sp's aviation july 2012

AviationSP’s

www.spsaviation.net

An SP Guide PublicAtion

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

Boeing & Embraer join hands for

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Business Aviation: Seat Configurations Regional Aviation: Optimum Locations in India

ISRO: An Introspection IAF's PGM Capability

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July • 2012

- FARnBOROuGh - SOMe OF Key hIGhLIGhtS- SP'S exCLuSIveS

StORy On PAGe 24

CFM. always exCeeding our proMises.

CFM* customers are used to pleasant surprises. Our history proves we not only keep our word, we deliver way beyond it. Building our customers’ trust. Building our customers’ profits. With better than expected technology upgrades, engine reliability, maintenance cost reduction, time on wing performance and strong asset values. The list is nearly as long as the life of one of our engines. Visit www.cfm56.com and see why, when we make promises, they don’t melt away.

*CFM, CFM56 and the CFM logo are all trademarks of CFM International, a 50/50 joint company of Snecma (Safran Group) and GE.

SP_CivilAviation_Promises_267x210.indd 1 16/05/2012 10:51

Issue 7 • 2012 SP’S AVIATION 1

SPAce31 exploration Year of Reckoning

SemINAr33 AeW&c For Strategic Independence

RegulaR DepaRtments

3 A Word from editor

5 NewsWithViews – 49 per cent FDI a Far Cry – China’s Successful Shenzhou-9

Spacecraft

35 Hall of Fame Geoffrey de Havilland

(1882-1965)

36 NewsDigest

40 LastWord Survival in Doubt

FIrST

4 Autonomous Flight

SP’S excLuSIVeS

7 IuSAV India’s Stealthy Aircraft

8 AmcA Indigenous Development

9 LcH On Sea-level Trials

cIVIL

10 Business Aviation Seat Matrix

Ergonomics to the Fore

15 regional Aviation Green Light for Growth

mILITAry

18 Laser-Guided Bombs Building LGB Capability

20 Technology The Wonder Radar

SpiritS highFarnborough 2012 will serve as a platform for about 1,400 exhibitors from the aerospace,

defence, space and security sectors from across the world showcasing

their latest technologies

Cover Photo: Boeing and Embraer have announced an agreement to collaborate on marketing and

developing technologies for the Embraer’s transport aircraft KC-390.

Image By: Embraer

•

TaBle of ConTenTsIssue 7 • 2012

AviationSP’s

News Flies. We gather intelligence. Every Month. From india.

An SP Guide PublicAtion

NExt iSSuE: Business Aviation and Environment

AviationSP’s

www.spsaviation.net

AN SP GUIDE PUBLICATION

`100

.00

(IN

DIA

-BA

SED

BU

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

Boeing & Embraer join hands for

KC-390

Business Aviation: Seat Configurations Regional Aviation: Optimum Locations in India

ISRO: An Introspection IAF's PGM Capability

plus much more...RN

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JULY • 2012

- FARNBOROUGH - SOME OF KEY HIGHLIGHTS- SP'S EXCLUSIVES

STORY ON PAGE 24

SP's Aviation Cover 07-12.indd 1 04/07/12 12:32 PM

leaD stoRy

the Boeing C-17 globemaster iii airlifter, which is likely to be delivered to the indian Air Force by next year, will be on flying display at the Farnborough Air Show 22

2 SP’S AVIATION Issue 7 • 2012 www.spsaviation.net

PuBLISHER AnD EDITOR-In-CHIEF

Jayant Baranwal

ASSISTAnT GROuP EDITOR

R. Chandrakanth

SEnIOR VISITInG EDITOR

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EuROPE

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09 Light combat Helicopter Sea Trials

15 regional Aviation: Green Light for Growth

10 Business Aviation:Seat matrix

PLuS...

A Word from Editor


Even though labeled to be a fully Indian effort, it is

understood that the DRDO has held discussions with

EADS, Saab, Dassault and BAE Systems for possible technological partnerships for the IUSAV programme

Jayant Baranwal

Publisher & Editor-in-Chief

The aviation world is once again all set to con-gregate in the UK for the July 9-15 ‘Farnbor-ough 2012’ Air Show. Despite the dark clouds of gloom hovering over the European economy, the organisers are upbeat about the show’s out-come. Their high spirits are not misplaced as

Farnborough is ready to serve as a platform for over 1,400 exhibiters from the aerospace, defence, space and security sectors from across the world to showcase and demonstrate aircraft, equipment and related technologies.

For the first time, visitors to Farnborough will be able to witness the future of space travel with Virgin Galactic – the world’s first ‘Spaceline’ – showcasing ‘Space Ship Two’ that will offer passengers the opportunity to experience sub-orbital space travel including weightlessness.

Keeping in view the success of the indoor flying area for unmanned aerial systems (UAS) created for the first time in 2010; the organisers have decided not only to have a central location to showcase the UAS but will also provide a purpose-built net for flying and ground systems’ demonstrations.

Inspired by metamorphic vision of the Indian Air Force (IAF), to transform itself into a first-class strategic force with global reach and effect, the DRDO has been nudged into un-dertaking a slew of indigenous development programmes. On the heels of the Tejas project which has concurrently moved from the development phase to limited series pro-duction (LSP), the DRDO has embarked upon the design and development of the next generation fighter. In an exclusive report, SP’s Special Correspondent covers the advanced me-dium combat aircraft (AMCA) programme—a stealthy twin-engine strike fighter that is intended to be an Indian take on the US F-22 Raptor. On the rotary-wing front, India’s light combat helicopter (LCH) is in the midst of sea-trials off In-dia’s East Coast just outside Chennai.

It is slowly becoming clear as to what India’s hush-hush stealth unmanned combat air vehicle would look like. The Indian Unmanned Strike Air Vehicle (IUSAV) under prelimi-nary definition and development by the Aeronautical Devel-opment Agency (ADA) is intended as a stealthy autonomous strike aircraft. But even though labeled to be a fully Indian effort, it is understood that the DRDO has held discussions

with the likes of EADS, Saab, Dassault and BAE Systems for possible technological partnerships.

On space exploration, however, while China demonstrat-ed its prowess by successfully launching and recovering a manned docking mission, India’s space programme appears to have been halted in its tracks because of the twin failures of GSLV launches. While ISRO claims to have unraveled the cause of the back-to-back failures, it must make the GSLV Mk II operational as quickly as possible and move onto the GSLV Mk III to keep its tryst for a 2016 or so manned space mission.

The bottom line in a business jet purchase remains on how well it does on ergonomics. This edition carries a well-researched article on business jet seat matrix, which speaks of what high-net-worth individuals are looking for. Then there is also an article on regional aviation which states how judiciously chosen regional airports can translate to in-creased revenue since connectivity itself generates demand.

Do join us in the cooler climes of Farnborough for a scin-tillating air show.

In the meantime, Happy Reading.


FF

irst

BOeINg’S PhANTOm eye uNmANNed airborne system (UAS) has completed its first autonomous flight at NASA’s Dryden Flight Research Center at Edwards Air Force Base, California.

The 28-minute flight began at 6:22 a.m. as the liquid-hydrogen powered aircraft lifted off its launch cart. Phan-tom Eye climbed to an altitude of 4,080 feet and reached a cruising speed of 62 knots. After touching down, the vehicle sustained some damage when the landing gear dug into the lakebed and broke.

“This day ushers in a new era of persistent intelligence, surveillance and reconnaissance (ISR) where an unmanned aircraft will remain on station for days at a time providing critical information and services,” said Darryl Davis, Presi-dent, Boeing Phantom Works. “This flight puts Boeing on a path to accomplish another aerospace first—the capability of four days of unrefueled, autonomous flight.”

Phantom Eye is the latest in a series of Boeing-funded

rapid prototyping programmes, which include Phantom Ray, Echo Ranger, ScanEagle Compressed Carriage, and an associated Common Open Mission Management Command and Control (COMC2) system capable of managing all of the company’s unmanned assets. The flight took place following a series of taxi tests in April that validated ground guidance, navigation and control, mission planning, pilot interface and operational procedures.

Phantom Eye’s innovative and environmentally respon-sible liquid-hydrogen propulsion system will allow the air-craft to stay on station for up to four days while providing persistent monitoring over large areas at a ceiling of up to 65,000 feet, creating only water as a by-product. The dem-onstrator, with its 150-foot wingspan, is capable of carrying a 450-pound payload. SP

Boeing Phantom is designed to remain airborne for up to four days while reaching altitudes of 65,000 feet

A u t o n o m o u s

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The INdIAN GOVerNmeNT’S much talked about and long-awaited but yet to be announced decision to allow foreign direct investment (FDI) by foreign air-lines in the Indian air carriers was indeed discussed

at length during the recently held International Air Transport Association’s 68th annual meet in Beijing. It may be recalled that a proposal to allow foreign carriers to own up to 49 per cent in Indian airline companies has been pending for months now for consideration by the Indian Cabinet because of political opposition. But even if the political consensus came through allowing the Indi-an Government to tweak the pol-icy as planned, there seems to be no guarantee that it would open the floodgates for foreign air-lines rushing in to invest in the Indian carriers. Views expressed by the leaders/CEOs of interna-tional carriers during the Beijing conference amply proved the point. Their collective views were brought out comprehensively by Tim Clark, President Emir-ates during a recent interview to an Indian newspaper. “India’s proposed policy to allow global airlines to acquire equity stakes in domestic airlines is rational as these carriers have much to offer in terms of expertise, con-nectivity and convenience. How-ever, a change in the FDI policy alone will not suffice to attract investments. Investors in addi-tion would need the comfort of a ‘ring fence’. Why would a foreign airline infuse capital in a cash-strapped Indian airline company like Kingfisher or Air India unless its investment is protect-ed?” According to Clark, the Indian Government should offer foreign airlines some incentives; a clean balance sheet, no debts, firewalls against interference and freedom to procure assets in a transparent way.

From the above, it is abundantly clear that much more would have to be done by the Ministry of Civil Aviation (MoCA) to attract FDI infusion into the Indian civil aviation market, if it is really serious to help domestic airlines which are struggling hard to stay afloat amidst worsening financial woes. Kingfish-

er and Air India are already on the brink, but all other air-lines barring perhaps the low-cost IndiGo are running in the red. But poor management cannot be the sole reason for their financial ill-health as it is being attributed by some aviation pundits and especially the ones belonging to the government circles. Actually, much of the problem has been created by the government itself, which by taking fragmented and at times irrational decisions has literally axed the growth of what was emerging as one of the fastest growing sectors in the country.

At the heart of the problem lies the skewed aviation tur-bine fuel (ATF) pricing policy of the government. India’s ATF market is afflicted by anti-com-petitive practices largely due to the oligopolistic environment cre-ated by the government-owned companies which supply it to the domestic airlines; that too in a manner which is anything but transparent. For example do-mestic airlines are paying at least 50 per cent more for the ATF in India compared with places like Singapore and Sharjah. In addi-tion, a differential policy is fol-lowed for jet fuel whereby it costs less for international flights than domestic flights. What could pos-sibly be the reason for this inex-plicable disparity, unless it has something to do with the govern-ment mindset that anybody who flies within India has to be from a rich background and therefore can be discriminately taxed.

But the ATF pricing policy is not the only problem, the ailing civil aviation sector needs a slew

of policy reforms if it has to attract the FDI it is seeking. As a top honcho of a foreign airline group remarked, “India is an attractive destination for us to serve, but I am not sure if India will be an attractive destination for us to invest in.”

Lastly, if India continues to pitch it’s state-owned, fully-subsidised ‘White Elephant’ Air India and private carriers to slug it out against one another, there is little chance of foreign airlines risking their investments in a highly uneven playing field. SP

—Air Marshal (Retd) V.K. Bhatia

49 per cent FDI a Far cryThere seems to be little enthusiasm among international airlines over the government’s plan to allow them to pick 49 per cent stake in their Indian counterparts. In spite of a high and sustained growth in passenger traffic, the financial strength of almost all Indian airlines is severely affected leading foreign carriers to be disinclined to invest at the moment. Top aviation officials who met at the 68th annual meet of the International Air Transport Association (IATA) in Beijing mid-June, spoke about strict regulations, lack of reforms and the Indian Government backing Air India as factors which came in the way of the competition.

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IN The yeAr 1999, the space agency of the People’s Republic of China known as the China National Space Administration (CNSA), initiated its three-phase manned space programme described as Project 921.

The project included the launching of manned spacecraft, establishment of a space station and eventually a mission to land a Chinese astronaut on the moon. Compared with the 400-tonne International Space Station or even the smaller Russian Mir or the US Skylab, China’s Tiangong 1 (Heavenly Palace) space lab module currently in orbit at an altitude of 343 km above the surface of the earth, is rela-tively small, weighing only 8.5 tonnes. Building a space station larger than Heavenly Palace and a more permanent one will be the third and last phase of Project 921, which is scheduled to be completed by 2020. This is expected to be followed by the manned lunar mission.

The notable milestones in China’s manned space pro-gramme so far have been send-ing its first man into space in 2003, a space walk by a Chi-nese astronaut in 2008 and now a manned docking mission with the orbiting space sta-tion Heavenly Palace. A remote controlled docking of the Shen-zhou 8 with the Tiangong 1 or-bital module was achieved in November last year. However, what made the fourth manned mission on June 16 of the Shen-zhou-9 spacecraft particularly significant is the fact that the crew of three included China’s first female astronaut and the 57th in the world, a 33-year-old Chinese air force pilot named Liu Yang, mother of one. Liu’s mission made China the third country after Russia and the US to send a wom-an into space. The two male astronauts accompanying Liu Yang on the mission were Liu Wang and the Mission Commander Jing Haipeng. This two-week manned mis-sion comes nearly four years after the last successful mis-sion in September 2008. While by Western yardsticks, this mission may appear elementary and in technical terms a

repeat of docking capability already demonstrated, it cer-tainly reflects the level of aggressive commitment to Proj-ect 921, overall synergy in the Chinese space programme and the pace at which it is moving ahead. It is only a mat-ter of time before China’s space endeavours will match or even surpass those of the other leading space pow-ers. It would be reasonable to assume that China’s space ambitions will not end with the lunar mission but will extend to exploration of deep space and possibly manned missions to Mars and beyond. In the immediate future,

several more docking missions however, will be required to be undertaken by the CNSA to complete the construction of the space station as well as for its sustained manning. Reports indicate that docking was suc-cessfully completed in less than eight minutes.

As against China’s impres-sive forward march in its space programme, the proposal by the Indian Space Research Or-ganisation (ISRO) for manned space flight appears to have lost steam. Formally moot-ed in 2006, despite periodi-cal rhetoric, there appears to have been no significant prog-ress on this front in the last six years. It is understood that the Indian manned space flight programme has actually not progressed beyond the initial studies for the identification of challenges and the preparation of cost estimates. The lack of progress is partly attributable

to the failures of India’s geosynchronous space launch ve-hicles (GSLV), one fitted with an indigenously developed cryogenic engine and another with a Russian engine. Ini-tially envisaged for 2016, it appears unlikely that ISRO would be able to get its act together to send a man into space even by 2020. In fact, given the track record of ISRO especially in the last decade, an Indian lunar mission does not appear to be in the realm of possibility in a respectable time frame. SP

—Air Marshal (Retd) B.K. Pandey

chIna’s successFul shenzhou-9 spacecraFtOn June 16, 2012, China successfully launched the Shenzhou-9 spacecraft, which carried a crew of three, including the country’s first female astronaut Liu Yang. The astronauts completed the country’s first manned docking mission, an important step in China’s ambitious plan to build a space station by 2020. The successful launch, from a remote desert in western China, powered by a Long March 2F rocket, was televised live from the Jiuquan Satellite Launch Centre in the Gobi Desert. The crew came back on June 29, after docking with the orbiting Tiangong-1 space lab module —launched earlier in September 2011—to conduct experiments and live for a time in the space module.

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SP’s ExcluSivE IUSAV

IndIa’s stealthy aIrcraftThe DRDO has held discussions at various levels with Saab, EADS, Dassault

and BAE Systems for possible technological partnerships on the IUSAV

IT IS fINAlly cleAr what India’s hush-hush stealth unmanned combat aerial vehicle (UCAV) will look like, with images emerging from the project’s design and definition stage finally providing a definite picture. The

Indian unmanned strike air vehicle (IUSAV), under prelimi-nary definition and development by the Aeronautical Devel-opment Agency (ADA) in Bangalore under the stewardship of aeronautical scientist and project Director Dr Biju Uthup, is intended as a stealthy autonomous bomber aircraft, in-corporating flying wing aerodynamics, low observable fea-tures, long endurance capabilities, and the ability to deploy precision guided weapons over enemy territory.

Several different laboratories are currently engaged in various sub-systems that will go into the IUSAV, which the

Defence Research and Development Organisation (DRDO) in-tends to begin flight testing by 2015-16, an ambitious target by current standards. The project has an initial investment of `100 crore, but with additional sanctions, the amount could go up to a total of $1.5 billion (`8,250 crore) overall.

At this stage, the primary user of the intended platform, the Indian Air Force, has insisted that the secret project be a fully Indian effort. However, it is understood that the DRDO has held discussions at various levels with Saab, EADS, Das-sault and BAE Systems for possible technological partner-ships on the IUSAV. Earlier this year, Defence Minister A.K. Antony informed Parliament that efforts were on to modify the Kaveri jet engine for possible use on the IUSAV. SP

—By SP’s Special Correspondent


WITh SO much ATTeNTION paid to India’s light combat aircraft (LCA) Tejas and the Indo-Russian fifth generation fighter aircraft (FGFA – but officially designated prospective multi-role

fighter or PMF) programme, it is important to remember that the Defence Research and Development Organisation (DRDO) is also designing and developing India’s own next generation medium fighter, the advanced medium com-bat aircraft (AMCA), a stealthy twin-engined strike fighter that is intended to be an Indian take on the F-22 Raptor.

The computer de-sign images from the Advanced Projects & Technologies (AP&T) Directorate of India’s Aeronautical De-velopment Agency (ADA) provide valu-able impressions on the stealth design ele-ments that are known to be going into India’s AMCA. Serpentine air intakes (with minimum flow distortion and robust pressure recovery) and internal weapons bays, depicted in the images above, are some of the most critical nose-on low observability design elements going into the programme.

As part of the multidisciplinary design optimisation (MDO) currently on for the AMCA—a wind tunnel model of which was first publicly displayed at Aero India 2009—that design-based stealth features will include further optimised airframe shaping, edge matching, body conforming antennae and a low IR signature through nozzle design, engine

bay cooling and work on

reduced exhaust temperature. Radar absorbent

materials and paints, special coatings for polycarbonate can-

opy and precision manufacturing will all be part of the effort to make

the AMCA India’s first stealth airplane. With aerodynamic design optimisation near complete, the AMCA’s broad specifi-cations are final.

The aircraft will have a weight of 16-18 tonnes (with two-tonnes of internal weap-

ons and four-tonnes of internal fuel with a combat ceiling of 15 km), max speed of 1.8

Mach at 11 km. The AMCA will be powered by 2 x 90KN engines with vectored nozzles—likely to be the new GTRE-Snecma engine under development. SP

—By SP’s Special Correspondent

The AMCA will be powered by 2 x 90KN engines with vectored nozzles—likely to be the new GTRE-Snecma engine under development

IndIgenous developmentSP’s ExcluSivE AMCA


on sea-level trIalsThe LCH, yet to be given a formal name like the Tejas or Sitara, will,

later this year, be put through cold and hot weather trials

INdIA’S lIghT cOmbAT helIcOPTer (LCH) is off to a successful start to sea-trials. The second prototype of the programme is now three days into a complex list of test-points to be completed over 10 days on the East Coast

just outside Chennai. The LCH prototype is being filmed and recorded by an IAF Mi-8 from Yelahanka Air Force Station. The pilots and test team are currently extremely pleased with the helicopter’s handling and manoeuvrability at sea level, since for the last three years, both prototypes have been con-fined to altitudes of 3,000 metres and above at Bangalore.

Sources involved with the trials said, “The helicopter is maturing well and promises to be a very good platform once ready. We are putting it through the necessary paces as required by the IAF and by us to bring the platform up to maturity.” The LCH, yet to be given a formal name like the Tejas or Sitara, will, later this year, be put through cold and hot weather trials, following which its first cru-cial weapons trials will begin. The helicopter is expected to deploy rocket pods, the HELINA air-launched anti-armour missile and the MBDA Mistral air-to-air missile initially, but could be configured for other munitions as well. SP

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SP’s ExcluSivE LCH


UNleSS ONe IS TrAVel-lINg business or first class, seats in some air-lines can be quite uncom-fortable with very little elbow room or leg space.

Comfort in the skies is key and without doubt business aviation promises to provide that. On this count, among other advantages, business aviation scores over airlines.

No wonder the corporate world has realised the plus points of business aviation and are propping up the sectors growth. Corporate houses, entrepreneurs, celebrities and high-net-worth individuals (HNWIs) have understood the value of business aircraft, delivering many times over their investment. Teal forecasts deliveries of 10,249 traditional business jets worth about $250 billion (`13,75,000 crore) between 2012-21. Teal’s forecast in such a corporate-driven environment hardly comes as a surprise.

The greatest factors driving growth of business aviation have been that corporate are able to ‘manage effectively’, get

their executives to accomplish more, etc. A study by the National Business Aviation Association (NBAA) revealed that small and mid-size companies that use private jets produce a 219 per cent higher earnings growth rate than those that strictly fly commercial.

Having said that, the question that many corporate houses and also high-net-worth individuals ask themselves, before making a purchase of such costly machines, is ‘what seat configuration’ to go for? As per the individuals and the corporates’ requirements, there are five segments to choose from—very light jets (example Cessna Citation Mustang: 4-5 passengers); light jets (Hawker 400: 7-9 passengers); mid-size jets (Embraer Legacy 500 up to 12 passengers); super mid-size jets (Gulfstream IV: 14-19 passengers); and large and heavy jets (Boeing Business Jets: 8 to 50 passengers).

More seats, More space, More luxuryThe heavy and large cabin jets are Boeing Business Jets, Airbus Corporate Jets, Embraer’s Lineage 1000 and Das-

Civil BUsiness AviAtion

By r. Chandrakanth

The bottom line in a business jet purchase, however, remains how it does

well on ergonomics

Seat Matrix ergonomics to the fore

Large & Heavy: Boeing Business Jet interiors (aBove)

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sault Falcon 7X, which can seat from eight to 50 passengers ultra comfortably.

BBJ’s 807 sft of caBin spaceTake the Boeing Business Jet (737 family) which has an extra large cabin measuring 807 square feet, well beyond any other private jet. The cabin can be configured almost any way desired by the customer, but most configurations divide the cabin into four compartments comprising a board room, a lounge, a VIP bedroom, a business office, and two lavatories with showers. Alternate suggested configurations include an office and an exercise room, high-density seat-ing for 60 passengers or 24 extra-large seats for sleeping.

acJ pegs on freedoM of MoveMentThe Airbus ACJ319, the newest in the Comlux fleet, is certi-fied to carry 19 passengers, and features lounge areas, club seating and two private rooms that convert to bedrooms, one of which has an en suite bathroom. Over 15 Airbus corpo-rate jets are offered for VVIP charter worldwide by almost 15 companies highlighting their popular appeal. The ACJ family can be outfitted as per the customers configuration needs.

HandsoMely-proportioned suiteDassault’s Falcon 7X is classified as a large cabin business jet as the cabin is high, wide and has a handsomely-pro-portioned executive suite, featuring three spacious areas. It

offers a selection of different floor plans, organised in three lounges from 12 to 16 seats. The seats are ergonomically adjustable, while the cabin has a full-length wardrobe, stand-up lavatory, full-size galley and 28 large windows to give the passenger comfort, relaxation and spectacular views.

super Mid-size tHat’s superSuper mid-size jets are the quick way to get there in luxury. Capable of high altitude, speed and the ultimate in range, these aircraft also offer wide body comfort. The examples of this segment include Dassault Falcon 900DX, the Cessna Citation X, Embraer’s Legacy 600 and the Hawker 4000.

seats witH full BertHing capaBilityRepresenting this category is Embraer’s Legacy 600 which has three spacious cabin zones, offering outstanding cabin comfort and productivity. The seats can be fully reclined, so also the divan can be converted into a berth, thanks to its superior cabin volume.

The highpoint of Legacy 600 is that it throws up multiple interior configurations. With a versatile layout, the business jet can accommodate up to 14 passengers in three distinct cabin zones, besides having a conference table area. The third private zone is configurable with two divans.

living environMentThe Gulfstream G650 offers the longest, widest, tallest, most

HigHpoints: emBraer Legacy 600’s versatiLe

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comfortable cabin in its class, a living environment designed to provide maximum comfort, safety and productivity on those 7,000 nm (12,964 km) trips to distant world capitals.

Gulfstream G650 has increased length of the fuselage by 24 inches (61 cm), the width by 14 inches (36 cm) and the height by three inches (8 cm) over the Gulfstream G550. For enhanced productivity, Gulfstream increased the length of the living area in the cabin to improve the seat incline and provide more legroom. The additional cabin width offers wider seats, more aisle space and a conference grouping with three-across seating for meetings or meals accommo-dating up to six people. It gives a larger stateroom option that includes a single seat, a divan that berths into a double bed, a large, 26-inch (66 cm) pop-up LCD monitor and two windows on each side, resulting in an airy, well-lit, produc-tive or restful cabin environment.

adding space: gloBal 7000 and 8000 Almost in response to the G650, Bombardier has an offer-ing with more range and fuel efficiency. The Global 7000 is stretched by eleven feet three inches, and the 8000 is stretched by two feet three inches. Considering the range, it is assumed that it can take 10 passengers and four crew on the 7000, and eight passengers and four crew on the 8000.

Mid-size, More tHan a go-BetweenThese aircraft are suitable for longer range travel such as transcontinental flights and for travel with larger passenger capacity requirements. The aircraft include Learjet 60XR, Learjet 85 (Bombardier); Citation Columbus, Citation XLS,

Citation Sovereign (Cessna); Falcon50 (Dassault); Legacy 450 and 500 (Embraer); Gulfstream 150 and Gulfstream 250; Hawker 750; 850XP and 900XP.

long-legged learJetRepresentative of this segment, Learjet 85, has a cabin that is larger than the 60XR’s almost by one-third. Bombardier claims the 85 will have 19 per cent more cabin volume than its clos-est competitor. The cabin is 24 feet, nine inches long; six feet, one inch wide; and six feet tall, yielding 665 cu ft of passenger space and 130 cu ft of luggage stowage, including three large cabin closets with a combined 30 cu ft of storage.

Bombardier offers several different configurations, in-cluding eight single executive seats in a double-club layout or six single seats and a three-place divan. The single seats are pitched at 30 inches and recline into full-berthing po-sitions. The divan and the berthing seats reflect the 85’s 3,000-nm transcontinental/transatlantic design range (four passengers). This longer-legged Learjet also features a full galley and an aft cabin lavatory. Like several other contem-porary cabin designs, the 85 will feature larger passenger cabin windows, 12 by 16 inches each, and more monolithic, streamlined headliners and sidewalls.

legacy, designed for coMfortIn the mid-size segment, the options are plenty. Embraer Legacy 450 and 500 fit the bill. The 500’s fuselage is around four and half feet longer than the 450, while both will have a six-foot stand-up cabin with a flat floor, a fully equipped gal-ley and an externally serviced aft lavatory. The 500 is being


superb interiors: g650’s comfort

zone

DNA. It Matters.Examine each and every aspect of a Falcon and you’ll fi nd genius at work.But what makes a Falcon a Falcon is in its genes. Lightweight strengthand maneuverability, battle-tested in Mirage and Rafale jet fi ghters.Unrivalled credentials for engineering excellence and technological innovation.And generation after generation of business aircraft that consistentlyprove best in class for performance and effi ciency. And for pure genius.

Find out why. Scan the code.Or visit falconjet.com/dna

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DNA. It Matters.Examine each and every aspect of a Falcon and you’ll fi nd genius at work.But what makes a Falcon a Falcon is in its genes. Lightweight strengthand maneuverability, battle-tested in Mirage and Rafale jet fi ghters.Unrivalled credentials for engineering excellence and technological innovation.And generation after generation of business aircraft that consistentlyprove best in class for performance and effi ciency. And for pure genius.

Find out why. Scan the code.Or visit falconjet.com/dna

210x267-UK.indd 1 28/05/12 12:11




customised ergonomics:

cessna’s citation X

designed to have a range of 2,800 nm as against the 450 with a range of 2,300 nm at long-range cruise.

The 500 can be configured to carry up to 12 passengers in a cabin that is near super mid-size, and there is a gener-ous amount of baggage space: 150 cu ft (110 external). The cabin measures 26 feet, 10 inches long and 6 feet, 10 inches wide. Embraer announced that several different cabin lay-outs will be available. There is the option between a large forward galley opposite galley annex storage or a single, side-facing seat ideal for a cabin attendant. Or else there is a side-facing, two-place divan opposite a small refreshment centre. Behind that is the two-zone main cabin with seating for eight or nine more passengers.

Possible configurations include two club-four groupings of single seats or a forward club-four followed by a half-club with a three-place, berthing divan on either the right or left side.

ligHt But versatile Light jets have been a staple of the business aviation indus-try since the advent of Learjet 23 in the early 1960s. Light jets have a versatility that is difficult to find in a larger air-craft, one of which is landing at much smaller airfields. These aircraft can take three to nine passengers comfort-ably. Some of the aircraft include the Learjet 45; Citation CJ2; Phenom 300; Grob; Hawker 400, etc.

citation’s redesigned seats Citation CJ2 has spacious cabin keeping passenger’s ulti-mate comfort in mind. It has redesigned seats for improved comfort and seating controls for more intuitive seat move-

ment. The cup holder area has been redesigned for more flexible storage to hold any variety of loose personal items, from beverage cups to smart phones. It can seat up to seven passengers.

sMall is Beautiful Very light jets, also known as micro jets, are designed to cater to small community/town airports. Some of the air-craft in this category include the Citation Mustang and Cir-rus Vision SF50. The Mustang can take four to five passen-gers with a crew of 1 or 2.

Market trendsMarket trends indicate that the very light jets have taken a beating in the global recession while there continues to be a healthy demand for super mid-size and large business jets, spurred by corporate houses looking to move a decent number of executives around. Similarly, HNWIs have gone in for the big jets, keeping in mind comfort, luxury and other accoutrements.

Forecast International reported in 2010 that the busi-ness jet industry had become a ‘tale of two markets’. In terms of sales and deliveries, large-cabin and long-range business jets were doing considerably better than light and mid-size segments. In general, the customer base for large cabin and long-range jets is composed of wealthy individu-als and large corporations. Buyers of smaller jets tend to be less wealthy individuals, small or mid-size companies and fleet operators such as fractional providers, air taxi services and charter outfits. The bottom line in a business jet pur-chase, however, remains how it does well on ergonomics. SPPh

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Civil Regional aviation

iNdIA’S AIrPOrTS hANdled AN all-time high of 162.30 million passengers during the Financial Year 2011-12. That’s cause for cel-ebration, dispelling some of the gloom over the current state of the airline industry. However,

although the government-owned Air-ports Authority of India (AAI) has 84 operational airports, the six metros alone corner almost 70 per cent of the traffic. Do these numbers reflect the

true demand and vindicate the airlines’ marked preference for the inter-metro routes?

Not really. A survey of the thousands of travellers who make their way to Delhi air-port every day, for instance, would reveal where they come from and what their in-tended destinations are. It would probably show that large numbers are not citizens of the metro. They have been forced to trav-el by relatively slow and uncomfortable modes of surface transport from outlying

By Joseph Noronha, Goa

Judiciously chosen regional airports can translate to increased revenue since connectivity itself generates demand. What is needed is a regional carrier

bold enough to move in.

Green liGht for Growth

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cities and towns that either lack an airport or do not have a convenient flight. Ignoring passengers who reside within 150 km of Delhi (since they can find their way to the airport anyway) a list could be made of the main cities of origin of the passengers. The process could be repeated at the other metros. This would provide a useful start point to identify cit-ies where new regional services might be introduced or new airports built to expand the regional aviation industry. And a fast-growing industry it certainly is—according to AAI es-timates, traffic from non-metro airports may surge to 45 per cent of the total within just five years.

Force or Freedom?After a long period of inaction, the government seems to be in a hurry to kick-start regional aviation. There are stray signs that it may try to coerce airlines to operate feeder flights into the metros and large cities from nearby smaller towns and cities. Minister for Civil Aviation Ajit Singh reportedly said, “The idea is to have regional connectivity to the local hub. For example, there is a huge market around Delhi that would like to fly into the capital and then take connecting flights. We are planning to make it a must for airlines to have such flights.” SpiceJet, which earlier had only Boeing B737 jets, is the main carrier currently championing the cause of air connectivity to Tier-II and Tier-III cities, with the help of 15 Bombardier Q400 turboprop aircraft already being acquired. Jet Airways is doing its bit with 20 ATR 72-500 turboprops suitable for regional operations, although not

all are deployed on strictly regional routes. But IndiGo and GoAir have all-Airbus A320-200 fleets which prevent them from using shorter regional runways while Air India and Kingfisher Airlines are pale shadows of their former selves. How then will compulsion work?

The airlines are unsurprisingly reluctant to operate low-density routes that may take many years to break even. The much-reviled route dispersal guidelines (RDG) already oblige the major carriers to operate to the Northeast and Kashmir, but these have met with mixed results. Making additional unattractive destinations mandatory is not the answer. A far better proposal is the creation of an Essential Air Services Fund (EASF) for subsidising loss-making routes connecting smaller airports. The aim would be to auction commercially unviable routes that attract lower passenger numbers for three to five years till they reach some level of maturity. A transparent process of competitive bidding would culminate in the airline bidding for the lowest subsidy being offered the route. Basically, smaller cities would be serviced using smaller planes which do not pay parking and landing charg-es and lift aviation fuel at a discounted VAT of four per cent, compared to as much as 30 per cent for larger aircraft.

Taking the EASF scheme to its logical conclusion, the next step should be complete abolition of the RDGs—a hang-over from India’s erstwhile command economy. This would help major airlines focus their energies on the main routes and encourage the emergence of small specialised regional airlines to operate regional, short-haul and feeder routes. Any measure that increases passenger numbers and aircraft movements through the smaller airports will be welcomed by AAI since only 14 of its airports are currently profitable. AAI statistics (see table) can help to identify promising cities for the next spurt of regional growth. For instance, domestic passenger numbers at various airports for 2011-12 vis-à-vis 2010-11, showed a remarkable increase of over 50 per cent year-on-year at airports like Amritsar, Srinagar, Raipur and Aurangabad. Similarly, domestic aircraft movements surged over 40 per cent at Tiruchirapalli, Leh and Trivandrum.

StatecraFtA large number of institutional clearances are necessary for new airport projects and hence the active involvement and support of state governments is crucial. Beginning with planning and land acquisition in the case of Greenfield air-ports or expansion of existing ones, unless the state govern-ment is committed to the project, it is likely to flounder. State level facilitation measures include multi-modal connectivity, provision of utilities and other services, adequate security and reduced VAT on aviation fuel. Given the inescapable fixed costs and lower traffic, the financial viability of smaller airports is a matter of concern. The state gov-ernments, inevitably, need to extend financial support and incentives to the developers and airlines serving Tier-II and Tier-III cities, otherwise they are unlikely to take off.

In a commendable move aiming to operationalise 225 air-ports across the country by 2020, AAI recently asked state gov-ernments to prepare plans for airports, helipads and unused airstrips which they want to develop or upgrade. Depending on the traffic density forecast, connectivity with state capi-tals and possibility of generating non-aeronautical revenue by using surplus land, AAI would develop these airports. AAI

ANNuAl dOmeSTIc PASSeNGer TrAffIcIncrease from 2010-11 to 2011-12 (per cent)

ANNuAl dOmeSTIc AIrcrAfT mOVemeNTS

Increase from 2010-11 to 2011-12 (per cent)

Ahmedabad 22.8 Ahmedabad 22.7Varanasi 36.5 Varanasi 30.6 Goa 17.5 Goa 17.9Madurai 31.7 Bhubaneswar 24.5 Trivandrum 43.1 Trivandrum 42.6Bhubaneswar 19.9 Indore 16.5 Guwahati 15.5 Srinagar 35.2 Indore 26.6 Visakhapatnam 30.7 Srinagar 57.0 Delhi 20.9 Visakhapatnam 34.6 Jammu 15.5 Amritsar 66.6 Hyderabad 23.3 Jammu 28.4 Vadodara 16.5 Delhi 21.6 Pune 25.4 Imphal 29.0 Raipur 39.1 Pune 17.3 Lucknow 34.0 Raipur 50.7 Ranchi 43.4 Lucknow 34.3 Tiruchirapalli 125.2Ranchi 35.7 Bhopal 21.2 Patna 21.8 Jaipur 31.6 Bhopal 31.9 Amritsar 19.0Tiruchirapalli 42.3 Aurangabad 50.6Chandigarh 24.3 Leh 42.7Source: Airports Authority of India



should also formulate a viable ‘no-frills’ airport model without compromising on the safety and security. State governments can help by promoting non-aeronautical revenue measures.

Many progressive state governments are getting into the act. In Madhya Pradesh, for instance, the government has of-fered to pay for three seats on an average for 16-seat turbo-prop aircraft flying between selected airports, including Bho-pal, Gwalior, Indore and Khajuraho. Gujarat is following suit, offering to subsidise private players who are interested in pro-viding regional air services in the state. It feels that diamond merchants would be keen on flights from Surat to Saurashtra areas. In Andhra Pradesh, on the request of the government and after evaluation by the AAI, Kurnool, Nellore, Ongole, Nizamabad and other cities have been assessed as feasible for regional airports. In Karnataka, airports at Gulbarga, Shi-moga, Hassan, Bijapur and Bellary are in various stages of development. These and other projects where the state gov-ernment is supportive should be fast-tracked. It is clear that regional operations have a long gestation period and require patience. SpiceJet, for instance, estimates it will take at least two years for its Q400 operations to turn profitable.

Start SmallGulbarga, Karnataka, will soon see the launch of a small but interesting experiment in regional aviation—an airport built by Regional Airport Holdings International (RAHI). Since airports of this kind take under-20-seat aircraft and no commercial airline will be willing to operate in this space,

RAHI hopes to launch its own airline—Rahi Air—as a non-scheduled air transport service. However, from this small beginning, once traffic picks up, there could emerge a strong network of scheduled regional services. RAHI has set itself an ambitious target of developing 99 regional airports by 2025. It rightly believes that to be commercially successful a regional airport must be supported by an ecosystem—an industry cluster that helps the city attract investments and create value for the local community.

Another worthwhile impending small-scale initiative is the all-turboprop airline, Air Costa, which plans to start op-erations from hubs at Hyderabad and Chennai. It hopes to keep the operating costs low, an essential ingredient of vi-able regional aviation.

India’s aviation industry, despite its current status as the world’s ninth largest market, is currently passing through the most difficult phase in more than a decade. Soaring fuel costs, a weak rupee, high airport charges and increased ser-vice tax have all conspired to reduce margins and place the airlines in a precarious financial state. Yet, all the signs are that many non-metro cities will become future hubs of com-mercial activity with a growing need for air connectivity. Ju-diciously chosen regional airports can translate to increased revenue since connectivity itself generates demand. It’s a win-win situation because more opportunities will be cre-ated to earn non-aeronautical revenue and more jobs will become available to the local people. What is needed is a regional carrier bold enough to move in. SP

contributor to growth: jet airWays is one oF the major oPerators oF atr

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Military Laser-Guided BomBs

The INdIAN AIr FOrce (IAF) used the laser-guided bombs for the first time during the 1999 Kargil War. However, it was decided not to use the highly ex-

pensive Matra LGBs only a handful of which had been acquired from France as ‘Special’ precision guided munitions (PGMs) for the Mirage 2000 aircraft. Instead, as stated ear-lier, the indigenous 1,000 lb iron bombs were transformed into smart weapons with the help of strap-on LGB kits. These were most ingeniously mated to the Mirage airframe. Innovatively modified, the combination of Litening pod and the indigenous LGBs proved to be a lethal mix against the enemy. Tiger Hill, which was causing untold havoc to the

Indian Army deployed in and around Dras, was effectively neutralised by the Mirage LGB attacks. So much so, it was a literal cakewalk for the Army when it set out to recapture it.

But for the uninitiated, how does a laser-guided bomb function? Simply put, a LGB is a guided bomb that uses semi-active laser homing to strike a

designated target with greater accuracy than an unguided bomb. LGBs are one of the most common and widespread guided bombs, used by a large number of the world’s air forces. Laser-guided munitions use a laser designator to mark (illuminate) a target. The reflected laser light (spar-kle) from the target is then detected by the seeker head of the weapon, which sends signals to the weapon’s control

By Air Marshal (retd) V.K. Bhatia

The IAF still has a long way to go before it acquires desired level of ‘PGM’ capability, which incidentally could run into thousands for a

two-front scenario

Building lgB CapaBility

June 30, 1999: The gleaming twin-seat Mirage 2000 had taken off from Adampur (its operational base) for a daylight mission against Pak intruders sitting on the Kargil heights. Equipped with a recently acquired Israeli Litening pod and armed with an indigenous 1,000 lb dumb iron bomb but con-verted into a smart weapon with the help of a laser-guided bomb (LGB) strap-on kit, it climbed quickly to a height of 30,000 ft heading north. In less than 15 minutes, it was over Dras sector searching for its prey on top of the—by now famous—Tiger Hill. Strapped in the rear seat was the AOC-in-C, Central Air Command, with the job of acquiring and engaging the target through the Litening pod after its loca-tion had been generally determined visually. The aircraft had plenty of fuel, so there was lots of time available for a proper search of the target, which even though a Battalion HQ of the enemy, was nothing more than a cluster of stone and rock Sangars, making them extremely difficult to spot from the air because of the way they so perfectly blended with the surrounding terrain. It was in the second pass, the intended target was picked up with clarity. The desperate enemy had by now launched a couple of Stinger missiles but couldn’t harm the aircraft as it was maintaining height out of the missile’s lethal envelope. In the third and the final pass, the target was acquired, designated, illuminated and engaged with the lone LGB. Bomb away, Cursor firmly on the target till impact, it was a direct hit, devastating the enemy position to smithereens.

GettinG Ready: IndIgenous 1000 lb

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Military Laser-Guided BomBs


surfaces to guide it towards the designated point. Laser-guided bombs are generally unpowered, using small fins to glide towards their targets.

Most laser-guided bombs are produced in the form of strap-on kits: seeker heads, and steer-ing fins that can be attached to a standard general-purpose bomb or penetration bomb. Such kits are modular, allowing relatively easy upgrades, and are consider-ably cheaper than purpose-built weapons.

Laser-guided weapons were first developed in the United States in the early 1960s and used operationally in Vietnam, starting in 1968. Although there were a variety of technical and operational problems, the results were generally posi-tive. LGBs proved to offer a much higher degree of accuracy than unguided weapons but without the expense, complex-ity and limitations of guided air-to-ground missiles. The LGB proved particularly effective against difficult fixed targets like bridges, which previously had required huge loads of ‘dumb’ ordnance to destroy.

The most dramatic example of successful LGB attacks in Vietnam War was against the Thanh Hoa Bridge, 110 km south of Hanoi, a critical crossing point over the Red River. Starting in 1965, US pilots had flown 871 sorties against it, losing 11 planes without managing to put it out of commis-sion. In 1972, the Dragon’s Jaw bridge was attacked with Paveway bombs and 14 jets managed to do what the pre-vious 871 had not: drop the span, and cut a critical North Vietnamese supply artery.

While LGBs are highly accurate under ideal conditions, they present several challenges for successful use. The first problem is target designation. To ensure accurate guidance, the target must be illuminated by a laser designator and the pilot must deliver the weapon within the “weapon basket” (the zone in which the weapon seeker can observe the laser target marker and the weapon has sufficient energy to guide to the target). Laser guided bombs can be launched without the laser designator turned on, in which case, it will follow a ballistic path, until such time as the seeker picks up the reflected laser signal. This allows the aircraft to deliver an LGB using techniques such as loft or toss bombing. How-ever, if the designator is turned off and the laser spot moved, the laser signal is blocked (for example by cloud or smoke), the weapon’s accuracy will be greatly reduced. A particular problem with laser designation can be path length under certain environmental conditions. Laser designators oper-ate in the infrared wavebands and attenuation of the laser signal by the moisture content of the atmosphere can reduce the signal strength below the threshold of the seeker. Laser designators modulate their output on a number of discrete codes and to guide correctly, the bomb and designator must be matched.

To overcome these problems, GPS guidance is being seen as a viable backup to upgrade LGBs to function in all weather conditions. These weapons such as the US Air

Force Enhanced Guided Bomb Unit (part of the Paveway family of LGBs), use laser designation for precision attacks, but contain an inertial navigation system (INS) with GPS re-ceiver for back-up, so that if the target illumination is lost or broken, the weapon still continues to home in on the GPS coordinates of the original target.

The IAF learnt its lessons well from the Kargil experi-ence and has made sincere efforts to enhance its precision attack capabilities by widening the use of LGBs on its differ-ent combat aircraft fleets. Today, practically all its frontline fighter aircraft have the capability to launch LGBs either in a buddy mode through manned and unmanned aircraft or through self-lasing modes. The IAF also continues to en-hance its arsenal of LGBs through indigenous and direct import routes. For example, it has been recently revealed by Lockheed Martin that the IAF plans to induct more than 100 bunker-buster laser-guided bombs (LGBs) for its warplanes and that they have offered the IAF their highly successful Paveway II LGBs. It may be recalled, the IAF had issued a global request for proposal (RFP) for the purpose last year, and Lockheed Martin along with Raytheon and Israeli Rafael had taken part in the tender. However, the IAF sources have indicated a figure of as much as 850 LGBs for this tender.

On the home front, the Bangalore-based Aeronautical Development Establishment (ADE), a DRDO laboratory with technological support from the Instrument Research and Development Establishment (IRDE), Dehradun, has been able to develop an Indian LGB-kit for the IAF. Named after the famous weapon Sudarshan Chakra sported by one of the major Indian deities, the ‘Sudarshan’ incorporates an advanced laser guidance kit for 1,000 lb bombs to improve accuracy. The guidance kit consists of a computer control group (CCG), guidance canards attached to the front of the warhead for providing steering commands and a wing as-sembly attached to the aft end to provide lift. First successful trials were conducted in June 2010 with the IAF’s help and a CEP of 10 m was achieved. A programme to extend the kit’s capability to further increase its range using GPS is ongoing. It is expected to rival GBU-12 Paveway II in performance.

It is hoped that the programme will soon fructify for Su-darshan’s operational induction into service. The IAF still has a long way to go before it acquires the desired level of PGM capability, which incidentally could run into thousands for a two-front scenario. SP

Commonly used: IaF’s mIrage 2000s whIch dropped 1000 lb Indegenous Free Fall bombs durIng kargIl operatIons (leFt); paveway II plus laser-guIded bomb (above)

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Military Technology

IN The dAyS Of yore, dish an-tennas of fighter radars were me-chanically steered concave reflec-tors. To generate a desired beam pattern, they had to be fabricated to a very high degree of mechani-

cal accuracy. Transmitters had to be fed high voltage power supplies to gener-ate the necessary amount of microwave energy. In addition to presenting large radar signature, the design also tended to produce undesirable large side-lobes.

The breakthrough occurred with the advent of electronic steering. Each of the several planar array elements of the an-tenna now had an electronically controlled device which could manipulate delay in time or phase of the microwave signal passing through it. Systems using signal phase as the control-ling parameter came to be known as ‘phased array radars’.

The antennae of these radars were still passive beam shaping devices while the source of microwave energy re-quired for driving resided elsewhere. Thus they acquired the nomenclature ‘passive phased array’ or ‘passive electroni-cally steered array’ (PESA) radars. Electronic beam steering in this design provided unparalleled beam agility, which in turn made it possible to incorporate concurrent operation of diverse operational modes on a time share basis. However, while innovation of antenna design enhanced overall radar capability by an order of magnitude, certain limitations re-mained unchanged. Transmitters continued to be saddled with problems associated with high power travelling wave tubes (TWT).

The answer to more and more powerful TWTs lay in em-bedding several smaller, low powered trans-receivers in the antenna itself, centrally controlled by a command computer to produce the desired beam pattern. However, cost, density and power handling issues remained to be resolved. With passage of time, a host of new devices of mass consumption discovered the virtues of the same chip and the active elec-tronically scanned array (AESA) radars were evolved

AESA rAdArAn AESA radar essentially consists of several antenna ele-ments each having its own transmit receive (TR) module, complete with a power amplifier and digitally controlled

phase delay/gain elements. Conse-quently, rather than power supply for the radar’s microwave energy being concentrated in a single high volt-age source, in an AESA design, power is distributed amongst hundreds or even thousands of TR modules. Each TR module in an AESA antenna is therefore required to handle much

lesser power (of the order of tens of Watts only) fed from relatively low voltage supplies. The design thus side steps all problems associated with high voltage, high power systems.

Digital control over functioning of all TR modules under the authority of a command computer makes it possible to shape the beam precisely as also make it extremely ag-ile. These capabilities combined with extremely high scan rates achievable with electronic scanning yield a number of unprecedented capabilities. Thus AESA radars are dis-tinguished by their ability to undertake multiple tasks si-multaneously. By interleaving the highly agile beam in near real time, APG-79 fielded on US Navy’s F/A-18E/F Super Hornet can operate simultaneously in air-to-air and air-to-ground modes. A unique resource manager, it automatically schedules tasks to optimise radar functions and minimise the workload of the air crew. The radar can thus continue scanning while communicating with other aircraft and cap-turing ground imagery and can simultaneously guide mul-tiple weapons to multiple targets widely spaced in azimuth, elevation and range.

Compared to a concave dish antenna of conventional radar, a flat phased array offers a much smaller radar cross-section signature when illuminated. Digital control enables precise beam shaping, control over TR module gain, power management, and very significant reduction of side-lobes. Radar warning receivers (RWRs) typically work by integrating received signals over a short period to identify a threat over random background noise. Fre-quency and PRF of detected pulses is compared against a threat library to identify the type of threat. AESA radars can change frequency with every pulse and generally do so using pseudo-random sequence. Thus integration process over a short period of time doesn’t help to pull the signal out of background noise. PRF also being randomly variable

By Air Marshal (Retd) A.K. Trikha

Built on a modular philosophy, AESA radars can receive upgrades to remain

updated with the latest available technologies

T h e W o n d e r radar

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Military Technology


helps conceal the radar’s identify. Thus AESA design makes for a low probability of intercept.

Digital control also enables an AESA to change its oper-ating frequency across a wide band with every pulse and even within a pulse. This attribute makes a jammer’s task much more difficult. Jammers could employ broadband white noise in an effort to swamp all possible frequencies. But the effectiveness of such a technique is vastly degraded. AESA could in the event switch to ‘receive only’ mode and use the powerful jamming signal to track the source for counterattack.

In addition to performing diverse radar functions si-multaneously viz. searching volumes of airspace for aerial targets, designation of multiple targets for air-to-air missile engagements, ground mapping, etc, AESA radars can also be employed for non-traditional ISR, as well as electronic at-tack. For example, some of the elements could be designated to transmit and receive signals modulated with a data link waveform. By combining with state-of-the-art high-speed data links, Raytheon has demonstrated that an AESA radar can serve as a highly advanced communication node capable of such tasks as transmitting large amounts of data (like a SAR map of a target or other battlefield intelligence) with un-precedented speed—while continuing to perform full range of traditional radar functions. Raptor F-22’s AESA radar has demonstrated data transmission at 548 mbps and reception of signals at gigabit speed. To put it in perspective, Link 16 system transfers data at just over 1 mbps.

Active arrays of AESA radar can be put to other func-tions too. Since each of the TR elements is a powerful radio receiver on its own right, several of them could be dedicated to reception of radio signals to substitute for a separate RWR.

In addition to the tremendous versatility, AESA radar’s design offers several other advantages. Transmitter power being distributed across a large number of modules implies that failure of a few modules may lead only to marginal deg-radation of performance rather than total loss of antenna function. This feature enables accommodation of some fail-ures until the radar can be taken down for scheduled servic-ing. The cumulative benefit of AESA design features means that the antenna may have to be removed for repair/servic-ing once in a few years only, rather than the typical every few hundred or even lower hours of operations

LimitAtionSAs always, there is a cost attached to high performance. AESA modules dissipate a lot of heat which must be extracted efficiently to maintain reliability of GaAs MMIC chips. High packaging density of the modules precludes the possibility of air-cooling techniques traditionally used in avi-onic hardware. Thus relatively more elaborate liquid cool-ing methods involving pumps to drive the coolant through channels in the antenna, heat exchangers, etc have to be adopted. Therefore, in comparison to a conventional air-cooled fighter radar, while AESA delivers far greater perfor-mance and is much more versatile, it requires more electri-cal power and more complex cooling systems.

Compared to conventional radars, an AESA also relies much more heavily on enormous amounts of data and the integrity of its processing. It is a software intensive system which could conceal vulnerabilities of interference.

CurrEnt SCEnArioThe United States is the undisputed leader in AESA technol-ogy. In 2000, it fielded the world’s first operational AESA fighter radar—the APG-63(V)2 for the F-15C. Since then it has maintained its lead in advancing AESA technologies. Currently, only American F-15 Strike Eagles, F-16s, and F/A-18E/F Super Hornets are offered with AESA radars. France’s Dassault received the first RBE2-AA AESA radar for its Rafale production line in March 2012. The first French Air Force frontline squadron will receive the Rafales, equipped with the AESA radar only by early 2014. Saab is also still developing its own ES-05 Raven AESA radar for the JAS-39E/F Gripen NG. Europe’s Typhoon fighter is not likely to be available with operational AESA radar before 2015.

Israel has developed EL/M-2052 AESA radar which it put on display at Aero India 2005. The US Government restric-tions prevent Elta or its parent company, Israel Aircraft Indus-tries Ltd, from integrating it in US-built F-16 and F-15 fight-ers flown by the Israel Air Force. Therefore, Elta’s principal focus for the EL/M 2052 is the international fighter upgrade market. Considering that India and Israel have signed a deal for co-development of a multi-mode radar for the LCA, it is more than likely that Israeli AESA technology developed for the EL/M 2052 will find its way in the LCA radar.

India has had some experience with electronically scanned radars. It has developed Rajendra fire control ra-dar for the Akash SAM which is built on a passive electron-ically scanned array (PESA). With Israeli assistance, it has also developed 3D AESA long-range tracking radar (LLTR-similar to Elta’s Green Pine) for tracking high speed ballis-tic missile targets. Many of the LLTR’s critical components including high power, L B and TR modules were designed and manufactured in India. Thus while it has gained con-siderable expertise with this complex technology, there is yet no evidence to suggest that it is on the threshold to develop a successful operational system either for the LCA under development or to upgrade IAF’s current inventory of fighters.

FinALLyBeing so versatile in their capability and so much simpler to maintain, AESA systems are clearly there to stay. Built on a modular philosophy, AESA radars can receive upgrades to remain updated with the latest available technologies. The solid-state TR modules currently based on Gallium-arse-nide semiconductor technology could perhaps be fabricated with more advanced elements, thus significantly enhancing performance.

In the realm of reliability, modern AESA radars define new standards. Raytheon claims that the mean time be-tween critical failures of its APG-79 radar (on US Navy’s Su-per Hornets) is in excess of 15,000 hours of operation, and that the antenna might require no maintenance for 10 to 20 years. Northrop Grumman is so confident in the reliability of the joint strike fighter’s APG-81 radar that it may even recommend sealing of the nose radome.

And what about the future? It is quite conceivable that in the not too distant future we may see fighter aircraft radar evolving to the point where instead of sitting nice and snug inside a radome, it is built directly into the skin of the aircraft. SP


show Preview Farnborough air Show

FArNbOrOugh 2010 wAS A success with or-ders worth $47 billion, 1,455 exhibitors and over 1,20,000 trade visitors, including 70 delegations from more than 40 countries. The show this year to

be held from July 9 to 15, promises much more. Though the European economy is yet to recover from the downturn, the Farnborough organisers’ spirit seems to be quite high.

According to organisers, Farnborough 2012 will once again serve as a platform for about 1,400 exhibitors from

the aerospace, defence, space and security sectors from across the world to showcase and demonstrate aircraft, equipment and technologies. The show is specifically de-signed to facilitate tailor-made and unrivalled opportunities to meet, negotiate and announce business transactions. It may once again serve as a platform for business deals and negotiations or at least set the stage for future agreements and pacts. And besides the spectacular static displays, there would be stunning aerobatic teams, high-end business jets,

Besides the magnificent static displays, Farnborough 2012 promises to have stunning aerobatic teams, high-end business jets, military craft, beautifying the London skies with their dazzling performances. It may

once again serve as a platform for business deals and negotiations or set the stage for future agreements and pacts.

SpiritS HigH

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aIrbuS’ NeweST cOmmercIAl ANd military aircraft will be on display at the show. The A380 and the A400M will perform daily flying displays and will also be on static display. On static dis-

play will be many aircraft including a customer A380, an Airbus A320 equipped with Sharklet fuel saving wing tip devices, an A318 corporate jet, and the Airbus Belu-ga transport plane. The military aircraft will include the A400M and a Portuguese Air Force C295 maritime patrol plane on static display.

The pavilion will focus on new and future programmes and include an A350 XWB cut-away model and movie the-atre showcasing ‘efficiency’. Other models will include the A320neo and the C295 in airborne early warning (AEW) and anti-submarine warfare (ASW) configurations. Airbus will also show a 3D movie offering a vision of the future of flight. Airbus is also the headline sponsor of the Farnborough In-novation Zone and Future’s Day. Airbus experts will be there to discuss alternative energies, future solutions and future talent. The company is also hosting a series of career work-shops for those considering a future in aerospace. SP

A380 and A400M on static and flying displays

military craft, beautifying the London skies with their daz-zling performances.

Visitors to Farnborough this year will be the first to witness the future of space travel with Virgin Galactic, the world’s first ‘space line’, the Virgin Galactic Space Ship Two, a six-passenger, two-pilot spaceship that will offer passen-gers the opportunity to experience sub-orbital space travel. Virgin Galactic is leading the development of privately-funded manned space ships for tourism, research, educational and other commercial purposes. The first Virgin sub-orbital pas-senger space flight is likely to take place by 2013.

Besides leading companies like Boeing, Lockheed Martin, Embraer, Hawker, Finmeccanica companies, etc Pilatus Air-craft Ltd will have the PC-21 and the PC-12 NG on static dis-play. For the first time, Farnborough 2010 had an unmanned aerial systems (UAS) Indoor Flying area which proved to be one of the most popular features of the show. Keeping its popularity in mind, this year, the unmanned systems show-case will not only have a central location but will also feature

a purpose-built net for flying and ground systems demon-strations. The show will also have a business aircraft park too. On flying displays, there will be the Boeing C-17, the 787 Dreamliner, Saab Gripen, Yak 130, Apache, V-22 Osprey, Avro Vulcan, Sukhoi SU 27, Typhoon and much more.

The Farnborough International Air Show will this year host the Innovation Zone, an area dedicated to the research and technology sector offering a platform to showcase the latest technological advances to an audience of leading businesses, governments and peers from around the world. There would also be the Futures Day for the younger audi-ence and the Jubilee Day on July 13, 2012.

Though during the public weekend (July 14 and 15), the four trade exhibition halls will be closed, there will be patri-otic flying displays to mark the 60th anniversary of Queen Elizabeth II, themed activities on the ground and the in-spirational ‘Innovation Day’. Turn the pages to know more about the highlights of some of the major global aviation players at the air show. SP

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The bOeINg ANd embrAer have announced an agreement to collaborate on the KC-390 air-craft programme. Under this agreement, Boeing and Embraer will share some specific technical knowledge and evaluate markets where they may join their sales efforts for medium-lift mili-

tary transport opportunities.“Boeing has extensive experience in military transport

and air refuelling aircraft, as well as deep knowledge of po-tential markets for the KC-390, especially those which were not considered in our original marketing plan,” said Luiz Carlos Aguiar, President and CEO of Embraer Defesa e Se-gurança. “This agreement will strengthen the KC-390’s posi-tion in the global military transport market.”

The KC-390 collaboration is part of a broader agreement that Boeing and Embraer signed in April. The company had previously announced that they are exploring ways to coop-erate in commercial airplane efficiency and safety, research and technology, and sustainable aviation biofuels. Boeing and Embraer will conduct a joint market assessment for the me-dium-lift military transport market and analyse business col-laboration models. The market assessment includes potential customers that had not been considered in the initial market prospects for the KC-390.

“Embraer is a leading global innovator and we both understand the value of working in partnership to provide high-quality, affordable customer solutions,” said Dennis Muilenburg, President and CEO of Boeing Defense, Space & Security. “This collaboration matches Boeing’s proven excellence in military transport with Embraer’s KC-390 ac-

complishments to further advance this highly capable and efficient medium-lift aircraft.”

The KC-390 is a Brazilian Air Force project for which Embraer signed the development contract in April 2009. It is the biggest aircraft to be manufactured by the Brazilian aerospace industry and will set new standards in the me-dium-lift market in terms of performance, cargo capacity, flexibility and life cycle costs. SP

Boeing & Embraer Join Hands

SpEcificAtionS: Kc-390

Crew: 2

CapaCity: 84 passengers or 64 airborne troops or 6 pallets (68” x 108”) or84 litter patients with 4 medical personnel or2-3 hmmWV and marrua or an astros ii or a laV iii and Vbtp-mr guaraniCargo compartment: length 17.75 m x width 3.45 m x height 2.9 mpayload: 23.6 tonnes (52,029 lb)length: 33.91 m (111.3 ft)Wingspan: 35.06 m (115 ft)height: 10.26 m (33.8 ft)loaded weight: 74.0 tonnes (163,142 lb)max. takeoff weight: 81.0 tonnes (178,574 lb)powerplant: 2 × iae V2500-e5 turbofan, 120-129 kn (27,000-29,000 lbf) eachfuel capacity: 37.4 tonnes (74,800 lb, 33,929 kg)

performanCemaximum speed: mach 0.8 (300 kCas, 850 kmph)range: 2,600 nmi (4,815 km, 2,992 mi) (with 13,335 kilograms 29,400 lb payload)range with full payload: 1,400 nmi (2,593 km, 1,611 mi)ferry range: 3,250 nmi (6,019 km, 3,740 mi)service ceiling: 36,000 ft (10,973 m)

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aT The FArNbOrOugh AIr show, Lockheed Mar-tin will have an F-16 and C-130 on static display. However, according to the company, there would be no aircraft on flying display.

The company will brief the media on MH-60 pro-gramme: an overview of the international interest in the aircraft since the announcement of the first foreign mili-tary sale to Australia last year; F-35 Lightning II: pilots who have flown the F-35 will discuss the aircraft’s capabilities; F-16 Fighting Falcon: 4,500 deliveries and still outperform-ing; C-130: an overview of how the C-130J Super Hercules is meeting the needs of multiple countries and missions; KC-46, etc. SP

Lockheed at the Show

iN The SAAb chAleT, the company will present Gripen, the centre piece of its air superiority offer as well as cut-ting-edge capabilities in airborne sur-

veillance. Gripen will also participate in the flying display at the event, as also be exhib-ited at the static display together with the Saab 340 maritime security aircraft (MSA).

Gripen is the first of the new generation, multi-role fighter aircraft to enter opera-tional service. Using the latest technology, it is capable of performing an extensive range of air-to-air, air-to-surface and re-connaissance missions employing the latest weapons. Gripen is designed to meet the de-mands of existing and future threats, while simultaneously meeting strict requirements for flight safety, reliability, training efficien-cy and low operating costs.

The Saab 340 MSA is a multi-role sur-veillance aircraft for detection, classifica-tion and identification of maritime contacts. It is also a powerful search-and-rescue air-craft capable of operating independently or in unison with other marine and land-based assets. SP

gripen in the Air capabilities

a file photograph of rtaf gripen and saab

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bAe SySTemS wIll ShOwcASe its world-leading capabilities in the design, manufacture, support and upgrade of combat aircraft. This year’s exhibition will also profile the latest developments in its un-

manned air systems programmes as well as demonstrate the company’s technologies and cyber and security solutions. In addition a UK showcase will describe how BAE Systems supports the United Kingdom’s economy and its skills-base, as well as providing engineering solutions to British sport.

The company will brief the media on new technologies

like degraded visual environment (DVE) solutions such as the brownout landing aid system technology (BLAST); BAE Systems’ Innovative “fly-by-wire” technology; Hawk AJT; advanced precision kill weapon system (APKWS) – HighTech EDGE; An Affordable Solution to F-16 Upgrades; ASTRAEA System, etc.

There will also be a joint briefing by BAE Systems and Dassault Aviation on UK and French Governments collabo-ration on the design, development, production and support of a MALE UAS. SP

BAE’s latest


aT The ShOw, hAwker Beechcraft will highlight its defense and special mission capabilities and will display four aircraft including a Beechcraft T-6C military trainer, Beechcraft King Air 350ER special

mission demonstrator, a King Air 350 Flight Inspection air-craft and a King Air B200. The King Air B200 is operated by the Government of Malta. Both B200 and King Air 350 will be outfitted with highly sophisticated Aerodata surveillance and flight inspection equipment, which is outfitted with highly sophisticated Aerodata surveillance equipment. The B200, which is used by the Mediterranean island nation for maritime border patrol missions, also incorporates search radar, EO/IR sensors and other mission equipment. SP

Hawker’s Special Mission capabilities

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The bOeINg cOmPANy hAS announced that its 787 Dreamliner will participate for the first time in flying displays at Farnborough. Boeing also will present its Enduring Awareness Pavilion, a compre-

hensive display of advanced command, control, communi-cation, computer, intelligence, surveillance and reconnais-sance (C4ISR) capabilities.

“We are showcasing a full range of innovative new prod-ucts, systems and services from our commercial, defence, space and security businesses,” said Tom Downey, Senior Vice President, Boeing Communications. “We’re looking for-ward to the opportunities the show provides to meet with customers, partners and other stakeholders.”

A Boeing 787 Dreamliner in Qatar Airways livery will be on static display and Boeing plans to fly the fuel-efficient air-plane in the daily show displays. In addition, Korean Air will

display its newest Boeing 737-900ER July 9-12. Boeing will feature the new 737 MAX with a programme update, and a full-scale model of the 737 MAX Advanced Technology wing-let will be on view in the Boeing static display area.

The Enduring Awareness Pavilion is an interactive exhib-it focused on C4ISR across every operational domain—air, land, sea, space and cyberspace. It will showcase more than 20 technologies—including the P-8A Poseidon, space-based space surveillance system, airborne early warning and con-trol, eXMeritus HardwareWall, unmanned airborne systems from ScanEagle to Phantom Eye, and other capabilities.

During the show’s daily flying display, Boeing will demon-strate the capabilities of its advanced, multi-role F/A-18E/F Super Hornet fighter. Also on the flying programme will be the Bell Boeing V-22 Osprey tiltrotor and the tactical and strategic C-17 Globemaster III airlifter. The company and its customers will display several other systems, including the F-15E Eagle fighter and the AH-64D Apache Longbow attack helicopter.

Together with the Royal Aeronautical Society, Boeing will present airplanes built by students at the Yateley School (Hampshire) and the Marling school (Gloucestershire). They are the first two complete planes among the six being built by schools participating in the “Schools Build a Plane Chal-lenge”, an initiative providing young people in UK second-ary schools with the opportunity to build an operational light aircraft from a kit. SP

Dreamliner flights

interior VieW of boeing 787 dreamliner

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EAdS ANd ITS dIVISIONS—AIrbuS/AIrbuS Mili-tary, Astrium, Cassidian and Eurocopter—will have a diverse portfolio of products, services and tech-nologies on display at Farnborough.

Visitors will be able to see the unrivalled capabilities of the EADS Group in the defence and security field, ranging from aircraft platforms and missiles to secure communica-tions systems.

cassidian, the defence & security division of EADS, will present its wide array of security solutions and sys-tems. These include the Tanan vertical take-off and landing (VTOL) unmanned aerial system, the Tracker mini-UAS as well as the new Cassidian CyberSecurity solutions for Cy-ber Defence & Professional Services, Trusted Infrastructure and Secure Mobility. During Eurosatory, Cassidian will also launch a new member of the Spexer Security Radar family: the Spexer 1500. Using the latest active electronically scan-ning array (AESA) technology, it is specifically designed for the mobile protection of border regions and sensitive indus-trial or military installations.

mbdA will present its range of missiles and missile sys-tems on a separate stand. EADS is a shareholder in MBDA. Airbus Military will display models of its A400M turboprop airlifter and the A330 multi-role tanker transport aircraft. The versatile A400M, which can perform both tactical and long-range strategic/logistic missions as well as refuelling, has already been ordered by Belgium, France, Germany, Luxembourg, Spain, Turkey, the UK as well as Malaysia. The MRTT has been ordered by Australia, the UK, Saudi Arabia and the United Arab Emirates with six aircraft delivered to three customers last year.

Astrium, the European leader in space-born defence and security systems developing the complete weapon system for the M45 and M51 French ballistic missiles, will showcase projects such as the geostationary observation space surveil-lance system (GO-3S) which is an earth observation satellite designed to operate in geostationary orbit within 10 years. Once in orbit it would be able to gather real-time information for security and defence purposes and humanitarian mis-sions. Astrium will also display the welfare communication services it can provide to European armed forces for troops on overseas operations, and some of its solutions, in the frame of NATO’s anti-ballistic missile defence programme, for the protection of European populations, territories and troops, such as the Exoguard interceptor concept.

eurocopter will display some of its key helicopters for military, security and patrol missions. These include the long-range 11-metric-tonne twin-engine EC725, whose capabili-ties are being demonstrated in Afghanistan with the French Armed Forces in its Caracal version; the AS565 Panther which is particularly suited to security and defence missions, marine surveillance, tracking, search and rescue; the EC635 which offers high performance and manoeuvrability for use in scout-

ing, anti-piracy and public security missions; and the AS550 Fennec, a highly-capable multi-role military helicopter that is well suited for combat missions, firefighting support, observa-tion, protection and training missions. A model of the EC665 Tiger—the best-performing attack helicopter in the world cur-rently being operated in Afghanistan—will also be on display. In addition, the NH90 and the Tiger will be displayed in the French Army’s stand. Also making its first appearance will be Eurocopter’s EC175, a new medium twin-engine helicop-ter designed to offer superior mission versatility and to set the standards in offshore oil and gas operations, search and rescue, VIP/corporate transport and other missions. It will be present in both the flying and static displays SP

EADS Broad Portfolio

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FINmeccANIcA cOmPANy Selex SISTemI Inte-grati will showcase its most important products in the radar systems domain and in the design and de-velopment of large systems for

homeland protection.In the static exhibition area of Finmec-

canica, Selex Sistemi Integrati will put on show Aulos, a new passive radar system developed by the company, which takes its name from an ancient Greece wind in-strument. The system exploits the electro-magnetic energy available in the environ-ment, as radio frequency FM emissions, making it wholly compatible with the en-vironment. Guaranteed “environmentally-friendly” surveillance is in fact one of the advantages of passive radar technology. It doesn’t generate additional electromag-netic pollution, and it may be operated in and around inhabited areas and, more specifically, urban environments.

In the area dedicated to security, the company will put on show solutions for an integrated airport. The solution is de-signed to deliver a fully operational airport system, based on the development of integrated airside and land side systems.

In air traffic control and management, Selex Sistemi In-tegrati is a turnkey supplier, relying on its capabilities in de-signing, manufacturing and installing different operational set ups according to the customer needs.

In naval systems, there will be the Kronos radar system, one of its state-of-the-art products. It is a tri-dimensional multi-role C band radar, born from the successful experi-ence of the EMPAR system and totally produced with the company’s proprietary technology. More than 20 Kronos, in their different versions, which include naval and land con-

figurations, have been sold in several countries worldwide until now.

In the area dedicated to land sys-tems, the company is showcasing the new SIACCON and the advanced com-mand and control system C2 Advanced, both of which have been designed and realised within the Forza NEC pro-gramme aimed at the battlefield digi-talisation. The company will display the Masterzone system, designed for surveillance and monitoring through unattended sensor net. Selex Sistemi Integrati also designs and realises net-centric architectures able to work in an inter-force, interoperable environment with the purpose of gaining superiority of information. SP

aT The ShOw, embrAer will have the Legacy 650, the mock-up of the new Legacy 500, an Embraer 190 and an ERJ 145 on static display.

The Legacy 500 can fly 3,000 nm with four pas-sengers. With eight aboard it can still fly 2,800 nm at Mach 0.80. This means the Legacy 500 can fly the US coast-to-coast mission with eight passengers at Mach 0.80, even against 99 per cent of annual winds, and still land with NBAA fuel re-serves. There’s room to stand up in a cabin that’s taller than any other, room to relax in a cabin that’s wider and even room to stretch one’s legs on the expansive flat floor.

The Embraer Legacy 650 business jet has an enviable flying range of 3,900 nm and a maximum operating altitude of 41,000 ft. ERJ 145 is known for its versatility and can be deployed to replace turboprops. It has a capacity of 50 seats and a range of 1,550 nm. Likewise, the 100-seat capacity, Embraer 190, is both for short and long haul and has a range of 2,400 nm. SP

The New Legacy 500

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aT FArNbOrOugh, bell helIcOPTer will show-case its mock up of the new Bell 525 Relentless su-per medium helicopter for the first time in Europe. There will be flight demonstrations and two state-

of-the-art commercial aircraft on display as well.There will be demonstration flights of the spacious and

versatile Bell 429 in corporate configuration. In addition, a Bell 429 in emergency medical services configuration and the technologically advanced Bell 407GX in corporate con-figuration will be on display at the trade exhibition. The highly-recognised V-22 Osprey will demonstrate its power and versatility by flying in the air show and will be on dis-play for visitors to have a closer look.

“Farnborough marks the European debut of our new Bell 525 Relentless helicopter following a successful launch in February at HeliExpo in Dallas, Texas. We are excited to give our customers in Europe the opportunity to see our mock up of this game-changing aircraft,” said John L. Gar-rison, President and CEO of Bell Helicopter.

Danny Maldonado, Bell Helicopter’s Executive Vice Pres-ident of Commercial Sales and Marketing, stated, “Bell He-licopter is and will continue to be a leader in the world of aviation. Europe is mission critical region for Bell Helicopter and participating at Farnborough gives us an opportunity to talk with our customers, learn more about their plans and share our mutual goals for the future. It is an exciting time to be involved in aviation and to be a part of Bell Helicopter. We have high expectations for ourselves and the industry.” SP

FlIr SySTemS hAS creATed an airport environ-ment allowing visitors to experience the latest in airport security and trace detection systems. Using the company’s Ranger family of radars, placed at ei-

ther end of the Farnborough runway, FLIR will demonstrate its perimeter intrusion detection (PID) and command and control (C2) capabilities, automated via its’ CommandSpace Adaptive C2 software suite.

The other technologies on display will be perimeter in-trusion detection: detection + identification + tracking via radar and EO/IR sensors located on the airfield and linked to the ASZ’s command and control area; baggage and car-go screening: trace detection and analysis for explosives, narcotics and radiation; mobile response: handheld trace detection of explosives, narcotics and radiation; security checkpoints: trace detection and analysis of explosives, nar-cotics and radiation; command and control: fusion and au-tomation of trace detection, radiation detection, perimeter

security and HVAC monitoring; HVAC monitoring: threat detection and mitigation monitoring for chemical and bio-logical threats; Griffin 824: FLIR Systems will also launch the Griffin 824 trace detection mass spectrometer (TD-MS), a new-generation system for detection and identification of explosives and other materials; surveillance technologies: In Chalet C4, FLIR Systems will showcase its ever-evolving line of Star SAFIRE HD family of sensors. The Star SAFIRE infrared sensor product line is the first true family of inter-changeable and digital, high definition, single LRU imaging systems providing a full spectrum of ISR capabilities, includ-ing laser target designation. Multiple products will be dem-onstrated, and the new UltraForce 350-HD, an all-European content system, will also be shown.

The Star SAFIRE 380-HD will be used for the first time at the Farnborough Air Show to provide live overhead cover-age of the daily aerobatics demonstrations from FLIR’s PC-12 aircraft. SP

griffin 824 Explosives Detection System

Bell Showcasing Rotorcraft

bell heliCopter 407gx in Corporate

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Space Exploration

the INdIAN SPAce ReSeARch Organisation (ISRO) has enjoyed some major triumphs in the highstakes space exploration enterprise. At other times, it has plumbed the depths of de-spair. One high point was the launch of Chan-drayaan-1, India’s first moon probe, on October

22, 2008. Although the mission was not an unqualified suc-cess, it put the national flag on the surface of the moon and was the first spacecraft to detect signs of water on earth’s nearest neighbour. No mean achievement. Soon thereafter, ISRO announced a low-cost programme intended to launch the first Indian spacecraft carrying an Indian as early as 2016. It was hoped that a planned series of human space-flight missions would culminate in an Indian walking on the moon’s surface around 2020. The world’s media began to speculate about another space race brewing—this time be-tween China and India. It all seemed too good to be true, and so it turned out.

April 15, 2010, was the day set for a vital test of India’s most advanced rocket, the geosynchronous satellite launch vehicle (GSLV), at the Satish Dhawan Space Centre at Sri-harikota. That’s when things began to unravel. It had been an eagerly awaited mission because it was the first to feature indigenous cryogenic capability—technology painstakingly developed by ISRO in the wake of stringent US sanctions, os-tensibly because it could be “misused” to power long-range missiles. However, after a flawless lift-off, the crucial cryo-

genic upper stage of the GSLV-D3 underperformed and the costly rocket went spinning out of control. And on Christmas Day, the same year, the GSLV-F06 rocket was launched, but it failed to develop its rated thrust, and veered off course, rendering its destruction unavoidable. After detailed inves-tigation, ISRO claims to have uncovered the causes of the back-to-back failures and is getting ready to move on. But the memories of these fiascos are yet to be erased.

Giant GSLVWhy is the GSLV so important? ISRO is understandably keen to acquire the ability to launch heavy satellites entirely on its own. This would give it a thick slice of the lucrative sat-ellite launch cake. The powerful GSLV can inject a commu-nications satellite into geosynchronous transfer orbit (GTO) from where the satellite’s on-board propulsion system can lift it to its intended geosynchronous earth orbit (GEO), almost 36,000 km from earth. ISRO’s ambitions of send-ing Indian astronauts into space will remain a pipe dream as long as a reliable launch vehicle of the GSLV class is not available. Just now it isn’t. It will probably take several consecutive successful missions for the GSLV to evolve into a reliable unmanned launch system. And human-capable spacecraft cannot have a failure rate of more than two per thousand flights. ISRO also needs to work on areas like ther-mal protection; life support and crew escape systems. The present schedule calls for about two launches per year, so

By Group captain (Retd) Joseph Noronha

ISRO must make the GSLV Mk II operational as quickly as

possible and move onto the GSLV Mk III. After the twin setbacks of 2010, this may indeed be ISRO’s

turnaround year.

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getting the GSLV “man-rated” could take several more years. Therefore, the buzz now emanating from ISRO, points to a more realistic 2020 target for an indigenous astronaut launch; contingent on the GSLV quickly tast-ing success.

In contrast, the GSLV’s predeces-sor—the polar satellite launch vehicle (PSLV)—is a major success story. It has already notched 20 continuous successful flights. Using PSLV rock-ets and some foreign launch facili-ties, ISRO has fashioned two major satellite constellations. The Indian National Satellite (INSAT) System, the largest national communications sys-tem in the Asia-Pacific region, consists of geosynchronous satellites that satisfy the telecommunications, broadcasting, meteorology and search-and-rescue needs of India. The In-dian Remote Sensing (IRS) Satellite System, useful for earth observation, is the largest constellation of civilian remote sensing satellites anywhere in the world. ISRO shortly in-tends to launch the first satellite in a third constellation—the Indian Regional Navigation Satellite System (IRNSS). When the seven-satellite IRNSS becomes fully functional around 2014, it will be India’s equivalent of the global positioning satellite (GPS) system and make the country completely self-reliant in satellite navigation services.

However, launching communication satellites using the PSLV is rather uneconomical since it can only lift 1,060 kg into geosynchronous transfer orbit (GTO). A large satellite is vastly preferable. Most advanced communications satel-lites nowadays are of the six-tonne class, enabling a large number of transponders and other communications equip-ment to be included. That is why ISRO hopes to launch the next GSLV Mk II, with an indigenous cryogenic third stage, by October 2012. However, the more advanced and capable GSLV Mk III will have to wait till at least 2014. That would be able to orbit communications satellites weighing up to five tonnes. Alternatively, it could be used to deliver more than 10 tonnes into low earth orbit.

The demand for transponders in the country is increas-ing by the day and since ISRO has barely half its planned transponders in orbit currently, it is forced to acquire extra ones on lease. GSAT-11, ISRO’s biggest ever advanced com-munications satellite with 32 transponders in the Ka and Ku bands, is planned to be launched by 2014. However, the much-delayed launch of the dedicated communications and surveillance satellite Rohini, intended for the Indian Navy, may not take place till next year. Only after that can the Indi-an Air Force and Indian Army hope for their own satellites.

Outward BOundISRO also has ambitious space exploration plans. India’s sec-ond mission to the moon Chandrayaan-2, planned in 2014, is weighty enough to be blasted off by a GSLV rocket, unlike Chandrayaan-1 which was launched using a PSLV. At least two GSLV rockets will be tested at an interval of six months before the third is entrusted with the moon exploration pay-load. Chandrayaan-2 will have an Orbiter and Lander-Rover

module. ISRO will be responsible for the Orbiter and Rover, while Roskos-mos of Russia will be responsible for the Lander. The Rover will travel on wheels across the lunar surface, do a chemical analysis of soil samples, and relay the data back to earth via the Orbiter.

Before the moon, ISRO has Mars on its radar. The Mars Orbiter mis-sion is intentionally light, low-cost and simple in payload. Since Mars launch windows come around just once every 26 months, ISRO hopes to seize the next chance in November 2013, using the most powerful ver-sion of its workhorse PSLV rocket—

the PSLV-XL. The Mars Orbiter, with nearly 25 kg of scien-tific payload on-board, will be placed in an elliptical orbit of 500 x 80,000 km around Mars. It is likely to focus on the climate and geology of Mars and the origin, evolution and sustainability of life on the planet. ISRO has also formulated preliminary plans for a mission to Venus in 2015. The aim would be to study its atmosphere and examine the origin and evolution of the planet.

increaSinG cOmpetitiOnISRO’s launch vehicle programme has progressed over the years, but the space agency faces numerous challenges—among them a sharp rise in the number of launch vehicle operators which is expected to spark fierce competition. Can ISRO change the established pecking order in the satel-lite launch business? The United States charges more than $50,000 per kg to launch a spacecraft while ISRO hopes to bring this down to $18,000 per kg. ISRO’s main competi-tion could come from cut-rate private players, particularly in America. In 2008, NASA signed contracts with Orbital Sci-ences (OSC) and Space Exploration Technologies (SpaceX) for supply missions to the International Space Station (ISS). SpaceX’s Falcon 9 launch vehicle and Dragon capsule com-pleted their first operational mission to the ISS in May while OSC’s Taurus II and Cygnus capsule are expected to make their first commercial cargo flights to the ISS before the end of the year. The companies will probably foray into satellite launches later.

Meanwhile, the Chinese space programme is proceeding apace. Last year, for the first time in history, China executed more space launches than the US—second only to Russia. China has already sent a spacecraft to the moon. It is also one of the only three countries to have achieved human spaceflight capability. Last year, it staged its first docking in space, when the unmanned Shenzhou-8 spacecraft gently linked up with the Tiangong-1 space laboratory module in a successful docking test. In June this year, Shenzhou-9 crew had successfully docked and separated by manual operation providing final validation of the Tiangong-1space laboratory.

ISRO desperately needs to get ahead if it wants to be taken seriously in the space industry. It must make the GSLV Mk II operational as quickly as possible and move onto the GSLV Mk III. After the twin setbacks of 2010, this may in-deed be ISRO’s turnaround year. SP

ISRO is understandably keen to acquire the ability to launch heavy satellites entirely on its own


Seminar AEW&C

AIrbOrNe eArly wArNINg ANd control (AEW&C) systems are expensive and yet a price defence forces have to put up with to get strategic independence. What emerged from the seminar on Airborne Early Warning & Con-trol organised by Tangent Link in collaboration

with the Confederation of Indian Industry (CII) in New Delhi, was that AEW&C will not die in next to no time and will re-main classic for many years to come.

The day-long seminar held on June 26 began with the opening address by Air Commodore (Retd) Jasjit Singh, Di-rector, Centre for Air Power Studies, followed by an address by Rear Admiral (Retd) Terry Loughran CB FRAeS, Chair-man, Tangent Link, who highlighted on the increasing role of AEW&C in humanitarian assistance, disaster relief, homeland security, besides securing the borders. Sharing his experience with the Royal Navy, he stated instances wherein there were fatalities because of the lack of technological developments like AEW&C. Delivering the inaugural address, Air Marshal (Retd) Vinod Patney, Former Vice Chief of Air Staff reiterated the ne-cessity of the Services to “See Better, See Further, See First” and the need for a detailed contingency plan if there is an at-trition of AEW&C system. “The AEW&Cs capability is great but capability is always finite and there are drawbacks.” The in-

augural session ended with vote of thanks by Gurpal Singh, Principal Advisor and Head Defemce/Aerospace/Security, CII.

SeSSion i: indian air Force (iaF) & aeW&cThe session on “Indian Air Force (IAF) & AEW&C” was chaired by Air Marshal (Retd) T.M. Asthana, former Com-mander-in-Chief, Strategic Forces Command. “The ability to look down is an advantage and one who controls electro-magnetic power controls the airpower. Despite having both high level and low level radars, because of India’s extensive borders it becomes difficult to cover all.”

Air Vice Marshal (Retd) Arvind Agrawal, former SMSO, South Western Air Command, IAF, spoke on “AEW&C: A New Technological Paradigm in IAF.” He said, AEW&C acceler-ates “observation, orientation, decision, action” (OODA) loop. Swift tactical decisions can be taken the faster we gather the information, distribute, analyse and understand it. Stating that the Gulf Wars were a demo of the new technologies in-volved, he said that China has already announced a more technological force and India should also think on those lines.

Speaking on “IAF Operations Under AEW&C Environment”, Air Marshal (Retd) P.K. Mehra, former AOC-in-C, South Western Air Command, IAF, said that there are two aspects; technology and tactics. AEW&Cs development was started to fill the gap as

By Sucheta das Mohapatra

From what emerged at the seminar on Airborne Early Warning & Control in New Delhi; AEW&C systems will remain classic for many years to come

For Strategic independence

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Seminar AEW&C


it is difficult to provide radars for comprehensive low level cov-erage in a country like India with vast borders and especially mountainous terrain. AEW&Cs extends the eyes and ears of the commander. Stating examples of Korean War, Vietnam, Gulf War, etc, he said that it has been proved that in a war the side which has AEW&Cs has been successful. “IAF has to develop tactics to fight in a symmetric AEW&C environment which will be challenging for both men and machines. AEW&C should be able to call up swing role fighters to take advantage of a fleet-ing opportunity to open up a new front. He emphasised on the need for a seamless radar cover with adequate overlap along the border and coastal areas so that redundancy is taken care of. “The rest of the country can be covered with both primary and secondary radars.” On the vulnerabilities and limitation of AEW&Cs, he said that these need protection from saboteurs; must be equipped with an array of passive and active counter-measures; and be able to operate with a robust data link with the ground-based sensors and aircraft of all the three Services. “Despite the evolution of a fifth-generation aircraft like F-35 having the capability of distributed aperture systems, AEW&C will still have a major role to play.” He concluded by saying that IAF must acquire AEW&Cs in adequate numbers and must have plans to induct them, as required.

Issues like the need to standardise doctrines and prin-ciples required for integration and the importance of con-ventional systems like U-2 which will exist, were taken up during the panel discussion that followed.

SeSSion ii: naval aSpectS oF aeW&c“If knowledge is power, the knowledge of enemies on the seas is significant sea power,” said Vice Admiral (Retd) Pradeep Kaushiva, Director, National Maritime Foundation, chairing the session on “Naval Aspects of AEW&C”. “AEW&C can control and contribute battle space management by state-of-the-art and cutting edge technologies. AEW&C air-craft are the best force-multipliers. The induction of P8I will take the AEW&C a full generation forward.”

Representing the industry were Captain (Retd) Tom Trudell, Manager, International Business Development, Northrop Grumman, and Bruce Wais, Business Development, Airborne Early Warning Surveillance Radar Programs, Lock-heed Martin, who gave details of the E-2D Hawkeye system and the radar system on it, the APY-9 radars. He began his presentation with evolution from AEW to BMC 2 and spoke about the new Chinese J-20 stealth fighters. “Interoperability is the key to effective AEW&C. Emerging threats require revo-lutionary capabilities; a new air defence strategy, advanced cruise missile.” On the E-2D he said that it was designed for 21st century threats, having 360 degree situational aware-ness. It has capability for long-range detection, sea target tracking, precision tracking, expands surveillance, etc. E-2D is a state-of-the-art capability for ‘today and tomorrow’ and is designed for future growth. Bruce Wais spoke about the APY-9 radar and said that it provides maximum detection flex-ibility, enhanced sector scan, enhanced tracking sector, etc.

Yoram Savir, Director, Maritime Patrol Aircraft, Israel Aerospace Industries (IAI) ELTA Systems, gave out details of ELTAs AEW&C solutions for maritime domain aware-ness. On the G550 conformal AEW, he said that the develop-ment on this business class platform started in 2001. ELTA’s third-generation of conformal airborne early warning and

control (CAEW) systems, the EL/W-2085, is mounted on a modified long-range, high-performance and low operating cost Gulfstream 550 business jet. Likewise, he spoke about Airbus Military and ELTA C295 multi-mode AEW&C. He said it provides 360 degree coverage, has fully integrated tacti-cal system (FITS) signal intelligence (SIGNIT), electronic scan and fast rotation, separate optimised radar and IFF arrays and is low in weight and high in efficiency. Savir informed that ELTA is proposing ELM 2022 multi-mode belly radar for maritime and air surveillance. It complements AEW radars and is mounted under fuselage. He said that while IAI is a platform house and ELTA a sensor house, both together are providing system of system 2022 AEW&C.

SeSSion iii- international operationS The third and final session was chaired by Air Marshal (Retd) V.K. Bhatia, Senior Technical Editor, SP’s Aviation. In his opening remarks, he traced the gradual but steady build up of IAF’s early warning, air defence and command and control capabilities, and emphasised how these have been boosted by the acquisition of Phalcon-mounted three IL-76 AWACS aircraft with the figure going up to five systems in the near future. The AEW&C capability will be further aug-mented by the planned induction of the Defence Research and Development Organisation (DRDO) developed radar and other electronic surveillance sensors mounted on the Bra-zilian Embraer Emb-145 airframes. He said that in India’s context a judicious mix of ground-based, ground-tethered and airborne platforms would be desirable to perform the AEW&C tasks. Keeping in view the large size of the country, he suggested India, like the US, look into the possibility of deploying lighter-than-air so-called ‘air-tethered’ systems, capable of staying afloat for long durations at stratospheric altitudes to provide surveillance cover over a vast surface area. The more expensive platforms such as the AWACS and AEW&C aircraft should be selectively used in proactive offen-sive-defensive scenarios. On the naval front, he was hopeful the Indian Navy would seriously consider installation of the latest catapult systems on its planned second indigenous air-craft carrier – to take on fixed-wing platforms such as the E-2D Hawkeye aircraft, which would help to greatly enhance the Carrier Task Force’s in-built AEW&C capabilities.

The third session included three international military speakers who covered the AEW capabilities of their respec-tive services/country. Rear Admiral Terry Loughran of former-Royal Navy, UK, described as to how a lack of this capability resulted in the loss of five Royal Navy ships during the Falk-lands War and now, under the changed circumstances, how the AEW assets, especially the rotary-wing kind were help-ing the warfighters in the coalition wars against terror. Wing Commander Norrasage Boonruang covered the AEW capabil-ities of the Royal Thai Air Force which is centred on Saab 340 platform wielding the Swedish ‘Erieye’ system. The Brazilian Naval Attaché in India Captain Carlos Eduardo Dantas was the third speaker who gave a detailed briefing on the AD set up in Brazil and on the Erieye-mounted home-produced E-99, and R-99 platforms based on Emb-145 airframes. These were essentially AEW&C and surveillance platforms. He also talked about an additional AWACS role for the underdevelopment in-digenous Emb KC-390 cargo plane which was under serious consideration by the Brazilian Government. SP

Hall of Fame


MAkINg MOTOrcycleS ANd STeAM cars is a stepping stone towards building aeroplanes—or so Geoffrey de Havilland

thought. Born on July 27, 1882, in Buck-inghamshire, England, the young Geof-frey was of a mechanical bent. In the summer of 1908, he sweet-talked his grandfather into giving him his £1,000 inheritance in advance. Then he quit his job, engaged a mechanic, Frank Hearle, and began making a plane of wire, wood and cloth. Geoffrey’s wife Louise was roped in to stitch the stiff linen fabric stretched over the wings. A 45-hp engine provided power to the twin pusher-propeller machine. Geof-frey had little knowledge of aircraft designing and no training whatso-ever in flying. This did not deter him from getting into the plane at the Hampshire downs and coaxing it to get airborne, helped by Hear-le. But although the aircraft had a better aerodynamic shape than earlier biplanes, it stubbornly re-mained earthbound. When it final-ly did lift off, it came down with a crash about 100 feet away and was wrecked. Fortunately, de Havilland was unharmed. He managed to salvage the engine and some ma-terial from the site and took them back to the workshop, determined to rebuild the machine.

The aircraft that next emerged was stronger and simpler in con-cept with a single propeller. Barely six months later, in early 1910, the new plane took to the air and Geof-frey taught himself to fly. His confi-dence grew in leaps and bounds, so much so that he soon took Hearle, then his wife and eight-week-old son, for joyrides. Thereafter prog-ress was rapid. In 1912, his BE.2 aircraft set a new British one-pas-senger altitude record of 10,560 feet. When the British Army decid-ed to induct aeroplanes, de Havil-land and Hearle produced some of Brit-ain’s first military machines. World War I broke out in 1914 and the BE.2 became the standard aircraft of the Royal Fly-ing Corps. Then de Havilland designed a number of new planes in quick suc-cession. They included single and two-seat fighters and single and twin-engine bomber aircraft. Most of the planes

were manufactured by Airco, where he was employed. The Airco DH.4 was easy to fly, could travel at over 100 mph and had a high ceiling of 23,500 feet. It was rated the best single-engine bomber of the war. It was mass-produced in the United States after that country en-tered the conflict in 1917, and the 5,000 planes manufactured remained in ser-vice through much of the 1920s. Overall

33 per cent of Allied aircraft strength and 95 per cent of all American wartime production were machines designed by de Havilland. His design philosophy was simple and direct. “I like a thing to look right,” he once remarked, “If it does not, although I may not be able to prove it wrong scientifically, I have often found out later that it is.”

After World War I ended, the de Havilland Aircraft Company was found-ed in 1920 (eventually absorbed into Hawker Siddeley). He and his company designed and built a large number of aircraft, including the Moth family—the Giant Moth, Hawk Moth, Puss Moth, Swallow Moth, Tiger Moth, Fox Moth, Leopard Moth, and Hornet Moth—used as private planes, trainers, and light

airliners. These kick-started the flying club movement in Great Britain and many parts of the Brit-ish Empire and made the com-pany financially successful. During World War II their most successful product was the twin-engine Mos-quito, a high-speed, all-purpose fighter-bomber of plywood con-struction. Faster than the Spitfire, it went into squadron service in 1941 and could outfly virtually anything in the air. It played a for-midable role in World War II and some consider it the most versa-tile military aircraft ever built. In 1944, de Havilland was knighted for designing the Mosquito.

The de Havilland Aircraft Com-pany was also among the first to produce jet-propelled aircraft, in-cluding the Vampire and Venom jet fighters. The Comet, the world’s first commercial jet plane and the precursor of today’s jet airliners, should have been the crowning success of de Havilland’s long and illustrious career as a designer and builder of aircraft. It entered ser-vice in 1949 and quickly captured the imagination of the travelling public. But during 1954, two Com-ets broke up in flight with heavy loss of life. By 1958, the larger and stronger Comet 4 was launched, only to be driven out of the market by the Boeing 707 and the Douglas DC-8, both of which were faster and less costly to operate.

Although Geoffrey de Havilland died peacefully on May 21, 1965, aviation brought tragedy to his

family. His youngest son died in a mid-air collision involving two Mosquitoes in 1943. Later, in 1946, another son was killed while attempting a sonic dive in the jet-powered DH 108 Swallow. Con-sequently, Louise de Havilland suffered a nervous breakdown and died in 1949. SP

—Group Captain (Retd) Joseph Noronha, Goa

Geoffrey de Havilland

(1882 - 1965)

He and his company designed and built a large

number of aircraft, including the Moth family—the Giant

Moth, Hawk Moth, Puss Moth, Swallow Moth, Tiger Moth, Fox Moth, Leopard

Moth, and Hornet Moth—used as private planes,

trainers and light airliners

newsDigest


BY SP’S SPecial correSPondent

iaF moderniSation to Be comPleted BY 2022Signalling a push to modernisation of air power assets and shoring up of dwindling squadron strength, IAF Chief Air Chief Marshal N.A.K. Browne said that the current spate of IAF modernisation would be complete by 2022. "All the contracts which are signed during the 11th Five Year Plan are about `1,12,000 crore and they will be executed till 2017. At least 65 to 70 per cent of modernisation will be accomplished by 2017, and the rest by 2022. So 12th and 13 Five Year Plans are very crucial for IAF," said the IAF Chief. The massive capital commitment includes the monumental medium multi-role combat aircraft (MMRCA), likely to be contracted to Dassault Aviation by the end of this year for 126 Rafale jets, primary trainer aircraft, Boeing C-17 Globemaster III heavy lift transports, many more medium transports and several mis-cellaneous special mission aircraft and helicopters. In addition, the IAF will be investing in backbone network-centric architecture to consoli-date AFNET, and begin investments in space-based assets as well. •

iaF'S c-130JS on a roll

As India gears up to order six more C-130Js, the six aircraft in country are stretching their legs well. After landing at the Car Nicobar air-base recently, the 77 Squadron 'Veiled Vipers' based at Hindon is now pushing the aircraft fleet to its limits, flying in formation, exercising with the Army in combat drills and generally setting the stage for a larger number of the force-multiplying aircraft. The C-130Js, the new-est aircraft in the IAF inventory, have proved themselves well and the IAF has reported very positively on the ownership experience so far. In fact, costs saved on early deliveries of the first six aircraft will be discounted from the contract price on the follow-on six aircraft, a figure pegged at approximately $80 million—something that has gone down extremely well with the IAF. •

mid-air reFueller conteSt Winner to Be knoWn Soon

EADS/Airbus will be waiting with baited breath for an impending de-cision on the winner of the Indian Air Force's mid-air refueller com-petition. The tender, a second iteration after the first was aborted in 2009, is a delicate one for EADS. It's Airbus A330 multi-role tanker transport (MRTT), which emerged the winner in the last competition, lost out when the tender was scrapped citing the cost of the system. Airbus has fielded the same aircraft for the current competition, fac-ing off against the Russian Ilyushin-78M, six of which are already operational with the IAF at its Agra airbase.•

Hal ScoutS engine For Htt-40 BaSic trainerThe HAL has floated a bid for the supply of a turboprop engine for the in-development HTT-40 ab initio trainer programme. For the three-tonne basic trainer, HAL has stipulated to turboprop OEMs that it requires an operating envelope of Mach number 0-0.6M, calibrated air speed of maximum 500 km/h and ceiling altitude of 7,000 metres. The HTT-40, first unveiled as a model at Aero India 2011, will progressively replace India's HPT-32 Deepak trainers that have been grounded since July 2009. The Indian Government also recently placed an order for 75 Pilatus PC-7 Mk.2 basic trainers. •

Hal turBoFan engine The Hindustan Aeronautics Ltd has decided to go in for ab initio development of a new turbofan engine for military and civil use. The proposed 20 kN jet engine, to be designed and developed by the Engine Test Bed Research & Development Centre (ETBRDC), will be aimed at powering trainer aircraft, military transports, business jets, light tactical aircraft, UCAVs and reconnaissance drones. The project will affect India's third project aimed at creating an engine for unmanned aircraft use. The other two are the modified Kaveri and the HAL-Safran Laghu Shakti. HAL has already begun scouting for a technology partner. •

uS SecretarY oF deFenSe Panetta in india

On the back of a slew of high value defence deals with the US, India has conveyed that it is no longer interested in remaining in a buyer-seller relationship and will exercise its rights as a customer to get the technologies that it needs. The US Secretary of Defense Leon Panetta met his Indian counterpart A.K. Antony on June 7 for an hour, a meeting where Antony is said to have said in no uncertain terms that military trade needed to move beyond simply the trans-fer of equipment.

In a statement, the MoD said, "During the discussion of the de-fence trade, Antony emphasised that the priority for India is to move beyond the buyer-seller transactions and to focus on transfer of tech-nologies and partnerships to build indigenous capabilities. The US Secretary of Defense assured the Indian side that the US Government will initiate measures to facilitate technology access and sharing."

Secretary Panetta on his part assured Antony that every effort would be made to meet India's technology demands. •

For complete versions log on to: www.spsaviation.net & www.spsmai.com

Airbus A330 multi-role tAnker trAnsport (mrtt) At leh during triAls in november 2011

newsDigest


militarYAsia-Pacific

Defence Acquisition Council clears IAF proposalsAt a meeting of the Defence Acquisition Council on June 22, proposals amounting to approximately `11,000 crore (about $2 billion) were cleared for the IAF which included procurement of ad-ditional 14 Dornier aircraft, simulators for the Su-30 MKI aircraft and establishment of Integrated Command and Control Systems (IACCS). Also, after the success of the pilot project of the Air Force Network (AFNET), it has been decided to implement it as

a nationwide network at the cost of `7,000 crore (approx $1.25 billion).

Americas

Northrop demonstrates SmartNode Pod

Northrop Grumman Corpora-tion has completed a series of test flights that has dem-onstrated the transmission

of imagery, video, voice and digital messages using a pod-based airborne communica-tions system. The SmartNode Pod is based on the battlefield airborne communications node (BACN) technology that allows real-time information to be exchanged among many different military and commer-cial radios and relays full-mo-tion video—a critical capability for deployed warfighters.

Boeing delivers 100th modified Chinook to US ArmyOn June 22, Boeing delivered the 100th modified CH-47F Chinook helicopter to the US Army in a ceremony at the company's modification centre in Millville. Boeing

Airbus MilitAry

• Airbus Military has successfully demonstrated the loading of NH Industries NH90 and Eurocopter EC725 helicopters onto the A400M new generation airlifter.

Atr

• ATR, the manufacturer of turboprop aircraft, has announced that the ATR 42-600, a new member of its family of airplanes has obtained certifica-tion from the European Aviation Safety Agency.

AeroVironMent

• AeroVironment has received a firm fixed-price order for 12 hybrid small unmanned aircraft systems from the Swedish Defence Materiel Administra-tion (Försvarets Materielverk) on behalf of the Swedish Army. The order consists of Puma AE and Wasp air vehicles, ground stations, training, and logistics support. The order is the result of a competitive evaluation and procurement process. Contract options could increase the procure-ment to a total of 30 systems.

bAe systeMs

• BAE Systems has been awarded a £15.5 million (about $24.3 mil-lion) contract by the UK Ministry of Defence for the conversion of two BAe 146-200QC (Quick Change) aircraft from commercial to military configu-ration for use by the Royal Air Force.

boeing

• Boeing has confirmed that Jakarta-based Lion Air has made a commit-ment to order 787 Dreamliners for its newly launched premium carrier Batik Air.

CAe

• CAE has announced that it was awarded a series of military contracts valued at more than C$110 million. They include contracts to develop a suite of fixed-wing training devices, and to continue providing in-service support for Canada's CF-18 fleet.

DenMArk

• The Danish Acquisition and Logis-tics Organisation has announced at Eurosatory that it has awarded Aero-

QuickRoundUp

lockHeed martin HaS a neW oFFice

As a part of the ongoing process of resources’ optimisa-tion, Lockheed Martin has moved its India office to The Grand Plaza Hotel at Vasant Kunj. Henceforth, the new

office address will read as:

Lockheed Martin India Pvt LtdThe Grand Plaza, The Grand HotelNelson Mandela Road, Vasant Kunj, Phase - IINew Delhi 110070

It will be important to have a quick look at the company’s agenda for the country. As per Roger Rose, Chief Executive, Lock-heed Martin India, not only has some important projects ongoing in hand but also has long-term plans for the country which quite interestingly include some highly diversified areas.

The company is apparently quite positive about its successful C-130J programme for the In-dian Air Force which it claims has been “under budget” and delivered well “ahead of time”. While the supply of a total of six initial aircraft has been concluded, the US Government has offered a countersigned LoA in response to a request from the Ministry of Defence (MoD) for additional six aircraft. “There is a strong potential of additional orders from the Indian Air Force, if we continue to perform,” adds Roger Rose.

The India Meteorological Department is seriously considering the WC-130J weather version of the aircraft, known in the US as the “Hurricane Hunter”. Lockheed Martin, is also considering offering C-130’s maritime patrol aircraft (MPA) version to the Indian Navy and the Indian Coast Guard. An ongoing joint venture (JV) with Tata Advanced Systems in Hyderabad is involved in production of tail sections and centre wing box components for global customers.

The company is currently at the initial stages of discussions of potential provision of PAC-3 Air Defence System (operational in various countries including USA) to the Indian Army. Javelin, the shoulder-fired weapon system jointly produced by Raytheon and Lockheed Martin is another poten-tial which is being pursued to meet the requirements floated by the Indian Army. A few other major programmes such as Boeing’s Apache for Indian Air Force, MH-60 R/S helicopter (with Sikorsky) for the Indian Navy, laser-guided bombs for the Indian Air Force, and the emergency high frequency antenna on Scorpene submarines are being actively worked upon by Lockheed Martin.

The world’s largest defence contractor’s Corporate Engineering & Technology group is active on highly diversified areas such as the multi-objective ocean thermal energy conversion (MOOTEC) project with the National Institute of Ocean Technology (NIOT) in Chennai. It is also pursuing a few un-manned aerial vehicle (UAV) programmes with several different organisations such as Delhi Technical University and a LNG-powered C-130J initiative with Aeronautical Development Agency and Tatas.

Even though the company has been eliminated from the big ticket MMRCA programme, it con-tinues to expand its disciplined programme performance on the C-130J programme and maintains full respect towards the steps taken by the Ministry of Defence to modernise the Indian military. •

newsDigest


modifies the helicop-ters under an Initial Produc-tion and Fielding Support contract that also includes training support on the upgrades for Army Chinook units. Boeing deploys two New Equipment Training teams, consisting of CH-47F mechan-ics and technicians, to support Army units around the world.

Joint Flight Testing of X-47B

Northrop Grumman Corpora-tion and the US Navy have successfully concluded the first major phase of flight testing of X-47B unmanned combat air system (UCAS) demonstrator aircraft at Edwards Air Force Base. The airworthiness test phase, which comprised 23 flights by

two air vehicles, proved that the X-47B will perform prop-erly at all speeds, weights and altitudes associated with the Navy's UCAS Demonstration (UCAS-D) programme.

Europe

International Close Air Support in LondonComing September senior Air Force and Army officials will be gathering at the 10th Annual International Close Air Support event in London. Confirmed attendees include Royal Air Force, Turkish Air Force, Indian Air Force, Royal Jordanian Air Force, Czech Air Force, Royal Canadian Air Force, Spanish Air Force, US DoD, Brazilian Air Force and French Air Force.

Russia confirms fifth-generation bomber plansRussian Prime Minister Dmi-try Medvedev has reiterated plans to develop a new, fifth-generation strategic bomber. “Alongside a fifth-generation fighter there are also plans

to develop an advanced long-range aviation complex. I am talking about a new strategic bomber,” he said. He added that “maintenance and modernisation of the existing strategic bombers is not enough”. Russia had announced plans way back in 2009 to develop a new strategic bomber featuring stealth technology by 2025. The new bomber is expected to replace the Tu-95MC Bear, Tu-160 Blackjack strategic bombers, and Tu-22M3 Backfire long-range bombers currently in service with Rus-sia’s strategic aviation.

Sagem's drone contractFrench defence procurement agency, DGA, has awarded Sa-gem (Safran group) a contract for five Sperwer Mk II drones, which will join the fleet of Système de Drones Tactiques Intérimaires (SDTI) tactical drones already in service with the French Army. The new systems will be delivered be-tween the second half of 2012 and mid-2013, and will enable the French Army to maintain its tactical drone capability.

Evaluation of ASMPA nissileFrance’ strategic air force command has successfully carried out the first opera-tional evaluation launch of the integrated weapon system, comprising a C-135 tanker, a Rafale strike aircraft, and the ASMPA nuclear stand-off missile according to a repre-sentative of a real mission. During five hours, the mission brought together all the im-portant phases of flight: high altitude cruise, low altitude penetration, terrain follow-ing, in-flight refuelling from tanker aircraft (C-135 tanker).

civil aviationAsia-Pacific

Airbus enhanced customer support network in IndiaAirbus has launched an enhanced Customer Support Network in India which com-bines numerous individual Field Service support stations into one integrated team. Through this network, Airbus now has a continuous and

Vironment a firm fixed-price order of $9.6 million to supply the Danish Armed Forces with the company’s Puma AE small unmanned aircraft systems. AeroVironment was selected following a competitive evaluation.

elbit

• Elbit Systems Ltd has announced that its wholly-owned Israeli subsidiary Elbit Systems-Cyclone Ltd, has been awarded an approximately $80 million contract for the supply of structural components to the Boeing Company. The contract will be performed over seven years.

euroCopter

• Eurocopter, the world’s leading he-licopter manufacturer on the civil and para-public markets, and Héli-Union, the leading French civil helicopter operator, celebrated the inauguration of a new simulator for the Dauphin AS365 N3/N3+ developed and built in partnership with Thales. The simulator certified last February is operational at Héli-Union’s training centre in Angoulême, in the Charente region of France.

europe

• The first MEADS power and commu-nications unit has recently completed acceptance testing in Germany and will power the first multifunction fire control radar during integration tests at Pratica di Mare, Italy. The truck-mounted power and communications unit provides power for the MEADS MFCR and the surveillance radar.

gkn AerospACe

• GKN Aerospace has been awarded a contract by Boeing, to supply complex machined titanium and aluminium parts and assemblies for the horizontal stabiliser of the 787-9 Dreamliner. Manufacture and assembly work will be undertaken at GKN Aerospace facilities in Long Island and St. Louis, USA.

isrAel

• El Al Israel Airlines has begun the process of renewing its fleet of air-craft over the next two decades to the tune of an estimated $2.4 billion to $2.7 billion. The company's Board of Directors has approved a memoran-dum of understanding for receiving

QuickRoundUp INDIAN AIR FORCEAir Marshal P.S. Gill has been appointed Senior Air Staff Officer (SASO) of Western Air Command. Prior to moving to Delhi, he was on a similar assignment at HQ Central Air Command (CAC) based at Bamrauli, Allahabad.

BOEINgBoeing has announced the appointment of Raymond L. Con-ner as President and CEO, Boeing Commercial Airplanes.

Boeing has announced that George Maffeo, Vice President of 787 Supplier Management, Boeing Commercial Airplanes will succeed Boeing Japan President Mike Denton, who will retire from the company in October.

EMBRAERJosé Antonio Filippo has been named Chief Financial Of-ficer of Embraer. Filippo worked for important Brazilian and multinational groups, prior to taking over the Embraer assignment.

EADSAs of June 1, Alexander Reinhardt has been appointed as Head of Public Affairs Germany. In this role, he is responsible for EADS’ relations with public sector and political organisa-tions and institutions in Germany.

Following the appointment by the EADS Board of Direc-tors, Fabrice Bregier, previously Airbus Chief Operating Of-ficer, has taken over as Airbus President and CEO.

SAFRANPascal Legrain and Philippe Boulan have been appointed as Vice President for Human Resources at Safran group compa-nies Turbomeca and Herakles, respectively.

aPPointmentS

newsDigest


extended Field Service pres-ence, operating from two city hubs at Mumbai and Delhi, to offer 24x7 regional support and services. This Field Ser-vice initiative is part of Air-bus’ evolution of its Support and Services organisation in the region given the contin-ued and rapid fleet growth in the coming years. To sustain domestic and international growth in India alone, the region needs around 1,040 more aircraft by 2030.

First MAS A380 revealed in special livery

The first A380 for Malaysia Airlines (MAS) was unveiled on June 26, bearing its spe-cial celebration livery, ahead of entry-into-service early July on the Kuala Lumpur-London route. The livery was designed by MAS specifically for it its new A380 flagship and was applied post-delivery by Airbus in Toulouse.

Europe

Surrogate UAV prepares for maiden flightThe aircraft will fly using In-strument Flight Rules under air traffic control. In prepara-tion, trials taking place this month include the world’s first use of autonomous, vision-based weather-avoid-ance routing and the first UK surrogate flight of a fully functional visual sense-and-avoid system which includes collision avoidance tests us-ing a second aircraft.

induStrYAsia-Pacific

Boeing delivers EA-18g growler with BEL cockpitBoeing has delivered to the US Navy the first EA-18G Growler electronic at-tack aircraft with a cockpit subassembly produced by

Bangalore-based Bharat Electronics Limited (BEL). The subassembly provides cockpit floodlighting compat-ible with the aircraft's night vision imaging system.

Americas

Embraer and Avic JV During China´s Prime Min-ister Wen Jiabao’s recent visit to Brazil for the Rio+20 Conference, in a signing cer-emony witnessed by leaders from both nations, Em-braer and Aviation Industry Corporation of China (AVIC) signed an agreement to build Embraer’s Legacy 600/650 executive jets in China, using the infrastructure, financial resources and workforce of their joint venture Harbin Embraer Aircraft Industry.

Europe

Sagem Patroller DroneSagem has successfully completed a new series of test flights of its long-endurance.Patroller drone system, in a multi-sensor, multi-mission configuration. The 18 test flights in this series demon-strated Patroller’s ability to fuse information from different sensors and to transmit them to a command and control centre for coastal surveillance. Patroller is a one-tonne class drone, based on an aircraft certified by the European Avia-tion Safety Agency.

SPaceAsia-Pacific

China's Shenzhou-9 spacecraft returns to earthA Chinese space capsule carrying three crew mem-bers has returned to earth following a 13-day mission. The astronauts, includ-ing China's first woman in space, carried out a success-ful manual docking with the Tiangong-1 laboratory mod-ule. The Shenzhou-9 mission posted a series of firsts: the first manned automatic and manual dockings; the first long-duration spaceflight; and the first crew to live aboard a permanently orbit-ing module, Tiangong-1. •

SHoW calendar9–15 JulyFARNBOROUgH INTERNA-TIONAL AIRSHOWFarnborough Airport, Farnborough, UKwww.farnborough.com/ airshow-2012

23–29 JulyEAA AIRVENTURE Wittman Regional Airport, Oshkosh, USAwww.airventure.org

15–17 AugustLATIN AMERICAN BUSI-NESS AVIATION CONFER-ENCE & EXHIBITION (LABACE)Congonhas Airport, São Paulo, Brazilwww.abag.org.br/labace2012

4–7 SeptemberBEIJINg INTERNATIONAL BUSINESS AVIATION SHOWFlight Inspection Center of CAAC, Beijingwww.cibas-beijing.com/CIBAS/index.php

11–16 SeptemberILA BERLIN AIR SHOWBerlin ExpoCenter Airort, Berlinwww.ila-berlin.de/ila2012/home/index.cfm

17–18 SeptemberJORDAN AIR DEFENCE SUMMITAmman, Jordanwww.jordanairdefencesummit.com

17–18 SeptemberTHE FUTURE OF BUSINESS JETSCambridge Airport, Cambridge, UKwww.quaynote.com/ankiti/www/?code=jet12&f=home

25–27 SeptemberINTERNATIONAL CLOSE AIR SUPPORT 201276 Portland Place, London, UKwww.closeairsupportevent.com

27–29 SeptemberJET EXPOBusiness Aviation Terminal, Vnukovo-3 Airport, Moscowwww.2012.jetexpo.ru

$40-million loan from Boeing Capital Corporation, the Boeing Company's financial arm.

loCkheeD MArtin

• Lockheed Martin (LMT) has delivered the fifth P-3 Orion with new mid-life upgrade (MLU) modifica-tions to US Customs and Border Protection more than 50 days ahead of schedule. The MLU replaces all fatigue life-limiting structures with enhanced-design components and incorporates a new metal alloy that is five times more corrosion resistant than the original material.

netJets

• In the largest aircraft purchase in private aviation history, NetJets Inc., has announced that it will add up to 425 new aircraft to its worldwide fleet under purchase agreements with Cessna and Bombardier. The transaction has a total value of $9.6 billion and launches the new NetJets Signature Series of aircraft.

norwAy

• Norwegian, one of the largest low-cost carriers in Europe, has firmed up its order for 100 A320neo aircraft with Airbus for which a commitment was signed in January 2012. The order makes Norwegian a new Airbus customer, and as well, one of the biggest A320neo customers.

thAles

• Thales UK has announced that it has been awarded a further four-year contract, valued at £29 million (about $44.4million), from the UK Ministry of Defence to support the intelligence surveillance target acqui-sition and reconnaissance mission support system (ISTAR MSS). ISTAR MSS is a vital operational capability that provides users with mission plan-ning, information management and information exchange.

us Air ForCe

• The US Air Force has awarded Northrop Grumman Corporation a three-year $108 million contract to develop and implement cryptography upgrades as part of the interconti-nental ballistic missile cryptography upgrade II engineering and manufac-turing development programme.

QuickRoundUp

LastWord


The 58-dAy STrIke by over 400 pilots of Air In-dia who are members of the Indian Pilots’ Guild (IPG), was called off on Tuesday July 3 only after intervention by the Delhi High Court. Earlier, the Court had suggested that the parties involved explore possibilities of an amicable out-of-court

settlement. The Court also advised the management of the airline to adopt a “parental attitude’’ towards the pilots. The other faction in Air India is the domestic segment consist-ing of pilots of erstwhile Indian Airlines represented by the Indian Commercial Pilots’ Association (ICPA).

The reason that had apparently triggered the strike by IPG this time was a decision by the management to include members of the ICPA for training on the Boeing 787 Dream-liner to be inducted in the near future. The IPG believes that as international operations have largely been their preroga-tive, members of ICPA ought not to be included for training on the Dreamliner. Apart from the turf war, pilots of the IPG are apprehensive that inclusion of pilots from ICPA will im-pinge on their career progression and promotion prospects.

The latest confrontation between the management and the IPG was a clear manifestation of the utter failure of the policy of the Ministry of Civil Aviation (MoCA) enunciated in 2007 to merge the two national carriers. In the stalemate, the services of over 100 pilots had been terminated and 200 of the remain-ing 300 were also threatened with precipitate action.

During the nearly two months that the situation was adrift, at no time was there any evidence on the part of the management of a clear plan of action to break the deadlock. While the government is usually prepared to negotiate even with the terrorists, no effort was made to initiate dialogue with the striking pilots to resolve issues. Pilots were only too willing to talk but tragically, the management was “missing in action”. And all this while the management had been claim-ing near normalcy with international operations. How this was possible with 15 of the 20 Boeing 777 aircraft grounded, defies logic. The management was not only misleading the nation, it also appeared totally unconcerned about the del-eterious financial implications of the impasse. Accountability has never been a virtue with Air India in any case. Factu-ally, international operations remained severely disrupted. Executive pilots deployed to operate international flights complained of being overstretched and under severe stress, a situation not at all conducive to air safety. Their sympathies undoubtedly lay with the striking faction of pilots as is evi-dent from their communication with the management to this effect. Besides, 22 of the 120 executive pilots reported sick on June 19. All this while, Air India continued to lose money at a phenomenal rate and with the financial plight of the air-

line worsening on account of the rap-idly rising burden of cumulative losses, the airline was fast approaching a point beyond redemption.

While in the re-cent episode, strike by the IPG had been declared illegal and the conduct of pi-lots was regarded as reprehensible, the management did not cover itself with glory either. The IPG had its own litany of complaints such as underpayment or non-payment of emoluments on time, discriminatory policies biased unduly in favour of the ICPA in respect of pay and promotions, denial of equal opportunity to members of the IPG, etc.

Pronouncements by the MoCA about the intended course of action in the future were somewhat bizarre to say the least. Measures suggested by the management such as to immediately dispense with the services of 300 trained pi-lots enmasse, to train freshly hired pilots to replace those sacked as also to employ expatriates who incidentally would be available at more than twice the cost, are not only symp-tomatic of desperation amongst the management, these also reflected complete lack of understanding of the airline indus-try and crisis management. Even with minimal understand-ing of civil aviation one would know that to train a pilot to operate as commander with type rating on an aircraft such as the Boeing 777, involves an expenditure of over a crore of rupees and takes years. These steps if ever taken would sur-pass in folly the disastrous and thoughtless exercise of merg-er in 2007, which is yet to see the light of the day and prob-ably never will, the Dharmadhikari report notwithstanding.

Air India’s cumulative losses have reached staggering proportions and the airline continues to descend deeper into a mess. The state Air India is in today is a result of years of mismanagement and neglect. But till date no one has been held responsible or accountable. While the present crisis appears to be over, in the absence of proper account-ability at every level of management, there is no hope of revival or survival for the Maharaja. SP

— Air Marshal (Retd) B.K. Pandey

Air India’s cumulative losses have reached staggering proportions. While the present crisis appears to be over, in the absence of proper accountability, there is no hope of revival or survival.

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