Pakistan to soon start producing commercial aircraft

[ashok321]

Right now, our annual production for JF-17 is 20 aircraft.”

This rate is much more than Tejas.

 

[Bilal Khan (Quwa)]

Pakistan to soon start producing commercial aircraft
Waheed Abbas/dubai
Filed on November 14, 2017

Pakistan has put up a pavilion at the Airshow, displaying its Super Mushshak and JF-17 Thunder.
(Suppled photo)



Pakistan is going to resume production of more advanced and potent unmanned aerial vehicles (UAVs) too.

Pakistan will soon start producing commercial aircraft for the domestic and international markets, said a senior official.

Air Marshal Ahmer Shahzad of Pakistan Aeronautical Complex (PAC) told Khaleej Times in an interview that they are looking at producing commercial aircraft with 10 to 30-seat capacity both for executive and non-executive passengers.

“As economic activity picks up with the China-Pakistan Economic Corridor, we require fast and efficient air transportation to fulfill domestic requirements. We’re also eyeing international requirements in the Middle East and Central Asia,” Shahzad said on the sidelines of the Dubai Airshow 2017.

The Pakistan Aeronautical Complex is a Pakistani aerospace, defence, aviation contractor and military corporation producing aerial systems for both military and civilian usage.

Pakistan has put up a pavilion at the Airshow, displaying its Super Mushshak and JF-17 Thunder as well as advanced avionics and electronic equipment. The Pakistan Air Force is participating with the JF-17 Thunder. One light fighter aircraft has been put on static display while another takes part in the daily airshow. In addition, Pakistan is also displaying its technological prowess in advanced avionics and electronic components and production potential at the Airshow.

Shahzad said work on the commercial plane project is expected to start soon.

Commenting on competition in the commercial aircraft segment, Shahzad said: “We’ve produced the Super Mushshak and it’s being sold successfully despite competition. If we make it [commercial aircraft] cost-effective, with sustained logistics and maintenance, it is going to be attractive to international customers.”

The aircraft will be produced at the Pakistan Aeronautical Complex’s headquarters in Kamra.

Shahzad revealed that Pakistan is going to resume production of more advanced unmanned aerial vehicles too.

Replying to a query about expectations of orders for the JF-17 Thunder and Super Mushshak, the PAC chief said they’re looking for new markets in the Middle East and Far East.

“There are a number of potential buyers for Super Mushshak — which is used for training purposes too. We are fulfilling the requirements of the Pakistan Air Force and are capable of manufacturing aircraft for exports too. Right now, our annual production for JF-17 is 20 aircraft.”

The Pakistan Aeronautical Complex has already signed deals with Turkey, Qatar, Nigeria and Azerbaijan for aircraft export orders.

— waheedabbas@khaleejtimes.com

Can't think of many 30 passenger planes besides the DO328J, but at the ~10 range there's the Grand Caravan EX. It seems PAC is aiming for something like that or in the N219 size range. They should examine the idea of reviving the Saab 2000.

 

[Imran Khan]

it will be great if its jet engine powered like ERJ-135 or ERJ 145

 

[313ghazi]

Thus the same great news. Little steps like this sow the seeds for big industries to eventually develop.

 

[Bilal Khan (Quwa)]

I believe that they will design their own plane. But, if they decide to get a licence built version with intellectual property rights than the discontinued Dornier 328 will be a good idea. It can come in both, the Jet and Turboprop versions allowing for the customers to choose according to their requirements.
@Quwa

They can look at reviving the DO328 or Saab 2000, but 10-30 passengers really implies "either/or" to me. In other words, either a Grand Caravan EX or N219-class OR DO328J or Saab 2000 class.

 

[The Eagle]

Another step forward. More than the plane, it is going to serve the nation in many ways from experience to other learning of techs for many machines. Every new goal is actually well connected and this project along with JFT and then NGF in progress; may take time but going to bare fruit altogether. Way to go team and self reliance

 

[Trango Towers]

a foreign military delegate attending this year's exhibition said that each unit could probably cost over USD2 million.
http://www.janes.com/article/65743/...52-pakistani-super-mushshak-training-aircraft

Well it must have some great electronics on board. Price makes no sense

 

[The Diplomat]

A great start! Aviation development is going well, PAC is performing!

 

[wali87]

Super mushawks costs $7 million USD brand new, have you got that kind of money ?

your being sarcastic right? or are you actually that ill informed. Its just a turbo prop bro and costs no more that $0.5 million tops.

 

[ghazi768]

They can look at reviving the DO328 or Saab 2000, but 10-30 passengers really implies "either/or" to me. In other words, either a Grand Caravan EX or N219-class OR DO328J or Saab 2000 class.

yes, I think Saab 340 production line was available for purchase in 2008-9.

 

[Syed_Adeel]

Thats a different type of aircraft and its commercial relevance is aspect of CPEC is not much higher.

Ukraine was offering antanov JV.... But we didnt flinch and the saudis grabbed it.

 

[DESERT FIGHTER]

This rate is much more than Tejas.

Their aim is 26 per annum.

 

[GDP Adil Khan Niazi]

A Pakistani King Air 350ER, the Denel SARA, Cessna Grand Caravan EX and PTDI N219.

Denel SARA

,

Cessna Grand Caravan EX

PTDI N219

Pakistani King Air 350ER

Pakistan Aeronautical Complex (PAC) is reportedly aiming to produce commercial aircraft to meet growing demand for domestic/commuter air travel in Pakistan as well as the Middle East and Central Asia.

Speaking to the Khaleej Times at the 2017 Dubai Air Show, PAC’s Air Marshal Ahmer Shahzad outlined that PAC has interest in producing an aircraft with the passenger capacity of 10 to 30 seats.

Regarding export opportunities, Shahzad added, “If we make it [commercial aircraft] cost-effective, with sustained logistics and maintenance, it is going to be attractive to international customers.”

Notes & Comments:

Though PAC is primarily focused on supporting Pakistan’s defence aviation needs, the Pakistan Air Force (PAF) leadership is intent on expanding PAC’s output to include civil/commercial aircraft. The Kamra Aviation City initiative, which was inaugurated in July, is the desired launching point for this endeavour.

In his inaugural speech of the Kamra Aviation City initiative, Interior Minister – then Minister of Planning and Development – Ahsan Iqbal stated: “[This] is the model we have to learn from United States of America … engineering in our security sectors … must be leveraged for commercial opportunities and commercial applications so that it becomes a multiplier for national development.” (a thorough review of Pakistan’s aims and possible options regarding aviation industry development is available on Quwa).

The PAF leadership has invited the private sector to invest in Pakistan’s aviation activities. It even placed the JF-17 Thunder, the mainstay fighter of the PAF, as an entryway for the private sector. However, PAC is currently only sourcing ‘non-technical’ inputs, such as rubber and the like, from the private sector.

The PAF could be viewing civil aviation as a viable means to prompt and sustain substantive private sector investment in Pakistani aviation, and to readily confer high-value work/production inputs to the private sector. Unlike defence hardware, civil aviation business need not be tied to government orders to sustain activities. The private sector can help sustain, if not lead, civil aviation demand (and supply).

In terms of technical requirements, PAC’s general idea of an aircraft with a capacity for 10-30 passengers indicates an aircraft with the size of up to the discontinued Dornier 328, which also has a seating capacity for 30 passengers. PAC did not provide additional details, but other attributes could be speculated based on Pakistan’s existing commuter aircraft use. Many commuter flights occur in hot-and-high, short-take-off-and-landing and semi-prepared runway conditions, which could necessitate a turboprop-based design.

With PAC the 10-30 seat size-class, it is difficult to imagine a jet aircraft. Such aircraft are rarely utilized in Pakistan outside of the VIP/VVIP domain, and the mainstay of commercial commuter aircraft, albeit larger ones such as the ATR-42, are turboprop-powered aircraft. Turboprop designs such as the N219 and SARA are meant to connect remote and inaccessible areas at low cost, which has been a perennial area of focus for Pakistani civil aviation. It is likely that PAC’s vision of a small 10-30 seat aircraft is a turboprop design.

Of the programs immediately available, PAC could have the option of trying to join PT Dirgantara Indonesia (PTDI) N219 utility aircraft, which has a passenger capacity of 19 seats. In July, PTDI signed a ‘Framework Agreement’ with Turkish Aerospace Industries (TAI) to collaborate on the N219 in various areas, including technical support and joint marketing. The advantage of the N219 is that it is in late-stage development, having conducted its maiden test flight in August 2017. Through a co-production partnership with PTDI, PAC could have a solution in the near-term. Like other aircraft of its class, such as the Cessna Grand Caravan EX, the N219 is powered by two Pratt & Whitney Canada PT6A-42 turboprop engines, for which PAC established (or establishing) a maintenance, repair and overhaul (MRO) facility.

In the N219/Caravan EX/King 350ER class, a risker – but potentially more rewarding in development, co-production and revenue-sharing – option could be Denel Aeronautics’ Small African Regional Aircraft (SARA). The Denel SARA was envisaged a utility aircraft solution to serve markets in Africa that are not covered by major airlines. The SARA is to have a passenger capacity for 24 seats. However, Denel has yet to initiate the SARA’s development, hence there is greater risk in the program, though PAC might be able to extract more in terms technology-transfer, workshare and revenue opportunities (e.g. having exclusivity in sales, production and support for Central Asia and the Middle East) if PAC funds most of it.

Though primarily intended for commercial use, a utility or light-commuter platform could also interest the armed forces. For example, Pakistan uses the Grand Caravan EX and King Air 350ER in medical evacuation (MEDEVAC) and intelligence, surveillance and reconnaissance (ISR) roles, respectively. In fact, Pakistan’s Ministry of Interior could utilize a platform of this class for utility, MEDEVAC and border surveillance tasks. These government use-cases also be pitched to prospective export customers, which would expand PAC’s defence and security portfolio while also giving it a commercial market offering.

It is not known if PAC is also interested in jet airliners. However, viability would be contingent on growth in Pakistan’s intercity and international regional travel. The emergence of private airlines such as Air Sial, Airblue and Serene Air, while promising for demand in 100-seat narrow-body airliners, is limited in scale to justify the immense investment necessary to develop and manufacture such aircraft. If an objective, it would have to be a long-term and incrementally pursued endeavour, one that might require partnering with an overseas manufacturer to distribute the development overhead and pool markets (for scale).

 

[FunkyGen]

THIS IS NOT GOOD NEWS... I repeat this is not good news. PAC essentially is a combat craft manufacturer aimed at producing solutions for armed forces. Now civilian craft requires a whole plethora of changes before they can be approved for flight. PAC should keep itself in the production of military craft. Expanding it to civilian craft could potentially bulk the organization and cause scope fatigue. In my opinion, organizations should be focused especially critical organizations like PAC. We have had colossal failures before. EVEN IF a venture is decided upon separate it from the rest of the organization.

My reservations
1-Bulky organization greater risk
2-Market is already flooded with civilian craft. At least more than military craft. Producing better military gear can earn more bucks as the market is comparatively less saturated.
3-Pay for the all the debt before starting any such venture. Any excess money should go to debt servicing.
4-If you have money please invest it in the new Institute for design and development of military gear that has been established.
5-Invest in military drones first. I can't stress how important that is.
6-I fear somebody is going to milk this project for their pockets.

 

[denel]

while the goal is respective; they need to create a seperate division for civilian aircraft - new resources etc. otherwise scope is too vast.