February 2011 Archives

The potential of the Indian market for the Israeli aerospace and defense industries is huge. There are short term acquisition programmes and long term ones, and Israeli officials are trying to be part of each such competition. Israel has supplied the Indian defense forces with many systems and therefore has a very good status in this huge market.

But now the Indian domestic aviation market looms as the one with similar potential and Israel is there to try and enjoy the future developments.

Israel Aerospace Industries (IAI) is following very closely the needs of the Indian domestic aviation market in new aircraft.

According to  Dr Moshe Zilberman, director of marketing at IAI's engineering division, the Indian domestic airliners market is far from maturity, thus, the potential growth of the market is promising a significant increase in the number of domestic airliners.

Dr Zilberman claims that the new entries of regional aircraft in Russia, Japan and China, where the domestic markets are growing in equal or lower rates than in India, should encourage and support India's decision to develop a new regional aircraft of its own.

Figures presented by IAI show that the annual growth rate of the domestic passenger air traffic in India is 25% since the open skies policy was adopted in 2004-2005.

The IAI data shows that the growing domestic market in India is presently divided among seven operators.

The fleet of 300 aircraft is mainly composed of single-aisle jet airliners manufactured by Boeing and Airbus. Around 50 ATRs are operated by Jet Airways, Jet lite (formerly Sahara) and Kingfisher .

The fact that most of the domestic fleet is based on single-aisle jets indicates that domestic operators, considered as regional operators, prefer much higher seating capacity than the world average.

The data also shows that the order book of manufacturers by the Indian operators, is maintaining a similar ratio between single-aisle jet airliners and turboprop aircraft.

Dr Zilberman says that the domestic Indian aviation market is ahead of the world tendency in seat capacity for the regional service by 30-50 seats. Namely, this market is much more comfortable with jet airliners with 90 passengers and beyond.

The IAI expert says that it is just a matter of short term decision that India, as a world leader from the user point of view, will become a significant player in the manufacturing side for the internal market at first, and for the rest of the market in the more distant future.

An IAI corporate source says: "We are very interested in the Indian plans to design and manufacture domestic and regional aircraft. We have a lot to contribute and want to be part of any such programme."

 

 

 

 

 

 

 

Technology moves both ways. Sometimes it moves from air to ground and sometimes from ground to air.

The direction is not important. What is important is the urgent operational need that sometimes comes from a very unexpected direction . This is almost a paradox, but one that has caused loss of lives. Helicopters in many combat zones defined as "low intensity", are being shot down with the simplest weapons like the old RPG shoulder launched rockets or any other unguided projectile that can travel a short range in direct line. Direct aim, no sensors, a helicopter is downed.

Two unique Israeli active protection systems, designed to defend tanks and armed personnel carriers (APCs) from rockets and shells, may be converted for use on helicopters. The development direction is logical, but will involve a lot of miniaturization and other advanced technologies.

The drive to develop the new protection systems for helicopters stems from the success of similar systems that were developed for ground missions.

The Trophy made by Rafael and the Iron Fist, made by Israel Military Industries (IMI), create a hemispheric protected zone around the vehicle where incoming threats are intercepted and defeated. When a threat is detected, identified and verified, the system launches the classified interceptor and it deflects and destabilizes the rocket or shell, so that it does not hit its target.

Both systems are using special radar systems to locate and identify the threats.

While the Israeli Air Force (IAF) helicopters are using EW systems against missiles, there is a need to protect them against weapons like RPG rockets. These have downed many helicopters in Iraq, Somalia and Afghanistan.

Both companies confirmed that there is a "thought" about developing versions of the systems that will be carried by helicopters. Both companies were reluctant to be more specific, but sources say that the interest comes from some foreign air forces that have encountered the problem.

Converting the systems will involve downsizing them and changing the way the interceptors are being launched to defeat the incoming threat.

This is not an easy task, mainly because of the weight of such a system but as miniaturization breaks new records every month, the task seems more reachable.

 

 

 

 

 

 

 

 

 

The kinetic kill of the US-made target by an Israeli improved Arrow-2 anti ballistic missile on Feb 22 over the Pacific Ocean is another and very important step towards the new capabilities of the Israeli missile defence systems.

A target missile was launched from a US Navy ship off the west coast. The Arrow-2 Block 4 was launched from a US facility on the coast.

The improved Arrow-2 intercepted the target missile after its "Green Pine" ground radar detected it.

According to Arie Herzog, head of Israel's ballistic missiles defence organisation in the ministry of defense, the Arrow-2 achieved a kinetic hit. He noted: "There was a big explosion over the ocean ". Video footage from the test site's fast cameras showed the precise hit.

The Arrow-2 is designed to destroy ballistic missiles with a proximity operated warhead, but in this test it achieved a kinetic kill.

Israel Aerospace Industries (IAI), the Arrow's developer and manufacturer, is currently developing the Arrow-3, a totally different interceptor that is designed for kinetic kills of ballistic missiles armed with unconventional warheads.

The direct hit is an indication that the Block-4 software that was used in the improved Arrow-2 has brought IAI closer to the planned capabilities of the Arrow-3 missile. This new missile is also dubbed "Super Arrow" and will demonstrate new capabilities to match future threats.

 

 

 

 

 

 

 

Weight Watchers are having success in the squadrons of the Israeli air force (IAF). This success is reflected not on the weight of the ground crews and the pilots, but on the weight of the aircraft.

Last year, the IAF has begun a "diet programme" for its aircraft to overcome loss of maneuverability and carrying capability due to overweight. Sources say that there is success so far and the efforts continue.

The IAF has been upgrading its fixed wing and helicopters since they entered service. This has mainly been by installing locally developed systems.

During the years, some of the platforms became heavy and the IAF decided to cut the weight.

As part of the effort, each aircraft is being evaluated and the overall weight is checked against the needed operational capabilities. There is a weight loss plan for each aircraft.

The plan includes the replacement of existing heavy systems with lighter ones and even scrubbing old layers of paint. One immediate success was achieved with the Eurocopter AS-565 MA (Atalef) helicopters, operating from the deck of the Israeli navy's SAAR-5 missile boats.

This helicopter became heavy because of the many systems installed in it and that resulted in a limitation of the fuel that could have been pumped into its tanks and in shorter mission time.

Some of the systems of the Atalef were replaced with newer, lighter ones.

With other platforms the focus is on replacing "items" with less heavy ones and removing "boxes" that are not needed anymore.

IAF sources say that the weight loss effort will become a continuous process and that the results so far are encouraging.

 

 

At this point in time, this may seem a problem only Israel faces. But many developments in other parts of the world including Europe, point to the possible wider scope of it - defending civil populations against missiles and rockets, launched by countries or terror organizations.

 

If you have access to intelligence people that follow the intentions and capabilities of countries like Iran and terror organizations like Al Qaeda and its numerous "affiliations", the threat will become very real. If you don't have such access, you may be lulled until something happens.

 

Israel was attacked by ballistic missile launched from Iraq under Saddam Hussein, Israel has been attacked by rockets from Lebanon and Gaza. Understanding that every future war will involve heavy salvos of missiles and rockets, Israel has stepped up its efforts to gain a fully operational three tier defence system against those threats.

 

With assistance from the USA, Rafael, one of Israel's defence industries in cooperation with Raytheon, is developing the David's Sling Weapon System.

 

The David's Sling Weapon System is aimed at defending the Israeli populated areas against medium range rockets.

Rafael has developed the Iron Dome system aimed at intercepting short range rockets. Two units are already operational and ready for deployment.

 

The third layer will be composed of the Israel Aerospace Industries (IAI) Arrow-2 fully operational system aimed at intercepting long range ballistic missiles and the Arrow-3, currently under development. This completely new missile will have longer range and a kinetic kill capability, crucial when the attacking missile is equipped with a non conventional warhead.

 

While the three layered defence systems are being built, many are raising doubts about the logic behind their inception.

These people, placed in some key positions in the Israeli defence establishment, say that the three layered defence system  "does not make sense". They say that in attrition war between homemade rockets and even series production rockets that are very cheap on the market the winner is obvious. They claim that the "passive defence" approach that is behind the idea of the three layered system is twisted.

 

"Israel has the means to defend itself against rockets and missiles using offensive methods and not defensive ones," one of the most active critics said recently.

 

The critics, and they are not a few obsessive types, say that a country should not base its national defence on systems that cannot match the availability of the threat, meaning the proportion between the defensive missiles in store, with the number of rockets and missiles that the enemy can launch.

 

At this point the voices of the critics are faint and it seems that the government is continuing with its efforts to have the operational three layered defence system in place as soon as possible. But the reality in the Middle East may change very fast, and the key is as always in the hand of the politicians.

 

While there is no sign that someone in key positions really thinks of an alternative that will not involve the never ending development of Arrow-4 , David's Sling 2 and Iron dome advanced , some voices show signs that in the future the trend might change in some degree.

 

The ongoing effort to complete the three layered defence system is huge. But for the first time voices are heard that Israel with its very advanced airforce should think of ways to put a fast end to any attempt to paralyze the country with salvos of rockets and missiles.

 

The critics say that the threat of rockets in the hands of non-governmental organizations should also point to a solution based on the offensive means a country has and not on building an invisible defensive bubble above it.

 

They immediately add that the proliferation of the easy accessed rockets and missiles, makes the problem one that may be faced by other countries and therefore the solution should be offensive. "The world should not go into a never ending race between the ballistic threats and the ways to counter them. This is what strong airforces and other forces are for. The change should be in the heads of the politicians that run the countries," one of the more strong Israeli critics said recently.

 

 

 

 

 

 

 

 

 

 

When politicians announce that something will happen at a certain date, add a few months, in fact many months, and use a lot of patience.

 

In November 2010 Israel Katz, the Israeli transport minister, announced that he will submit for cabinet approval a proposal to establish a national authority for air transport security.

 

The new authority was supposed to function on March 31, but as I write, nothing has happened and will probably not happen soon.

Only the involvement of Israeli Prime Minister Benjamin Netanyahu may accelerate the process. This also has not happened yet.

 

The plan is that the new authority will have responsibility for the security of the Israeli air transport sector domestically and overseas.

 

Currently, El Al supplies security services for the other Israeli airlines in foreign destinations. This situation is against any logic. "Would you expect that the security personnel of Coca Cola will serve Pepsi?" an Israeli aviation source asked cynically.

 

In the past, when El Al was state owned this could be accepted. The airline was privatised years ago but continues to be the security contractor for its competitors.

 

El Al has declared that it intends to cease all security services to the two other Israeli airlines on March 31, but that is considered a threat without intention to act, and more as pressure on the government to move forward and change the weird situation. At this point if the new aviation security authority functions even partially, in early 2012, this will be a miracle.

 

Governments and ministers are very keen to come out with promises and plans. Their implementation is a totally different story.

 

 

 

 

 

 

 

 

 

 

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In the lab it worked perfectly. The different systems aimed at defending Israel from ballistic missiles "talked" with each other and the threat was challenged with good results.

A short time before Washington turned its back to Egypt under President Mubarak, it demonstrated its obligation to help Israel in case it is attacked by ballistic missiles.

Recently, a joint US-Israeli exercise was carried out in the Elisra Active Defense Battle Lab, jointly shared by the Israeli Air Force (IAF), the Israeli Ministry of Defense (IMOD) and the U.S. Department of Defense (DOD).

The unique active defence battle lab has been developed and maintained by Elisra, since its inception in the early 90s, under contract with the IMOD and the US Missile Defense Agency (MDA). An end-to-end simulator of Theater Missile Defense, the Lab simulates attacks against defended assets, and the operation of defense systems against those attacks.

Elisra is jointly owned by Elbit systems and Israel Aerospace Industries (IAI).

The computerised exercise was wide in scope, including operational forces and combat fighters while simulating a ballistic missile attack on Israel and the use of Israeli and US. Missile Defense Systems.

A large group of US and Israeli officers from the various operational units participated in the exercise and evaluated the overall operational architecture of the IAF's Active Defense Array, which was set to function in conjunction with the US systems that are deployed in Israel.

The active defense battle lab was developed by Elisra to be the most advanced battle lab in the world for simulating Active Defense against ballistic missiles. The lab in an underground highly secured facilty, is also used to develop the doctrine, coordination and concept of operation between the joint forces and to help engineers to build the Active Missile Defense Systems Architecture.

In the past, the US has stationed Patriot PAC-3 missiles and Aegis ships in Israel and in the Mediterranean to work together with Israel's indigenous Arrow-2 anti ballistic missile system.

 

A "think tank" team at Israel Aerospace Industries (IAI) is searching for ideas to help make airports greener. This team is the "father" of the TaxiBot, a pilot-controlled semi-robotic towing system for aircraft. While the company is developing advanced UAVs, missiles, satellites and other military useful systems, this team is concerned about making airports more friendly to the environment.

 

The first result of this effort is almost a commercial product. Lufthansa and IAI have successfully conducted an operating test for the TaxiBot pilot-controlled semi-robotic towing system. The test was conducted at Frankfurt airport using a 747-400.

 

The test included towing the aircraft from gate to runway and back under typical taxiing conditions. TaxiBot is a joint development by IAI's Lahav division and Airbus of an innovative environmentally-friendly pilot-controlled semi-robotic towing system.

 

The TaxiBot towing system, designed by IAI, allows airplanes to taxi to and from the airport gate to the runway without the need to operate their jet engines.

 
During the demonstration, following TaxiBot  push-back, all taxiing processes were controlled by the aircraft's pilots from the cockpit, using the normal tiller and braking pedals just as in regular airplane taxiing. The TaxiBot's special control system controlled the load on the aircraft's nose landing gear in real time, maintaining it within a pre-calculated envelope, so that there was no significant fatigue effect on the nose gear.

 

According to IAI , despite the severe weather conditions which prevailed during the Frankfurt test, the demonstrator system showed excellent capabilities and successfully maintained the defined envelope.

 

The test, conducted on a Lufthansa 747-400, followed a similar exercise in Toulouse on an Airbus A340-600 test aircraft, conducted by Airbus and IAI during the second quarter of 2010 that showed promising results.

 
According to IAI, work is continuing to develop a TaxiBot prototype vehicle for narrowbodies, such as the A320 and 737 families.

 

Further demonstrator tests on Airbus aircraft are scheduled for the second quarter of 2011, to allow various operational and technical conclusions to be reached regarding prototype development and bring the system design to maturity prior to serial production.

 

According to IAI, the TaxiBot prototype is scheduled to achieve certification during 2012 and deliveries of the first units to customers should begin before the end of the year.

 

 

 

 

 

It's a war and it is one that El Al is losing and will keep losing without the help of the Israeli leaders. But they simply are not helping.

The Israeli leaders in many ways are different from those of other countries. I will not count the differences but one is very frustrating and annoying and above all, inexplicable. Prime ministers, defence ministers and finance ministers in the West and East are almost constantly helping companies from their respective countries to win international tenders.

In Israel, everything is different. Here the leaders act (or rather don't act) as if it is not their job to assist. This is always the case even if the situation arises from their decisions through the years.

Why do I bring up this subject now when it is not new? El Al has been privatised but is still considered the national airline of Israel. The company has been trying for years to become a member in one of the aviation alliances, so far with no success.

An airline that is not a member, faces many problems. Whenever the senior management of El Al bring up the subject during talks with their counterparts in foreign airlines, they receive almost a standard answer: "The fact that you are not flying seven days a week and because of your special security measures it is not possible."

This in polite words is a very weak excuse but it does not relate in any way to the real reasons which are mainly political. And at this point all the Israeli politicians failed. Not one of them ever really tried to help El Al to get a little closer to the door of one of the alliances.

Leaders of the highly advanced countries in West and East are flying thousands of kilometers to help their industries to win large contracts and to penetrate new markets. Here is something much simpler but no less important. This is not about winning an international tender...it's about competing on a level playing field with your competitors.

Recently El Al in a desperate move initiated a new alliance with some eastern European airlines. This in no way is a substitute, but with no help from the politicians, this will be the only one at least for the foreseeable future.

 

 

 

 

 

Traffic lights in space? An Israeli company claims that it has a better solution that can avoid the collision between geostationary satellites.

The system, dubbed ADAMS (Automatic Detection and Avoidance Maneuvering System), will minimize the danger of satellites colliding.

Communications satellites are economic and strategic assets, considered national infrastructure.

Every year more than 25 new satellites are launched worldwide, with an estimated value of $6 billion of direct costs and an additional $160 billion of indirect costs.

The amount of capital involved in this industry has generated a need for insuring space assets.

Meidad Pariente, CEO of  the company behind the new technology, Spaceialist, says that the existing statistical models are not suitable to an environment in which one major fault could have catastrophic implications. "Furthermore, it did not predict collisions in the past like the Iridium-Cosmos collision on February 2009," he adds.

The Israeli company, in cooperation with the Center for Space Standards and Innovation analysed the short and long term effects of a collision in the geostationary belt.  

The research was based on a scenario in which a resident geostationary satellite with mass of 2,000kg collides with a satellite in Geostationary transfer orbit (GTO) with seven degree inclination and 200km perigee with a mass of 4000kg.

The company says it constructed the orbits and phased the satellites so that the mean orbits would intersect in GEO. 

Pariente says that the research showed that such a collision between two satellites could result in a no-launch period due to uncertainties of debris behavior. This will cause a few severe effects like satellite retiring without replacement and a delay in the launch of new satellites.

Pariente adds that ADAMS' design is based on maximum assets already installed on a communication satellite and will cost no more than 1% of the total mission cost and could be the "immobilizer" of the space industry.

Tal Inbar, head of the space research center at Fisher Institute for air and space strategic studies, in which the study will be first presented, says that the research is innovative and of great importance to the future space activities worldwide. "The strategic outcomes of such collisions are immense, and the research is only the first phase of a long process needed to overcome these consequences," says Inbar.

 

 

 

 

 

It will not be an easy fight but it will end one way or the other. New technologies create pressure for change but some parties are not always happy to make the change.

The general staff of the Israeli Defence Forces (IDF) is re evaluating the use of precise rocket as a substitute for aircraft. Performing air-to-surface missions.

Some years ago, the idea was rejected but now it has been brought up for another round of discussions.

Two Israeli companies, Israel Aerospace Industries (IAI) and Israel Military Industries (IMI), have developed a range of very mobile, non-expensive, very precise rockets. Some can be launched from multi launchers that are capable of fast reaction and the creation of a large kill zone.

The two companies claim that these rockets can deliver the needed close support fire to ranges of up to 200km.

Only some designs of the rockets have been revealed while others are still classified.

The Israeli sources say that the rockets are not capable of suppressing massive launch of rockets like the ones that are used by the Hezbollah in Lebanon but are perfect to hit selected targets that can disappear if the reaction time is not short enough.

"To stop a barrage of rockets from Lebanon, the airforce will still have to perform heavy bombing but the precise rockets are capable for other missions that today are performed by fixed wind an helicopters," one senior Israeli source said.

With the place of the IAF in the hierarchy of the Israeli defence forces this is going to be one very fierce and interesting fight with no air bombs or rockets but with lots of emotions based on tradition.

Changes are not always achieved at the required pace especially when some of the decision makers have sat in cockpits attached to jet engines.

 

 

 

 

 

 

 

Intelligence, the best intelligence is the key for good aviation security.

Israel has an "army" of security personnel securing its airlines but the whole operation is based on intelligence of many kinds.

As in the battlefield, the fact that intelligence is derived from many sensors, human and technical, the problem is to use bits of information to create a clear threat picture.

That exactly what SpaceLogic from Israel is offering with its I-Screen system.  Some major airports in the USA are using the I-Screen system for optimizing the screening of passengers' bags.

The Israeli company that developed it is ready to reveal partial information about it.

The special "data fusion" software is interfaced with all the sensors and procedures involved in the security process aimed at clearing a passenger and his baggage before entering the plane.

According to Gary Koren, chairman and CEO of SpaceLogic, the system user is able to adjust and optimize the screening process for different pieces of baggage.

The special SecureLogic algorithm generates the screening routing directions for each bag. The user can set risk level parameters into the system or retrieve them from controlled sources that are now used for baggage screening.

The system reads the security tag attached to each piece of luggage and directs each of them to a specific screening route.

According to Shalom Dolev, the company's VP for security systems, the software provides an overall control solution for a 100 percent checked baggage screening by any combination of screening equipment such as TSA explosive detection  systems, advanced technology systems, automated high throughput X-ray machines, explosive detection system, manual search operations or any combination of them.

The Israeli company claims that the airport that use the software achieve a higher rate of security and expedite the process. The company has identified the USA as the primary market but will not say in what airport its software is being already used.

 

  

If there is still anyone that does not accept the fact that aerial platforms have lost their importance compared with the systems that are on that platforms, he should visit Rafael, the Israeli company that developed some of the best air-air missiles on the market today.

Rafael said recently that it is developing a very advanced "Multi mission, Multi platform" missile. The classification air-to-air missile is not mentioned. The new type are missiles that can be launched also from fighter aircraft in air-air missions. Also is the key word here if you did not notice.

The new approach was adapted to answer the diversified needs of armed forces and the heavy investments in developing different missiles for different platforms.

A senior Rafael source said that the first implementation of the new approach could be seen when the company used two combat proven air-air missiles to develop a surface-to-air point defence system. The Spyder system is based on the Python-5 and the Derby.

The system was exported to some countries and last year the Israeli company revealed a longer range version of  it. Boosters attached to the missiles increase their range.

The basic SR version has a 20km effective range. By attaching boosters to the two missiles the new Spyder MR has an effective range of 50km.

The Spyder MR has a different radar than the one installed on the basic Spyder SR system.

The two canisters on the launcher can be opened before launch to enable the active sensor of the Derby and the passive sensor of the Python -5 to acquire the targets.

The Derby is capable of receiving data from any search radar, using a data link that is part of the launcher. This data link is used also to transfer the cuing data to the missile after launch.

The missile can also be launched after lock on, normally at very close range.

The Derby is equipped with a Pulse Doppler radar, made by the MBT division of Israel Aircraft Industries (IAI). The radar has a look down capability.

According to the Rafael source, the Spyder in its two versions is a good example of how "we used two air-air missiles to offer a point defence system. Later we added boosters. This is the guideline now. We develop building blocks for very advanced missiles that can be used from an air, ground or sea platform."

Rafael confirmed last year that its "Stunner" missile is actually a next generation air-air missile. The Stunner will be used initially as part of the "David's Sling" system aimed at intercepting short and medium range rockets.

 

 

 

 

 

 

 

The Israeli aerospace industry and air force are revealing only small parts of the efforts they invest in future unmanned air systems (UAS).

It is not easy to see the effects of future deployment of new UAS in the IAF's fleet of combat aircraft. But even with that heavy curtain on the efforts, it is clear that also the most sceptical commanders of the IAF have reached the conclusion that more and more missions should and will be taken over by UAS.

Israel is a world power in developing and manufacturing UAVs in the shape familiar to many of us today. But the UAVs are moving very fast to become unmanned air systems with all the meaning embedded in that definition.

Very little can be said and very little is known outside the design centers of companies like Israel Aerospace Industries (IAI) , Elbit systems and Aeronautics , but these centres work almost around the clock to be ready for the new willingness of the IAF to transfer more missions to these flying, very advanced robots.

 

 

 

 

 

I've been in Twitter overdrive at the MRO Middle East conference and exhibition in Dubai. Read my tweets from the sessions (flighteditor) at #mrome or on our MRO Middle East landing page, where you can also find the latest announcements and analysis of the market and video featuring some of the personalities making the news.

The latest developments in Egypt will affect future procurement programmes of the Israeli airforce. This is the assessment of Israeli observers.

The sudden uprising against president Mubarak is a potential threat to the "cold peace" between Israel and Egypt that was formed in 1979. Since then, in spite of sometimes chilly relations, the Israel defence force (IDF) and especially the Israeli air force (IAF) have been considering the Egyptian military power as a very small if any potential threat.

Now after the recent days development when it is not clear who will be the new rulers of this big country that has a very modern armed forces including its air force, this equation is calling for a new assessment.

While at this stage nobody in the Israeli defence establishment talks about it openly , the reevaluation has begun.

The Israeli sources say that the character of the Egyptian leadership that will come after Mubarak leaves office will determine the needed changes in the force structure of the IDF with special emphasis on air power.

 

The change in acronym is one very good indication to the fast changing world of aerial weapon system.

The Missile Technology Control Regime (MTCR) should be changed to something like "The long range platform technology control regime" or LRPTCR. The acronym is not important. What is important is the adaption of the reality to many kinds of control efforts.

Unmanned air vehicles, or in their most recent name unmanned air systems, are changing the reality that led to the original MTCR.

As these lines are written, officials of the Israeli ministry of defence are discussing the ways in which the MTCR in its wider version, might affect the export of Israeli developed UAS.

It is already obvious that with some large long endurance UAVs the Israeli ministry of defence will have to get approval for every export deal from Washington. And based on past experience, when Israel planned to export "strategic" systems, the US administration made angry voices and sometimes became even aggressive.

Israel has not officially joined the MTCR but because of its "special relations" with the US,  is adhering to its limitations.         

The issue was brought to the discussion table in the defence ministry due to the development of some very big UAS with long endurance and range.

One is the Dominator-2 developed by Aeronautics, based on the Diamond DA-42 twin engine aircraft, and the Israel Aerospace Industries (IAI) Heron TP.

The aim of the MTCR is to restrict the proliferation of missiles, complete rocket systems, unmanned air vehicles, and related technology for those systems capable of carrying a 500kg payload to a range of 300km, as well as systems intended for the delivery of weapons of mass destruction (WMD).

I'm not sure the acronym will change but the substance will have to. The fast progress of the technologies is simply forcing it and Israel as a UAS superpower accelerates the process.