Appropriate technology Transport Aircraft- White hope or red herring ?

Prof Prodyut Das

 

Unlike the design of Military aircraft which grabs the latest (usually unproven!) technology the design of a successful civil aircraft is very closely related to the conditions of the terrain over which it flies. The surface transport speeds, availability, the density of population, the distance between the population nodules, the condition of the economy, the connectivity between the airport and the city centre all play a strong part in defining the aircraft. These factors are quantifiable. The other factors- the expectations of the passengers in terms of punctuality, regularity, comfort and economy and their relative priorities go beyond statistics and slip into the realms of culture and philosophy. If the East is East then the air transport solutions will also be “Eastern”.

 

The air transport scene has been dominated by the Western paradigm. Asian countries used western equipment to solve a part of their air transport need, there being no equipment to provide an end to end transport solution. Western solutions available e.g. helicopters are  infeasible to the point of being “exotic”.

 

Changing economic conditions in India is now opening up a new market. This is a growth rather than a competition area and the prospects of collaboration with the West makes good commercial sense. The present designs, whilst acceptable, are definitely “second best” for the Asian market. New aircraft designs will be needed not only to cater to the expected growth of what the Soviets called the “Selskoe Khozaistanni” ( Rural Economy”)  aircraft but also to replace the several thousand of Western design for this genre of aircraft e.g. Short Skyvan/SD 330 etc which are now retired or will be shortly retired. The market both for new and replacement aircraft   is very large.

 

. The emerging market is a low investment (as opposed to military aircraft development) opportunity not for just the Indian Industry but also for foreign entrepreneurs to work in India. The cost of skilled labour is the single largest item of cost in the development and production of aircraft. The Technology for civil aircraft is lower than that required for Military aircraft. Indeed in this category the basis technology can be almost a century old and is well within the existing capability of the Indian Industry which however lack the “know why” needed to prioritize problems.

Once Europe had one or more aircraft manufacturer for every letter of the alphabet. Yes! There was Zmaz as well as Zlin ! Names, some famous for the production of brilliant aircraft, have disappeared as the cost of aircraft development became unviable for the Medium and small scale enterprises of Europe. However the “seed” of that ability still exists. Our enterprise and low labour costs together Western Aviation culture and given the exchange rates of the Rupee Western money would “go” almost ten times more than in their home countries. The picture is exciting.

 

Whether the potential will be realized or not will depend on the way the Government of India’s policies are changed. There has been happy change in the recent times but as is said “as much remains to do as has been done”. For most of our seventy years of Independence our own Government followed towards the strategic Industries (Weapons and Aviation), a policy that was exactly that of an occupying power. Consider this: In 1945 the German Aerospace companies like Dornier or Messerschmitt went to Spain as the Allied Control Commission forbade the design or manufacture of aircraft in Germany. Sixty years after our Independence , when one of our Industrialists wanted to enter the Light Aviation Industry they found Australia a better point to start despite the obvious advantages of India for that class of aircraft! And Australia is not the best example of a nurturing Government: The manufacture of aircraft by the private sector in India was simply not allowed under the notoriously illogical Industrial Policy resolution of 1956.

 

The development of Civil Aviation.

The basis of modern Civil aviation was the technical development of the nuclear bomb carrying intercontinental jet bombers such as the B 47/B52 or the Russian TU 16/20. Amusingly, this bomb carrying technology proved surprisingly amenable to the carrying of tycoons and the glitterati who previously went Cunard or the P&O. Whilst the laws of Physics held the reasonable maximum speed to Mach 0.82-never mind the Boeing Sonic Cruiser cat to Airbus’s A 380 pigeon- advances in engine technology tempted the design and the airline people to move into the mass market changing the entire concept of air travel from earlier one of “Speed and Grace” ( one got an overnight bag on booking the ticket) to “Max Pax.”

 

 This led to a paradox that the early inefficient jetliners were “profitable” whereas the latest equipment of incredible fuel efficiency is causing their operating airlines to go “belly up”. Fuel prices have been complained about as a reason for the unprofitability but the underlying reason is really that the earlier equipment specification is being used as a “template” for the mass market. The airliners for the mass market are likely to be flying too fast to be profitable! The fuel burn is exceedingly sensitive to speed. For the West there is little choice because of the ground conditions but for Asia we can be different.

 

The Asian Paradigm

The density of population of India is fifteen times that of the USA. Agricultural land is at a “to die for” premium and new Industry must go to areas now considered “remote”. Consider the case of the traveler who wishes to proceed from Kolkata to Mokukchung. Mokukchung has a population of about 70,000 and several excellent schools. The people of Mokukchung are educated and there is a fair population of English capable, industrially trainable people. The hinterland grows excellent pineapples which can be had, literally for the asking, because the big markets are 1700 kms away. Transported to Kolkata a load of a thousand pineapples, weighing 1500 kilos gain Rs. 45,000 in value . It can literally change some one’s life.

Nothing much happens in Mokukchung because of the difficulty of getting there or getting out once you are there. One takes a turboprop which takes a bit more than an hour, the Jet is about fifteen minutes faster but it does not matter because once at Imphal one has to rely on the surface transport. Mokukchung is about 90 kilometers from Imphal and that can take the remains of the day. Our traveler would have been better served if there was the modern equivalent of the Ford Model AT 5 “Tin Goose” which would have wallow-ed directly into Mokukchung from Kolkata within the time our traveler had come out of Imphal airport. I am being deliberately provocative about suggesting the Ford Model AT 5 because I want to emphasise how little is needed – specially in terms of speed performance – to be effective in Asia.

 

The cost of the ticket

Edward Hillman, the owner of a bus fleet was, in 1932, also one of the pioneers of the low cost airline. He started by using the De Havilland Fox Moth which carried four passengers plus a pilot at the astonishing economy of 22kW per person. The Fox Moths operated from a paddock, and being simple required little maintenance. Hillman used retired Sergeant Pilots who flew for lower pay than the Officers. As happens in such cases of detailed attention to every aspect of operations, Hillman went from strength to strength and was soon looking for bigger equipment and was in part responsible for the development of the twin engine DH Dragon and the Dragon Rapide. Mr. Hillman may have lacked much of a formal education but he translated his bus fleet experience to low cost air service and the aircraft he chose did not overwhelm him with its technology. Instinctively but unerringly he was tackling and controlling the elements of the cost of an air ticket. These factors are:

i)                 The cost of the aircraft

ii)               The cost of amortization and finance

iii)              The fuel bill

iv)              The wages of the crew

v)               The cost of maintenance

vi)              The cost of sales, marketing and passenger handling.

Those are still relevant even today and significant in shaping the design of the Asian Transport. A large simple aircraft flying at two hundred knots (360 km.ph) would reduce the seat mile cost.   There is possibility of significant savings in each area resulting in perhaps halving of the costs!

 

The price of speed

The cruising speed of the aircraft is closely dictated by the surface transport speed. A rough working figure would be between five and six times the average surface speed (including the “chai” breaks) for a journey between two points. My experience in shuttling between Baroda and Nashik and similar a decade ago  gave me a figure of 50 km.p.h so to be competitive for such ground speeds an aircraft cruising speed must be between 250 and 300 km.p.h In lands of Autobahns and Freeways the minimum you will want will be close to 500 and 600 km.ph. The sky will not fall if you use a 550 km’p.h aircraft on the Baroda-Nashik sector but you will be burning x percent more fuel.

The circumventing trick of course is to fly higher but then the aircraft will need pressurization which results in excess weight (the fuselage becomes a large pressure vessel, which is the worst kind to stress and weight) and then there are maintenance   problems, seals, barometric units etc. These are manageable but the idea of a simple large turbine engine Piper Cub concept of aircraft is lost and puts up the costs on Mr. Hillman’s list. The Table 1 giver a rough approximation of the fuel burn at various speeds and the lower burn at lower speeds is significant. An interesting fact is that optimum “low speed” shapes are more “blunt” and lead to significant weight savings in the design by being more compact for the same commercial volume.

 

The Airports

India has many landing strips ,the East being particularly well served with WW2 era strips. West Bengal for example has thirteen. The Government has taken a programme to update and upgrade these and other existing airports but it would be wise not to rely on such plans. It would be better to carry out a survey of all the airstrips in the country to asses where things stand. One is reminded of Ed Heinmann’s approach to the USN’s request for proposals for a nuclear weapons capable bomber for their planned 100,000 tons super carrier to replace their Forrestals. Heinmann chose to examine what could best be done within the limitations of the Forrestal class and came up with the iconic Douglas Skyhawk. As foreseen by Heinmann the super carriers never came about and the USN learned that whilst the customer has the privilege of always being right they lose nothing by listening to the other chap’s point of view.  

 

STOL

STOL is a fair substitute for cruising speeds. The West produced some remarkable STOL aircraft e.g. Fiesler Storch and the Westland Lysander. Post war Dornier produced the DO 27, DO28 which were particularly noted for their STOL performance as was the Polish Wilga. The Hunting Scottish Aviation Twin Pioneer is also of interest because despite heavy radial engines it could lift 16 fully equipped troops off aground run of 90 meters from the jungles of Borneo! In India where even expansion of existing airstrips may run into organized (for political gains only) local agitations, we have to look at at STOL capabilities quite carefully. Collaboration/ exchange of data may be called for.

 

Cubing out

Western designs have a narrow cabin to reduce drag and as a result these designs have a tendency to “cube out” i.e they can lift the load but it cannot be fitted in the cabin. India being an agricultural country and with increasing stress on “exotic fruits and flowers’ type of agriculture cubing out may be a significant selling point

 

Is naething sacred !?

 

Decades ago a Japanese Company (Suntory, I would like to think!) applied modern analytical methods including, allegedly gas chromatography, to to analyse Scotch to come up with a Japanese Whisky that was indistinguishable from “the real McCoy” stuff. If Punch (late and still lamented) is to be believed The Scotsman printed the news with a very plaintive comment “Is naethin’ sacred? “.

No, nothing is sacred in the business of strategic technology development and the way it is marketed. Are the various civil aircraft certification agencies being scrupulously and impartially fair? Or are there various subconscious urges? Consider the following:

 

i)                 In the late sixties there was a huge “to do” about the HAL built Avro’s inability to meet the phase two of the climb out requirements. That this requirement is a safety issue is indisputable. Given India’s high ambient temperatures the engine’s power and the wings lift both suffer by about 7%. It resulted in pressure to reduce the MTO of the Avro 748 which would have impacted on the profitability of the type. I can understand that in Switzerland the requirement would be absolute. But in India? Could it have been applied with restrictions? Or was it an effort to keep the market open for imports- which was probably a blessing in disguise given HAL prices!

 

ii)               Western regulations for long insisted on twin engines for any aircraft carrying more than nine passengers and our people nodded in synch. The logic was debatable because the statistics showed that there were more fatalities when twins lost an engine the pilot, under stress, often feathered the surviving engine and the aircraft went in! They say more Canberra crews died practicing engine out approaches then in actual engine out emergencies! The real reason for this rule could be that to achieve the higher cruise speed dictated by Western conditions the Western single engine types have, for a given power, a narrower fuselage from which it is more difficult to deplane within the time limits of an emergency landing. It is interesting to compare the experience of the Russians with the AN 2. The DOSAAF regularly would allow the single engine AN2 to amble off with a crew of two, two jump masters and ten parachutists each with two parachute packs plus the odd one or two “observers”! That is a load equivalent of perhaps 18 people! So were the Russians being callous being Slavs and all that? The logic is that the AN2 had a controllable minimum speed of 45kts (lost in a fog in mountainous terrain the drill was to just fly at minimum speed! ) so the impact energy of the AN2 crash was less than half that of the Western types. Secondly the very capacious fuselage of the AN2 meant getting out was quick and lastly Russia being largely unoccupied and flat, chances of a successful emergency landing was quite high. Now for the twist in the tale! After the collapse of the Soviet Union many AN2s ended up in the Soviet Union. Given their safety record one would think they would easily get the US certification. Last I heard they did but with the rider that the AN2 aircraft could carry passengers if only the aircraft at the end of the sortie returned to land at the same airfield it had taken off from! That paid put to any worthwhile commercial use except para-jumping. Some people say that it was done to protect the US aircraft from the formidable challenge put by the AN2 but only point I want to make is that before we quote anybody’s flight safety rules let us examine in the light of our own experience the logic of that rule. Seventy years after our Independence we should have that.

 

The Dakota Genre

The Dakota is a necessary reference point the subject. The Dakota was successful not because , as has been suggested, that it was so modern that it stayed relevant for eighty years but because it was superbly appropriate for the 300 km.p.h. cruise speed. Wherever that speed was relevant the Dakota earned its living. The Junkers JU 52 and he Curtis Commando were worthy contemporaries and need study. War reparation JU 52s was prized. The JU 52’s demise can be attributed to the post war collapse of the German Aero Industry and the consequent lack of spares.  The Curtis Commando was faster, more capable and equally durable but its relative obscurity underlines the need to be able to match the needs of each customer closely. The Curtis also had a reliability problem. The absence of wing drain vents led to unexplained loss of aircraft due to fires which were blamed on the fuel drums being transported. Now do you agree that we should copy wherever possible?

The Baasler BT 67 is a popular turbine conversion of the Dakota and shows the rightness of the Dakota concept, and the advantages and problems of turbinizing. The PT 67A- is almost a ton lighter than the Wrights they replace and these results in CG problems which is restored by putting a 40 inch plug in the fuselage ahead of the leading edge. The changes result as the table shows in a more capable aircraft which is nevertheless a compromise. A new copy based on the old Dakota suitably thought out would be a formidable contender.

 

Assessing the aircraft

There was an advertisement some years ago by an automobile company which shows a pioneering aviatrix ( looked like Amelia Earhart and her Lockheed Orion) and someone in the audience asks “Mileage kitna deti?”- How much mileage does the aircraft give? We value different things. The aircraft has to be assessed not for speed or comfort or ability to operate in Cat III weather but on how much money it will make ,never mind if the services are irregular during the monsoons, The customers will understand that if the tickets are affordable  for the rest of the year. The table gives a comparison of the operating economics.

 

The aircraft

The RTA project has been designed to compete with the ATR. Dear me! Dear me! Suppose your fairy Godmother (mine has indignantly refused!) were to give us the entire drawings, tooling and the DGCA certificate would we be then in a position to become a respectable supplier of this class of aircraft in India- never mind abroad? Immediately questions would rise about the cost of production, delivery rates and their certainty, after sales service and a host of such issues. Would Jet Airways place a big order? We know what the answers are. What we don’t know is how ATR will react to the attack on their business. Could we stand the price war that the fully depreciated ATR project will probably unleash?

 

Instead of going bald headed into such adventure we should look at the niches and the gaps in the supply chain and develop products that are not possible to be economically produced by the West- simple, labour- rich, low technology aircraft which would break their bank if they tried to compete. These would be:

 

i)                 A  small fifteen seat/ two ton single engine utility aircraft between the Cessna Caravan and the Dornier DO 228 with emphasis on the unprepared field/ high altitude capability. About 3000 kms. of our northern borders are at a 2000mts AMSL A biplane with its large light weight wing area and docile handling in confined airspaces might prove the best choice. The Figure shows some configurations.

 

ii)               The second niche exists between the Dornier 228 and the ATR series and we are looking at a kind of a “super turbine Dakota”- a 40 seater which can operate on sectors of 200kms with a mix of passengers and freight.

 

iii)              The third niche exists as a 6 abreast 150-250 seater turboprop – something like the cabin of an Airbus 320 or a Boeing 737 but the entire design is optimized for a cruising of 400 kmph. The Indian Airlines used to operate a Boeing 737 Calcutta- Ranch –Lucknow- Delhi. The many stops meant the advantages of jet speeds were not realized. A large turboprop- partially pressurized if at all- would certainly be more closely matched to the profile and significantly more economical. The target “audience” are people who now travel such sectors by third AC sleeper.

 

iv)              Finally there is a heavy lifter which can be imagined ( if you are old enough!) as a Blackburn Beverly or just imagine a Globemaster II but redesigned for the ability to through load a MBT ( T 72/90) or a S 400 system and fly it from Babina or Ambala to Leh or vice versa and designed for sub continental rather than intercontinental ranges. The take off at Leh may need of an ISRO JATO/ Liquid propulsion pack but it can be done.

 

Since the profitability of the customer will depend on how exactly we can match his needs the approach to the design would be that of a lego brick model with various fuselage cross section wings areas and undercarriage options would be available so that the offer can be carefully tailored to the the needs. The customer will have options of pressurized / partially pressurized and un pressurized fuselages and retractable or fixed undercarriages. The “pod and twin boom” layout is a very strong contender.

 

Nec Quisquam Nisi Ajax

 

The heading means “only an Ajax can match Ajax” or, if you like you, “you can do nothing till Ajax comes”. A weapons Industry is a high risk high profit “full time” business. It needs a champion, an Ajax. It requires all the time, dedication, energy attention, knowledge and efficiency such a business needs.  In the Totalitarian states it was possible for “the man in charge”- e.g. Admiral Gorshkov- the father of the Soviet Navy’s renaissance to stay at the helm for thirty years (he was retired only at his own request at the age of 75.) . As a senior “cabinet minister” and political leader he combined job knowledge, national policy and clout in one person. The result was that within twenty years the Soviet Navy became a challenge to the mightiest Navy, the USN. The magnitude of the achievement can be gauged by two considerations. In 1956, the year he took over Nikita Kruschev, seeing some Morskoya Flota sailors in a rowboat on the River Moskva said, half jokingly, that is our Soviet Navy. The Russian Navy was in one of its periodic declines. He built it up to its present size with the pioneering effort of exporting Soviet naval equipment helping finance a part of his own formidable vision. Other Navies have their legends- HMS Revenge or the HMS Glowworm, The Bismarck or Tanaka’s Tokyo Express but these are tales of doomed heroism. For sheer meet grinding ability the USN is unbeatable. Today some people wonder how well the Russians will fight their ships. This might be racism or envy but there is no doubt the Morskoe Flot is supremely well equipped to take on the USN.

 

  This continuity is not possible in Western Democracies so they, recognizing reality, hand over the knowledge, passion, and day to day dedication required to run the business to the private sector with the state as an Investment Banker and Salesman- to wit the number of state visits to sell this or that equipment. An example would the firm of Marcel Bloch which is better known as GA Marcel Dassault . Marcel Dassault (1892-1986) started as a propeller manufacturer during the First World War and went on to manufacture of aircraft during the 1920s. Renaming himself after the Second World War( and after a stint in a Nazi death camp for Jewish people) he went on to lead General Aeronautique Marcel Dassault, which achieved brilliant results for its shareholders and France by using fairly basic technology with great elan. Marcel Dassault’s passion was so great that as long as he was alive apparently he did not allow his worthy successor and son, Serge, to run the company! Between the two, father and son, we are seeing a century of continuity, job knowledge and passion.  I could have cited Sir T.O.M. Sopwith, Chairman of Hawker or Donald Douglas of Douglas but I have deliberately chosen Dassault and France because France was the European country most affected by leftist ideals and communism and yet the French Communists were knowledgeable enough, pragmatic enough and patriotic enough to realize that certain areas were beyond their skills. When they nationalized the French Aviation Industry they left Marcel Bloch in charge of the Bloch plant.

What do we get for our Ajax? A scholar, who could give the ancient mandarins of Imperial China a very fair run for their money; St. Stephen’s or JNU with a degree in History or Economics with perhaps a stint at Imperial College or Cambridge, usually exposed to Leftist Economic philosophies. As   man did good work in Gonda district in the area of rural indebtedness. Articulate, meticulous, hardworking and upright but he is up from a stint in the Ministry of Animal Husbandry where he tied up with FAO for an important programme in Holstein/Zebu/ Illawarra cross breeds and this is his third year in the Ministry and now he is stamping his feet to move into the PMO which was his lifelong ambition; with his abilities and experience he certainly deserves it! He has a frequent flyer card with several airlines but prefers Air India. He can lean on his Defence Minister who usually has tenure countable in months- not that it matters in any way because he is more interested in the politics of his “seat” in his home state and lacks even the stoicism of a Chavan or the intelligence and common sense of Babu Jagjivan Ram. It is- technically- entirely correct to call him “ignorant” about Defence equipment. He is certainly no Churchill/Hitler or Stalin who were interfering busy bodies even in the matters of weapons design! The privilege of any comment on the situation is only yours. I might only sigh Nec quisquam nisi Ajax!

 

The right path of the Buddha

The different ways the British and the Americans set about developing airliners for the post WW2 civil market is instructive to us. Britain started well in time by forming the Brabazon Committee which was headed by Lord Brabazon of Tara who was a pioneer aviator. Though the committee was representative the “say” was concentrated with the Bureaucracy. The Committee recommended the simultaneous development of five types of aircraft covering the entire spectrum of air transport as visualized in 1943. Two of the projects recommended were bemusing. These were the Bristol Brabazon (like the Ford Edsel, the West has a habit of being naming their disasters after the “promoter”! Not a bad idea!) and the Saunders Roe Princess. Mercifully these giants did not progress beyond the prototype stage. The elegant Airspeed Ambassador- as lovely as the Lockheed Constellation was hugely popular but slow development, failure to adapt the new Rolls Royce Dart and the inability of the design to stretch-partly because of its beautiful lines- led to only twenty being built. The aircraft could have, with Dart engines, been the Fokker Friendship success but tardy development by the British Industry caused by frequent changes in specification by the Government run British European Airways did the project in.

The Vickers Viscount was a great success by comparison with 444 sold worldwide though probably as many more could have been sold had the company been able to move faster in responding to the customer’s demands. The last of the pentad was the famous De Havilland Comet. It entered service in 1952 as the world’s first commercial jet airliner only to, unfortunately, pioneer the problem of metal fatigue and had to be withdrawn from service in 1954. The cracks were mainly in the forward escape hatch and the windows for the ADF aerials. (Over) re design of the aircraft as the Comet 4 was completed by 1958 when it was re-launched in the transatlantic run –a year ahead of the Boeing 707. There are people who believe that had this “bad luck”   not happened the Comet may have “swept the board” in terms of orders but this is not borne out by facts. The Sud Aviation Caravelle was hugely popular with passengers, had no problems and yet ran out after 280 orders. The problem of both the Caravelle and the Comet was that they were to slow, thanks to Government policies, in everything- development, rectification, production. Capacity wise the Comet and the Caravelle ended where the Boeings – the 707 or the 737- began. They stood no chance.

 

The American aims were identical to the British but there approach was much more “worldly wise” if you know what I mean. The US Government was never under any compulsion to prove any political philosophy. It knew that it did not know the business. It trusted the US Industry to take the lead as it had ample faith that people would know more about aeroplanes than the Government would and relegated itself to the role of being a “Vigna Hanta” (destroyer of obstacles) and a provider of venture capital in a cheeky US Yankee way! The story of the development of the Boeing 707 is a story of how this alternate approach worked.

 

Having developed the atom bomb there was the need to transport the thing across intercontinental distances. Of the four contenders who responded to the RFP Boeing proposal formulated through 1943 onwards were for the model 424/432/448/450 the last ,the 450 being submitted in March 1945, hastily revised to incorporate German data on swept wings “liberated “ in the advance to the Elbe and with six engines mounted under the wing on pylons to emerge as the XB 47. 

The new bomber had many technical problems- the slender high aspect ratio wing flexed almost two meters up and down from the datum in flight unnerving the first crews and there was reverse aileron effect. At certain speeds and altitudes the stalling speed and the critical Mach number coincided; this was appropriately called the “coffin corner”. Nevertheless the structural and aerodynamic advantages of the “podded” engine and pylon approach were amply proved in service.

Having developed the B 47 and absorbed the lessons, Boeing then proposed the development of a tanker capable of matching the B47 speeds thus making FR less of a hazard. The result of the marketing effort   led to an order for a hundred and thirty five tankers as the KC135 whose prototype was the famous “dash 80”. The KC 135 allowed Boeing to complete the testing of the features for a jet liner and helped to reduce the launch costs and risks of the Boeing 707. However their hopes of using the KC 135 fuselage jigs were dashed because they realized that the fuselage diameter had to increase by another 8 inches (200mm) if the customer was to be satisfied. Legend has it that the fuselage was just one inch more in diameter than the competing DC 8 but that one inch made a lot of difference in the packing of a six abreast sitting. This required an investment in new fuselage tooling and Boeing spent $ 16 m to do so. Over a thousand of the B 707 and its family of derivative were built and Boeing ran away with the market until the coming of the Airbus.  Between the Boeing 707, the DC 8 and the Convair CV  990 Coronado the US dominated the world of air travel and it happened because the Americans were working on a much shorter design and decision  chain and a more step by step approach.

 

Conclusions

Unlike military aircraft business, the Civil transport market in India has the advantage of a shorter decision chain and within the existing capability of our Industry. It can be truly a White Hope whilst we all wait for the Government to get moving. A full discussion on the fascinating subject of appropriate technology air transport is not possible here nor is it necessary. The potential customers, mainly in the Private sector and the private sector Industry are people who use earned money and know their business and both are equally interested in coming to a conclusion. Between them know what is needed and how to do it. The complete liberalization of the strategic Industries is the need. The time to continue with unworkable political theories is long past. The industry is too dynamic and knowledge based to be effectively managed by the present set up- and the results show repeatedly. Nec Quisquam Nisi Ajax

 

 

 

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