Arie Egozi: September 2012 Archives

Advanced image processing techniques enable smart weapons to find their target with very high precision. Now these techniques are improving airport security around the world.

Advanced image processing developed in Israel by HTS helps to increase security in airports.  The company's image processing system is incorporated in the security system that protects Ben Gurion airport in Tel Aviv from suspect cars that may carry explosives and armed terrorists.

The systems' cameras are positioned in the two main vehicle entrances to the airport. When intelligence data points to the possible use of a car in performing an attack, the numberplate and other details are fed into the systems, and it alerts armed security guards before the cars can cross the first barrier.

But this HTS technology has found its way to another place that creates a potential for terror - air cargo

Materials and goods transported by air are generally time-sensitive and relatively high value shipments. They account for about a third of international trade.

The explosives identified on cargo airplanes from Yemen to Chicago have created an urgent necessity of implementing unit load device (ULD) identification, screening and tracking.

Currently available technologies are mainly geared towards baggage and loose cargo screening. Methods and technologies for cargo inspection are improving, but at a slower rate than passenger baggage inspection

Air cargo is transported in bulk in ULDs, but management, tracking and scanning of ULD fleets is problematic, due to inefficiency and a lack of real-time intelligence. A system that incorporates radiation scanning, x-ray and automatic identification and recording of ULDs would meet this challenge.

A system combining the required technologies was developed and implemented at Schiphol Airport in Amsterdam by L-3 Communications, incorporating HTS technology, and has been operated successfully.

Each ULD is identified with a unique code, using a systematic scheme from IATA, however, there are challenges in reading many of these numbers as they are scratched, dirty and faded.

According to Philip Elovic, president of HTS, the company has developed a new patent pending system which has met the challenge.

The complete and integrated system scans for radiation, x-rays the cargo, reads the ULD container numbers, records them and matches them to a manifest as they pass through the system portal. ULD portals can be placed at strategic points in the airport in order to monitor all cargo and passenger luggage being loaded onto planes.

So, the image processing that was developed by HTS has found its way to many places that are potential threats to civil aviation - and this list will undoubtedly grow.

The plan has been shelved and there is only a small chance that it will change its current place in the foreseeable future.

 

The plan was logical but when a government makes one there are always some unexpected factors.

 

Almost two year ago, the Israeli government decided to get a local version of the USA's presidential Air Force One.

 

The concept was prepared and the Israeli ministry of finance even issued the request for information (RFI) that was supposed to start the process aimed at selecting a dedicated VIP aircraft that would fly the Israeli president and prime minister to visits in foreign countries.

 

Currently these flights are performed by one of the Israeli airlines, and in the past by an Israeli air force (IAF) 707.

 

The RFI included three options - a dedicated aircraft for the official flights, a dual-use aircraft that would be operated by an airline between the official flights, and a long-term agreement with an airline that would be committed to adapting one of its aircraft to the required configuration at short notice.

 

The operator, according to the official document, was to be an Israeli company and the requirement was for an aircraft capable of carrying up to 120 passengers in a three-class configuration.

 

The front section of the aircraft was to include an office with secure communications systems, a bedroom, and other facilities and systems.

 

The RFI also included an option to select a dual-use aircraft that would be operated by IAF.

 

The plan was logical but before someone could even prepare a serious proposal, demonstrations began against the soaring cost of living and the difficulties young people in particular face in getting proper housing.

 

In that situation the plan simply disappeared in the typical way state plans disappear when politicians think that to carry them out will harm them.

It is a delicate job but it must be done. Israel is at peace with Egypt. It is a very cold peace and has become even colder since the revolution in Egypt.

 

The "Arab Spring" lowered the temperature between the two countries. The cold peace could have continued without any problem, but something very basic happened.

 

The Sinai Desert, an Egyptian territory, has become a no man's land controlled by the worst Islamist terror groups.

 

Israeli sources say that Egyptian control of the vast desert is zero, in spite of some spectacular army operations that became possible after Israel allowed the Egyptian army to forward tanks into the area.

 

This approval was needed according to the military appendix of the peace treaty.

Only last week, terrorists from Sinai approached the border and opened fire. Before all of them were killed by Israeli soldiers, they managed to kill one.

 

Israel needs intelligence data from Sinai, but in spite of the fact that this is now the "Wild South", of the Islamic terror, it cannot cross the border line to get it.

 

So intelligence must be obtained from a distance and the Israeli air force (IAF) is performing most of this task.

 

To do this, many oblique observation systems are operated .The Israeli defence industries have developed many systems that make this job a little easier.

 

Aerostats, oblique payloads carried by fighter aircraft, unmanned air systems flying along the border. All these create a persistent observation capability that gives a partial solution.

 

On 24 September, the Egyptian press reported that Israel had agreed to let the Egyptian air force use observation aircraft over the Sinai desert.

 

But again, when the enemy is hiding in a desert area that is 23,000 square miles, the problem is very big, especially when the hands of Israel are not free to even monitor, let alone react.

 

This is a unique situation that has been created in the past two years and it will force the Israeli defence industries to improve the very long-range observation capabilities of the IAF.

 

In the past, when a pressing need occurred, the solutions were amazing. One recent example is the Iron Dome system that defends Israeli citizens from rockets launched from the Gaza Strip.

 

It was developed and fielded in just over two years. All the experts say that in other places, where the solution is not crucial, it would have taken at least twice the time.

 

The new situation in the Sinai may result is some very advanced systems that will enable Israel to monitor the enemy hiding in a neighbouring country that has signed a peace treaty with Israel.

A downed pilot. The enemy is searching for him before rescue can get to the area.

The difference between life or death - or between torture and getting back home within hours - depends on the swift locating of the hiding pilot, in what is in many cases "complicated" terrain.

Israel, unfortunately, has vast experience with rescuing downed pilots - and this no doubt spurred the effort to enable the fast locating of pilots forced to bail out over hostile territory.

For the past 20 years Elisra - now part of Elbit Systems - developed personal locator systems for pilots, which have since been used by many air forces. They were selected because of their superior technology.

Last week, Elisra was selected to supply Hyundai J-Comm of South Korea with thousands of AN/PRC-648 search and rescue personal locator beacon (SPLB) units for the Korean navy.

Hyundai will be the prime contractor for the Korean government's Cospas-Sarsat personal locator beacon programme, and will assemble, test and deliver the AN/PRC-648.

Under the contract, Elisra will be Hyundai's sole sub-contractor for the production and delivery of the SPLB module kit. Hyundai was granted a license to assemble, test, maintain and repair the AN/PRC-648 in South  Korea.

The AN/PRC-648 is an advanced over-the-horizon Cospas-Sarsat personal locator beacon intended for non-combat search and rescue missions when training or flying over friendly territory. A triple beacon enables the transmission of distress signals over all the internationally recognised emergency frequencies.

Carried in the aircrew's emergency vest, the AN/PRC-648 SPLB is designed to provide ultra-reliable performance in severe environments. The simple user interface enables single-handedly selecting and operating all the features, even while wearing gloves.

The AN/PRC-648 has an internal G-switch that automatically activates the beacon upon aircrew bailout, while a lanyard-actuated magnetic switch provides for additional mechanical and manual activation options.

A recently incorporated enhancement is a highly sensitive water sensor attachment, which automatically activates the beacon on contact with water.

This feature allows for the use of the AN/PRC-648 in naval applications. A specially designed deep-pressure container, tested for water tightness down to 200 meters, provides for submarine applications as well.

Europe is not united - that is a fact. But when it comes to weapon systems, it seems that in some cases moves are made to create an impression of joint development and acquisitions - but the reality is totally different.

While in politics differences are clear and no one is trying to disguise them, when it comes to arming European countries the national interests are sometimes fuzzy.

One major effort in recent years has been aimed at developing a common European medium-altitude long-endurance unmanned air system (UAS).

The effort was shared by France, Germany and Italy. Negotiations were carried out with the UK but did not result in a defined programme.

The potential operators - or more precisely Germany and France - went to Israel to get solutions. However, as Europe is not one nation, to put it mildly, these negotiations went in different directions.

The latest development has seen Germany evaluating the Israel Aerospace Industries (IAI) Heron-TP UAS in a totally separate process from the one France began two years ago.

This is a result of the French decision to freeze the plan to acquire the IAI/Dassault Heron-TP, following the nation's presidential elections and a reassessment of France's defence needs. This is expected to be complete early next year.

In the past Germany was not formally part of the French UAS acquisition plan - but it was expected to follow if a decision was made by France. Now the Germans have expressed their intention to evaluate the Heron-TP independently.

Senior Israeli sources said the Germans are in the process of evaluating the Heron-TP, adding: "The talks continue and it is clear that the Germans want to make their own decision."

However, the source believes there is a "good chance" that after the new White Paper on French national defence needs is ready, negotiations with Paris on the Heron-TP will resume.

Good things come in small packages. The demand for micro and mini unmanned air systems (UAS) is reaching a new peak.

 

The impression is that some armies, such as the Indian one, intend to deploy thousands of those portable "personal" UAS almost like soldiers' assault rifles.

 

This trend required an adaptation of the payloads. Without these electro-optical eyes, the micro and mini platforms are useless.

 

It is not surprising that Israel, a world power in UAS, also develops some of the more sophisticated payloads for unmanned systems.

 

Earlier this week NextVision, a manufacturer of advanced stabilised payloads for small unmanned systems, unveiled the MicroCam-DU, a dual sensor EO-IR payload.

 

The MicroCam-DU includes both a stabilised visible camera and a stabilised thermal camera at a total weight of 450g.

 

The payload was developed to address the need for a lightweight solution to enable long endurance, a large operation range, and dual night and day operation, without compromising electro-optical performance.

  

The company says that the rollover tilt function has 130° tilt and 360° roll that enables the use of the payload on nose and belly mounting. The stability of the payload is greater than 100 micro-radian.

 

The company also claims that the observation ranges to weight ratio is unmatched in the field of electro-optical payloads for small unmanned systems. 

 

According to Michael Grosman, CEO of NextVision, other payloads with similar observation capabilities weigh at least twice as much and in most cases even more.

 

He added that the next generation of the system will include a laser pointer.

      

Judging by the efforts Israeli companies make to equip micro and mini UAS with new payloads, we can expect some surprises that will enable the use of these unmanned platforms to increase even more.

Technology is not enough to survive. Israeli unmanned air systems (UAS) manufacturers are at a critical junction.
While they have technology that results in very advanced capabilities, most of them may lack the necessary mass to be able to continue and compete in the world market.
While the consolidation of aerospace and defence industries was stopped at the Israeli border, it seems that in the case of UAS it will have to cross it - and fast.
Israel Aerospace Industries (IAI), Elbit Systems, Aeronautics, BlueBird, Innocon and UVision are developing new systems, but the market is getting tougher. The Israeli companies not only have to compete with American and European rivals, they must also fight with each other, and this is reflected in the prices they quote to potential customers.
Recently, again, there has been talk about the need to join forces. This would not be easy. IAI is state owned, while the other companies are private - and this is but one hurdle.
The only solution would be pressure from the Israeli ministry of defence, which must approve every presentation of an Israeli-made UAS, let alone its export.
This pressure has not been applied, and the situation worries all the manufacturers. They see the growing competition and they see heavy clouds on the horizon.
I know that without external help or pressure, the process of joining forces will not even begin.
If the process is not started soon, some of the Israeli UAS manufacturers may find themselves with a very big problem.

As if it didn't have enough already, El Al was hit with another problem earlier this week.
The Israel Antitrust Authority on September 9 declared the airline a monopoly in providing security services to the other two Israeli airlines, Arkia and Israir.
This decision brings to an end a long dispute caused by El Al supplying the security personnel for all Israeli airline flights.
The Israeli transportation ministry planned to solve the problem by establishing an aviation security authority, but the ministry of finance buried that initiative.
El Al wanted to cease being the "contractor" for security services for the other airlines, but was forced to do it until an alternative was found.
Sources familiar with the situation say the monopoly declaration will reduce El Al's income from security services.
It will put strict control on the prices El Al charges for the security services it supplies to Arkia and Israir.
The monopoly declaration has hit El Al as its future looks gloomy. The airline has made some wrong decisions since it was privatised. It did not free itself from the ban on flights during the Jewish Shabbat. This ban, a result of a coalition with religious parties, contributed greatly to El Al joining neither of the aviation alliances. The Israeli airline gave up options to purchase Boeing 787s. And these are only the major mistakes.
In this situation, it's no wonder that El Al sees the upcoming Common Aviation Area agreement between Israel and Europe in apocalyptic terms.
It's easy to blame the world for your problems, but you should look in the mirror now and again.

If it looks like a duck, swims like a duck and quacks like a duck... If it looks like a slowdown in defence budgets in many countries, it must....

 

So we must begin to see what is happening - a solid slowdown in defence spending.

 

The trend is felt mainly in the USA and Europe, and less in Asia. All this is not new but the outcome is directly connected to the Israeli aerospace and defence industries.

 

These will for sure slow down the investment in R&D that is needed for producing new weapons systems.

 

Instead the companies are offering and will continue to offer upgraded versions. An upgrade costs far less than developing a totally new system.

 

And the signs are already there. We can see more and more upgrades with the "new generation" or NG designation added to the original name.

 

Unmanned air systems (UAS), payloads and weapons systems are being offered with the NG attached to the original name.

 

Sources in the industry say that this trend is here to stay until the situation in the market changes.

 

This development allows us to stop a minute and think - do armed forces really need to purchase more new systems from the assembly lines, or they can get along with some upgrades that justify the NG addition?

 

The experts say that in most cases the NG is enough and will get the same operational results.

 

So when a country has a deep pocket with the word "defence" embroidered on it, such as India, contracts for very advanced systems are being signed all the time.

 

Other countries have almost empty pockets and they adjust themselves. NG is here and is not going away soon.

According to Israel Aerospace Industries (IAI), mission aircraft are going to have a renaissance. And this time the definition will be attached to many types of aircraft.
The indications come from IAI subsidiary Elta. This company is one of the leading manufacturers of radar and other sensors and it was only natural that it would see the first signs from the potential market.
Elta makes four types of mission aircraft - airborne early warning, electronic intelligence, ground surveillance and maritime patrol.
The AEW were installed on a Boeing 707, Ilyushin IL-76 and Gulfstream G-550.
Last year, Elta teamed up with Bombardier to offer an advanced maritime patrol aircraft based on the Q-400.
According to the agreement, potential clients are offered mission aircraft based also on the Global 5000.
The growing demand brought Elta to team up with Airbus Military and the two companies are offering an AEW suite based on the C-295. This type of aircraft was fitted with a rotodome and was displayed at the last Paris airshow.
The company expects a first contract for a C-295 AEW system in two years.
Elta says the demand for mission aircraft is rising steadily and that encouraged the company to offer mission aircraft based also on used Boeing 737s.
There is, says Elta, a dramatic increase in demand for air-ground mission aircraft (JSTARS). These aircraft will be offered based on the Global 5000.
The demand for that type of mission aircraft is explained by the operational need to produce targets for the airforce, especially in asymmetric war.
Demand has also been building for maritime patrol aircraft, because many countries are making a big effort to protect their exclusive economic zones (EEZ) offshore areas.
In July, Elta won a contract to supply two G-550 conformal airborne early warning and control systems (CAEW) to the Italian airforce.
If all these indications are solid  Elta, one of the most successful IAI operations, will increase its sales and profits in the coming years.

Indian companies with deep pockets have seen the potential in the local defence market - and are looking for partners.

Israel is one of the natural "hunting grounds".

A few days ago, Indian company Piramal acquired a 28% stake in BlueBird - the Israeli unmanned air systems (UAS) manufacturer. The Indian company will seek more investments in Israeli aerospace and defence companies with potential to do business in India.

This will not be a one-time event - it is only the beginning.

As first revealed by Flightglobal, the two companies created a strategic partnership that will allow BlueBird to better penetrate the huge Indian market for micro- and mini-UAS.

Bluebird chief executive Ronen Nadir says that Piramal's financial strength, global reach and position in key markets will help BlueBird make better use of its potential.

Sources in Israel said the investment was made through Piramal's US subsidiary. The sources added that the initial investment may lead to more potential investment in Israeli companies.

Piramal Enterprises - formally Piramal Healthcare - is one of the largest pharmaceutical custom manufacturing companies in the world. The company has been investing in the defence sector, and the acquisition of BlueBird shares is part of its strategic policy.

I understand that the purchase of the shares is more than just a one-time investment - Piramal has expressed its plans to use the partnership with the Israeli firm as a springboard for more investments.

The logic behind the purchase and the expected follow-up is clear - Israel has the technology that the Indian defence forces need, and the potential for business in coming years is huge.

If we take only the Indian operational needs for micro- and mini-UAS, we're talking about thousands of systems worth $1.25 billion.

That alone is a driver for joint ventures between Indian money and Israeli technology.

Even if the planned US-Israeli joint anti-ballistic missiles exercise is smaller than expected and postponed, it will still give Israel a unique opportunity to evaluate its capability to handle massive ballistic missile attacks.

 

The exercise is being planned when in the background there is a war of words between those who favour an attack on the Iranian nuclear facilities and those who fiercely oppose it.

 

Austere Challenge-12 will still be the largest-ever ballistic missile defence exercise performed jointly by the USA and Israel.

 

As I said, even if press reports that only 1,500 US soldiers will take part instead of 5,000 are true, it will still serve as a huge laboratory to test anti-ballistic systems and, more importantly, the "language" that will let them talk to each other in war.

 

US Aegis ships and Israeli Arrow-2 anti-ballistic missiles batteries are only two ingredients of the planned exercise.

 

The basic idea behind the exercise is that in a war that will include massive salvos of missiles against Israeli cities and facilities, the USA will assist the Israelis with its own systems such as the Patriot PAC-3 and Aegis destroyers equipped with a long-range detection radar.

 

Not many people know that the USA is taking part in the Israeli missile defence effort on a permanent basis.

 

On a desert mountain in southern Israel, 100 US Army soldiers operate a US X-band detection radar. Experts say that this radar is enhancing Israel's capability to detect incoming ballistic missiles launched to hit targets in the country.

 

Experts say that the X-band radar can detect an Iranian Shahab-3 ballistic missile seconds after launch.

 

The two Israeli operational Arrow-2 anti-ballistic missiles batteries are equipped with the locally made Green Pine radar, but having "another pair of eyes" is always a good thing.

 

So when the two countries deploy their forces in Israel and the Mediterranean, it will be a unique opportunity to see a massive dedicated deployment of systems developed to defeat massive ballistic missile attacks.

 

This threat may seem to many as a concern only to Israel. But when you check the intelligence data, the picture changes. Many other countries will face this threat sooner or later.

Vietnam is poised to become a strong market for the Israeli aerospace and defence industries, as it looks to replace outdated Soviet-made equipment.

The country has in the past few months indicated that it is interested in a variety of Israeli-made systems.

In November 2011, Israeli president Shimon Peres visited Vietnam with a large group of Israeli officials, including some from the defence establishment.

Defence ministry officials have since visited Vietnam to begin discussions over contracts and Israeli sources say that in recent months there has been a "constant dialogue" between the two countries about the purchase of defence systems, including unmanned air systems and other airborne systems.

Vietnam's forces are equipped with Soviet-era systems, most of which are obsolete.

As a new market, Israeli sources expect a gradual growth but they add that the interest expressed by the Vietnamese "is across the board". Some Vietnamese companies are already talking to their Israeli counterparts.

Some of the systems of interest to the Vietnamese are in the area of homeland security, but in many cases, there is a thin line between these and what is defined as defence systems for the armed services.

Some contracts have already been signed, but so far on a small scale. Israeli sources expect larger deals to be concluded within the next year. These may also include upgrading Vietnamese air force aircraft.

Determination is sometimes a partial compensation for stupidity - and this has been proved again with the Israeli F-35.

A short reminder - because of basic stupidity, the Israeli ministry of defence did not join the F-35 programme as full partner. After dragging its feet, Israel was accepted with the lowest possible status.

This, when for Israel full partnership is no less than crucial. That was some years ago, but it resulted in a process that could have been avoided.

This process was aimed at achieving the Israeli air force's (IAF's) target of having its F-35s equipped with some systems made in Israel. This would in turn make this advanced fighter able to answer operational problems IAF commanders.

Last week, Lockheed Martin won a $207 million contract issued by the US Navy to develop and demonstrate hardware and software for the F-35 that will be sold to the IAF.

This contract covers the first increment of a system development and demonstration phase for a foreign military sales agreement with Israel.

The company will develop the hardware and software for Israel's F-35A from the initial requirement development phase up to the preliminary design review.

This is also the first proof that the IAF's effort was successful, and that the fighters flown in Israel will be different in some ways.

The modifications covered by the contract will allow the IAF to put an "add on" electronic warfare suite on its F-35s, which will work with the integral one supplied with the fighter. It will also allow the IAF to use a different communications system and some other classified systems.

So, finally, the process of making the IAF's F-35s a little different is getting results.

This effort could have been avoided, however, if the people in the Israeli ministry of defence were more farsighted.

Officials very frequently lack this capability.