Issuu

84 `100.00 (India-based buyer only)

SPECIAL ISSUE

SP’s

84TH ANNIVERSARY OF INDIAN AIR FORCE

Aviation An SP Guide Publication

Sharp Content for Sharp Audience

vol 19 ISSUE 9 • sePtember • 2016

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Indian Air Force CAN DETER ANY ADVERSARY

• interview with chief of the air staff air chief marshal arup raha P20 • MULTIPLYING EFFECTIVENESS P26 • COMBAT PREPAREDNESS OF THE IAF P28 • rafale spin-offs will matter P31 • DOES THE IAF NEED A STRATEGIC BOMBER? P33 • WOMEN TO THE FORE! P35

Also

Regional aviation • ‘Unserved’ or ‘Underserved’, it is time to connect the dots

RNI NUMBER: DELENG/2008/24199

• I nterview: Mark Dunnachie, VP, Embraer Commercial Aviation, Asia-Pacific

CIVIL • Ground Handling & MRO & MUCH MORE...

surgical strike P6

Rafale Signed P30

“In a country like India with limited support from the industry and market, initiating 50 years ago (in 1964) publishing magazines relating to Army, Navy and Aviation sectors without any interruption is a commendable job on the part of SP Guide “ Publications. By this, SP Guide Publications has established the fact that continuing quality work in any field would result in success.” Narendra Modi, Hon’ble Prime Minister of India (*message received in 2014)

table of contents

vol 19 ISSUE 9 • September • 2016

84 `100.00 (INDIA-BASED BUYER ONLY)

SPECIAL ISSUE

SP’s

84TH ANNIVERSARY OF INDIAN AIR FORCE

Aviation AN SP GUIDE PUBLICATION

Sharp Content for Sharp Audience

VOL 19 ISSUE 9 • SEPTEMBER • 2016

www.sps-aviation.com

INDIAN AIR FORCE CAN DETER ANY ADVERSARY

• INTERVIEW WITH CHIEF OF THE AIR STAFF AIR CHIEF MARSHAL ARUP RAHA P20 • MULTIPLYING EFFECTIVENESS P26 • COMBAT PREPAREDNESS OF THE IAF P28 • RAFALE SPIN-OFFS WILL MATTER P31 • DOES THE IAF NEED A STRATEGIC BOMBER? P33 • WOMEN TO THE FORE! P35

ALSO

REGIONAL AVIATION • ‘UNSERVED’ OR ‘UNDERSERVED’, IT IS TIME TO CONNECT THE DOTS

RNI NUMBER: DELENG/2008/24199

• INTERVIEW: MARK DUNNACHIE, VP, EMBRAER COMMERCIAL AVIATION, ASIA-PACIFIC

CIVIL

• GROUND HANDLING & MRO & MUCH MORE...

SURGICAL STRIKE P6

RAFALE SIGNED

SP's Aviation Cover 9-2016 Final.indd 1

P30

05/10/16 11:38 PM

enhancing capabilities: “India needs to prepare itself to deter a conflict and the best way to do so is to have capability. It is the comprehensive national power, which includes military power, that will prevent a conflict in the region. Strength is very important and to my mind it is not specific to any country. Towards this, we have the long-term perspective plan of the IAF which aims to develop the IAF into a potent air and space force.” —air chief marshal arup raha

Cover IMAGE: IAF is celebrating its 84th anniversary on October 8, 2016. Cover images by: SP’s Design

viewpoint 6 Surgical Strikes

30 Viewpoint/Rafale Deal

REGIONAL AVIATION 8 Policy

Rafale Spin-Offs Will Matter

Beyond the Surgical Strike

Rafale – Finally a Reality!

31 Rafale & Industry

Does the IAF Need a Strategic Bomber?

Civil 10 Regional Connectivity

36 Partnership

mbraer Talks about the Regional E Connectivity Plan & Pitches ‘Fleet Smart’ Concept

16 MRO

round Handling & MRO — G Key Aspects

35 Human Resources Women to the Fore!

Rolls-Royce and Indian Air Force – A Long-standing Partnership

regular Departments 4 A Word from Editor-in-Chief

IAF SPecial 19 Message

7 News With Views Maiden landing near China border

24 CAS Conference

37 Hall of Fame Hardit Singh Malik (1894-1985)

Air Chief Marshal Arup Raha, IAF Chief Capable to Handle Any Adversary

26 Force Multipliers

Multiplying Effectiveness

28 Operations

Combat Preparedness of the IAF

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cover story

33 Strategic Bomber

‘Unserved’ or ‘Underserved’, It is time to Connect the Dots 14 Embraer A Third E190-E2 is in the Air

page 20

confronting challenges The Indian Air Force is transforming itself continuously and enhancing its capabilities through acquisition of stateof-the-art technologies to counter threats across the entire spectrum of conflicts.

by IAF Su-30

38 News Digest

Applied for NEXT ISSUE

40 Last Word

NBAA Special

Need for Indigenisation

ISSUE 9 • 2016

table of contents 8

‘Unserved’ or ‘Underserved’, It is Time to Connect the Dots

Publisher And Editor-in-Chief Jayant Baranwal senior Editor Air Marshal B.K. Pandey (Retd) Assistant Group editor R. Chandrakanth Senior Technical Group Editor Lt General Naresh Chand (Retd) Contributors India Group Captain A.K. Sachdev (Retd) Group Captain Joseph Noronha (Retd) Europe Alan Peaford USA & Canada LeRoy Cook

Embraer Talks About the Regional Connectivity Plan & Pitches ‘Fleet Smart’ Concept

Chairman & Managing Director Jayant Baranwal Planning & Business Development Executive Vice President: Rohit Goel ADMIN & COORDINATION Bharti Sharma Asst – Admin, HR & Infra Pooja Tehlani design Holistic Directions: Jayant Baranwal Creative Director: Anoop Kamath Designers: Vimlesh Kumar Yadav, Sonu Singh Bisht Designer (3D animation): Kunal Verma Research Assistant: Graphics Survi Massey DIRECTOR: SALES & MARKETING Neetu Dhulia

SALES & MARKETING General Manager Sales: Rajeev Chugh SP’s websites Sr Web Developer: Shailendra P. Ashish Web Developer: Ugrashen Vishwakarma © SP Guide Publications, 2016 Subscription/ Circulation Annual Inland: `1,200 • Foreign: US$320 E-mail: subscribe@spguidepublications.com subscribe@sps-aviation.com LETTER TO EDITOR editor@sps-aviation.com expert@sps-aviation.com FOR Advertising details, contact: neetu@spguidepublications.com rajeev.chugh@spguidepublications.com SP GUIDE PUBLICATIONS PVT LTD A-133 Arjun Nagar (Opposite Defence Colony) New Delhi 110003, India. Tel: +91 (11) 24644693, 24644763, 24620130 Fax: +91 (11) 24647093 E-mail: info@spguidepublications.com Representative Office BENGALURU, INDIA 204, Jal Vayu Vihar, Kalyan Nagar Bengaluru 560043, India. Tel: +91 (80) 23682204 MOSCOW, RUSSIA LAGUK Co., Ltd., (Yuri Laskin) Krasnokholmskaya, Nab. 11/15, app. 132, Moscow 115172, Russia. Tel: +7 (495) 911 2762 Fax: +7 (495) 912 1260a

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ISSUE 9 • 2016

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A word from editor-in-chief

That the Narendra Modi government took a quick decision to induct 36 Rafale aircraft from Dassault Aviation, which will go to make up additional two squadrons in the Indian Air Force, is commendable

Even as there is escalation of cross-border terrorism from Pakistan and India’s ‘surgical strikes’ response has been befitting, it is a matter of urgency that the Indian armed forces are modernised in double quick time. That the Narendra Modi government took a quick decision to induct 36 Rafale aircraft from Dassault Aviation, which will go to make up additional two squadrons in the Indian Air Force, is commendable. We all know how the supposed to be the ‘Mother of All Deals’, the MMRCA (medium multi-role combat aircraft) of 126 aircraft went into a limbo of sorts, while the IAF was wanting quick replacement of aircraft. As we celebrate the anniversary of the Indian Air Force with great pride, the Rafale deal is going to change the scheme of things in India at different levels. As mentioned earlier, it will add two more squadrons, though we will still be short of the required 42 squadrons. The aircraft which is omni-role and has potential to carry nuclear warheads will indeed add to the combative strength of the IAF. Group Captain B. Menon (Retd) has opined that the combat aircraft fleet is in a period of transition with a large segment of fighter assets such as MiG-21 variants and MiG-27s, overdue for phasing out. The rate of replacement is lagging far behind the rate of retirement from service. If all procurement plans fructify, the required 42 squadron strength may only be achieved by 2032. Can it be ensured that there will be no war till then? he asks. In another article, Air Marshal B.K. Pandey (Retd) says India needs a strategic bomber, but then the costs have to be kept in mind. On the industrial front, the induction of the aircraft will throw open spin-off benefits, the first of which has already been announced – a joint venture between Anil Ambani-led Reliance Group and Dassault Aviation to avail the offset options. This will spur industrial activity at micro, small and medium enterprises, besides at a larger level too, thus answering the Prime Minister’s clarion call for ‘Make in India’. Moving from military aviation, we see that India is at the cusp of major transformation in the aerospace sector, per se. The announcement of the National Civil Aviation Policy and the draft Regional Connectivity Scheme (RCS) are going to change the landscape of Indian aviation. In an interview the Vice Presi-

ISSUE 9 • 2016

dent of Embraer Commercial Aviation, Mark Dunnachie, has indicated how the RCS announcement is going to boost connectivity in secondary and tertiary cities across India. He discusses how airlines can avoid the traps of the ‘Red Ocean’. We also have an article on how the government plans to connect unserved and underserved airports/airstrips. The ecosystem is slowly falling in place as can be seen by activity in maintenance, repair and overhaul (MRO) with Lufthansa Technik making forays in South Asia with focus on India. Similarly, we see how there is strengthening of relationship of engine manufacturer Rolls-Royce with the Indian Air Force. Wrapping up the edition, we are proud to hail the women fighter pilots of the IAF. The first batch of three women pilots – Avani Chaturvedi, Bhawana Kanth and Mohana Singh – who were inducted into the fighter stream have created history. All this and more.... Happy reading!

Jayant Baranwal Publisher & Editor-in-Chief

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viewpoint

SURGICAL STRIKES

Beyond the Surgical Strike The Indian Army has now been given a free hand to take appropriate action against the enemy operating across the LoC from PoK

Photograph: Sp guide pubns

On the morning of September 18 this year, a band of explicitly in the counter-terror operation on September 29, the four heavily armed terrorists believed to be from the Jaish- sponsors of terror operations across the LoC are likely to re-evalue-Mohammad (JeM) operating from across the line of control ate the situation and recast their strategy for the future. There is a (LoC) in Pakistan-occupied Kashmir (PoK), launched an attack strong possibility that they may scale down cross-border terrorist on the administrative and logistics section of a unit of the attacks as they are not in a position to cope with the asymmetry Indian Army based in Uri in the Kashmir Valley. Apart from the in capability and match the might of the Indian Army once it has destruction of a fuel dump, 19 soldiers of the Indian Army have been unleashed upon them by the Indian political establishment. Pakistan has begun beating the war drums as it has placed its lost their lives in this attack. With the aim of giving Pakistan a befitting response to the air force on high alert. Besides, in all likelihood, Pakistan would dastardly attack, Indian Special Forces carried out a surgical have ordered mobilisation of her land forces not so much to launch strike across the LoC into PoK on the morning of September 29. a full-scale war against India, but to be prepared for a large-scale For this operation, along with the Special Forces of the Indian offensive by the Indian armed forces. While Pakistan will conArmy that crossed the LoC on foot, Para Commandos were also tinue with these precautionary measures, it is likely that the focus inserted into the target area with the help of Mi-17 helicopters of her terror operations will shift to soft targets located across the length and breadth of the Indian Air Force. of India. These could The operation that lasted include airports, railway for just under five hours stations, large shopping was indeed meticulously malls, markets, hotels planned and professionand restaurants. This tacally conducted as seven tic has been clearly demterrorist camps that were onstrated in the 26/11 used as launch pads by attacks in Mumbai and the terrorists for operacould be replicated in mettions across the LoC were ros and other large cities obliterated and 38 terin India. These facilities rorists eliminated. The and establishments will Indian Special Forces present soft and lucrasuffered no casualties in tive targets for terrorist this operation. attacks. As it would not The Indian armed be practically possible to forces have always possanitise or secure all such sessed the capability to facilities against attack launch surgical strikes of by well trained and motithis nature against terdhruv Advanced Light Helicopter vated terrorists, India as rorist hideouts, bases and a nation will continue to launch pads; but have not been able to undertake such missions owing to the absence of remain highly vulnerable. Even if access across land borders or political approval. Apparently, the Indian Army has now been sea frontiers are sealed and through airports or sea ports tightly given a free hand to take appropriate action against the enemy controlled, there are already a large number of sleeper cells of operating across the LoC from PoK. The Indian Special Forces Pakistan as well as their sympathisers already present in the country. This was clearly demonstrated by Indian nationals with are poised to undertake more of such adventures. While the nation celebrates the highly successful counter- totally anti-national agenda calling for the destruction of India terror operation and rightly lauds the competence and bravery during the agitation in Jawaharlal Nehru University in Delhi. Thus the successful operation by the Indian Special Forces of the Special Forces, it would be necessary to look beyond this daring exercise and assess its after effects and implications for on September 29 most certainly does not mark the end of the the security of the nation. In view of the paradigm shift in the proxy war that the nation has been facing for decades. There is approach of the Indian political leadership towards the menace of definitely much more to come. The nation must be prepared. SP proxy war being waged by Pakistan and proactively inflict severe punishment on the perpetrators of terrorism as demonstrated so —By Air Marshal B.K. Pandey (Retd)

ISSUE 9 • 2016

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News

with views NEWS: Maiden landing near China border by IAF Su-30 Sending strong signals to China, the Indian Air Force (IAF) on August 19 this year landed a Sukhoi-30MKI fighter jet at the newly upgraded Advanced Landing Ground (ALG) at Pasighat in Arunachal Pradesh. The new ALG was inaugurated by Minister of State for Home Affairs Kiren Rijiju in the presence of Air Marshal C. Hari Kumar, Air Officer Commanding-in-Chief, Eastern Air Com-

mand. The ALG, which is located very close to the Sino-Indian border, has been made operational for all kinds of fighter and transport aircraft. A flypast by a formation of three Sukhoi-30MKI air dominance fighter jets that took off from the Sukhoi base at Tezpur in Assam was the main highlight of the event. Singer Asha Bhosle was the special guest at the inauguration.

Photograph: IAF

VIEWS: Despite the humiliation that the nation suffered in the year 1962 in the conflict with China, India’s defence preparedness and posture has largely been Pakistan-centric. In retrospect, this policy cannot be regarded as flawed in view of the fact that since independence, the nation has had to cope with four violent conflicts with the Western neighbour and we continue to be at the receiving end of terrorism and a relentless proxy war sponsored by it. However, in the last few decades, the situation on the Eastern front has also been undergoing change. China has been building up its strategic assets in Tibet to be able to respond swiftly in the event of a war with India. She already has five operational airfields located at Gonggar, Pangta, Linchi, Hoping and Gar Gunsa. Besides, China’s efforts at creation of elaborate transportation infrastructure in the Tibet Autonomous Region, its ongoing defence modernisation programme, the military build up over the Tibetan plateau and the significant upgrade in the capability to project offensive air power from its bases located across the Indo-Tibetan border, has generated serious concern amongst the political and military leadership in India. The Tibet Autonomous Region is of critical importance to China and her security as the region comprises approximately one-fourth of China’s land mass. The concern amongst the Indian leadership is evident in the increasing focus by the IAF in recent years on development of airfield infrastructure in the North East region of the country to deploy the latest front line combat aircraft at some of the new airfields. The aim is to create a credible deterrent against any intent of misadventure by the not-so-friendly neighbour in the North either singly or in collaboration with the equally hostile neighbour in the West. Having deployed the first few squadrons of Su-30MKI, the latest front line combat aircraft on its inventory, on airfields in the Western sector for operations against Pakistan and some part of the force in the Central sector, the IAF turned its attention to the North East region. In 2008, the IAF decided to base the Su-30MKI fighter aircraft at four of the existing airfields in the North East region. These were Bagdogra, Hashimara, Tezpur and Chabua, all located in the proximity of the Sino-Indian border. The first fighter base selected in the North East for induction

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of the Su-30MKI was Tezpur in Assam and the first squadron was deployed there in 2009. This was followed by the deployment in February 2011 of the next squadron of this platform at Chabua also in Assam. Apart from the 50 aircraft directly from Sukhoi, the IAF has placed orders with Hindustan Aeronautics Limited (HAL) for another 262 Su-30MKI aircraft. Currently, the IAF has around 12 squadrons of Su-30MKI fighters and the remaining six squadrons are expected to be delivered by HAL by 2019. Given the evolving geopolitical scenario, most, if not all the new inductions will be deployed at airfields in the North East. Thus there is the urgency to create appropriate infrastructure in this region. The process of creating proper airfield infrastructure in the North East to cater for round the clock operation of combat aircraft from some of these airfields began as far back as in 2009 when the IAF identified ALGs for upgrade at eight locations. These were at Ziro, Pasighat, Mechuka, Walong, Along, Tuting, Tawang and Vijaynagar. In March this year, the ALGs at Ziro and Along in Arunachal Pradesh were upgraded and declared operational. In May this year, Air Marshal C. Hari Kumar, Air Officer Commanding-in-Chief, Eastern Air Command, inaugurated the upgraded ALG in Mechuka in Arunachal Pradesh. This airfield is situated along the Sino-Indian border at an elevation of 7,000 ft above sea level. Located just 40 km from the Sino-Indian border, Mechuka was one of the strategic locations during the Sino-Indian conflict of 1962. Mechuka is capable of handling operations by the fourengine aircraft such as the C-130J. The project to upgrade the ALG at Tuting and Tawang is expected to be completed by the end of this year. The upgrade programme of the ALG at Vijaynagar, appeared to have suffered delays as in the absence of proper road connectivity, it has not been possible to transport the required materials, machinery and manpower at the pace required. Landing of a Su-30MKI fighter jet of the IAF at Pasighat located 120 km from the Sino-Indian border was indeed a historic event and a red letter day for the IAF as it marks the commissioning of an airfield capable of projecting offensive air power. Hopefully our belligerent neighbour will get the right message! SP

—By Air Marshal B.K. Pandey (Retd)

ISSUE 9 • 2016

REGIONAL AVIATION

Policy

‘Unserved’ or ‘Underserved’, it is time to connect the dots The writing is on the wall. The next wave of aviation development is going to come from regional and remote connectivity and emerging economies have started understanding its import.

Photograph: Wikipedia

BY R. Chandrakanth

In July of this year, in continuation of the reforms in aviation sector, the government announced the draft Regional Connectivity Scheme (RCS). It has been in public domain since then and the Ministry of Civil Aviation (MoCA) had sought suggestions/objections to the draft and the last date for submission was September 26. The Ministry must be deliberating upon the inputs that may have come and is likely to announce the RCS soon which will radically transform regional aviation in India. The Ministry notification of August 26 dwells on Regional Air Connectivity Fund and the contributions that are likely to be made by the Central Government and beneficiary State Governments. The notification states that the expression ‘Regional Air Connectivity’ shall mean operation of an air transport service between any two airports in India of which

ISSUE 9 • 2016

at least one has been declared by the Central Government as ‘unserved’ or ‘underserved’. RCS Airport As per the scheme an ‘RCS Airport’ shall mean any airport (whether under the ownership of the Airports Authority of India (AAI), State Governments, private entities or the Ministry of Defence, Government of India) licensed/approved by the Directorate General of Civil Aviation (DGCA), for which the State Government and airport owner/operator have notified concessions as specified under the National Civil Aviation Policy (NCAP) 2016. It has defined an ‘RCS Heliport’ as that which is a designated area for landing and take-off of helicopter(s) (whether under the ownership of the AAI, State Governments, private

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REGIONAL AVIATION Policy

RELENTLESS JOURNEY OF EXCELLENCE SINCE 1964

entities or the Ministry of Defence, Government of India) rehabilitation/upgradation works from respective State Governlicensed/approved by the DGCA, for which the State Govern- ment/airport operator. In such cases, the ownership and operament and heliport operator have notified concessions as speci- torship of such airport(s) will continue with the State Governfied under NCAP 2016. As for ‘RCS Route’ it has defined that ment/airport operator. to mean an identified pair of origin & destination airports/ heliports within India sought to be connected pursuant to the RCF Allocation for underserved airports Scheme, satisfying all of the following conditions: (a) at least To promote connectivity to un-served airports, proposals conone of the origin or destination points is either an RCS Airport necting underserved airports will be approved such that only up satisfying the definition of underserved airport or unserved to 30 per cent of the estimated inflows in the RCF can be commitairport; or an RCS Heliport. The condition is that there have ted to such proposals. For the purpose of the above determinabeen no scheduled commercial flights on such a route for the tion, a proposal for an RCS Route connecting an unserved Airlast two flight schedules as approved by the DGCA, provided port to an underserved Airport shall be considered as a proposal that in the case of proposed helicopter operations, there have connecting unserved airports, and a proposal for an RCS Route been no commercial operations, whether scheduled or non- connecting an underserved airport to an underserved airport or scheduled, on such a route for the last one year; (b) the stage any other airport, which is not an unserved Airport, shall be conlength (as per flight path approved by DGCA) between the ori- sidered as a proposal connecting underserved airports. gin and destination airport/heliports is not less than 200 km The fund allocation shall be applicable for a period of one and not more than 800 km, provided that, for remote areas: year from the date of announcement of the Scheme or till this (1) hilly terrains of Jammu and Kashmir, Himachal Pradesh, provision is reviewed whichever is earlier. Uttarakhand and North Eastern Region of India, (2) Andaman and Nicobar Islands and Lakshadweep Islands, and (3) areas Brazil too expanding regional network with security concerns as determined by the Ministry of Home From the scheme, it is quite obvious that the government is makAffairs; and for operations through helicopters, route with ing all efforts to boost regional and remote area connectivity. It is stage lengths less than 200 km between the origin and desti- highly commendable. The way forward for developing economies nation airports/heliports shall also be eligible to be considered is regional connectivity. One other economy that is doing someas RCS Routes. thing similar is Brazil which has done well The RCS has defined an ‘underserved on regional connections, despite being a Airport’ as that airport which is not an developing economy like ours. Brazilian The Ministry has listed unserved Airport and at which, at the Government has announced an investtime of application by an airline operament plan of $3.6 billion to develop 270 out 410 airports/ tor for operating an RCS Flight under the regional airports over the next few years. airstrips in two Scheme, there are no more than seven The investments will be made to promote scheduled commercial flights per week the improvement, modernisation, reform categories, with as per the latest flight schedule approved and expansion of airport infrastructure 394 ‘unserved’ and by the DGCA. And an ‘unserved Airport’ is including reform and construction of run16 ‘underserved’. that airport which, at the time of applicaways, improvements in passenger termition by an airline operator for operating nals, expansion of patios, revitalisation of The scheme will an RCS Flight under the Scheme, there signaling and pavement, among others. be applicable have been no scheduled commercial The funds come from the National Civil flights during the last two flight schedules Aviation Fund and procurement will be with respect to approved by the DGCA. made through public tender process. RCS Airports/RCS In spite of national budget constraints, Heliports. the federal government of Brazil is work410 airports/airstrips identified ing to accelerate its regional airport conThe Ministry has listed out 410 airports/ cession plan. As many as 11 cities are to airstrips in the above two categories, be privatised and another six cities in the with 394 ‘unserved’ and 16 ‘underserved’. The scheme will be applicable with respect to RCS states of Bahia, Minas Gerais and Goiás are also to go the private way. According to a local newspaper, about 75 cities have Airports/RCS Heliports. At any time, the list of RCS Airports/RCS Heliports under the environmental permits and are awaiting approvals. In São Paulo Scheme—as finalised in consultation with State Governments, itself the government is coming up with tenders for five regional will be published for information of stakeholders. In case any airport concessions. The airports are Antônio Ribeiro Noronha Jr. airline operator wishes to connect an airport/heliport that is not in the city of Itanhaém; Gastão Madeira in Ubatuba; Comandante an RCS Airport/RCS Heliport, it shall be required to approach Rolim Adolfo Amaro (Jundiaí); Campo dos Amarais (Campinas), the Implementing Agency and submit an expression of interest and Arthur Siqueira (Bragança Paulista). The financial modelbased on which the Implementing Agency will then approach ling of the concession of these five airports in São Paulo estimate the concerned agencies for confirmation of concessions speci- yearly revenues for the future concessionaires in the amount of fied under the Scheme. In case any such airport is a defence $8 million, with 88 per cent coming from non-tariff (or compleairport, the approval from the Ministry of Defence, Government mentary) revenues. The request for tenders draft provides for a of India will need to be obtained for permitting joint use/civil 30-year concession period, allowing the participation of investment and pension funds, individually or in consortium. operations under the Scheme. The writing is on the wall. The next wave of aviation develIn case any rehabilitation/upgradation of infrastructure is required at such airports to make them operational/suitable opment is going to come from regional and remote connecfor proposed RCS Flights operations, the same can be under- tivity and emerging economies have started understanding taken by AAI upon reimbursement of appropriate costs of such its import. SP

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ISSUE 9 • 2016

Civil

Regional Connectivity

EMBRAER TALKS ABOUT THE REGIONAL CONNECTIVITY PLAN & PITCHES ‘FLEET SMART’ CONCEPT Brazilian aerospace maker Embraer, which is the leader in the 70- to 130-seat market, sees potential to refine further the policy announcement made by the government which will boost connectivity in secondary and tertiary cities across India.

Photographs: Embraer

Jayant Baranwal, Editor-in-Chief of SP’s Aviation, and Mark Dunnachie, Vice President of Embraer Commercial Aviation, Asia-Pacific, met and discussed how regional connectivity could be enhanced in India and how airlines can avoid the traps of the ‘Red Ocean’.

Jayant Baranwal (JB): My first conclusion is that the Government of India is open to ideas, the government is inviting stakeholders, the government is inviting manufacturers, the government is inviting operators to suggest what to do and what not to do. That is something I find quite encouraging and the Regional Connectivity Scheme (RCS) draft and before that the main National Civil Aviation Policy, all these seem to underline that sentiment. Even if they may not appear to be very friendly at this point of time, what is important is that the government is suggesting to the industry that if it wants changes after the complete formulation of the policies, to let the government know such that it will work out ways to deal with it. So that way I would say it sounds to be good and RCS indicates one thing that the government intends to promote the regional connectivity realising that there is so much untapped potential, un-served potential that needs to be taken care of and there is huge scope for both industry and passengers. The government realises that which means in the end there will have to be a certain numbers of operators, certain number of types of aircraft, flying with the right capacity for the right destinations.

ISSUE 9 • 2016

Mark Dunnachie (Mark): We applaud the Indian Government’s initiative to consult with various aviation players – from airlines to OEMs – and get their feedback on the Regional Connectivity Scheme (RCS) draft. It is also great that they listen to the feedback from the leasing community to understand how they view the country’s risk element and what is needed to raise the confidence level in the market. We are very bullish on this market. We think that our E-Jets are a great fit, particularly the 100-seater jet fits in the current sweet spot, and there are abundant opportunities in the region for our aircraft to go to underserved destinations where larger narrow-bodies simply offer too much capacity. In parallel to this initiative on the RCS it is very clear that India is on a wonderful trajectory to growth. The government’s focus on a business friendly environment is evident in many areas, not just aviation, and there is no question this will pay off for all the stakeholders. JB: Can you please tell me a little bit more about the ‘Red Ocean’ and ‘Blue Ocean’ theory you often talk about? Mark: Yes, this is based on the familiar marketing concept of ‘Red Ocean’ and ‘Blue Ocean’. A ‘Red Ocean’ is where many players are fighting for a share of the pie, making the market

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Civil Regional Connectivity very saturated and yields low. ‘Blue Ocean’ is where you want to be. This can be underserved markets or markets that to date do not even exist. We will talk later in more detail about our ‘Fleet Smart’ initiative but this lies at the heart of our pitch. In the 70/130-seat market segment, we estimate an industry demand in India of 250 to 500 units over 20 years, depending on how the market evolves, which would enable the country to enhance its regional connectivity. These jets would be used to grow secondary and tertiary markets and with the option of bypassing the major metro airports to avoid air traffic congestion. According to our studies, in India today there are unserved routes that can accommodate at least 40 E-Jets in the market, and those can be captured by current generation E175s or E190s for instance. The main reason why these routes are not being served is that they are often too long for turboprops and demand is too thin for the larger narrow-bodies such as the Airbus A320 or B737s. JB: The Secretary of the Ministry of Civil Aviation (MoCA) had come to your chalet at the Farnborough Airshow and you had some good discussion. What was the discussion about? Mark: We talked about the Regional Connectivity Scheme and I think the receptiveness of the MoCA to listen to the inputs is really encouraging and we think anything that can improve the policy is to the benefit of India. The objective of the Regional Connectivity Scheme is to get people moving and connecting regions. Greater connectivity brings jobs, tourism and numerous other spin-off benefits. JB: According to you, how can leasing of aircraft be made attractive? Mark: I think firstly the enforcement of the Cape Town treaty is obviously essential with preferably no caveats. We have to make sure it’s as simple as possible. Eventually, maybe with some form of government guarantees in certain quarters perhaps on the thinner routes with regional connectivity. For the lessors the

RELENTLESS JOURNEY OF EXCELLENCE SINCE 1964 assessment is pretty straightforward. It is a balance of opportunity against risk. The fundamentals are simple. They are asking: Will I get paid? Will I get paid on time? What is my risk, and ease of asset exit if it goes sour? Can I get my assets out easily and quickly? Will the records be current? And once you start to check these boxes, you get the benefits of a willing supplier of assets. Everyone then benefits. JB: What kind of conversations have you had already with some of the large airline operators in India? Mark: For obvious reasons, we cannot mention specific airlines we are talking to, suffice to say we are covering the whole market. I think a lot of people have noticed the exceptionally high reliability of our aircraft and the high utilisation being achieved from the Air Costa shop window. People see that the 100-seater jet is truly occupying a sweet spot in the market. Whilst we are of course not denying there will be a niche market for turboprops. The turboprop remains speed restricted, range restricted and cargo limited so will be largely constrained to the short thinner network. We think the jet brings the potential advantage of an extra cycle per day and if given a choice, passengers will always have a clear preference for jets. Our job is to put together a package for the airlines that really reflects an aggressive cost structure where they can reap all the benefits of the jet. We are spending a lot of time focusing on enhancing the package solutions, this of course covers a multiple of elements but key will be pilots and maintenance. This is the direction the industry is pushing to take. In the E-Jet, you can also typically carry up to two tonnes of cargo capacity after loading all the bags and everyone can carry on their hand luggage for storage in the large overhead bins. This cargo capacity represents substantial extra revenue generation. JB: Our Minister of Transport is aggressive in creating road infrastructure and once these set of roads come up travellers will have the option of choosing between good roads and airplanes at very low cost? The good road vs air connec-

E190-E2 IN FLIGHT

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ISSUE 9 • 2016

Civil Regional Connectivity tivity as in the latter there is minimum 90 minutes to enter the airport and 90 minutes to exit the airport. The flight time may be short. How do you perceive this scenario? Mark: Infrastructure will take time to put in place but once the infrastructure is there, in terms of a good network of highways and roads, people will still make that calculated decision. The benefits we see as an OEM is that India is a huge country with long distances, so there is a clear need to grow domestic air connectivity in tandem. An enhanced road system also tends to impact those very short air routes which are more typically flown by turboprops. From experience the arrival of a high speed rail network will also impact the short air routes. In contrast, given the geographic size of India the longer routes, whether thin or trunk, will still demand the speed and convenience of air travel. JB: The very advantage of the E-Jets basically lie in the fact that ‘don’t waste your assets, keep your assets’ in such a manner that for point 1 to point 2 you are fully loaded without compromising on the seat load and so on. Because too much over capacity would be killing after sometime, is it that? Mark: We believe strongly in rightsizing and offering the right capacity. We feel that in many ways the 70-seat level of the market will grow very fast so there is even a case to say that niche may be outgrown very quickly and that is where we think our 100-seater E-Jet hits the sweet spot. We are already seeing the clear impact of competition on key routes in India where yields are eroding because too much capacity is being offered. The smart decision is to match the balance between demand, capacity and yield. Where those points converge is where you maximise return. JB: Can E-Jets also be utilised for cargo business? Government is very bullish about that and it’s very close to the heart of Civil Aviation Minister P. Ashok Gajapathi Raju. Mark: Absolutely, look at how the Indian business market is evolving, the IT industry needs to move high value, lightweight small parts, to be taken by air cargo and parcel services, for example. All the airlines are factoring this into their calculations, and that is another big advantage of the jet over the existing turboprops. The turboprops have limited cargo space, particularly as OEMs try to squeeze in more seats to the detriment of the available space. The cargo bays on these aircraft, which were already restrictive are consequently getting smaller and smaller, so the ability to carry up to two tonnes of cargo on an E-Jet after you have loaded everyone’s checked baggage is a huge selling point. We are finding that many of the airlines are latching on to this idea because even with the most conservative assumptions on space sold and cargo rates you are talking millions of dollars in additional revenue per year on top of just flying your passengers. Many of the Indian airlines are recording increasingly strong ancillary revenues and this often captures the cargo benefit. JB: There is tough competition among airlines to lower fares as much as possible which may not be low if one buys a ticket in the last moment, they are expensive. What is your perspective on the fare-wars? Mark: We are great believers in the force of the market, and at the end of the day the market really determines the price point. From an airline perspective we bring, in the E-Jet, a platform which allows them to maximise the yield opportunity by minimising some of the extreme fare dilutions we are witnessing today in the Indian market. In addition, if it is just about the selling of ancillary services on your flight to make that profit margin, it may work in the lower fuel cost environment, but what

ISSUE 9 • 2016

if fuel goes up again? You very quickly flip to the wrong side of the line and this is where the E-Jets E2 will have a good role to play. If you take a general example throughout Asia, we estimated that by enhancing those ‘Blue Ocean’ markets not properly served, and by passing the major airports and flying direct from point A to point B with a balanced capacity vs demand, there is a premium fare to be achieved of up to 15 per cent to 16 per cent. Not everyone will of course opt to pay this premium, particularly in the highly price sensitive Indian market, but the top yield passenger will always want that direct connectivity for business or tourism. Factor in that barely 1 per cent of the population currently fly and the exceptional growth anticipated in this market will ensure this sector grows. JB: What exactly does the ‘E’ mean in E-Jets? Mark: Embraer! JB: Don’t tell me... Mark: But, Jayant, we can also assign many positive characteristics to the E, such as excellent, exceptional, economic and engineered! When you look at the aircraft we build I think they are, arguably, designed and built by one of the best, if not the best, engineering teams in the global aerospace industry today, led by one of its top engineers in Luis Carlos Affonso, our Chief Operating Officer. We are proud to design very good aircraft and if we look, for example, at the first flight of the E190-E2 on May 23 of this year, which recorded 3 hours 20 minutes, reaching 41,000 feet, touching Mach 0.82, and in fly-by-wire standard mode, the landing gear was retracted and we had time for a fly by for the employees. As if this was not ground-breaking enough, within approximately 40 days after this first flight, we then flew across the Ocean to show the aircraft at Farnborough for the Airshow. When you consider this is a radically different aircraft to the E1, namely new wing, new empennage, new engine, upgraded avionics, full fly-by-wire and an award-winning new interior, which shows true aerospace pedigree! We now have 3 E190-E2s flying in the test programme and the programme is developing very well. I know it sounds strange when an OEM says we are on track, particularly these days where some of our competitors have shown multiple slippages, but the fact is we are. We have a great track record of delivering our programmes on time. Another important factor for the Indian market is the ability to go from the E1 to E2, where we will have common pilot type rating with just three days ground school transition. So you can have the pilot pool fly the E1 in the morning and the E2 in the afternoon. So when you think of the smooth transition from the incumbent E1 to the E2 combined with the benefits of the E2 fuel savings, we really offer a substantial solution. Another factor is that the E195-E2, in high density layout with slim seats, will accommodate 146 seats. This will almost match the seat mile cost of the Airbusneo—and the Boeing MAX whilst delivering approximately 30 per cent lower trip cost. So where we are going with the argument is simple, flying the right capacity, flying smart capacity. This new concept is now reflecting in our marketing where we will be increasingly highlighting what we call ‘Fleet Smart’, namely flying the right capacity to maximise the return, we think that is smart. So in the existing E1, and the soon to be delivered E2, we believe we have a winning product solution, and whilst we would not argue that we replace the larger narrow bodies or even some of the short hopping niche turboprop routes, we think the E-Jets will have a substantial role to play in the fast developing Indian aviation scene and filling the substantial market opportunity in the 70/130-seat sector. SP

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You’ve got

A350

reasons to trust us.

Visit us at MRO Asia, from September 27–29, 2016, booth 307. Airlines know what airlines need. That’s why we’re the best choice for the support of your A350 from day one. We’re ready for all the maintenance, repair and overhaul services it will need – even before its entry into service. We have the technology and the equipment, but what’s more, we know how to keep airlines’ most valuable assets where they belong – in the air. And thanks to our decades of experience, we can integrate new aircraft types quickly and cost-effectively into existing fleets. That makes us the ideal partner for the A350 anywhere in the world. Lufthansa Technik AG, marketing.sales@lht.dlh.de Headquarters: +49-40-5070-5553 Singapore: +65-6733-9081

www.lufthansa-technik.com/a350

regional aviation

embraer

A Third E190-E2 is in the Air The E190-E2 is scheduled to enter service in the first half of 2018 BY R. Chandrakanth

B Photograph: Embraer

Brazilian aerospace behemoth is making strong headway in the regional aviation realm with its family of regional aircraft. In the near future, the skies will see the next generation of Embraer aircraft – the E-Jet E2 family, a family of three narrow-body medium-range twin-engine jet aircraft, replacing the predecessor Embraer E-Jet family. The progress of the E-Jet E2 is going on at an amazing pace. The E-Jets E2 order book as of July 2016 is 670 commitments and 272 firm orders. Third prototype maiden flight On August 27, another E190-E2, serial number 20.003, took off on its maiden flight from the company’s facility in São José dos Campos. The new E-Jet is the third of four prototypes to join the E190-E2 certification programme. Prototype 20.003 will be used primarily to test flying qualities and evaluate how the aircraft handles in icing conditions. The first E190-E2 prototype aircraft, serial number 20.001, is currently conducting tests on systems, loads, aero-elasticity,

ISSUE 9 • 2016

external noise and handling in crosswinds. It first flew on May 23 of this year and made its international debut at the Farnborough Air Show in London in mid-July. The second E190-E2 prototype, serial number 20.002, made its inaugural flight on July 8. It is used to test systems and general aircraft performance. These two prototypes have accumulated more than 150 flight hours. The fourth prototype, serial number 20.004 is scheduled to take flight by early next year. It will feature a production-series, full-cabin interior and will measure comfort and internal noise levels, and be used to conduct specific tests, such as cabin evacuation. In addition to the flight test campaign, the E190-E2 certification programme has accumulated almost 21,000 hours of tests on rigs and the iron bird, and many hours of simulations on the virtual aircraft. The E190-E2 is scheduled to enter service in the first half of 2018. Launched at the Paris Air Show in 2013, Embraer E-Jets E2 are scheduled for first deliveries in 2018.

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RELENTLESS JOURNEY OF EXCELLENCE SINCE 1964

regional aviation embraer

E190-E2 SPecifications Weights & Payload MTOW MLW Payload

56,200 kg (123,900 lb) 48,730 kg (107,431 lb) 13,080 kg (28,836 lb)

Performance Max Operating Speed Mach 0.82 Service Ceiling 41,000 ft Take-Off Field Length* 1,650 m (5,413 ft) Landing Field Length** 1,315 m (4,314 ft) Range*** 2,800 nm (5,186 km) Typical Seat Capacity Dual Class Single Class

97 seats 9 @ 38” pitch | 88 @ 31” pitch 106 seats 106 @ 31” pitch

*MTOW, ISA, SL – average engine **MLW, ISA, SL ***Full PAX, single class, PAX weight 100 kg (220 lb), Typical Reserves, 100 nm alternate Source: Embraer

From 2011 to now It was in November 2011 that the Brazilian aircraft manufacturer announced that it would develop revamped versions of the highly successful E-Jet family, rather than an all-new aircraft. It announced three variants – E175-E2; E190-E2 and E195-E2. The three variants share the same fuselage cross sections with different lengths and three different new wings; Pratt & Whitney PW1000G geared turbofans in two sizes; fly-by-wire controls with new avionics and upgraded cabin with 40 per cent enlarged baggage bins. The announced improvements per seat were 16 to 24 per cent lower fuel burn and 15 to 25 per cent lower maintenance cost. The first E-Jet E2, an E190-E2, was rolled out on February 25, 2016, and its maiden flight on May 23. It flew 3:20 Mach number 0.82, climbed to 41,000 feet, retracted the landing gear and flaps, and engaged the fly-by-wire in normal mode. The second prototype made its maiden flight on July 8, 2016. The flight lasted 175 minutes without any incidents. Full fly-by-wire Embraer states that the fourth-generation full fly-by-wire (FWB) on the E2 improves flying qualities and boosts fuel efficiency. The E2 will take advantage of the FWB expertise developed by Embraer for the E-Jets, Legacy 500 and the KC-390. E2 three-axis closed loop system improves aircraft stability during turbulence and provides complete envelope protection in all phases of flight. The system is also designed to maximise fuel efficiency. The closed loop configuration allows the E2 empennages to be smaller thus reducing aircraft drag and weight.

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E2’s advanced integrated avionics system provides exceptional situational awareness enhanced by large landscape displays and reduced pilot workload. Innovative technologies such as synthetic vision and advanced flight management support more fuel-efficient direct approaches to airports. Cockpit commonality with current-generation E-Jets allows for a smooth transition to the new E2 platform. The E2s sport high-aspect ratio wings with swept tips that, combined with redesigned pylons and other aerodynamic improvements – coupled with enhanced fourth-generation full fly-by-wire – achieve double-digit lower fuel consumption compared to current-generation E-Jets. An Optimised Combination The wing and engine combination for the E175-E2 and a common larger wing and engine for the E190-E2/E195-E2 are optimised to deliver maximum performance. Interior design for a new-generation A look inside E2 reveals thoughtful, well-conceived design that has the power to please from all perspectives. A totally new environment far exceeds the norm and thoughtfully addresses the varied needs of passengers, crew, airlines, and leasing companies alike. As within a fashionable hotel or restaurant, a prevailing sense of quality begins with the welcoming atmosphere of the boarding point and continues with such elements as style and tone of lighting, contemporary materials, quality fabrics, and glass partitions. Within these surroundings passengers enjoy their own physical and emotional ‘space within a space’ — their ‘personal territory.’ This ‘bubble’ with control is achieved through the coming together of small things that deliver a larger benefit — elements such as clarity of seat signage, individual PSUs, seat back screens, and additional legroom in economy. The passenger-preferred 2x2 configuration gives a perception of wider aisles while simplifying movement through the cabin. The position of bin doors when open, coupled with dramatic ceiling illumination, creates a sense of height and space above the aisle. Premium seating further conveys a feeling of openness. Overall, the E2 interior generates a smoothing-out effect on the passenger journey experience — reducing the traditional stress points of boarding, inflight activity, and disembarking. PurePower engines Embraer has selected Pratt & Whitney’s PurePower Geared Turbofan™ engines for its future, second-generation of E-Jets, with entry into service planned for 2018. The new engines—the PW1700G and PW1900G—range in thrust from 15,000 to 22,000 pounds. In combination with new aerodynamically advanced wings, state-of-the-art full flyby-wire flight controls and other systems evolutions, they will result in double-digit improvements in fuel burn, maintenance costs, emissions and external noise. The second-generation of E-Jets will be a significant step in Embraer’s commitment to continuously invest in this line of commercial jets, complementing a series of ongoing improvements currently being implemented in the existing family, with great benefits to its customers. Embraer’s objective is to offer the best product and maintain its leadership in the 70- to 120-seat market. SP

In combination with new aerodynamically advanced wings, state-ofthe-art full fly-by-wire flight controls and other systems evolutions, they will result in doubledigit improvements in fuel burn, maintenance costs, emissions and external noise

ISSUE 9 • 2016

Civil

MRO

Ground Handling & MRO – Key Aspects With the new civil aviation policy, India could well achieve self-sufficiency in ground handling and then work towards the laudable objective of becoming an MRO hub for Asia

Illustration: Vimlesh Yadav

BY Group Captain A.K. Sachdev (Retd)

A new civil aviation policy was released in June 2016 and a Regional Connectivity Scheme drawing inspiration from it and circulated in draft form, is awaiting finalisation. While national policies cannot be expected to provide full satisfaction to all stakeholders, a beginning has been made by way of policy, something that has not happened since liberalisation of civil aviation in the 1990s and emergence of private of airline in the 1990s and again since 2003. Constant invocation is repeated ad nauseum in aviation events, of the cheering projection of India

ISSUE 9 • 2016

becoming the world’s third largest aviation market by 2020. However, skeptics are beginning to have doubts about it. An apt parable here is of a strong man lifting an elephant calf off the ground and triumphantly declaring that he would do so every coming day. The story would end on a despondent note the day the creature’s mass overwhelms the lifter’s might. Indian civil aviation is optimistically projected to grow like the calf; but the supporting infrastructure appears to be constrained in achieving commensurate incremental strength to support the

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Civil MRO inexorable enlargement of its burden. So is the Indian system doomed to never match its civil aviation pretensions of growing to a third place or is there hope? This article covers two aspects of related infrastructure—ground handling and maintenance, repair and overhaul (MRO). Is Ground Handling Off the Ground Yet? On August 9, 2016, the CEO of Cambata Aviation, India’s oldest private ground handling company, wrote to its employees not to report for work. The action was the culmination of a troublesome period the company had witnessed as it progressively lost business to competition and had problems disbursing salaries. Its 1,000 employees threatened hunger strike unless they were paid their dues. This turbulence was a symptom of the woes ground handling has had in India for almost 15 years now. In May 2003, for security reasons, the Home Ministry made it mandatory for ground handling at airports to be carried out by firms floated by Indian Airlines, Air India and Airports Authority of India (AAI) while turning down a proposal by the Ministry of Civil Aviation (MoCA) to permit domestic airlines to continue self-ground handling at airports. Adversely affected were the over 40 ground handling agencies across the country employing 20,000 personnel whose protests were countered by the government with assurance that it would induct trained manpower into the new ventures being floated by the government firms. Airlines and ground handlers promptly pointed out the fallacy that if the personnel who were going to work for the government firms were largely the same as were working for private ones, how would enhanced security levels be achieved by the change? A similar question on security was raised about joint ground handling ventures which both Indian Airlines and Air India were contemplating with Singapore Airlines and Singapore Airport Terminal Services (SATS), both foreign entities. Eventually, the Home Ministry relented in June 2003, permitting private domestic airlines to carry out self-ground handling only to overturn that ruling in 2007 by disallowing self-handling by domestic carriers at metro airports. The alternatives offered were three entities, the airport operator or its subsidiary, a subsidiary of Air India or Indian, and a ground handler selected through a competitive bidding process. After prolonged and unsuccessful parleys, private airlines moved the Supreme Court in 2011. Their main concerns were lowered efficiency of turnaround, reduction in service quality, and huge losses on account of the investments in ground equipment and training of personnel. Though the apex court did not pronounce judgement on the issue, it directed an interim order in this regard be followed, allowing airlines to self-handle their aircraft even at metro airports. In September 2015, private airlines operating at Chandigarh airport were denied ground handling services and five private airlines filed a petition against the contract awarded by AAI to Air India Air Transport Services Limited (AIATSL) to handle ground operations. The High Court allowed private airlines to manage ground handling services against the decision of AAI. Against this backdrop the new civil aviation policy enshrines what it calls “a new framework”. From the point of view of scheduled airlines, the most cheering stipulation is that all domestic scheduled airline operators including helicopter operators, are free to carry out self-handling at all airports using equipment owned or taken on lease and also through a subsidiary, through own employees or employees of their own subsidiary taken on regular employment. Hiring of employees through manpower supplier is not permitted; but hiring of equipment without manpower is allowed. As far as airport operators are concerned, major airports are required to ensure that there are at least three

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RELENTLESS JOURNEY OF EXCELLENCE SINCE 1964 ground handling agencies (GHA) including Air India’s subsidiary/joint venture (JV) while small airports are exempted from this minimum number of ground handlers, leaving it to the airport operator to decide the number, based on the traffic, airside extent and terminal building capacity. Air India’s subsidiaries/ JVs are required to match the royalty/revenue share offered by other GHAs. In the event of multiple GHAs, Air India is to match the lowest royalty/revenue offered by the other GHAs. Detailed functions for airlines and airports are expected to be notified separately while a loosely worded clause asks airlines and agencies allowed to carry out ground handling services at airports to “ensure compliance with security provisions as required under the law”. Unless subsequent fine print takes away some of the munificence of the policy, this is good news for airlines. MRO The second biggest component of an aircraft operator’s expenditure is on maintenance of his fleet, the first being aviation fuel. The Directorate General of Civil Aviation (DGCA) website lists 55 approved foreign MRO to which Indian operators can take their aircraft. The majority of heavy maintenance is carried out by foreign MRO. Thus, a domestic strength in the MRO arena would mean succour by way of lower maintenance costs. Unfortunately, Indian MRO industry has had an under-nourished growth and is far from attaining the status required to serve a civil aviation market touted to reach third position in a few years. The new civil aviation policy makes the right noises about remedying this state, declaring the government’s intent to develop India into an MRO hub for Asia. Some steps were taken in this direction through provisions in the union budget 201617 by way of exemptions and regulatory relaxations. Other steps proposed in the policy include making it easier for foreign aircraft to use Indian MRO facilities, exhortation to state governments to impose no VAT on MRO facilities, provision of land for MRO in all future airports and relaxation of airport royalties and additional charges for five years from the policy approval date. The $100 million MRO facility in Nagpur built by Boeing consequent to an agreement between Boeing and Air India after it placed a huge order for Dreamliners in 2006, was inaugurated by Union Minister Nitin Gadkari in June 2015. However, for some reasons, it failed to take-off. In February 2016, Air India invited bids from private players to take over and operate the facility. It is understood that SpiceJet has signed up with Air India for use of that facility for major servicing of their aircraft. Private sector MRO have been more successful with Air Works India leading the market. In existence since 1951, the company and proudly claims to be “the largest independent MRO facility in India”. Some other players are Deccan Charters, Reliance Aerospace Technologies and Indamer Aviation. For helicopters, MRO facilities are negligible. There are over 300 helicopters flying in India but MRO support has been negligible so far and only now Pawan Hans Helicopters Limited is planning to set up four MRO firms as a part of its diversification plan; the first two are to come up in Delhi and Juhu, with Guwahati and an as yet unnamed station in the South. It remains to be seen whether the iterations in the policy document actually get translated into meaningful regulations. If they do, India could well achieve self-sufficiency for its own airlines and then work towards the laudable objective of becoming an MRO hub for Asia. General Aviation Left Generally Unhappy As is evident from the foregoing, the ground handling policy and MRO excludes non-scheduled operators and business aviation from its scope. While the policy was still being finalised, Delhi

ISSUE 9 • 2016

Civil MRO International Airport Limited (DIAL) issued eviction notices to all the general aviation aircraft operators some of whom are carrying out their maintenance activities under existing agreements and within the ambit of existing rules and regulations, ordering them to vacate the hangar spaces so far leased to them. This step was a prequel to DIAL entering into agreements with two fixed-base operators (FBO)/MRO (Bird Worldwide Flight Services – ExecuJet and Indamer – Mjets) for a duopolistic and what turned out to be oppressive regime allowing only these two entities to handle flights and carry out maintenance activities for general aviation operators based at Delhi. Business Aircraft Operators Association (BAOA) appealed in Delhi High Court; but was told by the court that the members affected by the DIAL notification would have to file cases separately. Affected companies have reached working compromise with the designated service providers and currently

no litigation is in progress. However, BAOA has got the court to permit it to reserve the right to file a case in the future. Conclusion Ground handling and MRO expenses are substantial shares of an aircraft operator’s overall outflow of payments and any saving therein would help bottom lines. For over a decade, policyrelated woes have affected the prosperity of Indian civil aviation. All stakeholders in civil aviation wait with bated breath to see how the new civil aviation policy is transmuted into processes and practices. If civil aviation has to flourish, the government will have to not just be content with having framed a policy but also throw its weight behind consummating the spirit of the policy and cajole state governments into doing so. At the moment, future projections can at best be speculative. SP

Lufthansa Technik in Asia-Pacific

ufthansa Technik is a leading provider of maintenance, repair and overhaul (MRO) and modification services in the civil aviation industry. In the Asia-Pacific region Lufthansa Technik is engaged for over 30 years, offering several thousand jobs in the region and serving more than 130 customers.

Photograph: Lufthansa Technik

Lufthansa Technik in China Lufthansa Technik has important commercial interests and several highly visible projects in China, Ameco: Based in Beijing, Aircraft Maintenance and Engineering Corporation (Ameco) is a joint venture of Lufthansa (25 per cent) and Air China (75 per cent), founded in 1989. Ameco specialises in MRO of aircraft, engines and components. With about 11,000 employees, Ameco is the biggest provider of technical support services in China. Currently, it possesses maintenance licences from almost 30 countries including CAAC, FAA and EASA. It has over 160 maintenance stations worldwide, forming a large maintenance network. Lufthansa Technik Shenzhen Co. Ltd: It is a joint venture of Lufthansa Technik (80 per cent) and Beijing Keilan (20 per cent). Operational since 2002, it provides MRO services for airframe related components (ARC) and aircraft components (COM), including modifications, spares supply and engineering support. Lufthansa Technik Services India (LTSI) Founded in 2005 and based at Bengaluru, LTSI is a subsidiary of Lufthansa Technik AG. As the successor to One Stop Airline MRO Support Pvt. Ltd., the company operates a pool of components and provides materials management, customer service and spares provisioning services for the Indian and South East Asian customers of Lufthansa Technik AG. LTSI also manages material stock for customers in India and in some cases holds inventory for them at Bengaluru and offers warehouse services for aviation and non-aviation companies. LTSI represents the component division of Lufthansa Technik in the India, Bangladesh, Sri Lanka and Maldivian markets. LTSI’s main focus is regional component service for Airbus aircraft of the types A319, A320, A321, A330/A340 as well as for Boeing aircraft of the types 737NG and 777. Lufthansa Technik in Malaysia Airfoil Services Sdn. Bhd. (ASSB) is a joint venture between MTU Aero Engines (50 per cent) and Lufthansa Technik (50 per cent).

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ASSB specialises in the repair of blades from major aircraft engine types, including GE, CFMI and IAE. At ASSB’s factory in Selangor, Malaysia, engine airfoils for low-pressure turbines and high-pressure compressors are repaired. Lufthansa Technik in Philippines Founded in 2000 as a joint venture between Lufthansa Technik AG (51 per cent) and MacroAsia Corporation (49 per cent), Lufthansa Technik Philippines (LTP) offers aircraft MRO services. Specialising in base maintenance for the A320 family, A330, A340 and A380 aircraft types, LTP offers line maintenance services, engine, component and back-shop support, and personnel assignment. LTP recently completed a hangar expansion project which extends two existing bays to accommodate a second A380 and another wide-body for base maintenance. Equipped with versatile docking systems, mezzanines and linking bridges, it is able to fit current and future aircraft types such as the A330, A350, B777 family and B787. Lufthansa Technik sales organisation in Asia In Asia, Lufthansa Technik’s sales activities are headed by a Senior Vice President Corporate Sales Asia-Pacific. In 2015 Lufthansa Technik regionalised its sales organisation to offer the region’s aircraft operators a focal point of contact in an effort to bring the wide-ranging services and capabilities of Lufthansa Technik closer to its customers. 

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IAF Special

Message iaf Chief

•

s the Indian Air Force completes 84 years of illustrious service to the Nation, the proud men and women in blue deeply cherish IAF’s glorious past while they prepare to embrace an exciting and yet challenging future. It is a momentous day as we celebrate our achievements while paying rich tributes to our veterans who laid the strong foundation of our formidable force. In the year gone by, the IAF has continued to grow from strength to strength and it achieved a number of operational milestones. The successful conduct of one of the largest ever Air Force Level exercises and the Fire Power Demonstration at Pokhran Range aptly showcased the operational capability and readiness of the IAF. IAF’s participation in International Exercises demonstrated our growing strategic reach and power projection capabilities. The IAF’s swift and prompt response during various contingencies in aid of civil authorities both within India and abroad was indicative of the IAF’s HADR capabilities. Another first was the commissioning of three women officers as fighter pilots in the Indian Air Force. The Indian Air Force today stands at the threshold of acquiring multi-spectrum strategic capabilities, synonymous with India’s growing regional stature and expanding national interests. The challenges of transformation in terms of induction of new aircraft and weapon platforms, creation of operational infrastructure and training of our air-warriors are being met through focused planning and implementation so as to ensure timely operationalisation. The mid-life upgradation of M-2000, MiG-29, and Jaguar fleet is already under way and early induction

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Air Chief Marshal Arup Raha pvsm avsm vm adc

of Rafale aircraft would greatly enhance our fighter fleet capability. In addition, induction of additional C-130 Special Ops aircraft, Apache attack helicopters, and Chinook heavy-lift helicopters would further bolster our operational capabilities. Our Air Defence network has also been significantly strengthened by induction and integration of modern sensors, weapon systems and communication networks and we are progressively nearing our goal of transforming into a true network-centric aerospace force. To attain true strategic autonomy, the IAF is focusing on indigenous acquisition of aircraft, radars, missiles and other aviation equipment in consonance with the ‘Make in India’ initiative. The induction of the indigenous light combat aircraft ‘Tejas’ into the IAF and placement of orders for 120 Tejas aircraft is a testimony to the IAF’s commitment for furthering indigenous capabilities. My best wishes to SP’s Aviation team for their informative and credible reportage on aerospace issues over the past five decades. On behalf of all airwarriors, I compliment SP’s Aviation team for this special issue on Air Force Day and wish them success in all their future endeavours. Jai Hind!

Air Chief Marshal Chief of the Air Staff Indian Air Force

ISSUE 9 • 2016

IAF Special

CAS Interview

Confronting Challenges On the occasion of the 84th anniversary of the Indian Air Force (IAF), Air Chief Marshal Arup Raha, PVSM, AVSM, VM, ADC, Chief of the Air Staff and Chairman of the Chiefs of Staff Committee, spoke to Jayant Baranwal, Editor-in-Chief of SP’s Aviation SP’s Aviation (SP’s): In the context of India emerging as a regional power, what would be the role and responsibility of the IAF in the next 25 years to meet with the challenges of the new status? Chief of the Air Staff (CAS): The IAF has been given the role and responsibility to remain a modern and flexible aerospace power with full-spectrum capability to safeguard our national interests and project itself within India’s strategic area of influence. By virtue of its reach and short response time, the IAF is invariably the first responder in most contingencies and it is the responsibility of the IAF to offer sovereign options to the political leadership to promptly deal with emergent situ-

ISSUE 9 • 2016

ations during war and in peace. The strategic footprint and capabilities of the IAF also serve ends of military diplomacy and nation-building. As is evident from the current geopolitical developments and the prevailing security environment, the threats are no longer confined to the conventional regime. We are witnessing increase in incidents of subconventional or terrorist attacks. Therefore, the IAF is transforming itself continuously and enhancing its capabilities through acquisition of state-of-the-art technologies to counter threats across the entire spectrum of conflicts. In addition, the IAF is increasingly involved in operations, almost round the year in aid of civil authorities especially in humanitarian

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IAF Special

CAS Interview assistance and disaster response (HADR) missions. The acquisition of modern weapons, platforms, equipment, infrastructure as well as terrestrial, airborne and space-based networks, have greatly enhanced our all-weather operational capability, strategic reach and network-centric warfare (NCW) capability. The IAF is already playing a leadership role in HADR operations across the region with its strategic airlift and heli-lift capabilities. The IAF is working on enhanced engagement of regional air forces and other established air forces of the world in flying and table top exercises, training courses, exchange visits, seminars, etc, for better understanding and cooperation in regional security issues as well as professional growth. It projects the image of India as a partner in maintaining regional peace and stability.

RELENTLESS JOURNEY OF EXCELLENCE SINCE 1964 part of the ‘Two-Aircraft Three-Stage’ training pattern? CAS: The IAF has a requirement of 183 basic trainer aircraft (BTA). 75 Pilatus PC-7 Mk-II BTAs have already been inducted and procurement of additional 38 Pilatus PC-7 Mk-II through ‘Option Clause’ is progressing well. The balance of 70 BTAs are planned to be made good by indigenous HTT40 manufactured by HAL. The first test flight of HTT-40 has recently been carried out. As per the timelines projected by HAL, developmental flight trials are likely to be completed by June 2018. Timelines for its induction into the IAF will be formulated based on the progress of developmental flight trials. Adequacy of HTT-40 aircraft performance for ‘Two-Aircraft Three-Stage’ training will be assessed in due course. The IAF is working very closely with HAL to ensure that the project is a success, which will not only meet IAF’s basic training needs, but also that of friendly foreign air forces. Our objective is to make the HTT-40 as good as the Pilatus PC-7 Mk-II, if not better, so that it meets our ‘Two-Aircraft Three-Stage’ training pattern requirements.

SP’s: Now that you have yourself formally validated the LCA Tejas, what are the plans to build up a fleet of this platform with credible operational capability and in a respectable time frame? Is the HAL (Hindustan Aeronautics Limited) capable of fulfilling the aspirations of the IAF in respect of SP’s: Has the project to develop the intermediate jet trainer this aircraft? CAS: At the outset, let me state that the formation of first Te- (IJT) for the IAF been cancelled or is there a possibility of jas squadron on July 1, 2016, was indeed a proud moment this platform becoming a reality in the future? for the IAF, Defence Research and Development Organisation CAS: The IJT has encountered design problems with respect (DRDO), HAL and the nation. At present, we have started in- to certain flying characteristics. After undergoing structural modifications, the aircraft would need ducting Tejas in the initial operational to be flight tested again for handling clearance (IOC) configuration. While it is characteristics and performance in its a good beginning, focused developmental entire flight envelope. Since the timeline efforts are required to ensure that the TeThe strategic footprint for induction of the IJT cannot be prejas expeditiously meets its envisaged full dicted at this stage, the IAF has initiated performance and combat capability. and capabilities of the a process for conducting ‘Two-Aircraft Full performance of Tejas aircraft will IAF also serve ends of Three-Stage’ flying training pattern on be validated during its final operational the PC-7 Mk-II and the Hawk AJT. Limclearance (FOC), which is planned to be military diplomacy and ited numbers of flight cadets have alcompleted shortly. Apart from 20 aircraft nation-building ready started training on this pattern each, contracted in IOC and FOC configuand the numbers will gradually grow ration, we are planning to procure addiwith increase in the number of PC-7 tional Tejas Mk-1A aircraft with improved Mk-II aircraft. The outcome of the new capabilities to equip four more squadrons. HAL has chalked out plans to enhance its production training pattern so far has been encouraging and we hope to lines to ensure their induction in the expected time frame. We formalise the pattern soon. are certain that with renewed confidence and vigour towards the ‘Make in India’ initiative, production of Tejas aircraft would SP’s: The nine-tonne payload capacity Airbus C295 to be be enhanced to meet the requirements of both the IAF and of manufactured in India to replace the Avro could be a good replacement of the An-32 as well. In this context, does the friendly foreign countries. project to develop the multi-role transport aircraft jointly by HAL and UAC of Russia continue to be relevant, especially SP’s: The Minister of Defence has stated publicly that as there appear to be serious impediments in its progress? apart from the Rafale and the Tejas, India is exploring the CAS: The Airbus C295 aircraft to be manufactured in India is possibility of manufacturing one or two other fighter jets for replacement of IAF’s transport aircraft in the five- to tenin the country. What is the current status of this vision tonne payload capacity. The multi-role transport aircraft (MTA) especially in view of the already depleted strength of the project with Russia is to address the requirement of a transport combat fleet? CAS: The Ministry of Defence (MoD) is preparing a road map aircraft in the 15- to 20-tonne payload capacity. The issues refor induction of fighter aircraft into the IAF with the aim to lated to the development of MTA are under discussion with the build up to the sanctioned strength of 42 fighter squadrons at Russian side. the earliest. Various options are being considered and manufacturing of an additional type of fighter aircraft under the SP’s: What have been the major takeaways for the IAF in ‘Make in India’ initiative is also being actively explored by the two recent joint air exercises, i.e. Red Flag in the US and Desert Eagle-II in the UAE? the government. CAS: The IAF contingent performed exceedingly well in the two international exercises and was able to meet all the laid SP’s: The indigenous HTT-40 basic trainer aircraft having down objectives. In Ex-Red Flag 16-1, for the first time, the IAF taken to the skies in June 2016, in what time frame and not only deployed the highest number of aircraft in an internanumbers would this aircraft be inducted into the IAF? Is tional exercise, but it was also for the first time that two types the performance of this platform adequate for it to be a

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ISSUE 9 • 2016

IAF Special

CAS Interview of fighter aircraft were deployed simultaneously. Deployment and de-induction from Alaska, which is more than 20,000 km away, flying across three continents and through the airspace of more than 15 countries has showcased IAF’s strategic reach. It was also unique in terms of the environment in Alaska, which was a new operational and maintenance experience for the IAF. Post Ex-Red Flag, on the way back to India, an element of the contingent comprising Su-30MKI aircraft carried out Ex-Desert Eagle-II with the UAE Air Force. The execution of the ‘Hop Exercise’ concept of coupling two exercises as part of an overseas deployment, allowed us to maximise training value while accruing significant cost savings. Exercises like these are of immense learning value to all the participating forces. While we gained professionally by imbibing operational and maintenance practices relevant to our scenario, I am sure our partners also learned a lot from us. Apart from the professional gains, such exercises and interactions also allow us to build bridges of friendship with other air forces. These two exercises have enhanced the professional image of the IAF and the nation.

CAS: The creation of CDS is an incremental process and has been supported by the three Services and other agencies. As per the Naresh Chandra Task Force’s recommendations, the Permanent Chairman COSC would be one of the three Service Chiefs appointed by the government and will be the singlepoint contact between the government and the three Services. He would thus be the fourth four-star officer who would also be responsible for the various Tri-Service Operational Commands. The Service Chiefs will continue to exercise operational control and staff functions over their respective Services. The proposed set up will allow HQ IDS under Chairman COSC to function as an effective advisory system to the government on matters of policy, joint acquisitions, joint capability building and training. The proposal is under consideration by the government.

SP’s: Have any new steps been taken to improve jointness among the three Services which is relatively a weak area? CAS: There has been continuous interaction and harmonisation among the three Services. Adequate progress has been made to integrate combat platforms and assets to enhance the potential not only of the three Services, but also among the other stakeholders entrusted with the defence of our nation. It SP’s: What steps are being taken to enhance the state of cannot be denied that a lot more needs readiness of the IAF to counter the to be done. The focus is on enhancing threat to national security emanating jointness and the three Services are from China singly or in collusion with increasingly taking part in large-scale Pakistan? joint military exercises, like Ex-Live CAS: India is a peace-loving country. Strength is very Wire in October-November 2015, Ex-Jal We have always wanted peace, stabilimportant and to my mind Prahar and various Command level Exity and tranquillity in the region as this it is not specific to any ercise With Troops (EWT) of the Army to will ensure that economic development validate concepts of joint operations. takes place and the quality of life of the country. Towards this, The three Services are also striving people improve in the region. However, we have the long-term to strengthen the joint structure which is unfortunately we have been drawn into continuously evolving with the advanceconflicts in the past due to the historical perspective plan of the ment in technology and communications. baggage. Today, we have to be prepared IAF which aims to develop Apart from the three proposed Tri-Serfor conventional, subconventional and the IAF into a potent air vice Commands on Special Operations, non-conventional threats. Cyber and Space, there are a lot of meaIndia needs to prepare itself to deter and space force. sures, which are being undertaken for a conflict and the best way to do so is to enhancing the synergy amongst the three have capability. It is the comprehensive Services. The procurement process of national power, which includes military platforms, weapons and assets amongst power, that will prevent a conflict in the region. Strength is very important and to my mind it is not spe- the three Services has been streamlined to ensure commonality cific to any country. Towards this, we have the long-term per- of equipment and operating procedure. The Defence Communispective plan of the IAF which aims to develop the IAF into a cation Network, a dedicated joint communication network, has recently been operationalised. Substantial progress has been potent air and space force. made on collective utilisation of spare assets and towards a synergised spectrum of operations exploiting the strength of indiSP’s: What is the status of the proposal to set up an Aerovidual Services and ability to appreciate each other’s limitations. space Command? Where is it likely to be located and what broadly will be its responsibility? CAS: Formation of a Tri-Services Space Command needs to be SP’s: The light helicopter fleet of all three Services needs expedited to provide impetus for enhancing military capabilities immediate replacement. While there have been a number of through utilisation of space-based assets. MoD has communicat- initiatives to address this problem, has there been any real ed that formation of Space Command will be considered in due progress on the ground to mitigate this problem? course. In the interim, a case is being processed for expanding CAS: To address the light utility helicopter fleet requirements Integrated Space Cell (ISC) at HQ IDS to Defence Space Agency of the Indian Army and the IAF, 200 Kamov 226T helicopters (DSA). DSA is proposed to be headed by a two-star officer placed are planned for induction under an umbrella of Inter-Governdirectly under the Chairman of the Chiefs of Staff Committee mental Agreement (IGA) between India and Russia. Out of the (COSC). It will perform the role of a Tri-Service Nodal Agency 200 helicopters, 60 would be acquired in flyaway condition and the balance 140 would be co-produced through a joint venture and will form the nucleus for future Space Command. (JV) between the Russian companies and HAL. Discussions are in progress between HAL and the Russian companies to work SP’s: The issue of the appointment of Chief of Defence Staff out the various modalities to finalise the JV agreement for co(CDS) has been under consideration for several years. What production of Ka-226T helicopters. SP is the current status of the proposal?

ISSUE 9 • 2016

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IAF Special

CAS Conference

CAPABLE TO HANDLE ANY ADVERSARY The Indian Air Force Chief (IAF) Arup Raha addresses a press conference on the upcoming Air Force Day celebration in New Delhi • This Air Force Day will see the debut of LCA Tejas and Red Arrows in the flight display, apart from the other machines adorning the sky • The Chief of the Air Staff (CAS) describes Rafale as exceptional • Jaguar upgrade in fast lane

Photograph: IAF

Addressing a press conference in New Delhi, Air Chief Marshal Arup Raha, CAS and Chairman Chiefs of Staff Committee, was quite upbeat on the upgrades. He said: “Upgradation of Jaguar fighter aircraft have picked up speed. The existing engine is under power and the upgradation with Honeywell engine will render a new lease of life. We intend to use these for next two decades.” Mirage 2000 and MiG-29 upgrades are already taking place. The CAS said, “Any air force will be proud to have an aircraft such as Rafale. This medium-range fighter has exceptional features and capabilities with its weapons capability, air-to-air missiles, beyond visual range, air-to-ground, its avionics, and electronic warfare suite, it is one of the leading aircraft of the current generation.” As for inducting more Rafale jets into the IAF, he said, “The decision will be taken in near future. We wish to have a thorough mix of the fighters, we have large – Sukhoi 30, medium – Rafael and light – Tejas, replacing the legacy MiG-21. IAF has finalised an order of 36 Rafale jets from France and plans to induct 106 Tejas including the upgraded version.” The €7.9 billion (`58,000 crore) deal for 36 Rafale jets was signed on September 23, 2016. The new planes will provide the IAF with enhanced air defence and strike capability. On the Sukhoi/HAL fifth-generation fighter aircraft (FGFA) being developed jointly by India and Russia, he said, “IGA (intergovernment agreement) has been signed with the mission side for

ISSUE 9 • 2016

the production. FGFA has fifth-generation technology, including stealth, super-cruise, advanced sensors, networking and combat avionics. There were some anomalies in the documentation and costs, all issues are being discussed at the R&D stage. There is a lot of clarity and we are progressing well.” Answering a question on the integration of BrahMos missiles with the Su-30MKI, the CAS said, “We hope to fire a live missile in three to five months.” He also spoke about offers that India has received from Boeing, Saab and Lockheed Martin to manufacture fighter aircraft in India and said the company which offers the best deal will be selected. The IAF will be looking for a production line with a proper transfer of technology, enabling India to become a hub for manufacturing and MRO as well as offering capability and services to the other air forces. The CAS said he hoped the government would resolve the issues related to the Seventh Pay Commission very soon. He refused to answer any questions on the recent surgical strikes across the line of control saying it was an “operation sensitive issue”. He parted with saying, “Our capability is not country specific, the capability is to deter any adversity. The armed forces are ready to deal with any challenge.” The CAS said it would have been better if the IAF’s wish list was rewarded. SP

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IAF Special

force multipliers

Predator UCAV

MULTIPLYING EFFECTIVENESS

Photograph: USAF

The IAF needs to start planning for emerging force multipliers such as Directed Energy Weapons (DEW) including high power lasers (HPL) and high power microwaves (HPM)

BY Joseph Noronha

The Indian Air Force (IAF) has set its sights on becoming a true strategic force. Consequently, apart from increasing the strength and capability of its combat squadrons, it needs various assets to further enhance its operational potential, power and reach. These are covered by the umbrella term “force multipliers”. According to Wikipedia, “Force multiplication refers to an attribute or a combination of attributes which make a given force more effective than that same force would be without it.” And the avenues the IAF has embarked on to multiply its effectiveness include airborne warning and control system (AWACS) aircraft, flight refuelling aircraft (FRA), precision guided munitions (PGM), electronic countermeasures (ECM), unmanned aerial vehicles (UAV), stealth technology and military satellites. How do force multipliers increase the effectiveness of the IAF?

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Multiplying Reach FRA systems are a good example. If advanced jets like the IAF’s Su-30MKI can be refuelled whilst in flight, they can take-off with greater payload, remain airborne longer, and fly farther. Since 2003, the IAF has enjoyed this major multiplier of its combat effectiveness, especially considering out-of-area contingencies and potential operations against China. The 78 Valorous MARS (MARS stands for Mid-Air Refuelling Squadron) based at Agra has six IL-78MKI and each can refuel six to eight combat aircraft in a mission. But since only four tanker aircraft may be operational at any given time (perhaps less considering the dismal serviceability of most Russia-sourced IAF assets) they are grossly inadequate to meet the needs of the IAF’s front line squadrons. However, all efforts to induct more FRA have failed to fructify. In August, the government decided to scrap for the second time,

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IAF Special

force multipliers a $2-billion tender to induct six Airbus A330 MRTT aircraft. The highly capable MRTT has a fuel capacity of 1,11,000 kg, plus space for the carriage of 45,000 kg of cargo and can refuel a variety of aircraft. It was selected following a lengthy process, including demonstrated aerial refuelling of several types of IAF fighters. There is some hope that the direct foreign military sales procurement route may be employed to obtain these urgently needed FRA. Multiplying Power and Punch The number of combat squadrons in the IAF is dwindling and although remedial steps are underway, the situation is likely to get worse before it gets better. The IAF can mitigate the shortfall to some extent by enhancing its offensive capability against high-value targets. Most IAF combat jets have advanced ECM systems to help them penetrate the formidable Chinese and Pakistani air defence environment. Further, the IAF would like to induct stealthy platforms like the Advanced Medium Combat Aircraft (AMCA). Another way to avoid running the gauntlet of lethal terminal defences is to use long-range stand-off missiles. Not only do such PGMs enhance the punch and survivability of the strike force, but also reduce the enemy’s defensive options. The IAF may soon have a deadly weapon that its adversaries neither possess nor can adequately counter. The Indo-Russian BrahMos is a highly-destructive, stealthy Mach 2.8 cruise missile that is hard to defend against. It is supersonic even while skimming the surface of the earth and can slice a small warship in half. Although its range is restricted to 300 km in compliance with Missile Technology Control Regime restrictions, there is no technical reason why it cannot be enhanced. The 2,550-kg airlaunched BrahMos-A variant can be used against land targets like command and control centres, missile batteries and radar stations. The Su-30MKI is currently under testing to carry the missile and about 40 Sukhoi aircraft will be modified for the purpose. The under-development BrahMos-NG is smaller and faster and may be carried by smaller fighters like the Mirage 2000 and the Tejas. A scramjet-powered hypersonic Mach 7 BrahMos II missile is also under development. Multiplying Early Warning So long as the IAF had only ground-based radars, it was difficult to obtain adequate early warning against intruding aircraft, cruise missiles and UAVs. All that changed in 2004 when the Indian Government signed a $1.1-billion deal with Russia and Israel for three Phalcon AWACS. The A-50EI system consists of the Israeli EL/M2075 Phalcon radar mounted on an upgraded Russian Ilyushin Il-76TD jet. It has 360-degree coverage and over 400-km range. However, these three AWACS are inadequate, considering the country’s vast size and long land or sea frontiers that are vulnerable to hostile activity. China has 20 AWACS of varying capability and is increasing their number. Even Pakistan has four Chinese ZDK-03 (KJ-200) AWACS and four Swedish Saab2000 AEW&C aircraft. In March 2016, the Cabinet Committee on Security (CCS) approved the $1.1-billion purchase of two more Phalcon AWACS and four radar-equipped aerostats for low-level surveillance. Early warning will be further enhanced with the September 2015 approval of the IAF’s `8,000-crore Integrated Air Command, Control and Communications System (IACCCS). It will integrate data and images from all surveillance platforms and resources across the country. The Defence Research and Development Organisation (DRDO) has been struggling for over two decades to develop indigenous airborne surveillance systems, without much success. DRDO is currently working on three airborne early warn-

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RELENTLESS JOURNEY OF EXCELLENCE SINCE 1964 ing and control (AEW&C) systems using the Embraer EMB-145i regional twinjet and they are now undergoing final trials. This platform will provide 240-degree coverage and the IAF could eventually acquire a dozen or more such systems. Of far greater significance is the `5,113-crore indigenous large AWACS project in which two Airbus A330 jets will be equipped with 360-degree coverage AESA (active electronically scanned array) radars. Though the project was cleared in March 2015, it still remains on the drawing board and is unlikely to reach fruition for almost a decade. Multiplying Unmanned Capability Militaries around the world and not a few non-state actors and terrorist outfits like ISIS, Hezbollah and Hamas are enthusiastically inducting UAVs. The advantages are well-known: lower cost, greater flexibility, ease of deployment, as well as enhanced situational awareness, improved targeting and superior command and control capability. It is only a question of time before terror groups begin deploying UAVs by the hundred and even start arming them. The three defence services reportedly plan to purchase 5,000 UAVs over the next ten years. At present they have small numbers of Israeli Searcher and Heron surveillance UAVs. The IAF also has a few Harpy anti-radar armed UAVs that self-destruct on impact. The most heartening prospect for the IAF is the possibility of acquiring US Predator unmanned combat aerial vehicles (UCAVs) following India’s entry into the Missile Technology Control Regime in June 2016 and the signing of the Logistics Exchange Memorandum of Agreement (LEMOA) with Washington in August. UCAVs would help the IAF engage high-value targets with minimum collateral damage and without risking pilots’ lives. The IAF’s long-term hopes are pinned on the indigenous Rustom-2 UAV which could later acquire UCAV capability. After missing many deadlines, Rustom-2’s first flight is due any day at the Chitradurga test range in Karnataka. However, making it operational may take months if not years. It is a large UAV with a range of 250 km and DRDO scientists are still struggling to reduce its weight so that it may carry all the planned sensors. Of particular worry for India is China’s very large and ambitious UAV/UCAV programme that encompasses dozens of systems of all sizes, roles and capabilities. And, as has been seen with so many other weapon systems, Pakistan will probably succeed in wangling most or all of its unmanned system needs from China. Multiplying Multipliers Force multiplication basically means getting more from less. Since the IAF’s combat strength cannot be increased in a hurry, it is pulling out all the stops to boost its force multipliers. Ultimately, its operational effectiveness will depend on them. It is also pursuing tri-Service cooperation and networking to further exploit the capabilities of force multipliers like UAVs and satellites. The next military satellite GSAT-7A is earmarked for the IAF. When launched by 2017, it will give India a significant edge over Pakistan in the military exploitation of space. China is already streets ahead with perhaps 25 military satellites in orbit. However, a force multiplier is most effective when one side has it and its adversaries don’t. That is why the IAF needs to start planning for emerging force multipliers such as DirectedEnergy Weapons (DEW) including high power lasers (HPL) and high power microwaves (HPM). Furthermore, the effectiveness of force multipliers may be considerably reduced if the adversary adopts countermeasures. Systems to detect stealth aircraft and small UAVs are already becoming available. Therefore, the IAF needs to constantly strive to remain ahead or at least abreast of the competition. SP

ISSUE 9 • 2016

IAF Special

Operations

Mirage 2000 in flight

COMBAT PREPAREDNESS OF THE IAF The present state of combat preparedness of the Indian Air Force is not adequate to successfully execute air operations on two fronts simultaneously BY Group Captain B. Menon (Retd)

T Photograph: Dassault Aviation

The role of the Indian Air Force (IAF) is to employ military air power to achieve national objectives in war and in peace. Combat preparedness is the extent of its ability to execute assigned tasks in wartime. The peacetime deterrent it projects is a key ingredient in dissuading a potential adversary from resorting to war as an option. Combat preparedness has to be in relation to the intentions and capabilities of potential adversaries. Since the IAF will most probably not have a first strike option, the levels of combat preparedness have to cater for this disadvantage. Adversaries and Intentions The main threat is from adversaries in the neighborhood which are Pakistan and China. Both are major military players in South Asia. Pakistan is an economic disaster with its military capabilities far in excess of its economic status. Given its hostility towards India, it will continue to be a military threat. China is an economic powerhouse with a powerful military totally controlled by the Communist Party. It has shifted from a stated policy of national defence to one of aggressive power projection well beyond its borders. Capabilities The Pakistan Air Force (PAF) The PAF has a relatively modern core of fighters consisting of F-16 variants, Chinese JF-17 Thunder and some FC-20/J-10 variants. Possible inductions in the future could be Chinese stealth J-20 and J-31 fighters and the Russian Su-35. It has

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beyond visual range (BVR) missiles and capabilities of night attack, inflight refuelling and airborne warning & control (AWACS) aircraft. Unmanned aerial vehicle (UAV) assets exist with possible weaponisation in the near future. Surface-to-air missile (SAM) modernisation includes induction of the Chinese version of the Russian S-300 system. The combat force could increase to close to 400 in the future. Pakistan has a sizeable inventory of short range and some medium range surface-tosurface ballistic and cruise missiles with nuclear warheads. A first use option appears to be part of their doctrine. People’s Liberation Army Air Force (PLAAF) After the reorganisation of Chinese Military Theatre Commands early in 2016, a single command, the Southern Military Command, now has control over all forces deployed on the southern border with India. It is an economic superpower with valuable assets vital to national survival concentrated along the south-east coast, where they are most vulnerable. Modern fighter assets of the PLAAF include the Su-30 MKK, Su-27, Shenyang J-16, Shenyang J-11, Chengdu J-10 and Shenyang J-8/F-8. Stealth fighters include the J-20 due for induction in 2018 and the J-31. BVR and night attack capabilities exist. Bombers include the Xian JH-7 and 7A and the Xian H-6K nuclear capable cruise missile carrier. The PLAAF is also ramping up further its air refuelling, AWACS and electronic intelligence (ELINT) capabilities. In the UAV realm, it has inducted both medium and

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IAF Special

Operations high altitude long endurance UAVs as well as weaponised ones. Attack helicopters include the WZ-10. SAMs include Chinese variants of Russian S-300 and the new S-400 systems, with some units deployed opposite the Indian border in Tibet. The Chinese surface-to-surface nuclear capable cruise and ballistic missiles inventory far exceeds anything India has in terms of payload, range and numbers. Interceptor and attack fighters total upwards of 2,300. More than numbers which have always been large, the PLAAF combat aircraft now include late third- and fourth-generation types that are much more potent than fighters in service 15 years ago. China also has extensive cyber warfare capabilities. The Indian Air Force Available Assets The combat aircraft fleet of the IAF is in a period of transition with a large segment of fighter assets such as MiG-21 variants and MiG-27s, overdue for phasing out. The rate of replacement is lagging far behind the rate of retirement from service. Combat aircraft levels are at 35 squadrons, likely to reduce to 25 by 2022. If all procurement plans fructify, the required 42 squadron strength may only be achieved by 2032. Can it be ensured that there will be no war till then? The bulk of the newer generation fighter fleet of the IAF consists of 272 plus Su-30MKIs. Mirage 2000s, MiG-29 UPGs and Jaguars make up the rest. The Tejas Mk-1 with a sub-optimal capability has just made a symbolic debut and induction rates of this type will not match the phasing out rates of the older aircraft when their withdrawal accelerates in 2018. The situation with regard to SAM systems is not satisfactory with the older Pechora and OSA systems obsolete. However induction of the Akash SAM system is in progress and the Russian S-300 and S-400 systems may also become available. Attack helicopter availability is a problem area. A handful of AH-64 Apache helicopters will not meet our requirements. A lighter platform

Enhanced Capability

contract for the supply of 36 Rafale jets for the IAF in flyaway condition from Dassault Aviation of France was signed on September 23, 2016. The aircraft will be equipped with the potent RBE2AA AESA radar. The deal includes the supply of Meteor BVRAAMs with 100-km plus range, Scalp air-launched subsonic cruise missiles with 560-km plus range, MICA missile from MBDA, towed decoys, ECM packages, Israeli developed helmet-mounted sight and possibly an array of other weapon systems yet to be disclosed. The support package caters for operation of the aircraft from two airbases in India. Guarantees by Dassault include a minimum of 75 per cent fleet serviceability. Delivery of the aircraft will begin by end 2019 and will be completed by mid-2021. As the number is currently restricted to just 36, it will add a limited but powerful punch and enhance the operational capability of the IAF in the conventional role. However, its contribution in the nuclear weapons delivery role will be significant. The state in which the combat fleet of the IAF is in today, it would have made more sense to induct the originally projected 126 platforms as the IAF certainly needs many more platforms with similar or better capability. However, at this point in time, something is perhaps better than nothing! 

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RELENTLESS JOURNEY OF EXCELLENCE SINCE 1964 with better high altitude capabilities is urgently needed to support the Army in the mountains. Air refuelling and AWACS assets are not sufficient to support extensive fighter operations. Replacements of obsolete transports and helicopters are long overdue. Comparison of Capabilities The numerical superiority and technological edge the IAF has over the PAF is rapidly evaporating with near parity in terms of combat aircraft. The technological edge over the PLAAF has disappeared. Numerical inferiority has always existed. Considering the threat scenario, the ideal requirement is for the IAF to be able to handle simultaneous short duration conflicts with a major conflict against Pakistan in the west and a containment action against China in the north and north-east. In another scenario, the IAF should at least be capable of deterring one adversary while containing the other. It has been assessed by the IAF that a two-front conflict is currently beyond its capabilities. Possible Remedies Possible options are to increase the strength of the Su-30MKI fleet or procure platforms from Western sources with possible licence manufacture. There is also a danger associated with overdependence on one platform. Improving Aircraft Serviceability. The serviceability rates of the Su-30MKI fleet is at an unacceptable 50 per cent with problems in major areas such as engines and control systems. Drastic action is required to correct this situation with all stakeholders working in unison. Precision Guided Weapons (PGMs). These smart weapons are essential in modern warfare. High altitude, high speed attacks using PGMs proved their worth in Kargil even though it took a lot of improvisation. The IAF needs to equip and train for such attacks. PGMs have been in short supply and more need to be procured. Induction of Weaponised UAVs. This process of weaponised version of UAVs needs to be accelerated. The United States seems to have already agreed to supply Predator class systems. Local development has to be prioritised so as to avoid sanctions on supplies in the future. Other Issues Training. Realistic training and use of mission simulators has fortunately caught on with the IAF. This momentum needs to be maintained. With low aircraft availability, this becomes vital. Manning Levels. The combat aircraft to pilot ratio is 1:0.81, lower than the sanctioned 1:1.25. Considering the long gestation period of training, this could become a problem if steps are not taken to address the issue. Infrastructure and Aircraft Security. Using ill-equipped personnel to guard vital assets is an invitation to disaster. Induction of electronic surveillance, strict access control and deployment of a effective force needs to be done. Summary The present state of combat preparedness is not adequate to successfully execute air operations on two fronts sumltaneously. The main problem is lack of sufficient numbers of modern combat aircraft. Compounding it is the prospect of further depletion of assets in the near future. In addition, poor serviceability rates of the most potent type in the combat fleet has further degraded combat preparedness. The problem has become a crisis mainly because of delayed and at times faulty decision making, often by those who are unable to grasp the requirements of modern air warfare. SP

ISSUE 9 • 2016

IAF Special

viewpoint

RAFALE DEAL

Rafale – Finally a Reality! The Rafale combat jet packs a powerful punch that will be a potent force multiplier for the IAF and a deterrent for the Pakistan Air Force

S Photograph: Dassault Aviation

‘any Air force will be proud to have an aircraft such as Rafale. This medium range fighter has exceptional features and capabilities.’ In regard to adding more Rafales to the squadrons, he said, ‘the decision will be taken in near future.’ — Air Chief Marshal Arup Raha at a press conference on October 4, 2016, in New Delhi

September 23, 2016 was indeed a red letter day for the Indian Air Force (IAF ) as it was on this day that the long-awaited contract for 36 Rafale combat aircraft was signed between the Governments of India and France. The Euro 7.8 billion (`59,000 crore) deal was inked at Delhi by Manohar Parrikar, the Indian Minister of Defence, and his counterpart Jean-Yves Le Drian, the Minister of Defence of France who had flown down to India with his delegation specially for this historic occasion. Delivery of the aircraft is expected to commence in three years and to be completed in 66 months from the date the contract was signed. With the finalisation of this order, India would be the third international customer for this aircraft, the other two being Qatar and Egypt. For the IAF, this is the second major milestone crossed in the year 2016, the first being on June 18 when breaking all traditional barriers, three young women were commissioned as fighter pilots! The Rafale is a four-plus generation, twinengine, canard delta wing, medium multi-role combat aircraft that has a range of over 3,700 km. With its capability to receive fuel in flight, its operational range can be enhanced significantly making the platform capable of undertaking deep strike into both Pakistan and China. The aircraft that can fly at speeds up to Mach 1.8, will come equipped with state-of-the-art weapon systems such as the MICA air-to-air missiles manufactured by MBDA and the Meteor which is an advanced, beyond visual range airto-air missile (BVRAAM) with a range of 150 km. It will also have the SCALP which is an airlaunched cruise missile with a range of over 300 km. The version of the Rafale combat jet the IAF is to receive will have 14 hard points for carriage of bombs and missiles as also drop tanks. Fitted with an active electronic scanning array (AESA) radar manufactured by Thales, that has a target detection range of at least 130 kilometres and it can simultaneously scan and track several targets such as aircraft and incoming missiles fired by enemy aircraft or launched from the ground. The array weapon systems that the Rafale of the IAF will field will be a game changer for India as neither China nor Pakistan currently possess such capability.

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Today, the combat fleet of the IAF is deficient by around 200 aircraft and with the older fleets being overtaken by obsolescence and retired from service progressively, the deficiency could go up to 300 aircraft by the end of this decade if no substantial inductions are made and soon enough. If the induction of Rafale jets is limited to just 36, this contract will only provide partial relief to the distress that the combat fleet of the IAF is in today, and that too only after fiveand-a-half years by which time all 36 Rafale jets ordered is scheduled to be operational with the IAF. The immediate excitement notwithstanding, the IAF is unlikely to be in a position to draw much comfort from this contract and in all likelihood will press for more. After a decade-and-a-half of effort, the Rafale has finally become a reality for the IAF! However, what is noteworthy is that the deal has been clinched at a time when there is a huge spike in the tension on the borders between India and Pakistan. Hopefully, the government will not stop at just 36; but go for at least additional 90 such platforms that ought to be manufactured locally under Prime Minister Narendra Modi’s ‘Make in India’ scheme. However, even with the small numbers inducted, the fleet of 36 of the versatile Rafale combat jet that packs a powerful punch, will definitely serve as a potent force multiplier for the IAF as a whole and of some deterrence value for the Pakistan Air Force. SP

—By Air Marshal B.K. Pandey (Retd)

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IAF Special

RAFALE & INDUSTRY

RAFALE SPIN-OFFS WILL MATTER “What matters is the result: an agreement that paves the way for unprecedented industrial and technological cooperation between our two countries, including the ‘Make in India’ in which French companies will be fully involved.” —French Defence Minister Jean-Yves Le Drian

Photograph: Dassault Aviation

BY R. Chandrakanth

The Rafale aircraft is categorised under ‘complex product systems’ (CoPS) and very few nations have ‘mastered’ the science of manufacturing military aircraft. Military airplanes are complex platforms with high performance engines, advanced composite material airframes, mind-boggling avionics, sophisticated radars, advanced combat systems, and lethal weaponry. The quantum of research and development to build an aircraft is humongous and some of these companies have invested heavily and continue to invest in R&D. India is just about showing signs of that capability with the light combat aircraft, but it has a long

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way to go before it can really build an aircraft from scratch. And when on September 23, 2016, India and France inked the contract for purchase of 36 Rafale fighter jets from Dassault Aviation for $8.7 billion, it was historic for two reasons – one, the Indian Air Force would be soon increasing its squadron strength at least by two and the second reason being that it would help create an ecosystem for developing a military aircraft industrial base. This was aptly summed up by the French Defence Minister Jean-Yves Le Drian who in an interview said: “What mat-

ISSUE 9 • 2016

IAF Special

RAFALE & INDUSTRY At the time of going to the press, we have news that Dassault Aviation and Anil Ambani’s Reliance Group announced the creation of a joint venture (JV) in India. This new JV called ‘Dassault Reliance Aerospace’ will support Prime Minister Modi’s ‘Make in India’ and ‘Skill India’ policies and develop major Indian programmes with high levels of technology transfer to benefit the entire aerospace sector. “The formation of this JV with Reliance Aerospace led by Anil Ambani’s Reliance Group illustrates our strong commitment to establish ourselves in India and to develop strategic industrial partnerships under the ‘Make in India’ policy promoted by the Indian Government,” declared Eric Trappier, Dassault Aviation Chairman & CEO. “We are delighted to partner a world leader in aviation like Dassault Aviation, and a visionary leader like Eric Trappier. This is a transformational moment for the Indian aerospace sectorand for Reliance Infrastructure’s subsidiary Reliance Aerospace,” said Anil Ambani, Chairman of the Reliance Group. The venture is expected to lead to a quantum jump in aerospace manufacturing by way of setting up assembly lines and components. There are likely to be other offset partners which may open up opportunities for the micro, small and medium Creating an ecosystem It is only now that India is talking increasingly of first developing enterprises through sourcing and contracting. The JV, it is an ecosystem for Indian aviation. This new found enthusiasm in believed, would focus on aerostructures, electronics and engines the private sector and also the realisation of the public sector and add to the infrastructure and supply chain in India for the to join hands with the private sector in creating an ecosystem aerospace sector. An integrated facility is to be set up at Reliance’s Special Economic Zone in Nagpur. for aerospace are going to transform the Commenting on the Rafale contract, aviation sector. The Rafale deal is going to Puneet Kaura, Managing Director & CEO, be part of this bigger picture. Samtel Avionics, has said: “The offset To build an aviation industrial base, The offsets will be clause of 50 per cent in the Rafale deal there are several routes, but one imperacarried out by French will provide a great opportunity for indigtive is a knowledge-base: technological companies Safran, enous manufacturers such as us who for ‘make’ and production for ‘buy’. The have put in years of effort in developing foreign OEM certainly influences technolThales, MBDA and world-class technology within the country. ogy acquisition mode and also the course Dassault, all part of the It further outlines the commitment made of co-development and co-production and by the Indian Government to promote the Dassault Aviation is going to be placed in Rafale project Indian manufacturing industry and supa unique position as it has long strategic port indigenisation of defence needs of relations with India, beginning with the the country. The future also holds a possiIAF acquiring Mirage aircraft. bility for India to become a global manufacturing hub for these fighter planes in case there is successful transfer of technology.” Technology and capital-intensive This means a lot of business and job opportunities in India. Fighter aircraft are not only technology-intensive but also capital-intensive, besides strong R&D foundation. They shape and The offset will be spread over a period of seven years. The offenable modern industrial and economic programmes with the sets will be carried out by French companies Safran, Thales, introduction of new technologies. The aviation sector requires MBDA and Dassault, all part of the Rafale project. As per the a wide range of technology, in fact state-of-the-art technology initial agreed points, the French have offered to provide stealth, across all disciplines—mechanical, electronic, computer sci- radar and thrust vectoring for missiles technologies besides ence, materials, engineering, etc. The choice is between inter- others to DRDO and domestic defence firms. The road ahead seems co-development and co-production. nal development and external development – ‘Make’ or ‘Buy’ approach and these two options are closely related with the With business opportunities opening up in aviation, it is indeed very first stage of the aircraft industry development. According time for the public sector and private and the foreign OEM to to a study ‘Buy’ is the most preferred mode of initial acquisition, join hands. The Director (Operations) of HAL, S. Subrahmanas some countries begin with “maintenance shops, move next yan, said that HAL was working on creating an ecosystem as to the assembly of imported planes, and to the manufacture it had the wherewithal. Stating that HAL was already supportunder licence of military planes for the local market with some ing a number of Tier-II and Tier-III vendors, it would be in the eventually doing subcontract work for major aircraft produc- larger interest if HAL started looking at Tier-I. Air Vice Marshal P.K. Srivastava (Retd), Vice President, ers” (Moxon 1987; Frischtak 1994). Defence and Aerospace Division, Larsen & Toubro Limited, said that if HAL is going to share business with private vendors then Offsets to spur sector growth Also offset agreements are one of the most prevalent technology it would be a great stimulus to the aerospace sector. The vendor transfer modes in military aircraft industry. In the Rafale deal, base was around 358 of HAL and the order inflow to the private which comes with a 50 per cent offset clause, that translates to sector was ‘a trickle’. “Unless Tier-I happens within the country, defence growth will remain where it is.” SP businesses worth over 3.5 billion euros for Indian companies. ters is the result: an agreement that paves the way for unprecedented industrial and technological cooperation between our two countries, including the ‘Make in India’ in which French companies will be fully involved.” The deal, indeed, has been a masterstroke by the Indian Prime Minister Narendra Modi who has been aggressively marketing to the world and also to domestic entrepreneurs on how important the ‘Make in India’ programme is, even while we may be importing products and solutions that are high technology and not readily available or not easily transferable. There is no escaping the fact that for the foreign original equipment manufacturer this would translate into big business and when there is going to be co-development and co-production it would translate into huge benefits in the aviation sector in the not so distant future. The Chairman & CEO of Dassault Aviation, Eric Trappier said in an interview: “It is 36 at the moment. We feel that we can create a strong industrial partnership in India, we know very well the large number of aircraft that the IAF needs. Yes, of course. We will see how we can carry forward with the ‘Make in India’ initiative. We are open to manufacturing Rafales in India.”

ISSUE 9 • 2016

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IAF Special

Strategic Bomber

SUPER POWERFUL: B-52 STRATOFORTRESS STRATEGIC BOMBER

DOES THE IAF NEED A STRATEGIC BOMBER? Nuclear deterrence remains a preoccupation with Indian strategic thought due to threat from hostile neighbours Pakistan and China, both possessing nuclear weapons BY Group Captain A.K. Sachdev (Retd)

Photograph: USAF

Advances in satellite and rocket technologies have distended the definitional domain of ‘air power’ into ‘aerospace power’. In simple words, aerospace power signifies a nation’s capability to exploit air and space in support of its national objectives. A logical extension of this idea is the ability to deny or degrade a similar capability for the enemy. Aerial bombing of enemy targets with strategic value played a vital role during World War II; but the term ‘strategic bomber’ attained a new connotation as a currency of nuclear projection as part of a ‘triad’. Nuclear deterrence remains a preoccupation with Indian strategic thought due to threat from hostile neighbours Pakistan and China, both possessing nuclear weapons. While the nuclear factor inhibits full-scale war, the fact that both of these nations are inimical to us, renders conflict in the form of a limited war a possibility. The capability of using strike aircraft for bombing strategic targets over enemy territory is thus an essential element of aerospace power. Is this capability embodied in a strategic bomber and what is a strategic bomber? Shifting Paradigms of ‘Strategic Bomber’ The B-17 could deliver huge payloads over Nazi Germany due to its massive range, but with the first atom bombs being airdropped at the end of World War II and the advent of the B-52, the sobriquet ‘strategic bomber’ acquired a refined nuance. More sophisticated strategic bombers like the B-1 and the B-2

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emerged and added to the bombing muscle of NATO while the USSR produced matching bombers of the Tupolev family. These large bombers, besides their capability of carrying nuclear bombs, were also ‘strategic’ in another sense. The huge conventional payload they could carry and deliver in a concentrated manner, largely on targets deep inside enemy territory, but occasionally nearer to battle areas. However, due to remarkable advances in fighter aircraft technology and performance, there is a tectonic shift in the delineation between the bomber with its strategic connotation and the fighter aircraft which was till recently a tactical instrument of war. Today’s multi-role fighters, operating in suitable ensembles, can deliver clustered and concentrated, conventional but precision-guided weapons with the same strategic effect. Conversely, modern fighter aircraft, supported by air-to-air refuelling, can be used to deliver swift and efficient strikes on enemy strategic assets including nuclear missile bases. So is the classic strategic bomber a dying concept? The Strategic Bomber Lives On The answer to that question would appear to be in the negative, if ongoing developments in the leading, technologically advanced aerospace powers are any indication. In April this year, US Air Force’s B-52s were deployed in Qatar for air strikes against ISIS, the first mission being performed against an ISIS weapons storage facility. In August, B-52s, B-1s and

ISSUE 9 • 2016

IAF Special

Strategic Bomber B-2s were seen on the same tarmac at Andersen Air Force the need for it to have a long-range strategic bomber which Base in Guam, a unique occasion as the three types of strate- the Chinese military defines as a strategic bomber capable of gic bombers were in US Pacific Command territory simultane- carrying more than ten tonnes of load to a minimum range of ously for the first time ever. Although these deployments were 8,000 km without refuelling. Some sections of governmentnot intended for use in anger and only as part of annual US- run media talk of the military deeming PLAAF as a ‘strategic South Korea war games, the message about the durability of force’, a term previously used only in the context of People’s the strategic bomber is loud and clear. Earlier, in March 2013, Liberation Army Rocket Force (PLARF), formerly known as following increased tensions on the Korean Peninsula, a B-2 China’s Second Artillery Corps. Concomitant with this percepwas flown all the way from the US to South Korea to drop an tion is the general notion that strategic bombers would be able inert munition during a training exercise as a demonstration to to carry Chinese attacks to the ‘Second Island Chain’ which, incidentally, includes islands in East Pacific, including Guam North Korea of US bomber capability. The latest and deadliest weapon system to be mounted on (Andersen Air Force Base) which is US territory and one of board a bomber (B-52H Stratofortress) is the Lockheed Martin the four US forward bomber bases. Moreover, Chinese iteraAGM 158 joint air-to-surface stand-off missile (JASSM) which tions on its ongoing territorial dispute with India, its frequent is a new long-range, radar-evading, stand-off cruise missile transgressions into India, its militarisation of Tibet including designed to destroy hostile air defences before aircraft are an extensive road network and a railway line up to Lhasa with within range. This capability is typical of the new generation further sections being added, are all sobering thoughts which of precision guided weapons that is replacing the older dumb hold implicit warnings for us. Will a strategic bomber help India? As far as nuclear deterbombs carried by strategic bombers. While the B-52 entered service in 1955 and at least some of the type are expected to rence goes, matching China’s numbers in strategic bombers last into the 2040s, the B-1 was inducted in 1986 while the and missiles would be an impossible task over the next decade composite material stealth heavy B-2 was delivered to US Air or two. For conventional strategic bombing too, given the terForce in 1993. The B-1 and the B-2 are expected to go on even ritorial vastness of China, the numbers required are mindboggling. However, given the fact that Chinese bombers can reach beyond the B-52 lifetime. Indian cities, airports and military instalMeanwhile, the US, not content with lations, the desirability of having stratethe bombers on its inventory, is on the gic bombers capable of holding a similar way to producing a more modern one threat for at least a proportion of Chinese exploiting all the leading edge technoloPakistan’s lack of depth target systems is undebatable. gies of stealth, power plants, airframe does not indicate the need Can India hope to develop a stratematerials, avionics and precision guided gic bomber of its own in the future? The weapons. The new strategic bomber is for a strategic bomber to answer would be lost in the din already being developed by Northrop Grumman deliver payloads against audible about the three lost decades for who competed and won the contract producing a partially satisfactory Tejas. against Boeing last year, to meet the US most of its targets Producing a much bigger aircraft the size Air Force’s perceived need for a longof an airliner to deliver conventional and range strike bomber (LRS-B). It will be nuclear payloads would, even at most opticalled the B-21 Raider and is expected to enter active service around 2025. The initial order of 100 B-21s mistic estimates predicated to ‘Make in India’ turning out to be may be doubled as per some estimates as older B-52s and B-1s an unadulterated success, take at least two decades. Meanwhile need replacement. Thus US will have the B-21s and B-2s (both strategic imperatives implore the nation for a strategic bomber. Indeed, for any big military power with perceived military Northrop designs) as the strategic bomber force. The nuclear capable bombers of the US serve under an integrated Air Force antagonists, the strategic bomber is an attractive item to add to Global Space Command which has under it all nuclear bombers, its inventory. However, before it checks out, a look at the price tag may have a sobering effect on its aspirations. While Pentanuclear missiles and personnel. Russia has been working on the PAK-DA stealth bomber as gon is not giving out the exact cost of development and produca launch platform for strategic nuclear and conventional cruise tion of the B-21, some old figures which were bandied about missiles and a host of precision-guided munitions, including during the build up to the B-21 contract last year suggest $550 hypersonic missiles. The PAK-DA project was launched in million for each aircraft and a $21 billion cost of development. 2009 with the intent of producing a single type of strategic The total production cost is estimated at around $100 billion is bomber to replace the current Tu-160, Tu-95MS and Tu-22M3. so huge that there is heated debate even within US strategic and It is expected to make its first flight sometime before 2021, military forums about the advisability of proceeding with the with the first deliveries starting in 2023. In May last year, Rus- programme. So if US is forced to rethink its strategic bomber, sia announced plans to revive production of the Tu-160 Black- where do we stand? jack, which is similar to US B-1 and has nuclear capability. Introduced in 1980s, it is now being upgraded and ten copies Concluding Remarks of the new version Tu-160M are expected to be operational in We started out by asking a question about whether India needs 2020. Closer home, China last year disclosed its new genera- a strategic bomber. The answer is a definite and loud ‘yes’. tion H-6K strategic bomber equipped with the DH-20 land- However, the answer to a supplementary question about the attack cruise missile. cost will starkly chastise us. India as a nation may want a strategic bomber and the Indian Air Force may need it to be reckoned as an aerospace power of some standing, but can India Indian Scenario Pakistan’s lack of depth does not indicate the need for a stra- afford it? The answer, when weighed against the other prioritegic bomber to deliver payloads against most of its targets. Of ties we have in meeting long-standing military deficiencies, is deeper concern to India are reports of China’s iterations about in the negative. SP

ISSUE 9 • 2016

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IAF Special

Human Resources

THE FIRST THREE WOMEN FIGHTER PILOTS CALL ON MARSHAL OF THE INDIAN AIR FORCE ARJAN SINGH DFC

WOMEN TO THE FORE! Women fighter pilots of the IAF are pioneers in the field and will be role models for the generations to follow

Photograph: IAF

On August 12, 2016, Marshal of the Indian Air Force Arjan Singh DFC felicitated the three women fighter pilots who are the pioneers in the new era of women in combat roles in the Indian Air Force (IAF). The IAF has been inducting women pilots in the flying branch since 1994. Till date, more than 180 women officers have been inducted as pilots in the transport and helicopter streams. Over the years, the women pilots have proved their mettle and their performance has been on par with their male colleagues. The IAF has recently taken a decision to induct women pilots in the fighter stream which is believed to be far more strenuous and demanding in nature. On June 18, 2016, three women pilots, on successful completion of initial flying training, were commissioned as pilots in the fighter stream of the IAF. These women pilots competed alongside their male counterparts to be part of the elite fighting force and were selected based solely on their capability. They are pioneers in the field and will be role models for the generations to follow. Marshal of the Indian Air Force Arjan Singh DFC, who was the Chief of the Air Staff during the war with Pakistan in 1965, is a living legend and is also the senior most fighter pilot of the IAF. He has been a constant source of inspiration to generations of air-warriors. An interaction and encouragement from the Marshal of the Indian Air Force will be a matter of great honour

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Breaking Barriers!

n October 2015, the government decided to permit women pilots to join the fighter stream of the IAF. This decision was taken on an experimental basis for a period of five years after which it would be reviewed. The three women — Avani Chaturvedi, Bhawana Kanth and Mohana Singh — broke yet another glass ceiling and created history as India’s first women fighter pilots in the IAF when they were conferred with the President’s Commission on June 18 this year. A career as a fighter pilot in the IAF is undoubtedly most challenging and rewarding as well! The achievement of these three courageous young women, who are in their early 20s, is a significant milestone for the Indian military as a whole as this is the first time that women have been assigned combat role in the Indian armed forces. 

for the budding young women fighter pilots and will motivate them to excel in their profession. SP — By Air Marshal B.K. Pandey (Retd)

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IAF Special

Partnership

Rolls-Royce and Indian Air Force – a longstanding partnership In its 83-year-long history, the Indian Air Force (IAF) has played a range of roles – from being the guardians of our skies to providing support to relief and humanitarian efforts when and where required. The resourcefulness and perseverance of the Indian Air Force has resulted in it becoming a capable and modern wing of the Indian armed forces.

Photographs: Rolls-Royce, BAE Systems

A Long-standing Partnership We are proud of the long-standing relationship with India which stretches back to the time Rolls-Royce powered the first flight of the Indian Air Force. Today, more than 750 Rolls-Royce engines of 10 engine types are powering aircraft of the Indian military. Our engines power a wide variety of aircraft in the inventory of the Indian Air Force – from combat and strike aircraft to trainers to strategic airlift aircraft and even VVIP and surveillance aircraft. Rolls-Royce provides the highest possible levels of support to the Adour Mk871, which powers the Hawks Advanced Jet Trainer, on which the next-generation of our airborne guardians are trained. Our field service representatives (FSRs) work in close support with IAF personnel to maximise the availability of engines on wings and provide onground technical advice directly to our customers, thereby drastically reducing maintenance and overhaul times.

Partnering for Future Successes Looking at the future we will continue to support today’s fleets, including those that have been in service for many years. Our global experience and best practices that stem from supporting 160 armed forces in 106 countries gives us a unique opportunity to better support the Indian armed forces. As the Indian Air Force undergoes its modernisation programmes, we are committed to provide the best value, and highest quality of world-leading products and solutions. Several of the potential platforms that are currently under consideration are powered by Rolls-Royce and an expansion of our in-service fleet in India also brings opportunities to discuss our services offerings which are proven globally to deliver additional capability at reduced cost to the customer. Also, we remain committed to delivering India’s vision to achieve self-reliance and become a global centre for aerospace design, development and manufacturing. With a growing engineering footprint in India, we are looking towards establishing a robust ecosystem that Building an aerospace will engage in co-creation across the ecosystem entire value chain – from research, Rolls-Royce and HAL have been design and development to manuassociated with each other for over facturing, integration, maintenance 60 years, one of the longest partHawk Advanced Jet Trainer and repair. For India, it would mean nerships in defence aerospace hisa further impetus to the ‘Make in tory. The partnership which began with the licensed production of Orpheus engines for the Kiran India’ initiative, a great opportunity to strengthen its R&D prowaircraft has since progressed to the co-production of the Adour ess, access to advanced technologies and products and ultimately family of engines. The Adour Mk871 engine, which powers the build a robust indigenous aerospace and defence industrial base. We are looking at a number of different programmes in India Hawk Advanced Jet Trainer, is the latest in a long line of engines licence produced by HAL. Our IAMPL facility in Bengaluru is and will continue to realise the country’s growth vision and efforts to indigenisation and reaching self-reliance. We look forward to another testimony to our long-standing partnership with HAL. We nurture a cooperative and fruitful association with continued commitment towards the Indian region and work more other partners and we are planning to further expand our closely with our stakeholders across businesses to enable them capabilities in India with our local partners here by continu- benefit from our innovative products and technologies. SP ing to provide them with our powerful portfolio of products and services and the right combination of experience and — By Dr Glenn Kelly, VP Customer Business, advanced technologies. Defence India at Rolls-Royce

ISSUE 9 • 2016

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RELENTLESS JOURNEY OF EXCELLENCE SINCE 1964

IAF Special

hall of fame Not much is known about India’s early aviation history. As for civil aviation, most historical accounts date back only to 1929 when J.R.D. Tata became the first Indian to gain a pilot’s licence. However, a handful of Indians did fly before that. Similarly, most histories of Indian military aviation start from October 8, 1932, the date on which the first batch of Indian officers was commissioned and the Indian Air Force (IAF) was established. Yet there were a few Indian pilots who participated as British subjects in one of the most brutal and momentous wars in human history – World War I. Actually up to 1.5 million Indian soldiers fought in practically all theatres, but most were in the British Army. Only four Indians are known to have joined the Royal Flying Corps (RFC) as pilots and they flew combat missions against the German Air Force, more properly known as the Deutsche Luftstreitkräfte. One of the most prominent of these was Hardit Singh Malik, the first Indian fighter pilot. Hardit Singh Malik was born on November 23, 1894, in Rawalpindi, now in Pakistan. He moved to Britain as a student and studied at Oxford. He was a keen golfer and county-level cricketer, appearing in as many as 18 first-class cricket matches. When World War I broke out, many of Malik’s classmates volunteered to join the British military. But his own application was rejected because, as he put it later, “there were no vacancies for Indian students.” Keen to get involved somehow, he became an ambulance driver with the French Red Cross and continued there till 1916. However, he yearned to see live combat and put in his application to join the French Air Force, the Aéronautique Militaire. The French were agreeable. But when Malik’s old Oxford teacher Francis Fortescue Urquhart heard about this, he was indignant and mentioned the matter to Lt General David Henderson, chief of the RFC. Henderson promptly summoned Malik for an interview and had him accepted for training as a fighter pilot. Thereafter, things went fairly smoothly apart from a problem that devout Sikhs all over the world encounter to this day. His religion required him to wear a turban, but flying regulations made it mandatory for pilots to don flying helmets. Finally a

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compromise was reached and he wore a large, specially-designed helmet over his turban. This fetched him the nickname “Flying Hobgoblin”. On April 6, 1917, Hardit Singh Malik was commissioned as a Second Lieutenant in the RFC, becoming the first Indian anywhere in the world to be so qualified. Thereafter, the RFC accepted at least three more Indians for commissioning as fighter pilots, including Indra Lal Roy who later became the only Indian flying ace. Roy was shot down and killed shortly before the War ended.

HARDIT SINGH MALIK (1894-1985) One of the four Indians known to have joined the Royal Flying Corps as pilot was Hardit Singh Malik, the first Indian fighter pilot

Malik received his combat training at the No. 1 Armament School, was promoted to Flying Officer and posted to No. 26 Squadron in July 1917. In October 1917, he was transferred to No. 28 Squadron which was deployed on the Western Front. The squadron was equipped with the Sopwith Camel, a single-seat biplane fighter. The Camel was highly manoeuvrable and rather tricky to handle. In fact its combat agility made it one of the most memorable fighter aircraft of that time. The Squadron Commander was Major William G. Barker, a Canadian who later

won the Victoria Cross. Barker immediately took to Malik and gave him the sobriquet “The Indian Prince”. He also taught him advanced air combat tactics and the squadron saw action against the most feared German fighter squadron – that of Manfred von Richtofen, the “Red Baron”. The average life expectancy of an Allied combat pilot on the Western Front at that time was just ten days. On October 18, 1917, Malik shot down his first German aircraft. He continued flying fighter missions and claimed several kills. He would have qualified to be called the first Indian fighter ace if his claims of six aerial victories had been accepted. However, against the minimum requirement of five, only two were officially recognised. In one all-out engagement between the two opposing squadrons on October 26, he secured his second confirmed kill. However, only Barker and Malik survived, and fled for home with their aircraft severely damaged and just about able to remain airborne. Malik was seriously wounded in the right leg but somehow crash-landed and then fainted. His aircraft had over 400 bullet holes. Though Malik survived, he spent many months in hospital recovering. The bullets lodged in his leg troubled him for the rest of his life. Before he fully recovered, he was posted to fly the Bristol F.2 Fighter with No. 141 Squadron based at Biggin Hill. The squadron was responsible to defend London against Zeppelin and bomber raids. When the War ended, Hardit Singh Malik was one of only two Indian pilots to survive. Given a choice, he would probably have opted to remain in the RFC, which had since become the Royal Air Force (RAF). But the need for so many officers had waned and Malik did not foresee the likelihood of an Indian being granted a permanent commission. Hence he left the RAF on August 14, 1919, and later joined the Indian Civil Service. He became the Prime Minister of Patiala before Independence. After Independence he again joined the Indian Foreign Service and was appointed India’s first High Commissioner to Canada. In 1949 he became India’s Ambassador to France, remaining in that post till he retired from service in 1956. He died on October 31, 1985, following a long illness. He was 90. SP

ISSUE 9 • 2016

— Joseph Noronha

News Digest Military QuickRoundUp

Asia-Pacific India to Upgrade Su-30MKI Multi-role Fighters

Airbus Helicopters

Airbus Helicopters believes it is close to finalising an order with Poland for 50 H225M rotorcraft, some 18 months after the Caracal was provisionally selected for the tri-service deal. Warsaw initially selected the 11th type in April 2015 – ahead of rival bids from Leonardo and Sikorsky.

New Air Force Aerospace Museum in Delhi

Hindustan Aeronautics Limited

Hindustan Aeronautics Limited (HAL) has flown the final operational configuration of the Mirage 2000H fighter it is upgrading. The upgraded aircraft will provide additional capabilities including the integration of Indian-specific weapons, sensors and EW system. India is likely to place an order with HAL for an additional 32 AJTs costing about `3,500 crore (about $0.53 billion) deal to meet the requirements of the Indian Air Force and the Indian Navy. Out of these, the Indian Navy has a requirement for about eight additional Hawks to train fighter pilots for the MiG-29K fleet, the Indian Air Force requires additional planes for its Surya Kiran aerobatic team.

Induction of C-130J

Approval has been given by the Indian Ministry of Defence to procure one additional C-130J Super Hercules, adding to six recently ordered by New Delhi in a $1-billion deal. The new aircraft is earmarked to replace one that crashed during an exercise in 2014 and is most likely to be based in Panagarh, West Bengal, which has been earmarked to be the base of the Indian Air Force’s second C-130J hub.

Helicopters for Pakistan

Pakistan is to receive an undisclosed number of AW139 helicopters after signing contracts with manufacturer Leonardo. Capable of operating in hot and high conditions, the AW139s will engage in transport and EMS missions.

According to a source in the Russian defence industry, India is negotiating with Russia for the upgrade of its Sukhoi Su-30MKI multi-role fighter jets. A Russian delegation visited New Delhi in early July 2016 to forge the upgrade strategy and to discuss it with their Indian counterparts. The preliminary name of the enhanced fighter is ‘Super Sukhoi’. India is planning to upgrade almost all 272 Su-30MKI aircraft on order to the ‘Super Sukhoi’ level in an effort to increase the combat capabilities of the fighters. The cost of 272 Super Sukhoi programme will be about $8 billion as compared to FGFA which will cost about $25 billion. The ‘Super Sukhoi’ aircraft is supposed to have an advanced glass cockpit, longrange guided weapons, a state-of-the-art avionics, active electronically scanned array radar and more powerful engines.

PKL Services

PKL Services have been awarded a $495-million US Air Force contract for work on the Royal Saudi Air Force’s F-15 fleet. The indefinite-delivery/indefinite-quantity contract covers maintenance, upgrade and training of the Saudi Strike Eagle S and SA-type fighters. Saudi Arabia has been flying the F-15SA since 2013 and features include improved performance and increased survivability at a lower life-cycle cost as well as two additional wing stations for increased payload.

Delhi will soon have a sprawling new Aerospace Museum close to the international airport focused mainly on the nation’s rich aviation history. The new Aerospace Museum is not only meant to preserve the glorious tradition of the Indian Air Force (IAF), but also to create awareness in general public about India’s rich aerospace heritage. The IAF believes that the museum would be a popular tourist attraction and a landmark in India’s capital city. A proposal for new Air Force Aerospace Museum was cleared by the Ministry of Defence and financial sanction for the project is awaited. After the approval, the new museum would be ready for the tourists within three to five years.

Technical Flight of Light Utility Helicopter (LUH)

BrahMos and the Indian Air Force

Lockheed Martin

Lockheed Martin has been awarded a $58-million contract to enhance Qatari and Saudi Patriot missile systems. Work to be undertaken in the deal involves modifications of the Patriot’s segment enhancement software, which will contribute to an entire system’s situational awareness by transmitting precision cueing data to other theatre elements while simultaneously protecting against short-range ballistic missile, large-calibre rockets and air-breathing threats.

integration brings a paradigm shift in the capability of the IAF vis-à-vis its adversaries. The Su-30-BrahMos combination will carry out air combat operations within and beyond visibility range and will provide the IAF with the capability of attacking targets protected by powerful air defence assets. Air version of BrahMos is 500 kg lighter than its army and naval versions and has tail fins and other required aerodynamic features.

While the first squadron of the IAF equipped with the BrahMos is expected to be operational by April 2017, ambitious plans are in the pipeline for raising three squadrons of BrahMos. The IAF would become the elite air force in the world to be in possession of a supersonic cruise missile mounted on a long-range aircraft. The Su-30MKI equipped with the powerful missile will enable the IAF penetrate deep inside the enemy territory to deliver a deadly blow to their vital installations from stand-off ranges. The

ISSUE 9 • 2016

Achieving yet another significant milestone, HAL conducted a technical flight of indigenous LUH in Bengaluru on September 6, 2016. The flawless 15 minutes flight was carried out by HAL test pilots. This event marks an important and significant beginning for prototype testing of LUH. This is the third indigenous helicopter product from the stables of HAL after advanced light helicopter (ALH) and the light combat helicopter (LCH). Apart from replacement of ageing fleet of Cheetah/Chetak, LUH is expected to capture a sizeable share both in domestic and international markets. The LUH has a maximum all-up-weight of 3,150 kg, fitted with Safran HE Ardiden-1U engine of 750 kW power, with a range of 350 km, service ceiling 6.5 km, seating capacity of six passengers plus two pilots.

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RELENTLESS JOURNEY OF EXCELLENCE SINCE 1964

News Digest Show Calendar 6–9 October Istanbul Airshow Istanbul Ataturk Airport, General Aviation Apron, Istanbul, Turkey http://istanbulairshow.com 11–13 October Helitech International Helicopter Expo & Conference Amsterdam RAI, Netherlands www.helitechevents.com 12–15 October Japan International Aerospace Exhibition 2016 Tokyo Big Sight, West Hall, Tokyo, Japan www.japanaerospace.jp/eng 1–6 November Airshow China Zhuhai, Guangdong, China www.airshow.com.cn/en 2–5 November Indo Aerospace 2016 Expo & Forum JIExpo Kemayoran Jakarta, Indonesia www.indoaerospace.com

Indo-Russian Joint Defence Ventures

There have been prolonged discussions as to level of transfer of technology to India on the fifth-generation fighter aircraft (FGFA) joint venture. In case of the FGFA, India had invested heavily in the preliminary design which was completed in June 2013. India wants that core technologies should be shared with them for their manufacture in India. It is expected that India will produce 100 fighters for its air force. It is now reported that the details have been hammered out in view of the visit of President Vladimir Putin in October 2016 to India. Also on the agenda is the production of Kamov Ka-226 helicopters which was agreed to during Defence Minister Manohar Parrikar ‘s visit to Russia last year. It is to be a joint venture between HAL, Russian Helicopters and an Indian private company. Kalyani Strategic Systems seems to be a strong contender for the joint venture.

Chinese Army gets new Advanced Combat Helicopters

According to media, the People’s Liberation Army (PLA) has equipped all of its ground force aviation units with advanced WZ-10 combat helicopters. Several WZ-10s have been delivered to an aviation brigade of the PLA 13th Group Army under the Western Theatre

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appointments

QuickRoundUp

AIR HEADQUARTERS

On August 26, 2016, Air Marshal H.S. Arora, AVSM, took over as Director General Air (Operations) at Air Headquarters.

Russian Fighters and Cruise Missile

SAAB

Effective September 1, 2016, Johan Klintberg has been appointed CEO of Saab Digital Air Traffic Solutions.

ROLLS-ROYCE

In September 2016, Rolls-Royce announced the appointment of Simon Kirby as Chief Operating Officer.

Command. The deliveries also marked the 30th anniversary of the establishment of the Army’s aviation force. For more than two decades, the backbone of the PLA’s attack helicopter fleet was the WZ-9, which was developed based on the French Eurocopter Dauphin. Senior Colonel Xu Guolin, Deputy Chief of the PLA Army’s Aviation Equipment Bureau, told the news channel. All of the group armies will have at least one aviation brigade or regiment. The WZ-10 is developed and produced by Changhe Aircraft Industries Group. Western defence publications speculate that the PLA Army’s aviation force has nearly 1,000 helicopters.

Americas Missile Test by General Atomics Aeronautical Systems (GA-ASI)

Russian media has reported that the upcoming T-50 PAKFA is having a new cluster bomb developed specially for carriage on the fighter. Dubbed “Drill,” the munition relies on satellite navigation for guidance and has an effective range of 30 km. Russia is one of only 16 nations left that still produces cluster munitions. Russian fifth-generation fighter T-50, which also is called PAK-FA (Russian acronym for Future Tactical Fighter), will enter the full-rate production late in 2017. Delivery of production-standard PAK-FAs to the Russian Aerospace Force would commence in 2018. Progress has been made in talks between Pakistan and Russia over the purchase of the Su-35 fighters. Pakistani Ambassador to Russia Qazi Khalilullah called the talks “fruitful” adding that Islamabad “is considering different options of deepening cooperation with Russia.” An export version of the Kalibr cruise missile may be sold to India. Due to provisions of international agreements that prohibit the export of missiles with a greater flight distance, the distance of the export models could be curtailed to less than 300 km. The Kalibr has seen battlefield testing during Russia’s support for the Syrian Government.

UAVs for Saudi Arabia

It has been reported that Saudi Arabia has bought an unspecific number of Wing Loong UAVs from China. Modeled on the MQ-1 Predator, the UAV’s are able to carry two air-to-ground missiles as well as having their usual surveillance capabilities. So far, the drone has been sold to four nations with discussions underway with several more.

Saudi Arabian Airlines

GA-ASI has announced that through a contract with the Missile Defence Agency (MDA), it has executed a missile tracking test as part of the Pacific Dragon (PD) exercise held on June 26-28, 2016, which is a trilateral Ballistic Missile Defence (BMD) tracking event between the US Navy, Japan Maritime SelfDefense Force and Republic of Korea Navy. The biennial exercise focuses on improving tactical and technical coordination among its participants, including the detection, tracking and reporting of ballistic targets. Two Predator-B UAVs equipped with Raytheon Multi-spectral Targeting Systems-B Electro-optical Infrared turrets were used to detect and track a BM target as part of an ongoing programme with MDA. The Predator B aircraft also participated in exercises with US Navy vessels. 

Saudi Arabian Airlines has taken delivery of its first A330300 Regional, making it the launch customer for this new member of the versatile and successful A330 family. The aircraft is the first of the 20 A330-300 Regional aircraft ordered at the 2015 Paris Airshow.

Sikorsky

Sikorsky Aircraft Corporation, Connecticut, has been awarded a $135-million modification to FMS contract for Taiwan to provide 24 UH-60M uniquely configured Black Hawk aircraft. Work is estimated to be completed by October 8, 2018.

Antonov An-225

Ukraine and China are to recommence the production of the Antonov An-225 “Cossack” strategic airlifter. As part of the deal, Beijing will get access to designs and technologies of the aircraft for the purposes of domestic production. Only one An-225 was ever finished to an airworthy standard and flown, and while work on a second example was begun, it had become clear by mid-2001 that funding would no longer be provided and the project was shelved.

ISSUE 9 • 2016

Last word

Illustration: Anoop Kamath

IAF Special

Need for Indigenisation It is a well known fact that the fleet of combat aircraft in Parrikar, the Minister of Defence, there are plans to have at the Indian Air Force (IAF) has been dwindling rapidly over least one if not two types of fighters these companies have to the last decade or so with the retirement of the ageing fleets of offer for licensed production in India. Once again, the proposal MiG-21, MiG-23 and MiG-27 aircraft, all of Soviet origin, but continues to remain shrouded in uncertainty. As for indigenous capability, the first squadron of the indigmost of it manufactured under licence in India by the Indian aerospace major Hindustan Aeronautics Limited (HAL). What enously designed, developed and produced light combat airis a matter of concern, however, is that the IAF appears some- craft (LCA) Tejas was raised on July 1 this year, more than three what helpless in its efforts at finding replacement for fleets decades after the project was launched. Hopefully, the rate of of combat aircraft that are being overtaken by obsolescence. production of this platform will be adequately ramped up by Apart from a handful of squadrons of Jaguars and Mirage HAL to restore the strength of the combat fleet to the autho2000 aircraft that are of Western origin, the mainstay of the rised level. Despite the deficiencies observed by the Comptrolcombat fleet of the IAF continues to be dependent on fighters ler and Auditor General of India, there is considerable optiof Russian origin, predominantly the Su-30MKI, once again mism amongst the test pilots who regard it as a well-designed platform which has the potential for further capability upgrade. licence-produced by HAL. With the collapse of the Soviet Union and the emergence As the IAF has not been able to achieve a breakthrough in the of a unipolar world, the IAF was presented with the option to procurement of combat platforms from abroad, it sees the LCA explore markets in the US and Europe for combat aircraft and Tejas and its planned variants as a readily available solution to other aerial platforms for military application. However, efforts arrest at least partially, the alarming and continuous erosion of by Air Headquarters over the last decade-and-a-half to procure its operational capability. The near total dependence on foreign sources for the acquifourth-generation combat platforms from the West in large numbers have not been successful. The first high profile case sition of combat aircraft has proved somewhat detrimental to that was initiated by Air Headquarters in the beginning of the the development of the Indian aerospace industry. The comlast decade was for 126 fourth-generation multi-role combat mon refrain that HAL responsible for development of combat aircraft for which the Rafale from Dassault Aviation of France platforms is incapable may not be entirely justifiable. After all, was selected. Unfortunately, nearly eight years after the request it was this very establishment that produced the HF-24 Marut for proposal was issued in August 2007, the tender had to be supersonic fighter-bomber aircraft. Assisted by a team of designcancelled. Apparently, there were irreconcilable differences ers headed by the famous Dr Kurt Tank from Germany, HAL on account of which the project hit an insurmountable road- embarked on the project to design this platform in 1957. Production of the HF-24 Marut comblock. The IAF that was eagerly menced in June 1961, just four awaiting the finalisation of the years later and the aircraft was contract for 126 Rafale jets was inducted into service in 1967. left literally high and dry withFrom the launch of the project to out any alternatives in sight. service entry took just a decade. Besides, the Indian aerospace The fact that the project related industry lost a golden opporto LCA Tejas, though launched tunity to manufacture this plat16 years after the HF-24 Marut form within the country. entered service, has taken more Soon after taking over, than three decades to be operaPrime Minister Narendra Modi tionalised only reflects the fact persuaded the French Governthat the Indian aerospace has ment to supply 36 Rafale jets failed to build on its experience instead. After over a year since and success of the 1960s. this government-to-government The success of the HF-24 deal was struck at the highest Marut project indicates that level, the contract for the supgiven the right policy frameply of 36 Rafale jets was finally work, access to the latest techsigned in September this year. nologies and professional manThese aircraft will be delivered agement, there is no reason why to the IAF by 2021. In any case, the Indian aerospace industry induction of just 36 aircraft will cannot deliver indigenously not be of much help in reversdeveloped world-class products ing the plummeting fortunes of The near total dependence on foreign for the Indian armed forces. SP the IAF. Meanwhile, there has sources for the acquisition of combat aircraft also been dialogue with Boehas proved detrimental to the growth of the ing, Lockheed Martin and Saab —By Air Marshal of Sweden. As per Manohar B.K. Pandey (Retd) Indian aerospace industry

ISSUE 9 • 2016

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