sp's aviation november 2012 · 4 sp’s aviation issue 11 • 2012 t he announcement regarding...

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9 5thgen Fighters

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Issue 11 • 2012 SP’S AVIATION 1

Issue 11 • 2012

AviationSP’s


An SP Guide PublicAtion

regulAr DePArTmeNTS

3 A Word from editor

4 NewsWithViews

– Cabinet Approves Mission to Mars

– Army to have Its Attack Helicopters

7 In Focus

The ‘Siachen’ Issue

8 Forum

The Siachen Imbroglio

35 Hall of Fame

Betty Skelton Erde (1926-2011)

36 NewsDigest

40 lastWord

Struggle Goes On

mIlITAry10 Special mission In Demand

25 Interview ‘Our ground-based air defence

systems constitute a critical component of our overall operational plans’

28 Analysis Pace up Home Capabilities

33 Air Force Day IAF is 80 Now

CIVIl14 regional Aviation Jaunty Jets or Practical Props?

SP’S exCluSIVe18 Boeing CH-47F Chinook Winner

19 A330 mrTT Victorious!

SHOW rePOrT30 NBAA Good Show

AdvANcEd FIGhtErsWith the fast emerging rival capabilities, the buzz for a manned sixth generation

tactical aircraft, is fast turning into clamour

Cover Photo:

So far only the US has been able to field a state-of-the-art operational fifth generation fighter ,

the F-22 Raptor

Image By: af.mil

•

NExt IssuE: BizJet Operators in Middle East

AviationSP’s

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NOVEMBER • 2012

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9 5THGEN FIGHTERS

REGIONAL AVIATION: JAUNTY JETS OR PRACTICAL PROPS?

SPECIAL MISSION AIRCRAFT

SHOW REPORT: NBAA

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SP's Aviation Cover 11-12 Final.indd 1 15/11/12 5:59 PM

Cover Story

TaBle of ConTenTs

20 Lockheed Martin’s F-35 is a masterpiece providing unmatched sensor fusion and situational awareness capability

2 SP’S AVIATION Issue 11 • 2012 www.spsaviation.net

PuBlISHEr AND EDITOr-IN-CHIEF

Jayant Baranwal

ASSISTANT GrOuP EDITOr

r. Chandrakanth

SENIOr VISITING EDITOr

Air Marshal (retd) V.K. Bhatia

SENIOr TECHNICAl GrOuP EDITOrS

Air Marshal (retd) B.K. Pandey

lt General (retd) Naresh Chand

SENIOr COPy EDITOr &

COrrESPONDENT

Sucheta Das Mohapatra

CONTrIBuTOrS

INDIA

Air Marshal (retd) N. Menon

Group Captain (retd) A.K. Sachdev

Group Captain (retd) Joseph Noronha

EurOPE

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uSA & CANADA

leroy Cook

CHAIrMAN & MANAGING DIrECTOr

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18 Winner

30 Show report: NBAA

14 Jaunty Jets orPractical Props?

PluS...

A Word from Editor


Chinook outperformed its rival on price, which includes a matrix of not

only the unit f lyaway cost of each platform, but also

ownership costs comprising the operating and life cycle

costs, as well as ToT

Jayant Baranwal

Publisher & Editor-in-Chief

Boeing appears to have done it again. It was cer-tainly a close fight but the US-built Boeing CH-47F Chinook emerged as the most competitive offering in a two-way race against Russia’s Mi-26T2 for the Indian Air Force (IAF) to meet its heavy-lift helicopter requirement. While both

helicopters performed well in field evaluation trials, it is un-derstood that the Chinook outperformed its rival on price, which includes a matrix of not only the unit flyaway cost of each platform, but also ownership costs comprising the op-erating and life cycle costs, as well as transfer of technology. The Ministry of Defence (MoD) is likely open negotiations with Boeing for a contract that could top $1 billion (`5,500 crore at current exchange rates). The Chinook win came literally on the heels of Boeing’s AH-64D Apache Block III being an-nounced the winner of the IAF’s attack helicopter programme in a closely contested competition, interestingly once again with its Russian rival the Mi-28N Night Hunter. The $1.4 billion (`7,700 crore) deal for 22 Apaches also includes the supply of 812 AGM-114L-3 Hellfire Longbow and 342 AGM-114R-3 Hellfire-II missiles, 245 Stinger Block I-92H missiles and 12 AN/APG-78 fire-control radars. Boeing is indeed turn-ing out to be a big contributor towards the IAF’s ambitious modernisation programmes as it had earlier bagged the $4.1 billion (`22,500 crore) deal to equip the IAF with 10 C-17 Globemaster III strategic heavy airlifters. That is not all. In yet another loss to Moscow in a big-ticket Indian military tender, EADS/Airbus Military has emerged as the winner in the IAF’s tender for six new generation flight refuelling aircraft (RFA).

That the IAF’s quest for its modernisation and metamor-phic transformation is on track is reiterated by the IAF’s Chief, Air Chief Marshal N.A.K. Browne with this edition carrying Part II of his exclusive interview wherein, he ex-plains how the Defence Procurement Procedure (DPP) has helped to streamline the procurement process and reduced the procurement timelines.

The issue of ‘Siachen Imbroglio’ resurfaced once again with the Atlantic Council of Ottawa breaking news of an agreement having been reached by the ‘Track-II’ teams of India and Pakistan to ‘demilitarise’ the Siachen Glacier. As expected, the news has caused a flutter among the defence

and strategic community in India, which is strongly against such a move. This edition highlights the pros and cons of piecemeal demilitarisation of Siachen in the “In Focus” and “Forum” columns. While the debate continues, it is sincerely hoped India’s politico/defence establishment would eventu-ally take the ‘correct’ decision.

This issue also carries a cover story on fifth generation fighters explaining how synergy of stealth, super-cruise and information fusion have made them into awesome fighting machines. And how, because of emerging rivals, the buzz is fast gaining ground in the US for a manned sixth generation fighter with more powerful capabilities. On the civil aviation front, Joseph Noronha highlights the advantages and disad-vantages of using the ‘jaunty jets’ or ‘practical turboprops’, especially in India’s regional aviation scenario, while Air Marshal (Retd) B.K. Pandey comments on how snail-paced improvement of infrastructure in the civil aviation sector continues to severely impede growth of the airline industry in India. All this, and much more. Happy reading.

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The ANNOuNcemeNT regArdINg APPrOVAl by the government of ISRO’s `450 crore project to send a vehicle to orbit Mars in November 2013 coincides with two other noteworthy events related to space

exploration. The first was the announcement by China of its plan to land a rover on the Moon in 2013 and the second the successful landing three days later of NASA’s ‘Curiosity’ on the Red Planet. While the mission to Mars would signify the crossing of a major milestone in India’s space endeav-our which envisages its first manned mission in space in 2016, it has sparked a round of controversy as well. Those in support of the programme be-lieve that it is only a natural pro-gression and a stepping stone to success for India to attempt a mission to Mars after the suc-cess of Chandrayaan-I. Success in the mission to Mars would be an unparalleled achievement for the nation. It would demonstrate to the world India’s technologi-cal prowess, enhance its stand-ing on the international stage and strengthen its credibility to participate in future interna-tional collaborative ventures in space exploration. As of today, with the exception of the US and Europe, no other country has been able to accomplish a mis-sion to Mars successfully.

Critics of the Mars mission project hold that in a country with nearly 35 per cent of the population below the poverty line, high levels of malnutrition, mass illiteracy, poor health care and chronic power shortages, the nation can hardly afford to squander resources in this fashion especially when ben-efits of the staggering investments into exploration of deep space are intangible, not relevant to the pressing needs of the masses or have any practical applications to everyday life and are generally unconvincing. While this has been an oft repeated and standard refrain, somewhat surprisingly, opinion within the scientific community is also divided.

As per G. Madhavan Nair, former Chairman of ISRO, the Mars mission should not have been a priority at this stage

for India. Instead, ISRO ought to have devoted time, en-ergy and resources on qualifying the indigenous cryogenic engine to get the geosynchronous satellite launch vehicle (GSLV) rocket operational again and impart momentum to the human space flight planned for 2016. ISRO has experi-enced repeated failures in the recent past with the GSLV and hence ought to focus on the GSLV-III to put payload of four tonnes in orbit which will be more useful.

Madhavan Nair, who for six years was at the helm of affairs at ISRO as the Chairman and as the Secretary, De-

partment of Space, describes the proposed mission to Mars as “peripheral” and believes that for this nation, the hu-man space flight programme ought to be on top of the list of priorities. In Madhavan Nair’s perception, the mission to Mars would be far less complex as compared with Chandrayaan. Besides, as the PSLV is a well-proven vehicle, there is neither sophistication nor challenge in merely sending a satellite to orbit Mars. Also, the extremely small payload of 25 kg would severely restrict scientific ob-jectives. The highly elliptical orbit that is planned for the mission to Mars, may be suit-able for “atmospheric sound-ing” but not for imaging. As NASA has already published voluminous data on the Mar-tian atmosphere, the Indian mission is unlikely to come up with any new findings.

While India is looking at a mission to Mars, China is planning to land an explorato-ry vehicle on the moon next year. India’s Chandrayaan-II which envisages landing a rover on the lunar surface, might on account of the focus shifting to the mission to Mars, could be relegated to lower priority and may not materialise in 2014 as planned earlier.

There is undoubtedly a need to examine whether priori-ties of the Department of Space are in harmony with those of the nation. SP

—Air Marshal (Retd) B.K. Pandey

Cabinet approves mission to marsAt a meeting chaired by Prime Minister Dr Manmohan Singh, the Cabinet cleared the proposal of the Department of Space to put a satellite in an orbit around Mars to study the Red Planet. The Indian Space Research Organisation (ISRO) is expected to launch a Mars Orbiter as early as November next year with a 25-kg scientific payload. The Mars mission, which will study its atmosphere, will be launched by an extended version of ISRO’s warhorse rocket, the polar satellite launch vehicle (PSLV). Scientific payloads have been shortlisted by ISRO’s Advisory Committee for Space Sciences (ADCOS) review committee.

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The TOP brASS Of the Indian Army would have ample reasons to feel exhilarated with the above-quoted Ministry of Defence (MoD) letter, suggest-ing their aggressive campaign amongst the top

echelons of the government for the Army to have its own full-fledged air wing, which includes attack helicopters, had finally paid off. But if the various caveats attached to the MoD announcement are taken into account, the much trumpeted Army’s achievement would turn out to be noth-ing but a feeble victory—full of holes. First, the Indian Air Force (IAF) would continue to retain the medium-lift helicop-ters including the Mi-17s and the latest—in the pipeline – Mi-17 V-5. Second, the IAF would not only continue to retain its fleet of Mi-25/Mi-35 fleet but would also be the recipient of the yet to be ordered fleet of 22 Apache Longbow AH-64D at-tack helicopters from Boeing. What does this point at?

As stated, while the selec-tion may have been made, the ‘Apache’ deal is yet to be inked. Even if the deal is signed straight away, it would take ap-proximately 36 months before the first batch of the Apache Longbows gets inducted into the IAF. Once fully inducted, these attack helicopters would continue to serve in the IAF for three to four decades. In addi-tion, the present fleet of Mi-25/Mi-35 attack helicopters would serve the IAF for another de-cade or two. The story doesn’t end here. Along with the Army’s order for 114, the IAF has also placed an order for 64 indigenous light combat heli-copters (LCH), to be produced by Hindustan Aeronautics, which are nothing else but smaller ‘attack helicopters’. These helicopters are capable of carrying out practically all the tasks assigned to their bigger siblings, albeit with lesser armament load. Once inducted, these could see ser-vice in the IAF right up to the end of first half of the cur-rent millennium.

In light of the above, the MoD’s announcement is more

of rhetorical value than of real substance as, in all prob-ability, it has understood the IAF’s argument that attack helicopters are not only meant for providing close air sup-port to the Army in the tactical battle area (TBA), but also to cater for other missions that are entrusted to the Air Force—variously described as air defence against slow moving aerial targets (e.g. enemy helicopters and UAVs), destruction of enemy’s air defence (DEAD) missions, es-cort to special heli-borne operations (SHBO), close inter-diction, counter-insurgency operations (COIN), urban war-

fare and in support of combat search and rescue (SAR) op-erations—to name but a few. Therefore, the announcement by MoD might actually be more in the nature of an exercise to put its relations with the Army on an even keel—which had been disturbed by the outgoing Army Chief’s ‘date of birth’ epi-sode—than to deprive the Air Force of its legitimate require-ment of attack helicopters.

It is clear that the IAF has, and in all probability, will con-tinue to operate attack heli-copters for all times to come. However, in due course, the Army would also start induct-ing these helicopters to fight its close-encounter battles. The starting point for the Army may be in the form of LCHs which it begun to receive in a few years from now. However, even if it immediately issues a request for proposals (RFP) for the heavier attack helicopters,

it may take a decade or more before their induction into the Army becomes a reality. It could perhaps hasten the process by opting for the ‘Apaches’ as well, with a re-peat order, through the US forecign military sales route. Thinking wishfully, this could perhaps help bring in ‘syn-ergy’ between the two services in terms of operational deployment and maintenance support, etc—which itself has been a pitiful victim of the ‘tug-of-war’ over owner-ship issues. SP

—Air Marshal (Retd) V.K. Bhatia

army to have its attaCk heliCoptersOverruling stiff opposition by the Indian Air Force (IAF), the government has allowed the Army to have its own attack helicopter units, meeting its long-time demand. The Defence Ministry has also decided that all future acquisitions of attack helicopters will be made for the Army while the IAF can retain its two squadrons of Mi-35 attack helicopters along with the soon-to-be-procured 22 Apache choppers. “We have received a letter from the Defence Ministry and we have been given the attack helicopters by the government,” said Army Chief General Bikram Singh. However, the Defence Ministry has allowed the IAF to retain the medium-lift choppers including the Mi-17s.

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NO Ice wAS brOkeN during the July 2012 Indo-Pak Defence Secretaries level talks and frankly, no imme-diate thaw was even expected in view of the state-ment issued in Delhi, re-emphasising the importance

of Siachen in safeguarding India’s national security. As pre-dicted, there were no surprises from the Pakistani side which led by Pakistan Defence Secretary Nargis Sethi, who again called for a “time-bound” demilitarisation of the region, reit-erating that both sides simultaneously pull troops back to the pre-1984 positions. The Indian side, led by Defence Secretary Shashi Kant Sharma promptly replied stressing that the Pak proposal for military disengagement could be considered only after Pakistan first agreed to the sequential prerequisite of a proper “authentication, delineation and demarcation” process.

In other words, both sides remained steadfast on their re-spective positions; with a mere resolution in the end, to carry forward the dialogue in search of the elusive solution to the military stand-off between the two nations in the Saltoro Ridge-Siachen Glacier region of Jammu and Kashmir. “India and Paki-stan reaffirm their resolve to make serious, sustained and result-oriented efforts for seeking an amicable resolution of Siachen,” said the anodyne statement. And while the atmospherics were good and certain proposals were exchanged, in keeping with the desire of the leaders of both countries for early resolution of all outstanding issues, the bottom line remained unchanged.

If that was the ‘Track-I’ position in July 2012, what prompted so dramatic a change of tack within two months on the ‘Track-II’ front. At a Septem-ber 2012 meeting held in Lahore, Pakistan, a group of retired senior officials, military officers and dip-lomats have reached a consensus on a number of confidence-build-ing measures (CBMs). More spe-cifically, citing, “Track-2 should not only track ‘Track-I’ but move ahead more boldly”, they have not only agreed on a proposal regarding the demilitarisation of the Siachen area but even listed down various steps on how it is to be done. While there appears to be great hurry from the Pakistani side especially after it lost nearly 110 Army soldiers and an-

other 70-odd civilians, buried in a terrible snow avalanche at Gayari (in Pakistan Occupied Kashmir) during the month of April this year, there should be no such urgency as far as India is concerned. Granted that India too has suffered a num-ber of casualties due to natural calamities since its own troop deployment in the area covering more than a quarter of a cen-tury, and on that basis, it should also be desirous of military disengagement, but the big question is: can India hope for a just solution to the problem on the basis of fair and estab-lished norms? More importantly, can it trust Pakistan to be-have as a responsible nation and adhere to its commitments/obligations in perpetuity?

Many in India have begun to project a new found positivity in Pakistan’s attitude towards India. There is substantial eu-phoria generated by General Ashfaq Parvez Kayani’s statement during his visit to the above-mentioned avalanche-affected Gayari area post the tragedy, further fuelled by President Asif Ali Zardari’s utterances during his ‘private’ visit to India. But the question that looms large is whether this euphoria is mis-placed or has there been genuine change of heart in Pakistan? Before finding a lasting solution to the Siachen issue, wouldn’t it be prudent for India to carry out a realistic appreciation of the true strategic objectives, perspectives and behaviour of the Pakistan Government and more importantly the Pakistan Army? It should also analyse as to why Pakistan behaves the way it does? Are the assessments of many defence and security analysts—not only Indians but also a large number of foreign

experts—that Pakistan continues to be the most dangerous country in the world with a history of military coups, foreign policy chicanery, il-lusion of grandeur and at the same time a delusion being India’s equal (or even superior) incorrect? Should these not be taken into account be-fore taking any step towards solving the Siachen problem?

But first, wouldn’t it be in order to determine the genesis of Siachen imbroglio; also determine whose problem is it any way and then look for possible policy alternatives? Turn to Forum for some answers. SP

—Air Marshal (Retd) V.K. Bhatia

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The ‘Siachen’ Issue

Many in India have begun to project a new found positivity in Pakistan’s attitude towards India. There is substantial euphoria generated by General Kayani’s statement during his visit to the avalanche-affected Gayari area

post the tragedy, further fuelled by President Zardari’s utterances during his ‘private’ visit to India.

ShaShi Kant Sharma, indian defence Secretary with nargiS

Sethi, Secretary defence of PaKiStan at mod, rawalPindi in

June, 2012

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The SIAcheN ImbrOglIO IS part of the overall Jammu and Kashmir (J&K) problem

and its genesis goes back to Pakistan’s aggression of 1947-48 and not in 1984. The problem emanates from not following through what was spelt out in the Karachi Agreement in 1949. There would be no Siachen problem if the agreement was followed in letter and spirit. The agree-ment was signed by senior military officers from both sides (as a follow on to the ceasefire agreement) clearly demarcating the ceasefire line (CFL) based on the factual position on the ground as on that day. However, the CFL was demarcated on a one-inch map but only up to what came to be known as Point NJ 9842. The bilateral agreement on that historical day clearly specified that the final stages of the CFL would be demarcated up to Khor and “thence north to the glaciers”.

A careful scrutiny of the agreement would reveal two interesting points. One is the mention of Khor and second, the use of plural in mentioning the CFL from Point NJ 9842. The line was left demarcated at this point because it was not expected at that time that the high mountains to the north could become a source of conflict. But both governments had agreed that from Point NJ 9842, the line would continue to Khor, “thence north to the glaciers”. Another interesting point is that the CFL—now known as the line of control (LoC)—runs south to north for over 10 km before it stops at NJ 9842. The use of plural in mentioning glaciers clearly indicates that there are many glaciers in consideration here. Amongst these, two major glaciers stand out, which descend in near opposite directions from the heights of the famous Saltoro Mountain Range. Siachen Glacier lies to the east of the Saltoro Ridge flowing approximately from North-west to South-east with its mouth lying at the ‘Base Camp’ —from where the Nubra River originates. Baltoro Glacier, on the other hand, initially flows northwestwards from Saltoro Ridge in an opposite direction

from Siachen and then takes on a more westerly orientation into Pak-occu-pied Baltistan region. Both glaciers laterally stand separated by more than 30 km from each other in an East-West orientation (see map).

A well-established prin-ciple and custom of demar-cating borders and lines of control in mountainous areas is to follow the high crest separating the two watersheds on either side. This is also why mountain

passes in a large number of cases mark the boundaries. Indian Army posts defending the Siachen Glacier are located on the Saltoro Ridge, which as can be seen, forms a natural watershed between the two glaciers and therefore qualifies to be the natu-ral (also consistent with customary as well as formally defined borders) boundary in the Siachen region. Logically, Saltoro Ridge (which runs NNW-SSE before it alters halfway to north-west heading towards the K-2 Mountain) should be defined and demarcated as the mutually accepted line. This would be in keeping with the unfinished agenda of the Karachi Agree-ment—and later the Shimla Agreement—which was to specifi-cally denote the line from NJ 9842 “thence north to the glaciers” and by implication, extending it up to the Chinese border.

Unfortunately, and possibly due to force of habit, Pakistan has once again demonstrated its unwillingness to accept what are the well-established international principles and refused to abide by the provisions of the Karachi Agreement, it had signed. Perhaps it was also the result of an earlier US carto-graphic mischief (perpetuated during the height of the Cold War with a mistaken belief that non-aligned India was actually part of the Soviet Camp) by which the actual ground position line (AGPL) was deliberately extended from Point NJ 9842 to Karakoram Pass. Pakistan tried to convert this off-track notion into reality with a plan to militarily usurp the Siachen area. Fortunately, India got timely information and pre-empted the Pakistani Military from committing another perfidious act by quickly deploying Indian Army troops on the Saltoro Ridge/

Demilitarisation would involve India losing both strategic and tactical advantage, while for Pakistan it would be a great strategic gain traded off against a small tactical loss. Indian strategists should not neglect this fact

that Pakistan chooses to gloss over.

The Siachen ImbroglIo

Diplomacy


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Siachen Glacier, in a well-planned joint operation with the Indian Air Force (IAF). That they had been totally outmanoeuvred, struck the Pak troops when they arrived on the scene.

That Pakistan had definite plans in the early 1980s to take over Si-achen Glacier militarily is quite evident from a recent interview given by General Parvez Musharraf where he claimed that Pakistan’s aggression in Kargil was a “tit for tat” for Siachen while conced-ing that Pakistan had actually laid claim to some part of the Siachen Glacier which in his view was a “no-man’s land”. Sheer naivety of such a remark, that too com-ing from a former Director Gen-eral Military Operations (DGMO) of Pakistan Army and later not only its chief but also the military dictator of Pakistan cannot be over emphasised. Would it be possible that a soldier of his standing had never read the Kara-chi Agreement? Also, wilful violation of a well demarcated line of control (LOC) with a well-planned military aggression just because of an individual’s frustration can only add to the afore-said naivety. Self-respecting countries and professional armies are not known to commit such irresponsible acts.

Demilitarisation: Who Wants it!?Coming back to the issue of demilitarisation of the Siachen Glacier, the arguments for which seems to be gaining ground in some quarters in India as well. First, it must be clearly un-derstood that the call for demilitarisation of the ‘Glacier’ basi-cally stems from Pakistan Army Chief General Ashfaq Parvez Kayani’s initiative, which in turn stems from the loss of a large number Pakistani troops and civilians in an avalanche at Gayari. But Kayani’s ‘peace’ initiative is also driven by his urgent need to cover up the longstanding lie to the people of Pakistan that their soldiers are dying on Siachen Glacier while facing Indian troops. Gayari is merely in that region but certainly not a part of the Siachen Glacier, while Indian troops occupy the ‘Glacier’ and its commanding heights.

Demilitarisation would involve India losing both strategic and tactical advantage, while for Pakistan it would be a great strategic gain traded off against a small tactical loss. Indian strategists should not neglect this fact that Pakistan chooses to gloss over. That Pakistan is not really serious about lasting peace with India is evident from Pakistan’s rejection of India’s proposal to first authenticate, delineate and demarcate the currently held positions which could lead to ultimately extend-ing the LoC right up to the Chinese border in the true spirit of Karachi Agreement. This happened as late as July this year, during the Track-I official talks between the two sides at the Defence Secretaries level. It is not very clear as to what exactly was the agreement between the two sides during the Track-II meeting at Lahore in September before they agreed to take the process further towards demilitarisation of the Siachen area. From the wording on setting up a joint commission to delin-eate the line beyond NJ 9842, consistent with existing agree-

ments, it appears the Indian side did not insist on the ‘demarcation’ aspect of the proposed line which is contrary to India’s official position, nor is there any mention as to up to which point the line would extend. Needless to say, this omission could lead to far-reaching repercussions endangering India’s strategic and security calculus in this region.

It is true that since the launch of ‘Operation Meghdoot’ in 1984 to se-cure the Siachen Glacier from Pakistan intrusion, it has cost India dear, both in terms of casualties and costs. But after nearly three decades of continuous presence in the ‘Glacier’, things have pretty much stabilised in all areas of operations, logistics and communica-tions. All Indian Army posts are well provided for in all aspects such as

heated arctic shelters, provision of extreme climate clothing (ECC), proper high-altitude rations, proper medical care and timely casualty evacuation, even basic recreational facilities such as satellite TVs, etc. The IAF has played and continues to play its part to the hilt to ensure that the troops are properly air-maintained and not deprived of any of the facilities men-tioned above. The casualties due to terrain and climate have been brought down to a bare minimum, almost commensurate with the overall normal operational hazards (NOH) scenario. Strategic importance of holding Siachen, on the other hand, fully justifies the costs that are easily affordable by an economi-cally resurgent India.

While India continues to strive for a lasting peaceful coexistence with Pakistan, it must be clear that Siachen is just a small part of the overall problem of securing peace between the two countries. Therefore, the proponents of immediate or very early demilitarisation of Siachen Glacier do need to rethink the matter carefully. It would be a stra-tegic folly, nay blunder, to fall prey to the piecemeal ‘peace’ initiative, propounded by Kayani and in proxy by the Pak Establishment—official or, otherwise. India should be in no hurry to demilitarise (if, at all) the Siachen till a foolproof and inviolable, internationally known line—as an extension of the present LoC to cover the entire area of Jammu and Kashmir—is drawn to clearly demarcate the boundary be-tween the two countries. In the meantime, what is known as the ‘highest battlefield’ in the world could be converted into ‘highest training ground’ in the world (assuming Pak Army would live up to its offer of peaceful coexistence) not only for the Indian military but also for the interested friendly militaries from across the world. The Indian military could also assist in converting the Siachen into the world’s highest ‘Peace Park’ by promoting/assisting high-altitude tourism in the ‘Glacier’—the first few steps having been already taken in this regard.

Finally, there is no gainsaying that engagement with Pakistan should continue through bilateral dialogue to undo the prevailing freeze—albeit without giving too much cogni-sance to the populist Track-II diplomacy. SP

— Air Marshal (Retd) V.K. Bhatia

The Indian military could also assist in converting the Siachen into the

world’s h ighest ‘Peace Park’ by promoting

high-altitude tourism in th e ‘Glacier’—the

first few steps having been already taken in

this regard.


Military Special MiSSion

aIr defeNce cAPAbIlITy Of the Indian Air Force (IAF) received a shot in the arm in August this year with the delivery of the first of the three Embraer 145 airborne early warning and control (AEW&C) aircraft. In 2008, India had signed a $300 million (`1,500 crore) contract for the sup-

ply of three Embraer 145 aircraft modified as special mission platforms. Apart from the price of the aircraft, the contract in-cluded modifications to the airframe for installation of the an-tenna and other systems developed by the Indian Defence Re-search and Development Organisation (DRDO). The remaining two aircraft are to be delivered by 2013.

Special MiSSion aircraftSpecial mission aircraft all over the world employed by the military cover a wide range of roles to increase the effec-tiveness of forces deployed in combat operations. Special mission roles range from airborne early warning, maritime patrol and intelligence, surveillance and reconnaissance (ISR) to commercial applications such as aerial photogra-phy, air ambulance, flight inspection and weather modifica-tion. Essentially, in the regime of military aviation, special mission platforms serve as “force multipliers” and consti-tute a respectable segment of the military aircraft market in the world.

EmbraEr 145 aEW&C: THe IAF goT THe delIvery oF FIrsT oF THe THree AIrcrAFT In AugusT THIs yeAr

IN demand

Driven by the growing demand of the armed forces for new aerial tankers, airborne early warning platforms, electronic warfare and

maritime patrol aircraft, the Indian market holds substantial potential for manufacturers of special mission aircraft

By Air Marshal (retd) b.K. Pandey

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A business jet or a regional trans-port aircraft makes a good special mis-sion platform. When compared with large airliners, these offer excellent op-erational capabilities, lower acquisition cost and better fuel economy resulting in lower operating cost. Unless the pay-load for the mission requires larger cabins, a business jet would be the preferred option over larger aircraft.

Special mission aircraft may also be employed for alter-native tasks outside their basic mandate such as for logistic support by aerial tankers or disaster relief by AEW&C air-craft. Special mission platforms are identified on the basis of the tasks undertaken and are categorised as follows:

• Aerial tanker• Airborne early warning (AEW)• Electronic warfare (EW)• Electronic/signals intelligence (ELINT/SIGINT)• Maritime patrol and anti-surface warfare• Search and rescue (SAR)

the indian MarketToday, India is one of the largest defence markets in the world. The nation is now embarked on a drive to moder-nise its armed forces replacing its outdated and ageing military hardware with modern and futuristic systems. This exercise would entail expenditure of billions of dol-lars over the next two decades. The Indian defence market has been offering lucrative opportunities to both domestic and foreign manufacturers of weapons and other support-ing systems as India has been importing approximately 70 per cent of its requirement of military hardware. However, in the Indian armed forces, it is only in the recent times that there has been increased focus on the employment of special mission aircraft to enhance operational potential. The market in India for special mission aircraft is just about beginning to open up.

aerial tankerSIn order to enhance the operating radius of its combat fleet and long-range stra-tegic strike capability, in 2003, the IAF

inducted the first Ilyushin-78 aerial tanker aircraft and today the fleet strength stands at six. In 2006, the IAF pro-jected a requirement for another six aircraft for which as per latest reports, the Airbus A330 MRTT appears to have emerged as the preferred platform. However, there is still a possibility that selection of the Airbus-330 MRTT may not be endorsed by the financial authorities as it is considerably more expensive.

airborne early WarningAirborne warning and control system (AWACS) aircraft have now become an indispensable capability required for war-fare and more so in the future, especially for a nation seek-ing to establish itself as an aerospace power. In the year 2004, the Indian Air Force (IAF) placed an order for three IL-76 heavy-lift transport aircraft from Russia mounted with the Israeli Phalcon airborne warning and control system radar at a total cost of $1.1 billion (`5,500 crore). These systems would provide long-range detection capability to the nation’s air defence organisation. In 2011, the IAF has signed a follow-on contract worth $800 million (`4,000 crore) for another two such systems to be delivered in 2015.

With the aim of providing the IAF with an option at low-er cost though with a shorter detection range, as also to augment the fleet of five IL-76 based EL/W-2090 class sys-tems that have long-range detection capability, in 2003, the DRDO initiated a project to design and develop an airborne surveillance platform jointly with Embraer of Brazil based on the proven Embraer 145 jet. The IAF already has five Embraer-135 Legacy business jets, four with Air HQ Com-munication Squadron for VVIP travel and one with the In-dian Border Security Force.

SurvEillanCE in War and pEaCE: A senTInel r1 surveIllAnce

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Estimates are that to provide air defence surveillance on the western borders, the IAF would need a fleet of 18 AWACS and AEW&C aircraft in order to have the minimum number on station round-the-clock to provide gap-free detection and early warning capability. The IAF has so far only four such aircraft on the inventory i.e. three Phalcon equipped IL-76 and one Embraer 145 AEW&C aircraft. Delivery of six ad-ditional AEW&C systems ordered in October 2010 is to com-mence in 2015 and by the end of this decade, with two more Phalcon based, the total fleet strength would go up to 14.

Given the security scenario in the region and the emerg-ing status of the nation as a regional power, the IAF needs to enhance its fleet strength of AWACS/AEWC&S aircraft to a minimum of 36 to cater to the possibility of outbreak of hostilities simultaneously on two fronts, i.e. against China and Pakistan. However, given the requirement of surveil-lance of the nation’s maritime borders and the huge exclu-sive economic zone, the IAF would need many more of such platforms. In June 2010, it was reported that the IAF was considering acquiring up to 20 additional systems over and above those already on order. Clearly, the IAF is moving for-ward there and would be opportunity for global aerospace majors engaged in the manufacture of special mission air-craft. Other possible contenders for the enhanced require-ment of AEW&C aircraft would be the conformal airborne early warning (CAEW) G550 developed by Gulfstream for the Israeli Ministry of Defence and the Saab Erieye 2000 AEW aircraft. Apart from capability, cost will be an impor-tant consideration.

elint/Sigint MiSSionSMoving away from the regime of air defence, the IAF has recently floated a request for information (RFI) for a require-ment for nine special mission aircraft. This includes two for airborne signals intelligence, communications jamming (COMJAM), ground survey and target towing. The remain-ing seven aircraft are required to be configured and certi-fied for the multi-mission role including aerial survey, target towing, COMJAM and dispensing of flares. The prerequisite are that the IAF would be looking for a common platform for all the roles and configurations spelt out in the qualitative

requirements as also that the selected aircraft are compli-ant with FAA/JAAR or equivalent standards. This would help minimise training, operational, logistics support and main-tenance costs. There are a number of platforms available in the market to meet the new requirement of special mission aircraft such as the Gulfstream GV platform proposed by IAI/Elta Systems as well as ELTA-ELI-3001-AISIS-airborne inte-grated SIGINT system, based on the Global 5000 business jet. Elta and Bombardier have expanded an agreement pre-viously made linked to a maritime patrol variant of the Q400. A special mission derivative of the Bombardier Q400 was displayed at Aero India air show in Bangalore in 2011. Other companies that are involved in the production of special mission aircraft likely to be part of bids in response to the requirement of the IAF are Hawker Beechcraft Corporation, Northrop Grumman, Boeing, Raytheon and L-3. Among the European participants, BAE Systems, Thales and Saab also offer suitable systems and may respond to the request for information. The Embraer 145 would be a strong contender given the already established presence of the company in India with five Embraer Legacy 600 business jets.

MaritiMe patrol aircraftThe Indian Navy has signed a $2.1 billion (`10,500 crore) deal for eight highly sophisticated P8-I multi-mission mari-time aircraft based on the Boeing 737-800 platform. A fol-low-on order for four has also been placed taking the total to 12. In the long-term, the Indian Navy plans to acquire 12 more long-range maritime reconnaissance (LRMR) aircraft for offshore surveillance. This will bring the strength of the fleet of maritime patrol aircraft to 24. The type of aircraft for the requirement of 12 LMMR is yet to be spelt out. However, Boeing hopes for orders up to $10 billion (`50,000 crore) for the P8-I multi-mission maritime aircraft from India.

the futureDriven by the growing demand of the armed forces for new aerial tankers, airborne early warning platforms, electronic warfare and maritime patrol aircraft, the Indian market holds substantial potential for manufacturers of special mis-sion aircraft. SP

prEfErrEd platform: A330 mrTT In FlIgHT

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A CENTURY OFSPECIALIZATION

For more information: www.specialmission.bombardier.comBombardier and Bombardier aircraft model names are trademarks of Bombardier Inc. or its subsidiaries. © 2011 Bombardier Inc. All rights reserved.

With a century of special mission experience, Bombardier knows and understands your needs. We recognize the situations and the challenges you face and we understand the solutions you require.

Because chances are, we’ve been there before. We are the third largest civil aircraft manufacturer in the world. That’s why you should choose Bombardier, because we have a lifetime of knowledge

that helps us understand every need and ensures every mission is a success.

Bombardier Specialized Aircraft. Experience you can count on.

Bombardier_SPAviation_210x267mm.indd 1 16/05/11 1:37 PM


Civil Regional aviation

jet setter: ERJ 145 BY EMBRAER

green optimism: AtR 72-600 BY AtR

sales spice up: Q400 BY BOMBARDIERPh

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iT IS 20 yeArS since the first regional jet entered ser-vice. In the late 1980s, Bombardier of Canada was wondering what to do with the Challenger 600 busi-ness jet it acquired when it took over Canadair. It even-tually opted to create a stretched version, calling it the Canadair Regional Jet (CRJ). The first 50-seat CRJ100

was delivered to launch customer Lufthansa CityLine in Oc-tober 1992. Other airlines, intrigued by the commercial suc-cess of these novel jets, were quick to place orders. Eventually over a thousand CRJ100 and CRJ200 aircraft were built.

A good idea breeds competition and it was not long before Embraer of Brazil came out with the Embraer Re-gional Jet, the 50-seat ERJ145. Its first delivery to launch customer Continental ExpressJet was in December 1996. This sparked a long-running rivalry between the Bom-bardier CRJ and the Embraer ERJ, like the Airbus A320 versus Boeing B737 competition, albeit on a much smaller scale. Those were the days when the price of oil hovered around $20 (`1,000) per barrel, sometimes even dropping to $10 (`500) per barrel. Hence, the relative fuel ineffi-ciency of these regional jets was ignored. Indeed, till a decade or so ago, jets practically seemed set to banish turboprops from the regional market. Embraer stopped manufacturing its 30-seat EMB-120 Brasília turboprop and switched completely to ERJs.

Rising Oil PRices, gROwing Jet sizesHowever, all that changed after the 9/11 terror attacks in the United States. With the price of oil threatening to go through the roof, hard questions began to be asked about the econom-ics of regional jets. The tipping point probably came when the price of oil crossed $35 (`1,750) a barrel—this made fuel-effi-cient turboprops rather attractive again. And the only way to keep seat-mile costs on jets under control was to increase the number of seats—first 70, then 90 and then 100. While Bom-bardier switched to the 70-seat CRJ700, 86-seat CRJ900 and 100-seat CRJ1000, Embraer began producing the E-170 to E-195 variants with maximum seating capacity ranging from 80 to 122. In fact, aviation experts believe that with oil prices ruling high, the 90-seat regional jet is the smallest economi-cally viable unit of production. The Russian Sukhoi SuperJet SSJ 100-95, for instance, which began commercial service in April 2011, takes 98 passengers.

To be fair to regional jets, all regional aircraft are inherently 40-60 per cent less fuel-efficient than standard narrow-body jets like the Boeing B737 and Airbus A320, and the operat-ing costs per passenger can be as much as two to five times higher. However, these stark variations are mainly on account of differences in operation rather than on any technological inadequacy of the regional planes. Why then did regional jets taste instant success? Compared to the lumbering, old-

Jaunty Jets or

PRactical PRoPs?

In India, regional aviation is getting ready for take-off. And the only regional aircraft available are turboprops. Regional jets may not be

viable here because many far-flung airfields lack the necessary runway length and facilities. Although turboprops are more practical for short

flights, it is probably a fact of life that passengers prefer jets.

By Group Captain (retd) Joseph Noronha



fashioned turboprops, they were faster, more comfortable and had quieter cab-ins. They could fly considerably longer distances than turboprops and so they became the aircraft of choice on sec-tors where larger jets had been operat-ing with many empty seats. Passengers preferred jets perceiving them to be safer and more advanced. The airlines could also boast of ‘modern’ all-jet ser-vice. And jets needed less maintenance than turboprops—another factor for the increase in jet numbers.

tRiumPh Of the tuRbOPROPs Jets will always be faster than tur-boprops and cut travel time. But for short flights, say less than 500 nau-tical miles, the difference in journey time is insignificant while the fuel sav-ings quality of the tardier turboprop becomes paramount. Currently, the only producers of regional turboprops are ATR of France and Bombardier. ATR last year won firm orders for 157 planes and options for another 79—a record. Bombardier’s Q400 isn’t doing half as well, but sales could pick up. In fact, almost 40 per cent of regional aircraft deliv-ered today are turboprops as against only 11 per cent in 2002. And fuel efficiency is the main reason.

The ATR 72 and Bombardier Q400 NextGen burn about two-thirds the fuel of a typical regional jet. They typically cruise at a much lower altitude, so they spend less time on the most fuel-guzzling stage of the journey—the climb to cruise. Their manufacturers claim that these aircraft pro-duce about 50 per cent less CO2 emissions than equivalent modern regional jets and a fraction of that produced by the older jets. With environmental issues increasingly taking centre stage, this is becoming an overriding factor.

Turboprops also are far more efficient than jets at low speed and low level. They need shorter runways than jets—this allows them to operate from smaller, rural airports. They are less susceptible to foreign object damage (FOD), bird strikes and water ingestion. Turboprops are strongly indicated for many remote airports in India where strips are short and conditions challenging. Then why does the average traveller prefer jets? Put it down to so-called “turbo aversion”. Passengers accustomed to earlier generations of turboprops saw them as noisy, uncomfortable, and less safe than jets. This is not a problem in India where turboprops are used to open up new routes and most passengers are not frequent flyers. And although in the popular view, tur-boprops are more accident prone than jets, this is neither supported technologically nor borne out by accident data.

As for noise and discomfort, manufacturers are continu-ously striving to improve their planes. Bombardier employs noise-cancellation technology, while ATR electronically syn-chronises the propellers so as to generate less vibrations. They also reduce noise and vibration by using advanced materials in fuselage and cabin construction, thus making new turboprops significantly quieter than older ones. Turboprops do need more maintenance than jets because of their gearboxes and

propeller components. However, ad-vanced engines like the Pratt & Whitney PW127 and PW150 seldom need major maintenance—their health can be as-sured with little more than oil and filter changes plus scheduled inspections.

Of course, it would be ideal to have a turboprop that emulates a pure jet. Bombardier has attempted just that with its Q400 NextGen. Although the Q400 is of similar weight to the ATR 72-500/600, its engines deliver nearly twice the power of the ATR 72. Trans-lated into performance, the Q400 can cruise comfortably at 360 knots, while the ATR 72 is limited to a cruise speed of 276 knots. Naturally, this enhanced per-formance means the Q400 consumes up to 30 per cent more fuel than the ATR 72 on the same leg; but it can also carry up to a dozen more passengers. Airlines generally prefer the ATR 72 for short hops while the Q400 is suitable for lon-

ger flights as a fuel-saving alternative to regional jets.

Jets OR tuRbOPROPs?In India, regional aviation is getting ready for take-off. And the only regional aircraft available are turboprops. Regional jets may not be viable here because many far-flung airfields lack the necessary runway length and facilities. Besides, on low-cost low-density regional routes, practically free of “tur-boprop aversion”, it makes sense to deploy aircraft with the lowest seat-mile costs.

When Jet Airways operated its first ATR 72-500 flight in October 1999, it marked the beginning of India’s affair with ATR. For another decade or so the country’s short-haul seg-ment was ruled by the ATR 42 and ATR 72. Scores of small airports across India, especially the challenging airfields of the north and the North-east, managed to get scheduled ser-vices, thanks to these rugged planes. Many low-density routes are viable only with these aircraft. Last year, SpiceJet became the country’s first Q400 customer, currently having acquired 12 out of 15 Q400s on order, with options for another 15.

The biggest boon for regional operators in India is that landing and parking charges are waived off for aircraft that carry up to 80 passengers. Similarly, aircraft of weight up to 40,000 kg are supplied aviation turbine fuel (ATF) at sales tax of just four per cent throughout the country as against 30 per cent in some states for heavier aircraft. While all re-gional turboprops meet these criteria, larger regional jets may be overweight.

Although turboprops are more practical for short flights, it is probably a fact of life that passengers prefer jets. But can regional jets make a comeback? It all depends on the price of oil, and that’s unlikely to drop in the foreseeable future. ATF amounts to 40 per cent of airline costs (perhaps over 50 per cent in India due to high tax). If the manufacturers can produce a jet engine that’s not much thirstier than an equivalent turboprop, jets could be back in business. It might be possible in the not-too-distant future if open rotor or geared turbofan (GTF) engine designs, currently under development, are successful. SP

A good idea breeds competition and it was not long before Embraer of Brazil came out with the Embraer Regional Jet, the 50-seat ERJ145


email : [email protected]

Visit : www.hal-india.com

WINGS THAT RULE THE SKIES

WINGS THAT RULE THE SKIES


SP’s ExcluSivE ApAche

IT hAS beeN A close fight, but the winner has finally emerged. The US-built Boeing CH-47F Chinook has emerged as the most competitive offering in a two-way race against Russia's Mi-26T2 for the Indian Air Force's

(IAF) heavy-lift helicopter requirement. While both helicop-ters performed well in field evaluation trials (both were re-ported to have met requirements and were found compliant), it is understood that the Chinook won out on price—which includes a matrix of unit fly away cost of each machine, own-ership cost which includes life cycle and operating costs, as well as the cost of maintenance and transfer of technology.

The Ministry of Defence (MoD) will shortly open contract negotiations with Boeing for a contract that could top $1 bil-lion (`5,000 crore). The Chinook's victory is Boeing's second big win in just the last few weeks—earlier in October, IAF Chief Air Chief Marshal N.A.K. Browne announced that the government had chosen Boeing's AH-64D Apache Block III

to meet a requirement of 22 attack helicopters. In that com-petition too, the American-built helicopter beat a Russian competitor, the Mi-28N Night Hunter. The IAF is said to have been impressed with both the Chinook and Mi-26T2, and was apparently equally willing to operate either aircraft. Indeed, it already operates a small number of old generation Mi-26s at its Chandigarh air force station. One of Boeing's strategies against the Mi-26 has been to focus on the advantages and inherent operational flexibilities of a tandem rotor helicopter, which allows mission commanders greater leeway for special operations and high altitude missions.

Concerns had already been prevalent in the IAF over maintenance and serviceability of the Mi-26 fleet. With the Chinook, Boeing's win register in India is positively ringing. The Chinook joins the AH-64D Apache, P-8I Poseidon for the Indian Navy (with more likely to be contracted) and Harpoon anti-ship missiles. SP

By SP’s Special Correspondent

The US-built Boeing CH-47F Chinook has won the Indian heavy-lift chopper

competition

Winner

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SP’s ExcluSivE VVIp helIcopter

IN yeT ANOTher lOSS to Moscow in a big-ticket In-dian military tender, EADS/Airbus Military emerged as the winner in the Indian Air Force's (IAF) tender for six new generation flight refuelling aircraft (RFA). The

victory may be especially sweet to Airbus considering that an earlier victory saw the tender being cancelled in Janu-ary 2010 as a result of high acquisition cost of the A330 MRTT, with a prospective contract being shot down at the eleventh hour by the Ministry of Finance. This time, how-ever, with a renewed focus on life cycle and ownership cost, Airbus Military has been able to stress on the advantages of its package a whole lot better. In fact, sources say its rival in the competition, the Ilyushin-78M, had a lower unit cost per aircraft—it is significantly smaller—but the overall commer-cial package offered by EADS/Airbus was more competitive and therefore the selection.

It may be remembered that the IAF had stuck its neck out to push through a deal with EADS the last time too, but in the absence of a life cycle cost template to anal-yse total costs, the Finance Ministry put its foot down. EADS will be cautious about being declared the winner in

the overall competition, though contract negotiations will still need to go through before a contract can be signed. The win is also important for EADS, which has suffered a string of setbacks in India over the last five years—the abortion of the 197 reconnaissance and surveillance he-licopter (RSH) and flight refuelling aircraft tenders when EADS products had emerged winners—and the defeat of the Eurofighter in MMRCA fighter tender to rival Dassault earlier this year.

The A330 MRTT was put through trials in November last year in India, where it demonstrated in-flight refuelling of IAF Su-30MKI and Jaguar jets. According to Airbus Military, “The A330 MRTT is the most capable tanker/transporter currently available. It is the only aircraft able to perform simultaneously three different types of missions: aerial refu-elling (tanker role), passenger and/or freight transport, and/or medical evacuation (MEDEVAC). Also, its tank capacity is sufficient to supply the required fuel quantities without the need for any additional reservoir, nor major structural modifications and it is able to carry more passengers and more freight than any of its competitors.” SP

Airbus Military seems to have won the Indian mid-air refueller tender, now cautiously waits for signatures

ViCTOriOUS! By SP’s Special Correspondent

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Military next gen fighters

AdvAnced FightersSynergy of Stealth, Super-cruiSe and information fuSion for complete

Situational awareneSS are the attributeS of fifth generation fighter aircraft. but with the faSt emerging rival capabilitieS, the buzz for a manned Sixth

generation tactical aircraft, with more powerful capabilitieS iS faSt turning into clamour. one may not have to wait for long before it becomeS a din.

By Air MArshAl (retd) V.K. BhAtiA

await its turn of dominance: The F-22 is a combinaTion oF sTealTh, super-cruise, manoeuvrabiliTy, and inTegraTed avionics, coupled wiTh improved supporTabiliTy and represenTs an exponenTial leap in warFighTing capabiliTies

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one were to classify modern advanced fight-ers in the order of per-formance, fifth gen-eration fighter aircraft (FGFAs) would clearly lead the pack. They rep-resent a class of their own. However, tech-nologies involved are so advanced and resources required so substan-tial that so far only the United States has been able to field a state-of-

the-art operational fifth generation fighter in its F-22, the Raptor. The US is also in the lead to develop a smaller size joint strike fighter (JSF) F-35 Lightening II the other claimant to that ped-igree and which is slated to form the backbone of not only the US Air Force (USAF) but also the US Navy in its carrier-borne avatar and a verti-cal take-off and landing (VTOL) version for the US marines. Technical complexity and high costs have encouraged like-minded nations to form consortia to share risks and costs. For the F-35, while the United States is the primary customer and financial backer, the United Kingdom, Italy, the Netherlands, Canada, Turkey, Australia, Nor-way and Denmark, have all contributed towards the development costs of the programme with individual acquisition plans.

Russia, which came on the scene more than a decade later, is testing its own FGFA —the PAK-FA—on its own. The programme has now evolved into a Russia-India joint venture with Sukhoi and the Hindustan Aeronau-

tics Limited (HAL) sharing risks and costs.Not to be outdone, China surprised the entire global

military aviation community by launching the maiden flight early last year of its own version of fifth generation aircraft, code-named the J-20.

India too, in addition to the Indo-Russian joint PAK-FA programme, has its own FGFA programme in the form of medium combat aircraft (MCA), but it is still on the draw-ing board. Therefore, the number of countries which are engaged in developing their own fifth generation fighters remains limited.

Attributes of fGfA: A compArison What are the characteristics and attributes that separate the FGFA from the other fighters and how do the current FGFAs compare with each other? Broadly the idea can be summed up as synergy of stealth, super-cruise and informa-tion fusion for complete situational awareness.

steAlthOf all attributes, “stealth” or low observability is perhaps the most important defining characteristic of a FGFA. It is low visibility against the entire spectrum of sensors includ-ing radar, infrared, acoustic and even visual which yields a stealth fighter the edge that nullifies many other perfor-mance advantages that the adversary might enjoy. By out-witting all defences during the opening phases of the first Gulf War in 1991, F-117A Nighthawk (the first fighter with stealth as its predominant strength) brought home dramati-cally the exponential value addition of this attribute. How-ever, in achieving low visibility, it had to sacrifice important performance parameters of speed and manoeuvrability, thus leaving a window of vulnerability, should it get detected. F-22 Raptor and other aircraft in the fifth generation stable have overcome this limitation to varying degrees. For exam-ple, in manoeuvre performance, a F-22 Raptor in dry power matches or exceeds F-15C in afterburner regime.

if



GeneraL f-22 raptor f-35a (two more variants available) PaK-fa/t-50 J-20Country US US Russia-India ChinaCrew 1 1 1 (2) 1Length 18.90 m 15.67 m 19.8 m 21.26 mWing span 13.56 m 10.7 m 14 m 12.88 mHeight 5.08 m 4.33 m 6.05 m 4.45 mWing area 78.04 m² 42.7 m² 78.8 m2 59 m2Empty weight 19,700 kg 13,300 kg 18,500 kg 17,000 kgLoaded weight 29,300 kg 22,470 kg 26,000 kg UnknownMaximum takeoff weight

38,000 kg 31,800 kg 37,000 kg 36,287 kg upper estimate

Power Plant 2 × Pratt & Whitney F119-PW-100 Pitch Thrust vectoring turbofansDry thrust: 23,500 lb (104 kN) eachThrust with afterburner: 35,000+ lb (156+ kN) each

1 × Pratt & Whitney F135 afterburning turbofanDry thrust: 28,000 lbf (125 kN)Thrust with afterburner: 43,000 lb (191 kN)

2 X AL-41F1 for prototypes turbofan, 147 kN (33,047 lb) for prototypes; 157+kN (34,620+lbf) for definitive engine version each.

2 × WS-10G (prototype); WS-15 in production J-20 afterburning turbofans dry, 180 kN (40,000 lbf) with afterburner

Fuel capability 11,900 kg with two external fuel tanks 8,382 kg 10,300 kg Not knownPerformanceMaximum speed Mach 2.25 Mach 1.6+ Mach 2+ Mach 2.0Super-cruise Yes (1,963 km/h) No Yes (unknown) Yes (unknown)Cruise speed 1,300-1,800 km/hFerry range 3,219 km 2,220 km on internal fuel 5,500 km 5,500 kmCombat Range 2,000 kmCombat Radius 800 km (with 200 km in super-cruise) 1,080 km on internal fuel Not Known Not knownService ceiling 19,812 m 18,288 m 20,000 m 20,000 mRate of climb – Classified (not publicly available) 350 m/s (68,900 ft/min) Not knownWing loading 375 kg/m2 446 kg/m2 330-470 kg/m2

Thrust/weight 1.05 (1.26 with loaded weight & 50 per cent fuel)

With full fuel: 0.87 With 50 per cent fuel: 1.07 1.19 Not known

Maximum g-load –3.0/+9.0 g 9 g 9+ g Not knownarmamentGuns 1× 20 mm (0.787 in) M61A2 Vulcan

6-barreled gatling cannon in starboard wing root, 480 roundsAir-to-air load out: 6× AIM-120 AMRAAM 2× AIM-9 Sidewinder Air-to-ground loadout: 2× AIM-120 AMRAAM and 2× AIM-9 Sidewinder for self-protection, and one of the following: 2× 1,000 lb (450 kg) JDAM or 8× 250 lb (110 kg) GBU-39 small diameter bombs

1 × General Dynamics GAU-22/A Equaliser 25 mm (0.984 in) 4-barreled gatling cannon, internally mounted with 180 rounds

None on prototype Apparent provision for a cannon (most likely GSh-301). Possible two 30mm cannon

None on prototype Production aircraft will be equipped with PL-21 LRAAM, PL-12D MRAAM, PL-10 SRAAM, LS-6 precision glide bomb, 30mm cannon, up to four rocket launchers, two IR decoy launchers, air-to-surface missiles and smart bombs

Hardpoints 4× under-wing pylon stations can be fitted to carry 600 US gallon drop tanks or weapons, each with a capacity of 5,000 lb (2,268 kg).

6 × external pylons on wings with a capacity of 15,000 lb (6,800 kg) and two internal bays with two pylons each for a total weapons payload of 18,000 lb (8,100 kg) and provisions to carry combinations of: Missiles: Air-to-air missiles: AIM-120 AMRAAM AIM-9X Sidewinder IRIS-T MBDA Meteor (Pending further funding);Air-to-surface missiles: AGM-154 JSOW AGM-158 JASSM Brimstone missile/MBDA SPEAR Joint air-to- ground missile Storm Shadow missile SOM; Anti-ship missiles: JSM Bombs: Mark 84, Mark 83, and Mark 82 GP bombs Mk.20 Rockeye II cluster bomb Wind corrected munitions dispenser capable Paveway series laser-guided bombs Small diameter Bomb (SDB) JDAM series B61 nuclear bomb

Two internal bays. Other sources suggest two auxiliary internal bays for short range AAMS and six external hardpoints.

avionics Radar warning receiver (RWR): 250 nm (463 km) or more Radar: 200–240 km against 1 m2 (11 sq ft) targets (estimated range) Chemring MJU-39/40 flares for protection against IR missiles.

Northrop Grumman Electronic Systems AN/APG-81 AESA radar Northrop Grumman Electronic Systems AN/AAQ-37 distributed aperture system (DAS) missile warning system BAE Systems AN/ASQ-239 (Barracuda) electronic warfare system Harris Corporation multifunction advanced data link (MADL) communication system

AESA N050 built by Tikhomirov NIIP. Presumably T-50 radar is a development of Irbis-E designed for Su-35BM.

fifth GenerAtion fiGhters (AlreAdy operAtionAl/under development): A compArison

Source: Open Sources



Low observability in FGFAs is achieved by a combina-tion aerodynamic tailoring, usage of composite materials which help both in reducing weight as well as in radar reflectivity, shaping intake ducts to prevent radar echoes from the highly reflective compressor and turbine faces and a host of other techniques which helps to reduce its footprint. Earlier stealth designs (like the B-2 spirit bomber radar and Night Hawk F-117A) used absorbent materials and coatings extensively to absorb the incident radar en-ergy. However, they were maintenance-intensive and re-quired climate-controlled hangars to protect their stealth coatings. Aerodynamic refinements now have reduced re-liance on this method of signature control. Weapons car-riage on external pylons, a major contributor to the radar cross-section (RCS) of all fighters, has been replaced by provisioning of internal weapon bays, thus maintaining the sleek stealthy airframe lines except for brief moments of weapon release. Close attention to detail has resulted in a virtually noiseless aircraft with very little thermal, acoustic or radar signature.

For instance while the exact radar cross section of the F-22 in various aspects remains classified, in early 2009, Lockheed Martin revealed that from certain critical angles, Raptor’s signature was comparable to that of a “steel marble’.

It is obvious that some trade-off are necessary between what is required to enhance low observability mission re-quirements and even cost. F-22A design keeps it stealthy from all aspects as required in an air dominance fighter. F-35 Lightening II on the other hand has a very low radar profile from the front, is less stealthy viewed sideways and is least stealthy in the rear quarters. The Indo-Russian PAK-FA, on the other hand, has been designed to be more ma-noeuvrable than the US fighters at the cost of making it less stealthy. One of the design elements that have such an effect

is the leading edge vortex controller (LEVCON). Similarly, Canard surfaces and leading edge extensions increase radar cross-section (RCS). But the Chinese chose to retain canards on J-20 to enhance agility while scarifying some bit of its radar signature. A lot also depends on the main role envis-aged for the aircraft. For example, while in the case of US F-22, the emphasis is on air dominance, in the case of the J-20, its main role appears to be long-range, stand-off at-tack capability against surface targets. Similarly, in the case of PAK-FA, emphasis appears to be on multi-role capability.

super-cruise: A desirable attribute of a FGFA is the capabil-ity for it to super-cruise i.e. transit in and out of combat zone at supersonic speeds but without the use of afterburner(s). This coupled with the other major attributes of stealth and data fusion and armed with air-to-air and air-to-surface weapons of appropriate stand-off ranges, it would have the unmatched capabilities of not only ‘first look’, ‘first shoot’ and ‘first kill’, but also ‘first scoot’ capability. The US F-35 JSF was purposely not designed to super-cruise but all oth-er FGFAs including the Chinese J-20 have the capability to super-cruise.

sensor fusion/situAtionAl AwArenessWith ever more challenging mission requirements, fighter air-craft have gradually come to resemble sensor beds. A host of sensors operating at different wavelengths in the electromag-netic spectrum connect the pilot to his operating environment. In a first, Raptor’s design for example embeds passive sensors for various wavelengths all around the aircraft’s structure. This greatly improves the aircraft’s first detection ability, even with its radar switched off. In the emerging battlefield envi-ronment, fighter aircraft on a mission no longer hunt individ-ually. They operate in a networked environment—receiving

incLinded to Lead tHe Breed: us F-35 JsF is The epiTome oF a masTerpiece To provide unmaTched sensor-Fusion/siTuaTional awareness capabiliTy

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and sharing data with a variety of dispersed sources. The APG -77 active electronically scanned array (AESA) radar system of the F-22 functions as a Wi-Fi access point which can transmit data at 548 megabit/sec and receive in the gigabit/sec range. To put it in perspective, Link 16 still in use by the US and allied aircraft transfers data at just over one Mb/sec. The intention behind high speed of connectivity is to generate seamlessly a comprehensive all-round picture to enhance the pilot’s situ-ational awareness. The flood of information spewed by multi-tude of sensors (all crucial to mission accomplishment) would overwhelm the pilot unless filtered, prioritised and presented appropriately in an easily digestible format. Powerful integra-tion processors perform that crucial function. In the F-22, the AN/APG-77 phased array radar is the key to the Raptor’s inte-grated avionics and sensor capabilities.

However, while the sensor fusion capabilities in the F-22 are indeed impressive, it is the US F-35 JSF which is the epitome of a masterpiece to provide unmatched sensor-fusion/situational awareness capability. The F-35 has been purposefully designed with synergy between sensors as a specific requirement, with the “senses” of the aircraft ex-pected to provide a more cohesive picture of the reality around it, and be available in principle for use in any pos-sible way and any possible combination with one another. All of the sensors feed directly into the main processors to support the entire mission of the aircraft. For example, the AN/APG-81 functions not just as multi-mode radar, but also as part of the aircraft’s electronic warfare system. As far as the Russian and Chinese designs are concerned, not much has been revealed about this segment, but it can be safely assumed that this aspect would definitely engage the de-signers’ attention, albeit to varying degrees (see Table for

a comparison of the various important attributes of the al-ready operational/under development FGFAs in the world).

upGrAdAtions & newer versionsIt cannot be overstated that fifth generation fighter aircraft have ushered in another round of revolution in military avia-tion. Even those countries whose air forces otherwise have very capable fourth generation aircraft are trying to upgrade these to bring them as close to fifth generation capabilities as possible; barring perhaps the stealth segment where it may not be possible without carrying out major (cost-prohibitive) changes to the current platforms and power plants. China showed its prowess in developing the fifth generation fight-ers with the launch of J-20 in January last year which took the rest of the world by surprise. As if that was not enough, China again stunned the world by launching a second (much smaller) fifth generation fighter, J-31 on its 11-minute maiden flight on October 31. The J-31 is almost certainly designed with the intention to have the potential of operating on air-craft carriers, which the Chinese are developing at a fever-ish pitch. The J-31 has made China, after the US, the second country to develop two fifth generation fighters in a row.

Earlier, the US had capped its F-22 programme at a lowly 187 (down from originally planned 750) because of lack of threats and competitors in the air dominance arena. The advent and capability build-up of the unmanned air-craft stoked the general impression that the F-35 would be the last manned fighter aircraft to be manufactured in the US. But with the fast emerging rival capabilities, the buzz for a manned sixth generation tactical aircraft, with more powerful capabilities is fast turning into clamour. One may not have to wait for long before it becomes a din. SP

Joint attemPt: The indo-russian pak-Fa has been designed To be more manoeuvrable Than The us FighTers aT The cosT oF making iT less sTealThy

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Military IntervIew

The DPP has helped streamline the defence procurement process and reduced the procurement timelines considerably, says the Chief of the Air Staff Air Chief Marshal N.A.K. Browne. In the second instalment of the interview with Air Marshal (Retd) V.K. Bhatia, Editor, SP’s Aviation, the Air Chief also detailed the IAF’s proactive approach towards improving cyber security.

SP’s Aviation (SP’s): What are your views on the indig-enous medium combat aircraft (MCA) programme? How does it fit in the melee of ongoing medium multi-role combat aircraft (MMRCA) and fifth generation fighter aircraft (FGFA) programmes?Chief of the Air Staff (CAS): The Government of India sanc-tion was accorded in October 2010 to carry out a project feasibility study for the design and development of the ad-vanced medium combat aircraft (AMCA). Based on qualitative requirements (QRs) given by the IAF, this project is currently at the feasibility study stage. The critical design drivers, tech-nology requirements and architectural options for aircraft systems and engines are being conceptualised and finalised.

The AMCA is being developed as a multi-role, medium-weight, twin-engine and fifth generation fighter. Exploiting the concept of stealth, super cruise, super manoeuvrability, thrust-vectoring, advanced avionics and sensors, this air-craft will be capable of performing a multitude of air-to-air and air-to-ground missions. At this point of time, it is still at the drawing board stage.

SP’s: What are your views on the Naresh Chandra Com-mittee’s recommendation of creating a new post of Per-manent Chairman Chiefs of Staff Committee (COSC)? CAS: The Naresh Chandra Task Force proposal to create the appointment of (Permanent) Chairman COSC has been con-

curred by Air HQ. As per the recommendations, the Chair-man COSC would be a permanent four-star rank with a fixed tenure of two years who will be the single-point contact be-tween the government and the three services on matters of joint policy, training and joint issues. He would thus be the fourth four-star officer who would also be responsible for all the Joint Tri-Service Commands (ANC and SFC for the pres-ent and special operations, aerospace and cyber commands for the future). The Service Chiefs will continue to exercise operational control over their respective service and have di-rect access to the government on service specific issues. This set up will allow Headquaters Integrated Defence Staff (HQ IDS) under Chairman COSC to function as an effective advi-sory nodal agency to the government. For total integration of the Ministry of Defence (MoD) and Services HQ, certain posts have been identified in MoD and at Air HQ where service and civilian officers can be cross posted, respectively. A full switch over to CDS concept as envisioned earlier would only be possible after full integration of MoD and Services HQ.

SP’s: You have been one of the greatest proponents of integrating the aerospace industry in India with the pri-vate sector. What in your opinion is being done to realise the stated objective and what more needs to be done? CAS: The Defence Production Policy espouses the need of having a strong indigenous defence industry base including

Our ground-based air defence systems constitute a critical component of our overall operational plans

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the private sector. While initiating the proposals for any new acquisitions, it is ensured that the inherent capability of the Indian defence industry is taken into account before looking outside at the external market. The provisions of transfer of technology (ToT) and offsets as enshrined in the Defence Pro-curement Procedure (DPP) also go a long way in ensuring that the indigenous industry (both public as well as private) gets the required fillip to compete with the international play-ers, thereby leading to self-reliance. The Defence Acquisition Council (DAC) has accorded the approval for the 56 Avro re-placement scheme on June 23, 2012. It is expected that the request for proposal (RFP) to prospective global vendors will be issued shortly. The OEM will be required to choose an In-dian Production Agency (IPA) from the private sector as its partner. For the first time, HAL or any other defence PSU has been intentionally kept out of this project in order to provide the private industry an opportunity to develop its latent tal-ent. I am hopeful that the Indian private industry will grab this opportunity with both hands. This project is being un-dertaken for the first time and will surely provide the much needed boost to our private sector. The initial batch of aircraft is planned to be bought in a flyaway condition from the OEM and the IPA would thereafter produce the balance aircraft.

SPG: The number of international air exercises have come down. Is it deliberate or is it a temporary lull?CAS: Year 2011-12 has been planned as the year of consoli-dation in IAF wherein we planned to assimilate lessons from the previous exercises as also consolidate our training and air assets availability in view of the forthcoming major inter-national exercises with friendly foreign air forces. The IAF will be participating in Ex-Red Flag in July 2013 with United States Air Force (USAF) in Nellis, USA, hosting the French Air Force for Ex-Garuda in India during first half of 2014 and then participate in Ex-Indradhanush with the Royal Air Force (RAF) in UK during latter part of 2014. Notwithstand-ing these plans, we have been regularly sending air warriors abroad as observers for major exercises the world over and have looked at various doctrinal, planning and employment lessons which emerge from the interactions.

SP’s: What is the latest on setting up a Space Command even if it was to be tri-service in nature, or, has it been put on the back-burner once again? CAS: Our stand on the issue continues to be the same. We are focused more on the development, acquisition and inte-gration of all the space assets in order to obtain operational ‘aerospace capabilities’. Consequently, we are progressing well in acquiring space capabilities as part of our overall aerospace transformation plan. The primary issue is in-tegration and operationalisation of space capabilities for overall force enhancement and organisational issues; in-frastructure, etc are secondary issues. Once the operational capabilities are in place, the organisational issues would automatically fall into place. With regards to your second question, the operational interests of the IAF are a subset of the overall security interests of the nation and they would certainly be safeguarded at all stages.

SP’s: What in your opinion should be done to safeguard the country from onslaughts like ‘cyber jihad’?

CAS: Cyber warfare has emerged as the fifth dimension of warfare in addition to the dimensions of land, sea, air and space. This medium can be exploited by adversaries for pro-paganda as in the case of latest “cyber jihad”. Cyber secu-rity has been given highest priority at national level by the National Security Council Secretariat (NSCS) and effective measures to counter any exploitation of cyber space by our adversaries have been planned. The IAF follows a proac-tive approach towards improving cyber security by continu-ous awareness, auditing of our information networks and strengthening the cyber security grid for critical informa-tion infrastructure of IAF. A roadmap for strengthening of cyber security in IAF in consultation with CERT-India, NTRO and NSCS has been charted out for implementation. Matters pertaining to setting up of cyber command are also being deliberated by NSCS, MoD and by the three services as a Joint Functional Command.

SP’s: The inking of the Pilatus deal must have come as a sigh of relief for the IAF. How is the IAF gearing itself to take on the entire gamut of flying training? CAS: Grounding of HPT-32 aircraft had imposed a severe strain on ab initio training increasing the demands on the Kiran fleet, which is already approaching the end of its ser-vice life. Currently, the Kiran fleet is being used both for Stage-1 as well as for the already existing Stage-2 training. This certainly is not an optimal situation that can be sus-tained for long although we have incorporated many organ-isational changes to address this issue. With the induction of PC-7 Mk II, the basic flying training will be shifted onto this aircraft, thus off-loading the pressure on Kiran Mk I/IA. Delivery of the aircraft is likely to start in February next year and flying training will commence from July 2013 onwards. The infrastructure development to support the induction of the aircraft is currently under progress.

With the acquisition of versatile combat platforms in the IAF, there would be a corresponding increase in the require-ment of additional aircrew. To overcome this shortfall, a long-term induction plan up to the year 2030 has been chalked out which envisages an average strength of 750 trainees per six months at Air Force Academy at any given time, against the existing capacity of 480. This increased capacity to train along with the induction of the new basic trainer aircraft will permit us a proportionate increase in air crew training as well. The new training curriculum will therefore address our future aircrew requirements adequately.

SP’s: Could you give an update on the IAF’s endeavours to improve its ground-based air defence capabilities? CAS: Our ground-based air defence systems constitute a critical component of our overall operational plans. The existing systems i.e. Pechora, OSA-AK and Igla have admi-rably served their intended purpose and a replacement for these systems is already under way. The IAF has envisaged and initiated actions for their replacements. The Akash mis-sile system is expected to be operational by the end of the current financial year and deliveries in respect of Spyder LLQRM system are likely to commence from the next year. Over a period of time, the number of assets warranting AD protection has also increased. A long-term perspective plan has been put in place to induct fresh SAGW systems to ad-

Military IntervIew


dress the issue of increasing voids in AD capabilities. With the induction of replacement systems as well as the fresh accretions we would be able to bridge the gap between ex-isting and desired AD capabilities.

The stated policy of the GoI has been to support indi-genisation and become fully self-reliant in production of SAGW systems. For this, the Defence Research and Develop-ment Organisation (DRDO), Defence Research Development Laboratory (DRDL) and defence public sector undertakings (DPSUs) are required to absorb technology to the maximum extent possible. Accordingly, the MoD has entered into a contract with a number of foreign companies for collabora-tive design, development and production of modern sys-tems. The work share of Indian companies would therefore have to be progressively increased, to facilitate our technical experts to successfully produce the next generation of mis-siles indigenously. The new SAGW systems i.e. MR-SAM and SR-SAM, proposed to be acquired as fresh accretions as well as replacement of legacy systems, have accordingly been en-visaged to be procured following this route.

SP’s: Does the IAF have any plans to acquire unmanned combat aerial vehicle (UCAV) capability? CAS: The UCAV technology is still under development across the globe and is yet to mature completely in our part of the world. The successful operational employment of these plat-forms would have to be studied in detail. We have an in-digenous programme of medium altitude long endurance (MALE) UAV Rustom III which is under development by DRDO. Only after the successful demonstration of the indig-enous development enhancement of the capability towards armed UAV/UCAV would be further explored. Technological advancements in the unmanned domain notwithstanding, I am of the view that manned combat aircraft will continue to play a pivotal role in our operational context for a long time.

SP’s: What is your view on the Defence Procurement Procedure (DPP)? CAS: The DPP has helped to streamline the defence procure-ment process and reduced the procurement timelines con-siderably. This is evident from the number of contracts signed in the last five years. The revised offset guidelines now permit a greater flexibility for discharge of offset obligations. This will allow offset contracts to progress in a more effective manner. The MMRCA procurement, however, is being progressed un-der DPP 2006 under which transfer of technology is not eli-gible towards discharge of offset obligations.

SP’s: Are any thoughts being given in terms of revis-ing the IAF’s force levels to cater to a possible collusive threat from its western and northern neighbours?CAS: The long-term integrated perspective plan (LTIPP) of the defence services has been approved by the Government of India. This is a holistic perspective plan which caters to our defence procurements over three plan periods. IAF’s force structuring, future upgrades and acquisitions are all progressing on track as per our plan. We are enhancing our own capability to meet our security requirements both for one-front and a two-front contingency. Our endeavour is to retain the ‘capability edge’ over our likely adversaries and our modernisation plans are in sync with this thought pro-

cess. IAF’s focus is therefore rightly on its capability devel-opment and is not in competition with any other country.

SP’s: Has the IAF’s offer of permanent commission to its women officers been extended to the Flying Branch? CAS: IAF is the only service which has opened up all branches for induction of women as SSC officers except for the fighter stream of Flying Branch. The strength of the women officers in the IAF is the highest amongst the three services. Till date, 144 SSC women officers of Techni-cal and Non-Technical branches have been granted perma-nent commission (PC) and 245 more would be considered for grant of PC in the near future. Currently, the women officers of all the three services are not being deployed on active duty close to the border wherein they are likely to be exposed to direct line of fire of the enemy/engaged in operations across the border. AVSC-II had recommended a larger number of officers in SSC cadre and had limited the number in PC cadre in all three services, primarily to re-duce the stagnation at higher ranks and to improve career prospects. Recommendations of AVSC are being imple-mented and the IAF has decided to have a limited number of PC officers and large number of SSC officers. The offer of PC therefore, has not been extended to SSC women officers of the Flying Branch.

SP’s: You had propagated “People First Mission Always” as the guiding dictum for the service. Do you think it has had the desired effect? CAS: The IAF vision statement “People First Mission Always” underscores the fact that the man/woman behind the machine is the “pivot factor” that will eventually decide the outcome of any operational endeavour. Renewed emphasis on capability development of the air warrior stems from our ongoing stra-tegic transformation wherein it is absolutely essential that our technology leap is ably exploited by a set of motivated profes-sionals who will provide the decisive edge in any operational situation. To achieve the desired levels of capability, a gamut of processes is required to be benchmarked, spanning the func-tions of recruitment, training, concept development and ad-ministrative support, to name a few.

Our vision statement rightly shifts the focus on the prime enablers of IAF’s mission. While focusing on our personnel, the aim is not only welfare but more importantly addressing the mentoring, nurturing and personal growth issues of an IAF air warrior in its entirety. Further initiatives in this re-gard are constantly being evolved, and over a period of time are expected to lead us to more effective ways of managing the most precious of all resources “the man and woman be-hind the machine”. There is a strong leadership dimension to our vision statement and I am happy to see this recog-nition and acknowledgment by our officers and men. We have ensured that this does not remain as a statement only but is converted into actionable programmes at all levels. The recent formulation of a monthly “cohesion day” and the activities involved in bonding our people has been a tre-mendous success. I only wish we had introduced some of these programmes 30 years ago. As you know, the IAF is a dynamic organisation which is constantly evolving and I see this as part of a never-ending process designed to produce the best quality leaders for the future. SP


Military analysis

The INdIAN AIr FOrce (IAF) is poised at a very crucial stage in its glorious history. The induction of current generation transport aircraft and heli-copters have brought about far reaching changes in airlift capability. The acquisition of the medi-um multi-role combat aircraft (MMRCA) and the

light combat aircraft (LCA) will move the IAF into a different league, but it is predicted, that the next decade will find its fighter squadrons reduced to an all-time low and the trend reversed only around 2022. The replacement for the MiG-21 fleet by the LCA Tejas has been in the planning phase for over two decades and it now appears to be reaching a satisfactory conclusion. The absence of an attack helicopter capable of operating at high altitude was driven home during the Kargil conflict and the Hindustan Aeronautics Ltd (HAL)-built light combat helicopter (LCH) is to plug this gap in ca-pability, but progress has been slow.

The LCA TejAs The LCA project was launched in 1983 with two major objec-tives. The main purpose was to develop an indigenous replace-

ment for the MiG-21, the then premier air defence fighter of the IAF. The IAF had projected that the MiG-21 would reach the end of its life by 1990 and by 1995 the combat squad-rons would have reduced to 60 per cent of IAF’s authorised strength, unless augmented by a new fighter aircraft.

The other objective of the LCA programme was more ambitious and envisaged the coming together of Indian in-dustrial and scientific entities to design and produce a state-of-the-art fighter aircraft from scratch. The scientific com-munity saw the LCA project as a great opportunity to build a modern aero-industry capable of covering the full gamut of designing and making a new fighter aircraft. India needed this technological capability if it was to break into the big league of aircraft manufacturers. The government and the IAF appreciated the risks involved as India had very little home-grown experience of any of the disciplines required for the development of the LCA and were skeptical of the potential and capabilities of the scientific community.

Aeronautical Development Agency (ADA) was designated the nodal agency to manage the project and HAL to be the primary contractor for design and system integration, assem-

fill the gap: HAL’S LCH iS expeCted to

introduCe tHe AwAited CApAbiLity of HigH-

ALtitude operAtionS

PaCE UP HOME CaPaBilitiESThe absence of an attack helicopter capable of operating at high altitude was driven home during the Kargil conflict and the Hindustan Aeronautics Limited-built light combat helicopter is to plug this gap in capability, but progress has been slow.

By Air commodore (retd) K.B. Menon

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bly, manufacture, flight testing and technical support during the service life of the aircraft. National Aeronautics Laboratory (NAL) and Electronics and Radar Development Establishment (LRDE) and Gas Turbine Research Establishment (GTRE) were responsible for the design of the flight control system, the airborne radar and the Kaveri engine, respectively.

The IAF had reservations about the capabilities of the Defence Research and Development Organisation (DRDO) and HAL to design the LCA and more importantly to meet the production timelines; but in 1989, a Government Review Committee decided that DRDO had acquired much of the technological competence needed to undertake the project. As a matter of prudence, it was decided that full-scale engi-neering development would be done in two phases. Phase I would entail building two technology demonstrator aircraft (TD-1 and TD-2) and two prototypes (PV-1 and PV-2). Phase II would include a production model (PV-3), a naval version (PV-4) and a two-seat trainer version (PV-5).

The first flight of the Tejas LCA TD-1 took off on January 4, 2001, with Squadron Leader Rajiv Kothiyal at the controls and till date, various versions of the LCA have completed almost 2,000 flights. Ten years after the first flight, the ini-tial operational clearance (IOC) was granted on January 10, 2011, and pilots from the IAF are now permitted to fly the LCA. Recently, three Tejas aircraft completed weapons trials at the air-to-ground firing range in Pokhran which involved the carriage and release of 1,000 lb laser guided bombs and also dumb bombs. The aircraft is yet to test fire the Raphael Derby or the Russian Vympel R-77 BVR missiles.

In August last year, Defence Minister A.K Antony, in-formed Parliament that the LCA would be inducted into the Air Force by March 2012 but that deadline slipped like many before. The LCA programme has been plagued by delays, however 2012, was to be a watershed year with the Tejas MK I obtaining FOC. But this deadline has also slipped and it is possible that FOC may now be accorded only in late 2013 after the LCA meets all design parameters and capabilities.

In April 2012, the Ministry of Defence and senior IAF offi-cers made a presentation to the Parliamentary Standing Com-mittee informing them of the severe shortage of fighter air-craft, support infrastructure and other requirements. The IAF stated that if squadrons of MiG-21s being phased out were not matched with equal number as replacements, the IAF combat squadron strength may hit an all-time low of 29 fighter squad-rons in the next five years. Till the deal for the 126 MMRCA is inked, there is no assurance of getting the French Rafale any time soon. The delay in finalising the contract gives the other competitors a faint glimmer of hope to renegotiate the deal.

The Defence Minister informed the Parliament in May 2012 that the IAF will get six squadrons of the LCA by 2022 comprising 40 aircraft which will be the Tejas Mk I with the GE F-404 engine and the other 80 aircraft will be Tejas Mk II with the new GE F-414 engine. The Indian Navy is also committed to purchasing 40 Tejas Mk II.

The Tejas Mk II is being developed by HAL with the GE-F414-GE-INS6 engine which will incorporate fifth gen-eration fighter technology. The preliminary design and configuration of the Tejas Mk II has been completed, this version will be a metre longer than the Tejas Mk I for in-corporating a stretched nose, a larger section behind the cockpit for housing avionics components and is designed to

carry an extra 1,000 kg of external stores more than the 4,000 kg carried by the Mk I version. The prototype is to roll out in 2013 and the first flight is scheduled for 2014. These are optimistic claims considering that the FOC for the Tejas Mk I is yet to be accorded and the current production line can roll out only eight-ten aircraft per year.

The induction plan promises the IAF a high technology fighter in the near future but till the promises translate into “fighters on the tarmac”, the IAF will be left in the lurch. The MiG-21s and the MiG-27s are to be phased out in the Twelfth and Thirteenth Five Year Plan period (2012–22) and replaced by Su-30 MKI, 126 MMRCA, Tejas Mk I & Mk II and the fifth generation fighter aircraft. If these inductions are delayed, the IAF will have to reckon with extending the use of its current fighter assets till the new aircraft take to the skies. The next 10 years are very crucial for the combat fleet of the IAF.

The delays in the LCA project persist and in August 2012 it was reported to Parliament that the LCA project had slipped in its delivery schedule with ensuing cost overruns. The Kaveri engine for the LCA is still under development and cannot be considered as a primary contender at any time in the near future. The contract for the 99 F-414 en-gines is a clear sign that the Kaveri engine is yet to reach its full potential as the engine of choice for the LCA.

The fact that the Tejas Mk I is in the process of obtaining FOC assures the government that the aeronautical industry in India has acquired the technologies needed to make the LCA and possibly leapfrog in the next decade to making fifth generation fighters. One objective of the original LCA pro-gramme has been achieved but the ability to manufacture the Tejas in large numbers is yet to be proven.

The LighT CombAT heLiCopTerThe Kargil operations of 1999 proved the ineffectiveness of the Mi-35 attack helicopters to engage targets at high altitude. HAL proposed the development of the light combat helicopter in 2006 with a service ceiling of 6,500 metres to address this problem. The LCH was scheduled to obtain IOC by 2011 but it has been delayed. Wing Commander Unnikrishnan piloted the first flight on May 23, 2010, and the second prototype flew on March 2011. The IAF is committed to purchase 65 helicopters and the Indian Army will get 114. Recently, the LCH was put through sea level trials near Chennai and is scheduled to carry our high altitude trials, but it is a long way from obtaining IOC. Till the LCH is in operational service, the IAF will find itself ill-equipped to attack targets in the mountains.

Air Chief Marshal N.A.K. Browne has gone on record and admitted that the IAF will have a shortfall in its operational strength in the next five years and the build-up to 42 squad-rons will commence only by 2022. The IAF claims that its combat punch will be sustained by the ongoing upgrades on the Mirage 2000, MiG-29, Jaguar and Su-30 fleets but tech-nological superiority is merely one facet of combat power. Nu-merical superiority coupled with superior technology offers the tactical commander a wider range of military options.

In the near-term, diminishing fighter assets and the lack of a potent high altitude attack helicopter will stretch the IAF to its limits in order to sustain a ‘two-front strategy’. The Tejas and the LCH are central to IAF’s combat power and their induction has to be accelerated. SP

Show RepoRt NBAA

www.spsaviation.net30 SP’S AVIATION Issue 11 • 2012

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SP’s Correspondent from Orlando, Florida, USA

the 65th Annual Meeting and Convention of NBAA went off well despite the devastating hurricane Sandy. It offered a new study showing

that even during the worst economic times, companies that relied on business aviation outperformed in important measures of shareholder value and recovered from the recession more quickly than their peers.

Show RepoRt NBAA


orgANISerS Of The 65Th Annual Meeting and Convention of National Business Aviation Associa-tion (NBAA) 2012 are cheerful. Hurricane Sandy which brought great devastations, on the contrary, failed to wreak havoc at the convention. Despite cancellation of several flights and recession in Eu-

rope, the business aviation community seemed upbeat. Wrap-ping up the third and final day of the Convention, President and CEO of NBAA Ed Bolen termed it as “a very good show”.

“Attendees and exhibitors at this year’s show have told us that it was a very strong event, despite its timing alongside Hurricane Sandy’s landfall on the East Coast, and a tempo-rary flight restriction for the Orlando area late on October 30 evening and November 1, 2012 morning before the show. We’re delighted that, especially given those challenges, Con-vention participants reported strong traffic on the exhibit floor and at the aircraft static displays, along with a high level of enthusiasm among attendees.”

The show held at Orlando, Florida, dedicated to the legacy of American hero Neil Armstrong, was attended by 25,150 people from 87 countries, as compared to 26,077 in 2011 and 24,206 in 2010. There were 1,073 exhibitors at the Orange County Convention Centre; booth spaces totalled to 4,361. A total of 105 aircraft were shown on two separate static displays and an additional four aircraft were shown inside the convention centre.

Business AviAtion the wAy outIt may sound surprising to sceptics, but a new study has pointed out that companies not using business aviation dur-ing the recession lost profitability and employees. The NBAA presented a new study showing that even during the worst economic times since the Great Depression; companies that relied on business aviation outperformed the field in impor-tant measures of shareholder value and recovered from the recession more quickly than their peers across a range of industries representing the United States economy.

The study, “Business Aviation: Maintaining Shareholder Value Through Turbulent Times,” is the fourth in the Business Aviation Users study series to be completed by NEXA Advisors, LLC. The study commissioned by NBAA in conjunction with the “No Plane No Gain” advocacy campaign, educated policy-makers and opinion leaders about the value of business avia-

tion to citizens, companies, and communities across the United States. The campaign, jointly sponsored by NBAA and the General Aviation Manufacturers Association, concluded that companies that use business aviation achieved superior financial performance in a number of key measures and also displayed superior ability to respond to the severe downturn.

on the showEmbraer Executive Jets displayed a complete Legacy 450 cabin and cockpit for the first time at the Convention in Orlando. While the mock-up was at Embraer Executive Jet’s booth at the convention centre, the company’s entire portfo-lio of in-production business aircraft was on static display at Orlando Executive Airport. In addition to the entry-level Phe-nom 100 and light Phenom 300, the large Legacy 650 and the ultra-large Lineage 1000, Embraer Executive Jets also showcased a pre-flown, super-midsize Legacy 600.

Piper Aircraft Inc. exhibited the single-engine M-Class business aircraft and a twin-engine Seneca V. In addition to the M-Class turboprop Meridian and piston-powered M-Class Mirage, the company displayed a cabin and cockpit mockup of the top-of-the-line Meridian turboprop which incorporates the latest in interior design refinements for the 2013 models.

Dassault Falcon launched the Falcon 2000LXS offering improved airport performance, payload and cabin comfort compared to the Falcon 2000LX, which it will replace in 2014. The 4,000 nm Falcon 2000LXS will allow operators to access more airports because of new full-length inboard slats which give the aircraft category-leading airport performance and bal-anced field length. With full fuel, the Falcon 2000LXS will have a payload of 1,000 kg; a maximum takeoff weight (MTOW) of 19,500 kg with a balanced field length of 4,675 feet, which is over 1,000 feet better than some aircraft in its category.

Sikorsky entered the convention with the long-awaited S-76D type certification finally achieved. The latest version of the S-76 series adds the Pratt & Whitney Canada PW210S turboshaft engine, Thales integrated avionics and all-com-posite and flaw-tolerant main rotor blades. The company expects to deliver 10 S-76Ds by the end of the year, and then rise quickly to full-rate production in 2013.

An Airbus ACJ319 highlighting how more space and

show highlights: oragaNisers duriNg the

riBBoN cuttiNg ceremoNy; airBus acJ319 oN disPlay

Show RepoRt NBAA


comfort are available within a similar external footprint to that of traditional biz jets could be seen at the show. Operated by Comlux on VVIP charters, the Airbus ACJ319 entered service earlier this year, and was shown

at NBAA for the first time. Derived from the world’s most modern aircraft family, the Airbus ACJ319 has extra features, such as additional fuel tanks in its cargo-hold, delivering intercontinental range, as well as the ability to fly nonstop throughout North America and one-stop to most of the world.

Flexjet, the first fractional jet ownership company to of-fer shares on the all-new Learjet 85 aircraft, and business aircraft manufacturer Bombardier were at Orlando spot-lighting the mock-up at a special event.

Hawker Beechcraft signed orders for nine aircraft—one King Air 350i, two King Air 250s, two King Air C90GTx, and four Baron G58s—worth more than $34 million (`170 crore). The orders were placed by four Beechcraft distributors in Latin America–Aerolineas in Mexico; Aviaservice in Colom-bia, Caribbean and Venezuela; Aviasur in Chile; and Beech-craft de Guatemala. Business aircraft financier AirFinance is providing funding for the orders. Deliveries will begin in the second quarter and conclude by the end of next year.

GoinG GreenGulfstream Aerospace full fleet of demonstration aircraft flew to the Convention on advanced biofuels. The five air-craft travelled from Savannah, Georgia, to Orlando, Florida, with both engines operating on a 50/50 blend of Honeywell green jet fuel and petroleum-based jet fuel. The renewable, second generation jet fuel used for the flights was made from camelina, a sustainable, non-food plant, which can be grown in rotation with wheat and other cereal crops. Each gallon of camelina-based Honeywell green jet fuel burned instead of petroleum jet fuel reduces the carbon dioxide-equivalent emissions by 68 per cent based on life cycle analysis studies.

The UOP Renewable Jet Fuel Process technology was originally developed by Honeywell in 2007 under a contract from the US Defense Advanced Research Projects Agency (DARPA) to produce renewable military jet fuel for the US military. The process technology is fully compatible with existing hydroprocessing technology commonly used in to-

day’s refineries to produce transportation fuels.In addition to using Honeywell Green Jet Fuel, Gulfstream’s

aircraft features a wide range of Honeywell Aerospace tech-nology that improves energy efficiency and the environmen-tal footprint. Honeywell’s Flight Management Systems (FMS) aboard Gulfstream’s large-cabin aircraft enables the most ef-ficient use of airspace in all phases of flight. The HTF7250 propulsion system installed on the Gulfstream G280 super midsized aircraft features the latest combustion technology, which reduces nitrogen oxide emissions by 25 per cent.

DeclArAtionsAt NBAA, GE Aviation declared that the company will be launching a free business and general aviation customer service and support app called Beacon. The new applica-tion will allow operators of GE’s business and commercial engines to have one touch access to support services 24 hours a day, seven days a week no matter where they travel. GE also stated that it is gathering hardware for the assembly of its first Passport engine for the Bombardier Global 7000 and Global 8000 aircraft.

Nextant Aerospace said that the company will announce its next business jet remanufacturing programme, Project XXT, in early January. It will be a midsize jet, with service entry scheduled for 2015, a mock-up of which is likely to be at the NBAA show next year.

Boeing announced its intent to offer the BBJ MAX 8 and the BBJ MAX 9, furthering Boeing’s dominance in the large cabin ultra-long-range business jet market. The BBJ MAX 8, based on the 737 MAX 8, will be the first member of the BBJ MAX family to take advantage of the efficiency of CFM International’s new LEAP-1B engines and the Boeing devel-oped advanced technology winglet. The new engine and ad-vanced technology winglet will provide customers with a 13 per cent fuel-use improvement.

Cessna also made several key announcements at the NBAAs annual conference relating to innovation in aircraft design, commitment to customer service and addressing cus-tomer needs. The New Citation Sovereign on display featured a new cockpit with Garmin G5000 avionics suite; increased range by 150 nm, boosting the New Citation Sovereign to-tal range to over 3,000 nm; is powered by the new Pratt & Whitney PW306D engine; new cabin amenities including the integrated Cessna Clarity cabin management system. SP

in news: hawker Beechcraft officials celeBratiNg delivery of 7000th kiNg air; hoNeywell gloBal aviatioN services Booth

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MILITARY AIR FORCE DAY

“The Indian Air Force (IAF), over the last 80 years, has truly transformed into a strategic Air Force—fully ready and committed to guard our nation’s vital interests. Our capacity to embrace emerging technologies with contemporary sys-tems and to quickly adapt to produce a range of sovereign options has always been the cornerstone of our history. We must persist with this rich legacy. And it is my pleasant duty, that on behalf of the Indian Air Force, I acknowledge with gratitude the sterling contribution made by all our veterans whose strength of character, vision and resilient spirit still pervades today’s Air Force. I also pay tribute to our fallen heroes—men and women—those who have made the su-preme sacrifice in the line of duty.

“The present times are both interesting and challenging. The deteriorating security situation in our neighbourhood and its frequent violent manifestations are a matter of seri-ous concern to us. The need of the hour, therefore, is to be ever vigilant and prepared. The nation has entrusted under our care assets which are expensive and scarce. The safety and security of these is our prime responsibility. We also need to develop a security mindset which includes physical security of these assets as also security of vital communica-tion and operational networks.

“Over the last year, our operational preparedness has remained very high. A number of operational tasks that stretched our resources were effectively completed. At the same time we ensured that the IAF’s transformation drive and operationalisation of new aircraft and equipment con-tinued at a rapid pace. Despite the phasing out of some of our legacy aircraft, we continued to maintain a very high combat potential through raisings of new Su-30 squadrons. Our medium multi-role combat aircraft (MMRCA) induction project is also at the advanced contract negotiation stage and we hope to conclude the contract within this Financial Year itself. We are currently readying the infrastructure for the induction of C-17 Globemaster, AW-101 VVIP helicopters as well as Pilatus PC-7 basic trainer aircraft—all of which will start arriving by early next year.

“While we focus on enhancing our combat capabilities, we remain deeply committed to our important nation-build-ing responsibilities. Our nation reposes a high degree of trust and confidence in our capabilities. IAF on its part offers to the nation both the application and transportability of national power. The transformational modernisation process, which is currently under way, will alter the very complexion of the IAF within this very decade. It is, therefore, imperative that we imbibe all the modern technologies so as to achieve strategic precision, networked and space-enabled force capabilities. We must remain mindful of the fact that our actions today will decide the future potential of the IAF. Therefore, it is impera-tive that we persistently maintain an operational focus. The present times certainly pose daunting challenges, but to you proud men and women in blue, they also bring immense op-portunities for growth, both individually as well as together, as a service. By anchoring our actions on IAF’s vision ‘People First Mission Always’, we need to keep our focus on our peo-ple as they are the real force-multipliers.

“The Indian Air Force stands firm in its belief that ‘integrat-ed jointness’ is indeed the way forward and that all organs of national power need to be effectively synergised to create the right capability mix. While we perfect our internal core com-petencies, we are working towards developing effective inter-faces with the complimentary capabilities of other services. In this regard, I wish to assure the Army, the Navy and the other security agencies of our commitment towards delivering joint capability responses for all future contingencies.

“The Indian Air Force is grateful for the nation’s trust, confidence and support. On behalf of all of you, I take this opportunity to assure the nation of our commitment and re-solve in defending our sovereign skies and safeguarding our national interests. On this 80th anniversary, as we honour the legacy of those who have served before us, let us all rededi-cate ourselves to the task of building the IAF of tomorrow.”

Jai Hind. SP

—Air Chief Marshal N.A.K. Browne on Air Force Day 2012

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4. IaF’s vIntage 1930s tIger moth takes to sky durIng the Parade. the aIrCraFt made Its PublIC aPPearanCe aFter 23 years.

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Hall of Fame


BeTTy SkelTON erde wAS one of the most famous aero-batic pilots the world has seen, and a top-notch land speed record holder. During

her short career, The First Lady of Firsts, set 17 aviation and automobile records. She flew helicopters, jets, airships and gliders, and participated in practically all US major air events of the 1940s. She prised open many doors for women in the male-dominated fields of aviation, automobile rac-ing, astronautics and advertising.

Born on June 28, 1926, little Betty despised dolls and preferred to play with model aircraft. Her parents also encouraged her to seek and enjoy every challenge. She soloed illegally at 12 and then repeated the feat legally at 16. The trend continued as she became a commercial pilot at 18 and a flight instructor at 20.

When an air show was planned at Tampa, Florida, someone sug-gested that Betty should take part. She hadn’t flown aerobatics till then, but was not one to turn down a dare. Clem Whittenbeck, a famous aerobatic pilot of the time, taught her to do loops and rolls, and she was soon manoeuvring like a pro. A determined competitor, Betty practised and honed her tal-ents and became the International Feminine Aerobatic champion on January 4, 1948. That same year, she purchased a Pitts Special—an experimental single-seat, open cockpit biplane, weighing just 544 pounds (247 kg). The Pitts was powerful, intensely manoeuvrable and skittish and needed deft han-dling. Since Betty herself never grew beyond five-foot three-inch and about 100 pounds (46 kg), they seemed made for each other. On her very first landing attempt how-ever, the plane ground-looped and Betty hissed “You little stinker!” under her breath. So Little Stink-er it was named, and with Betty’s skilful touch it eventually became one of the most famous aerobatic aircraft ever. It helped her to become the Inter-national Feminine Aerobatic champion twice more in successive years. She was inducted into the International Aerobat-ics Hall of Fame—the first woman to be so honoured.

Flying aerobatics in those days was intensely competitive and challeng-ing. Betty would sometimes practise a single manoeuvre for hours together. Doing outside loops continuously would force the blood to her head and give her black eyes and splotches on her face. But safety always came first. She routinely practised at an altitude of 3,000 feet and

perfected each difficult manoeuvre to a T before descending to treetop level. Whenever possible, she kept an extra 10 per cent margin of airspeed or alti-tude or both for the low-level displays. Several other competitors had lost their lives—it was a reminder that aerobatic pilots constantly fly in the shadow of

death. Was she ever scared? “Learn-ing to fear death without actually being afraid was something you had to do to make it through,” she once said. And she nearly paid the ultimate price. Which pilot would not shudder to contemplate a sudden engine failure while flying in-verted, less than 10 feet off the ground? The manoeuvre, which unfailingly drew

gasps from the crowds, was the “inverted ribbon cut”, and only a handful of fearless male pilots had ever attempted it. It involved cut-ting a ribbon strung between two poles, just 10 feet from the ground, flying upside down. Her friends were aghast at the prospect and tried to dissuade her, but Betty had a stubborn streak. After practice runs a little higher, she was ready to slice the ribbon. As she rolled in-verted in the open-cockpit biplane, at about 240 km per hour, a few feet above the ground, the engine quit. In a lightning-fast reaction, made possible only by the 10 per cent extra speed she always kept, she rolled the plane upright and landed safely. The mechanics investigated, found the engine’s fuel injector jets clogged, cleaned them, and Little Stinker was ready to go again.

On October 2, 1951, at the age of 26, Betty Skelton Erde retired from professional aerobatic flying. How-ever, she was still hooked on speed, and automobile racing seemed ideal as a second career. She became the first woman to receive the racing driver’s AAA licence, to drive a jet-powered car over 480 kmph and to drive an Indianapolis race car. In 1959, in an interesting experiment, Betty was put through the same physical and psychological tests un-dergone by the original seven cho-sen US male astronauts. This earned her the nickname “7 and ½”. How-ever, although she met all the QRs, the American space authorities were not quite ready to send women into space. Betty was ultimately inducted into 10 major halls of fame, and was

the first person of either gender to be-come enshrined in both the International Aerobatics Hall of Fame and the Interna-tional Motorsports Hall of Fame. She en-joyed speed and fast cars into her 80s and died peacefully on August 31, 2011. SP

—Group Captain (Retd) Joseph Noronha, Goa

Betty Skelton erde (1926-2011)

The First Lady of Firsts set 17 aviation and automobile records. She flew helicopters, jets, airships and gliders, and

participated in practically all US major air events of the 1940s. She prised open many doors for women in

the male-dominated fields of aviation, automobile racing,

astronautics and advertising.

newsDigest


BY SP’S SPecial correSPondent

New search and rescue systems for Indian military aircraftTroubled by the inordinate time it takes in determining the loca-tion of a crashed aircraft, some-times with a potentially human cost as well, the IAF has decided to go in for a large number of search and rescue systems. A global bid is being formulated at this time, and is likely to be a large tri-services effort for all aircraft in service. Reports sug-gest that the equipment being scouted will involve a search and rescue module on all fight-ers, transports and helicopters of all three services, and will also include portable modules that will be part of all units, al-lowing for quick reaction during an emergency or accident.

IAF for 12 more Cheetals

With the reconnaissance and surveillance helicopter (RSH) competition delayed intermina-bly, the IAF has decided to con-tract for 12 Cheetal helicopters as a stopgap for its logistics sup-ply forces in northern Ladakh. The Cheetal created a world re-cord for high altitude landings at Saser Kangri in November 2004 after which it was first made available to the Indian military.

A re-engined version of the Aerospatiale Alouette-II/Cheetah, HAL will build the dozen helicop-ters on a fast-track basis—the second such supply order from the IAF for the souped up light helicopter. The Cheetal had ini-tially been met with some skepti-cism by the Indian military—ow-ing mainly to the demand for a new transmission system failing to find its way into the final prod-uct. However, following certain field trials, the Army and IAF both appear convinced that the Cheetal is a viable stopgap ahead of the new RSH units, a decision on which could be taken this financial year.

Russia interested in Yak-130 for India

With the JSC Irkut Corporation recently handing over an ini-tial batch of six Yak-130 com-bat trainers to the Russian Air Force, the company is weighing interest from India in the train-er that's being moulded into a light-weight fighter. The Russian contract signed in 2011 involves the delivery of 55 trainers to the Russian Air Force by 2015. On October 5, pilots of Borisoglebsk training centre of the Russian Air Force ferried three Yak-130s from Irkutsk aviation plant to the Borisoglebsk base.

Oleg Demchenko, President of JSC Irkut Corporation, noted: “Our company will continue in-creasing the production rate of combat aircraft within the state defence order. Now, together with the Sukhoi Design Bureau we are testing new Su-30SM multi-role fighters with pilot’s training functions. In 2012 Irkut plans to transfer the first batch of aircraft this type to the Rus-sian Ministry of Defence”.

Three year slip in FGFAThe Indian Air Force officially expects to begin inducting the Indo-Russian fifth generation fighter aircraft (FGFA) by 2017, but there's disappointment there. Russian Defence Minis-ter Anatoly Serdyukov has said in Delhi that the aircraft will be fully certified and ready for induction by 2020—three years later than the IAF has been planning for.

The IAF is looking to ac-quire 214 aircraft. Work has be-gun slowly on the Indian variant (which will be significantly dif-ferent in terms of systems from the Russian base model), with HAL recently unveiling a wind-tunnel model for the modified Indian single-seat version of what the Indian Government

has designated the perspective multi-role fighter (PMF) based on the Sukhoi T-50 PAK FA. The Russian test programme is al-ready in full swing with three prototypes in the air, and a fourth to take off soon. A devel-opment contract between India and Russia is currently under negotiation and will be signed early next year, sources say.

India finalises 42 more Su-30MKIs from Russia

India has finalised a contract for 42 more Su-30MKI fighters to be built under licence from Russia at HAL's Nashik facil-ity—taking the total number of Su-30s in service to 272, and making India the world's larg-est operator of the Su-30 type.

As recently revealed by IAF Chief Air Chief Marshal N.A.K. Browne, the IAF plans to in-duct four more squadrons of Su-30MKI. The IAF will soon be adding its latest Su-30 squad-ron at Halwara, the first under the Western Air Command. "We are raising three-four more squadrons of Sukhoi. Two ex-tra squadrons are being raised in the Eastern Sector. So far we have raised two squadrons there and two more are in pro-cess. One more squadron will be based in Punjab and one will be in Southern Air Command in Thanjavur. Therefore, we will have 13-14 total squadrons of Sukhoi to add to our strength." The Indian and Russian sides have also begun discussing and firming up an upgrade pro-gramme for the Su-30 fleet.

Contract for 6 more C-130JsTo the delight of IAF, a contract for six more Lockheed Martin C-130J Super Hercules trans-port aircraft is near with the draft follow-on contract ap-proved by both sides. The newly contracted aircraft will also join

the 77 'Veiled Vipers' Squadron at Hindon.

Boeing's Apache will be IAF's new attack copter

Boeing's AH-64D Apache Block III has officially been declared as the winner in the Indian Air Force's attack helicopter com-petition. The MoD will shortly begin contract negotiations with the Pentagon for a government-to-government contract. The Apache programme is adminis-tered by the US Army.

RFP to Honeywell for Jaguar re-engine soonThe MoD is expected to send out an RFP to Honeywell soon for the F125 IN turbofan engine for the IAF's Jaguar fleet, IAF Chief N.A.K. Browne has revealed. The F125 IN engine emerged last year as the only suitable power plant to re-engine the Jaguar and replace its Rolls-Royce Adour Mk811 turbofans.

In February last year, Rolls-Royce pulled out of a two-way competition after the IAF insist-ed that the competition was to replace the Jaguar's engines and not merely upgrade them. Rolls-Royce had offered (and indeed, continues to offer) a comprehen-sive 'low-risk optimised' upgrade involving the Adour Mk821 en-gine. Sources indicate that the Honeywell engine had an edge from the start, considering it was lighter and had proven to require less modification for integration. Last year, it had been conjec-tured that the competition would be refloated. However, after a study found that no engines in the global market would suit the Jaguar other than the two that competed, the IAF recommend-ed that it go with the Honeywell offering, as a direct purchase.

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

newsDigest


MilitarYAsia-Pacific

Antony’s visit to Indonesia

Defence Minister A.K. Antony visited Indonesia from October 15-17 to take part in the first Ministerial level biennial defence dialogue between the two countries. The defence dialogue mechanism at the highest level was agreed upon during the visit of Indonesian President Susilo Bambang Yudhoyono to India in Janu-ary last year. The defence ties between India and Indonesia have been progressing steadily ever since the two sides signed the Agreement on Defence Cooperation in the year 2001.

Visit of Russia’s Defence Minister

The twelfth meeting of the In-dia-Russia Inter-Governmen-tal Commission on Military Technical Cooperation was held in New Delhi on October 10. The Indian delegation was led by Defence Minister A.K. Antony and the Russian delegation was led by A.E. Serdyukov, Defence Minister of the Russian Federation. During the meeting of the Commission, which was con-ducted in a spirit of mutual cooperation and understand-ing, the two sides expressed readiness to take all neces-sary measures to further expand the cooperation on a mutually beneficial basis.

BrahMos missile upgardedIt has been reported that In-dia has upgraded its BrahMos supersonic cruise missiles

by installing the advanced satellite navigation systems from Russia's Kh-555 and Kh-101 strategic long-range cruise missiles, adding GPS-GLONASS technology to the existing doppler-inertial plat-form. The integration of the navigation systems from Kh-555 will turn BrahMos into a "super-rocket" with almost a sub-strategic capability above its normal tactical range, capable of hitting targets over 300-500 km from sea, land

and air launchers, and ca-pable of being armed with a nuclear warhead. The instal-lation of the advanced naviga-tion system is optimised for the new air-launched version of BrahMos, which will be carried by India's Russian-built Sukhoi Su-30MKI multi-role fighters.

HAL signs MTA follow-on contract with RussiaHindustan Aeronautics Ltd (HAL) has signed the

AfghAnistAn

• Sierra Nevada Corporation has been awarded a $218 million firm fixed price contract for 18 uniquely modified Pilatus PC-12/47E aircraft. Contract involves foreign military sales to Afghan National Army Special Operations Forces. Work is expected to be completed by July 31, 2015.

AgustAWestlAnd

• AgustaWestland has announced that the Royal Thai Army has signed a contract for two AW139 twin-engine helicopters. These aircraft will be de-livered in 2014 to perform transport and utility missions across the nation.

Bell helicopter

• Bell Helicopter has been awarded a $391,426,326 firm fixed price modification to definitise a previously awarded advance acquisition un-definitised contract action to provide lot nine long lead parts and compo-nents required for the manufacture of 15 UH-1Y new aircraft; three AH-1Z remanufactured aircraft; and seven AH-1Z new aircraft. Work is expected to be completed in July 2015.

Boeing

• Boeing will continue assuring the worldwide availability of C-17 aircraft, which provide vital military and humanitarian airlift capabil-ity, through a $2 billion follow-on contract it recently received from the US Department of Defense.

cAe

• CAE has announced that it has sold three CAE 7000 Series Level D full-flight simulators to Garuda Indonesia, including an Airbus A320, a Boeing 737NG and a Bombardier CRJ 1000. The contracts were signed during CAE's second quarter and are valued at more than Canadian $40 million (about $40.27 million) at list prices.

europe

• The third and fourth satellites of Europe’s Galileo global navigation satellite system were lofted into orbit on October 12, from Europe’s Spaceport in French Guiana. They join the first pair of satellites launched a year ago to complete the validation phase of the Galileo programme.

QuickRoundUp turBoMeca celeBrating 60 YearS of cooPerationA major producer of turbojet engines for aeroplanes and a leading global helicopter tur-bine manufacturer, Turbome-ca, a Safran Group Company, envisages that India would be a growing marketplace for helicopters. Presenting the “Indian Market Forecast 2019” at the end of the Tur-bomeca Operators Symposium held at New Delhi on October 9, Philippe Couteaux, Vice President and General Manager, Air-frames, Turbomeca, said that 81 per cent of the global helicop-ter deliveries between 2012 and 2015 will be in India, China and Russia; and 50 per cent in the 2025-29 period.

Couteaux said that there will be a demand for 700 new heli-copters in India in the next seven years, of which 30 per cent will be civil and 70 per cent military. Sixty-six per cent of the military helicopter will be for transport and 34 per cent for specialised attack. Likewise, 25 per cent of civil helicopters will be for para-public police; 44 per cent for utility; 14 per cent for oil and gas; nine per cent for emergency medical services (EMS), charter and tourism purpose; and six per cent for corporate and private use. The company, he said, is preparing for the future with its Arriel 2+ family; the TM800, which is the future solution for four-five tonne helicopters; and Ardiden, the state-of-the-art solution in-cluding for six-eight tonne helicopters.

Satish Kirtikar, Managing Director, Turbomeca India, gave details of their 50 years of long-lasting cooperation with the Hin-dustan Aeronautics Limited (HAL), starting from 1962 when Ar-touste was licensed to HAL to power Chetak and Cheetah helicop-ters; partnership between HAL and Tubomeca in 2003, Ardiden 1H maiden flight aboard Dhruv in 2007, Ardiden 1H1/Shakti cer-tification in 2009 and finally Shakti’s entry into service in 2012. Stating Shakti as an Indian engine, Kirtikar informed that there is a firm order of 159 Dhruv by the Indian Army to HAL, which is likely to enter service this year. “Prototype testing of Shakti has begun,” he said. Kirtikar further stated that Turbomeca through its partnership with HAL is supporting national programmes like advanced light helicopter (ALH), light combat helicopter (LCH), Jaguar; and is also preparing for the upcoming light utility heli-copter (LUH), Indian multi-role helicopter (IMRH), etc.

The company is looking forward to strategic partnerships with both public and private sector in the country. Without revealing the names of the key private players it is planning to partner within India, the officials stated that discussions are on with key players and Turbomeca will support the growing Indian market for civil and military helicopter. “We are continuing to invest in India for the long-term; fulfilling the offset obligations,” said Couteaux. •

newsDigest


Preliminary Design Phase (PDP) Contract with the United Aircraft Corporation-Transport Aircraft (UAC-TA), the Russian partner and their JV-Multirole Transport Aircraft Ltd for the multi-role transport aircraft (MTA) proj-ect as a follow-on contract of the General Contract signed between the three parties in May 2012. R.K. Tyagi, Chair-man, HAL, said: “With this HAL and UAC-TA will start the preliminary design work immediately at Moscow. HAL design team comprising 30 designers will be positioned at UAC-TA.”

Government nod for HAL divesting 10 per cent equityThe Union Cabinet has approved a proposal for disinvestment of 10 per cent of government equity in the

country’s only state-owned aerospace firm the Hindu-stan Aeronautics Limited. “The Cabinet Committee on Economic Affairs (CCEA) has approved divestment of 10 per cent equity in HAL out of its holding on 100 per cent through an Initial Public Offer (IPO) in the domestic market as per the SEBI rules and regulations,” an official state-ment said here.

Addressing the media on the issue, Finance Minister P. Chidambaram said it would be basically an IPO and for this purpose, a restructuring of the HAL board will have to be done. He said the IPO would be issued in the next fiscal only. The statement said paid-up equity of the so far unlisted company on March 31 this year was `120.50 crore.

Israel upgrades UAV ShovalIsrael has unveiled an enhanced unmanned aerial vehicle (UAV) for maritime and air surveillance that al-lows faster and more precise identification of objects. It is called Heron 1 (Shoval), which will help improve Israel's Naval and Air Force's recognition of unknown or hostile ships and aircraft even if they are 300 km away. The system can detect and intercept any object within just a few minutes. IAI unveiled Shoval only a week after Israel's Air Force jets shot down a rogue drone that entered southern Israeli airspace, apparently in an at-tempted surveillance mission. Hezbollah claimed ownership of the drone a few days later, stating that its reconnais-sance mission over Israel had been successful.

civil aviationAsia-Pacific

Rolls-Royce wins $2.6 billion order from SingaporeRolls-Royce, the global power systems company, has won a $2.6 billion order, at list prices, from Singapore Airlines for Trent engines to power 20 Airbus A350-900 and five Airbus A380 aircraft. The order includes long-term TotalCare service support.

The Trent 900 powers the Airbus A380 and has been selected by 11 of 17 airlines who operate the aircraft. The Trent XWB, which flew on a flying test bed for the first time in February 2012, will power the Airbus A350. It is the fastest-selling Trent family member with more than 1,100 engines sold to 34 customers worldwide.

induStrYAmericas

Piper 3rd quarter revenue, deliveries up againDuring the third quarter of 2012, Piper Aircraft's new aircraft revenue and deliver-ies continued to increase. Piper's initiative to level-load factory production is reflected in the company's steady delivery pace for the first three quarters of 2012. Rev-enue from new aircraft sales through the end of the 2012 third quarter grew to $106.9 million, compared with $92.5 million during the same period in 2011, an increase of more than 15 per cent.

A320neo's first P&W test engine takes shape

Airbus’ A320neo programme has moved a step closer to the real aircraft with the assembly of the first engine-to-test—the Pratt & Whitney (P&W) PurePower PW1100G-JM engine. This engine is due to begin testing very soon at P&W’s facilities in Florida, USA. The PurePower engine uses an advanced gear system for the fan. This configuration was validated in Toulouse on Airbus’ A340 flying test bed aircraft in 2008 during P&W’s ‘geared-turbofan’ conceptual phase. The gear allows the engine’s fan to operate at a different speed than the low-pressure compressor and turbine. The

generAl electric

• GE-Aviation has been awarded a $350 million indefinite delivery/indefinite quantity task order contract for the Adaptive Engine Technol-ogy Development Programme. Work is expected to be completed by September 30, 2016.

indiA

• It has been reported that the Indian Government has approved a $1.5 billion deal to buy 200 air-launched variants of the Russian-Indian BrahMos supersonic cruise missile and 10,000 Russian-made Invar anti-tank missiles. Air launched variant of BrahMos will arm Su-30MKI strike aircraft.

indiAn Air force

• The Indian Air Force is expected to issue a RFP for the procurement of 7,000 new generation search and rescue beacons (SARBE) systems for fighter and transport aircraft. It will be a beacon based system that will be able to transmit its location at a distance of over 200 km.

irAq

• Czech Defence Minister Alexandar Vondra has stated that "I am glad I can announce that we have agreed upon delivery of 28 pieces of L-159 to Iraqi Air Force". Iraqi Prime Minis-ter Nouri Al-Maliki with his delegation met first with the Czech Prime Minister Petr Necas at the beginning of their visit on October 11, 2012, and confirmed ongoing interest in defence cooperation with the Czech Republic.

lockheed MArtin

• Lockheed Martin Global Training and Logistics, Orlando, has been awarded a $250 million firm fixed price and indefinite delivery/indefinite quantity contract for the in-ternational F-16 training programme which involves 100 per cent foreign military sales. Work is expected to be completed by September 2, 2022.

northrop gruMMAn

• Northrop Grumman Corporation has been awarded a $88 million cost plus fixed fee contract for logistics support for the RQ-4 Global Hawk

QuickRoundUp Show calendar28-30 NovemberCEPA ExPO 2012Prague Congress Centre, Prague, Czech Republicwww.cepaexpo.com

4-6 December AEROMART TOULOUSECentre de Congres Pierre Baudis, Toulouse, Francewww.bciaerospace.com/toulouse

5-6 DecemberCANADIAN AEROSPACE SUMMITOttawa Convention Centre, Ottawa, Canadawww.aiac.ca/summit

10-11 DecemberAVIATION SECURITY SUMMITHyatt Regency Crystal City, Arlington, Virginia, USAhttp://events.aaae.org/sites/121202/index.cfm

11-13 DecemberMIDDLE EAST BUSINESS AVIATION (MEBA)Al Maktoum International Airport, Dubai, UAEwww.meba.aero

12-14 DecemberCHINA AVIATION INDUSTRY SUMMITInterContinental Shanghai Pudong Hotel, Shanghai, Chinawww.aviation-summit.com/about.asp?id=324

newsDigest


combination of the gear sys-tem and an all-new advanced core is a solution which delivers fuel efficiency and environmental benefits.

Telephonics awarded contract for IFF systemsTelephonics Corporation has announced that it has been awarded a $60 million multi-year contract from the Air Force Life Cycle Management Command (AFLCMC), Hans-com Air Force Base, Massa-chusetts. Under this contract, Telephonics will supply the AN/UPX-40 Identification Friend or Foe (IFF) Inter-rogator for integration on to the USAF E-3 Sentry Air-borne Warning and Control (AWACS) aircraft including installation kits, installation, and sustainment support.

The Telephonics’ Family of Interrogators is the only IFF interrogators to achieve DoD AIMS certification in all modes including MARK XII, Mode 5, Mode S, and Multi-channel ADS-B. The AN/UPX-40 provides the USAF AWACS

aircraft with an unprecedent-ed air surveillance capability in support of the integrated command and control battle management capability. The real-time air surveillance picture provides situational awareness of friendly, neutral and hostile activity, command and control of an area of responsibility, battle manage-ment of theatre forces.

Europe

French PM inaugurates A350 xWB Assembly Line

On October 23, French Prime Minister, Jean-Marc Ayrault and Airbus President and Chief Executive Officer, Fab-rice Brégier officially inaugu-rated the 74,000 square-me-

tre A350 XWB final assembly line (FAL), in Toulouse, France. At full production, the FAL will employ about 1,500 people who will build up to 10 aircraft a month as from 2018. The ceremony, held inside the FAL, was attended by French political repre-sentatives, regional official representatives from other Airbus home governments, as well as Airbus customers, suppliers, top executives and over 1,000 employees.

SPaceAmericas

ATK to develop MegaFlex solar array structureATK's MegaFlex solar array was recently selected by NASA's Space Technology Program under a game-changing technology com-petition for development of the promising light-weight and compact solar array structure. ATK received a $6.4 million contract for the MegaFlex develop-ment. MegaFlex, under development by ATK's Space Components Division in Goleta, California, is designed specifically to meet the an-ticipated power demands of 350 kW and higher, with very low mass and small stowed volume for future space exploration missions using solar electric propulsion.

Europe

Third ATV mission successfully completedOn October 3, the European automated transfer vehicle ATV-3 Edoardo Amaldi, which was developed and built by Astrium, Europe’s leading space company, successfully completed its mission. Loaded with roughly 1,000 kg of waste, the Euro-pean supply vehicle for the International Space Station burned up as planned during a controlled re-entry into the earth’s atmosphere over the southern Pacific Ocean. Over the course of the six-month mission, the ISS crew gradu-ally unloaded ATV and then loaded it with roughly 1,000 kg of waste for disposal. •

fielded Block 30 weapon system. Work is expected to be completed by October 12, 2013.

prAtt & Whitney

• Pratt & Whitney has completed assembly of its first engine to test for its PurePower PW1100G-JM engine—the first engine to power the Airbus A320neo aircraft.

rolls-royce

• Rolls-Royce has been awarded a $103.3 million MissionCare contract by the US Department of Defense to provide support for the F405 (Adour) engines that power the US Navy’s T-45 training aircraft.

russiA

• Russia will deliver attack helicop-ters and mobile air defence systems to Iraq in arms deals worth $4.2 billion signed earlier this year.

us: dscA

• The Defense Security Cooperation Agency has notified Congress on October 16 of a possible foreign military sale to the Government of the Netherlands for 28 AIM-9X-2 Sidewinder Block II all-up-round missiles and associated equipment, parts, training and logistical support for an estimated cost of $60 million. The missiles will be procured for the Netherlands Air Force and the prime contractor will be Raytheon Missile Systems Company.

usAf

• Lockheed Martin has received a $34.1-million contract from the US Air Force for follow-on production of Paveway II Plus laser-guided bomb (LGB) GBU-10, GBU-12 and GBU-16 guidance kits. With this contract, Lockheed Martin received the major-ity share of a $56 million Paveway II Plus LGB procurement. Production is expected to begin in early 2014.

united technologies

• United Technologies has been awarded a $335 million indefinite delivery/indefinite quantity task order contract for the adaptive engine technology development programme. Work is expected to be completed by October 12, 2016.

QuickRoundUp INDIAN AIR FORCEAir Marshal P.K. Roy has been appointed as the Commander-in-Chief of the tri-service Andaman Nicobar Command (C-in-C, ANC) with its HQ at Port Blair. He replaces Lt General N.C. Marwah who has taken over as Chief of Integrated Defence Staff to the Chairman Chiefs of Staff Committee (CISC).

ASTRIUMAstrium is further accelerating its AGILE transformation plan by swapping roles for two of its three divisional Chiefs. Evert Dudok has taken over as Astrium Services CEO, with Eric Béranger moving to become Astrium Satellites CEO.

LOCKHEED MARTINMarillyn Hewson has been appointed as Chief Operating Of-ficer of Lockheed Martin. She currently heads the company's largest division, Electronic Systems, which generated nearly a third of the company's sales in 2011.

NORTHROP GRUMMANNorthrop Grumman has appointed James Culmo to lead its New High-Altitude, Long-Endurance Enterprise. The compa-ny has also appointed Lt General (Retd) Jeffrey A. Remington as Vice President and Corporate Lead Executive for company business in Honolulu.

SAFRANSafran has announced new management appointments as follows:

• Bruno Bernard: President Safran Engineering Services• Bruno Bergoend: CEO Technofan• Thierry Lasbleis: Special Advisor to Turbomeca’s Corporate

Management

aPPointMentS

LastWord


The AIrlINe INduSTry IN India appears to be going through challenging times. Passenger traffic has been falling since May this year when it came down to 54.48 lakh as against 54.96 lakh in May 2011. In the following month, there was a reduc-tion by 3.84 per cent, dropping from 53.12 lakh in June 2011 to 51.08 lakh in June this year. It reduced further in September

this year when it stood at 40.18 lakh down from 43.69 lakh in the previ-ous month. The forecast for the coming winter is not too optimistic either.

Capital-intensive and fragile, the airline industry in India is engaged in a desperate struggle for survival as it continues to battle an array of hostile factors which an insensitive government is loathe to address. Amongst the factors that seriously threaten the well-being of the airline industry, the most critical is the cost of aviation turbine fuel (ATF) which constitutes nearly 50 per cent of an airline’s operating expenses. Taxes are levied both by the central and state governments; but despite being aware of the prob-lem, neither is willing to relent and remove or even reduce some of the levies. Price of ATF is deregulated and is linked directly to the international price of crude which has maintained a rising trend aggravating the plight of the industry. However, quite surprisingly, there is never any mention of the imperative need to enhance the efficiency of the oil marketing compa-nies (OMC) that are largely government-owned and like all other similar establishments, could do with some introspection instead of conveniently passing on the cost of inefficiency to the hapless customer. A comparative study of the pricing of ATF in the neighbourhood i.e. the Middle East and South East Asia would clearly indicate the scope of reduction by the OMC of the end product against the prevailing international price of crude.

The proposal to allow Indian carriers to directly import ATF for their own use, on the face of it is an attractive one as it would result in savings by way of sales tax of 22 to 26 per cent as well as import duty of 8.5 to 10 per cent that airlines are required to shell out. However, as the OMCs have total control over the infrastructure, private carriers would have to create parallel facilities entailing massive investments which would not be cost-effective and would only impose additional financial burden.

Then there is the issue of inordinately high airport charges. In the re-cent past, there has been a 345 per cent increase in airport charges at the Indira Gandhi International Airport (IGIA) at Delhi. Although it was a matter of relief for the industry that the Airports Economic Regulatory Authority rejected the proposal by the Delhi International Airport Limited for the enhancement of airport charges by 780 per cent, even the 345 per cent increase by any standard is exorbitant. The Mumbai International Airport Limited has in turn proposed an increase of airport charges by 660 per cent. Not only would such unreasonable increase in charges be detrimental to the finances of the domestic carriers, the metro airports, especially those at Delhi and Mumbai, would lose out on the opportunity of emerging as regional hubs as foreign carriers are reworking their strate-gies for operating into India as they find Indian metro airports much too expensive. Compare Delhi and Mumbai airports with Dubai, a major re-gional hub, that levies no tax on fuel, there is no airport development fee or user development fee.

struggleGoes on

Unless the government progresses beyond rhetoric and takes radical steps with speed and sincerity to address the problems, it is only a matter of time before other carriers may go the Kingfisher way

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Another area that seriously impedes growth of the airline industry in India is the extremely tardy growth of infrastructure. While the government has made sizeable investments in the development of metro airports as also 35 Tier-II city airports, yet out of a population of 1.3 billion, less than three per cent avail air travel. Major airports have or are reaching a saturation point exposing carriers to intense competition for market share and operat-ing slots. Proposal by the government to auction operating slots during periods of high demand will further impinge on the finances of the airlines. To-day, the real growth potential lies in the hundreds of Tier-III and Tier-IV cities where the government needs to hasten the process of development of low-cost airports to bring affordable air travel to mil-lions more, who as of now have neither the facility nor the opportunity for air travel.

The combined impact of the hostile factors are threatening to erode the already wafer thin mar-gins airlines are operating with. Unless the gov-ernment progresses beyond rhetoric and takes radical steps with speed and sincerity to address effectively the problems confronting the industry, it is only a matter of time before other Indian car-riers go the Kingfisher way. SP

— Air Marshal (Retd) B.K. Pandey

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