October 2011 Archives

The trend is clear and much defined - armed forces around the world have understood that loitering weapon systems are essential in suppressing threats in a vast area.

 

These systems are usually being developed under curtains of secrecy, but from time to time the developers are releasing some data.

 

Recently we had an indication of the wider effort to develop loitering weapon systems. This happened when Rheinmetall Defence and its partner, Israel Aerospace Industries (IAI), revealed that they had successfully tested the new WABEP unmanned weapon system.

 

WABEP is defined as a "weapon system for standoff engagement of individual and point targets". It consists of a Rheinmetall-made KZO unmanned reconnaissance air vehicle and a Harop attack drone made by IAI.

 

According to the companies, during the test flights the Harop attack drone and the reconnaissance and wireless data transmission components in the Rheinmetall KZO system operated in networked mode.

 

The Harop has an extended loitering capability and can be used to engage high-value targets - reacting quickly, with extreme precision and situational flexibility. When linked with the KZO, the companies say, it is possible to abort an attack mission just before impact.

The companies say that during the recently conducted test flights, the Harop and KZO combination was successfully demonstrated in a variety of operational scenarios.

 
The KZO detected and identified a large number of landmarks and infrastructure installations, as well as stationary and moving targets, transmitting the target data to Harop via the WABEP combined system computer.

 

And when talking about "automated killing systems", it is the best opportunity to mention the parallel effort of weapon manufacturers to offer special weapon systems tailored for unmanned air systems (UAS) in all their sizes and shapes.

 

And as I said, we can assess that the effort is much more extensive and that Israeli companies will contribute their know-how since they have been involved in that segment for many years, since IAI developed the Harpy attack drone based on a German-made platform.

 

There are two ways of supplying those weapons - developing them from scratch, or adapting existing systems, carried now by manned fighting platforms, to the new mission or rather platform.

 

Rafael, one of Israel's leading manufacturers of weapon systems, is the first to admit that it is considering adapting some of the weapon systems it produces for use on UAS.

 

The Israeli company has developed some very advanced weapon systems, such as the Python-5 and Derby air-air missiles, the Spice add-on kit for bombs, the Spike missile that is currently is used on helicopters, and others that are still classified.

 

The growing use in the world of armed UAS for different types of missions has spurred the evaluation of the international market for these downsized weapon systems.

 

I am sure that the market will offer many such weapon systems that will answer the growing need.

EL AL is in a desperate race to go back to profitability. The Israeli airline could make money - a lot of money - but it has some built-in problems that have not been solved, despite the fact that some could be solved relatively easy.

So far, EL AL failed in all its efforts to join one of the industry's alliances. While the fact that EL AL is not flying on the Jewish Sabbath and its special security arrangements were cited as the reasons, Israeli sources said that the main reason is related to the "diplomatic arena".
I agree that the Israeli government did very little to help.

Long after the decision should have been made, EL AL will cease its direct flights to Sao Paulo, Brazil, in November. This comes after the route did not reach profit expectations.

EL AL recently said that fuel prices were the main reason for the decision, but other airline sources said the route was not profitable from the beginning. They said the route should not have been operated in the first place, because it was obvious the long flight and the surrounding expenses will not allow a profit.

In a bizarre decision, EL AL last year began domestic flights from its home base at Ben-Gurion airport, near Tel-Aviv, to Eilat - the Red Sea resort in southern Israel. This route is in direct competition with the two smaller Israeli airlines, Arkia and Israir .

These two have the right equipment to operate such a short route. Operation of the route with the smallest type in the EL AL fleet - the 737 - was also criticized from the outset, but EL AL went ahead with the program.

Arkia and Israir, which for many years were alone on this route, claim that EL AL asked for the domestic flights rights in "retaliation", after they managed to get rights to some international destinations in direct competition with EL AL.

EL AL denies this, claiming that the decision to start the domestic route was made based on "solid calculations" that there is a potential for profit.
Experts doubt that very much. I agree with the experts.

But the main problem, as mentioned before, is the very strange situation in which an international airline with expansion plans functions five-and-a-half days a week.

This strange situation was created many years ago by a parliamentary coalition, in which religious parties had great leverage. At that time EL AL was owned by the state, but since then it was privatized. The major shareholders, for some unexplained reason, are afraid to go back to the norm.

From time to time religious bodies threaten to boycott EL AL if it flies on the Jewish Sabbath. At the same time, these bodies do not boycott the two other Israeli airlines that fly seven days a week - nor the many foreign airlines that fly on the route to Israel.

The closure of two more routes in eastern Europe and the lay off of some seasonal employees will not change the situation of EL AL.

The Israeli airline needs to make some bold decisions that are well overdue.

This is the most natural development, and it is going to fully exploit the circumstances in the market. It's based on a very comprehensive survey of all market aspects, and in fact is going to change its basic features.

The idea, in a nutshell, is this - joint ventures between owners of "older" passenger aircraft and the people who know how to convert them so they can be used for many more years‫ ‬for other tasks - mainly freight.

The Bedek group of Israel Aerospace Industries is evaluating possible co-operation agreements with operators of passenger aircraft that are candidates for conversion into cargo configurations.

The evaluation is an outcome of Bedek's strategic plan to increase its international presence, by establishing conversion sites that will use the Israeli company's STC for different types of aircraft.

"The uncertainty about the number of aircraft that we can bring at any given time to such a site is a problem. The potential partners want to know the work volume at any moment," said Jack Gaber, IAI's corporate deputy vice-president, and general manager of marketing and business development for the Bedek group. He confirmed that talks are under way with potential partners.

He explained that this situation initiated the current evaluation: "We want to establish such sites with airlines and operators of a large number of older aircraft that are about to be replaced with newer ones. That can ensure a steady flow of work in the conversion site."

Bedek forecasts that the entry-into-service of the 787 will accelerate the retirement of many 767s and later 777s. Bedek is already working on an STC for the conversion of the 777.

Currently, the main conversion lines at Bedek are for the Boeing 747-400 and the 767-200 and -300.

We can expect the establishment of conversion sites in places that never before were connected to such activity.

Common interests, risk sharing or other definitions are based on one thing - the aircraft conversion market is a fluctuating one, and this creates some basic rules.

Africa is being rediscovered - but this time it's not by adventurous sailors, but rather by very experienced salesmen. They come in with airliners, trying to make the continent the next booming market for unmanned air systems (UAS).

African nations have become a major market for UAS, and Israeli manufacturers are making a big effort to increase sales in that part of the world. The potential revenues for the next five years is assessed to be about $500 million.

One Israeli source said that in some African states the demand is for "first level" UAS, while in others the call is for more advanced systems - and more advanced payloads.

Almost all the major Israeli UAS manufacturers have sold their systems in Africa, with many fully operational, or in the process to gain such status.

Israel Aerospace Industries (IAI), Elbit Systems and Aeronautics have all sold UAS to Angola, Kenya, Côte d‟Ivoire, Nigeria, Ethiopia and Tanzania. These countries are being offered advanced versions, while others evaluate basic models.

The Israeli ministry of defence has recently cleared the IAI Heron for export to some of the African nations.

An Israeli source said on 24 October that the strongholds of the extremist Islam - in Somalia and Sudan - are one of the main reasons for the growing demand for UAS.

Israeli UAS manufacturers have no real competition in the African market, with one source saying: "This is the current situation, but it may change and we try to put our hand on a big chunk of that market."

Currently, all the major Israeli manufacturers have a presence in Africa that is aimed at signing more contracts .

However, recently South Africa's Denel Dynamics has established an increased presence in many of the countries that have purchased Israeli-made UAS. The company is offering its Seeker-400 UAS.

Israeli manufacturers still hold an advantage, especially when it comes to supplying a system that can not only fly, but carry different payloads and transfer real-time data to the ground for immediate use.

The fact that there is a "users club" for the Rafael Litening targeting pod tells a tale.

Air forces needed a very advanced targeting pod, and the capabilities in the market were not enough.

The development of the Litening was made as in many other cases - in close co-operation with the Israeli air force. The operational experience of Israeli pilots resulted in a system that is one of Rafael's unrivaled bestsellers.

Not all the clients want to be exposed, but the unclassified list is also very impressive. It includes Australia, Brazil, Chile, Finland, Germany, Greece, Hungary, India, Israel, Italy, the Netherlands, Portugal, Romania, Singapore, Spain, Turkey, the UK, US and Venezuela.

Sources claim the full list has 26 customers - and that they have accumulated more than 1.5 million flight hours up to now.

The Litening is continuing to develop. Only recently Rafael‫  ‬has confirmed it is in the advanced stages of developing the fifth generation of the targeting pod.

The new version is being developed with features that will facilitate its installation on large unmanned air systems (UAS), like the Israel Aerospace Industries Heron TP.

Rafael has so far sold well over 1,000 Litening pods to customers around the world. According to an updated Rafael forecast, the demand for its Litening targeting pod in the next 5-7 years will amount to at least 500 systems.

The Litening is currently being evaluated by operators of the Eurofighter and Grippen fighter, and by the Indian air force for its new fighters.

The firm has also teamed up with Northrop Grumman to market the Litening in the US market.

The current model - the Litening G4 - includes a full digital 1024×1024 pixel forward-looking infrared sensor and an improved TV sensor for daytime imaging.

The G4 has been equipped with a datalink system that enables it to receive a variety of data inputs from multiple sources, without further modifications to the pod or aircraft.

Rafael sources said the increasing demand for the Litening stems from the operational need to gain a "persistent look" on the ground.

The sources were only willing to say that the new version will have better range and resolution. "It will also be capable of producing more useful data from each image", one source added.

The members of the Litening "users club" will continue to meet to share useful operational experience.

Rafael will likely have to use one of its bigger meeting rooms to accommodate the members.

 

Budget difficulties, especially severe ones, can result in a complete change of thinking. Even things that looked solid and unshakeable can suddenly generate new directions of thought - at least in the heads of some people.

This is at this stage it's just a "murmur", but this encapsulates the problem that the Israeli defence establishment faces.

Recent demonstrations against the government's economic policy resulted in a major cut to the defence budget for next year. However, the cut came in a year in which the generals expected an increase in the budget, which is needed - according to them - to address potential threats in the changing Middle East.

One issue which was supposed to be decided and "get a line in the budget" is the procurement of an advanced trainer for the Israeli air force (IAF).

When the government was forced to slash the defence budget, this one issue was immediately affected.

At this stage, the issue of request for proposals (RFP) for the selection of an advanced trainer for the IAF was postponed. The RFP was ready to be sent to the manufacturers of the two final contenders - the Korea Aerospace Industries T-50 and the Aermacchi M-346.

Although the long-term plan is that a joint company formed of Israel Aerospace Industries (IAI) and Elbit Systems would purchase the winning jet and sell flight hours to the IAF, this was put on hold at the last minute.

And here is where the "murmur" is gaining more volume. Some very experienced figures in the Israeli defence arena believe the plan to purchase the advanced trainer was a mistake from the beginning.

They base their view on the claim that the IAF has enough older fighter aircraft which could be equipped with new avionics and become good trainers.

The argument is supported by the fact that some systems developed in Israel can "inject" artificial inputs to the cockpit, so the trainee is put in a very realistic environment.
"The platform is not important, so why invest in it?" one of critics said on October 16.

It will not be easy to convince the IAF to give up its craving for a new shiny advanced trainer, but sometimes the circumstances dictate the reality.

A personal pilot locator radio is the only lifeline for a pilot forced to bail-out over enemy territory.

Therefore, this lifeline must be reliable, easy to use under the harshest conditions and not give away the pilot's position to the enemy before they can be rescued.

The combination of operational experience and advanced technology made the Elisra division of Elbit systems in Israel a leading supplier of such systems.

The latest addition to combat-proven personal pilot locator radios is Elisra's PRC-434G/SV transceiver - a small but powerful long-endurance personal survival radio.

The company says that with its embedded GPS receiver, large LCD display and state-of-the art electronics, the PRC-434G/SV assures precise global positioning, easy navigation and extensive two-way messaging.

Elisra says the new version is fully compatible with all previous airborne search and rescue system (ASARS) versions and interoperable with airborne systems such as ARS-700, ARS-700G and other NATO SAR systems.

The most important technology is the exact location capability and burst transmissions that make it very hard for the enemy to locate the transmission source.

Many pilots owe their lives to these compact radios. It seems airforces that thought of an ASARS unit as a "luxury" have changed their minds.

Other versions of this life-saving device are under development. By using advanced miniaturisation techniques, Elisra plans to offer more capabilities in the future. The one and only goal, however, is clear - locate a downed pilot in enemy territory after only one pass by a rescue aircraft.

Sensors and systems determine the main role of the platform. While there is no big difference  between, for example, a utility helicopter and one armed for maritime missions, the content of the cockpit dashboard and systems bays are the key factors.

Israeli aerospace and defence companies realised this some years ago, and are now offering versions of the same systems and sensors which are tailored to the platform's main mission.

One recent example is the Elbit Systems proposal to Korea Aerospace Industries (KAI). This includes a full package of sensors and payloads for the naval version of the South Korean company's Surion helicopter.

The KAI Surion is a twin-engine light utility helicopter, designed and developed jointly by KAI and Eurocopter to meet the requirements of the South Korean army and air force.

A naval version is planned, and Elbit Systems is offering to equip it with a variety of sensors.
Elbit has vast experience in developing different sensors for helicopters. These include many advanced electro-optical sensors that enhance the operational envelope of the platform in harsh conditions.

The package is made of different systems and sensors that can be found on other aerial platforms. The trick is to tailor them the max take-off weight of each platform, the limits of the workload for the crew and other factors.

As one of Israel's leading aerospace and defence companies, Elbit has a degree in the "elite tailoring" of avionics suits for different platforms.

In the past, most of this "tailoring" related to the upgrading of old platforms. Today, the company specialises in fitting the "boxes" to a platform, and thus determining its main operational role.

Stitching together different systems and sensors from different generations and making them play in harmony - this is the job of companies like Elbit Systems.

The experience, mainly on combat proven platforms, makes the difference in quality - makes this the Savile Row of systems tailoring.

A perfect, comfortable fit.

This is the perfect paradox: Israel develops and manufactures spy and communication satellites, launchers and advanced space payloads - but in spite of all this activity, the country has not been successful in making these proven assets a business.

And there is another problem - the lifespan of the Israeli satellites is much longer than anticipated, and this has created "hidden unemployment" in development and manufacturing.

The Israeli government has not yet proved it understands there is a problem: "We have great difficulties in keeping the teams in their current positions. We talk about elite experts, and that is a disaster," a senior industry source said.

In June 2010, the Israeli Space Agency submitted a report to the prime minister asking for greater investment in the needed infrastructure, so Israel can become a major player in the world space market.

The report said that in ten years, Israel could hold a $6-10 billion chunk of that market - but only if the needed money is invested.

The agency and the ministry of science have asked for an annual investment of $85 million, which will be used in a five-year plan aiming to bring Israel closer to the huge market.

But politicians are politicians, and the disappointing result was an annual grant of $52 million - for two years.

In this situation, Israel Aerospace Industries - which makes satellites and launchers for low-orbit spy satellites - and Elbit Systems, which makes optical payloads, will struggle to keep the space business alive.

There is no sign that the politicians understand the problem. Even if they are capable of understanding it, they would have probably become owners, or at least senior managers of big industries.

This paradox is very nearly a threat to the future of the Israeli space industry as a world player.
Will this change? I doubt it, but miracles do happen from time to time.

SatCom systems are everywhere. They are used to enable unlimited communication between fighting platforms and commanders or, in many cases, the "decision makers" that pull the trigger.

But SatComs have a shortcoming. The signal, which for instance goes from a payload carried by an unmanned air system (UAS) via the satellite to the operator of a weapons system, has a millisecond delay.

That is exactly why pinpointing a target, which was detected by a UAS that relayed the data to a satellite and from there to the ground, is a tricky job.

The trick that can fix it is called a logarithm. And this is a very sophisticated trick, especially when the target is a moving one, and the accuracy of the "hit point" fed into the weapons system before launch must be very, very "focused".

This capability gives the one that has it a great advantage over the enemy, in many cases a crucial one.

Israeli sources have for the first time said that the capability has been "honed" in an unprecedented way by local defence industries.

They were only ready to say that the "trick" is made in both ends of the "pipe" - in the sensor side and on the ground.

One very real and current aspect of this capability is related to the detection of improvised explosive devices (IED) that are popular in battle areas such as Afghanistan.

There, the suspicious signs on the ground where the IED is waiting to explode are detected in many cases from satellite orbits some 600km (373 miles) above ground. Even if the target is static, the wind on the ground can affect the accuracy of the weapon launched to destroy the IED. Here also the logarithm is responsible for the necessary compensation from detection to destruction.

Spy satellites, data links and special logarithms make some wild scenarios possible, and Israel seems to be positioning itself in the front row of operational users.

This is a very good example of using military technology for civil applications. It proves that such adaptations can meet a big market and, in this particular one, it is going to be even bigger.

Elbit Systems of America, a wholly owned subsidiary of Elbit Systems from Israel, recently delivered its 1,000th Enhanced Vision System (EVS).

When this system was introduced into the market, many looked at it as a gadget that is "nice to have". The numbers prove that they were wrong.

When combined with a certified Head Up Display (HUD), this system provides low visibility "approach ban" relief and landing credits in North America and Europe.

The first all-weather window EVS was manufactured in 2001 to improve the capability of commercial, business, and military aircraft to execute precision and non-precision approaches.

Today, aircraft equipped with the system can land, taxi and take off in total darkness, fog, rain, snow and other reduced visibility conditions. The results are an increase in safety and a significant reduction in flight operation delays.

The EVS system is currently installed on all aircraft models manufactured by Gulfstream Aerospace and is in the installation process on all widebody aircraft used by Federal Express.

The EVS uses advanced technologies developed for military uses, mainly by Elop, the Elbit electro-optic division.

The system has begun a revolution in the civil market and enlarged the operational envelope of civil aircraft.

The company says that it is suited for Next Generation airspace satellite-based operations, such as WAAS, LAAS, SBAS, RNP, and RNAV, by providing a means to continue descent below decision height at all airports, regardless of infrastructure and weather conditions.

The company also says that it provides improved situational awareness during ground operations, helping to reduce runway incursions.

"We have supplied the system to many customers including FedEx and Gulfstream and it gains more popularity as it allows safe operation in bad visibility. We see a big potential market in the future," said Joseph Ackerman, president and CEO of Elbit Systems.

This is a trend shared by all Israeli aerospace and defence industries...

Take a full-size payload, originally developed for a full-size aircraft, and make it suitable for installation in or on the smaller fuselage of unmanned air systems.

The appetite of UAS users has become enormous.

"We like the unmanned system but please put as many sensors on it as you can."

This is not a direct quote but change a word here and there and this reflects the wish of all military commanders.

And the industry, of course, makes every effort to satisfy.

At the AUSA annual meeting and exposition which opens today in Washington, Israel Aerospace Industries (IAI) will unveil one of its products borne out of this payload trend.

The lightweight airborne ELM-2054 SAR/GMTI radar payload is, IAI say, the perfect solution for all-weather, air-to-surface intelligence, surveillance, target acquisition and reconnaissance (ISTAR) applications.

IAI says it features a modular, open architecture and can therefore be configured easily into small tactical unmanned air systems.

Elta, the IAI subsidiary that developed the ELM-2054, confirmed the new light, small payload is based on its legacy ELM-2055DX SAR/GMTI modular payloads.

So this is the trend and, as Israeli defence companies concentrate efforts to offer downsized payloads for UAS, more and more budgets are directed towards acquiring UAS.

The payload manufacturers want to ride on that tide.

Evolution. When the flight engineer was kicked out of airliner cockpits, some saw it as a dangerous move. But then came the two-engine long haulers, and the reaction was similar. Now evolution is being seen in the unmanned air systems (UAS) world.

The external pilot, the guy who controlled takeoff and landing, is no longer there - at least not in the advanced UAS made by Israel Aerospace Industries (IAI), the company with some of the most advanced examples in the market.

Automatic takeoff and landing (ATOL) is now a standard feature in all medium and large UAS made by the Israeli company. It is installed, it is operational and it is combat proven.

The takeoff sequence and the landing are performed by pressing buttons in the control station that receives the real-time data from the UAS's payload.

IAI's ATOL is based on differential GPS, and on a set of reflectors attached to the wings and a laser system on the runway. The lasers are there in case the GPS is jammed by the enemy.

When it comes to the big UAS, like the Heron, a camera is located on the tail and allows the controllers in the station to have an "outside world" picture, like a pilot has. This allows the controllers to abort takeoff when something is wrong.

Evolution. It's here, it's fast and it may, as in this case, be very surprising.

Russia's big appetite for unmanned air systems (UAS) continues. The nation now plans to buy and assemble Israeli-made UAS and use them as a "gap filler" until they are capable of developing their own.

This may seem strange, but Russia - as a superpower - has totally neglected UAS capabilities. During the war with Georgia in 2008, Israeli-made UAS were instrumental in causing casualties to the Russian army.

This angered Moscow, and the Russian air force was instructed to shoot down any UAS on sight. Russian MiG-29s managed to shoot down at least one Elbit Systems Hermes-450 UAS - and this was without doubt the turning point.

Last year, Russia purchased a huge number of UAS systems made by Israel Aerospace Industries (IAI) - mainly Searcher II types.

This was the first step in a planned purchase of more UAS, with a total value of $400 million.
The Russians have indicated the IAI Heron UAS is a key choice, and hinted that other types are on the "wish list".

This planned additional purchase of Israeli-made UAS is to be accompanied by a joint venture between IAI and Russian companies, aimed at building a UAS manufacturing facility in Russia.

Israeli observers said the signed contracts between Israel and Russia are aiming to allow Russian design bureaus to catch up with the world,and develop UAS designs with operational capabilities.

The Russians are further motivated by the Israeli policy to sell them only selected types that would not harm Israel if they find their way to a third party.

 

 

 

 

Behind the scenes the fight is continuing. It will have to end either in a knockout or a compromise. There is no way to tell what the outcome will be.

In a nutshell, Boeing is charging a fee for every aircraft that is converted by the Bedek division of Israel Aerospace Industries (IAI) from passenger to cargo configurations.

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, still affecting the air cargo market, clients are more price sensitive and the "Boeing fee" increases the final price by $250,000.

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, is a type of royalty as the conversion changes the original airframe design.

The "Boeing fee" is a heavy burden on IAI, especially when the market is in not-so-good condition.

After impressive growth in its cargo conversions activity last year, the Bedek division expects a more moderate conversions market in the short term, but the forecast for 2013 is for further growth.

Bedek expects more growth in 2012 but points to the fact that there is not enough availability of Boeing 767-300s in the market for conversions. The 767 and the 747 are the main types that are being converted.

With plans to go into the conversion of the 777,  the "Boeing fee" dispute has to be settled very soon.

Both sides present a firm stance but there are signs that they understand that the circumstances dictate some sort of solution.

The skies in the Middle East are changing, in parallel with the dramatic developments in some countries in the region.

Changes in Egypt, Syria and Libya, and the fragile stability in Lebanon, have completely changed the situation in the airspaces that neighbour Israel.

This has been amplified by the high tension between Israel and Turkey, following the Israeli navy's operation against the "Peace Flotilla" that sailed from a Turkish port in the direction of Gaza.

After a long period of stability, the airspace in the region is a reflection of the situation on the ground.

Apart from one unconfirmed incident between Israeli F-15s and Turkish F-16s near the Turkish part of Cyprus, nothing has happened, but tension is in the air.

There is a mutual effort by all parties to keep the situation under control but it is clear that, unlike in the past, any small incident can become a big one.

When terrorists from Gaza staged an attack on Israelis near Eilat in southern Israel a few weeks ago, Israeli air force Apache helicopter pilots that were scrambled to the area to take part in the hunt were instructed not to use their weapons system in case something suspicious was detected on the Egyptian side of the border.

In such situations there is an understanding that each action should be evaluated and approved by the highest authorities.

There is no way to tell when the situation will stabilise. For the time being there is a "business as usual" effort, but at the same time the tension is in the air in the most concentrated sense of these words.