SP's Aviation August 2010

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

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an sP GuIde PublIcatIon

IAF to get more AWACS

Military Aero Engines

Interviews with Lockheed Martin’s Ralph Heath & Boeing’s Chris Chadwick

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Farnborough airshow 2010

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Military Engines

Issue 8 • 2010 SP’S AVIATION 1

FIrST

8 Transformer

Tech wATch

9 – Phantom eye

– At an Advantage

MIlITAry

13 Technology Contemporary & Upcoming

17 Industry US Aerospace Majors

Part-III

20 Maritime Patrol Aircraft Search at Sea

cIVIl

23 Industry Boeing gung-ho about India

IconIc ShowFarnborough, the biggest air show of the year, witnessed several new aircraft, new

players and new orders. The message was simple—aerospace

good days are back.

Cover Image: Of the many spectacular displays during the Farnborough Air Show was the A400M by Airbus Military which was a crowd puller

Cover image: Abhishek Singh

•

ceOSPeAK

28 ralph heath ‘We are the only provider of

the fifth generation aircraft to the world’

OeM

30 Interview ‘We focus on the market

through the eyes of our customers’

INTerVIew

32 OeM ‘Reliability and maintainability:

two outstanding benefits’

hAll OF FAMe

34 lawrence hargrave

regulAr DePArTMeNTS

5 A word from editor

6 NewswithViews

- Laser System to track Space Debris

- BAE Signs Deal with HAL for 57 Jet Trainers

10 InFocus More Eyes in the Sky

11 Forum

Defending the Airspace

36 NewsDigest

40 lastword Amend Measures

Table of ConTenTsIssue 8 • 2010

AviationSP’s

news Flies. we Gather Intelligence. Every Month. From India.

An SP Guide PublicAtion

nExt ISSuE: Business Aviation and

Environment

A400M, manufactured by Airbus Military, during an impressive flying display at the Farnborough Airshow 2010. the aircraft was rechristened – Grizzly


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AUGUST • 2010

AN SP GUIDE PUBLICATION

IAF to get more awacs


Interviews with Lockheed Martin’s Ralph Heath and Boeing’s Chris Chadwick

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FARNBOROUGH INTERNATIONAL AIRSHOW 2010

Lead Story

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2 SP’S AVIATION Issue 8 • 2010 www.spsaviation.net

PUBLISHER AnD EDIToR-In-CHIEf

Jayant Baranwal

ExECUTIvE EDIToR

Subir Ghosh

ASSISTAnT GRoUP EDIToR

R. Chandrakanth

SEnIoR vISITInG EDIToR

Air Marshal (Retd) v.K. Bhatia

SEnIoR TECHnICAL GRoUP EDIToRS

Air Marshal (Retd) B.K. Pandey

Lt General (Retd) naresh Chand

CoPy EDIToR

Sucheta Das Mohapatra

ASSISTAnT CoRRESPonDEnT

Abhay Singh Thapa

ASSISTAnT PHoTo EDIToR

Abhishek Singh

ConTRIBUToRS

InDIA

Air Marshal (Retd) n. Menon

Group Captain (Retd) A.K. Sachdev

Group Captain (Retd) Joseph noronha

EURoPE

Alan Peaford, Phil nasskau,

Rob Coppinger

USA & CAnADA

Sushant Deb, LeRoy Cook, Lon nordeen,

Anil R. Pustam (West Indies)

CHAIRMAn & MAnAGInG DIRECToR

Jayant Baranwal

ADMIn & CooRDInATIon

Bharti Sharma

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Table of ConTenTs

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20 role of Maritime Patrol Aircraft

28 Interview with lockheed Martin’s ralph heath

13 Military Aero engines

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By selecting the F/A-18IN as its next-generation fighter, India is assured of advanced capability and proven value, mission after mission. Supported by Boeing’s award-winning performance-based logistics program, already in place with the U.S. Navy, India can also count on the Super Hornet to deliver outstanding readiness and superior life-cycle savings—real value now and for years to come.

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Military Aero Engines Interviews

with Lockheed Martin’s Ralph

Heath and Boeing’s Chris

Chadwick

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A Word from Editor


With record numbers exhibiting and hundreds of

thousands of visitors attending the public days of the event, the Farnborough show sent out a

clear signal that the affection of the aerospace industry is strong as ever, and also that business is

firmly back in its tracks

Jayant Baranwal

Publisher & Editor-in-Chief

W

Owner’s pride: RECENTLY, SP’S EDITOR-IN-CHIEF JAYANT BARANWAL PRESENTED A COPY OF SP’S MILITARY YEARBOOK 2009-2010 TO DEFENCE MINISTER A.K. ANTONY IN NEW DELHI

hen people who matter have something to say, it is worth listening to.

This issue of SP’s Aviation carries im-pressions and opinions of a number of key industry people.

Lockheed Martin caters to the security needs of defence forces across the world. In the backdrop of the Farnborough International Airshow 2010 in London, Ralph Heath, Presi-dent, Lockheed Martin Aeronautics spoke to SP’s Aviation about the capabilities of the company. The President of Boeing Military Aircraft, Chris Chadwick, also spoke at length about the company’s growing presence in the international mar-ket. Chadwick says the Indian market has the right customer who is extremely smart and understands what fighting in wars is all about.

On the civilian front, the President of Boeing India, Dinesh Keskar, is upbeat. Boeing wants to address the needs of the In-dian market with its fleet of aircraft. The company believes in-creased passenger movement in the country will entail an ad-ditional requirement of 1,150 aircraft between now and 2029.

Tommy Dunehew, Vice President, Business Development Global Mobility Systems Boeing C-17 ‘Globemaster III’ spoke

about the unique C-17. Dunehew feels the Indian Air Force (IAF) can participate in Boeing’s Globemaster III Sustain-ment Partnership (GSP), a public /private agreement designed around the concept of performance-based logistics where the customer pays for readiness, not specific parts or services.

The interviews aside, this issue also brings to you first- hand reports–Alan Peaford reports from the Farnborough International Airshow 2010, the biggest air show of the year. With record numbers exhibiting and hundreds of thousands of visitors attending the public days of the event, the Farn-borough show sent out a clear signal that the affection of the aerospace industry is strong as ever, and also that business is firmly back in its tracks.

Back home, with the distinction between pirates and mari-time terrorists becoming more blurred, the ‘Search at sea’ ar-ticle argues it is little wonder that there are ever-increasing demands for maritime air surveillance both in the littorals and high seas. This issue’s Forum piece asserts that the key to com-prehensive air defence capability lies in the ability to provide seamless, multi-layered, round-the-clock, radar cover for the entire airspace of the national territory and adjoining areas.

We look forward to the comments of our valuable readers.

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Who could have imagined at the launch of the first manmade spacecraft Sputnik 1 on October 4, 1957 or a little over three years later, the first manned spaceflight on April 12, 1961—with Yuri Gagarin

blasting off from the Soviet soil riding Vostok 1 into an orbital flight— that one day space debris would pose such monumen-tal risk not only to the orbiting satellites/spacecraft but also to the space-borne astronauts. While Electric Optic Systems Company needs to be congratulated for the laser initiative to be able to track and predict pos-sible collisions in space, this ever-increasing menace would con-tinue to endanger both men and machines till an effective method is found to eradicate it in totality. But is it possible?

Space debris, also known as orbital debris, space junk or space waste, is a collection of objects—big and small—in orbit around earth that were created by hu-mans but no longer serve any pur-pose. They consist of everything from spent rocket stages and de-funct satellites to explosion and collision fragments. As the aimless orbits of these objects often over-lap the trajectories of spacecraft, debris is a potential collision risk. A vast majority of the estimated tens of millions of pieces are small particles, impacts of which cause erosive damage, similar to sand-blasting. Spacecraft are designed to carry a protective shield to pre-vent damage to their main body.

The present means for space-craft shielding are only capable of protecting against debris with diameters below 1 cm (0.39 in). The only remaining means of protection would be to manoeuvre the spacecraft in order to avoid a collision. This, however, requires that the or-bit of the respective object be precisely known. The equipment in use so far to gather such information is capable of track-ing objects down to 5 cm (2.0 in) in low earth orbit (LEO) and about 50 cm (20 in) in geo-stationary earth orbit (GEO). In just over half-a-century of space exploration, mankind has not only been insensitive but even criminally negligent by willfully spat-tering the space with more and more debris. Take the case of

the 2007 Chinese anti-satellite test (ASAT), which went ahead totally unmindful of the consequences of such an act and cre-ated 2,300 pieces of trackable debris, 35,000 pieces 1 cm or larger and 1 million pieces 1 mm or larger.

There is therefore no international treaty mandating be-haviour to minimise space debris, but the United Nation’s Committee on the Peaceful Uses of Outer Space (COPOUS) did publish voluntary guidelines the same year after the Chinese test. Clearly, there is a need to ban the use of military weapons

in space as also establish globally accepted norms for peaceful ex-ploitation of space.

There is a need to formu-late clear-cut rules for tackling space debris, which has acquired ominous proportions. First and foremost, a UN-initiated global pledge should be taken by all na-tions not to make the space dirty. All future launches should have inherent features by which all rocket boosters and LEO satellites retain enough fuel to allow them to power themselves to quickly de-orbit after completion of their respective missions. Similarly, GEO satellites should be able to remove themselves to a specified ‘graveyard’ orbit after their useful life is over so as not to come in the way of operational satellites. The second part would be to remove the vast majority of the already existing debris which cannot be removed under their own power.

Many solutions have been studied for this purpose such as

remotely controlled space vehicles to rendezvous with debris and capture them using one device or the other and return them to a central garbage collection centre, but as it entails launching of another spacecraft, the under-discussion Laser Broom solution which uses a powerful ground-based laser to ablate the front surface off known debris that slows them down sufficiently to finally spiral down to de-orbit, sounds like a better proposition. And this is where companies like Electric Optic Systems could come to the fore. But are they ready to cre-ate the additional capabilities to take on the task? SP

—Air Marshal (Retd) V.K. Bhatia

Laser system to track space debrisAn Australian company, Electric Optic Systems claimed recently that it had developed a laser tracking system that will stop chunks of space debris colliding with spacecraft and satellites in the Earth’s orbit. According to the company’s CEO, Craig Smith, lasers fired from ground would locate and track debris as small as 1 cm across and help prevent collisions between them and manned spacecrafts or unmanned satellites. “We can track them to very high precision so that we can predict whether there are going to be collisions with other objects or not,” said Smith. The company has developed the technology with the help of $4 million grant from the Australian government.

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While the decision to go in for additional Hawk advanced jet trainers (AJTs) may prove to be a wise one in the long run, its suddenness has surprised many a defence analyst in the country.

Perhaps it needed to coincide with the maiden visit of the newly elected British Prime Minister David Cameron, as the British side was desperate to show some dramatic results for the visiting dignitary.

The induction of the AJTs into the Indian Air Force (IAF) has itself been a long and tortuous process. Since it was advocated for procurement way back in 1984 by the La Fon-taine’s Committee’, which was looking into ways and means to improve pilot training and flight safety in the IAF, it took 20 long years for India to finally select the BAE Hawk in 2004 as its future AJT. The 66-plane order was worth about $1.2 billion (Rs 8,000 crore) and included options for another 40 aircraft. As per the contract, the first 24 Hawk Mk 132 AJTs were delivered by BAE and another 42 were to be licence-manufac-tured by HAL in India.

The initial euphoria of the IAF, of finally moving on to a genuine, true-blood AJT from the makeshift MiG-21FL got a jolt when immediately after in-duction of the first batch it lost a plane in a take-off accident. This started a series of controversies ranging from the manufacturer trying to palm off old aircraft to lack of spares support re-sulting in poor serviceability and reduced availability of aircraft for the conduct of flying courses. It was not only the IAF which was miffed with the lack of product support; even HAL was badly affected in its production schedule be-cause of various shortcomings in the equipment supplied by the OEM.

For example, the assembly jigs that were supplied did not meet the requirements. There was mismatch in the kits/components and there were defects in the major sub-assem-blies like the wing spar, etc. As a result, HAL fell way behind

in its production schedules. The supply of 42 Hawks by HAL was to start from 2007 and concluded in 2011. However, till March 2010, it was able to produce only 12 aircraft. The Indian defence establishment appeared to be so peeved with the OEM’s business practices in terms of fulfilling its part of the contract that it decided to forgo the option for a follow-on order for additional aircraft. Instead, as reported by the Indian media, another request for proposal (RFP) for the follow-on competition was thrown open to interna-

tional firms for the additional aircraft. Disenchantment with the OEM even found expression in Parliament when Minister of State for Defence M.M. Pallam Raju commented adversely on the OEM’s tardy behaviour and lack of commitment.

So, how has the scenario changed in such a short span of time that the Indian defence planners have not only decid-ed to exercise the option of 40 more Hawks for the IAF, but also added another 17 for the Indian Navy? Was the decision to float a brand new RFP for more AJTs a ruse exercised by India for use as a wake-up call for the British manufacturer? It could have very much been the case as in spite of being greatly disappointed by the BAE Systems, Hawk was also allowed to compete along with AJTs being produced by other world renowned manufacturers. There is also a possibility that the political pressure both from

the Indian as well as the UK governments had the necessary salutary effect on the Hawk maker.

Whatever be the case, the new deal would be a great feather in the cap of newly installed British government which is trying hard to get UK on the path of sustainable economic recovery. And if things have actually settled down in terms of spares/product support, the decision will also come as a boon to the IAF, which otherwise could have ill-afforded the luxury of sustaining two different types of AJTs. SP


bae signs deaL with haL for 57 jet trainersOn July 28, Hindustan Aeronautics Limited (HAL) signed an agreement with BAE Systems and Rolls-Royce for the supply of 57 Hawk trainer aircraft to India for Rs 5,082 crore (£700 million). While BAE’s business with HAL would be worth £500 million, Rolls-Royce’s business would be £200 mil-lion. The announcement came during the two-day visit by a UK delegation headed by the British Prime Minister, David Cameron to India. “This is an outstanding example of India-UK defence and industrial partnership and this agreement will bring significant economic benefits to both countries,” Cameron said. The aircraft will be manufactured at HAL’s facilities in Bengaluru.

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AVX Aircraft Company has responded to a Broad Agen-cy Announcement (BAA) from the Defense Advanced Research Projects Agency (DARPA) seeking designs for

a tactical fly-drive vehicle named Transformer (TX). Accord-ing to DARPA, the objective of the programme is to demon-strate a four-person flyable/roadable vehicle that provides the warfighter terrain-independent mobility. This presents unprecedented capability to avoid traditional and asymmet-rical threats while avoiding road obstructions.

AVX Aircraft Company President and Chief Engineer Troy Gaffey commented on the proposal saying, “The abil-ity of AVX aircraft to respond to the proposal demonstrates the versatility of the AVX configuration. The design is very adaptable and can be configured for many different size and types of vehicles. The efficiency of the AVX design provides flexibility and performance to support both ground and aer-ial movement required for the TX design.”

The objective is to demonstrate a tactical four-person vehicle that can fly and drive on command. The design is needed to be manually driven on the ground like an SUV. It rapidly reconfigures between ground and flight configura-tion, vertical takeoff and landing (VTOL) capability, cruise speed equivalent to a light aircraft and automated takeoff/landing flight control.

The AVX (TX) design meets all the performance require-

ments of the DARPA BAA. The AVX (TX) will have intuitive controls and will provide the non-pilot operator control and navigation systems that are sufficiently intuitive to fa-cilitate the transition from road operations to flight opera-tions. Additionally, the AVX (TX) can be quickly converted to medivac with a vehicle operator, medical attendant and littered patient. Further it can be converted into a resup-ply vehicle using a sling that can move 1,250 lb as an un-manned vehicle or 1,000 lb as a manned vehicle with the same 250 nm range. SP

—SP’s Aviation News Desk

E-mail your comments to:[email protected]

A flyable/roadable vehicle that provides the warfighter terrain-independent mobility

Performance characteristics:

• 1040 lb payload• 250 NM range on one tank of fuel• 10,000 ft msl altitude at max gross weight• 80 mph on road speed, 30 mph rough terrain speed• 140 mph flying speed• Converts from road mode to flight mode in 60 seconds

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Boeing has unveiled the hydrogen-powered Phantom Eye unmanned airborne system, a demonstrator that will stay aloft at 65,000 feet for up to four days.

Darryl Davis, President, Boeing Phantom Works, says, “Phantom Eye is the first of its kind and could open up a whole new market in collecting data and communications. It is a perfect example of turning an idea into a reality. It de-fines our rapid prototyping efforts and will demonstrate the art-of-the-possible when it comes to persistent intelligence, surveillance and reconnaissance. The capabilities inherent in Phantom Eye’s design will offer game-changing opportu-nities for our military, civil and commercial customers.”

Later this summer, Phantom Eye will be shipped to NASA’s Dryden Flight Research Centre at Edwards Air Force Base, California, to begin a series of ground and taxi tests in preparation for its first flight in early 2011. That debut flight is expected to last 4-8 hours.

“The programme is moving quickly and it’s exciting to be part of such a unique aircraft,” said Drew Mallow,

Programme Manager, Phantom Eye, Boeing. “The hydrogen propulsion system will be the key to Phantom Eye’s success. It is very efficient and offers great fuel economy, and its only byproduct is water, so it’s also a green aircraft,” he added.

Phantom Eye is powered by two 2.3-litre, four-cylinder engines that provide 150 horsepower each. It has a 150-foot wingspan, which will cruise at approximately 150 knots and can carry up to a 450-pound payload.

The key Phantom Eye suppliers and partners include Ford Motor Company (engines), Aurora Flight Sciences (wing), Mahle Powertrain (propulsion controls), Ball Aero-space (fuel tanks), Turbosolutions Engineering (turbocharg-ers), the Defence Advanced Research Projects Agency (DAR-PA), and National Aeronautics and Space Administration. SP



At an AdvantageThe HMSS passive and stealthy sensor system has been developed and manufactured by BAE Systems to provide the Eurofighter pilot significant operational advantages

The UK Royal Air Force, Spanish Air Force, Italian Air Force and the German Luftwaffe have begun taking delivery of the most advanced helmet mounted sym-

bology system (HMSS). It will form a key component of their Eurofighter Typhoon weapon systems.

The HMSS is said to have improved tactical performance for Eurofighter pilots by providing essential flight and weapon aiming information through line of sight imagery. The information imagery includes the aircraft’s flight parameters, weapons status and aiming all projected on the hel-met equipment assembly (HEA) visor, enabling the pilot to simultaneously look out in any direction and have all re-quired flight and weapon aiming information in his field of vision.

The HMSS passive and stealthy sensor system has been developed and manufactured by BAE Systems to provide the Eurofighter pilot significant operational advantages by reducing pilot workload and increasing the weapon en-velope in combat situations. The Eurofighter pilot will be

able to instantly designate targets with full head movement, reducing the need for in-cockpit switch selection and air-craft manoeuvring. The new helmet and HMSS also allows ongoing development and enhancement such as increased night vision capabilities. The HMSS imodular design incor-porates a pilot personal inner helmet, which fits into the standard outer avionic HMSS. This design allows both per-sonal comfort and reduced ownership costs through the flexibility of an outer interchangeable HMSS. The ejection safety characteristics are built into the design. SP

Phantom EyeThis unmanned airborne system is efficient, offers great fuel economy, and is green

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the Indian Air Force (IAF) will have many more eyes in the sky. The recent media rev-elation that the IAF

will go in for two more airborne early warning & control system (AWACS) aircraft after the last of the three Israeli Phalcons already ordered is inducted in December did not come as a surprise at all. What was mys-tifying, however, was that the IAF is planning to acquire only two and not three more sys-tems, envisaged earlier as an option in its original order.

Pursued diligently for more than a decade and even though dogged by many delays, a long-standing require-ment of the IAF was finally fulfilled with the in-service in-duction of the first of the three AWACS on May 28 last year. This was the culmination of a tripartite deal signed by India, Israel and Russia. According to the deal, Israel was to install its Phalcon AWACS systems worth $1.1 billion (Rs 5,000 crore) on three Russian IL-76 aircraft ($500 million or Rs 2,250 crore) for sale to India. At the time of signing the deal in 2004, an option for three more such systems in future was also inserted as one of the clauses in the deal.

For the uninitiated, AWACS—a great force-multiplier—is an airborne radar system to detect aircraft. Used at high altitudes, the radar not only allows the operators to distin-guish friendly and hostile aerial platforms hundreds of miles away, but also to control both defensive and offensive air op-erations. The system is used offensively to direct own fight-ers to their target locations and defensively to counter ene-my air attacks. Over and above the stated primary tasks, the system can also be used to carry out surveillance, especially in the electronic medium and command and control man-agement functions. The uniqueness of the Israeli IAI/Elta Phalcon system lies in the EL/M-2075 active electronically scanned array (AESA) phased array radar that allows the radar beam to be steered electronically through 360 degree, making a physically rotating rotodome unnecessary. Other than the radar, the Phalcon system’s sensors also include IFF, ESM/ELINT and CSM/COMINT which through a unique fusion technique, continuously cross-correlate all the gener-ated data making into a highly potent and versatile system.

The cavernous inner fuselage of the IL-76 offers volumi-nous space for the IAF AWACS aircraft to be transformed into a de facto air defence direction centre-cum-command

operations centre (ADDC/COC). Therefore, while the aircraft is engaged in the passive tasks of gathering electronic and com-munication information, it can also be actively engaged in di-recting air-dominance/supe-riority fighters to create sani-tised corridors by neutralising enemy air opposition and then actively controlling friendly strike packages to proceed to their respective targets through the safe air space so created. Simultaneously, the AWACS can carry out real-time man-

agement of the battlefield within its large area of coverage including directing airborne platforms for counter surface force operations (CSFO) i.e. battlefield area strikes/close air support (BAS/CAS).

The complexity of the multifarious tasks which can be performed simultaneously entails rigorous and continuous training for mastering the entire gamut of AWACS opera-tions. Having the AWACS afloat is one thing, but the actual assimilation and perfecting the art of airborne early warn-ing and control to make combat operations precise and lethal, is quite another. That the task is highly challenging has been fully understood by the IAF leadership which has committed itself fully in creating the necessary capabilities. The training has been in full swing since the induction of the first aircraft, which must have gained added momentum with the arrival of the second aircraft earlier this year and would certainly accelerate further with the addition of the third aircraft later this year.

AWACS participation in the recently conducted operation-al air exercises appears to have reinforced the earlier belief that when fully and correctly operationalised, there can be little doubt that the AWACS can prove to be the ultimate air-borne tool in conducting today’s network-centric aerial war-fare. Little wonder, the IAF has decided to go in for two more systems as a follow on order. But will the augmented strength of AWACS be adequate to fulfill IAF’s needs? How would it affect IAF’s overall air defence capabilities? IAF reportedly is also in the process of inducting a wide array of ground-based radars—to be precise— 19 low level transportable radars (LLTRs), four medium power radars (MPRs), four aerostats and 30 indigenous medium-range Rohini systems. Would all this make the Indian air space totally impregnable? Turn to Forum for an in-depth analysis. SP


More Eyes in the SkyBut IAF is planning to acquire only two early warning & control

system aircraft and not three as envisaged earlier

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Who in this country and specially in the In-dian Air Force (IAF) could forget the fate-ful evening of December 17, 1995, when a Russian-built An-26, on a flight from Karachi in Pakistan to Dhaka in Bangla-desh and laden with a cargo of illegal arms

and ammunition dropped the entire lethal load clandestinely in Purulia, a remote district of West Bengal, by hoodwink-ing the radar/air-traffic controllers at Kolkata. Was it not for an alert IAF corporal at the Chennai (FIC) which started a chain-reaction ordering the aircraft to return to Mumbai, the audacious crew and the unscrupulous arms dealer on board would have managed to escape from the Indian airspace on their return journey from Bangkok to Karachi? Paradropping of such a large cache of weapons and ammunition over In-dian territory by a foreign aircraft with total impunity repre-sented severe public embarrassment for New Delhi. However, the timely (even though somewhat imaginary) threat of being shot down, forced the aircraft to land at Mumbai. While its subsequent apprehension by the concerned authorities did save the blushes for the Indian government, it also brought to light gaping holes in India’s radar surveillance capabilities.

Air Defence: iAf responsibilityIndia’s Union War Book pins the responsibility of defending the country’s skies squarely on the shoulders of the IAF. The IAF on its part has tried to discharge this responsibility to the best of its ability but the key to comprehensive air defence capability lies in the ability to provide seamless, multi-layered, round-the-clock radar cover for the entire airspace of the na-tional territory and adjoining areas. The IAF has painstakingly built up its radar surveillance capability by acquiring a size-able number of different types of radars. But because of pau-city of resources, its air surveillance capability has been basi-cally configured around perceived external threats only and

its radars deployed accordingly. It has tried to put a judicious mix of radars such as high power/high altitude (HPR), medi-um power/medium altitude (MPR) and low level transportable (LLTR) to cover the multi-layered airspace, but looking at the size of the Indian territory, it is obvious that it cannot possibly cover the entire spectrum of the whole airspace.

It is presumed that the IAF has good coverage of the airspace in the areas of its western border and adequate coverage in the east, but the same may not be true of its mountainous northern and north-eastern borders. Similar-ly, it would have limited capability in the central zone and the southern peninsula. The IAF’s oldest US built Star Sap-phire HPRs were replaced by the French THD-1955 radars which themselves are becoming obsolescent and need re-placement. Similarly, its French designed MPRs PSM-33 and TRS-2215, licence-produced by Bharat Electronics Ltd, have aged considerably. The LLTRs of the IAF have been gener-ally of Russian origin such as Pechora-linked P-18/P-19 and, ST-68 radars. However, inadequacy in numbers restricts their deployment to cover only the specific areas of interest.

Looking at its entirety, the Indian airspace covers an area of approximately 3,290,000 sq km over its land mass alone. If one has to take into account additional requirements to cater for the desirable early warning capability then the air-space would almost double to 7,000,000 sq km. In the mod-ern concept of airspace management, it would be necessary to provide 100 per cent radar coverage over the entire area of interest with adequate overlap and built-in redundancy. It is evident that for this kind of coverage all national resources would have to be pooled and networked to provide the desired capability for radar surveillance of the country’s entire air-space, which means that apart from its own radar resources, the IAF would have to draw heavily on the radar capabilities of not only its sister services i.e. Indian Army and the Navy, but also the civil radars of the Airports Authority of India

Defending the AirspaceThe key to comprehensive air defence capability lies in the ability to provide seamless, multi-layered, round-the-clock, radar cover for the entire airspace of the national territory and adjoining areas

Small & Simple: AEW&C on

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(AAI), etc. How will this be achieved to cater to the multi-level surveillance re-quirements for full-spectrum coverage?

HigH/MeDiuM power (HigH/MeDiuM AltituDe) rADArsThe civil aviation area and route sur-veillance radars are essentially meant for high/medium level coverage where the civil air traffic normally operates. However, till recently, against an op-timum requirement of 60, there were only 12 such radars in the country—basically to cater to the needs of the country’s metro airports. The AAI is gradually adding more radars as part of its modernisation plans for the non-metro sectors as well with the new figure reportedly being in excess of 20 now. When fully integrated with the IAF’s high and medium power radars, these would greatly help in creating better area coverage at high/medium levels for the IAF’s air defence network. IAF’s bid to get 30 Rohini 3-dimensional central acquisition radar from BEL in a phased manner would further help fill the gaps in radar surveillance at medium levels.

low looking rADArsThis is an area where a great amount of inter-service syn-ergy is required for pooling all available resources as the numbers required are very large. Even with the most imagi-native planning and judicious distribution of LLTRs, the IAF has barely been able to create a single-tier low-level cover-age of its western border. The IAF’s planned acquisition of 19 new LLTRs though a step in the right direction would not be able to fill more than a fraction of its overall requirement. For enhanced capabilities, much greater numbers of army LLTRs such as the ‘reporter’ radars would have to be dove-tailed into the air defence network.

enter tHe AerostAt: tHe low level solutionThe IAF seemed to have taken a quantum leap by selecting the aerostat radars to solve the mind-boggling problem of low-level radar surveillance of the country’s vast western land border to guard against a perennially belligerent neighbour. The IAF had earlier acquired two Israeli aerostats which were deployed in the sensitive Kutch region of Gujarat and in the Punjab sector. Equipped with Elta EL/M-2083, the tethered aerostat radar system greatly helps in beating the ‘low level’ numbers game. Deployed at its maximum tethered height of 15,000 ft, the aerostat radar has a low-level coverage capabil-ity equivalent to 30 similar ground-based radars. Even when deployed almost 100 km inside one’s own territory, the aero-stat can pick up low flying objects up to 200 km across the border. The IAF’s decision to go in for four additional systems is in tune with its earlier projected requirements and with ju-dicious deployment would help in covering the entire western border from J&K in the north to the Gujarat sub-peninsula in the south-southwest.

The Indian Navy’s decision to also acquire six similar aero-

stat systems, as reported by the media, augurs well for India’s maritime secu-rity. Deployed in areas around Mumbai, Goa and Kochi in the west and Chennai (Arkonam) and Visakhapatnam on the east coast with the sixth in the Anda-man Islands, would not only help in boosting maritime surveillance capa-bility, but also complement the IAF’s low-level air surveillance capability, if properly integrated into the overall air defence network.

AwAcs: tHe ultiMAte toolWithin just a year of the induction of the first AWACS, the IAF is full of praises for this mother-of-all air defence and con-trol systems. Recently, the IAF Chief, Air Chief Marshal P.V. Naik stated emphati-cally, “Phalcon AWACS are tremendous force-multipliers. We are having an ex-cellent experience with them. They will get their final operational clearance by October-November.” He, however, did

not qualify as to why the IAF has placed a repeat order for only two more AWACS instead of the three it could have, under the “option” clause of the first contract. It is not clear whether it was done due to paucity of funds or possibly due to unavail-ability of the IL-76 airframe at the Uzbekistan factory.

tHe lAst worDAugmentation of aerostat resources was a long outstanding issue, the implementation of which would considerably en-hance IAF’s low level radar coverage within and outside the country’s western borders. Coupled with the Navy’s planned acquisition of similar radars, the low level coverage would extend to other areas of interest as well. However, aerostats being inherently more vulnerable because of their tethered positions means that the present set-up of ground-based LLTRs continues to be relevant; not only as operational backup, but also to provide the necessary redundancy.

In a short span of time since its induction into the IAF, Phal-con-based AWACS is already proving to be a big game changer which would almost revolutionise the way IAF conducts air operations. An earlier study conducted by the Defence Services Staff College, Wellington, had recommended 18 AWACS to be an optimum figure for the IAF to adequately meet its security challenges and operational requirements. That number may be somewhat of an overkill and also unaffordable, but it is evident that the IAF would need to continue to build up on the currently planned strength to achieve optimum capabilities. In this con-text, a judicious mix of the AWACS and the indigenous under-development airborne early warning & control (AEW&C) on a much smaller Embraer EMB-145 platform could be considered, wherein the indigenous AEW&C system-mounted EMB-145s being much cheaper, could be acquired in greater numbers.

However, in the final analysis, a lot would depend on a meaningful civil-military (and within the military inter-service) synergy to provide an optimum and cost-effective solution to the problem—a commodity missed sorely in this country. SP


medium level: DrDo’s rohInI rADAr PAssEs DurIng thE rEPublIC DAy

PArADE, 2010


Military Technology

The Merlin piston-engine powered Hawker Hurri-canes and Supermarine Spitfires of the Royal Air Force (RAF) did indeed save the day for the UK by

winning the Battle of Britain. But the world famous air campaign also ex-posed the limitations of piston-engines in powering the fight-er platforms, the need of the hour being to beat the enemy with superior speed and height advantage. In their quest to fly higher and faster, designers of fighter aircraft hit a dead end with the propeller-driven, piston-engine aircraft whose speed could not be increased beyond a certain limit. The limit was essentially one of propeller efficiency. This seemed to peak as blade tips approached the speed of sound. It was realised that if the engine and thus the aircraft performance were ever to increase beyond such a barrier, a way would have to be found to radically improve the design of the piston engine, or a wholly new type of power plant would have to be developed. This was the motivation behind the development of the gas turbine engine, commonly called a ‘jet’ engine, which as the events unfolded, would usher in a revolution

in aviation almost as spectacular as the Wright brothers’ first flight.

Post-World War II, while piston en-gines continued to power civil airliners for many years, in the field of military aviation they were rapidly displaced by the gas turbine. Fighters and bomb-ers switched to the turbo jet, military

transports and maritime-patrol aircraft used turboprops, and helicopters found it highly advantageous in chang-ing over to turboshafts—all of them variations of the basic ‘jet’ engine. The change meant more power for less engine weight, far greater reliability, little cooling problems and saf-er kerosene-type fuels. By the 1950s, the use of jet engine, in one form or the other, became almost universal except for some specific types of cargo, liaison and special duty air-craft which sported piston engines as their respective power plants. By the 1960s, even the civil airliner changed over to jet engines. But it was not till a decade later when with the advent of high bypass jet engines, fuel efficiency matched or exceeded that of the piston-engine driven propeller aircraft, heralding the era of fast, safe and high-capacity economical travel for the general public.

By Air Marshal (Retd) V.K. Bhatia

Design and development of military aero engines, especially jet engines, is a highly technologically complex task. Hence only a

handful of manufacturers have been able to achieve global standards and stature.

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Military Technology


The evoluTionFrom the earliest mere 4 to 5-kN thrust centrifugal-flow engines to the present-day up to 200-kN or more thrust axial-flow turbofans, with afterburning and variable-thrust, sporting multi-stage compressors and turbines, and powerful enough to enable ‘super-cruise’ or supersonic speeds in dry power, it has been indeed a highly challenging and interesting journey in the evolution of jet engines.

To redux, eruption of Cold War between the two power blocs—Western & Eastern—resulted in an unprecedented arms race, which also gave catalytic push to ever faster fight-ers and bombers. The jet engines also went through meta-morphic changes in complexities and capabilities. More and more powerful turbojets were introduced to expand the speed and altitude envelopes. The Super Sabre, first of the 100 series US fighters was also the first US fighter capable of supersonic flight in level flight. By this time, augmented thrust technique had been invented through the use of after-burners. Soon ‘Mach 2’ fighters were vying for superiority on both sides of the Atlantic. The English Electric Lightning was perhaps the only aircraft in the world to have ‘one on top of the other’ twin engine configuration with its Avon 301R af-terburning engines. The other notable Mach 2 fighters of the era were the US F-104 Starfighter and the famous Mikoyan design of the Soviet bloc—the MiG-2—which earned the so-briquet of the most mass-produced jet fighter in the world with more than 10,000 variants taking to the skies.

Among the early jet engine designs there is one particu-lar engine which stands out as a pièce de résistance or an engine extraordinaire—the Pratt & Whitney J58-P4, fitted on the 1960s US skunk-work design SR-71 Blackbird Mach 3 strategic reconnaissance aircraft. The J58-P4s were the only military engines designed at the time which could oper-ate continuously on afterburner, and actually became more efficient as the aircraft went faster. Each J58 could produce 145-kN of static thrust. The J58 was unique in that it was a hybrid jet engine. It could operate as a regular turbojet at low speeds, but at high speeds it became a ramjet.

At lower speeds, the turbojet provided most of the compres-sion and most of the energy from fuel combustion. At higher speeds, the turbojet throttled back and just sat in the middle of the engine as air bypassed around it, having been compressed by the shock cones and only burning fuel in the afterburner. At around Mach 3, the increased heating from the shock cone compression, plus the heating from the compressor fans, was already enough to get the core air to high temperatures, and hardly any fuel could be added in the combustion chamber without the turbine blades melting. This meant that the whole compressor—turbine setup in the core of the engine provided hardly any power, and the Blackbird flew predominantly on air bypassed straight to the afterburners, forming a powerful ramjet effect. No other aircraft did this including the compet-ing Soviet aircraft, the famous MiG-25 Foxbat. The so-called tri-sonic aircraft, MiG-25 was built around its two massive Tu-mansky R 15(B) turbojet engines. Although the available thrust was sufficient to reach M 3.2, the engine design not having the same features as the Blackbird’s J58s, a limit of M 2.8 had to

be imposed on the aircraft to prevent supposed total destruc-tion of the engines due to overheating of the turbine blades.

The CuRRenT SCenARioAt present, use of jet engines in one form or the other is all but universal in military aircraft. Exceptions are in the case of some specialised platforms for specific tasks, such as UAVs. Here too, some of the bigger high altitude long en-durance (HALE) types of UAVs and newly developed UCAV combat platforms are converting on to jet engines. While ad-vanced models of turbojets are being used for the jet fight-ers, turboshafts are commonly used on the military helicop-ters and military transporters use either high bypass ratio (BPR) turbofans or turboprop engines.

Today, the turbojet is almost extinct as the present-day frontline fighters in the world all use turbofan jet engines with a combination package of fan plus axial flow compressors in varying numbers. The trend has been towards achieving

Power Horses: pratt & whitney’s F119

engine; ej200 From eurojet; (opposite page)

D-27 type propFan anD X-51a waveriDer unDer the wing oF a B-52 stratoFortress

Military Technology


greater power with engines that are not only lighter but small-er and dramatically simpler. For example, the Spey Mk 202, the engine of the erstwhile Phantoms of the Royal Air Force (RAF), had a total of 17 stages of blading in the compressor (5LP+12 HP) and four stages of blading in the turbines (2+2). The next generation RB 199 of the Tornado has 12 stages of compression (3LP+3IP+6HP) and again four stages of expan-sion through the turbines (1Hp+1IP+2LP), whereas today’s Eurojet EJ200, engine for the fourth generation+ Eurofighter Typhoon has only eight compressor stages (3LP+5HP) and two turbine stages (1HP+1LP). It was generally believed that the more stages of blading an axial-flow compressor has, the greater the overall pressure ratio (OPR) and better the fuel economy. Would that mean that the simpler compressors have been achieved at the expense of greater fuel burn? The fact is that the reverse is true. The OPR of the Phantom’s Spey was 20, the figure for the Tornado’s RB 199 is 23, but for the Eurojet200 of the Eurofighter it has gone up to 26. Indeed the next-generation fighter engine could have an OPR of up to 35

with only six or seven stages of compressor blading.Simpler engines not only result in greater reliability, bet-

ter resistance to battle damage and easier maintenance, but better specific fuel consumption (SFC) means they are also much greener—more ‘thrusty’ but less ‘thirsty’.

The other attributes of the modern fighter engines in-clude afterburners (augmented thrust); with the latest tech-nology of vectored thrust being introduced in some of them to greatly enhance aircraft manoeuvrability. In the latter category comes the engines fitted on the US F-22A Raptor (F119-PW-100), the Russian Su-30 MKI, being operated by the Indian Air Force (AL-35F) and the proposed RD-33MK thrust-vectoring engines for the under development MiG-35 which is one of the aircraft on offer to meet the IAF’s re-quirement of 126 medium multi-role combat aircraft.

MiliTARY JeT FiGhTeRS & enGineSThe fighter engines are becoming so powerful that many modern fighters are capable of making cold (unaugmented) take-offs. This also gives the latest fighters the capability to su-percruise, i.e., sustain supersonic speeds in level flight in dry thrust. The US F-22 Raptor is known for its supercruise ca-pability. It is rumoured that the PAK-FA or T-50, the Russian answer to the US F-22, being developed under a joint venture with India will also have this capability in ample measure. The Eurofighter Typhoon riding on its two EJ200s can also super-cruise with ease.

The latest buzzword in fighter development is the stealth design. However, there is little point in making a stealthy airframe if the engine design does not follow the same route. Also, the IR features of the engine(s) have also to be simi-larly crafted to be able to evade hostile missiles with heat-seeking homing heads. The ability to supercruise certainly helps in this regard.

lATeST DeSiGnSNew technologies and designs are being tried out in power-ing not only some of the new generation fighters but also some of the under development military transport aircraft. These include the fifth generation Lockheed Martin F-35 joint strike fighter, EADS A400M European airlifter and the CIS Antonov An-70 transport aircraft.

F-35 liGhTninG ii JoinT STRike FiGhTeR A somewhat novel engine design technology has been in-corporated in powering the latest US fifth generation stealth joint strike fighter (JSF), the F-35 Lightning. The JSF is be-ing developed in three versions—F-35A, land-based con-ventional take-off and landing (CTOL), F-35B short take-off and vertical landing (STOVL) and the F-35C carrier-based CTOL (CV) version. The two different engines are being developed for the F-35; the Pratt & Whitney F135 and the General Electric/Rolls-Royce F136. The STOVL versions of both power plants use the innovative LiftSystem, patented by Lockheed Martin and built by Rolls-Royce.

Different from the preceding generation of STOVL designs (such as the Harrier), the LiftSystem is composed of a lift fan, driveshaft, clutch, two roll posts and a ‘3 bearing swivel mod-ule’. The latter is a thrust vectoring nozzle which allows the main engine exhaust to be deflected downward at the tail of the aircraft. The lift fan near the front of the aircraft provides

Military Technology


the counter-balancing thrust. Roll control during slow flight is achieved by diverting pressurised air through wing mounted thrust nozzles called Roll Posts. The F-35B is being developed to replace the US Marine Corps and the RAF/Royal Navy’s Har-rier jump jets. Later on, the JSF versions will also replace the US Navy and US Marine Corps F/A-18 Hornet fighters.

AnTonov An-70 MeDiuM MulTi-Role MiliTARY TRAnSpoRT AiRCRAFT The An-70 aircraft under development has incorporated a novel power plant design in its four ZMKB D-27 ‘Propfans’ developed by the Ivchenko-Progress Design Bureau for com-mercial and military transport aircraft. The D-27’s two-shaft gas generator is made up of a regular axial low-pressure compressor, a mixed-flow high-pressure compressor, an annular combustion chamber, a single-stage high-pressure turbine and a single-stage low-pressure turbine. However, novelty lies in the SV-27 contra-rotating propfans, having propellers each with an unprecedented eight composite blades in front and six at rear. The reversible-pitch blades are of scimitar form with each highly efficient engine pro-ducing a massive 10,290 kW (13,800 shp).

eADS A400M AiRliFTeRThe EADS’ under development A400M military airlifter’s four Europrop International TP400-D6 engines are studded with many unique features. At 9,694 kW (13,000 shp) each (third most powerful engine in its category after Kuznetsov NK-12 and Progress D-27 described above), the engine has a three-shaft configuration, an offset gearbox and dual-chan-nel FADEC. Engines are handed with one each wing pair rotating in opposite direction to the other, offering reduction in torque and elimination of asymmetric airflow over wing. The ‘down between’ configuration also improves asymmet-

ric handling in case of an engine failure. The uniqueness of the arrangement lies in the fact that even though rotating in opposite directions, engines are interchangeable.

new hoRizonS: hYpeRSoniCSFor over the last four decades, visionaries—and even a few professional aircraft designers—have considered military aircraft that are capable of hypersonic speeds, i.e. many times the speed of sound, such as Mach 5, which at high alti-tude equates to 2,868 kts (5,310 kmph). The recent success-ful sustained flight of the Boeing X-51 Wave Rider in excess of Mach 5 seems to have brought closer to reality the long cherished dream of the military aircraft designers to have a hypersonic military aerial vehicle in operational service.

A CoMplex TASkDesign and development of military aero engines, espe-cially the jet engines, is a highly technologically complex task, which explains why only a handful of manufacturers have been able to achieve global standards and stature. The prominent players in the field of jet engine manufacturing for military fighter aircraft include Pratt & Whitney, General Electric, Rolls-Royce, Snecma and Eurojet from the West-ern world, whereas Klimov and Saturn occupy the pride of place among the Russian manufacturers. The Chinese are also moving forward with their ‘WP’ series of jet engines but will take some more time to achieve the global standards. India, too, has been struggling for the past two decades to develop the Kaveri jet engine to power its indigenously de-signed light combat aircraft (LCA). With success still eluding the scientists at the Gas Turbine Research Establishment, the initial production aircraft are being fitted with the im-ported 83.2kN (18,700 lb st) General Electric F404-GE-IN20 afterburning turbofans. SP

User CoUntry/ serviCe

AirCrAft engine MAnUfACtUrer

engine(s) *CoMpressor ArrAngeMents

BypAss rAtio

thrUst kn **(lB st)

US/USAF F-16 Pratt & Whitney or General Electric

1 x F100-PW-229 or1 x F100-GE-129

3F, 10A, a/b3F, 9A, a/b

0.360.68

129.5 (29,100)129.0 (29,000)

US/USN F/A-18 E/F General Electric 2 x F414-GE-400 3F, 7A, a/b NA 97.9 (22,000)UK/RAF Eurofighter Eurojet 2 x EJ200 advanced

technology turbofans3F, 5A, a/b 0.4 90.0 (20,250)

France/FAF Rafale Snecma 2 x M 88-2E4 3F,6A, a/b 0.25 75.0 (16,872)Sweden/SAF Saab Gripen General Electric/Volvo Flying Motor 1 x F404-GE-400 3F, 7A, a/b 0.34 80.5 (18,100)Russia/RAF MiG-35 Klimov 2 x RD-33 MK 4F, 9A, a/b 0.49 85.3 (19,180)India/IAF LCA (Tejas) GTRE 1 x Kaveri 3F, 6A, ab N/A 80.5India/IAF Su-30MKI Saturn 2 x Lyulka AL-35F (AL-31FM) 4F, 9A, a/b 0.57 122.6 (27,560)India/IAF Mirage 2000 Snecma 1 x M53P2 3F, 5A, a/b 0.35 95.0 (21,355)China/PLAAF, Pakistan/PAF FC-1 Or JF-17 Klimov 1 x RD-93 (derivative of RD-33) 4F, 9A, a/b 0.49 81.4 (18,300)China/PLAAF J-10 Saturn 1 x Lyulka AL-31FN 4F, 9A, a/b 0.57 122.6 (27,560)US/USAF F-15E Pratt & Whitney 2 x F100-PW-229 3F, 10A, a/b 0.36 129.5 (29,100)US/USAF F-22A Raptor Pratt & Whitney 2 x F119-PW-100 Advanced

technologies turbofans with two dimensional thrust vectoring

3F, 6A, a/b 0.45 155.6 (35,000)

US/USAF, USN F-35 Pratt & Whitney or General Electric/Rolls-Royce

1 x F135 advanced technologies turbofan, 1 x F136 (under development)

3F, 6A, a/b 1F+3A, 5A, a/b 0.57 0.8 177.9 (40,000) 181.4 (40,000+)

Note 1: *Compressor Arrangements: F = Fan stages, A = Number of axial stages, a/b = afterburner or augmentor **lb st = pound staticNote 2: The first six fighters are competing in India’s MMRCA Acquisition Programme Note 3: India’s GTRE Kaveri engine development yet to be completed


Military Industry

GE AviAtionWith its headquarters in Evendale, Ohio, GE Aviation is a subsidiary of General Electric Company (GE), one of the largest corporations in the world. GE Aviation is a part of GE Technology Infrastructure. Globally, the company is the leading supplier of aircraft engines for a variety of commer-cial aircraft. GE Aviation’s main competitors in the engine market are Pratt & Whitney and Rolls-Royce.

In 1892, the amalgamation of The Edison General Elec-tric Company founded by Thomas Alva Edison with two oth-er electric companies, led to the formation of The General Electric Company (GE). In the early days, the company was engaged in the development of a turbine engine to gener-ate electric power. In 1903, GE successfully developed the world’s largest steam turbine generator. GE made its entry into the regime of aero engine technology through the devel-opment of the turbo-superchargers that utilised the energy of exhaust gasses to drive a turbine to enhance engine per-formance at higher altitudes. This technology was incorpo-rated on the B-17 Flying Fortress as well as on several other World War II aircraft.

In 1941, GE received its first contract from the US Army Air Corps to build a gas turbine engine based on Frank Whittle’s design. A number of other designs followed, but the first jet engine produced in large numbers in the US was the J31. This followed other successful designs such as the J33 powering the P80 Shooting Star, the J47 for the F-86 Sabre Jet used extensively in the Korean War. With over 35,000 engines delivered, the J47 was also the first turbojet certified for civil application. After 30 years of operational

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

Leading aero engine manufacturers General Electric and Pratt & Whitney are competitors as well as partners. Browse through the third part of the article to know more about the players

dominating the US aerospace industry.

AerospAce Majors

fuel efficient & low emission: Boeing

Completes First 787 genx engine run

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service, the J47 retired in 1978 giving way to the J79 for supersonic aircraft such as the F-104 Starfighter and the F-4 Phantom. Over 17,000 J79 engines were delivered in three decades. Entry into civil aviation market was made when the J79 derivative, the CJ 805 was selected to power the Convair 880 airliner.

Next came the J93 that powered the experimental XB-70 bomber capable of operating at Mach 3. The CJ805 was modified to carry a fan at the rear, the first turbofan engine for commercial use on the Convair 990. In 1965, the world’s first high bypass turbofan TF39 from GE was selected for the C-5 Galaxy strategic airlifter. Another success story was the J85 turbojet engine that powered the Northrop F-5 Free-dom Fighter which saw service in more than 30 countries.

Advances in technologies in the 1960s paved the way for the development of the F101 engine for the B-1 bomber. In the mid-1980s, the F110, based on the F101 design, was selected as one of the engines to power the F-16 C/D combat aircraft and the US Navy’s F-14B/D Super Tomcat. A deriva-tive of the F110, the F118, powered the B-2 bomber. Around the same time, came the highly successful GE F404 engine of which more than 3,700 units were built.

Together with its derivatives, it powered the F/A-18 Hornet and several military aircraft worldwide such as the F-117 Stealth fighter, JAS-39 Gripen of Sweden and the A-4S Super Skyhawk fleet of the Republic of Singapore Air Force.

GE’s commercial engines of the 1970s were built on the technology of the military engines of the 1960s. Beginning in the early 1970s, the CF6 high bypass turbofan engine powered the Douglas DC-10. By the 1980s, the CF6 family of engines was powering wide-body aircraft, including the Boeing 747 and 767, the Airbus A300 and A310 and the McDonnell Doug-las MD11. By the late 1990s, more than 5,500 CF6 engines were in service. A CF6-80C2 engine powers the Air Force One.

In 1974, GE entered into a 50:50 partnership with SNEC-MA, the leading French aircraft engine manufacturer to es-tablish CFM International and jointly produce a new mid-sized turbofan engine which emerged as the CFM56. This has been one of the most successful international col-laboration in the global aerospace industry. The objec-tive was to gain a share of the short to medium range aircraft engine market. The company received its first order in 1979, when the CFM56-2 turbofan engine was selected to re-engine DC-8 Series 60 aircraft, renamed Super 70s. The US Air Force selected the military ver-sion of the CFM56-2, designated the F108, to re-engine its fleet of KC-135 tanker aircraft. Since then, GE and SNECMA CFM56 engines have powered commercial air-craft for the Boeing Classic 737-300/-400/-500 series, Airbus Industries A318, A319, A320, and A321, and the long-range, four-engine Airbus A340. The CFM56-7, power plant for the Boeing Next-Generation 737-600/-700/-800/-900 series, was launched in late 1993. In the second half of the 1990s, more than 3,500 CFM engines were delivered worldwide. In the decade ending 2010, the company would have delivered over 23,000 engines. As declared on the eve of the Farnborough Air Show 2010, GE Aviation and its engine joint ventures expect to deliver about 2,000 commercial jet engines in 2010, about 70 more than in 2009.

GE Aviation continues to assemble jet engines for the

US military, subsidiary services and commercial operators. The range of engines includes the F404, F414, T700, GE90 and the CFE 738, LM6000 and 2500. The company also pro-duces the CT7 commercial turboprop power plant and two variants of the CF34 regional jet engine, one of which the CF34-10A was selected to power the 850 aircraft fleet of the ARJ21 the new Chinese regional jet over the next two decades. Developed on the proven GE90 architecture, the highly fuel efficient, low emission GEnx-2B engine, succes-sor to the CF6, was selected by Boeing in 2005 to power the 747-8 Intercontinental, the 747-8 Freighter and the 787 Dreamliner. The new engine has received FAA certification after extensive ground and flight tests and GE has orders for over 1,300 GEnx including around than 400 GEnx-2B engines from 48 customers around the world. The company is planning to ramp up production from 100 to 200 per year. CFM International is now working on the next generation engine designated as the “Leap X” for which a number of futuristic technologies are under evaluation.

The latest from GE in competition with Pratt & Whitney is the F136 engine specifically developed for the fifth gen-eration F-35 Lightning II Joint Strike Fighter. Developed in collaboration with Rolls-Royce, the F136 engine is a product of the best technology from two leading manufacturers of aero engines. With more than 70 per cent of its development complete, the GE/Rolls-Royce F136 engine programme is expected to be ready for flight testing in 2011.

PrAtt & WhitnEy A part of United Technologies Corporation, Pratt & Whitney is a world leader in the design, manufacture and mainte-nance of aircraft engines, industrial gas turbines and space propulsion systems. The company, whose products are widely used in both civil and military aircraft, has over 38,500 employees and supports more than 11,000 custom-ers in 195 countries around the world. As one of the leading aero engine manufacturers, it competes with General Elec-tric and Rolls-Royce, although it also has joint ventures with

Military Industry


both these companies.A company manufactur-

ing machine tools and located in Hartford, Connecticut, in 1925, Pratt & Whitney pro-duced its first piston aero engine, the 425 horsepower R-1340 Wasp. Ordered by

the US Navy, the Wasp had performance and reliability that revolutionised American aviation industry and the company have been leading change ever since. The R-1340 was fol-lowed by another successful engine, the R-985 Wasp Junior. Both engines are still used on agricultural aircraft around the world. In 1936, the company produced 1,300 aero en-gines. After World War II, more than $400 million (Rs 1,840 crore) worth of business representing 85 per cent of its orders, was cancelled by the government causing serious difficulties for the company. A world leader in the piston-driven aircraft engine market during the 1930s, the com-pany changed over to manufacturing jet engines in the early fifties and staged a recovery. The company’s J52 production for 30 years, was built for the Hound Dog missile in 1960,

but later powered a series of naval aircraft. Pratt & Whitney has built engines for frontline fighters, like the F-15 Eagle, F-16 Fighting Falcon, F-22 Raptor and the C-17 Globemas-ter III military transport. Some of the engines for special mission aircraft were the J58 for Lockheed’s SR-71 and J75s for the U-2 spy plane.

With nearly 11,000 military engines in service, Pratt & Whitney has 23 customers in 22 nations. The range of military engines include the F135 for the F-35 Lightning II Joint Strike Fighter (JSF), the F119 for the F-22 Raptor, the F100 family that powers the F-15 Eagle and F-16 Falcon, the F117 for the C-17 Globemaster III, the J52 for the EA-6B Prowler, the TF33 powering E-3 AWACS, E-8 Joint STARS, B-52, and KC-135 aircraft, and the TF30 for the F-111. Pratt & Whitney also has a global network for MRO facilities to support customers. In August 1996, Pratt & Whitney established a 50:50 joint ven-ture with GE to form a company designated as Engine Alliance to develop, manufacture, sell and support a family of mod-ern technology aircraft engines for new high-capacity, long-range aircraft. One product is the GP7200 with two variants, GP7270 and the GP7277 for the Airbus A380 Super Jumbo in competition with the Rolls-Royce Trent 900.

At the recent Farnborough Air Show, Pratt & Whitney announced the formation of a joint venture with Kale Group of Turkey holding 51 per cent to produce aircraft engines. To begin with, the joint venture will specialise in manufacturing hardware for the F135 engine being developed for the F-35 Lightning II aircraft. For nine years and more than 17,600 test hours, Pratt & Whitney has been designing, developing the F135 engine for the fifth generation fighter aircraft for the US Air Force, Marine Corps and Navy as well as for eight allies of the US. Both air force and the navy versions have been flying with the F135 engines.

The company’s large commercial engines power more than 30 per cent of the world’s passenger aircraft fleet. The company continues to develop new engines and work with its partners in International Aero Engines and the Engine Alliance to meet airline customers’ future needs. With more than 16,000 large commercial engines in service today, Pratt & Whitney’s large commercial engines power more than 40 per cent of the world’s passenger aircraft fleet and serve more than 800 customers in 160 countries. Pratt & Whit-ney maintains one of the largest global service centre and networks, more than 40 engine overhaul and maintenance centres. Pratt & Whitney is developing game changing tech-nologies for the future, such as the PurePower PW1000G engine, with patented Geared Turbofan technology for the next generation passenger aircraft and hypersonic propul-sion systems for aircraft.

On August 2, 2005, Pratt & Whitney acquired the space propulsion company Rocketdyne from Boeing and renamed the company Pratt & Whitney Rocketdyne Inc which has been making rocket engines for the US space programme since the very beginning and has powered over 1,600 launches to date. This support continues with the company providing main engines for the space shuttle as also Delta and Atlas launch vehicles. The next US mission to the moon and innovative missile defence products will also be pow-ered by Pratt & Whitney Rocketdyne engines. SP

(To be continued)

pratt & whitney power horses: (opposite page) First Flight oF pw1000g purepower engines; (top) F135 engine For thre F-35 lightning ii joint strike Fighter (jsF)


Military MaritiMe Patrol aircraft

The distinction between pirates and maritime terrorists is becoming more blurred. It is no wonder, says

Joseph Noronha, that there are ever-increasing demands for maritime

air surveillance both in the littorals and high seas

the sea is beautiful, bountiful and mysterious. It can also be deadly. Storms can be skirted or weathered and sea monsters fortunately are no longer sight-ed, but security threats emanating from the sea, abound. Has memory faded of how a small fanati-cal band of heavily armed men unleashed death

and destruction in Mumbai in November 2008, holding the entire nation to ransom? They arrived silently, stealthily and unchallenged—on a rubber dinghy. Could it happen again?

Maritime terrorism is a live possibility. Terrorists could make an unobtrusive entry by sea and attack ports and other vital shore installations. They could disrupt the sea lines of communication (SLOCs). They could create mayhem at choke points, exploiting the vulnerabilities of unarmed shipping. Hand-in-hand with terrorism, are increasingly audacious at-tempts by modern pirates to target high-value maritime assets. And the threats posed by people-traffickers and smugglers—of contraband goods, drugs, arms, ammunition and explosives—have not gone away. All in all, maritime security issues are forcing governments and security agencies across the globe to plunge into a relatively unfamiliar environment.

On a Wide WatchIn February 2009, the Indian government designated the Indian Navy as the authority responsible for the country’s overall maritime security, which includes coastal and off-shore security. The Navy is assisted by the Indian Coast Guard, state marine police and other central and state secu-rity agencies. The Coast Guard has additionally been desig-nated as the authority responsible for coastal security in ter-ritorial waters including areas to be patrolled by the coastal police. The country’s maritime interests include 13 major and 185 minor ports as well as offshore oil/gas assets. The area to be kept under surveillance is enormous—a 7,516 km long coastline, 1,197 islands and an exclusive economic zone (EEZ) extending over 2.01 million square km.

The Indian Coast Guard shoulders much of the responsibil-ity for aerial coastal surveillance with its Dornier 228 fixed-

wing aircraft, besides Dhruv and Aérospatiale SA316 Alouette III (Chetak) helicopters. The Indian Navy currently deploys around 15 Dornier 228-101 aircraft and 12 Israeli Searcher Mark II and Heron unmanned aerial vehicles (UAVs) for the purpose. But the country’s maritime area of interest stretches from the Persian Gulf (where anti-piracy operations off the coast of Somalia continue) across the Indian Ocean to the Strait of Malacca. Its economic growth and energy security depends on safe transit of vessels across the Arabian Sea—a region where security challenges emanating from Pakistan and non-state actors abound. The Bay of Bengal is relatively more be-nign. Though China is reportedly making disquieting attempts to win friends and influence people, India’s strategic strength lies in this region. The Central Indian Ocean also bears watch-ing. But for these far-flung areas that may need patrolling even in peacetime, the Navy currently has resources which are de-cades old—eight ultra-long-range Tu-142ME ‘Bear’ aircraft and five upgraded Il-38SD ‘May’ aircraft.

eyes and ears nO MOreMaritime patrol is about monitoring, surveillance and much more. It includes active patrolling by a ship, submarine, aircraft or satellite—closely examining the patrolled area and ferreting out suspicious activities to be identified and reported. In war, it is critical for navies to locate potentially hostile forces well in advance. Carrier-based patrol aircraft are especially useful to prevent enemy submarines and ships from getting too close to the aircraft carrier. During peacetime, patrols help to monitor and obstruct criminal ac-tivities, while safeguarding lawful use of the waters. Large, land-based maritime patrol aircraft (MPA) and their poorer cousins, maritime surveillance aircraft (MSA), capable of monitoring long distances and remaining airborne for many hours, are often used. Due to their wide field of view and high speed such aircraft can rapidly scour large expanses of water. MSA are a cheaper substitute for MPA, especially in patrolling the EEZ that stretches to 200 nautical miles from the coast. They have much the same mission equipment

Search at Sea

an eye at sea: Lockheed Martin’s

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global express picture: copyright © 2006 raytheon company. all rights reserved. raytheon company is the mission systems integrator for astor.

for more than 40 years, some 300 bombardier special mission aircraft have been selected by countries around the globe to fulfill a wide spectrum of missions ranging from government vip transportation, through search and rescue, to c4isr. today, we continue to meet the critical needs of governments, armed forces and commercial operators with high performance global, challenger and learjet series jets and dash-8/Q-series turboprops. we meet your needs. we deliver.

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global express picture: copyright © 2006 raytheon company. all rights reserved. raytheon company is the mission systems integrator for astor.

for more than 40 years, some 300 bombardier special mission aircraft have been selected by countries around the globe to fulfill a wide spectrum of missions ranging from government vip transportation, through search and rescue, to c4isr. today, we continue to meet the critical needs of governments, armed forces and commercial operators with high performance global, challenger and learjet series jets and dash-8/Q-series turboprops. we meet your needs. we deliver.

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Military MaritiMe Patrol aircraft


but are more compact and can deliver similar outcomes at lower cost. An added advantage is that they can generally be obtained commercially off the shelf.

An MPA is a true multi-mission platform—one of the most functional and flexible airborne systems currently available. It has enough crew members, including relief flight crew, so as to comfortably operate for many hours, if necessary with in-flight refuelling. Apart from maritime surveillance, it can function in anti-shipping, anti-submarine and search and rescue roles. It is typically fitted with a variety of sensors, including radar to detect surface shipping and magnetic anomaly detector (MAD) to detect submarines. It can drop sonobuoys into the sea that detect submarines and transmit data back to the aircraft for analysis. It also has infrared cameras, useful in monitor-ing shipping movements, and electronic intelligence (ELINT) equipment to intercept telecommunications.

But what about the present-day menace posed by speed-boats bearing heavily armed pirates who freely roam the seas in search of their prey—tankers and merchant ships? Or terrorists, laden with explosives, who hijack fishing boats and use them for nefarious purposes? MPA are undoubtedly useful reconnaissance platforms. With actionable intelligence they might indeed pick up and identify such threats expe-ditiously. However, these aircraft are expensive to acquire and operate. Frittering away their flying hours in peacetime would be akin to driving a tank to the supermarket and could render them unavailable for actual military missions. For this reason, a mix of MPA and basic surveillance aircraft would be preferable. It is also important to remember that the bad guys try to merge with the vast number of legitimate passenger, cargo and fishing vessels that ply the oceans. A trigger-happy approach could easily result in an international incident.

POseidOn ahOyBoeing is developing a long-range MPA for the US Navy, called P-8A Poseidon. The P-8A is designed to conduct anti-submarine warfare (ASW), interdict shipping, and to engage in ELINT. It can carry torpedoes, depth charges, AGM-84 Harpoon anti-ship missiles and other weapons. It can also drop and monitor sonobuoys. It is planned to operate in conjunction with RQ-4 Global Hawk UAVs. When it enters service in 2013, Poseidon will probably be the world’s most advanced maritime patrol and reconnaissance aircraft.

Based on the Boeing 737-800 airframe, the P-8A is pow-ered by two CFM56-7B engines. With a maximum speed of 490 knots and a ceiling of 41,000 ft it will have a projected 1,200 nm range and be able to sustain four hours on station, flying at different levels according to the mission requirement. Crew workstations will have dual ultra-high resolution 24” co-lour displays, showing multiple layers with variable transpar-ency. Each operator will have display filters to select specific data and overlays suitable for the particular mission and area of interest. The tactical situation display can also be shared over both military standard and internet protocol data links, allowing for seamless delivery of information.

Poseidon will have the specially designed Raytheon AN/APY-10 radar that has maritime, littoral, and overland mis-sion capabilities. The multimode system supports synthetic aperture radar mode (SAR) and inverse SAR (ISAR) oper-ating modes, surface search and periscope detection with track-while-scan capability, navigation and weather modes.

The aircraft is also fitted with electronic support measures (ESM) equipment.

The Indian Navy is the first foreign customer of this ad-vanced platform. A major Indian arms deal has been signed in advance for an aircraft that’s still under development. Un-der a deal worth $2.1 billion inked in January 2009, eight P-8I aircraft will be manufactured with specifications pro-vided by the Navy. The first aircraft is expected by January 2013 with the other seven deliveries likely to be scheduled by 2015. There’s also an option to order eight more aircraft. The planes will reportedly operate from the Naval Air Sta-tion Rajali, Arakkonam in Tamil Nadu. This location is fa-voured for its long runway and southern location—which increases coverage over the Indian Ocean.

But what of the long, vulnerable coastline and huge EEZ that must be kept under surveillance? Less expensive, shorter range aircraft are necessary to supplement the Poseidon’s coverage. UAVs will also play an increasingly important role. A need has been voiced for the acquisition of medium range maritime reconnaissance (MRMR) aircraft by the Indian Navy. Embraer is a leading contender with its offer of the MPA EMB 145 MP twinjet. However, turboprop alternatives such as mar-itime patrol variants of the ATR 72 and the EADS CASA C-295 also exist. Boeing could propose a modified version of the P-8I, while Israel’s Elta Systems has a maritime patrol variant of the Dassault Falcon 900 business jet in its stable. The Indian Coast Guard also plans to acquire around six MRMR aircraft without ASW capability. The Russian Beriev Be-200 and the American Bombardier Q400 are possible contenders.

terrOrist Pirates and Pirate terrOristsAs Indian Naval pilots fly maritime air patrols they are likely to encounter aircraft from neighbouring countries on similar missions. Lockheed Martin recently delivered two upgraded P-3C Orion aircraft to Pakistan under the US government’s Foreign Military Sales programme. The P-3C is a four-engine turboprop MPA with ASW capability, first introduced in the US Navy in the 1960s. By 2012, the Pakistan Navy should receive a total of eight such upgraded aircraft. Bangladesh has also reportedly resumed efforts to purchase two MPA.

An estimated 500 MPA and MSA currently roam the world’s skies. Most are doddering old relics dating from 1960s and are fast approaching the end of their service life. Once upon a time shipping was vulnerable to submarines but now the threat of a large-scale submarine attack is remote. Consequently many countries are downsizing their patrol aircraft fleets. Those still in service are used primarily for counter-smuggling and EEZ enforcement duties. But peacetime maritime threats from ter-rorists and pirates are increasing. Piracy is generally driven by financial gain, while terrorism is politically motivated; pirates are usually associated with basic tactics/capabilities, while ter-rorists have a more sophisticated approach; piracy has tra-ditionally been confined to the tactical level while terrorism aims at spectacular strategic effect. However, the distinction between pirates and maritime terrorists is becoming progres-sively more blurred. More cooperation between the two can be expected in future, with the potential to cause devastating effects at the regional or even global level. Is it any wonder that there are ever-increasing demands for maritime air sur-veillance both in the littorals and high seas? As always, timely detection holds the key to an appropriate response. SP


Civil Industry

Boeing gung-ho about IndiaThe company promises to deliver the much-delayed 787 Dreamliner between end of first quarter and beginning of second quarter of 2011

Boeing is upbeat about in-creased passenger movement, almost two-thirds of it ac-counted by low cost carriers, and is projecting that India

would need 1,150 aircraft valued at $130 billion (Rs 6,00,400 crore), between now and 2029. Making these projections, Boeing India President Dinesh Keskar said that Boeing would address needs of the Indian market with its fleet of aircraft and promised to deliver Air India the delayed 787 Dreamliner between end of the first quarter and beginning of the second quarter of 2011. “We have given a firm schedule to Air India and we will stick by it,” he said. As for delayed deliveries, Air India is entitled to compensation and that is being sorted out, he said without divulging any details.

The factors driving the Indian aviation industry and Boe-ing’s projections stem from these—a GDP of 7 per cent, more disposable income, improved airport infrastructure, buoyant airlines, particularly low cost, reasonable fuel price (hovering around 70 dollars a barrel) and a liberalised regime.

The future belongs to point-to-point travel, indicating that the Boeing family of 737, 777 and later 787 aircraft would address this specific requirement of passengers. The passen-ger is clearly moving away from hub-to-hub to point-to-point, thanks to increased connectivity. The market demand for large carriers (with over 400 seats) and regional carriers would be

insignificant. In 2000, only two airlines operated to three destinations with 24 weekly frequencies and 412 average seats per flight. A decade later there are six airlines operating to eight destinations with 104 weekly frequencies and 297 average seats per flight. “The average num-ber of seats is going down in an aircraft,” he said.

Reflecting such phe-nomenal growth has been in the Dubai-India route with Emirates lead-ing the way. In 2000, Air India and Emirates had

almost equal weekly capacity of seats. In 2010, of the weekly 80,000 seat avail-ability, Emirates surpassed with about 50,000 weekly seats.

Dreamliner to burn less fuelComparing Airbus A-380 jumbo to Dream-

liner, Keskar said the latter would burn 16 per cent less fuel, saving $2.7 million per aircraft per year on Delhi-London route. Dreamliner which featured at the Farnborough air show in July 2010 had unprecedented market response–863 orders from 56 customers including Air India and Jet Airways.

Keskar said air travel in India, tied closely to its economic growth, will recover by 2011. “We went through the deepest recession in aviation history, but now India’s recovery is one of the fastest. We believe there will be a record 50 million passengers this year if the trend continues. In 2009, airlines in India carried a record 44 million passengers,” he said.

With regard to the freighter market in India, Keskar said, “It is negligible as most of the air cargo movement is hap-pening through the belly of the scheduled airlines.”

WorlD PersPectiveBoeing studies have pointed out that airlines would need 30,900 new airplanes valued at $3.6 trillion (Rs 16,600,000 crore), up from 18,890 airplanes in 2009. The forecast 2009-2029 is that the world GDP is to grow at 3.2 per cent, airplane fleet by 3.3 per cent, airline passengers by 4.2 per cent, and cargo traffic (revenue per tonne kilometre) 5.9 per cent.

The market for new airplanes would get more geograph-ically balanced with Asia-Pacific accounting for 10,320. Air travel is to significantly increase in all of South Asia’s mar-kets (9.3 per cent annual growth).

mro status Keskar announced that Boeing has appointed a project management contractor for the maintenance, repair and overhaul (MRO) facility at Nagpur, in a tie-up with Air India and the ground-breaking would happen by the end of the year. “The MRO should be up and running in two years ad-dressing the needs of airline operators having 787, 737 and 777 aircraft,” he said. SP

By R. Chandrakanth

AnnuAl trAffic growth 2010-2029 (all in percentages)

South Asia 8.4 China 7.6 South America 7.4 Middle East 7.1South East Asia 6.9Oceania 6.0Central America 5.9Africa 5.5World 5.3CIS 4.8Europe 4.4Northeast Asia 4.0North America 3.4

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Show RepoRt Farnborough

www.spsaviation.net24 SP’S AVIATION Issue 8 • 2010


boeing turned up at Farnborough with a clear message that it was not seeking headlines through orders. It didn’t need to. The interna-tional debut of the American company’s much delayed Boeing 787 Dreamliner meant media from all over the world were scurrying to get a

shot of the aircraft as it made its first appearance away from its test grounds in the USA.

It left the show on the second day with a guard of honour from two World War II Spitfires, an ideal image reflecting just what the world’s second biggest aerospace event is all about—looking at the heritage and the future.

With record numbers exhibiting and hundreds of thou-sands of visitors attending the public days—the Farnbor-ough International Airshow 2010 gave a clear signal that af-fection for the aerospace industry is as strong as ever—but also that the business is firmly back on track.

Despite its protestations about orders, Boeing was happy enough to report commitments for more than 200 aircraft during the week with 30 Boeing 777s worth more than $9 billion (Rs 41,600 crore) to Emirates as the highlight.

Airbus was even more bullish about sales and the state of the industry recovery from the global recession. It recorded more than 250 orders worth $28 billion (Rs 1,29,400 crore) with the company rapidly re-evaluating its sales targets and production rates.

At the centre of the surge for new aircraft lay the leas-ing companies headed by the former ILFC founder Steven Udvar-Hazy who launched his own new leasing company, Air Lease, with a raft of Airbus and Boeing orders—but also added Embraer regional jets and even ATR turboprops to his shopping list.

The show was a great success for the Brazilians with 180 orders for E-jets including 140 for UK’s FlyBe. Sukhoi clocked up orders for more than 100 of its Superjet and ATR recorded sales of 72 aircraft during the show.

Russia’s new mainline jet, the MS-21, was represented by a cabin mock-up at the show. Irkut showed an impressive wide economy seat in the planned interior which will eventu-ally take 150-210 passengers. Ilyushin Finance added cred-ibility to the programme with firm orders for 28 and options for 22 more; these were followed up by orders from VEB-Liz-

Iconic Show

Alan peaford reports from Farnborough,

the biggest air show of the year, where there was great optimism with news of several

new aircraft, new players and new ordersPhoToGRAPhS by AbhIShek SInGh


ing and new lessor Crecom leading to a total firm sales and options for 35 more, bringing the manufac-turer close to its 100 aircraft target.

The mood at the show was cer-tainly upbeat, compared with Par-is last year and that was reflected by the number of aircraft making official debuts at the show.

Of course the Dreamliner was the star. It was supposed to be at Farnborough two years ago, but finally it arrived on the eve of the show. The arrival marked the end of the carbon-fibre airliner’s first transatlantic flight, which had begun 9 hours 31 minutes earlier from Boeing Field, Seattle. At the controls for the historic flight were Boeing test pilots Mike Bryan and Ted Grady. The Dreamliner ZA003 is one of four Rolls-Royce Trent 1000-powered 787s involved in the flight-test programme and was equipped with a partial cabin and test equipment.

“We have had flights that were this long, but this was the first time we have gone international and the first time we’ve not ended up back at Boeing Field on a flight of this length,” said Tom Sanderson, who is the Test Director ZA003 and was on board the flight.

Operating as flight BOE787 with around a dozen crew on board, the jet made a low pass, waggling its wings to the large crowd by Farnborough’s runway before touching down for its two-day stay on the static park.

As well as impressive daily demonstrations from the A380, Airbus also had a couple of debut aircraft. The first was the A330-200F freighter. Launch customer Etihad Air-ways took delivery at the show saying it will deploy its newly delivered Airbus on routes to Africa and China from its Abu Dhabi base from September.

Chief Executive James Hogan said as Etihad’s car-go division evolves, Etihad may order additional Rolls-Royce Trent 700-powered A330-200Fs further down the line. A rebound in the Asia-Pacific freight market has helped the airline lift its freight volume in the first half of 2010 by 12 per cent. The airline also has a Boeing 777F on or-der as part of a larger deal for passen-ger versions of the twinjet.

The other debutant from the Euro-pean manufacturer was the A400M – the Airbus military transporter built to compete against the C17 and C130. The aircraft flew in the display and also got its new name—the Grizzly. The company reported the test pro-

gramme is going well and that the aircraft will carry out its first unpaved runway landing within the next few months.

Another show debutant was the Pak-istani and Chinese lightweight fighter, the JF-17 Thunder. Two aircraft from the Pakistan Air Force flew to Farnborough

via Saudi Arabia and Turkey to demonstrate the low-cost al-ternative to a number of visiting military delegations. Paki-stan confirmed that the aircraft will be built by the Kamra-based PAC Company in conjunction with China’s Chengdu Aerospace Company.

Hawker Beechcraft showed its AT06 light attack and re-connaissance aircraft for the first time. It is developed from the T-6 B/C trainer and armed with a missile system from the Lockheed Martin A-10C upgrade.

Boeing showed Turkey’s first 737-based airborne early warning and control system. The programme has been de-layed—but full handover is expected next year.

Airbus was also showing its anti-sub C-295 which has been bought by the Chilean Navy.

One of the biggest debates at the show revolved around the controversial US tanker requirement. Boeing launched a new rhetorical offensive in the KC-X contract battle at Farn-borough, reviving old criticisms about its rival’s approach to hard envelope pro-tection and non-feedback side sticks.

Charles Johnson, Vice President, Mo-bility, Boeing said that the bedrocks of Airbus’s cockpit philosophy would place military pilots in danger. In response,

scaling heights: (opposite page) the Blades aeroBatic team; (top) F-a-18

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EADS North America, which has proposed an Airbus A330-200 modified into the KC-45 tanker, shot back that the KC-767 NewGen Tanker poses the greater risk to pilot safety.

“Boeing is clearly raising these red-herring issues in an attempt to distract from its lack of a tanker and from the con-siderable risk it is offering the US Air Force by proposing a tanker that only exists on paper,” the EADS statement said.

Boeing was bullish about one of its existing aircraft. Kuwait surprised the US manufacturer by asking for information on the F-15 Silent Eagle, making it the first non-operator of classic F-15s to express an interest in the latest version of the fighter.

Boeing itself has been saying over the last year that the Silent Eagle is aimed primarily at the countries that oper-ate classic F-15s, and it has been focussed on promoting its F/A-18E/F to those who do not and are looking for new fighters. The F-15 would offer the air force longer-range strike capability and the potential to carry bigger weapons payload than the F/A-18E/F.

“Right now, this potential customer is asking if it can have information about the F-15. Many customers are looking to recapitalise their fighters,” said Paul Oliver, Vice President, Middle East and Africa, Boeing. “There are a lot of countries looking for alternative platforms to the Lockheed Martin F-35 in the Middle East, and this is one of those,” he added.

The Eurofighter Typhoon was also carrying out a display performance to challenge the F-35 with one aircraft fully laden with weapons performing each day. But it was inside the cockpit that there was something new to see.

BAE Systems test pilot Nat Makepeace was demonstrat-ing a new advanced helmet mounted symbology system (HMSS) delivered this month to the UK, Spanish, Italian and German Air Forces.

The HMSS significantly improves tactical performance for

Eurofighter pilots by providing essential flight and weapon aiming information through line of sight imagery. Information imagery includes the aircraft’s flight parameters, weapons sta-tus and aiming all projected on the helmet equipment assem-bly (HEA) visor, thereby enabling the pilot to simultaneously look out in any direction (head out) and have all required flight and weapon aiming information always in his field of vision.

There were also debuts in the rotor wing sector with Agus-taWestland giving a show debut of its Lynx Wildcat multi-role helicopter, with the type now in production for the British Army and UK Royal Navy, be-ing offered to export custom-ers. Sporting a new two-tone grey colour scheme, the pro-

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gramme’s second of three prototypes was due to make its first flight within weeks of the show unveiling. The Anglo-Ital-ian manufacturer—part of the Finmeccanica group—also of-ficially launched the AW169, a new 4.5t class twin helicopter meant to challenge Eurocopter’s Dauphin and EC145 lines.

While the company has not yet put a price tag on the 10-pas-senger multi-role design, AgustaWestland Chief Executive Gi-useppe Orsi said during the unveiling ceremony at the show that the company expects at least 1,000 sales over the next 20 years. Placed between the AW109 and the AW139 twins when it enters service in 2015, the AW169 will be powered by two Pratt & Whitney Canada PW210 turboshaft engines.

While much of the show was about what was there, many observers were concerned about what wasn’t being

talked about. And that was the Bombardier C-Series. Ex-pectations that Qatar Airways would be announcing itself as a launch customer were dampened when the airline CEO, Akhbar al-Baker said the cost of maintenance guarantees from engine-maker Pratt & Whitney were expensive. But there was some good news for the Canadian manufacturer from Qatar. Al-Baker ordered two Global 5000 business jets for the Qatar Executive fleet and then stunned Bombardier by adding a further order on the spot for a Challenger 605 to be used as a Medevac aircraft.

There was increasing interest in the concept at the show with Dubai-owned Emivest Aerospace and its Middle East distributor Action Aviation unveiling a medevac version of its SJ30 light business jet.

The SJ30 will now be offered in an air ambulance con-figuration, in addition to its traditional role as a VIP aircraft. The specialised interior will be a “quick-fit” option provided by the US medical interiors provider, Lifeport.

Emivest says the SJ30 is suited for medical evacuation missions as it maintains sea-level cabin pressure up to 41,000 ft (12,500 m). For an air ambulance mission, this feature is vital, as the effects of reduced air pressure on the human body are critical for many patients.

The show started with the new, but ended with the old. Aircraft from the Second World War and the Cold War pa-raded on the public days with Spitfires, Lancaster bombers and of course, the spectacular Vulcan bomber performing. The message from Farnborough was simple— aerospace good days are back. SP

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For more information and video, visit: www.spsaviation.net

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CEOSPEAK RALPH D. HEATH

We are the only provider

of the fifth generation aircraft to the world

Besides serving the US forces, Lockheed Martin is serving

the security needs of defence forces across the world. At the backdrop of Farnborough Air Show 2010 in London, Ralph

Heath, Executive Vice President, Lockheed Martin Corporation

and President, Lockheed Martin Aeronautics Company spoke

to SP’s Editor-in-Chief Jayant Baranwal about the capabilities

of the company.

Jayant Baranwal (SP’s): How do you perceive the trend of global market for military aviation?Ralph Heath (Heath): Well, although there are some eco-nomic challenges to all nations, the one thing that is true is that nations around the world need to continue to have the capabilities and the technologies that allow them to main-tain their national security. So we see that continuing and a very clear path ahead. We at Lockheed Martin are a commit-ted part of the industry that will support all governments in meeting their needs.

SP’s: Which markets have been the rewarding markets for Lockheed Martin Aeronautics and which markets need more efforts and why?Heath: There are two aspects—geographic and product specific. To start with geographic, we have enjoyed success globally. Starting with the US, and then internationally, we have had substantial experience and success with both F-16 and C-130 for many decades. We are now embarking on the F-35, which is taking us to new levels of experience and op-portunity. From the products that are made, our thrusts are combat aircraft and air mobility in both the tactical and stra-tegic portions of that particular market. The combat aircraft we believe is the finest fourth generation aircraft around the world that we have seen is the F-16, which continues to mod-ernise. The F-16 IN Super Viper that we offer to the IAF is the pre-eminent capability of any fourth generation fighter in the world and we are very confident that the information that supports that point is being recognised by the Indian govern-ment. We are also the only producer of the fifth generation aircraft—the F-22 and F-35. It is clear that all air forces will move towards fifth generation capabilities at the earliest op-portunity. So we feel we are at a very important and strategic position because we are the only provider of the fifth genera-tion aircraft in the world. The C-130 has enjoyed resurgences. The C-130J which the Indian Air Force has purchased has been developed in the last decade and has been demonstrat-ing its phenomenal capability with latest technology incorpo-rated in the propulsion and in the payload delivery systems. We are seeing very strong potential to continue to build C-130s for certainly at least another decade as nations recapi-talise their fleets. That also happens with the United States Air Force. We modernised the C-5, the strategic airlifter. It is only employed by the US Air Force today but has amazing capability, certainly unparalleled in the world in terms of pay-load, having recently set 42 world records in payload to alti-tude It is very efficient set in operations, and has very mod-ern, high efficiency engines and equipment. What is often not recognised is our involvement in unmanned aircraft. This is a strategic thrust, and when eventually the unmanned aircraft market emerges we believe we will be positioned quite well to be a key competitor in the market place.

SP’s: Which market has been the most rewarding across the globe for Lockheed Martin, following the merger of Lockheed Aeronautics Systems and Martin Marietta?Heath: We have actually covered a number of those. Twenty-five nations have re-capitalised their combat fighter forces with the F-16, which started production 30 years ago and is still going. We are confident that we will continue seeing production of F-16 for quite some time. It is surpassing the Ph

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expectations of many people, me included. It is a tribute to the continuous infusion of new technology so that it is mod-ern. The F 16, a fourth generation fighter, continues to be a benchmark for air performance for combat air. The F-16 and C-130 have been our most successful markets after the merger. The C-130 is really a huge success story as the value proposition, a lot of this due to operations. Many air forces are flying the C-130J, the new model as compared to the legacy C-130s. The value, efficiency, range of payload per-formance is quite clear. The ability to fly at higher altitudes is also quite clear. That is why we believe we will continue to see very strong domain for C-130.

SP’s: Can you give a glimpse of which all programmes, innovations and upgrades have been introduced by Lockheed Martin Aeronautics in the last 10-20 years as also the level of market share gained by them?Heath: With regard to market share, I would simply say that we are a leading competitor in tactical aviation combat fighter market and among the leaders in air lift and feel that no one has the capability that is quite the same as the C-130. We have a significant market share. , The statistics can be evaluated or considered in several ways, but suffice it to say we are a major player in both of those markets. In terms of innovations, some of the capabilities that we see in F-16IN are a very clear and dramatic example of the innova-tions that we have been able to incorporate in the existing platform. If we look at the fifth generation fighter, both F-22 and F-35, here we have brought together for the first time advanced low observability and what we call sensor fusion - in which many different electronic sensors are combined and integrated so that the pilot is presented with meaningful information for him to accomplish his mission. So he does not have to spend time interpreting the radar; he can simply perform the mission. The data is analysed and interpreted and presented to him in a very informative fashion. But even some of our older platforms which are still in operation, the U-2, in which we continue to incorporate advance capabili-ties and sensors, on behalf of the US government and that aircraft continues to perform around the globe. The C-5, as I had mentioned, has an integrated new glass cockpit and the incorporation of latest technologies and engines. Further, we are doing considerable research and development in our Skunk works in California, which has the heritage of techni-cal innovations in aerospace developed in the last 60 years; and much of this is classified work. What I would say is that the creativity, innovation and resourcefulness of the Skunk Works is alive and we continue to achieve great success in developing the capabilities for the US and others nations.

SP’s What kind of an association you have in other markets?Heath: We pride ourselves in two regards, one we have had the opportunity for sales and continuous support of our products, both fighter aircraft and air mobility airlift air-craft, throughout the world, including Asia, both Southeast Asia and South Asia. Second, we also had the opportunity to engage with various companies and other institutions in those nations to build what you call industrial strategic partnerships. Those have been very effective and we have built many over the past few decades. More recently, we have engaged in India. We have been actively engaged with

the Indian government and specifically with industries and companies to develop similar industrial partnerships that we have experienced successfully around the world. We are moving to a new level and our company believes that India is a very important geographic region where lies our future. We are committed to building again very strong connections industrially. There would be mutual benefits, not just to our company but a two way flow, and we are working on this.

SP’s: Would you like to briefly outline the history of Lockheed Martin Aeronautics since its inception as also the company’s association with India and the Indian aerospace industry?Heath: Getting back to 1948, the B-24 Liberator was one of the first heritage aircraft that Lockheed built that was operated by the Indian military, followed by the Super Con-stellation. Lockheed is one of the companies that emerged from the defense aerospace consolidation and became part of now what is known as Lockheed Martin. With regard to the civil aircraft, it is again the Super Constellation, which is both the basic and the supersonic configuration leading to the most air dynamically impressive aircraft when built, the Lockheed Tri-Star, which is now operated by Air India, way back in the 1941 vintage it was operated by Tata Airlines. There’s quite a history and we are building new history. We are proceeding with the C-130 programme which I am quite proud off and am looking forward to delivering the first air-craft to the Indian Air Force.

SP’s: Lockheed Martin is one of the frontrunners for the Indian MMRCA contract. What do you think about the stand and chances of winning the contract?Heath: We don’t take anything for granted, but we believe that we have an excellent chance. The F-16 is certainly an ide-al fit to meet the requirements of the IAF. We have tailored the configuration with F-16IN very specifically so that it matches exactly the capabilities that the IAF needs. We have had the opportunity to take the aircraft to perform in country trials for several weeks in India and other locations to demonstrate the specific capabilities. In our opinion, the F-16 performed quite well and was quite effective in demonstrating that it can meet or surpass all IAF requirements. We specifically designed this aircraft for the IAF and it is a very special and tailored capa-bility that no one else in the world can surpass. We have actu-ally demonstrated the aircraft, the physical aircraft flown by IAF pilot. They are the ones who conducted the test and they will have to confirm that this is a very fine aircraft and that will match their requirements. There are many other factors including the commercial proposals which include an exten-sion at the request of the Indian government. We will be re-sponsive to all requirements that are demanded within the commercial proposals. So we will see how it wends and we will continue supporting the Indian government in this evalu-ation. We would certainly want to be selected in this and we value the relationship with India very highly.

To view the video of the interview, visit: www.spsaviation.net

Continued on page 36


OEM IntervIew

We focus on the market through the eyes of our customers

Chris Chadwick, President, Boeing Military Aircraft, is in charge of six divisions—airborne battle management, airlift and tankers, global strike systems, rotorcraft systems, unmanned airborne

systems, and weapons. In an interview with SP’s Editor-in-Chief Jayant Baranwal during Farnborough Airshow 2010 in London, he spoke about the company’s growing presence in the international defence market.

Jayant Baranwal (SP’s): Can you tell us about how the division controlled by you evolved since the merger of leading aviation giants McDonnell Douglas and Boeing in 1997? How has Boeing benefited with this merger?Chris Chadwick (Chris): The way we moved forward is to focus on the market through the eyes of our custom-ers. So instead of focusing on a product, we are focusing on capability. The three areas that we were going to look at are mobility, strike, and intelligence surveillance and reconnaissance (ISR). That is more a ladder to move for-ward with more solutions and systems capability, we have added tremendous capability in the unmanned arena. We have expanded our weapons business. We continue to look at what are the next generation capabilities like training or advanced strike, or even the next generation of high-end unmanned vehicles.

SP’s: What has been the share of the market in the last 10 years, export versus domestic?Chris: We have had good fortune of having stable prod-ucts that tend to have low risk with right capabilities at the right price. If we go back by, say, five years, the in-ternational portfolio was around 10 per cent. As we go up over to the next 5-10 years, I think it will double or more because there is a huge market, a historic window of opportunity in international arena with countries like India obviously, and also the Middle East, Asia Pacific and

Europe. There has been a lot of growth domestically. It will be flat in the next 5-10 years I think, but international role is booming.

SP’s: What led to the evolution of F-18 as a multi-role fighter for air forces? Is any version of F-18 being oper-ated in the US, and since when?Chris: In reference to the Super Hornet that is the F/A-18E being single seat and F being dual seat, the latest build up is the E/A-18G, which is the electronic attack version currently being operated by the US Navy. It has probably around 350 or so aeroplanes in its fleet. The earlier version of the Hor-nets is in seven international air forces and we have just started to expand internationally with the Super Hornet, the most recent customer being Australia. There is competition at present in Denmark, Brazil, India, and Japan. We see a lot more opportunities; we believe the fighter market will continue to expand.

SP’s: It started as maritime air fighter and evolved as a fighter for the air forces. How did it happen?Chris: The approach that was taken was to design as a multi-role fighter which does have maritime capabili-ties. We found the inherent capabilities which give you the multi-role capability for air-to-air and air-to-ground, the Block 2 capability that was integrated into the Super Hornet in 2007 with active electronically scanned array Ph

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(AESA) radar, fibre bus, an expanded cockpit really lends it into the naval version of war fighting or land version of warfighting or for air forces around the world.

SP’s: Which country is at present the largest user of F-18 in Asia? Chris: There are many countries. Malaysia has F-18s and as we move forward, I think India could be the largest if the MMRCA deal gets finalised in our favour. There are other Asia-Pacific countries that will look into these capabilities. We can give you a list of the countries with specific number of F-18s being operated by them.

SP’s: You mentioned about the Royal Australian Air Force. Any feedback from their side? Chris: It has not been too long since we delivered our first five aircraft. The Royal Australian Air Force has been a long time customer of the Hornet and now the Super Hornet. One of the things that they are extremely happy about is that it operates with the US forces, both Navy and Air Force. It has state-of-the-art equipment which works in the 21st century. It really has state-of-the-art equipment which gives them the balanced blend of right capability and the right cost at the right time with low risk. We will be able to deliver the aircraft in a fairly short time.

SP’s: There have been perceptions that the selection of F-18 has been more of political and less of technical success. Is this true?Chris: There is always a political element to an international competition. Our view is that the F-18 Super Hornet is the most advanced technological multi-role fighter in the world today and will continue to be for a long time. What we have been able to do with our navy customer is make the right investments and you have seen integration of new capabili-ties as the years have gone by. So, the cost has been coming down with the capabilities going up. It is the most capable multi-role fighter available today worldwide.

SP’s: So it has really not been a political choice, but a technical choice.Chris: At the end of the day we try to meet our customers’ requirements. The air force and navy really tend to push you to have the right capabilities. Without the right capability, the sales will never be made.

SP’s: Can you give inputs about how the market is responding to C-17, the rates of success in terms of sales after the merger of McDonnell Douglas with Boeing?Chris: Prior to the merger, a majority of the sales was do-mestic with the United States Air Force. But as we started looking forward in the next 3-4 years and as the interna-tional market continued to grow, we had sales to the Unit-ed Kingdom, we had sales to NATO and now the Middle East is opening up, for instance Qatar. India has requested for C-17; we just went through the flight trials. We have a good opportunity internationally in the next 3-5 years, which really is a change from how we used to sell the C-17, mainly domestic.

SP’s: The European industry has seen various tie-ups and mergers. As a result, the aerospace and mili-tary aviation industry there has gained considerable strength to offer latest technological solutions in fight-ers, trainers, transporters, special mission aircraft, refu-ellers, helicopters and unmanned solutions. What steps has Boeing taken to counter the threat that is arising from time to time? Chris: We have a competitive advantage as we have long production lines in the domestic arena. In line in the rotor-craft side of the business, Chinook, Apache Block III which is the latest generation of Apaches, and the V-22. We got customers for multi-year contracts for these products. With regard to the fighter side, the F-18 continues to go strong. We are close to signing the third contract with the Super Hornet. We extend that production line to the middle of the decade. If we look at the C-17, it’s the workforce of the United States Air Force. Unmanned is growing. If we look at tankers we do have some international capabilities. As the air force takes decision in November we are pretty happy about the position we have today in terms of air force standards. So with that it allows us to expand with derivatives for domestic customers and also for interna-tional customers. We are able to go head to head with our competitors in Europe and international arena. There are certain cases where we wanted the team with them be-cause they do have the good capability and we certainly make a turf for market environment.

SP’s: Is C-17 progressing very well?Chris: What is exciting about the Indian market is you have a customer who is extremely smart, understands what is war fighting, and has been in the business for a long time.The Indian customers are very easy to deal with and along with it you have an industrial base, which through reform measures the MoD in India is taking, is really allowing to expand. So our first position is to sell the right products and capabilities in the way we partner with those industries in the future. That’s what we have done with the P-8I to find the industrial partners who can help us. As we go forward with C-17, F/A-18 and with rotorcraft competitions with Apache and Chinook, our plan is to partner with Indian in-dustries and make the relationship a success that will last for a long time.

SP’s: Do you foresee India as partner in any of the fifth generation programmes, and if so with what kind of potentials?Chris: I think the Indian customer will need to determine ex-actly what kind of capability is needed. Indians have shown in the past and they will continue showing in the future that they will reach out to any country and any company that has the right capability for their needs. We look forward to the P-8I, C-17 and the Harpoon deals. The Boeing Company has begun to provide the Indian Air Force and Navy with rock-solid capabilities at the right price. SP

To view the video of the interview, visit: www.spsaviation.net


oem interview

Tommy Dunehew, Vice President, Business Development Global Mobility Systems Boeing C-17 ‘Globemaster III’ spoke to SP’s about the unique attributes of C-17. Read through the

interview to know in detail about the C-17

SP Guide Publications (SP’s): What are the technical features and operational attributes that make the C-17 Globemaster III unique among other similar military transport aircraft in the world?Dunehaw: Reliability and maintainability are two outstand-ing benefits of the C-17 aircraft. Current operational require-ments impose demanding reliability and maintainability standards. These include an aircraft mission completion suc-cess probability rate of 92 per cent, only 20 aircraft mainte-nance manhours per flying hour, and full and partial mission availability rates of 74.7 per cent and 82.5 per cent, respec-tively. The Boeing warranty assures these figures will be met.

The C-17 measures 174 ft long (53 m) with a wingspan of 169 ft, 10 in (51.75 m). The aircraft is powered by four, fully reversible, Federal Aviation Administration-certified F117-PW-100 engines (the military designation for the com-mercial Pratt & Whitney PW2040) currently used on the Boeing 757. Each engine is rated at 40,440 lbs of thrust. The thrust reversers direct the flow of air upward and for-ward to avoid ingestion of dust and debris. Maximum use has been made of off-the-shelf and commercial equipment, including Air Force-standardised avionics.

The aircraft is operated by a crew of three (pilot, co-pilot and loadmaster), reducing manpower requirements, risk ex-posure, and long-term operating costs. The cargo is loaded onto the C-17 through a large aft door that accommodates military vehicles and palletised cargo. The C-17 can carry virtually all of the DoD’s air-transportable equipment.

Maximum payload capacity of the C-17 is 164,900 lbs (77,519 kg), and its maximum gross takeoff weight is 585,000 lbs (265,352 kg). With a payload of 169,000 lbs (76,657 kg) and an initial cruise altitude of 28,000 ft (8,534 m), the C-17 has an unrefueled range of approximately 2,400 nautical miles. Its cruise speed is approximately 450

knots (.76 Mach). The C-17 is designed to airdrop 102 para-troopers and equipment.

The design of the aircraft allows it to operate through small, austere airfields. The C-17 can take off and land on run-ways as short as 3,500 ft (1,064 m) and only 90 ft wide (27.4 m). Even on such narrow runways, the C-17 can turn around using a three-point star turn and has backing capability.

SP’s: How would the aircraft perform in ‘high & hot’ con-ditions found at Leh, Thoise, etc? Under special circum-stances can the aircraft operate from Daulat Beg Auldi (DBO) at approximately 16,500 ft amsl and with how much maximum payload? Dunehaw: The aircraft routinely operates in high and hot environment. Regular missions are performed in airfields as high as 13,000 ft. The environmental conditions (temperature and winds) and the operational requirements (reserve fuel and fuel for return mission) ultimately dictate how much pay-load can be airlifted to and from airfields such as Leh. Under summer conditions, the aircraft could lift approximately 40 tonnes (88,185 lbs). It is highly unlikely that significant pay-loads could be delivered at extremely high altitude airfields. In those conditions, airdrops would be far more efficient.

SP’s: What is the percentage of composites employed in the construction of the C-17 airframe?Dunehaw: The horizontal tail is the only major component that is all-composite construction. Newer aircraft have this feature as a weight-savings measure; the composite tail weighs approximately 500 pounds less than the former alu-minum alloy tail.

SP’s: What are the navigation systems available on the aircraft, both autonomous and ground-based aids, to

Reliability and maintainability: two Outstanding Benefits

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achieve high degree of accuracy in global navigation?Dunehaw: The C-17 comes fully equipped with a GPS navi-gation system as well as systems to receive all ground-based navigation signals (ILS, VOR, DME, TACAN and beacons.

SP’s: Could you throw light on the C-17 load-carrying capabilities under different parameters such as range, runway condition/length etc?Dunehaw: This chart provides relevant information to your question.

Payload MIl-C-5011a ReseRves

40 tonnes 88,185 lbs 4789 Nm

50 tonnes 110,231 lbs 4164 Nm

60 tonnes 132,277 lbs 3561 Nm

73 tonnes 160,937 lbs 2823 Nm

SP’s: What makes the aircraft capable of operating from unlit and unpaved runways under night conditions? What are the safety margins while operating under such conditions and whether it can be done routinely?Dunehaw: The C-17 operates routinely into austere (unlit and unpaved) runways any time of the day. The aircraft is fully configured for night vision goggle (NVG) operations (cockpit, cargo compartment, exterior lighting) that enable these manoeuvres to be conducted safely during night time conditions. Air crew training includes extensive lessons in the use of NVG equipment on board the aircraft.

SP’s: One of the major attributes of the C-17 is its quick loading/off-loading and turn around capability. Does it call for major ground-handling facilities?Dunehaw: The C-17 cargo compartment was designed to be capable of fully self-contained loading/off-loading. The aircraft ramp is adjustable to any height from the ground to truck-bed height, enabling it to handle roll-on, roll-off, pal-letised, and airdrop loads. The rail and roller systems can be reconfigured in minutes by a single loadmaster, even during flight. Palletised cargo can also be combat offloaded directly onto the ground where no material handling equipment is available. Coupled with its ability to back up under its own power, the C-17 is the most versatile airlifter in terms of quick turnaround, on- and off-load capabilities.

SP’s: Can reverse thrust on the engines of the C-17 be applied when the aircraft is in flight? If so, what are the implications of one or more engines failing to unreverse and how would the crew handle such an emergency?Dunehaw: Yes, the C-17 is capable of reversing the thrust in flight and uses this feature to accomplish quick descents into hostile operating areas. The thrust reverse system on the aircraft is extremely reliable. Even when it fails, the affected engine could be shut down leaving the aircraft still capable of safe flight and landing.

SP’s: What is the concept of performance-based logistic support that the OEM offers with the C-17 to the USAF? Would such an offer be available for India too along with the fleet of 10 aircraft that are proposed to be acquired for the IAF?

Dunehaw: The Indian Air Force (IAF) can participate in Boeing’s Globemaster III Sustainment Partnership (GSP). GSP is a public/private agreement designed around the concept of performance-based logistics where the customer pays for readiness, not specific parts or services. Under the agreement, Boeing is responsible for all C-17 sustainment activities, including material management and depot main-tenance support. The partnership capitalises on Boeing’s expertise, with air force depots, to ensure readiness levels which meet the warfighter’s needs.

The GSP programme has become a model for the future of sustainment. Boeing has supply support management for more than 95 per cent of the reparable parts on the C-17. The company continually exceeds the contract requirement of 82 per cent parts issue effectiveness (delivery rate). For the period of FY 2004 to FY 2009, GSP supply chain man-agement achieved an average of 90 per cent delivery rate for these assigned reparable items. Boeing is responsible for supply support, supplier management, technical manual support, maintenance, modifications and upgradation, logis-tics engineering services and field support services. Boeing personnel come into contact with the aircraft everyday in the field, working alongside air force personnel to keep the C-17 fleet flying with the best availability in airlift history. SP

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30 June 2010 2:32:18 AM

Hall of Fame


ANy hISTOry Of eArly aviation would be incom-plete without mention of Lawrence Hargrave—Australia’s pride. Law-

rence was born in Greenwich, Eng-land, on January 29, 1850, but when he was 15 his family migrated to Aus-tralia. His father, who rose to become Attorney General of New South Wales, made some prudent investments that later enabled Lawrence to become a gentleman scientist of independent means. Lawrence was an engineer, historian, ex-plorer, astronomer, inventor, and aeronautical pioneer all rolled into one.

After participating in some exploratory voyages and spend-ing several years as a profession-al astronomer, Hargrave decided to study human flight. He began with experiments with mono-plane models in 1884. He discov-ered that a curved wing surface gives much greater lift than a flat one—the basic principle of the aerofoil used to this day in practically everything that flies. Then he turned his attention to kites. He found that a kite with two separated “cells” or double planes had the greatest stabil-ity and soaring power. His most dramatic demonstration was on November 12, 1894, when he linked four of his box kites to-gether and added a sling seat below. The kite line was moored by a spring balance to two sand-bags. Hargrave sat in the seat, carrying an anemometer and cli-nometer to measure wind speed and the angle of the kite line. He rose to a height of about 16 feet in a wind speed of 21 mph. This experiment was widely reported and established the box kite as a sta-ble aerial platform. By demonstrating to a sceptical public that it was pos-sible to build a safe and stable flying machine, he opened the door to other aviation inventors.

The Hargrave box kite, with its improved lift-to-drag ratio, was the inspiration behind many first genera-tion aeroplanes. What it lacked was an engine that would be light and power-ful enough to get it into the air and propel it forward. In 1889, Hargrave

built a compressed air engine pow-ered by three rotating cylinders—the radial rotary engine—which was one of the great inventions of his career. But it attracted so little notice that its principle had to be ”discovered” all over again, many years later. He dog-gedly built not less than 17 steam en-gines—all unsuccessful. Modest and unassuming, he had the optimism so

essential for an inventor and the de-termination that refuses to be crushed by failure. He was defeated only by the inadequacy of engineering talent then available, shortage of money and the solitary nature of his work, and never managed to build an engine of adequate power-to-weight ratio. But in 1992, students at the University of Sydney rebuilt Hargrave’s 1902 air-craft from the original blueprint, re-placing his engine with a modern one. It flew.

Hargrave was an excellent experi-menter and his models were always beautifully fashioned. Octave Cha-nute, another aviation pioneer, said in 1893, “If there be one man, more than another, who deserves to succeed in flying through the air, that man is Lawrence Hargrave. He has now con-structed with his own hands no less than 18 flying machines of increasing

size, all of which fly. He uses ex-ceeding care in determining the different elements which com-pose the flight of his models. He has carefully registered the sizes of all the parts, the power con-sumed in each performance and the length of the flight, together with its trajectory. He states that he has always kept his work in such shape that it could be taken up and continued by any person at any time; so that a stranger, if an expert, could come into his shop, study his notes and draw-ings, pick up his tools and con-tinue his work, and thus no por-tion of it would be lost.”

This, indeed, was the essence of Hargrave—complete selfless-ness in his research. He invented many devices, but never once ap-plied for a patent. For one thing, his inheritance meant he did not need the money. But more impor-tantly, he was a passionate be-liever in employing scientific re-search to enhance knowledge and further human progress. He once said, “Workers must root out the idea that by keeping the results of their labours to themselves a fortune will be assured to them. Patent fees are so much wasted money. The flying machine of the future will not be born fully fledged and capable of a flight for 1,000 miles or so. Like everything

else it must be evolved gradually. The first difficulty is to get a thing that will fly at all. When this is made, a full de-scription should be published as an aid to others. Excellence of design and workmanship will always defy compe-tition.” Lawrence Hargrave eminently succeeded in the first step—making a thing that will fly. He died on July 14, 1915, from complications following an appendicitis operation. SP

—Group Captain (Retd) Joseph Noronha, Goa

LAWRENCE HARGRAVE

(1850 - 1915)

He was an engineer, historian, explorer,

astronomer, inventor and aeronautical pioneer all

rolled into one

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CH47F_SP Aviation.indd 1 7/21/10 8:52 AM

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MilitaryAsia-Pacific

IAF motorcycle expedition on Himalayan exploration

An IAF team of 13 air warriors, astride on 10 motorcycles has embarked on Explore the Himalayas odyssey from New Delhi. The team was flagged off from the precincts of India Gate by Air Officer-in-charge Administra-tion, Air Marshal J.N. Burma. The expedition will trace the route from New Delhi through Kasauli and Kaza to Siachen Base Camp and return via Kargil, Srinagar and Amritsar, covering a distance of over 4,500 km in sixteen days. The team will spread awareness about the IAF amongst the people of Punjab, Himachal Pradesh and Jammu & Kash-mir, enroute.

Self-reliance in India’s defence production Minister of State for De-fence M.M. Pallam Raju stated in Rajya Sabha that ‘self-reliance’ has become a significant goal in defence production. The defence manufacturing sector was earlier reserved for the public

sector only. In May 2001, the Central Government opened it for participation by the private sector to the extent of 100 per cent, with foreign direct investment permissible up to 26 per cent both subject to licensing. The Department of Industrial Policy and Pro-motion has notified detailed

Airbus

• TAM Airlines, Airbus’ biggest customer in the Southern Hemisphere and Brazil’s largest airline, signed a firm order for 25 eco-efficient Airbus aircraft, bringing the Brazilian airline’s total Airbus order book to 176. This order for 20 A320 family and five A350-900s follows the memorandum of understanding announced at ILA Berlin Air Show in June.

AleniA AermAcchi

• Alenia Aermacchi, a Finmeccanica company, has finalised with the United Arab Emirates two important contracts to provide the UAE Air Force with 10 MB-339A aircraft in aerobatic configuration. The two contracts cover the upgrading and supply of MB-339A to the National Aerobatic Team configuration. The agreement covered initially the conversion of six aircraft, already in the UAE inventory, followed by the acquisition of four additional MB-339.

Astrium And thAles AleniA spAce

• The Arabsat-5A and BADR-5 satellites have been handed over to Arabsat by Astrium and Thales Alenia Space as part of the in-orbit delivery contract and have entered commer-cial service. BADR-5 is collocated with the BADR-4 and BADR-6 direct-to-home satellites at Arabsat’s hot spot. Arabsat-5A is a multi-mission satellite which provides additional transmission capacity at the Arabsat orbital position for a wide range of satellite communications services.

boeing

• Boeing has announced that it has completed its acquisition of Narus, a leading provider of real-time network traffic and analytics software used to protect against cyber attacks and persistent threats aimed at large Internet Protocol networks. Narus, headquartered in Sunnyvale, California, will operate within Boeing’s Network & Space Systems business as a wholly owned subsidiary.

SpiceJet Ltd. is understood that SpiceJet has ordered 30 Boeing 737-800 aircraft to take its fleet size to 75 planes by 2018. The deal is valued at $2.7 billion on the list prices and deliveries will begin from 2014 and continue till 2018.

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Air Chief visits sAmtel produCtion fACilities: Air Chief MArshAl P.V. NAik, Chief Of The Air sTAff VisiTed sAMTel’s AdVANCed PrOduCTiON fACiliTies iN delhi/ NCr ON JuNe 18, 2010. he AlsO iNAugurATed The uNiVersAl TesT BeNCh desigNed By sAMTel ANd dediCATed TO The iNdiAN Air fOrCe. sAMTel hAs reCeNTly reCeiVed The Order fOr suPPly Of uNiVersAl TesT BeNChes TO hAl.

SP’s: There has been a debate for single engine fighters and double engine fight-ers. How do you address this fundamen-tal issue?Heath: This is no longer an issue in fight-er aircraft because of the F-16 which has demonstrated a remarkable safety re-cord because of the durability and reliability of the engines in the F-16. The safety record of the aircraft is comparable to multi-engine aircraft. The reliability of the engine is no longer a consideration and a single engine provides an economic advantage that two engine aircraft do not have. This is the rea-son that with the next generation aircraft the same thing is holding true within the US; the F-35 is a single engine aircraft and has been selected by not just by the US Air Force but also the US Navy. The very components, the durability and reliability of engines, safety and performance of the aircraft is more of a function of pilot training and the air force safety practices. It has much less to do with specific safety of the aircraft. The F-16 is a preeminent example of being safely oper-ated by pilots in all conditions.

SP’s: At what stage of the ongoing devel-

opment and production programme could the F 35 be offered to India? Would this offer be irrespective of the outcome of the MMRCA deal?Heath: We believe that all air forces will be making transitions to fifth generation air-craft at the earliest opportunity. It will be at different time with different air forces, de-pending on their specific threats and their fore structure recapitalisation. I obviously cannot speak for the governments. I cer-tainly see the US government and the Indian government taking the appropriate discus-sions and decisions. What would happen in the future, I would not speculate on that. But I would be confident of that type of transition in the future. On MMRCA, there is an under-standing that there is an immediate need to recapitalise the IAF. So we understand and respect the need and necessity for the IAF to recapitalise with the advanced fourth gener-ation aircraft as soon as possible. We believe that the F-16 is the best choice for that. An added advantage of the F-16 is that because Lockheed Martin is the prime contractor for both the F-35 and the F-16 that will lead to achieving long-term goals and transitioning from one generation to the next. SP

Continued from page 29.... Ralph D. Heath interview

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guidelines for licensing pro-duction of arms and ammuni-tion. So far 135 licences have been issued to 75 companies in the private sector. The De-fence Public Sector Undertak-ings (DPSUs) and ordnance factories have been upgrading and modernising their plants to increase their produc-tion capacities. DPSUs and ordnance factories have been advised to invest significantly in research and development (R&D) efforts. In addition, the Defence Procurement Proce-dure–2008 provides for differ-ent categories of purchases/acquisition of defence equip-ment for boosting indigenous production of defence goods.

DRDO conducts Interceptor Missile testOn July 26, the Defence Research and Development Organisation (DRDO) success-fully conducted fourth consec-utive Interceptor Missile test in endo atmospheric regime at 15 km altitude off ITR, Chan-dipur, Orissa. The single stage Interceptor Missile fitted with directional warhead and other advanced systems neutralised the target. The target ballistic enemy missile was launched from Launch Complex–III, ITR Chandipur. The missile fitted with directional warhead was launched from Wheeler Island and destroyed the target mis-sile breaking it into fragments. All weapon system elements including command and control, communication and radar performed satisfactorily.

Americas

L-3 receives order for eight additional C-27J JCAL-3 Communications, the prime contractor for the US Army and Air Force Joint Car-go Aircraft (JCA) programme, announced on July 19, the fiscal year 2010 order from the JCA Joint Programme Office for eight C-27J JCA air-craft. This order, with a value of more than $200 million, brings the current contract total to 21 aircraft. The eight aircraft are scheduled for delivery in series between July 2012 and April 2013. Each of the aircraft ordered includes the specialised equipment needed to support medical

BOMBARDIeRBombardier Aerospace announced that Gary Martin has joined the Bombardier Customer Services Leadership Team as Vice President, Sales, Marketing and Service Programmes. Mar-tin’s appointment to this newly created position marks an important step in Bombardier’s drive to continuously elevate the standard of its service and support network around the globe.

Bombardier Business Aircraft has announced the appointment of Chiko Kundi as Manager, International Pre-Owned Aircraft Sales, Bombardier Business Aircraft. Reporting to Mike Fahey, Vice President, Worldwide Learjet and Pre-Owned Aircraft Sales, Kundi will be responsible for the sale of pre-owned Learjet, Challenger and Global business jets in Asia, Australia, China, India and Sub-Saharan Africa.

eADSCarlaine Blizzard has joined EADS North America as vice president of the company’s Homeland Security line of busi-ness. In her new role, Blizzard is responsible for programme management, product technologies, and activities related to federal marketing and sales for homeland security pro-grammes. Blizzard will work closely with the EADS Chief Technology Office as well as with the EADS North America Defense Electronics & Systems line of business to broaden EADS North America’s homeland security portfolio and iden-tify new and emerging product markets for the company’s non-platform homeland security products.

RAyTHeONRaytheon Company has appointed Dr Mark T. esper to the position of vice president, Govern-ment Relations. Esper will report to Thomas M. Culligan, the company’s executive vice president of Business Development and CEO of Raytheon International, Inc. Prior to Raytheon, Esper was the executive vice president of the Global Intel-lectual Property Centre and vice president of the

US Chamber of Commerce.

ROCkWeLL COLLINSTo further expand Rockwell Collins’ international growth strategy, the company recently announced new leadership appointments within its International and Service Solutions organization (I&SS). The following newly created positions, reporting to Greg Churchill, Executive Vice President, I&SS, include:

• Scott Gunnufson has been appointed Vice President and General Manager Service Solutions

• LeAnn Ridgeway will be responsible for leading busi-ness development for all services in North and South America.

• Ken Estelle has been appointed Senior Director, Business Development. Thierry Tosi has been appointed Vice Presi-dent, Strategy and Mergers & Acquisitions (M&A).

CeSSNACessna Aircraft Company announced that Peter Wilkinson will head Cessna’s McCauley Propeller Systems operations as general man-ager, and that Bill Collier will assume control of both the turbine and propeller aircraft parts distribution groups for Cessna. Wilkinson and Collier will report to Mark Paolucci, senior vice president, Cessna Customer Service.

appointMents

embrAer

• Embraer and the Brazilian Air Force (FAB) have announced at the 47th Farnborough International Air show FAB’s intention of making a future purchase of 28 KC-390 aircraft. The development programme for the new military jet transport was signed by FAB and Embraer in April 2009 during the seventh edition of Latin America Aero and Defence in Rio de Janeiro.

Embraer and Republic Airlines, the largest E-Jets operator in the world, have signed a Letter of Intent for the sale of 24 EMBRAER 190 jets, tat the 47th Farnborough Internation-al. The total value of the agreement, at list price, is $960 million, based on January 2010 rates.

generAl electric

• General Electric Aircraft Engines has been awarded a maximum $445.3 million firm-price, sole-source, requirement-type contract for engine parts for US Army, Navy, Air Force and Marine Corps. The original proposal was Web-solicited with one response. The date of completion is March 31, 2011.

hAwker beechcrAft

• Hawker Beechcraft Corporation (HBC) has announced that it has delivered the first eight Beechcraft T-6A military train-ers ordered by the Iraqi Air Force and is on schedule to deliver seven more of the high performance turboprop aircraft by the end of the year. HBC received the initial order in August 2009 and the follow-on order for seven additional aircraft in September 2009.

indiAn defence

• Defence Minister A.K. Antony in a written reply in the Rajya Sabha stated that the Ministry of Commerce and Industry has circulated a discussion paper suggesting that the Foreign Direct Investment cap in the defence manufacturing sector be raised to 74 per cent from the existing 26 per cent. The response of Defence Ministry is under formulation.

indiAn Air force

• IAF’s Mi-17 evacuated nine local villagers from Har ki Paudi near Bahu Fort, Jammu who were stuck due to ris-ing waters of the normally shallow Tawi river while trying to cross the stream but were stuck due to flash floods due

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evacuation, troop movement and air drop missions.

Civil aviationAsia-Pacific

Citation Mustang certified in IndiaCessna Aircraft Company an-nounced on July 21 that the Citation Mustang business jet has gained certification in In-dia from the Director General of Civil Aviation. The Mus-tang, originally certified by the US Federal Aviation Ad-ministration in 2006, is now certified in over 60 countries. The world’s first fully certified entry level business jet, the Mustang is a six-place aircraft with a top speed of 340 knots (630 kilometres per hour), a range of 1,150 nautical miles (2,130 kilometres) with NBAA IFR Reserves and a service ceiling of 41,000 feet (12,497 metres), enabling more ef-ficient operations above most weather and commercial traffic.

Sikorsky Aerospace to pro-vide customer service Sikorsky Aerospace Services (SAS) on July 20 signed an agreement with Deccan Charters Ltd of Bangalore, that appoints their Mumbai facility as an authorised customer service centre (CSC) to support

the Sikorsky S-76 helicopter platform. SAS is the after mar-ket division of Sikorsky Aircraft Corporation, a subsidiary of United Technologies Corpora-tion. Since 2007, Sikorsky has worked in tandem with Tata Advanced Systems Limited (TASL), Delhi to explore the creation of aerospace op-erations in India. Last year, Sikorsky and TASL expanded this association into a joint venture agreement. TASL pro-duces aerospace components and S-92 helicopter cabins for Sikorsky.

Star Alliance member carriers at Terminal 3

Star Alliance has become the first and only airline alliance to establish a series of joint passenger amenities and related infrastructure at the newly developed Terminal 3 at New Delhi’s Indira Gandhi International Airport. Check-in counters for all member carri-ers are co-located in adjacent rows E, F, G, H, J and K. Austrian, Continental Airlines, Lufthansa and SWISS share a joint ticket desk, accessible

to recurrent rains in the J&K region.

irkut corporAtion

• Irkut Corporation and Malaysia- based Crecom Burj Resources Ltd, have signed a contract for 50 MC-21 passenger aircraft at the Farnborough International. The contract includes a firm order for 25 MC-21-200 and 25 MC-21-300 starting from 2016.

isrAel And us

• Israel’s Ministry of Defense and the US Department of Defense have signed a deal to develop the Arrow 3 anti-missile system, integrating Israel’s anti-missile systems. The Arrow 3 will make it possible for Israel to intercept long-range ballistic missiles and weap-ons of mass destruction from outside the atmosphere. The new interceptor will complete Israel’s anti-missile multil-ayered capacity, which includes the Iron Dome, the David’s Sling, and the Arrow.

lockheed mArtin

• Lockheed Martin has recently de-livered the first AN/AAQ-39 targeting system full production unit to the US Air Force. Q-39 is the electro-optical/infrared fire control system for the US Air Force Special Operations Command AC-130U Gunship. Q-39 im-proves on the combat-proven Gunship Multispectral Sensor System (GMS2). Like GMS2, Q-39 includes a large-aperture, midwave infrared sensor, two image-intensified television cameras and a near-infrared laser pointer.

northrop grummAn

• Northrop Grumman Corporation has been awarded a $46.3 million, four-year contract to further develop, test and field-demonstrate a net-centric architecture system that en-hances warfighters’ awareness of the surrounding battlefield environment. The system, heterogeneous airborne reconnaissance team (HART), is designed to autonomously manage a mix of manned and unmanned aircraft and sensors, and distribute actionable intelligence, surveillance and reconnaissance information on demand to soldiers in the field.

rAAf

• F-111s of the Royal Australian Air Force (RAAF) are taking part in their final exercise before retiring

QuickRoundUp show Calendar12–14 AugustLABACe 2010Congonhas Airport, São Paulo, Brazilwww.abag.org.br

16–20 AugustAVIATION OuTLOOk AFRICA 2010BMW Pavilion Conference Centre, Cape Town, South Africawww.terrapinn.com/2010/aviationza

25–28 AugustBeNGALuRu SPACe exPO 2010Bengalure International Exhibition Centre (BIEC), Bengaluru, Karnataka, Indiawww.bsxindia.com

6-8 SeptemberINDeSeC exPO 2010Pragati Maidan, New Delhi, Indiawww.indesec-expo.com

13–16 SeptemberAIRPORT & AVIATION SeCuRITy INDIA 2010The LaLiT Bharat Hotels Ltd, New Delhi, Indiahttp://www.airportsecindia.com/Event.aspx?id=300184

14–16 SeptemberINTeR AIRPORT CHINA 2010China International Exhibition Centre, Beijing, Chinawww.interairportchina.com

15–17 SeptemberJeT exPO 2010Crocus Expo International Exhibition Centre, Moscowwww.jetexpo.ru

20–21 September8TH ANNuAL MIDDLe eAST & AFRICA AIRFINANCe CONFeReNCeJumeirah Beach Hotel, Dubaiwww.euromoneyseminars.com/MEA10

23–24 SeptemberLIGHT JeTS euROPe 2010London Oxford Airport, U.K.www.miuevents.com/lje10

27–30 SeptemberWORLD LOW COST AIR-LINeSSofitel, Heathrow, Londonwww.terrapinn.com/2010/wlac/index.stm

right time: rOlls-rOyCe direCTOr Of COrPOrATe glOBAl deVelOPMeNT Miles COwdry ANd hAl ChAirMAN AshOk NAyAk iN frONT Of The hAwk AirCrAfT PreseNTiNg A MeMeNTO TO The BriTish PriMe MiNisTer dAVid CAMerON. The AdOur eNgiNe AgreeMeNT wiTh hAl fOr AN AddiTiONAl 57 AdOur POwered hAwk AirCrAfT fOr The iNdiAN Air fOrCe ANd iNdiAN NAVy wAs fiNAlised iN The PreseNCe Of The uk PM. The PM AlsO ANNOuNCed A New JOiNT sChOlArshiP wiTh rOlls-rOyCe fOr sCieNCe ANd iNNOVATiON, uNiquely TAilOred fOr iNdiA

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from both inside and outside the terminal, allowing easier access for passengers. The co-located Star Alliance area will offer unprecedented customer experience in conjunction with New Delhi’s newest air terminal. Future Star Alliance member carrier Air India is also located in the same area, providing seamless service to customers.

Americas

Piaggio Aero expands ser-vice network Piaggio America, announced on July 29, addition of three North American authorised service centres to support the company’s Italian manufac-tured P 180 Avanti II aircraft. With nine North American service centres already in place, Piaggio America contin-ues to strengthen its network through a partnership with Crownair Aviation, provid-ing services in San Diego and Carlsbad, California. In addi-tion to constant aviation with a centre in Birmingham, Ala. To deliver convenience and superior customer service to a growing number of Avanti II owners, Piaggio chose two of the most respected business aircraft maintenance organ-isations in the country that understand the importance of aircraft accessibility, predict-ability and cost.

industryAmericas

Boeing’s first Super Hornet with HAL Gun Bay Door

Boeing on July 20 delivered to the US Navy the first F/A-18 Super Hornet featuring a gun bay door manufactured by India-based Hindustan Aero-nautics Limited (HAL).HAL manufactures the doors at its facility in Bangalore, India.The gun bay door contract is the first military contract

between Boeing and HAL. It is a direct result of Boe-ing’s industrial participation commitment to India, which includes creating jobs with indigenous companies. The two companies also work together on projects for the P-8I multi-mission maritime aircraft and for the commer-cial Boeing 777 airplane.

spaCeAsia-Pacific

Harris Corporation awarded IDIQ contractHarris Corporation, an inter-national communications and

information technology com-pany, has bagged a contract for NASA’s crew, robotics, avion-ics, and vehicle equipment (CRAVE) programme as part of the Oceaneering Space Sys-tems. The Oceaneering team is one of three industry teams and two universities selected to participate in the five-year indefinite delivery/indefinite quantity (IDIQ) contract, which has a ceiling value of $70 million. CRAVE contracts will cover a wide range of tasks for all human spaceflight programs supported by the Johnson Space Center Engi-neering Directorate, including the space shuttle, space sta-tion and exploration. •

QuickRoundUp

from service at the end of 2010. After 37 years, the iconic F-111s are the longest serving aircraft currently in the RAAF fleet. The aircraft is af-fectionately known as the Pig for its ability to hunt at night with its nose in the weeds, thanks to its terrain-following radar.

rtAf

• The first three Gripen aircraft made for Royal Thailand Air Force (RTAF) will arrive in Thailand in January 2011 and the remaining three are due in March 2011. Training of pilots, technicians and ground support is taking place in Sweden.

rAytheon

• Raytheon Company has completed the upgrade of a Patriot radar, on loan from the US Army, to the latest configuration and now has the neces-sary support system in place to begin the design verification and validation testing for the UAE’s Patriot Air and Missile Defense Systems. “This is an important milestone for the UAE programme. It’s one shared by our 12 current Patriot partner nations and future partners as we manufacture new Patriot systems again,” said San-jay Kapoor, vice president of Patriot Programs at Raytheon Integrated Defense Systems.

rolls-royce

• Rolls-Royce, the global power sys-tems company, secured $1.7 billion in new orders during the Farnborough Air Show, demonstrating the group’s leading edge technology, broad portfolio and successful after market capability. Two new Rolls-Royce powered aircraft also made their Farnborough debut, the Boeing 787 Dreamliner and the Airbus A400M.

serbiAn defence ministry

• Forecast International has stated that Serbia is hoping to wrap up a study by the end of the year concerning which combat aircraft alternative will best suit its Air Force needs. The Serbian Defence Ministry is analysing responses from producers of the world’s fourth- and fifth-generation aircraft, seeking to determine which multi-mission platform meets its air force require-ments while also providing the most cost-effective solution.

oeMs fine with fdi norMs

While there is widespread opposition to the Commerce Ministry’s proposal to increase the cap in foreign direct investment (FDI) in the defence sector from the present

26 per cent to 74 per cent, original equipment manufacturers (OEMs) seem to be fine with the present status. There is a fair amount of understanding within the industry that strategic sec-tors need to have checks and balances.

Since 9/11, countries have upped their antenna with regard to strategic sector investments and this protectionist drift in FDI policy was noticed when the US enacted the Foreign Investment and National Security Act, empowering its President to prohibit foreign acquisitions of the US companies that may harm its own national security.

Such being the case, the proposal appears to be a hasty one and was shot down by the Minister of Defence, A.K. Antony stating, “Defence sector is not ready to absorb more FDI.” Industry associa-tions have rallied behind him. Dr. Amit Mitra, Secretary General, Federation of Indian Chambers of Commerce and Industry (FICCI) said, “There has to be a thorough scrutiny in FDI in defence, unlike any other sector where we are open for 100 per cent FDI.”

Dr Mitra said that many OEMs have entered into joint ven-tures at 26 per cent cap itself and they include BAE Systems–Ma-hindra & Mahindra; Sikorsky-Tata; EADS-L&T Manufacturing Co.; Lockheed Martin-Tata; Elettronica Defence Systems-Alpha Design Technologies, etc.

Endorsing this, Roger Rose, CEO, Lockheed Martin India said, “We will live by FDI. India is a good bet and we will go by the rules, we will play by the rules. Low-end technology is not inherent at 26 per cent.” However, down the road is what the major players fear. “When Lockheed looks at the medium, multi-role combat aircraft (MMRCA) bid, we know there is a $5 billion (Rs 23,100 crore) offset requirement and we need to find one Indian partner with 74 per cent of the equity. So if we have $5 billion, we will need a company which has $15 billion (Rs 69,400 crore). There is a huge rush for defence here and Lockheed will be steady, grinding through the process and not by demanding changes in the policies.”

Col (Retd.) H.S. Shankar, Chairman and Managing Director of Alpha Design Technologies said that FDI should not be more than 49 per cent. “The OEM who has a limited stake has a bet-ter opportunity of keeping production costs lower and to boost exports (buy back).”

India and China have been spending “big” on new defence plat-forms and systems, irrespective of the FDI limits, and the operative words is “cautious approach”. •

—By R.Chandrakanth


The unprecedented boom in the aviation sector that began in 2004 propelled the airlines on to growth trajectories unknown in the industry. Annual growth of passenger traffic peaked around 37 per

cent and stabilised at an average of around 25 per cent. Hit by global recession, the growth rate slowed down some-what from the middle of 2008. However, the latter half of 2009 once again witnessed an upswing in the fortunes of the airline industry with the volume of traffic registering a respectable growth. At this point, all of India’s airlines inclusive of the national carrier appear to be well set on the path of recovery.

Unfortunately, when the airline industry was gallop-ing, the government controlled aviation infrastructure was growing at a paltry 4-5 per cent annually widening the gap between demand and supply. The inevitable consequence of the gross mismatch was severe congestion and chaos espe-cially at the metros and the old airports at Bengaluru and Hyderabad. Countrywide, the congestion led to interminable delays with cascading effect on schedules. On-time perfor-mance of airlines was indeed quite dismal.

With the commissioning of greenfield airports at Ben-galuru and Hyderabad, and upgradation of the four met-ros progressing rapidly, there has been some reduction in congestion and perceptible improvement in punctuality. However, in an effort to obviate return of the malaise in the next phase of the boom in air travel, the Directorate General of Civil Aviation (DGCA) in October 2009 issued the Air Transport Circular 10 of 2009 defining a series of steps to ease congestion at airports beginning with Mum-bai and Delhi. These two airports together handle a major share of the air traffic in the country and are relatively more vulnerable to congestion-related delays. As per the circular, the check-in counters are to close 40 minutes prior to the scheduled time of departure (STD), as against the norm of 30 minutes. Airlines have the flexibility to ad-vance this further and passengers are now being advised by some airlines to reach the check-in counter two hours before STD.

Also, the aircraft engaged in domestic operations would be required to contact surface movement control at least 15 minutes prior to the STD for push-back and engine start. As it would take approximately 20 minutes to embark full load of passengers booked on an Airbus 320 class of aircraft, boarding would have to commence at least 35-40 minutes prior to STD. Besides, if the commander fails to adhere to the 15-minute deadline for moving out of the parking bay, the departure would be put on hold and rescheduled by 60-90 minutes. For passengers who have already boarded the flight, the rescheduling would translate to an excruciat-ing delay that one would have experienced on account of congestion.

The Air Trans-port Circular 10 of 2009 though issued in October 2009 but implemented only in July 2010, militates against the low cost carriers (LCC) that aim for a 30-minute turnaround and opti-mum utilisation of the aircraft in a 24-hour cycle. The circular ob-viously did not take into account opera-tional imperatives of the LCCs. The airports where the new direc-tive is being imple-mented are Mumbai, New Delhi, Bengaluru, Kolkata, Hyderabad and Chennai. In the new terminal T3 at the Indira Gandhi In-ternational Airport at Delhi, passengers will have only 25 minutes to transit from the check-in counter through security check to reach the farthest boarding gate. However, practically, a normal able-bodied adult passenger would need at least 30 minutes for this journey at a comfortable pace. Clearly, un-der the new dispensation, the exercise of boarding a flight at the major airports with the check-in procedure afflicted by archaic methods and practices is going to be a mad scram-ble even for a physically fit individual. The circular has also placed debilitating restrictions turning business aviation at the major airports into a nightmarish experience.

Essentially, the measures stipulated by the DGCA are meant to ensure that flights are not delayed and airlines improve on-time performance. However, effectively, the new directives appear to be targeting only operators and pas-sengers. While these measures may help reduce congestion, the effect is likely to be only temporary and that too at the cost of passenger inconvenience and wastage of time. The real solution lies in addressing the root cause of the prob-lem—inadequacy of infrastructure. Check-in and security screening facilities need to be expanded substantially and need to operate with much higher levels of efficiency. Merely cracking the whip at the hapless fare-paying air traveller is really not a fair solution. SP

— Air Marshal (Retd) B.K. Pandey

LastWord

amend Measures

The DGCA directives appear to be targeting

only the operators and passengers.

The real solution lies in addressing the root cause of

the problem—inadequacy of infrastructure.

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SP's Aviation August 2010

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