May 2011 Archives

The process is identical. When Israel began operating unmanned air systems (UAS) in the early 80s, many armed forces, especially air forces, looked at these small remotely controlled platforms with hidden or quite open scepticism.

Thirty years later, Israel is a leading UAS developer and manufacturer, selling its products to countries around the globe including superpowers like the US and Russia.

The same process is happening with introducing multi-layered anti-rocket/anti-ballistic systems into service. What looks like an Israeli problem that is being dealt with very advanced technology will, without doubt, in no time become an operational requirement for many countries.

Thinking outside the box resulted in the many unique designs of UAS made in Israel, those which are offered for export and those that will not be on that list for many years to  come.

The impressive intercepts of rockets launched from the Gaza Strip by the Iron Dome, shortly after it was fielded, is proof that there are ways to deal with the rocket threat.

Iron Dome, made by Rafael, is a mobile defence system aimed at intercepting short-range rockets and artillery shells.

No-one will be surprised if the US is a potential client. Rockets take their toll in Afghanistan and all the improvising, such as evolving cannons adapted from shipborne versions, have not proved their efficiency.

Foreign press claims that Singapore has already purchased some Iron Dome systems and that it has a requirement for the David Sling system developed jointly by Rafael and Raytheon.

Remember the UAS? Almost every country wants those systems now. Many of these countries realise or are on the way to realising that rockets are a threat because of their relatively low price, their proliferation and the "statistical" chaos they create in large areas.

Back to what will happen in the not-too-distant future. Countries will understand the threat posed by rockets in the hands of armies or terrorists. They will develop defence systems or purchase such systems that are in the market.

The UAS that are in service with many armed forces in the world show that the technology in many cases creates the market. This is exactly what will happen with anti-rocket systems.

As one senior Israeli official said: "Think out of the box or you will find yourself in one." That sentence can be understood in different ways. All of these mean the same.

Passive detection systems are gaining popularity in areas where the active ones are easy prey to even a not so advanced aerial force.

They are being referred to as "gap fillers" but this definition may not be one that really describes them. The passive detection systems, in many shapes and definitions, are about to get a new boost.

Israel, as a country under everyday threats, has developed some passive detection systems . Some are still classified but recently the Elta division of Israel Aerospace Industries (IAI) has presented "tailored" versions of its EL/L-8388 passive radar to different countries that want to upgrade their air defense systems.

The EL/L-8388 functions as a 3D ESM/ELINT surveillance system, and operated usually alongside active radars.

The system acts as passive detection radar that creates a three-dimensional situation picture by providing location and dynamic tracking of airborne emitters. According to Igo Licht, Elta's director of marketing, the passive air situation system also offers improved identification and better ranging capability, with its improved penetration of low altitude clutter.

Being a passive system, it is also less vulnerable to anti-radiation attacks. It must be said that a passive radar is not a direct substitute for an active radar but the equilibrium has shifted. This is a logical process, if we look at the new platforms that could end up in the hands of terrorist organisations as well as conventional forces.

Licht confirms that there is an export deal for the system but does not identify the client.

The interest in these systems is growing in parallel with the increasing number of anti-radiation weapons systems. Passive in some cases is the fine line between life and death.

Israel Aerospace Industries (IAI) is making another attempt to settle a dispute with Boeing about the "Boeing fee" charged by the American manufacturer for every aircraft that is converted by the Bedek division of IAI from passenger to cargo configuration.

The dispute is not new. The Boeing fee has been charged since 2009 but IAI's efforts to avoid it or decrease it have failed. Israeli sources say that because of the recession that is still affecting the air cargo market, clients are more price sensitive and the Boeing fee increases the final price by $250,000.

After two years of continuous growth in air cargo there is a clear stagnation that is worrying the airlines and companies like IAI, a major center for conversions.

The Boeing fee is charged to allow the owner of the converted aircraft access to all the technical documentation of the aircraft. The fee, according to Boeing, represents a royalty as the conversion changes the original airframe design.

IAI declines to comment on the issue that is being dealt with by lawyers from both companies.

Bob Sailing, spokesman for Boeing Commercial Airplanes, said on 15 May that the fee is not new and is according to Boeing's policy when work is being performed on one of its aircraft. "We always do our best to discuss these issues with our partners and in this case we do the same," he said.

Both companies are presenting clear cut reasons for their stance. This dispute has been kept low profile but the flames that it causes are dangerous.

 Can air power achieve a continuous dominance of a defined territory? Israel Aerospace Industries (IAI), claims that with the right systems the answer to that question is positive and it also offers the tools.

The current doctrine used by the Israeli Defense Forces (IDF) is that a ground force has to keep a continuous presence in the defined area with the airforce supporting from above when called in.

IAI offers a new doctrine and the tools to perform it. Colonel (Res) Ofer Haruvi, a senior consultant to IAI's military aircraft group, explains that the current doctrine costs a lot of lives: "The IDF evaluated the new proposed doctrine but went back to the old one. Now we offer it again but this time we offer the tools to perform it ."

Haruvi explains that by using unmanned air systems (UAS), hovering intelligence platforms and standoff sensors on aircraft, the airforce can achieve the needed sustained dominance. "Some of these aerial systems should be operated by the infantry and become part of the sensors that create the big picture. But by doing so the ground force can stay in safe areas and move in only when the targets are well defined and precisely located."

Haruvi specifies some of the new systems developed by IAI to enable the IDF's proposed change of doctrine. One is the Panther tilt rotor UAS.

The Panther uses an innovative automatic flight control system that controls the transitions between the hovering takeoff phase to forward flight and vice versa before landing. The Panther takes off and lands automatically by a simple click of the operator console, thus eliminating the need for an external pilot.

According to IAI, the Panther is powered by three ultra-quiet electrical motors.

The Panther has a takeoff weight of 65kg and an endurance of 6h. The Mini Panther is only 12kg when taking off and its endurance is 2 hours.

The second such tool is the IAI ETOP hovering aerial vehicle (HAV) a purely electrically-powered, tethered, airborne platform which can be used for observation, surveillance and other applications.
The HAV can carry a payload of up to 20kg and operate up to a maximum altitude of 100m.

ETOP combines an electrically-powered aerial platform and a ground system which includes the means for automatic deployment, cables, and a mission management unit.

The third tool that Haruvi mentions is the "Ghost" vertical takeoff UAS that was partially unveiled recently. Haruvi also includes the "Harlim", a solar powered UAS that takes off when the fighting starts and is in the air for its duration.

The senior consultant also talks about a "Butterfly" micro UAS with flapping wings and the "Mosquito" super mini UAS that is under extensive development. "We offer the change of doctrine when we have the right tools to perform it. We are sure that this will bring a serious discussion," he says.

If someone needed additional proof how complicated, unpredictable and fragile are the defence ties between Russia and Israel, he got it last week big time.

The arrest and deportation of the Israeli military attaché to Moscow shocked the Israeli defence establishment. Col Vadim Liderman was arrested while having lunch in a Moscow restaurant, interrogated and deported immediately.

The official Russian spokesmen said that he is suspected of gathering intelligence about Russian arms deals with some Arab countries. In a video that showed a Russian official reading the claims to the military attaché after his arrest, the unidentified official said the Liderman was "actively involved in promoting the interests of Israeli companies in Russia".

Liderman was interrogated after arriving in Israel and immediately after this interrogation was over, Israeli security officials said that following a "thorough investigation", they didn't find any evidence to support the claims made against Liderman.

The arrest, investigation and deportation come in the middle of a "new defence dialogue" between Russia and Israel. After signing a huge contract to purchase Israeli-made unmanned air systems (UAS) , the feeling among the Israeli defence industries was that Russia emerges as a big potential market.

Israeli observers said that the involvement of the Israeli military attachés around the world in promoting the sales of Israeli-made defence systems is a "potential trap".

The defence ties between Russia and Israel are a mix of strange ingredients. Russia is supplying some Arab countries with advanced weapon systems that may endanger Israel. This in spite of Israeli protests. At the same time Russia is buying Israeli made UAS and is angry when such systems are sold by Israel to countries in Eastern Europe that once were "satellite" states of former USSR, gained independence and now are building their own modern military power.

So now we will have to wait and see what will be if any the effect of the military attaché's deportation on planned deals of UAS and other advanced aerial systems made by Israeli defence companies to Russia.

Selling advanced air systems with military use is very complicated. When at one side is Israel and at the other Russia, complication becomes an understatement.

It's an unwritten rule: when you hear a rumour, try to look at the face of the man that whispered it. This may give you a hint about the part of the rumour that is true, if any at all.

When I heard this rumour for the first time, I felt that it was substantially true. When I heard it again, this feeling became even stronger.

In spite of the complete severance of the defence ties between Turkey and Israel, recently something is beginning to change. Its under the radar, it's not in the open but it's there.

Last year Turkey froze all negotiations on purchasing more Israeli made unmanned air systems (UAS) but made sure it received all the systems it paid for.

The crisis between the two countries that were very close partners in defence related issues is the result of the Israeli's navy operation that stopped a flotilla of ships that sailed from Turkish ports and planned to reach Gaza with a cargo of humanitarian goods.

In 2007 Israel Aerospace Industries (IAI) and Elbit Systems launched a joint programme for the supply of UAS to the Turkish armed forces. 

The $190 million contract was signed between Israel UAS partnership (IUP) and the Turkish ministry of defence.

IAI manufactured the Heron UAS while Elbit Systems supplied the ground stations.

The UAS were not supplied in time and the two sides accused each other for the delay. In early 2010 the problems were solved and the Heron UAS were delivered.

After the flotilla incident the atmosphere was such that no further deals looked possible. But recently there have been signs that this may not be the case.

The armed forces in Turkey have a special status, and they know that the Israeli made systems, not only UAS, are very efficient and ones they need urgently.

Turkey is developing UAS but a long time will pass until these will reach the operational capabilities of these made in Israel.

This brings the problem to the threshold of the Israeli government - what to do if Turkey wants to buy more Israeli UAS and other aerial systems?

But all the above is only a rumour and rumours have a certain behavior. Something is happening but we will have to wait to see what is the outcome of it.

Simulation for training pilots is becoming more advanced and expensive and countries are looking for ways to use it without major investments. This has encouraged some companies to offer these services based on long experience in developing the hardware and operating it.

Based on the growing need, Elbit Systems is expanding its worldwide simulation services .The Israeli company has marked this business as one with a big growth potential.

The mix of its technical know how with its finacial abilities and the fact that many of its employees are serving in the reserve units of the Israeli airforce has made the Israeli company a perfect source for such training services.

Recently, Elbit Systems has been awarded a contract for the establishment of a Helicopter Pilot Training Center for Macedonia's Defense and Security Forces.

The project, valued at 43 million euros, will be operated under a private financing initiative (PFI) concept, in which Elbit Systems will provide a comprehensive solution, including the setting up of the training center, acquisition of aircraft, supply of full mission simulators and operation of the center for a period of eight years. The Pilot Training Center will prepare and qualify new pilots for the Macedonian defense and security forces, as well as provide training of active pilots.

In 2009, the Israeli company proved that it believes in the simulation business when it invested in a Beechcraft B-200 simulator complex it purchased from Mechtronix in Canada.

The simulator was adapted to the needs of the Israeli air force (IAF) by mixed teams of Elbit Systems and the manufacturer. 

The IAF has immediately contracted Elbit Systems to supply the simulator services. Until then the B-200 (Zofit ) pilots were trained in simulators in the USA.

This business is expanding and with the price of fuel sky rocketing it is expected to continue doing so.

It's a very crucial problem but for now without any near term solution - how can the Israeli defence forces (IDF) evacuate wounded soldiers from the combat zone under fire, within the "golden hour" that is in many cases the last chance for survival?

So far the effort has not been successful. Ideas are evaluated but none is solving the problem of aerial medical evacuation (medevec) from the front combat line.

The IDF is very keen to acquire an unmanned casualty evacuation platform and is following very closely the development efforts made in Israel and elsewhere.

A parallel effort is to develop an unmanned air system (UAS) that will be capable of performing resupply missions to front line combat units. As reported in Flight International on 16 May Elbit Systems won a contract to develop a cargo UAS for the IDF.

The project has been dubbed "Flying Elephant" and is aimed at resupply missions to the front combat line.

The Elbit Systems design is based on a wheeled cargo pallet that can be loaded with 1t of ammunition, food or water. The pallet is attached to a special parafoil with servo systems that will ensure its aerodynamic shape. The "Flying Elephant" will be able to fly for a "number of kilometres" and will have a GPS system for navigation to the desired supply point.

The problem of resupply to front combat units became acute during the second Lebanon war.

Is a "Flying Elephant" style UAS the solution for effective medical evaluation under fire? Experts are not sure but they add that the design may be a "possible solution" in a different version.

The experts say that flying supplies are not like flying wounded soldiers to safety. It seems that the efforts will be accelerated but the current technology like the fancraft of the Urban Aeronautics AIrMule hovering craft is not ripe yet.

The continuous use of helicopters to transfer wounded to nearby field hospitals, is becoming very dangerous, as the fire concentration even in urban combat areas can be very intensive. The presence of shoulder launched missiles and rockets in the possession of militant groups has changed the scale of the threat.

There will be a solution because it's needed, but I wouldn't take the chance to predict a time frame.

The Israeli government will have to take a break from handling the political situation in the Middle East, and decide soon where to build the complementary international airport of Israel. The current situation is unacceptable. There is no alternate to Ben-Gurion international airport near Tel-Aviv and there are no plans for a second international airport that will be needed when Ben -Gurion will exceed its maximum capacity.

But neither issue is dealt with seriously. The Israeli civil aviation authority (CAA) is beginning to feel that something has to be done quickly.

The Uvda Israeli airforce base near Eilat in Southern Israel used to serve as the alternate for Ben-Gurion , but last year, the Israeli CAA banned its use for lack of some major safety features.

Since this decision has been made, the alternate for Ben-Gurion is Amman in Jordan.

With no domestic alternate to Ben-Gurion and no complementary airport on the horizon, this has turned on some red lights in the CAA. Giora Romm, its director general, told me that when the annual passengers traffic in Ben-Gurion exceed 16 million, a second airport will be needed. In 2010 the airport handled 11.5 million passengers, an increase of 9.3% compared with 2009. If that growth pace continues, the problem will need an even more urgent solution.

The CAA has proposed two options - one in the Nevatim air base in southern Israel or in Megido, in northern Israel. "We think that Megido is a better option because of its location," Romm said .

The minister of transport prefers the southern option but this conflict of location is at this moment just talk as nothing really happens.

Romm says that a decision has to be made this year. Even if this happens, a long time, a very long time, will pass until the actual project will start to roll. This is the pace of developing aviation infrastructure in Israel, a country that manufactures space launchers, satellites and some of the most advanced air systems in the world. Strange? When politicians run the show this is the result.

Loitering weapon systems are going to be more integrated in the arsenal of the Israeli defence forces (IDF)

The importance of these semi or fully autonomous systems grows all the time as they become more sophisticated and versatile.

Most of these systems that have been developed in Israel are highly classified.  But the trend is clear by analyzing the systems that have been exposed.

The Israeli defense industries are developing new generations of loitering weapon systems to meet the demands of foreign customers. There are no details on such systems used by the IDF.

The only relatively advanced loitering weapon system that was revealed in recent years is the Harop, made by Israel Aerospace Industries (IAI). This system was supplied to the German army. There may be more foreign clients but they are not identified. In the past, according to the foreign press, South Korea, China and India have purchased the earlier version, the Harpy.

Harop is a long endurance system which can be launched from a variety of platforms, and is equipped with tactical UAS capabilities, mainly a high performance FLIR/colour CCD EO seeker with 360 degree hemispherical coverage. It searches, detects, attacks and hits high value re-locatable, time critical, land or sea-based, moving targets with pinpoint accuracy at long ranges. A Harop unit is comprised of special launchers and a Mission Control Shelter (MCS) that enables missile control with a Man in the Loop operation, engagement or abort attack capability in real time, avoiding collateral damage.

The Harop can be applied to a variety of battle scenarios, including low and high intensity conflicts, urban warfare and counter terror operations. 

The experience gathered by using the Israeli loitering weapon systems domestically and overseas is responsible for the new features. The details are not released but it is clear that these systems are getting some very critical capabilities for mission success in a variety of combat conditions.

The fact that EL AL does not fly on the Jewish Shabbat has created over the years a "virtual reality" that can be only the result of a twisted political compromise that enables the religious parties in Israel to be part of any coalition.

Sundor, the virtual subsidiary of EL AL, was formed to operate part of the Israeli airline's Shabbat flights. The same aircraft, the same aircrews but that is supposed to deceive God.

For years this format worked. Recently the Israel civil aviation authority (CAA), revoked the operational certification of Sundor. According to the CAA this decision was made after the airline failed to comply with "basic requirements" of an airline.

Sundor was formed in 1977 under the name "EL AL Charter Services" and in 1981 became Sundor.

The CAA's action was taken after the European Aviation Safety Agency demanded to correct the problems that were discovered during apron inspections at European airports.

Giora Rom, director general of the Israeli CAA, said that Sundor failed in all criteria and that called for an immediate action.

Until a permanent solution is found to the problems passengers are being flown on alternative flights.

In mid week, Sundor's passengers are being flown by EL AL on its scheduled flights.  On weekends Sundor buys capacity on flights of foreign airlines.

Regulated civil aviation cannot live in  a world of tricks that contradict every basic rule that was made to ensure safe commercial aviation.

I hope that the revoked licence is a trigger that will bring an end to this farce when aircraft are flying in disguise.

The crisis with Sundor should lead to a real attempt to end the ban on EL AL's Shabbat flights. It's time that the Israeli airline assumed a normal operational pattern especially as it is not state owned anymore.

The problem is huge. The potential solutions are now being studied. What is very clear even at this early stage is the fact that the Israeli airforce (IAF) will have a major role in defending the newly discovered gas reservoirs off the Israeli shore from terrorist attacks.

The task of course is one that the Israeli navy will have to perform but the aerial elements will be major and in the current situation this is one hell of a task.

The Israeli navy's missile boats carry helicopters and navy "spotters" are flying daily missions aboard the IAF Westwind 1124 (Seasacn) maritime patrol aircraft.

In recent years, the IAF has begun using the Israel Aerospace Industries (IAI) Heron unmanned air system (UAS) for maritime patrols.

But all these systems were enough to foil terrorist attacks on Israel from the sea front. The problem became different in scale and intensity, after the huge gas reservoirs were discovered off the Israeli shore. The two drilling floating rigs are potential targets and when the oil will be piped to the shore in a few years, the threat will increase dramatically. The problem is not theoretical. Hassan Nasrallha, the leader of the Hizbula in Lebanon, claims that part of the underwater gas reservoirs belongs to Lebanon, a claim that is not supported by any international law but is enough to increase the concerns.

If I may predict, the aerial force of the Israeli navy will expand in platforms and capabilities in the coming years.

The fuel contamination that grounded many international and domestic flights in Israel last week exposed a characteristic of aviation - one single problem can create chaos. It was the ash cloud in Europe last year; it was fuel contamination last week in Israel on a smaller scale.

This fact will apparently not be changed, but as if according to a fixed script the parties involved don't waste time before they begin to blame each other for the fiasco. That happened in Europe after the volcanic dust settled, and it happened in Israel even before the results from the laboratories about the nature of the greasy substance were definite.

The airlines accused the authorities, the authorities accused the company that has the concession to supply the jet fuel, the ministry of transport looked for someone to accuse and the ministry of infrastructure and natural resources did not know who to accuse. Confused? All involved are. The source of the contamination is not clear yet but this is only one problem.

Israeli aviation sources say that especially in a country with such high sensitivity to emergencies, the situation is unacceptable. They claim that relying on one source of jet fuel is "not logical" and that the control of the supplier or suppliers should be more tight than today.

The relevant ministries are still "studying the facts" but these are not clear yet. What is clear is that some 70 international flights were delayed for long hours. When refueling trucks brought clean oil to the airport, they distributed it evenly between the grounded aircraft to allow them to fly to a near destination where their tanks were filled.

The scale of the damage the oil contamination in Israel last week was minor compared to this of the ash cloud in Europe last year. But except for the scale all the elements are almost identical. Aviation has a typical chaos script.

To say, it will not be an easy task in an understatement, but they will try because the threat is becoming more imminent.

The talk about it at this point is in low profile, as if not to create expectations but something is going on.

I can say with a great degree of confidence that two unique Israeli active protection systems designed to defend tanks and APCs from rockets and shells may be converted for use on helicopters.

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 destabilises the rocket or shell so that it does not hit its target.

Both systems use special radar systems to locate and identify the threats.

While the Israeli airforce (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 are 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.

The Trophy has recently scored a first operational success when it defeated a Russian made anti tank missile that was launched to hit a Merkava-4 main battle tank (MBT) in the Israeli-Gaza border. That success will undoubtedly push the process forward with accelerated pace.

The anticipated declaration of a Palestinian sovereign state, in September, is creating some thoughts and worries about aviation issues that will no doubt need a fast solution, if indeed there is one.

The two parts of the planned Palestinian state, the west bank and Gaza strip, do not have any operational aviation facilities. The west bank did not have one after the 1967 war. Gaza had an airport in Dahania, near the city of Rafha. This airport was the base of a Palestinian airline that was formed in the days of Yasser  Arafat. The  airport was bombed by Israel during one of the clashes and has not been rebuilt since.

If the UN supports the independence declaration of the Palestinian state in September, the new Palestinian government will soon have to find a solution to connect the new state to the world.

This will create a big headache for Israel. I don't see the Israeli government allowing aircraft of any type taking off from the west bank or Gaza. The currently sea blockade on Gaza will not be solved by free flights. The same is applicable for the west bank. The threat of terrorist attacks is too imminent according to the Israeli general security service, that no prime minister will even bring it to a cabinet discussion.

The issue will be discussed soon after the anticipated declaration but the solution cannot be seen even on the far horizon and even in the clear skies of the area.

The recent reconciliation between the Palestinian leadership in the west bank with its Hamas counterpart in Gaza, has further complicated the problem that was already complicated.

It seems that only the active intervention of the US will pave the way to some sort of solution but even with such intervention no one is holding his breath.