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Hercules HWNRi-300 (4790141)
HWNRi-300 - 802.11n, 300 Mbps, WPA/WPA2

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Price excl. VAT: 39.47 Eco fees: 0.04 VAT 21 %: 8.30
PDF generated on: 9 June, 2011

Product details:

Product code: 4790141 EAN: 3362934739348 Manufacturer: Hercules

47.81

* VAT included Main specifications: - Hercules Wireless N Router - 300 Mbps maximum bandwidth. - WPS button allowing the simple connection of WPS compatible WiFi devices to the router. - 3 unique positionable mobile antennas to enhance signal reception and emission. - Compatible with available WiFi standards (802.11b, 802.11g, 802.11n) - Product certified by the WiFi Alliance. - Maximum WPA2/WPA security preventing any malevolent intrusions on the network. - MultiMedia (content broadcasting) features optimised thanks to WiFi MultiMedia technology (feature certified by the WiFi Alliance). - Setup guide in Flash format, illustrated by Flash animations, providing a step-by-step guide enabling users to establish a WiFi connection to the Internet - The Hercules Quick Access software enables users to quickly access the Hercules WiFi Manager N configuration interface (expert users can access this interface through any Internet browser) Main specifications:

Ethernet LAN features

Ethernet LAN connection: Ethernet LAN data transfer rates: Y 10,100,1000 Mbit/s Y N 0.3 Gbit/s 300 Mbit/s Wireless N N Ethernet 4 Y -

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Interface: Ethernet LAN (RJ-45) ports quantity: DC-in jack: WAN port:

Management features

Web-based management:
N WPS, WPA/WPA2 N Win XP / Vista 32/64 bit / MB 64 MB Intel Pentium III / AMD Athlon Y N 802.11n 1A 12 V -W - mm -g N Y Y Black 1x LAN

Security

Firewall security: Security algorithms supported: MAC address filtering:
Operating system/software
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Minimum hard disk space: Minimum RAM: Minimum processor: CD-ROM drive required: Mac compatibility:

Certificates

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Supports ISDN connection:

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attacks on New York and Washington DC, and the occasional devastations of coastal regions by floods caused either as a result of tsunamis or hurricanes. This paper richly highlights the existence of other Inter-Governmental Organizations (IGOs), International Non-Governmental Organizations (INGOs), as well as Non-Governmental Organizations (NGOs), which are also involved in humanitarian relief operations, peacekeeping or peacemaking, either in support of, or in spite of the United Nations principally as a result of unbearable delays often experienced before almost every UN humanitarian interventions. The paper therefore explores the evolution of humanitarian organizations, and examines the tremendous role played by air transports in the growing trend of humanitarian missions around the world. The paper elaborates on three main themes: the need for the international community to speedily react to disaster relief efforts; advocates for increased development aids by rich countries for the assistance of the under-developed world, and the urgent necessity to fund sub-regional stand-by modules of peacekeeping forces, to ensure quick intervention in crisis situations anywhere in the world. In order to achieve these desirable objectives, the paper makes a strong case for the establishment of a flexible yet economically viable, unique Air Transport Organization dedicated solely for humanitarian missions within the United Nations system. The study assumes that the UN would rightly undergo its proposed reorganization for more efficient and effective management of world peace; and to justify its existence into the 21st Century, the Security Council (UNSC) would be so structured as to reflect more balanced geopolitical considerations, and that there would be closer working relationships between an enlarged UNSC and other agencies of the UN to facilitate swift decisions, or mandates in support of humanitarian operations. A number of other current issues associated with above proposal are also discussed in detail in this paper, including the complexities of modern peacekeeping and/or peacemaking especially in a multi-cultural, multi-ethnic, an d multi-religious setting, with wide and sporadic conflicts amidst stark under-developed economy as the Sudanese Crisis, which the paper uses as a case study to test the unique air transport organization under proposal.
Acknowledgement I will like to thank Commodore Darius F. Onimole, rt., for being my adviser of this thesis and for his assistance, patience and his dedicated and insightful commitment to this work. Without his expertise and guidance, this thesis would not have been possible. I am also grateful to the Director-Dr. Harvey J. LANGHOLTZ, and staff of United Nations Institute for Training and Research Programme of Correspondence Instruction (UNITARPOCI), for their assistance, patience and valuable guidance in bringing this work to completion. I am also grateful to Mr. Jorge M. Rodriguez Ponce, my former chief-Air Safety of the United Nations Mission in Sierra Leone (UNAMSIL) - which will further build upon the first stepping-stones laid down in this work for all his pragmatic insights and guidance. Finally, I would like to express my profound gratitude to my family, without whose encouragement, assistance and patience this project would have been so much harder to finalize.

2.1. What is an IGO?

In the acronym-laden world of international affairs, an international organization or IO, is any institution that operates in more than one country. An IO might thus be either a nongovernmental entity or intergovernmental organizationhence the use of two other, more specific, acronym, NGO and IGO, to distinguish between the two types. An IGO exists when two or more governments sign a multilateral treaty to form such a body and agree to finance its operations. As international entities that are created by states and that have physical plants, offices, personnel, equipment, and budgets, IGOs possess legal personality in international law : they can sue and be sued ; they can possess property ; and treaties ; they can enter into agreements, conventions, and treaties ; and their staffs enjoy diplomatic status. Most IGOs have more than two member-states, although relatively few aspire to global or universal membership such as the United Nations. In most cases, treaties lay out the underlying rules, norms, and principles that govern IGO operations; identify administrative organs and delineate authority, scope, and functions. Most IGOs aim to protect and promote the national interests shared by member-states, but such interests can vary according to the functional and regional scope of particular institutions. Their functions are similar to those performed by governments ministries (for example, agriculture or education). Some IGOs are multifunctionalthe European Union (EU) and the Organization of American States (OAS), for example, address very broad range of issues, encompassing not only military, political, and economic cooperation but also cultural and environmental matterswhereas others, such as the Universal Postal Union (UPU) and the World Tourism Organization (WTO), serve only one purpose. Some IGOs, such as the North Atlantic Treaty Organization (NATO) and the African Union (AU) are composed of member-states that are located within one limited geographic area, although in some cases membership may embrace out-of-area states with strong interests in the region. For instance, the United States and Canada are
members of both the Organization for Security and Cooperation in Europe ( OSCE ) and the ASEAN Regional Forum (ARF) although they are located outside the European and Asian regions. It is however pertinent to state that while the United Nations has the most significant experiences with peace operations ; over the past ten years regional organizations are being encouraged to play much stronger role in conflict prevention and post conflict reconstruction in their respective regions, than they were hitherto involved during the Cold War. Some of these organizations, such as the OAS, were established decades ago but have only recently developed a peacemaking profile. Other regional institutions, such as the OSCE, are new but are also very important arrival on the scene. Still others, such as the ARF, are barely organizations at all but provide an arena in which member-states can discuss regional security issues.

2.1.1 A Brief History

The Napoleonic Wars resulted in a series of developments that foreshadowed modern IGOs. In 1815 the Congress of Vienna began a series of regular intergovernmental consultations that in turn led to the creation of the Concert of Europe, which sought to orchestrate the foreign policies of the great powers of Europe. Later in the Nineteenth Century, the first IGOs of the modern state system (often called Westphalian after the Seventeenth-Century peace conference that spelled out the principles of sovereign units of the international system), emerged to perform essentially nonpolitical tasks such as the regulation of river navigation and communications. In the Twentieth Century, the number of IGOs has dramatically increased, and today there are over two hundred and fifty. Aftermaths of the two Great Wars have led both idealists and realists to imagine ways to organize international relations that discourage individual countries from pursuing their own narrowly defined national interests unrestrained by an overriding authority. The first real experiment with an IGO with universal membership (that is, open to all countries) that covered security as well as other functional tasks was the League of Nations, which was established after World War I. The league, however, was seen by many as having structural weaknesses that contributed to the outbreak of World War II. At the end of that war, the victorious powers made a second try, creating the United Nations and its system of functional agencies to cover such tasks as agriculture, education, and industry. The end of the Cold War has thus far resulted in no comparable effort to establish a third generation of world organizations, but a number of qualitative changes across a wide front may almost constitute a quantitative equivalent. First, there has been a dramatic increased reliance upon the United Nations for peace operations (twice as many have been mounted in the past decade as in the preceding four, a subject treated in more depth later). Second, there has been an augmentation in the number and scope of regional organizations, which in many ways complement or supplement the United Nations. Such a development foreseen in the UN Charter (or constitution), Chapter VIII
of which contains provisions about the United Nations relationship to regional organizations. They have spread to every region of the world, and many that began as economic associations : for instance, the Economic Community of West African States [ECOWAS] and the Association of Southeast Asian Nations [ASEAN] have moved into the security or conflict resolution fields. Third, other institutions (particularly the OSCE and the Commonwealth of Independent States [CIS] have been created to address security issues, and still others - particularly NATO - are redefining their missions). In thinking about the division of labor between the universal and regional IGOs, the latter tend to be better placed (geographically) and more motivated to act - since the problems they seek to resolve are considered serious because they are in their backyard but frequently such organizations lack resources or expertise, and they also may be dominated by a normal major power whose agenda permeates the so-called regional approach to problems. In addition, there often are real questions about the degree of member-states commitment to some regional efforts, especially the humanitarian missions. 2.1.2 The Humanitarian Arena IGOs play varied and vital roles in the provision of humanitarian assistance to victims of natural and man-made disasters throughout the world. Here, we offer a brief account of the parts played by the most prominent IGO actors, in the process giving some ideas of how those roles have evolved over the past fifty years. Within the operational arena, the key intergovernmental humanitarian actors are from the UN system: the Office for the Coordination of Humanitarian Affairs; the UN High Commissioner for Refugees; the UN Childrens Fund; the World Food Program; and the UN Development Program. Other parts of the UN system with specialized expertise such as the World Health Organization or the UN Education, Social and Cultural Organization may be called upon in emergencies. And given the increasing budgetary resources available for disasters, many of them are prepared and even eager to expand their operations. Nonetheless, the focus here is on the most essential operational institutions in complex emergencies. It also should be noted that in the case of operations conducted within a war zone or a highly unstable territory, a number of IGOs' political officers are also likely to be present. All military peace operations, for instance, are headed by a civilian, who usually has a host of advisers on his or her staff. Moreover, special envoys or mediators sent by IGOs may come and go in former Yugoslavia, for instance, David Owen represented the European Union and Cyrus Vance and Thorvald Stoltenberg represented the United Nations. Frequently, a special representative of the UN secretary-general (SRSG) will also be based in a war zone and will visit it often. The insertion of political types is a reality that intrudes into peace operations and certainly affects humanitarian activities. The presence of representatives of political masters can complicate operations the most publicized example probably being the overly restrictive dual - key

Rwanda to Bosnia, Kosovo, Nicaragua, and East Timor. Most international NGOs are headquartered in Western countries, where many of them also render assistance to local victims of natural disasters. Inspite of these relative achievements, most NGOs are generally mis-understood, and only the largest of these organizations, such as the American Red Cross, Save the Children, Oxfam and a few others, are well known. We will now examine how these organizations came about. 3.1. What is an NGO? A precise definition of NGOsalso known as private voluntary organizations (PVOs), civic associations, nonprofits, and charitable organizationsis difficult to pin down. The common ground of all NGOs is the desire to make the world a better place, a desire that underlies every organizations mission statement. Beyond this, however, NGOs vary enormously. In this study, we define an NGO as a private, self-governing, not-for-profit organization dedicated to alleviating human suffering; and/or promoting education, health care, economic development, environmental protection, human rights, and conflict resolution; and/or encouraging the establishment of democratic institutions and civil society. In essence, NGOs are dedicated to the service and protection of those sectors of society that tend to be unnerved or underserved by governments and other official institutions such as the United Nations. The number of these organizations tend to be increasing rapidly. In the 1998-99 edition of its Yearbook of International Organizations, the Union of Intrenational Associations reports that NGOs around the world now total 16,586, with perhaps 50 percent of these representing Western countries working in the developing world, supporting thousands of indigenous organizations. The number of NGOs has more than doubled since 1978 and is twenty times greater than number of NGOs in 1951. Of the 156 members of InterAction, a membership body for major American relief and development NGOs, over two-thirds were founded after 1960, a majority after 1975. Some of these were created to render assistance in specific upheavalsfor example, the conflict in Bosnia, the Ethiopian famine of the mid- 1980s, and the massive flooding in Bangladesh in the 1990s. Most, however, were formed to offer emergency assistance and/or long-term development aid throughout every region of the w orld as a whole. 3.1.1 A Brief History The tradition of voluntary organizations devoted to helping others in time of need stretches back across centuries from medieval Europe to Tang China to ancient Rome. The NGO community of today, however, was born in the Nineteenth Century. One of the first NGOs to appear was the Young Mens Christian Association (YMCA), founded in Britain in 1844 to help young men cope with an industrializing economy. The International Committee of the Red Cross (ICRC, which is actually an international organization but functions like an NGO - as earlier discussed, was founded in 1863 to assist wounded soldiers and prisoners of war in the then medevial war-torn Europe. The

linked to the central tenet of the new paradigm that is, to avert large-scale population movements crossing international boundaries by securing the distribution of humanitarian relief within war-affected countries. In compliance with partnership requirements that such interventions be non-political military humanitarianism avoids direct involvement in the internal affairs of the affected country. The ad hoc UN resolutions that have framed military humanitarianism have therefore commonly focused on the protection of agency personnel and relief supplies rather than pacification activities. At most, military protection has frequently involved some form of so-called safe area policy. This pattern, geared to working in unresolved political crises, has radically changed the nature of peacekeeping. It has given rise to a much broader range of peacekeeping activities. The British Army, for example, has developed an approach termed wider peacekeeping. Consent is central to wider peacekeeping and distinguished it from enforcement. While vital for protection operations, consent in modem internal wars is no longer a given. It is a variable factor and in some circumstances may only be partial. Securing consent is often of negotiated access. Wider peacekeeping and helping secure and maintain humanitarian access, hinges upon the management of consent. In organizational terms, military protection is best understood as an optional appendage to an integrated and negotiated relief program. In the case of Bosnia, for example, UNHCR as lead agency negotiated access on behalf of the aid agencies working under its umbrella. Appropriate protection for convoys was then agreed with the military on the basis of the arrangement reached by UNHCR with the warring parties. It is worth emphasizing the optional nature of military protection because numerous integrated relief programs, such as in Sudan and Angola, are not protected. Indeed, within the crisis regions, non-protected relief programs would seem to predominate. 4.1.2 Service-Packages and Non-Welfare Subcontracting The involvement of the military in relief operations has begun to expand beyond that of providing protection. The effect of conflict and the systemic crisis within non-bloc areas has led to the erosion and collapse of vital infrastructure. Indeed, such is the extent of global polarization that, in many complex emergencies, the local facilities necessary to mount a large-scale relief operation no longer exist. Aid subcontracting has increasingly involved NGOs, but in many emergencies, the skills and resources required now go beyond the welfare services that most provide. For example, aircraft logistics, air-drops, large-scale commodity handling, engineering repairs, civilian policing, judicial structures, and so on. Since 1992 Department of Humanitarians Affair (DHA) has been coordinating attempts to encourage donor governments to make available non-offensive military and civilian assets in the form of service-packages, or self-contained operational units that bring together specific strategic skills or resources. UNHCR has been particularly active in developing the service-package approach. The agencys poor showing in the aftermath of the Gulf war first prompted a need to increase strategic capacity. The Sarajevo airlift,

6.1.1 Peacekeeping and Humanitarian Assistance There are three major concerns that need to be addressed involving the legitimate use of force by the international community in conflict-affected states. First, while the globalization of news coverage will inevitably make public opinion a greater factor fore western governments in deciding whether to make humanitarian interventions, Western TV audiences are not going to appreciate seeing their son die in peacekeeping operations in places far removed from their everyday lives. Convincing arguments are going to have to be produced in order that public opinion does not lead political leaders to veto such operations. Second, it is inevitable that there will be friction between warring fractions and external police forces who know little of the country to witch they have been sent. Despite the acknowledged need for impartiality when dealing with humanitarian assistance, it is far too easy for one faction in civil conflict to perceive the international community as favoring one side or another. Finally, the use of force may be carried out by sovereign states, most notably the USA, whose military strength makes them the only credible force respected. Effectively with large-scale peacekeeping operations however, this carries the risk of USA being unwilling to intervene when it perceives that is has no real interest in a particular situation, or is unable to intervene because its public and political opinion is firmly against such operations after the failure of such humanitarian missions in Somalia. There seem to be a minefield of potential problems in the increasing use of the military involvement in humanitarian operations. As a result of the possible perception of a lack of impartiality, UN troops could end up becoming a new force in a civil war, causing even more loss of life, putting humanitarian workers in more danger and could risk
turning public opinion against humanitarian workers against relief work altogether. Thus, as inevitable as they have become, unless used wisely, involving the military could contribute to the institutional impasse in resolving complex emergencies. However, there can be little chance of success in peacekeeping operations when there is no peace to keep. One of the successes of UNs major peacekeeping operations : the UNDOF Operation in the Golan Heights, was carried out since 1974. The situation then represented a unique difference in the world, between peacekeeping forces being deployed with the consent and co-operation of the parties involved on the one hand; while the peacekeeping elements on the other hand, were being deployed without their consent but armed with the mandate to use force to compel the belligerents to accept the decisions of the Security Council. Consequently with the UNDOF experience in focus, if military involvement is to be seriously considered , it must be short-termed and highly effective in terms of the numbers deployed while also being absolutely clear in its objectives. Wider peacekeeping, which involves traditional operations such as policing ceasefire agreements and maintaining peace for humanitarian work, was always considered to be separate from warlike operations. However, there was little acceptance that peace enforcement and war were two different things. Thus, there was reluctance, especially in Bosnia, to cross the Mogadishu Line between peacekeeping and peace enforcement, since it was thought that once that line had been crossed, the international community would inevitably be at war with the Serbs. In a new development, what has now been accepted by Lieutenant-General Jackson, of NATOs rapid Reaction Corps, and others is that, the main difference between peac e enforcement and war was impartiality, as there were no designated enemy. Peace enforcement is defined as, coercive operations carried out to restore peace in a situation of chaos or between belligerent parties who may not consent to intervention. This is a positive step towards formulating a role for the military in complex emergencies that will assist aid workers and local people. Yet military involvement in humanitarian work still remains the most contentious issue facing the international aid community today.But increasingly the delivery of humanitarian relief has become part and parcel of peacekeeping operations in war-torn areas. The complexity of civil conflicts makes simple humanitarian provision these days more dangerous for those who receive and deliver aid. The conflict situations in Kurdish areas of Northern Iraq, Somalia and Bosnia have illustrated the need for some kind of military involvement in the humanitarian process to protect aid supplies, illustrated by the fivefold increase in the UN peacekeeping budget since 1992, to about $2.8 billion, while the number of military and police personnel involved may have jumped to between 11,000 to about 52, 000. Albeit, may be due to the relatively recent calls for military interventions in humanitarian affairs, there appeared to be little institutional memory as to how to run a military-style operation in sub-Saharan Africa.

demobilization of former fighters and their return to normal life, setting up mineclearance programmes, the supervision of elections and monitoring and respect for human rights. UN Missions have also been asked to a assume temporary administration of certain territories, as in East Timor during the period leading up to its independence in 2002. Indeed, Peacekeeping Operations claim an increasing proportion of the international investment in addressing conflicts around the world. During peacekeeping missions, the DPKO contracts civil air-operators for the transport of goods, UN personnel, vehicles, and any other item deemed necessary for th e operations. It is rightly assumed that the DPKO would patronize additional air operators worldwide, in view of the prevailing un-stable condition in the world. Of course the international security situation is continuously changing both from a political and a natural calamity point of view, and the UN involvement may yet embrace more areas of conflict, famine, refugees and natural disasters.
CHAPTER SEVEN GEOPOLITICAL ANALYSIS
In previous analysis, we were able to demonstrate why there appears to be an increased commitment in the delivery of international humanitarian aid. Driven by official policy of the United States, the international community is trying to improve the conditions of the poorest countries, in order to stem the tide of clandestine immigration and international terrorism which mostly originated from those troubled societies. This would soon become obvious as major changes in the structure of international aid have resulted in the launch of new instruments, such as the Global Fund and the United States Millennium Challenge account; or mooted, as in the case of the International Financing Facility. A wealthier Third World, it is wisely premised, also means more fertile ground for economic initiatives in these poor states. Consequently, the recurring theme in this study centres on the urgent need for the international community to further step up its commitment to humanitarian missions and peace building efforts, which can only be demonstrated through substantial increases in the current levels of international assistance. Air transport will play a strategic role in this contest, owing to necessity of swiftly moving humanitarian aid, people and freight in areas which are usually vast and uninhabited , which moreover, lack any alternative means of transportation. Furthermore, in the case of emergency response,

Among fixed-wing aircraft used in peace and relief operations, transport aircraft predominate. Some combat-oriented aircraft, such as high-performance fighter-bombers and ground combat support aircraft may also be present if it is necessary to demonstrate resolve or stage a show of force. Most U.S. military (both fixed- and rotary-wing) have an alphanumeric designation that indicates their function. Although these designations are not painted on the aircraft, military personnel typically refer to aircraft according to these combinations of letters and numbers. The letter A designates attack aircraft; B, bomber; C, cargo; E, electronics; F, fighter; H, helicopter; K, tanker; M, special operations; and so forth. These letters are followed by numbers and make up the nomenclature of the aircraft. These letters are sometimes used in combination to specify the aircrafts capability or to indicate that it is a variant of the original design. For instance, EH-60 is the designation of a Blackhawk helicopter configured to conduct electronic surveillance and jamming, whereas UH-60 designates the utility-configured Blackhawk. Transport aircraft have a C designating. The C-130, known as the Hercules, is the most recognizable of this group of transport aircraft. It is used by many nations as an aerial lift workhorse. It is a very versatile aircraft, capable of medium-to-heavy lift, but is confined by a relatively short flying range (2,356 miles fully laden). The most attractive feature of the aircraft is its capability of operating on unimproved and short runways. The C-130 is also used for airborne operations. It can accommodate 92 combat troops, 64 fully loaded paratroopers, or 74 no ambulatory patients when configured as an air ambulance. The C141 Starlifter is the primary strategic lift aircraft in the U.S. inventory. The versatile and reliable C-141 can carry up to 200 combat troops, 155 paratroops, and 103 no ambulatory patients when configured as an air ambulance, or up to 68,725 pounds of cargo. If has nearly unlimited range becaus e of its in-flight refueling capability. With its large payload capacity, the C-141 is well suited to support humanitarian assistance operations by bringing large quantities of supplies to marshaling areas, from which they can be distributed by C-130s or helicopters to areas in need. The C-5 Galaxy physically resembles the C-141 in design but is much largerit is indeed one of the largest aircraft in the world and certainly the largest in the U.S inventory. It can carry outsized cargo over intercontinental distances, taking off and landing in relatively short distances. The newest addition to the U.S. strategic airlift fleet is the C-17 Globemaster. The C-17 was designed to deploy large amounts of cargo and troops to hot spots around the world very quickly. It has a smaller capability than the C-5 but costs less to build and is easier to maintain. Like the C-141, it has in-flight refueling capability and can transport troops, medical patients, or cargo, but unlike the C-141 it can land on airstrips no longer than 3,000 feet and no wider than 90 feet. Aerial refueling is conducted by the KC-135 Stratotanker, a modified version of a Boeing 707 commercial aircraft. Equipped with an aerial boom through which it pumps fuel, the KC-135 can refuel all types of aircraft in flight. It has a range of 1,500 miles when fully loaded for in-fight refueling. When used as a cargo aircraft it has a range of up to 11,015 miles, making it a good alternative to other strategic lift aircraft in an emergency.

so that everyone involved in navigation is reading from the same map with the same scale at the same time. Flying with two or more different scale maps presents yet another challenge to the aircrew. When using the high scale map, the aircraft moves much slower over the paper than when a low scale map is used. e.g., one inch on a 1:250,000-scale map is approximately 6,500 meters, while one inch on a 1:50,000-scale map is approximately 1,300 meters. When changing between maps with different scales, the aircrew must be aware of this fact and adjust accordingly. Although this is a basic concept introduced early in initial flight training, it often becomes a major learning point for novice pilots, and must be emphasized throughout the training evolution.
8.1.2 Operational Requirements Range: the range of an operation varies according to the types of mission. Usually longdistance transportation of aid is accomplished by ships (whenever possible) even if, in the case of inaccessible areas inland or emergency rapid response, long-range aircraft, such as the C5 Galaxy, can be used. Owing to the occasional nature of long-range operations in relief flights, there is no civil airline dedicated to this kind of operation, whereas military aircraft are often used and some civil operators can be occasionally contracted for a limited number of flights,usually for passenger transportation.The most common range of operations in relief flights is medium to short range. Usually the aids to be delivered are concentrated on a main base, conveniently located, from where short- and medium- range aircraft depart for remote areas and camps in order to deliver aids. 8.1.3 Types of Delivery Apart from transport between camps of personnel involved in humanitarian operations, aid is delivered in two ways: via airdrops and conventional cargo transportation. an airdrop is used when it is necessary to reach a large number of people on the move (usually refugees) or when the landing of the aircraft is not considered to be safe. Air drops are delicate flight operations which require technical ability and have safety implications owing to the sudden change in the aircrafts centre of gravity (CG). Aircraft used for this kind of operation are usually military types, like the civil version of the Hercules C130 (L100) and Buffalo. Conventional cargo transport is usually accomplished by medium and light aircraft. Aircraft are usually required to have Short Take Off and Landing (STOL) capabilities and must be able to take off and land on unpaved runways. It is preferable that cargo aircraft are equipped with a rear-ramp door, in order to facilitate the loading and
unloading operations from places which lack any kind of equipment and facilities. Unfortunately civil aircraft design does not take the rear-ramp door into consideration, so this particular type of aircraft is only found among military aircraft which have been converted for civil operations. 8.1.4 Weather and Terrain Adverse climate and terrain are two important characteristics that have to be considering in humanitarian operations. Usually relief flights take place in Third World countries where a hot climate is usual, like the UN Mission in Afghanistan, required the operators to work in extremely cold weather. Weather and terrain have to be considered very seriously. For example, high temperatures can severely affect aircraft performance, thus reducing the payload, while adverse terrain (such as the presence of sand) can badly damage the engines. In short, humanitarian operations take place in an environment that is far from the one in which most civil aircraft are designed to operate. For this reason, civil versions of military aircraft are usually best suited for this kind of operation, even if there are a few civil aircraft specifically designed to operate in these conditions. 8.1.5 Airfields Airfields from where humanitarian flights operate range from isolated strips to international airports which have been destroyed by war. Each operator has of course its own peculiarity, but the common factor is that relief flights have to operate from unprepared, damaged or unpaved runways. Sometimes, those runways are just very short strips of sand or grass and STOL capability of the aircraft, together with the latters tough structure, play a very important role in the success of the mission. 8.1.6 Safety Issues There are many important safety issues in the field of air transport and humanitarian missions. These are mainly related to: - The nature of the operation - War risks - Use of old aircraft. - Use of the World Operators. - Non-compliance with UN requirements.

8.1.7 Safety Statistics

There is a lack of accurate aeronautical safety statistics in humanitarian operations. In 2003, the UN WFP began the recruiting of Flight Safety Officers and collecting information on safety matters. An appropriate database is not available during the time of writing. The following table is the result of reports produced from 1st January 2003 to 1st August 2003 by WFP Flight Operations. The data does not represent the real safety trend because it has not been collected and recorded with the standard format. The names of the operations have been changed to A, B, C, and D for confidential reasons. Air Transport Service Operation A B C D Hrs Flown accidents Serious Incidents Major & Significant Incidents Occurrences Undetermined Without sign. Safety Effect NILL 00 reported NILL reported 00

1,562 9,404 2,099 15,537

NILL reported 01 no fatalities NILL reported fatality On the ground
NILL reported 04 NILL reported 13
Occurrence Classification ACCIDENTS 4 SERIOUS INCIDENTS 17 MAJOR and SIGNIFICANT INCIDENTS 87 OCCURRENCES WITHOUT SIGNIFICANT SAFETY EFFECTS 83 UNDETERMINED 02 TOTAL 206 Total Flight Hours: 28,602 Average Accident Rate : 1.4 every 10,000 hours. Flight accident rates in civil aviation are usually quoted as the number of occurrences per million departures, simply because it is will known that most accidents happen when the aircraft is taking off or landing. Therefore the number of departures provides a more reliable statistics. Unfortunately, there is no precise data on the number of take-offs and landings in WFP operations but the average leg duration is about 1.5 hours. Taking that parameter as an indication, it is possible to estimate the WFP flight accident rate per million departures as
210. Even if the accident rate refers to WFP data only and is quite approximate, it is evident that there is a huge difference between this and the civil aviation accident rate which is about one. And on the basis of the data collected, it is probably true to state that humanitarian flight operations are more dangerous than any civil aviation operation. Air safety and security are usually co-coordinated by security officers in the field. They receive updated information on safety matters and coordinate the operations accordingly. The security officers have the power to cancel any flight at any time, to close any field to flight operations and to order safety evacuations. 8.1.8 Economic Issues Contracting the United Nations: The UN and the major humanitarian organizations such as ICRC provide contracts by call for tender only. To bid for a UN call it is necessary to be registered as a UN vendor. The office concerned with this is the UN Procurement Division (PD). To be considered for registration within the UN, potential suppliers shall provide the Procurement Division with information which includes: - Application Form - Most current and valid copy of certificate of incorporation - Latest certified/audited financial statements, (i.e. balance sheet and income statement) - General information about the company, including copies of standards of quality certification - Letter of reference from at least three clients to whom the company has provided goods/services over the past twelve months. Prospective suppliers must have a minimum of three years operational experience in their line of business. The UN, on the basis of the financial soundness of the supplier and the experience and relevance of the goods or services offered, will evaluate each complete application and finally add the airline to the list of UN Air Charter Services Operations. Once the company has been registered with the UN, it is possible to bid for the periodical Call for Tenders that are regularly issued in accordance with the number of current UN operations. Contracting an inter- governmental organizations like the UN also involves some political networking. Operators are formally chosen on the basis of: 3 Requirements issued in the Call for Tender. The airlines operational and technical compliance with the requirements. Economic offers.

POWERPLANTS L-100-30 FOUR 3,362kw (4,508SHP) Allison 501-D22A turboprops driving fourblade, constant-speed propellers PERFORMANCE L-100-30 max. Cruising speed 571km/h (308kt), range with max payload 2,472km (1,334nm), range with no payload 8,950 km (4,830nm). WEIGHTS
L-100-30 operating empty 35,260kg (77, 7361lbs), max. Take-off, 70,310kg (155,000lbs) DIMENSIONS L-100-30 wingspan 40.41m (132ft 7in), length 34.37m (112ft 9in) CAPACITY L-100-30 flight crew of three or four, max payload of 23,158kg (51,054lbs) comprising pallets or containers. PRODUCTION Total number of L-100s built 114 (include 22 L-100s, 27 L-100-20s and 65 L-100-30s). ________________________________________ Source: www.airliners.net/

HS. 748

HISTORY Built firstly by Hawker Siddeley and then British Aerospace, the rugged HS.748 began life when Avro sought to re-enter the civil market in the 1950s in anticipation of a decline in its military aircraft business. The HS.748 proved to be reasonably successful sales wise and remains popular in Third World Nations. Surfacing as the Avro 748 in 1958, Hawker Siddeley took over the 748 design in 1959 (Avro being a part of the Hawker Siddeley Group). The new aircraft made a successful maiden flight on June and four prototype aircraft (two for static testing) were built. The first production Series 1 flew on August 30 1961. Series 1 production aircraft were powered by two 1400KW (1880ehp) Dart RDa.6 Mk 514 turboprops and first entered service in December 1961 with Skyways Airways. Only 18 Series 1s were built, however, as by that time the improved Series 2 was already flying. The Series 2, in its 2, 2A and 2C variants, was the most successful of the line, the first flying on November 6, 1961. The Series 2 differed from Series 1, weighing more and using more powerful engines. The series 2B appeared in 1977, offering a range of aerodynamic and other improvements, including an increased wingspan. The most advanced variant of the 748 to appear was the Super 748. It made its first flight in July 1984. Incorporating the improvements of the 2B, it also featured a modernized flight deck, improved efficiency, hush-kitted Dart engines and new galley and internal fittings. Production ended in 1988. Today the 748 remains popular with charter and freight operators.

POWERPLANTS

Series 2A-two 1,700kw (2,280ehp) Rolls-Royce Dart RDa.7 Mk 5342 or Mk 5352 turboprops driving four-blade propellers. Super 748 two 1700kw (2,280ehp) Dart Mk 5522s.

C212C two 580kw (775shp) Garrett Airesearch (now allied Signal) TPE3315251C turboprop engines, driving four-blade propellers. Series 300 Two 670kw (900shp) TPE33110R513Cs.
C212C max. Speed 370kw/h (200kt), max. Cruising speed 359km/h (194kt), economical cruising speed 315km/h (170kt), range with max. Fuel and 1,045kg (2,303lbs) payload 1,760km (950nm) range with max. Payload 480km (258nm) Series 300 max. Operating speed 370km/h (200kt), max. Cruising speed 354km/h (191kt), economical cruising speed 300km/h (162kt), range with 25 passengers and reserves at max. Cruising speed 440km (237nm) with 1,700kg (3770lbs) payload 1435km (775nm)
C212C empty 3,700kg (8,157lbs), max. Take-off 6,300kg (13,890lbs). Series 300 empty 3,780 (8,333lbs), operating empty 4,560kg (10,053lbs), max. Take-off 7,700kg (16,975lbs)
C212c & Series 200 wingspan 19.00m (62ft 4in), length 15.20m (49ft 11in), height 6.30m (20ft 9in), wing area 40.0sq m (430.6sq ft). Series 300 wingspan 20.28m (66ft 7in), length 16.15m (53ft 0in), height 6.60m (21ft 8in), wing area 41.0sq m (441.3sq m)
Flight crew of two, max.passenger seating for 26, typical layout for 22 passengers (3 abreast). Freighter version can accommodate three LD3 containers or two LD2s or two LD727/DC-8s, max. Payload 2,700kg (5,950lbs)
Over 435 Aviocars of all models built, including 170 for commercial operators and 265 for military customers. IPTN in Indonesia has built over 90 NC212s under license. ___________________________________________ Source: www.aviation-safety.net

DHC 6 TWIN OTTER

Type STOL turboprop regional airliner utility transport History Still Canadas most successful commercial aircraft programme with more than 800 built the Twin Otter remains popular for its rugged construction and useful STOL performance. Development of the Twin Otter dates back to January 1964 when De Havilland Canada started design work on a new STOL twin turboprop commuter airline (seating between 13 and 18) and utility transport.
The new aircraft was designated the DHC-6 and protype construction began in November that year, culminating in the types first flight on May 20 1965. After receiving certification in mid-1966, the first Twin Otter entered service with long-term De Havilland Canada supporter, The Ontario Department of Lands in Canada. The first production aircraft were series 100s. Design features include double-slotted, trailing-edge flaps and ailerons that could act unison to boost STOL performance. Compared with the later Series 200s and 300s, the 100s are distinguishable by their shorter, blunter noses. The main addition to the Series 200, which was introduced in April 1968, was the extended nose, which, together with a reconfigured storage compartment in the rear cabin, greatly increased baggage stowage area. The Series 300 was introduced from the 231st production aircraft in 1969. It too featured the lengthened nose but also introduced more powerful engines, thus allowing 450kg (1000lbs) increase in take-off weight. Il also boasted a 20-seat interior. Production ceased in the late 1988. In addition, six 300s with enhanced STOL performance (DHC-6-300s) were built in the mid-1970s. POWERPLANTS 100 Two 431kw (578hp) Pratt &Whitney Canada (formerly United Aircraft of Canada) PT6A-20turboprops driving three-blade propellers. 300 Two 460kw (620shp) P&WC PT6A 27s.

POWER PLANTS 200 Two 635kw (850shp) Pratt & Whitney Canada PT6A41 turboprops driving threeblade, constant-speed propellers. B200 two 635kw (850shp) P&WC PT6A42s. PERFORMANCE 200 Max. Speed 536km/h (289kt), max. Cruising speed 515km/h (278kt). Initial rate of climb 2,450ft/min. Range with reserves at max. Cruising speed 3254km (1757nm), at economical cruising speed 3495km (1887nm). B200 max. Speed 536km/h (289kt), economical cruising speed 523km/h (282kt). Initial rate of climb 2450ft/min. Range with max. Fuel and reserves 3,658km (1974nm) at 31,000ft and economical cruising speed.
WEIGHT 200 Empty 3318kg (7315lbs); max. Take-off 5670kg (12,500lbs).
B200 empty 3675kg (8102lbs); max. Take-off 5670kg (12,500lbs). DIMENSIONS Wingspan 16.61m (54ft 6in); length 13.34m (43ft 9in), height 4.57m (15ft 0in); wing area 28.2sq m (303.0sq ft). CAPACITY Flight crew of one or two. Accommodation for a maximum of 13 passengers in main cabin, plus a further passenger beside the pilot on flight deck. Typical corporate seating layout for six in main cabin. PRODUCTION Over 1700 king Air 200s have been delivered to civil and commercial customers, while over 400 have been delivered to military forces.