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TABLE of CONTENTS News Flies. We Gather Intelligence. Every Month. From India.
ISSUE 5 • 2010
SHOW REPORT
31 EBACE 2010
Back in Business
INDUSTRY
43 OEM
Target India
SPACE
23 ISRO
Jostling for Space
HALL OF FAME
26
The interior of A318 Elite Airbus offers plenty of freedom for
individual design and the world of aircraft interior industry is 40 Erich Hartmann
booming while the world’s markets falter
REGULAR DEPARTMENTS
9
First
Airdrop Cargo
Cover Story 6 A Word from Editor
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12 Cost factor
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16 Flying Fast
Foward
EUROPE
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A Word from Editor
After two years of
negotiations, French
aerospace majors Dassault
and Thales and the Indian
Air Force have agreed on a
price for upgrading 51 Mirage
2000s. It sounds good; but like
most good things, this would
be costly.
T
he forthcoming visit by French President Nico- ing systems that bring about defence deals. This is what this
las Sarkozy will be keenly watched. Among issue of SP’s Aviation looks at in ‘The cost factor’ (Page 12).
other things on the cards is the inking of the The IAF faces another difficult choice when it seeks new
Mirage 2000 upgradation deal. After two years aircraft for pilot training (See ‘A difficult choice, Page 21).
of negotiations, French aerospace majors Das- But here, it would be a question of it being spoilt for choice.
sault and Thales and the Indian Air Force have There are many aircraft in the fray, and what the IAF would
agreed on a price for upgrading 51 Mirage 2000s. It sounds need to do is choose one to its training philosophy so that it
good; but like most good things, this would be costly. meets the requirements in the next three decades.
In all likelihood, unless the French accede to Indian Talking of upgradations and training would bring us to
wishes, the deal would be for a per unit upgradation cost in modernisation as a whole. We present an in-depth analysis
the $41-43 million range. The overall cost will come to close (See ‘Flying Fast Forward’, Page 16) of how the Indian Air
to $2.1-2.2 billion. It is this figure that has raised many an Force has embarked on acquiring new doctrinal perceptions
eyebrow. The point being debated by many defence experts by going through fundamental and far-reaching changes
is that had India gone in for a deal for 50 Mirage 2000-5s and propelling itself into being a true strategic force.
way back in 2001 itself, the cost would have been the same. And you cannot possibly miss out on ‘Flights of Fantasy’
The flipside of any agreement will be that India would only (Page 26) which takes readers right inside the world of air-
get an upgradation done; there would be no new aircraft. craft interiors and tells us why this industry is booming. It’s
When Mirage 2000s were first drafted into the Indian Air all about comfort. It’s all about style.
Force in 1985, they were looked at with reverence. This faith,
as Kargil 1999 proved, was not misplaced. But as time went
by, the IAF felt the need for an improved version of the Mi-
rage 2000 i.e. the Mirage 2000-5. That was in 2000. The gov-
ernment decided to go in for a request for information (RFI)
the following year. Since then, the acquisition programme has
reverted back to the upgradation of the old Mirage 2000s.
The choice, most say, has been difficult. On one hand was
the question of a huge amount being spent. On the other was
that of the existing aircraft. As Air Chief Marshal P.V. Naik,
Chief of Air Staff, said recently, “The residual life of the 50-
odd Mirages that are left is another 20 years. If I throw them
away, I would have wasted 20 years of that residual life. But
upgrading the Mirages with the infrastructure already avail-
able, seems a better option considering the lifetime cost.”
The Air Chief has a point – India cannot be too profligate.
Yet the issue that we could have acquired the same number
of new aircraft for the money that we are spending in up-
grading old ones, is not going to go away. This is going to
remain in the news for a while, right during this run-up to Jayant Baranwal
the signing of the deal to probably a few weeks afterwards. Publisher & Editor-in-Chief
This deal raises some pertinent issues – that of the exist-
TEJAS DELAYED
In its report tabled in the Lok Sabha recently, the Parliament’s standing committee on defence dealt with a variety of issues including delay in the Tejas light
combat aircraft (LCA) project. The committee pointed at the “sorry state of affairs” in the project, which is to see the light of the day 27 years after being
sanctioned. The panel said the various problems faced with the Tejas engine should be sorted out expeditiously. The Tejas should be commissioned either
by choosing the option of importing the engine or persisting with (the indigenous) Kaveri (engine). “All steps should be taken so that Tejas is operational by
the stipulated timeframe and there is no further cost escalation,” the committee maintained.
VIEWS
I
n accordance with the Long-term Re-equipment Plan the requisite thrust rating available in the market, but are over-
drawn up in 1981, a programme to develop an LCA, sized. Such an engine would need redesign of the fuselage, air
incorporating a number of advanced technologies was intake, wings, etc, of the LCA. This would tantamount to practi-
launched two years later to replace the fleet of MiG-21s cally developing a new airplane requiring repeat of some, if not
in due course. Responsibility to evolve a design for the LCA all the developmental flights completed so far. All these would
and of overall project management was entrusted to the new- ultimately translate into interminable delay.
ly created Aeronautical De- Development of a new en-
velopment Agency. Hindustan gine even with foreign collabo-
Aeronautics Limited was to ration may take years because
be the manufacturing agency. of rapid advances in technol-
Although technical assistance ogy, and complexity of the pro-
was sought from Israel and cess. So, time and cost overruns
France, there was no formal in such cases do happen. It
arrangement for collaboration took Snecma, one of the lead-
with any global aerospace ma- ing manufacturers of aero en-
jor. Hope for US assistance was gines, 13 years to develop the
dashed by a sanctions regime. M88 for the Rafale. Of late, the
In 1986, as a project on Airbus A400M and the Sukhoi
parallel track, development of T-50 fifth generation combat
aero engine GTX-35VS Kaveri aircraft projects have suffered
to power LCA prototypes was considerable slippages and
initiated under the Gas Tur- cost escalation owing to major
bine Research Establishment. glitches in the engine develop-
There was no comprehensive ment programmes. As for the
foreign collaboration. third option of further develop-
It is indeed a cause for ment of the Kaveri, possibility
deep disappointment for the of any significant performance
IAF that despite the stagger- upgradation appears remote
ing levels of investment, even as the technology employed is
after nearly three decades, more than a quarter century
timeframe for induction of the old and is virtually obsolete.
LCA into operational service Whatever the final deci-
remains somewhat uncertain. sion, it is clear that without
Development of the Kaveri en- collaboration with one of the
gine appears to have reached world’s leading aero engine
a dead end and the two proj- manufacturers, an indigenous
ects were formally delinked in power plant for the Tejas may
2008 necessitating search for be a fading dream.
a new engine for the production models of the Tejas. However, there is some light at the end of the tunnel. On
While the LCA, christened Tejas, has been undergoing devel- April 23, 2010, in a 52-minute sortie, the Tejas for the first
opmental flights with the underpowered GE 404 engine, there time flew with all required equipment on board in a near
are three options for the Defence Research and Development final configuration. Although this latest milestone may help
Organisation (DRDO) in the selection of an engine that would partially alleviate the concerns of the government as reflect-
ILLUSTRATION: MAMTA
meet the qualitative requirements stipulated by the IAF for the ed in the report by the parliamentary committee, given the
power plant. These include identifying an engine already avail- imponderables in the development of new generation com-
able in the market, developing an entirely new engine, or going bat aircraft and experience with the Tejas programme so far,
ahead with development of the Kaveri. However, each option is controlling costs may not be easy. SP
fraught with difficulty and uncertainty. There are engines with —Air Marshal (Retd) B.K. Pandey
GSLV FAILURE
Disaster struck the Indian space programme on April 15 when the largest rocket using a home-made cryogenic propulsion system failed after being
in flight for close to five minutes. The Geosynchronous Satellite Launch Vehicle—as tall as a 17-storey building—took off at 4.27 pm, leaving a
trail of fire and smoke in the clear evening sky at the launch site at Sriharikota on India’s eastern seaboard. There was joy for a while as the first
two stages of the rocket worked as planned. But within seconds, gloom descended on the control room as the crucial third stage—the cryogenic
engine—did not ignite.
VIEWS
T
he failure of the launch of the Geosynchronous Satel- has been on the agenda of ISRO for almost two decades now.
lite Launch Vehicle (GSLV)-D3 with India’s first cryo- Cutting no ice with the US firms in early 1990s, India had ap-
genic engine and the GSAT-4 communications and proached Russia to supply the cryogenic engines and transfer
navigation satellite payload, has disappointed not the technology. Initially, this attempt was torpedoed under US
only scientists and engineers of the Indian Space Research pressure, but later on Russians did supply cryogenic engines
Organisation (ISRO) but also the entire nation. It was evident and the first flight of the GSLV using Russian ‘cryo’ stage took
that the first two liquid propel- place in 2001. But what the
lant stages had worked flaw- Russians promised in 1992, in
lessly after a perfect lift-off the terms of transfer of technology
GSLV had stuck to its flight based on their 11D56 cryogen-
path, both in time and space. ic engine and what was later
The problem occurred after supplied, differed vastly. The
300 seconds when the vehicle Russian cryogenic stages are
started to decelerate and de- highly complicated compared
viate from its assigned flight to engines developed by other
path. The initial reaction of countries. Any effort based on
ISRO chairman K. Radhakrish- the Russian design is bound to
nan was that the two Vernier be more vulnerable to failure at
engines had failed to function least in the initial stages till the
even though the main cryo- design, materials and engineer-
genic engine had ignited. But ing is mastered to perfection.
later, he accepted that the first That brings us back to the
flight of the cryogenic engine April 15 GSLV failure. There
had failed. The failure was have been conflicting reports
unexpected because the en- as to what exactly went wrong
gine, in the making for years with the GSLV-3 plunging into
had been tested to the best the Bay of Bengal minutes af-
of technological satisfaction. ter lift-off with its precious, and
The ‘cryo’ stage was required now questionable, Rs 150 crore
to work in space for only 720 payload. The data collected so
seconds but had been tested far has led some to believe that
successfully on the ground for the indigenous ‘cryo’ stage had
up to 1,000 seconds. It was not actually ignited, but just for a
tested in weightless conditions second or two, as the turbine
but this may not have been fuel pump supplying the fuel
possible and perhaps was not to the engine failed causing an
even needed. immediate shutdown. The en-
Cryogenic propulsion is a tire data would have to be ana-
highly complex and strategic technology. It makes the launch lysed for which ISRO has constituted a Failure Analysis Com-
vehicle ‘icy hot’ because when the lower stages of the rocket mittee which would submit its report by next month-end.
are igniting with temperatures reaching 3,000 degree celsius ISRO must be given due credit for being an organisation
and more, the upper cryogenic stage remains super cool at 250 that is neither demoralised nor deterred by its failures. How-
degree celsius and less. This stage with super cooled liquid hy- ever, for future applications, it would be better if ISRO could
ILLUSTRATION: MAMTA
drogen and oxygen is much more efficient and provides more tap NASA’s expertise under the umbrella of a vastly improved
thrust for every kg of propellant it burns compared to others. relationship with the US, which is known to be working on
This permits space agencies to launch heavier payloads with an advanced version of cryogenic propulsion for its future
the same overall weight of the launch vehicle. Therefore, the manned lunar missions. But would the US oblige? SP
technology is a heavily guarded secret. Cryogenic propulsion —Air Marshal (Retd) V.K. Bhatia
Airdrop
Cargo
F
I
n tests conducted recently, Kaman Aerospace Corporation has
proved that the unmanned K-MAX helicopter can resupply
troops with cargo airdropped by parachute.
The tests added a new delivery method for the 6,000 lb
power lifter, which Lockheed Martin and Kaman have suc-
cessfully transformed into an unmanned aircraft system for autono-
mous cargo delivery operations.
At its Bloomfield, Connecticut facility, Kaman, in partnership with
the US Army’s Natick Soldier Research, Development and Engineering
Centre (NSRDEC) conducted 11 cargo airdrop tests from 300 ft to 400
ft above ground level. Kaman used its four-hook carousel for the drops,
and during one flight, demonstrated four airdrops in a single mission.
Kaman performed the airdrops using the Army’s low cost low alti-
tude cross parachute, a one-time-use expendable aerodynamic decel-
erator that costs about $375 (Rs 16,929). Currently used to airdrop sup-
plies from manned aircraft in Afghanistan, the parachute is designed to
handle 80-600 lb payloads delivered from 150-300 ft altitudes above
ground level.
In January, Kaman and Lockheed Martin had successfully demon-
strated to the US Marine Corps at Dugway Proving Grounds in Utah
the capability of the unmanned K-MAX helicopter to resupply troops
by unmanned helicopter at forward operating bases in Afghanistan.
During the demonstration, the team showed autonomous and remote
control sling load delivery over both line-of-sight and satellite-base
beyond-line-of-sight data links.
According to the company, future tests may include the use of
single and/or multiple joint precision airdrop systems (JPADS) from
higher altitudes. JPADS could be used in higher threat environ-
ments to resupply multiple and dispersed ground forces from one
unmanned K-MAX release point.
Kaman designed the K-MAX helicopter to deliver sling loads up
to 6,000 lb at sea level and 4,300 lb at 15,000 ft. Lockheed Martin’s
mission management and control systems gives the K-MAX helicop-
ter unparalleled flight autonomy in remote environments and over
PHOTOGRAPH: LOCKHEED MARTIN
large distances. SP
—SP’s Aviation News Desk
Solar Impulse...
F
...applying new technologies to save nature
T
housands of spectators from all over Switzerland
viewed the Solar Impulse HB-SIA slowly climb up to
1200 metres on April 7, 2010. The next 87 minutes
Solar Impulse test pilot Markus Scherdel spent familiarising
himself with the prototype’s flight behaviour and performing
the initial flight exercises before making the first landing on
the Vaudois tarmac. The execution of these various manoeu-
vres (turns, simulating the approach phase) was designed to
get a feel for the aircraft and verify its controllability.
According to the company, the first mission was the most
risky phase of the entire project and culminated after seven
years of research, testing and perseverance. Never has an
airplane as large and light ever flown before. The aim was to
verify the prototype’s behaviour in flight and test its reaction
to various manoeuvres.
Bertrand Piccard, Chairman, Solar Impulse said, “We still
have a long way to go until the night flights and an even
longer way before flying round the world, but today, thanks ing new technologies that can save natural resources.” SP
to the extraordinary work of an entire team, an essential —SP’s Aviation News Desk
step towards achieving our vision has been taken. Our future
depends on our ability to convert rapidly to the use of re-
newable energies. Solar Impulse is intended to demonstrate For related video, visit:
what can be done already by using these energies and apply- www.spsaviation.net
Watchkeeper’s...
... first UK flight
T
hales unmanned air system sensitive or dangerous areas. The
(UAS) flew for the first time in system is capable of rapid deploy-
UK on April 14. The Watch- ment and operations anywhere
keeper took off from dedicated fa- in the world and will support the
cilities at Parc Aberporth in West information requirements of all
Wales for a 20 minute flight. The three services.
Parc Aberporth facilities, man- According to the company, the
aged by QinetiQ through the West first flight was a momentous ac-
Wales unmanned air vehicle (UAV) complishment in the Watchkeep-
Centre, are the premier test facili- er programme and many more
ties for UAVs in the UK. flight trials is scheduled to take
The success of the first flight place over the coming months.
PHOTOGRAPHS: SOLAR IMPULSE & THALES
Mirage
Jet Fighters
Upgradation:
Deal done
What was hanging fire for the last two years due to issues related to
price negotiations between the two sides seems to have been resolved
with India finalising a Rs 10,000 crore deal with France
I
t appears to be official now. What was hanging fire Rafale, which at the time was still under development. The
for the last two years due to issues related to price upgraded aircraft were redesignated Mirage 2000-5, and be-
negotiations between the two sides seems to have came operational in 2000. And while the Rafale has become
been resolved. India finalised a Rs 10,000 crore operational in the French Air Force, it is considering further
($2.1-2.2 billion) deal with France in the first week upgrades for the type, at least for the aircraft with sufficient
of April to upgrade the Indian Air Force (IAF’s) fleet residual operational life to Mirage 2000-5 Mark 2 standards.
of Mirage 2000 jet fighters. The deal had been stuck for the In response to the initial request for information (RFI)
past two years primarily due to differences over the price issued in 2001 for the ambitious 126-aircraft MMRCA pro-
being offered by French OEM Dassault and Thales. After go- gramme, the French manufacturer offered Mirage 2000-5 to
ing through the detailed list provided by the Indian side for compete with the Russian Mikoyan MiG-35, the US Lockheed
the fighter’s upgradation, the French companies had initial- Martin F-16 Fighting Falcon and the Swedish SAAB JAS39
ly quoted an exorbitant price close to $3 billion (Rs 13,500 Gripen aircraft. The undue delays in progressing the pro-
crore). This amounted to about $58 million (Rs 26 crore) gramme to the next stage from the Indian side and the fact
per aircraft, which was coming close to the price of a brand that two more heavy-weight contenders, Boeing’s F/A-18
new fighter jet of that caliber. With the final price arrived at Super Hornet from the US and EADS Eurofighter Typhoon,
through not only hard negotiations, but also through care- had joined the competition, it prompted Dassault to replace
fully timed nudges at the highest political quarters, per unit the Mirage 2000-5 with its own state-of-the-art twin-engine
cost to upgrade 51 aircraft is still coming to a hefty $43 Rafale jet fighter by citing its inability to keep the Mirage
million (Rs 190 crore). However, the Indian government has 2000 assembly line open for an indefinite length of time.
decided to ink the deal in view of the fact that the upgrada- While the full details of the upgradation programme are
tion is crucial for the IAF which is battling with ageing fleets not available, it is quite probable that the upgraded Mirage
and diminishing numbers in its combat force levels. 2000 aircraft of the IAF would be brought up to the Mi-
First inducted in 1985, the IAF had acquired a total of 51 rage 2000-5 standards, or, as close to it as possible. At the
aircraft (41 single-seat fighters and 10 twin-seat trainers) by time of the launch of the RFI for the MMRCA deal in 2001,
1988. At the time of the 1999 Kargil conflict, Mirage 2000, the French were optimistic that the IAF, which was highly
also known as the Vajra (Thunderbolt) was the frontline satisfied with its Mirage 2000 fleet, would naturally opt for
fighter of the IAF. The IAF went on to acquire an additional the later and much improved version, i.e. Mirage 2000-5. As
10 aircraft in 2004 with somewhat improved avionics such events turned out, however, this did not happen. Dassault,
as the RDM-7 radar, but the bulk of its Mirage fleet was in- it appears, were quick in appreciating the situation by with-
deed in need of a midlife upgrade. drawing the Mirage 2000-5 offer and replacing it with the
French manufacturer Dassault and its associated partners Rafale. And now, while the MMRCA project is still lumbering
in the Mirage 2000 programme have continued to keep the through the flight evaluation stage, the French seem to have
PHOTOGRAPH: SP GUIDE PUBNS
aircraft on par with the latest models of the US F-16 fighters. already got a slice of the bigger pie by bagging the none too
By the late 1980s, Thomson-CSF had already begun work on inconsiderable $2 billion+ Mirage 2000 upgrade deal, while
a privately funded update of the Mirage 2000C to be renamed continuing to compete in the main MMRCA deal with Rafale.
Mirage 2000-5, which first flew on October 24, 1990. The big question is what can the IAF expect to get from the
The French Air Force had by 1993 decided to upgrade a deal and what effect it would have on the Indo-French rela-
major portion of its Mirage 2000 fleet to the 2000-5 specifi- tions? Turn to Forum for some probable answers. SP
cation as a stopgap arrangement before the induction of the —By Air Marshal (Retd) V.K. Bhatia
factor
It would be hazardous to
offhand put a figure on what
would actually be the cost of an
aircraft such as a Mirage 2000 or
a Mirage 2000-5. It would entail
an in depth study and multi-fold
analysis of various factors before
a reasonably accurate figure
can be arrived at.
T
here is a general belief in defence circles that put-
ting a definite price to any defence equipment and VIEW POINT
more so in the case of combat aircraft, is well nigh
impossible; given the plethora of issues involved— Air Marshal (Retd) Ajit Bavnani
visible and hidden—when working out the cost of
the entire package, finally known as the “fully operational This is a long pending requirement of the
weapon system”. The myriad factors not only involve the IAF, as the need for upgradation of the Mi-
plain and simple unit fly-away cost but also include train- rage fleet was felt as early as 2001-02.
ing and maintenance costs, spares support, cost of weap- The Mirage 2000 fleet, even today after
ons, operational costs, lifecycle costs, manpower costs, ex- 25 years of operational service in the IAF,
penditures involved with transfer of technology (ToT), et al. continues to be the most reliable and ef-
It would therefore be extremely hazardous to indulge in an ficient fleet. After the Kargil operations,
offhand manner to put a figure on what would actually be the IAF had bid for 126 additional Mirage
the cost of an aircraft such as a Mirage 2000 or for that mat- 2000 aircraft, as these had proved to be very successful dur-
ter, a Mirage 2000-5. Needless to say, it would entail an in ing these operations. However, the request of the IAF had been
depth study and multi-fold analysis of various factors before changed into a global tender, and the IAF is yet to contract for
PHOTOGRAPHS: SP GUIDE PUBNS
VIEW POINT
Straight Up,
Straight Down
T
T
he Cyber Quad is an electric ducted quadrotor vertical
take-0ff and landing (VTOL) unmanned aerial vehicle Specifications Maximum Nominal
(UAV). Cyber Quad is a unique amalgamation of state- Endurance 40 min 25 min
of-the-art VTOL UAV technologies, combining mechanical
Payload 1.5 kg 500 g
simplicity, low noise, stability and agility of a quadrotor, with
the compactness, safety and efficiency of ducted fans. With Take Off Weight 3 kg 2 kg
only four moving parts that are safely shrouded, the Cyber Airspeed 70 km/h 50 km/h
Quad is easily transportable and rapidly deployable and in-
Climb Rate 10 m/s 5 m/s
volves low maintenance cost.
The Cyber Quad employs direct drive brushless electric Descent Rate 4 m/s 2 m/s
motors, avoiding the inefficiencies, maintenance and noise of Altitude 1 km (video link) 120 m (CASA101)
gearboxes and internal combustion engines. By running rel-
Range 1 km (video link) 500m
atively low speed rotors with the tips aero-dynamically en-
trained by the duct wall, BVI noise and tip losses are signifi- Noise 65dBA @ 3m Inaudible > 30m
cantly reduced. These features contribute to the Cyber Quad Time to deploy 1 min 10 seconds
having a very low noise signature for stealth applications.
Dimensions 530 x 530 x 160mm
Cyber Quad does not employ any complicated, inefficient
control surfaces, swash plates, stabiliser bars or tail rotors Source: at-communication
for control and does not pay any additional weight or power
penalty for control as it differentially controls the four mod-
ular fans that are already being employed to create lift. SP E-mail your comments to:
—SP’s Aviation News Desk letters@spsaviation.net
Going Green
The US Navy celebrated Earth Day by showcasing a flight test of the Green Hornet
T
he US Navy celebrated camelina-based biofuel could
Earth Day on April 22 by take an additional 6-9 months.
showcasing a flight test of The Earth Day flight test is one
the Green Hornet, an F/A-18 Su- of the 15 planned test flights re-
per Hornet multirole fighter jet quiring approximately 23 flight-
powered by a biofuel blend. The hours to complete, starting in
test at Naval Air Station Patuxent mid-April 2010 and ending by
River drew a huge crowd. Secre- mid-June 2010. The Earth Day
tary of the Navy Ray Mabus, who flight lasted about 45 minutes.
PHOTOGRAPHS: AT-COMMUNICATION & US NAVY
H
aving unshackled itself is generally known that the IAF’s jet
from the decade old
By Air Marshal (Retd) fighter strength has shrunk to less than
mindset prevailing in V.K. Bhatia 30 squadrons and may have reached a
the mid-1990s of be- low of 27 squadrons. Similarly, for the
ing just a ‘tactical force’ defence of vital areas/points, its existing
with a mandate to pri- surface-to-air missile (SAM) squadrons
marily provide support to the other two Services, the Indi- have long crossed the obsolescence thresholds and can-
an Air Force (IAF) seriously embarked upon acquiring new not be stretched much further.
doctrinal perceptions by going through fundamental and far- The latest reports indicate
reaching changes and propelling itself into a new realm—that that almost one-third of
of being a true strategic force like other leading air forces in Pechora SAM squad-
the world. Coinciding with the above, India’s emergence as the
new economic power house on the world stage and the ever-
evolving geo-political and security scenarios also influenced
the IAF’s perceptions of its new roles and responsibilities.
The force today accepts the necessity to acquire rons may have ac-
tually been number-
plated. This has caused
serious erosion in the
IAF’s ground-based air
defence capability. While
not in dire straits, in other
fleets too, the IAF is facing mod-
erate to heavy deficiencies.
Stung by such largescale de-
ficiencies and riding on much
greater budgetary support from
the government, the IAF has
embarked on a series of mod-
ernisation programmes to re-
PHOTOGRAPHS: SUKHOI, IAF & ABHISHEK / SP GUIDE PUBNS
These upgradations will include a new avionics fit, with the ARMED UAVS FOR THE IAF
N-109 radar being replaced by Phazatron Zhuk-M radar. The
aircraft is also being equipped to enhance beyond visual range Since the beginning of the Global War on Terror (GWOT), more
(BVR) combat capability and for in flight refuelling to increase than 100 attacks by the armed UAV (Predator/Reaper) have
range/endurance. A new weapon control system, cockpit er- been carried out by the coalition forces in the Af-Pak region.
Some of these UAVs have been deployed on Pakistani soil. Paki-
gonomics, high-accuracy air-to-air and air-to-surface missiles
stan on its part wants to acquire the armed UAVs for itself and
and smart aerial bombs are also part of the upgrade package. has left no stones unturned to continue to persuade the US for
The first six aircraft are being upgraded in Russia while the the supply of the armed drones.
remaining 63 will be upgraded at the HAL’s Nashik facility in India sensing the possibility of an eventual transfer of a few of
India. Israel has been awarded contracts to provide avionics these UAVs to the Pakistan armed forces and the resulting implica-
and sub-systems for the upgradation. tions to its own security, has started to scout for acquiring similar
The upgradation programme at a whopping $2.1-2.2 capabilities for itself. In the past, the IAF had acquired the Harpy
armed aerial vehicle from Israel which can be used for SEAD mis-
billion (Rs 10,000 crore) for the 51 Mirage 2000 aircraft of sions against an adversary. It has now embarked upon acquiring
the IAF is even more ambitious and grandiose in scale. The another similar system called the Harop from the Israeli Aerospace
pros and cons of the upgradation programme have been dis- Industries (IAI) which can be used against a variety of high-value
cussed in great detail in this edition’s In Focus and Forum targets with pin-point accuracy.
columns. The latest information suggests that the IAF may Unlike the Harpy which is a ‘fire and forget’ system to operate
have settled for the RDY-3 radar citing its adequacy to meet in a pre-planned autonomous mode, each Harop system compris-
es transportable launchers and a mission control shelter that pro-
IAF’s operational needs, but essentially to keep the costs un-
vides a man-in-the-loop function to approve engagements or abort
der control. attacks in real time to avoid collateral damage. The system can be
used across a range of scenarios, from low to high-intensity con-
TRANSPORT FORCE flicts, urban warfare and counter-terror operations. But both the
systems cannot qualify to be in the category of armed UAVs, as they
Ongoing Programmes are single-shot vehicles which cannot be recovered after launch for
C-130J: By the end of this year, the IAF will begin receiving repeated use—more in the category of flying munitions.
What the IAF should aim for is the armed UAV of the medium
the first of the six C-130J Super Hercules acquired through altitude long endurance (MALE) category something like the US
an Foreign Military Sales (FMS) route from Lockheed Mar- Predator/Reaper class. The IAF is already operating the Israeli
Heron UAV in the MALE category. It could explore the possibility
of arming the Heron with compatible PGM(s) and convert it into
an armed UAV. The Defence Research & Development Organisa-
tion (DRDO) is also developing a MALE UAV called the Rustam.
The IAF could include the provision for carrying PGMs as part of
its air staff requirements (ASR) for the indigenous Rustam. If suc-
cessful, India would get armed UAVs of its own and join a select
group of nations with such capability. •
ONGOING PROGRAMMES
& FUTURE ACQUISITIONS:
(ABOVE) ALH; (RIGHT) MI-17
HELICOPTER Future Programmes traffic collision avoidance system, modern communication
Medium multirole aircraft: and navigation equipment, ground proximity warning sys-
The programme to develop tem, upgraded radio altimeters, new radar, multifunctional
the Medium multirole air- displays, new oxygen system, better seats in the cockpit for
craft (MTA) designated as the Ilyushin 214, a transport air- crew comfort, life extension of both, the engine and airframe
craft for both military and civilian use to replace their age- life, range and payload capacity to 7.5 tonnes.
ing fleets of cargo carriers was initiated by Russia in 1996.
Sharing a common interest, in 1999, Russia and India initi- HELICOPTER FORCE
ated a dialogue on joint development of the MTA. While In-
dia was driven by the need for an aircraft to replace its fleet Ongoing Programmes/Future Acquisitions
of over 100 An-32 aircraft that was inducted into the IAF in After a prolonged period of relative inactivity, the IAF has
the mid eighties and would need replacement in about four apparently got the wake-up call for its helicopter fleets as
decades, Russian interests apart from financial, were to re- well, and is now seeking to enhance its rotary wing capabili-
inforce the long-standing strategic relationship with India ties in different categories. It is in the process of acquiring
in the regime of military hardware. 80 Russian-built Mi-17 V-5 (also known as Mi-171) under a
After protracted negotiations since 1999, the Indo-Russian $1.2 billion (Rs 5,000 crore) deal with the first batch enter-
MTA project estimated to cost around $600 million (Rs 2,700 ing service this year. The programme is to be completed by
crore) and to be shared equally by the two partners, finally ap- 2013. It is also revealed that the IAF may be planning for a
pears to be approaching fruition. Approval of the Cabinet Com- repeat order of up to 40 more. In addition, deliveries of the
mittee on Security was obtained by end of 2009. Estimates are indigenous advanced light helicopter (ALH) Dhruv continue
that the maiden flight of the first prototype would take place in with a total induction of 54 units (38 utility and 16 armed
2013 with deliveries commencing three years later. versions). RFPs have also been issued/in the process of be-
As compared with the An-32, the MTA will have signifi- ing issued to acquire 15 heavy-lift helicopters, 22 attack
cantly higher payload capacity and better performance. It is helicopters, and 115 light utility helicopters out of a joint
designed to airlift a maximum of 18.5 tonnes over 2,500 km at Army-Air Force requirement of 312 units.
a speed of 800 kmph. The An-32 can airlift a maximum of 6.7 The good news for the VVIP/VIP travel has been the
tonnes over 1,500 km at a speed of 500 kmph. The MTA will be clearance to acquire the AgustaWestland AW101 helicop-
able to drop 74 paratroopers as against 42 by the An-32. The ters which had run into rough weather with India’s Finance
unit cost is estimated to be around $40 million (Rs 180 crore). Ministry over high costs. A Euro 560 million (Rs 3,400 crore)
The total numbers to be inducted for the IAF will be 100 for deal was signed between the Anglo-Italian manufacturer
IAF and possibly a few more for the paramilitary forces. and the IAF on March 11 this year for procurement of 12
AW101 helicopters to be operated by the Air HQ Commu-
Upgradation Programmes nication Squadron located at Palam airport in Delhi. The
With the possibility of replacement in the near future be- agreement also includes logistic support for five years and
ing remote, India had signed a deal worth $400 million (Rs initial training of aircrew and technicians.
1,800 crore) with Ukraine for mid-life upgradation of the Reports from the Ministry of Defence suggest that the
fleet of 100 or so An-32 aircraft of the IAF. The first batch Defence Acquisition Council has gone into a proactive high-
of five aircraft of the total of 40 to be upgraded in Phase I drive by approving in principle the cumulative acquisition of
arrived at Kiev airport in the first week of March this year. as many as 695 helicopters of different types by the armed
Upgradation of the remaining will be undertaken at No. 1 forces of India. The IAF’s share is likely to be in the region of
Base Repair Depot of the IAF at Kanpur. With the upgrada- 300 helicopters which would include heavy-lift, medium-lift,
tion scheduled to be completed be 2013, the fleet is expected light utility, armed/attack and the VIP helicopters. SP
to continue in service up to 2030. —With inputs on Transport Force from
The upgradation will include an improved avionics suite, Air Marshal (Retd) B.K. Pandey
A Difficult
CHOICE
By Air Commodore (Retd)
K.B. Menon
P
The IAF is on the lookout for ilot training at the Indian Air Force (IAF) Acad-
appropriate aircraft for pilot emy and some other training establishments
have hit a major roadblock. The HPT-32 Deepak
training.The first installment of used for primary training has been grounded.
The training schedule has been disrupted due to
the article in this issue throws lack of trainer aircraft and the IAF has warned
light on how difficult it would be the Ministry of Defence of the impending crisis. Ab initio
training carried out on HPT-32 Deepak has been beset with
for the IAF to choose an aircraft engine problems for almost 15 years, but the proverbial last
which can meet its requirements straw was the crash of an HPT-32 in July 2009 killing two
instructors from Air Force Academy Dundigal.
in the next three decades. The HJT-16 Kiran has been pressed into action to initiate
rookie trainees for ab initio flying training. It is a well-known
fact that this is not the ideal trainer aircraft for this role and
more importantly adequate number of aircraft is not avail-
able to sustain the tempo of long-term training. The recent
crash of the Indian Navy Kiran during a formation aerobatic
display at Hyderabad has put the aircraft under media glare.
The Indian Navy has grounded the Kiran fleet till inquiry
establishes the cause of the accident. Flying training at the
Air Force Academy cannot be curtailed. Stop gap measures
will be evolved and a patchwork solution put in place by the
Indian Air Force to tide over the crisis temporarily.
The HPT-32 fitted with the Lycoming AEIO-540-D4A5 en-
gine has a terrible history of engine problems. Despite the best
efforts of the IAF, HAL and Lycoming the reliability of the HPT-
32 engine could not be enhanced. The engine has often failed
unexpectedly and with catastrophic results. This problem
was not unique to the IAF alone. The United States Air Force
PHOTOGRAPHS: PILATUS AIRCRAFT, ALENIA AERMACCHI, GROB-AIRCRAFT, USAF & EMBRAER
(USAF) had a similar problem with the Slingsby T-3 Firefly fit-
ted with the same Lycoming engine. After a series of accidents
caused by engine failures, the USAF grounded the fleet in July
1997, but the IAF persisted with the HPT-32 till 2009. Surpris-
ingly, the Zlin-50, a fully aerobatic aircraft and some other
which had the same engine, did not suffer the ailments of the
HPT-32 or the Slingsby T-3. A recent Comptroller and Auditor
General (CAG) report termed the aircraft as “technologically
outdated and beset by flight safety hazards.”
The IAF has been projecting the problems associated
with trainer aircraft and the need to induct a modern re-
placement. These projections were overshadowed by the
high visibility multi-role combat aircraft (MRCA) require-
ments and need for heavy lift transport aircraft.
Ashok Nayak, Chairman, Hindustan Aeronautics Ltd, of-
fered the IAF a modern replacement for the HPT-32 two years
ago. This would be the Hindu-
stan Turbo Trainer (HTT-40)
to be delivered in six years.
TRAINER AIRCRAFT: Even if the HTT-40 were to
(TOP LEFT) PC-21 (LEFT) M-311 be designed and manufac-
ON LAUNCH PAD:
CHANDRAYAAN-1 LAUNCHER
T
he Indian Space Research By Group Captain (Retd) file GSLV mission showed that ISRO,
Organisation (ISRO) suf- Joseph Noronha in the face of a stringent technology
fered a significant setback denial regime, still has some way to
on account of the unsuc- go to master the art.
cessful April 15 mission In cryogenic technology, super-
of the Geosynchronous cooled liquid fuels—generally hydro-
Satellite Launch Vehicle (GSLV-D3). gen and oxygen—are mixed and ig-
After a flawless lift-off from the Satish nited to power heavy rockets like the
PHOTOGRAPHS: ESA & ORBITAL SCIENCES
Dhavan Space Centre, Sriharikota, the crucial cryogenic GSLV. Oxygen is a liquid below minus 183 degree celsius
upper stage failed, sending the rocket and its precious pay- and hydrogen is below minus 253 degree celsius. Therefore,
load spinning out of control. Way back in 1992-1993, the they have to be rapidly pumped into the rocket’s fuel tanks
US pressure succeeded in persuading Russia to renege on till seconds before lift off, using high speed turbo-pumps
an agreement to transfer cryogenic technology to India. running at 40,000 revolutions per minute. The mix has to
Instead, the Russians contracted to sell seven cryogenic be perfect, or else, the rocket could explode. On both counts,
upper stages. Five flights of the GSLV have already been advanced technological capabilities and complex ground
powered by Russian cryogenic stages. But not satisfied support systems are essential.
with mere handouts, ISRO itself took up the challenge of A successful GSLV flight generally lasts just 1,022 sec-
acquiring the cutting-edge technology. The latest high pro- onds, after which its satellite payload is injected into geo-
synchronous transfer orbit (GTO). From there, the satellite’s other unmanned lunar orbiter mission, for which a 2013
own propulsion system can take it safely to its permanent launch date is envisaged. The spacecraft will carry a lander
geosynchronous earth orbit (GEO), 35,786 km from the and a rover that will separate from the mother ship and
earth. After over 18 years of toil, 720 seconds (the duration make a gentle descent to the moon’s surface, probably near
of operation of the indigenous cryogenic upper stage) is all it a pole. The modules will then undertake onsite analyses and
needs to catapult India into an elite group—the US, Russia, sample collection. By 2015-16, India could begin to write its
European Space Agency, China and Japan—that have suc- human spaceflight chapter with the launch of a three-man
cessfully harnessed this advanced technology. That wait just capsule. This will enable ISRO to participate meaningfully
got a little longer. in the ISS programme for which talks about India’s poten-
tial membership are expected later this year. More human
COMMERCIAL SATELLITES AND MORE spaceflights are likely, and, if all goes well, there will be an
GSLV is currently ISRO’s heaviest launch vehicle, capable of attempt to send an Indian astronaut to the lunar surface
injecting a payload of 2,500 kg into GTO. The April 15 launch by around 2020. The series of moon missions pits India in
was the maiden test of the indigenous cryogenic stage. ISRO direct competition with China. The developing high-stakes
will have to carefully analyse reams of mission data and un- space race will attract considerable international publicity
derstand the reasons for the failure. It is expected to make the and raise the technological stature of both countries, espe-
next launch attempt in a year or so. GSLV Mk III, currently cially if they successfully achieve a manned lunar landing.
under development, will make ISRO capable of launching China: China’s space programme is certainly going places.
heavy satellites of the 4,500-5,000 kg class. Once it becomes Despite some slippage in its carefully mapped timetable for
operational in the next 2-3 years, it could slash the cur-
rent $20,000 (Rs 897,160) per kg satellite launch cost to
around half the figure. This would significantly bolster
India’s efforts to muscle into the $4 billion (Rs 17,900
crore) global satellite launch services market.
Commercial satellite launches constitute a lucrative
avenue for an aspiring space power to pursue. India al-
ready has 211 satellite transponders in orbit and ISRO
aims to raise this to 500 by 2014. The current schedule
of two or three satellite launches a year, would need to
be increased to 6-8 missions a year, in order to meet this
ambitious target. Telecom satellites operate in GEO—the
most challenging orbit for launch vehicles. In contrast,
the International Space Station (ISS) circles in low earth
orbit (LEO), a mere 330 km from earth.
ISRO has already created two major satellite con-
stellations. The Indian National Satellite (INSAT) sys-
tem consists of multipurpose geosynchronous satel-
lites that satisfy the telecommunications, broadcasting,
meteorology and search-and-rescue needs of India. It
AN ARTIST IMAGINATION:
is the largest national communications system in the TAURUS II IN FLIGHT
Asia-Pacific Region. The Indian Remote Sensing (IRS)
satellite system, a series of earth observation satel-
lites, forms the largest constellation of civilian remote
sensing satellites anywhere in the world. By the end of
next year, ISRO intends to launch the first satellite in
a new constellation required for the ambitious Indian Re- human spaceflight, it is persisting with its endeavours. Chi-
gional Navigation Satellite System (IRNSS) project. When the na’s Shenzhou spacecraft is a proven crew capsule and the
seven-satellite IRNSS becomes fully functional around 2014, country is also developing a cargo vehicle. Although China
it will be India’s answer to the US operated Global Position- is seeking ISS membership, sometime next year it plans to
ing Satellite (GPS) System, as well as its European, Chinese launch its own space station—a way of saying, “we can do it
and Russian versions and will make the country completely alone.” The unmanned Tiangong 1 module, weighing 8,500
self-reliant in satellite navigation services. kg, will help China’s budding taikonauts (astronauts) hone
their docking skills. If all goes well, three taikonauts will
RACING TO THE MOON move in and keep the station permanently occupied, much
India: Telecommunications and navigation satellites, though as the ISS currently is. In five years or so, Tiangong 1 will be
vital, are not everything. Once the GSLV-D3 failure is over- replaced by a more functional module and a cargo carrier.
come, India could aspire to human spaceflight capability as The advanced space station’s three component 20,000 kg
well. The largely successful Chandrayaan-1 unmanned lu- modules will be launched individually by the Long March
nar orbiter mission of 2008-09 spurred ISRO’s ambitions 5 rocket from the new Hainan launch site. Once completed,
to make Indian astronauts walk the surface of the moon, the station will orbit for 10 years at up to 450 km altitude. A
perhaps in a decade from now. Chandrayaan-2 will be an- Chinese manned mission to the moon around 2020-2022 is
a strong probability, thereafter. The Chinese seem anxious to and Space Exploration Technologies (SpaceX) for mis-
learn to live and work in space for prolonged periods, with sions to the ISS. These contracts spurred the development
targets of Mars and beyond envisaged. of SpaceX’s Falcon 9 launch vehicle and Dragon capsule
and OSC’s Taurus II and Cygnus capsule. The first com-
THE OLD TIMERS mercial cargo flight to the space station is scheduled next
European Space Agency: The European Space Agency (ESA) year. NASA funding should also help develop human-rated
also has plans to boost space spending by at least 50 per space vehicles that will eventually be capable of transport-
cent, in order to undertake human spaceflight and a Mars ing astronauts. These vehicles might easily be adapted to
unmanned sample return mission. Mars is currently the ulti- serve new commercial markets such as space tourism,
mate goal of the global human space exploration programme. and attract private capital investment, leading to a vibrant
Sometime next year, the European Mars 500 experiment will commercial spaceflight industry.
see six make-believe astronauts spending a total of 520 days Since the dawn of the space age in 1957, around 55 per
locked inside a set of containers. The experiment will simu- cent of spacecraft have been launched for military purposes
late a 250-day trip to the planet, a 30-day stay on its surface, and 45 per cent for civilian ones. But contrary to popular
as well as a 240-day trip back home, closely mimicking con- impression, the military usage of space is currently in re-
ditions of an actual trip to the Red Planet, except for weight- treat, amounting to just 20 per cent now. Instead, space tour-
lessness. Another ESA project on the drawing board is the ism alone could be a $700 million (Rs 314 crore) industry
Advanced Re-entry Vehicle, to bring cargo back from the ISS. by 2020, conveying thousands of passengers a year to the
US: What about the current leading space power, the US? edge of space. Tickets are already on sale at an affordable
This year has seen a dramatic change in America’s space $200,000 (Rs 8,975,983) each. Virgin Galactic has secured
aspirations. The Na- spaceflight reservations from over 330 adventurous souls
tional Aeronautics eager for a taste of space. In almost half a century of human
and Space Adminis- spaceflight, more than 500 people from 38 countries have
Space tourism tration (NASA) had been to space. The first private suborbital craft, if it ever be-
alone could be planned to return
American astronauts
comes operational, could well exceed that record in a couple
of years. Yes, space is all set to get crowded.
a $700 million to the moon after a
(Rs 314 crore) gap of four decades
and perhaps use
PLAYING “CATCH UP”
Can the cancellation of the ambitious Constellation pro-
industry by the lunar surface as gramme mark the beginning of a dramatic decline in Amer-
2020, conveying a base for manned
missions to Mars,
ica’s leading role in human spaceflight, and allow countries
like China and India to bridge the gap? To view actual capa-
thousands of as a way to recover bilities in perspective, NASA’s Saturn V could launch 118,000
passengers a from the devastat-
ing loss of the shuttle
kg into LEO, while the now abandoned Ares V was designed
to lift 188,000 kg. In comparison, China’s Long March 5, due
year to the edge Columbia in 2003. to become operational around 2015, will only haul 25,000 kg
It hoped that Amer- to LEO. Some experts feel that the Chinese space programme
of space ica’s love affair with is unlikely to pose much of a challenge to the US or Russian
human spaceflight programmes for decades to come, because of its slow pace.
would be rekindled The Soviet Union and the United States each launched three
and the heady excite- dozen manned and unmanned human-capable capsules in
ment and pride of the first decade of their human spaceflight programmes
the Apollo moon mis- (1960–1969). While 24 Soviet cosmonauts spent 42 days in
sions be regained. space, 44 American astronauts logged 96 days. The Russian
But after six years Soyuz is currently the world’s number one rocket—almost
of effort and spending $9 billion (Rs 40,300 crore), NASA’s 1,700 have been launched in 52 years. In the last 18 years
ambitious Constellation programme has practically been alone, 252 Soyuz rockets have been launched with just 4
terminated. The powerful Ares I rocket and the Orion crew failures, for a stupendous success rate of 98 per cent. In
exploration vehicle—intended to replace the ageing space contrast, the Chinese have launched a mere seven Shenzhou
shuttle fleet, due to retire this year—are on the verge of be- capsules in the last decade, three of them piloted by a total
ing abandoned, on account of budgetary constraints. For of six taikonauts who spent nine days in space. The Indian
the first time since it was established, NASA will not have a programme, of course, is considerably further behind, with
manned space transportation system, but will have to rely the GSLV Mk III aiming to lift just 10,000 kg to LEO and the
on the Russians and private parties to meet its needs. Cur- first manned mission still years away. Clearly, the two coun-
rently, only Russia provides crew transport to the ISS with tries have plenty of catching up to do.
its Soyuz TMA spacecraft, at a cost of $51 million (Rs 220 As for ISRO, last month’s failed mission (after a string
crore) per seat. of triumphs) showed that devastating disasters are as
much part of the high-stakes space industry as are sweet
PRIVATISING SPACE successes. It will need considerable effort and many suc-
The American private sector is also set to foray into space. cessful GSLV launches to get back on track. ISRO certainly
In 2008, NASA contracted with Orbital Sciences (OSC) has what it takes. SP
of
Flights
Fantasy
Marcelle Nethersole writes from London on the world
of aircraft interiors and finds just why this industry is
booming while the world’s markets falter
F
rom the outside it looks like any other Avro re- ropean Business Aviation show, EBACE in May – was from
gional jet. With its four engines and exceptional DesignQ, the creative team that had designed the interiors of
short-field performance, it is a common sight on cars such as the Range Rover and Jaguar as well as the Up-
small regional or private airfields. It is so versa- per Class cabins of Virgin Atlantic aircraft. They were show-
tile that across the Indian subcontinent or into ing the Avro Explorer targeted at intrepid explorers with
central Asia, the type is also seen on unpaved high net worth and a taste for luxury.
landing strips bringing hunting parties on the lucrative trips Branded the Explorer One and Explorer Four, the con-
PHOTOGRAPHS: ALAN PEAFORD & OEMS
from the Gulf states. cepts are the first two of five that UK consultancy Design Q
But inside, it is a different story. This particular jet based was contracted to develop. They are intended to make full use
on the BAE 146 whispering jet has an altogether different of the Avro Business Jet’s distinctive features, such as its large
look, unrecognisable to those who are used to it as a short- rear-opening freight door and high level of interior space.
hop commuter aircraft. The royal families of Abu Dhabi and Each of the two Explorer concepts incorporates an “air
Bahrain have taken these former regional workhorses, and deck” viewing platform that can be extended from that
with the help of innovative designers and specialist comple- door, in addition to a luxurious interior that incorporates
tions centres have converted the aircraft to flying palaces. an entertainment system and open-plan galley. Curved so-
The latest innovation – unveiled at Geneva at the Eu- fas encircle a low central Ottoman on which monitors can
says Cessna President Jack Pelton. “They are much more like
an SUV. There is a lot of similarity between that luxurious but
functional interior that an executive would expect from his
automobile that can be applied to his business aircraft.
Swiss interiors specialist Jet Aviation has added Porsche
Design Studio to its list of interior design companies and will
collaborate on future VVIP aircraft cabin interiors. “When de-
signing for the luxury-brand Porsche Design, we place par-
ticular focus on technically inspired, timeless products,” says
Roland Heiler, managing director of Porsche Design Studio.
“It is that very philosophy which will be the basis for our
aviation designs: not opulent but timeless, purist and clear
with the aim to distinguish from traditional aircraft interi-
ors,” he adds.
But as the jets get bigger so does the demand for greater
individuality in the interior design.
Airbus, whose Airbus Corporate Jets (ACJs) are continu-
ing to attract more customers across Asia have invested in
their own completions and design centre in order to get the
best for from the vast interior of the A320 family airframe.
“The aircraft is right for people who are looking for the
comfort and space in the air that they would get in their
homes,” says Francois Chazelle, head of Airbus corporate
jet business.
“The Airbus ACJ family has the widest cabin and more
space than any other aircraft in its class,” Chazelle says.
“This gives us the chance to introduce a number of de-
sign options that are impossible on other aircraft. For ex-
ample, you can include a round table to allow families or
colleagues to sit together to eat. Also because there are no
air conditioning ducts in the ceiling we are able to have a
domed ceiling, which gives a whole different ambience to
the cabin.”
Airbus’ investment in the completions business is timely.
According to the president of one of the oldest business jet
interiors companies Jack Lawless of Associates Air Center
(AAC) – part of Dubai’s DAE group – there will be a shortage
of completions centres as the world comes out of recession.
“It can take 18 months from the time the green aircraft
arrives at the completion centre before it is delivered back
to the customer,” says Lawless. “There is a great interest in
by people buying widebodied aircraft such as the 767 or the
340 and converting them to business jets. There just isn’t
the capacity to meet the demand,” he said.
It is no wonder then that new businesses or joint ven-
tures are arriving on the scene. In May, a Dubai-based inte-
riors designer with experience in yachts and palaces teamed
up with a New Zealand based Aerospace Interiors to enter
the completions market from their facility in the UAE.
Aerospace Interiors and UAE’s Greenline Interiors are
developing a comprehensive base in Dubai to build a domi-
nant market position in the Middle East, North Africa, Eu-
rope, and Asia. Greenline Interiors has extensive design and
manufacture capability from a 60,000 sq m facility in Dubai.
It is considered one of the world’s leading providers of turn-
key solutions for interior outfitting of luxury palaces, super
yachts, high-end residences and commercial spaces, as well
as five-to-seven star hotels.
Aerospace Interiors has three successful BBJ refurbish-
ments already under its belt. “The global VIP aviation inte-
riors market presents a high-value niche opportunity that
LUXURY REDEFINED:
LUFTHANSA TECHNIK CONCEPT FOR A380
DEMONSTRATING THE CHALLANGE FOR THE
WIDEBODY COMPLETIONS HOUSES ON WHAT
WILL BE A ONE-OFF DESIGN
and business jets,” says Director of Sales Peter Kuhn. “We decorative surfacing.
do a lot of bespoke and customer design products as well “We pride ourselves on technical innovation and push-
as have stock collections for customers to choose,” shares ing the boundaries of materials, design and manufacture.
Kuhn. We’re skilled at interpreting the personal tastes of custom-
Offering a full aircraft interiors package is UK aircraft ers from all over the world, engaging with their individual
interior refurbishment and manufacturing company MAC or brand identities and creating interiors that are exclusive,
Interiors which has been selected by Egypt Air to refurbish while maintaining the utmost elegance, style and practical-
three of the airline’s Falcon 20 VIP jets. The company pro- ity,” says Whittaker.
vides a full package of aircraft interior services, from con- It is the personal touch that matters.
cept design through to certification and installation. Gary Doy, director of DesignQ points out, “With a VIP you
“We have a team of exceptionally skilled professionals have to try to understand them. You won’t always meet that
and gifted designers using the finest materials sourced from person, so it can be hard to understand their aspirations
all over the world,” says Stephen Whittaker, the company’s and tastes. We have to know the customer’s taste. What does
managing director. “Whether you require a single piece of he have in his house?”
bespoke furnishing for an executive jet, or complete multiple For one customer, the Avro Business Jet marks a pure in-
assemblies for an aircraft interior refurbishment, MAC Inte- terim solution “because of the long lead times on new jets,”
riors will offer the right solution.” says Doy. DesignQ used laser scanners to capture the entire
Whittaker says its customers are looking towards more aircraft interior to a 3mm accuracy to start building virtual
contemporary interiors with a chic stylish feel to them. “We models of what the jet could be like.
do not design for re-sale value; it is always personal taste. Doy says it is about surprising and delighting the customer.
Our customer is priority; whatever they want we will pro- “You would not expect this interior in this aircraft, it adds an
vide but we are careful to guide them and apply all sensible extra wow factor. It is simplistic but neutral because he needs
options with wider appeal where it is appropriate to do so.” the interior to his taste, but also some neutrality for other us-
MAC designs everything from galley units, seats and ers. “We are adding in surprise and delight features, things
in-flight baby cradles to cabin dividers and oxygen storage that you might not find the first time you fly, but maybe on the
systems. It is currently working closely with raw material second or third flight. It can be something as simple as a sig-
manufacturers to approve lightweight versions of materials nature on the back of the furniture. He might never find it; but
from the super yacht industry, including 3D metallic base if he does, then he knows it’s a very special product.” SP
Back in Business
Arguably the most important meeting in the world for business
aviation took place in Geneva in May. EBACE, is the annual
convention for the European business aviation industry
and Alan Peaford was there.
I
t is no secret that the business aviation industry is Acropolis and the timing couldn’t have been better. We’ve
in the doldrums. Programmes have been cancelled, had the license and AOC just over three weeks and already
production lines decimated by redundancies and we’re seeing overwhelming interest in our ACJ,” he said.
supply chains rusting through lack of use. So, visitors From the manufacturing point of view, Gulfstream presi-
to the huge Palexpo centre at Geneva airport could dent Joe Lombardo was bullish about the event. “We need
have been forgiven for expecting to see tumbleweed to be here. Markets have changed. At one time most of our
rather that twinjets at this year’s EBACE convention. sales were in the United States. Now we recognise how
They couldn’t have been more wrong. The show had re- much we need to be doing internationally.”
cord numbers of exhibitors and the number of aircraft on That view was echoed by Cessna’s president Jack Pelton,
the static park matched that of the pre-recession display. who said: “Levels of interest in our aircraft are definitely
PHOTOGRAPHS: CESSNA & BILLYPIX
“We have seen people here from Europe, Asia, Africa and beginning to pick up and, while the recovery may be slow,
the Middle East,” said Jack Lawless, president of Standard there are reasons for optimism.
Aero subsidiary, Associated Air Centre. “This is now the most “Europe is arguably the most diverse region in the world
important show in our calendar,” he said. He was not alone. for business aviation. There are established major markets
Acropolis Aviation’s recently acquired an Airbus 319 Cor- like Germany and the UK, and I’m also optimistic about
porate Jet was featured in the Airbus exhibit on static display. emerging markets. Before the economic downturn, for ex-
Operations Manager Paul Travis had a resoundingly positive ample, Eastern Europe was a very strong region for us and
view of the experience. “EBACE was fantastic exposure for we are beginning to see signs—including Citation sales—of
BOUNCING BACK:
(ABOVE) A LARGE ARRAY OF
AIRCRAFT ON DISPLAY; CITATION a top-end conversion of the Bombardier CRJ200 but now is
CJ4 BY CESSNA; adding a version of the Boeing 737-800 to its stable and it
(OPPOSITE PAGE) HAWKER 4000 will be known as the Phoenix LBJ (Large Business jet).
Several designs are being prepared including a 30-seat
VIP version with private office and State Room as well as a
higher density corporate version. Customers will be able to
choose the number of auxiliary tanks to be installed depend-
ing on their operational range and payload requirements.
Project Phoenix President Mike Cappuccitti said the group
decided on the 737-800 owing to the type’s popularity and
strong likelihood that there will be an increasing number
of aircraft coming into the market. “The aircraft has all the
right attributes for our programme. It is a New Generation
737. It requires little in the way of avionics upgrades. It has
winglets and we can vary the range and payload capability
depending on our customer’s specific needs,” he said.
The company believes a key market driver will be the
greenest aircraft available to business travellers today. need for fiscal prudence in future VIP aircraft purchases.
HBC was also able to announce the long-delayed EASA “There are people who need a BBJ size aircraft. What we
certification of its super mid-size Hawker4000. “The mar- will be doing is giving them one for $40 million less. A BBJ
ket for the Hawker 4000 in Europe, Africa and the Middle for the price of a Global,” he said.
East is an expansive and important one,” elaborated Sean On the service side there were also a number of deals
McGeough, HBC’s president, Europe, Middle East and Af- done.
rica. “EASA certification bolsters the Hawker 4000’s already Honeywell said India-based Air Works will begin op-
enthusiastic reception in the region. There are currently erations as its regional forward-stocking location partner
eight aircraft based in the region with more scheduled for for key mechanical and avionics parts by June. It will be
delivery in the coming months.” supplying Air Works with a variety of products for Dassault
Gulfstream enjoyed the good fortune of timing. During the and Gulfstream aircraft including fuel pumps, full authority
show the manufacturer’s latest model, the G650, was undergo- digital electronic controls, digital electronic engine control
ing flight tests at Savannah when it reached its proposed top display units, navigation and guidance units and enhanced
speed of Mach 0.925. This test sortie made the G650 the fast- grounded proximity warning units.
est-ever business jet flight and makes the aircraft the fastest As an authorised Honeywell service centre, Air Works
civil aircraft, taking the mantle from Cessna’s Citation X. will have the capability to support Dassault Falcon 2000,
A competitor to the BBJ was announced at the show Falcon 900 and Falcon F7X jets as well as Gulfstream GIV,
– with Project Phoenix claiming India and Asia Pacific could GV, G450 and G550 aircraft. “Our goal is to ship parts within
be potential customers. Project Phoenix currently markets 24h of order receipt and we are driving for a fully stocked
Another Day
T
he battlefield of the future By Air Marshal (Retd) “Buzz” bomb, by the Germans. After
is likely to see conflicts Raghu Rajan the Great War, there was a pause,
ranging from limited as these were used mainly as aerial
wars to what is known as targets for air defence artillery. The
“Operations other than RPVs now reappeared over the Viet-
Wars.” Air forces will play namese skies, as a savior for the US
a key role as the guardian of the skies Air Force (USAF), when the Fighter
as also in support of ground forces in Recce aircraft was facing heavy at-
these conflicts. Developments in unmanned aerial vehicles trition in the face of enemy air defence artillery. The Ryan
(UAVs) have reached a stage where the Commander prefers to Fire bee Target towing Drone was converted to a Recce RPV
use UAVs than manned aircraft. platform and in the bargain, saved many pilot’s lives. UAVs
Does this mean that the manned fighter aircraft has no were used in the Bekaa Valley conflict where the Israelis
role to play over the battlefield? It would be in the fitness of used them for recce, carrying out spoof raids and in elec-
things to examine this issue dispassionately—to describe the tronic warfare (EW) tasks, resulting in one of the most ad-
employment and developments of UAVs, consider its surviv- verse loss ratios for the Syrians of 82:1.
ability vis-à-vis the manned fighter, the impact on organisa- The US has been in the forefront of UAV development and
tional structures, and its cost-effectiveness. these systems saw action over Bosnia, as also during Opera-
tion Desert Storm, Operation Iraqi Freedom and Operation En-
PHOTOGRAPH: USAF
EMPLOYMENT & DEVELOPMENT during Freedom over Afghanistan, where their effectiveness as
UAVs were initially known as drones, then as remotely pi- a surveillance and recce platform has been astounding.
loted vehicles (RPVs). These appeared initially as aerial tor- On the effectiveness of the UAV, Admiral William A. Owens,
pedoes, but saw actual combat in World War II, as the V-I Vice Chairman of the US Joint Chiefs of Staff, during a visit to
NATO HQ, observed: “I was looking at the Predator (Imagery further when UAVs are developed with increased survivability
Display) yesterday...it had been flying over an area at 25,000 and performance (high speed and manoeuvrability).
ft for hours on end. It focused on to a building in a city and Operating costs of the UAV, however, are reported to be
I could clearly see the outlines and structure of the building, lower, too. During the period from 1995 to date, Predators
then it expanded to show one window in the building and have flown over 5,00,000 flight hours on over 50,000 flights.
not only could I see it clearly but also the GPS coordinates, Predators and Reapers are now flying some 35 surveillance
which could be transmitted to a pair of F-16s flying nearby, missions each day in Iraq and Afghanistan, up from 12 in
and allow the pilot to drop his precision weapon through the 2001. The USAF has 195 Predators and 28 Reapers in Afghan-
window—I’d buy a lot of UAVs in the future!” istan. It is also reported that the US armed forces are flying
over 3,50,000 hours every year on UAVs, while the Israelis fly
WHAT IS A UAV? almost 50 per cent of their total effort on remotely operated
It is a powered aerial vehicle that carries no human opera- platforms.
tor, uses aerodynamic forces for lift, flies autonomously or is
piloted remotely, is either expendable or recoverable and car- ROLES OF THE UAV
ries both lethal and non-lethal payloads. Ballistic, semi-ballistic Based on the developments in technology and its use in con-
missiles, cruise missiles and artillery projectiles are not consid- flicts worldwide, the roles of the UAVs over the battlefield are
ered as UAVs. as enumerated below, and these are only representative ones:
What makes the UAV so very effective? It is small in size, • Recce, surveillance, target acquisition
is powered by an efficient and small engine, micro electron- • Combat search and rescue
ics and finally, the introduction of composites have resulted • Target designation
in an aerial vehicle that is lighter, stealthier and can operate • Special and psychological operations
non-stop for tens of hours over an area. The absence of the • Maritime operations
pilot, the canopy, ejection systems, life support systems, and • Electronic warfare operations
so on, allow the designer to tailor ‘g’ loading as a function of • Indirect fire support and battlefield strike
airframe structural integrity, than the pilot’s ‘g’ limitation. • Battle damage assessment
Ability to loiter for extended periods permits UAVs a near • Radio and data relay
permanent presence over an enemy, providing a continuous
stream of intelligence, while simultaneously delivering a lethal THE INDIAN EXPERIENCE
payload in seconds. These give an operational commander re- India was not lagging behind in the development of UAVs and
liable means of recce in an environment where space-based had made a start in designing the Nishant Tactical UAV for the
or high altitude recce aircraft are rendered ineffective due to army. It is developing a range of UAVs from the Rustom (Me-
weather conditions. Moreover, these can perform missions dium Altitude Long Endurance), Pawan (optimised for shorter
in circumstances where political sensitivities or combat risks ranges) and the Gagan (as a Tactical UAV). Not only the Indian
preclude the introduction of manned aircraft. Air Force, but the country’s army and the navy have also tak-
en to the UAV most enthusiastically, and are using the Israeli
THE MANNED AIRCRAFT Searcher and Heron UAV.
The very same technological marvels have equally impact-
ed manned aircraft operations. These are stealthy, carry a IMPACT ON ORGANISATIONAL STRUCTURES
heavier load, are faster and can operate at greater distances Unlike manned aircraft units, where operations and mainte-
by day or night. Manned aircraft, by virtue of their speed nance have clearly defined functions, UAV units have not yet
and flexibility of operations, have a quick response time. stabilised, due to different means of launch and recovery, ever
These possess integral self-defence and are capable of mul- expanding roles due to advances in technology and their reli-
tiple roles by day and night. ability. While mini-UAVs will have flight duration of say, an
However, aircrew training and currency are difficult, ex- hour or so, the Predator and Global Hawk variety will stretch
pensive (despite simulators) and time consuming. But, as dis- to 40 hours or more. This will require multiple shifts to enable
cussed earlier, where the risk to the manned fighter would success of the mission. Organisational structure need to be
preclude its use, the UAV would offer the best alternative to more flexible. Paucity of pilots will be felt, as most rated pilots
the battle commander. would prefer cockpit time than sitting at the consoles of a UAV.
This will necessitate not only cross training but also induction
SURVIVABILITY AND COST EFFECTIVENESS of trained airmen to take on the tasks of pilot, systems opera-
While manned aircraft have used cutting edge technology and tor, communication specialist, and so on.
performance as the primary means of survival in a hostile National budgets will tilt more in favour of improving the
environment, UAVs, on the other hand, have always relied quality of life, and this will have its first impact on defence
on their size and unconventional flight profiles to survive in budgets. Technology will permit more capable aircraft to
a high threat environment. Use of composites, radar absor- rule the skies, but due to their higher costs, in lesser num-
bent materials, higher speed and manoeuvrability are some bers. Since the battlefield will have a plethora of weapons
of the measures that designers are developing to reduce the to engage the intrepid pilot, a commander would prefer the
exposure of UAVs to attrition. There is not enough empirical UAV, which will allow him to use it in harm’s way, and ac-
evidence of UAVs being used in actual battle to arrive at a cept its loss, without the attendant pain. Affordability, and
reasonable conclusion. The unmanned vehicles cost a fraction its expanding roles, will see the UAV gradually taking over
of manned aircraft and this difference in costs may reduce most high risk missions over the battlefield. SP
Speeding
H
elicopters are remark- By Group Captain (Retd) 216.45 knots (401 km/h).
ably versatile flying ma- Joseph Noronha, Goa But why sneer at the Lynx? Since
chines, employable for a 1942, when Sikorsky’s R-4 became the
wide variety of tasks. But world’s first mass produced helicopter,
speed has never been the whirly birds have always operated at
one of their strong points. an unhurried pace and stoutly resisted all
Pit the Westland Lynx—which holds the attempts to make them speed up. Blame
official world speed record for helicopters—against China’s it on a hazardous flight phenomenon called retreating blade
Shanghai Maglev train, in a race starting at Shanghai Inter- stall, where the rotor blade rotating away from the direction of
national Airport, and the train would reach its destination flight stalls. The condition worsens as forward speed increases.
(30 km away on the outskirts of Shanghai) well ahead of the So machines capable of vertical flight have to compromise be-
Lynx. While the Maglev normally operates at 431 km/h and tween hover performance and speed. The highly prized attri-
can even hit 501 km/h, the Lynx has never managed to exceed butes of good hover efficiency and hover endurance, low speed
controllability and low downwash means that forward speed 50 per cent. The counter-rotating coaxial rotors mean that the
is severely limited. As speed increases, there is also a dramatic traditional tail rotor is no longer required and has been re-
rise in drag caused by the rotor and rotor head. No wonder the placed by a high-speed propeller. This propeller, which works
cruising speed of most helicopters is limited to a woeful 150 much like those found on traditional aeroplanes, pushes the
knots (278 km/h). helicopter from behind. And unlike single-rotor helicopters
That could be about to change. Speed is increasingly be- that tip nose-down to accelerate, this remains level even
coming a key desirable for helicopters, and the world’s leading while speeding up.
manufacturers and researchers are gearing up to spur these Though it aims to achieve record speeds, it will still retain
sluggish machines to go faster. Obviously, further the opera- excellent low-speed handling ability, efficient hovering and au-
tional distance, more attractive becomes the speed. Just as torotation safety. Sikorsky is working towards three key goals:
obvious is that safety and economics cannot be compromised low vibration, low pilot workload (meaning many processes
in the pursuit of speed. The helicopter industry wants to be will be automated, making it easier to fly), and low noise. But
assured of safe and trouble free operations and low seat mile getting the helicopter to production won’t be speedy. Because
costs while travelling considerably faster. And optimism is now of the numerous certifications required, it could take up to 10
growing that vertical lift aircraft—military as well as civilian— years before these fast machines become common.
could some day be freed from their current speed shackles.
NOT TO BE LEFT BEHIND
THE SPEEDSTER In July 2008, Piasecki began flight testing a Vectored Thrust
Sikorsky has been at the cutting edge of helicopter technology Ducted Propeller (VTDP) compound helicopter known as the
for decades. Its S-69/XH-59A Advancing Blade Concept Dem- X-49A ‘SpeedHawk’. Compound helicopters have been investi-
onstrator proved that high speed was feasible with coaxial ro- gated for decades, but none has ever entered production, part-
tors and auxiliary propulsion. At high speeds, the retreating ly because the weight of the equipment needed for extra thrust
blades were offloaded, since most of the load was supported tends to reduce the range and payload. Piasecki has developed
by the advancing blades of both rotors. The penalty due to this method to modify the existing military helicopters with an
stall of the retreating blade was thus reduced and two ad- eight-foot-diameter shrouded propeller, nicknamed “the ring-
vantages accrued. There was no need to fit a wing for high tail,” mounted on the tail boom. The company hopes that the
speeds or improved manoeuvrability. It also became possible kit will transform thousands of Sikorsky H-60 Black Hawk he-
to eliminate the anti-torque tail rotor. However, the S-69 was licopters into SpeedHawks, quickly and relatively cheaply. The
subject to high vibration levels, which ultimately led to it being technology features a five-blade propeller placed in a control-
scrapped. Another Sikorsky machine, the Cypher UAV, has en- lable ring-tail, in lieu of an anti-torque rotor. It includes a small
hanced knowledge of the unique aspects of flight control laws wing that provides lift so the rotor doesn’t have to provide it
for a fly-by-wire aircraft with coaxial rotors. Finally, through all. This also delays the onset of retreating blade stall. The pro-
the RAH-66 Comanche, the company gained expertise in com- peller allows the SpeedHawk to fly forward in level attitude,
posite rotors and advanced transmission design. Now Sikor- instead of pitching its nose down. These features, coupled with
sky is committing its competence to its X2 Demonstrator—an a rotor head fairing, significantly reduces high-speed drag.
experimental compound coaxial helicopter. By offloading and slowing the main rotor with the flaperon-
The X2 first flew on August 27, 2008. It is expected to equipped wings, and thrusting forward with the variable-pitch
reach 150 knots (278 km/h) soon and 250 knots by the end rear propeller, Piasecki envisages vertical take-off and good
of the year. It has closely separated counter-rotating coaxial hover performance as well as a 200 knot plus cruise speed,
rotors with very rigid blades, active vibration damping and well above the 155 knot cruise of the standard H-60. No, it
fly-by-wire controls. The cuffs and fairings on the top fuselage won’t match the Sikorsky X2, but Piasecki feels that retrofitting
are streamlined and the rotor mast is enclosed to cut drag by an existing helicopter reduces many of the financial risks and
F
IGHTER PILOTS HAVE A shot down 11 aircraft in two missions. crimes charges. He was sentenced to 25
somewhat grisly method of as- But he was not finished. His final kill was years of hard labour and spent 10 years
sessing their proficiency. They achieved on May 8, 1945, the day the in various Soviet prison camps until he
count the number of “kills”— war in Europe ended. He thus became was released in 1955, thanks to a pris-
enemy aircraft downed in the supreme fighter ace in the history of oner exchange. When he returned home,
combat. A pilot who shoots down Hartmann joined the West German
five aircraft is called an ace. The Air Force, and commanded its first
First World War’s top ace was the all-jet unit. He died on September
German Baron Manfred von Rich- 20, 1993. For the record, he was
thofen (the “Red Baron”) with 80 posthumously exonerated of war
victories. And then, during the Sec- crimes by a Russian court.
ond World War, Erich Hartmann Will there ever be another Er-
scored 352 kills. ich Hartmann nicknamed Bubi
Erich Alfred Hartmann was (little boy) by his comrades? By
born on April 19, 1922 in Weis- the age of 23, he had notched up
sach, Germany. He was taught to a stunning 352 aerial victories in
fly gliders by his mother, Elisabeth 1,404 combat missions, during
Hartmann, one of Germany’s first which he actually engaged in aer-
female glider pilots. In 1936, Elisa- ial combat 825 times. This record
beth helped set up a flying school, will probably be invincible for
and by age 15, Erich became a all time to come. Of his kills, 260
glider instructor in the school. In were fighter aircraft. His spectac-
1939, he gained his pilot’s licence. ular feats did not go unchallenged
Shortly thereafter, the Second ERICH by Luftwaffe headquarters. His kill
World War commenced. claims were stringently rechecked,
In October 1942, Hartmann was
stationed at a fighter wing equipped
HARTMANN and his performance closely mon-
itored by official observers flying
with Messerschmitt Bf-109G air-
craft, based on the Eastern Front
(1922-1993) in his formation. However, reduce
the tally by 50 or even a 100 and
against the Soviet Union. After in- does it make any difference? Ac-
tensive training, his superiors ob- By the age of 23, he had tually, the Soviet pilots were just
served that although Hartmann had
much to learn regarding air com-
notched up a stunning 352 not qualified to take on the vastly
superior Luftwaffe opponents and
bat, he was indeed a gifted pilot. aerial victories in 1,404 were offered as cannon fodder to
He claimed his first kill in Novem- the attacking Germans.
ber. As with many aces, it took him combat missions, during Be that as it may, any fighter
some time to learn to be a consis-
tently victorious attacker. Thereaf-
which he actually engaged pilot will testify that it isn’t at all
simple to hit a banner being towed
ter, there was no looking back. On in aerial combat 825 times. straight and level for target prac-
July 7, 1943, some huge dogfights tice, leave alone a sharply ma-
occurred during the Battle of Kursk,
This record will probably noeuvring enemy aircraft. Hart-
during which Hartmann shot down be invincible for all time to mann was an expert practitioner
seven enemy aircraft. By the start of of stalk-and-ambush tactics. He
August 1943, he had notched up 50 come. Of his kills, 260 were relied on his potent Bf-109G
kills, and by the end of the month,
he had added another 48. During
fighter aircraft fighter for high-power sweeps
and rapid approaches, sometimes
the course of the War, Hartmann diving through large enemy for-
had to crash-land his damaged mations to take advantage of the
plane 14 times. Often the damage confusion that followed in order
was sustained by flying through the de- aerial warfare. He was decorated sev- to disengage. His innate talents—ex-
bris of enemy aircraft he had just hit. On eral times. Understandably, the Soviets cellent eyesight, lightning reflexes, an
the other hand, he was never shot down nicknamed him “The Black Devil.” aggressive spirit, and an ability to stay
or forced to land on account of being hit Hartmann was ordered to fly to the cool while in combat—made the differ-
by enemy aircraft. However, once when British sector and surrender before ence. He is reputed to have said, “Get
his aircraft flew through the debris of an them, in order to escape the advancing close... when he fills the entire wind-
enemy plane, he had to land behind So- Soviet forces. However, he would not screen... then you can’t possibly miss.”
viet lines. Though he was captured, he desert his men. The captured Germans He hardly ever missed. After all, how
managed to escape and soon returned to (including families) were vilely treated. many fighter pilots have been taught to
the cockpit. He passed the 200 kill mark In an attempt to force Hartmann to serve fly by their mothers? SP
on March 2, 1944, and the 300 mark on with the Soviet-friendly East Germans, —Group Captain (Retd)
August 24, 1944—a day on which he he was convicted on trumped-up war Joseph Noronha, Goa
GLORIFIED:
AIR INDIA’S A320 AIRCRAFT
Fading Royalty
S
mall things can tell a big tale. By Group Captain (Retd) Patel, Minister for Civil Aviation, “The
Take last month’s payment Joseph Noronha, Goa worst is over and Air India is continuing
of salary to Air India staff. on a path of recovery.” His belief rests on
The salaries for March were the fact that airline losses are showing a
disbursed on April 7, late by declining trend—Rs 300 crore a month.
a few days. No big deal. It But in 2009-2010 alone, Air India in-
wasn’t the first time either. Last June, curred a loss of Rs 5,400 crore, and the
salaries were delayed by a fortnight due total losses have ballooned up to Rs.
to paucity of funds. But for the national 12,774 crore. The carrier is sitting on a
carrier—Maharaja, the bearer of the Indian flag and one-time mountain of debt—Rs 15,241 crore as of last June. According
envy of many renowned airlines—it is a sad indicator of just to estimates, the government may have to pump in Rs 5,000
PHOTOGRAPH: ABHISHEK / SP GUIDE PUBNS
how low it has fallen. There was a period when Air India was crore annually for the next few years, just to keep it afloat. But
the pride of the country and its standards of service among in a country where only two per cent of the population travel
the best in the world. Now it lurches from crisis to crisis. It is by air, keeping an airline going—even if it happens to be the
numbered among potential defaulters on payments made to national carrier—is hardly an aam admi consideration.
the Airports Authority of India and the oil companies. It is liv- Is the worst really over? Air India is certainly benefitting
ing from hand to mouth. In what shape is an organisation that from the recent surge in domestic passenger traffic, a 20.54
cannot even pay its personnel on time? per cent rise during January-March. It is tempting to think
that this growth will last forever. But air traffic is notoriously
MOUNTAIN OF DEBT prone to “shocks” and the recent volcanic ash attack is only
Optimists, however, have a different view. According to Praful the latest in a series. Consider an eminently possible spike
in the price of a barrel of oil to $100 (Rs 4,425) or more. MARRIAGES MADE IN HEAVEN
That would again send the airline’s operating bill skyrocket- Another burning issue is whether Air India’s ill-starred 2007
ing and scotch hopes of early recovery. marriage with Indian—rather unfairly blamed for the airlines’
Acts of God and OPEC vagaries, however, are hardly the present predicament—should go to the courts for divorce.
reason for the plight of the National Aviation Company of Well, so far, there is hardly a merger worth the name, since
India Limited (NACIL). Many believe the root cause is the the carrier’s international and domestic operations continue to
injudicious order that NACIL’s erstwhile components—Air function under different codes—AI and IC. Two Parliamentary
India and Indian Airlines— placed for 111 airliners in 2006. committees recently agreed that Air India’s domestic and in-
The bill is estimated at Rs 44,000 crore, though some fear ternational wings should be separated, but they should remain
it could cross Rs 55,000 crore. NACIL may have to pay Rs under a single holding firm NACIL. Fortunately, Civil Aviation
22,000 crore for deliveries this year against Rs 12,000 crore Minister Praful Patel, after doggedly persisting with the messy
last year. It has reportedly borrowed about Rs 25,000 crore merger, seems to have come around to a similar viewpoint. He
already, and interest payments will only add to its burden. now believes that NACIL should operate as a merged entity,
The pain at present may be inevitable for gain in future. But but with two verticals of the domestic and the international
it is sad that for years after these new aircraft have been wings—under one brand and under one code. Operating with
inducted, NACIL may suffer from substantial excess capacity. a single code, Air India becomes eligible to join the Star Alli-
And what of the resulting plethora of aircraft types—ATR 42, ance. Hopefully, within a year, Air India passengers will be able
CRJ700, A320, B737NG, A310, B777, B747-400 and B787 on to connect seamlessly on flights of other airlines.
order—hardly conducive to operational, maintenance or lo- If the government really hopes to see Air India regain its
gistical efficiency? Consider the stark contrast with the huge former glory, it must put its money where its mouth is. It in-
US Southwest Airlines fleet—537 aircraft, all B737 variants. fused Rs 800 crore during 2009-2010, which increased the
The newly reconstituted NACIL Board recently appoint- airline’s paltry equity base to a more respectable Rs 945 crore.
ed a Chief Operating Officer on a monthly salary of about Rs Another Rs 1,200 crore is budgeted this year, although its re-
20 lakh, plus allowances and perks. What an airline pays lease is linked to achievement of specified targets. A group of
its executives should ordinarily be its own affair. But for a ministers will shortly
severely cash-strapped organisation this easily becomes a take a call on Air In-
PR disaster. What about the allegations of flights diverted dia’s future. Rather
to ferry IPL teams? And the long list of freebies and perks Paradoxically, than routine fire fight-
offered to serving and retired airline and government func-
tionaries? More small things that tell a big tale.
Air India’s ing, it would help if it
is dealt with the situa-
salvation tion holistically.
TURNAROUND AND AROUND
In August last year, egged on by the Indian Government,
probably lies in P a r a d o x i c a l l y,
Air India’s salvation
NACIL came up with a turnaround plan. However, the plan being set free to probably lies in being
met with scant success, saving less than half the projected
amount. The government has now demanded another re- fly or fail set free; to fly or fail.
Constant government
vival roadmap, based on which it will decide whether the interference in deci-
airline gets more money or not. It is unlikely that the second sionmaking is often
plan will fare any better than the first. cited as the root cause
Indeed, Air India’s options to reduce expenses seem lim- of its seeming inability
ited. A common misconception is that trimming its bloated to come to grips with
workforce is a solution. Apart from the obvious difficulty its problems in a pro-
of firing employees in India, the scope for reducing losses fessional manner. Unless the freshly reconstituted board can
through wage cuts or staff reductions is limited, since wages take its own decisions and implement them, the airline cannot
account for just 16 per cent of an airline’s costs. Even now, hope for a turnaround. With just 18.2 per cent market share,
Air India breaks even on very few routes. So why not drop it is currently in the third place and could easily find itself in
some unprofitable ones? Because this would render a large the fourth position in the near future. That, in itself, is no cause
part of its fleet and workforce surplus to requirement. Un- for gloominess. A profitable carrier with lower market share is
profitable operations, unfortunately, have a logic and life of any day preferable to a loss-making one with a larger share.
their own. The carrier has ambitious plans to slash its 150- Can Air India successfully overcome the many challenges
strong fleet to around 105 aircraft by March next. But it may that beset it? In the current Indian aviation setting, the airline’s
not easily find parties to buy or lease so many airliners. failure would hardly be earth-shattering. But it deserves one
Privatisation is also proposed as a way to end Air India’s last chance, with “last” being the keyword. If there’s one public
troubles. This begs the question that who would invest in functionary the airline must be fond of right now, it is probably
an airline in such dire straits? Besides, private airlines are Sitaram Yechury, Head of the Parliamentary Standing Commit-
hardly trouble free. Ask Kingfisher Airlines or Paramount tee on Transport, Tourism and Culture. “Air India’s huge losses
Airways. Public sector enterprises are not incapable of mak- are because of the irrational decisions of the government,” he
ing profit. Many have successfully weathered post-liberalisa- recently declared. He suggests that the government write off
tion competition and are doing better than ever. Since 2001, the airline’s Rs 12,774 crore losses and begin afresh. There is
while Air India made a profit every year until 2006-2007, merit in the proposal. And, yes, no more of government inter-
Indian Airlines made a profit in three out of six years. ference please. It may be Air India’s only hope of survival. SP
Target INDIA
Alenia Aeronautica is eyeing the Indian market
with its C-27J aircraft.
DYNAMIC MACHINE:
C-27J OFFERS A VERY
COMPATIBLE AND
FUTURISTIC SOLUTIONS
T
he Indian defence budget has reached about
$27 billion (Rs 121,900 crore) in 2010 from
The C-27J can transport fighter
about $22 billion (Rs 99,300 crore) in 2008. The and transport aircraft engines,
Indian defence market has tremendous poten-
tial for growth with the government aspiring to
such as C-130, Eurofighter
procure specific technological capabilities for Typhoon, F-16 and Mirage 2000,
the development of an autonomous aerospace industry. Ale-
nia Aernoautica is positive about being a part of the growing directly on their normal
defence market. engine dollies without
Alenia Aeronautica is participating with its own C-27J in
the tender for two tactical transport aircraft for the Border special equipment.
Security Force. The tender is being handled by the Indian
Air Force that will also assure its initial operational use.
The C-27J aircraft will help secure the country’s moun-
tainous borders and has during a series of tests proved to
be extremely performing. The C-27J is capable of taking off
from and landing on unprepared air strips, less-than-500
m long, with maximum take-off weight of 30,500 kg; it may
PHOTOGRAPH: ALENIA AERONAUTICA
carry up to 60 equipped soldiers or up to 46 paratroopers. rage 2000, directly on their normal engine dollies without
Its air ambulance configuration can have 36 stretchers and the need for special equipment.
6 medical assistants. The last-generation technology applied to the C-27J is an
The large cross section (2,60 metres high, 3,33 metres important characteristic as it assures huge savings in infra-
wide) and high floor strength (4,900 kg/m load capability) structure investments, in the operating costs of spare parts,
allows loading of heavy and large complete military equip- stores and pilots and training of technicians.
ment. The C-27J can transport fighter and transport aircraft The IAF has recently expressed interest in the C-27J
engines, those of C-130, Eurofighter Typhoon, F-16 and Mi- through a request for information (RFI) for 16 airplanes. SP
PERFORM
or PERISH
T
he deteriorating financial state of the national car- India’s desperate and
rier Air India is beginning to cast ominous shad- expensive bid to join
ows on its continued viability and is raising seri- the Star Alliance. Al-
ous doubts about its very survival. In the emerging though Air India has
economic environment, it is abundantly clear that the gov- a commitment to shell
ernment would not be in a position to carry the financial out Euros 10 million
burden of sustaining the airline for long. Presumably in re- (Rs 60 crore) for the The need of the
sponse to the problem, the government has inducted five
heavyweights to fulfil the requirement of five independent
membership of Star
Alliance, membership
hour is complete
Directors on the Board of Air India. The Directors are Anand is not guaranteed. autonomy which
Mahindra, Vice Chairman and Managing Director, Mahindra
and Mahindra; Amit Mitra, Secretary General, Federation of
Induction of the
new Directors on the is not likely unless
Indian Chamber of Commerce and Industry; Harsh Neotia, Board and an expa- the government
industrialist; Air Chief Marshal (Retd) Fali H. Major, former triate CEO would un-
Chief of the Air Staff; and Yusuf Ali, Managing Director of a doubtedly raise hopes is prepared to
Dubai-based Emke Group of Companies that run shopping for the airline; but the relinquish control
malls, hypermarkets and department stores. The mandate problems that the air-
before the newly constituted 15-member Board duly rein- line is facing today are of the airline
forced with the recently inducted five individuals of repute, neither because of lack
would be expected to battle the challenges and turn the ail- of competent individu-
ing airline around. als on the Board in the
As a first step, the new Board of Air India has defined past nor the absence of
a clear timeframe for the finalisation of a turnaround plan an expatriate CEO. In the past, Air India has had on its Board
and has also selected Gustav Baldauf for appointment as the as Chairman or Director, men of international standing with
Chief Operating Officer (COO). A former employee of Austri- wide experience in the business world such as Russi Modi,
an Airlines and in the recent past the Vice President (Flight Ratan Tata, Ajit Kerkar the then head of the Taj Group of Ho-
Operations) in Jet Airways, Gustav Baldauf brings with him tels, Suresh Keswani industrialist and Inder Sharma, Chief,
25 years of experience in the aviation industry. Sita Travels. Despite their levels of individual competence and
The grim financial state of the airline is not an overnight reputation in the corporate world, as part of the Board of Air
development, but the result of mismanagement, flawed deci- India, none were really able to make any significant impact.
sionmaking and cumulative neglect over several years. Ma- The problem essentially is two-fold. First Air India is not run
jor strategic blunders such as bulk order for 111 airliners as a business enterprise with a profitable business model
valued at over Rs 50,000 crore with an equity base of a pal- but as a department of the Central government afflicted with
try Rs 145 crore, without proper assessment of the business all the ills of the public sector such as overstaffing, low pro-
potential and demand growth as also the expensive and ductivity, lack of efficiency and total job security. Second, the
fruitless exercise of merger of Air India and Indian, have Board of Air India is vested with very little authority to take
been financially debilitating for the airline. Further, towards decisions and to mould the future of the organisation. Control
the latter part of last year, in an effort at restructuring man- of Air India actually lies with the Ministry of Civil Aviation
dated by the government for the airline to be eligible for where major decisions are taken and conveyed to the Board
financial support, Air India appointed a number of foreign for implementation. Dissent is generally not welcome and
consultants at enormous cost to help improve the operating those who do not fall in line or attempt to challenge the sta-
efficiency. While the intention might have been noble, high tus quo, are discretely relieved of their responsibilities. Under
profile foreign consultants do not necessarily provide cost these circumstances, the majority of Board members choose
-effective solutions. More often than not, their solutions are to accept the fait accompli and go through their tenure either
not easily affordable and hence may not be implementable. merely savouring the perks of the appointment or in some
It is not surprising therefore that despite heavy invest- cases, promoting the interest of their own parent companies.
ILLUSTRATION: MAMTA
ment in hiring the services of foreign consultants, there has The need of the hour is complete autonomy for the man-
been no perceptible change in the fortunes of the airline agement which is not likely unless the government is pre-
in the last few months. On the contrary, losses continue to pared to relinquish control of the airline. The writing on the
mount and have now reached almost irredeemable levels. wall for Air India is clear—perform or perish. SP
The financial distress has been compounded further by Air — Air Marshal (Retd) B.K. Pandey
TRULY TACTICAL
The C-27J is the true, modern and effective tactical airlifter available anywhere in the world. Whether in operational
areas or in disaster relief, the Spartan offers unique qualities not found in aircraft derived from commercial turboprops.
Excellent handling, advanced systems and superior safety levels further enhance the C-27J capabilities.
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