Arie Egozi: August 2012 Archives

Every mention of the Chinese Jian-10 (J-10) fighter brings back the rumors of the alleged help Israel gave to the programme.

It seems that in certain offices in Washington, there are officials who are still angry about the past defence ties between Israel and China. This anger forced Israel Aerospace Industries (IAI) to cancel a deal to sell airborne early warning (AEW) aircraft to China in 2000.

However, the cancellation of the AEW deal stems from earlier allegations concerning another programme.

In 1987 IAI was forced to terminate its Lavi fighter aircraft programme - Washington did not like the idea of an Israeli-developed fighter, and development was shut down.

The J-10 has been referred to in the media as the "Chinese Lavi", and the allegations were that Israel - after it was forced to terminate the programme - assisted China in developing the J-10, mainly by selling some technologies. Experts even pointed to "clear resemblances" they claim exist between the two fighters.

A few days ago, when the Pakistani press revealed that the country's air force is getting ready to accept its first J-10's, the story surfaced again,

The J-10 is a multi-role fighter aircraft designed for both air-to-air and air-to-ground missions. The aircraft was designed by the Chengdu Aircraft Design Institute (611 Institute) and built by the Chengdu Aircraft Corporation.

The aircraft has been operational with the Chinese People's Liberation Army air force since 2003, and is available in the single-seat fighter variant J-10 and two-seater fighter-trainer variant J-10S.  

In recent reports, following the preparations made in Pakistan, the local press again said that the development of the J-10 was reportedly assisted by Israel, which provided the technologies of its cancelled IAI Lavi lightweight fighter - including the aerodynamic design and the software for the fly-by-wire control system.

The Lavi has been dead a long time, but its memory lives on - at least in the heads of some experts and reporters.

If everything goes smoothly, a group of anxious but enthusiastic people will stand in mid-2014 on a hill in southern Israel and wait for the AirMule to take off, manoeuvre and land.

 

This is intended to be the final proof that this special platform can live up to the great expectations it generates.

 

Urban Aeronautics is accelerating the assembly of a second AirMule prototype in preparation for a series of demonstration flights requested by potential customers.

 

According to Dr Rafi Yoeli, president and CEO of Urban Aeronautics, the second prototype is intended primarily as a reserve aircraft to ensure uninterrupted flight testing once mission demonstrations to customers are underway.

 

The first prototype of the AirMule internal rotor vehicle has recently been fitted with a double redundant hydraulic system to enable continued rotor pitch control in case of a failure in one of the pressure supply lines or any hydraulic control system hardware.

 

The Israeli company is planning to complete an automatic precision landing demonstration in the next few months.

 

A small stabilised electro-optic payload has already been installed on the AirMule prototype.

 

The D-STAMP payload, made by Israeli company Controp, is part of the AirMule's Auto-Land system, which will enable the aircraft to guide itself to a touchdown over any high contrast marker (or alternatively, a laser spot) placed at the precise landing location in the combat zone.

 

This Auto-Land feature will be the final step towards enabling fully autonomous take-off to landing flight paths using pre-programmed routes.

 

Accurate positioning will be maintained en-route by an on-board inertial navigation system (INS) in conjunction with a GPS or, alternatively, a Doppler navigation unit.

 

Yoeli said that while the plan is still to equip the final, production variant with the 940 SHP Arriel-2 engine, installation of this engine in the second prototype may be postponed.

 

"We are evaluating the impact of a new engine on our schedule and budget and may decide to stay with the same engine model presently used on our No 1 prototype (the 730 SHP Arriel-1) for our second prototype."

 

The time and costs saved are mostly due to the fact that the company already has all the parts it needs to assemble a second set of gearboxes and shafts, all rated for the Arriel-1 engine power level. Subsequent work, following first demonstrations to customers, will be to upgrade the systems and transition the aircraft to the Arriel-2 engine.

 

The use of the Arriel-2 will allow a maximum take-off weight of 3,100lb (1,407kg), an endurance of five hours (or one hour with a 500kg useful load) and a maximum altitude of 12,000ft.

 

Yoeli expects the second prototype to be ready for take-off within a year.

 

The AirMule may change the way some missions in the combat zone are performed.

 

Some are sceptical about its ability to do this. Others say that this platform is what commanders have been waiting for. The next few years will prove who is right.

Airlines sometimes make decisions that generate unpredicted reactions among their passengers.

Such a decision was taken last week by Lufthansa in Israel, and immediately ignited a "riot" of the German airline's passengers in the country - and disappointment among the many others.

Lufthansa announced that starting in October its 21 flights from Ben Gurion airport to Germany will be carried out by Airbus A321 narrowbodies.

These aircraft will not have a business class, and will lack even a basic entertainment system. Currently the flights are performed with A330s, A340s and 747-400s.

The airline explained that its financial situation is behind the decision, adding that the call was made after long deliberation. The airline said it plans to increase flight frequency on the route from Israel to three cities in Germany.

Lufthansa is the largest foreign airline operation in the Israeli market, and the decision led to an immediate reaction.

The fiercest cry was from the 280 Hon Circle passengers - the airline's executive members' club. This group is large in Israel, compared to the size of the country.

Following Lufthansa's decision to change the configuration of the planes, a group of Hon Circle members met to discuss their reaction to the decision.

As a result, they sent a letter reflecting the feelings of these "super frequent fliers": "We heard with astonishment about the fact that Lufthansa is changing the plane configuration for flights to and from Israel.

"This "punishment", coupled with [reduced] benefits, aimed especially against its most loyal customers - Hon Circles and Senators - shows us that someone within Lufthansa decided to start a "war" against Lufthansa's most loyal customers. We would like to ask you - dear Lufthansa executives - the following question: who is the "wise guy" that made this decision, knowing that by doing this he is destroying a reputation that took years to build up in blood, sweat and tears.

"Hopefully someone will come to [his] senses within Lufthansa and reverse the plane configuration decision. Hello British Airways and/or EL AL - here we come..."

The German airline's decision was received with surprise in the Israeli travel industry. The travel agents said that in spite of the airline's financial situation, the decision is "not balanced".

It is a clear trend going at different paces in different countries. The proliferation of micro and mini unmanned air systems (UAS) is resulting in more flexibility as far as the safety regulations of their operation are concerned.
Israeli companies that manufacture micro and mini UAS have been negotiating with the Israeli Civil Aviation Authority (CAA) in an effort to ease the restrictions. The pressure is changing things and one example is the inclination of the CAA to change the definition of a mini UAS from one that weighs 15kg (33lb) to one that weighs 30kg.
But, according to the manufacturers, this is not enough and they are demanding additional changes. These, they say, will help them in the development  process and, more importantly, to offer the micro and mini UAS for a longer list of civil applications.
The Israeli manufacturers claim that potential clients look at the regulations in Israel as their baseline. They say this is especially true in developing countries that are discovering the advantages of micro and mini UAS.
Last year the CAA prepared a package of operational requirements aimed at increasing the safety of UAS flying in the limited Israeli airspace. The regulations deal with where the different systems are allowed to fly and the level and certification of the operator at the ground station.
The manufacturers have invested large sums of money in adapting the manufacture and operational procedures to the new regulations, which are strictly applied by a special department of the CAA.
But, as I mentioned, the trend is towards a greater flexibility that will allow the Israeli manufacturers to meet the fast-growing demand for micro and mini UAS.

This classic either-or situation will have to be answered soon: another 20 Lockheed Martin F-35's for the Israeli air force (IAF), or the termination of the Merkava-4 main battle tank and Namer heavy armored personnel carrier.

The general staff of the Israeli defence forces (IDF) will have to make this decision while tension about a possible Israeli operation against the Iranian nuclear weapons programme reaches a climax.

The IAF has an order for 20 F-35s, but the service wants another squadron.

With delivery dates pushed to 2018, growing costs and reports of limited capabilities, the question mark hanging above the planned new contract has become bigger.

The delays in the F-35 programme were not fully taken into account when the Israeli government approved the $2.75 billion for 20 F-35s. Now it is clear that if a second squadron is purchased, the IDF will have to forget about increasing its Merkava and Namer fleets.

These two armored platforms are still very important in any future war scenario in the Middle East.

The first 20 F-35s will be delivered when they are ready - the question is whether the IAF will get automatic approval to purchase additional aircraft.

Some experts say that once the first squadron is operational, the need for a second is obvious. Others claim that one squadron is enough for the special missions stealth fighters are made for.

This is the dilemma the IDF's generals face - and a decision will have to be made soon.

"Simple, affordable, effective" - this is the motto of the new plan prepared by Israel Military Industries (IMI) in an effort to increase sales.

The state-owned company has decided on this line of operation, based on the assumption that armed forces have or will have limited budgets.

One good example is the company's multi-purpose air-dropped bomb, the MPR-500. The bomb is identical in size to the regular Mk-82.

In the second Lebanon war, Mk-82 bombs hit targets and broke upon impact, while the MPR-500 has a much better penetration capability.

This improvement made the bomb attractive to many air forces, and earlier this year Boeing approved the MPR-500 as being compatible with its Joint Direct Attack Munition (JDAM) guidance kit.

Tests proved that the MPR-500 can penetrate more than 1m of reinforced concrete, or punch through four 200mm-thick walls or floors.
It virtually eliminates the breaking of the bomb's warhead on impact, which causes it to explode incorrectly.

And the MPR-500 is only one example - IMI is directing all its R&D efforts along these lines, and this has already resulted in very accurate rockets and some classified weapon systems that can carry the label "simple, affordable, effective" on them.

As the process to privatise IMI is finally gathering some momentum, this will without doubt attract potential buyers.

Not that the list has been short from the outset, but it will be longer when the process begins officially.

By ARIE EGOZI

 

 

Israel has made a move to protect air travellers against problems that occur on the way to a destination. The new law should have been made years ago, but better late than never. Now, for the first time, airlines operating in Israel will have to compensate travellers whose flights are significantly delayed or cancelled.

Under the new law, passengers will be entitled to different immediate benefits, depending on the length of their delay. These include food and drink, two telephone calls and a fax or cell phone text message. If the flight is delayed overnight, the airline must provide hotel accommodation and transportation to and from the hotel.

If a flight is cancelled, travellers will be entitled to their money back and additional compensation, depending on the passenger's final destination. Those going to long-haul destinations will get a greater amount of money as compensation.

This is the first time that passengers in Israel have been protected by a law. This law will facilitate the process of getting compensation, which until now has been very difficult.

Airlines that fail to compensate their passengers will be subject to paying damages of up to new Israeli shekel (NIS) 10,000 (US$2,400).

The airlines are worried because passengers look at their watches when the flight is delayed and their lawyers are on standby. The first test case will show how effective the new passengers' protection law is.

What happened with fixed-wing combat aircraft and rotorcraft has started to happen with unmanned air systems (UAS).

The upgrading of UAS is on - and we will see more and more such programmes. However, unlike with manned aircraft - which are not upgraded by the manufacturers in most cases - UAS will get an extended service life from manufacturers.

While the platforms are mature, the payloads have to be capable of performing more and more missions according to the "appetite" of field commanders.

This is probably because the platforms are relatively small in most cases, and the party carrying out the upgrade has to know the specifics intimately.

Many UAS are being upgraded in a "spiral" pattern. One good example is the recently revealed Heron-1 NG - the upgraded version of the best-selling UAS manufactured by Israel Aerospace Industries (IAI).

The Heron NG is the fourth "spiral" development based almost totally on the operational requirements of current operators.

The Heron NG is offered with an enhanced multi-sensor payload - and the sensors are tailored to the needs of the operator.

The multi-sensor enables the UAS to perform its missions over any terrain, including forests, jungles, swamps, at sea or over urban terrain, where the use of a single payload would render a mission ineffective.

In some versions the payload is connected to a satellite communications systems link provided by Elta Systems, an IAI subsidiary. This advanced system extends the operational range of the Heron, limited by fuel availability. Sources assess that it enables missions ranging about 810nm (1,500km) from the UAS' operating base.

It also provides for increased flexibility in flight profile - particularly in mountainous terrain and long-range maritime patrols, where the UAS can descend below the datalink's line of sight.

Some current clients have equipped the Heron-1 with an advanced communications intelligence payload. This unit is capable of instantly localising radio and cellular transmissions indicating potential activity, even under a tree canopy.

The Heron-1 can also carry a synthetic aperture radar - also made by Elta, and some of the clients choose to equip the Heron-1 with a new Elta-developed foliage penetrating radar.

The automatic takeoff and landing system of the Heron-1 has been improved. It integrates two redundant reference systems - laser and differential GPS.

The options for upgrades are varied, and the clients want them on their operational platforms.

It started as an offset obligation but may well develop into much more than that.

 

There are indications that in coming years, the cooperation between the Italian and Israeli aerospace industries will increase.

 

As I mentioned, it started as an offset obligation, but now it looks different.

 

After the Israeli Air Force (IAF) selected the Aermacchi M-346 for its advanced trainer, the second part of the agreement, the Italian one, was also signed.

 

According to this agreement, Israel Aerospace Industries ( IAI ) will manufacture and supply to the Italian air force two G550 Conformal Airborne Early Warning and Control (CAEW) systems, ground support systems and a logistical support package, worth a total of $750 million.

 

Under an additional agreement with Telespazio worth $182 million, IAI will develop, manufacture and supply an observation satellite to the Italian company. That agreement seemed to be the sealing of the transaction, but it is not.

 

In recent weeks there have been signs that this exchange of contracts is only the beginning.

 

When you think about it, this is not surprising. On the one hand, the IAF gave Aermacchi a big promotion by selecting the company's trainer.

 

On the other, Italy will use Israeli-developed systems for its national security, and that has created a very special atmosphere that is already bringing up more ideas for cooperation of all sorts.

The defence ties between Israel and South Korea have been considered "history" after KAI lost the contract to supply its T-50 advanced trainer to the Israeli air force (IAF).

The South Koreans were disappointed and angry at what they called "not a fair game", that led to the selection of the Aermacchi M-346.

However, recently the South Koreans have reassessed the situation, and it seems that they now agree they made some mistakes.

While the Italians gave a written commitment for offsets, the officials in Seoul claimed that laws in their country do not allow them to do so.

In spite of the anger and disappointment, in recent days there were signs that South Korea is again a potential customer for the products of the Israeli defence and aerospace industries.

The potential shopping list includes unmanned air systems, the Rafael "Iron Dome" rocket interceptor and other goods.

This potential shopping list may become a signed contract if the Israeli navy decides to let Hyundai shipyards build its new missile boats.

A South Korean source told me that "everything is on the table" - and the interests are mutual in more than one aspect.

South Korea wants to show it is not a captive market for US-made defence systems - and these systems are urgently needed to protect Seoul and some main installations against the threat from neighboring North Korea.

Israel, on the other hand, wants good ties with manufacturing giants like Hyundai.

So, the situation has changed - and now we have to wait and see if and when it results in contracts.

Israeli Air Force (IAF) jet fighters were scrambled on 11 August when a "suspicious target" was detected by the Israeli early warning system.

 

This could have been considered another routine false alarm. but it is symbolic of the situation. With turmoil in Syria and "unrest" continuing in Egypt, the IAF is on the edge.

 

The squadrons are on the highest status of alert. The IAF is ready for a number of scenarios - a defecting Syrian pilot that will go after some Syrian army generals and decide to defect, this time to Israel, or someone that will take advantage of the chaotic situation and try to make a "solo" suicide attack using one of the Syrian air force's old Russian-made fighter jets.

 

One Syrian fighter pilot has already performed such a defection flight to Jordan, and as the civil war in Syria reaches another climax each day with the "international community" paralysed, this may happen again.

 

The flight time from Syria to Israel is very short, and this requires very early warning and immediate reaction.

 

It is not the first time that changing situations in Arab countries have caused concern in Israel, but this time the accumulation of events in Syria, Egypt, Lebanon and Iran have created a situation that puts an especially heavy burden on the wings of the IAF.

 

The mission of keeping Israeli airspace clean of aggressors may in seconds be accompanied by another mission of a more aggressive character. This keeps the spring very taut.

The Israeli Air Force's (IAF) inventory is stretched to the limit, with training and operational missions every day. To keep aircraft in top condition, technicians must be able to solve problems within minutes.
The IAF's technical school graduates are considered top-notch in their field and after leaving the force, they are snapped up by airlines, not only in Israel.
But the complexity of the aircraft requires a change in the training. The IAF is building a simulation facility for technicians. This very advanced facility will allow for the simulation of any problem the line technicians may face.
It will also enable the development of methods to handle problems in the quickest possible way.
The work is being done with the help of Israeli companies that have developed other simulators for the IAF.
The flagship project is the networked simulators facility that is being built in the IAF's Hazor base.
The facility includes eight F-16I full dome, high definition simulators, supplied by Elbit Systems.
The Israeli company is building the facility under a private financing initiative (PFI) programme and will sell simulator hours to the IAF according to a 15-year contract.
The full dome, high definition simulators will be networked and linked with other simulators used by the IAF at other bases.
Two operator stations in the facility will be used by a "red squadron" that will inject adversary scenarios to the F-16I simulators.
The technicians simulator will be operational at the end of next year. It will first allow the F-16I (Sufa) technicians to polish their skills. The plan is to later add capabilities to train technicians that take care of other aircraft.
Simulation is fast penetrating into advanced armed forces. The pace is especially fast, given that this force is performing operational missions every day, many of them in combat conditions.

The operational needs dictate changes. The Israeli Air Force (IAF) has positioned a senior officer in the headquarters of the Israeli Defence Forces (IDF) army division that is in charge of suppressing any attack from the Gaza Strip against cities and towns in southern Israel.

 

The permanent presence of the senior IAF officer "dramatically" shortens the sensor-to-shooter time.

 

Sometimes there are only a few minutes from the second an IAF unmanned air system (UAS) detects an evolving act of aggression until the target is hidden and protected in densely populated Gaza.

 

The IAF senior officer has the authority to use all the means of the IAF to hit such an evasive target when it is still in the open or in a position that will not affect the uninvolved on the ground.

 

The presence of the IAF officer in the army division's headquarters also characterises the type of war fought in the Gaza Strip. It is often referred to as "urban warfare", but this definition is not exact.

 

The targets in the Gaza Strip, ranging from teams of rocket launchers, through militia members operating mortars, to squads that try to hit Israeli tanks with anti-tank rockets, give the shooter a very short "kill time".

 

The fact that the approval to use power from the sky can now be achieved in a very short time is crucial in this type of fighting.

 

This is a first for the IDF, but I assume that it will not be the last. I am sure that the IAF will, in the near future, be more and more integrated into the ground forces.

 

The use of UAS by ground forces and special systems used by the air force have changed the operational needs and, because of that, changes are being made.

Israel Aerospace Industries (IAI) is completing preparations for the first intercept test of its new, very advanced Arrow-3 anti-ballistic missile.

 

The new missile is designed to achieve kinetic kills of long-range ballistic missiles.

 

The name is similar to that of the operational Arrow-2 , but sources here say that the new missile will be totally different.

 

Last year, an operational Arrow-2 missile achieved an unplanned kinetic kill of a US-made target over the Pacific Ocean, in 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.

 

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

 

IAI, the Arrow 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 last year was an indication that the Block-4 software 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, not only "iron to iron" hits to match future threats.

 

The kinetic kill of the Arrow-2 last year in the US test helped the IAI team to accelerate the development process.

 

A fly-out of the Arrow-3 was already performed. Now preparations are being completed for a real intercept. The enemy missile will be simulated by an air-launched target.

 

When talk about an armed conflict between Israel and Iran reach a climax, the Israeli anti-ballistic missiles shield is in focus more than at any time in the past.

  

 

 

 

 

 

 

 

The all-time showdown is set to take place in the general staff of the Israeli Defence Forces (IDF).

 

The issue on the table in the sound proof room in the IDF headquarters in Tel-Aviv will be whether to approve the purchase of another 20 Lockheed Martin F-35 stealth fighters.

 

This is in addition to the 20 that are on order, with deliveries expected in 2017.

The first 20 Joint Strike Fighters were ordered in October 2010, at a cost of $2.75bn.

 

When Israel signed the first contract it included the option for another 55 F-35s.

 

This time I hope the discussion will be more serious and focus on the main question - does Israel need more F-35s and what will be kept off the IDF's shopping list if the answer is positive?

 

The generals in green (army) and white (navy) are ready for war, no less. They know that their shopping list will be buried very deep if the second batch of F-35s is purchased.

 

What's at stake? On the ground, more F-35s means fewer Merkava 4 main battle tanks, fewer Namer heavy personnel carriers based on this tank, and fewer precise rockets.

 

At sea the impact will be even greater. The Israeli navy urgently needs new advanced ships to bolster the surface force now mainly based on Saar-5 missile corvettes.

 

These are needed especially now, to defend the huge gas and oil undersea reservoirs discovered in the Mediterranean off the Israeli shore.

 

So the showdown will be a real one this time, as the army and the navy know that its result will determine their major procurement plans for the next 10 years.

Precise rockets will take the place of the Israeli air force (IAF) in close-support fire missions - and when the need is to destroy a target amid a heavily populated area.

The decision has been made, and now the budget will determine deployment.

The changing nature of war - from vast operations in large areas to "focused" urban fighting - has brought this change, but it was not easy.

Some years ago the idea was rejected - mainly by the IAF, which enjoys a "superior" status in the Israeli defense forces (IDF) general staff.

The generals in blue rejected the idea, but the pressure continued, hitting an all time peak as the budget constraints became huge.

Two Israeli companies - Israel Aerospace Industries and Israel Military Industries - have developed a range of mobile, inexpensive, very precise rockets. Some can be launched from multi-launchers that will be 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 to ranges of up to 200km, and hit a target located in an area where "non-involved" live.

Some designs of the rockets have been revealed, while others are still classified.

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

So it seems that the IAF's F-15's and F-16's will be able to focus on long-range missions in a future war, while precise rockets will allow instant response at short-range.

The change in the way wars are being fought is not unique to the IDF. Some foreign countries are showing great interest in new rockets - designed to be not only precise and deadly, but affordable.

What else must happen to change the absurd‫ ‬structure of the Israeli airline sector?

If someone in the three Israeli airlines expected a miracle, reality hit hard earlier this week when Israel and the EU signed an initial comprehensive aviation agreement.

The agreement will soon be ratified by the Israeli government and the EU parliament.

The agreement will be fully implemented in a process that will take five years, and is expected to start in the next few months. This will allow Israeli airlines to get ready for expected greater competition.

The agreement will allow all EU airlines to operate direct flights to Israel from anywhere in the EU, and Israeli carriers will be able to operate flights to airports throughout the EU.

The EU-Israel air transport market will be opened gradually, so that by the start of the summer season in 2017 the market will be fully open, with no restrictions on the number of weekly flights between Israel and the EU.

Based on the experience of similar agreements signed with other EU-neighbour countries, the gradual opening of the market is expected to encourage a larger number of direct flights from Israel to destinations in Europe at lower prices. This will also reduce flight prices to Israel for European travellers.

In parallel with gradually opening up the respective markets, the agreement also aims to integrate Israel into a wider Common Aviation Area with the EU.

Israel will implement regulatory requirements and standards equivalent to EU aviation rules in areas such as aviation safety, environment, consumer protection - including passenger rights - air traffic management, economic regulation, competition issues and social aspects.

As I wrote a few days ago, only a complete reshape of the Israeli airline sector will allow them to compete in a market with completely new rules.

How typical, a day after the initial signing, that the Israeli workers' union has declared a work dispute with the three airlines, claiming that the signing breached promises made by the minister of transport.

Someone thinks that by slowdowns or strikes the wheel will stop turning.

That someone is making a big mistake.