industrial and military relations which will be based on a win-win partnership. Therefore the door is widely open for India.”

Addressing representatives of the Indian Ministry of Defence, the Indian Air Force, suppli-ers and the media in Delhi on April 24, Gerwert emphasised that Eurofighter partners have intensive experiences in international cooperation because the combat aircraft is developed and manufactured as a quadrinational programme from the very beginning. Underlining that four nations, four air forces and the four leading European aerospace companies—EADS, EADS Casa, BAE Systems and Alenia Finmeccanica—fully support the Eurofighter campaign in India, he said: “We have a strong and committed international team and we will make sure that Eu-rofighter will be a major player in a fair and transparent competition.” On behalf of the Euro-fighter consortium and the industrial partners, EADS will deliver the bid proposal in response to India’s Request for Proposal (RFP) for Medium Multi-Role Combat Aircraft on April 28.

Conceding that the RFP’s requirements pertaining to transfer of technology, licence produc-tion and 50 per cent offset are challenging, Gerwert said, “We are ready to meet these chal-lenges and we will satisfy the expectations of our customer. Our team is working extremely hard to meet these requirements.” As a fast growing and dynamic country, India is not only regarded as a market but most importantly as a partner for joint industrial and military projects in the future. As a recent example, EADS Defence & Security and TATA announced in February 2008 to join forces for the Indian Army’s $1 billion (Rs 4,015 crore) Tactical Communications System.

Fully operational in four countries and with more than 700 orders from six customers (Ger-many, UK, Spain, Italy, Austria and Saudi Arabia), the Eurofighter Typhoon’s key feature is its multi- and swing-role capability that affords enormous flexibility. Simply put, the aircraft can fly either air-to-air or air-to-ground missions or both sorties at the same time. In terms of weapons payload, it is capable of carrying six air-to-air missiles plus additional air-to-surface weapons such as Paveway II or GBU-10/-16, or external fuel tanks on seven further hard points. Another operational benefit is the installation of the electronic warfare equipment in the wing tips with-out sacrificing external stores capacity.

Combining advanced technology with world-class performance, the combat aircraft provides highest levels of mission effectiveness for all scenarios and a broad range of mission flexibility. Further, its air-to-air refuelling capability extends mission duration and range. Remarkable agil-ity, capability and flexibility allow the Eurofighter Typhoon to meet the challenges of fast-chang-ing operational scenarios. SP

Four nations, four air forces and the four leading European aerospace companies—EADS, EADS Casa, BAE Systems and Alenia Finmeccanica—fully support the Eurofighter campaign in India

By SP’s Team

“As part of our industrial

cooperation offer, we invite India

to become a member of the successful

Eurofighter family. India is our partner

of choice and we are interested in

long-lasting political, industrial and

military relations which will be

based on a win-win partnership. Therefore the door

is widely open for India.”

—Bernhard Gerwert, CEO, Military Air

Systems, EADS Defence & Security

MILITARY INDUSTRY

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Hall of Fame


DID YURI GAGARIN AC-TUALLY utter these words from space? It is not easy to sift through the Soviet cold war pro-

paganda, and what may have been lost in translation, so as to arrive at the truth. However, fact is the Soviet Sputnik was the first artificial satel-lite to orbit the Earth and Yuri Gaga-rin in Vostok 1 the first human to be launched into space. The Americans recovered from the humiliation of these two triumphs of their archri-vals by putting a man on the moon eight years later.

Yuri Gagarin was born on March 9, 1934, in the village of Klushino, Smolensk. During World War II he had a dramatic introduction to avia-tion when a crippled Soviet fighter crashed in the neighbourhood. Yuri was among the throng of children who rushed to the site of the crash and clambered all over the wreck-age. Then and there Yuri decided to become a combat pilot. On Novem-ber 7, 1957, he was commissioned in the Soviet Air Force. The very same day he married Valentina. Caught up in the excitement of the wedding preparations, he had failed to notice the launch of Sputnik I & II a few weeks earlier.

In 1959, Yuri volunteered for space training—one of 154 pilots to do so. The training was rigorous and demanding; the recruits were bom-barded with space navigation, rocket propulsion, physiology, astronomy and upper atmospheric physics, and trained to cope with weightlessness. Yuri loved to sit in the simulated cockpit and imagine blasting off into space. The number of candidates progressively whittled down to 50, then 20, then six. Finally, a week be-fore the scheduled date, Yuri learned that he had been selected. His short size had apparently proved advanta-geous for the cramped Vostok cockpit.

April 11, 1961. 9.07 am. Vostok 1 was launched from the Baikonur Cos-

modrome in Kazakhstan and placed in an elliptical orbit with apogee 327 km and perigee 181 km. Prior to take-off, Gagarin drank water and ate some jelly. Essentially, he was little more than a passenger. Scientists feared the rigours of spaceflight might render a pilot un-

conscious and incapacitate him and hence, the craft was fully automated.

On the re-entry, a flaw in the recov-ery sequence gave Yuri several anxious

moments. The re-entry module was supposed to separate cleanly from the equipment module but did not. The un-balanced Vostok began to spin errati-cally, exposing less protected surfaces to the intense heat of re-entry. The module finally separated. Yuri was automatically

ejected from the craft at 7 km and de-scended by parachute. The mission was successfully completed at 10.55 am when he touched down in Sibe-ria. It took an hour and 48 minutes to orbit the Earth once and complete the mission. For several years the Soviets concealed the fact that Major Gagarin had to eject to make it safely back to Earth because it would have robbed the feat of some of its sheen. Fédéra-tion Aéronautique Internationale’s regulations mandate a pilot to land with his craft for a mission to qualify as a spaceflight.

Yuri, meanwhile, returned to Moscow to be feted and fawned over by an adoring populace. At the age of 27, he was transformed from a fighter pilot—one of thousands—to a world celebrity. A tour of the So-viet Union and the world brought him adulation on an unprecedented scale. Nikita Khrushchev compared him to Christopher Columbus, pub-licly smothered him with kisses and named him a Hero of the So-viet Union. The next few years were marked by Gagarin’s determined ef-forts to make another trip into space and the authorities’ stubborn refusal to let him do so. They did not want him to risk his life.

Fate, nonetheless, willed him a violent death. On March 27, 1968 Yuri and an instructor pilot took off in a MiG-15UTI jet on a routine train-ing mission. The sky was murky, the weather bad. A few minutes later the plane lost contact with the ground and crashed. Was poor visibility the cause? Did the MiG inadvertently enter the turbulent wake of a Su-11 jet on maximum afterburner, caus-ing the pilots to lose control? We may never know.

Years later, when Neil Armstrong and Edwin Aldrin landed on the moon they left one of Gagarin’s med-als there—a tribute to the world’s

first cosmonaut. SP

— Group Captain (Retd) Joseph Noronha,

Goa

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Yuri Gagarin(1934–1968)

April 11, 1961. 9.07 am. Vostok 1 was launched

from the Baikonur Cosmodrome in

Kazakhstan and placed in an elliptical orbit with

apogee 327 km and perigee 181 km. Prior to take-off, Gagarin drank water and ate some jelly. Essentially, he was little more than a

passenger. Scientists feared the rigours

of spaceflight might render a pilot unconscious

and incapacitate him and hence, the craft was

fully automated.

“I see the Earth! It is so beautiful!” were the ecstatic words of the very first human being to step across the threshold of the universe.

Hall of Fame.indd 39 4/28/08 2:30:50 PM

NEWSDigest


MILITARYAsia-Pacific

UAV kills armed criminals near BaghdadOn April 11, an air strike by a coalition forces’ Predator UAV (with Hell fire missile) killed six enemy combatants and injured one who were firing mortars at Iraqi security forces in Basra. The enemy combat-ants were observed in the Hy-anniyah district by a coalition aircraft and positively identi-

fied as an active mortar team. A day before, a Hellfire missile fired by a Predator UAV killed six heavily armed enemy combatants in Baghdad. Coali-tion forces from Multinational Division, Baghdad operating the UAV had observed a large group of enemy combatants with rocket-propelled grenade launchers and a mortar tube in northeast Baghdad.

Agreement between Indian and Pakistani institutesTo establish academic and scholarly ties for cooperation

in research on national and international security issues, an agreement has been signed between the Indian Institute of Defence Studies Analysis and Pakistani Institute of Strategic Studies. In a written reply in the Lok Sabha, Defence Minister A.K. Antony said the agreement came into force on February 4 for a period of five years and can be further ex-tended for subsequent periods of five years at a time unless either gives to the other a written notice three months in advance of its intention to

AIRBUS

• Aer Lingus, Ireland’s national carrier, has become the latest airline to place a firm order with Airbus for six A350 XWB. The contract brings total firm orders for the A350 XWB to 362.

• The first A400M, MSN001, has recently left station 40 where all the aircraft systems’ interfaces have been connected and the electrical system successfully tested with power-on. From station 40 the aircraft has been moved to station 35 where all the systems on board will be checked for compliance with design requirements.

ALENIA AERONAUTICA

• The DA7 Euro fighter Typhoon prototype is the first aircraft to enter the new anechoic shielded chamber, the largest in Europe, built by Alenia Aeronautica, a Finmeccanica company, to test the electromagnetic compatibility of aircraft and systems, and measure the performance of emitting devices, specifically in the field of radio frequencies.

ALLIANT TECHSYSTEMS

• Alliant Techsystems have recently delivered the 100,000th DSU-33 Proximity Sensor to the US Air Force. The DSU-33 provides proximity sensor functionality for weapons such as the Joint Direct Attack Munition, as well as general purpose bombs such as the Mk 80 and M117.

BAE SYSTEMS

• BAE Systems has developed a satellite navigation receiver system that provides uninterrupted operation of the GPS for air, land, and sea platforms.

• BAE Systems has cut metal on its first component for the F-35 Lightning II production aircraft. This opening cut, on a component part of the aft fuselage, signifies a major milestone for the F-35 Lightning II programme and is for the F-35 which will enter USAF in 2010.

BOEING

• Following Boeing’s announce-ment regarding changes to the 787 schedule, Finmeccanica states this will have no material impact on its consolidated results and therefore confirms the guidance issued to the market for 2008-2010.

QuickRoundUp

The Boeing Company on April 24 delivered a detailed 7,000-page proposal offering its advanced F/A-18E/F Super Hornet to the Indian Air Force as part

of India’s Medium Multi-Role Combat Aircraft competi-tion. Jim Albaugh, President and CEO, Boeing Integrated Defense Systems (IDS) said: “We are offering India the best-value, most advanced and proven multi-role com-bat fighter in production today.” India issued a Request for Proposal (RFP) for 126 multi-role combat fighters in August 2007. Boeing completed its proposal before the initial March 3 deadline, which the MoD subsequently rescheduled for April 28.

“Boeing’s strategic goal has been to seek a long-term partnership with India to help strengthen the country’s aerospace capabilities and enhance its national security,” said Chris Chadwick, President of Boeing Precision Engagement & Mobility Systems. “Choosing the F/A-18E/F would give Indians a direct hand in building an advanced fighter aircraft that will robustly defend their shores and airspace, infuse new strength into the Indian Air Force, and serve as a catalyst for India’s growing defence aerospace industry.” The Super Hornet variant being offered to India, the F/A-18IN, is based on the F/A-18E/F model flown by the US Navy and currently being built for the Royal Australian Air Force. Delivery of the first F/A-18IN Super Hornets to India can begin approximately 36 months after contract award. Advanced technology—such as Raytheon’s APG-79 Active Electronically Scanned Array radar—and proven reliability have enhanced the interest of US and international customers in the aircraft which is increasingly being lauded as a cost-effective and lethal air defence.

The US Government, supported by Lockheed Martin, has responded to the Indian Ministry of Defence’s Request for Proposal (RFP) for a Medium Multi-Role

Combat Aircraft (MMRCA) programme by proposing the most technologically advanced F-16 ever conceived, uniquely tailored to meet or exceed the requirements of the Indian Air Force.

“No other operational multi-role strike fighter in the world today compares to this aircraft,” said Orville Prins, Lockheed Martin’s Business Development Vice President and MMRCA programme Campaign Lead. “The F-16IN is a unique configuration of the F-16, designed to address the requirements specified in India’s RFP. The F-16 is already the most reliable, maintainable, affordable and safest multi-role fighter in the world. The F-16IN will be even better. This proposal also represents a long-term partnership between the Air Forces of India and the United States and between Indian industry and the F-16 industry team.”

The F-16IN has been especially designed to include a multitude of cutting-edge technologies such as a modern, full-colour, all-digital, glass cockpit; the APG-80 Active Electronically Scanned Array (AESA) radar; the GE F110-132A engine for increased, thrust; a large weapons inventory; a highly effective electronic warfare suite; and Conformal Fuel Tanks (CFTs) to significantly extend range and persistence. The aircraft also includes advanced survivability features such as superior agility, excellent pilot situational awareness, and critical systems redundancy. The F-16IN is designed to provide outstanding front-line capability, unprecedented reliability, and an extremely low total cost of ownership. The F-16IN is an advanced derivative of the most combat proven multi role strike fighter available in the international marketplace today. Twenty-four countries have selected the F-16 as their fighter aircraft of choice, with 14 of those countries selecting the aircraft for follow on buys an unprecedented 52 times.

RESPONSES TO MMRCA RFP—BOEING OFFERS SUPER HORNET, LOCKHEED MARTIN THE F-16IN

BOEING ASSURES DELIVERY OF THE FIRST F/A-18IN SUPER HORNETS TO INDIA CAN BEGIN APPROXIMATELY 36 MONTHS AFTER THE CONTRACT IS AWARDED

LOCKHEED MARTIN’S F-16IN HAS BEEN ESPECIALLY DESIGNED TO INCLUDE CUTTING-EDGE TECHNOLOGIES SUCH AS A MODERN, FULL-COLOUR, ALL-DIGITAL, GLASS COCKPIT

NewsDigest.indd 40 5/6/08 12:18:12 PM

NEWSDigest


terminate it before its expiry. The objectives are:• Exchange of ideas on issues of common concern through the conduct of scholarly conferences, seminars and round-tables • Mutual consultation and exchange of research scholars • Joint research projects • Exchange of research works and publications • Regular meetings between the representatives of the two institutes

Lockheed Martin contract for PakistanLockheed Martin Corporation, Lockheed Martin Aeronau-tics of Fort Worth, Texas, is being awarded two modified contracts for the procurement of non-recurring engineering activity for aircraft produc-tion programme changes; and developmental support equip-ment and country standard technical order for the Peace Drive I (Pakistan) programme for foreign military sales F-16 Block 52M aircraft.

Pakistan test-fires nuclear capable Shaheen-II againOn April 21, Pakistan test-fired the Shaheen-II long-range ballistic missile, which can carry nuclear and con-ventional warheads and hit targets within India, for the second time in three days. The Shaheen-II or Hatf-VI surface-to-surface ballistic missile,

which has a range of 2,000 km, was launched for the first time during a field training exercise by the army’s Stra-tegic Forces Command, the military stated. The location of the launch was not disclosed. All previous launches have been conducted by defence scientists and engineers. The Shaheen-II is Pakistan’s lon-gest range ballistic missile and was first tested in 2004.

Europe

President and CEO Åke Svensson addresses Saab’s annual meeting. Excerpts:An order has been received from Swedish Defence for the upgrading of 31 Gripen air-craft to the most modern ver-sions and also an order for a demonstrator programme for Gripen.

Also offers are being submitted to Switzerland, Norway and India. In 2007, an offer was submitted to Denmark, and work is in progress on several impor-tant campaigns including for countries in eastern Europe. An agreement was also con-cluded at a national level be-tween Thailand and Sweden for a complete defence sys-tem based on Gripen, which also includes an advanced airborne surveillance system with the Erieye radar on the Saab 340 aircraft and as-sociated communication and

• The Boeing Company began final assembly work on the first 777 Freighter at the company’s Everett, Washington, facility. The new cargo airplane will roll out of the factory during end of April.

• Boeing has announced a revised plan for first flight and initial deliveries of the 787 Dreamliner that includes additional schedule margin to reduce risk of further delays.

• Boeing Australia Limited has opened a component repair business that will be housed in a new facility at Melbourne Airport, Victoria and will maintain, repair and overhaul a wide range of components for commercial and military aircraft.

• Boeing Integrated Defense Systems has awarded Hamilton Sundstrand, a subsidiary of United Technologies Corp., a follow-on procurement con-tract to supply additional constant frequency electric systems for the Bell Boeing V-22 Osprey.

• The Boeing Company, through its commercial launch business, Boeing Launch Services, has been awarded a contract to launch DigitalGlobe’s sec-ond WorldView Earth-imaging satellite on a Delta II launch vehicle.

• Boeing and ANA celebrated the inau-gural flight of the first 767-300 Boeing Converted Freighter as well as the completion of the airplane’s journey to Seattle on the airplane’s second flight.

ELBIT SYSTEMS

• Elbit Systems Ltd have announced that its subsidiary Elbit Systems Electro-Optics Elop Ltd was selected by Lockheed Martin Aeronautics to supply new generation Head Up Displays for the new F-16 aircraft.

INDIA

• Close on the heels of floating multi-billion dollar global tenders for buying long-range artillery guns, India plans to invite international bids for purchase of 312 light helicopters. The tenders for these helicopters, 197 for the army aviation and another 115 for the air force, are expected to be floated shortly.

• India is in advanced stage of negotiations with Russia on purchase of 80 medium lift advanced version of the MI-17 helicopters. The medium

QuickRoundUp APPOINTMENTSIAF CHANGES IN OFFINGAir Marshal V.R. Iyer, with effect from May 1, takes over as the AOC-in-C of Training Command from the current incumbent Air Marshal G.S. Choudhry who retires on superannuation. Air Marshal S. Mukherji will move into Air Headquarters to take over Air Officer Personnel’s post to be vacated by Air Marshal V.R. Iyer.

HAWKER BEECHCRAFT CORPORATION APPOINTS CHARLES MAYER VP, MARKETINGHawker Beechcraft Corpora-tion has appointed Charles D. Mayer Vice President, Marketing. He will also lead marketing communications, public relations and internal communications, market analysis and database man-agement.

GULFSTREAM NAMES JIM GALLAGHER ENTRY- INTO-SERVICE DIRECTOR, GULFSTREAM G650 Gulfstream Aerospace has appointed Jim Gallagher to lead the Gulfstream G650 Entry-Into-Service program. Gallagher will develop and implement a plan for bring-ing the all-new business jet to market in 2012.

BOEING NAMES DE PALMAS TO LEAD RELATIONS WITH EU, NATOThe Boeing Company has named Antonio De Palmas, 44, President of European Union and NATO Relations.

BOEING NAMES DAVID DOHNALEK VP, FINANCE AND TREASURERThe Boeing Company has appointed David Dohnalek corporate treasurer, succeed-ing Paul Kinscherff, who has been named president of Boeing Middle East.

BOEING NAMES PAUL KIN-SCHERFF TO LEAD BUSI-NESS IN GULF STATESThe Boeing Company has named Paul Kinscherff Presi-dent of Boeing Middle East. Kinscherff, 49, will work with Boeing Saudi Arabia Presi-dent Ahmed Jazzar.

Dassault Falcon has appointed Jacques Chauvet as Se-nior Vice President to the new position of Worldwide Customer Service. The appointment integrates two

support organisations—the Eastern and Western Hemisphere Customer Service—into one support team, functioning under one worldwide leader. Chauvet has been with Dassault for 27 years, starting in the fighter jet prototype workshop in Saint-Cloud, France, and was previously Senior Vice President, Cus-

tomer Service Eastern Hemisphere. “Our goal of providing the best customer service possible to our Falcon owners around the world has never been more important to us,” said John Rosanvallon, President and CEO of Dassault Falcon. “With record sales and the deepest backlog in business aviation, unifying the support team under one leader is vital to keeping up with the growing Falcon fleet.”

Gerry Goguen, previously Dassault Falcon Jet Senior Vice President, Customer Service, will assume a new role as Senior Vice President, Customer Relations and Business Strategy. Goguen will provide guidance to enhance Dassault’s competitive position in the marketplace and will focus on customer expectations. He will report to Jacques Chauvet. “Gerry has been the driving force for many of our new programs over the past several years and has played a very important role in our success to date,” said Chauvet. “He has a unique strategic vision that will help guide our Customer Service activities moving forward.”

DASSAULT FALCON CONSOLIDATES WORLDWIDE LEADERSHIP


NEWSDigest


command systems. Gripen has thereby established itself in the three important market segments that have been identified: to replace Russian aircraft, to replace French aircraft and now also to re-place American aircraft.

Thus, at present, Gripen is in service/being deliv-ered in Sweden, Thailand, Hungary, Czech Republic and South Africa.

Americas

DARPA celebrates 50 years of technological evolutionWhen Russia surprised the world a half century ago by launching the Sputnik satellite through Earth’s atmosphere, the ripple effect spurred the White House into action and in response President Dwight D. Eisenhower in February 1958 commissioned DARPA. Fifty years later, the agency’s mission remains clear: prevent future technological surprises for the US and create them for the nation’s enemies. Several hundred past and present DARPA employees gathered to celebrate a half century of success that produced the Saturn V rocket that enabled US Apollo missions to fly to the moon, stealth aircraft, guided munitions, body armour, and an early version of today’s Internet, to name some of the agency’s mainstays.

Orbital awarded US Air Force contractOrbital Sciences Corporation have announced that the US Air Force Space and Missiles Systems Center has ordered three additional Minotaur space launch vehicles in sup-port of the new Operationally Responsive Space office. The order for Minotaur vehicles consists of two Minotaur IV vehicles and one Minotaur I vehicle for launches that will take place in 2010-2011.

Cyber Command officials define unit’s scopeUsing energy as a war fighting tool is one area that mem-bers of the Air Force Cyber Command’s 450th Electronic Warfare (EW) will be charged with exploring. So far, elec-tronic warfare has focused on radar jamming, deception,

coding new frequencies and such, and mostly on airborne platforms such at the B-52, F-15 and B-1B. The EW Wing has been asked to look at ex-panding their capabilities and one of these areas is through the use of directed energy such as lasers or microwaves or high powered electromag-netic pulses. But warfare in the electromagnetic spectrum is more than the use of directed energy. There are visible and non-visible aspects of the spec-trum to include infrared, ultra violet, gamma rays, X-rays and so forth, and those are divided even further into electric and magnetic fields.

Boeing delivers 1st Laser Joint Direct Attack MunitionThe Boeing Company has delivered the first LJDAM kits to the US Air Force. The Precision Laser Guidance Set (PLGS) kits are being produced to satisfy the air force and navy’s urgent need for engage-ment of fast-moving land targets. The initial LJDAM con-tract, awarded in May 2007, will add 600 laser seekers to the services’ existing inven-tory of 500-pound bombs. The tests demonstrated LJDAM’s ability to engage and destroy targets moving up to 70 miles per hour.

CIVILAsia-Pacific

Lockheed Martin wins BSAT-3b Satellite contractLockheed Martin has been awarded a contract by B-SAT of Japan to build its next geostationary telecommuni-cations satellite. Designated BSAT-3b, the satellite will provide high-definition direct broadcast services throughout Japan following its scheduled launch the third quarter of 2010 aboard an Arianespace launch vehicle. The Lockheed Martin A2100 geosynchro-nous spacecraft series is de-signed to meet a wide variety of telecommunications needs.

Americas

TeamSAI predicts strong MRO growth in next 10 yearsDuring the opening session

of the annual Aviation Week Group, North American MRO Conference, Chris Doan, Team-SAI President & CEO, predicted an annual growth averaging 4.3 per cent for the worldwide MRO industry to yield a total revenue level of $68.6 billion in 2018. The forecast specifi-cally covers western-built jet aircraft in commercial airline service worldwide. Doan’s presentation pointed out that key drivers include the fact that much of the scheduled MRO work has been queued up by fleet decisions made five to 10 years ago, as well as shortages in the work force pushing labour rates up, and the impact of the weak dollar on the international market.

Major US carriers face massive fleet upgrade costAscend, the world’s leading provider of information and consultancy to the global aero-space industry, reveals that the airlines face being stuck with old aircraft for years to come because they currently do not have enough firm orders to replace them. Over the next decade, major US airlines are facing a potentially crippling bill to upgrade ageing fleets, according to industry experts. Order backlogs at both Boeing and Airbus means there is unlikely to be any quick fix. The problems are particularly acute for major US carriers American Airlines, Northwest Airlines and United Airlines.

SPACEAmericas

Modernised GPS satellite begins operationsA rapid on-orbit deployment of the modernised Global Positioning System Block IIR satellite launched on March

choppers are being purchased to boost up Indian Air Force’s logistic capability.

• In a written reply in the Lok Sabha Defense Minister A.K. Antony said India has signed a contract for upgra-dation of 63 MiG-29 aircraft with M/s RAC–MiG, Russia. Thirteen MiG-29 aircraft have crashed till date since their induction in mid-1980s. The upgradation of all 63 aircraft is likely to be completed by March 2014.

ISRAEL AIRCRAFT INDUSTRIES

• The first flight of Spanish Army’s UAV (Searcher Mk-II-J of Israel Aircraft Industries deployed in Afghanistan has been flown for 22 minutes from Herat forward support base.

LOCKHEED MARTIN

• Lockheed Martin has received a contract from Mitsubishi Heavy Indus-tries to manufacture components for eight additional F-2 production aircraft. MHI is the prime contrac-tor for the F-2, Japan’s operational support fighter.

• Lockheed Martin Corp., Lockheed Martin Aeronautical Systems has been awarded a firm fixed price contract for Lot 1, material/fabrication, initial spares and Lot 2 advance procurement for the C-5M Reliability Enhancement and Re-engining Programme.

• The VINASAT-1 communications satellite, designed and built by Lockheed Martin for Vietnam Posts and Telecommunications Group of Vietnam, has been successfully launched from Kourou, French Guiana. VINASAT-1 is based on Lockheed Martin’s A2100A spacecraft platform.

NORTHROP GRUMMAN

• Northrop Grumman Corporation has been awarded five-year contract from the US Department of Defense to support theoretical studies and engineering research for Army, Navy and Air Force research and development programmes. The indefinite delivery/indefinite quantity Theoretical Studies and Engineering Services contract has an option for five additional years.

• Alliant Techsystems has received a contract option from Northrop Grumman Corporation to refurbish components and replace propellant on

QuickRoundUp


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15 from Cape Canaveral was completed by a combined US Air Force/Lockheed Martin team. Declared operational for military and civilian navigation users worldwide, the space-craft includes new features that enhance operations.

New satellite affords more power, better fighter supportThe most powerful communi-cations satellite in the US De-partment of Defense inventory went operational during mid-April. The Wideband Global SATCOM satellite is the first of six satellites that will take over long-haul communications from the legacy constellation, the Defense Satellite Commu-nications System (DSCS). Origi-nally planned as a gap filler between the DSCS and a more capable system, it evolved to become the new system.

Raytheon wins GPS contractRaytheon Company has won a US Air Force contract to complete the development and

certification of next-generation global positioning receivers. Under the Modernized User Equipment program, the circuit card technology will connect military users with new GPS navigation signals compatible with enhanced NAVSTAR GPS satellites.

Europe

Astrium wins ESA contract to build Sentinel-2Astrium has been appointed by the European Space Agency to be the prime contractor to build Sentinel-2, the first optical satellite in the Senti-nel series. The contract was signed in Friedrichshafen, Germany. Sentinel-2 will provide a permanent record of comprehensive data to help inform the agricultural sector (utilisation, coverage), forestry industry (population, damage, forest fires), disaster control (management, early warn-ing) and humanitarian relief programmes. •

Minuteman III Stage 1, 2 and 3 rocket motors. The Minuteman III Propulsion Replacement Program began in 1998.

PRATT & WHITNEY

• Pratt & Whitney’s Geared Turbofan demonstrator engine has begun Phase II ground testing at the company’s advanced test facility in West Palm Beach, Fla. Phase II of the ground test programme will focus on engine per-formance and acoustic characteristics with a flight capable nacelle system prior to initiating flight testing mid-year.

RAYTHEON

• Raytheon Company is developing transmit-receive modules based on the advanced semiconductor gallium nitride for use in future radar upgrades.

• Raytheon Integrated Defense Systems of Woburn, Mass., has been awarded by the Missile Defense Agency an indefinite-delivery, indefinite-quan-tity contract to support the design, development, and activation of a European-based mid-course radar to be completed by February 2013.

• Raytheon Company was awarded an US Air Force contract for Phase II risk reduction of a radar-jamming variant of its Miniature Air Launched Decoy—a state-of-the-art, low-cost flight vehicle that is modular, air-launched and programmable.

SAAB

• FMV, the Swedish Defence Material Administration has responded to a re-quest from the Croatian government for information regarding the supply of 12 new Gripen fighters.

SUKHOI

• The State Corporation “Bank for Development and Foreign Economic Affairs” (Vnesheconombank, Russia), COFACE, a French export credit agency, and SACE, an Italian export credit agency signed a Joint statement on the establishment of an integrated export credit financing scheme for the Sukhoi Superjet 100 international sales.

US

• The USAF’s F-22 Raptor is under attack from clams dropped by birds on the Langley Air Force Base runway to break open the shell-fish appetizer.

QuickRoundUp SHOW CALENDAR28 April-30 AprilIDGA’S COCKPIT AVIONICS, DOUBLETREE HOTEL, ANNAPOLIS, MD, USAOrganisers: IDGAEmail: [email protected]: www.idga.org

1 May-2 MayARMED UNMANNED AIRCRAFT SYSTEMS, WYNN LAS VEGAS, LAS VEGAS, NEVADA, USAOrganisers: Technology Train-ing CorporationEmail: [email protected]: www.ttcus.com

5 May-7 May5TH GLOBAL CONFERENCE: WAR, VIRTUAL WAR AND HUMAN SECURITY, BUDAPEST, HUNGARYOrganisers: Inter DisciplinaryEmail: [email protected]: www.inter-disciplinary.net

5 May-7 May6TH ANNUAL AEROSPACE & DEFENSE INDUSTRY SUPPLIERS CONFERENCE, THE JONATHAN CLUB, LOS ANGELES, CALIFORNIA, USAOrganisers: SpeedNewsEmail: [email protected]: www.speednews.com/defenseconference

11 May-13 MayHELI MIDDLE EAST CONFERENCE, GRAND HYATT MUSCAT HOTEL, MUSCAT, OMANOrganisers: Shephard Confer-ences & ExhibitionsEmail: [email protected]: www.shephard.co.uk/heli-me

19 May-20 MayFIGHTER TRAINING 2008, LONDONOrganisers: SMIEmail: [email protected] URL: www.smi-online.co.uk

19 May-20 MayGULF C4I 2008, ARMED FORCES CLUB, ABU DHABI, UNITED ARAB EMIRATESOrganisers: Worldwide Busi-ness ResearchEmail: [email protected]: www.gulfc4i.com

Boeing and Airbus have signed an agreement to work together to ensure global interoperability in air traffic management as part of an effort to help reduce the impact of aviation on the environment. The companies will seek the ac-

celeration of improvements to the world’s air transportation management system in order to increase efficiency and eliminate traffic congestion. Scott Carson, Boeing Commercial Airplanes President and CEO, and Tom Enders, Airbus president and CEO, signed the agreement between the two industry leaders at the sidelines of the third Aviation and Environmental Summit in Geneva.

“Airbus and Boeing are great competitors and this has been a critical element that has sharpened our focus and efforts toward making aviation more efficient,” Carson said. “While our approaches often differ, we are working towards the same goal—to reduce aviation’s environmental impact.”

The initiative by Airbus and Boeing to work together to help the aviation sector and governments choose the most direct path to a modernised air traffic manage-ment system is part of a three-pronged approach to help improve the environ-mental performance of aviation. The other two prongs are competition, which is criti-cal for environmental and technological

advances that result in new aircraft programmes such as the Airbus A380 and Boeing 787, and support for industry alignment on environmental positions where appropriate.

“I am convinced technology and innovation hold the key to reducing aviation’s environmental impact and increasing eco-efficiency,” Enders said. “And competition is a great motivator for this. Where Boeing and Airbus share a common position on the environment and safety, it is in all our interests that we cooperate to achieve our common goals more quickly.”

In the last 40 years, the aviation industry has made significant improvements in aircraft efficiency with reductions of 70 per cent in carbon dioxide, 90 per cent in noise and 90 per cent less unburned hydrocarbons. The Advisory Council for Aeronau-tics Research in Europe targets reductions of 50 per cent in carbon dioxide and 80 per cent in nitrogen oxides by 2020. A modernised air traffic management system will be a key contributor to achieve this goal.

BOEING, AIRBUS JOIN HANDS IN GREEN DRIVE

THE INITIATIVE BY THE TWO GIANTS OF THE AVIATION INDUSTRY IS PART OF A THREE-PRONGED APPROACH TO HELP IMPROVE THE ENVIRONMENTAL PERFORMANCE OF AVIATION


LASTWord


Glory, or rather the lack of it in the condescending con-fines of ‘glorified’, and gumption, an unexpected dose from unexpected quarters, came into sharp focus at Calicut airport on April 7 when, following a heated

altercation, Rajya Sabha MP Abdul Wahab was offloaded from an Air India aircraft under instructions of the Pilot-in-Com-mand, Captain Rajat Rana. Unprecedented and unusual in many aspects, the incident has triggered a multi-faceted com-plexity. Adding a touch of the bizarre to the sensational, an employee of a state-owned—and not a private airline—dared to act against a powerful political entity in the Government. Not an experience Air India’s new CMD can hope to cherish within a week of assuming charge.

Events leading up to the flashpoint were nothing out of the ordinary. The Air India flight from Bahrain arrived in Calicut 20 minutes behind time and thereafter, departure for Cochin was held up for Wahab, who, escorted by the Duty Airport Manager, boarded the aircraft few minutes late. Worked up over the de-lay, Captain Rana reportedly started berating the Duty Airport Manager when Wahab allegedly entered the cockpit to inter-vene on behalf of the latter. The MP is accused of dubbing the Captain “a glorified driver”, provoking the pilot to stubbornly refuse to fly the aircraft with the MP onboard. Evidently, what seems to have triggered the Captain to throw the rule book at the VIP was the derogatory remark and not really the ‘security implications of unauthorised entry into the cockpit’.

Fortunately, Wahab chose not to escalate matters and dis-embarked. One with lesser wisdom or humility could have adopted a confrontational approach, possibly demanding im-mediate intervention by the CMD Air India, the DGCA, Minister of Civil Aviation or even the Prime Minister. Opting to instead withdraw, the minister displayed exemplary wisdom, maturity, humility and grace even if it is construed by some as accep-tance of guilt. A wealthy Keralite NRI entrepreneur in the Gulf, Wahab has been a member of the Rajya Sabha since 2004. Apart from controlling a vast business empire covering real estate, hospitality and shipping, he enjoys good reputation as a philanthropist and a thorough gentleman.

A legacy of the colonial past, the VIP menace continues to afflict Indian society with sycophancy of state agencies contrib-uting proactively to perpetuate this malaise. In this episode, Air India and the Ministry of Civil Aviation, both departments of the government, are in a dilemma: neither can afford to an-

noy the VIP com-munity nor can they take on pilots’ associations with the attendant risk of country-wide disruption of air services. Taking a serious view of the affront, the Indian Commercial Pilots’ Association is determined to settle for nothing less than an apology from Wahab. He, on the other hand, has threatened action through the Parliament. Already, conciliatory signals are emanating from the Ministry of Civil Aviation.

In retrospect, what is cause for dismay is the public dis-play by a member of the political establishment of the pathetic lack of knowledge, poor understanding and scant respect for a highly specialised segment of professionals whose contribution to social and economic development of the nation can neither be undermined nor ignored. Going by the yardstick employed by Wahab, even Neil Armstrong would perhaps fall in the same subservient social group—of ‘glorified drivers’! The MP ought to appreciate that pilots are no less capable or specialised than professionals from any other discipline. The alleged remark appears especially indiscreet as one airline pilot had in the past held the position of Chief Executive of the nation.

Air India’s immediate response that “the customer is always right” is perhaps limited to situations where the ‘customer’ is a VIP, as this spirit is usually not perceptible in cases involving the common man. This time around, Air India has been caught off-guard—never before has anyone in the airline industry asserted his authority in the man-ner expressed by Captain Rana, albeit spontaneous and not premeditated. However, the key issue is whether Air India is able to recognise the feeble but clear signals indicating thin tolerance, simmering discontent and yearning for change. The manner in which the case is finally disposed of will give a clear indication of how serious the civil aviation authori-ties are about transforming Air India from a government de-partment to a dynamic private enterprise capable of holding its own in a highly competitive world. SP

— Air Marshal (Retd) B.K. Pandey

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Going by Rajya Sabha MP Abdul Wahab’s yardstick, even Neil Armstrong would perhaps fall in the same subservient social group— of ‘glorified drivers’!

An IngloriousSPATAn Inglorious

LastWord.indd 44 4/28/08 3:23:50 PM

So, here we are...


SP’s

A n E x c l u s i v e M a g a z i n e o n C i v i l Av i a t i o n f r o m I n d i a

Back Cover Inside.indd 45 4/28/08 12:07:15 PM

www.lockheedmartin.com

F-16 proven record of performance.

4,300 deliveries and counting.

The greatest multirole fi ghter units in the world demand nothing less than the greatest

operational multirole fi ghter. The F-16 operates with durability and precision in all conditions.

Its adaptability to new technology keeps it at state-of-the-art performance. And it’s easily the

most cost-effective fi ghter to deploy, maintain and support. At 4,300 deliveries and counting,

the F-16 has a proven record of incorporating new technology to maintain the combat edge.

301-54168_F16_provn_SPA.indd 1 1/18/08 11:13:00 AM

Back Cover.indd 46 4/28/08 11:10:14 AM

sp's aviation april 2008

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