PDF - SP`s Aviation

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PDF - SP`s Aviation

Aviation
SP’s
AN SP GUIDE PUBLICATION
News Flies. We Gather Intelligence. Every Month. From India.
ISSUE 2 • 2008
Singapore
Airshow
That BIG anymore?
PAGE 24
Business
Aviation
& Growth of
CORPORATE
HOUSES
PAGE 16
PLUS MUCH MORE...
ONLY YOU KNOW WHERE YOU ARE.
DESIGN AND PRODUCTION OF ELECTRONIC DEFENCE SYSTEMS.
Table of Contents
Aviation
SP’s
Regular Departments
2
A Word from Editor
3
NewsWithViews
AN SP GUIDE PUBLICATION
News Flies. We Gather Intelligence. Every Month. From India.
-
ISSUE 2 • 2008
Military
10 TOP STORY
THE TRANS-ATLANTIC TANKER WAR
13 UPGRADES
DEFYING CONSTRAINTS
15 INDUSTRY FACE TO FACE
PRESIDENT OF ELETTRONICA S.P.A.
23 TRAINING
HAWKS ARRIVE IN INDIA
-
22 US OFFICIAL VISIT
HOPE & CAUTION
Show Report
24 Singapore Airshow ’08: SPLIT TO SIZE
28 DEFEXPO ’08: LAVISH SPREAD
Hall of Fame
16
Business Aviation: Sense & Savings
NewsDigest
LastWord
BIAL: Protracted Delivery
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Cover Photo:
New VLJs, like the Cessna
Mustang, are drastically
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cutting down the cost of ��
chartering a private aircraft ��
by as much as 30 per cent ��
Owned, published and printed by Jayant Baranwal,
printed at Rave India and published at A-133,
Arjun Nagar (Opposite Defence Colony), New
Delhi 110 003, India. All rights reserved. No part
of this publication may be reproduced, stored in a
retrieval system, or transmitted in any form or by
any means, photocopying, recording, electronic, or
otherwise without prior written permission of the
Publishers.
��
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Photo credit: Alan Peaford
© SP Guide Publications, 2008
CONTRIBUTORS
India Air Marshal (Retd) P.K. Mehra,
Air Marshal (Retd) Raghu Rajan,
Air Marshal (Retd) N. Menon, Air Marshal (Retd)
V. Patney, Group Captain A.K. Sachdev
Europe Alan Peaford, Phil Nasskau, Justin
Wastnage, Rob Coppinger, Andrew Brookes,
Paul Beaver, Gunter Endres (UK)
USA & Canada Sushant Deb, Lon Nordeen,
Anil R. Pustam (West Indies)
��
��
ASSISTANT EDITOR
Arundhati Das
CHAIRMAN & MANAGING DIRECTOR
Jayant Baranwal
23
32
36
DESIGN
SP Guide Publications Team
SUB-EDITOR
Bipasha Roy
22
Little to Cheer
Expertspeak - Budget
PUBLISHER AND EDITOR-IN-CHIEF
Jayant Baranwal
SENIOR TECHNICAL GROUP EDITOR
Lt General (Retd) Naresh Chand
10
Forum
-
-
SENIOR VISITING EDITOR
Air Marshal (Retd) V.K. Bhatia
31 HANNA REITSCH
Superficial vs Substantial
7
As global travel becomes increasingly
tedious with all the hassles posed by
elaborate security checks and airport
transfers, the business jet has emerged
a far more attractive option
Diplomacy
InFocus
6
Cover Story
16 CIVIL
BUSINESS AVIATION: SENSE & SAVINGS
Paramount expansion a pipe dream?
Many twists to US spy satellite tale
Confusion Galore
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NEXT ISSUE: Maintenance for Corporate Aviation
Issue 2 • 2008
SP’S AVIATION
1
A Word from Editor
Defence allocation in the Budget has
come as a dampener for Indian armed
forces even as the share set aside for
civil aviation somewhat reflected the
sector’s dynamic growth.That,and
high drama over a defence deal in the
US makes for an engaging read.
T
rue to our word to bring SP’s Aviation to you every
month, we feel privileged to present to our readers the second issue of 2008 close on the heels of
Defexpo 2008 held in Delhi’s Pragati Maidan from
February 16 to 19.
In the cover story, Alan Peaford presents a world view of
the growing popularity of business aviation that has in recent
years received an impetus as global travel becomes increasingly tedious with the numerous hassles posed by elaborate
security checks and airport transfers. Looking at Asia, the author comments that India, with its greater number of millionaires than anywhere else in Asia and record number of aspiring graduates and entrepreneurs, is a potentially huge market
for business aircraft. In reflection of this statement, just the
other day, a brand new hangar was commissioned at the domestic side of the IGI airport at Delhi to service Hawkers.
Even as the civil aviation sector booms, Finance Minister P.
Chidambaram’s 2008-09 Budget, presented in Parliament on
February 29, gave little cause for cheer to the Indian armed
forces with industry pundits and senior servicemen insisting
that the allocation would fall short of realising the aspiration
for rapid modernisation of the forces. A rather disturbing development is the defence budget’s slide to less than 2 per cent
of the GDP—for the first time since 1962. Analyses carried in
the In Focus and Forum columns are further strengthened by
former Chief of the Indian Navy Admiral (Retd) Arun Prakash’s
DEFENCE MINISTER
A.K. ANTONY
RECEIVES A COPY
OF SP’S MILITARY
YEARBOOK 2007-2008
2
SP’S AVIATION
opinion piece where he reiterates that a mere 10 per cent hike
in the defence budget from the previous year may mean nothing as, in real terms, the budget may have remained static or
even declined.
Away from home, the United States Air Force (USAF) finds
itself in the centre of a storm over a $40 billion contract for
the supply of 179 Flight Refuelling Aircraft which it awarded
to a consortium consisting of Northrop Grumman and European firm EADS. The country’s home company, Boeing—the
traditional supplier of air tankers not only to the USAF but also
to other air forces of allied/friendly countries—has not taken
kindly to the snub. Far from it. Bewildered and angry, it has decided to file a formal protest asking the Government Accountability Office (GAO) to review the USAF’s decision. In a short
time, the raging debate has acquired political and patriotic
overtones. Even as Air Marshal (Retd) B.K. Pandey discusses
threadbare the intriguing twists and turns in the so-called
tanker war, the voices of reason are strident in their demand
to be heard above the din raised by opponents of the deal.
Finally, after almost a quarter of a century after the Indian
Air Force’s initial bid for an advanced jet trainer (AJT), the
Hawks were formally inducted into the force at a small but
glittering ceremony on February 23 at the air base at Bidar,
heralding a new era in the history of flying training.
Enjoy!
Jayant Baranwal
Publisher & Editor-in-Chief
Issue 2 • 2008
NewsWithViews
PARAMOUNT EXPANSION A PIPE DREAM?
Chennai-based regional carrier Paramount Airways plans to start international operations by 2011. Managing Director M. Thiagarajan declared: “As soon as we finish
five years of operations in 2010, we plan to start international operations.” Paramount Airways initially hopes to explore direct flight operations to select destinations on
the lucrative European and US sectors. As part of its preparation to fly international, Paramount is currently holding final negotiations with US aerospace major Boeing
and Toulouse-based aircraft manufacturer Airbus for acquiring at least 10 wide-bodied planes. An official said the airline is actively considering Boeing’s B 777 family of
planes or Airbus A 330 as its final choice. The deal is likely to materialise and an announcement may be made during the ongoing Singapore Air Show 2008.
VIEWS
EMBRAER
L
aunched on October 19, 2005, Chennai-based Paramount Airways is a low-cost airline in the private
sector. Owned by Madurai-based textile giant, the
Paramount Group, the airline is unique on a number
of counts. Unlike other low cost or full service airlines in India, its aircraft are configured to a combination of only first
and business class sections catering to a narrow segment of
the society. The airline offers good value for money at highly
competitive prices. Also, Paramount
Airways is the only airline in India
to operate the Brazilian Embraer
family of aircraft.
Over the last two-and-a-half
years of existence, Paramount Airways has managed to build up its
fleet to just five aircraft. In this
period, the airline has essentially
been validating its exclusive but
somewhat doubtful business model.
Adopting an extremely conservative
approach, the airline has resorted
to scaling down operations cutting
out non-profitable sectors confining
operations to southern India to focus on profitability.
Whether or not the business
model adopted by the airline is successful, cannot be stated with any
degree of certainty as the cumulative losses suffered by all airlines
in India by the end of the financial
year 2006-07 is estimated to be in
the region of $700 million (Rs 2,800
crore). It is unlikely that any airline,
least of all Paramount Airways with
its rather difficult business model,
is truly out of the red, claims to the
contrary by the airline management notwithstanding.
Over the next three to four years, the airline has intentions to expand its fleet to 60 aircraft involving investments
of over $2.5 billion (Rs 10,000 crore) and progressively enlarge its footprint to cover the rest of the country. However, given the seemingly cautious approach the airline
has displayed to date, the stated expansion plans appear
somewhat unrealistic and unconvincing. As of date, the
airline has a long way to go before it can shed its distinctly
regional identity.
In this context, indications by the airline management of
intentions to foray into the international arena with direct
flights to the US and Europe, adds a perplexing dimension
to its strategic plan and is in jarring contrast to both its
character and track record. For international flights to the
US and Europe, the airline would have to acquire a fleet of
wide body jets either from Boeing or Airbus, necessitating
sizeable investments in human resources and infrastructure
associated with the induction of a new type of aircraft. Also,
whether the airline has the financial resilience to muster the enormous resources required over and
above the investment committed
for the expansion of the Embraer
fleet, is not quite clear. It is also not
yet clear whether the airline has
plans to replicate its unique cabin
configuration adopted for the domestic sector. In all probability, the
airline may opt for a more conventional approach in this regard.
Paramount Airways will complete five years of operation in
October 2010 by which time the
airline intends to supplement its
current fleet by inducting more
than 20 aircraft. Armed with these
two attributes, the airline will
technically be eligible to operate
international flights. On account
of lower international fuel prices
and higher fares, such a move is
expected to offer better margins of
profit. The airline’s effort at expansion of its domestic fleet and planning to emerge on the international
scene is indeed lofty and laudable.
However, so far, apart from ambitious pronouncements of intent,
there has been little movement on
the ground by way of effective execution of plans.
Finally, given the financial, technical and operational
complexities involved in the management of a mixed fleet
with radically different types of aircraft operating on domestic and international sectors, Paramount Airways may
well be fishing in troubled waters. In the final analysis,
the recent pronouncements may well turn out to be merely
another exercise in public relations that are usually timed
to coincide with international air shows. SP
— Air Marshal (Retd) B.K. Pandey
Issue 2 • 2008
SP’S AVIATION
3
NewsWithViews
MANY TWISTS TO US SPY SATELLITE TALE
On February 21, 2008, a missile launched from a US Navy cruiser soared 240 km above the Pacific and smashed a dying and potentially deadly
US spy satellite, the Pentagon said. Several defence officials claimed it had apparently achieved the primary aim of destroying an onboard tank of
toxic fuel. Officials had expressed cautious optimism that the missile would hit the satellite, the size of a school bus. But they were less certain of
hitting the smaller, more worrisome fuel tank, whose contents posed what Bush administration officials deemed a potential health hazard to humans
if it landed intact.
VIEWS
US NAVY
O
wned by the National Reconnaissance Office, the US
spy satellite was launched in December 2006 from
Vandenburg Air Force Base in California for testing
newly developed sensors for both optical and radar
based high resolution imagery.
Owing to failure of onboard software-based control systems,
a hurdle that apparently proved insurmountable, control over
the satellite was lost and it was consequently declared defunct
and abandoned. However, two months ago, it was observed to
be moving progressively closer to the Earth and the estimate
was that it would ultimately impact some point on it by the
first week of March 2008, posing
danger to human habitation. As
claimed by Pentagon, the decision to destroy the satellite before
it entered the Earth’s atmosphere
was triggered by the fact that it
was carrying in excess of 500 kg
of unspent Hydrazine, a potential
threat to humans as the impact
point of the satellite could neither
be predicted nor controlled. The
last part of the claim lacks credibility as the US has the capability
to track tiny objects on a re-entry
trajectory and predict with reasonable degree of accuracy the
likely impact area.
During the Cold War era, both
the US and the Soviet Union pursued the development of anti-satellite missiles, conducting innumerable successful tests. The first
time that a satellite in orbit was
successfully destroyed by an anti
satellite weapon launched from a
USAF F-15 aircraft was in 1985.
Testing was, however, discontinued to avoid pollution of space by
debris from fragmented satellites.
Early last year, China created a furore by downing one of its
own life-expired satellites in orbit with a ground-launched ballistic missile. Apart from littering space, demonstration by China of the capability to successfully target a satellite 650 km in
space, was an event that caused much consternation to the US.
Successful military operations undertaken in theatres across
the globe by the US armed forces are critically satellite dependent. Protection of these assets is, therefore, of major concern.
As of date, there is no available means besides deterrence. The
4
SP’S AVIATION
Issue 2 • 2008
US exercise was perhaps an unequivocal message to China.
But the US is yet to match China’s demonstrated capability as
the F-15 based ASAT programme was terminated years ago.
In this case, the rationale put forth by the US for undertaking a $60 million (Rs 240 crore) mission to destroy the crippled satellite, is somewhat unconvincing. Firstly, it is highly
unlikely that the Hydrazine tank would have survived the fiery entry into the Earth’s atmosphere with the inflammable
fuel burning out in the process. Even if it did, apprehension of
danger to human habitation from impact is more imaginary
than real, considering 70 per cent of Earth’s surface is covered
with water and only three per cent
of the land surface is inhabited.
The probability of the satellite
which is not very large impacting
an inhabited area is low enough to
be ignored. In 2007, around 100
objects, including some Hydrazine
laden containers, made reentry
with few reaching the surface of
the Earth but without any injury
to humans or damage to property. Over the nearly six decades
of space exploration, there is no
recorded case of human fatality or
injury from space debris.
The other possible motivation could be to ensure sensitive
satellite reconnaissance technology does not fall into Russian or
Chinese hands. But it is extremely
unlikely any hardware could retain intelligence value should it
survive reentry and violent impact on land or water. There were
also unfounded rumours about a
nuclear power generation device
being onboard, reviving memories of the Russian COSMOS 954
satellite showering radioactive debris in January 1978 over
parts of Canada that, thankfully, was sparsely populated.
Whatever the official position, both Russia and China
view the episode as an exercise to not only validate antimissile technology but also prove the capability of the SM
3 to knock out satellites in low Earth orbit. The world is
moving inexorably to cold war confrontation with profound
implications for humanity on account of the arms race extending into space. SP
NewsWithViews
CONFUSION GALORE
In the aftermath of the official termination of India’s quarter-of-a-century-old Integrated Guided Missile Development Programme (IGMDP) in
December 2007, the Defence Research and Development Organisation (DRDO) is reportedly focusing on the development of Astra air-to-air missile systems. Also on the anvil are four other missile systems: the 700 km range K-15 submarine launched ballistic missile, the 290 km BrahMos
supersonic and hypersonic cruise missiles, the 3,500-km range Agni III ballistic missile and the long-range surface-to-air missile system being jointly
developed with Israel.
VIEWS
SHARAD SAXENA
I
ndia, it may be recalled, had launched an ambitious indigenous programme for the development of a comprehensive range of missiles, including the intermediate-range
Agni and short-range Prithvi surface-to-surface ballistic
missiles, Akash medium-range and Trishul short-range surface-to-air missiles, and Nag anti-tank missile systems. The
project was launched in the early 1980s and headed by the
DRDO with the former President of India, Dr A.P.J. Abdul Kalam, as one of the chief architects. On January 8, 2008 the
DRDO announced it would be closing the missile programme
since most of the proposed missiles had been developed and
inducted in the Indian armed forces. It further stated that the new
missile and weapon systems would
be developed in much shorter timeframes with foreign collaboration
and participation by private industries. The fact that not all the old
programmes were fully developed
created confusion, which deepened
due to criss-cross reporting by the
media on the ongoing and follow
up programmes. That said, it would
perhaps be prudent to look at the
status of the previous programmes.
Of the early projects, it is only
the Prithvi which can claim to be
fully successful. Agni, on the other
hand has yet to find its full potential. While Agni Mk I has been operationalised, the MK II version has
yet to be deployed operationally and
the Mk III is still under development.
As far as surface-to-air missiles are
concerned Trishul has been a total
failure as the programme has been
foreclosed at the technology demonstration stage. Akash has found
conditional success in that it has
conditional acceptance from the Air Force while the army has
rejected it outright citing cross-country incompatibilities as the
main reason for non-acceptance. The last, Nag missile system,
is yet to undergo field trials before its acceptance by the army.
Foremost among the dilemmas facing the DRDO concerns
the naval version of the Prithvi missile which has been variously named as Prithvi III, Sagarika and Dhanush. In addition,
another missile has appeared on the scene with the media
covering the marginally successful test firing of K-15 from a
submerged pontoon off Visakhapatnam on February 26, 2008.
The naval Prithvi III was supposed to have a range of 350 km
with a 1,000 kg warhead, 600 km with a 500 kg warhead and
750 km with a 250 kg warhead. It could be that Dhanush which
was successfully tested from a ship on March 30, 2007 is the
surface-launched version of the Prithvi III with 1,000/500 kg
warhead capability. On the other hand, K-15 appears to be submarine-launched version of Prithvi III or Sagarika with 250 kg
warhead/750 km range (reported as 700 km by the media).
Other confusing reports emanating from the media pertain to India-Israel collaborative programmes on acquisition/
development of missile systems. The earlier derailed Spyder
(Python plus Derby) surface-to-air
missile system due to suspicions of
middlemen involvement appears to
have been revived, most probably,
due to the failure of the indigenous
Trishul programme. On the naval
front, notwithstanding the political
and corruption riddled controversies in the Barak quick-reaction
surface-to-air missile system acquisition programme, India and Israel
appear to be all set to jointly develop an improved version called the
Barak NG (Next Generation) which
would have much longer range
(50 to 70 km) compared to 10 km
range of the present system. The
navy has decided to configure all its
future warships with longer range
surface-to-air missile systems in its
transition to a more of a ‘blue water’ navy that can reach into highthreat areas, and a logical complement to the Navy’s establishment of
a comprehensive carrier task force
beginning with INS Vikramaditya
(formerly, Admiral Gorshkov). Amid
confusing reports by the media, it
appears to be the project which is being described as MR/LRSAM (medium/long range surface-to-air missile) system to be
co-developed by India’s DRDO and the Israeli IAI for the Indian
armed forces. The army and the air force are known to have
projected requirements for long-range SAMs for a credible
nationwide air defence system. But will this development also
put the indigenous Akash SAM system into jeopardy, notwithstanding the fact that the IAF have reportedly placed an order
for two squadrons’ worth of these systems? SP
— Air Marshal (Retd) V.K. Bhatia
Issue 2 • 2008
SP’S AVIATION
5
InFocus
BUDGET
S u p e r f ivsc i a l
SUBSTANTIAL
P
ithy and precise, allocation for the
defence sector in Finance Minister
P. Chidambaram’s 2008-09 Budget
was contained in the traditional twoliner. Presenting the Budget to the Indian
Parliament on February 29, Chidambaram
said: “The allocation for defence is being
raised by 10 per cent from Rs 96,000 crore
to Rs 1,05,600 crore ($26.5 billion).” Adding:
“I have assured the Raksha Mantri (Defence Minister) that
more money would also be provided if necessary, especially
for capital expenditure.”
On the day the Budget was announced it was not clear as
to how much would be the share of each service. However,
it was being hoped that the Indian Air Force (IAF), highly
capital-intensive service that it is, would continue to get a
bigger share of the pie so far as capital budgetary allocations are concerned so as not to derail its modernisation
programmes. The now released figures for the three services
reveal that the hopes were not entirely misplaced. The Ministry of Defence appears to have to some extent addressed
the concerns of the IAF which has hit new lows in terms
of its fast depleting force levels and obsolete operational/
support equipment. Last year, the IAF had been allotted Rs
16,660.17 crore ($3.70 billion) for capital expenditure, compared to Rs 11,374 crore ($2.52 billion) for the army and Rs
10,000 crore ($2.22 billion) for the Indian Navy, at the then
prevailing exchange rates. This year, too, the IAF remains
at the top of the table with a slightly increased allocation of
Rs 18,281.42 crore ($4.57 billion) at the current exchange
rates against a weakened US dollar. In the case of the army
and navy, however, the trend seems to have been reversed
with their share being Rs 10,057.29 crore ($2.51 billion)
and Rs 11,328.59 crore ($2.83 billion), respectively. The
above allocations pertain to only major hardware such as
aircraft and aero-engines, heavy and medium vehicles, naval warships and other major equipments. It does not cater
for other sundry allocations which when added up take the
combined capital allocations to a figure of Rs 48,007 crore
($12.175 billion).
While the capital allocations show an overall increase
of approximately 20 per cent over the previous year, in absolute terms there may be little reason to cheer as far as
acquisition of major hardware for the armed forces is concerned. It may be noted that these allocations do not permit
quicker modernisation the services so desperately want to
match the feverish pace at which India’s neighbourhood is
arming itself. The IAF, for instance, will be able to rapidly
absorb the allocated amounts on the ongoing programmes,
6
SP’S AVIATION
The MoD has to some extent addressed the
concerns of the IAF even as allocations for
civil aviation maintain last year’s momentum
Issue 2 • 2008
such as the Hawk AJT, the Phalcon AWACS systems, the additional Su-30 MKI and FRAs, and the recently revived Spyder SAM project, to name a few. But this may prove to be
the proverbial tip of the iceberg considering the large voids
which exist between its present and desired capabilities to
fulfill extended responsibilities.
CIVIL AVIATION: BONANZA CONTINUES
Budgetary allocations for the civil aviation ministry maintain
the momentum of the last year when it witnessed a sudden
five-fold spurt in allocations from the previous year’s (200607) Rs 2,256.36 crore to Rs 12,192.09 crore ($2.70 billion).
If last year the lion’s share was earmarked for public sector
carriers Air India and Indian, this year the same has been
transferred to the now merged airlines amalgamated into the
National Aviation Company of India Limited (NACIL). However, compared to a combined total of Rs 8,844.71 crore ($1.95
billion) for both airlines in 2007-08, this year’s allocation for
the NACIL has been pegged at Rs 5,786.48 crore ($1.5 billion).
The reduced allocation may have been due to a possible lesser
requirement to meet the payment schedules for new aircraft
inductions, which consume major part of allotted funds. In a
similar vein, Air India Charters at Rs 634.5 crore ($160 million) gets a little over half of what it got last year. That appears
to be the main reason for the somewhat reduced allocations
for the Civil aviation Ministry which stand at Rs 10,031 crore
($2.577 billion) for the present year.
The fact that the government has taken the infrastructural
improvement requirements more seriously is evident as the
Airport Authority of India (AAI) bags Rs 3,377.10 crore ($845
million), an almost two-fold increase from last year. These
funds will be utilised for providing operational improvements
in various airports in the North Eastern Region and crucial
areas like Jammu, Leh, Srinagar, Port Blair, Agatti, Pudduchery and Aurangabad. The other traditionally big spender, the
rotary wing public enterprise Pawan Hans, has been allotted
Rs 123.8 crore ($40 million) which is about half the amount it
received last year. A sizable chunk of Rs 413.0 crore ($100.4
million) has been also earmarked for Haj charters. SP
to
CHEER
While India’s defence budget
has slid to an alarming figure
of less than 2 per cent of the
GDP, its neighbours Pakistan
and China continue to spend
between 4 to 6 per cent of their
respective GDPs on defence
F
3,045.50
3,186.47
3,011.72
7,421.19
6,968.25
6,811.82
10,855.56
10,193.01
9,867.51
36,270.75
34,086.76
inance Minister P. Chidambaram’s Budget may have reason why the defence budget couldn’t be increased to 3
won accolades and many a sobriquet—‘mother of per cent of the GDP if India continues to maintain a high
all budgets’, ‘a common man’s budget’, ‘everybody’s economic growth rate. However, even after achieving the
budget’, ‘election year budget’—on the defence ex- desired growth rate year after year, the ministerial promises
penditure front, however, any hopes of a departure from the remain firmly in the realm of mere rhetoric.
mundane and staid announcements of the previous years
While India’s defence budget has slid to an alarming fighave proved to be thoroughly misplaced. Two-liner pro- ure of less than 2 per cent of the GDP, its neighbours Pakinouncements were a jaded repeat of the previous years: the stan and China continue to spend between 4 to 6 per cent
customary 10 per cent hike (primarily to counter domestic of their respective GDPs on defence, taking into account real
and international inflation) and a vague assurance that, if expenditures. Chinese actual figures are two to four times
required, more funds would
higher than their official
be provided to meet defence
figures. Last year, the Chineeds. Fact is, for the first
nese had officially released
Revenue Allocations (Rs crore)
time in over the last four dea figure of $44 billion (Rs
cades India’s defence budget
1,77,430 crore) for defence
40000
has plummeted to less than
expenditure but it was well
2 per cent of the GDP. A simknown that the actual figure
35000
ilar dip was seen in 1962,
had crossed the $100 billion
the year India suffered an
(Rs 4,03,250 crore) mark.
30000
ignominious and shameful
This year, while the official
25000
defeat at the hands of the
figure announced by PeoChinese. That was also the
ple’s Congress spokesman
20000
time when India’s politiJiang Enzhu showed a 17.6
15000
cal leadership had refused
per cent increase in China’s
to address the country’s
2008 military budget over
10000
military vulnerabilities. Inthe previous year to 417.77
5000
dia lost to the Chinese not
billion yuan ($58.82 billion,
because the Indian armed
or Rs 2,37,190 crore), the
0
Indian Army
Indian Air Force
Indian Navy
DRDO
forces failed to measure up
actual figure may be hovto the adversary, but owing
ering near the $200 billion
Revised
Budget Estimates
Initial Estimates
2007-08
2006-07
2008-09
to the refusal of the ruling
(Rs 8,06,500 crore) mark.
establishment to acknowlIn the last year itself, referedge ground realities. Like
ring to China’s steeply hiked
last year, the UPA Governbudget, Antony had admitment has once again failed to realise the need to spend a ted that the Indian armed forces needed more than what
fair amount of the GDP on defence. When computed as a the Finance Minister had awarded. Reacting to this year’s
percentage of GDP, defence expenditure provides a clear in- allocation of a relatively paltry $26.4 billion (Rs 1,06,458
dication of the investment a country is willing to make to crore), he said, “I can say that I am happy with the budmeet its security concerns. This is a clear yardstick and a get.” The Defence Minister’s volte face came as a complete
universally accepted norm.
surprise to the entire military community, including defence
To refresh memories, Prime Minister Manmohan Singh and security analysts.
had in the not too distant past issued a categorical assurCommenting on the 2008 defence budget, Admiral Arun
ance that if the economic growth were to reach 8 per cent, Prakash, who recently retired as Chief of the Indian Navy,
defence allocations would be increased to 3 per cent of the said, “Above all, economic prosperity and national security
GDP. Defence Minister A.K. Antony later stated he saw no are two sides of the same coin. Only the short-sighted will
32,187.26
Forum
Little
BUDGET
Issue 2 • 2008
SP’S AVIATION
7
FORUM BUDGET
imagine that you can have one without the other.” (For full
comment, see “Expertspeak: Budget” on page 9.)
India, with extensive land and maritime borders and a
vast airspace to guard, faces a variety of threats and challenges especially from its traditional neighbouring adversaries. In an effort to tackle these threats, India has one of
the largest armed forces in the world, including the third
largest army, the fourth largest air force and, an expanding navy aspiring for ‘blue water’ capabilities. To maintain
these force levels at the peak levels of combat efficiency
and abreast of modern technologies and war fighting techniques, it is imperative that greater allocations are made in
the annual defence budgets. All appraisals and assessments
in this regard continue to point towards pegging the defence budget to approximately 3 per cent of the GDP which
would be easily affordable by the nation and provide the
necessary balance to maintain its
march on the path to achieve economic prosperity. Air Chief Marshal
S.P. Tyagi, former Chief of the Indian
Air Force, puts it succinctly, “Even as
the country endeavours to eradicate
poverty and grow financially, one
must keep in mind that no nation has
grown economically without military
backup. In the current world order,
“NO NATION HAS GROWN ECONOMICALLY WITHOUT MILITARY BACKUP. IN THE
CURRENT WORLD ORDER, WEAKLINGS ARE NOT ALLOWED TO PROSPER,
THAT’S A UNIVERSALLY ACCEPTED TRUTH.”
—AIR CHIEF MARSHAL S.P. TYAGI,
FORMER CHIEF OF THE INDIAN AIR FORCE
weaklings are not allowed to prosper, that’s a universally
accepted truth.”
Even though the capital outlay on this year’s defence
budget shows an increase of about 20 per cent, what is actually available for acquisition of military hardware is not
adequate, especially in the light of the inflation of about 6
per cent, combined with escalation in international prices
of weapon systems by about 10 per cent. The marginal increase in the services’ revenue budgets (see table) is even
more depressing as it may not be able to even cater for the
inflation leave alone provisioning for implementation of the
Sixth Pay Commission.
Out of a total of $12 billion (Rs 48,600 crore) approximately in the capital outlay, close to $9.91 billion (Rs 40,135
crore)—air force $4.57 billion, navy $2.83 billion, army $2.51
billion—is available for acquiring equipment hardware by
the three services. This outlay would have to provide for payments/part payments for a large number of ongoing projects
of the three services, such as the C-130, Hawk, AWACS, FRA
and Spyder SAM for the Air Force; Scorpene submarines,
Gorshkov (INS Vikramaditya) and other warships for the
navy; and additional T-90 tanks and much awaited 155 mm
towed and self-propelled guns for the Army. There may be
little left to proceed with new programmes.
One of the major flaws in the system of procurement in
India is the inflexibility in the procedures which invariably
results in large unspent amounts from capital outlays. For8
SP’S AVIATION
Issue 2 • 2008
mer Indian Army Chief General Shankar Roychowdhury
points out: “Procedures for defence procurement and its
connected expenditures still remain in the dark ages of bureaucracy, while the capacities of the private sector remain
shut out of the system. Unless that attitudinal turnaround
commences in earnest during the forthcoming financial
year, increased allocations to the defence budget will be like
pouring water on desert sand.”
Add to this the fact that every major defence deal in the
recent past has acquired the murky hues of a ‘scam’, invariably stalling efforts at defence modernisation and effectively stemming defence expenditure. In 2006-07 more than
Rs 3,000 crore meant for capital acquisitions languished
unutilised. Last year, the surrender amount increased to a
whopping Rs 4,217 crore. “We know that physical outlays
don’t get translated into outcomes and when you consider
this aspect with a below 2 per cent
spending of GDP, you know it is not
a happy auguring,” says Uday Bhaskar, former director of New Delhi’s
Institute for Defence Studies and
Analysis. “They (armed forces) have
a long shopping list and every year
all they have been doing is returning
money as files have not moved,” he
further added.
“UNLESS ATTITUDINAL TURNAROUND COMMENCES IN EARNEST DURING THE
FORTHCOMING FINANCIAL YEAR, INCREASED ALLOCATIONS TO THE DEFENCE
BUDGET WILL BE LIKE POURING WATER ON DESERT SAND.”
—GENERAL SHANKAR ROYCHOWDHURY,
FORMER CHIEF OF THE INDIAN ARMY
On a somewhat similar note, Air Marshal P.K. Mehra,
former Air Officer Commanding-in-Chief of South Western
Air Command, wonders: “There may be some disappointment over the defence allocation going below 2 per cent of
GDP. The focus on increasing the allocation for capital purchases in the defence budget, however, is laudable. But will
it lead to self-reliance is the question?” In his opinion, the
major consideration for defence allocation so far has been
the cost of replacement of equipment but the need of the
hour is to fund a game changing plan for which stage wise
allocations need to be made.
To better utilise unspent money and mitigate hassles
of funds surrender every year, the then Finance Minister
Jaswant Singh under the NDA government had proposed
and created a ‘Defence Fund’ in which the excess amounts
up to a total of Rs 25,000 crore could be parked to cushion
the inevitable slow progress of the defence modernisation
programmes. However, this very thoughtful and progressive initiative was scuttled by the UPA Government citing
absence of constitutional support for such a move. “The
politico/bureaucratic system have become unresponsive,
there is no urgency and they are not looking at defence as
national issue,” Ajay Sahni of New Delhi’s Institute for Conflict Management said. “There is no missionary purpose
anymore.” Might one hope for light at the end of the tunnel
some day? SP
Forum
EXPERTSPEAK - BUDGET
“In real terms,the defence
budget may have remained
static or even declined”
Admiral (Retd) Arun Prakash
A
S EXPECTED, the defence budget for FY 2008-09
crossed the landmark figure of Rs 1 lakh crore after the FM factored in an escalation of about 10
per cent over last year’s estimates. However, this
milestone loses much of its sheen when viewed
pragmatically in the light of some hard realities.
The first significant point is the defence budget’s percentage to GDP. For the first time since 1962, it has fallen
below 2 per cent. Post-Independence, mindset of India’s
political leadership was that expenditure on defence was
a necessary evil, and since there was no threat to the nation, it needed to be curbed as much as possible. The figure,
therefore, hovered around 1.8 per cent of GDP for the first
decade or so, and fell to 1.69 per cent in 1962.
Consequent to India’s humiliating defeat in the brief
Sino-Indian war of 1962, the defence expenditure climbed
to an average of 3.05 per cent GDP for the next 25 years.
Thereafter, it slid gradually to 2.31 per cent at the turn of
the century. Those present at the 2005 Combined Commanders Conference will recall Prime Minister Manmohan
Singh’s remark that if the economy continued on its current
trajectory, he envisaged no impediment to defence allocation hitting the 3 per cent GDP mark. Of course, neither a
general election nor a pay commission hovered on the horizon then. Nevertheless, we need to be extremely wary of
letting our guard down yet again.
From time to time, the pacifist predilections of our political establishment come to the fore, and it appears to them
that peace is about to break out all round India. In recent
memory, it has happened in the early 1990s, and it is possible that our burgeoning trade with China and the turmoil
in Pakistan are luring us into the same trap once again. Our
policy makers must be reminded that building the national
security edifice cannot be a stop-start process, which remains hostage to the vagaries of the annual budget. Above
all, economic prosperity and national security are two sides
of the same coin. Only the short-sighted will imagine that
you can have one without the other.
Secondly, the 10 per cent escalation in the budget which
has taken it over the one lakh crore mark is meaningless so
far as modernisation is concerned because arms vendors
usually hike prices going by this figure or, more often, an-
nually. The Russians have traditionally been the toughest.
They demand very high escalation rates and eventually settle for well above 10 per cent. So, in real terms, the budget
may have remained static or even declined.
Thirdly, although successive versions of the Defence Procurement Procedure (DPP) issued over the past few years
have helped to streamline the painfully slow processes involved in hardware acquisition, the essential problem lies is
that since Independence, the Service Headquarters (SHQs)
have remained segregated and outside the MoD.
At present, any acquisition proposal has to be laboriously processed through four sets of bureaucracies, namely; the SHQ, the Department of Defence, the Department
of Defence (Finance) and, finally, the Ministry of Finance,
before it can be put before the Cabinet Committee on Security for final approval. Each scrutiny is successive and
very often repetitive; queries answered once will often be
repeated by a different set of bureaucrats and must be answered again. This process can take anything from 10 to
18 months or more, and that is why few proposals can be
processed in one financial year, and the MoD is the only
ministry which surrenders large amounts regularly. The
only resolution to end this conundrum is to integrate the
SHQs with the MoD, as has happened in every other democracy. Only then will the Services proposals be formulated, processed and approved with harmony and unison
rather than with acrimony and delay.
Finally, the fact that every major defence deal in the
recent past has become a “scam”, and, therefore, subject
to scrutiny by the CVC or CBI has led to a deadly stasis
setting into the defence modernisation process and hence
in defence expenditure. The irony here is that in each instance, the armed forces have acted in the best interest of
the nation, and good weapon systems have been selected
entirely on merit.
Yet, allegations of kickbacks and middlemen—true
or motivated—have time and again muddied the waters
and jeopardised national security. This stasis will only be
broken when and if the major political parties agree that
national security must remain above politics and that defence procurement projects are taboo as far as election
funding is concerned. SP
Issue 2 • 2008
SP’S AVIATION
9
MILITARY
TOP STORY
“BASED UPON WHAT WE HAVE SEEN,
WE CONTINUE TO BELIEVE WE SUBMITTED
THE MOST CAPABLE, LOWEST RISK,
LOWEST MOST PROBABLE LIFE CYCLE COST
AIRPLANE AS MEASURED AGAINST THE AIR
FORCE’S REQUEST FOR PROPOSAL.”
—JIM MCNERNEY, CHAIRMAN,
PRESIDENT & CEO, BOEING
The
Trans-Atlantic
Tanker War
By
Air Marshal (Retd) B.K. Pandey,
Bangalore
10
SP’S AVIATION
Issue 2 • 2008
MILITARY TOP STORY
EADS bagging the US Air Force’s $40 billion deal for
Flight Refuelling Aircraft has raised a storm of protest and
miffed Boeing IDS.But shutting out the din and brouhaha
brings forth a clearer picture of sound logic.
T
HE RECENT DECISION BY THE US AIR FORCE TO capability to deploy at smaller airfields, low demand for the
AWARD A $40 BILLION (Rs 1,61,680 crore) contract aircraft for commercial use in the face of stiff competition from
for supply of 179 Flight Refuelling Aircraft (FRA) to Airbus and the effort to remain within budgetary constraints of
a consortium of Northrop Grumman and European the customer. Whether or not the Boeing 767 would fully meet
firm EADS North America, has left the world’s sec- with the requirements of the USAF as a tanker was, apparond-largest aerospace and defence contractor Boe- ently, not one of the considerations.
ing IDS bewildered and a deeply divided Congress in
Acting on a suggestion by Boeing, the USAF moved a case
fierce debate. This initial order has the potential to be enlarged in due in 2003 for approval by the Congress to acquire 126 role-modcourse to 500 aircraft worth $100 billion (Rs 4,04,046 crore).
ified Boeing 767 aircraft. Unfortunately, on account of revelaTo an independent observer, an European aerospace major tions of indiscreet conduct of certain individuals in the USAF
supplying aerial refuelling tankers—a vital and critical com- and Boeing, the deal was scrapped. A revised global Request
ponent of air power—to the USAF would appear both illogical for Proposal (RFP) for KC-X to replace the KC-135 was issued
and incongruous. It is, therefore, not surprising that Boeing in December 2006. In response, Boeing submitted a revised
should protest and even ‘demand’ the USAF explain the ratio- bid in April 2007 offering the KC-767 Advanced Tanker (AT)
nale for rejecting their bid. At an investors conference in New based on a newer version of the 767-200 Long Range FreightYork on March 5, Boeing Integrated Defense Systems President er. This aircraft would have a fly-by-wire boom, new wing reand CEO Jim Albaugh explained: “Our view is that the US Air fuelling pods, centre line hose drum, flight deck from the most
Force is buying a more costly and less capable aircraft and is recent model of the Boeing 777 airliner and a remote vision
taking on risk in doing so. We need to be debriefed to under- refuelling system.
stand why our conclusion is different from the air force’s.” A
In response to the RFP, Northrop Grumman-EADS North
couple of days later, soon after it had been debriefed by the America consortium offered the modified Airbus 330-200
USAF, a company statement quoted Vice President and Pro- Multi Role Tanker Transport (MRTT) originally called KC-30,
gram Manager of the KC-767 tanker Mark McGraw as saying: now re-designated as the KC-45A. This has been derived from
“While we are grateful for the timely debriefing, we left the the popular Airbus 330 airliner of which nearly 900 are in serroom with significant concerns about the process in several vice around the world. Compared to this aircraft, the smaller
areas, including program requirements related to capabilities, KC-767 AT would have lower fuel consumption and possibly
cost and risk; evaluation of the bids and the ultimate decision.” would be less expensive to maintain. But it would be more
Finally, on March 10, Boeing announced it would file a formal meaningful to rate the two contenders against yardsticks of efprotest asking the Government Accountability Office to review ficiency and operational attributes. Compared with the Boeing
the decision by the USAF. Jim McNerney, Chairman, President 767, the KC-45A can transport more fuel, has better range, can
and Chief Executive Officer, said: “Based upon what we have refuel more aircraft in a mission and has a significantly higher
seen, we continue to believe we submitted the most capable, airlift capability. It offers better operational flexibility as it can
lowest risk, lowest Most Probable Life Cycle Cost airplane as effectively combine the roles of tanker and troops/cargo carmeasured against the air force’s Request for Proposal.”
rier. A major concern of the USAF was related to the delivery
A derivative of the Boeing 707 airliner, the KC-135 Stra- schedule. Scrutiny of quotations suggested that by 2013, Boetotanker FRA which was developed in the 1950s and is cur- ing had the capacity to deliver only 19 aircraft as compared to
rently in service with USAF, is fast approaching the end of its 49 by Northrop Grumman-EADS North America consortium.
technical life. At best it could be stretched for
In view of the condition of
another decade or two. Also, there is a dethe existing tanker fleet, this
gree of urgency for its replacement to prevent
would have been a considerOn
March
10,
Boeing
erosion of the capability of the US to project
ation of critical importance for
announced it would
combat power across the globe. Boeing had
the customer.
ask the Government
been working on replacement options since
The decision by the USAF
1980. After the production of Boeing 707 was
favouring the Northrop-EADS
Accountability Office
stopped in 1991, the company zeroed in on
North America consortium
to review the decision
the slightly smaller twin engine Boeing 767 as
drew an avalanche of proby the USAF
a suitable airframe for conversion as tanker.
tests from several members of
The offer of the Boeing 767 was based on facthe Congress, especially from
tors such as size (nearly the same as the KCamong the Democrats. Quite
135), better flexibility for the USAF through
suddenly the issue shifted to
Issue 2 • 2008
SP’S AVIATION
11
MILITARY TOP STORY
the political arena and was even inclined to become a subject cal, are being progressively demolished. Lines demarcating
of debate in the US presidential campaign. Support for the deci- ownership of giant conglomerates are increasingly getting
sion came largely from the Republicans with President George blurred with investments from multi-national sources. Today,
W. Bush, Secretary of Defence Robert Gates and the party’s no country or company builds aeroplanes, especially large
nominee for the forthcoming presidential election and former ones, entirely on its own. The KC-45A, too, will have a global
Chairman of the Senate Armed Services Committee, John Mc- supplier base with the power plants and avionics from US
Cain, stoutly backing the decision. The general refrain was that companies, wings from UK and the fuselage from France.
the contract was awarded based on merits and most rigorous Northrop Grumman, a major partner in the consortium, is
selection procedure with complete fairness and transparency. very much an American company of stature being the third
The procedure, which had the backing of statute, was formu- largest in the US aerospace industry. This company will suplated to ensure that the USAF would have the best machine in ply the refuelling apparatus and all other critical or sensitive
the global market and the tax payer would get a cost-effective technologies in the assembly plants which will be located in
solution and good value for money. The aircraft were evaluated the US. As per Northrop Grumman, 60 per cent of the tanker
against nine key performance parameters and the Northrop- will be built in the US and will support 25,000 jobs. In case
EADS North America bid was adjudged better of the two.
the contract had gone to Boeing, once again critical parts of
Arguments put forth by opponents of the deal are founded its tankers would have come from outside the US, from counon a mix of concerns related to national security and prestige, tries such as Canada, UK, Japan and Italy. It goes without
damage to the interests of the US aerospace industry, adverse saying that a higher percentage (assessed as 85 per cent) of
effect on the troubled US economy and loss of jobs at home. the aircraft would have been made in the US in comparison
On the face of it, the arguments are all seemingly potent and with Northrop-EADS North America.
valid. The USAF is being seen as handing over on a platter,
Boeing itself is dependent on foreign sales that account
a high value contract in the regime of
for approximately 40 per cent of its
advanced aerospace technology for the
revenue. It has sold aerial refuelling
manufacture of vital defence equipment
tankers to Japan and Italy, military
Concerns range from
to a foreign company, unmindful of the
transport aircraft to the UK, Canada
national security and
wide range of imperatives involved.
and Australia and combat aircraft to
damage
to
the
interests
Opponents of the deal are crying foul as
friendly nations in South East Asia.
of the US aerospace
high level of expertise, aeronautical exIn 2007, sales to Europe accounted
industry to adverse effect
cellence and experience developed over
for 10 per cent of total revenue and
five decades to build FRA is available in
part of it was through defence sales.
on the troubled economy
abundance with an American company,
Besides, history of global defence
and loss of jobs
Boeing IDS. In the context of the ongorelated industry is replete with exing turmoil in the recession-plagued US
amples of sales programmes involveconomy, it is difficult to reconcile with
ing military equipment across the
the fact that 19,000 American jobs and
Atlantic. So what is different now?
billions of dollars are being given away
As of today, EADS has a strong
to Europe. What is perhaps most gallpresence in the US with over 2,600
ing for many in the corridors of power is the USAF opting to Airbus aircraft in service and on order. In addition, there are a
practically outsource national security to nations who have not large number of other aircraft, including civilian and military
supported the US-led war against terror in Afghanistan and helicopters, from Eurocopter, a company under EADS. While
Iraq and also continue to have close links with Iran. Ironically, lawmakers continue to spar and some could even be preparthe decision comes at a time when an appeal by the US gov- ing to scuttle the deal through denial of funding, optimists
ernment against the European practice of government subsidy see a silver lining. This programme will help create a new
to its aerospace industry is pending disposal with the World aerospace industry belt in the southern parts of the US with
Trade Organisation. The deal, therefore, is perceived to be a suppliers spread across practically all states. As for the $32
compromise to not only American commercial interests but, in billion (Rs 1,29,360 crore) aerospace giant Boeing IDS, this
the long-term, to national security as well.
episode need not be seen a ‘major strategic setback’ as the
There are apprehensions the contract will help EADS break company delivers 450 aircraft annually whereas this contract
into the US market and establish strong industrial presence, would mean work order for a mere 15 additional aircraft per
aggravating competition for domestic players. In one swift year. With the order books full and more work on hand than it
stroke, five decades of Boeing’s track record in the US aero- can cope with, loss of this contract should hardly make a dent
space industry seems to have been rendered meaningless. It in the company’s business model.
is also of concern that through this deal, foreign governments
While the tussle may be rooted in the traditional rivalry becould have influence in a critical area of US national defence. tween the aerospace giants across the Atlantic, political expediIn effect, the billions of US dollars to be transferred to EADS ency in an election year in the US may inspire intervention with
North America in this deal will help strengthen European R&D a protectionist undertone, thereby inviting a backlash from Euand production capability as also provide them an opportunity rope. In the race to extract political mileage, hasty and flawed
to penetrate a sensitive area of US military technology.
decisions could set incorrect precedents such as cancellation,
Arguments in favour of the deal appear equally cogent. In- revision or re-tendering of contract. These may in the long run
dustry, technology and trade are undergoing rapid and exten- prove to be unhealthy and counterproductive for the US and
sive globalisation. Erstwhile barriers, economic or ideologi- only serve to accentuate the divide across the Atlantic. SP
12
SP’S AVIATION
Issue 2 • 2008
MILITARY
UPGRADES
Defying
Constraints
By Air Marshal (Retd) P.K. Mehra
It would be prudent to integrate weapons from both eastern
and western origin when upgrading all IAF fighter fleets
U
pgrade and modernisation of aircraft, an exercise
undertaken by air forces across the world to ensure fleet contemporariness, is easy enough for
nations that design, develop and manufacture the
aircraft. The process, however, assumes tedious
proportions for developing nations dependent on
outright purchase or licensed manufacture. In the past, when aircraft were simple and did not come equipped with complex and
integrated systems, modification of the various individual modules
were stand alone operations. In the modern aircraft, inter relationships between the systems, specially those operating with bus
architecture, upgrade invariably requires assistance of the Original
Equipment Manufacturer (OEM). Acutely aware of this limitation,
the Indian Air Force (IAF) and Hindustan Aeronautics Limited
(HAL) have in the past adopted pre-emptive measures to overcome
the hurdles. Development of DARIN I Jaguar was one step in that
direction, wherein the entire system based on 1553 bus architecture was developed by the IAF’s erstwhile Inertial Integration Organisation (IIO). The learning process gave confidence to IAF and
HAL to undertake DARIN II development and also the MiG-27 upgrade. The participation of HAL and DRDO with the Sukhoi Design
Bureau in the integration of the western avionics on Su-30 MKI
also gave insights to our R&D teams to learn how to integrate systems on foreign aircraft. Design and development of Tejas carried
out indigenously by the ADA will place our industry in a different
league.
PAST AIRCRAFT UPGRADE PROGRAMMES IN INDIA
HAL, along with the IAF, has undertaken some very major modifications driven by the urgent need in the past.
Installation of the Jet Pack on C-119 Packet transport aircraft, fitment of Orpheus engine in HJT-16 in place of the
Viper engine were some of the major
upgrades involving structural rework
on the aircraft. Development of Ajeet
FINALLY ON TRACK: UPGRADE OF THE
MIG-27 SYSTEMS WAS ON THE CARDS
aircraft from the original Folland Gnat
EVEN AT THE TIME OF MANUFACTURE
and designing a two seat version can
AND INDUCTION
arguably be considered somewhere
between new design and an upgrade.
However, these programmes were certainly very bold initiatives by the fledgling Indian aircraft industry.
PLANNING FOR UPGRADE
The Operations branch at the Air HQ is
all the time evaluating the capability of
the fleet vis-à-vis the perceived threat
and the likely future tasks. There are
a number of ways by which the user
is able to identify the need to upgrade
but foremost among them is the effectiveness of the fleet to meet the tasks
as laid down in the War Plans. Conduct
of various exercises and the assessment/inspection by the DG (I&S) helps
the Operations branch in comparing
the fleet with that of the potential adversary. Scanning the development of
Issue 2 • 2008
SP’S AVIATION
13
MILITARY UPGRADES
systems and upgrades in the international defence industry
are also pointers towards the state-of-the-art equipment.
The international exercises with some of the developed air
forces in the last few years have also educated the users
in determining requirements of the systems to make fleets
more capable. Upgrade of the air superiority and multi-role
aircraft needs to be planned keeping in mind the extended
role and the strategic reach required for future tasks.
CONSIDERATIONS FOR AIRCRAFT UPGRADE
There are a few important points, which need to be considered before deciding on fleet upgrade. These are:
• What is the technological status of the aircraft? Avionics systems have grown in importance and complexity
and have equalled or surpassed the airframe or engine in
terms of contribution to mission effectiveness and cost.
• Current Status of the fleet including the balance life of the
aircraft will determine the number of aircraft to be modified.
• Is the aircraft an indigenous manufacture, if not then the
extent of knowledge about the aircraft and the systems will
determine the level of support required from the OEM.
• The extent of modernisation will depend upon the age of
the fleet, its technological status as compared to the state
of art, operational utilisation, threat perception, status of
the potential adversary etc.
• Are there any other friendly foreign countries who would
like to join in the development programme?
• Any other upgrade programmes going on so that commonality of systems and equipment need to be factored in?
• Decision to undertake up gradation indigenously will depend upon the in house expertise available with the design
and development agencies.
• In case the upgrade involves changes in the airframe struc-
•
•
•
ture and extension of life of aircraft then availability of the
design data is essential or the data through a lead aircraft
needs to be generated for life extension fixes.
Integration of major systems like multi-mode radar and
new weapon systems can be achieved only with help from
the OEMs of both aircraft, radar and weapon system.
Availability of a simulator and the possibility of its upgrade or build a new one to make it suitable for the upgraded aircraft.
Obsolescence always leads to lower MTBF and higher
MTTR. The target MTBF and MTTR should be determined
and included in the contract after an analysis of the equipment being installed and its role in Operational scenario.
This penal contract should be binding to all vendors including indigenous developers of equipment.
FIGHTER UPGRADE PROGRAMMES
The IAF has embarked upon major upgrades of its various
aircraft in order to retain capability even when the total
numbers are reducing. Following fighter fleets are either
planned or are undergoing upgrades. These are:
•
•
•
•
•
MiG-27 upgrade
DARIN II on Jaguar
ELTA radar on Maritime Jaguar
MiG-29 upgrade
Mirage-2000 upgrade SP
Note: This article discusses at length
the details of the MiG-27 upgrade.
The next issue of SP’s Aviation
will carry full details and holistic
coverage of other fighter programmes
and various ongoing upgrade efforts.
MiG-27 upgrade
U
pgrade of the MiG-27 systems was on the cards even at the time of manufacture and induction. It was well known that the avionics systems and the EW systems would need to be upgraded even as part of the phased improvements during manufacture.
The success of the DARIN programme on Jaguar was the key to this thought process. The MiG-27 upgrade has been undertaken by HAL Design Bureau at Ozar along with extensive help from DRDO labs like DARE. The avionics have been integrated
through a Mil Bus architecture using the Core Avionics Computer cum Display processors and other interfaces developed by DARE at
ADE Bangalore. The capabilities of the aircraft have been enhanced by the incorporation of modern avionics systems consisting primarily of two Multi-Function Displays (MFDs), Mission and Display Processor (MDP), Ring Laser Gyros (RLG INS), combined GPS/GLONASS
navigation, HUD with UFCP, Digital Map Generator (DMG), jam-resistant Secured Communication, Stand-by UHF communication, Data
link and a comprehensive Electronic Warfare (EW) Suite. A mission planning and retrieval facility, VTR and HUD Camera has also been
fitted. The aircraft will retain stand-by (conventional) instrumentation, including artificial horizon, altimeter and airspeed indicator, to
cater for the failure of HUD and the MFDs. HAL (Hyderabad Division) systems being installed are Secured Communication System INCOM-1210A, Radio altimeter RAM-1701A, 1FF- 1410A and Stand-by UHF Communication System COM-1150A. The display symbology
will be common with that in other aircraft like Su-30 MKI and Jaguar in order to ease training and conversion. Regarding weapons,
the existing Weapon Control System has been retained, but a new weapon interface box has been developed for the integration of new
weapons. Besides the existing conventional weapons, the upgraded MiG-27 will be capable of launching new weapons such as 1000 lb
laser guided bombs.
The airframe modifications during the upgrade were mainly internal for installing the new systems. The modification for in flight
refuelling has apparently been dropped may be due to the complexities of CG control and the additional plumbing. The aero-engine
R-29 has already undergone modifications after a series of failures of turbine and compressor blades in the past. In fact engine was a
major concern during the decision making process but an alternate engine, if available, would have involved major airframe modifications. There is no change in the external weapons load carrying capability but there is a phenomenal improvement in the accuracy,
which has been proven in the exercises and the gunnery meets. The carriage of PGMs will bring about a huge improvement in the fleet
effectiveness especially for night operations.
This upgrade programme, although successful, faced a lot of delays during decision making primarily to identify the system integrator among the various agencies who wanted to show case their superiority. SP
14
SP’S AVIATION
Issue 2 • 2008
MILITARY
INDUSTRY FACE TO FACE
‘Elettronica ready
to transfer technology of
high-end EW systems’
SP’s: What do you expect will be the key
changes and cornerstones of the future
market?
Enzo Benigni (EB): Elettronica has
gained its rightful position without
resting on its achievements, both in
terms of product range and market acquisition. Looking ahead is an intrinsic
feature of our company’s DNA and, as a
consequence of this attitude Elettronica
is ever more alert to any sign of change.
The market is beginning to seek, at an
increasing pace, products that find
applications not just for military purposes but also in homeland security,
primarily exploiting dual-technology
developments. Our attention is essentially focused on developing industrial
collaborations in the target countries
of the defence market, without which
business opportunities would drastically dwindle.
SP’s: Which are the market segments
that attract your interest and which ones
do you expect will be forthcoming?
EB: The most valuable markets are
those represented by the Middle and
Far East countries in which Elettronica
is making a major effort to ensure continuous presence. However, one should
not overlook two of the largest potential
markets: Russia (a major platform manufacturer) and India (a leading democratic country playing an important role
in the East Asian defence strategy). In
both these countries, the European defence industry, especially the Electronic
Warfare (EW) segment, has up to now,
and for various reasons, bestowed little
attention. Adopting different strategies,
Elettronica’s objective is to pursue successful business relations with both
these countries.
SP’s: Participation in international exhibitions enables companies to establish
direct contact and confrontation with
the market. What prompted you to take
part in Defexpo 2008?
EB: Elettronica has always been convinced that participating in international exhibitions yields benefits both in
terms of company prestige and contact
opportunities due to the presence of potential customers and other concerns.
This issue has, in recent years, received foremost attention and a special department—the Corporate Image
and Communication unit— has been
setup to, among other duties manage
Elettronica’s participation in international fairs and exhibitions. India belongs to the new entries in which our
company is promoting its military procurement policy. Elettronica is already
active in this country and Defexpo 2008
will certainly represent a unique opportunity to promulgate the company’s
trademark.
SP’s: Your interest in India matches
your teaming-up strategy at the international level. Within this framework,
do you believe this could lead to future
partnerships in the Asiatic region?
EB: As already mentioned, the Asiatic
market is one of the most interesting areas from our point of view. Elettronica
has already established JVs with several Indian companies and is negotiating with some local leading concerns to
implement industrial cooperation models that have already been proven elsewhere. We are ready to transfer technologies for the production of highly
advanced EW systems.
SP’s: Elettronica is engaged in commercial relations all over the world with a
sales record of 2,500 items. What are
the products you will be focusing on for
the Asiatic market to extend your market hold?
EB: Elettronica’s winning products both
for military end users and industrial
partnerships are basically contained
in the radar EW sector, in which the
President of Elettronica
S.p.A. Enzo Benigni in
a conversation with SP’s
outlines his company’s
ambitious plans for the
Indian defence market
company has witnessed a renewed interest, gaining the fourth world position. However, following the increase
in the volume of business in the sector
and the need for product diversification, Elettronica has in recent years reviewed its interest in the Electro-Optical
and Communication EW sectors, also
prompted by the successful outcome of
several industrial collaborations. As a
consequence, Elettronica can now propose unique state-of-the-art solutions.
SP’s: Considering your long standing
experience in the production of defence
technologies, there are certain to be key
components of which you are particularly proud of. Which is the most important one?
EB: Undoubtedly, the fully solid-state
jammer, based on a Linear and Planar
Phased Array Antenna, featuring a retrodirective reciprocal architecture and
latest generation DRFM driver to ensure a coherent response. Developed
by Elettronica, this type of architecture
also allows the implementation of very
special and highly effective jamming
programmes, such as Wave Front Distortion and Cross-Polarization. SP
Issue 2 • 2008
SP’S AVIATION
15
BUSINESS AVIATION
C O V E R
S T O R Y
CIVIL
SENSE
&
S a v i n g s
PHOTOGRAPH: DASSAULT
By
Alan Peaford, London
As global travel becomes increasingly
tedious with all the hassles posed by
elaborate security checks and airport
transfers, the business jet has emerged
a far more attractive option
16
SP’S AVIATION
Issue 2 • 2008
TECHNOLOGICAL SUPPORT: DASSAULT
AVIATION’S 7X (SEEN HERE IN FLIGHT)
IS THE FIRST FLY-BY-WIRE BUSINESS
JET, PROOF THAT BUSINESS AVIATION
IS AT THE SHARP END OF CIVIL
AVIATION TECHNOLOGY
Issue 2 • 2008
SP’S AVIATION
16
O
PHOTOGRAPHS: A PEAFORD (UNLESS STATED OTHERWISE
PHOTOGRAPH: AERION
CIVIL BUSINESS AVIATION
ne of the world’s
richest
men
knows
something about business jets. When
he was merely
a multi-millionaire,
Warren
Buffet
bought
his first jet and
immediately christened it ‘The Indefensible’, aware that the whole idea of a corporate airplane with its associate costs would
have shareholders turning in the aisles
at the annual general meeting. The latest
Buffet purchase, a Gulfstream, has a new
name. It is called ‘The Indispensable’—and
the now multi-billionaire believes the use
of the business jet played a key role in consolidating his business and fortune.
Earlier, Buffet had admitted it was
one of his few indulgences. Subsequently, what elevated the business jet
from a luxury toy to what is increasingly seen as a vital corporate tool? In the US, hundreds of Fortune 500 companies
now flaunt their own aircraft, with companies arguing that
this vital conveyance saves time and boosts productivity. A
recent CNN report quoted David Savile, CEO of charter company Air Partner, as saying: “Private jets have this appearance of being affluent and full of fat cats and celebrities. But
our experience is actually the opposite. These are practical
business tools and are used by lots of people. Some of the
bigger private jets now in operation even have boardrooms
where meetings can be conducted in-flight.” With a price tag
ranging from around $2 million (Rs 8 crore) for a light jet
to more than $70 million (Rs 284 crore) for a larger business jet, the cost cannot always be justified. But business
manufacturers and charter companies are developing more
and more solutions as
SPREADING AWARENESS:
the rest of the world folBOMBARDIER’S CHALLENGER IS
lows the American lead
FREQUENTLY SEEN ON THE RAMPS
on business aviation.
OF AIRPORTS IN THE MIDDLE EAST
AND ASIA AS ONE OF THE MOST
India, with its greater
POPULAR LARGE CABIN AIRCRAFT
number of millionaires
TO OPERATE IN THE REGION
than anywhere else in
TIME IS MONEY: AERION CORPORATION
IS WORKING ON THE SSBJ CONCEPT
Asia and record numbers
CLAIMING EVEN FASTER TRAVEL
of aspiring graduates and
BETWEEN DESTINATIONS. NEW YORK
entrepreneurs, is a poTO PARIS, FOR INSTANCE, IN JUST
ABOUT FOUR HOURS.
tentially huge market for
business aircraft makers.
Options such as fractional ownership (where a buyer invests in a proportion of a
plane and pays for a share of its maintenance and management) are taking hold. No surprise that the company taking
the lead around the world with this idea is Netjets, owned
in part by Warren Buffet, who loved the concept so much
he bought the company. “It is an expensive proposition, no
question about it, but there are rewards in terms of control
of one’s time,” says former Netjets CEO Bill Boyster. “Who
you travel with and when you travel (is important). The privacy and security in which you travel does make (business
jets) a reasonable value equation.”
As global travel becomes increasingly tedious with all
the extra security and difficulties posed by airport transfers, the business jet option becomes far more attractive.
It makes even more sense when travelling across Asia as
point-to-point commercial flights are still not robust enough
to suit a busy businessman’s schedule.
Gary Anzalone of Aero Toy Store, a private jet sales firm based in Florida, says
the trouble at airports has boosted the jet
market and businessmen are finding the
benefits straight away. “With the scrutiny
of travelling through the airlines right
now, where a businessman might take
seven days to hit seven cities, with access
to a private aircraft he can hit seven cities
in two days,” Anzalone says.
According to latest estimates, more
than 10,000 companies operate business
aircraft in the US and nearly 3,000 in Europe. All have had to go through the same
justification process.
Issue 2 • 2008
SP’S AVIATION
17
•
•
What is my time really worth?
How can others within the company
benefit from the aircraft?
• What are the opportunity costs associated with company travel?
• What are the intangibles associated with business travel?
The ability to capitalise on
some form of competitive advantage, to follow through on a bright
idea, is what separates the winners from the losers. Often, this
requires swift, decisive action
and getting there “first with the
most”. In other words, getting to
“SOME OF THE
BIGGER PRIVATE JETS NOW
IN OPERATION EVEN HAVE
BOARDROOMS WHERE MEETINGS
CAN BE CONDUCTED IN-FLIGHT.”
—DAVID SAVILE, CEO,
AIR PARTNER
“WE ARE WORKING HARD IN THE GULF TO GIVE OPERATORS
GREATER FREEDOM. WE NEED THAT TO HAPPEN IN INDIA.”
—ALI AL NAQBI, FOUNDING CHAIRMAN,
MIDDLE EAST BUSINESS ASSOCIATION
especially if you are far away from airports
served by airlines. Time saved during travel
can be measured. Other desirable features of
using company aircraft are not so clear, but
they may be equally if not more important than what can be measured.
Among the most notable difference
between airline travel and availing
one’s own aircraft is the hassle factor.
While difficult to define in their entirety, the hassles associated with airline
travel are many and varied—waiting
in queues, lots of them; delays, cancellations, reroutes and being stranded in
the middle of nowhere. Perhaps more
“OUR CUSTOMERS ARE TALKING ABOUT BEING ABLE TO SAVE UP
TO 30 PER CENT ON STANDARD CHARTER COSTS.”
—ROGER WHYTE, INTERNATIONAL SALES DIRECTOR,
CESSNA AIRCRAFT CORPORATION
“AS WEALTH GROWS, THE DEMAND FOR PRIVATE AVIATION
SERVICES WILL RISE DRAMATICALLY IN ASIA.”
—BALA RAMAMOORTHY,
FOUNDER AND MANAGING DIRECTOR, BJETS
a customer with an idea before
others do, cementing a relationship, allaying fears and making
an offer that can’t be refused. Trying to achieve this via the
airlines may not be the best use of company executives’ time,
18
SP’S AVIATION
Issue 2 • 2008
important is the uncertainty of the
process, the unpleasant surprises
that await the unwary traveller at
every turn. The time spent waiting is not very productive,
either. The time spent enduring the airline experience is es-
sentially time lost, often triggering frustration and stress. We prized features of the corporate environment. Attempting to
are out of control; the airlines control our destiny for the work on or discuss confidential company material at any
entire period, if in fact they are actually in control. “Business time during airline travel is chancy at best.
aircraft return control of our travel schedules to us,” says
John Sheehan, President of Professional Aviation Inc.,
Anzalone. “Since most of us like to think we are in control of a company that assists corporate flight departments with
our future, the business aircraft provides us with the ability safety, management, and training issues, says there are
to schedule our trips when we wish. We don’t have to wait some easy questions to ask when a company is considering
until tomorrow or until a seat is available; our one-airplane purchasing or chartering a business aircraft:
airline is ready when we wish.”
• Is the company’s financial position sufficiently healthy to
Stress associated with the travel process applies to any
support the operation of a business aircraft?
type of travel, not just airlines. But stress associated with
• Is all the potential travel necessary to increased company
travel comes in several degrees, and it is associated with
success?
the degree of control that we have
•
Can I travel enough to justify a comover the process. Airline travel propany aircraft?
vides only minimum levels of in•
Is this really a business decision not
Granted, there are
formation and control; piloting our
unduly influenced by my ego or personal defrustrations associated
own aircraft provides the ultimate
sires?
with flying business
level of control. Granted, there are
“Lots of people fly an aircraft for
aircraft, yet the passengers business purposes, some for the right
frustrations associated with flying
are better informed
business aircraft, yet the passenreasons and some for questionable
gers are better informed and have
reasons. Justifying the operation of a
and have options, and,
options, and, therefore, tend to be
business aircraft should be subject to a
therefore, tend to be less
less perturbed.
number of objective and subjective inperturbed
Many corporate users point to
quiries. Make them wisely and enjoy the
security—not just of the person—
experience,” he says.
but of information, too. Security,
Business
Aircraft
Associations
privacy and confidentiality are all
around the world are bringing together
It’s as if we read the minds of
India’s business leaders. In many ways, we did.
Some Citation business jets are so perfectly suited to doing business in India,
it’s as if they were created specifically for that purpose. Here’s why: Every
Citation is based on what customers tell us they need. Those customers
come from all over the world, but they all have three things in common:
They are poised on the brink of a major breakthrough in the growth of their
business. They are seeing opportunities like never before. And they are
looking for the undeniably best way to seize them. Their answer can be your
answer – the best-selling business jets and propeller aircraft in the world. For
a free, no-obligation analysis of what a Citation business jet can do for your
company call Mike McGreevy at 971.4.295.4822 or visit Citation.Cessna.com.
Cessna Aircraft
Sure Thing®
Issue 2 • 2008
SP’S AVIATION
19
the charter operators, the manufacturers and the users. The
National Business Aviation Association (NBAA) of the US is
the largest and has spent years monitoring and promoting
the use of business aircraft. “You have the flexibility of ac-
READ THE BOTTOMLINE
Addressing last year’s Asian business aviation show ABACE, John
Sullivan, Director, Worldwide Security & Corporate Flight Operations for
American multinational Texas Instruments Inc., outlined real savings
that are made on even the shortest trips.
Destination Distance
Total Savings
Under 500 miles
3 hours and 56 minutes per round trip
500 to 1,500 miles
Over 1,500 miles
He also outlined benefits that can influence profit margin growth, including:
•
•
•
•
•
•
•
•
•
•
•
•
20
Employee time saving
Accelerated transaction rates
Decreased trip expenses
Offset commercial airfares and shipping and mail expenses
Decrease employee replacement costs
Offset costs through charter revenue
Reduced turnover
Reduced staffing levels
Increase customer base
Improve customer relationships
Improve risk management
Protect intellectual property
SP’S AVIATION
Issue 2 • 2008
cess to thousands
A COMBINATION OF COMFORT & RANGE:
GULFSTREAM’S G550 IS AN UBIQUITOUS
more
airports
FLAGSHIP OF COMFORT AND RANGE.
around the world,
THE UNIQUE OVAL WINDOWS GIVE
thus you can choose
THE CABIN AMPLE NATURAL LIGHTING
TO INCREASE PRODUCTIVITY,
an airport close to
OR SIMPLY AID COMFORT.
your end destination rather than the
airports served by
commercial airlines,” says Ed Bolen, President & CEO of
NBAA. “Use of a business aircraft will enable you to organise your travel requirements conveniently around meeting
timetables rather than scheduled flight times, thus helping
you to achieve significant management time savings. Less
time spent in airport terminals and check-ins augment the
time available for productive use. Added to these benefits
is the security of your own private flying office or meeting
room and the safety of business air travel.”
A US study found business aircraft operating organisations earned 146 per cent more in cumulative returns than
non-business aircraft operators. Furthermore, on a return
to shareholder basis, business aircraft operators returned
343 per cent to their shareholders between 1996 and 1999
versus 177 per cent for non-operators.
Smaller businesses are proving the point, too. Richard Thalheimer, Founder of Sharper Image, the specialty
retailer, outlines the numbers for the time he and his colleagues spend in a company jet: a Cessna Citation Excel
that seats seven and has a range of 2,175 miles. “It might
cost a smidgeon more than it would to fly commercial,” he
reasons, “but when you’ve got an executive on board who’s
earning $100,000 (Rs 40 lakh), along with a senior vicepresident of merchandising who’s earning $250,000 (Rs 1
crore) and another executive who’s earning $750,000 (Rs 3
crore) and me who’s earning almost $1 million (Rs 4 crore),
ACCRUING BENEFITS
SAVING EMPLOYEE TIME: Business aircraft
can be flown non-stop between airports
close to where people want to go without
the delays of main terminal hubs.
INCREASING PRODUCTIVITY EN-ROUTE: Rather
than write off traveling time as lost, studies
have shown productivity on business aircraft is actually higher than in the office.
EFFICIENT, RELIABLE SCHEDULING: The near
total flexibility inherent in business aircraft
is a powerful asset. Business determines
the schedule - not the airlines.
REDUCE HOURS AWAY FROM HOME: Both businesses and the individual benefit when
family time is not lost to non-productive
travel.
you put us all on an airplane together and
calculate what it costs to have us all lose a
day flying commercial, the numbers start to
make sense.” Thalheimer is one of a growing number of users of block charterers.
His company buys 25 hours of use of the
Citation at a fixed price and the aircraft is
available when they need it throughout the year.
Bala Ramamoorthy, Founder and Managing Director of BJETS, says his
charter company based in Mumbai and Singapore will “provide a new benchmark for private aviation services. There is an acute shortage of these services in Asia and as wealth continues to grow in the region, we believe that
the demand will continue to increase dramatically”. With the introduction of
smaller aircraft, such as the Very Light Jets like the Eclipse 500 and the Citation Mustang as well as the anticipated entry into service of the Brazilian made
Phenom 100 next year, there are opportunities for charterers to bring access to
business jet flying even closer to the middle class businessmen. “Our customers are talking about being able to save up to 30 per cent on standard charter
costs,” says Roger Whyte, International Sales Director of Cessna. “Introduction
of the Mustang to the market means business aircraft travel is more accessible
than ever before.” In the US, air taxis have begun operating as more people get
used to the idea of flying to where they need to go directly. In Europe, the clock
charter business is becoming more popular. In Russia and the Pacific Rim,
direct ownership is more popular, often because culturally it is unacceptable
to share one’s airplane.
One of the challenges delaying the growth of business aviation throughout
Asia is the problem of flight clearance for private flights. “It can take up to
seven days to get clearance to fly from India to the Middle East,” said Ali al
Naqbi, Founding Chairman of the Middle East Business Association. “We are
working hard in the Gulf to get countries to recognise the value of business
aviation and to give the operators greater freedom. We need that to happen in
India and elsewhere in Asia.” SP
CONFIDENTIALITY ASSURED:
AT THE TOP END OF THE MARKET,
THE BOEING BUSINESS JET PROVIDES
A BOARDROOM FOR TOP EXECUTIVES
AND COMPANY CEOS TO HOLD OFFICIAL
DISCUSSIONS WITHOUT BEING OVERHEARD
ENSURING INDUSTRIAL SECURITY: Use of business aircraft reduces travel visibility and
eliminates unwanted and unnecessary
conversations and interruptions.
HIGH PERSONAL SAFETY: Turbine powered
business aircraft flown by professional
crews have a safety record comparable or
even better than that of the largest scheduled air lines.
INCREASING ENTERPRISE: Business aircraft
allow opportunities especially those in remote regions to be more readily considered
and acted upon. Studies have put access
to business aviation in the top three drivers for business relocation decisions.
PROJECTING A POSITIVE CORPORATE IMAGE:
Using a business aircraft shows a company
to be progressive with a keen interest in
efficient time management and high levels
of productivity. SP
Issue 2 • 2008
SP’S AVIATION
21
DIPLOMACY
US OFFICIAL VISIT
Hope
&
CAUTION
I
ndia’s expansive military modernisation programme and the
proposed civilian nuclear deal with the US hogged the limelight during US Defence Secretary Robert M. Gates’ maiden
two-day visit to India in February. Issuing a reminder to India to accelerate efforts to seal the proposed 123 agreement, Gates
pointed out that “the clock is ticking in terms of how much time is
available to get all the different aspects of this agreement implemented”.
Emphasising that the agreement serves the best interests
of both countries and that it “has positive global consequences, as well”, Gates said, “The real key is providing time for our
Senate to ratify the final arrangements. And with this being
an election year, there is an open question about how long the
senate will be in session beyond this summer.”
The secretary expressed appreciation with India’s move to
purchase six C-130J Hercules
aircraft from Lockheed Martin.
“One of the virtues of the C-130
sale is that it gives us an opportunity to demonstrate not only the
quality of our equipment, but the
quality of the service and maintenance and follow-on activities
that go with these sales. So we’re
very encouraged, (but) we’re at
the beginning of this process,”
Gates said. The US, he stressed,
is eager to bid for contract for
126 Medium Multi-Role Combat Aircraft for the country’s air force. The deal, estimated
at about $10 billion (Rs 40,000 crore), is being touted as the
world’s largest single external defence procurement in history. “I indicated that we obviously are interested and believe
we are very competitive in the selection of the new fighter.”
India has several billion-dollar deals in the works, and Gates
said he would like to see defence trade expand between the
two countries. “We’re not looking for quick results or big
leaps forward, but rather a steady expansion of this relationship that leaves everybody comfortable.”
Questioned about Washington’s plans for Asia at a time
when China is also strengthening its ties in the region, the
secretary said that the US relationship with India is not influ-
enced by India’s neighbour on the eastern border. “I don’t see
our improving military relationships in the region in the context of any other country, including China,” Gates said. “These
expanding relationships don’t necessarily have to be directed
to anybody. They are a set of bilateral relationships that are
aimed at improving our coordination and the closeness of our
relationships for a variety of reasons, including those that I’ve
just indicated.”
While the secretary did not discuss any new joint exercises between the two country’s militaries, he did discuss details of a logistics agreement that would allow expansion of
military-to-military relationship. The agreement is largely administrative in nature, detailing how the countries reimburse
each other for expenses, such as fuel, during training.
Complimenting the government’s efforts in Afghanistan,
Gates said India spends around
$800 million (Rs 3,230 crore) in
economic and civic reconstruction efforts there. He, however,
clarified that the subject of increasing India’s contribution
there did not come up in the
meetings. Referring to missile
defence, Gates said talks on the
subject are in “very early stage”
and that they focused on conducting a joint analysis of what
India’s missile defence needs are
and how the US could cooperate.
During the visit, the secretary met with Defence Minister
A.K. Antony and External Affairs Minister Pranab Mukherjee,
Prime Minister Dr Manmohan Singh and members of Parliament. Later, Gates said the discussions were positive and
likeminded. “I encountered only enthusiasm in all of the leaders here I talked to,” he said. “I think they see it as we do—a
long-term enterprise by two sovereign states. We are mindful
of India’s long tradition of non-alignment and are respectful
of that, but I think there are a lot of opportunities to expand
on this relationship, and I think that was the feeling on the
part of the Indian leaders that I met with, as well.” SP
(Courtesy: US Department of Defence)
Goodwill punctuated by
optimism towards removing
hurdles to consolidate long-term
relations marked US Defence
Secretary Robert M. Gates’
maiden two-day visit to
India in February
22
SP’S AVIATION
Issue 2 • 2008
PHOTOGRAPHS: SHARAD SAXENA
MILITARY
TRAINING
Hawks
Arrive in India
By Our Special Correspondent, Bidar
H
eads shot up and necks craned as a collective
gasp greeted the awe-inspiring sight of five
Hawks taxiing out and soaring in perfect sync.
The next few minutes flew past as the trainer
aircraft led by HPT-32 with Chetak helicopters,
AN-32 and Dorniers followed by Kiran jet trainers in Vic formations enthralled the gathering with daredevil
manoeuvrings. Amid thunderous applause, the quintet swooped
down as if in salute to Defence Minister A.K. Antony. It was February 23 and Antony was Chief Guest at the induction ceremony of
the Hawk 132 at Air Force Station Bidar in north Karnataka.
In his speech, the Defence Minister assured: “The Government of India will ensure that cutting edge technology
is available to our armed forces. Funds will not come in
the way of IAF modernisation plans.” Present in the audience were the Chief of the Air Staff, Air Chief Marshal Fali
Homi Major, Principal Staff Officers from the Air HQ, senior
officers from HQ Training Command, AOC and Air Warriors
of Bidar air base and several retired IAF officers. Among
the special invitees at the three-hour programme was the
British High Commissioner, Sir Richard Stagg, besides top
ranking officials from BAE Systems and Rolls Royce and
senior officers from Hindustan Aeronautics Limited (HAL)
and the Military Engineering Service.
BAE Systems will directly supply 24 Hawks to the Indian
Air Force (IAF) while an additional 42 will be produced under licence by the Hindustan
Aeronautics Limited (HAL).
DEFENCE MINISTER A.K. ANTONY
The air force is likely to bid
RELEASES A COMMEMORATIVE
for and get an additional 40
COVER ON THE OCCASION
Hawks from HAL for establishing a second Hawk training base in the eastern part of
the country. For now, Air Force
Station Bidar is fully geared
up for the Hawk Operational
Training Squadron (HOTS) to
commence its training routine
from June 2008. Both the runways have been extended to
the standard length of 9,000
ft. The entire airfield complex
has been upgraded with the
construction of a new 113 m
by 48 m hangar, an armament
centre, a propulsion engineering bay, and mechanical and
Induction of the Hawk 132
heralds a new era in the IAF’s
flying training history and the
ceremony was conducted to
martial tunes composed especially
for the momentous occasion
electronic centres. All technical personnel for HOTS will
be trained at the newly established Hawk training school.
A new air traffic control is under construction and in the
pipeline are plans to acquire the latest navigational aids.
Powered by the Rolls Royce MK-871 Adour turbofan engine, the Hawk can achieve speeds of up to 1,050 kmph or
Mach 1.2 with a service ceiling of nearly 15 km altitude.
The Hawk 132 will enable trainee fighter pilots of the IAF
to transit from the basic jet trainer Kiran Mk1/1A to frontline fighters like Su-30MKI, MiG-29, MiG-21 Bison, Jaguar
and Mirage 2000. It has four hard points under wing and
two on wing tips to carry under wing fuel drop tanks, rockets, missiles, practice bombs and under fuselage gun pods.
Its glass cockpit with head up display, hands on throttle
and stick controls and weapon aiming system will enable
pilots carry out all advanced manoeuvres and weapon
firing. In a contingency the
Hawk 132 can be operationally employed.
Induction of the Hawk 132
heralds a new era in the IAF’s
flying training history and the
ceremony was conducted to
martial tunes, composed especially for the momentous occasion, and played by the Air
Warrior Symphony Orchestra. On an apt note, the finale
was a breathtaking display of
precision formation flying by
the world famous Surya Kiran
Aerobatic Team who are also
based in Bidar. SP
Issue 2 • 2008
SP’S AVIATION
23
SHOW REPORT
SINGAPORE AIRSHOW ’08
Split SIZE
to
By Phil Nasskau,
Singapore
The new purpose built venue next to Changi
Airport is good, secure and an excellent stage
for aircraft display. Unfortunately, not that many
were on display, but those that were, made for
an impressive backdrop to the activities.
D
epending on the
individual’s point
of view, it was for
the first or the
11th time that
the
Singapore
Airshow opened its doors this
year. Held in February every two
years, the event has historically been the cornerstone event
for the Asian aerospace industry since the 1980s. Two years
ago, however, amid rumours of a dispute the key partners
split—Reed Exhibitions took its Asian Aerospace brand to
Hong Kong (see SP’s Aviation 5/2007) and the Singapore government launched the Singapore Airshow at a new purpose
built site next to Changi Airport. The venue encompassed a
40,000 sq m air-conditioned exhibition hall and a 100,000 sq
m area for static display of aircraft, besides 100 Chalets.
For the bemused industry, already straining under the
weight of too many shows, it became somewhat of a choice.
Do they stick with the traditional location, or the traditional
organisers? Hong Kong promised access to China (and indeed delivered with a splendid congress and exhibition) but
Singapore provided several elements that Asian Aerospace
could not: defence equipment and a flying display. Putting to
rest apprehensions, both shows went on to succeed, albeit on
a scale smaller than the previous major event. Only time will
tell whether the two events, albeit with very distinct characteristics, will survive in the long run.
In a half-hearted attempt, Singapore show organiser Jimmy Lau laid claims to the number three position in the world
but amended that to the largest show “this year, so far”. On
paper, it is firmly behind Paris, Farnborough and Dubai in
terms of exhibitors and trade visitors. Undeniably, the Singapore Airshow generated phenomenal interest, underscoring the fact that Asia is the fastest growing aviation market
and Singapore has grown as the aviation maintenance hub
in this region. Participation by over 800 companies from 42
countries and high level government, military and industry
delegations from 30 countries underlined the popularity of
this event. The new venue is good, secure and an excellent
24
SP’S AVIATION
Issue 2 • 2008
stage for aircraft display. Unfortunately, not that many were
on display, but those that were, made for an impressive backdrop to the activities. Further, a slew of announcements and
updates criss-crossed all the aerospace sectors.
Inaugurating the show at a simple and elegant ceremony,
Prime Minister Lee Hsien Loong observed that China and India would lead the demand for air travel in the region and a
10 per cent growth would be maintained in aviation services
by Singapore in 2007.
BUSINESS AVIATION
Business Aviation was not taking a side-step at the Singapore
show—indeed the static park was positively filled with business aircraft, proof that the sector was booming in the region.
The show also broke the record for the single largest business
jet order in the region: start-up fractional operator BJETS ordered 50 new business jets in an effort to become Asia’s first
dedicated fractional, block charter and aircraft management
company. The order, valued around $600 million (Rs 2,427
crore), covers 20 Cessna Citation CJ2+ jets and 20 Hawker
Beechcraft 850XP and 900XPs with options for a further
10. Headquartered in Singapore, the company is set to take
delivery of its first aircraft sometime in March, with operations starting in the second quarter of this year. A total of 15
aircraft is expected to be delivered by the end of the year.
Founder and Managing Director Bala Ramamoorthy said
BJETS will “provide a new benchmark for private aviation
services. There is an acute shortage of these services in Asia
and as wealth continues to grow in the region, we believe that
the demand will continue to increase dramatically”.
“BJETS will have the biggest fleet of private jets in Asia in
its very first year of operations,” added Chief Executive Mark
PHOTOGRAPHS: RATAN SONAL
SHOW REPORT SINGAPORE AIRSHOW ’08
Baier. “There are no dedicated business jet fleets in Asia, and
Epic aircraft also announced selection of Honeywell’s
what we provide is guaranteed availability for our customers. TPE331-10A for its newest aircraft, the Escape. The Escape
It is something the region direly needs and we believe that is a 92 per cent scale version of the LT and will have 940shp
our model can be very successful.” The aircraft will be reg- with 1,800nm range and 360kt cruise speed.
istered in India and based at Singapore’s Seletar Aerospace
Park and Mumbai. Baier believes services will mainly be be- AIR TRANSPORT
tween India and Southeast Asia.
Singapore continued the age-old tradition of Airbus and
Cessna also confirmed an order for 20 172 Skyhawks to Boeing spats—how could it be an air show without these
India’s Chimes Aviation for its aviation academies in Mad- two giants? Airbus was positively gleeful about the 787 dehya Pradesh and an as yet unnamed location. Eleven of the lays and Airbus’ Chief Salesman John Leahy again hinted at
aircraft will be delivered immediately and the remainder, an ultra-long range version of the A350XWB, the -900. Yet,
the diesel version, will be delivered before the academy of- despite Boeing’s protracted delays to the 787 programme, it
ficially opens in October. Coupled with an order for six ad- is still going to be the first to market.
ditional Grand Caravans to Indonesia’s Susi Air, six model
The air transport sector was far from quiet with orders
206Bs will be delivered in 2009 and 2010. Susi already op- and also updates on the latest widebodies in development.
erates eight Caravans and has two more scheduled for deliv- Boeing is considering suspending work on the 787-3 shortery this quarter. Eurocopter delivered an EC155 at the show haul variant of the delayed twinjet. A 787 programme source
to Indonesia Air Transport.
said the delay in development of the -3 “may be a precursor
AgustaWestland was not hovering around with the ap- for the cancellation. Regardless we’re stopping work on it”.
pointment of King Express Group as its official distributor The source added that the short range -3, “being developed
in Hong Kong and Macau, coupled with an initial order of simultaneously with the -9, was really stretching the companine helicopters, comprising AW119Kes, AW109 Power and ny’s resources. This will free up people to work on the much
Grand twins, and the AW139. It sold an AW139 to Malaysia’s more popular -9 variant”.
YTL Group—the first VIP AW139
Boeing is now drawing up
into Malaysia. And two AW109
a new delivery schedule for all
Powers for China’s Maritime Safety
787 customers in the wake of
Administration, as well as an orproduction delays which have
der for two AW139s to the Korean
pushed the aircraft’s first flight
Coast Guard.
back to the middle of this year.
Airbus was not keen to lose out
Boeing said it expects to anafter the embarrassment of the
nounce its plans at the end of
A380 earlier in the week, and landthe first quarter and is unable
ed an order from Hong Kong-based
to comment on any possible reC-Jet for a CFM-powered ACJ as
sequencing of the variants bewell as its second commitment for
fore then. Indonesia’s Lion Air
the A350 Prestige-liner. Gulfstream
placed an order for 56 Boeing
was awarded Civil Aviation Author737-900ERs, bringing its total
ity of China (CAAC) type certificates
commitments for 737-900ERs
for five of its line-up—the GV, G350,
to 178. President Director of
ARCHITECT OF SINGAPORE: LEE KUAN YEW
G450, G500 and G550. On top of
Lion Air Rusdi Kirana signed the
(IN BLUE SHIRT) RECEIVES A PRESENTATION AT THE SHOW
the approval it also found a home
firm order at the show, with purin China for four of its business jets
chase rights on a further 50.
with and an order worth $140 million (Rs 565 crore) coverHowever, industry experts and analysts view this addiing a single G550 and three G350 from Hainan Airlines’ sub- tional order as a bridge too far. The first delivery of this orsidiary Deer Jet. This order also marked the first time that der is scheduled for 2014. Kirana said he wants to have 60
Deer Jet had placed a fleet order. Each of its previous eight 737-900ERs in Indonesia and the remainder will be used for
aircraft had been acquired individually. Deer Jet Chairman airline joint ventures it plans to start in Australia, Thailand
Liu Zhiqiang said the addition of the jets would allow fleet and other Asian countries.
and capacity optimisation to meet the company’s growing
Garuda Indonesia ordered 10 Boeing 777-300ERs and
customer base.
plans to use the aircraft for longhaul services to the US and
VLJ manufacturer Eclipse also made its first inroads into Europe. First delivery is expected in mid-2010. “We hope this
the lucrative Indian market with a deal to supply New Delhi- will be part of our expansion… and will be used to open new
based Club One Air with 10 Eclipse 500s. Four of the aircraft routes,” said CEO Emirsyah Satar. “We’re going to expand to
will be delivered this year and the remainder in 2009. Club the US and Europe and phase out Boeing 747-400s.”
One Air Managing Director Manav Singh said, “I think it’s a
Embraer fuelled its E-Jets fire with several orders at the
very affordable solution. Nobody has a plane that’s as af- show. It added another 10 notches to the orderbook with an
fordable to acquire and operate as the Eclipse.” Singh plans order for 10 E190s from US-based lessor Jetscape, along with
“to get the middle class of the country to start chartering further options for 10 and purchase rights for another 10. All
aircraft. We are in negotiations to buy a substantially larger orders converted would represent around $1.125 billion (Rs
fleet and I do hope to conclude these negotiations before the 4,540 crore) at list prices. Deliveries are set to start in 2009
end of the year”.
and will complement the company’s fleet of 18 owned and
Issue 2 • 2008
SP’S AVIATION
25
PHOTOGRAPH: EGLIN.AF.MIL
BIG FAT DEALS
Foremost among the big deals was an order for 56 Boeing 737900ER aircraft worth more than $4.4 billion (Rs 17,787 crore)
by Indonesian low-cost carrier Lion Air.
• Indonesian flag carrier Garuda ordered four Boeing 777300ERs worth $1 billion (Rs 4,043 crore) and business jet operator BJets signed a $600 million (Rs 2,426 crore) contract for
40 Cessna and Hawker jets.
• Boeing’s rival Airbus secured orders for five A330-200F cargo
planes from BOC Aviation, an aircraft leasing firm fully owned
by the Bank of China. The deal is worth a total of $877 million
(Rs 3,545 crore) at catalogue prices.
• Brazilian aircraft maker Embraer scored orders from US
aircraft leasing firm Jetscape Inc for 10 E190 jets, with options
for another 10 and purchase rights for 10 more. The deal is
worth $375 million (Rs 1,516 crore) at list price. It could be
worth up to $1.1 billion (Rs 4,447 crore) if all the options and
purchase rights are confirmed. In another contract for Embraer,
Australia’s Virgin Blue signed four purchase rights for E190 jets
worth $150 million (Rs 606 crore). This takes the number of firm
orders from Virgin Blue to 24—six E170s and 18 E190s.
Some other major deals included:
• Korean Air: Three Airbus A380-800 worth $906 million
(Rs 3,663 crore).
• Air Caraibes: Selection of Pratt & Whitney PW4000-100
engines for its three Airbus A330-300 aircraft worth
over $180 million (Rs 728 crore).
• Grupo Marsans: Selection of Pratt & Whitney PW4000-100
engines for its five Airbus A330 aircraft worth over $285 million
(Rs 1,152 crore).
• Jetstar Asia Airways: Selection of Global Service Partners to
maintain V2500-A5 engines.
• JAT Tehnika: Selection of Pratt & Whitney to maintain
CFM56-3 engines.
• Etihad Airways: Addition of four new Indian destinations,
namely Chennai, Jaipur, Kolkata and Kozhikode.
Tiger Airways: Selected International Aero Engines to supply
V2500 engines for 20 Airbus A320 planes, worth $580 million
(Rs 2,345 crore). SP
Compiled by Sanjay Kumar
managed aircraft. “With the big lessors focused primarily on
larger aircraft, this order enables Jetscape to establish itself
as a leader in the growing 70- to 120-passenger jet market,”
said Jetscape CEO John Evans. The rest of the orders came
from EgyptAir Holding Company for six E170s, converted options from an earlier order for six. Australian Virgin Blue also
exercised four purchase rights for E190s and converted three
into options. Virgin Blue already operates three E170s and is
set to receive its first E190 this year. To wrap up regional, a
subsidiary of Air France converted options for a single E170
and an E190 from an original order in August 2007. Both
aircraft are slated to be delivered in 2009.
Airbus, meanwhile, added a further three orders to its
behemoth A380. Korean Air placed an additional order taking its commitments up to eight. Airbus also made another
step forward with its green focus. The company flew one of
its A320s with a fuel cell to power flight control and cabin
systems. The main aim of this is to reduce fuel burn while on
the ground and comes hot on the heels of the A380 flying on
a gas-to-liquid fuel blend. Airbus and EADS researchers believe that the technology could advance enough to enable the
26
SP’S AVIATION
Issue 2 • 2008
replacement of auxiliary power units on the next generation
of single-aisle aircraft.
Coupled with a potential weight saving element, going
green is getting easier. Potentially one weight saver is to reuse the wastewater generated in the electricity production
process with the hydrogen fuel cells, thereby negating the
need to carry extra water on long-range flights.
DEFENCE
Opening the show after an eight-year break was the Republic of Singapore Air Force’s Black Knights, who suitably
dazzled onlookers. While the F16s of the Black Knights
ripped the skies with raucous noise, India’s Air Chief Marshal Fali Homi Major announced that the country would
induct two squadrons of the long-delayed Tejas Light Combat Aircraft from 2010. With up to another six squadrons if
the first batch impress in operations. Plagued by problems,
the Tejas was originally meant to enter service early this
decade, but design and performance issues with the development of an indigenous engine are the main reasons for
delay. “There were hitches in the past, but the tests that
we have been doing over the last few months indicate that
those have been resolved. The programme was streamlined
and it is a much better aircraft now. We are confident that it
can serve our needs,” Major said.
Competition for India’s Medium Multi-Role Combat Aircraft (MMRCA) will reach a crucial stage in March. The first
delivery of aircraft is due in 2012. Delay in the Tejas programme, according to some analysts, would drag the Indian
Air Force’s operational competence below optimal capabilities. In a bid to overcome this shortfall, Delhi placed an interim order of additional licence-built Sukhoi Su-30MKI fighters.
“As the Chief, I’m in a hurry to rejuvenate the service as soon
as possible,” added Major. “I will do my darnedest to ensure
we keep to that schedule.”
At the show, Lockheed Martin announced it would submit
a “very responsive package” for the MMRCA. John Larson,
Vice President F-16 programmes also revealed: “The US government is reviewing the proposals right now.”
Larson declined to reveal firm details of the offer but did
confirm that the company has already chosen between GE and
P&W to supply the engine for the aircraft, which will draw on
technologies developed for the Advanced Block 50 and Block
60-series F-16s. Lockheed also “has every intention” of responding to Delhi’s requirement for an active electronically
scanned array radar on the selected type, he added.
Boeing delivered the first of four KC-767 tankers to Japan and Senior Manager Global Mobility Systems Business
Development for Boeing’s IDS Michael Marshall said Japan’s
second aircraft will be handed over by the end of the first
quarter and the two remaining aircraft would follow in
2009 and 2010. Speaking at the show, Marshall revealed
that Boeing would also deliver Italy’s first of four KC-767
tankers by the end of the second quarter this year. The
handovers to both customers had been delayed after buffet
problems were encountered during flight trials involving
Italy’s first aircraft.
Pilatus made progress and flew its first Singaporean Basic Wings configured trainer while the contenders for the advanced jet trainer displayed their platforms at the show. The
PC-21s will replace Aermacchi S-211s, with the first training scheduled to start in June 2008. The 20-year contract to
Lockheed Martin covers 19 aircraft, as well as maintenance,
simulators, courseware and simulator instructors.
PHOTOGRAPHS: RATAN SONAL
A rather embarrassing moment ensued for Airbus as Singapore Airlines was forced to make the first A380 cancellation a day before the air show officially opened. The flight
was cancelled after its only in-service A380 suffered a fuel
pump problem. The flight was replaced by a Boeing 747400 and SIA is reported to have confirmed that the problem
was detected during engine start and could not be resolved
by the installation of a replacement fuel pump. However,
the airline made no official comment. The incident marked
the first technical problem to cause disruptions since the
A380 entered service last October. Airbus continued to fly
the A380 daily at the show.
With fuel prices still rising, Lufthansa Systems launched
a new flight planning module which promises fuel savings
of up to 2 per cent. The add-on to its Lido Operations Centre makes automated checks of a potential routing relative
to current air traffic capacity and flow management rules.
“Airlines have to check their preferred routings against the
latest ATC rules,” said Senior Vice President Sales Asia Pacific
Norbert Mueller. “If there is a TFR in place, they must manually replan a route.” The module does this automatically and
even considers partly restricted airways, suggesting bypasses
where permitted, for the best airway combination.
Singapore’s Changi International Airport will also be the
first platform for Singapore-based Stratech Systems’ iFerret
runway surveillance system in a contract worth more than
$8.5 million (Rs 34 crore). iFerret uses what Stratech terms
‘intelligent vision’, a form of artificial intelligence that en-
PHOTOGRAPHS: ALAN PEAFORD
TECHNOLOGY
GREAT GOING: AEROBATIC PERFORMANCE BY SINGAPORE AIR FORCE’S
BLACK KNIGHTS HAD THE AUDIENCE ENTHRALLED (FACING PAGE AND ABOVE);
PRATT & WHITNEY ENGINE ON DISPLAY (BELOW)
ables machines to ‘see’ in real time to detect, identify, track
and display foreign objects. Foreign Object Damage (FOD)
can easily ground an aircraft and, according to Stratech,
costs the air transport industry approximately $4 billion (Rs
16,142 crore) in repairs, delays and airport maintenance.
Executive Chairman Dr David Chew said the system represents cutting edge technology and he hopes it will help
improve safety standards worldwide.
A 15-month trial at Changi preceded the contract. Director General & CEO of Singapore Civil Aviation Authority Lim
Kim Choon said: “The frequency of our runway inspections
already exceeds guidelines set by the International Civil Aviation Organization. iFerret will enable us to automate these
inspections and set even higher standards in operation efficiency and passenger safety.” Moreover, Chew pointed out,
the technology is scalable and could be used for runways and
taxiways of any length, as well as possible use on aprons,
hangars and even aircraft carriers.
As the trade days drew to a close, the public display began with around 50,000 Singaporeans making their way to
the new location. Official visitor figures are still not available
but the organisers are convinced they will be back in 2010.
However, with the growing popularity of the shows in Bangalore and Hyderabad, along with the increased investment
in Asian Aerospace for Hong Kong in 2009 as well as Dubai’s
lofty ambitions to be the world’s number one following its
relocation to the new Jebel Ali airport next year, Singapore
may need to offer more to achieve its goal. SP
With inputs from Air Marshal (Retd) P.K. Mehra
Issue 2 • 2008
SP’S AVIATION
27
SHOW REPORT
Lavish
DEFEXPO ’08
S p r e a d
By SP’s Team
C
Spanning the expansive,
sunlit venue at Pragati Maidan,
over 30 countries showcased
the best in land and naval systems
at Defexpo India 2008
PHOTOGRAPHS: SP GUIDE PUBNS
learly, the two traffic policemen in trademark grubby fence department were out in full force. Close on their heels were the
white were puzzled. “What is going on inside, sir? Is it a French, who participated with 43 companies, the Russians with 24
meeting of police officers?” they enquired of the retired and the Israelis and Germans with 19 each. Over 20 companies from
Air Marshal making his way through the throng of visi- the UK participated in the Defexpo. In addition, a British Army Demtors, delegates and participants both Indian and foreign onstration Area displayed a range of equipments covering peacetrooping through Gate No. 8 of Pragati Maidan. “Not keeping, border security and explosive ordinance disposal.
police, it is a military exhibition,” replied the gentleman, bemused.
At the inauguration, Indian Defence Minister A.K. Antony said,
While the two law enforcers may have been wide off the mark in “Defexpo offers a single-window platform for bringing together ditheir conjecture, their curiosity echoed the buzz Defexpo inevitably verse players in the defence sector to showcase products and techgenerates among the masses every year.
nology, to build partnerships and collaboration, to boost exports
Spread across the expanand promote the reach and
sive, sunlit venue comprising
growth of R&D, besides helpVOICES & FACES: (CLOCKWISE) DEFENCE MINISTER A.K. ANTONY INAUGURATES
eight halls covering 32,000
ing to forge closer interaction
THE SHOW; ANTONY WITH AIR CHIEF MARSHAL F.H. MAJOR; THE IAI STALL; MAJOR
square metres space, over 30
among the scientific commu(CENTRE) FLANKED BY DG CII LT GENERAL S.S. MEHTA (LEFT) AND MINISTER OF STATE
countries showcased the best
nity and other stakeholders.”
FOR DEFENCE PRODUCTION RAO INDERJIT SINGH; VISITORS BROWSE THROUGH
SP’S SHOW NEWS; BOEING’S MICHAEL J. MARSHALL MAKES A PRESENTATION
in land and naval systems
Also present was Minister of
at Defexpo India 2008 from
State for Defence M.M. Pallam
February 16 to February 19.
Raju, besides others.
In all, 475 exhibitors, including 273 from
Among the larger Indian companies,
abroad, participated in Defexpo 2008 which
the Tata Group inked MoUs with Israeli
for the first time displayed products and serfirms to manufacture missiles, UAVs, radars
vices from the telecom and IT companies.
and electronic warfare systems, while MaSignifying India’s growing importance as a
hindra Defense Systems announced it is in
market for defence, a large number of leadadvanced talks for a strategic alliance with
ing global armament companies led by the
Whitehead Alenia Sistemi Subacquei, the
US, France, Russia and Israel hogged the
maritime underwater systems subsidiary of
limelight. Largest
the $20-billion (Rs
was the delegation
80,880 crore) Finfrom the US with 46
meccanica Group
companies led by
of Italy. Additional
former Defence SecSecretary (Defence
retary William CoProduction)
Ajoy
hen. US giants like
Acharya confirmed
Boeing, Raytheon,
footfall of over
Lockheed Martin,
40,000
business
Northrop
Grumvisitors during the
man and Sikorsky
four days of the Defbesides the US deexpo. SP
28
SP’S AVIATION
Issue 2 • 2008
SHOW REPORT DEFEXPO ’08
AGREEMENTS & MoUs
In the first three days of Defexpo 2008, as many as 20 major deals
were established, confirmed Additional Secretary (Defence Production) Ajoy Acharya.
Some of these are:
• The Tata Group signed an MoU with the Israel Aerospace Industries
(IAI) for developing and manufacturing a wide range of defence products,
including missiles, unmanned aerial vehicles, radars, electronic warfare
and security systems.
• European military systems integrator Thales had earlier bagged an order to fit fire control systems and night vision devices on T-90 tanks. It
is now hopeful of winning the contract for upgrading the T-72 tanks and
armoured personnel carriers.
• Thales announced plans to set up an Indian company to look after maintenance and servicing issues for thermal imagers.
• European Naval Defence Systems organisation DCNS announced its
Indian chapter. DCNS India would be based in Mumbai and become op-
erational mid-2008. Talking to the media, senior DCNS official Xavier
Marchal said the subsidiary would be oriented towards design, service
to naval shipyards and sourcing of components and materials in Indian
industry. The company would cater to current projects such as Scorpene
submarines as well as future programmes.
• UK-based global defence and aerospace major BAE Systems and Mahindra Defence are mulling joining forces to build an Indian mine-protected
vehicle.
• BAE Systems is also eyeing a deal to supply 40 more Hawk advanced
jet trainers to the Indian Air Force in addition to 66 already contracted
under a Rs 8,000-crore deal signed in March 2004.
• Bharat Electronics Limited (BEL) signed four MoUs with three Israeli
defence companies—one with Rafael Advanced Defence Systems Limited
for missile technologies and guidance electronics; two with Israeli Aerospace Limited, Malat for UAV Systems; and the last with Elisra for electronic warfare programmes. SP
SP’s at DEFEXPO ’08
INDUSTRIALIST
AND MP NAVIN
JINDAL IS
PRESENTED
A COPY OF
SP’S MILITARY
YEARBOOK
2007-2008
PHOTOGRAPHS: SP GUIDE PUBNS
DIRECTOR
GENERAL
INFANTRY
LT GENERAL
RAJENDER
SINGH AT THE
SP’S STALL
FORMER CHIEF
OF INDIAN
ARMY
GENERAL
SHANKAR
ROYCHOWDHURY SHARES
A LIGHT
MOMENT
AS HIS WIFE
LOOKS ON
ITALIAN
NAVY’S CHIEF
OF MATERIAL
IS IMPRESSED
WITH THE
RANGE OF SP’S
PUBLICATIONS
CHIEF OF
MATERIAL OF
THE INDIAN
NAVY VICE
ADMIRAL
RANDHAWA
WITH SP’S
EDITOR-INCHIEF
IT WAS
BUSINESS
AS USUAL
AT THE
SP’S STALL
WITH A STEADY
STREAM OF
VISITORS
AND CURIOUS
ONLOOKERS
Issue 2 • 2008
SP’S AVIATION
29
SHOW REPORT DEFEXPO ’08
WHO SAID WHAT
“India relies on its time-tested relationship with Russia”
Rao Inderjit Singh, Minister of State for Defence Production
To what extent is Defexpo
a platform to bridge gaps
in defence technology?
Defexpo showcases what
the world has to offer to
India and vice versa.
What is India’s policy on
defence export?
India’s policy of non-align-
ment does not permit export of arms to a country
where there is a conflict.
However, export of indigenous arms is permissible
under JVs.
Numerous bottlenecks
discourage private sector
participation in defence
production.
The private sector has to
invest in infrastructure
development. Bottomline
is to encourage the sector
to enter into partnership
arrangements of up to 26
per cent, which can be
increased to 50 per cent
with Cabinet approval.
Foreign companies are
reportedly finding it difficult to implement the
offset clause.
The companies are well
versed with the offset
clause and quite capable
of complying with it. SP
“India and Boeing make for win-win relations”
Jim Albaugh, President & CEO, Boeing Integrated Defense Systems
What is the extent, structure, size of Boeing IDS’s
representation in India?
Boeing has a Delhi office
led by Dr Ian Thomas.
Currently, Boeing has 30
employees in India.
Which are the Indian
companies with whom
Boeing has entered into
strategic partnership?
For IDS, Boeing signed an
MoU in 2007 with Hindustan Aeronautics Limited
(HAL). At 2007 Aero India,
we entered into an MoU
with L&T.
What is the status of the
proposal for India’s acquisition of Chinook?
We understand an RFP
may be released in 2008.
What are your chances of
bagging the MMRCA deal?
I’d say our chances are
good. The Super Hornet is
the most capable, combat-
proven, multi-role fighter
in the world today.
The response to the RFP
is expected by March
2008. Will Boeing submit
the response in time?
Boeing anticipates filing
its proposal by March 3 or
before. SP
“We want to gain cost advantages by increasing our local capabilities”
Yves Guillaume, CEO, EADS India
What is your long term
strategy in India?
We want to be seen as a
company with an Indian
citizenship and at the
same time gain cost
advantages by increasing
our local capabilities.
To what extent is EADS
participating in India’s
space programme?
Astrium and ISRO have
long lasting ties starting
with the delivery of satellite components, followed
by testing equipment for
satellite antennas.
Can you give a glimpse
of some of the success
stories of EADS and its
subsidiaries in India?
EADS is a major supplier
to the booming Indian
commercial aviation sector. Most of the fast-growing private airlines and
the state-owned Air India
have selected Airbus and
ATR to develop their fleet.
In the past two years,
Airbus and ATR have
received orders from Air
India, Air Deccan, Kingfisher, IndiGo, Jet Airways,
GoAir and Flyington
Freighters. SP
“We’ll work with the Indian industry to add value to our product lines”
Richard T. Kirkland, President, Lockheed Martin for South Asia
Have you established any
strategic ties with Indian
IT companies?
We partnered with Wipro
Technologies to establish
Ambar Jyoti. This lab will
develop, demonstrate and
experiment with emerging
network-enabled capabili-
ties and applications.
What are your chances of
bagging the MMRCA deal?
Lockheed Martin is
offering India the F-16
Fighting Falcon. The
company’s approach is to
provide an advanced configuration that is tailored
to all the Indian MMRCA
requirements at the lowest possible procurement
and operating costs.
Will the F-22 Raptor be
offered to India in future?
That is a policy question
that should be directed to
the US government.
The response to the
RFP for MMRCA is to
be submitted by March
3. Is Lockheed Martin
on schedule or are you
contemplating filing for
extension of deadline?
Lockheed Martin intends
to file on schedule. SP
“Fire Scout an affordable platform for Indian Navy”
John Brooks, President, Northrop Grumman International Inc.
What is Northrop
Grumman’s involvement
in the MMRCA deal?
Northrop Grumman is
very active in India’s new
fighter acquisition drive.
Our Integrated Systems
Sector is a major partner
with Boeing on the F/A-18
30
SP’S AVIATION
Issue 2 • 2008
E/F and will build 40 per
cent of the aircraft.
What is the status of
the E-2 Hawkeye
programme?
The US Navy has provided technical briefs to
the Indian Navy since
November 2005. Dialogue
on a potential AEW&C
capability acquisition by
India continues between
the US Navy, Northrop
Grumman and the
Indian Navy.
How will the Indian Navy
benefit by inducting Fire
Scout UAV?
It will provide the Indian
Navy and Army with a
proven platform at an
affordable cost. The Fire
Scout UAV provides continuous C4ISR, Engagement Capability and Quick
Delivery to Operational
and Tactical Forces. SP
Hall of Fame
PHOTOGRAPH: HARGRAVE - THE PIONEERS
B
ERLIN MOTOR SHOW,
1938. A petite blonde, just
over 5 feet, strides briskly
towards a strange looking
contraption with twin
rotors and settles in. The engine
roars to life, the aircraft takes off
and to the amazement of the audience executes a variety of manoeuvres, from take-off and hover to
sideways flying, steeply ascending
and slowly descending. Finally, it
freezes in the hover and slowly executes a 360-degree rotation. Twenty
six-year-old Hanna Reitsch ends the
gripping performance with the Nazi
salute. Hanna was flying the FockeAchgelis Fa-61—the world’s first
fully controllable helicopter. Sporting a simple German design, the
aircraft was fitted with the fuselage
of a small biplane to mount two outriggers supporting contra-rotating
rotors powered by a radial engine.
Hanna repeated the act each night
for three weeks. It was an impressive display, more remarkable since
the whole demonstration was indoors! The slightest miscalculation
would have resulted in a crash, taking a heavy toll in the crowded hall.
Hanna was born in Hirschberg,
Germany on March 29, 1912. An
intense and intelligent child with a
fascination for flying, she longed to
be a missionary doctor. However,
the Second World War intervened
and had a profound effect on her.
She soon became an enthusiastic
admirer of Hitler and an unrepentant Nazi. At a time when women
were mostly confined to the kitchen,
Hanna was the world’s first female
test pilot and flew practically everything available. Endowed with great
courage and extraordinary skill—
essential prerequisites for those in
the forefront of aviation given the
exceedingly high mortality rates at
the time—she was the first woman
to cross the Alps in a glider, first to
fly a helicopter and first to fly a jet.
During the war, the Germans
designed a manned version of
the V-1 bomb, the Fieseler Fi-103R
manned missile. It had wings just
three feet long, making it impossible to
fly. Therefore, it was operated as a robot controlled by an early auto-pilot—
something the clever German scientists
designed—then precision-guided to its
target by a pilot on a suicide mission.
Catapult launched from a sled, it produced more than 24-‘g’ acceleration
force, enough to burst body organs, as
Hanna Reitsch
(1912 – 1979)
On one memorable
occasion, while flying a top
secret German rocket plane,
the Me-163B Komet, the
landing gear failed.
Rather than abandon the
expensive aircraft, Hanna
Reitsch decided to land
it, and nearly lost her life.
Awarded the Iron Cross,
First Class—the only
woman to be conferred
this medal—rumour is
Hitler himself forbade
her to attempt such a
foolhardy feat again.
emerged from failed experiments and
dead pilots. Hanna flew it 10 times. Another daring feat was to fly straight at a
simulated British balloon barrage in an
effort to cut the cable. In one such trial
(witnessed by Hitler) she had to fly very
low into the 5.6 millimetre thick cable
in her twin-engine Dornier. The cable
strands exploded, breaking two propeller blades. As a result, one engine
tore loose and she began to lose height
rapidly. She landed safely and was
awarded the Iron Cross, Second
Class and a diamond clasp—the
first such award conferred on a
woman and a civilian.
A top secret German rocket
plane was the fastest and most dangerous plane Hanna tested. Three
male pilots had died in earlier attempts. First she flew the prototype
as a glider. Then she flew the militarised version, the Me-163B Komet.
In 90 seconds after takeoff, this experimental interceptor climbed to
30,000 feet at a 65-degree angle. It
travelled at 500 mph, the fastest any
human had ever flown till then. On
one memorable occasion, the jettisonable landing gear failed to separate from the plane. Rather than
abandon the expensive aircraft,
Hanna decided to land it. She nearly succeeded, but at the last instant
stalled and crashed into a field just
short of the runway. Fortunately,
there was no fuel aboard, or the little
Komet would surely have exploded.
At the hospital, doctors discovered
that Hanna had fractured her skull
in six places, smashed the bones
of her nose irretrievably, displaced
her upper jawbone, broken several
vertebrae and bruised her brain
severely. She nearly died. This time
she was awarded the Iron Cross,
First Class—the only woman to receive this medal. Rumour is Hitler
himself forbade her to attempt such
a foolhardy feat again.
Probably the greatest woman pilot ever, in 1979, barely a year after
she set a new women’s distance gliding record, Hannah Reitsch passed
away quietly in sleep, succumbing
to a massive heart attack. She once
wrote, “Powered flight is certainly
a magnificent triumph over nature,
but gliding is a victory of the soul in
which one gradually becomes one
with nature.” It is no wonder that almost 30 years after her death, some of
her 40 international flying and gliding
records still stand. SP
— Group Captain (Retd)
Joseph Noronha,
Goa
Issue 2 • 2008
SP’S AVIATION
31
Digest
NEWS
MILITARY
Europe
Asia-Pacific
Raytheon aligns with Precision Electronics Limited
Raytheon Company has
signed a MoU with Precision
Electronics Limited to forge
strategic alignments that
jointly develop and provide
superior communications
technology for India’s military
forces. The MoU represents
another step toward establishing a strong collaborative
working relationship, encouraging joint pursuit of emerging business opportunities,
and providing for in-country
production, offset and longterm support.
India awards Russia
MiG-29 upgrade project
India has awarded Russia
a contract to upgrade its
multi-role MiG-29 warplanes,
officials said in Delhi. The two
post-Cold War allies signed
the deal to extend the life of
India’s fleet of 70 MiG-29 jets
another 15 years from their
current 25 years, an air force
official said. “The project
entails two to three years and
only six of them would be
re-fitted in Russia while the
work on the remaining squadrons would be carried out
by them at Indian bases,” he
said asking not to be named.
Under the contract Russia will
re-arm the twin-engined MiG29s with air-to-air missiles,
modern bombs, increased fuel
capacity and the latest avionics, the contract said.
Indian Army to showcase
Manoeuvre Warfare
Doctrine with IAF
Exercise Brazen Chariots, a
fire and manoeuvre, armyair force, combat exercise
will be conducted by one of
India’s Desert Formations in
the Desert Sector on March
19 and witnessed by foreign
dignitaries and Defence
Attaches of friendly foreign
countries. The exercise has
been set to project the Manoeuvre Warfare Doctrine,
promulgated in the armed
forces and seen as a breakaway from the traditional
attritionist approach of the
Army.
32
SP’S AVIATION
Sagem Défense Sécurité to
supply Tigers with STRIX
Sagem of SAFRAN Group
has received an order from
OCCAR, the Organisation for
Joint Armament Cooperation,
for STRIX observation and
sighting systems for 64 Tiger
European combat helicopters
in France and Spain. With
high-performance optronic
sensors, the STRIX gyro-stabilised system will provide
the Tiger with observation,
identification and engagement
capacities at long range both
day and night. The system
will enable the entire Tiger’s
weapons to be used, including
anti-tank missiles. It will have
a dual-mode laser designator
for laser-guided weapons and
telemetry with ocular security
for observed targets.
International
Production of military
trainers to rise in 2009
Manufacturers of military
fixed-wing trainers will deliver 1,550 new aircraft during
the 10-year period, according
to new analysis by Forecast
International. According to
the study, “The Market for
Military Fixed-Wing Trainer
Aircraft 2008-2017,” more
than half (784) of these 1,550
new trainers will be turboprop-powered trainers, with
jet trainers accounting for
nearly all of the remainder
(748). The market for pistonpowered military trainers is
dying out and so will account
for only 18 aircraft during the
forecast period.
CIVIL
Asia-Pacific
Air India’s integration with
Star Alliance to take a year
Even after admission to Star
Alliance in December last, it
will still take another year
for Air India to complete all
QuickRoundUp
AGUSTAWESTLAND
• AgustaWestland has announced
the opening of the new AW139 medium twin helicopter assembly line
in Philadelphia which underlines
its growing presence in the US and
the expansion of its Philadelphia
facility which, in addition to the
AW139 assembly, is also responsible for AW119 Ke production and
supporting the expanding fleet of
AgustaWestland helicopters in North
and South America.
• Synergy Aerospace, a division of
Synergy Group, has signed a contract for 10 additional helicopters
comprising four AW109 Power and
four Grand light twin and two AW139
medium twin turbine engine models.
• Aerolíneas Ejecutivas of Mexico
has signed a contract for 15 additional helicopters comprising
four AW119 Ke single engine, four
AW109 Power and five Grand light
twin and two AW139 medium twin
turbine engine models.
“OURS IS A BALANCED PORTFOLIO WITH SUPERIOR PRODUCTS”
AIRBUS
T
• Airbus has successfully tested a
fuel cells system for the first time
on a civil aircraft when it powered
the aircraft’s back-up hydraulic and
electric power systems. During the
test, the fuel cell system generated
up to 20 KW of electrical power. The
emission free fuel cell system generates water as a “waste” product.
he European Aeronautic Defence and Space (EADS) is looking to gain a major
foothold in India’s military market, which is expected to generate orders worth $4
billion (Rs 1,629 crore) over the next five years. EADS, whose group companies
manufacture civilian and military passenger jets, helicopters and combat jets, as also
missiles, satellites and rockets, is keen to establish an Indian footprint. “We may have
been latecomers to India but we come here with superior and more convincing products to offer as we want to participate in your industrial growth,” Stefan Zoller, CEO of
EADS Defence and Security, told the media recently in India. Present on the occasion were top
EADS officials, including Theodor Benien, Military
Air Systems Communication Head.
“We are offering cutting-edge technology
products in a win-win situation for both of us and
in this context we consider Eurofighter Typhoon
to be a major candidate for the next generation
multi-role fighter aircraft for the Indian Air Force,”
Zoller said, referring to the proposed deal to
acquire Medium Multi-Role Combat Aircraft for
STEFAN ZOLLER, CEO, EADS
the force. In reply to a query as to whether EADS
DEFENCE AND SECURITY, IN
would be willing to transfer 100 per cent of its
A FACE-TO-FACE WITH THE
products’ technology to India, as mandated by
INDIAN MEDIA OUTLINED THE
India’s Defence Procurement Procedure, Zoller
EUROPEAN CONGLOMERATE’S
observed: “We realise this is a very sensitive subEFFORTS TO SECURE ITS POSIject for India. We are aware that expectations are
TION IN INDIA
high on transfer of technology. There have been
discussions. There is some way to go and we are
optimistic.” Expressing disappointment at the
cancellation of the Fennec deal, the EADS CEO said, “We are obviously not pleased to
find ourselves out of a deal that we had almost clinched.”
Some key defence projects EADS is also looking to develop for India includes
missile approach warning systems for all types of military platforms, air-borne early
warning and communication system and integrated early warning solutions. To execute
these projects, the EADS has joined hands with the DRDO as well as private firms like
Issue 2 • 2008
BAE SYSTEMS
• BAE Systems has begun assembly
of the first major components of
Taranis, the Unmanned Combat Air
Vehicle that will help the UK MoD
decide on the balance and capability of its ‘future force mix’.
• BAE Systems has completed
critical fuel testing on the first
F-35 Lightning II short take off and
vertical landing variant. Fuel checks
involved constant testing, 24 hours
a day for 13 days, which checked
the calibration of the aircraft’s fuel
gauging systems.
BOEING
• The Boeing Company and Jakartabased Lion Air announced an order
for 56 Next-Generation 737-900ER
(Extended Range) airplanes. This
Digest
NEWS
APPOINTMENTS
QuickRoundUp
VISION FOR AEROSPACE 2020
JOSEPH K. DODD
Northrop Grumman Corporation has appointed Joseph
K. Dodd to the post of Vice
President Business Development and Marketing for the
Information Technology (IT)
sector’s Intelligence group
(TASC). In this role, Dodd will
oversee business development, capture, proposal,
strategy, and marketing efforts for Northrop Grumman
IT’s Intelligence group. In
addition to his responsibilities to grow the business, he
will focus on engaging and
growing new company partnerships.
AEROSPACE TODAY
India during the last 40 years has progressed tremendously in
space, missiles and multiple aircraft programmes. From the
successful launching of SLV-3 in July 1980, India steadily progressed to operational capabilities with PSLV and GSLV for Remote Sensing and Communication satellites. India is self-reliant
in space technology and can offer competitive launch services.
The fruits of space research have started reaching the people
enabling development of the nation.
In the missile programme, Prithvi and Agni are operational. Dr A.P.J. Abdul Kalam
The emergence of
BrahMos—an IndoEXCERPTS OF FORMER PRESIDENT A.P.J.
Russian joint venture Supersonic Cruise
ABDUL KALAM’S JANUARY 19 L.M. KATRE
Missile—is a breakthrough to obtain a
MEMORIAL LECTURE IN BANGALORE
unique capability for long-range precision
strike. The missile programme has given
strength to the nation and BrahMos has
demonstrated its world leadership and the availability for export. NAL flight-tested the 14seater SARAS and HAL has successfully productionised the Advanced Light Helicopter.
LT GENERAL JEFFREY B.
KOHLER
The Boeing Company has
named retired US Air Force
Lt General Jeffrey B. Kohler
Vice President of International Strategy for Integrated
Defense Systems Business
Development. In this role,
Kohler will develop strategies to grow the company’s
international business while
improving IDS products and
services through strengthened partnerships around
the world.
AEROSPACE TECHNOLOGIES
Due to various aerospace programmes, multiple state-of-the-art technologies got developed. Computational Fluid Dynamics (CFD) emerged as core strength for India with
advanced software codes and super computing capability to optimize configurations
for guided missiles, LCA and launch vehicles. CAD/CAM has become a critical tool in
Aerospace systems design and manufacturing.
TULSI MIRCHANDANEY
Blue Dart Aviation, India’s
first and largest domestic cargo airline, has announced the appointment of
Tulsi Mirchandaney as the
organisation’s new
Managing Director. Tulsi was
earlier Senior Vice President
Marketing and Projects with
Blue Dart Express and has
taken over this new
responsibility from Niteen
Gupte (a former IAF officer).
formalities and the integration process before joining
the global grouping of 21
airlines. Passengers on Air
India’s international network
will enjoy the benefits of
luxury lounges at major airports, seamless connections,
easy transfers, shared terminals and mileage points. The
national carrier will be the
first and only one from India
to join Star Alliance, whose
members include big global
players Lufthansa and Air
AERO VISION 2020—PASSENGER AIRCRAFT
The development of passenger aircraft calls for many complex technologies to be mastered. For example, the improvement of fuel efficiency using unducted fan is a great
challenge. Identifying international collaborators and partners for joint development of
many appropriate technologies at the initial phase itself would be required. This will also
increase the potential for marketing in the international scene as well.
AEROSPACE MISSIONS & APPLICATIONS—A PERSPECTIVE
Beyond 2020, the aerospace world will enter into space industry and space tourism,
mining on planets and space habitats. Hypersonic reusable vehicles will offer cost effective transportation for space missions. With increasing demand for electric power, many
nations will depend on Solar Power Satellite (SPS) which could be built in space and
launched in geo-stationary orbit. The SPS will become the most cost effective means of
generating power. Factories on the moon and establishment of space habitat at L4/L5
liberation points will become the missions of the future.
CONCLUSION
Technologies in the field of aeronautics, space and missile are converging. This convergence will lead to a cost-effective high quality design, development and production of
the various types of aerospace systems such as:
(a) 150-seater passenger jet
(b) Supersonic unmanned combat aircraft
(c) Hypersonic reusable missile
(d) Hyperplane
(e) Planetary missions including manned missions for energy and water.
With vast infrastructure and human resource in the aerospace sector India definitely can launch such missions with international partnership. Nuclear reactors to produce electric power have come out of Atomic Energy Commission, Launch Vehicles and
Satellites have come out of space Commission, Strategic missiles have come out of empowered Guided Missile Board. Definitely, a National Aeronautics Commission should be
planned and should be given the mandate to design, develop and send it soaring in the
Indian skies, a passenger aircraft. When our Indian Combat aircraft goes into squadron
service and 150-seater aircraft flies, Air Chief Marshal Katre will definitely smile.
Canada. All of them together
operate nearly 18,000 daily
flights criss-crossing
hundreds of destinations
across the globe.
China Southern Airlines
focuses on global growth
China Southern Airlines will
shift its priorities from its
traditional focus on domestic
order brings Lion Air’s combined
orders for the 737-900ER to 178.
• The Boeing Company has been
awarded an US Air Force contract
to advance the state-of-the-art in
laser technology. Boeing will support
research, design, development
and testing at Air Force Research
Laboratory sites at Kirtland Air Force
Base.
• Continental Airlines have announced that it has added 27
aircraft to its firm order positions
at Boeing, including eight new 777
and 19 new Next-Generation 737
(737NG) aircraft. This new order
brings Continental’s total firm
commitments to 111 new Boeing
aircraft.
• The Boeing Company has
delivered the second KC-767 Tanker
to the Itochu Corp. for Japan’s Air
Self-Defense Force, two weeks after
delivering the first one. Japan has
ordered four convertible freighter
767s, providing flexibility in carrying
cargo or passengers while maintaining its primary role as an aerial
refueling tanker.
ELBIT SYSTEMS
• Elbit Systems’s subsidiary, Cyclone
Aviation Products Ltd, was awarded
a contract by Spirit AeroSystems
to supply doors for commercial
aircraft. The contract is Cyclone’s
largest ever with deliveries scheduled between 2009 and 2016.
EMBRAER
• Embraer have received confirmation from EgyptAir Holding Company
for six additional Embraer 170
aircraft. Deliveries will begin in
2009. The original contract covered
six firm orders and six options which
has now been confirmed.
• Embraer and Australia’s Virgin
Blue Airlines, have signed a contract
to exercise four purchase rights for
EMBRAER 190 jets and to convert
another three into options for the
same model.
• Embraer has signed Finnair to
a new firm order for three more
EMBRAER 190s. The aircraft will
be configured with 100 seats in a
comfortable dual-class layout and
the first delivery is scheduled for
Issue 2 • 2008
SP’S AVIATION
33
Digest
NEWS
INCAT-HAL AEROSTRUCTURES LIMITED LAUNCHED
I
NCAT, a global leader in engineering services outsourcing and product development IT services inked a joint venture in March with Hindustan Aeronautics Limited
(HAL) to create INCAT-HAL Aerostructures Limited, in an ambitious move to emerge
the leader in engineering and design of aerostructures. The JV was signed between
HAL and Tata Technologies, INCAT’s parent company. Both HAL and Tata Technologies
will contribute 50 per cent to the equity of the JV. The joint venture, based in Bangalore, will be the Preferred Delivery Center for both organisations.
“The global aerospace industry is realising the value of adopting an outsourcingbased business model, not simply to achieve cost reductions, but to speed time to
market while maintaining quality,” said INCAT CEO Warren Harris. “This joint venture,
leveraging the strengths of both companies, creates an organisation capable of delivering outstanding value to clients within the global aerospace market.”
HAL Director, Corporate Planning and Marketing, M. Fakruddin said, “The objective of this joint venture is to undertake work packages related to engineering design
services in aerostructures and also the captive offshore and on-site work load of both
partners from aerospace OEMs, including offset programmes.”
INCAT is a Tata Technologies company. Founded in 1989, the company is a
global leader in engineering services outsourcing and product development IT to the
world’s largest automotive, aerospace and durable goods manufacturers. INCAT is
headquartered in the US (Novi, Michigan), India (Pune) and Germany (Stuttgart). Tata
Technologies is headquartered in Singapore.
“HAL and INCAT are set to capitalise on the global aerospace demand by leveraging their combined core strengths—HAL’s offset business, and INCAT’s global
offshore/on-site engineering business,” observed Patrick McGoldrick, Managing Director, Tata Technologies, INCAT’s parent company.
routes to a more ambitious
commitment to international
expansion, Chairman Liu Shaoyong disclosed on March 10.
Last year the airline opened
10 new international routes
from Guangzhou. “We plan
to open more international
routes starting from Beijing
to New York, London and
Detroit, and also GuangzhouMoscow by 2012,” Liu said.
InterGlobe General Aviation
opens Hawker Beechcraft
authorised service centre
Hawker Beechcraft Corporation, the world’s leading
business, special-mission and
trainer aircraft manufacturer,
and its partner InterGlobe
General Aviation (P) Limited,
a subsidiary of InterGlobe
Enterprises, have opened
a new Hawker Beechcraft
Authorised Service Centre for
Hawker aircraft at the Indira
Gandhi International Airport
in Delhi. This is the first
authorised service centre for
Hawker jets in India.
Kingfisher likely to ground
Deccan brand after merger
As the completion of Vijay Mallya-owned Kingfisher Airlines
and Captain G.R. Gopinathconceived Deccan Aviation
moves closer, the common
man’s (Air) Deccan brand
could fly into oblivion. It’s a
34
SP’S AVIATION
possibility being studied by
Kingfisher Airlines. But Kingfisher’s desire to operate under
a single brand is most likely to
face air pockets with the Civil
Aviation Ministry scrutinising
its overseas plans.
Gulfstream sells first largecabin business jet in China
Gulfstream has sold its first
large-cabin business jet
aircraft in China with the
recent multi-aircraft sale of
three mid-range G350s and
one ultra-long-range G550 to
Hainan Airlines Group. The
four aircraft will be used as
charter aircraft by Deer Jet,
a wholly owned subsidiary of
Hainan Airlines Group. This
aircraft order marks the first
fleet purchase for Beijingbased Deer Jet.
Issue 2 • 2008
Latest safety management
system for Indian aviation
Indian aviation is likely to
adopt the internationally
mandated Safety Management System (SMS) to attain
optimal operational safety by
2009. “By January 2009, it
will be mandatory for all existing and upcoming airlines
to adopt SMS,” Kanu Gohain,
director general of Directorate General of Civil Aviation.
National Aviation Services
in Indian subcontinent
Kuwait’s leading airline
ground handling services
provider National Aviation
Services recently signed a
milestone agreement with
top Indian Ground Handling
Company ‘Nova Aviation Services’ (NAS) headquartered
in Mumbai. The agreement
means NAS will provide
ground support to airlines
at the airports in Mumbai,
Ahmedabad, Nagpur, Indore,
Pune and Goa.
Air Traffic Control Communications Systems upgrade
for India
Northrop Grumman Corporation’s Europe-based
subsidiary Park Air Systems
has been awarded a contract
from Airports Authority of
India to provide ground-toair communication equipment as part of their VHF
upgrade programme. Under
the contract, Northrop
Grumman Park Air Systems
will be providing PAE T6
Multi-mode Digital Radio
transmitters and receivers
with antennas together with
training and spares.
Parliamentary panel
against closure of existing
airports
A parliamentary standing
committee on transport and
tourism has recommended
that the existing airports in
Hyderabad and Bangalore
should be kept open even
after the new ones come up.
The state-run airports are
to be closed under the pacts
the government signed with
the developers of the new
airports. The committee,
which tabled its report in
Parliament on March 6, is
categorical that the logic for
the closure of these airports
does not hold.
QuickRoundUp
2010.
LOCKHEED MARTIN
• The Dutch joined the F-35 Joint
Strike Fighter’s production definition
phase in 2006. A Dutch MoD release
indicates that they will participate
in the multinational Initial Operational Test & Evaluation (IOT&E)
Phase of the JSF programme, rather
than conducting this phase on their
own.
• US Air Mobility Command
welcomed the news that defense
officials have certified 49 of the Air
Force’s C-5 aircraft for upgrade in
the Reliability Enhancement and Reengining Program (RERP). Continuing
the C-5 RERP allows the Air Force
to modify aircraft with better, newer
structures along with defensive
systems at an overall savings to the
taxpayer.
NORTHROP GRUMMAN
• Northrop Grumman Corporation
has unveiled a new programme to
develop an Active Electronically
Scanned Array (AESA). The Scalable
Agile Beam Radar will be a full performance fire control AESA derived
from proven AESA technology for
light tactical aircraft.
• The RQ-4 Global Hawk unmanned
aerial system (UAS), built by
Northrop Grumman Corporation, celebrated the 10th anniversary of its
first flight on February 28, 2008. So
far, it has logged more than 20,000
total programme flight hours.
PRATT & WHITNEY
• Air Caraibes has selected Pratt
& Whitney PW4000-100 engines to
power three new Airbus A330-300
aircraft. The engines will be backed
by a 10-year comprehensive fleet
management programme provided
by Pratt & Whitney Global Service
Partners.
ROCKWELL COLLINS
• The Polish Air Force has selected
the Rockwell Collins F-16C Modular
Simulated Aircraft Maintenance
Trainer for the training of the
aircraft’s maintenance personnel.
The trainer is to be delivered in April
2008.
Digest
NEWS
QuickRoundUp
SHOW CALENDAR
CIVIL AVIATION IN INDIA & THE NEW BUDGET
31 March-1 April
AIR SURVEILLANCE AND
RECONNAISSANCE 2008,
LONDON, UK
Organisers: IQPC
Email: enquire@iqpc.co.uk
URL: www.iqpcevents.com
ver the last year or so, a dynamic growth was witnessed in the nation’s aviation
industry with news from the industry regularly grabbing headlines. In contrast,
media coverage on the aviation aspects of the Budget was a lifeless squeal.
Indeed, there was not much to talk about. Buried in 187 paragraphs, only one sentence in the entire Budget speech referred to aviation—and it did not concern the air
traveller but the import of helicopter simulators.
Aviation industry’s expectations from the Budget remained largely unfulfilled by
Finance Minister P. Chidambaram’s proposals in his Budget speech. One of the basic
expectations and indeed clamouring demands of the industry had been rationalisation of taxes related to Aviation Turbine Fuel (ATF) so as to bring the fuel cost to
international levels and to relieve the airlines and the travellers form an oppressive
tax burden. At present, sales tax levied on ATF sales to airlines stands between 4 per
cent and 30 per cent, depending on which state the fuel is uploaded. The Finance
Minister proposed no such tax cut. The second whammy came a day after the Budget
speech, when oil PSUs raised the ATF prices by over 5 per cent. As a result, the cost of
ATF in Mumbai—the industry’s backyard—has gone up to Rs 48,655 a litre.
Both print and the electronic media as also the stock and mutual fund markets
are reverberating with the buzzword ‘infrastructure’. The Airports Authority of India
(AAI) has proposed an outlay of Rs 12,434 crore during the ongoing Eleventh Plan
period (ending FY 2011-2012) for the development of infrastructure at airports. The
section of the Finance Minister’s speech on infrastructure did not feature the word
‘aviation’—a cause for some misgiving. Anomalously, the investment plan for AAI has
increased from the last FY’s Rs 1,961 crore to Rs 3,377 crore. The basic customs duty
on project imports has, however, been reduced from 7.5 per cent to 5 per cent even
as the service tax base has been broadened to include six new services.
Para 139 of the Budget speech read thus: “To facilitate training of helicopter
pilots, I propose to remove the duty on helicopter simulators.” While media hailed
this as a cause for cheer for the rotary wing community, sceptics point out that the
only foreseeable import of a helicopter simulator in this FY is that by HATSOFF—the
CAE-HAL joint venture coming up in Bangalore. One piece of good news could be the
exemption of duty from the cold chain facilities (network for procurement, warehousing, transportation and retailing of food products under controlled temperatures)
above two tonne refrigeration capacity and utilising 50 KW and above of power.
by Group Captain A.K. Sachdev
8 April-10 April
AIRPORT EXPO 2008,
MANDALAY BAY RESORT &
CASINO, LAS VEGAS, USA
Organisers: Mack Brooks
Exhibitions
Email: inquiries@airportexpo
2008.com
URL: www.airportexpo2008.
com
22 April-23 April
7TH ANNUAL
INTERNATIONAL MILITARY
HELICOPTER CONFERENCE,
ONE WHITEHALL PLACE,
LONDON, UK
Organisers: DefenceIQ
Email: elizabeth.
mcaleer@iqpc.co.uk
URL: www.iqpc.com/uk/mh/
ediary
22 April-24 April
AEROSPACE 2008:
THE WAY FORWARD,
NO. 4 HAMILTON PLACE,
LONDON, UK
Organisers: Royal Aeronautical Society
Email: conference@raes.org.
uk
URL: www.aerosociety.com/
conference
Europe
Demand for 24,300 aircraft
in next 20 years: Airbus
According to its latest Global
Market Forecast, Airbus
foresees a demand for some
24,300 new passenger and
freighter aircraft between
now and 2026. The growing demand will result in an
average annual delivery of
some 1,215 aircraft, up from
the previously forecast 1,130.
SPACE
Americas
Boeing, NASA herald 2008
with Atlantis liftoff
With February 7 success-
O
ful liftoff of Space Shuttle
Atlantis, the Boeing Company
and NASA have started 2008
with renewed focus following three successful missions
last year for the shuttle and
International Space Station
(ISS) programmes. The ISS
received its newest addition when the STS-122 crew
delivered the European Space
Agency’s (ESA) Columbus
Research Laboratory, ESA’s
largest on-orbit contribution
to the station. As ISS prime
contractor, Boeing participated in design and verification
reviews to ensure that Columbus works properly with
the Harmony utility module,
the connecting point for the
research laboratory
INDUSTRY
Asia-Pacific
Boeing and Tata Industries
to set up JV in India
The Boeing Company and
Tata Industries Limited of
India have agreed on a plan to
form a joint venture company
for defence related aerospace
component work in India for
export to Boeing and its international customers. Under
the agreement, the company
will be established by June
2008. Manufacturing capabilities established within the
company would later be leveraged across multiple Boeing
programmes, including India’s
proposed MMRCA deal.
RAYTHEON
• Raytheon Company’s United
Kingdom-based subsidiary has been
awarded a contract to support the
integration and flight trials of the
Paveway IV dual mode precisionguided bomb with the UK Royal Air
Force Tornado GR4/4A.
• Raytheon Systems Limited is
under contract to integrate Paveway
IV on all UK strike platforms, including Harrier GR9/9A (successfully
completed in August 2007), F-35B
Lightening II (Joint Combat Aircraft),
and Eurofighter Typhoon.
SAFRAN
• An electric brake has been successfully tested for the first time in
the world on a commercial jetliner,
an Airbus A340-600. This electric
brake technology was developed by
Messier-Bugatti, a SAFRAN Group
company, through a joint demonstration program with Airbus called
Electrically Actuated Braking System.
SIKORSKY
• Evergreen Helicopters, Inc., a
subsidiary of Evergreen International
Aviation, Inc., has signed contracts
for four S-76C++ helicopters, the
model of the proven S-76 workhorse
currently in production from Sikorsky.
The helicopters will serve in a variety
of missions including offshore oil,
utility, emergency medical service,
and search and rescue.
SUKHOI AVIATION
CORPORATION
• Russia has delivered four Su-30
MKM fighter planes to Malaysia
under a contract signed in 2003,
under which Malaysia will receive a
total of 18 Su-30MKM fighters by the
end of 2008. The first six aircraft were
delivered in 2007.
THALES
• Thales has been awarded the title of
Australia’s top defence contractor for
2007 at the 5th Annual Australian Defence Magazine Congress. Thales has
enjoyed another successful year that
included delivering world-class APEC
accreditation and security systems,
order for 399 additional Bushmaster
vehicles, and delivering the simulator
for the AIR 87 Tiger helicopter.
Issue 2 • 2008
SP’S AVIATION
35
Word
LAST
PHOTOGRAPH: SP GUIDE PUBNS
BIAL:
Protracted
Delivery
Commissioning of Bangalore’s international airport has
acquired political overtones with the UPA and the NDA in a
silent tug-of-war for mileage
A
world class international airport for the Silicon Valley of India was officially conceived in 1991. Initially,
the airport was to be located on Mysore road some
30 km from Bangalore. However, reportedly on account of vested political interests, the venue was later shifted
to Devanhalli on Hyderabad highway (NH7).
Delays and difficulties have persistently dogged the project ever since its conception. After a decade of uncertainty,
the process finally made some headway with Siemens-Zurich
Airport-led consortium winning the contract in October 2001.
It took another four years for construction to begin and the
date of inauguration was stipulated as March 30, 2008. Half
way through the construction, when it became evident that
growth of passenger traffic had overtaken the planned capacity, the Ministry of Civil Aviation suggested suitable upgrade
for Phase I, pointing out a number of other inadequacies in
the design. Midway, Bangalore International Airport Limited
(BIAL) rehashed plans, incorporating all the suggestions from
the ministry without any change in the date of inauguration.
This was a matter of prestige for BIAL.
Now, with the inauguration just days away, it comes to light
that the airport will not be ready by then after all. On March 7,
the ministry rescheduled the inauguration for May 11. While
59 points for correction has been observed by the ministry,
the stated reason is lack of readiness of the Air Traffic Management System which includes installation, commissioning,
calibration and trial of Radio Beacons, Radars, Instrument
Landing Systems and Communication Facilities. Positioning,
familiarisation and training of personnel with the air traffic
management system and procedures is also to be completed
before the airport is cleared by the Directorate General Civil
Aviation for all weather operations.
To date, the major problem frequently debated in the public domain was the issue of high-speed connectivity. While the
airport was taking shape with Swiss precision, there was no
sign of progress on the expressway or high-speed rail link.
By early 2007, when it had become abundantly clear that
the agencies responsible to provide connectivity had nothing
to show, BIAL undertook as a part of the airport project, the
responsibility to construct a Trumpet Flyover at the nearest
point on NH7 and the link road to the airport. Despite impediments, BIAL is hopeful to have this part of the work completed
36
SP’S AVIATION
Issue 2 • 2008
on schedule.
During the last few years, the political establishment in the
state, somewhat preoccupied with internal turmoil, has not
had the time to focus on mundane issues such as airport connectivity. Now, in the absence of an elected government, the
bureaucracy has been left holding the baby. From the flurry
of activity, it appears the alarm button has been pressed and
the existing road links to Devanhalli area are being upgraded
on a war footing. Magic Box underpass is being introduced at
a number of choke points along the Bellary Road to facilitate
traffic movement from the city centre to Hebbal flyover. However, these measures are only quick-fix solutions for the short
term.
The Railway Ministry, which was to provide a high speed
rail link, has suddenly dissociated itself, refusing to shoulder
the responsibility. It is rather strange that the definition of responsibility for a crucial facility should appear fuzzy so close
to project termination deadline. In the meantime, the demand
for keeping the HAL airport in operation from different segments of the society has been gathering steam. Curiously
enough, airport employees unions have jumped into the fray
resorting to strike demanding that operations at HAL airport
be continued. Apart from defying logic, their locus standii over
this issue itself is open to question.
There is, however, another aspect to this sordid episode
that warrants scrutiny. Like many other issues of public concern, commissioning of BIAL has acquired political overtones
with the two major political entities, the UPA and the NDA,
in a silent tug-of-war for mileage. The Congress is castigating
the NDA for entering into a flawed agreement that involved
decommissioning of existing infrastructure. This is clearly
against national interest. The NDA is also being accused of neglect, both at the central and state levels, of the vital aspect of
efficient connectivity. With the elections in Karnataka due in
the near future, it may be in the interest of the political parties
aspiring for power not to alienate vote banks over this issue.
We will do well to remember that in the Indian system, political
expediency is often the overriding consideration. Two decades
ago, the Prime Minister of one of the Asian Tigers had observed
that India was much too democratic to progress quickly. BIAL
CEO Albert Brunner had certainly not bargained for this! SP
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FAMILY OF EXCELLENCE
Contact Jason Akovenko, Regional Vice President Asia/Pacific, at +65 6256 8301
or e-mail: jason.akovenko@gulfstream.com or visit www.gulfstream.com.
Excellence has a progression. First it must be achieved. Then,
most importantly, it must be maintained. At Gulfstream, we have
maintained The World Standard® of excellence across our entire
fleet for 50 years, backing each aircraft with a superior warranty
and award-winning product support. Our ceaseless innovation
and ambition have created a remarkably distinguished family
of business jets that are recognized, respected and renowned,
worldwide. Own one, and you will be, too.

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