DTN News - DEFENSE NEWS: US Launches Biggest Allied Airborne Drills Since Cold War

DTN News - DEFENSE NEWS:  US Launches Biggest Allied Airborne Drills Since Cold War

Source: DTN News - - This article compiled by K. V. Seth from reliable sources AFP
(NSI News Source Info) TORONTO, Canada - August 18, 2015: The United States said Tuesday it has launched the biggest allied airborne drills in Europe since the Cold War ended, as fighting involving pro-Russian separatists escalated in eastern Ukraine.

Nearly 5,000 soldiers from 11 NATO allies are taking part in four weeks of "simultaneous multinational airborne operations" across Germany, Italy, Bulgaria and Romania that began in Saturday, the US Army said in a statement.

"Swift Response 15 is the largest Allied airborne training event on the continent since the end of the Cold War," according to the statement from the US Army in Grafenwohr in southern Germany.

It is designed to help allied "high-readiness forces" act as one and "demonstrate the alliance's capacity to rapidly deploy and operate in support of maintaining a strong and secure Europe," it said.

The statement made no reference to the crisis in Ukraine where government troops have been fighting pro-Russian separatists since April last year, which has claimed the lives of nearly 7,000 people.

While the conflict eased after a truce in February, fighting has escalated in recent days.

The fighting has stirred the highest tensions since the Cold War ended more than two decades ago as the West accuses Russia of not only arming the rebels but sending in troops to support them. Moscow denies the charges.

NATO, a 28-country alliance led by the United States, last week defended the number of military exercises it has staged as a response to "growing Russian aggression" and refuted suggestions that they were helping make war in Europe more likely.

The US Army said the highlight of the drills will take place on Aug. 26 when allied warplanes will drop more than 1,000 paratroopers and equipment the to Hohenfels training area in Germany.

A similar drill will also take place the same day at the Novo Selo training area in Bulgaria, a former Soviet ally.

Participating in the exercises until Sept. 13 are more than 4,800 soldiers from Bulgaria, France, Germany, Greece, Italy, the Netherlands, Poland, Portugal, Spain, Britain and the United States.

It said the exercise marks the first time the US 82nd Airborne Division has operated in Europe since supporting NATO operations in Kosovo in 1999.

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*Link for This article compiled by K. V. Seth from reliable sources AFP
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DTN News - UKRAINE CRISIS: Europe Has Little Reason To Fear Russian Gas Cut-Off

Defense News: DTN News - UKRAINE CRISIS: Europe Has Little Reason To Fear Russian Gas Cut-Off

*Ukraine braces for new demonstrations as Russia threatens to stop gas supply

*Russia’s Gazprom warns Ukraine of New Gas War

Source: DTN News - - This article compiled by K. V. Seth from reliable sources DW
(NSI News Source Info) TORONTO, Canada - March 8, 2014: More than one third of Europe's gas needs are covered by Russian gas. The crisis in Ukraine has kindled fears that Russia could stop the flow.

The crisis in Ukraine is not only about politics, it's also about natural gas. Russia, a key gas producer, supplies Europe with about a third of the gas it needs - and Ukraine is an important transit state.

Almost 40 percent of the gas used in Germany comes from Russia. The Baltic States' dependency is even greater: Russia supplies them with almost 100 percent of the gas they need. Ukraine, too. The crisis in Ukraine, which also depends on Russian gas, has unleashed increasing concern about Europe's energy supplies. Moscow has been known to employ energy giant Gazprom to serve political ends.

Twice since 2006, Russia cut gas flows to Ukraine because of disagreements over transit conditions and prices. Russia also suspected Ukraine of siphoning gas from Russian pipelines passing through the country. Gazprom announced this week it would cancel a 30 percent discount on natural gas for Ukraine, and demanded the country settle its debts - a harsh blow for a country teetering on the brink of bankruptcy.

What if the dispute escalates and Moscow stops the flow of gas? Experts have said Western Europe would probably not be that badly affected.

"That wouldn't affect the EU very much," said Jonas Grätz of the Center for Security Studies (CSS) in Zurich, adding a cut would hit eastern nations like Hungary and Bulgaria more than states in Western Europe, where the gas reservoirs are still filled to about 60 percent - enough for up to four months.

"There's a glut on the international gas markets," said Claudia Kemfert, an energy expert with the Berlin-based German Institute for Economic Research (DIW). But Kemfert said in the long run, Europe is insufficiently prepared to purchase a third of the gas it needs elsewhere. "That is true in particular for countries in Southeast Europe that buy large amounts of gas in Russia."

Russia has many ways to transport natural gas -it could easily cut off Ukraine
If transit via Ukraine were blocked, Russian gas could instead flow through the Nord Stream Pipeline that takes natural gas from Russia to Germany under the Baltic Sea. Then, there's the Yamal-Europe natural gas pipeline which runs across Belarus and Poland to Germany. 

Should Russia halt all shipments, tankers could bring liquid natural gas to Europe from the Middle East. But Germany, for one, doesn't have a terminal to unload such tankers. In case of a longer disruption, gas buyers could also turn to Algeria and Norway.

Russia's biggest customer

Both the EU Commission and the German government maintain that the Crimea crisis does not endanger gas supplies to the European Union. Germany Economy Minister Sigmar Gabriel pointed out that Russia has always honored its contracts with Western Europe.

"There's no reason to be concerned at the moment," EU Energy Commissioner Günther Oettinger said, adding that the gas reserves are actually higher than they were last year due to Europe's mild winter temperatures.

Russia is not likely to cut gas supplies to Europe. "Russia heavily depends on energy deliveries to Europe," Kemfert said. "Some 60 percent of Russia's state income is due to oil, gas and coal sales - and a large part of that goes to Europe."

Halting all gas exports to Europe would hurt Russia's economy

Grätz added that "a different approach was needed to be taken to Russia's dependence on the European market." One possibility, he said, would be the strict implementation of European market rules on all dealings with Gazprom. Russian President Vladimir Putin has often used the energy giant to serve his own geopolitical goals. If European countries cut imports of Russian energy, it would negatively impact Gazprom as 60 percent of its revenue comes from the European market.

"When Gazprom has problems then Putin will also have problems because he needs the company in order to achieve projects in Russia, such as Sochi, and the supply of gas to rural regions as well as using the company as a means to conduct foreign policy," Grätz said.

Pressure on Ukraine

Russia is currently the European Union's third largest trading partner. In 2012, Russia exported 215 billion euros ($300 billion) worth of goods to the EU and imported 123.4 billion euros from the 28-member bloc. Germany currently represents Russia's third largest trading partner, exporting mainly cars, machines and chemical products. Russia, however, is Germany's 11th most important trade partner, just behind Poland.

The situation in Ukraine, however, is very different, and the EU is concerned about the country's energy supply. After meeting this week with EU energy ministers, Oettinger said the bloc was considering helping Kyiv pay its energy bill. It is also considering sending gas to Ukraine in pipelines that run through Slovakia.

Related Images on Ukraine Crisis;

*Link for This article compiled by K. V. Seth from reliable sources DW
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DTN News - AIRLINES NEWS: Australia-Europe Non-Stop Flights Promised By Long-Range Aircraft, But Airlines Don't See Demand

Defense News: DTN News - AIRLINES NEWS: Australia-Europe Non-Stop Flights Promised By Long-Range Aircraft, But Airlines Don't See Demand
Source: DTN News - - This article compiled by Roger Smith from reliable sources CAPA -Aviation Analysis
(NSI News Source Info) TORONTO, Canada - May 28, 2012: The Australian market continues to be excited by the prospect of non-stop flights between Australia and Europe as new technology aircraft arrive, but the reality is their excitement does not convert into sustainable yields, making it unlikely in the foreseeable future for such flights to be operated.

Stiff competition – European carriers have pulled out while British Airways (BA) and Qantas whittle their presence – has reduced the route to one that is fought on cost, where intermediate Asian and Middle East network carriers have an advantage. Geography also poses disadvantages: an ultra long-haul route to asingle European point would still require onward European connections, diminishing much of the advantage of the non-stop service. And while arguments continue about whether Qantas should have ordered Boeing777s instead of 787s, the reality is that the 777 would probably have been of little help in Qantas' current position.

The ultra long-haul proposition is a difficult one. For similar reasons to Qantas, Southeast Asian carriers equally have struggled with their non-stop services to America. These services are primarily point-to-point, which necessarily forgoes many of the advantages of network economics.

Retaining stops in Asia permits attracting regional traffic and, pending bilateral agreement revisions with Europe, paves the way for a new transfer hub in mainland China, bringing the associated benefits of demand from the area.

Non-stop Australia-Europe flights, typically going to London in most scenarios, have been evaluated by airlines, the most notable recent case being Qantas' consideration of Boeing 777-200LR aircraft in 2005. Qantas ruled out the aircraft in Dec-2005 because, for weather reasons, certain months of the year would not allow a full payload. Those few months were to become a blessing to Qantas. Aviation was a remarkably different and less competitive world in 2005. Emirates was not the giant it is today, Etihad was barely two years old and had yet to enter Australia and fuel could occupy only 15% of total costs.

ULTRA-LONG-HAUL POINT-TO-POINT SERVICES CONTINUE TO BE A COMMERCIAL CHALLENGE

Ultra-long-haul point-to-point flights have proved to be a global struggle. Singapore Airlines has at times cut back on its non-stop services to Los Angeles and Newark; during the GFC load factors on the all-business class service, which is operated with A340-500s, dipped below 50%. Thai Airways ended its A340-500 non-stop flights to New York in 2008 and earlier this year ended its non-stop service to Los Angeles. Delta, which at one point studied its own non-stop flights to Singapore with 777-200LRs but quickly ruled it out, and American Airlines have each ended their non-stop services to India.

Nuances abound but the common theme is one-stop competition and limited O&D demand that is further aggravated by high fuel prices, from which even hedging strategies cannot fully insulate airlines.
See related articles:

• Non-stop US-India market continues to shrink with American Airlines ending Chicago-Delhi service
• Why Singapore Airlines is reducing Houston to less than daily service
• Rising jet fuel price spells more challenges for ultra long-haul flights

Since 2005 aircraft profiles have improved but market conditions have not for non-stop Australia-Europe services. This year's first wave of excitement came with the potential for Boeing's 777 successor to fly non-stop between Australia and Europe year-round. A second wave came recently with Airbus discussing conceptual performance for an enhanced A380.

Neither airframe is captivating carriers.

Neither airframe is captivating carriers. British Airways no longer views the market between Europe and Australia as core. At the end of Mar-2012 BA ended Bangkok-Sydney services, leaving only aSingapore-Sydney flight as part of a Europe-Australia network reduction conducted with joint service agreement partner Qantas. But even before the change, premium traffic was down considerably between the two continents. For all three months of 2012 that IATA has reported on premium traffic trends, Europe-Southwest Pacific has typically seen the sharpest declines by far: 16% in Jan-2012, 19% in Feb-2012 and 24% in Mar-2012. Without premium traffic prepared to pay an additional margin for the convenience of a non-stop, the route would struggle.

BA's pessimistic view comes with it already operating the 777, potentially making a 777 successor integration easier than at Qantas, which does not operate the 777. But even then the longest range version of the 777 successor, which could potentially operate the non-stop flights, would become a niche aircraft in BA's fleet, an undesirable position.

International premium traffic growth by route: Mar-2012

Source: IATA

While the 777 successor would conceptually reach Sydney from Australia, an improved A380 would barely make it to Perth – and that of course is at the airframe manufacturer's best case calculation. Domestic connections from the far more populous eastern Australia would still be required and connections through Singapore, Qantas' main Asian hub, would still offer a shorter journey time. A potential service from Perth would come at the partial expense of the Singapore hub, which not only provides local traffic but also cargo. Qantas' planned premium carrier, postponed for the short term, would have provided feed for its long-haul services.
See related article: Qantas may say Malaysia Airlines negotiations are over, but many more chapters still to be written

It was on the back of network feed that Continental Airlines, now part of United Airlines, announced a 787 route to Auckland from its home hub atHouston. As CEO Jeff Smisek rhetorically asked, this ultra long-haul route was not about point-to-point traffic: "How many Kiwis live in Houston who want to fly to Auckland on a daily basis?" he asked. "Three?" United's network and that of Star Alliance, combined with the efficiency of the 787, made the route economically possible, Mr Smisek said.

...connecting traffic is limited at both ends...

Australia-Europe non-stop lacks an efficient aircraft like the 787 – Air New Zealand has referred to the 777-200LR as a "flying petrol tank" – and connecting traffic is limited at both ends. The Australian market is small, while in Europe, connections from London would require backtracking to continental Europe, reducing the time saved going non-stop to London compared to a one-stop through Asia or the Middle East. Further, following United's announcement in May-2012 to deploy its 787 between Tokyo and Denver, the new combination hinted that its proposed Houston-Auckland service no longer has its favoured position.

See related article: New Denver-Tokyo 787 service to help boost United's sagging trans-Pacific performance

QANTAS' EUROPEAN PRESENCE COMPARED TO EMIRATES, BUT THE TWO ARE ON DIFFERENT SCALES

Prior to BA and Qantas' Mar-2012 Australia-Europe restructure, Emirates typically operated approximately 22,000 one-way seats into London area airports compared to 12,000 from Qantas. Qantas' 12,000 seats were dependent on the markets of Australia and New Zealand as well as its three Asian transfer points: Bangkok, Hong Kong and Singapore, a population pool of around 45 million.

For Emirates to fill its capacity into London, it has not only all of Qantas' markets but also additional points throughout North Asia, Southeast Asia, South Asia, the Middle East and Africa (the traffic also obviously fills other points besides London). India alone has a population of 1.3 billion, and while travel propensity there may be low, it does indicate that Qantas was simply over-exposed to Europe. To bemoan a smaller presence in Europe from Qantas than Emirates, as has been done in the public, is a non sequitur.

QANTAS WRONGLY CRITICISED FOR LACK OF 777

Emirates has also been praised for its prolific fleet of 777s, the lack of which in the Qantas fleet has been a contention with its pilot union. The reality is that, even if Qantas had 777s prior to its 2005 examination of the -200LR, the viability of the -200LR would have been far from certain.Virgin Australia around its launch (and prior to the strategy from a new management that favours virtual flying) evaluated the -200LR to supplement its -300ER but also ruled the aircraft out for non-stop services to Europe and New York.

Qantas has rightfully defended its position against its decision to order the 777. The 777 either has not offered sufficient payload or, when it did, Qantas had already committed to other fleet strategies. "By the time the first B777-300ER was delivered in [2004] with the payload range to match Qantas B744 operations, we were already committed to the A380s. A good decision, because the A380s have a 7 per cent unit cost advantage over the 777-300ER," Qantas CEO Alan Joyce remarked in Oct-2011. Additionally, when the first -300ER was delivered, its full capability was not realised by many airlines. Indeed, at the time of delivery the -300ER had orders for 77 frames; today the figure is over 600. Not even Emirates ordered the -300ER before the first delivery, and Cathay Pacific, another -300ER proponent, would not order its first example until Dec-2005.

...the 787 is the aircraft of the future...

At that time Qantas had planned its high capacity needs – it was expecting its first A380s shortly – and was evaluating its medium-gauge widebody needs, a role ideal for the 787. "It would have been a retrograde step at that point to revert to the 777s because by then they were already an older generation of technology, where the 787 is the aircraft of the future. It has a 25% trip cost advantage over the 777-300ER," Mr Joyce said.

When remarks have been made about how Qantas should have ordered the 777, what is actually implied is the aircraft's capability. And what is meant by comments that Qantas should have ordered the 777 is that Qantas needs an efficient medium/high capacity aircraft – yet that is exactly the role the 787 will fulfill, with the early -8 variant overlapping with the 777-200ER.

Qantas was a major purchaser of the 787 – with all the bargaining economics that would have delivered – but no-one expected such a lengthy delay in deliveries. The issue of the lack of the 777 has come to a head because those 787 delays have left a gap in Qantas' fleet, but a similar issue is replicated at airlines throughout the world. Few airlines sufficiently shielded themselves from 787 delays; exceptions are a handful of carriers that ordered 767s or refurbished older aircraft. It is an understandable outcome: each delay was incremental, pushing first delivery off but never enough in one delay announcement to warrant a significant change in strategy.

CHALLENGES AT QANTAS ARE NOT FLEET CHOICES OR DESTINATIONS – BUT A CHANGED WORLD

The world has changed around Qantas and the carrier, being at the end of the line, is increasingly challenged, as is its neighbour Air New Zealand. Destinations and aircraft types are not the silver bullet to reverse these developments; whatever city or aircraft you have, your competitor can have too. Qantas is unique, not just as an end of line carrier, but for its Jetstar LCC that has captured growth in a strong market and, internationally, helped feed passengers back into Qantas' traditional market.

Another solution is to work with who you can engage partners, now the cornerstone of Virgin Australia's international strategy. The latest development is commentary from Emirates that it would be open to partnering with Qantas, but this may become controversial as oneworld, led by IAG CEO Willie Walsh, sizes up one of Emirates' competitors – likely Qatar Airways – for a partnership.

...it will still be no silver bullet...

An Emirates relationship would be a hard nosed recognition of how the world has changed in the past few years but it will still be no silver bullet.
Meanwhile, the prospect of Europe-Australia non-stops seems destined to remain a conversation piece for pilot blogs rather than a medium-term reality.

---

You may also be interested in the following articles...

• Qantas restructures in a bid to wrest back the initiative in a turbulent world
  22-May-2012
  Qantas today announced a substantial reorganisation of its management structure designed to create greater accountability and transparency among its different business units. This comes at a time when the international aviation scene is in a greater state of turbulence than ever before, with alliance and partnership relationships reaching a critical stage.
  Splitting domestic and international operations into two separate business units and giving each its own separate P&L is not a unique strategy in any industry and arguably at a time like this gives the Group a better handle on formulating strategy for the future.
  Coming in the wake of local competitor Virgin Australia dividing its domestic and international businesses into what are effectively separate companies (something that Qantas is unable to do, thanks to political restrictions set in the Qantas Sale Act), this does also set Qantas up for something similar in the future.
• Air Nigeria to resume long-haul network as West African aviation grows
  19-Apr-2012
  Air Nigeria is resuming its long-haul network after services were cut during a period of restructuring, ownership transfer and re-branding three years ago. The privately held flag carrier, formerly known as Virgin Nigeria and briefly as Nigeria Eagle Airlines, will resume long-haul services in May-2012 to London Gatwick and Johannesburg with plans in the short-term to launch Rome and Paris services.
  The Lagos-based carrier has had a false start, expecting last year to resume long-haul flights in Sep-2011, but plans this time are more concrete, with Air Nigeria loading schedules and fares. Its planned services will see notable competition, but like many routes in and out of Africa, are typically high-yielding. Air Nigeria’s forthcoming Lagos-London route is the latest in West Africa-Europe expansion, following notable capacity increases from Brussels Airlines.

*Link for This article compiled by Roger Smith from reliable sources CAPA - Aviation Analysis
*Speaking Image - Creation of DTN News ~ Defense Technology News 
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DTN News - DEFENSE NEWS: Asia's Military Spending To Surpass Europe's For First Time

Defense News: DTN News - DEFENSE NEWS: Asia's Military Spending To Surpass Europe's For First Time
Source: DTN News - - This article compiled by Roger Smith from reliable sources Yifei Zhang - IBT
(NSI News Source Info) TORONTO, Canada - May 26, 2012: 2012 will be a historic moment in the shift of global power from the West to the East. According to expert estimates and figures on military spending, in 2012 Asia's spending on defense will eclipse Europe's for the first time in the modern era.

The International Institute for Strategic Studies, a UK-based think tank focusing on global military and political research and analysis, released its influential "Military Balance 2012" report back in early March.

The report claims that since 2008, financial crises in the West have led to major reductions in defense spending in Europe. Drawdowns in Afghanistan and Iraq will likely contribute to decreasing numbers in the future. Meanwhile, Asia's continued economic growth, and efforts to modernize and build military forces there, have reinforced higher spending. In the IISS calculations, Europe does not include Russia, and Asia does not include the Middle East, but does include Australasia.

While per capita spending in Europe is still higher, press releases form the institute say that "Asian defense spending is likely to exceed that of Europe, in nominal terms, during 2012." The U.S. accounted for nearly half of all worldwide military spending in 2011, a figure which may be in slight decline over the following years due to defense cutbacks.

IISS says that in real terms, declines in defense spending by 16 out of 28 member states of NATO exceeded 10 percent between 2008 and 2010. Asian spending increased almost 3.2 percent in real terms between 2010 to 2011.

Planned spending on defense, from different countries worldwide, 2011. Graphs from IISS.

Five countries -- China, Japan, India, South Korea, and Australia -- accounted for more than four-fifths of all regional defense spending. A major focus of spending in Asia is geared towards building newer, bigger fleets of warships and aircraft. Further geographic distances, greater territorial distributions of water, and the predominance of air and naval forces in modern warfare are the main factors driving Asian funding for air forces and navies.

Nations such as China and India are developing new and more powerful ballistic and cruise missiles as well as aircraft carriers. All of the five countries above, save Australia, have active space programs aimed at deploying greater systems of satellites for surveillance and communications, as well as plans for building next-generation stealthy super-jets, like the U.S. F-22 Raptor.

*Link for This article compiled by Roger Smith from reliable sources Yifei Zhang - IBT
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DTN News - DEFENSE NEWS: Airbus Military A400M Receives Initial Type Certificate From EASA

Defense News: DTN News - DEFENSE NEWS: Airbus Military A400M Receives Initial Type Certificate From EASA
Source: DTN News - - This article compiled by Roger Smith from reliable sources EADS
(NSI News Source Info) TORONTO, Canada - May 8, 2012: Airbus Military has received the initial type certification for the A400M new generation airlifter, marking a key milestone on the road to first delivery around the turn of the year. This first approval, known as a Restricted Type Certificate (RTC), was presented by European Aviation Safety Agency (EASA) Executive Director Patrick Goudou at an internal ceremony today in Toulouse, France.

The RTC is a critical step towards the award of full civil type certification which is expected in mid-2012 following the completion of 300 hours of function and reliability (F&R) flight tests, and towards military Initial Operating Clearance later in the year.

As part of the flight-test activity the A400M has recently visited countries in Latin America and South East Asia, and in the upcoming period will travel to the “home” nations that ordered the aircraft and the Middle East in the frame of the F&R tests.


The fleet of five A400M development aircraft continues to make good progress in the intense flight-test campaign in order to ensure delivery of a reliable aircraft to our customer and has now completed more than 3,100 hours in the air, despite continued engine challenges.

Cedric Gautier, Airbus Military Head of A400M programme, said: “Achieving civil and military certification of the A400M as foreseen in the programme is an immensely challenging task, but the process of working on both simultaneously provides important benefits for our customers in the future. It is deeply satisfying to receive this initial certification, confirming the good progress that has been made towards the delivery of the first aircraft.”

About A400M

The A400M is an all-new military airlifter designed to meet the needs of the world's armed forces in the 21st Century. Thanks to its most advanced technologies, it is able to fly higher, faster and further, while retaining high manoeuvrability, low speed, and short, soft and rough airfield capabilities. It combines both tactical and strategic/logistic missions. With its cargo hold specifically designed to carry the outsize equipment needed today for both military and humanitarian disaster relief missions, it can bring this material quickly and directly to where it is most needed. Conceived to be highly reliable, dependable, and with great survivability, the multipurpose A400M can do more with less, implying smaller fleets and less investment from the operator. The A400M is the most cost efficient and versatile airlifter ever conceived and absolutely unique in its capabilities.

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*Link for This article compiled by Roger Smith from reliable sources EADS
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