RNI NUMBER: DELENG/2008/24199 RNI NUMBER: DELENG/2008/24199 www.spsaviation.net SP’s PAGE 12 Sarkozy’s Optimism for India Regional Aviation Airliners US Aerospace Majors V Snapshots 2010 C-17 Globemaster for the IAF Aviation AN SP GUIDE PUBLICATION News Flies. We Gather Intelligence. Every Month. From India. december • 2010 Supersonic Classics rs. 75.00 (IndIa-based buyer only) rs. 75.00 (IndIa-based buyer only) 13th Year of Publication completed
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Sarkozy’s Optimism for India
Regional Aviation Airliners
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Snapshots 2010 C-17 Globemaster
for the IAF
AviationAn SP Guide PublicAtion
News Flies. We Gather Intelligence. Every Month. From India.
Continuing a powerful partnership with unmatched F-16 AESA radar capabilities.
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MMRCA Good fortune and protection for India. With the operationally proven APG-80 AESA radar aboard the F-16IN Super Viper, the Indian Air Force will attain and sustain unprecedented air combat capability for the future. The Indian Air Force, Northrop Grumman, and Lockheed Martin: continuing a powerful partnership with unmatched potential.
Issue 12 • 2010 SP’S AVIATION 1
IN ShOrT6 Quote Unquote
FIrST9 Switching roles
dIPlOmAcy15 Indo-French Enhanced Bilateral Ties
cIVIl16 regional Aviation A Booming Market
mIlITAry19 Industry US Aerospace Majors
26 Procurement Strengthening Strategic
Horizons
30 Interview ‘IAF is going in for a massive
upgradation of its airfield and helipad infrastructure’
31 Interview ‘F/A-18 Super Hornet offers
advanced capabilities to IAF’
32 Interview ‘Super Hornet will inject advanced
military strength into IAF’
Fly Faster than soundThe new supersonic busniess jets will have technologies that can be translanted into larger
airlines someday.
Cover Image: The supersonic jets will enable executives to reach distant destinations far faster than speed of sound.
Cover Image: Aerion Corporation
•
INdUSTry34 Special mission Specialised & Amphibious
SNAPShOTS22 2010
OEm28 Interview ‘We’re putting entirely new
manufacturing lines for the next level of AESA development’
hAll OF FAmE33 Jacqueline Auriol
RegulaR DepaRtments5 A Word from Editor
10 NewsWithViews – Paramount Airways to
resume operations – Predatory Airfares
37 Newsdigest
40 lastWord Let Go
Table of ConTenTsIssue 12 • 2010
AviationSP’s
news Flies. We Gather Intelligence. every Month. From India.
An SP Guide PublicAtion
next Issue: Shape of Future: Concept Planes
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AviationAN SP GUIDE PUBLICATION
News Flies. We Gather Intelligence. Every Month. From India.
DECEMBER • 2010
Supersonic Classics
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Cover story
after Concorde, a supersonic civilian airliner is still many years away, but considerable research is being done towards a supersonic business jet (ssBJ)12Ph
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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.
4 % C y a n 2 5 % C y a n 5 0 % C y a n 7 5 % C y a n 1 0 0 % C y a n 4 % M a g 2 5 % M a g 5 0 % M a g 7 5 % M a g 1 0 0 % M a g 4 % Y e l o 2 5 % Y e l o 5 0 % Y e l o 7 5 % Y e l o 1 0 0 % Y e l o 4 % B l k 4 % C y a n3 % M a g3 % Y e l o
ARRIVE BEFORE YOU LEAVE”—a rather in-triguing slogan which British Airways used to attract well-heeled passengers during the heyday of Concorde. It meant something. Con-corde, the world’s only successful supersonic airliner, needed just three hours 47 minutes
to fly more than 4,000 nm from London to Miami with 70 passengers aboard. This was enough to outrace the rota-tion of the earth, and the travellers reached Miami at a local time earlier than at which their flight had left London. It was a sure-sell proposition for time-strapped business people, even though they had to fork out that much more for a Con-corde ticket.
But after operating for just three decades over limited routes, the expensive, ageing Concorde fleet was ground-ed for good in 2003. The last seven years have not seen another civilian supersonic aircraft. Fighter jets routinely exceed Mach 1, even Mach 2, but today’s fastest airliners generally clock no more than Mach 0.85 (about 900 km/h), only a little quicker than their counterparts of four decades ago. Business executives, for-tunate enough to have flown Concorde, might complain that travel used to be swifter and yearn for the good times to return. Their wish may be granted in the not-too-distant future. A supersonic civilian airliner is still many years away, but considerable re-search is being done towards a supersonic business jet (SSBJ). Aerion Corporation based in Reno, Nevada, USA, and other companies aim to enable ex-ecutives to wing their way to distant destinations far faster than the speed of sound (Mach 1.0). And even economy pas-sengers may hope to benefit some day.
WORLD’S FASTESTAfter Concorde quit the scene, the title of the world’s fast-est civilian aircraft was held by the Citation X. Manufactured by Cessna of Wichita, Kansas, USA, the Citation X has reigned virtually unchallenged as the busi-ness jet speed king since 1996. It offers a maximum speed of Mach 0.92 and is closely followed by the French Dassault Aviation Falcon 7X at Mach 0.90. Gulfstream Aero-space, based in Savannah, Georgia, USA, recently claimed that it’s ultra-long-range G650—scheduled for first delivery in 2012—is now the fastest civilian aircraft in the sky with a speed of Mach 0.995 recorded in a shallow dive. Of course, diving performance is of little use for business jets, and the
G650’s maximum level cruise is a more sedate Mach 0.925. This amounts to a mere Mach .005 faster than the Citation X. Does this matter? It does, if only to wrest the title of the world’s fastest from Cessna. But Cessna has already de-clared its determination to regain the crown.
What limits the quest for ever greater speeds? Is it the so-called sound barrier? An aircraft’s sound radiates outward in all directions as pressure waves transmitted though the air. As the plane approaches the speed of sound it catches up with the sound waves being projected ahead of it, resulting in a build up of pressure in front of the plane, which forms a shockwave. Shockwaves develop even before the instru-ment in the cockpit registers Mach 1.0. The accompanying compressibility drag requires additional energy to counter, which means more powerful gas-guzzling engines. This re-duces fuel efficiency, lowers cost effectiveness and increases the environmental footprint compared to conventional jets.
Compressibility drag can be reduced by a variety of design features—including wings of thinner cross section, sharp sweepback, and wing fences to control the spread of shock-waves. But such features for high-speed flight create their own problems, particularly in the subsonic regime.
Then there’s the vexatious sonic boom. The Mach cone travels with the aircraft and its trail extends to the earth, where it is perceived as a loud double boom or bang. The boom intensity depends on the weather, refraction from differ-ent layers of the atmosphere, and most importantly the size of the aircraft. A supersonic airliner is likely to generate a shockwave strong enough to rattle windows and shake up the faint-hearted. For this rea-son, Concorde was prohibited from exceeding Mach 1 over land—which proved a major obstacle in its ultimately futile quest for economic viability. And Concorde didn’t have the green brigade to contend with.
THE CHARGE OF THE SSBJSBusiness jet manufacturers like Cessna be-lieve high-speed concerns can be remedied by smaller planes like SSBJs. Typically in-tended to fly around 10 passengers, SSBJs are about the same size as conventional sub-
sonic business jets. Companies like Aerion and Supersonic Aerospace International (SAI) are attempting to find ways to muffle the sonic boom, and so permit supersonic travel over populated areas. A promising avenue of research is discov-ering an aircraft shape that might change the shape of the
By Joseph Noronha, Goa
Fly Faster than Sound
“
Perhaps in five to six years from now, business executives might take off from their home base in the morning, hold a business
meeting at a distant location in the afternoon, and return home the same evening
TOP CONTENDORS: DASSAULT’S FALCON 7X CRUISES AT MACH 0.90
AND GULFSTREAM’S G650 IS CAPABLE OF
NOTCHING A SPEED OF MACH 0.925 IN LEVEL
FLIGHT
AERION SSBJ: FITTED WITH PRATT &
WHITNEY JT8D-219 TURBOFANS, AERION IS
PLANNING 8-PASSENGER JET WITH A MAXIMUM CRUISE
SPEED OF MACH 1.6
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ShouLd markeT-ForceS deTermine domeSTic airFareS in india?
Yes no don’t knowJoin the poll and comment
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Regional Aviation Airliners US Aerospace Majors V
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AviationAN SP GUIDE PUBLICATION
News Flies. We Gather Intelligence. Every Month. From India.
DECEMBER • 2010Supersonic Classics
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Regional Aviation Airliners
US Aerospace Majors V
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AviationAN SP GUIDE PUBLICATION
News Flies. We Gather Intelligence. Every Month. From India.
DECEMBER • 2010
Supersonic Classics
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Best of air Force day
A Word from Editor
Issue 12 • 2010 SP’S AVIATION 5
It is not that India’s attraction is just its
huge market. There are several strengths and the world leadership
has acknowledged these strengths and solidified bilateral relationships.
Jayant Baranwal
Publisher & Editor-in-Chief
IN quIck SucceSSION, HeAdS Of STATe of lead-ing powers have visited India and the visits continue. Beginning with the UK Prime Minister, David Cam-eron; followed by the US President, Barack Obama; and now the French President Nicholas Sarkozy, In-dia has garnered all the attention. Soon the Chinese
Premier Wen Jiabao and the Russian President Dmitry Med-vedev are expected. Some of these high-level visits captured in visuals (see Pictorial pages) point to one thing—India has truly emerged as a power to reckon with.
It is not that India’s attraction is just its huge market. There are several strengths and the world leadership has ac-knowledged these and solidified bilateral relationships. The visits have firmed up many deals. Air Marshal V.K. Bhatia gives insight into the strategic acquisitions of 10 C-17 Globe-master III heavy airlifters with an option for additional six later. Prior to that, India firmed up with General Electric for F414-GE-400 engine for the Tejas MK II programme.
In the interview with Rick McCrary of Boeing, the execu-tive highlights the Super Hornet Block II as the most com-prehensive and diversified multi-role capabilities on a single platform. The Super Hornet is in the race for the medium multi-role combat aircraft acquisition of the Indian Air Force. Along with massive equipment modernisation, the IAF is go-ing in for upgradation of airfield and helipad infrastructure, which Air Marshal J.N. Burma has elaborated on.
In this issue, John Fagnant, Director of ISR and Target-ing Strategy, Northrop Grumman Electronic Systems, talks about the features of the active electronically scanned array (AESA) technology. The executive forecasts future develop-ments, costs and common radar heritage.
In the realm of civil aviation, the traffic movement has been very buoyant. About 45 million domestic passengers flew in 2009 and the target for 2020 is 100 million, mostly driven by the secondary cities, opening up major avenues to regional jet manufacturers. In the article on “A Booming Market”, R. Chandrakanth examines the scope of the low-to-medium den-sity markets in India and how the regional jet manufacturers are positioning themselves. Around the same time, airlines increased domestic airfares by 30 to 40 per cent, inviting the
wrath of the government and also the paying public. Subse-quently, there have been fare revisions, but it pointed to the growth momentum in the civil aviation sector. Paramount Airways is resuming operations soon and Air Marshal B.K. Pandey takes us through the troubled airline’s plans.
Regional jet players are actively pursuing programmes to gain substantial market access. In the article “Specialised and Amphibious”, Bombardier’s special mission aircraft is the fo-cus. The OEM has designed, built and delivered over 300 spe-cial mission aircraft since 1965 when a Learjet 23 flew a tacti-cal training mission for the US Air Force. Today, the Learjet, Challenger and Global business jets and Q-Series turboprop airliners provide a full spectrum of special mission capabilities.
On the aspirational side, Joseph Noronha puts us on a su-personic civilian airliner, though it is still many years away, but considerable research is going on. Since the whole idea of air travel is to reach distant destinations without delay, the faster it goes the better.
With this Year End Special Issue highlighting key hap-penings around the year (Snapshots 2010), SP’s Aviation celebrates its 13th anniversary. Happy Reading and Happy Holidays!
The modern army is a knowledge-based force and applicaTion of science and informaTion Technology has become an inTegral parT of defence preparedness and warfare…in Today’s knowledge-cenTric era, every soldier should be Technology efficienT, a requiremenT ThaT highlighTs The need for beTTer Training for increased efficiency.
—The PresidenT of india PraTibha devisingh PaTil
in my discussions wiTh The us presidenT, we have decided To acceleraTe The deepening of our Ties and To work as equal parTners in a sTraTegic relaTionship ThaT will posiTively and decisively influence world peace, sTabiliTy and progress.
— Prime minisTer of india dr manmohan singh
The jusT and susTainable inTernaTional order ThaT america seeks includes a uniTed naTions ThaT is efficienT, effecTive, credible and legiTimaTe. ThaT is why i can say Today — in The years ahead, i look forward To a reformed un securiTy council ThaT includes india as a permanenT member.
—PresidenT of The Us barack obama
i’m making for a sTronger, wider, deeper relaTionship beTween india and briTain. i have come To your counTry in a spiriT of humiliTy. i know ThaT briTain cannoT rely on senTimenT and shared hisTory for a place in india’s fuTure. your counTry has The whole world beaTing a paTh To iTs door. buT i believe briTain should be india’s parTner of choice in The years ahead.
—Prime minisTer of briTain david cameron
india is probably far greaTer and sTronger Than even iT probably realises. we need To beaT Terrorism and insurgencies, noTably in afghanisTan and in pakisTan, major sources of insTabiliTy.
—PresidenT of The french rePUblic nicolas sarkozy
For more inFormation: www.specialmission.bombardier.combombardier, learjet, challenger, global, global express, dash 8, Q-series and other bombardier aircraft model names are registered and/or unregistered trademark (s) of bombardier inc. or its subsidiaries.
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.
For more inFormation: www.specialmission.bombardier.combombardier, learjet, challenger, global, global express, dash 8, Q-series and other bombardier aircraft model names are registered and/or unregistered trademark (s) of bombardier inc. or its subsidiaries.
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.
of laTe, exTraordinary and unprecedenTed cyber crimes have Taken place across The globe, exposing gaping holes in cyber securiTy sysTems. a few recenT cases are reminders of our own vulnerabiliTies.
— defence minisTer a.k. anTony
india will be among The fasTesT growing markeTs. The aviaTion scenario in india encompassed growTh of airlines; expanding airporTs; mro operaTions; Training eTc and The pie was geTTing larger.
—minisTer for civil aviaTion PrafUl PaTel
we have relied on The public secTor in The pasT buT increasingly we wanT To leverage The capabiliTies of The privaTe secTor.
—minisTer of sTaTe for defence m.m. Pallam rajU
i would like To assure my counTrymen of The readiness and commiTmenT of The indian air force in naTional securiTy and defence of The counTry. iaf has always measured up To The expecTaTions of The naTion, and will conTinue To do so in The fuTure. as air warriors, leT us re-dedicaTe ourselves To The service of The naTion and renew our pledge To do our sovereign duTy–wiTh honour and pride and indeed Touch The sky wiTh glory.
—air chief marshal P.v. naik, chief of The air sTaff
The indian navy conTinues To sharpen iTs capabiliTies Through regular fleeT exercises, boTh wiThin The navy, as well as wiTh our major inTernaTional parTners. suffice iT To say, ThaT our powder is dry and we sTand ready To combaT any mala fide acTiviTy inTended To harm our naTional inTegriTy and inTeresTs.
—admiral nirmal verma, chief of naval sTaff
The fasT-changing naTure of conflicT and emerging Technologies require consTanT reappraisal and improvemenT. The indian army is fully prepared To meeT The varieTy of securiTy challenges confronTing our counTry.
—general v.k. singh, chief of army sTaff
—Compiled by Sucheta Das Mohapatra
Issue 12 • 2010 SP’S AVIATION 9
FF
irst
The ThIrd ANd fINAl AgustaWestland AW159 test aircraft has successfully completed its maiden flight on November 19 at the company’s Yeovil facility in the UK. During its maiden flight, a range of general
handling checks were completed. The aircraft, designated TI3, is the third of three test aircraft that will complete a 600 hour integrated flight test programme. This first flight comes a few weeks after the second AW159, designated TI2, which first flew in mid-October. All the three aircraft flew together for the first time on the same day.
Aircraft TI1 continues to perform air vehicle and flight envelope testing while TI2 is undertaking the flight testing of the aircraft’s core and mission avionics systems, the systems and software having already been developed and tested on AgustaWestland’s full systems integration rig (FSIR).
TI3’s main task includes undertaking load survey trials and naval development, including ship helicopter operating limit trials. AgustaWestland has now also established a new AW159 production facility at its Yeovil plant that introduces a pulse line production system to bring significant efficien-cies to the final assembly process. The first production air-frame was delivered to AgustaWestland by GKN Aerospace on schedule in July 2010.
The first flight of the third AW159, known as Lynx Wildcat in UK military service marks another major milestone in the
development of the new six-tonne multi-role military helicop-ter, 62 of which have been ordered by the UK Ministry of De-fence. The first aircraft will be delivered by the end of 2011. The aircraft will be fully operational with the Army in 2014 and the Royal Navy in 2015. The British Army’s AW159 Lynx Wildcat will perform a wide range of tasks on the battlefield including reconnaissance, command and control, transporta-tion of troops and material, and the provision of force protec-tion. The Royal Navy variant will provide an agile maritime capability providing anti-surface warfare capability and force protection and will operate in support of amphibious opera-tions and be an important element in defending ships against surface threats. There will be a high degree of commonality between the Army and Royal Navy helicopters that will mean that an aircraft can switch roles easily, principally through the changing of role equipment. The AW159 programme for the UK MoD continues to be on time and on budget and was the first major project to be awarded under the Strategic Partner-ing Arrangement signed by the UK Ministry of Defence and AgustaWestland in June 2006. SP
The cheNNAI-bASed PrIVATe AIrlINe Para-mount Airways with a unique all-business class model was launched in 2005 with two 75-seat Em-braer ERJ 170 aircraft soon after the boom in the
airline industry in India began. The fleet strength was ul-timately enhanced to five aircraft. Paramount Airways was the only carrier in India to operate the Embraer Regional Jets. Initially, the airline was operated at the national level connecting Kochi with Delhi. However, the concept proved unsustainable and soon the airline withdrew into a regional frame providing connectivity amongst cities in South India with flight timings to suit the convenience of the business traveller. With a fare structure pitched between those of the low cost and full service carriers, the airline recorded consistently high load factors and captured 27 per cent of the market share in the southern region. Operat-ing 56 flights a day and virtually as a regional airline, Paramount Airways was reputed for its on-time performance.
By the end of last year, the airline had got entangled into a legal dispute over alleged default in payment with two leasing firms, the UK-based GE Capital Aviation Service Ltd and Celestial Aviation Trading. After a prolonged legal battle both in the UK and India, between the airline and the leasing compa-nies, three of the Embraer Jets were grounded as these were deregistered by the Directorate General of Civil Aviation (DGCA). As the strength of air-craft in the Paramount fleet dropped below the minimum requirement to hold five aircraft, it led to suspension by DGCA of their licence as a scheduled operator.
The dream of the airline to emerge as the leading full service carrier in the country with a unique business model lay shattered, but only for a while. Consequent to a stay order by the Madras High Court on suspension of licence, the DGCA is required to revoke the suspension or-der. Paramount Airways is therefore all set to make waves
again, this time with a completely new fleet of 12 Airbus A320 and eight Bombardier Q400 NextGen turboprop air-craft. The airline has government sanction to import 20 aircraft. Planned to be inducted in a phased manner, using aircraft on wet lease from a Turkish carrier initially, the airline plans to immediately restore scheduled services to all 17 destinations that it was serving before it ran into trouble. The mix of aircraft in the proposed acquisition plan is indicative of the restructured operational priori-ties. The focus of the airline is to operate countrywide on
a hub-and-spoke concept to derive the maximum advan-tage through connectivity to the emerging tier II and tier III cit-ies. The larger capacity A320 would operate on trunk routes and the Q400 providing feeder service region wise. As the in-dustry is now on a healthy growth trajectory and fares having increased by about 15 per cent over the last one year, viability of the Paramount busi-ness model is not in doubt. It is also working on plans to un-dertake international flights as five years have gone by since its launch. However, as the airline was practically inoperative for a few months since suspension of licence even though not of their own accord, international operations may have to wait, as technically the airline does not meet with the eligibility criteria of “continuous operations for five years”.
But the most interesting as-pect of the legal battle engaged in by Paramount Airlines has been the manner in which the Madras High Court dealt with the petition by the airline. The court opined that “the statutory authorities such as the DGCA should be pragmatic. It should not force impracticable orders on airlines such as the petitioner”. The need of the hour for the DGCA is to emerge as a facilitator. Till this happens, real growth in the civil aviation industry will continue to be a distant dream. SP
—Air Marshal (Retd) B.K. Pandey
Paramount airways to resume oPerationsMonths after its operations were crippled by a legal dispute with aircraft lessors, Chennai-based carrier Paramount Airways will again take to the skies after a government panel cleared its proposal to buy 14 planes and lease six more. At a meeting, the Aircraft Acquisition Committee of the Civil Aviation Ministry cleared a proposal of the airline to acquire eight Airbus A320 and six Bombardier Q400 turboprop aircraft and wet lease six others. The Committee gives clearances to airlines’ proposal for import of aircraft after considering a variety of issues, including availability of slots at airports where they want to operate.
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Issue 12 • 2010 SP’S AVIATION 11
POST-dIwAlI ANd wITh The ONSeT of the holiday season, a round-trip economy ticket for Delhi-Mum-bai on Jet Airways was priced at `35,999, while low-cost carriers SpiceJet, IndiGo and GoAir were asking
for up to Rs 20,000 with booking done a day in advance. The hike was 30-40 per cent on major domestic routes. Pas-sengers cried foul. The airlines remained defiant even as the Civil Aviation Ministry “tried” to rein in the airlines.
Egged by media reports, the Civil Aviation Minister Praful Patel decried the airfares and cautioned, “The Directorate General of Civil Aviation (DGCA) has special powers which can certainly be invoked if the air-lines do not act responsibly in the days to come.”
Defending the action, King-fisher Airlines Chairman Vijay Mallya said, “There has been no unjust increase in airfares. Band-width pricing is followed across the world and we too are follow-ing that. After all, airlines are commercial commodities.”
The airlines maintain that the government cannot regulate the tariff as per the aircraft rules. At best, the DGCA can seek an expla-nation, but there is no provision of penalty or punishment. The CEO of GoAir Kaushik Khona said any regulation of fares would be a throwback to regulatory regime, which is “not acceptable”.
The spat continues.Meanwhile, the DGCA, which
sought replies from the airlines, has come out with a circular ask-ing the airlines to furnish a copy of the route-wise tariff across its network in various fare
categories on the first day of every calendar month. Any significant and noticeable change in the established tariff already filed, should be reported to the DGCA within 24 hours of ef-fecting such changes.
Airlines are now required to publish the fare bandwidth on its website or in newspapers.
The low cost airlines proposed highest airfares based on four distance slabs—`10,499 for less than 750 km; `14,499 for slab 750-1,000 km; `16,999 for slab 1,000-1,400 km and `21,999 for slab beyond 1,400 km. With full-service carriers like Jet Airways, Kingfisher and Air India, the in-crease ranged from a minimum of `14.097 to a maximum of `30,811 on Delhi-Chennai sector and the fares ranged be-tween `22,000 and `40,000 for long distances. At the time of
writing, the DGCA was studying the proposals and had lined up a meeting with the airlines.
In the last few months, air- fares are headed north, mainly because of increase in demand and capacity constraints, affected further by grounding of six air-craft of Kingfisher Airlines and also of Paramount Airways. The load factors for October 2010 in-dicate impressive performances with Kingfisher topping with 87 per cent and at the bottom was Air India with 70 per cent. “We will not let the airlines take advantage of a situation where there is more demand than sup-ply,” Praful Patel rebuffed.
While the regulator and air-lines are sorting out the issue, the passenger feels cheated. “This is daylight robbery,” remarked fre-quent traveller Suresh Sundaram. “We are extremely cost sensitive consumers as a culture,” said Samyukth Sridharan, SpiceJet’s chief commercial officer. “People
view aviation as efficient, point-to-point on-time travel.” The irony of all this is that India constitutes primarily a
low-cost air travel market and that over 70 per cent of pas-senger movement in 2009 was on low-cost airlines. The trend being such that airlines have to be cautious in their airfare hikes, not to drive away the burgeoning middle class from travelling by air. The aam admi may not understand airline economics, buoyant as ever due to air turbine fuel and other costs, but sure he sees red when fares just hit the skies. SP
—R. Chandrakanth
Predatory airfaresDomestic airlines, including the low-cost carriers, arbitrarily increased airfares by 30-40 per cent, post-Diwali, attracting the ire of both the con-sumers and the Civil Aviation Ministry. The Directorate General of Civil Aviation (DGCA) sought explanations from the airlines and subsequently issued a circular that the airlines publish on their websites or newspapers, the maximum airfare that the airline was likely to charge. The airlines also submitted to the DGCA a proposal on the fare bandwidth based on four distance slabs. The DGCA is to make its decision on the proposal public. Meanwhile, the airlines have announced 20-25 per cent cut in fares.
VIEWS
Low cost carrier proposed sLabs
• <750 km `10,499• 750-1000 km `14,499• 1000-1400 km `16,999• >1400 km `21,999Ph
Perhaps in five to six years from now, business executives might take off from their home base in the morning, hold a business
meeting at a distant location in the afternoon, and return home the same evening
AERION SSBJ: fitted with Pratt &
whitney Jt8d-219 turbofans, aerion is
Planning 8-Passenger Jet with a maximum cruise
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Civil Business Jets
Issue 12 • 2010 SP’S AVIATION 13
ArrIVe befOre yOu leAVe”—a rather intriguing slogan which British Airways used to attract well-heeled passengers during the heyday of Con-corde. It meant something. Concorde, the world’s only successful superson-
ic airliner, needed just three hours 47 minutes to fly more than 4,000 nm from London to Miami with 70 passengers aboard. This was enough to outrace the rotation of the earth, and the travel-lers reached Miami at a local time earlier than at which their flight had left London. It was a sure-sell proposition for time-strapped business people, even though they had to fork out that much more for a Concorde ticket.
But after operating for just three decades over limited routes, the expensive, ageing Concorde fleet was grounded for good in 2003. The last sev-en years have not seen anoth-er civilian supersonic aircraft. Fighter jets routinely exceed Mach 1, even Mach 2, but to-day’s fastest airliners generally clock no more than Mach 0.85 (about 900 km/h), only a little quicker than their counterparts of four decades ago. Business executives, fortunate enough to have flown Concorde, might complain that travel used to be swifter and yearn for the good times to return. Their wish may be granted in the not-too-distant future. A su-personic civilian airliner is still many years away, but consid-erable research is being done towards a supersonic business jet (SSBJ). Aerion Corporation based in Reno, Nevada, USA, and other companies aim to enable executives to wing their way to distant destinations far faster than the speed of sound (Mach 1.0). And even economy passengers may hope to benefit some day.
World’s FastestAfter Concorde quit the scene, the title of the world’s fastest civilian aircraft was held by the Citation X. Manufactured by Cessna of Wichita, Kansas, USA, the Citation X has reigned virtually unchallenged as the business jet speed king since 1996. It of-fers a maximum speed of Mach 0.92 and is closely followed by the French Dassault Aviation Falcon 7X at Mach 0.90. Gulfstream Aerospace, based in Savannah, Georgia, USA,
recently claimed that it’s ultra-long-range G650—scheduled for first delivery in 2012—is now the fastest civilian aircraft in the sky with a speed of Mach 0.995 recorded in a shallow dive. Of course, diving performance is of little use for busi-ness jets, and the G650’s maximum level cruise is a more sedate Mach 0.925. This amounts to a mere Mach .005 faster than the Citation X. Does this matter? It does, if only to wrest the title of the world’s fastest from Cessna. But Cessna has already declared its determination to regain the crown.
What limits the quest for ever greater speeds? Is it the so-called sound barrier? An aircraft’s sound radiates outward in all directions as pressure waves transmitted though the air. As the plane approaches the speed of sound it catches up with the sound waves being projected ahead of it, resulting in a build up of pressure in front of the plane, which forms a shock-wave. Shockwaves develop even before the instrument in the cockpit registers Mach 1.0. The accompanying compressibility
drag requires additional energy to counter, which means more powerful gas-guzzling engines. This reduces fuel efficiency, lowers cost effectiveness and increases the environmental footprint compared to conven-tional jets. Compressibility drag can be reduced by a variety of design features—including wings of thinner cross section, sharp sweepback, and wing fences to control the spread of shockwaves. But such features for high-speed flight create their own problems, particu-larly in the subsonic regime.
Then there’s the vexatious sonic boom. The Mach cone travels with the aircraft and its trail extends to the earth, where it is perceived as a loud double boom or bang. The boom intensity depends on the weather, refraction from differ-ent layers of the atmosphere, and most importantly the size of the aircraft. A supersonic airliner is likely to generate a shockwave strong enough to rattle windows and shake up the faint-hearted. For this rea-
son, Concorde was prohibited from exceed-ing Mach 1 over land—which proved a major obstacle in its ultimately futile quest for eco-nomic viability. And Concorde didn’t have the green brigade to contend with.
the Charge oF the ssBJsBusiness jet manufacturers like Cessna believe high-speed concerns can be remedied by smaller planes like SSBJs. Typi-cally intended to fly around 10 passengers, SSBJs are about the same size as conventional subsonic business jets. Companies like Aerion and Supersonic Aerospace International (SAI) are
“
tOp cONtENdERS: dassault’s falcon 7x cruises at mach 0.90
attempting to find ways to muffle the sonic boom, and so permit supersonic travel over populated areas. A promising avenue of re-search is discovering an aircraft shape that might change the shape of the pressure wave such that some of the sounds effec-tively cancel each other and the sonic boom might virtually dis-appear by the time it reaches the ground. Boeing and Lockheed Martin prefer to place engines on top of the wings rather than below (as Concorde had) so that the wings and fuselage can prevent part of the shockwaves due to the engines from travelling towards the earth. “Quiet Spike” is a research programme, between Gulfstream and NASA’s Dryden Flight Research Centre, to investigate the suppression of sonic booms. Gulfstream is also reportedly investigating low boom designs. The company seeks to damp-en the sound signature of an aircraft in supersonic flight so that it does not exceed a perceived noise level of 70 decibels while cruising at a speed of Mach 1.7 over land. Flying super-sonic over land is banned in many countries including the US and Europe and it is not clear if regulators would allow even “quiet” supersonic flights over their territory.
Rather than seeking regulatory relief, Aerion proposes to operate at near Mach 1 over land, accelerating to Mach 1.5 over the ocean and remote areas where permitted. The key technology in Aerion’s SSBJ design is laminar flow—a fea-ture that dramatically reduces compressibility drag, allowing the aircraft to operate at costs competitive with conventional business jets. Powered by a pair of Pratt & Whitney JT8D-219 turbofans, it uses a gradient recovery type design for its inlet, which creates a shockwave normal to the throat of the inlet for decelerating the airflow to subsonic speeds. Aerion plans an eight-passenger jet with a maximum cruise speed of Mach 1.6, thus avoiding the heat-related complexities that ac-companied Concorde’s sustained Mach 2 cruise. The Aerion SSBJ could have a range of more than 4,200 nm at Mach 1.5 and about 4,600 nm at Mach 0.96.
Aerion expects pro-duction of its $80 mil-lion (`360 crore) SSBJ to begin by 2016 and 50 orders have already been placed—each backed by a $2,50,000 (`1.13 crore) deposit. Buyers report-edly include at least five Indian companies as well as a sheik in the UAE who has signed the first letter of intent. The com-pany sees a market for about 300 SSBJs in 10 years and a total fleet of
500 in 15 years. “First to market has a clear advantage,” asserts Aerion. The main problem now is for the company to convince an OEM to take on such a com-plex and financially risky proj-ect. It hopes to do a deal before the end of the year.
Russia’s Tupolev is report-edly developing a hybrid of the TU144, called the TU444 char-ger. This aircraft is designed to carry 6-10 passengers over 4,000 nm at Mach 2.0. There are also unverified claims that
the Central Aerohydrodynamic Institute (TsAGI) in Zhukovsky, near Moscow, has developed a supersonic executive concept aircraft to re-duce sonic boom levels to 65 decibels, possibly facilitating overland flights. The Dassault-led
high-speed aircraft project, which pools the efforts of 37 or-ganisations in 13 countries, is also working towards a Mach 1.8 aircraft, with space for up to 16 passengers.
Meanwhile, SAI is pursuing the Quiet Supersonic Trans-port (QSST), intended to carry 12 passengers over 4,000 nm at speeds between Mach 1.6 to Mach 1.8. The remarkable aspect of this design is its aerodynamically shaped sonic boom—claimed to be 1/100th of the boom generated by Concorde. Sadly, there appears to be no prospect of an early start to construction of a prototype and the project is pos-sibly at a dead end.
Business takes the leadSince the whole idea of air travel is to reach distant desti-nations without delay, the faster it goes the better. Taking the argument to its logical conclusion, the return of civilian supersonic flight is only a question of time. Business execu-tives will probably be the main patrons. In addition, small groups of high-value passengers (such as heads of state or wealthy individuals) may find supersonic jets attractive. This can open up a lucrative new market worldwide.
Aerion and other SSBJs will primarily be used for sin-gle-day business trips across distances of up to 4,000 km. About 90 per cent of commercial routes in vogue do not exceed this distance. Perhaps in five to six years from now, business executives might take off from their home base in the morning, hold a business meeting at a distant loca-tion in the afternoon, and return home the same evening. SSBJs will probably be able to operate even from 1,200-me-tre runways, which can be found at just about any city or large town nowadays. This is an added advantage.
Though swift travel makes good business sense, su-personic flight presents a host of technological challenges. However, most issues have been conquered in various ways by researchers and aircraft manufacturers. Beyond the business opportunities presented by low boom supersonic flight, there’s the hope that the new SSBJs will develop cut-ting edge technologies that can someday be translated into larger airliners. This might hasten the return of supersonic commercial travel. After all, “time is money” strikes a chord with businesspeople as well as common travellers. SP
Though swift travel makes good
business sense, supersonic
flight presents a host of
technological challenges
thE RuSSIAN SSBJ: tu444 charger is
designed to carry 6-10 Passengers over 4,000 nm at mach 2.0
Issue 12 • 2010 SP’S AVIATION 15
Diplomacy indo-french
EnhancED Bilateral tiesFrench President Nicolas Sarkozy’s India visit helped strengthen Indo-French relationship on nuclear, defence, economic and strategic cooperation
iNdIA IS PrObAbly fAr greATer and stronger than even it probably realises,” said French President Nico-las Sarkozy during his four-day-long
visit to India and added that he expected the rupee to emerge one day as a world currency. The big powers seem to have well understood that a strategic partner-ship with India is mutually beneficial and doing business with the world’s second largest emerging economy would be im-mensely valuable. “India is, first and fore-most, a major political partner and an indispensable power without which we cannot rise to the major challenges the world faces,” said Sarkozy. The French President’s India tour was his first to a G-20 state since France took over the Presidency of the group. It came after US President Barack Obama and UK Prime Minister David Cameron’s recent visit. The French President’s trip will soon be followed by Chinese Premier Wen Jiabao and Russian President Dmitry Medve-dev’s visit as well.
France, which is a world leader in civilian nuclear tech-nology exports, has always supported India's right to nucle-ar power. The French head of the state’s India visit further solidified the bilateral relationship between the two coun-tries. Several agreements in the civil nuclear power sector including a framework agreement to construct two civil nuclear plants in Jaitapur, Maharashtra costing €7 billion (`41,600 crore) were signed. Plans to come up with four nuclear power plants, all by French nuclear giant Areva, at a total cost of $25 billion (`1,12,500 crore) are also afoot.
Sarkozy, who lobbied on behalf of French companies multi billion-dollar Indian contracts for fighter jets and nuclear technology, was accompanied by a high-powered delegation of seven ministers and 70 Chief Executive Officers, includ-ing the heads of aircraft-makers Dassault Aviation and EADS, and the state-controlled nuclear group Areva. Both countries signed a €2 billion (`11,800 crore) deal for joint missile de-velopment. In the civil aviation sector, Airbus Industrie signed
separate deals to lease A330 aircraft to Jet Airways and Air India, at a total cost of €2.8 billion (`16,600 crore).
“Discussions concerning the upgrada-tion of Mirage 2000 aircraft are expected to be finalised soon,” stated a joint state-ment issued after talks between Prime Minister Manmohan Singh and Presi-dent Sarkozy in New Delhi. The deal will cost the Indian Government €1.5 billion (`8,900 crore). The two countries wel-comed efforts for joint programmes in de-fence industry, which would include joint research and development and transfer of technology. As a first step, the two coun-tries expect to soon launch the short range surface-to-air missile and Kaveri (aircraft engine) programmes.
“We deeply appreciate France’s willingness to supply us advanced defence technologies in a way that contributes to the modernisation of our own defence industry,” Singh said at a joint press conference with Sarkozy. The `9,640 crore upgrade programme for 51 Mirage 2000 fighter jets in the IAF fleet includes the plan for advanced multimode pulse doppler radar and fire-and-forget missiles, to be executed by French companies Dassault and Thales along with Hindustan Aeronautics Limited (HAL). The IAF currently operates three squadrons of Mirage 2000s and the upgrade programme will enable the aircraft to perform effectively due to greater fuel and weapon-delivery capacities. India and France have also decided to co-develop the SR-SAM missile under an agree-ment between the Indian Defence Research and Development Organisation (DRDO) and French missile manufacturer MBDA.
Like Obama, Sarkozy also voiced his support for India for the much coveted permanent seat in the United Nations Security Council. His trip ended in Mumbai to pay tributes to the martyrs of 26/11 terror strike. France even joined India in pressing Pakistan to actively prosecute the perpetrators of Mumbai terror attacks expeditiously, as Sarkozy urged Islamabad to live in peace with India. SP
aT A receNT SemINAr ON “India: An Emerging Aviation Hub” in New Del-hi, figures were bandied about how India was at the threshold of an aviation
boom that would be spurred by Tier II and III cities. In simple terms, this translates into infrastruc-ture development at smaller airports and increased move-ment of passengers/cargo between destinations beyond the major trunk routes, to touch 100 million passengers by 2020.
India’s growth will be low-cost fare driven, at present con-tributing over 70 per cent of the passenger traffic. In 2009, of the 44 million passengers on domestic routes about 27 million passengers (over 60 per cent) were on the low-to-medium den-
sity markets (Tier II and III destinations), thus throwing open enormous business opportunities for regional jets. About 17 million passengers were from 24 city pairs across seven major metro cities (Tier I).
The Centre for Asia Pacific Aviation predicts that domestic traffic will grow
at 25 per cent to 30 per cent a year until 2010 and inter-national traffic will grow by 15 per cent. Keeping pace with passenger growth, Indian carriers have 480 aircraft on or-der for delivery by 2012, which compares with a fleet size of 310 aircraft operating in the country today. And if we go by the prophecy of the Minister of Civil Aviation, Praful Patel, India will require about 5,000 aircraft if 10 per cent of the population begins to fly. At present, the number of air travel-
By r. chandrakanth
India’s growth will be low-cost fare driven, at present contributing over 70 per cent of the passenger traffic
A Booming Market
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Civil Regional aviation
Issue 12 • 2010 SP’S AVIATION 17
lers is less than 2 per cent of the population. The penetration of civil aviation in India is among the lowest, with the coun-try having a ratio of 2.89 million passengers per aircraft compared with 0.05 million in the US.
There indeed is potential and a growing appetite from airline operators in India to connect routes previously con-sidered unviable. This transfor-mation has come about as re-gional jets have positioned the economic viability of operating jets with capacities ranging from 70 to 150. There is a grow-ing mix of aircraft capacities as airlines discover that there are over 200 routes having low-to-medium density traffic which need to be tapped. Operating narrow-body aircraft on low-to-medium density routes have largely been unviable, leading to closure of some destinations. As per Ministry of Civil Aviation, there are 62 regional aircraft with scheduled operators and this number could go up as and when the new players take off.
The ones who got permis-sion to start operations include Star Aviation, Zav Airways, King Airways, and Premier Air-ways. Though Chennai-based Star Aviation was expected to start operations this year, it has been stalled. Star Avia-tion was planning to start with 3 Embraer 72-seater aircraft and have a 10-aircraft fleet, all to connect secondary cities. So also a Surat-based full-service carrier, Luan Airways, is ex-pected to go operational soon. Meanwhile, Gurgaon-based MDLR Airlines that halted its operations last year is plan-ning to make a comeback. The regional carrier has sought approval of Directorate Gen-eral of Civil Aviation (DGCA) to import two BAE Avro RJs to restart regional services in northern states.
Pan-IndIa connectIvIty“Connectivity has to be pan-national,” de-clared Samyukth Sridharan, Chief Commer-cial Officer of no-frills airline SpiceJet. “We do not need a T3 which is a Taj Mahal. We are looking at efficient infrastruc-ture built at the right cost in Tier II and III cities.” While the Airports Authority of India is in the process of expanding the airport infrastructure, SpiceJet is buying 15 Bombardier NextGen Q400 turboprop aircraft (seating capacity of 68-78),
worth $400 million (`1,800 crore). The deliveries are ex-pected to commence by mid-2011. The airline has options of buying 15 more of the aircraft. Troubled airline, Paramount Airways, has also placed orders for eight Q400.
Forecast International in its report on “The Market for Regional Transport Aircraft” projects that 4,016 regional aircraft, valued at some $123 billion (`5,51,400 crore), will be produced from 2010 through 2019. The forecast includes both regional jets and regional turboprops, with jets account-ing for about 64 per cent of the total. The report indicates that Bombardier, Embraer and ATR will be the leaders among re-gional aircraft manufacturers during the 10-year forecast pe-riod. Bombardier’s product line includes both jet-powered and turboprop-powered aircraft, while Embraer currently spe-cialises in jets and ATR build turboprops exclusively.
BomBardIer’s forecastTrung Ngo, Vice President, Asia-Pacific Sales, Bombardier Commercial Aircraft forecast that from a small 20-149 seat fleet base of 120 units, India’s fleet will grow to 650 units by 2029. JetLite operates six Bom-bardier’s CL-600 aircraft with 50 seater capacity. India is pre-dicted to take 600 deliveries, representing 36 per cent of total deliveries within the Asia-Pacif-ic region. The 60-99 scheduled seats grew 45 per cent in 2009 from a small base in 2008. In total, Asia-Pacific including In-dia will yield 1,640 deliveries of 20-149 seat aircraft. About 43 per cent of deliveries (700) will be 60-99 seat aircraft and 920 units or 56 per cent will be 100-149 seat aircraft.
The top end of the re-gional aircraft market is seeing an influx of new models. Bombardier is developing the CSeries, a new family of 100-145 seat air-craft that transcends the boundary between the regional jet market and the large airlin-
er market. The CSeries competes against large regional jets from Embraer and others, and also against narrow body airliners such as the Airbus A319 and the Boeing 737-700.
atr In leadBesides Bombardier, ATR, a joint venture between Alenia
Aeronautica and EADS, which has 48 aircraft plying with scheduled operators here, is betting big on India. The aircraft manufacturer is forecasting a market for 300 units in the long run. By 2011, ATR is expected to deliver 50 ATR 72-500 air-craft. The present operators are Kingfisher Airlines, Air India and Jet Airways. “India will become the country where the maximum number of ATR aircraft will fly in the world soon. 65 per cent of our orders are from Asia. Though there is a crisis affecting the order books of aircraft manufacturers globally, we expect to meet our delivery tar-gets,” David Vargas, spokesperson of ATR has been quoted.
emBraer’s PosItIonIngBrazilian regional jet manufac-turer, Embraer is positioning it-self with its E-Jets in the Indian market, though at present it has only two aircraft with Par-amount Airways. The south-based airline’s fleet size was re-duced from five to two as it had issues related to payments with Lessors. Like any other aircraft manufacturer, Embraer is in discussion with airlines as they have started to keenly look at tapping the secondary markets.
Embraer is well-positioned in the 70-125 seat market with its E-Jets series regional jets, and has been pondering future development strategy. Among the options being considered by the Brazilian company are a re-engining of the E-Jets family and/or a larger, all-new aircraft family. The latter would compete
in the market above 125 seats, taking on Bombardier’s CSeries.A number of companies are looking to break into the re-
gional aircraft market, and are developing new aircraft that compete for sales in the top segment of the market. These include the Chinese firm Comac with its ARJ21 regional jet, the Japanese company Mitsubishi with the Mitsubishi Re-
gional Jet (MRJ), and the Russian firm Suk-hoi Civil Aircraft with the Superjet 100.
Considering the huge market opportuni-ties that exist, even Russian manufacturer is looking at entering the Indian market with the Antonov An-148 short-haul passenger
aircraft. However, within Rus-sia, some operators have com-plained about the “frequent break down” of the aircraft and the manufacturewr Unit-ed Aircraft Corporation has planned to additionally invest $232 million (`1,044 crore) in the development of the An-148. Russians have plans to garner about 10 per cent market share for 61-99 seat aircraft in 2010-28. And there are rumblings in the Indian aviation industry on develop-ing its own regional aircraft. According to reports, the `3,000-4,000 crore project has been set in motion by the Defence Research and Devel-opment Organisation (DRDO) with the National Aerospace Laboratories (NAL) as the nodal agency for the design of the aircraft and HAL pro-ducing it. The pie indeed is really huge. SP
likely entrants: sukhoi suPerjet 100; sPicejet has aLready PLaced an order for 15 bombardier Q400 nextgen turnoProP
airLiners
There are two E-Jets in India currently; these are E175s with Paramount Air-ways. Embraer recognises that the In-
dian commercial aviation market is one of the most exciting in the world with significant domestic passenger demand remaining to be tapped by local airlines. As these carriers con-tinue to adapt to dynamic market conditions and increasingly free market disciplines —in practical terms by offering more innovative and customer-focused innovations—domes-tic and regional passengers will continue to respond in-kind thereby sustaining some of the highest traffic growth rates in the world.
To date, secondary (Category II and
III) routes have yet to fully benefit from airline industry liberalisation. Indeed, they will drive Indian domestic aviation market growth in the coming decade. The deploy-ment of 70 to 120-seat jets offers local communities throughout India a new and viable tool to become more fully integrated into the national (and also international) aviation system.
As the Indian aviation market ma-tures the variety of aircraft capacities and mission profiles will inevitably reflect the unique demand characteristics and the diverse demographic conditions of individ-ual Indian states and the dozens of local communities in each, all of which hope to improve their air service options.
Towards this end, Embraer expects a demand for over 50 new aircraft in the 70- to 120-seat category during the next 10 years •
alex glock, Vice President-Airline Market, Embraer Asia Pacific
Issue 12 • 2010 SP’S AVIATION 19
Military Industry
ONe Of The wOrld’S beST known multi-in-dustry companies, Textron Incorporated was founded in 1923 and had its origins in the tex-tile industry dealing with cotton and synthetic yarn. And this is where it got its name. But over the years it has developed into a diversi-
fied business model serving a wide global customer base. Today, it is acknowledged as a highly successful enterprise recognised for its network of powerful brands, world-class processes and talented workforce. The company has over 37,000 employees in more than 25 countries and a revenue of $14.7 billion (`65,520 crore) as recorded in 2008. With its headquarters in Providence, Rhode Island, USA, Textron is
ranked 220 on the Fortune 500 list of largest companies in the US and is strategically positioned to provide integrated product solutions and services to the customers worldwide.
Textron has a number of subsidiaries and operating divi-sions that deal in unmanned aircraft systems, advanced ma-rine craft, armoured vehicles, surveillance systems, intelligence software solutions, precision guided and smart weapons, pis-ton engines, test and training systems and life cycle support.
In 1960, Textron purchased Bell Aerospace which com-prised three divisions of Bell Aircraft Corporation including its helicopter division which was the only division producing complete aircraft. The helicopter division was renamed by Textron as Bell Helicopter Company. In a few years with the success of the UH-1 during the Vietnam War, it had established itself as the largest division of the parent company. In January 1976, Textron renamed the company Bell Helicopter Textron, a name that it has today. Since its inception, this company has
By Air Marshal (retd) b.K. Pandey, bengaluru
Since decades companies in the US have led the way for a broad spectrum of innovative aerospace
and defence products and services. Browse through the fifth part of the article to know about
Textron Incorporated, the world’s best known multi-industry company.
produced rotary wing machines in large numbers for both military and civil application.
In February 1985, Textron acquired Avco Corporation of Connecticut, a conglomerate of almost equal size with pre-ac-quisition revenue of $2.9 billion (`13,050 crore) doubling the size of the company practically overnight. In the early 1990s, Textron acquired Cessna Aircraft Company, a global leader in light and medium-sized commercial business jets and piston engine general aviation aircraft. With this acquisition, Cessna balanced Bell’s predominantly defence related business. Tex-tron continued to make acquisitions to strengthen its strategic portfolio and five of the new acquisitions were grouped as Tex-tron Systems Corporation.
TexTron SySTemS CorporaTionTextron Systems Corporation, a business division under Tex-tron Incorporated, is an aerospace and defence development and manufacturing firm with its headquarters in Wilmington, Massachusetts, USA. With around 6,000 employees, it con-trols five operating units including AAI Corporation, Lycom-
ing Engines, Overwatch, Textron Defence Systems and Textron Marine & Land Systems. Provid-ing innovative solutions to the defence, homeland security and the aerospace industry for over five decades, Textron Systems reported annual sales of nearly $2 billion (`9,000 crore) in 2009.
The five divisions under Tex-tron Systems Corporation and the two aerospace majors Bell Helicopter and Cessna Aircraft Company are as follows:
aai CorporaTion AAI has delivered a broad spectrum of innovative aerospace and defence products and services for nearly 60 years. Its products and services include unmanned aircraft and ground control technologies, training and simulation systems, auto-
mated aerospace test and maintenance equipment, arma-ment systems, logistics, engineering, supply chain and oper-ational support services. AAI’s high-technology, total-value solutions help customers evolve mission profiles including intelligence, surveillance and reconnaissance.
LyComing engineSLycoming Engines specialises in the engineering, manufac-turing, servicing and support of piston aircraft engines for more than half of the world’s fixed-wing piston aircraft fleet including helicopters as well as special mission aircraft for the military. Also known for world-class customer service, the company maintains a global sales, service and technical support network.
overwaTChOverwatch provides integrated intelligence software solu-tions and services as well as satellite communications sys-tems for the US and international defence and intelligence agencies. Overwatch’s multi-source intelligence and geo-
spatial analysis solutions deliver fast and comprehensive situational understanding for warfighters and analysts. Its pre-packaged or custom-designed geospatial and multi-in-telligence solutions are used by more than 25,000 US De-partment of Defense and intelligence community analysts.
TexTron DefenSe SySTemSTextron Defense Systems is a provider of ‘smart’ weapons, airborne and ground-based sensors and surveillance systems, protection systems for the defence, aerospace and homeland security communities. The company delivers an array of tech-nologies that provide confidence to war fighters, enabling them to accomplish the missions safely, decisively and effectively.
TexTron marine & LanD SySTemSTextron Marine & Land Systems designs and manufactures advanced marine craft, surface-effect ships, armoured com-bat vehicles, turrets and related subsystems. It delivers supe-rior, high-performance products including mobile, survivable,
toP-notch: (earlier Page) bell V-22 osPrey
is a result of bell helicoPter and boeing
collaboration; (toP)bell 206 is an outcome
of bell helicoPter’s association with
agustawestland and, cessna’s leading
business jet brand citation series
Military Industry
Issue 12 • 2010 SP’S AVIATION 21
lethal and flexible land and sea-based platforms. Given its record of quality and on-time delivery, customers are assured of receiving the best platforms for their military, expedition-ary and search-and-rescue missions.
BeLL heLiCopTerFounded in 1935, as Bell Aircraft Corporation, the Texas- based company renamed as Bell Helicopter Textron is a subsidiary of Textron Incorporated. It is a leader in vertical takeoff and landing aircraft for commercial and military ap-plications and the pioneer of the revolutionary tilt-rotor air-craft. There are about 13,000 Bell Helicopter aircraft flying in more than 120 countries. In fact, one-third of the rotary wing operating fleet in the world carry the Bell Helicopter name. Bell also provides training and support services worldwide.
Initially, Bell Aircraft Corporation was focused on design-ing and building of fighter aircraft. Their first fighters were the XFM 1 Airacuda, a twin-engine fighter and the P-39 Airacobra. The P-59 Airacomet, the first American jet fighter and the P-63 Kingcobra, the successor to the P-39 and the Bell X-1 were also designed and manufactured by Bell. The company ventured into rotary wing regime in 1941 with the Bell 30 as their first full-size helicopter which undertook its maiden flight on De-cember 29, 1942. The Bell 47 became the first helicopter rated by a civil aviation authority in the world as a resounding civil-ian and military success. Bell has delivered more than 35,000 aircraft to customers around the world. Bell Helicopter has a close association and partnership with AgustaWestland pro-ducing successful models such as the Bell 47 and the Bell 206.
Apart from a large number of rotary wing models, Bell Helicopter is credited with developing jointly with Boeing an unconventional machine—the tilt-rotor aircraft. Designated as the V-22 Osprey is a medium lift, multi-mission, vertical/short takeoff and landing aircraft that combines the attributes of a conventional rotary wing machine and a fixed wing aircraft with twice the speed, three times the payload and five times the range of traditional helicopters.
With its headquarters in Fort Worth, Texas, Bell Helicopter has additional plants in Amarillo, Texas and Mirabel, Canada. The company maintains key logistics supply and service cen-tres in Europe, Canada, Singapore, as well as in the US.
CeSSna airCrafT CompanyCessna Aircraft Company is the world’s leading manufacturer of general aviation aircraft in three categories—Citation business jets, Caravan single-engine utility tur-boprops and Cessna single engine piston aircraft. The Company’s history goes back to June 1911, when Clyde Cessna, a farmer in Kansas, USA, built a wood-and-fabric plane and became the first person to build and fly an aircraft between the Mississippi River and the Rocky Mountains. In 1924, Clyde moved to Wichita and es-tablished a company named Travel Air to manufacture bi-planes in partnership. In 1927, Clyde left Travel Air and set up the Cessna Aircraft Company to build monoplanes, the first of which flew on August 13, 1927.
During the mid- to late 1930s, Cessna developed and pro-duced the single engine Airmaster and the twin-engine T-50 light aircraft. A decade after World War II, Cessna designed and manufactured the 170, which along with later models such as the 172 became the most widely produced light air-craft in history. This model is still under production and till date nearly 45,000 of these machines have been delivered globally. By 1972, Cessna became the leading manufacturer in the world of the light aircraft segment. Between 1977 and 1985, Cessna produced the 152, delivering over 7,500 aircraft. Its latest product in the light aircraft segment is the Cessna 162, Skycatcher. Although unveiled in 2007, the aircraft is still under development and its delivery schedule has been delayed further by a few months owing to design issues.
After being a part of General Dynamics for seven years, Cessna was acquired by Textron in 1992. Since its start in 1927, the company has delivered more than 1,92,000 aircraft. The strength of the company, however, lies in its business jet segment. Cessna business jets are registered in more than 90 countries and represent the largest business jet fleet in the world. In the mid-size jet category, Cessna has produced the Citation Columbus, Citation X, Citation XLS and Citation Sover-eign. Amongst the light jets are the Citation CJ1, CJ2, CJ3, CJ4, Citation Bravo & Citation Encore. Recently, Cessna has brought out the Mustang in the very light jet class. SP
(Concluded)
from cessna’s stable: light
aircraft skycatcher is latest offering and the comPany’s widely
freeze frames 2010 1. The sTaTe-of-The-arT inTegraTed Terminal, T3, of The indira gandhi inTernaTional airporT in new delhi was inauguraTed by prime minisTer dr manmohan singh on july 3, 2010. chairperson of upa sonia gandhi, minisTer for civil aviaTion, praful paTel and chief minisTer of delhi, sheila dikshiT are also seen along wiTh dr singh. 2. The firsT fly-by-wire, naval version of The lighT combaT aircrafT (lca) Tejas rolled ouT on july 6, marking a milesTone achievemenT in The developmenT programme underTaken by hal and ada. 3. The firsT proToType of The five-Tonne class lighT combaT helicopTer (lch), designed and developed by hal was unveiled on may 23 aT hal’s bengaluru airporT. 4. india’s ambiTious unmanned aerial vehicle programme received a major boosT when The second flighT of The rusTom-1 Technology demonsTraTor uav was conducTed successfully in hosur, Tamil nadu, on ocTober 8, 2010.
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5. defence minisTer a.k. anTony having a feel of The cockpiT of a basic Trainer aircrafT aT The korean aerospace indusTries complex, aT sacheon, souTh korea, on sepTember 4, 2010. 6. The members of iaf women mounTaineering Team for mounT kameT, aT The flag off ceremony, in new delhi on april 15, 2010. 7. iaf conferred a honorary rank of group capTain on sachin Tendulkar in recogniTion of his achievemenTs as an indian and a crickeTer on sepTember 3, 2010. 8. afneT, which would provide neTwork-cenTric combaT capabiliTies To iaf was launched in The presence of minisTer of sTaTe for defence m.m. pallam raju, communicaTions and informaTion Technology minisTer a. raja, defence minisTer a.k. anTony, cas air chief marshal p.v. naik and minisTer of sTaTe for communicaTions and informaTion Technology sachin piloT on sepTember 14 in new delhi.
visiting dignitaries 1. presidenT of republic of korea lee myung-bak, and kim yoon-ok, wiTh presidenT, praTibha devisingh paTil and The prime minisTer, dr. manmohan singh aT The ceremonial recepTion, aT rashTrapaTi bhavan, in new delhi on january 25, 2010. 2. prime minisTer dr. manmohan singh meeTs prime minisTer of uniTed kingdom david cameron, in new delhi on july 29, 2010. during his Tw0-day visiT cameron clinched a deal wiTh india worTh $1.1 billion (`4,950 crore) for bae hawk Trainer aircrafT. 3. us presidenT barack obama visiTed india from november 6 To 9. obama announced us supporT To india’s bid for permanenT seaT in The un securiTy council and offered To play “any role” in reducing indo-pak Tensions. india and us also signed deals worTh $10 billion (`45,000 crore). 4. french presidenT nicolas sarkozy came on a four-day visiT To india in december wiTh a delegaTion of six minisTers and 70 chief execuTives, including The bosses of aircrafT and defence groups dassaulT aviaTion and aircrafT maker eads. france and india have signed a €2 billion (`11,800 crore) deal for joinT missile developmenT and anoTher agreemenT To refiT india’s mirage fighTer jeT fleeT aT a cosT of €1.5 billion (`8,900 crore). in The civil aviaTion secTor, airbus indusTrie signed separaTe deals To lease a330 aircrafT To jeT airways and air india, aT a ToTal cosT of €2.8 billion (`16,600 crore).
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fantastic displays 1. an array of aircrafT on display aT This year’s ebace convenTion which was held aT palexpo cenTre aT geneva airporT (may4-6)2. The norThrop grumman rQ-4 global hawk on display aT The singapore airshow organised from february 2-7. 3. crew and managemenT of indigo receiving Their 25Th airbus 320 aircrafT aT The india aviaTion 2010 hosTed in hyderabad from march 3-7. 4. a formaTion of norThrop f-5e Tiger ii (paTrouille suisse) of swiss air force aT ila berlin, june 8-13. 5. The french naval aviaTion cenTenary aviaTion air show in june wiTnessed a marvelous display of air power by more Than 100 aircrafT and helicopTers. 6. a400m (grizzly), manufacTured by airbus miliTary, during an impressive flying display aT The farnborough airshow 2010 in july.7. The sTaTic display of 93 aircrafT aT dekalb-peachTree airporT, aTlanTa, was parT of The naTional business aviaTion associaTion’s convenTion (ocTober 19-21). 4 5
PreSIdeNT ObAmA’S eAr-ly NOVember visit to New Delhi provided the ultimate Diwali gift for the Indian Air Force (IAF). First was the deal to go ahead with the General
Electric F414-GE-400 engine for the Tejas MK II programme. Equally important was the firming up of the deal to acquire 10 C-17 Globemaster III heavy airlifters with an option for ad-ditional six later, if required. That the IAF was in urgent need of building up on its much eroded capability in this particular area was anything but a safely guarded secret. Its present fleet of 14 or so IL-76 heavy airlifters has been plagued with poor serviceability due to perennial problems of spares and main-tenance support including delays in overhauls which have to be conducted abroad in the absence of these facilities in India. The situation has been so grim that at times the IAF is unable to field more than a couple of these airplanes for operational tasks. Apart from resulting in serious erosion in its heavy-lift capability, the IAF has been often subjected to undesirable embarrassment at the highest level.
The crying need for the IAF to spruce up its strategic heavy-lift capability and ever-growing strategic partnership with the US including enhanced defence relations seemed to have fused together for the two countries to get into talks for India to acquire 10 Boeing C-17 Globemaster III aircraft
with an option for six more at a later date. It may be recalled that initiated in 2005, India and the United States had fi-nally signed a landmark civilian nuclear deal in 2008, which facilitated further enhancement of cooperation in the de-fence sector with the entry of US com-panies like Lockheed Martin and Boeing into India’s lucrative defence market.
While the two companies are already in the race for India’s 126-aircraft medium multi-role combat aircraft (MMRCA) programme, Lockheed Martin has already bagged the order for the supply of six C-130J Super Hercules, the induction of which would commence into the IAF in early 2011. On the other hand, Boeing has the Indian Navy order for the supply of eight P-8I Poseidon multi-role maritime patrol aircraft. Both are looking forward to repeat orders for their aircraft from the IAF and Indian Navy, respectively.
From the very inception to the signing of the agreement, it could perhaps be one of the fastest defence deals as far as the IAF is concerned. It was in June 2009, the IAF selected the C-17 to fulfill its very heavy lift transport aircraft (VHET-AC) requirement. Six months later, in January 2010, the US government received a request from India for 10 C-17s through its foreign military sales (FMS) programme, which was approved by the US Congress in June with the sign-ing of the agreement being timed to coincide with President
By Air marshal (retd) V.K. bhatia
Strengthening Strategic Horizons
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The acquisition of C-17s along with the impending induction of C-130Js from Lockheed Martin would greatly enhance the ‘single-wave’ capability of the IAF for airborne operations
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Obama’s November visit. While there appears to be some anomaly in the financial size of the deal different sources quoting either $5.8 billion (`26,100 crore) or $4.1 billion (`18,450 crore), it is bound to be resolved soon between the two sides through official dialogue during the final price ne-gotiation and the firm order is likely to be placed by early 2011. The IAF could get its first Globemaster by 2013-14.
For Boeing, the deal could prove to be Godsend as till very recently it was considering closure of the C-17 assembly line for want of new orders. The USAF for which the aircraft was primarily designed and developed had at one time de-cided to cap their procurement at 190 aircraft even though interested parties in the US Congress wanted to continue with the production for some more time. Boeing had at one stage asked its subcontractors to stop making components, which they were supplying to the C-17 plant for the final assembly of the aircraft. However, C-17’s utilisation in the war zones of Iraq and Afghanistan has been so outstanding that the USAF reversed its earlier stance by ordering addi-tional 15 aircraft last year citing ‘excessive combat use’ of its C-17 fleet. Even UK, which is an active partner of the US-led coalition forces for global war on terror (GWOT), has been so impressed with the C-17 operations that it has decided to expand its fleet to eight aircraft. The new developments have meant that the C-17 production would continue en-suring— as President Obama stated during the ‘agreement signing ceremony’ in Delhi—more than the 20,000 US jobs.
Acquisition of the gigantic C-17 Globemaster III by the IAF signals a quantum jump in realising its dream of acquir-ing the necessary strategic reach in tune with India’s aim to have swift power projection capabilities; with the region spanning from the Persian Gulf to Malacca Strait being seen
as the country’s primary area of geostrategic interest. Much more capable than the existing strategic airlifter of the IAF, C-17 can carry a max payload of 77 tonnes compared to the IL-76’s 45-tonne capability (see Box). It is much easier to operate with a small crew of two pilots and a loadmaster de-spite its massive size owing to its advanced power-assisted systems. An IL-76, on the other hand, carries a mandatory crew of six plus a gunner in the tail. Powered by four Pratt & Whitney turbofans, each producing a massive 40,000 lb+ (180kN) static thrust, a fully loaded C-17 can take-off from a 7,600 ft runway and land at forward airfields with landing strips measuring as little as 3,600 ft in length.
The massive and sturdy, easy to fly, long-haul aircraft has been delivering cargo in every worldwide operation since the 1990s, carrying all types of loads under varied weather and operational conditions. In addition, its ability to refuel in mid-air gives it a unique global-reach capability. Little won-der, when IAF Chief P.V. Naik gushingly remarked, “We did a comprehensive evaluation of all such available aircraft in the world. The C-17 best meets our requirements.” Reiterating Boeing’s commitment, Dr Vivek Lall, Boeing’s Vice President, Defense Space and Security, stated, “India will receive the most advanced version of the C-17 available, which will include the latest upgrades and capability.” Naik, in his comments added, “After we have evaluated the performance of the 10 C-17s, we will take a decision on whether to order another six.”
In real term operational capabilities, what does it mean for the IAF? With the receipt of 10 C-17s or possibly 16, the IAF will be able give a real boost in all areas of transport support operations such as inter-theatre movement of men and materi-al and para-dropping, ‘Special Forces’, out of area and even di-saster relief operations. For example, at present, to para-drop a battalion group of airborne/special forces with their com-bat equipment, it takes up to five Il-76 and 12 An-32 aircraft, which for a night drop could take as much as an hour to com-plete, necessitating sanitisation of an air corridor longer than 200 km—a daunting task indeed. The same task could easily be accomplished by five to six C-17s flying in close proximity to each other (loose formation)—thanks to standard onboard sta-tion keeping equipment (SKE)—in a flat five minute period or so. The US demonstrated the capability when during ‘Opera-tion Iraqi Freedom’ on March 26, 2003, 15 USAF C-17s par-ticipated as the main stay in the biggest combat airdrop since the US invasion of Panama in December 1989. The night-time airdrop of 1,000 paratroopers and combat equipment over Bashur in Iraq opened up the northern front to combat opera-tions and constituted the largest formation airdrop carried out by the United States since World War II.
The acquisition of C-17s along with the impending in-duction of C-130Js from Lockheed Martin would also greatly enhance the ‘single-wave’ capability of the IAF for airborne operations. This would also help in quick reinforcements to be dispatched in an inter-theatre scenario. For example, once the IAF gets the ‘Globemasters’, it would greatly help India’s armed forces in effectively facing threats and chal-lenges in the northern and eastern sectors. It has been best summarised by Wang Mingzhi, a military strategist at the PLA Air Force Command College who said, “The arms sales will improve the ties between Washington and New Delhi, and, intentionally or not, will have the effect of containing China’s influence in the region.” SP
C-17 Globemaster III
General Characteristics & Performance Details
General characteristics• Crew: 3: 2 pilots, 1 loadmaster • Capacity:
– 134 troops with palletized seats or – 102 troops with standard centreline seats or – 36 litter and 54 ambulatory patients or
• Cargo: Battle tanks, armoured fighting vehicles, helicopters, et al.
• Payload: 77,519 kg of cargo • length: 53 m • Wingspan: 51.75 m • Height: 16.8 m • Wing area: 353 m² • Emptyweight: 1,28,100 kg • max takeoff weight: 2,65,350 kg • Powerplant: 4× Pratt & Whitney F117-PW-100 turbofans,
40,440 lbf (180 kN) each • Fuelcapacity: 35,546 US gal (134,556 L)
Performance• Cruisespeed: Mach 0.76 (830 km/h) • range: 4,482 km • Service ceiling: 13,716 m • Takeoff run at mTOW: 7,600 ft (2,316 m)• landing distance: 3,500 ft (1,060 m)
SP’s Aviation (SP’s): Can you tell us more about future developments?John Fagnant (Fagnant): Our AESAs aren’t just radars. This is a big difference between Northrop Grumman AESA and the others available in the market. Our ability to ex-ploit this expansion in operational bandwidth in any man-ner the customer chooses means we can do radar, com-munications, jamming, passive detection, or electronic support—all within the bandwidth our system exploits. This is the next step we’ve been taking with our AESA architecture.
If you walk down to our manufacturing floor today, you can see a lot of new tooling coming in associated with the ramp up of the F-35 programme, but you are also going to see a lot of new tooling associated with that next genera-tion of AESA technology as it applies to other sensors and platforms. We’re putting entirely new manufacturing lines
there to construct the new pieces of hardware architecture that we’ll need for the next level of AESA development that our customers are going to take advantage of—whether for airborne, land, maritime or space applications. The next generation of architecture is going to have fewer parts, which means less cost for the customer. With time, a much simpler AESA architecture means a much simpler manufacturing process that leads to less time on the as-sembly line—and cost efficiency back to the customer.
SP’s: AESA development is very expensive. What is Northrop Grumman doing about costs?Fagnant: Back then, our mindset wasn’t to build one thing and say, “We’re just going to add this and add that.” The customers’ concern for diminishing manufacturing capa-bilities, and expenses associated with hardware change-overs, was a big deal to us. What we learned from the
We’re putting entirely new manufacturing
lines for the next level of
AESA developmentIn an interview with John Fagnant, Director of
ISR and Targeting Strategy at the Northrop Grumman Electronic Systems sector, SP’s Aviation discovered the historical and
cultural qualities that have made the company a leader in Active Electronically Scanned Array (AESA) technology. In part I of the interview published in SP’s Aviation November 2010 issue,
we had explored the differences between one AESA and another. Fagnant spoke how Northrop Grumman has developed a culture
of AESA with years of experience in pursuing generational shifts in software and hardware architecture. In part II, Fagnant
discusses on future developments, costs, and common radar heritage.
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F-22 experience was, “let’s continue that generational cycle.” Let’s make one major investment at a time to cre-ate a generational architecture of hardware and software modes that our entire customer base can take advantage of so that they’re not all paying the non-recurring costs associated with successive singular programmes. We are seeing important engineering and manufacturing efficien-cies that translate into time and costs efficiencies for our customers.
This generational architecture just doesn’t reside in one or two airborne types of AESAs. You can see it in our ground-based, maritime, and high/low altitude aircraft. As we move forward into future AESAs, you actually get to see examples of where our AESAs are better because of all these cultural factors at play.
In our experience with customers, we tend to ask whether the customer is thinking about a certain threat. But we can then say that the customer doesn’t have to in-vest now. We have something that will work for you that’s ready to roll. This is an advantage cultivated across our entire product base and it’s a direct result of this genera-tional approach with software and hardware.
SP’s: Can you give us examples of Northrop Grum-man AESA programmes that share a common AESA heritage?Fagnant: We’ve been able to demonstrate the same sorts of capabilities on just about any platform you would want. Creating platform-agnostic capability with our AESAs is a customer’s need. We never start solving a customer’s sensor needs by saying, “Okay, let’s start from scratch
on a new AESA system.” Depending on the performance requirement and timeframe, we usually refer back to a previous architecture or generation of AESAs, already in progress. With the budget constraints we’re seeing right now, the answer to almost every customer requirement is, “What do we have on the shelf right now?” As I mentioned before, it’s Northrop Grumman’s generational approach to open systems architecture that makes our sensors very agnostic. Regardless of the platform, the modes and hard-ware play well with each other. While there’s always fine tuning required for each system or customer, the value proposition is significant when you consider the non-re-curring expenses (NRE) associated with AESA.
For example, we’ve offered the APG-81, originally designed for the F-35, as a possible option for the B-1and B-52 bomber platforms. We’ve even offered other fighter AESAs as options, which dramatically emphasises the point that our solutions are indeed platform agnos-tic. The last B-52 was built in 1964, and we’re confident we can put the world’s most advanced AESA on it. Being able to retrofit an aircraft that old with an AESA like the APG-81 is really a credit to how agnostic we believe the modes, software and hardware interfaces really are. The scalable approach ultimately reduces the NRE impact for the customer.
We know that the APG-81, APG-80, and APG-77 have a lot in common. And we’ve taken it to other domains. The ground/air task oriented radar (G/ATOR) we are produc-ing for the US Marine Corps has a lot of APG-81 in it. Even though it operates in a different bandwidth, there’s a lot going on in the back end and that’s APG-81. SP
Our AESAS ArEn’t juSt rAdArS. thiS iS A big diffErEncE bEtwEEn
nOrthrOp grummAn AESA And thE OthErS AvAilAblE
in thE mArkEt—says JohN FagNaNt, Director oF isr aND targetiNg strategy
SP’s Aviation (SP’s): How has the third pillar, as the administrative support services are popularly called, contributed towards IAF’s modernisation drive?Air Marshal J.N. Burma (AOA): The Indian Air Force (IAF) is in the midst of a revolutionary modernisation process aiming to transform itself from a predominantly tactical air force to an aerospace force with strategic capability geared towards protecting our areas of interest from the Hormuz Strait to Malacca Strait and beyond. However, for optimum utilisation of these weapon systems, the IAF needs modern infrastructure. This is where the third pillar plays a vital role. From new Sukhoi-30MKI bases at Tezpur, Chabua (Assam), Halwara (Punjab) and Jodhpur (Rajasthan) to one for Tejas fighters in Sulur (Tamil Nadu), IAF is going in for a massive upgradation of its airfield and helipad infrastructure across the country. A new air base at Phalodi in Rajasthan was in-augurated by the CAS on April 6, 2010. A significant compo-nent of this modernisation drive is the soon to be launched modernisation of airfield infrastructure (MAFI) programme, under which 30 of IAF’s 51 operational airbases will be upgraded over the next few years. The contribution of the third pillar can also be gauged from the fact that in the last five years, the annual budget allocation for works services has increased from `300 crore to more than `1,000 crore. In addition, several major infrastructure projects have been undertaken as special projects as modernisation of airfields and advanced landing grounds (ALGs) in the J&K sector and in the Northeast.
SP’s: What are the resources available and what addi-tional steps are being taken to modernise the security infrastructure at the IAF installations?AOA: Adequate IAF police force, Defence Security Corps (DSC) personnel and trained Quick Reaction Teams (QRTs) are available at IAF bases which have been physically se-cured by security walls with concertina coils, etc. The security
equipment currently available at bases include wireless com-munication networks, hand-held/door-frame metal detectors, under-vehicle inspection mirrors, X-ray baggage machines, patrolling vehicles, search lights, bulletproof vests/patkas and suitable weapons, etc. Access control systems have been installed at a large number of bases. Plans are afoot to issue all personnel biometric-based access control cards for iden-tification, ensuring restricted access to sensitive locations. Night vision devices have been supplied to sensitive bases. Interactive firearms training simulators have been procured to enhance weapon handling skills of air warriors. In addi-tion, smart power fences and armoured vehicles are being installed/inducted into strategically important bases. A pilot project as a part of the Total Security Solution Programme is likely to be launched shortly. Integration of CCTV-based sur-veillance, physical access control system including boom bar-riers, automated tyre killers and bollards, electronic access control systems, perimeter protection systems incorporating intrusion detection capability, under vehicle surveillances systems and low-cost mini-UAVs for perimeter surveillance are also being examined for induction into the IAF.
SP’s: Any major initiatives taken to improve the quality of life of the air warriors?AOA: Several measures have been instituted in the last few years to ensure a better quality of life for our air warriors. One of the most ambitious projects undertaken is the mar-ried accommodation project, which envisages construction of 100 per cent married accommodation for our air war-riors. At least 6,930 dwelling units have already been con-structed and taken over. Approximately, another 8,000 units are to be completed by 2013. SP
IAF is going in for a massive upgradation of its airfield and helipad infrastructureair Marshal J.N. Burma is the Air Officer-in- Charge Administration, Air Headquarters.
In an interview with SP’s Aviation, he spoke about the role of the administrative support
services in the IAF modernisation drive.
To read the complete interview log on to: www.spsaviation.net/interviews
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military IntervIew
exTOllINg The BlOck II—curreNTly equipping the US Navy and the twin-seat ver-sion of which has been supplied to the RAAF—Rick McCrary emphasised that the latest model of the Super Hornet which has also been of-fered to the Indian Air Force (IAF) as part of the
medium multi-role combat aircraft (MMRCA) competition is a state-of-the-aircraft in the real and complete sense. Con-trary to misguided belief in some quarters, the Super Hor-net is vastly different from the Legacy Hornet from which it is derived; bridging a number of fighter generations and truly earning the sobriquet of a 21st century fighter—run-ning neck-on-neck with the modern, so-called fifth genera-tion fighters such as the F-22 Raptor or the upcoming F-35 Lightning II joint strike fighter.
Compared with its predecessor — the legacy Hornet—the Super Hornet is 20 per cent larger, 7,000 lb (3,200 kg) heavier empty, and a massive 15,000 lb (6,800 kg) heavier at maximum weight. It carries 33 per cent more internal fuel, increasing mission range by 41per cent and endurance by 50 per cent over the legacy Hornet. The aircraft has undergone major changes in the airframe design. The forward fuselage, while retaining largely the same shape as the earlier Hor-nets, was completely redesigned internally for the Block II. That structure, now designated as the Integrated Fore Body has new material composition and internal structure includ-ing accommodation for the fibre optic network and enhanced liquid cooling to match the powerful industry leading APG-79 active electronically scanned array radar. The fuselage has been stretched by almost three feet to make room for fuel and future avionics upgrades and the wing area has been increased by 25 per cent. Its new power plant F414-GE-400 has been developed by General Electric from the Hornet’s F404 and has 35 per cent greater thrust. The Super Hornet has improved ‘Bringback’ capability which means that owing to its much greater maximum landing weight limits, it can bring back 9,000 lb (4,100 kg) or more of unspent fuel and
munitions while returning from a mission rather than hav-ing to indulge in wasteful dumping. Other differences include two extra wing hard points for payload (for a total of 11) with significant increase to carry external loads. Among the most significant aerodynamic changes is the enlarged leading edge extensions (LEX) which provides carefree handling for pilots during combat manoeuvring.
Commenting on the IAF’s requirement of MMRCA, Mc-Crary stated that out of all the competitors, the Super Hornet Block II is without doubt the only aircraft which can provide the most comprehensive and diversified multi-role capabili-ties on a single platform. The Super Hornet’s multi-role ca-pabilities include air defence and suppression/destruction of enemy air defences (SEAD/DEAD), all-weather, day/night air reconnaissance and non-traditional ISR, precision strike, anti-surface maritime warfare, electronic attack and even tactical air refuelling in the ‘Buddy’ mode—indeed a ‘true blood’ multi-role capability.
But when questioned about the prickly issues—end user monitoring agreement (EUMA) and more importantly, com-munication and information security memorandum of agree-ment (CISMOA) which the US government insists India should sign before it can kick-start the transfer of key defence equip-ment sold to it and India’s reluctance to do so—and their pos-sible impact on the F/A-18 E/F Super Hornet sale to the IAF, Rick McCrary chose to opt out stating that he could not pos-sibly comment as these were inter-governmental issues. He did, however, say that Boeing is committed to offering a fully compliant and capable MMRCA with or without the agree-ments—as they are doing with P-8I and will do with C-17. SP
F/A-18 Super Hornet offers advanced
capabilities to IAFOn his return journey from Royal
Australian Air Force (RAAF) Amberley Air Base in Queensland, Australia, rick
mcCrary of Boeing had an exclusive tête-à-tête with SP’s Aviation team on the virtues of the latest model of the F/A-18/F Super
Hornet Block II
To read the complete interview log on to: www.spsaviation.net/interviews
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For more information and video, visit: www.spsaviation.net
SP’s Aviation (SP’s): Boeing has made some inroads into India’s defence acquisition market. What is the strategy?Dr Vivek Lall (Lall): Boeing’s presence in India dates back six decades with close ties in commercial aviation shaping the partnership with the country. Opportunities for the defence side of our business opened up more recently. Our approach to India, irrespective of platform sales, has always been to partner with the country for the long-term and contribute to the development of the country’s aerospace industry.
SP’s: What would you attribute the growth of this spend-ing and how has the perception changed towards Ameri-can companies doing business in India? Lall: India’s intent to modernise its defence equipment and invest in homeland security and border protection are driv-ers of this spend. Further, the DPP and offset regime has put India on the right path to develop a robust and thriving indig-enous aerospace and defence industry. This is a very progres-sive move by the Ministry of Defence. The increasing bilateral relationship over the last few years between the United States and India has also contributed to the opening up of the defence market and the US President’s visit to India has solidified the foundation of the association between the two countries.
SP’s: The F/A-18 Super Hornet is pitted against five other competitors in the MMRCA competition. How well positioned is the Super Hornet in the competition?Lall: We offered a fully compliant solution and demonstrat-ed everything that we intended to about the Super Hornet’s formidable capabilities as a combat-proven strike fighter. We believe the Super Hornet will inject advanced military strength into the Indian Air Force and complement its air superiority capabilities with precision strike. The Block II Super Hornet is the most advanced multirole fighter avail-able for export in the world and always receiving upgrades that will keep it relevant against current and future threats.
SP’s: Given the offset obligations that will accrue from the sale of military equipment to India, what steps has Boeing taken in this regard?Lall: Boeing has demonstrated a 100 per cent success rate in meeting offset requirements around the world and is offering India the expertise and knowledge that has been gained from
these projects. Currently, Boeing has more than 60 active in-dustrial programmes worth more than $18 billion (`81,200 crore) in 24 countries around the world. Boeing has also com-pleted programmes totaling more than $41 billion (`1,85,000 crore) in nearly 40 countries over the past 30 years, with a 100 per cent success rate in meeting offset requirements. In India, Boeing is partnering with numerous small and medi-um enterprises in India, both directly and through its exten-sive network of suppliers. For example, Boeing and its F/A-18 Super Hornet Industry Supplier Team have signed MoUs with 38 companies in India in support of the MMRCA campaign. Coupled with other Boeing programmes, the MMRCA offset programme would lead to the creation of a world-class ad-vanced production system for India’s future combat aircraft; and provide the basis for significant export potential.
SP’s: Can you give us an indication of how the procure-ment of the C-17 Globemasters is progressing?Lall: We welcome President Obama’s announcement that pre-liminary agreement has been reached to purchase 10 C-17s and look forward to the letter of agreement (LoA) being signed soon. With the C-17, IAF will enjoy proven operational per-formance and versatility, along with unequaled reliability in worldwide operations. India will be well-positioned to rapidly respond to strategic and tactical needs in-country, around the region and the world.
SP’s: How did the Apache and Chinook perform in the attack and transport helicopters trials held this year.?Lall: The unique capabilities of the Apache and Chinook make them both a good fit for India’s attack helicopter and transport needs. The Apache Longbow is a combat proven, force mul-tiplier that will offer the Indian Air Force the latest Block III capability. It also has defined technology road map to ensure operational relevance to meet the changing and diverse threats across the full spectrum of conflict.The Chinook as a heavy lift helicopter that has unsurpassed ability to deliver heavy pay-loads in extreme conditions and to high altitudes, and is emi-nently suitable for operations in the high Himalayas. SP
Super Hornet will inject advanced military strength into IAF
The increasing bilateral relationship between India and the US over the last few years has contributed to the opening up of the defence market. Dr Vivek Lall, Vice
President, Boeing Defense, Space and Security, India, in an exclusive interview with SP’s Aviation spoke about Boeing’s partnership with numerous SMEs in India.
To read the complete interview log on to: www.spsaviation.net/interviews
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Hall of Fame
Issue 12 • 2010 SP’S AVIATION 33
JAcquelINe AurIOl wAS FrANce’S most famous woman aviator and one of the world’s leading military test pilots of the 1950s and 1960s.
The daughter of a wealthy shipbuild-er, she was born Jacqueline Marie-Thérèse Suzanne Douet on November 5, 1917, in Challans, a small town in France. In 1938, she married Paul Auriol, son of Vincent Auriol who later became President of France from 1947 to 1954. When World War II broke out, Jacqueline re-fused to leave, but lived in hiding, assisting the French Resistance, and evading Gestapo agents. “I began to realise that I loved dan-ger,” she later recalled.
After the war, Jacqueline took up flying, obtaining her first pi-lot’s certificate in 1948. One day, she went to meet a famous in-structor, Raymond Guillaume, to learn aerobatics. He was sceptical about whether this society lady would be able to withstand harsh aerial manoeuvring. In order to test her, he went far beyond the 10 minutes required for this type of evaluation and flew for an hour through various manoeuvres, in-cluding inverted flight. From the corner of his eye he watched her reactions. She smiled back and seemed happy and said she was feeling wonderful. So he contin-ued to train her and became her friend and mentor, imbuing her with a passion for aerobatics. By 1949, she was the only woman in France able to perform aerobat-ics and the public flocked to see her in action. She took part in a competition flight between Algiers and Dakar and then in July 1949, demonstrated her skills at the Paris Air Show.
A few days later, Auriol was sitting next to the pilot in a twin-engine hydroplane, when it crashed into the river Seine. Apart from other injuries, her face was severely hurt, with a torn nose and fractured jaw. Yet, her first question while being rushed to the hospital was, “Will it be long before I can fly again?” The press lamented that the most glam-orous woman in Paris would be per-manently disfigured. But Jacqueline was determined that this would not
happen. Over the next two years, she underwent 22 operations to rebuild her face. Did the experience put her off flying? She once said, “In the case of pilots, it is a little touch of madness that drives us to go beyond all known bounds.” It merely strengthened her resolve to achieve greatness in the air. Between her last two operations in the USA, she earned her helicopter quali-
fication in just four weeks. In 1950, she gained her military licence and qualified at the Flight Test Centre at Bretigny, France, as one of the world’s first women test pilots.
On May 11, 1951, attaining a speed of 508.8 mph in a British Vam-pire jet, Auriol established a new women’s speed record, besting the earlier mark set by Jacqueline Co-chran. This triggered a friendly rival-
ry between the two Jacquelines, and they went on to swap the women’s world speed record for over a de-cade. Jacqueline Auriol beat her own record on December 21, 1952, in a Sud-Est Mistral. But she had to settle for being only the second woman to break the sound barrier, on August 3, 1953, months after Jacqueline Co-chran. She reclaimed the speed title
from Cochran on May 31, 1955, this time in a Mystére IV N.
On June 22, 1962, Jacqueline Auriol set another world speed record at Istres, France. After weeks of preparation, she took off in a Dassault Mirage IIIC. Her first attempt failed, but by late that af-ternoon she was again airborne. Flying at 37,000 feet, Auriol cov-ered over 63 miles in three min-utes and 23 seconds, at an aver-age speed of 1149.65 mph. She exceeded Jacqueline Cochran’s record by a comfortable margin and simultaneously broke the men’s record set in 1959. The title of world’s fastest woman returned to Auriol for the last time on June 14, 1963, in a Dassault Mirage IIIR at 1,266 mph.
Later, Jacqueline was one of the first pilots to fly the Concorde supersonic passenger aircraft. She was awarded the Harmon Trophy as the world’s most out-standing aviatrix for the years 1951, 1952, 1955 and 1956. Dur-ing her 20 years of distinguished service to aviation, she totalled 5,000 hours of flight, including 2,000 test flights and trials on more than 140 aeroplanes and helicopters of all types. She was intimately involved with some of the most famous products of the French aviation industry, among them the Mystère II and IV, Su-per-Mystère B-2, Mirage III, Vau-tour, Breguet Alizé, Gerfaut II and
Caravelle II. Jacqueline Auriol passed away on February 11, 2000, at the age of 82. President Jacques Chirac, paid tribute to her thus, “For decades, this great lady embodied courage and modernity for the French. Her name will forever be associated with heroic aviation history and with aeronauti-cal research.” SP
—Group Captain (Retd) Joseph Noronha, Goa
JACQUELINE AURIOL (1917 - 2000)
During her 20 years of distinguished service to
aviation, she totalled 5,000 hours of flight, including
BOmbArdIer hAS The lONgeST TrAck record and the widest range of experience of any special mission air-
craft provider. The company’s rich heritage of developing aircraft for governments, armed forces and specialised commercial operators stretches back more than 40 years and tens of thousands of flight hours.
Bombardier has designed, built and delivered well over 300 special mission aircraft for customers worldwide since January 1965, when a Learjet 23 flew a tactical training mis-sion for the US Air Force. Today, the Learjet, Challenger and Global business jets and Q-Series turboprop airliners provide a full spectrum of special mission capabilities that can meet almost any current requirement. With the largest fleet of spe-cial mission aircraft in corporate aviation, each member of Bombardier’s comprehensive business jet and regional air-craft family is firmly established in-service with specialised mission operators. For future mission concepts, Bombardier
continues to develop new special-ised aircraft solutions to maintain its market leading status.
Airborne C4iSr Any mission requiring surveil-
lance, monitoring, intelligence gathering, airborne coordi-nation or simply national presence comes under command, control, communications, computers, intelligence, surveil-lance and reconnaissance (C4ISR). Bombardier aircraft are already well established in these roles, particularly in the increasingly sophisticated air-to-ground surveillance envi-ronment, including overland and maritime domains.
The ASTOR programme for Britain’s Royal Air Force (RAF) underlines the credentials of the Global Express as a superior C4ISR platform for air-to-ground surveillance.
As part of a team led by Raytheon Systems, Bombardier won the UK’s ASTOR competition, supplying five Global Ex-press aircraft for the programme. Bombardier was respon-sible for all simulation and modeling of the airframe modi-fications as well as a 300-hour flight test programme. The
Bombardier continues to improve upon existing and high performing ISR aircraft solutions by evaluating the upgrades to
current systems as required by specific missions
Specialised &
Amphibious
By Our Special correspondent
bombardier global 5000: four of these jets will be operated by german ministry of defence’s special mission wing for vip transport
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Issue 12 • 2010 SP’S AVIATION 35
ASTOR platform—known as the Sentinel R.Mk—is equipped with a Raytheon dual-mode SAR/MTI radar, mission man-agement systems, MILSATCOM, and the latest in communi-cations and data link equipment. The Sentinel R.Mk 1 is the only dedicated NATO C4ISR aircraft in operation outside the United States.
The success of the ASTOR programme has led to the Global Express being considered as a candidate platform for other C4ISR requirements worldwide.
Key customer nations for Bombardier’s surveillance and patrol aircraft include the United Kingdom (Global Express), Korea (Challenger 604), Australia (Q-Series), Denmark (Challenger 604), Sweden (Q-Series), Iceland (Q-Series), and the US (Q-Series). The US Department of Homeland Security has acquired Q200 aircraft for the counter-narcotics/border surveillance missions.
AirCrew TrAiningBombardier aircraft are currently deployed for training, evaluation and mission readiness procedures with a host of government and military operators. Specialised functions extend beyond training for aircrews (pilots, navigators, etc.) to include threat simulation, electronic warfare and airborne target presentations to train air defense systems operators on land, at sea and in the air.
Some well-established operators include L-3 Flight In-ternational (US), Phoenix Air (US), SAAB-Nyge Aero (Swe-den), Pel-Air Aviation (Australia) and the United Arab Emir-ates Navy.
Bombardier’s experience and comprehensive product line makes it a strong contender for future military flight crew training requirements around the world.
exeCuTive TrAnSporT And LogiSTiC SupporTBombardier aircraft transport high priority passengers and essential cargo for air forces worldwide. The United States Air Force alone has an extensive fleet of Learjet 35A (C-21A) aircraft that undertake operational support airlift missions around the clock and across the globe.
Other nations that call on Bombardier aircraft for head of state, ministerial, government and senior military transpor-tation include Australia, Canada, Germany, Ireland, Czech Republic, Denmark, Malaysia, and the US Coast Guard. As more nations become integrated with long-standing allied organisations, they turn to Bombardier aircraft as a reli-able and highly supportable means of transportation. Four Global 5000 jets will be operated by the German Ministry of Defence’s Special Mission Wing for VIP transport and medi-cal evacuation (MedEvac) flights.
MAriTiMe pATroL, SeArCh And reSCue, diSASTer reSponSeGovernment organisations around the world consistently turn to Bombardier platforms to meet their unique require-ments. The flexibility, endurance, range and payload of Bombardier aircraft make them highly suitable for maritime patrol and search and rescue. Government agencies that have trusted the Bombardier Q-Series aircraft family with the task of maritime patrol include Coast Watch (Australia), Swedish Coast Guard, Icelandic Coast Guard, Japan Coast Guard and Canadian Coast Guard.
on special missions: bombardier’s 415 amphibious aircraft; global express - a superior platform for c4isr; learjet 35a (c-21a) which can undertake operational support airlift missions
The Q400 aircraft is ideally suited for maritime patrol missions, given its extensive cabin volume, 360 knot cruise speed and large payload capability.
Bombardier aircraft also undertake life-saving missions for a range of operators, including air forces and agencies in Australia, Canada, Japan, Switzerland and the US. Bom-bardier aircraft can operate not only in the traditional sea-going search and rescue (SAR) role, but also in providing capability to civil authorities in disaster relief scenarios. Several aircraft/capabilities options are available to support rescue, recovery and restoration work following hurricanes, flooding or other natural disasters including Bombardier’s 415 amphibious aircraft.
Bombardier aircraft already have a long history of air ambulance and MedEvac flying. The Challenger 604 has emerged as a preferred aircraft for air ambulance missions. REGA, Swiss Air-Ambulance Ltd has been operating a fleet of three Bombardier Challenger 604 aircraft for air ambu-lance operations since 2003. Based in Zurich, the aircraft are equipped with two intensive care stations and the latest specialist life support equipment. As well, the Government of Quebec operates two Challenger 601 aircraft. Most re-cently, Bombardier has sold Learjet 60 XR MedEvac aircraft into Saudi Arabia.
FLighT TeSTing, AirwAyS CALibrATion, reSeArCh & deveLopMenTBombardier aircraft are in use for airborne test and trials work with several aerospace corporations and other centres
of excellence for technology development. The United States Federal Aviation Administration (USFAA) operates a Global 5000 as an airborne research laboratory for testing a vari-ety of state-of-the-art equipment related to communications and navigation systems. Other customers include industry leaders such as NASA and Northrop Grumman.
The USFAA operates an all-Bombardier fleet led by four Challenger aircraft (a Challenger 604 and three Challenger 601-3R jets) and six Learjet 60 aircraft. As a joint organisa-tion with the United States Air Force (USAF) Combat Flight Inspection detachment, the FAA Challenger aircraft have supported allied nations in certifying airfields for military op-erations from Kabul to Baghdad to Uzebekistan. Additionally, another world-renowned civil aviation organisation, Japan’s Civil Aviation Bureau (JCAB), operates two Global Express ultra-long range jets and one Q-Series airliner for flight in-spection missions.
FuTure ConCepTS Bombardier continues to expand the capability range of its aircraft to undertake new and emerging specialised missions.
Bombardier continues to improve upon its existing and high performing ISR aircraft solutions by evaluating the up-grades to current systems as required by specific missions. An example includes programmes such as the Q-Series maritime patrol aircraft where Bombardier has supported airframe, avionics, and mission system improvements solely for the benefit of special mission customers. SP
for special tasks: artist rendition of
a q400 multi-mission aircraft
newsDigest
Issue 12 • 2010 SP’S AVIATION 37
MilitaryAsia-Pacific
LCA successfully test fires R-73 missilesIndia’s indigenous light combat aircraft (LCA) Tejas has successfully completed air-to-air close combat mis-sile firing tests ahead of its clearance for induction into the IAF. The tests for firing of R-73 missiles took place at the INS Hansa naval air base in Goa on November 30. “One of the main objec-tives of the current phase of flight trials was clearing the firing envelope of air-to-air close combat missile from the Tejas,” a DRDO statement said. The R-73 missile, which is the chosen air-to-air close combat missile for supersonic Tejas, is integrated with the on-board digital stores man-agement system (SMS) and open architecture mission and display computer.
Saab receives FMV Gripen order for Thailand Defence and security com-pany Saab has received an order from FMV (Swedish Defence Material Administra-tion) for six Gripen aircraft intended for the Royal Thai Air Force. The order is worth approximately 2,2 billion SEK. The six Gripen aircraft are of the single-seat C ver-sion and the project duration is between 2010 -2013. They are part of an intergovern-mental business transaction where FMV, as representa-tive of the Government of Sweden, sells an integrated air-defence system based on products manufactured by Saab, including Gripen.
UK supports Eurofighter Typhoon campaign in India
On November 23, UK’s Sec-retary of State for Defence Dr Liam Fox visited the Eurofighter Typhoon Office in New Delhi and met high-level
company officials. Bernhard Gerwert, CEO of Cassidian Air Systems (new name of EADS Defence & Security) and Chairman of the Supervisory Board of Eurofighter GmbH, briefed Dr Liam Fox on the current status of the Euro-fighter Typhoon campaign to win India’s tender for 126 medium Multi-Role Combat Aircraft (MMRCA).
Super Tucano for Indonesian Air ForceEmbraer has won a competi-tion held by the Indonesian Ministry of Defense to supply eight Super Tucano light attack turboprops for the Indonesian Air Force. The deal includes ground support stations and an integrated logistics pack-age, and represents the debut of the Super Tucano in the Asia-Pacific region. Deliveries will begin in 2012. The Super Tucano has been chosen to re-place a fleet of OV-10 Broncos,
due to its flexibility to perform a broad range of missions, including light attack, surveil-lance, air-to-air interception, and counter insurgency. Equipped for military missions and designed to operate from unpaved runways, the Super Tucano’s weaponry capacity comes with a wide variety of external options, including conventional and laser-guided bombs, air-to-air missiles, and others. The aircraft is also equipped with electro-optical/infrared (EO/IR) sensors, including laser designator, and secure radios with datalink communications.
Republic of Korea selects C-130J Super Hercules Lockheed Martin has signed a contract with the Republic of Korea (ROK) to provide the nation four C-130J Super Hercules aircraft. South Korea’s new Super Hercules will be the longer fuselage or
AfghAnistAn
• Edinburgh is a small forward op-erating base, which lies surrounded by mountains and conflict in the northern region of Helmand province. Seven marines and 14 civilian contractors work around the clock keeping eyes in the sky known as the X-200 ScanEagle, which provides over watch for ground forces. The ScanEagle is a highly effective UAV, which can stay airborne for more than half a day and is almost completely silent.
Airbus
• Airbus’ A320 aircraft family, which is recognised worldwide as the benchmark single-aisle jetliner product line, will be even more fuel-efficient and eco-friendly with the new engine option now being offered to customers. Designated the A320n-eo, this option provides the minimum change with maximum benefit for the best-selling A319, A320 and A321 through the availability of two new jet engine choices—CFM International’s LEAP-X and the PW1100G PurePower from Pratt & Whitney.
bAE systEms
• BAE Systems has been awarded a £20m contract for the upgradation of Italian Air Force Tornados which will give the aircraft extra capability. Work will begin next year on the midlife upgrade of the electronic combat/ reconnaissance and interdictor/strike aircraft variants and is expected to be completed in 2015. BAE Systems involvement in the midlife upgrade in-cludes the design, development and manufacture of kits for 25 aircraft and provide support to Alenia.
boEing
• Boeing and Copa Airlines have announced an order for 22 Next-Generation 737-800s at a signing ceremony at the US Department of Commerce in Washington, D.C. for approximately $1.7 billion (`7,600 crore) at list prices. Operating out of the “Hub of the Americas” in Panama City, Copa provides service to 46 destinations in 24 countries.
gEnErAl Atomics
• General Atomics Aeronautical Systems, Inc., Poway, Calif., has
QuickRoundUp Boeing starts work on first P-8i for indian navy
The Boeing team has begun fab-rication work of the first part for the Indian Navy’s first long-
range maritime reconnaissance and anti-submarine warfare aircraft in Wichita. The P-8I, based on the Boe-ing Next-Generation 737 commer-cial airplane, is a variant of the P-8A Poseidon being developed by Boeing for the US Navy.
Employees at Spirit AeroSystems—where all Boeing Next-Gen-eration 737 fuselages, nacelles and pylons are designed and built—cut the P-8I’s first part, a bonded aluminum panel that later will be installed on the fuselage’s upper lobe to support an antenna. The panel and other fuselage components will come together on the Spirit’s existing Next-Generation 737 production line. Leland Wight, Boeing P-8I Programme Manager said, “We’re on schedule and the Indian Navy is looking forward to receiving its first plane,” he added. The Spirit will ship the P-8I fuselage to a Boeing Com-mercial Airplanes facility in Renton, Washington, in mid-2011 for final assembly. Following this, Boeing Defense, Space & Security employees will install mission systems and complete testing prior to delivery to India. “P-8I fuselage sections are designed and built us-ing the same processes we use on the commercial 737,” said Mike King, Spirit AeroSystems Fuselage Segment Senior Vice President and General Manager. “We have built seven P-8A fuselages to date and continue to increase efficiency as we move forward,” he added.
Boeing will deliver the first of eight P-8I aircraft to India within 48 months of the original contract signing, which took place in January 2009. India is the first international customer for the P-8.
The P-8I will provide India with speed, reliability, persistence and room for growth to satisfy the country’s maritime reconnais-sance and anti-submarine warfare requirements now and well into the future. The aircraft features open system architecture, ad-vanced sensor and display technologies, and a worldwide base of suppliers, parts and support equipment. •
‘stretched’ combat delivery variant. Deliveries will be in 2014 and the contract also contains a two-year support programme including aircrew and maintenance training. Korea joins 14 other nations that have selected the C-130J.
Tejas LSP-5 first flight
Tejas, India’s light combat aircraft (LCA), in its march towards operational sta-tus, achieved an important
milestone on November 19 when the fifth limited series production (LSP-5) aircraft made historic first flight. LSP5 aircraft is the first LCA in the operational configura-tion for the Indian Air Force. The flight was uneventful and all systems functioned normally, clearing all the test points. This is the culmi-nation of the efforts of all the stakeholders’ viz Hindustan Aeronautics Limited, Indian Air Force, Defence Research and Development Organisa-tion labs, defence public sec-tor undertakings, CEMILAC, DGAQA, and Aeronautical De-velopment Agency. This has been a great team effort to get the final standard aircraft on the flight line.
Indian integrated life support technology for Tejas
An integrated life support sys-tem (ILSS) for fighter aircraft is a state-of-the-art technology that enables a fighter pilot to venture to the limits of the aircraft capability in terms of flight altitudes and G-forces. This technology had hitherto been the hallmarks of the few highly advanced countries. Now Defence Bioengineering and Electro medical Laborato-ry (DEBEL) Bangalore, under DRDO, has taken a lead in this technology that to start with will go into Tejas aircraft.
Mission accomplishment
The Indian Air Force (IAF) is adopting a multi-pronged strategy to combat ozone depletion including limiting the use of Halon to mis-sion critical uses, tighter control laws and incorporat-ing accountability towards phase-out of ozone depleting substances (ODS) said Air Chief Marshal P.V. Naik while delivering the inaugural ad-dress at the recent two-day International Workshop on ‘Benefits of ODS Phase-out in Defence Forces’ organised by Centre for Air Power Studies (CAPS). While highlighting initiatives taken by the IAF, and encouraging alterna-tives, the Air Chief clarified, “Mission accomplishment remains paramount for the armed forces. Substituting an ODS would only be done, if it doesn’t impinge on operation-al effectiveness of the system in question.” For new weapon systems in the pipeline, inclu-sion of a clause in RFPs for provision of alternatives is being considered.
been awarded a $18 million (`80 crore) contract modification which will provide for contractor logistics support for the Italian Air Force MQ-9 Reaper programme including all logistics necessary to support the Italian Air Force main operat-ing base and possibly a forward operating base.
iAE intErnAtionAl
• IAE International Aero Engines AG has announced that BOC Aviation (wholly-owned by Bank of China) has signed an exclusive agreement for the firm order of V2500 engines to power 25 A320 family aircraft newly ordered from Airbus. The 25 new aircraft are due for delivery from 2012 onwards. IAE is a mul-tinational aero engine consortium whose shareholders comprise of Pratt & Whitney, Rolls-Royce, Japanese Aero Engines Corporation and MTU Aero Engines.
l-3 communicAtions
• L-3 Communications has an-nounced that its link simulation and training division has been awarded a $24.1 million (`108 crore) contract from the US Navy to provide the Kuwait Air Force (KAF) with two F/A-18C tactical operational flight trainers and associated training equipment. The training system is being sold to the KAF through the FMS programme.
lockhEEd mArtin
• The cost of the joint strike fighter, the US fighter jet which is to replace the ageing Dutch fleet of F-16s, will be €1.4 billion higher than the original estimate. This is an increase of 20 per cemt over the amount of €6.2 billion which the government initially expected would buy 85 JSF planes.
rolls roycE
• Rolls-Royce, the global power systems company, will provide Trent 700 engines for six Hawaiian Airlines’ Airbus A330 aircraft, in a contract worth $420 million (`1,882 crore) at list prices. The order includes a TotalCare long-term services agree-ment. Hawaiian Airlines already has ten Trent 700-powered A330s in service or on order and today’s order is incremental.
QuickRoundUp LOCKHEEd MARTIN Lockheed Martin has appointed Brad Hicks to join its mission systems and sensors (MS2) business. Hicks will serve as Vice President of radar programmes under MS2’s radar systems line of business.
BOEINGBoeing Chairman, President and Chief Executive Officer Jim McNerney has announced that the Boeing Board of Directors has elected Ronald A. Williams as a new Director, effective immediately.
RAyTHEONRaytheon Company has appointed daniel J. Crowley as President of Raytheon network cen-tric systems (NCS). Crowley succeeds Colin J.R. Schottlaender, NCS President since August 2002, who will retire from Raytheon on December 31.
FINMECCANICAFinmeccanica has announced the following management changes at Selex Galileo. Steve Mogford will take up the role of CEO of United Utilities PLC, Fabrizio Giulianini will take over as the new CEO of Selex Galileo with effect from January 1, 2011, Norman Bone, at present UK Chief Business Officer and Group Operations Director, will be appointed Managing Director of Selex Galileo Ltd, and will report to Giulianini.
THALESThales has announcedd the appointment of Victor Chavez as UK Chief Executive Officer, with effect from January 1, 2011. Victor has been Deputy CEO of Thales UK since October 2008. Alex Dorrian, cur-rently CEO of Thales UK and Executive Vice President (EVP) of Thales SA, will be Chairman of Thales UK Plc
as part of his role as EVP of Thales SA. Lord Freeman, currently Chairman of Thales UK Plc, will remain a Director of the Thales SA Board and the Chairman of Thales UK Advisory Board.
SAABHeino Lundgren has been appointed as the new CEO for Saab in Denmark from December 1. He will continue as CFO for Saab in Denmark in parallel.
aPPointMents
newsDigest
Issue 12 • 2010 SP’S AVIATION 39
Cobham selected for BAE Systems Hawk trainer Cobham will supply weapons carriage and release equip-ment for the Indian Air Force Hawk advanced jet trainer programme, under an £18m contract with Hawk manufac-turer BAE Systems. Cobham’s mission equipment strategic business unit will deliver significant quantities of light duty ejector release units and carrier bomb light stores (CBLS) training aids to BAE Systems between 2012 and 2014. Both of these systems are integrated onto a variety of platforms around the world and are already in ser-
vice with the Indian Air Force following its first purchase of Hawk Advanced Jet Trainers from BAE Systems in 2004. Cobham’s contract award follows India’s purchase of 57 BAE Hawk advanced jet trainer aircraft (AJT) in July 2010, to be built by Hindu-stan Aeronautics Ltd in India. Forty aircraft have been as-signed to the Indian Air Force and the remaining 17 will be operated by the Indian Navy.
Americas
US Army unit flies new unmanned aircraft in Iraq
An Army unit deployed to Camp Taji, Iraq, is shap-ing the future of the Army’s unmanned aircraft systems programme with a handful of its newest aircraft, the MQ-1C Gray Eagle. The unit, known as Quick Reaction Capability 1-Replacement 1, deployed in June to use the Gray Eagle in combat before the Army fields the aircraft to all of its aviation brigades in the next few years. It is one of two deployed Army units cur-rently flying the Gray Eagle, and it is the only one using it in Iraq. The Gray Eagle is an extended-range, multipurpose unmanned aircraft designed primarily to provide ground commanders a set of “eyes in the sky.”
Civil aviationAsia-Pacific
Embraer delivers first Phenom 100 Executive JetEmbraer delivered the first Phenom 100 entry level jet to India’s Invision Air Services Pvt Ltd, a Mumbai-based on-demand air charter company. The aircraft is the first of 18 Phenom 100s that Invision Air ordered three years ago, along with two Embraer Phenom 300 jets.“With the delivery of our first Phenom
100 jet, we look forward to establishing a branded charter service beyond any-thing India has seen before,” said Vinit Phatak, Managing Director of Invision Air. “The coming of this jet to India via Invision Air truly marks a milestone in the local gen-eral aviation industry. Indian customers will, for the first time, have access to a safe twin-jet experience at a price point between two-and-a half to three time’s full-fare business class rates for up to 200 destinations across the country. This will allow our target customers—corporate executives, investors, celebri-ties, and high-end tourists—to travel quickly, efficiently and comfortably to Tier II and Tier III cities, which we be-lieve will help fuel the much anticipated economic growth in rural India.”
industryAmericas
Phantom Ray completes low-speed taxi testsThe Boeing Phantom Ray unmanned airborne system successfully completed low-speed taxi tests on November 18 at Lambert International Airport in St. Louis. The tests were the first for the Phan-tom Ray following its rollout ceremony in May. Boeing now will prepare Phantom Ray to travel to Edwards Air Force Base, California, on top of one of NASA’s modified Boeing 747 shuttle carrier aircraft. At Edwards, Phantom Ray will undergo high-speed taxi tests before making its first flight. The flight-test programme will last approximately six months.
sPaCeEurope
3 Russian satellites crashed in the Pacific OceanOn December 5, Russia failed to send three Glonass navigation satellites into orbit after they were launched by a rocket from Baikonur cosmodrome, space industry sources told Russian news agencies. •
royAl Air forcE
• Since October last year, RAF Tornado GR4 squadrons have been flying over the landscape of Afghanistan providing support to troops on the ground. But it is not just awesome firepower that these fast jets can deliver. The Tornado GR4 is providing support to ground forces when they come under attack and its sophisticated intelligence and surveillance capabilities are playing a key role by searching for IEDs.
russiA
• In a contract signed with Eurocop-ter, Gazpromavia selected the Arrius 2B2 engine to power their eight EC 135T2i helicopters. These aircraft will be operated in challenging weather conditions throughout Russia. The Turbomeca fleet in Russia comprises currently 75 Arrius and Arriel engines installed in 49 helicopters for civil operators, based mainly in Moscow and Saint-Petersburg.
tElEphonics corporAtion
• Telephonics Corporation, a wholly owned subsidiary of Griffon Corpora-tion, has announced that its Radar Systems Division has received a contract from The Boeing Company to supply APS-143C(V)3 Multi-Mode Ra-dar (MMR) for India’s P-8I aircraft. The contract includes systems to support [eight] P-8I Aft Radar installations integration and support services.
usAf
• Blue Knight 2010, an unmanned aircraft system (UAS) demonstra-tion was carried out at the Nevada Test and Training Range (NTTR) and Creech and Nellis Air Force Bases for two weeks to evaluate the US manned and unmanned joint force capabilities against airborne UAS, in a one-on-one capacity. Blue Knight 2010’s goals were to provide results to operators and develop joint tac-tics, techniques and procedures.
us
• The Defense Security Cooperation Agency (DSCA) has notified US Con-gress of a possible foreign military sale to the Government of Japan for installation and checkout of mission equipment for AWACS aircraft and associated equipment, parts, training and logistical support.
QuickRoundUp show Calendar12–14 DecemberATC GLOBAL MIddLE EAST 2010Beach Rotana, Abu Dhabi, UAEwww.atcglobalme.com
15–16 DecemberENERGISING INdIAN AEROSPACE INdUSTRyDRDO Bhawan, New Delhi, Indiawww.ciidefence.com
24–26 January 2011AIRPORT SECURITy ASIA 2011Hong Kong SkyCity Marriot Hotel, Hong Kongwww.airportsecurityasia.com
1–2 February 2011MRO MIddLE EAST 2011Airport Expo Dubai, UAEwww.aviationweek.com/events/current/mme/index.htm
9–13 February 2011AERO INdIA, 2011Air Force Station Yelahanka, Bengaluru, Indiawww.aeroindia.in/Main.aspx
21–23 February 2011INdIAN BUSINESS AVIATION ExPO (IBAE)Hotel Shangri-La, New Delhi, Indiawww.miuevents.com/ibae2011
28 February–2 March 2011MExICAN BUSINESS AVIATION ExHIBITION/ HELIMExToluca Airport, Toluca, Mexicowww.mbaeexpo.com
ited (NACIL) was established three years ago to over-see the merger of Air India and the national domes-tic carrier, Indian. Since October 26 this year, rather
thankfully, the company has shed its rather pedestrian des-ignation and the merged company has been renamed as Air India. Certainly, a more dignified and inspiring identity! However, the prevailing woes of the erstwhile NACIL are indeed overwhelming and cannot be just wished away or concealed under the new mantle. Air India and Indian were merged in March 2007 to improve the financial state of the two companies through the integration and more efficient utilisation of resources with the two entities. However, even after three-and-a-half years and expenditure of hundreds of crores of rupees, the process of merger does not appear to have made much headway.
From reports in the media it appears that at present the national carrier is seemingly in difficult financial state to put it mildly. Air India’s total debt burden stands at over `40,000 crore. Much of it is related to the acquisition cost of the fleet of 111 aircraft which has been ordered and several of which have been delivered. Over the next decade, this involves an an-nual commitment of around `3,600 crore towards repayment of capital and `2,400 crore towards interest.
Over the last four years, the airline has incurred loss-es amounting to `14,000 crore. Dur-ing the last financial year, the airline had received an equity infu-sion of `800 crore from the government as a part of `2,000 crore bailout plan. Infusion of the bal-ance of `1,200 crore was deferred to 2010 and was linked to a restructuring plan of which Air India has appar-ently nothing to show as yet. There is also discreet silence on the subject on the part of the Ministry of Civil Aviation. A reluctant Cabinet Committee on Economic Affairs may have no option but to accord approval, al-
beit with some debate and possibly delay. However, given the overall financial state of the airline, in the assessment of the Board, the Airline is badly in need of a one-time infusion of `10,000 crore primarily to clear mounting dues and not piecemeal equity infusion.
Ever since May 2009, when Arvind Jadhav assumed charge as Chairman and Managing Director (CMD), the airline is believed to have been embarked on a financial turnaround plan to enhance revenue and cut losses. However, despite his respectable credentials and brilliant track record, the new CMD has evidently not so far been able to get his act together. And the Ministry of Civil Aviation has not been of much help either even though there has been continuity in leadership of the Ministry between UPA-I and UPA-II. During the finan-cial year 2009-10, Air India posted a net loss of `5,551 crore despite the surge in demand for air travel during this period which the private carriers have successfully exploited to their advantage. Air India, on the other hand, has been plagued by management-union conflicts, pilots strike, a major air disaster at Mangalore and the Terminal 3 fiasco at Delhi airport that continues to linger. There have also been reports of crisis of confidence between the independent members of the Board and the CMD believed to be triggered by alleged irregularity in appointments in the top echelons of the organisation.
While the crisis over the appointment of the Chief Opera-tions Officer for Air India Express appears to have been dif-fused for the time being, the management does not appear to be unduly concerned about the precarious financial state of the airline. Expenditure on five-star hotel accommodation for Delhi-based pilots handling managerial responsibilities in Mumbai and on an expensive bungalow in Delhi are a burden which the cash-strapped airline can ill afford. Some of the
senior appointments in the recent past with salaries rang-ing from `1.2 crore to `3.1 crore along with lavish perks,
are not only dichotomous but bordering the obscene. There is little doubt that the so-called restructuring
plan, if at all there is one, is not working and the airline will in all probability continue to slide
deeper into the red with consequent burden on the exchequer. What Air India needs
is professional management and not mere administration by the bureau-
cracy. The obvious remedy is pri-vatisation, and the sooner the
better. SP
— Air Marshal (Retd) B.K. Pandey
What Air India needs is professional management and not mere administration by the bureaucracy. the remedy
is privatisation, and the sooner the better.
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