1. No category

Sándor Hennel, major.1
ANALYSIS OF THE CAPACITY OF THE HUNGARIAN AVIATION INDUSTRY
INTRODUCTORY NOTES
With the end of the cold war the ’enemy’ has changed, which was a milestone in the
field of security policy and also changed the contemporary status quo. The military role of
Hungary has also altered significantly as the result of the regime change. Today the
Hungarian Defense Force has not only duties related to the defense of Hungary, but also shall
comply with new standard as a NATO member, facing new dangers, risks and challenges.
Today, in addition to our role as a member in the international cooperation the defense
of our home country becomes a leading issue again. The primary goals are the air support of
the territorial defense units and the land forces, and also the development of the cooperation
with the existing aircraft. We are taking part in non-war operations more frequently than
before, complying with our NATO obligations; in respect of the air reconnaissance,
observation and controlling activities there is a need for cheaper and low-maintenance
military equipment.
The National Aviation Strategy analyses thoroughly the situation of the Hungarian
aviation and offers a program for answering the current questions of coordination,
development, manufacturing, finance and the legal background. Regarding the topic
examined in the present paper, it aims the establishment of the production capacity of a lowspeed military aircraft for training and reconnaissance purposes as a medium-term plan.2
The aim of the present paper is the filling of the gap that emerged by the withdrawal
of some older aircrafts with new equipments, and also the finding of new cost-effective ways,
and the examination and analysis of the opportunities of the development and manufacturing
in Hungary based on the current and contemporary requirements.
THE ECONOMIC CHARACTERISTICS OF THE OPERATION OF MILITARY AND CIVIL
AIRCRAFTS
By the examination of the period in service of the previously in the Hungarian Defense
Force operated and then withdrawn military transport helicopters the conclusion is that it was
barely 150 hours per year.3 This data is practically true for other military aircrafts, since their
operation and usage is similar. This result is surprising, because the period in service in case
of civil small aircraft traffic is 300-500 hours, in spite of the inappropriate weather conditions
that characterize a significant part of the year. Also the ratio of the night flights is lower in
the civil small aircraft traffic, which is also an affecting factor. The civil heavy jet air traffic
is much similar to the above military examples, as for example at MALÉV, the required
1
The author is PhD student of NKE KMDI, he graduated in 2001 in BME Transportation Engineering and
earned a degree in aerospace. [email protected]
2
Nemzeti Légügyi Stratégia http://www.szrfk.hu/letoltes/nemzeti_legugyi_stratgia.pdf page 61.
3
Kenyeres Dénes: Mi-8 típusú közepes szállítóhelikopterek a Magyar Haderőben 1969-2009. Kecskemét, 2010.
page 527-531.
1
hours of flight was above 2000 hours per year in the late eighties. At other profit-oriented
airlines this number is even higher; it can reach 3000-3500 hours per year. However, in our
case not exactly the numeric data but rather the characteristic itself is important. It is clear
that the basic task of the profit oriented undertakings is the maximization of the income; and
therefore, the decrease of the costs of the flight per hour.
The cost of the flight per hour entails two components: a constant (fuel, parts,
maintenance) and an altering component (such as the purchase price of the plane, interests,
rent of the hangar, wage of employees, and amortization). The cost of flight per hour may be
kept low obviously by the exploitation of the plane with the highest possible hours of flights
(as shown by Chart 1). The constant component of the cost does not vary, as for example the
cost of fuel is permanent; however, the altering component decreases
significantly.
Chart 1: In case of TBN-850 light aircraft cost of flight per hour depending on the annual flight time
(Source: http://www.honvedelem.hu/container/files/attachments/36380/kl_2012-1.pdf
downloaded: May 20, 2013)
Chart 1 also shows that by the increase of the hours of flight per year the cost of flight per
year decreases exponentially and converges to the fix cost of the fuel-maintenance. In case of
a lower number of hours of flight the ratio of the cost of purchase is much higher than that of
the fuel. Consequently, the equipments not frequently used worth to be purchased on a lower
price or be used with a higher hours of flight per year. The other factor is the higher risk level
(present both in peace and war time) that means the relatively drastic increase of the cost of
purchase in case of an equipment is dropped out too early and unexpectedly. Therefore, the
high number of hours of flight per year means a relatively low cost of flight per hour and thus
a high efficacy in the civil aviation.
2
Chart 2: The Socata TBM-850 hour of flight distribution of costs in 400 hour annual flight time4
(Source: http://www.honvedelem.hu/container/files/attachments/36380/kl_2012-1.pdf downloaded: May 20,
2013)
Within the Defense Force the above analysis of costs is based on a similar method, since
the role of fuel, parts, wages, and purchase price is the same in this field of aviation as well in
respect of the economic analysis. Although there is a significant difference considering the
requirement of the permanent preparedness of the military aircraft; there must be a given
number of aircraft in a standby system. This means that the deployability of the aircraft must
be guaranteed permanently; on one hand the possible immediate takeoff, and on the other the
technical availability, and the later deployability (after some maintenance work).
Conclusively, the Defense Force primarily aims the longest possible standby state, and not
the optimal daily hours of flight.5
We also have to mention that there are several opportunities offered by the special
operation system of the military aviation that are not exploited yet. The standby status, the
preparation for a catastrophic emergency in a broader sense, or for the fulfillment of our
obligations as NATO members or even for a war conflict on Hungary’s territory, are all
justifying the concept and necessity for a volunteer reserve force. Because of the basic system
of the organization the costs of the maintenance of a standby situation are lower in
comparison to that of the maintenance of the military staff under contract. The application of
the civil profession and a less active military service may also result in an appropriate
training standard beside the military exercises. These allegations are particularly applicable in
the field of aviation. Both the National Guard of the United States having a long history and
the reserve system in Switzerland are good examples in order to prove that the self defense
4
TBM-850 Direct Operating Costs www.tbm850.com (2011.01.15. 10:00)
Hennel Sándor okl. mk. szds. Többfeladatú könnyű repülőgép vegyes katonai polgári alkalmazásának
gazdaságossági vizsgálata Katonai Logisztika 20. évfolyam 2012.1. szám
5
3
duties (reserve pilots, aircraft engineers) can be well maintained within the civil life. Also for
the individuals taking part in the program the system can be very beneficial, since it offers
financial acknowledgement and existence by the state benefits, and the employers are getting
tax relief.
It is also worth to examine (based on the same considerations) how the exploitation of the
technical equipments applied in the economic life can be realized in civil life, and how is it
possible to utilize civil equipments for military purpose. Following the logical chain also the
possibility of the development of dual, civilian-military equipments may be considered. An
excellent example can be the practice of the Swiss defense force regarding the purchase and
operation of military trucks, which also applies both military and civilian participation: The
purchase of the motor vehicle is based on a joint bearing of the costs of both the military and
civilian party and then the undertaker – and also the reserve soldier as a motor vehicle driver
– operates the motor vehicle in the period of the necessary military deployment (E.g. military
practice). Then it joins the military force together with the truck and (for a fix time based on
the contract) it conducts military tasks. This economic construction does not only reduce the
cost of keeping some military forces deployable significantly, but also helps to fulfill the
preconditions of the entering of the market in the civil life by the shipping undertaker.
In the volunteer reserve system the standby state and the deployment based on
necessity are key principles. The technical preconditions of the necessary standby status have
an outstandingly high cost at the air force. In spite of the necessity, the reducing of the costs
related to the developments and maintenance of the aviation technique is a serious challenge
for the military and political military leaders. The necessary cost efficiency was applied by
the reducing of the hours of flight in the recent decades (and we do not only consider the
years after the regime change) by the parallel (partial) maintenance of deployability. By the
change of risks and dangers the need for deployabilty also decreased, that caused the decrease
in the number of aircrafts and the withdrawal of whole type ranges and skills. Within the
frames of this paper my aim is also to examine the optimal organizational and technical
conditions of the feasibility of a civilian-military dual operation in the most soft category of
the aviation technique, in the case of light aircrafts that keeps on a high level the hours of
flight per year and also ensures the permanent standby state for the military. The aimed
system of the aimed civilian-military dual deployment shows a need for light aircraft
applicable for both civil and military tasks.
APPLICABILITY REQUIREMENTS OF MILITARY LIGHT AIRCRAFTS
The arming and the achievement of applicability for a military purpose of a civil deployed
light aircraft is a realizable task as supported by many practical examples. However, this is
not true vice versa, since there are basically different mechanical and engineering
requirements in case of military deployment compared to the civilian. The application of
these special features is not always possible at all, or only with a significant mechanical loss
and on a high cost. Because of their original function the military aircrafts are made basically
for war-related operations, armed conflicts and catastrophe defense. This type of
preparedness and application, the task-based thinking and the importance of the security of
our own needs technical equipments (in comparison to those of civil flights) and special
actions; e.g. among bad weather circumstances they work by the application of night vision
equipment, they fly in on a low altitude, and using an extraordinary sharp profile to decrease
during departure. These actions increase the level of safety in order to execute the actual tasks
and to survive but decrease the safety of the flights. Conclusively, the duties of military and
4
civil aviation differ in many respects; therefore, a special aircraft is needed for the military
tasks in itself as well.
Basically two groups may be formed from the requirements set for the aircrafts deployed
by the Defense Force. On one hand they are newly emerged needs that have just been pointed
out in the recent decade with the development of science and technique, on the other hand
such requirements were set out that have also been phrased previously and now they are
rephrased, as well their significance was reassessed. The new requirements of the Hungarian
Defense Force beside the extension of certain segments functioning also previously: on the
field of military operation and in defense operations in peace time the need for tasks not
requiring an airport, and relating to light aircraft air transport, operation support,
reconnaissance, military training, target flight, airborne command post, light strike,
protection, paratrooper, territory defense has strengthened.
The achievement of the air superiority by the fighter aircrafts, and the gaining of the
aviation domination is the basis of all significant military application today. It is clear that the
full control over the air space is necessary for the winning of a war, but it is not sufficient in
itself. The activity of the ground forces is significant also and as well the support of other
aircraft and aircrafts is needed. The operation out of the airport is a basic issue of the modern
warfare.6 The airport is on the territory affected by the operation or in the hinterland and thus
is a primary target since its value and that it is a hardly protectable object. We have to
calculate with the risks of the operation from vulnerable airports since the Six Day War. On
the other hand in the operation against the non-regular forces the fast intervention and the
mobility, deployment of smaller units of helicopters or light aircrafts, convoys accompany,
air cover, and the guarantee of supply is necessary.7 There are valuable possibilities in the use
of public highways as landing strips. This idea was present previously by the plans and
operation of several planes, for example in case of the SAAB planes planned for highways
(JAS-39) or in the case of the Swedish temporary airports on Swedish highways. Such
circumstances of the operation have to be considered by the planning of the plane, since that
may be influence significantly the construction itself.8
In the profile of the light aircraft airports the transport and delivery capability is a
significant aspect of multifunctionality. The introduction of lighter aircrafts with an
appropriate transport capacity, mobility and with a small enough size for direct supporting
and navy practice tasks would open up new dimensions for the rise of the missionary activity
and the training. A plane that is applicable for the transport of 6-8 persons is for example
applicable in a European peacekeeper mission also taking the range limits into account (E.g.
Balkan missions). Within the Hungarian Defense Force the applicability for paratroop
training jumps is a special segment of transportation capacity. One characteristic of the
present paratroop training is presently that most of the jumps are made from helicopters, that
overloads the period of service of the helicopters and is extremely expensive. The purchase
and operation by the Defense Force of some planes with a transport capacity for 6-8 persons
and with an appropriate door for parachute jumps would relieve effectively the otherwise
relatively very expensively operated and supplied service with a very few fuel backup.
The military application of light aircrafts is followed by more requirements towards
the engines of the light aircraft. The application of the gas turbines below 500 kW offers a
6
Hennel Sándor: Légi járművek repülőtéren kívüli szükségleszállóhelyeinek harcászati korlátai,
alkalmazhatósága, kialakulásuknak körülményei. ZMNE Repüléstudományi konferencia, Szolnok. 2010.
7
Turcsányi Károly – Hegedűs Ernő: A légideszant II. Ejtőernyős-, helikopteres- és repülőgépes deszantok a
modernkori hadviselésben (1945-2010). Puedlo Kiadó, Budapest, 2010.
8
Peták György – Szabó József A GRIPEN PETIT REAL KÖNYVKIADÓ
Budapest, 2003.
5
worse efficacy in case of piston engines; therefore, the consumption is significantly worse,
especially when just partially loaded.
Also, the detectability of the diesel engine with infra technique is on a low level, since
the temperature of the exhaust gas and also its quantity is significantly below that of the gas
turbines and is lower with 30% as that of the Otto-motor. In the 1990’-ies the market of the
civil light aircrafts has found the opportunities of the diesel engines operable with kerosene –
basically because of the increase of the cost of the European aviation fuel and the significant
price difference between that and kerosene. The development of diesel aviation engine is
based today mostly on the auto industry. Since the diesel engines developed for private cars
have developed significantly in the recent years, the reliability and the performance-mass
ratio increased to a value also acceptable for flying.
Today many planes are also available with diesel engine, being applicable for flights with a
commercial purpose or for military use, and have with authorized license. The liquid heating,
turbocharged diesel motors are also applicable with kerosene or gas oil.9
Fig. 1: Diamond DA-42 TwinStar light aircraft with Thielert Centurion 1.7 diesel engine
(Source: http://en.wikipedia.org/wiki/Thielert_Centurion downloaded: May 12, 2013)
The consumption of a diesel engine light aircraft is much favorable (25-30 liter per
hour) than that of its fuel competition (30-35 litre/h). The price of kerosene, diesel oil,
aviation fuel differs from each other significantly. In the case of kerosene operation the
significant difference between the prices of fuels increases efficacy (The price of 100LL
aviation fuel and the JET A-1 kerosene show a ratio of 2:5 according to the European
experiences). However, gas oil is only applicable in limited number of events, since the
temperature on high altitude (below 5 °C clear kerosene has to be applied).
9
Hennel Sándor: A dízelmotor felhasználásának lehetőségei a katonai repülésben Honvédségi Szemle 2011.
szeptember 65. évf. 5. sz.
6
Today the ensuring of the appropriate amount of aviation fuel or gas oil is a difficult
logistic task even in a modern equipped airport it is even more difficult than in case of the
public traffic. Since the aviation fuel 100LL is not even manufactured in Hungary, we have to
export kerosene in order to comply with the Single Fuel Conception of the NATO and a
NATO directive as well.
Consequently, it is not easy for a military light aircraft to comply with the complex
requirements applicable for it. If we set out a complex regulation and the airplane should both
comply with provisions for civil and military requirements, the airplane construction must be
much more complex and applicable for multiple functions. In spite of the complex
requirements today many types of light aircraft are applied around the globe in air forces of
several nations.
THE OPPORTUNITIES OF THE DEVELOPMENT
OPERATED LIGHT AIRCRAFT
OF
THE MILITARY-CIVILIAN DUAL
The most obvious way of the cost-effective operation of the air force is the
cooperation between the civil and military aviation. The military and at the same time civilian
use of the same aircraft (similar to the Swiss model of truck purchase and operation) would
make possible the economic growth in several functions. In case of domestic development
and manufacturing the costs could be decreased more significantly. The development and the
manufacturing would result in the development of other segments also important from
civilian aspect.
Within the development itself two directions can be distinguished: organizational and
mechanical development.
Regarding the organizational development, the civil pilots and technicians as the
members of the volunteer reserve forces would take part in the training, in the practice of
special military tasks in two days per month, and in two weeks per year with planes in their
ownership. Meanwhile they would function as undertakers making profit for themselves and
also indirectly for the state. The legal relationship between the state (in this case the
Hungarian Defense Force) and the undertaker would be established by a contract. In case of
actual deployment the soldiers would receive a wage set out before and also their costs would
be reimbursed. The low operational cost arises from the special characteristics of the specific
types and the experience gained from the commercial aviation and the maintenance of it
could result in an outstandingly high cost-efficiency.
The basic and special experiences and knowledge can be gained also by commercial
aviation and they also can maintain their knowledge. (The Defense Force still uses this
method according to special circumstances when several different tasks are connected in the
form of “complexed tasks” and also in the case of manual [not autopilot] practice that is
prescribed for pilots working in the public traffic.) It is important to point out that even
though in the concept of dual exploitation the larger part of the costs would not be borne by
the military forces, the professional preparedness and the technical equipment would comply
with the highest standards. The applicable contract could also contain a clause that sets out
that the pilots shall execute a certain number among their commercial flights according to
military standards and provisions (e.g. by low altitude or night flights with the application of
night vision equipments).
As to the mechanical development; the planes can be manufactured in domestic
production in 80% (chart 1 shows that the price of the plane and the hours of flight per year
have a clear relationship with the operational costs).
7
The domestic manufacturing of the planes is feasible, mostly by the exploitation of the
already existing auto industry import background, and in a smaller segment by the
establishment of new organizational plants. The 80% domestic manufacturing is a very
important factor, since it produces profit indirectly for the same party (state) that finances the
project. Today there are more corporations accredited in line with standard AS/EN 9100
present in Hungary that can be involved in such a program. In the future the accreditation of
the already existing industrial background can extend this circle.
I also would like to mention several examples from the most significant aviation
capacities. The Flytech Aviation Technique LLP (Flytech Repüléstechnikai Kft.)
manufactures airframes in a hall of 6700 square meters with 62 employees for Comco Ikarus
GmbH and Diamond which are leading firms on the market of German ultralight airplanes
(previously they have also manufactures the airframe of Sokia UAV10.) The Corvus Aircraft
Kft. manufactures light aircrafts for one or two persons by a vacuum Prepreg Nomex
sandwich, and Kevlar-carbon hybrid composite technology. The firm also develops explosion
proof fuel tank and build in an aircraft parachute. The latter one may also be a prerequisite of
military applicability. 11
Fig. 2. Two-seater Corvus Phantom RG with retractable landing gear
(Source: http://www.innov-air.com/?id=News3 downloaded: May 22, 2013)
Important factors are from this aspect the domestic Mercedes, Suzuki and Opel auto
factories. Also the Rába Járműipari Holding Nyrt. is a stabile ground from this aspect on the
side of state owned factories. The presence of the factory and the development team of Audi
engine manufacturing makes the purchase of the engine of the aircrafts also available in
Hungary and also makes possible the transformation of a motor engine to an aircraft engine
(duplicated engine control electronics). The V12 TDI turbocharged diesel engine of the Audi
Factory has a 6,0 liter cylinder swept volume, is twelve cylindered, with a common-rail
injection system, 368 kW (500 LE) performance, and can be transformed into an aircraft
10
Hajdú Ferenc – Sárhidai Gyula: A Magyar Királyi Honvéd Haditechnikai Intézettől a HM Technológiai
Hivatalig. Honvédelmi Minisztérium, Budapest, 2005. page 188-192.
11
Hennel Sándor: A repülésben használt dízelmotorok Katonai Logisztika 20.évfolyam 2012.3. szám
8
engine already. The material of the aluminum engine block casted with a special technology
makes possible to keep the structural mass on a low standard, and also the favorable 210
g/kWh consumption allows further weight reduction. Its high performance and small weight
makes this type an ideal aircraft engine. Accordingly, its transformation into an aircraft
engine has been under processing under the name Raiklin RED-3 in Germany.
Fig. 3. Yak-52 with Raikhlin RED-3 diesel engine
(Source: http://www.airventure.de/news_aero_2010.htm downloaded: May 28, 2013)
The guaranteeing of the ability of switch to the war production of the domestic
undertakings taking part in the producing is a state interest. With the support of the Defense
Force or the state it could help the undertakings lacking enough capital according to the
military interest beside the performance of its tasks based on its basic designation; therefore,
there is no need that the Defense Force invests from its own sources to civil and military
developments. Similar to several other NATO members, this system could also be supported
by financial support of the European Union by taking part on tenders and in R+D programs.12
A new concept shall be realized when designing an airplane optimized for the given tasks.
In this category the civil aircrafts are equipped with military equipment and weapons, and
made applicable for military purposes later. In our case, such design directives shall be
followed that aim the solution of primarily military problems and characteristics, and besides
also the opportunity of civil exploitations shall be ensured.
There is a favorable share of costs of development, authorization and manufacturing
already at a number of thirty planes. The planned number by taking the further interests
(military, police, agricultural, public transport, catastrophe defense, chemical or radiation
12
Hideg Mihály: Hol van szüksége Magyarországnak kutatásra és fejlesztésre a légiközlekedés-repüléstechnika
területén? Nemzeti Kutatási és Technológiai Hivatal "Felszíni és Légi Közlekedés” c. konferencia. Budapest,
2007.február.16.
9
reconnaissance 13) into consideration is over 200. In my opinion, in the unit that would be set
up within the volunteer reserve force of the Hungarian Defense Force there would be thirty
airplanes from which eight would be owned by the state operated by professional soldiers and
twenty-two would be owned by civilians in dual civil and military use. Thus, more hundred
of experts and engineers could be involved in the volunteer reserve staff with own
equipments and task system. The basis would be set up on a military airport that would not
increase the further expenses. Beside the concept of the dual exploitation of the civil aircrafts
the planes would take part in the air traffic on different parts of the country in on civil airports
according to an thoroughly elaborated positioning concept. These positions on different
airports of the country would ensure the low destroyability and also the local deployability of
the domestic forces.
In order to set up the above system, the favorable light aircraft shall be applicable for
more kinds of tasks within a system of different variable, suspendable, insertable container
system (E.g. reconnaissance, target, machine gun containers) with low establishment and
maintenance costs. Beside the capacity of 800 kg of the airplane its maximal take-off weight
shall be below 2250 kg. The fuselage may contain six seats since its commercial use. The
design of the airframe and the gear shall make possible the take-off and landing to and from
low quality ground. The drive complying with the Single Fuel Conception of the NATO shall
be preferred (diesel piston engine or gas turbine complying with the category) as well as
every solution that makes the civil and military exploitation easier.14 (E.g. low
reconnessainceability, noise, temperature, radar image, autonomous navigation, better
parameters than the planned ones and other special abilities complying with the state
interest). We have to emphasize that the primarily aspect is the exploitation of the domestic
R+D results and capacities in case of realization.
SUMMARY
The altered political, military and scientific background justifies the introduction of
new weapons. The change of the enemy, the improvement of the efficacy of the operation,
our tasks in the alliance of the NATO, the asymmetric warfare justifies the search for new
methods and ways. The main solution for the effective exploitation of airplanes is the dual
civil and military exploitation. In order to comply with the newly emerged tasks and
circumstances an outstandingly effective and also cost-effective system shall be set up by the
deployment of the civilian-military dual exploited planes. Multifunctioning may be ensured
by the application of a container system. The recommended aircraft would not be able to have
the exact same capacity as fighter aircrafts or military helicopters, but they would fulfill
several tasks more effectively also in respect of expenses, by compliance with the newly
emerged requirements. In my opinion, the set up of a new unit shall be take place within the
frames of the volunteer reserve force, the aircrafts of which could be then exploited both for
civil and military purposes. By keeping the ratio of 50-50 % in the ownership relations
effectiveness and economic advantages would be ensured for the military and the
competitiveness would be strengthened in the side of the civilian party. The aircrafts could be
manufactured in domestic production, with low costs especially for these dual tasks. The
domestic industry is able to fulfill this task.
13
Gyulai Gábor: A vegyi jelző- és sugárzásmérő eszközök és hálózatok fejlesztési irányai a megújult HKR-ben
résztvevő erők igényei figyelembevételével In.: Honvédelmi Katasztrófavédelmi Rendszer fejlesztésének
lehetőségei a MH szervezeti változásai és megnövekedett külföldi szerepvállalása figyelembevételével.
Honvédelmi Minisztérium, Budapest, 2007. page 93.
14
Single Fuel Conception: STANAG 4362
10
The operation of the expensive military equipments and infrastructure kept in standby
status (transportation airplanes and airports) in a dual system (civil, military, healthcare etc.)
makes the improvement of efficacy possible and would also offer a new way regarding the
long-term financing and development of military organizations.
LITERATURE
Federal Business Opportunities. www.fedbizopps.gov (2011.01.15. 10:00)
Gyulai Gábor: A vegyi jelző- és sugárzásmérő eszközök és hálózatok fejlesztési irányai a
megújult HKR-ben résztvevő erők igényei figyelembevételével In.: Honvédelmi
Katasztrófavédelmi Rendszer fejlesztésének lehetőségei a MH szervezeti változásai és
megnövekedett külföldi szerepvállalása figyelembevételével. Honvédelmi Minisztérium,
Budapest, 2007.
Hajdú Ferenc – Sárhidai Gyula: A Magyar Királyi Honvéd Haditechnikai Intézettől a HM
Technológiai Hivatalig. Honvédelmi Minisztérium, Budapest, 2005.
Hennel Sándor: A dízelmotor felhasználásának lehetőségei a katonai repülésben Honvédségi
Szemle 2011. szeptember 65/5
Hennel Sándor: Légi járművek repülőtéren kívüli szükségleszállóhelyeinek harcászati
korlátai, alkalmazhatósága, kialakulásuknak körülményei. ZMNE Repüléstudományi
konferencia, Szolnok. 2010.
Hennel Sándor: Többfeladatú könnyű repülőgép vegyes katonai polgári alkalmazásának
gazdaságossági vizsgálata Katonai Logisztika 20. évfolyam 2012.1. szám
Hennel Sándor: A repülésben használt dízelmotorok
Katonai Logisztika 20.évfolyam
2012.3. szám
Hideg Mihály: Hol van szüksége Magyarországnak kutatásra és fejlesztésre a légiközlekedésrepüléstechnika területén? Nemzeti Kutatási és Technológiai Hivatal "Felszíni és Légi
Közlekedés” c. konferencia. Budapest, 2007.február.16.
Kenyeres Dénes: Mi-8 típusú közepes szállítóhelikopterek a Magyar Haderőben 1969-2009.
Kecskemét, 2010.
Miloš Brabenec: Csapás a harmadik dimenzióból. Zrínyi Katonai Kiadó, Budapest, 1972.
Nemzeti légügyi Stratégia
http://www.szrfk.hu/letoltes/nemzeti_legugyi_stratgia.pdf
2013.06.02. 61.oldal
Peták György – Szabó József: A GRIPEN PETIT REAL KÖNYVKIADÓ Budapest, 2003.
Single Fuel Conception: STANAG 4362
TBM-850 Direct Operating Costs
www.tbm850.com (2011.01.15. 10:00)
Turcsányi Károly – Hegedűs Ernő: A légideszant II. Ejtőernyős-, helikopteres- és
repülőgépes deszantok a modernkori hadviselésben (1945-2010). Puedlo Kiadó, Budapest,
2010. ISBN: 978 963 249 124 0
11