Airnews, March 2010
UAV MISSION AND PILOT’S PARADISE
WHEN ONE considers the level of aerodynamic technology these days, it is hard to believe that a scant few decades ago the use of unmanned aerial vehicles, UAVs, were just out of the embryo stage and those which were flying were exceptionally limited as far as their range and general performance were concerned. Few then would have believed that UAVs would be able to fly virtually for days nonstop, at altitudes beyond the reach of most aircraft with the exception of the special “spy planes” such as the SR-71 and the U-2. But today this is mostly “old hat” with one of the largest being the Global Hawk of which several are in action in the Iraq warzone. One of these UAVs was recently withdrawn from service in Iraq and flew back to the Edwards Air Force Base, in California, under its own power for well deserved “rest”. No, it was not transported by those heavy lift carriers of the USAF, the C-5 Galaxy nor C- 17 Globemaster. It really did come home “under its own steam”.
A photograph of this particular Global Hawk appears at the top of the centre column after its arrival “home”. It well deserves its rest having flown over 250 missions in the warzone and had it been manned, its pilot would probably have earned 25 Air Medals as a result. It’s mission record adorns the fuselage for all to see. Even for the Global Hawk, the flight from Iraq to California is a long way for a remotelypiloted aircraft. One can but imagine the technology involved and particularly the quality of the datalink required.
Not only that but the “pilot” who controlled it did so from a nice warm control panel at Edwards AFB and did so via satellite. Capable of staying airborne for two days at a stretch and cruising at altitudes upwards of 60 000 feet, this particular Global Hawk before going to Iraq had flown missions from Edwards AFB to the northern parts of Alaska and back without the necessity to refuel, although it has the capability for air-to-air refuelling from a tanker aircraft.
In combat, Global Hawks enter the war zone at a high Mach with their engines in what is known as “military thrust”. When required, they then fire their deadly AMRAAMS, and no one ever sees them or can pick them up on radar. There is practically no radio chatter because all the “pilots” in the flight are tied together electronically and can see who is targeting who, and they have AWACS direct input and 360-degree situational awareness from that and other sensors.
The Global Hawks and most other UAVs are to air superiority what the jet engine was to aviation. The Global Hawk can taxi, take off, fly a mission, return, land and taxi on its own. No blackouts, no fatigue, no relief tubes, no ejection seats, and best of all, no dead pilots and no POWs.
It certainly seems that the era of pilotless fighters and bombers is here – now.
SIMON WANTS OUT
Most people dream of life on a South Pacific island as being the ultimate in leisure, stressfree living. It is a pound-to-a-penny bet that in today’s harsh economic climate there are many aircraft operators who could be forgiven for dreaming of being stranded on such a tropical island.
But what if that island came with five aircraft and a profitable charter business that has barely been touched by the recession? Would this not be an incentive for such an operator to jump at the chance of taking the best from both worlds?
Ed Hirsch, who serves as our editor in the US, has indeed found such a “heaven”, though not for himself, he says sadly. He reports that one sun-tanned and very healthy “Dusty” Simon is a man who started a small charter operation 11 years ago in Fiji. He built the company, named Pacific Island Seaplanes into the largest charter operator in the island.
But, he says, he has had enough and is looking for a change. It is hard to believe, but he explains: “I’m 70 years old. It’s time for me to move on to my next adventure.” The operation had just come on the market at the time of writing. Asking price? US$5,2- million for the “lot” This includes two de Havilland Beavers and a turbine-powered de Havilland Otter, all on amphibious floats. There are also two Britten-Norman Islanders on wheels. Both Beavers just underwent a full restoration and all the aircraft are well maintained according to Simon.
All the associated buildings and equipment at Nadi International Airport are included as are operating licences that allow the company’s aircraft access to the whole country. As for Simon, the former Canadian rancher and logger is looking forward to literally getting back in the saddle. “I just bought a ranch in Brazil,” he said.
[Home]
