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Maintenance & Repair Services for Corporate Aviation Pg 14 • Indian Air Force Fighter
Upgrades Pg 19 • ICAO Safety Management System and Indian Civil Aviation Pg 22
ISSUE 3 • 2008
UNMANNED
A.T.V.
Docks PAGE 9
Since 1964
SP’s continues to relentlessly expand the profile of platforms for its readers
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Table of Contents
Aviation
SP’s AN SP GUIDE PUBLICATION
Regular Departments
2 A Word from Editor
News Flies. We Gather Intelligence. Every Month. From India.
3 NewsWithViews
- Air China vs Air India
ISSUE 3 • 2008
- Brussels to Sydney on
Military hypersonic wings
12 OPERATIONS - FAA cracks safety whip
DEFENDING HOME TURF 6 InFocus
19 UPGRADES - Till the next fog
SURGING AHEAD 7 Forum
- Airlines in a daze
24 REGION
A GATHERING FORCE 28 NewsDigest
32 LastWord
Civil - Air India head in place
15 BUSINESS AVIATION
HEALING AT HOME
22 FLIGHT SAFETY
9
Cover Photo:
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JULES VERNE’S UNMANNED VOYAGE SP's Avn Cover 3 0f 08.indd 1 4/5/08 5:01:42 PM
G
roundbreaking endeavours inevitably carry el- In Focus and Forum zeroes in on this menace before the
ements of dogged uncertainty. There’s no say- clear summer skies drive away the harrowing memories of
ing until the last minute whether the effort will air travel on fogged out winter mornings.
fructify or backfire as merely foolish ambition. Fumbling for a solution to its myriad problems, Air In-
Presumptuous it would perhaps be to assume dia is now looking to write a new chapter under the stew-
that a sense of utter relief engulfed and ousted the exuber- ardship of its new CMD Raghu Menon. Striking an optimis-
ance of achievement, but certainly the minders of the un- tic note in the Last Word, it finely balances out the critique
manned Jules Verne heaved a collective sigh of deliverance in the News With Views on the airline’s rather bleak affairs
when it docked with the ISS as scheduled on April 3. His- vis-à-vis the flourishing Air China which posted a whop-
tory was created but not without some anxious moments ping net profit of CNY4.23 billion ($600 million or Rs 2,406
when a day after the launch, with the ATV coursing in the crore) in 2007. Quite by coincidence, Hall of Fame show-
low earth orbit, the mission came close to being a cropper cases the vision and vigour of the beleaguered airline’s
when an electronic fault sent the entire propulsion system founder, J.R.D. Tata.
crashing. An overnight recovery operation saved the day. An engrossing account of the growth and acquisition
If small steps help gain the momentum for a giant leap, programmes of China’s People’s Liberation Army Air Force,
the MRO industry for corporate aviation in India is going together with an attractive pictorial layout of the Platinum
through precisely that phase. A service centre for Hawkers Jubilee celebrations of the IAF’s No. 1 Squadron on April 1
inaugurated recently at Delhi’s Indira Gandhi International at Gwalior, round up the edition.
Airport gave an indication of things to come even as con-
cerns are raised about whether the boom in the country’s
corporate aviation centre is matched by a corresponding
establishment of MRO services. Perhaps not yet. But there’s
no denying the government seems to have taken some
steps to encourage the setting up of MROs in India. While
maintaining the 49 per cent FDI limit in domestic airlines,
and up to 74 per cent stake in non-scheduled, chartered
and cargo airlines that do not have any participation by
foreign airlines, it has permitted a 100 per cent FDI for
MRO service providers.
Yet another India debut, this time in private jet travel,
was crafted by NetJets. The world’s leading private jet op-
erator declared a strategic partnership with Ashish Chor-
dia, CEO of Shreyans, on March 19. The company is now
poised to offer business jet services to Indian corporates
and business bigwigs. We bring you the details of the wings
on offer, and the costs involved.
Cost considerations are never far when it comes to air-
lines functioning on tight budgets, so much so that it is one
of the major deterrents for operators to train pilots on the
latest Instrument Landing System. Consequently, chaos in
flight operations posed by fog during the winter season and Jayant Baranwal
other weather phenomenon, such as dust-in-suspension or Publisher & Editor-in-Chief
heavy rain, has assumed seemingly perennial proportions.
VIEWS
P
eople’s Republic of China’s (PRC) state-owned com- tioned to capture the tremendous opportunities presented by
mercial airline, Air China Ltd is the flag carrier of the the coming Olympic Games and the continued rapid economic
PRC and the only Chinese airline to fly the national flag growth. Some financial quarters have forecast that the airline
on its entire fleet. Its logo consists of a phoenix in the will boost its net earnings to CNY5.89 billion ($833 million or
form of the acronym VIP. It operates 5,090 flights each week Rs 3,340 crore) in 2008 and to CNY6.91 billion ($972 million
worldwide. On June 20, 2007, Air China was ranked 461 out of or Rs 3,898 crore) in 2009.
the world’s ‘Top 500 Brands’, an accolade in which Air China In contrast, how has Air India fared after it was converted
is the only airline known to be on the top 500. The ranking into a public sector unit (PSU)? Conceived and operated so bril-
reflected the passengers’ enthusiasm for its service, its glob- liantly by the Tatas under the legendry Bharat Ratna awardee
al network to and from China, and the stability of the airline J.R.D. Tata, Air India, considered one of the world’s best in-
which has earned a consistent profit over the past six years. In ternational airlines in the 1960s, slowly got overtaken by the
real terms, Air China Ltd is currently public sector work culture and flawed
the world’s largest carrier by market manpower policies and unionism. It
capitalisation. Splendid, but how did had almost hit a nadir but for the recent
all this happen? progressive policies of the government
Air China was established and in the field of civil aviation and the re-
started operations on July 1, 1988. sulting competition which stirred it to
Formerly the Beijing-based interna- pull up its socks for sheer survival and
tional carrier division of Civil Aviation retrace its path from the point of no re-
Administration of China (CAAC), it turn. The two state-owned airlines also
was renamed in 1988 when the Chi- stand merged as a single entity for bet-
nese government decided to split the ter productivity and efficiency. But Air
operating divisions of CAAC into two India has to cover many miles before it
distinct airlines, each with its own no- can realise Civil Aviation Minister Pra-
menclature. Air China was based in ful Patel’s dream of a mega carrier with
Beijing and given the chief responsibil- the precision, reliability and in-flight
ity for international flights. It was also service of the bygone era. Air China
granted complete autonomy to run as has consistently posted rising percent-
a corporate house. It is little wonder ages in profits while Air India is beset
that the airline posted an impressive with negative growth. In 2005-06, Air
profit of $106 million on revenues of India posted operating losses of Rs 400
ILLUSTRATION: RATAN SONAL
$383 million within a year of starting crore ($100 million) which reportedly
operations. At its launch in 1988, Air rose to Rs 450 crore ($112.5 million) in
China operated 32 international routes 2006-07. While 2007-08 figures have
to 31 destinations, and also connected yet to be revealed, it is known that Air
30 cities within China. (The carrier had India has asked the government for ad-
only 6,000 employees at the time). In ditional Rs 1,000 crore ($250 million)
less than 10 years after its inception, to facilitate merger consolidation.
Air China’s fleet of aircraft had grown But is there a silver lining on the
to 65 aircraft and it was flying 144 routes overall, posting sales horizon? Air India is well on its way for a major expansion
of $1.38 billion in 1997. When it faced a downturn caused by and modernisation with the induction of brand new aircraft,
the Asian financial crisis in the late 1990s and to demonstrate 67 from the Boeing Company and 43 from the Airbus fam-
the airline’s faith in its ‘Y2K’ preparations, Air China’s chief ily. Air India can certainly regain its lost glory. But for that,
Wang Li’an and other top officers personally piloted several it would have to be managed and run professionally either
flights at the turn of the millennium. This boosted the airline’s through the privatisation route as suggested earlier or, by
image considerably in the eyes of the public. Through a se- granting it full autonomy as is being done in the case of Air
ries of mergers and sound business practices, the airline has China; sans irrational unionism, political dominance or bu-
risen to its present position with an impressive fleet totaling reaucratic interference. SP
close to 220 aircraft. Looking into 2008, Air China is well posi- — Air Marshal (Retd) V.K. Bhatia
VIEWS
D
oes the Concorde—perhaps the only commercially signs whereas; the A2 design concept directly leapfrogs into
and profitably exploited supersonic transport (SST) hypersonic travel. Under a project called the LAPCAT (Long-
in the world till now—finally have a successor? If Term Advanced Propulsion Concepts and Technologies) be-
statements emanating from Reaction Engines, de- ing funded by the European Space Agency (ESA), companies
velopers of the Scimitar, are to be believed, it may become a such as the ‘Reaction Engines’ are encouraged to push the
reality not too far in the future. boundaries of commercial air travel using technologies nor-
The Concorde was designed in the 1960s, combining mally associated with space travel.
the efforts of British and French aviation companies. With At the core of the A2 programme is the Scimitar vari-
its delta-wing, cigar-shaped fuselage, four under-belly en- able or combined cycle engine (VCE) to meet the contradic-
gines with massive air intakes, and a long and narrow nose tory requirements in the different flight regimes of a hyper-
which drooped during take-offs sonic cruise airliner. Of the two
and landings, the Concorde was possible concepts, turbine and
indeed a majestic aircraft. The rocket, the Scimitar uses the
Americans were so envious of Turbine Based Combined Cycle
the aircraft that initially its op- (TBCC) engine, or a double by-
eration out of New York was for- pass turbofan ramjet with liquid
bidden, annulling the very route hydrogen as fuel. These engines
(London/Paris-New York and can accelerate a vehicle from
back) for which it was designed. runway up to its cruise speed
Subsequently, shunned by the of Mach 5 or so. During a nomi-
US airlines on grounds of envi- nal take-off, the by passes are
ronmental and noise pollution closed, but are to be opened in
concerns, both Washington DC subsonic cruise and also during
and New York were served by some augmented acceleration/
British Airways and Air France climb phases. Above M 2.5 the
from London and Paris, respec- engine starts transition to first
tively. The aircraft served for fan windmilling. At M 3, the first
more than three decades and, fan is in full windmilling with
contrary to general belief, prof- unthrottled core engine. Above
itably before it was retired from M 3 turbofan throttles down
service in the wake of an only with transition to RAM mode. At
accident on type in France, the M 3.5, turbofan shuts down and
effects of 9/11 terrorist attacks full ramjet mode becomes avail-
ILLUSTRATION: MAMTA
VIEWS
I
t may appear somewhat strange that Southwest Airlines, United Airlines alone outsourced 45 per cent of maintenance
America’s sixth largest carrier based in Dallas, should task in 2006, a three-fold increase since 1998. With around
have failed to carry out mandatory structural safety 100 inspectors available to cover nearly 700 MROs outside the
inspections on some of its aircraft used for scheduled US, the FAA is clearly not in a position to effectively monitor,
passenger flights. The airline had skipped mandatory checks conduct surprise inspections or ensure foolproof oversight.
for structural cracks caused by metal fatigue. On inspection, Under the circumstances, dilution in quality is inevitable.
several airplanes were found with this serious flaw in the fu- Other problems plague the system. Given the magnitude
selage, conjuring horrors of the Aloha Airlines Boeing 737 ac- of the task before the FAA and the available manpower, more
cident in 1988 in which a portion of the fuselage ripped off in often than not, scrutiny is limited to mere inspection of doc-
flight, leading to tragic loss of life. uments. So long as an airline’s documentation is complete,
Apart from penalising the er- inspectors are satisfied and may
rant airline, the Federal Aviation not pry further. Besides, over a
Administration (FAA) ordered period of time, the FAA inspectors
audit of all other airlines to verify begin to function on the basis of
the degree of legally enforceable trust, accepting data provided by
regulatory compliance across airlines on face value. Some in-
the airline industry in the US. spectors may also develop undue
The process is scheduled to be cordiality with airlines and ignore
completed by end-June. By all deviation of violations which in
accounts, the FAA mandate pres- their opinion appear minor. Also,
ents a Herculean task as in the large airlines have formidable
next three months the inspectors political and financial clout. An
would be required to verify com- inspector may find his position or
pliance of 10 FAA directives in a responsibility in the organisation
fleet of nearly 7,000 aircraft fly- shifting frequently.
ing with over 100 airliners. In all Statistically, flying still con-
probability, the FAA inspectors tinues to be the safest form of
may not go beyond percentage mass transportation. The In-
check, with special attention to ternational Air Transport As-
the ageing Boeing 737 fleet. sociation has declared 2006 as
Barely had the Southwest the safest year for the airline
Airline episode died down that industry. Despite phenomenal
another procedural violation increase in traffic density, there
ILLUSTRATION: MAMTA
FOG
InFocus
C
ome winter and the prospect of catch-
ing an early morning flight to a business
meet can send shivers down the spine,
literally. As a thick blanket of inscrutable
fog wraps runways, setting aside a 24-hour trav-
Even as clear summer skies drive
el time remains the only viable solution.
Decade old reforms in civil aviation policies
away the harrowing memories of air
and a sustained high rate of India’s economic
growth may have spurred the formation of a
travel on fogged out winter mornings,
number of airlines but practically all of them bear
the brunt of winter woes, especially in the north.
here’s a look at the burgeoning
Fogged out and fumbling with disrupted flight aviation industry’s challenges and
schedules, airports—especially Delhi’s buzzing
Indira Gandhi International Airport (IGIA)—turn shortcomings that effectively clip its
into veritable battlegrounds, with irate passen-
gers cursing the airlines, who in turn point to the wings during the cold season
impenetrable miasma shrouding the airstrip to
explain flight delays and cancellations. But isn’t
there a solution to the seemingly perennial prob- for barely a month in the entire year under Indian weather
lems posed by fog and weather phenomenon, such as dust conditions, largely discourages airlines to finance the exer-
in suspension or heavy rain, that adversely affect visibility? cise. Till last year, only about 90 Indian pilots were trained
Initially, the problem lay with the Airport Authority of to use the Cat III (B) instrument landing system as per the
India (AAI). Responsible for ensuring modernisation of in- Civil Aviation Ministry records. Practically, all of them were
frastructure and operational systems at India’s airports, the employed with Indian (previously Indian Airlines) or Air In-
AAI’s efforts have over the years been repeatedly derailed dia. This year, Kingfisher Airlines proudly advertised that
by lack of funds and even sheer apathy. Take the case of fog did not delay its flight schedules as the pilots had the
Delhi. Apparently, as early as 1997, the AAI had tried to up- necessary training to use Cat III ILS. But this appeared to be
grade the Instrument Landing System (ILS) at the IGIA from more of an advertising ploy than ‘across the board’ reality.
the then existing ILS Category II to ILS Category III (B) by Mushrooming low-cost airlines are worst hit by the fog. If,
acquiring new equipment. Cat III (B) landing follows a preci- on an average, 20 flights were either delayed or cancelled at
sion approach using the ILS system with: Delhi airport during the 2005-06 winter months, the figure
• a decision height down to 50 ft and, climbed further during the last two years mostly because of
• a runway visual range (RVR) of 50 to 200 m exponential increase in the number of flights being operated
For various mostly inexplicable reasons, the system was by a large number of new airlines joining the fray. Operating
not commissioned till 2004. When installed, the Cat III (B) on tight schedules and wafer-thin margins, the cancellation
ILS system should have been able to largely beat the annual of even a single flight hits these budget airlines hard because
fog and other weather conditions which lower runway vis- their aircraft fly longer hours than others and hardly ever
ibility, especially considering that it is extremely rare for the have spare aircraft on standby. In addition, budget airlines
RVR at the IGIA to go below 50 m. But that didn’t happen. often use a single aircraft to connect several destinations and
The CAT III (B) ILS has been operational for three years now long delays can easily destroy the day’s entire schedule.
at the Delhi airport, yet it has not been put to full use be- Fact of the matter is, almost all airlines, and certainly
cause only a small number of pilots are trained on the sys- the budget airlines, find themselves in a ‘Catch 22’ situa-
tem. The prohibitive costs incurred towards imparting such tion—hemmed in, on one hand, by the daunting proposition
a training, that too to acquire a capability that comes handy of absorbing the high costs of training pilots and, on the oth-
er, forced to swallow financial losses caused by fog related
DETAILS OF DIFFERENT CATEGORIES OF ILS: disruptions in flight schedules. With winter well behind us,
Category I II III (A) III (B) III (C) our worries on the score could seem misplaced—till the next
RVR (m) 550+ 300-500 200-300 50-200 0-50 onset of the cold months, when the harassed air traveller
Decision 200 100 50 to No Decision starts to feel the chill again. SP
Height (ft) height — Air Marshal (Retd) V.K. Bhatia
AIRLINES
in a
decision height equipped to fly during fog, we may have to restrict the flight
• Missed approach procedures schedules next year.” Two years on, the situation has shown
• Use and limitations of RVR, and so on little or no improvement.
• Use, availability or limitations of visual cues The general consensus among private airlines is that
• Effects of vertical and horizontal wind shear government rules make it tough for pilots to qualify for ILS
• Characteristics and limitations of the ILS and runway light- training in India. Also, already operating under wafer thin
ing system margins, it is felt a waste of time and money to cater for
• Characteristics and limitations of the concerned flight-deck a problem which is considered to be a short-lived annual
instruments and other Cat III equipment weather phenomenon. A senior official of one of the low-cost
• Recognition of, and reaction to, airborne or ground system carriers recently stated, “We are not ready to invest such
faults or abnormalities, and so on huge amounts for a two-week fog problem at this juncture.”
The flight increment is the actual flying test conducted Last year, when operating alone, Air Deccan had gone to
on the aircraft on which the endorsement has been applied the extent of rewriting its winter schedule to ensure that its
for and must consist of at least two ILS approaches to deci- flights operated with minimal disruption due to the fog in
sion height, including one landing and one missed approach north India but it didn’t help much because the delays have
initiated from a very low altitude that may result in a touch- a cascading effect on subsequent flights operating from an
down during the go-around manoeuvre. So far as emergency airport on the same day. “Yet another major problem faced
handling is concerned, if a multi-engine aircraft with the per- by low-cost carriers is that their better trained pilots invari-
formance capability to execute a missed approach with one ably get poached by full-service airlines with the lure of bet-
engine inoperative is used for the test, the flight increment ter pay packets,” says Air Marshal (Retd) B.K. Pandey, for-
must include the performance of one missed approach with mer Air Officer Commanding in Chief, Training Command.
the most critical engine being simulated as inoperative (set at So, what is the lasting solution to this vexing problem?
idle or zero thrust, as applicable). Ultimately, all airlines will have to
Quite evidently and as is appar- take necessary steps to train their
ent from the eligibility requirements pilots in judicious numbers in
and test procedures, only senior CAT III ILS operations to prevent
commanders in an airline are likely flight delays occurring due to low-
to have the requisite experience that visibility weather phenomena
PHOTOGRAPHS: SP GUIDE PUBNS
would allow them to train for CAT such as fog, smog and dust-in-
“IF YOU (PRIVATE DOMESTIC AIRLINES) ARE NOT EQUIPPED “YET ANOTHER MAJOR PROBLEM FACED BY LOW-COST CARRIERS IS
TO FLY DURING FOG, WE MAY HAVE TO RESTRICT THE THAT THEIR BETTER TRAINED PILOTS INVARIABLY GET POACHED BY
FLIGHT SCHEDULES NEXT YEAR (2007).” FULL-SERVICE AIRLINES WITH THE LURE OF BETTER PAY PACKETS.”
—AJAY PRASAD, —AIR MARSHAL B.K. PANDEY,
FORMER CIVIL AVIATION SECRETARY FORMER AIR OFFICER COMMANDING IN CHIEF, TRAINING COMMAND
Jules Verne’s
UNMANNED
C O V E R
Voyage From a
‘Space Truck’
to a ‘Space
Garbage
Disposal System’,
from
an ISS ‘supplier’to
an ISS ‘sustainer’—
the robustness,
size and cutting-edge
technologies of the ATV
are so remarkable that
Jules Verne could easily
usher in what may be
PHOTOGRAPHS: ESA
termed Revolution
in Space Affairs
By
Air Marshal (Retd) V.K. Bhatia
pril 3, 1445 hours GMT. Jules Verne docks ship. About three times larger than its Russian counterpart, it
with the International Space Station (ISS)— can also deliver about three times more cargo.
unmanned, on automated mode and dot A day after the launch, with the ATV coursing in the low
on schedule, creating history as the first of earth orbit (LEO), the mission came close to being a cropper
the European Space Agency’s Automated when an electronic fault sent the entire propulsion system
Transfer Vehicles (ATV). On March 9, riding crashing. An overnight recovery operation later, scientists
on the mighty shoulders of a special version and engineers at the ATV Control Centre in Toulouse, France
of Europe’s workhorse launcher, the Ariane 5ES rocket, it managed to restore the vehicle’s propulsion system to full
was successfully launched into space. Spewing a fiery trail robustness, enabling, once again, full failure tolerance.
in the night sky, the lift-off occurred at 0103 hours (local
time) from the Guiana Space Centre, Europe’s spaceport in DUAL MISSION
Kourou, French Guiana. Specially adapted to the task of loft- As part of its contribution to the operational costs of the
ing the nearly 20-tonne vehicle—more than twice as heavy ISS, ESA took a decision to develop the ATV as an Euro-
as the previous largest Ariane 5 payload—the rocket put the pean effort. “The ATV is how we contribute to the opera-
ATV in a preplanned low circular orbit 260 km above the tions costs of the space station—by taking up several tonnes
earth, inclined at 51.6 degrees relative to the Equator. of logistics,” said Alan Thirkettle, the ESA’s ISS Programme
Named after the celebrated 19th century French visionary Manager. The ATV had been under development since 1998
and author, the Jules Verne ATV is the largest and most so- by an industrial team led by Astrium Space Transportation
phisticated spacecraft ever developed in Europe. But that was and comprising more than 30 companies from 10 European
not the reason it created space history. Jules Verne is the very countries. The dual mission of the ATV comprises re-supply
first spacecraft in the world designed to combine the functions to and re-boost of the ISS. The maiden voyage of the ATV
of an autonomous free-flying platform, a manoeuvrable space proves that Europe can deliver new technical competen-
vehicle and a space station module. It is also equipped with cies to rival the best in the space exploration business. As
the capability to conduct automated docking in full compli- stated earlier, the most notable competency is the ATV’s au-
ance with the very tight safety constraints imposed by human tomatic rendezvous and docking technology: the spacecraft
spaceflight operations. About 10 m high with a diameter of 4.5 found its own way to the station and attached itself without
m and weighing 19,357 kg at launch, the ATV incorporates a any human intervention. In its maiden ATV mission, Jules
45 cubic metre module, derived from the Columbus pressure Verne delivered 4.6 tonnes of payload to the ISS, including
shell, and a Russian-built docking system, similar to those
used on Soyuz manned ferries and on the Progress resupply
AUTOMATED APPROACH
Waiting in the wings for Endeavour to complete its mission,
Jules Verne had been parked in space for close to a month “The ATV is like a combination
before it progressed towards the ISS once the space shuttle of a telecom satellite, navigation
had returned to Earth on March 27. Then, the ATV’s own vessel and a human spacecraft
computers took charge, imbibing the characteristics of an all rolled into one—a true marriage
advanced form of GPS to guide Jules Verne to the space sta- of human spacecraft and satellites.”
tion and bring it to within 300 m of the ISS. Optical sensors
—Alan Thirkettle,
were then used for the final approach. These involved flash-
ing laser light off reflectors already positioned around the ESA’s ISS Programme Manager
docking port on the ISS’s Zvezda module. The ATV was pro-
grammed to move in stages towards the station. At each hold
point, ground staff in Toulouse approved the next phase of
the automated approach. An astronaut on the ISS also moni- more complex modifications whereby the pressurised cabin
tored and oversaw the docking with overriding controls to could be transformed into a manned reentry capsule for
stop the ATV in its tracks or, in case of an emergency, send it crew transportation. This could be used, in a first phase, as
away from the station to a safe parking location. a crew rescue vehicle for the space station, and later as a full
Although it did not carry any people, the ATV is highly peo- to and fro crew transport spacecraft launched by Ariane-5.
ple friendly. During the time it is docked, astronauts dressed in Another concept could be an unpressurised logistics carrier
normal clothing will be able to access its cargo and systems. version for transporting several tones of equipment not re-
The ATV’s cavernous interior has room for up to eight racks quiring a pressurised environment. Yet another possibility
loaded with modular storage cargo elements. Its structure also relates to equipping the core of an ATV with a small eject-
incorporates several storage tanks for drinking water, refueling able capsule able to return about 150 kg of cargo to Earth at
propellant for the space station’s own propulsion system and the end of a mission.
air (oxygen and nitrogen) for the crew. Thirkettle describes the The ATV could also be evolved into an unmanned free-fly-
ATV “like a combination of a telecom satellite, navigation vessel ing laboratory able to dock periodically with the ISS for ma-
and a human spacecraft all rolled into one—a true marriage of jor servicing support. Such a free-flying pressurised space-
human spacecraft and satellites”. As a logistics re-supply vehi- ship could also be used as a safe haven for an entire crew in
cle for the ISS, the ATV will continue to gain in importance from case of an onboard ISS emergency. Later, there might be the
2008. By 2011, however, Jules Verne will play a key role once possibility of constructing a mini space station by equipping
the space shuttle retires, rendering it the only heavy lift vehicle the ATV with two docking mechanisms, one in front and
for the ISS. one in the back. And, much further in the future, ATV could
also be developed into a transfer vehicle for carrying tonnes
FUTURE POSSIBILITIES of supplies and equipment, including space telescopes and
ESA’s ATV has been so designed that it can be the basis in planetary spacecraft, to lunar and Martian orbits.
the future for developing a wide variety of new space ve- From a ‘Space Truck’ to a ‘Space Garbage Disposal Sys-
hicles. Several possibilities exist. One of these relate to the tem’, from an ISS ‘supplier’ to an ISS ‘sustainer’—the ro-
replacement of the pressurised cabin with a large cargo re- bustness, size and cutting-edge technologies of the ATV are
turn aircraft with a reentry shield which would be able to so remarkable that true to its name, Jules Verne could easily
bring back cargo and valuable experiments. Such a project usher in what may be termed Revolution in Space Affairs
could use the flight proven concept of ESA’s Atmospheric (RSA). Further, should the concerned players also decide to
Reentry Demonstrator which flew successfully in 1998. An- push weaponisation of space, the so-called RSA would then
other interesting scenario includes converting the ATV into transmute to an RMA, or Revolution in Military Affairs, as a
a Crew Transport Vehicle which, however, would require natural embodiment. SP
Home Turf
Defence of homeland is the primary responsibility of the armed
forces. However, the 9/11 attacks on the World Trade Center in
the US has infused a new dimension to ‘homeland defence’—
or, more appropriately,‘homeland security’
D
Air Marshal (Retd) Narayan Menon, Bangalore
efence, according to the Ox-
ford English Dictionary, de-
notes “military measures or resources for protecting UNCONVENTIONAL ATTACKS
a country”. This has traditionally translated into pro- India is surrounded by instability. Pakistan has become the
tecting national borders from external aggression and the con- epicentre of terrorism and is highly unstable. Whenever this
notation now includes pre-emptive attack against a would-be instability reaches a critical point, the powers that be, take re-
aggressor. Defence of homeland is the primary responsibility course to an anti-Indian posture and indulge in cross-border
of the armed forces. However, the 9/11 attacks on the World terrorism. Afghanistan is a fragile state, propped up by foreign
Trade Center in the US has infused a new dimension to ‘home- troops on its soil, fighting what appears to be a losing battle
land defence’—or, more appropriately, ‘homeland security’. against the Taliban and al-Qaeda. Nepal has its Maoists, cur-
The attack against the Indian Parliament on December 13, rently unlikely partners in a ruling coalition, but uncomfortable
2001 and Delhi’s willingness to go to war against the perpe- in the fetters of governance. Bangladesh is under martial rule,
trating country reinforced the convergence between ‘defence’ faced with the problems of poverty, corruption and irreconcil-
and ‘security’ when it comes to protecting national interests. able internal dissensions. Sri Lanka is caught up in a civil war,
A large country with an area of 3.3 million sq km, India’s impeding national growth. China’s high economic benefits are
coastline stretches for over 7,600 km and a land border of confined to the eastern belt and there is restlessness in the
14,000 km, the alignment of some of which is under dispute. interior. The military junta in Myanmar has a track record of
India has common borders with Pakistan, China, Bangladesh, oppression and maybe heading towards strife with its monks
Nepal, Bhutan and Myanmar. The pre-1947 state of Jammu taking up cudgels on behalf of a suffering population.
and Kashmir had a 110-km border with Afghanistan also. The Hemmed in by a volatile neighbourhood, with the hostil-
island territories of Andaman and Nicobar and Lakshadweep ity spilling over its borders, India is vulnerable to unconven-
are also integral to the Indian Union. This vast entity has to be tional forms of attack. Terrorists originating from Pakistan, the
defended against attack which, for ease of understanding, can Maoists spreading their tentacles across a wide swathe of un-
be classified as conventional, non-conventional and unconven- der-developed regions, the narcotics trade from Myanmar, the
tional. Conventional attacks are those that are launched across Sri Lankan crisis affecting Tamil Nadu and the demographic
land borders, coastlines or through the medium of air into the time-bomb out of Bangladesh altogether have serious implica-
home territory, territorial waters or sovereign airspace. Non- tions for the country’s security. The multiplicity of race, religion
conventional attacks include nuclear, biological and chemi- and languages in India makes it relatively easy for potential
cal attacks, as also attack from space. Considering the lack perpetrators to melt into the country’s billion-plus population.
of experience in this particular type of attack, India’s defence Locals are brain-washed or lured with money to aid perpetra-
strategy would have to be based on options derived from war- tors, who are themselves controlled by masterminds in foreign
gaming or scenario painting. Unconventional attacks are those lands. Despite a huge network of security personnel, India’s
mounted by non-state actors, like terrorists, from outside or borders are porous, permitting men and materials to be ille-
within the country, with the intention of spreading terror. This gally brought into the country. The developing nexus among
category could also include cyber warfare, where technology the terrorists, Maoists, Naxalites and LTTE sympathisers make
is employed to target infrastructure like power grids, trans- this challenge all the more formidable. The carnage in Mumbai
portation systems or communication networks. Any treatise is testimony to the fact that some stretches of the Indian coast-
on homeland security warrants an in-depth analysis of each line can be breached for nefarious purposes. The infamous Pu-
of these three types of attacks. rulia incident, where arms were air-dropped, highlighted the
gaps in India’s airspace management system. using ballistic missiles launched from the enemy country.
Defence against such unconventional attacks has to be One component of a nation’s defence against missile at-
based on eternal vigilance and to deny the enemy recruit- tacks is the creation of an anti-ballistic missile (ABM) system.
able elements in the country by ensuring development and India has an active ABM development programme known as
economic upliftment, especially in India’s border areas. A the advanced air defence (AAD) missile system. In November
beginning has been made but progress will be slow given 2006, an exo-atmosphere (outside the atmosphere) intercep-
the corruption and sloth in the administrative system. Many tor AAD intercepted a Prithvi II missile at an altitude of 50
ministries, including Home and Defence, are involved in this km. The AAD can reach a maximum altitude of 80 km. India
gigantic endeavour. Overlapping responsibilities, centre and is the fourth nation to acquire this capability and the third
state jurisdictional aspects and a ponderous decision chain to develop it indigenously. In December 2007, an endo-at-
add to the difficulties. In the past few years coordination has mospheric variant of the AAD was successfully tested with
improved, especially in the area of intelligence and India is interception taking place at a height of 30 km. The ABMs are
on the way to getting its act together. fired in a salvo of two to achieve a ‘kill probability’ of 99.8 per
Recent reports of the Pentagon computer network being cent. Induction of the system is expected by 2011-2012. Two
compromised by hackers pointed the needle of suspicion to new missiles, the AD-1 and the AD-2, are being developed
the Chinese or the Russians. Many of India’s websites are de- to intercept intermediate range ballistic missiles (IRBMs) and
faced and its networks broken into by hackers from across the intercontinental ballistic missiles (ICBMs). These high speed
border. This new system of unconventional warfare has omi- ABMs will undergo trials in 2010. Very long range radars, ca-
nous portents. One can visualise the chaos if hackers penetrate pable of distinguishing aircraft, ballistic missiles and meteors
critical networks. Hackers could immobilise the railway sys- are also being concurrently developed.
tem bringing to a halt movement of equipment, supplies and A contest for control of space is being played out among the
troops. Many such systems can be interfered with resulting in world’s powers. Russia, China and the US have demonstrated
catastrophic situations. Increasing dependence on technology their capability to destroy objects far above the earth. Despite
has the flip side of increased vulnerability. Comprehensive se- all the pontificating about non-militarisation of space, major
curity systems for computer networks and adequate backups powers are developing the required capabilities. India, which
need to be established to meet such contingencies. Equally im- has a vibrant and robust space programme, needs to shed all
portantly, India, which has strengths in information technology, inhibitions in this regard and acquire the necessary expertise.
must develop capabilities to identify and neutralise such attack
sources and have retaliatory plans against the hacker coun- CONVENTIONAL ATTACKS
try. While the armed forces are reported to have embarked on In the field of conventional warfare, India’s potential adver-
such a venture, there is no information available in the public saries are Pakistan and China, the two countries it has fought
domain about a national effort in the realm of cyber warfare. wars with post-Independence. The two countries have colluded
with each other in an anti-Indian posture and strong military
NON-CONVENTIONAL ATTACKS links exist between them. China has covered a lot of distance
To date, though many countries possess nuclear weapons on its path of military modernisation. Beijing’s current focus is
and delivery systems, only the US has offensively employed towards Taiwan and South China seas, but it has the where-
atomic weapons. China and Pakistan are nuclear weapon withal to pose a threat to any of its neighbours. Flaunting a
states and both have territorial dispute with India. While strong military-industrial base and having procured state-of-
the fear of a nuclear holocaust has receded with the end of the-art weapon systems from Russia, China has benchmarked
the Cold War, the country’s threat analysis must factor in a Washington’s battlefield prowess for its own military and while
nuclear attack. Pakistan has long been tottering on the edge it may not get there, the attempt would make it a dangerous
of failure as a nation state and a fundamentalist regime in adversary for India. Pakistan has received military aid from
that country could play brinkmanship with its nuclear arse- the US and China. Pakistan has an identity crisis and the only
nal with India being a likely target. Today, it would be within constant since 1947 is its belligerence towards India. Despite
the realms of possibility that non-state actors get possession its current pre-occupation with unrest and turbulence along
of a crude nuclear device and threaten India. the western border with Afghanistan, Pakistan’s military, now
So, while it may not occur, India has to be prepared for a having been ordered to go back to barracks by the newly elect-
nuclear attack. The National Disaster Management Authority ed civilian rulers, still remains a reckonable force in the politi-
is charged with this responsibility, though the grim reality is cal and power equations in Pakistan.
that, medically no one can ever be fully ready for a nuclear Weapon acquisition for the Indian military, low key during
war. The Hiroshima bomb wiped out nearly all the doctors 1985-2000, has accelerated again. The Indian Army is raising
and nurses in the city, destroyed most of the hospitals and two new mountain divisions to be deployed in the north east.
rendered the remaining unfit for any meaningful activity. The navy is acquiring an aircraft carrier and nuclear-powered
Doctrines of nuclear weapon states lay down procedures submarine in its build-up towards a blue-water force. The air
in the event of an unexpected and successful nuclear attack force will bolster its fire power with induction of Fourth and
against a nation’s capital. A mechanism for default political Fifth Generation combat aircraft and force multipliers, like
leadership is laid down as also for military command struc- Flight Refuelling and AWACS aircraft. India is reasonably well
tures. It can be assumed that India has such plans drawn up. protected against conventional attack but there is no room for
The National Security Advisor, the Strategic Forces and the complacency. There is an urgent need to strengthen the coun-
scientific community would have been involved in this exer- try’s military industrial complex and increase the indigenous
cise. Nuclear weapons, in all probability, would be delivered content in the military establishment’s hardware inventory. SP
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CIVIL BUSINESS AVIATION
H e aat l i n g
HOME By
Group Captain A.K. Sachdev, Bangalore
LOWLY BUT INEXORABLY, the centre of grav- growth in aviation activity matched by a corresponding es-
ity of the civil aviation industry is shifting to tablishment of MRO services?
the Asia Pacific region even as Europe and At present, the potential worth of the MRO segment
America remain home to the largest aircraft in India is estimated to be around $875 million (Rs 3,514
manufacturers in the industry. Spiralling de- crore). This is the most optimistic figure; a less cheerful
mand for commercial and corporate aviation, one pegs it at $400 million (Rs 1,607 crore), while the pro-
emerging (and brilliantly so) markets, mush- jected growth is an estimated $1.57 billion (Rs 6,306 crore)
rooming economies and increasing number over the next five years. The projected 10 to 12 per cent
of high net-worth individuals (HNI), have all meant that Cumulated Annual Growth Rate (CAGR) is expected to be
aviation activity is on an ascendant. India’s aviation indus- manifest for the next 10 years. The government seems to
try is perhaps the fastest growing in the world in terms have taken some steps to encourage the setting up of MROs
of passenger and cargo traffic. A consolidation phase is in in India. While maintaining the 49 per cent FDI limit in do-
progress in the commercial arena and corporate aviation mestic airlines, and up to 74 per cent stake in non-sched-
is fast expanding in response to the uled, chartered and cargo airlines
imperatives thrown up by economic that do not have any participation
growth. It is not just enhanced buying Another city besides by foreign airlines, it has permitted
power that is bringing in growth in Bangalore that is a 100 per cent FDI for MRO service
corporate flying but also the expedi- providers. The significance of such a
ent, nay necessity, of saving busy cor-
fast emerging as measure is immense for the future of
porate heads and CEOs the hassles of an international corporate aviation in as much as its
travelling by commercial flights (albe- MRO hub is Nagpur impact on the maintenance costs for
it first class) with the attendant woes where US-based Duke their aircraft would be huge.
of delays and security checks and so Aviation plans to While there are 300 independent
on. The aviation ministry forecasts MROs across the globe, including
the number of just the jets in use for
set up an MRO facility 65 in the Asia Pacific region, there
corporate and private aviation to go is as of today really no serious MRO
up to 500 in five years—a three-fold in India. Varman Aviation located at
increase from present day. So, is the Whitefield Bangalore is perhaps the
only MRO approved by the Directorate General Civil Avia- (being primarily directed for commercial aircraft), the other
tion in India. Engaged in the overhaul of piston and tur- two would probably cater to the needs of smaller corporate
boprop engines, the company is making efforts to obtain aircraft. Boeing is planning to set up a $100 million (Rs 402
EASA and FAA certification. Taneja Aerospace and Avia- crore) facility at Nagpur, which could be expected to cater
tion Limited (TAAL) and Air Works India could perhaps be only to Boeing needs of the larger commercial aircraft.
seen as masquerading MROs but are Lufthansa Technik, among the
not doing very well. Realising the po- world’s largest MRO service provid-
tential for MRO growth in the coming No surprise, therefore, ers, has announced a tie up with
years, there are several serious play- that Hawker Beechcraft GMR group for an MRO facility at
ers in the initial stages of setting up Corporation announced Hyderabad and also with Jet Airways
facilities. plans to open a new for a Rs 200-crore MRO facility. King-
Three of the four MRO facilities to fisher is talking to GAMCO of Abu
be set up by National Aviation Com-
Hawker Beechcraft Dhabi, UAE, for setting up an MRO
pany of India Limited (NACIL), are Authorised Service Centre in Bangalore or Chennai. ATR is set-
expected to begin limited operations for Hawker aircraft ting up a facility for technical support
by the end of the next financial year. at the Indira Gandhi in Bangalore. Indeed, the closure of
Consulting firm Accenture, hired by International Airport Bangalore’s HAL airport has come as
NACIL to advise the public-owned a boon as plans are afoot to convert it
airline, suggested that the airline
in Delhi with InterGlobe into an MRO centre.
start four MROs—two for airframes General Aviation Ltd, HAL is reportedly in an advanced
(with Boeing and EADS), one for air- a subsidiary of stage of negotiations with a global
craft engines and another for aircraft InterGlobe Enterprises MRO company on a 50:50 joint ven-
components. After the NACIL board (which operates Indigo ture to undertake extensive repairs
approved this plan, the airline has and overhaul of both airframes and
signed MoUs with aircraft manufac-
Airlines in India) engines, besides supplying spare
turers EADS and Boeing. While the parts for all aircraft types. Although
EADS and Boeing MROs would not the HAL joint venture would serve
be of much help to corporate aviation both commercial and defence needs
Cessna Aircraft
Sure Thing® Issue 3 • 2008 SP’S AVIATION 17
CIVIL BUSINESS AVIATION
recently announced
a large order of 20
Hawker 850XP and
Hawker 900XP air-
craft from a new op-
erator, BJETS, which
is expected to start
fractional ownership
and air charter ser-
vices in India soon.
No surprise, there-
fore, that Hawker
Beechcraft Corpora-
tion announced plans
to open a new Hawk-
er Beechcraft Autho-
rised Service Centre
for Hawker aircraft
PHOTOGRAPH: HONEYWELL
Surging
AHEAD
PHOTOGRAPHS: SP GUIDE PUBNS
T
he concluding chapter on the Indian Air Defence Research and Development Organisation (DRDO)
Force’s (IAF) fighter upgrade programmes under the aegis of the Inertial Nav-Attack System Integration
elaborates on the following fighter fleets: Organisation (IIO) nearly two decades back. The unfinished
• Jaguar upgrade task of upgrading the balance fleet has now been undertak-
• ELTA radar on Maritime Jaguar en by HAL with an even improved version. The upgrade of
• MiG-29 upgrade NAVWASS Jaguars and SOP of the newly built Jaguars to the
• Mirage 2000 upgrade DARIN II standard has been undertaken by HAL.
There has been a great learning process in the aviation
JAGUAR UPGRADE industry in India, thanks to the DARIN I, LCA and partici-
Development of DARIN I system for Jaguar was done by a pation in Su-30 development. The NAVWASS Jaguars have
team from the IAF, Hindustan Aeronautics Limited (HAL) and now been fitted with a MIL-STD-1553B digital bus and
bus compatible LRUs (Line Replacable Units)
sourced from France, Israel and indigenous
LIFE EXTENSION: IAF JAGUAR HAL/BEL manufacture. The major avionics
components forming part of the DARIN II up-
grade are indigenous Core Avionics Comput-
ers, RLGINGPS, Wide angle 30 x 20 deg HUD
with FLIR and raster Video imagery, Active
Matrix LCD MFD, Video based HUD camera,
multi-channel colour video recorder. The in-
corporation of HOTAS concept and display of
digital maps, health monitoring of the vari-
ous systems has considerably improved the
man-machine interface. The indigenous RWR
and the imported ECM pod provide the essen-
tial protection to this strike aircraft, which is
still under powered for its future role. Non-
inclusion of air-to-air missile to replace the
original over wing Magic missile has left this
platform undefended. With greater usage of
PGMs it would be prudent to integrate an air-
to-air CCM on one of the outboard pylons.
Development of RAM for reducing the RCS will enhance the MTBF and MTTR of each and every system so that we
survivability considerably. Growth potential, which was the do not repeat the mistakes committed during MiG-21 up-
bane of DARIN I has been adequately addressed with addi- grade. The OEM must ensure that the integration and per-
tional hardware functions and software. The RLGINS has
greatly improved the Navigation and Attack accuracies and
the integration of Litening pod has provided the Day and FINALLY: MIG-29 UPGRADES
Night capability for LGB attacks. HAVE RECENTLY BEEN
CONTRACTED TO RUSSIA
ELTA RADAR ON MARITIME JAGUAR
The original maritime Jaguars were fitted with AGAVE ra-
dar from Thales France. The AGAVE radar had become ob-
solete and hence Elta EL-2032 L/M radar was selected out
of the two short listed contenders. The installation and the
integration with the DARIN II system were done by HAL on
10 Jaguar aircraft. The nose cone was also changed and
that was to be developed and manufactured indigenously.
The radar is capable of picking ships at distances of 150
km and with the SAR and ISAR capability it is very easy to
identify the ships. This radar has very significant air-to-air
capability and with a CCM can enhance the self-defence ca-
pability considerably.
MIG-29 UPGRADE
After considerable delay, India recently awarded Russia the
contract to upgrade its multi-role MiG-29 warplanes. Ac-
cording to an air force official, the two post-Cold War allies
signed the deal to extend the life of India’s fleet of 70 MiG-29
jets another 15 years from their current 25 years. Upgrade
of MiG-29 involves three versions and is complicated be-
cause of the airframe modifications for conformal fuel tank
and carriage of under wing tanks in a few versions. MiG-29
has excellent handling qualities and any airframe modifica-
tion requires extensive data base, which is only available
with the OEM. The avionics upgrade is also very complex formance of the weapon systems meets the specifications
since its present package is of older vintage and does not and the Indian team must be provided adequate data and
provide the desired multi-role capabilities. knowledge so as to be capable of integrating new weapon
The avionics upgrade will essentially require a Mil-Bus systems unilaterally.
architecture with Mission computers, a phased array radar
capable of engaging multiple targets and matching air-to- MIRAGE 2000 UPGRADE
surface capability, changes in the display system through The upgrade of Mirage 2000 has also been mired in delays
installation of modern HUD and MFDs, RLGINS with GPS/ but the reasons are somewhat different. At one time, the Mi-
GLONASS for improved Navigation and Precision Attack, rage 2000-5 was the front runner for the 126 aircraft MMRCA
EW/ECM package, dorsal fuel tank and other air intake deal and hence the upgrade SOP was linked with the SOP of
modifications for more fuel besides air-to-air refuelling, the MMRCA aircraft. Since the Mirage 2000 does not require
present generation fire and forget BVR and other weapon a life extension and only minimal upgrade of the engine, the
systems, HOTAS and other ergonomics improvements etc. focus of the upgrade will be on replacing the obsolescent avi-
The upgrade must also include extension of TTL to 4,000 onics like the INS, Mission Computer, AI radar, HUD and Ac-
hours/40 years for future exploitation for another 20 years. tive Matrix SMFDs, substantial improvements in the EW/ECM
A RD-33 engine upgrade in terms of thrust, digital engine package along with secured communication and data link.
control, substantial increase in TBO/TTL and concept of on- New weapon systems will have to be integrated to keep the
condition maintenance would bring down the operating cost aircraft as a formidable platform in future. Improved HOTAS
of the aircraft. A data link has become inescapable for any and installation of sensor platform along with helmet mount-
aircraft in future but this will have to be indigenous and will ed sighting system will ensure the effectiveness of the fleet.
have to be implemented throughout the Air Force. Presumably, Dassault along with Thales will upgrade a
Design and development will reportedly be carried few aircraft in France and they will assist in upgrading the
out by the Russians on two aircraft and the fleet would be rest of the fleet at HAL Bangalore. This upgrade is likely to
modified by HAL at Ozar. There may not be any choice in be very costly since the French Avionics equipment is com-
this matter but IAF must factor in the fact that HAL has paratively more expensive than others and also IAF will
so far never worked on MiG-29 and this fleet was being have to go in for new weapons. It would be prudent that the
overhauled by the BRD under the air force. More stringent upgrade of all fighter fleets include integration of weapons
guarantees from the OEM must be obtained for meeting from both eastern and western origin. SP
75
The Tigers turn
N
o. 1 Squadron—the first ever squadron of the Indian Air Force (IAF)—
celebrated its Platinum Jubilee on April 1 at Air Force Station Gwalior.
Raised on April 1, 1933, the No. 1 Squadron, aka ‘The Tigers’, was
formed with Wapiti aircraft and is at present operating state-of-the-art
Mirage 2000s. The squadron has the distinction of taking part in 11 operations
pre- and post-Independence, including the 1937 operations in hostilities in North
West Frontier Province, 1961 Operation Vijay–Liberation of Goa, and the 1965
and 1971 Indo-Pak conflicts. In 1968, the squadron was conferred the prestigious
Presidential Colour. On its 75th anniversary, the squadron put up a ceremonial pa-
rade and fly-past. Present on the occasion were the Marshal of the IAF Arjan Singh
and Chief of Air Staff Air Chief Marshal Fali Homi Major, besides a host of other
dignitaries. SP’s brings you the highlights of the event. SP
PHOTOGRAPHS: SP GUIDE PUBNS
ICAOBeckons
PHOTOGRAPH: SP GUIDE PUBNS
I
By Group Captain A.K. Sachdev, Bangalore
ndia is one of 52 original signatories to the 1944 ment systems by all aviation activities across the world as part
Convention on International Civil Aviation, the of its strategic focus on global civil aviation safety. It is aware
charter of ICAO. Through its fledgling years, Indian that many of its member states and some other organisations
aviation has endeavoured to generally conform have been involved in implementing safety management sys-
with ICAO requirements and, as it consolidates tems in various forms over the years. However, there was a
and grows impressively, the annexes to the con- general lack of standardisation and some discrepancies with
vention remain important to the Indian aviation regard to the key terms and concepts in use by them. ICAO
establishment. The Director General of Civil Aviation (DGCA) first introduced the requirement for safety management in
has committed itself to adopt ICAO’s Safety Management Sys- Annex 11 (Air Traffic Services) and Annex 14 (Aerodromes,
tem (SMS) for all stakeholders in Indian aviation by January Volume I—Aerodrome Design and Operations).
2009. Considering the implementation of the SMS is expect- Subsequently, it felt the need for expanding the concept
ed to be an expensive and laborious exercise, the deadline of and including matching provisions with other annexes of the
January 2009 already appears to be a bit ambitious. Chicago Convention. Starting 2005, ICAO initiated efforts to
ICAO is pushing for the implementation of safety manage- harmonise these endeavours and to combine all its safety
management guidance into a single, comprehensive docu- example, in the case of an airline, an Engineering Safety
ment called the Safety Management Manual (more familiar Group would be required to oversee line engineering activ-
to aviation professionals by its numeric identifier ICAO Doc ity. The question is will an airline be able to afford to pay
9859). The manual is a comprehensive, single source docu- additional engineering staff members who do not carry out
menting how aviation ought to be managed, and sets the a line function but just ensure safety? Multiply this require-
stage for the introduction of safety management. In order ment by the number of bases/stations that an airline may
to reinforce the notion of safety management being a mana- be operating from and the financial implication takes on
gerial process, the ICAO safety management requirements fearsome proportions.
include provisions for an organisation to establish lines of Similar illustrations could be cited from all areas of
safety accountability throughout the organisation, as well as activity for all stakeholders. As a result, while the Indian
at the senior management level. aviation industry is favourably disposed towards the SMS
concept because it holds the promise of safer operations,
KEY CONCEPTS the incremental cost of the additional safety is unlikely to
The ICAO requirements in relation to safety management in- be painless for the stakeholders. Whilst COOs are likely to
volve two related but distinct and differentiated key concepts. sit on the fence over the issue of setting up full blown, for-
The first one imposes upon member states (of the ICAO) the mal SMS structures—groaning at the cumbersome organi-
responsibility for establishing a safety programme. The sec- sation for SMS, and cooing at the perceived enhancement
ond, as part of such a safety programme, require that air of safety levels—the concept is sure to find opposition from
operators, maintenance organisations, air traffic services CFOs. “What is wrong with out present set up?” “Haven’t we
providers and certified aerodrome operators implement an been safe all this while?” “What is the guarantee that risk
SMS. To reiterate, an SMS is seen by the manual as a concept will reduce?” The end result could well be a lip (or should it
drawing its inspiration from the state’s safety programme. be pen?) service to the SMS concept through incorporation
In other words, it is imperative on the state to first lay out in company manuals, without much consummation on the
its policies and processes in a transparent and unequivo- ground in terms of additional assets and personnel.
cal manner. Thereafter, the other stakeholders named above
could be expected to perceive and pursue a systematic ap- ADOPTING A DUAL TRACK POLICY
proach to managing safety, including the necessary organi- DGCA, already stretched to its limits in terms of personnel
sational structure, accountabilities, policies and processes. available for overseeing burgeoning aviation activity, will
The ICAO Safety Management Manual is exhaustive and find it difficult to ensure that all stakeholders put SMS into
even lays down (in its Chapter 12) the steps that needed to place by the deadline. It could follow a dual track policy in
be taken to establish an SMS. While admitting that no single pursuit of the SMS objective. Firstly, it could—with all the
model could fit all stakeholders of the same variety (say all right noises being made—set up the safety programme it is
operators), the chapter outlines the need for basic manage- required to set up as a prelude to compliance by the stake-
ment functions of planning, organising, communicating holders. This will not only set the stage and the framework
and providing direction in the safety management process. for the others to locate their SMS’ in, but also send the right
It lists (and elaborates upon) 10 steps for establishing an message about DGCA’s resolve to stick to the deadline of
SMS—planning, obtaining senior managements’ commit- January 2009. Secondly, it could launch an indoctrination
ment to safety, setting up an organisation for the SMS, haz- campaign to persuade stakeholders that although there may
ard identification, defining risk management, establishing be moderately high initial costs of establishment of an SMS
investigation capability, getting safety analysis capability, and some recurring ones too, the additional margin of safety
safety promotion and training, safety management docu- would bring rewarding dividends in the long run by way of
mentation and information management, and last but not increased customer satisfaction and confidence levels, lower
least, safety oversight and safety performance monitoring. accident rates, and reduced costs of operation due to the
Thus, the steps outlined in the manual take a systems ap- incorporation of safer practices.
proach to the SMS, starting out with a plan and ending with Lure of higher revenues on all these counts may well be
a loop closure, in a continual manner to set up and sustain the speculative carrot the DGCA could hold out to the stake-
high standards of safety in the organisation. holders, whilst letting the stick of possible regulatory mea-
sures show itself in the backdrop. This would bring about
ICAO IN INDIA the desired result of making aviation companies recognise
ICAO trainers have already visited India and held ‘train-the- that effective management of safety would make good busi-
trainer’ programmes to elucidate the contents of the ICAO ness sense in the long run. This optimistic hope is encour-
manual. Under these programmes, organised by the DGCA, aged by the fact that, despite cut throat competition and loss
officials have assimilated the basics of the safety programme making market conditions, our aviation companies have not
it is expected to have in place. Also the other stakeholders shown any dereliction of safety requirements (of the kind
have grasped the rudiments of the SMS they are to establish which have brought Southwest Airlines such distasteful
by January 2009. However, comprehending the concept of publicity recently).
SMS and putting one in place are different things. The major That said, whether all stakeholders have an SMS in place
impediment would be the cost of setting up a structure that by January 2009 or not really depends on how DGCA plays
supports the ICAO SMS philosophy. its own cards. There are still nine months to go for the dead-
As an illustration, the system envisages the placement line, and if these nine months are to be used for creation, it
of Working Groups for all activity levels in the field. For is time to start conceiving now. SP
G
5. NANCHANG J-12
some took part in the Korean War against the USAF. By the late 1950s,
Chinese factories were licence-producing aircraft in large numbers.
These were MiG-15 (J-2), MiG-15Bis (J-4), MiG-17 (J-5) and the MiG-
19 (J-6). The break in relations with the Soviet Union dealt a double
blow to China. The aircraft industry nearly collapsed and a new and
powerful enemy appeared on the northern flank, though the PLAAF
was not involved in any border skirmishes with the Soviets. The indus-
try began to recover by 1965 and China produced its first indigenous
fighter, the J-8, a mix and match of various Soviet designs. bombing and independent air regiments. PLAAF was well integrated
Being an offshoot of the PLA, the PLAAF, too, was organised on into the PLA with the army headquarters controlling all functions of the
army lines. There were four branches, air defence, ground attack, PLAAF through an Air Force Directorate. The largest air force organi-
sational unit was the Division comprising 17,000 personnel divided na Sea between the Philippines and Vietnam. Considered to be oil-rich,
into 3 regiments. Each regiment was further sub-divided into 3 squad- these have been the subject of a six-nation territorial dispute. China,
rons of 3 flights, each holding three to four aircraft. The predominantly Taiwan and Vietnam have laid claim to all the 90-plus islands, while
air defence-oriented force had 200,000 personnel controlling about the other three claim some of the islands. To be effective in a military
100 surface-to-air missile units and more than 15,000 anti-aircraft situation in the Spratleys, the PLAAF needs to possess extended range
gun batteries. Nearly 20 regiments also possessed early warning and strike with in-flight refuelling capability, precision maritime ‘kill’ ca-
ground control interception radars. pability to support its navy, reconnaissance aircraft and effective com-
The Cultural Revolution in the 1960s and 1970s severely affected mand and control platforms. The other potential flash point, Taiwan, is
the PLAAF with technical and maintenance schools remaining shut central to Chinese military modernisation. Should Taiwan make a bid
for long periods. Intervention by the notorious Red Guards led to dis- for independence, China would view it as a direct challenge to its in-
ruptions in aircraft production and pilot training. An inflexible regi- tegrity, resulting in a conflict that might involve the US. Modernisation
men was imposed and pilot training, already hampered by outdated needs of the PLAAF to meet this challenge closely match the require-
aircraft and basic simulators, lagged, with air exercises and manoeu- ments for Spratleys. The difference would be that both Taiwan and the
vres being strictly controlled by ground control operators under the US have forces that are better equipped and trained.
watchful eyes of party cadres. In the 1980s, the primary mission of the The modernisation process began by acquiring Su-27 and Su-35
PLAAF continued to be air defence of the mainland and a majority of aircraft in early 1990s and the development of fourth generation com-
the 5,600 aircraft was assigned this role. Few aircraft were designated bat aircraft, including the indigenous J-10 and, the JF-17 in collabora-
for interdiction and ground attack with some bombers reserved for tion with Pakistan. Obsolete aircraft were retired and efforts made to
nuclear missions. The PLAAF had very limited capability in roles such further improve pilot training. A reduction in the overall number of
as deep strike or military airlift. aircraft resulted, with concurrent qualitative benefits for the PLAAF.
In the late 1980s, the PLAAF made serious efforts to improve the China’s astounding economic growth has accelerated the moderni-
quality of its human resources. The bar was raised for fresh intake and sation momentum and the 21st century has witnessed the acquisition
pilot training was given a sharper focus. The period of training to pro- of 105 Su-30MKK during the period 2000 to 2003 and 100 upgraded
duce a combat ready pilot was brought down from four to two years. Su-30MKK2 in 2004. China has produced more than 200 J-11s since
Technical and tactical skills along with flight safety were accorded 2002. The PLAAF also bought a total of 126 Su-27SK/UBK in three
greater emphasis. The western nations, exploiting the rift between the batches. The production of J-10 fighter began in 2002 and 1,200 are
Soviet Union and China, extended considerable aid to the PLAAF in on order. The H-6 bombers (Tu-16 Badger) were converted into Flight
the late 1980s. Western avionics were incorporated into the J-7 (MiG- Refuelling Aircraft. In 2005 the PLAAF unveiled plans to acquire 70
21 copy), the J-8 and the A-5 ground attack fighter. Western technol- Il-76 transport aircraft and 30 Il-78 tankers to significantly upgrade
ogy also helped in the development of strategic airlift capability and offer ex-
the B-6D Bomber, the HQ-2J high alti- tended range to the fighter force. The
tude SAM and the C-601 air-launched Collapse of the Soviet US Department of Defence has reported
anti-ship missile. Support from the
west ended abruptly in 1989 with the
Union in 1991 proved to that Su-27SKs are being upgraded to the
multi-role Su-27SMK status. The PLAAF
Chinese crackdown on protestors in the be a boon to China and is also organising a combat air wing for
infamous Tiananmen Square incident.
Collapse of the Soviet Union in 1991
the PLAAF as many a future aircraft carrier group, possibly
based on the Su-33, which is a carrier
proved to be a boon to China and the displaced scientists, capable variant of the Su-27. Many ex-
PLAAF. Apart from a formidable en- engineers and technicians isting fighters are being upgraded, some
emy being neutralised, many displaced to night maritime strike role, permitting
scientists, engineers and technicians joined the Chinese carriage of Russian weapons, includ-
from the erstwhile Soviet Union found military industrial centre. ing Kh-31A anti-radiation cruise mis-
employment in the Chinese military in- sile and KAB-500 laser-guided muni-
dustrial complex. In an effort to survive, tion. China is also developing special
the Russian aircraft industry was more mission aircraft including the KJ-2000
than willing to sell modern aeroplanes AWACS based on Il-76 platform. The Y-8
and technology to China. The booming transport planes are being modified to
Chinese economy could afford to import undertake a variety of roles of Airborne
the best that was on offer. Analysis of the Gulf war led the Chinese to Battlefield Command, AEW and intelligence gathering.
conclude that the defeated side was primarily lagging behind in mod- Comprising seven ‘military regions’ at Beijing, Chengdu, Guang-
ernisation and weak in fighting capacity. The effective and hitherto zhou, Jinan, Lanzhou, Nanjing and Shenyang, the PLAAF is heavily
unprecedented employment of air power by western nations made the biased towards China’s eastern coast, with some forces in the heart-
Chinese realise the need for rapid modernisation of the PLAAF. land and very little in the western region. China’s airborne corps and
To comprehend better the trajectory of PLAAF modernisation, Chi- divisions operate directly under the PLA. To shed its dowdy image, the
na’s assessment of its potential conflict zones should be understood. force has rid itself of obsolete aircraft and equipment and now plans
Territorial disputes with Russia, India and Vietnam remain largely un- to develop its own fifth generation fighter, the J-XXX. There are many
resolved but a combination of diplomacy and trade has pushed these lessons to be learnt from PLAAF’s implementation of its acquisition
to the background. A border agreement has been signed with Russia programme and China’s capability-enhancement to develop and pro-
and talks are on with India. But what India needs to remember is that duce its own aircraft. India and the IAF would derive benefit by creat-
China never forgets. Two high priority conflict scenarios remain—the ing a core group of professionals mandated to focus on and analyse
Spratley Islands and Taiwan. The Spratley Islands are in the South Chi- this remarkable transformation process. SP
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rawn to the growing demand for private jet travel
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and Arpels, in India.
PHOTOGRAPH: ASHESH SHAH
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T
HE EARLY DECADES OF one and carried one to two passengers. the joys and headaches, as together we
the last century witnessed Its top speed was almost 200 km/hour, built up the enterprise which later
a veritable flurry of avia- one of the fastest at the time. This is was to blossom into Air-India and Air-
tion activity. A new mode J.R.D.’s ecstatic account: “On an exciting India International.”
of transportation was– Such was the humble birth of
–literally––getting off the ground. Tata Aviation Service. For some
India, however, was largely unaf- years it had only two single-engine
fected. If, a century later, Indian planes, with a lone pilot on the pay-
aviation is flourishing, the credit roll. There were no navigational
should go largely to J.R.D. Tata. aids or radio. Tata Aviation Service
Jehangir Ratanji Dadabhoy Tata later became Tata Airlines, then Air-
was born on July 29, 1904. Many India International. Though J.R.D.
PHOTOGRAPH: WIKIPEDIA
found his name quite a mouthful, so Tata became the fourth Chairman
his friends called him Jeh while the of the entire Tata Group in 1939,
world knew him simply as J.R.D.. It the airline was his lifelong passion.
is not likely he had many enemies. He regularly travelled Air-India and
J.R.D. was the son of Ratanji Dada- took copious notes while flying. His
bhoy Tata and Suzanne Briere. His keen eye captured every little detail.
mother was French and he later As soon as he landed, he began the
married a Frenchwoman, Thelma Vi- J.R.D. Tata process of ‘making things better’. It
caji. He adored France. India is rath- is doubtful if Air-India could have
er fortunate that the lure of France (1904 – 1993) achieved the commanding heights
never overcame J.R.D.’s sense of duty it did without J.R.D.’s hands-on ap-
to this country––a cause to which he
devoted more than half a century.
“On an October dawn in proach. He transformed it from
just another airline into one of the
Jeh’s childhood in France was the
crucible of his lifelong love for avia-
1932, a Puss Moth and I world’s best. This continued even
after it was nationalised in 1953. In
tion. Louis Bleriot, the first person to soared from Karachi on an the fiercely competitive internation-
fly across the English Channel, was
a neighbour. Jeh often played with inaugural flight to Bombay. al airline business his dedication
made the difference. Not for nothing
Bleriot’s son and they witnessed
many of the early flights. Jeh was 15
As we hummed towards our was he later christened the father of
Indian civil aviation.
when he went up for his first joyride. destination, I breathed a In 1992, J.R.D. was awarded
J.R.D. commenced flying training in the Bharat Ratna––India’s highest
1929 and went solo after just three silent prayer for the success civilian honour––the only industri-
and half hours of dual flying. Subse-
quently, he obtained a commercial of our venture.We were a alist and one of very few persons
ever to be so recognised during
pilot’s licence––perhaps the first In-
dian to do so within India—bearing
small team.We shared their lifetime. His comment when
he heard the news was typically
the No. 1. A year later, when the Aga successes and failures, joys modest: “Why me? I don’t deserve
Khan offered a prize of £500 to the it. The Bharat Ratna is usually given
first Indian to fly solo from India to and headaches, as we built to people who are dead or it is given
England, Jeh took off from Karachi
in a Gypsy Moth intending to reach
up the enterprise which to politicians. I am not prepared to
oblige the government on the for-
England and claim the prize. How-
ever, at Aboukir in the Egyptian des-
blossomed into Air-India mer and I am not the latter.”
J.R.D. Tata was polite and cour-
ert, he encountered Aspy Engineer, and Air-India International.” teous to a fault. He had a rare fe-
a competitor, who was attempting licity with words and some of his
the trip in the reciprocal direction. quotations are the stuff of which
Aspy’s spark plug had quit and Jeh legends are made. His letters to
very generously gave him his spare various personalities are a joy to
plug enabling Aspy to complete the race October dawn in 1932, a Puss Moth and read––beautifully composed, elegantly
and win the prize. Aspy later became I soared joyfully from Karachi with our expressed, they reveal him as a warm,
the second Indian Chief of the Royal In- first precious load of mail, on an inau- considerate and endearing person with
dian Air Force. gural flight to Bombay. As we hummed a keen sense of humour. He died on No-
Indian commercial aviation formally towards our destination at a ‘dazzling’ vember 29, 1993 in a Geneva hospital
began on October 15, 1932, at Drigh hundred miles an hour, I breathed a si- at the age of 89. SP
Road near Karachi, from where J.R.D. lent prayer for the success of our venture
got airborne in a Puss Moth; his destina- and for the safety of those who worked — Group Captain (Retd)
tion the Juhu mud flats. The de Havil- for it. We were a small team in those Joseph Noronha,
land DH 80A Puss Moth had a crew of days. We shared successes and failures, Goa
A
as Air Officer Command- irport management, air space man- • Bell Helicopter Amarillo Military
ing-in-Chief of Southern Air agement, general aviation in India, Aircraft Assembly Centre played host
Command on retirement of corporate jet and helicopters, avia- to the 100th V-22 Osprey Aircraft
the previous incumbent, Air tion training and manpower needs, and Ceremony. The Bell Boeing event
Marshal Y.R. Rane. air cargo development challenges in In- recognized the achievements of the
dia were some of the key areas that drew vendors, suppliers and workers who
AIR MARSHAL N.V. TYAGI the attention of delegates and dignitar- built the aircraft.
Air Marshal N.V. Tyagi, with ies at the three-day India Civil Aviation
effect from April 1, took over Civil Aviation Minister Praful Patel Week Airport & Airline 2008. BOEING
as Senior Air Staff Officer addresses the congregation Striking a buoyant note in his in-
(SASO), South-Western Air augural address on March 18, Minister • The Boeing Company has confirmed
Command. The post was THE 2ND CIVIL AVIATION WEEK for Civil Aviation Praful Patel said, “The an order for three NextGen 737s by
vacated by Air Marshal S.C. AIRPORT & AIRLINE 2008 EXPO, conference comes at an important time Turkmenistan Airlines. The order for
Mukul on his move to South- CONCLUDED RECENTLY IN DELHI AND in the Indian aviation industry that is ex- two 737-900ERs and one 737-700 is
ern Air Command. ATTENDED BY 146 EXHIBITORS FROM pected to enjoy a compounded growth of worth approximately $221 million (Rs
18 COUNTRIES, HOSTED THE FIRST about 25 per cent per annum for the next 884 crore) at list prices.
EVER ROUNDTABLE CONFERENCE 10 years.” Elaborating on the purpose of
contract modification from OF CEOS FROM THE SECTOR hosting the event, Prem Behl, Chairman, • The Boeing Company has been
Northrop Grumman Corpo- Exhibitions India Group observed, “This awarded a $130 million (Rs 520
ration to provide hardware exhibition provides a platform that en- crore) US Air Force contract to
components for the next phase ables international as well as domestic brands to showcase latest products, services upgrade 16 Air Force and Air National
of full-rate production for the and technologies aimed at improving the quality and ease air travel in India.” In a Guard F-15C Eagles with the APG-
Minuteman III Intercontinental similar vein, Dr K. Ramalingam, Chairman, Airports Authority of India added, “I am sure 63(v) 3 Active Electronically Scanned
Ballistic Missile (ICBM) Safety that Airport & Airline 2008 Expo will provide a good opportunity to all concerned with Array (AESA) radars.
Enhanced Reentry Vehicle civil aviation to develop the way forwards for the Indian civil aviation industry.”
(SERV) programme. The con- The inaugural day also saw the presentation of Air Passengers Association of India • The Boeing Company has been
tract is for the third of four Excellence Award to recognise the leaders in the aviation industry across various fields. awarded a US Air Force contract to
phases of full-rate production Billed as one of the biggest expos in the country, the event drew enthusiastic response integrate the Joint Helmet-Mounted
in which Lockheed Martin will and participation from the industry. Cueing System into 145 F-15E air-
deliver an additional 120 full- craft. The contract includes hardware
rate production SERV hard- and installation services on the
ware kits by December 2010. The US military has regained announced that the Govern- aircraft, as well as initial pilot equip-
control of four non-nuclear ment of Iraq has placed a firm ment, such as helmets and visors.
Greenland’s Upgraded Early nose cone assemblies for a order for six CRJ900 NextGen
Warning Radar complete Minuteman missile mistakenly airliners at an approximate BOMBARDIER
Raytheon Company has sent to Taiwan in 2006, Air cost of $239 million (Rs 955
completed the construction Force Secretary Michael W. crore) which will be used for • Grupo SATA has signed a contract
phase of the UEWR at Thule Wynne said during a news civilian airline services. The to acquire four Bombardier Q400
Air Base, Greenland, signify- conference. Defense Secretary NextGen aircraft for its SATA Air Acores
ing the facility’s readiness Robert M Gates learned of the regional airline. Based on the list
to begin hardware installa- situation on March 21 and im- price of the Q400 NextGen aircraft,
tion and integration. As the mediately ordered that the US the value of the contract is around
prime contractor, Raytheon regain “positive control” of the $113 million (Rs 452 crore).
will integrate new electronics, systems, Wynne said. He also
computer hardware and mis- notified the president of the DÉFENSE CONSEIL
sion software to upgrade the situation. The nose cone as- INTERNATIONAL AND
existing two-faced, phased- semblies and associated elec- PROTEUS HÉLICOPTÈRES
array antenna facility at the trical parts are proximity fuses
remote site. Raytheon will for the missiles. While not • France has recently finalised a
also support integrated tests technically ‘triggers’, a nuclear transaction includes options 22-year contract with the Défense
of the Thule UEWR, perform- warhead atop a Minuteman on an additional four CRJ900 Conseil International and Proteus
ing both missile defense and would not detonate without NextGen aircraft. If all options Hélicoptères group for purchasing
legacy missions. The UEWRs the signal from these devices. are exercised, the contract val- and implementing a helicopter fleet
add missile defense capabili- It was the second incident ue could rise to approximately intended to replace ageing Gazelle-
ties to the Raytheon-developed with a strategic weapon in the $400 million (Rs 1,600 crore). type aircraft for the initial pilot
PAVE PAWS and Ballistic past year. CRJ NextGen aircraft were training of its officers from the three
Missile Early Warning System launched in 2007 and have Armed Forces and Gendarmerie.
radars, while continuing their achieved improved economics
missile warning and space CIVIL compared to earlier CRJ series DEFENSE SECURITY
surveillance missions, which aircraft in terms of fuel use COOPERATION AGENCY
are performed by US Air Force Asia-Pacific and maintenance costs.
Space Command. • The Defense Security Cooperation
Bombardier sells six CRJ900 Panel recommends Indian Agency has notified Congress of a pos-
US recovers missile parts; NextGen airliners to Iraq air navigation overhaul sible Foreign Military Sale to Iraq of
Gates orders investigation Bombardier Aerospace have A committee tasked with rec-
A
demotion and an appointment served to elevate within the Ministry of Civil Aviation. Unfortunately, he didn’t
Raghu Menon to the post of Chairman & Manag- have the endorsement of those who matter. Trivedi is likely to
ing Director (CMD) of National Aviation Company be moved out to another PSU and the post of Joint CMD, cre-
India Limited—the new flagship entity formed in ated specifically to accommodate him at the time of merger,
August 2007 after the merger of the two government-owned is reportedly being done away with.
national carriers and operating under the brand name Air Judging from the initial pronouncements, the new in-
India. The Special Secretary and Financial Advisor in the cumbent appears to have a clear perspective of the state of
Civil Aviation Ministry took over from V. Thulasidas who affairs in Air India. The company has accumulated losses
retired on March 31. assessed to be in excess of Rs 800 crore and is still going
A 1974 batch IAS officer from Nagaland cadre, Menon through its birth pangs as the process of integration of the
had withdrawn his name from the race as the post of Air two airlines is being stoutly resisted by the powerful unions.
India’s CMD is on a par with Additional Secretary in the To regain competitive edge in the international and domes-
central government and he had already been promoted to a tic markets, Menon has identified key result areas and plans
higher rung. Consequently, the final list submitted to the Ap- to achieve customer satisfaction through high levels of ef-
pointments Committee of the Cabinet (ACC) did not feature ficiency, including on-time performance, ground handling
his name. But Minister of Civil Aviation Praful Patel would not and maintenance. He proposes to achieve all this not by
accept any other candidate for the post, whether insider or shedding flab but by enhancing productivity. His pronounce-
outsider. Menon accepted demotion in favour of the high-pro- ments read like a standard script drafted for a new CEO tak-
file post, rendering fractious the elaborate process of vetting ing over any airline in India as practically all have the same
and shortlisting from the 51 applicants recommended by a broad objectives and possibly face similar problems, albeit
committee headed by the Cabinet Secretary. in varying degrees. However, given his long association with
Eyebrows might be raised, but his appointment should the Ministry of Civil Aviation and Air India, one would like to
not come as a surprise as Menon enjoys fairly decent and believe that the new CMD has in-depth understanding of the
respectable credentials. Associated with the Ministry of Civil true state of affairs and realises that at this juncture, trans-
Aviation for some years, having served earlier as Joint Sec- lating vision into reality may be a more daunting challenge
retary and Additional Secretary, he has also been on the than his rhetoric indicates.
Board of Air India. This is in fact the second time he has been Passing through a critical phase, the airline is embarked
elevated to the post of CMD. On August 1, 2003, following on a major renewal programme with 111 new aircraft on
superannuation of then Air India CMD J.N. Gogoi, Menon order but delay in the delivery of the Dreamliner has adverse-
temporarily held charge for merely 14 hours, to be precise. ly affected plans to expand network, forcing it to consider
Coincidentally, then too, it was the Minister of Civil Aviation leasing options temporarily. Menon must be well aware that
in the NDA Government, Rajiv Pratap Rudy, who nominated in the evolving economic order, Air India cannot retain its
him for the post. relevance or compete as a public sector entity. Shedding its
Selection and appointment of the new CMD has not been image as a lethargic department of the government, Air In-
without its share of pulls and pressures. A number of heavy- dia must transform itself into a vibrant private enterprise—a
weights from the bureaucracy, the public sector and even metamorphosis more easily envisioned than accomplished as
from within Air India had made it to the list. Each of the it will demand profound change in work culture, ethos, value
shortlisted candidates had political patronage from within systems and mindsets. More importantly, the new CMD would
the UPA Government. Joint CMD Air India V. Trivedi, believed also have to break free of the sterile framework of bureaucra-
to be eminently qualified and the most logical choice to be cy to adopt dynamic corporate management practices. SP
elevated to the post of CMD, had support from some quarters — Air Marshal (Retd) B.K. Pandey
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