23.08.2010.
Interview with Brigadier General Ranko Živak, Commander of the Air Force and Air Defence, to AKTER magazine
LONG WAY TO THE SKY
The situation in the Air Force and Air Defence is stable. There are big projects going on such as modernization of G4 in which the European "Eurofighter" is also interested.
If we are to believe the announcements, the autumn will be very exciting for the Serbian military aviation. "We have the announcement by the 'Rafale' aircraft manufacturer that they are going to give presentation of their aircraft in September. Also, we expect the presentations of F-16 and F-18. As for other manufacturers, so far the first presentations were delivered by Russian manufacturers, showing MiG-29 M and 'Sukhoi-30', and also 'Eurofighter', who, by the way, asked to see our aircraft G4, because of its possible modernization", General Ranko Živak, Commander of the Serbian AF&AD explained in his interview for "AKTER".
Indeed, if we looked from the viewpoint of our plans for purchasing a new multi-purpose combat aircraft, and more or less regular maintenance of technical equipment, performance at air shows, it would seem that the defenders of our sky, whether it is the Air Force or Air Defence, were on the rise. However, long-time waiting for aircraft tyres, slow repair of aircraft, and the fact that there is a problem with stable supply of spare parts, clearly show that the defence of our sky is still moving somewhere between the huge success, which is measurable, and problems to be overcome, serious modernization and procurement of new combat systems.
"I don’t think I would be wrong if I say that the situation in the Air Force and Air Defence is far better than it was several years ago, but it is still not at the level we want and as it is needed. Perhaps the term 'stable' is better, in the sense that some negative trends over the past twenty years have been stopped." What does it exactly mean?
- At the moment we have about 70% of the aircraft in the resource, which means that they have a certain number of flying hours or years in service before their lifespan expires. This level is maintained with general repairs what we have been doing in recent years. As for their technical soundness, it varies, sometimes from day to day, because it is something that changes on a daily basis. The technical equipment has its limits, and some parts are regularly changed, as required. And as long as certain part is not replaced, the entire aircraft is recorded as broken. What is essential for that is the availability of spare parts.
You are speaking about the already proverbially famous aircraft tyres? To what extent are the spare parts really available?
- It is currently a limiting factor, indeed, for quite understandable reasons. Many spare parts are critical because they were produced in factories throughout the former Yugoslavia, and now that gap should be bridged. Also, some parts were produced by companies from Serbia, but as their owner changed their purpose and production line changed as well. Now the problem is how to get the substitutes, because the new manufacturer has to acquire the new technology, or it should be someone from abroad. The process is very slow and complex.
Which components are critical?
- These are the so-called rubber sealing parts, rubber tanks. Then, cockpit glass, the specific glass of high hardness, which was made in "Soko" factory from Mostar. Yes, there are tyres. And that is because the tyre manufacturer had no interest and conditions to maintain the production. We initiated procurement abroad, but this is a long procedure.
When you say that 70 percent of the aircraft is in the resource, how many aircraft capable of flying does that mean?
- First, the total number of aircraft is defined in the Book of Formation arising from a serious reorganization in 2006 and 2007 when the units were restructured, a base system set up and the material basis reorganized. At that time we had over 200 aircraft. The idea was to retain only those aircraft that were rated as purposeful. What was damaged, broken or with expired lifespan was to be taken out of service. Based on the analysis of the needs, there are up to about 100 to 120 aircraft, required according to the formation, and the amount of seventy percent is related to that number. Of course, we are trying to improve that average.
What about the surplus?
- We have also something over that number, but these are aircraft whose life has expired, which were damaged in 1999, and others that were made available for sale after being taken out of service, but there is still no buyer. We cannot scrap them, but we are trying at least to find buyers for some of their parts, or what people say, to sell them “per kilo”.
Were there any sales?
- Yes, there are people who wish to have a plane or helicopter, they love flying and have little money ... Ministry of Defence is responsible for sales of any aircraft.
- Flying hours is also an indication of the situation? - The reduction of flying hours is a special story, because it was caused by fuel, the material resources. It has now been resolved, and in the recent years we had the annual increase of flying hours by 10 to 15 percents, which is a high percentage, and now the average flying hours are about twenty-seven hours a year. Nevertheless, the impression can be misleading. Average flying hours are calculated over the total number of hours flying in all types of aircraft, as well as the number of pilots. But they do not fly all the same. It depends on the type of aircraft, some pilots in the squadron have over 60 hours of flying, which is a big improvement. Our goal is, however, to reach 80 to 100 flying hours per year, as a kind of minimum. For a complete formation of a pilot and for complex tasks it is necessary to have experience of flying in different weather conditions, at night. It took seven to eight years to go from fifth to first category of pilot’s qualifications. Therefore our goal is to increase flying hours to the level of 80 to 100 hours, which is already provided with the minimum training and exercise. That is where we expect “Lasta”, a new aircraft produced for the initial and basic training of pilots, to help us.
How far did the organizational changes reach?
- The organization we have today was established in 2006 and 2007. After two years of operation, some negative aspects have been found, and a need appeared to improve and upgrade it.
Why?
- The system to which we transferred a few years ago, and the separation of technical maintenance from the squadrons, produced a series of problems, mainly organizational in nature. We had problems in training, harmonizing the work particularly in aircraft with multi-member crews, so the conclusion was made that it was better to turn back the technical personnel to squadrons so that they can be integral units. This is now under restructuring and will be completed by end of the year. Also, the bases will be renamed to the air brigades. Essentially there is no need to change the whole organization, both in terms of number of units and personnel changes in the number of people.
What about technical modernization?
- Certain progress is visible due to repairs, primarily of helicopters and planes MiG-29.
The impression is that the repairs, especially those of the fifth MiG-29, a little late?
- Implementation of general repair is conditioned with a number of factors. First, there is a renewal of the Aviation Institute "Moma Stanojlovic” and the issue of its subcontractors who are providing some parts. Second, the repair must be done also in cooperation with foreign partners. This year, , for example, we have finished the repair of two Mi-17 helicopters with the Russians, and we are in the final phase of repairs of MiG-29. The helicopters were even completed ahead of schedule. With the fifth MiG-29 there was a problem with the wing, but it is to be completed soon. However, it is far more important that with the repaired aircraft we have made partial modernising changes, primarily in navigation and communication equipment. There are, of course, larger and more time-consuming projects of modernization of our Air Force and Air Defence.
Are you thinking about purchasing new aircraft and modernizing G-4?
- Yes. The service life of the first "Supergaleb" aircraft expires in 2016. The idea is not to touch its construction and engine because they are excellent. But, it is necessary to do cockpit redesign, taking out analogue instruments, which are from the seventies, introducing modern electronics and navigation equipment, in order to harmonize it with the more modern multipurpose aircraft. Along with the modernization, the service life of the aircraft would be extended so that it can remain in the operational use also after 2025.
You have been working on this for a long time, when will the means be provided to complete it?
- We have all of its project documentation from the time of construction of the aircraft, and now we also have a tactical study and previous analysis of the modernization project. Now it is the time to chose a foreign partner, because this is something we cannot do alone. Namely, the Aeronautical Institute “Moma Stanojlovic” slowly recovers; since March it has been a part of the Air Force and Air Defence, but its demolition in 1999 and all those years when the status of technical and repair institute was not resolved, have left deep scars. Therefore we have made a study of the repairs relating to the period between 2011 and 2020. We wish this Institute to be adapted to our needs in size, structure, and equipment. This means that it will be restructured, strengthened in some parts and reduced in the other parts. It is necessary for us, because you cannot leave modernization and repairs that will last for years to a foreign partner. Due to objective circumstances we will try to find another optimal solution to the modernization of the G4 aircraft.
And that is?
- We want G4 to be modernized in line with the plane that we are going to buy; modernization to be done by the manufacturer from whom we buy the plane, if we find a common interest. That is how we would also recover the Aeronautical Institute “Moma Stanojlovic”. The representatives of "Eurofighter" aircraft manufacturer immediately expressed their wish to see G4, so we have sent the plane to the exhibition in Berlin.
This, of course, raises the question of introducing "Lasta" aircraft in our schooling system.
- By the end of this year four aircraft of "Lasta" type should arrive. Next year we should be delivered six more aircraft and five in 2012. What is the kind of savings in the training process we are speaking about is evident in the amount of fuel: G4 consumes about 1,000 litres of fuel per hour, and "Lasta" around 50 litres! Not to mention its capabilities, from acrobatics to navigation, instrumental, night and group flying as well as combat training. Introducing a new "Lasta" aircraft will increase the quality and rationality of flight training, and what is the most important, improve the flight safety.
It appears that the terms for the purchase and introduction of multipurpose plane are shifting. What is realistic?
- First, the acquisition of new aircraft is a time-consuming process that takes several years even for much richer countries. So either we cannot expect everything to be ready in one year. On the other hand, we received responses to our requests for information on the aircraft. As I said, these are F-16, F-18 “Gripen”, “Rafale”, “Eurofighter”, MiG-29 version M, and “Sukhoi-30”. Russian producers and the Eurofighter have already made their presentations, and the interest of the European Consortium for G4 is serious. Our team dealing with the expert analyses of the aircraft has a deadline in January 2011 to present their analyses on the main Military Technical Council. After that we will narrow the selection and ask for additional information and then we will make a request for the offer. It is interesting that in the meantime there appeared also some countries to whom we did not send a request for information and which are obviously interested in participating. China, for example.
And what about the price?
- Price is still not the subject of discussions and it will not be the only decisive criterion in making decision and selection of the aircraft. Since the planes have almost never been only a matter of money, but also politics, we certainly must take into consideration whether a country wants to sell some type of aircraft. Then there is the question of the economic and financial arrangements. Some states used to take aircraft on lease, and later paid for them. Some have received with the purchase commercial agreements which improved their economy. Of course, we already ask the producers what distinguishes them from others, but more detailed information about the price we will have after sending the request for the offer, a document which is more important for both the buyer and the bidder.
How about the modernization of missile systems, and air surveillance and guiding?
- We are working on it trying to ensure their better performance until we obtain something new. These are not cosmetic changes, but the level of modernization is also not high. We wish to provide as higher degree of exchange of information between the elements of the system as possible in order to be more robust and efficient. At the moment our priority is the provision of spare parts and maintaining the mentioned systems in the best possible condition.
What about new radars, new air defence missile systems?
- At the level of the Serbian Armed Forces a working team has been formed with the task to make analysis of features of modern radars and air defence missile systems and within that document to suggest the optimum solution for the procurement of new equipment and integrating them into a single system. The deadline for the first results of the analysis is also January next year.
Milena MILETIC
Long-time waiting for aircraft tyres, slow repair of aircraft, and the fact that there is a problem with stable supply of spare parts, clearly show that the defence of our sky is still moving somewhere between the huge success, which is measurable, and problems to be overcome, serious modernization and procurement of new combat systems.
By the end of this year four aircraft of "Lasta" type should arrive. Next year we should be delivered six more aircraft and five in 2012. What is the kind of savings in the training process we are speaking about is evident in the amount of fuel: G4 consumes about 1,000 litres of fuel per hour, and "Lasta" around 50 litres!
AIR SPACE SOVEREIGNTY CONTROL CENTER
What about the idea of developing the Air Space Sovereignty Control Centre?
The centre is among the priorities and should be a place where the data on the situation in the air space will flow in. The development of the centre will last, as it requires technical equipment and networking of all sensor and fire systems.
USE OF AIRCRAFT IN ANTI-HAIL PROTECTION
Since recently, there have been talks about the use of aircraft in the anti-hail protection?
But there are more problems. First, we are not speaking about one or two aircraft during the season, and allotting a larger number of aircraft for this purpose requires reorganization of our regular activities. Now, it's a question of technical responsibility for the aircraft that would operate. But one of the most important details is the fact that the planes that would perform these tasks must be specially equipped, which costs money. There is no doubt that in this case we would have to repair an additional number of aircraft type "Orao" or MiG-21. Cumulonimbus clouds, with peaks that can reach over 11,000 meters in altitude, require aircraft that can quickly climb so high! And who will pay for that? Ministry of Defence cannot finance this from its regular budget. In addition, and what is perhaps the most complex issue, the process of atmospheric resource management is not limited to the state borders. When the cumulonimbus cloud is being formed there is a certain stage in which the hail-bearing nucleus has to be broken-up. If the cloud at this stage is over the territory of another state, how should we act? I think that before making any decisions somebody should carefully consider all this. The defence of the city is not a game, on the contrary.
