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Slowdown in Afghanistan for private airlines

Three-years ago, the Afghan army was facing a serious deficiency. However, the government did not have enough choppers to transport freight and staff across the land and could not find enough skilled suppliers to fill the loop. But the only company that found the U.S. Transportation Command (Transcom) to deliver the necessary bridge was a logistical company used to providing supplies to serving refectories rather than servicing a large airframe.

Initially, Transcom had awarded orders to three different firms. The Ministry of Defence, which set out the position in a paper setting out its reasons for renewing the agreement, stated that one company could not supply planes, another went into bankruptcy and the third - Supreme Site Service - became the de facto supplier of all airlifts.

Supreme becomes Afghanistan's biggest treaty airborne weapon by standard and provides 70% of the defense ministry's freight elevator. Supreme's agreement embodies the U.S. military's battle in recent years with air escort service providers, particularly with an increase in U.S. armed resources and road missiles driving logistical operations into the air.

You can see the race for the air bridge at Bagram Air Base, the hubs for US air strikes and Allies' air strikes in Afghanistan, where soldiers can spend hour or even day waiting for a 25-mile air trip to Kabul. This deficit is due in part to growing violent conflict in Afghanistan. There was also a flood of rebel attack on utilities in Pakistan, closing its borders to Afghanistan temporarily for trade union coalitions transporting vital goods.

As a result of strong market conditions, airlines have been able to win large orders. In 2011, the Supreme order was superseded by the $4.7 billion Transcom Megacity order, which included 18 medium, heavier and heavier rotorcraft. In 2011, Transcom placed orders and assignments with Canadian Commercial Corp. Vertical Aviation of Colombia and U.S. Presidential Airways (jetzt AAR), Evergreen Helicopters, Columbia Helicopters und Construction Helicopters.

So far Transcom has placed nine orders, but says that the agreement has not yet hit its $4.7 billion budget limit. Whilst the need for aeronautical assistance in Afghanistan has risen sharply, practices have sometimes attracted attention. Its most notable example was the collapse of a private powered two-engined, then still CASA C212 from Presidential Airways, then a wholly owned affiliate of the private safety company Blackwater Worldwide.

This lightweight transportation plane struck the side of a cannyon and killed three crew members and three USers. Whilst the fall may have shaped the public image of private "air forces" in Afghanistan, the reality is that such ministries have been everyday for years and are still growing. Over the past two centuries, the greatest driving force behind private air assistance has been the dismantling of the armed force.

"It has taken away our capability to conduct fundamental logistical assistance missions," says Randy Martinez, AAR' VP of Governance and Defence Service, who purchased Presidential Airways in 2010. The company has 24 helidecks and 15 fixed-wing aeroplanes from eight sites in Afghanistan. In addition to providing logistical and transportation facilities to serve the field posts, the company operated C212 until January 2011 for low-cost, low-altitude airborne drops, although this work is suspended awaiting an official audit of the processes applied by the Ministry of Defence.

Recognising that airplanes of the armed forces concentrate on high-risk areas, construction companies have entered the field of logistic. "It'?s up to the army to get building companies to transport broad and bullet beans," says Martinez. Whilst the global market for private air assistance has risen sharply, Afghanistan has proven to be a challenge. Industrial officers mention a number of issues, ranging from the difficulty of obtaining parts to the cost of running in a "high and hot" area in a land with unexploited airports and almost no existing infrastructures.

"Martinez says, "I can't think of a more challenging operational and logistical setting than Afghanistan. However, the Afghan crisis is also becoming increasingly complicated. Kabul's authorities are in the midst of strengthening the Afghan public protection force, which will replace private firms.

Although this is unlikely to have any effect on air assistance treaties, it could come into conflict with West European firms that hire air aid suppliers to transport staff and stocks. Premier Doug Brooks, Chairman of Washington-based International Peace Operations Assn., which representing private contractor, says it is "hard to say" whether the launch of the new forces could have an effect on air assistance treaties.

It is not simple to find skilled suppliers for the provision of air transport and air transport related activities. For example, to move governments' staff, carriers must have a Commercial Aircraft Review board (CARB) license, which is the outcome of a plane that crashed transporting U.S. troops from Egypt to the U.S. The accident caused the deaths of all 256 people on the plane and tightened rules for corporations under contracts with the U.S. federal administration.

In the case of logistical orders that do not demand CARB accreditation, such as the transport of goods, however, Russia's UTAir company dominates. In terms of expenses, US and EU suppliers cannot rival Russians who have lower operational expenses, partly due to lower paying pilotage. We also have agreements for mission niches, as perhaps best exemplified by a recently released DHC-4 Caribou videotape, run by FlightWorks of Kennesaw, Ga., which is making a parachute drop in the Afghan province of Paktika.

FlightWorks did not openly confirm its Caribou flight in Afghanistan, but in April the company received a $13 million order for airborne replacement work. The company's planes fly several hundred ft above the floor in the movie - the half-century old Twin-Turboprop flies over a forward facing basis and drops palettes.

These inexpensive airborne transports are one way in which the U.S. Army provides an outpost in a nation with primary infrastructures and the ongoing threats of road-bombing. Others have dealt with the expansion of the transport of persons and staff to former defence key roles such as recon, monitoring and recon. Operating fixed-body jets for Afghanistan's armed forces, Dynamic Aviation of Bridgewater, Va. today announces that it will add a Bombardier Dash 8 with state-powered sensor technology to assist the Central Command in 2010.

"We' ve grown steadily over the past 10 years," says Michael Stoltzfus, Dynamic Aviation Chairman. Prottzfus refused to ID Dynamic's army clients. A lot of businesses are realizing that the Afghanistan operation is coming to an end. Nothing of a similar magnitude is in sight, even if the ongoing treaties for Afghanistan run two or three years after the withdrawal of US troops.

The reduction should not, however, lead to an immediate end to the contractual fleet in Afghanistan - there is a long history of private enterprises surviving the army in order to assist air transport. However, according to an industrial researcher, the actual worry of Afghan businesses is that the lowering will give them planes to prop up or take home, not businesses.

"Enterprises will have assets," the sources say. "In many cases, businesses would pay several hundred thousand US dollar to ship the plane to Afghanistan. It is not clear where these planes will go, or how businesses will bring them out commercially. In spite of increasing activity in other areas, such as the U.S. Africa Command, nothing is approaching the pace of Afghanistan.

"Afghans were the Holy Grail," says the spring of industries.