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“IAF IS A POTENT STRATEGIC FORCE” : P V NAIK

geopolitics VOL I, ISSUE X, FEBRUARY 2011 ` 100

D E F E N C E D I P L O M A C Y S E C U R I T Y

INDIAN FIGHTER PILOTS

ARE THEY THE BEST?

AIR POWER

FOR A SECURE INDIA, MASTERY OVER SKY IS THE KEY

IAF AND

ELECTRONIC WARFARE

FAULTY

PROCUREMENT PROCEDURE

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By selecting the F/A-18IN as its next-generation fighter, India is assured of advanced capability and proven value, mission after mission. Supported by Boeing’s award-winning performance-based logistics program, already in place with the U.S. Navy, India can also count on the Super Hornet to deliver outstanding readiness and superior life-cycle savings—real value now and for years to come.

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Publisher’s note

A full circle A few stray thoughts on the eve of Aero India 2009…

It is the biggestever air show in the country and fighter K Srinivasan aircraft from the US, France, Sweden and Russia are all participating in a big way. All of them are in the race for Air Force plans to acquire multi-role combat aircraft. The Americans have flown-in the F-16 (Lockheed Martin) and have been providing “sorties” to people before it flies Olympian Abhinav Bindra, while Boeing will showcase its F/A18 Hornet. Europe plans to pitch the “Typhoon” while the Russians are here with the MiG-35 with

CURTAIN RAISER: Scene from the Aero India 2009. The Sarang Helicopter team of IAF making a colourful entry. Defence Minister A K Antony and Chief of Air Staff Air Chief Marshal F H Major are seen in the foreground

an ad line, “For India, with India”, plastered across billboards here. The French Rafael and Swedish Grippen will also mark their presence,” said one report.

India is the hottest global defence market at the moment and the world has made a beeline to Bengaluru for Aero India 2009.The country is expected to finalise orders worth $50 billion in the next five years. It could go up to over $100 billion over the course of the next decade.

However, there is much clarity needed in terms of what the government expects from the offsets programme that will run concurrent with these big ticket orders.

There is also plenty of ambiguity about transfer of technology, setting it off against offsets and the parameters under which these would work.

More FDI in the defence sector, privatisation, etc. are all issues that have been on the table for a long time.

Hopefully, Aero India 2009 will be the catalyst to find workable long term solutions to these issues.

These thoughts echoed two years back and can easily be reaffirmed as we celebrate yet another edition of Aero India. The true test of a country's global ambitions is also reflected by its capacity to outline policy and take decisions.

Unfortunately, two years down the line, we seem to be where we were two years ago: the MMRCA is still a work in progress, just as much the offset policy or transfer of technology in offset, FDI or the private sector and defence is concerned. Hopefully, two years hence, when we celebrate edition 2013, India would have spent a few billions, ordered the fighter planes and have its policy firmly in place.

It's been a delight putting this issue together. Enjoy!

srini@newsline.in www.geopolitics.in

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February 2011

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LEARNING TOGETHER

(P55)

With India, of late, undertaking many joint air exercises with friendly countries, it is worth finding their role and importance.

AGAINST ALL ODDS (P12)

FINALLY‌ TAKE OFF (P16)

Away from family, daily contests with challenges, keeping in tune with flying techniques and technologies make the life tough of the men who fly our fighting machines, but they are not complaining.

After crossing a number of challenges, the home-grown Tejas, a fourth-generation-plus aircraft, has finally arrived with Initial Operational Clearance.

SPACE AMBITIONS (P20)

DIGITISING WARFARE (P28)

SATELLITE CAPABILITY (P38)

It is imperative for the IAF to establish a dedicated space command. That will not only enhance our military capabilities but also contain the threats posed by other nations.

India is not far behind in developing a defence system based on the merger of both electronic and communications intelligence with cyber techniques.

Once blamed for its poor track record, DRDO now feels confident enough of looking at satellite constellations.

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February 2011

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THE EYES IN THE SKY (P42)

HARD TALK (P46)

HOPE IN AIR (P52)

TICK FOR AEROSPACE (P66)

The upsurge in military surveillance and reconnaissance technology has brought the importance of the UAVs and India is very much on course in developing them.

Air Chief Marshal P V Naik expresses his confidence that in the coming decade, the IAF will be a strategic force and maintain air superiority with cutting edge technologies.

The recent ISRO's GSLV F-06 failure does not augur well for the Indian Space programme. What is our space agenda and where do we stand in comparison with China? A report.

As in IT, Bengaluru is becoming a major centre of the world's aviation industry.

But before it does attain the top slot, the city will need to spruce up its act.

PRIVATE PLAYERS IN RACE (P72)

Private participation in the aerospace sector acts as a stimulant for the growth of the industry in the future, but still it has to overcome a number of challenges.

g GEOPOLITICS

AN ACCENT OF INDIGENISATION (80)

Editor-in-Chief

K SRINIVASAN

EIGHT YEARS AND FIVE REVISIONS BUT THE DEFENCE PROCUREMENT PROCEDURE HAS BELIED EXPECTATIONS. IT IS TIME

Editor

PRAKASH NANDA Sr. Correspondent

ROHIT SRIVASTAVA Publishing Director

ROHIT GOEL

Director (Corporate Affairs)

RAJIV SINGH

Conceptualised and designed by Newsline Publications Pvt. Ltd., from D-11 Basement, Nizamuddin (East), New Delhi -110 013, Tel: +91-11-41033381-82 for NEWSEYE MEDIA PVT. LTD. Managing Editor: TIRTHANKAR GHOSH All information in GEOPOLITICS is derived from sources we consider reliable. It is passed on to our readers without any responsibility on our part. Opinions/views expressed by third parties in abstract or in interviews are not necessarily shared by us. Material appearing in the magazine cannot be reproduced in whole or in part(s) without prior permission. The publisher assumes no responsibility for material lost or damaged in transit. The publisher reserves the right to refuse, withdraw or otherwise deal with all advertisements without explanation. All advertisements must comply with the Indian Advertisements Code. The publisher will not be liable for any loss caused by any delay in publication, error or failure of advertisement to appear.

Owned and published by K Srinivasan, 4C Pocket-IV, Mayur Vihar, Phase-I, Delhi-91 and printed by him at Nutech Photolithographers, B-240, Okhla Industrial Area, Phase-I, New Delhi-110020.

Readers are welcome to send their feedback at geopolitics@newsline.in.

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NOW TO COME OUT WITH BOLD INITIATIVES.

“IAF IS A POTENT STRATEGIC FORCE” : P V NAIK

geopolitics VOL I, ISSUE X, FEBRUARY 2011 ` 100

D E F E N C E D I P L O M A C Y S E C U R I T Y

INDIAN FIGHTER PILOTS

ARE THEY THE BEST?

AIR POWER

FOR A SECURE INDIA, MASTERY OVER SKY IS THE KEY

IAF AND

ELECTRONIC WARFARE

FAULTY

PROCUREMENT PROCEDURE

Cover Photo: Ministry of Defence Cover Design: Ruchi Sinha

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GEOPOLITICS

THE MOTHER OF ALL

AIR SHOWS

Aero India 2011, the country’s top air show, in Bengaluru, takes place at a crucial juncture: the nation has not only been able to keep its head high in the global economic turndown but is on the cusp of becoming a world power. The air show will enable the country to showcase our progress in indigenisation in a sector — aviation and aerospace — that has virtually been the monopoly of the western nations. A sneak peek at the show

“W

HILE INDIGENISATION is necessary for the progress of the nation, collaboration and co-operation in development and production would speed up the realisation of the products and help in reducing the costs,” stated Dr Vijay Kumar Saraswat, Scientific Advisor to the Defence Minister and Secretary, Department of Defence (R&D), during a recent press meet at Bengaluru.

“Self-reliance needs to be redefined in terms of the contemporary global economic scenario,” he emphasised. He underlined the importance of the theme of “selfreliance” that has been selected for “Air Show 2011”.

CYNOSURE OF ALL EYES: Aircraft at Aero India 2009, held at Yelahanka, Bengaluru were on grand display and one of them was F-16 (also seen in the picture)

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g GEOPOLITICS The eighth biennial edition of Asia’s leading air show, organised by the Department of Defence Production and managed by the confederation of Indian Industry (CII), will attract aerospace and defence majors from across the world. New technology, latest equipment, newer products will mark Aero India 2011.

According to officials overseeing the Aero India preparations at Yelahanka, Bengaluru, this year’s show will be bigger in size with the possibility of extra pavilions and exhibition area. “The show was big enough in 2007.

Subsequently, in 2009 also the show turned out to be good despite the economic slowdown. This time, the responses so far clearly indicates that we would need additional space to accommodate exhibition pavilions and aircraft parking slots,” said IAF officials.

The air show will be preceded by an international seminar. Organised by the Defence Research and Development Organisation (DRDO) in association with the Aeronautical Society of India, it is likely to be attended by more than 800 delegates from India and abroad. While a large number of delegates will be from the aerospace industry, there will be others from R&D institutions, academic institutions including students, besides those from the armed forces and DRDO laboratories.

The theme of the seminar, ‘Aero and space technologies: Success through global co-operation’, has been selected keeping in mind the global scenario. The meet will see 38 speakers from abroad along with the presentation of 64 papers. The speakers will include CEOs and technologists from leading companies such as Eurojet, Boeing, Hindustan Aeronautics Limited, SAAB, Goodrich, professors from the Indian Institute of Science, MIT, USA, scientists from DRDO, CSIR and BEL. Contemporary and emerging technologies will be discussed during the seminar.

The star attraction of the show will be the flight displays of the Tejas Light Combat Aircraft, Aerostat and live exhibits of unmanned aerial vehicles. Keeping the home-grown aircraft company will be the Flying Bulls’ aerobatics team from the Czech Republic, led by a woman pilot Radoslava who currently flies Zlin 50LX aircraft. The four-member team’s breathtaking displays will include the signature mirror flight manoeuvre. While performing this manoeuvre, the leading aircraft flies upside down, immediately above a second aircraft flying right side up, mirroring the leading aircraft’s flight figures. www.geopolitics.in

GOOD RESPONSE: The five-day show in 2009 saw the largest number of business and other visitors than in any Aero India Show before Perhaps, the only aircraft that will attract the most attention will be world’s mostadvanced combat aircraft, the F-22 Raptor from the US. According to sources, two of the stealth fighters will be showcased as a static display. While it was inducted into the US military in 2005, the Raptor has rarely been seen outside its country and has made appearances only at a few air shows, the first being at Farnborough in 2008. According to a release by the US State Department, the only other participation has been at an air show in Chile last year. However, the fighter has also carried out flying demonstrations at the Dubai air show.

Besides these, France will be sending two Rafale fighters. This will be a first showing of the Dassault Rafale in India. The French fighter is a contender in the Indian Air Force’s competition for 126 Medium Multirole Combat Aircraft (MMRCA), vying against the Boeing F/A-18, Lockheed Martin

THE ATTRACTION OF THE SHOW WILL BE THE TEJAS, AEROSTAT, AND LIVE EXHIBITS OF UAVS

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F-16, Eurofighter Typhoon, MiG-35, and Saab Gripen. Eurofighter has also announced that the Typhoon combat aircraft from the Italian Air Force would also be at the show.

The DRDO’s emphasis on self-reliance will be on display through the governmentowned Bharat Electronic Limited (BEL) showcasing its entire range of C4ISR capabilities including Network Centric Warfare technologies developed in-house. These will include Command & Control System, Air Space Management, Multi Sensor Tracking, Situation Simulator and Tactical Algorithm for Air Defence applications, Battlefield Management System and an all-weather 24x7 coastal surveillance system.

In addition, new products and technologies including Software Defined Radios, Next Generation Bulk Encryptor and High Data Tactical Radio will also be on show. Airborne products to be displayed include Radar Finger Printing System, Data Link, Digital Flight Control Computer and Identification Friend or Foe. Also on display would be the complete range of Opto Electronic equipment, including Night Vision Devices, Digital Hand Held Compass and Advanced Land Navigation System.

Akash, the Indian-made guided missile air defence weapon system, for which BEL is the lead integrator, will be displayed among the static displays. Another major system is Weapon Locating Radar, the state-of-the-art passive, phased array radar, which has undergone successful user trials by our armed forces.

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gONLOOKER BLOW HOT, BLOW COLD AND A JC THE GOVERNMENTS of Pakistan and Afghanistan have agreed to establish a joint commission to enhance their fight against militancy. Pakistani Foreign Minister Shah Mehmood Qureshi announced the formation of the new commission at the end of a meeting in Islamabad with his visiting Afghan counterpart, Zalmay Rassoul.

Qureshi reiterated that Pakistan is committed to the fight against terrorism.

"We will set up a two-tiered joint commission at the foreign ministers’ level and at the level of senior officials," he said. "And in this joint commission, we will have the Foreign Office, the military and the intelligence jointly engaging with each other and working together to achieve peace and security in the region. “The Pakistani Foreign Minister says the continued high-level process of engagements has helped build a strong relationship and partnership between Islamabad and Kabul to achieve their shared objectives. He said the two sides also agreed to set up joint working groups to enhance bilateral trade, and economic and social ties.

Relations between the two countries have been improving, but Pakistan need to take measures for real implementation of the past agreements.

ZALMAY RASSOUL Foreign Secretary , Afghanistan

Meanwhile in Delhi, Foreign Secretary Nirupama Rao raised the volume a few notches high and reiterated that there was a constant threat (to Indians in Afghanistan).

"It is not over. We have taken measures to strengthen security at embassy and projects.

We are working with the Afghanistan government to be vigilant against the possibility of such attacks," Rao told a group of 30 Afghan journalists who were given media skills training at the Indian Institute of Mass Communication and added, "People who are engaged (in terrorism) need to be dealt with. Safe havens in the vicinity of your country need to be tackled.

"I am sure people of Pakistan want peace.

But there are some groups and people who think violence is the way. There are elements in the state of Pakistan who have not done anything (to tackle terror). In fact they have allowed www.geopolitics.in

it to grow," she told the Afghan journalists.

"Pakistan has created the Frankenstein.

They will have to deal with it. The sickness is there. They have to cure it. They have to root out this evil," she added. She said India was not blaming Pakistan without any reason. "People shouldn’t think that we are attacking Pakistan.

We will set up a two-tiered joint commission at the foreign ministers’ level and at the level of senior officials

SHAH MEHMOOD QURESHI Foreign Minister, Pakistan The Mumbai attack is an evidence. The terrorists who attacked Mumbai in 2008 were from Pakistan. Kasab, the lone surviving gunman in the attack, is a Pakistani," she said.

Rao’s comments are no surprise coming ahead of the scheduled February 6-8 Indo-Pak talks in Thimphu between foreign secretaries of the two countries on the sidelines of the Standing Committee meeting of South Asian Association for Regional Cooperation ( SAARC).

In another corner of the globe, Pakistan’s permanent representative to the Conference on Disarmament told delegates that Washington’s decision would "destabilise the security environment in South Asia". "Membership of the NSG will enable our neighbour to further expand upon its nuclear co-operation agreements and enhance its nuclear weapons and delivery capability. As a consequence, Pakistan will be forced to take measures to ensure the credibility of its deterrence," Zamir Akram told the conference.

Vikram Sood, a former Indian intelligence chief, said, "This is blackmail. India’s membership [of the NSG] would work the other way, we will be bound by rules and treaties, to ensure the non-proliferation treaty is followed. This is We have taken measures to strengthen security at embassy and projects. We are working with the Afghanistan government to be vigilant against the possibility of such attacks

ZAKAT FUNDS MISAPPROPRIATED IN SAUDI! IN DECEMBER US diplomatic cables posted by WikiLeaks painted US officials as unhappy with the Saudi Arabian actions on the terror-financing front."Donors in Saudi Arabia constitute the most significant source of funding to Sunni terrorist groups worldwide," says one cable from December 2009, adding that the groups "probably raise millions of dollars annually from Saudi sources, often during Hajj and Ramadan," quoted by The Washington Post.

According to the Post, the assessment clears the royals of involvement but shows the politicians’ links to a complex web of organisations established by a network of Muslim Brotherhood leaders and supporters, including some that have been indicted or designated as terrorist financiers by US authorities. The assessment says that "increased diligence and efforts are warranted" to prevent further "misuse [of] the Saudi charitable infrastructure," calling the web of organisations "an example of the extent to which the Muslim Brotherhood is using moderate-seeming politicians to further its extremist agenda".

"This network, which the authorities in the kingdom and the United States have never been able to get their arms around, continues to purposely mislead individuals" in the kingdom about the ultimate destination of the funds they are distributing, Saudi official said. The official said he had provided the assessment to illustrate the scale of the challenge Saudi authorities face in trying to interdict funds provided by wealthy individuals for extremists, when the money flows through a huge network of legitimate charities and other organisations, many of which are involved in funding non-violent Islamist political activities.

A report prepared recently for the Gulf Cooperation Council — an association of regional states — found that 86 per cent of all private charitable organisations operating in the region are based in Saudi Arabia.

NIRUPAMA RAO Foreign Secretary , India a Pakistani cover-up," he said.

Pakistan’s military leadership is determined to maintain the current ratio of nuclear warheads between India and Pakistan and is concerned that India is pulling ahead following the 2009 launch of a domestically-produced nuclear submarine.

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O N L O O K E R EUROPE DIVIDED OVER CHINA ARMS SALES ELECTRONIC VIGILANCE ON NEPAL BORDER THE SASHASTRA Seema Bal (SSB) has decided to install electronic cameras at almost every point on the Indo-Nepal border in Uttar Pradesh. Indians and Nepalese cross the borders via 11 transit points everyday but cameras cover only a few points in Bahraich and Siddharthnagar districts.

Once installed at every point, any unusual activity could be recorded and instantly the security forces nearest to the location would be alerted. SSB says the border would still be porous for illegal elements to cross at night but at least daytime entry could be checked if foreigners use entry points nearer to the checkposts.

According to SSB, since China is setting up study centres in Nepal, close to the border with India, more Chinese would enter India

with the support of Maoists, pretending to be tourists from Nepal. In a recent incident, three Chinese including a woman were arrested in Bahraich. They claimed to be tourists but without any visa. Strangely, one of them had an Indian PAN (Permanent Account Number) card. They were caught filming important installations.

SSB said work on electronic surveillance started about a year ago but recent developments had forced the authorities to expedite the matter. The SSB as well as the border district police are also seeking appointment of personnel with working knowledge of Chinese language, as the security personnel had difficulty in understanding what the three caught in Bahraich were saying, apart from some broken English that could be understood.

OBAMA TO TRAVEL FOR THE FIRST TIME TO SOUTH AMERICA

BARACK OBAMA will travel to Brazil, Chile, and El Salvador later this year. The trip would be President’s first visit ever to the South America as a President as well as a private citizen and that it would be an important tour to build partnerships with the three emerging countries. The President said he planned to www.geopolitics.in

"forge new alliances across the Americas," during his visit.

USA’s ties with Brazil have already been strong in clean energy, global growth and the more recent assistance to Haiti. However, Obama’s visit to Brazil would be focussed on exploring more areas of mutual interest, National Security Council spokesman Mike Hammer told media. Visit to Chile would further help America discuss bilateral and regional co-operation among the two countries in matters including nuclear security, clean energy and crisis management, Hammer informed. The last phase of Obama’s March tour to El Salvador will emphasise the importance of the large number of Salvadorans in the United States who are contributing towards American economy and creating "tight links" between the two countries, he said.

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BRITAIN IS on a collision course with the European Union over the sale of arms to China. Since the Beijing government’s crackdown on protestors in Tiananmen Square in 1989, EU member states have been banned from selling goods that could be used by the Chinese military.

Beijing has just signed a series of multi-billion-dollar deals with European companies. China says it is also prepared to buy up to $7.9 billion of Spanish government debt at a time of heightened fears over the future of the euro currency.

Many EU leaders, including the bloc’s foreign affairs chief Catherine Ashton, have suggested it is high time the arms export ban to China was revised.

Britain, while welcoming its own slice of Chinese investment, is at odds with EU countries that want to repeal the embargo. The UK’s position remains exactly as it has been over the last few years, which is now not the right time to lift the ban.

Chinese President Hu Jintao visited Washington in January and sought to calm fears over China’s investment in its military. He said China did not engage in arms races or posed a military threat to any country and would never seek hegemony or pursue an expansionist policy. Despite military spending estimated at $78 billion in 2010, China’s armed forces still lag behind the US and NATO.

February 2011

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TELLIS’ TAKE ON MMRCA INDIA’S ACQUISITION of 126 new medium multi-role combat aircraft will play an essential role in India’s transformation from a regional power to a global giant , according to a South Asia expert.

Eight countries and six companies eagerly await the Indian Air Force’s selection of a new medium multi-role combat aircraft. The winner of the competition for the $10 billion deal will also gain a toehold in a lucrative market, writes Ashley J. Tellis, a senior associate at the Carnegie Endowment for International Peace, a Washington think tank, in a paper.

Analysing the technical and political factors India must consider in awarding the contract, Tellis argues that India needs to decide quickly, avoid splitting the purchase between competitors, and buy the "best" aircraft to help India prepare for future security competition in Southern Asia. European aircraft are technically superb, but US entrants are formidable “best buys”.

“Unfortunately, the advantages in the US fighters are not sufficiently recognised, so if Washington wants an American aircraft to win the game, it must offer generous terms on the transfer of technology, assure India access to fifth-generation US combat aircraft, and support India’s strategic ambitions." India also needs to consider its future force structure in making its decision, states Tellis, suggesting, “With combat aviation technology rapidly evolving, the Indian government should select the least expensive, most mature, combat-proven fourthgeneration fighter as a bridge to procuring more advanced stealth aircraft in the future.”

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IAF TO USE LENGPUI

THE INDIAN Air Force (IAF) has sought to use Mizoram’s lone civil airport in Lengpui village, nearly 38 km from Aizawl, on a long-term basis to obtain help from the state government, to land its transport aircraft and park them there.

The IAF has been using the Lengpui airport for occasional landings and take-off under a shortterm arrangement worked out earlier with the state government. The IAF has now proposed a plan to set up an air defence radar station along the state’s borders with Myanmar and Bangladesh. Mizoram has 404 km and 318 kmlong international borders with Myanmar and Bangladesh, respectively.

FIGHTER PILOTS ARE SMARTER THE BRAINS of fighter pilots are smarter and more sensitive than others, a new study has found. For their study, researchers from University College London compared the cognitive performance of 11 frontline RAF (Royal Air Force) Tornado fighter pilots to a control group of a similar IQ with no previous experience of piloting aircraft.

All the participants completed two ‘cognitive control’ tasks used to investigate rapid decision making. Diffusion tensor imaging, a type of MRI brain scan, was then used to examine the structure of white matter connections between brain regions associated with cognitive control.

The researchers found that fighter pilots have superior cognitive control, showing significantly greater accuracy on one of the cognitive tasks, despite being

more sensitive to irrelevant, distracting information.

"We were interested in the pilots because they're operating at the limits of human cognitive capability — they are an expert group making precision choices at high speed.

US EYE ATTACK COPTER DEAL HAVING ALREADY bagged some mega defence deals, the US now seems quite smug about cornering an even greater share of the lucrative Indian arms market.

The growing US confidence can be gauged from the fact that though the field trial evaluation process for acquiring 22 heavyduty attack helicopters for IAF is still in progress, the US Congress has already been notified by the Obama administration about the impending $1.4 billion contract.

While India is still evaluating the two helicopters (Apache and Havoc) in contention and the final selection will take some time, it has not stopped the US Defence Security Cooperation

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Agency from notifying its Congress in advance so that, in the event that the proposal is selected, the US may move as quickly as possible to implement the sale.

The notification even lists out what India “will request” as part of the “complete package” which includes 812 AGM114L-3 Hellfire Longbow missiles, 542 AGM-114R-3 Hellfire-II missiles, 245 Stinger Block I-92H missiles, 12 AN/APG-78 fire-control radars and the like.

Holding the “proposed sale” will strengthen the Indo-US strategic relationship, the notification says that the Apaches “will improve India’s capability to strengthen its homeland defence and deter regional threats”.

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IAF REFUELLER RACE A RACE to sell air-to-air tankers to the IAF for about `6,000 crore that was cancelled last year, is set for a re-run with a European and a Russian competitor in the fray after the US's Boeing has withdrawn.

Airbus Military has decided to re-bid for the contract after the global tender was reissued in September last year. The original tender was scrapped last year due to Finance Ministry objections.

The Spain-based firm, part of European conglomerate EADS, was on the verge of clinching the two-cornered contest but Finance Ministry's reservations over the steep

MORE C-130 J FOR IAF LOCKHEED MARTIN is in talks with the Indian government for a follow-on order of six additional C-130 J ‘Super Hercules’ transport aircraft through the Foreign Military Sales route. It is also, separately, in discussions with the Ministry of Defence over the supply of its Javelin anti-tank missile systems.

“Yes, we are in discussions. They are

COMSAT FOR IAF THE INDIAN Air Force (IAF) will soon get its first dedicated communication satellite for networking its sensors and weapon platforms, which will help in upgrading its war-fighting capabilities.

“We are going to soon get a dedicated satellite for communications... Satellites are common to all three services but under network centric issues, they are primarily for addressing communications,” Assistant Chief of Air Staff Air Vice Marshal M Matheswaran said in New Delhi recently and added that the IAF would continue to network its assets for the next five to seven years to be a fully network-enabled force. He www.geopolitics.in

price of the A330 multi-role tanker transport (MRTT) led to the cancellation of the contract.

The IAF will use mid-air tankers to refuel combat jets in flight to save time and multiply its missions. The IAF's tanker aircraft expansion programme is already behind schedule by three years and the cancellation last year delayed it further. But the IAF's decision to go in for a global competition signalled its

obviously very pleased with the first six aircraft, and that is actually a better question to the IAF as to when they are going to want the follow-on aircraft,” Lockheed Martin India chief Roger Rose said in an interview recently.

However, there has been rampant speculation that the the aircraft will be without a number of communication interfaces, due to a combination of India's refusal to sign two strategic pacts, the Communications Interoperability and Security Memorandum of Agreement (CISMOA), and the Basic Exchange and Cooperation Agreement for Geo-spatial Cooperation (BECA) with the US government.

America's strict technology export regulations forbid the transfer of critical technology to non-signatories. And New Delhi's position is shaped largely by the hardball stand adopted by the Indian Air Force that the said strategic agreements infringe on its military sovereignty.

further added that network centricity improved the awareness of pilots and battlefield commanders about the scenario during war time and would help in “getting better utility from same amount of resources by networking all the resources”.

He said the IAF had already started working on networks such as the integrated air command and control system (IACCS) and the AFNET, which will form the backbone of a network-enabled IAF. Asked to compare the developments in China and Pakistan towards achieving network centricity, he said India was “leapfrogging” to the latest technology in the world, which would give it “an advantage” over its adversaries in both the east and the west.

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dissatisfaction with Moscow's after-sales service.

As the Finance Ministry had objected to the cost of about $1.5 billion for the MRTT, this time the Defence Ministry is understood to have gone in for a different model to calculate the price that aims to take into account the expenses incurred on not just buying but also on maintaining the aircraft.

BEL SUPPLIES P-8I

DEFENCE PUBLIC sector undertaking Bharat Electronics Limited (BEL) has supplied a critical equipment to US aerospace major Boeing for the Navy's P-8I maritime patrol aircraft that will help it identify friendly and enemy planes and forces.

BEL delivered the Indian-designed Identification Friend or Foe (IFF) Interrogator — a battle management system — that will enable P-8I aircraft to distinguish friendly aircraft and forces. Boeing will install the system during P-8I final assembly at its facility in Renton, Washington.

Indian indigenous deliveries for P8I also include BEL's Data Link II communications system, Avantel's mobile satellite system and the Electronic Corporation of India Limited's (ECIL) speech secrecy system. Boeing will deliver the first of eight P-8I aircraft to India within 48 months of the original contract signing, which took place in January 2009. India is the first international customer for the P-8 aircraft of Boeing and P-8I is a variant of the P-8A Poseidon that Boeing designed and is building for the US Navy.

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MAN ON A MISSION: A fighter pilot's life seems to be glamorous but in reality, it contains considerable prestige, responsibility, risk and much more

GEOPOLITICS

FIGHTERS OF OUR

FLYING MACHINES F A fighter pilot is always looked at with awe and wonder.

Adulation apart, it is a tough life: away from home and family, daily contests with challenges, keeping in tune with flying techniques and technologies and much more.

ROHIT SRIVASTAVA finds out what it takes to become one of the young men who fly our fighting machines

www.geopolitics.in

IGHTER PILOTS are, perhaps, the most romanticised among personnel of the armed forces. The picture that we commoners have of him is a smart, suave, daring young man full of life and enthusiasm, often sporting aviator glares. But behind this glamour is a whole lot of really hard work.

Controlling the fastest and most lethal machines made by man that can hit deep within enemy country with precision makes them the most admired soldiers. This requires immense mental, physical and psychological capabilities.

AS AN AIR WARRIOR Today, a pilot may be alone in the air but certainly not without the support of his colleagues on the ground.

In India, the Air Force is a unique service: its fighting arm comprises officer fighter pilots. Every service has fighting branches and non-fighting branches. In the Navy, an Admiral, who is commanding a ship, can sink with the ship. In the Army, the highest ranking officer directly involved in battle could be a Brigadier. But in the Army and the Navy —

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both the fighting and the non-fighting branches — the casualty is shared by all. In the Air Force, however, the battle casualty essentially involves fighter pilots. Although airmen (non-combatant service-staff) can get killed during attack on an air base, the instances are usually rare.

Pilots of other branches like transport and helicopter also die in action, but most often do not operate in hostile conditions. As Air Marshal Satish Inamdar, former Vice Chief of Air Staff, said, “Transport being shot down is exceptional while a fighter getting hit is a rule.

The highest battle casualties in the IAF are the wing commanders of the flying branch.”

WHAT IT TAKES TO BE ONE It is said that you can never train one to be a fighter pilot; he is born to be one. Such is the constitution of mind, spirit and body of a fighter pilot.

Said Wing Commander Praful Bakshi (Retd), “The fighter pilot remains the cream of the fighting force of India, because he works in an environment where he is put under stress to the limit of human endurance and beyond the envelope of performance. What is February 2011

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A fighter pilot’s reflexes have to be very fast.

The information available for decision-making in a cockpit is immense and the time available to make one is in a few seconds. This puts unbelievable pressures on a pilot. Constant working in such an environment can take toll on any human. This is where the IAF steps in with support and training. A sound mental state is a must in an air combat. The one who loses his mental control loses the battle.

Remembering his training days, Air Marshal Inamdar said, “They are constantly indoctrinated for mental control. Once you get angry, you lose in a dog fight (air battle).

Being resolute is not same thing as being angry. There is an element of irrationality in an angry person.” Irrationality has no place in any combat, he pointed out. One has to be rational to make correct decisions.

Explaining the concept, he mentioned, “Vivek is part of resoluteness and Tamas is part of anger. In air combat, one simple truth is that there is no price for being a runner-up.

You have to save yourself in air combat by getting into it. You don’t run away.”

To have this kind of dedication, family support is quite essential. Said Air Vice Marshal Kapil Kak (Retd), “The wife of a pilot plays a very important role. There is a sense of family and fraternity, which have a positive impact on the morale of the pilot.” Therefore, one hidden aspect of the strength of any fighting force is support from family and society at large.

Tasks for fighter pilots are becoming more exacting with every generation of technology.

Every successive generation aircraft may make flying easier but the fighting is becoming more difficult. With automatic electronic scanned array radar, everything is now clear to the pilot in cockpit.

AMONG THE BEST: IAF pilots have been rated among the best in the world. Thus, their outstanding performance is the result of scrupulous training. Indeed!

TRAINING IAF pilots are rated among the best in the world. Air Marshal Inamdar, recalled, “I have flown with many air forces; our pilots are among the very best of them, thanks to our painstaking training!” In fact, in a joint exercise with the Americans in 2004, US F-15Cs were said to have been defeated more than 90 per cent of the time in direct combat exercises against the IAF pilots. The Americans openly admitted that the numerical analysis and problem-solving capability of IAF pilots were the best in the world. On the face of it, the performance of the IAF, with its oft-reported air

Pilot training in India AB INITIO pilots course (Common for fighter, transport and helicopter streams), designed to train newly inducted cadets, is conducted to impart basic flying training.

All individuals, who join the flying branch, take this course for a year before specialising on fighter, helicopter and transport aircraft. _ Transport Conversion Course The objective of this course is to prepare an officer-in-training to operate as pilot-in-command on a transport aircraft.

This course provides support to enable the officer-in-training to handle initial conversion on a turbo-prop twin-engine transport aircraft. _ Qualified Flying Instructors Course After gaining expertise in the field, a pilot in the Indian Air Force can become a Flying Instructor. The objective of this course is to teach the methodology of imparting flying instructions on basic trainer aircraft. On completion of training, an experienced pilot is capable of preparing cadets for the flying branch of the Indian Air Force. _ Test Pilot Course After relevant experience, a pilot can become Test Pilot.

crashes in aging, non-American fleet, might seem surprising. But US officials admitted that Indians were much better than they had bargained for.

That, however, does not distract from the fact that Indian pilots will probably be the only ones in the world to undertake flight training for advanced fourth generation jets without any jet trainer. Till now, most of the jet training was done on the MiG 21, a third generation fighter plane. In fact, the IAF has come under criticism for the delay in acquiring jet trainers.

In the last one-and-a-half decade, more than 40 air crashes have taken place and Courts of

The purpose of this course is to train a skilled pilot to undertake developmental flight-testing of aircraft weapons, avionics and other related systems. The course provides pilots the necessary expertise to support evaluation and testing of various options before and after aircraft are selected for final induction into service. _ Flight Test Engineer Course (fixed/rotary wing/avionics/instrumentation) This course is aimed at veteran aeronautical engineers to help them gain expertise as Flight Test Engineers on fixed/rotary wing.

They are also trained to estimate the fight measurement operation cost with relevant analysis and precision. _ Pilot Attack Instructors Course Select pilots of the fighter stream take the Pilot Attack Instructors Course. The objective of the course is to introduce them to details of air-launched weapons and their effective employment. _ Fighter Combat Leader Course This course is targeted at veteran pilots of the fighter stream to train them in the art and science of aerial combat in a multi-aircraft scenario. The course curriculum also includes a wealth of information about air weapons and strike tactics. This course is the pinnacle of achievement for a Fighter Pilot, a qualification that all aspire to.

(Source - IAF website)

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Top of the line: Tested and tried INDIAN AVIATION recently reached a milestone by having the first combat aircraft LCA Tejas, receiving Initial Operation Clearance. It was a moment of pride for the nation. But in this euphoria, we almost ignored the men who fly these aircraft: the test pilots. A test pilot is the one who flies an aircraft for the first time after it is manufactured and its ground testing completed.

India began sending its best pilots for training to Europe and Russia to become test pilots. Every year, a pilot was sent to Russia, France and Britain after 1971 as India didn't have the facility for training.

But in last decade, India's requirement of test pilots has shot up.

Sharing his experience, Air Marshal Satish Inamdar, a former test pilot, explained, “Test pilots are the best of the lot. To be a fighter pilot, one has to be a test pilot. One should have aptitude, mental alertness and ability to handle aca-

Inquiry has put the onus on either technical fault or human error. It has been alleged that the sudden jump from Surya Kirans (subsonic trainers) to MiG 21, poses immense challenges to a rookie pilot.

Air Marshal Inamdar opines: “Nowhere air force pilots are trained on difficult aircraft like MiG 21s and go to squadrons to fly simpler aircraft. All modern aircraft are simpler aircraft operationally. The MiG 21 is a very challenging aircraft and it is not designed to be a trainer but we had no choice.”

The lack of trainers has also impacted on the time duration and effectiveness of the Air Force and has also costs attached to it as the pilots were trained on actual fighters, thus reducing the life of planes as well. Said Wing Commander Bakshi, “The lack of advance jet trainers has been a continuous headache for the Indian Air Force because young pilots are forced to enter the realm of high performance fighters flying right from basic jet flying and skipping the most vital training in various aspects of operational flying. This results in the young pilot being unable to cope with not only different situations in combat flying but also take a huge amount of time in operational cockpits to learn the tricks of the trade. This shortcoming has resulted in loss of aircraft in accidents and priceless lives of young pilots. It may be noted here that the cost of training a fighter pilot is around `8 crore and for a transport pilot it is around `3 crore. It takes almost www.geopolitics.in

demics. He must have a scientific mind, ability to understand, assimilate and master technology. Along with mental ability, a test pilot has to be physically extremely gifted in terms of strength, endurance and mental fitness.”

There are three types of test pilots on the basis of the plane they fly. Production test pilot who test fly the planes first time after production, second is development test pilot who fly upgrades of already operational planes or newer version of operational aircraft. In India, till now, these were the two who were employed, but with India developing its own indigenous aircraft like LCA, experimental test pilot has begun to emerge. Out of all three, the last one has the most difficult and challenging job. It is these pilots who test and evaluate an unproved, unused system and analyses it. Or we can say, they risk their life on an aircraft which hasn't taken to sky ever.

20 years for the IAF to recover cost of training.

Today, things seem to be on the right track.

The Advanced Jet Trainer Hawk has been inducted into the training and slowly the MiG 21s are being phased out. This will reduce the time spent in training. For future pilots, the training will be easier and shorter.

CAREER ASPIRATION Liberalisation has put up numerous challenges at unexpected places. Better job opportunities available have lured away youngsters from joining the forces. There is a serious shortage of officers across the three services.

The problem has been compounded by the fact that many fighter pilots have expressed the desire to quit the service. At present, the shortage is somewhere between 550 and 600 pilots. The sanctioned strength of the IAF is 39.5 squadrons (consisting of 12 to 24 planes), but it actually has around 30. There is a shortage of pilots for the current number of squadrons. The problem will become more acute, if the present trend continues, when the IAF has 42 squadrons by 2022 as targeted.

Around 101 pilots of the IAF have applied for premature retirement during the last one year. In the Parliament last year, the Defence Minister said, “The broad reasons furnished by the applicants for grant of the premature retirement are supercession, lack of career progression, medical and compassionate grounds.” The situation, of late, has changed

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WISDOM OF WARRIOR: Physical strength along with mental endurance and psychological capability makes the most admired fighter pilot and sources have suggested that due to downsizing among private civil carriers and the acceptance of the sixth pay commission, many fighter pilots have taken back their retirement applications.

This does not, however, minimise the problem of career progression. The IAF’s pyramidical structure is not able to provide aspirational fulfilment to the vast majority of pilots. Retirement is associated with rank and thus there is no fixed age of retirement. Putting things into perspective, Air Vice Marshal Kak said, “The civil services and political leadership are not adequately sensitive to this human resource constraint. Merely doing cadre review and increasing senior ranks would not do what is essential. I think the nation owes it to the highly professional, motivated, aircrew to find them alternative careers after they retire early in life. This problem is unique for pilots.”

Fighter pilots form a very significant part of the critical human resource of the nation. In Pakistan and China, the national carriers are flown by air force pilots, where they go for a few years and then come back to fly air force planes. As a result, those air forces do not have a dearth of good pilots.

Wing Commander Bakshi added another aspect. He said, “The main reason of shortage among fighter pilots is that society at large doesn’t consider fighter flying as a worthwhile profession. This has resulted in the youth lacking fire and enthusiasm to enter into the fighter cockpit as was in past.”

Fighter pilots are the cream of our society in terms of their capabilities and quality. For a country with security challenges and threat of war, their importance is even more as they would be the first line of attack. If nuclear deterrence crumbles, it is the fighter pilots who will be in the forefront of the country’s credible second strike capability.

February 2011

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TEJAS

TAKES OFF With the Initial Operational Clearance (IOC), the home-grown Tejas, a fourth-generationplus aircraft, has finally arrived. After crossing a number of challenges, the development of the Tejas is witness to the leap taken by Indian aviation industry

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O

VERCOMING A plethora of hurdles and challenges for almost 27 years now, India’s homegrown, supersonic fighter jet Light Combat Aircraft (LCA) Tejas, crossed a major milestone in its journey towards the ultimate induction into the frontline fighting formation of the Indian Air Force (IAF) when it received the Initial Operational Clearance (IOC) on January 10, 2011.

At an impressive ceremony held on the sprawling campus of the Hindustan Aeronautics Ltd (HAL) in Bangalore, Indian Defence Minister A K Antony handed over the IOC certificate to IAF Chief P V Naik with the assurance that this flagship aerospace project would be backed to the hilt. Incidentally, the IOC certification involves specific processes including validation tests to determine the various operational parameters of the fighter and functional fitness of its subsystems including avionics, propulsion and radars to ensure safety at all levels of aircraft operation. The multi-mission tactical fighter

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Tejas, which was conceived way back in 1983 with a view to replace the aging Soviet era Mig-21 combat aircraft in service with IAF, is, however, far from a potent strike weapon in its present configuration.

That is exactly why Antony said that Tejas had now reached the “semi final stage”, thereby implying that it needs further fine tuning and qualitative improvements through a series of rigorous flight trials that IAF will carry out in the months ahead to reach the goal of Final Operational Clearance (FOC) for its eventual induction into the fighting squadron. Antony made it clear that money would not come in the way of transforming Tejas into a formidable combat platform. “After crossing a number of challenges and accomplishing significant series of milestones of envelope expansion, sensor integration and weapon delivery in over 1,500 sorties, the country is poised for a major turning point with the declaration of IOC by the Centre for Military Airworthiness and Certification (CEMILAC). CEMILAC has February 2011

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QUANTUM LEAP: Defence Minister A K Antony handing over the ‘service document of Tejas’ to the Chief of the Air Staff, Air Marshal P V Naik, during initial operational clearance function of Tejas, held at Bengaluru on January 10, 2011 painstakingly evolved the roadmap for release to service certification and finally ensured all goals are accomplished,” observed Antony. The minister also noted that indigenous Tejas would go a long way in enhancing national security and the pride of the nation towards building our own combat aircraft capability. Thanks to the Tejas programme, noted Antony, India has now developed confidence and competence to take up the challenge of building Advanced Medium Combat Aircraft (AMCA) and Unmanned Air Combat Vehicle (UACV ) incorporating the technology of tomorrow.

With a take-off weight of around 13 tonnes, Tejas is capable of flying at supersonic speed at all altitudes and described as the world’s smallest and lightest fighter jet in its category. However, it is still not compliant with the operational requirements of IAF. As pointed out by Naik, “There are some areas where work still needs to be done. There are aspects that need to be improved. We have agreed to a list of concessions for IOC. But we are sure that the Aeronautical Development Agency (ADA) will fulfil those by June.

We hope for full operational clearance in a couple of years. The refinements we are looking for include wake penetration tests, all weather clearance and lightning clearance”. He also revealed that IAF will station the first two squadrons of Tejas at Sulur near Coimbatore. While calling Tejas “a dream come true”, Naik noted that in terms of capability and performance, it is comparable to the Swedish Gripen fighter. But then, as of now, Tejas is not yet a fourth-generation fighter aircraft. “It can, of course, come up to www.geopolitics.in

A modern-day Bhagiratha DR KOTA Harinarayaan, the former Programme Director of LCA Tejas, who is currently a Raja Ramanna fellow at the Bangalore-based National Aerospace Laboratories (NAL), is widely recognised as the “architect and father” of this Indian fighter aircraft.

Not surprisingly then, he came in for all round praise from Indian Defence Minister A K Antony during the function held to mark the IOC of Tejas.

Drawing from Hindu mythological lore, Antony described Kota as the modern-day Bhagiratha of Tejas.

Antony’s observation was that like the Bhagiratha of yore who brought the river Ganga to the earth from the celestial abode of Shiva, Kota was instrumental in giving a “form and shape” to the LCA which was named Tejas (meaning radiance in Sanskrit) by the then Indian Prime Minister Atal Bihari Vajpayee in 2004. According to Antony, the carrot-and-stick policy adopted by Kota was instrumental in giving the required momentum for the take off of the Tejas project. In a similar vein, DRDO chief V K Saraswat noted that but for Kota’s leadership, the Tejas would not have come to the stage it is in now.

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that level given the technology but it needs more work,” observed Naik. Without mincing his words, Naik made it clear that Tejas would be used for medium to low-end missions since it is not an air superiority fighter like Su-30MKI. Tejas, however, has its own utility in the overall configuration of the front line fighting fleet of IAF. In particular, the LCA can be used for offensive tactical warfare and it is designed for air-to-air, airto-sea and air-to-ground roles. Aerial warfare experts are of view that Tejas is best suited for short duration missions while the costlier and heavier class Su-30MKI can fly long duration operations. Tejas has a tailless compound delta configuration with size and weight advantage and better close combat, high speed and high angle of attack characteristics. The longitudinal stability of the fighter has been relaxed to enhance agility, manoeuvrability and performance under stringent battlefield conditions.

Meanwhile, India’s state-owned aeronautical major Hindustan Aeronautics Ltd (HAL) is gearing up for the production of eight Limited Series Tejas and 40 MK I versions of the aircraft for which IAF has already placed orders. Tejas MK1 will be powered by the US made GE-404-IN 20 engines. As envisaged now, HAL expects to deliver the first lot of four limited series production Tejas to the IAF by the end of this year. However, the delivery of the full-fledged and totally weaponised MK I version of Tejas will commence from 2013. HAL Chairman Ashok Nayak has expressed confidence that HAL will be in a position to meet the requirements of the IAF within the stipulated timeframe. But then whether HAL, which has currently a capability to roll out just ten aircraft a year, will be in a position to deliver Tejas within the time slot projected by IAF, no one is sure as yet. It is estimated that IAF would need up to 200 Tejas, each of which carries a price tag of around Rs 200 crore.

Similarly the Indian Navy, for which a naval version of Tejas is now under development, is expected to acquire 40 Tejas naval fighters to replace its obsolete British-origin Sea Harriers. The operational version of naval Tejas fighter too, is expected to be powered by the higher thrust GE-F-414 engine. Also under development is a trainer version of Tejas.

The IAF also plans to develop a base at the strategically situated Kayathar, close to the southern tip of the country, to station Tejas fighters in the future. However, IAF sources stated that it would take time to build the air station at Kayathar which boasts of a World War-II airstrip. Interestingly, all the pilots who have flown Tejas aircraft have testified February 2011

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Indigenous fighter with foreign help THE TEJAS (formerly known as LCA or Light Combat Aircraft) is India’s second indigenous jet fighter design, after the HF-24 Marut of the 1950s. It is supposed to be the world’s smallest, lightweight, multi-role combat aircraft. Its development began in 1983 with a budget of Rs 560 crore. The basic design was finalised in 1990 and the first prototype rolled out on November 17, 1995. On January 4, 2001 at 10.18 am, the first LCA Prototype TD-1 (Technology Demonstrator1), finally took off on its first flight from Yelahanka Air Force Station.

The configuration is a delta wing, with no tailplanes or foreplanes, and a single vertical fin. The LCA is constructed of aluminium-lithium alloys, carbonfibre composites, and titanium. The design incorporates “control-configured vehicle” concepts to enhance manoeuvrability, and quadruplex fly-by-wire controls. Both prototypes are powered

by General Electric F404-GE-F2J3 engines, but an indigenous engine, the GTX-35VS Kaveri, is being developed for the production of Tejas. Kaveri project is getting delayed because of its failure in achieving the required thrust-to-weight ratio.

Following India’s nuclear weapons tests in early 1998, the United States placed an embargo on the sale of General Electric 404 jet engines which are to power the Tejas. The US also denied the fly-by-wire system for the aircraft sold by the US firm Lockheed-Martin. As of June 1998, the first flight of the Tejas had been delayed due to systems integration tests.

Situation, however, improved, with the consequent strengthening of Indo-US relations, but not before the project cost rising to a whopping Rs 5,778 crore from the initial estimate of Rs 3,300 crore in the mid-1980s.

The Indian government had a couple of months ago chosen the GE-F414 as the new engine for future LCAs after rejecting its competitor Eurojet’s EJ200 engine. The situation may change only after the indigenous Kaveri engine is developed.

to its unique handling quality. India has so far invested ‘25,000 crore on LCA Tejas’ development programme.

Since the IAF has found MK I version of Tejas to be far from adequate to meet many of its operational requirements, an improved MK II version of the aircraft powered by a higher thrust GE-F-414 engine would be developed. The first flight of MK II type of Tejas with a retractable fuel system and many other improvements over MK 1 version is likely to take place in 2014 with a plan to roll out the MKII fighter in 2016. The IAF has expressed interest in acquiring 80 of the MKII fighters. India would be importing 99 GE-F-414 engines from USA for the MKII development programme. The home-grown Kaveri engine which was taken up for development by the Bangalore-based Gas Turbine Research Establishment (GTRE) around two decades back has been found to be far from adequate to replace the US power plant of Tejas. The Kaveri engine -- that has already gone through a series of high-altitude tests in Russia -- has been marred by the problem of low thrust. As such, the Defence Research and Development Organisation(DRDO) under which GTRE functions - has decided to upgrade the engine in a tie-up with the French engine major Snecma so that it can power the AMCA that will feature stealth and super cruise capabilities. According to DRDO Director General V K Saraswat, it could take up to five years for the upgraded Kaveri to get ready.

The most striking, singular achievement of the Tejas development programme, however, was that the aircraft went through more than 1500 flights without a single mishap.

Even so, as repeatedly pointed out by Antony, “sceptics and doubting Thomases” had long back written off Tejas as a highly unviable aeronautical project.

As it is, the Tejas development, involving the mastery of a range complex and innovative technologies, was ably supported by a variety of organisations including ADA, HAL, NAL (National Aerospace Laboratories), IAF and DRDO in addition to a range of Indian academic institutions and Indian industrial entities in both the private and public sectors.

This public-private partnership helped take up the challenge of successfully leapfrogging into the fourth generation technology. Since the first technology demonstrator was flown in January 2001, the fighter development programme has achieved a number of milestones including cold and hot weather trials, sea level trials, bombing trials as well as sensors and weapons integration.

Clearly, the process of developing Tejas has

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helped upgrade the manufacturing base of Indian industry as well. The skill level and “small and medium enterprises played a major role in the production of test equipment and components,” says Ashok Saxena, Managing Director of Navv Avia Technologies.

“These companies are now getting business from many foreign firms looking for good quality, low cost outsourcing for their programmes,” he says. According to DRDO, Tejas has helped rejuvenate the field of aeronautics in India with the capability of research, design and development, fabrication, assembly and test facilities undergoing a radical upgrade.

Indeed as pointed out by P S Subramanyam, Director, ADA, the creation of world class testing and production facilities for the Tejas programme along with the evolution of a wellorganised certification procedure and creation of a skilled and talented pool of manpower would go a long way towards supporting the futuristic fighter aircraft development projects in the country. The national asset created as part of LCA programme,” observes Subramnayam, “has contributed in a big way to India’s growing self-reliance in the critical aeronautical sector.”

Extensive use of high strength carbon composites, digital glass cockpit, helmet mounted display and sight (HDMS) for enhanced situational awareness, integrated digital avionics system, fly by wire flight control system and multi-mode radar (MMR) are some of the advanced technology features that makes Tejas a “unique flying and fighting platform with multi role capabilities”. More importantly, Tejas incorporates open system computing interface in its avionics system so that it can be progressively upgraded with the better and faster processors for on-board computing. It is not for nothing that P.Rajkumar, who was instrumental in setting up the National Flight Text Centre (NFTC) for the LCA Tejas programme, has described Tejas as superior to the upgraded Mig-21 combat aircraft. The aerodynamically optimized Tejas can carry out good transonic manoeuvres with low supersonic drag. The single seat, single engine Tejas has a electronic warfare suite and would be equipped with beyond-the-visual range air-to-air missiles, anti-ship missiles, air-to-ground rockets and missiles, drop tanks-guided and unguided bombs.

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It is imperative for the Indian Air Force to redefine its role and establish a dedicated space command. That will not only enhance our military capabilities but also contain the threats posed by China and its proxy Pakistan in the future, writes AJEY LELE www.geopolitics.in

T

HE INDIAN Air Force (IAF) is presently the fourth-largest air force in the world after the US, Russian and Chinese air forces.

The primary role of the air force is obvious and that is to safeguard Indian territory from various threats in collaboration with the other fighting arms. However, in the 21st century the role of Air Force is getting redefined because of the changing nature of threat. Today, the IAF is being bestowed with diverse responsibilities. One of the major issues is the unresolved legacy of partition — the border issues with Pakistan and China are still simmering. At times apart from the fundamental dispute the situation on the borders becomes tense either because of e rhetoric or flaring-up of local issues. Such situations demand constant vigilance by the IAF units concerned. Currently, there is an ongoing debate in regard to the use of IAF for internal security duties particularly in Naxal-infested areas. The lesser publicised

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February 2011

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g GEOPOLITICS fact is that logistics and reconnaissance support is being provided by the Air Force for these regions. Disaster Management is another important area where the IAF plays a major support. Apart from these duties, the IAF is also involved in various United Nations peacekeeping operations.

The primary function of the Air Force is its responsibility in regard to the air defence of the region. During various military campaigns it is expected to achieve a favourable air situation. It also plays a major support for Army operations. To achieve all this, IAF undertakes various missions for the purposes of aerial reconnaissance, close air support, battlefield strikes, transport operations for logistical purposes and also for dropping troops and military hardware in battle zones.

Fighter and transport aircraft and helicopters are used for this purpose depending on the type and nature of the task. India is a unique country as far as its topography, terrain and climactic conditions are concerned.

INDIAN AIR FORCE IS ENGAGED IN CARRYING OUT VARIOUS RECONNAISSANCE MISSIONS It is important to note that the IAF has to operate its aircraft over deserts, tropical raindrenched areas and over snow-clad mountain ranges. The varying nature of terrain and climate brings in various limitations for air operations.

The various roles discussed are mainly tactical in nature. However, the Air Force is a

strategic force. India being a nuclear weapon state, the aerial platform is of great significance for completion of its nuclear triad.

Military power of a state plays an important role in the security dynamics of the region.

Naturally, the Air Force being an important element of any military architecture it has geo-political and geo-strategic significance.

A strong Air Force helps defiantly project the military capabilities of the nation. Today, the IAF is known for its professionalism. The force has a lot of state-of-the-art technology in its inventory. It flies a few of the best planes in the world. It has also got a few of the latest radar systems and other force multipliers like air-to-air refueling aircraft in its possession.

In India’s security scenario, a two-front war (engaging Pakistan and China simultaneously) is a reality. If this theoretical possibility becomes a reality then it could pose a major challenge to the country’s security establishment. As a part of this scenario, the

COMMANDING SPACE: Being a dynamic process, the modernisation of IAF goes beyond the addition of the latest aircraft and missiles

ARSENAL

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NET-CENTRIC WARFARE IS FAST BECOMING A REALITY IN THE INDIAN CONTEXT IAF being the only force capable of moving quickly from one theatre to another in the shortest possible time would be a major responsibility. Today, the threat of terrorism looms large and with the Naxal threat becoming more prominent, there is a possibility that the security forces would be required to witness a battle on two-and-a-half fronts: two being external and the half being internal.

Today, the IAF needs to remain prepared to address such a complex security scenario. In order to undertake both conventional and asymmetric tasks it is important to categorise the priorities and bring in structural changes in the force structure. In the 21st century, the IAF understands that threat perceptions have multiplied and the adversary is arming itself with new technology. The modernisation of the IAF is a dynamic process and goes beyond the addition of the latest aircraft and missiles. The force has learnt various lessons from the 1971 operations and subsequent campaigns in Sri Lanka, Male and at Kargil. The IAF leadership has also witnessed the roles air forces have played in the Gulf Wars, at Kosovo and in the conflict in Afghanistan. All these experiences have guided the Air Force to think beyond increasing its platforms and weapon inventory. Today, it wants to expand its sphere of responsibilities by widening the envelope in which it flies: move from the air to outer space.

In modern-day combat, assets in space play an important role. The 1991 Gulf War and the subsequent military campaigns have demonstrated what a military could gain if there are satellites available at its service.

Space technologies have military utility mainly in regard to communication, reconnaissance and navigation. Such usage of space assets is known as ‘militarisation of space’ and the developed powers are successfully utilising these in modern-day warfare. ‘Militarisation of space’ is a globally-accepted phenomwww.geopolitics.in

enon and to coordinate all operations of space assets, various states have formulated their administrative structures. India’s armed forces have envisaged a development of space command for this purpose.

Along with the IAF, the Indian Army and the Indian Navy also would require help from the satellites in space both for their tactical and strategic tasks. Currently, India has already established a space cell under its integrated defence staff (IDS) headquarters. Looking at the ever-expanding mandate of the Indian armed forces, it is becoming essential that the country’s security establishment graduates further to establish a space command.

Whether to have this command as a part of IAF or otherwise is a matter of administrative detail but what is important is to have one.

From the Air Force point of view, the dependence on space assets is increasing eveyday. The Air Force has already requested the Indian Space Research Organisation (ISRO) to launch a dedicated satellite for them. The main requirements of the Air Force are for the purposes of communication and navigation. Also, the IAF is engaged in carrying out various reconnaissance missions and a considerable amount of air effort is dedicated for this purpose. Modern-day satellites offer sub-metre resolution and could reduce the burden of the reconnaissance missions from an air force to a certain extent. Also, surveillance by space-based platforms using optical and infrared sensors and radars could enhance the IAF’s capability of gathering intelligence. India has already launched a few remote-sensing satellites that provide submetre resolution imagery and also has developed Synthetic Aperture Radar (SAR) technology. All such developments would have an impact on India’s defence preparedness. This could also allow the IAF to divert some of its air assets for other operations.

The Air Force has major plans for moderni-

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sation. It is a well-known fact that IAF is looking for induction of 126 Multi Role Combat Aircraft (MRCA). Also, there are plans for induction of other types of aircraft and helicopters. Naturally, such an increase in the high-tech force would mean a greater dependence on space systems. The IAF would have a major requirement in regard to satellite navigation. There could be various options available for the purposes of navigation like GPS, Glonass and India’s own navigational system, the Indian Regional Navigation Satellite System (IRNSS), with seven satellites (is supposed to start operations by the end of 2014). ISRO is also developing a satellite navigation system GAGAN (GPS Aided Geo Augmented Navigation) for the purpose of assisting air traffic controllers to track and improve the efficiency of air traffic over Indian air space. In the event of a military crisis, such a system would also help air operations undertaken by the armed forces. During peacetime too, it would have its own importance for military aviation.

Space technology offers significant benefits for the purpose of gathering Electronics Intelligence (ELINT), Communications Intelligence (COMINT) and Imagery Intelligence (IMINT). Also, in years to come, the IAF would like to exploit various remote-sensing technologies towards building information superiority. Net-centric warfare is fast becoming a reality in the Indian context. Various modernday standoff munitions are precisionguided/laser-based. Aircraft are in a position to deliver the munitions like the Joint Direct Attack Munitions (JDAMS) accurately on the target only with the help of navigational satellite constellations like the GPS. Space technologies being inherently dual use in nature, the Indian armed forces may be receiving some help from the country’s existing space programme. However, by design, India’s space programme has remained civilFebruary 2011

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PURPOSEFUL PLATFORM: The IAF is engaged in carrying out various reconnaissance missions and satellite navigation is one of them. A considerable amount of air effort is dedicated for this purpose ian in nature for all these years. With the changed security dynamics of the region, technological advancements and global acceptability towards the use of space assets for the purposes of assisting the military, the time has come for India to develop its independent military space programme. In the backdrop of this, the present and future requirements of the IAF and looking at the overall importance of space technology for the armed forces, India does need a separate space command.

Such a command could have specially trained space forces under its authority. These forces could involve themselves with the ground control centres to manage the assets in space and collect real-time information both during peace and war. They could evolve strategies towards optimal uses of space assets. Also, they could plan for future requirements and coordinate with other agencies in the designing and launch of future satellite missions. Such a command could effectively coordinate various types of satellite, launch and cyber operations. Apart from weather, communication, reconnaissance and navigation, it could also identify its role in regards to asymmetric warfare.

The space command would have major responsibilities in connection with the issues related to the ‘weaponisation of space’. In the 21st century it is an accepted fact that space is the latest frontier likely to be exploited for warfare. ‘Weaponisation of Space’ involves putting weapons in space and/or intentionally damaging space assets of other states by using ASAT (anti-satellite weapons) or jamming technologies. Presently, theoretical

possibilities exist about putting space-based lethal weapons systems in outer space to attack targets on earth. Technologically, since space weaponisation is not an easy task, such weapons were not taken seriously all these years. Global perceptions in this regard have changed significantly after the successful ASAT test conducted during January 2007 where China used a missile to ‘kill’ its own satellite.

In India’s neighbourhood, China is one state which is progressing rapidly in the space sector. Presently, China has got various national and commercial communication satellites in space. In fact, the China has been using satellites for military needs for more than a decade with the first military communication satellite being launched in January 2000. Recognised as China’s first advanced technology spy satellite, the country uses space technologies for ELINT, COMINT, SIGINT and IMINT purposes. The Chinese military has been exploiting various space technologies towards building their strategic supremacy.

Currently, China is working towards developing a new generation photo-reconnaissance satellite FSW Series (1 m or less resolution). It also has a Yaogan satellite series — that originated in 2006 — and is used for the purposes of remote sensing. The latest in this series Yaogan X was launched on August 12, 2010. In addition, China has its Beidou Navigation Satellites (BNTS) programme and it also has plans to develop its own global positioning systems on the lines of the US GPS constellation. This Compass (Beidou 2)-Global system is expected to offer China a global reach. The

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system would have 35 satellites to cover China and the entire Asia-Pacific region by 2012 and seven satellites in the series have been launched. The system comprises 30 satellites orbiting at a height of 15,000 miles and promises accuracy within one metre. Incidentally, China is also one of the major partners of Europe’s (under production) satellite navigation and positioning system called Galileo.

On the other hand, Pakistan’s space programme is still in a nascent stage. However, Pakistan is expected to benefit from China to procure intelligence inputs. Also, it is important to note that Pakistan has a reasonably well-developed missile programme and by carrying some modifications, it may succeed in developing an ASAT system capable of posing a threat to India’s satellites.

The IAF and other arms of India’s military establishment could, therefore, be expected to rely more on space assets both for strategic and tactical purposes in years to come. India needs to establish a dedicated space programme for its armed forces and the establishment of a space command could be the first step towards this. Induction of various military satellites by India will enhance its military capability manifold. The country’s interests in space are restricted towards using space assets for reconnaissance, navigation and communication. At the same time, it is also important for India to take a serious note of the China’s ASAT capabilities and its impact on geopolitics.

(The author was Wing Commander in the Indian Air Force and is now a Research Fellow at IDSA) February 2011

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As technology improves, newer variations of air-to-air missiles are being produced.

SAURAV JHA takes a look at the latest missiles and their relevance for the Indian armed forces

AIM 120: A market leader in the class of BVR missiles

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AIR-TO-AIR MISSILES —

THE FIFTH A

NY COMBAT aircraft in an air dominance role is ultimately as effective as the weapons it carries. Moreover, just as combat aircraft have entered the socalled fifth-generation of evolution in technology development, so have air-to-air missiles (AAMs) in both the within visual range (WVR) and beyond visual range (BVR) categories. Overall, AAMs are becoming longer ranged, more manoeuvrable, sporting “smart” seekers, and capable of both ‘lock on before launch’ (LOBL) and ‘lock on after launch’ (LOAL) homing modes. They are also being optimised for engaging low radar cross section (RCS) targets as well as internal carriage by fifth generation fighters. This piece looks at emerging trends in air-to-air missiles and surveys a range of products relevant to the Indian scenario especially with the Indian Air Force’ (IAF) Multi-role Medium Range Aircraft (MMRCA) competition nearing conclusion.

It is now universally accepted that superiority in BVR capability enabled the US Airforce (USAF) and US Navy (USN) to dominate the skies over Iraq and the former Yugoslavia. This superiority was no doubt conferred by the AIM-120 or AAMRAAM family of BVR missiles which is the market leader in this class of missiles today.

Nevertheless, it was evident to Raytheon that the AIM-120 had to evolve to meet future threats such as

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low-flying cruise missiles and low-observable (LO) aircraft. As a result, Raytheon introduced the AIM-120C7 variant of the AIM-120C series, which has entered service with US forces. The C-7 features a new guidance section in the missile’s front end, that Raytheon, says gives it an improved ability to detect, track and home in on current and emerging air threats, even when operating in a heavy jamming environment. Its redesigned front end also creates about 15.2 cm of space for future enhancements. The 3.66-m long 157kg heavy AIM-120C-7 incorporates improved electronic counter counter measures (ECCM ) with jamming detection, an upgraded seeker, longer range and is compatible with both the F-18 and F-16 both of which are contenders in the MMRCA competition.

The AIM-120D, formerly known as AIM120 C-8, is a development of the AIM-120C with a two-way data link, more accurate navigation using a GPS-enhanced inertial measurement unit (IMU), an expanded no-escape envelope, improved high-angle off-boresight (HOBS) capability — where the missile attacks a target in the launch of aircraft’s rear hemisphere, and a 50 per cent increase in range with an effective envelope just over 100 km.

The new data link thereby replaces the original AIM-120Cs existing receive-only link and enables the missile to report back after its launch position downrange to the launch aircraft. This, according to, Raytheon, is precisely what enables a credible HOBS capability — an emerging feature in new generation AAMs.

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GENERATION MBDA METEOR

Even as the Americans focus on improving seeker heads of AAMs to operate in dense electronic counter measure (ECM) environments over the skies of hostile integrated air defences (IADS), Europe has been looking seriously at another but long sought-after aspect of BVRAAM capability — the ability to chase down highly manoeuvrable and agile fighters in the ‘coast phase’, that is, just prior to intercept.

MBDA’s 185-kg Meteor seeks to accomplish this through its Bayern-Chemie solidpropellant, throttle-able, ducted-ramjet motor, which gives it a sustained Mach 4 speed even at the outer edges of the missile’s range. Measuring 3.65 metres in length the Meteor is expected to offer better kinematic performance than even the AIM-120D (which is believed to use the same motor as the current C7). Moreover it is in the export market earlier than the AIM-120D and is being offered along with arm the Eurofighter and Gripen NG in the event of an Indian purchase of either aircraft.

It has also been reported that the Meteor missile shows some early cloud shooting capabilities as it can be ‘handed off’ to other aircraft mid-flight. This is expected to improve fighter survivability in head-on engagements by avoiding situations in which possibility of the opposing aircraft getting close enough for second round shots with WVRAAMs is high.

The meteor’s design, however, also led to www.geopolitics.in

initial problems in making the missile compatible with internal carriage in the F-35 which will of course feature in several European air forces. However this issue now seems to have been sorted out.

Prior to the Meteor, MBDA developed the MICA, which arms the Dassault Rafale as its standard BVRAAM. This missile was explicitly designed for easy integration onto multiple fighter types and is available in both infra-red (MICA IR) and radar-guided (MICA RF) versions with a maximum range of 60 km for either.

The MBDA MICA will be a part of the Indian Mirage 2000 upgrade programme and was one of the first missiles to feature a LOAL mode. Its thrust vectoring capability and high resistance to decoys make it a formidable opponent or opposing fighter and have contributed to its market prospects.

MBDA’S METEOR MISSILE IS EXPECTED TO IMPROVE FIGHTER SURVIVABILITY

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The proliferation of Eastern Bloc cruise missile technologies in Israel’s neighbourhood was certainly one of the impulses behind its development of the Derby BVRAAM, which already arms upgraded Indian Navy Sea Harriers. The missile has an active radar seeker, which allows lookdown/shoot-down capability against targets in background clutter. The Derby reflects an increasing trend wherein an AAM is useful for both short and medium-range engagements. In the dogfighting role it operates in LOBL mode. This 118-kg missile also features an advanced ECCM that can be programmemed for different jamming environments. Rafale incidentally is offering to integrate the missile on whichever aircraft wins the MMRCA tender.

The onset of fifth generation fighter aviation has been taken note of by the Russians as well. Tactical Missile Corp also known as TRV now has two air-to-air products on offer that are specifically designed for internal carriage by the PAK-FA enabled through the use of folding fins. These missiles were revealed by TRV the first time at MAKS 2007, Moscow. The RVV-SD is an improved version of the R-77 (AA-Adder), while the RVV-MD is a variant of the R-73 (AA-11 Archer). Both the R-77 and R-73 are in service with the IAF. According to information released by TRV, the RVV-SD is 15 kg. (33 lb.) heavier than the basic R-77/RVV-AE, weighing 190 kg rather than 175 kg. Maximum range claimed is increased to 110 km from 80 km. The missile February 2011

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g GEOPOLITICS is also slightly longer at 3.71 metres which is 11 cm more than the basic variant. Reports suggest that the RVV-MD also features an upgraded radar seeker. A further improvement in range is suggested with the RVV-SD subsequently incorporating a dual-pulse motor configuration. Switching from the basic R-77’s lattice fin configuration to a conventional fin is also part of this programme.

In recent years, one of the big trends in AAMs has been the advent of highly manoeuvrable, short-range, off-boresight missiles pioneered by the Russian R-73 and the Israeli Python-4. Moving on to the short range RVV-MD, TRV says that features allaspect passive IR guidance (two-color IR seeker) with combined aero- gas dynamic control, a fixed-thrust solid fuel motor, and is available with both a laser proximity fuse or a radar proximity fuse (for RVV-MD). The warhead is said to be of rod type. The RVVMD is a kilogramme heavier than the R-73 at 106 kg and slightly longer at 2.92 metres rather than 2.9 metres. The maximum launch range has also been increased from 30 to 40 km. The RVV-MD may, however, be an interim measure before a completely new short-range missile; the K-30 wraps up development.

Impressed with the off boresight capabilities of the R-73, Europe decided to venture down a similar path, the net result being the IRIS-T programme managed by a six-nation consortium formed in 1998 by Canada, Germany, Greece, Italy, Norway and Sweden, and headed by Germany’s BGT. IRIS-T has

DRDO IS WORKING ON THE ASTRA , A BEYOND VISUAL USAGE AIR-TO-AIR MISSILE been designed like the R-73 to be an allaspect missile following pilot line-of-sight or cueing signals from target acquisition systems such as radar, infra-red search and track, or threat warning devices. Despite being a short range missile, it is capable of LOAL. The missile features extreme manoeuvrability enabling pilots to shoot at targets flying behind, or in very tight manoeuvres. The flight control system, integrating rocket thrust vectoring and aerodynamic control surfaces, facilitates significant directional and attitude changes, even at low velocities and high angles of attack. According to BGT, the missile is equipped with an advanced stabilised seeker, which consists of a 128 x 128 scanning array. Due to its wide field of view, its scanning operation, and advanced ECCM, this seeker is claimed to be less susceptible to deception than ‘staring’ arrays.

AGILE FIGHTER: With its solid propellant, ducted-rainjet motor and Mach 4 speed, MBDA meteor is expected to offer better kinetic performance in IAF

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America’s answer to the R-73 is the AIM9X which is described as a ‘launch-andleave’ air combat missile. It can be employed in the near BVR and WVR arenas. The missile boasts of HOBS and its thrust vectoring controls give it a high probability of intercepting manoeuvring aircraft.

As far as the AIM-9X pedigree is concerned, it retains the MK 36 motor and the WDU-17/B warhead of the AIM-9M. The airframe, however, is new and has smaller fins and canards for lower drag and superior flight performance also enabling internal carriage. The guidance section features a high-performance ‘staring’ FPA. The AIM-9X also fully compatible with new JHMCS (Joint Helmet-Mounted Cueing System) for target acquisition.

Israel’s hostile neighbourhood also means that it has to stay at the top of the air interception game. Enabling it to do so is the Python 5, Rafale’s fifth generation WVR and near-BVR offering. Although based on the Python-4 retaining its unique aerodynamic airframe, rocket motor, warhead and proximity fuze. The Python-5, according to Rafael, incorporates a new dual waveband imaging seeker, advanced computer architecture, inertial navigation system (INS), sophisticated infrared counter-countermeasures (IRCCM) and sophisticated flight control algorithms enabling HOBS. The programmemable IRCCM is touted in particular to make the Python-5 almost impervious to standard countermeasures such as decoy flares. The Python-5’s full sphere performance is achieved by a combination of LOAL and tracking capabilities. Its dual waveband FPA seeker and sophisticated algorithms according to Rafale enables acquisition of even small, low signature targets against background clutter and cloudy conditions. The Python-5, like the Derby, will be a strong contender for arming the MMRCA winning aircraft.

India’s DRDO is working on the Astra BVRAAM. The ‘Astra’ is meant to engage targets at 80-km range in head-on mode and 20-km range in tail-chase mode. It is designed to intercept fast-moving aerial targets at supersonic speeds (1.2-1.4 Mach). It uses a single-stage, smokeless, solid-fuel engine and has already been tested successfully several times from the ground. However, it is as yet unclear whether it will feature as the winner of the MMRCA competition although it has been designed to be compatible with a wide range of aircraft and features and will certainly make its way to India’s Light Combat Aircraft (LCA) and the Su-30 MKI. February 2011

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MULTIPLE PLATFORMS MULTIPLE MISSIONS MULTIPLE TARGETS

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BRAHMOS AEROSPACE

16, Cariappa Marg, Kirby Place, Delhi Cantt., New Delhi-110 010 INDIA Tel. : +91 - 11-25684820-4822, 25682440-2445 Fax : +91-11-25684827 Website : www.brahmos.com Mail : mail@brahmos.com

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Defence systems the world over are changing their tactics and India is not far behind. Spearheading the move is the IAF that is seeing the merger of both electronic and communications intelligence with cyber techniques, writes SAURAV JHA

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TRENDS IN ELECTRONIC WARFARE AND CURRENT INDIAN CAPABILITIES

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I

SRAEL’S AERIAL raid on a suspected Syrian nuclear reprocessing facility in 2007 not just served to underline the fact that warfare today is mostly electronic but also highlighted a key trend in the evolution of the same. Codenamed Operation Orchard, the attack saw Israeli fighters penetrating what is, by any account, one of the world’s densest centralised air defence networks and bomb with impunity (while incurring no losses of their own) a prized Syrian facility. It was later revealed that Israel had shut down Syrian defences using novel methods combining remote air-to-ground electronic attack, penetration through computer-to-computer links and non-tactical diversions and spoofs, done through network attack. It was the beginning of an era where the inevitable merger of Signals Intelligence (SIGINT) consisting of both electronic (ELINT) and communications (COMINT) intelligence with cyber techniques.

In the United States, the Pentagon’s latest

budget clearly reveals that priority has been accorded to network invasion and information operations. Indeed, it is clear that US investment will be focused primarily on electronic attack (EA), cyber operations and related ISR activities. This is no doubt a result of the successes notched up by US forces since the end of the Cold War on account of network supremacy.

One of the key goals of melding ELINT with a cyber attack is to develop technique generators that produce arbitrary waveforms and algorithms that can be fired through enemy radar aperture and other signals equipment to plant viruses and/or take over as the administrator of the network. As a world leader in such technologies, the US is currently looking to make this capability available on fighter-sized airborne platforms and this is indeed the focus of the much-touted US Navy’s Next Generation Jammer (NGJ) programme.

Trends in Israel, which is the other electronic superpower, indicate that airborne

electronically scanned array (AESA) antennas, open-architecture digital exciters that can be programmed to produce exotic waveforms and algorithms on demand, and stronger power sources in smaller packages with solid state directional transmitters and digital RF memory (DRFM) are increasingly going to form the basis of integrated electronic support measure (ESM) and electronic countermeasure (ECM) systems, thereby allowing tactical aircraft to assume roles carried out today by much bigger platforms. The move is to bring together distributed elements through highlyautomated, electronic attack, battle management processes that can more easily contend with modern radar threats that are pulse-topulse and frequency agile. The aim is to create a convergence of passive and reactive systems by operating in a network-centric manner.

Efforts are also underway to enable single devices to perform multiple functions in much the same way as software radios have enabled the replacement of multiple

DIGITALISING WARFARE: India is making steady progress towards acquiring electronic systems to detect, intercept and jam the enemy’s radar and communication networks. Seen in the picture is E-2D Hawkeye

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g GEOPOLITICS hardware packages. Network centricity and smaller devices are also allowing combined ELINT and cyber attack packages to move onto very modest platforms such as unmanned aerial vehicles (UAVs) like Israeli firm Elbit’s Skylark 1 LE mini-UAV that aims to combine COMINT with electro-optical sensing.

India has, of course, been co-operating with Israel for sometime now in the SIGINT sphere. India’s Aviation Research Centre (ARC) is known to operate Israeli Gulfstream aircraft in the ELINT and COMINT roles. The inevitable merger of Signals Intelligence (SIGINT) consisting of both electronic (ELINT) and communications (COMINT) intelligence with cyber techniques has begun and are already in the service of the Indian Air Force (IAF). The Phalcon’s ESM system receives, analyses and locates radar signals with 360 degree coverage combining high sensitivity with high probability of intercept, and supposedly achieves excellent accuracy in bearing measurement. The use of narrow-band superheterodyne receivers and wide-band instantaneous frequency measurement (IFM) techniques provide very high accuracy and probability of intercept of airborne and surface emitters. The Phalcon gives the IAF exposure to Differential Time of Arrival (DTOA) measurement techniques that are crucial for achieving high bearing accuracy. Onboard cryptanalysis of ESM data is also available.

The onboard communications support measures (CSM) receives in UHF, VHF and HF frequency bands rapidly searching for airborne, shipborne or ground communications signals of interest. Selected radio nets can be monitored for signal activity. A Direction Finding (DF) capability locates targets. Detected signals can be assigned to monitoring receivers instantaneously. The system, needless to say, is extensively computerised to reduce operator load.

India’s own AEW&C programme under the auspices of the Centre for Airborne Systems (CABS) seems to be progressing well and will consist of robust ESM and CSM suites. The ESM system, in particular, has been designed to operate in a wide frequency band with 360 degree coverage in azimuth and -5 to 15 degree in elevation. It augments primary radar performance by providing the bearing and location of hostile emitters. It is said to be capable of a frequency accuracy of 1 MHz and a directional accuracy of a couple of degrees.

The system will use a digital library of over 3000 emitters besides being able to make additions to it via a recording and post mission data analysis function. The CSM system being developed for the AEW&C programme www.geopolitics.in

PROVIDING EW CAPABILITY: Indra MK II radar is one of the tactical systems developed by DRDO. And it was also on display at Republic Day parade is standard and will have the capability to search, intercept, detect, direction find, monitor, identify, record and analyse communication signals and can report voice, data transmission in fixed frequency and frequency hopping modes. A comprehensive self-protection suite for AEW&C that includes dual colour mid-air warning systems (MAWS), radar warning receiver (RWR)/ESM, and laser warning system is also available.

The SIGINT packages being deployed on the AEW&C are migrating to the indigenous Aerostat programme as well that aims to deploy aerostats at altitudes ranging from 1,000 to 5,000 metres. Naturally scalability and technology upgradation will feature in this transition.

A number of tactical systems have been developed for the IAF by DRDO’s Defence

INDIA HAS BEEN CO-OPERATING WITH ISRAEL FOR SOMETIME NOW IN THE SIGINT SPHERE

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Avionics Research Establishment (DARE) including RWRs podded self-protection systems and newer generation integrated electronic warfare systems. Its basic RWR, ‘Tarang’ can intercept and identify airborne and ground-based acquisition, target tracking and missile guidance radars in multi-octave frequency bands. The system provides audio and visual warnings in order to alert the pilot to imminent threats. It integrates a high accuracy direction finder (HADF), DRFM, video processor, advanced wide band receiver, microwave antenna select switch and front end amplifier for providing a more complete picture. A follow- on to the Tarang, called the R118, seems to have gone into production as well and is said to exhibit superior sensor fusion and user interface characteristics.

Leading the way in podded systems is the SIVA pod, which is designed as a non-jettisonable external store compatible with supersonic speeds. Capable of measuring fine direction finding (FDF) of ground-based emitters, it utilises phase interferometer technique for FDF. The SIVA pod is 406 mm in diameter, 2,244 mm in length and weighs 100 kg with all electronics included. Radio transparent GFRP sandwich radome in the front provides protection to the antenna array and its rocket pod mounting interface ensures installation repeatability in assembly. The SIVA pod has been successfully integrated with the Su-30 MKI. DARE’s integrated EW suite is of course the ‘Tempest’ performing basic functions such as threat identification and effective countermeasure action. Tempest provides manmachine interface in the form of an integrated display/control unit based on active colour matrix LCD display. Systems are flight line programmable giving the operational crew enough flexibility to optimise the system configuration. Compatibility with on-board multi mode radars (MMR), self-protection jammer (SPJ) and other avionics through innovative techniques in spectral, temporal and spatial management has been achieved. The system’s operational software is based on object-oriented technology and ensures smooth upgrades and reliable performance.

The HAL Tejas boasts of an EW Suite for Fighter Aircraft (EWSFA) called Mayawi developed by DARE and the Mig-27 upgrade now possesses an indigenous MAWS which may also find its way into the Mig -29. DARE has already supplied an Integrated Defensive Aids Suite (IDAS) for the HAL Dhruv for self-protection against emerging battlefield threats.

The centerpiece DRDO solution for the Army’s EW requirement is the mobile 145 vehicle based ‘Samyukta’ system. Samyukta February 2011

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Securing the Future Defence Research & Development Organisation Ministry of Defence, Govt of India

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g GEOPOLITICS has given the Indian Army for the first time an integrated EW capability consisting of ELINT, COMINT and ECM blocks covering both radar (non com) and communication frequency bands ranging from 1.5 MHz to 40 GHz. Indeed, the Samyukta is India’s largest integrated system till date that provides a family of capabilities for surveillance, interception, monitoring, analysis and jamming of all voice/data and radar signals emanating from both ground and airborne targets. It monitors and analyses communication and radar activity across the forward edge of the battle area (FEBA) and has an operational frontal coverage of 150/70 km. The lead agencies behind the Samyukta are the Indian Army’s Signal Corps along with DRDO’s Defence Electronics & Research Laboratory (DLRL). A follow-on system known as Sauhard is reportedly under development.

‘Divya Drishti’ is another joint Signal Intelligence Directorate-DRDO programme, with the aim of interception, monitoring, direction finding and analysis (IMDFAS) of communication signals. The system will be installed at various locations on static and mobile stations. All stations will be connected through a satellite communication network that will apparently be achieved through multiple launches by ISRO in the 2010-15 timeframe.

The system also caters to the mission of building aircraft flight profiles.

Realising that, though effective, the Samyukta system is meant for largescale forward deployment. DRDO is now venturing into developing more compact and modular ELINT systems such as the ‘Sujav’ ESM that, it says, is meant for high accuracy direction finding and jamming of communication transceivers. It covers HF, VHF and UHF ranges and is available in cluster configuration for Army use or in-suite configuration for naval usage.

Venturing further into counter-IED space, DRDO has also developed the ‘Safari’ IED suppression system for the Army and paramilitary forces.

Developed somewhat concurrently with the Samyukta is the ‘Sangraha’ system for the Indian Navy. This includes five EW systems with different capabilities for installation on ships, submarines, helicopters and aircraft.

This system is a joint programme of the DLRL and the Navy and has modular elements. Its modular ESM suites, otherwise known as ‘Ajanta’, are capable of intercepting, detecting and classifying pulsed, CW, PRF agile, frequency agile and chirp radars. State-of-theart technologies like multiple-beam-phased array jammers are employed in the Ajanta for simultaneous handling of multiple threats. It works in consonance with a high-power www.geopolitics.in

radar reflector antenna developed by DARE, which is specifically designed to jam the active radars of inbound anti-ship cruise missiles. The Ajanta suite can also be integrated with larger ECM systems of Russian and Italian origin. So even though at the moment, DARE is primarily tasked with airborne EW and DLRL is responsible for Army and Navy programmes, there is some level of co-operation between both.

DLRL, meanwhile, is developing a tri-system radar finger printing system, which will prove crucial to achieving cooperation in the electronic realm. This system has the capability of providing ‘Unique Identification of emitters among a class of emitters’ based on intrapulse analysis of radar waveforms. The system measures the frequency, phase and amplitude variations within the radar pulse. Intra-pulse analysis extracts as many parameters (features) of radar pulses as possible with fine grain accuracy.

A very big aspect of staying at the cutting edge of EW is the availability of dedicated testing and training ranges for the same. In this context, the development of Chitradurga (Karnataka) and Tandur (Andhra Pradesh) as EA ranges is a very welcome development. These ranges will, in all probability, see the use of DARE’s Range On Wheels (ROW) concept.

ROW has been developed for evaluation of installed specifications of airborne EW Systems and for fine-tuning EA techniques. This mobile range consists of representative threat radar, a reference radar, a slaved system (DASA), a data acquisition station, a mission

MULTIPLE EFFECT: Pod system has a vital role in enhancing the combat effectiveness of IAF

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control station and a generator vehicle. It can also be used for avionics and weapon evaluation since it is capable of studying aerodynamic data in real time for aircraft, helicopters and unmanned vehicles.

While DRDO chief VK Saraswat recently remarked that India was ‘self-sufficient’ in the field of electronic warfare, it is important that while going forward far more attention will be given to network centricity with greater jointness between the three services in this domain. The IAF seems first of the block on this with the launch of AF-NET in 2010, which replaces the old communication network setup using tropo-scatter technology from the 1950s. All major formations and static establishments have been linked through a secure wide area network (WAN) and are accessible through data communication lines. The nationwide programme was launched by the IAF in collaboration with private industry to accelerate the use of IT as well as to link all field units using a dedicated satellite, which is expected to be launched soon.

AFNET incorporates the latest traffic transportation technology in the form of internet protocol (IP) packets over the network using multi- protocol label switching (MPLS). A large voice over internet protocol (VoIP) layer with stringent quality of service enforcement will hopefully for the IAF facilitate robust, high quality voice, video and conferencing solutions. Integrated Air Command and Control System (IACCS), an automated command and control system for air defence (AD) operations will ride the AFNET backbone integrating all ground-based and airborne sensors, AD weapon systems and C2 nodes. Importantly, the IAF says that in consonance with the IT roadmap of the Ministry of Defence (MoD) “Subsequent integration with other services networks and civil radars will provide an integrated air situation picture to operators to carry out AD role”.

Indeed, AF-NET is well poised to serve as a starting point for electronic and cyber integration by the three services, which possibly is the key to successfully dealing with threats like the two front war scenario. In the future AF-NET could easily tie in with the Indian Navy’s Maritime Domain Awareness (MDA) concept and the Indian Army’s mutli-billion dollar optical fibre network. Working out joint protocols for a move from platform-based SIGINT to network-based SIGINT-enabled via secure Bharat Electronics Limited (BEL) datalinks and sensor fusion will allow for unprecedented actionable intelligence inputs. It will also prove crucial in moving from having an electronic order of battle to a fully integrated cyber order of battle.

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The Indian Air Force has demarcated the need to evolve a strategy for the optimum utilisation of space-based assets which will provide the service that extra edge in combat preparedness.

RADHAKRISNA RAO analyses

TOWARDS A NETWORK-CENTRIC AEROSPACE

POWER

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HE 78-year-old Indian Air Force (IAF) is seriously looking to acquire a wide spectrum of satellite resources to fine-tune its network-centric warfare capability and transform itself into a formidable aerospace power with a transcontinental reach as well as quick and deep strike capabilities.

Clearly and apparently, a robust network of satellites meant for a variety of applications, including communications, surveillance and reconnaissance, navigation and ocean watch holds the key to the adroit exploitation of network-centric capability to realise the strategic goals in both a short-lived conflagration and a long-drawn battle. The urge of the IAF to set up a tri-service Indian aerospace command — along with two other wings of the services — received the much-needed momentum in the wake of the Chinese anti-satellite test of 2007. In the test meant to demonstrate Chinese prowess in space warfare, an ageing weather watch satellite, located at an altitude of 800 km from the surface of the earth, was knocked out by deploying a ground-based intermediate range ballistic missile.

In fact, while addressing the United Commanders Conference in New Delhi in mid2008, Indian Defence Minister A K Antony had pointed out the threat to “Indian space assets” from the developments in the neighbouring country. The minister did not mince his words when he pointed out that India was concerned about the emergence of “anti satellite weaponry, a new class of heavy liftoff boosters and an array of military space devices in our neighbourhood”. The question that pops up: How long can India “remain committed to the principle of nonweaponization of outer space even as offensive counter-space systems are emerging in our neighbourhood”? Not surprisingly, the minister announced the formation of the triservice space cell in the Integrated Services Headquarters with a view to establishing the much-awaited aerospace command specifically configured to Indian needs.

Against this backdrop, Indian strategic analysts believe that given the current uncertainty about the weaponziation of outer space, the political leadership of the country is likely to support the proposal for the exploitation of space technology at a heightened pace to boost military preparedness and give a go-ahead to the formation of the triservice aerospace command. The Indian defence set-up is fully alive to the threat posed by a massive surge in the Chinese space programme that is frantically working towards the realization of a range of heavy lift-off boosters. It was not for nothing that

www.geopolitics.in

QUANTUM LEAP: Gagan is a next generation state-of-the-art navigation system that only a handful of nations possess! the Defence Research and Development Organisation (DRDO) has hinted at working to keep ready building blocks of a satellite killer device to counter the threats posed to Indian space assets by rogue satellites.

It is widely presumed that as and when the Indian aerospace command finally takes off, it would have some of the features of North American Aerospace Command (NORAD), a joint US-Canada set-up that keeps track of manmade objects in outer space besides providing warning of attacks against North America whether by an aircraft or space vehicles through the mutual support arrangement. To achieve its objectives, NORAD uses a network of satellites, ground-based systems, airborne radars and fighter aircraft. But then the biggest hitch is how to involve ISRO, a civilian agency charged with the mandate of diffusing the fruits of space technology into the mainstream of national development, in the overall institutional structure of the Indian aerospace command. The involvement of

THE URGE OF THE IAF TO SET UP A TRI-SERVICE INDIAN AEROSPACE COMMAND

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ISRO in the purely defence-oriented exercise of setting up the aerospace command could attract international outrage.

In 2007, while addressing the fleet review of the IAF, the then Indian President and globally recognised space and missile scientist Dr A P J Abdul Kalam had made a strong plea for utilising Indian space strides to boost the fighting capabilities of the IAF. Said Kalam: “I visualise the IAF of 2025 to be based on our scientific and technological competence in the development of communications, high precision resources mapping satellites, missile systems, unmanned supersonic aerial vehicles and advanced electronics systems.”

The proposed tri-service aerospace command would need a large satellite navigation capability to boost its combat superiority and situational awareness in all its manifestations. Indeed, for the Indian tri-service aerospace command, access to GPS space segment along with other satellites meant for communication, surveillance and weather watch would mean a quantum jump in meeting the challenges of the future with a heightened level of confidence.

With a view to gaining hands-on experience in the operation and management of a GPS-aided system, ISRO in association with the Airports Authority of India (AAI) has launched a project named Gagan that is aimed at enhancing the safety, reliability and efficiency of civilian air traffic by providing augmented information for satellite navigation to aircraft flying over Indian airspace.

AAI says that the Flight Management System (FMS) being realised under Gagan February 2011

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g GEOPOLITICS will help aircraft save time and money by managing climb, descent and engine profiles while on a flight. Of course, in much the same way as civilian aircraft are being navigated by GPS, combat and military transport aircraft and helicopters could be guided through a satellite navigation system to land and take off and also hit targets with deadly effect.

Interestingly, satellite navigation data is used not only by individual soldiers to identify their location but also fire missiles and smart weapons with a high degree of accuracy and guide bombers to targets and allow infantry and armoured units to plan their offensive strategies. The US-led allied forces during their operations in both Afghanistan and Iraq relied heavily on satellite-based navigation with hand-held portable GPS devices to realise their strategic goals at a rapid pace.

Also aiding operations in Afghanistan and Iraq were US-operated space-based systems for signal intelligence, image intelligence as well as measurement and signature intelligence, the inputs from which clearly make for information superiority and an enhanced situational awareness to launch precision strikes on a chosen target.

Beyond Gagan, ISRO with an eye on freeing India from its dependence on the US Navstar GPS System for both civilian and military uses has taken up a project to put in place a constellation of seven GPS satellites, all of which will have continuous radio visibility with the Indian control station. The home-grown IRNSS (Indian Regional Navigation Satellite System) could provide tremendous tactical and strategic advantages to the Indian tri-service aerospace command.

IAF chief P V Naik, while expressing his concern about the Chinese anti-satellite test, has highlighted the need for the development and deployment of Indian killer space devices capable of knocking out rogue enemy satellites. “Our satellites are vulnerable to antisatellite weapon systems because our neighbourhood possesses one,” observed Naik the other day. About the aerospace command, he said that it was under evolution and the three services were busy consolidating their space requirements and coordinating through the integrated space cell. In the immediate future, the Indian aerospace command would make extensive use of satellite systems being operated by ISRO for communications, weather watch, earth observation and navigation. Further into the future, the proposed aerospace command would work towards acquiring a dedicated constellation of satellites for a variety of end-uses. In fact, Space Vision 2020 of the IAF outlines the need to evolve a strategy for the optimum utilisation www.geopolitics.in

ISRO is ready for the future S SATISH, Director of the Publications and Public Relations Unit of the Indian Space Research Organisation (ISRO), told Geopolitics that 2010 started with the successful static test firing of a S-200 solid rocket booster, one of the largest solid rocket boosters in the world, on January 24, 2010. Satish described this as a major milestone towards ISRO’s plan to develop the 629-tonne heavy three-stage Geosynchronous Satellite Launch Vehicle (GSLV) Mark III. GSLV-MK III is being designed to orbit a four-tonne class satellite into a geostationary transfer orbit.

He, however, pointed out that the flight of GSLV-MK II carrying a home-grown, cryogenic engine stage on April 15, 2010, was not successful. ISRO has already analysed the data and arrived at the prime reason for the failure. Based on the recommendations of the failure analysis committee, efforts are on to take care of the anomalies that caused the flight disruption.

The full duration static test firing of the L 110 core stage of GSLV-MK III in September last year was another landmark in ISRO’s quest to speed up the development of this heavy lift-off space vehicle. The

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flawless launch of the four-stage reliable space workhorse PSLV (Polar Satellite Launch Vehicle) on July 12, 2010, with India’s advanced earth observation satellite Cartosat-2B as the primary payload along with the Algerian remote-sensing satellite Alsat-2A, Studsat, a mini satellite built by the students of a consortium of engineering colleges from Bengaluru and Hyderabad along with two foreign nano satellites NLS-6.1 and 6.2 as piggyback payloads was another achievement during the year. This was the sixteenth consecutive successful flight of PSLV which has proved its multiple launch capability with a high degree of precision.

Yet another feather in the cap of the Indian space programme was the successful launch of new generation Hylas communications spacecraft in November. This 2,500-kg.satelltie was built at the ISRO Satellite Centre under a commercial contract between Antrix Corp and the European satellite major EADS Astrium.

The December 25, 2010 flight of GSLV equipped with a Russian-supplied upper cryogenic engine stage that was meant to orbit GSAT-5P was not successful.

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g GEOPOLITICS of space-based assets to sharpen the combat preparedness with particular focus on network-centric warfare capability. The IAF is clear in its perception that a network-centric capability would not only help expand its strategic reach but also make for air dominance.

The Indian aerospace command would need to draw heavily from the expertise and resources built by ISRO and DRDO. Indeed, the striking success with which the US-led allied forces operating in Afghanistan and Iraq, used space assets to realise their strategic goals in a time-bound manner, has prompted the IAF to come out with its own plan for the optimum utilisation of space capabilities aimed at denying the adversaries the opportunity to hit back. Against this backdrop, for quite some time now, the IAF has been projecting the need for exclusive satellites for different end-uses with a view to meeting its operational requirements and boost its network-centric warfare capability.

Network-centric warfare relies as much on rapid communications made possible by high-performance satellites and high speed ground based networks on computer processing power to provide shared information of the battlefield among the armed forces spread thinly across a vast and sprawling geographic stretch.

Like the other two wings of the services, the IAF has been making use of the capability available on India’s INSAT domestic satellite constellation and IRS earth observation spacecraft series. For instance, the Air Force Network (AFNET) inducted into the IAF in mid-September 2009 as a base for communications on which an Integrated Air Control and Command System is being built, will be allotted a slew of transponders on-board the INSAT series of satellites that ISRO would be launching over the next two years. Naik has said that AFNET was a giant stride “towards attaining network-centric warfare capability” and “an apt indicator” of that capability. He said that the IAF had a compelling need to consistently strive for an information advantage enabled by a robust networking of decision makers, weapon systems and sensors.

“We need to leverage the advantages of network by translating the information advantages into a decisive fighting tool. AFNET is a potent force multiplier and critical to becoming a network-centric aerospace force,” remarked Naik.

The Defence Minister has described AFNET as a big step forward towards network-centric capability acquisition. According to Antony, the key capabilities of networkcentric operations are three-fold: Adaptabiliwww.geopolitics.in

ty, Availability and Inter-operability. Indeed, the rapidly evolving network-centric warfare concept centres on the coming together of separate communications systems under a single, composite synchronised network. This is in sharp contrast to the traditional platform-centric network based on separate and often non-interoperable systems. The stateof-the-art network-centric battlefield architecture is based on a fully-integrated network that is ground as well as space-based. The integration of the networks seeks to enhance the ability to transmit voice, data and images in a single stream and maximise flexibility by sustaining communications in the event of one of the components of the network going haywire. And of course, inter-operability is undoubtedly the very essence of the wellendowed integrated networks.

The fibre-optic technology-based AFNET grid will help link IAF’s command bases, radars, missiles, batteries and airborne fighters. Further, AFNET would pave the way for a

THE NETWORKCENTRIC BATTLEFIELD ARCHITECTURE IS BASED ON GROUND AND SPACE-BASED NETWORK complete situational awareness of the area that IAF wants to secure and dominate. Moreover, AFNET would mean a real time transfer of information between sensors, command and control centres. “AFNET holds the key to the network-centric capability of IAF…The air arm is where AWACS (Airborne Warning and Control System) will come. The satellites will come in and form the space arm of the network. Two years is the time I am looking at being network-centric,” noted Naik.

In a development of significance, Dr.V K Saraswat, DRDO chief, has revealed that it has planned to build and launch a series of home-grown defence satellites with surveillance, imaging and navigation capabilities not only to keep a watch on hostile neighbour but also to guide the cruise missiles and smart weapons with precision and accuracy.

“There will be a series of defence satellites.

Each year, you will find one-two satellites

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going up. I cannot reveal the numbers because they are classified,” observes Saraswat. The two-layered ballistic missile defence shield being developed by DRDO will form a crucial element of the Indian aerospace command and will be integrated with India’s futuristic space weaponisation programme.

The success of network-centric warfare relies on the smartness with which the information superhighway and communications channels are exploited for real time coordination of the “strategic moves” of defence forces spread across and around the world — on land as well as oceanic and air-borne platforms. This clearly implies that all the wings of the services should work in unison based on the analysis of shared information. The trend of individual approaches to networkcentric warfare could certainly prove to be defeatist. As such if singular forces are allowed to have their choice of network-centric operations, then the cohesive approach to action in a battle theatre will continue to evade the decision-makers. This was the logic and the ground reality that compelled the Indian defence establishment to go in for a tri-service aerospace command with the IAF in the forefront.

A versatile and well-endowed C4ISR system is at the heart of the modern networkcentric battlefield configuration. While the C4 components of the system — computers, communications, command and control — constitute the “backend”, ISR or intelligence, surveillance and reconnaissance make up the “front end”. ISR comprising the orbital, airborne, maritime and fixed or mobile ground-based sensor systems help find, fix and track hostile targets and evaluate the damage to enemy targets. On the other hand, with an increasing number of smart weapons including missiles rapidly becoming autonomous, they would need to be controlled and manipulated through a networkenabled command and control structure.

The essence of network-centric warfare is controlling and directing a battle theatre from locations thousands of miles away by using cyber space assets through C4ISR capability to take the enemy by surprise and incapacitating him before he prepares to hit back.

At the operational level, network-centric approach helps derive advantages in terms of the ability to stay ahead of an opponent and dictate the dynamics of engagement.

For the IAF, the acquisition of a networkcentric capability augmented by access to satellite resources, would mean a greater mobility and strategic depth required for a global reach.

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With a satisfactory record on the missile-front, DRDO is now looking at satellite constellations. A special report

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OR MANY years now, India’s stateowned Defence Research and Development Organisation (DRDO) has been at the receiving end for its poor track record in meeting the diverse needs of the Indian defence forces in a cost-effective and timely fashion. However, over the last couple of years, many of the high-profile projects taken up by DRDO including the supersonic fourth-generation fighter LCA (Light Combat Aircraft) Tejas, area defence system Akash and main battle tank Arjun, that were almost written off as unfeasible, are now close to entering their “ready-to-use stage”.

In addition, DRDO has always provided the impetus to the development of a range of missiles — subsonic, supersonic and hypersonic — to equip the Indian defence forces face the “challenges of future” with confidence. Indeed, this perspective of DRDO takes into account the highly-volatile security situation and geo-political uncertainties in India’s immediate neighbourhood.

Significantly, having achieved a reasonably good degree of success on the missile front, DRDO has now set its sights on the

INDIGENOUS: Developed by DRDO, Agni III paves the way for induction of the nuclear-capable missile into the armed forces

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final frontiers that, it says, could determine the course of future warfare. This vision of the DRDO is in keeping with the clamour for exclusive satellite constellations by all the three wings of the Indian defence forces. Ever since the successful Chinese killer satellite test of early 2007, the Indian defence establishment had been highlighting the “immediate and serious” need for India to prepare for the “futuristic space war”. In order to protect Indian “space assets” from the threat of “rogue satellites”, DRDO has hinted at developing space-based laser sensor to monitor and track space-based killer devices.

DRDO chief V K Saraswat recently drove home the point that with a view to boosting the fighting edge of the Indian defence forces, it was planned to build and launch a series of home-grown defence satellites with surveillance, imaging, communications and navigation capabilities. These exclusive defence satellites would not only help India keep an eye on “hostile neighbours’ but also support the Indian defence forces to deliver Cruise missiles and precision weapons systems with a high degree of accuracy to chosen targets. “There will be a series of satellites. Each year, you will find one or two satellites going up. I cannot reveal the numbers because they are classified,” observed Saraswat. However, he made it clear that each of these satellites would be equipped February 2011

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A STEP TOWARDS SELF-RELIANCE: To boost fighting edge, DRDO is planning to launch defence satellites without ‘outside assistance’ for a specific mission and would carry payloads for a variety of end uses including surveillance and reconnaissance, imaging, navigation and communications. Saraswat also pointed out that the “Army, the Navy and the Air Force each have their own requirements and it would not be appropriate to say how many each of them would need”. With these satellites in place, said Saraswat, the Indian defence forces would be able to view with precision the movement of troops in the neighbourhood.

Going further, he said that the roadmap for the series of satellites required by the Indian defence forces had been handed over to the Department of Space (DOS), the parent body of the Indian Space Research Organisation (ISRO) and it was working out its own schedule for launching these satellites. But then ISRO, being a purely civilian agency charged with a mandate to diffuse the fruits of space technology into the mainstream of national development, could find it rather difficult to openly associate itself with the Indian defence establishment. As it is, ISRO was under US sanctions in the first half of the 1990s after it tried to get cryogenic engine technology from Russia for India’s three-stage Geosynchronous Satellite Launch Vehicle (GSLV). Though Russia went back on its commitment of transferring the critical cryogenic engine technology to India, the USA said that ISRO was developing “dual-use technology” that could easily be exploited for military ends.

Notwithstanding the growing political warmth and bonhomie between these “two largest democracies” (US and India), some of www.geopolitics.in

the constituents of ISRO continue to be under US sanctions. That implies ISRO cannot import (from USA) hardware and components that USA considers to be “sensitive and strategically vital”. In the second half of the 1990s, USA had tried to coerce India into dropping its plan to develop the Agni intermediate range, nuclear-capable strategic missile. The developmental schedule of Agni, forming part of the Integrated Guided Missile Development Programme (IGMDP), was impeded by interference and technologydenial regime brought into force by USA. On its part, ISRO has consistently refuted the allegation that it is diverting the technologies developed for Indian satellites and launch vehicles to the laboratories of DRDO for developing cutting-edge fighting systems. Many private think tanks in USA continue to hold the view that the Agni range of missiles have benefited enormously from the solid fuel propulsion technology that ISRO had developed for its first civilian space vehicle SLV-3.The four-stage, 17- tonne SLV-3

DRDO HAS ALWAYS PROVIDED THE IMPETUS TO THE DEVELOPMENT OF A RANGE OF MISSILES

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which had its successful debut flight in 1980 was developed under the leadership of the former Indian President Dr A P J Abdul Kalam during his stint with ISRO. Incidentally, Dr Kalam who subsequently moved to DRDO spearheaded the IGMDP which served as a launching pad for developing a range of Indian missiles.

The big question that continues to loom large is: whether with its limited infrastructure and resources and with just a single launch complex at its disposal at Sriharikota island on India’s eastern coast, would ISRO be in a position to meet the huge requirements projected by DRDO? Unlike in West Europe and USA, where satellites and launch vehicles are delivered in ready-to-use condition by industrial contractors, India lacks the “industrial culture” fine-tuned for building spacecraft and space vehicles on a turnkey basis.

Not surprisingly, India does not operate a single exclusive defence satellite. Of course, Indian defence forces have access to the capabilities of the INSAT series of communications satellites and the IRS constellation of remote-sensing satellites being operated by ISRO, but then this limited access would not fit the bill of the Indian defence forces whose responsibilities have been increasing with each passing day following the possibility of terrorist attacks and incursions by China and Pakistan along the international borders. The Cartosat-2B high performance earth observation satellite that was launched last July with the help of the four-stage space workhorse PSLV (Polar Satelltie Launch Vehicle) can easily be exploited by the Indian armed February 2011

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g GEOPOLITICS forces and security agencies for surveillance and reconnaissance considering its resolution of 0.8 metre. Strategic analysts hold the view that by combining the capabilities of four Cartosat satellites being operated by ISRO, it would be possible to monitor activities along India’s international borders with China and Pakistan. Indian defence forces are also known to be making use of the data from Israel’s high resolution surveillance satellites in the Ofeq series. The Ofeq-9 launched in June 2010 year has a resolution better than 70 cm.

Incidentally, the trump card of the Indian defence forces is the RISAT-II microwave remote-sensing satellite launched in April 2009. This 300-kg satellite realised by ISRO in

DRDO, the satellite bus and launch support would be provided by ISRO. This satellite is expected to be ready for launch by the middle of this decade. Similarly, Indian Defence Minister A K Antony had stated that an exclusive satellite for the use of the Indian navy would be launched soon. He also revealed that this satellite would be built and launched by ISRO. The launch of this satellite — believed to be the GSAT-7 — will take place in 2011 as per the current ISRO projection. On its part, ISRO has described this as an advanced multi-band communications satellite carrying payloads in UHFs and Ku bands. This 2330-kg satellite with a lifespan of nine years will be launched by the threestage Geosynchronous Satellite Launch

AKASH MISSILE: An essential step of DRDO towards indigenously developing more complex air defence weapons for the future association with Israel Aerospace Industries (IAI) is a highly beneficial platform for reconnaissance. It can collect data even under conditions of darkness, haze, cloud and dust storm. In particular, RISAT-II is in a position to revisit an area in about four to five days. This quick revisit capability is critical to intelligence-gathering and surveillance.

Interestingly, early last year a leading DRDO scientist had spoken about a plan to build and launch a high-performance electronic intelligence satellite for the exclusive use of the Indian defence forces. While the payload of this satellite would be built by www.geopolitics.in

Vehicle (GSLV ) from the Satish Dhawan Space Centre (SDSC) on Sriharikota island.

From the Navy’s perspective, this satellite will help boost its strike capability by helping to link its long-range missiles, radars and air defence systems on all the sea-based assets to a central control room through a highly dedicated satellite link. For quite sometime now, the Indian Navy has been looking at acquiring a dedicated communications satellite system to ensure a smooth, fast and secure communications link for better coordination of its assets. When this satellite is positioned over the Indian ocean region sometime next year, the Indian Navy would

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become the youngest of the three services to own a dedicated satellite system. The details of the deal between ISRO and the Indian Navy, however, for this satellite project have not been made public.

The US navy has been in a position to dominate a large part of the oceanic waters through “sustained and creative” reliance on a variety of space platforms including satellites meant for communications and navigation as well as reconnaissance and surveillance satellites.

The Indian Air Force (IAF) which will be in the forefront of the plan to put in place India’s tri-service aerospace command is clear that satellites hold the key to its future warfare strategy. In particular, satellites are critical for the refinement of network-centric strategy that makes for vastly enhanced “situational awareness”. As pointed out by P V Naik, Chief of IAF, “The air arm is where AWACS (Airborne Warning and Control) and UAV (Unmanned Aerial Vehicle) elements come in and the satellites will come in and form the space arm of the network.

Two years is the time I am looking at being network-centric.” The massive intelligence failure experienced by the Indian Army prior and during the short-lived 1999 Kargil skirmish has been instrumental in spurring the Army to come up with a demand for “space resources” for a variety of applications including surveillance, navigation, reconnaissance and communications.

Rapid advances in all the areas of satellite technology matched by a stunning progress in data processing and digital enhancement have gone to provide a new edge to the technique of “reconnaissance from space”. Not surprisingly then, today there are several specialised satellites moving stealthily in the depths of outer space, silently monitoring satellite lift off, missile launch, nuclear tests, naval movements, radio communications and radar frequencies as well as troop buildup and defence preparedness, virtually in every part of the world.

However, because most of the civilian space platforms double up as spy satellites, it has not been possible to specify the exact number of reconnaissance spacecraft now in operation. Therefore, the statement that remote-sensing and surveillance are the two faces of the same coin holds a mirror to ground reality. The earth-imaging satellites with ultra-violet and infrared payloads as well as radar systems could be used for both civilian and defence purposes. The Yaogan-9 satellite launched in March 2010, for instance, that China describes as a civilian resources prospecting space has military reconnaissance capabilities.

February 2011

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UAVS — THE EYES IN THE

The upsurge in military surveillance and reconnaissance technology have brought a drastic change in warfare tactics, especially, in the use of UAVs in the world over. India has not been left out of the global UAV push and the indigenous UAV projects are well on their way to completion, writes SITAKANTA MISHRA

A MAJOR BOOST: India’s Rustom UAV has been successfully test-flown on October 16, 2010

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ERCEPTIBLY, CONTEMPORARY war fighting has moved a long way from the ‘line-of-sight attacking’ towards the ‘beyond-visual range’ targeting. This has been possible generally for the revolution in military affairs and specifically for phenomenal upsurge in intelligence, surveillance and reconnaissance (ISR) technology that provide abundance realtime information and sensory imagery of the target area. Historically, information gathers were scouts on foot but contemporary war strategy relies on advanced sensors on unmanned aerial vehicles (UAVs) for battlefield intelligence. The concept of UAVs arose early in the military’s past. In modern times, reconnaissance drones started coming into use in the 1950’s and the Vietnam and Cold War spurred their evolution further. Over time, beside the military applications, UAVs are acquired by increasing number of countries and used extensively for civilian purposes as well. If the idea of Unmanned Combat Aerial Vehicle (UCAVs) is fully materialised, it would change the war gaming completely.

Today, besides the combat purposes, more than fifty-five countries are operating over 80 types of UAVs for different purposes that ranges from border surveillance to emergency response/ disaster relief, infrastructure monitoring, law enforcement and environmental protection, counter-drug operations, antipiracy operations, illegal immigration and fishing monitoring, nuclear power plant and chemical plant discharge monitoring, etc.

Growth in the type and number of UAVs now is a global phenomenon. Seventeen NATO countries have 25 operational models of UAVs, with more than 3,600 overall holding. United States alone has at least 30 different types of UAVs and their number exceeds 3,000. China deploys around ten types of UAVs. Israel’s Searcher and Herons models are widely procured world over. In 1994, Kenneth Munson, the editor of Jane’s Unmanned Aerial Vehicles and Targets, therefore, predicted appropriately the “worldwide interest in the development and use of unmanned aircraft” amounting “production of nearly 8,000 recoverable UAVs and target drones, valued at almost $4 billion during the decade 1994-2003”.

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UAV NOMENCLATURE UAV is an aircraft designed to operate with no human pilot onboard but capable of sustained flight by aerodynamic means. They are either remotely piloted or can automatically fly a pre-programmed flight profile. Though there are many varieties available today, generally they are classified according to their size (up to 20 kg, 20-100 kg, 150 kg), structure (fixed wing, rotary wing), fuel used (gasoline, solar, electric) and the kind of power plant fixed (propeller, jet, ducted fan). UAVs are also classified according to their roles: Aerial targets — for weapon, system evaluation and gunnery practice; Unmanned Combat Aerial Vehicle (UCAV) — to carry weapon systems; Surveillance/Reconnaissance UAVs — for data collection and patrolling/spying.

The history and concept of modern UAVs started nearly a century ago, and the modern era of UAVs goes back nearly six decades. Early UAVs took the form of balloons; Montgolfier brothers in France were the first to experiment with balloons in 1782. The forerunner of today’s UAV is viewed to be the American Navy Curtiss/Sperry “flying bomb” of 1918. The Charles Kettering Aerial Torpedo, known as ‘Kettering Bug’, was a parallel American Army’s effort. The 1950s and 60s saw advancement of UAV mission parameters, propulsion and guidance systems. Today, UAV technology has gone from being curiosities to practical autonomous systems, which are as big as small airliners or as small as the size of insects.

Currently, micro-UAV is the hottest area of aeronautical development.

The attitude towards UAVs changed with the Israeli Air Force’s stunning victory over Syrian Air Force in 1982. Israel’s coordinated use of manned and unmanned aircraft allowed them to destroy 86 Syrian aircraft in a short time over the Bekaa Valley with minimal losses.

It is argued that this campaign ushered the modern era of UAVs. Since then they have come of age with the phenomenal advancement in computer, communication and information technology. During “Desert Storm” in 1991, the UAVs played remarkable roles. Since then there has been no conflict where UAVs have not been deployed. The global war on terrorism has seen the expanding use of all forms of UAVs. In 2002, a Hellfire missile was successfully launched from a “Predator” UAV at a moving car carrying an Al-Qaeda leader in Yemen.

UAVs could perform multi-tasks: equipage of weapons that could hit its target from a distance. The CL-289, Phoenix and Predator loaded with combat weaponry had been used in war situation on a daily basis in Afghanistan and Iraq. For example, in 2006, Predators www.geopolitics.in

DRDO HAS SUCCESSFULLY DESIGNED AND DEVELOPED MANY VERSATILE UAV SYSTEMS

delicate military operations necessitating realtime information on what is on the other side of a wall or building. Particularly in Indian scenario, terrorism, insurgency, Naxalism, etc. have led to incidents of fighting in both urban and forest areas, which is likely to increase in years ahead. To reduce the attrition rate and collateral damage in urban warfare, and selective engagement in case of fighting Maoists in terrains, micro UAVs are of much use to direct the fire. They can be used to dispense disabling chemical agents/gases to temporarily neutralise the enemy.

WHERE DOES INDIA STAND? played a key role in killing Al Qaeda leader Abu Musab al Zarqawi in Iraq. They are also effectively used for civilian functions: Kentron’s Seeker, a tactical UAV, is currently deployed by law enforcement in South Africa for crowd monitoring and urban surveillance. Pakistan Army’s Bravo tactical UAV is currently used for border patrol and law enforcement. The Kosovo Force uses UAVs for persistent surveillance of its borders.

MODERN WARFARE AND UAVS Aerospace power has revolutionised warfare mainly for availability of all-weather capability to undertake precision strikes from extended ranges. However, the major challenge for decades has been how to improve survivability of costly aircraft and the precious pilot.

Standoff weapons reduce this challenge and UAVs, especially the UCAVs, would further reduce the geographical barrier in war fighting. But the question remains if UAVs will replace the manned missions and space vehicles or they would supplement each other.

According to Air Commodore Jasjit Singh, “Employment of UAVs in wars since the 1991 Gulf War has been in near total air dominance by the side using UAVs in wars that were asymmetric.” And air dominance would assume even greater importance if full exploitation of UAV capabilities is achieved. They will make seminal impact on how wars are fought and won. Therefore, as “mission enablers” or “capability augmenters” they would form a vital part of any force.

Most nations now face irregular and guerrilla wars that are “asymmetric” battles generally fought in an urban landscape. This poses multiple challenges and demand

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India has not been left out of the global UAV push. Currently, it operates the Israeli Searcher tactical UAVs and Heron medium altitude long endurance (MALE) UAVs. Also vibrant indigenous UAV projects are progressing. India has been procuring unmanned drones since the Indo-Pak Kargil conflict in 1999. It has inducted over 100 UAVs during the last decade, but mainly for spying, detecting incoming missile attacks and incursions at the border. Official sources say that within the next two years, India needs to possess a fleet of at least 25-30 combat UAVs compared to less than five now. Moves to acquire attack UAVs has gained post-Mumbai terror attacks. The IAF is reportedly looking to induct the Israeli Harop attack UAVs from 2011 onwards. Moreover, India seems to have augmented its indigenous UAV programme and Rustom MALE UAV, a ‘1,500-crore project, got approval of the Cabinet Committee on Security (CCS).

So far, DRDO has successfully designed and developed many versatile UAV systems that have already been inducted into the Indian armed forces. As the nodal agency, the Aeronautical Development Establishment

COST-EFFECTIVE AND VERSATILE: India’s pilotless target aircraft Lakshay

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A GLOBAL PUSH: India has been procuring unmanned drones to manage global UAV upsurge and one such is Israeli Heron (ADE), Bengaluru, is in the forefront of development of UAVs. According to Technology Focus (Bulletin of DRDO, vol. 18, no. 6, December 2010), five UAV pilot projects have been completed, three projects are ongoing and many others are at the planned stage.

Kapothaka is a successful mini remotely piloted vehicle (RPV) demonstrator with an all-upweight of 130 kg and an endurance of 90 minutes. It is equipped with TV and panoramic cameras. The Ulka is an air-launched target with endurance of five minutes and range of 70 km. Nishant is a tactical UAV using a hydropneumatic launcher. It can carry a stabilised payload for both day and night missions. It can fly in autonomous waypoint navigation mode for the onboard flight control and navigation system and can be used for day/night reconnaissance, target tracking and extraction of target coordinates, artillery fire correction, and damage assessment. A wheeled version of Nishant with use of colour video and synthetic aperture radar (SAR) is in progress. According to Technology Focus, the Indian Army has placed an order for four Nishant air vehicles and ground systems.

The pilotless target aircraft (PTA) Lakshya addresses the requirements of the Indian defence forces. The main feature of Lakshya is the tow target system that makes it cost-effective and versatile. Lakshya can carry two tow targets on wing-mounted pylons. It also plays an important role in training and assessment of weapon systems and operators. Reportedly, forty-two Lakshya systems have been delivered to the Indian Army. The ADE is also developing an advanced digital PTA, named Lakshya-2, with enhanced endurance, autonomous and low-level flight capability.

Also an airborne guidance and control system for controlled aerial delivery system (CADS) www.geopolitics.in

has been successfully developed by ADE. According to Technology Focus, the CADS can deliver a payload of 500 kg to a designated target within 100 m circular error probability (CEP) using ram air parachute (RAP).

According to the DRDO bulletin, three other UAV projects are under progress in India.

First, Rustom is an indigenous all-weather, medium-altitude long-endurance (MALE) UAV. It has been successfully test flown on 16 October 2010. Second, a number of small fixed-wing air vehicles have been developed

by ADE in collaboration with NAL. These micro vehicles are man-portable and have image-processing capabilities. Third, an advanced laser-guidance bomb (LGB) kit, Sudarshan, is being developed by ADE to improve the accuracy of conventional 1,000 lb class dumb bombs by using a laser designator system. Indian Air Force has shown keen interest in buying hundreds of these kits.

India envisages robust and advanced UAVs for decades ahead with multi-mission capabilities. Futuristic programmes of DRDO include UCAVs, micro and mini, multi-role, and solar- powered UAVs. According to Technology Focus, Rustom-H, a medium-altitude, long-endurance UAV, is being developed which would be capable of taking off from and landing on a prepared runway, carrying payloads up to 350 kg, operating at altitudes up to 30,000 feet (9.1 km). It can be programmed to fly in waypoint navigation or in pre-defined patterns up to 35 hours. The ADE and Defence Avionics and Research Establishment (DARE) are jointly developing an indigenous UCAV: Aura. Flight control system and data-link packages of Aura will be designed and developed jointly by ADE and Defence Electronic Application Laboratory, Dehradun.

In fact, design and development of UAVs

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involve multidisciplinary processes; therefore, many DRDO labs are associated in the design and development of subsystems. Though various sub-systems are being produced by private vendors, quality control, integration, flight tests, etc. are being carried out by DRDO. Production of UAVs for the Services is being done in partnership with defence PSUs and private vendors. Technology is transferred to the HAL and other production partners like Bharat Electronic Limited (BEL), Bharat Dynamics Limited (BDL), High Energy Batteries (HEB), Electronic Corporation of India Limited (ECIL), and Ordnance Factories are coordinated for this purpose. Testing of aerial targets is carried out at DRDO’s Integrated Test Range (ITR), Chandipur. For tactical UAVs, a range in Kolar, Karnataka, has been established and a new aeronautical test range at Chitradurga is under development.

LOOKING BEYOND Decades ahead would see more robust use of UAVs for multifarious purposes. Would they really replace the manned aircraft or obsolete them? It is sure that they are no more model aeroplanes; they have been playing increasingly important roles both in military operations and civilian usages. It was forecasted that 1/3 of the USAF deep strike aircraft will be unmanned by 2010. Even US expects 90 per cent of its combat aircraft will be unmanned by 2025. Worldwide UAV developments are in progress and in a decade or two, the airspace would be crowded with varieties of them leading to air traffic management (ATM) litigations. At present most UAVs are restricted to designated airspace but once fully developed this sector may demand use of commonly used airspace.

The need, therefore, is to integrate UAVs operations with rules governing ATM. As military UAVs are not bound by the Chicago Convention (Article 8 only address “Pilotless Aircraft”), it would be prudent to devise an international regime or broaden the scope of Chicago Convention for ensuring safe use of airspace for other usages. India may take the lead by proposing a revised regulatory framework in managing the global UAV upsurge while building up its own capabilities by prioritising its needs in a phased manner. Looking to the unfolding strategic scenario, it is prudent for India to envisage for four types of UAVs in a phased manner, i.e. (1) high-altitude, long-endurance UAVs, (2) medium-altitude, long-endurance UAVs, (3) tactical versions for battle management, as well as (4) for fighting close battles.

(The author is Research Fellow, Centre for Air Power Studies) February 2011

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IS TRANSFORMING INTO A POTENT STRATEGIC FORCE” Talking to GEOPOLITICS, Air Chief Marshal PRADEEP VASANT NAIK expresses his confidence that in the coming decade, the IAF will be a modern force with cuttingedge technologies that can be adapted to meet the country’s requirements and provide the security forces with limitless options to overcome challenges

Photo: H.C. Tiwari

Q: A:

How does IAF compare itself vis-à-vis the Air Forces of leading countries in general and that of China and Pak istan in particular?

In terms of professionalism, training and commitment, the Indian Air Force is at par with the leading Air Forces of the world. Huge amounts of experience and exposure along with continuous refinement of our tactics, technology and concepts of operations has ensured that we maintain the cutting edge. IAF has been exercising with many advanced Air Forces in the world.

I must admit that the results in these exercises have been very encouraging and the experience is of great importance to us as well as to our friendly countries.

In the modern battlefield, technological edge is a decisive factor as opposed to mere quantity. Therefore, keeping pace through modernisation is a continuous process and a necessity. The IAF’s modernisation plan is

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in place. However, it must be clearly understood that as far as the numbers go China has an advantage. It may not be possible to catch up on this deficit in the near future.

But, there are other aspects of warfare, which I do not wish to specifically mention, where we have a subtle advantage. Additionally, our numbers are also set to increase rapidly. Overall the IAF is well positioned, both technologically as well as numbers wise, with respect to any Air Force in the region or for that matter in the world.

Does the IAF have some “forward-basing arrangements” with friendly countries in the Asia-Pacific region?

IAF has very cooperative and symbiotic relationship with most of the Air Forces in the Asia-Pacific region. Continuous coordination is maintained through multi-level interactions. We have conducted international air exercises and other such lateral interactions for mutual understanding and cooperation.

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What is India’s present aerospace capability?

India has made considerable progress in the aerospace arena and is regarded as one of the major players among space-faring nations.

Our space capabilities are mainly oriented towards civil and developmental needs. IAF is leveraging these exiting capabilities as force multipliers to meet its objectives.

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Is it time for the IAF to formulate an air doctrine for India and if so what should be its essential features?

The Indian Air Force Doctrine has been in place for a long time and basically enunciates IAF vision of being an aerospace power.

It has two parts: ‘Basic’ and ‘Operational’.

Part I of the doctrine is a guide on the basic aspects of aerospace power with inputs from old precepts and their subsequent evolution including amalgamation of space and its enormous force-enhancing impact.

Part II covers the operational aspects of the employment of aerospace power. The doctrine is practised right down to the field level. It is helpful in understanding, planning and employing aerospace power and provides the options for employment of air power in various scenarios.

Would you please throw some light on the modernisation process of the IAF? Modernisation is a continuous process and IAF is progressing well on its plan. IAF is in the process of inducting many state-of-theart assets to enhance our preparedness. We plan to induct additional Su-30 MKI, LCAs, MMRCAs and the FGFA in the coming decade. Presently, IAF transport fleet is a mix of heavy, medium and light transport

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How is the IAF evolving under your leadership?

The IAF is transforming into a potent strategic force, keeping in line with our national aspirations. In the coming decade, the IAF envisions itself to be a modern force with cutting-edge technologies that can be adapted to meet our requirements and provide us with limitless options to overcome challenges. The concepts, beliefs and practices are evolving with time to keep pace with advances in technology, vital national interests, changing global environment and regional military capabilities. aircraft. Our requirements are growing due to enhanced national and international commitments including UN commitments, Defence Cooperation, Disaster Relief, etc.

IAF is in the process of procuring C-17 Globemaster-III and C-130J aircraft and we aim to have a mix of transport fleets to meet our commitments. Also, a proposal has been mooted for joint development of Medium Transport Aircraft (MTA) between India and Russia for use by both countries.

We also have plans to modernise our helicopter fleet. Contract for procurement of 80 Medium Lift Helicopter and VVIP helicopter has already been signed. Procurement process for Reccee and Support Helicopters, Attack Helicopters and Heavy Lift Helicopters is under progress. The IAF plans to procure Light Combat Helicopters (LCH), Light Utility Helicopters (LUH) and Multirole Helicopters (MRH) during the coming decade.

Similarly, to transform our AD assets, we have plans to induct a variety of radars and sensors. Two Aerostat Systems have been procured and installed. Induction of AWACS has also improved our AD capability. As regards surface-to-air guided weapons, induction of modern systems is in progress.

IAF is in the process of modernising the trainer aircraft fleet. The induction of Hawk AJT has already brought in a qualitative change in the flying training syllabi. A contract to procure additional Hawk AJT has also been signed. IAF is also processing cases for induction of Basic Trainer and Intermediate Jet Trainer (IJT). To meet immediate training requirements, a new Basic Trainer Aircraft is being procured through ‘Buy (global)’ route to replace the HPT-32 and subsequently, the IAF plans to induct indigenous Basic Trainer, which will be procured under ‘Make’ category. Presently IAF has a variety of RPVs and their operational capability is planned to be enhanced. IAF is upgrading its fleet of MiG-29, Jaguar and AN-32 aircraft. IAF is also progressing the cases for upgradation of Mirage-2000, SU-30 MKI, Mi-17 IV helicopters.

Are you happy with IAF’s existing acquisition or procurement process, particularly www.geopolitics.in

keeping in mind the technological challenges and maintenance aspects?

The Air Force is a technology-intensive service and hence quick redundancy is a challenge to both, operations and maintenance philosophies. IAF’s modernisation is based on its Long Term Perspective Plans (LTPP).

All sorts of procurements for inductions, upgrades, infrastructure development and manpower training are catered for in these plans. From these plans flow out the Service Capital Acquisition plan (SCAP), that is a five-year plan for procurement of various equipment. Based on these, the Annual Acquisition Plan (AAP) is worked out. All procurements are undertaken under the laid down provisions of Defence Procurement Procedures, within the specified time frames. DPP-2008 and now DPP-2011 is formulated by the Government to lay down the procurement procedures. Amendments to these policy matters are incorporated periodically in consultation with various agencies and the existing economic trends in the market, so as to make the acquisition process more responsive. The government has supported the IAF adequately by providing adequate budgetary support to fructify our plans. Procurement process is in accordance with the security needs of our country and I am quite happy with the way our acquisition plans are progressing.

Is the IAF attracting adequate skilled and motivated manpower into its fold?

The three Air Force Selection Boards undertake testing of prospective candidates who wish to join the officer cadre in the IAF. The QRs are such that they meet the service requirements and there is absolutely no compromise on these QRs. Proactive publicity efforts are undertaken to recruit the right material and today we have a much larger pool of aspirants to choose from.

There has been a substantial increase in the number of applicants over the last few years.

This has helped us in maintaining our quality standards. So, there is no shortage of youth who are opting for the IAF. We also have a Fast Track Selection process which is something similar to campus placement. The response has been

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extremely good. Over the last few years there has been a significant increase in the number of engineering graduates opting to join the IAF. Our attempt is to reach out to the entire country, especially the low response and remote areas.

In the case of Personnel Below Officer Rank (PBOR), the selection of candidates is carried out through centralised Scheduled Testings (STs) for which the applications from eligible candidates are invited through advertisements in national/regional dailies/employment news. Approximately three to four lakh applications are received for about 7000-8000 vacancies every year, which shows that there is no dearth of youth willing to join the IAF. A large number of candidates have diploma and few candidates undergoing degree course also apply for selection in the IAF as PBOR. In addition, recruitment rallies are also conducted in order to give opportunities to the youth hailing from remote/low response/border/insurgency-affected or hilly districts and island territories of the country.

With FGFA scheduled to become operational and ready for induction by 2018, what role will it have in the IAF? How will that be different from MMRCA, particularly when it is being criticised by some that we are procuring wrong aircraft that are meant for fighting in the air and exhibiting in the air shows rather than helping the ground operation, something that should be the primary role of the IAF? The FGFA will be a multi-role aircraft with matching air-to-air and air-to-ground weapons capability. It is different from MMRCA in terms of certain characteristics like stealth, super cruise, internal weapon carriage, superior manoeuvorability, better avionics and sensors. So, apart from its primary role as a domination platform in the air, it will be equally potent in support of surface operations, on ground or at sea. One must not forget that the role of IAF is to carry out all kinds of operations, in furthering our objectives. The FGFA will be absolutely capable of fighting in the air as well as supporting ground operations. The IAF with February 2011

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When do you see the LCA joining IAF? LCA has obtained its Initial Operational Clearance and its induction is planned in June 2011, once all the issues are sorted out. The first squadron will be formed at Bangaluru itself. Subsequently, the squadron will be transferred to an appropriate location in the Southern peninsula. IAF is also in the process of procuring an additional 20 LCA ac in Final Operation Clearance configuration. The government clearances and approvals are under progress. these inductions will be fully equipped for prosecuting all kinds of campaigns and not only just primary/secondary operations.

How do you see the role of combat helicopters for the IAF? Combat helicopters are a versatile platform and greatly enhance the thrust of the ground offensive in a conventional scenario.

They have the potential for employment in sub-conventional roles also.

As far as IAF is concerned, the combat helicopters would be very useful in SEAD missions, escorts to SHBO operations, antitank missions, combat SAR, CSFO missions etc. Apart from these the helicopters have a potential use for recce, surveillance, transportation of troops etc. The IAF attack helicopters are also being deployed for both peace keeping and peace enforcement by the UN under specific mandates. Hence, combat helicopters would be actively involved in various combat operations.

Now that C-17 and C130J are going to be part of IAF’s fleet, how significant will they be in improving the IAF? What should be the appropriate number for airlift capability of IAF for a two front war?

The IAF plans to induct C-17 aircraft to meet its strategic heavy-lift capability requirements in the coming decades. The C-17 aircraft is one of the most advanced transport aircraft in the world and is capable of carrying large amount of payload. The aircraft is capable of conveying more than 70 tonnes of payloads over large distances and can operate from small airfields. Once operational, they would significantly enhance our strategic airlift capability. The C130-J aircraft being acquired is a medium-lift transport aircraft suitable for inter and intra-theatre ops. These aircraft are calibrated for conduct of special ops, delivering combat personnel and equipment to austere and semi-prepared strips/DZs, by day and night or in adverse weather conditions. The first of the six contracted aircraft are likely to arrive in India in Feb 2011. We are working towards acquiring the required number of assets to meet our requirements.

How are the upgradation exercises in IAF’s www.geopolitics.in

forward bases progressing?

Upgradation of our assets is an ongoing process and in the near future IAF is trying to ensure that all its fleets are of fourth and fifth generation platforms and the sensors and equipment are upgraded to desired level. IAF is also in process of modernising all our airfields in two phases. 30 Airfields are planned to be upgraded in Phase-1, which includes some major frontline bases. Rest of the airfields would be upgraded in Phase-2 of the project. .

What role will the UAVs play in the IAF’s operations in coming days? And how are we developing/procuring them?

RPAs would be one of the key ‘Force Enablers’ in the coming times. The main roles envisaged for the RPAs include intelligence, surveillance, reconnaissance and designation. They would also provide realtime actionable intelligence to the other ISR platforms/sensors available with the IAF, so as to reduce the sensor to shooter time.

IAF has been a key partner in encouraging indigenous RPA development. The indigenous ‘Rustom’, once proven operationally, would be a significant milestone for us in our efforts towards indigenisation and it will encourage the Indian industry to develop a full range of high-altitude, longendurance RPAs to meet our requirements.

Meanwhile, the procurement plans of the IAF need to cater for availability of RPAs for all designated roles, for which additional numbers are being procured. Technologically, the IAF is looking at enhancing the operating range of the RPAs with SATCOM capability and induction of RPAs with higher operational ceilings to enable operations in the North and North- Eastern sectors.

How has the IAF prepared itself to work in a net-centric environment with AWACS and AFNET? How are modern sensors and longrange radars going to be force-multipliers?

Network-centric warfare operations require a robust and secure communication network, sensor systems and efficient Command and Control (C2) in support of the combat platforms. With the fielding of the AFNET, robust and secure communication network requirement, on ground, has been

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met. Similarly, IAF is in the process of acquiring an airborne data link communication network over Software Defined Radios (SDR). All our ground-based and airborne weapon platforms, sensors and C2 centres including fighter aircraft, ground-based AD weapons, AWACS, indigenous AEW&C etc. would be integrated into a ‘Network of Networks’ over these two networks to share real-time Air Situation Picture (ASP) and C2 information.

The entire range of modern sensors, both ground-based and airborne, forms the main source of real-time information and will provide a comprehensive air situation picture.

Clear situational awareness through a common ASP enables us to take well-informed, timely and accurate decisions, be it offensive or defensive operations, leading to mission success and reduced OODA loop.

It is said that there will be dedicated satellites for the services of the IAF. When do we see them?

IAF has a roadmap for increased utilisation of space to support its conventional warfighting capability. However, it is enmeshed with the other two services plans for reasons of synergy. Presently, ISRO is meeting our needs and is assisting us in all areas of space applications. Plans are also afoot to acquire dedicated capability but no time frames can be spelt out at this point of time.

How do you visualise the IAF 10 years from now, given the projection that around 2020, India will emerge as a great power? Will it play a global role?

The Indian Air Force has come a long way from its beginning as a tactical force. We are transforming into a potent strategic force.

The IAF vision addresses not only the defence of the Indian skies but the protection of our enhanced national interests based on the country’s growth profile and aspirations. In the coming decade the IAF envisions itself to be a modern force with cutting edge technologies which is flexible, adaptable and has strategic reach to provide limitless options to India by shaping any air space to strike, defend and provide succor anywhere in our area of interest.

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PROVING SPACE AGILITY: NASA’s experimental space plane will boost the Indian space agenda

On December 25, 2010, ISRO’s GSLV F-06 crashed in its very ‘first stage’ itself.

It does not augur well for the Indian space programme.

UDDIPAN MUKHERJEE takes a look at our space agenda and finds out where we stand in comparison with our powerful northern neighbour, China www.geopolitics.in

A

PERUSAL OF the institutional website of the Indian Space Research Organisation (ISRO) shows the basic template of the Indian space agenda. The words of the father of Indian space programme, Dr Vikram Sarabhai are embedded in it. It reads: “There are some who question the relevance of space activities in a developing nation. To us, there is no ambiguity of purpose. We do not have the fantasy of competing with the economically advanced nations in the exploration of the moon or the planets or manned space-flight. But we are convinced that if we are to play a meaningful role nationally, we must be second to none

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in the application of advanced technologies to the real problems of man and society…”

In fact, such a vision is also seconded by Rodham Narasimhan, the present director of India’s Space Commission. He asserts that India’s forays into space are basically along the development paradigm, which concerns among others, “communications, remote sensing, and agricultural crop production”.

One thing is difficult to go unnoticed, however. ISRO proclaims of a Human Space Flight and overtly ambitious planetary explorations as its envisaged missions by 2025. Furthermore, ISRO also adds a comparatively novel agenda that it aims to use satellite-based communication and navigaFebruary 2011

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g GEOPOLITICS tion systems for security needs.

Such declarations though, appearing as deviations from the charted territory, probably have a sound logic, since on the other hand, New Delhi’s ever-growing belligerent neighbour China has a slightly different outlook towards the agenda of utilising ‘space’.

In November 2000, Beijing published a ‘White Paper’ outlining the goals and guiding principles for its space programme.

The core aspects can be enunciated in a nutshell: “…making the development of space activities cater to and serve the state’s comprehensive development strategy. The Chinese government attaches great importance to the significant role of space activities in implementing the strategy of revitalising the country with science and education and that of sustainable development, as well as in economic construction, national security, science and technology development and social progress.”

A simple comparison will easily elucidate the different regimes in which the two governments tread in terms of space activities.

While Beijing also attaches importance to development pertaining to communications and socio-economic growth of a nationstate, it is not at all averse to ‘national security’ which arises as a spin-off from such activities.

However, India appears to be reluctant to ascribe any military significance to its space programme, more so in an explicit form. The phrase ‘security needs’ have necessarily been kept vague and basically pertains to internal security threats. Possibly such a reluctance forces Johnson-Freese, a China space specialist, to assert that both India and Japan have space capabilities matching China’s but, not the “political will” to use them the way China has.

Based on official statistics placed by ISRO, India has about 21 satellites. Out of them, ten are communication satellites, revolving in Geo-stationary Earth Orbits.

Moreover, there are four surveillance satellites with imaging capabilities. They have resolutions of less than 2.5 metre. Furthermore, there are seven earth observation satellites.

Interestingly, these satellites are of dual use; that is, they can be used for defence purposes too. But, till date, a military satellite per se, is absent.

However, the Indian Defence Ministry, in May 2010, unveiled plans for dedicated military satellites for the Navy, Air Force and the Army. The purpose seems to address the specific space-based communication www.geopolitics.in

requirements of the defence forces. Apart from this, there are some further developments which indicate that New Delhi is considering to widen its options regarding space activities. Incidentally, ISRO has already achieved considerable expertise with regard to Polar Satellite Launch Vehicles (PSLVs) and has gone for successive commercial launches in a successful manner.

Nevertheless, there are still ‘more than

NOVEL AGENDA: ISRO envisages an ambitious planetary exploration and also aims to use satellite-based systems for security needs

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miles to march’ for ISRO as it is yet to acquire efficiency in the Geo-stationary Launch Vehicles (GSLVs). The GSLV Mark-III is an ongoing project in that direction. It has been the fallout of the American muscle-flexing in a post-1991 world which coerced Russia not to part with the Cryogenic technology to India, citing obligations to the Missile Technology Control Regime (MTCR). In fact, the lack of cryogenic technology has hindered India’s growth trajectory in terms of InterContinental Ballistic Missiles (ICBMs), which are perceived as effective deterrents in an envisaged war-clime with Beijing.

In that regard, the ‘Christmas failure’ (on December 25, 2010) of ISRO to successfully launch the GSLV-F06 puts the Indian space programme in a spot of bother. ISRO now has only one Russian cryogenic engine at its disposal. Hence, if future ventures of Chandrayan-II, heavy payload-based communications satellites and other ambitious programmes are to see the light of the day, ISRO needs to bring the extraordinary out of its bag. Moreover, a failure in the ‘first stage’ of the rocket (as happened in the ‘Christmas failure’) does not augur well for the Indian space programme.

Actually, any space maneuvering by India, though concealed within the yoke of the socio-economic model, has a security aspect naturally tied to it. And the rationale is provided by the rapid strides made by its northern neighbour, with which India has a persistent border problem. Hence, any move made by the Chinese in space, necessarily has an Indian countermove coming up. For instance, the Chinese have sent humans to space thrice. They have developed their land-based ICBMs. Moreover, they are in an apparently enviable position in terms of Anti-Satellite (ASAT) and AntiBallistic Missile (ABM) programmes, as far as India is concerned. Thus, keeping in mind not only the aspect of prestige of matching China inch by inch, India is forced, all the more by strategic demands, to catapult its space programme to tally with that of Beijing.

ISRO’s former Chairman Dr Kasturirangan says that India has entered the “expansion phase” of its space programme since it has achieved the initial goals of economic growth with the help of space technology.

Now, according to him, Indiacan afford the luxuries of space science and possibly even human spaceflight. And with the overwhelming success of the nation-state’s first lunar spacecraft Chandrayaan-I, probably he is quite right.

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g GEOPOLITICS India’s future ambitions are the development of GSLVs, further lunar exploratory missions (Chandrayan-II), a two-stage-to-orbit reusable launch vehicle, human spaceflight, and further international cooperation to expand its horizons. The commercialisation in this venture has already received a strong fillip with the creation of Antrix Corporation, which markets Indian space capabilities around the world.

However, in a direct comparison with China, the Indian space programme appears to be lackadaisical and lacklustre. While both the countries started off more or less at the same time in the 1970s, China surely has outpaced India.

Continuing the comparisons between the two countries, it goes to show that where China has already exhibited its prowess in ASAT capabilities by successfully destroying an old satellite of itself in 2007, India is in a rudimentary stage in that regard.

In fact, China also scores over India in terms of the number of satellites in orbit, with its 57 well over India’s 21.

Very recently, China’s space AMBITIOUS VENTURE: The development of GSLVs has programme was in the news as already received a strong fillip as it markets Indian space on October 1, 2010, it launched capabilities around the world an unmanned lunar probe, Chang’e-II. This was part of the that the dependence on space assets needs project to send a human being to the moon to be reduced and in future, such a scenario around 2020. China has also announced that is likely because of induction of the latest it plans a manned space station by 2020. state-of-the art ‘other’ systems.

Now, the moot question is whether both The negative aspects of weaponisation of India and China are embarking on a ‘headspace and the empty notion of self-aggranless’ competition to have an edge against disation notwithstanding, India certainly each other as the next leader in Asia? Or, is cannot negate its prospects of bolstering the venturing into space a natural consequence space programme. With China’s ambitious of high growth in technology? Moreover, is China over-stretching its resources like the erstwhile Soviet Russia in showcasing its space prowess? And if India follows China in that path, will it not dig its own grave in terms of the rationale of economics?

Furthermore, such developments portend a vigorous militarisation of space which is not desirable. In fact, Colonel Deepak Sharma of the Institute of Defence Studies and Analyses (IDSA), New Delhi warns of such a possibility. He opines: “The vulnerability of space assets is a function of dependence on those assets.” Thus higher the dependence on space system, the higher will be the vulnerability. Hence, he advocates

IN COMPARISON TO CHINA, THE INDIAN SPACE PROGRAMME APPEARS TO BE LACKADAISICAL

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rise in the backdrop, it is not only necessary, rather imperative for India to build upon the space activities and that too with alacrity and without compromising quality. Nonetheless, a couple of things are noteworthy in this regard.

One, India should not overstretch its financial resources so as to ‘just compete’ with China. Beijing may follow that particular path vis-à-vis America and might foment ambience of a new Cold War in Asia. But India needs to be prudent in that venture. Presently, the Chinese space budget is around US $2.2 billion per annum whereas India is way behind at almost one-third the amount.

Hence, India needs to activate its budgetary allowances and aim for targets within prescribed durations. At the same time, financial destabilisation needs to be thwarted by avoiding a blind adherence to the China Model.

Second, the Indian policy-makers need to appreciate that space is slowly emerging as the fourth frontier of warfare as it is becoming increasingly difficult to ignore space-based technology in our daily lives. And hence in the eventuality of a conventional war, India faces the risk of being rendered handicapped in terms of communications if it does not develop an effective deterrent in that direction.

To be dependent on the satellites of other countries in order to decrease the risk factor is a negative way of solving issues.

More so, when ISRO has already developed a commercially viable space programme, a natural shielding becomes a necessity.

Donald Rumsfeld’s vision of a ‘Space Pearl Harbour’ and Ronald Reagan’s views on Space Wars might be too extravagant at present for the Indian scenario; however, that must not deter India to actively pursue an ambitious space programme with a vision of sending a human being to space and or with an over-ambitious plan of reaching Mars.

However, for such grand plans to fructify, international collaboration must be in the offing and in which both China and India can play significant role. Since both are yet to be parties to the International Space Station, both of them shall keep on contesting, with each other and with the rest of the world as well.

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AERIAL ASSETS: Scene from a Indo-UK joint operations album. Seen in the picture Air Marshal L K Malhotra of the Eastern Air Command with UK counterpart

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HEN INDIA accepted the proposal from the United States in the mid-1990s for a naval exercise, a simple one at that stage, the US Navy was bamboozled when an Indian Navy submarine surfaced next to the US Navy’s large aircraft carrier defended by nearly 25 warships and airborne assets to ensure no submarine can get close enough to the task force leave alone within range of the submarines weapons close to the 80,000 tonnes displacement carrier. From then on the US Navy has sought every possible opportunity to undertake exercises with Indian Navy.

A similar experience was repeated when the US Air Force undertook the first Cope India exercise in 2004 when, in one mock air combat exercise, their frontline air superiority fighter, the F-15 suddenly found the vintage MiG-21 (and much maligned by Indian media at that time) on its tail within gun firing range. USAF, of course, had not brought all its paraphernalia like AWACS etc thinking it will be easy to deal with IAF without these force multipliers and combat support systems. I met many USAF officers since then, and some who were watching that unique exercise could not reconcile them to the experi-

Photo courtesy: indiandefence.com

LEARNING FROM

EACH OTHER Joint exercises that the IAF has been conducting with its counterparts from friendly countries add to the competence of the Indian fighter pilots, explains JASJIT SINGH

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ESTABLISHING COMPETENCE: Captain Munroe (961st Airborne Air Control Squadron), talking to IAF officers during the air exercise at the Kalaikunda Air Station ence. US Air Force even nominated some of the participants to undertake academic research studies on how the “Transformation of the IAF”. The RAND Corporation was tasked by USAF HQ to undertake a two year study on the Indian Air Force, the last such study (rather pessimistic about IAF capabilities and thinking) having been carried out after the early naval exercise.

What does this amount to? Essentially there is no cause for us to celebrate since this is a demonstration of professional competence in some aspects. Air operations go well beyond small components of air campaigns. But we can be satisfied that our armed forces (the Army experienced similar results) are one of the most professional in the world; and air exercises prove that point if one was needed. But the IAF is wedded from its inception to be modest about its capabilities — sort of an attitude that ‘we just did our duty’ has prevailed for the past nearly eight decades. But it undertakes intensive air exercises and training and that needs some explanation since realistic training, close to the edge of the limits of human limits and aircraft performance inevitably also carries its own risks and possibility of accidents. And here comes a problem. The Air Force is normally outside the visual screen of our population and media since it operates far away and it is only when we lose an aircraft or a new deal (like the MMRCA) comes up, people take note of the Air Force.

But coming back to air exercises, we can club them into three issues and types of www.geopolitics.in

exercises, all interlinked with each other.

The basic issue is that flying in the air is not a natural activity for human beings. I recall our Chief Flying instructor in the Air Force Academy telling us greenhorns 56 years ago that “If God wanted man to fly, He would have given him wings.” This deficit is to be made up by regular structured and professional training, on the ground and in the air. This must aim to build up skill levels through repetitive air exercises so that the aircrew in general and fighter pilots in particular react in split second efficiency correctly every time to a whole range of air activities. Simulators can be of great help to learn procedures but cannot replicate the mental and physical stresses that are part of flying. Mastery of the aircraft and its performance in the vertical three-dimensional environment, hence, become prerequisite.

One must not forget that the very raison de etre of Indian Air Force is to defend the

THE IAF HAS NOW ESTABLISHED CAPABILITIES TO ASSIST IN ASSESSING AIR EXERCISES

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nation from any threat and win the war that may be imposed on it, normally in conjunction with the other two components of military power, but in unique circumstances (like that of Longewala in 1971 war) to do it by itself. Flying and undertaking operational tasks clearly places a heavy responsibility on young shoulders of air warriors who must fly and defend the country when called upon to do so. But this also compounds the challenges to which the answer lies in more and more realistic training in air exercises. That also applies to the technical personnel who have to keep the machines (from jeeps, trucks, to aircraft) in perfect state to meet all challenges when and if they suddenly emerge.

It is often not recognised that this high level of training and preparedness makes the Indian Air Force the key force for rapid responses and high levels of readiness in hours if not minutes.

The IAF has now established capabilities to assist in assessing air exercises and the operational training tactics. We have come a long way from the gun camera based debriefs of air exercises to Air Combat Manoeuvring Range (ACMR) to enhance the value of air combat exercises and hone the skills of air warriors. Similarly the Tactics and Combat Development Establishment continue to study and evolve tactics and strategy for air operations. The IAF is certainly undergoing transformation in terms of its weapons and equipment and this makes it necessary that transformation of skills, tactics and operational employment of its aircraft and combat support systems also are kept on a high priority.

The second main issue that we need to address is air exercises in conjunction with our Army and the Navy. It is perhaps not appreciated — and this was so visible in recent years in the debate about jointness —- that it is the Air Force that provides the lynch pin of joint operations. And there has not been a single instance when the Indian Air Force failed to rise to the challenge of joint operations since the days the IAF was established in the 1930s. Some misunderstandings arise due to the fact that Air Force would often be operating away from visual contact of the surface forces in order to keep the enemy air force at bay and off the back of our surface forces. This is not the private war of the Air Force; but it is meshed into the overall joint approach to warfighting. I am not aware of a single instance since 1936 (when IAF started providing air support to the land forces) where February 2011

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AIR EXERCISE: Massive airpower helps evolve a new doctrine and tactics the Air Force has not come to the aid of the land forces even in most demanding circumstances, many of the pilots doing so with the supreme sacrifice of their lives.

But this requires the Air Force and the surface forces to frequently exercise with each other to sort out procedures and tactics etc.

And that brings us to the air exercises with foreign air forces. There is an old saying that you improve your game or professional competence when you practice or carry out exercises with air forces better equipped than we are. Almost all western air forces have state-of-the-art technology in regard to combat aircraft, air lift and combat support (and force multipliers) which they have fully integrated into their air forces and used them since the 1991 Gulf War. New technology like the 4th generation fighters and force multiplier combat support systems are just entering service in IAF. However they are in the process of integration into force structure besides our doctrine and tactics. The Indian Air Force would certainly evolve its doctrine and tactics by its own efforts. But it would be valuable to do so while exercising with www.geopolitics.in

air forces that have done this a long time ago.

The air exercises help absorb new technology and share experiences in mock battles to evolve a new doctrine and tactics.

But in the true tradition of the Air Force, while this experience would be valuable, it is highly unlikely that the IAF would simply adopt what the other air forces are doing in air warfare training with new technology systems. The experience would be evaluated and its positive and negative aspects carefully assessed in our own environment

THE AIR EXERCISES HELP TO ABSORB NEW TECHNOLOGY AND SHARE EXPERIENCES IN MOCK BATTLES

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and in relation to our own philosophy of the employment of military power in the coming years. It may be recalled that we had been acquiring weapons and military equipment from the Soviet Union/Russia for decades. But we had never adopted their doctrines and tactics in the employment of those weapons and equipment unlike most other countries that did so and were not able to cope with challenges they had to face.

In recent years a new process, often referred to as “defence diplomacy” has emerged to support political and diplomatic relations and create greater mutual confidence. This diplomacy takes many shapes and forms. One of them relies on high level visits and exchange of visits at professional delegation level. But the most important aspect of that is to build military-to-military contacts and mutual trust and confidence. The air exercises (like those between naval and land forces) serve this purpose admirably. The United States may perceive many parts of the exercises as building “inter-operability” among the two sides. This itself does not imply that undertaking exercises would naturally or February 2011

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JOINT VENTURE: IAF and Omani Tango working in tandem during the air exercises inevitably lead to US-India military cooperation which would actually be decided at the political level on geopolitical grounds.

One of the crucial methods of realistic training for air warfare is to practice combat against dissimilar aircraft. This is undertaken as a routine in the Indian Air Force, but obviously there is a limit to the types of aircraft available for such dissimilar combat exercises. Air exercises with foreign air forces, especially air forces which have high-technology aircraft and systems, are very useful methods of enhancing the combat skill of our air warriors in operations against dissimilar aircraft and systems, something that they would in any case have to deal with in actual combat situations. For example, many of the exercises have in mock air combat with Mirage 2000 and MiG-29 aircraft have been conducted against F-16 aircraft of superior capability rather than that available with Pakistan or being supplied to it. Such exercises are extremely valuable in enhancing our combat capabilities. Many friendly countries (like the UAE) have requested air exercises based on the reputation of Indian Air Forces; and it is in our national interests www.geopolitics.in

with nearly 5 million Indians working in the Arab states of the Gulf region to assist them through defence diplomacy and assist in providing crucial experience to the UAE air force through such exercises. In this and many other ways, air exercises with foreign air forces promote our national interests and meanwhile provide valuable experience to our Air Force.

All said and done, these exercises are an important step in enhancing the professional competence of our air warriors both in the air and on ground. For example, the

MANY EXERCISES IN MOCK AIR COMBAT HAVE BEEN CONDUCTED WITH MIRAGE 2000 AND MIG-29

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USAF Red Flag Exercise is one of the most rigorous air exercises in the world and had been restricted to America’s close allies.

The endurance, professional competence and even the ability to maintain a high level of aircraft and system serviceability is tested over a couple of weeks especially in case of air forces located across the globe like IAF is. The United States Air Force, after a number of exercises with Indian Air Force in India and in USA (in Alaska) had accepted the Indian Air Force into this elite group where skills and sustainability are tested to the limits of human endurance and capability besides the reliability of aircraft and their quality of maintenance. By all accounts Indian Air Force gained enormously in professional terms from this exercise and it has been acknowledged by all that it should be invited again on a regular basis with adequate breaks in between to absorb the lessons and evolve our own approach to employment of air power in our environment.

(Former Director of IDSA, the author is currently Head of the Centre of Air Power Studies, New Delhi) February 2011

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The Chinese stealth fighter only outlines the long steps that China has taken in its ambition to be a global aviation superpower.

ABHIJIT BHATTACHARYYA outlines how over the years our Eastern neighbour has steadily built its potential to design and build global standard fighter aircrafts

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THE DELHI-BEIJING

GAP WIDENS

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HIRTY-ONE YEARS ago (in 1980), Jane’s All the World’s Aircraft, the bible of world aviation, dedicated 07 pages to Beijing and 05 to New Delhi to report the aviation scenario of the two neighbours. Two decades later, in 2000 China got 25 pages and India 09 pages of space. And today, in 2011, China’s share has shot up to 50 in comparison to India’s 14 pages. China, in the 21st century, clearly has taken a huge quantum leap, which has virtually resulted in a long-term handicap for not only India but a possible end of the aerial hegemony of the western world at large.

So much so, that China today appears just behind the USA and Russia to make up its lost time in aviation development mission. No doubt Beijing is yet to be anywhere near the USA and the advanced aviation manufacturing countries of Europe, but the gap between the Orient’s Han and the Occident’s industry

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appears to be narrowing by the day. And the development thereof is so rapid and piercing that it could be a revelation to analyse the present scenario and the possible future emanating there from.

One, therefore, needs to begin with Delhi development to understand Beijing’s advancement. Thus, almost simultaneously, when India’s “fourth generation” light combat aircraft Tejas took to the sky on January 10, 2011, with the hope and expectation to get its final operational clearance in 2013, China surprised and shocked the world with its “fifth generation” J-20 stealth fighter. The sharp contrast between Beijing’s “stealth” and India’s light combat aircraft is too visible and marked to be missed. Beijing’s fifth generation stealth J-20 was until recently so secret that none had any clue about its official name as it was only known as J-XX among western defence, security

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and intelligence officials and analysts.

India’s Tejas (LCA), on the other hand, was widely known to be repeatedly tried and tested ever since feasibility study began 28 years ago, in 1983. With only one fighter project in hand, the slow progress of the Indian enterprise was indeed painful and painstaking. Thus it took five years to complete the project definition in 1988. Another three years to start prototype construction in 1991. Thereafter the first prototype rolled out on November 17, 1995. It again took 5 years 2 months for the first flight to operate on January 04, 2001. Initial production approval came in March 2002 and the public debut was made by the machine on May 04, 2003. And finally the first flight production on April 25, 2007!

Being single engine “light combat aircraft”, Tejas is unlikely to be offensive platform, notwithstanding its type definition being “multirole”. With a reported maximum takeoff weight between 10 and 11 tonnes and with 3.5 to 4 tonnes armament, Tejas, under no stretch of imagination can match the latest state-of-the-art single-engine aircraft like Lockheed Martin F-16, SAAB JAS-39 Gripen or the Lockheed Martin F-35 Lightning all of which are single-engine multirole

fighters. The only consolation, however, is that the Indian enterprise has at least seen the light of day and a beginning has been made at last. India would nevertheless require an enormous amount of aviation research and development to come out successfully to match or counter the combat aviation of the west as well as that of China owing to loss of precious time.

In comparison to slow and erratic Indian progress in combat aviation industry, China’s performance, without doubt, has been impressive and eye catching. Thus, the lonely Tejas of India is confronted with an array of Chinese fighters. Like a typical new nation of the third world, Beijing made modest beginning with borrowed technology from the former Soviet Union’s sprawling state-controlled, monopoly military-industrial empire and the city of Chengdu (in Sichuan province) emerged as major centre for fighter development and production since 1958. Reportedly, over 2000 fighters of more than 10 models/variants and types have been built. One of the earliest Chinesemade combat craft Jianjiji-7/J-7 originated from Soviet MiG-21 licensed manufacture in the 1960s. And the Chinese were pragmatic enough to make money by exporting more than 550 aircraft to 13 developing countries, with more than one-third (177 to

SENSATIONAL DEBUT: Fifthgeneration J-20 stealth fighter has taken China a step ahead to be a global aviation superpower

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be exact) having gone to Pakistan.

It was a very clever Chinese move from the beginning. China grasped the importance of technology and was also conscious of the cost thereof. Hence, they understood the need for reducing the rising expenditure born out of high cost of imported and the operational cost. Consequently, export to the needy nations proved to be an unexpected windfall to the indigenous defence industry of Beijing.

In the 1990s, China’s FC-1 Xiaolong fighter programme virtually emerged as joint SinoPakistani plan of action in air as collaboration with Pakistan began with 1995 “memorandum of understanding”, leading to “joint development and production contract in June 1999”. Thereafter the Pakistani production line “formally launched at Kamra on January 22, 2008; initially for final assembly and flight test only, rising to provision of 60 per cent of air frame and 80 per cent of avionics by 2010”. Agreement for “serial production of initial 42 JF-17” (which is the Pakistani Air Force designation of FC-1 Xiaolong) “signed on March 07, 2009”. Chinese wisdom for wealth, influence and power ensured that the aircraft is exported to Bangladesh, Egypt and Nigeria in 2003 and Malaysia in 2007. According to Jane’s All the Worlds Aircraft, Pakistani Chief of Air Staff demanded “250 aircraft to form seven or eight squadrons”. Thus the first recipient of the Chinese aircraft was Peshawar-based 26 squadron, replacing Hongdu A-5 III ‘Fantans’, followed by 16 squadron at the same base.

In fact, the unique nature of contemporary Chinese fighter industry appears to be surely and steadily emerging and entering into an era of joint Sino-Paki production, distribution and consumption of aircraft conceived, drawn, designed and commissioned in Beijing. Thus the “hand-over of first two (Chinese-built) JF-17s to Pakistani Air Force (serials 07-101 and 102) took place at Kamra on March 12, 2007, in time for participation (statically and in flying display) during National (Resolution) Day military parade on March 23; remaining six pre-production aircraft for PAF delivered on March 14, 2008”.

First Pakistan Aeronautical Complex ( Kamra, District Attock) - assembled production JF-17 February 2011

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(serial 09-111) was handed over to Pakistani Air Force on November 23, 2009.

That the makers, managers and marketing men of Chinese fighters are extremely alert and agile is to state the obvious. Seen in this background, one can take the sensational debut of J-20 “stealth fighter” of Beijing as nothing extraordinary and unexpected. It was long expected and it was just a question of time, knowing Chinese desire to take their place under the sun. Beijing’s national aim and geopolitical/economic aspirations, at present, are much higher than any other nation outside the territory of Europe and the USA. China appears hungry for food, fuel and technology. And for that, there is no dearth of cash in the kitty of the Hans at present.

Coming back to the picture of the silhouette of Chinese J-20s, one has to appreciate its overall configuration and design. With two large engines and the vertical tail surfaces canted outwards, the comparative clean and straight geometry, along with canards (i.e. fixed foreplanes ahead of the centre of gravity of the aircraft), the aircraft looks big thereby implying (and possibly revealing) the Chinese desire to pack superior range, endurance, payload and combat capability in both air-to-air and air-toground operations. One may also need not be surprised to find mid-air refuelling capable J-20 in future.

Prima facie, the Americans too appear to be surprised, shocked, angry as well as appreciative of the Chinese leapfrogging in aviation technology. The United States is surprised because it did not expect China to show its craft “before-time”. USA is shocked, perhaps more because of its own miscalculation about the gestation period than the Chinese capability to deliver the craft in advance. USA is angry because an unprecedented post-Cold War challenge has been thrown at her for the first time. Professional Americans, however, are appreciative of the Chinese skill and success. Thus, opined Matthew Buckley, a Top Gun graduate of the Navy Fighter Weapon School: “J-20 was built to reduce radar signature. You can tell it has some serious stealth technology.” In comparison, “my F-18 looks like an 18-wheeler on radar. That thing might not even show up.” Coming, as it does, from a Top Gun pilot of the USAF, one may be compelled to accept his views and comments on Chinese J-20 as serious, as well as potentially a serious security reversal-of-roles between Washington DC and Beijing. Nevertheless, there also exists a counter-view; that the Chinese till date have banked heavily on Moscow for www.geopolitics.in

OUTSTANDING: China’s performance in combat aviation industry, has been impressive and eye-catching. Seen in the picture is Chinese Sukhoi Su-27 most of their military hardware as well as software. Hence they still do not appear to be sophisticated enough to challenge the existing stealth technology of the USA and the reviving aviation industry of Russia. Hence a streak of doubt, pertaining to the quantum jump of Beijing’s technology quality, does remain. Beijing is good no doubt. But is Beijing good enough to openly challenge the US hegemony in the air today? No not yet. But the writings are now on the wall.

For USA, however, the fallout of J-20 is bound to be problematic and turbulent. Display of a stealth fighter in the midst of state visit of US Secretary of Defence to Beijing implies open challenge to, and defiance of, US superiority. Secondly, since the decision of July 21, 2009, by Defence Secretary Robert Gates to halt production of Lockheed Martin stealth multi-role fighter, the military-industrial complex of the USA is restive. The situation looks all the more gloomy because the Pentagon has further decided to cut $78 billion in the next five years thereby slashing

J-20 “STEALTH FIGHTER” OF BEIJING WAS LONG EXPECTED AND WAS JUST A QUESTION OF TIME

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into some of the big-ticket military hardware of the US defence contractors. Understandably the simultaneous induction of Chinese stealth and closure of American stealth cannot paint a rosy picture for any US President.

One, therefore, needs time to get the hang of the quality of J-20. In fact, it can be safely inferred that whatever be the quality and rate of advancement, the J-20 is unlikely to come into operational production before another five years. It is not as easy as it looks, denial of stealing US stealth technology by Chinese defence officials notwithstanding. Paradoxically, however, there is a sudden and freak triangle of murky and strange connections between American production, Indian distribution and Chinese consumption of stealth technology. Reportedly, the Chinese claim that J-20 is the product of indigenously developed “supersonic cruise ability and powerful air mobility”.

And coincidentally an Indian origin Noshir Gowadia, a former B-2 stealth bomber engineer, was sentenced by a US federal judge to 32 years of imprisonment for selling military secrets to China. The Indo-American was convicted of helping China design its stealth cruise missile. All is fair, they say, in love and war. To paraphrase it further, one could also include “technology development and Chinese aviation” thus, all is fair in love, war, technology-demonstration and development of Chinese stealth fighter.

(The author is an alumnus of the National Defence College of India and a member of International Institute for Strategic Studies, London) February 2011

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N LATE November 2010, after an Ariane-V launch vehicle of the European space transportation company Arianespace placed into orbit an advanced communications satellite, all eyes were on Bengaluru, the Indian aerospace hub, which was taking measured steps to corner a share of the global space market dominated by the US and West European aerospace giants. The Hylas-1 satellite meant to provide high-speed, broadband services across Europe was built at the well-equipped Satellite Centre of the Indian Space Research Organisation (ISRO) as part of the commercial agreement that the European satellite builder EADS Astrium had entered into with Antrix Corp, the commercial arm of the Indian space programme. Prior to that, W2M communications satellite built at ISRO Satellite Centre under the same strategic alliance was launched in November 2008. This partnership with EADS Astrium is expected to

yield `2,000-million a year to ISRO. Prof U R Rao, a former ISRO chief, pointed out: “India’s strength in satellite technology is now globally recognised.” Similarly, the high-resolution data provided by India’s IRS series of remote-sensing satellites, marketed

by Antrix Corp now accounts for 15 per cent of the satellite resources data sold worldwide. The cosmic saga of Bengaluru began in 1972 when a modest satellite fabrication facility was set up in one of the sheds in the Peenya industrial area on the outskirts of the city. This facility gave birth to India’s first satellite Aryabhata launched in 1975. The evolution of the ISRO Satellite Centre equipped with a state-of-the-art infrastructure for building a range of high performance satellites is traced to this facility. Not surprisingly then Antrix Corp is looking at forging a “strategic partnership” with a world-class satellite builder for the development and marketing of custom-made com-

WHAT AEROSPACE HUB? MAKES BENGALURU TICK AS AN

As in IT, Bengaluru is becoming a major centre of the world's aviation industry. But before it does attain the top slot, the city will need to spruce up its act to ward off the threat posed by Hyderabad, says RADHAKRISHNA RAO

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STELLAR CONTRIBUTION: HAL is all encompassing! It has helped Bengaluru dominate the Indian aerospace sector. File picture of LCH with test crew! mercial class communications satellites to the global customers.

On another front, Bengaluru would also play a crucial role in giving a practical shape to India’s manned space flight slated for 2016. A well-equipped astronaut training centre with facilities to expose the astronaut candidates to the knitty-gritty of space travel is planned to be set up on the outskirts of Bengaluru by ISRO in association with the Institute of Aviation Medicine (IAM), a part of the Indian Air Force (IAF).

Bengaluru’s emergence as the nerve centre of satellite technology was not an overnight development. For the presence of the Indian aeronautical major Hindustan Aeronautics Ltd (HAL) along with a sound hi-tech industrial base and the expertise built up at its research outfits and academic institutions over the years acted as a catalyst for the setting-up of India’s first satellite building facility in the city. In fact, the stateowned defence public sector enterprise, HAL, has been contributing to India’s space saga by providing light alloy satellite strucwww.geopolitics.in

tures. Natural then that HAL in tandem with a string of state-funded research and development outfits including NAL (National Aerospace Laboratories) and laboratories of Defence Research and Development Organisation (DRDO) has helped Bengaluru dominate the Indian aerospace sector growing at the rate of 10 per cent per annum. NAL, the only civilian aerospace laboratory in the country, is a leader in the civilian aircraft design.

Equally noteworthy is the role of the aerospace engineering department of the Indian Institute of Science (IISc), known for its original contribution to the cutting-edge research in the area of aeronautics and space, in the shaping-up of Bengaluru as India’s aerospace hub. The expertise built by IISc in the frontier areas of aerospace technology is being eagerly sought by many aerospace and defence entities from across the world. Interestingly, Boeing has leveraged the talent pool at IISc for a project aimed at developing a new material to make its Dreamliner aircraft 30 per cent more fuel

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efficient than any other aircraft.

On another front, the presence of a large number of technical and engineering institutions in this Silicon Valley of India meant skilled but affordable manpower could be accessed by the aerospace sector. Further, the high level of expertise built by its IT and software industry has gone to provide a quickening impetus to the qualitative and quantitative growth of the aerospace industry in Bengaluru. A fact-filled study carried out by consulting firm Price Waterhouse Cooper (PWC) and the Confederation of Indian Industry (CII) says that several educational, scientific and technical institutions in Bengaluru and other parts of the state are fostering domain expertise in IT, engineering and design skills that can easily be leveraged by global aerospace majors. The study also points out that Bengaluru-based software majors like HCL, Infosys, TCS and Wipro Technologies have, for many years now, been serving clients in the global aviation and aerospace industry.

On another front, the advantages in terms February 2011

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THE AERO SHOW: The Aero India has always been held in Bengaluru, a reflection of how the industry looks at the city of manpower quality and production cost that the Indian aerospace industry offers has nudged the global aero engine majors like Snecma and Rolls Royce to source a part of their requirements from Bengaluru. As an aerospace analyst put it, “Bengaluru ranks ahead when it comes to attracting attention from the global aerospace and defence vendors.”

In the mid-1950s, the Indian Government decided to set up military-oriented laboratories and industries at Bengaluru, far away from borders of China and Pakistan. And the momentum provided by these entities spurred the growth of the aeronautical sector in the city. Besides HAL, Bengaluru is home to two other state-owned defence enterprises: BEL (Bharat Electronics Ltd) and Bharat Earth Movers Ltd (BEML). BEL which has a strong focus on defence and aerospace is known for a range of products including a wide variety of radars, command and control systems, communication devices, software packages for wide-ranging aerospace applications as well as air traffic control systems.

BEL also forms a part of the consortium that is producing Akash surface-to-air, area defence missile system for the Indian Air Force (IAF). The feather in the cap of BEL is its Data Link-II, a communications system that would form a part of the Boeing-built P-81 long-range maritime reconnaissance aircraft. India has ordered eight P-81 aircraft as part of a contract signed in January 2009.

On the other hand, BEML is busy working towards making it big in the aerospace sector of the country. Its aerospace division is www.geopolitics.in

planning to set up a facility at the aerospace SEZ (Special Economic Zone) that Karnataka Government plans to develop at Devanahalli near the Bengaluru International airport.

This would focus on the production of ground handling equipment, ground support equipment, aerospace structures, machining of aerospace components, tooling of aerospace requirements and sub-assembly of aircraft structures. BEML Chairman and Managing Director V R S Natarajan says that BEML is exploring the possibility of entering into the business of assembling small aircraft and helicopters.

“When you are in aerospace business, assembly of small aircraft and helicopters cannot be out of your radar,” observes Natarajan. He also revealed that BEML, which is already supplying components of fighter aircraft to HAL, has made a set of landing gears for HAL-built helicopters and is expecting orders.

Bengaluru is also the proud birthplace of

BENGALURU RANKS AHEAD WHEN IT COMES TO THE GLOBAL AEROSPACE MAJORS

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India’s first home-grown supersonic fighter jet Light Combat Aircraft (LCA) Tejas. Tejas was taken up for development in the 1980s by the Bengaluru-based Aeronautical Development Agency (ADA) — a DRDO set-up — is now winging its way towards obtaining Initial Operational Clearance (IOC). When finally inducted into the IAF, Tejas will serve as a frontline tactical fighter capable of delivering a range of smart and high-precision weapons systems.

The 1000-acre aerospace SEZ that the Karnataka government plans to promote at Devanahalli in association with SIATI (Society of Indian Aerospace Technologies and Industries) will have among its clients, BEML, HAL, Dynamatic Technologies and Amada of Japan. This aerospace park will have both production facilities and aviationrelated MRO units. In particular, HAL plans to take up the production of TPE-31 engines and engine components at this facility. HAL also has a plan to set up an aviation-related MRO here. “The aerospace park is being located adjacent to a 1,000-acre electronics hardware park and a 1,000-acre software park with a view to enable the aerospace industries to leverage the strength of the IT sector,” says S V Ranganath, Chief Secretary to the Government of Karnataka.

The aerospace division of the Indian automobile giant Mahindra and Mahindra (M&M) is planning to develop an aerospace SEZ spread over 250 acres on the outskirts of Bengaluru. Mahindra aerospace which has acquired two Australian aviation companies — one of which manufactures small aircraft — has set up an aerospace components manufacturing facility at Malur near Bengaluru. As stated by Anand Mahindra, M&M Vice Chairman and Managing Director, “The aim is to transform the company into an Indian Embraer.”

Bengaluru-based QuEST Global, a precision engineering services and manufacturing enterprise with a strong focus on aerospace, has emerged as India’s first private sector entity to supply components directly to Airbus Industries. “This win highlights the strength and strategic importance of QuEST Global ‘s manufacturing capability,” says Aravind Melligeri, Co-founder and Chairman of QuEST Global. Among the customers of QuEST Global are EADS, Boeing, Pratt &Whitney, GE Aviation, GKN Aerospace, Magellan and Saab. For the global defence and aerospace majors, QuEST Global provides services such as precision machining, sheet metal fabrication, aerospace special processing, design and development of toolFebruary 2011

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ing and fixtures. Parts of the landing gear and other components made by QuEST at Bengaluru are now an inseparable part of the several Airbus and Boeing aircraft models.

QuEST Global also has a contract to supply machined and sheet metal parts of Boeing Dreamliner.

“Bengaluru will continue to thrive with aerospace investments as there are major public sector players like HAL being present,” says Melligeri. In a development of significance, QuEST Global will form a part of the design team that NAL is setting up to develop a 90-seater Regional Transport Aircraft (RTA) which will be realised through public-private partnership under a national initiative. The highly fuel-efficient RTA incorporating the latest genre technologies will be ideally suited for linking up short distance routes and small towns and cities in the country in an economically viable manner.

Another Bengaluru-based private sector entity, Dynamatic Aerospace, a division of Dynamatic Technologies Ltd, has now emerged as a recognised leader in the development of complex aero structures and the production of high-precision aircraft parts and components. It is working closely with EADS and Spirit Aero systems, the world’s largest independent supplier of structures for commercial aircraft, to assemble flap track beams for Airbus single aisle A320 family of aircraft.

As global aerospace majors make a beeline for India, Bengaluru is becoming a cutting-edge resources centre for Boeing and Airbus, both of which outsource many aspects of their projects to local ventures.

Boeing Research and Technology Centre (RTC) in Bengaluru with local IT partners provides engineering applications, design, development and support for various products. “Boeing is investing in R&D and university partnerships to leverage and enhance India’s global aerospace capability and skill base” says Boeing India President Dinesh

Keskar. Boeing RTC in Bengaluru now coordinates the work of more than 1,500 engineers on projects across various vendors such as HCL, Infosys, TCS and Wipro.

In 2008, Airbus set up the Airbus Engineering Centre India in Bengaluru where local engineers help develop capabilities in modelling and simulation, covering areas such as flight management systems and aerodynamics to help in the design and production of aircraft such as the A 380 and the A350. The Airbus Engineering Centre in Bengaluru plans to outsource about 40 per cent of its aircraft designs to local companies. The research and technology centre of the European aerospace and defence consortium EADS in Bengaluru seeks to capitalise on the Indian capability in the frontier areas including simulation of complex physical systems, multidisciplinary optimisation, high performance computing and radar technology.

Some of the projects of EADS innovation

BENGALURU IS MAKING WAVES ON TRAINING FRONT OF THE AEROSPACE SECTOR

work, the third such facility of EADS outside Europe, are being carried out in tie-ups with the Indian research and academic outfits like IISc. Honeywell Aerospace which provides integrated avionic, engine systems and allied products to the aerospace industry has its design and development centre in Bengaluru. Honeywell has a collaboration with HAL for producing TPE-331 aircraft engines in India. In 2009, Honeywell Technology Solutions opened its research and development centre in Bengaluru. “India’s intellectual capital has a competitive advantage. Our team of engineers is working on developing critical technologies ranging from safe landing systems for aircraft to security solutions for the homes,” said Dr Krishna Mikkilineni, President, Honeywell Technology Solutions.

Bengaluru is also making waves on training and educational front of the aerospace sector. World’s first integrated aviation university and training campus will be set up in Bengaluru with an initial investment of $125-million.The well-endowed campus will be developed on a 50-acre plot on the IT city with satellite campuses in New Delhi and Mumbai. Sydney-based aviation consultant Centre for Asia Pacific Aviation (CAPA) and Bengaluru-based Subramanya Construction and Development Company (SCDC), have already entered into an agreement to CAPA Aeropark which will have under its wing a full-fledged university and international standard academy for airline and airport management, pilots, engineers, air traffic controllers, cabin crew and regulators.

“CAPA Aeropark is different in that it will only work with the leading global education and training providers,” says Peter Harbison, Group Executive Chairman, CAPA. Bengaluru was selected as the location for the campus due to the fact that it is India’s aerospace hub with strong credentials in education and research besides its safe and cosmopolitan lifestyle, observes Harbison.

HAL (Hindustan Aircraft Ltd), set up in

FRONTLINE FIGHTER: Bengaluru is a birthplace of LCA Tejas

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g GEOPOLITICS 1940 by the visionary entrepreneur Walchand Hirachand to overhaul military aircraft for the Royal Indian Air Force, could be considered a “mover and shaker” of the aerospace sector in Bengaluru. Incidentally, HAL (Hindustan Aeronautics Ltd) in its present form came into being in 1964 when a merger took place between Hindustan Aircraft Ltd, Aeronautics India Ltd and the Aircraft Manufacturing depot at Kanpur.

HAL, which is today one of the largest aerospace and defence enterprises in Asia, ranks 38th among the top 100 global aerospace and defence companies. This Indian aeronautical giant boasts of 19 production units and 9 R&D centres spread across seven states. HAL boasts of an impressive products profile — 12 types of aircraft manufactured with in-house R&D and 14 types produced under license. HAL has also manufactured over 3,550 aircraft, 3,600 engines and overhauled over 8,150 aircraft and

ti Role Combat Aircraft) bid. HAL will produce 108 of the 126 MMRCA aircraft that India would order from the winner of the bid for which there are six contenders.

Indeed, from an era of licensed production of supply of spares and components to the global aerospace and defence majors, HAL has come of age to scale new heights in aeronautics to take up the challenges of the future with confidence. “HAL is transforming gradually into a competitive player in line with its vision to be a leading global aerospace company. HAL’s current exports are already moving in the direction of building aero structures for aircraft of leading international aerospace companies including export and fully-built green aircraft Dornier DO-228 to Germany,” says HAL Chairman Ashok Nayak. With a view to preparing the ground for the successful realisation of a slew of high-ticket projects and also with the focus on boosting HAL’s

RIPPLE EFFECT: With one flows another and before you know it’s a dozen — that’s the story of Bengaluru’s aviation!

27,300 engines. It is also in the supply chain of global aircraft majors — it produces Airbus A320 doors and has been contracted by Boeing to produce composite 777 flaperons. “The composite 777 flaperons that HAL will produce represents a significant leap forward in technological capability and supports Boeing’s strategy to work in partnership with India’s aerospace industry for the long time,” says Keskar.

Being the only aeronautical outfit of its kind in the country, HAL has been designated as the integrator of combat aircraft to be acquired under MMRCA (Medium, Mul-

BENGALURU IS BECOMING A CUTTING-EDGE RESOURCE CENTRE FOR BOEING AND AIRBUS

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capability in assembly and production of various types of aircraft, an investment of `25,000 crore on creating new facilities over the next one decade has been envisaged.

As part of the move to focus greater attention on its core competence and step up the production of strategic systems, HAL plans to boost outsourcing from Indian private sector industries. “Infrastructure in the Indian private industry is also coming up.

We would like to make use of that,” says HAL Chairman. Nayak also refuted the oftrepeated allegation that HAL’s monopoly over the aerospace sector has stifled the urge of private Indian industries to take up challenging aerospace projects. In fact, he specified that “HAL was no way trying to do a monopoly”. Apparently, he was reacting to the observation of IAF Vice Chief Pranab Kumar Barbora who recently said that the Government support and focus to HAL was affecting the growth of private sector aerospace manufacturers.

However, one big question that disturbs the analyst of the Indian aerospace scenario is why HAL, despite its excellent human capital and a superior technological base, could not transform itself into an Indian Embraer that scripted the Brazilian aviation industry success story. The argument is that if ISRO could catapult India into the ranks of the leading space-faring nations of the world, there is no reason why HAL cannot reinvent itself as one of the front-ranking aeronautical entities capable of producing both civilian and military aircraft meeting global standards.

All said and done, everything is not hunky dory for Bengaluru’s aerospace sector. Infrastructure deficiencies in the form of poorly laid roads causing traffic jams, power shortage, water crisis and prohibitively costly land along with bureaucratic red tape could conspire to pose a threat to Bengaluru’s pre-eminent position in aerospace. The possibility of Hyderabad, which is being projected vigorously as the best destination for aerospace and defence investment, threatening the supremacy of Bengaluru, is not discounted. “Power is definitely a bottleneck. Additionally, land costs in Bengaluru are higher compared to Hyderabad. Therefore, initial costs which could potentially be higher than Hyderabad, will play a role,” says Aroon Raman, Chairman of CII, Karnataka chapter. The moral of the story is that Bengaluru would need to spruce up its act to ward off the threat from Brand Hyderabad and stay at the forefront of the Indian aerospace sector.

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PRIVATE SECTOR GETS READY TO ENTER

AEROSPACE Opportunities in the aerospace industry in the country are cropping up and the private sector is not lagging behind. J V SINGH takes a look at the aerospace industry in India and points out that while private players will act as a stimulant for the growth of the industry in the future, there are many challenges to be overcome

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HE INDIAN aerospace industry, both military and civil, stands uniquely poised today, on the threshold of catapulting itself into the global arena. Due to the overwhelming support and involvement of the government in the demand and supply of defence and civil aerospace products, the industry has set itself on the firm path towards a transformational change. The process of transformation has begun and there are encouraging signs of the aerospace industry emerging as a major factor in our increasing self-reliance as well as the export-oriented sector. At the same time, the domestic capability is being significantly enhanced, through extensive tie-ups, joint ventures and technology transfers. Fundamental strength in the Indian industry already exists, in the form of a large number of Small and Medium-sized Enterprises (SMEs), which in the past have been suppliers at the sub-component and component level, for aerospace DPSUs, HAL, DRDO, ISRO, etc.

These companies are gradually transforming themselves into major players in this sector, modernising with cutting-edge technologies to become suppliers for global aerospace companies vying to outsource products and components from India.

The Indian aerospace industry has historically been dominated by large Public Sector Units (PSUs). In 1940, the first aircraft company, Hindustan Aircraft Limited, was formed, followed by formation of Indian Institute of Science (IISc) in 1942, Council of Scientific and Industrial Research (CSIR) in 1948, Aeronautical Society of India (AeSI) in 1958, Defence Research & Development Organisation (DRDO) in 1959, National Aerospace Laboratories (NAL) and Hindustan Aeronautics Limited (HAL) in 1964. In 2001, defence production opened up for private players.

The Indian aerospace industry is one of the fastest-growing aerospace markets in the world with an expanding consumer base comprising airlines, businesses and high net worth individuals. The rapid growth of this industry has at-

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tracted major global aerospace companies to India. All segments in the aerospace industry, including civil and military aviation and space, are showing a significant level of growth.

Top growth drives for Indian Aerospace Industry include high domestic demand, offset policy, cost advantages, talent base, and leveraging IT competitiveness. The government support and incentives include liberal licensing and SEZ policies, easing and rationalisation of procedures, clarity in policy. In addition, Defence Ministry has announced further liberalisation to the offset policy; civil offset policy is also in the pipeline. The support for growth of the aerospace industry is through regulatory support and infrastructure development and government encourages private investment in both the civil and defence aerospace sectors with the goal of encouraging technology transfers and achieving indigenisation. Government also welcomes domestic private participation in manufacturing and R&D in the aerospace sector with 100 per cent Foreign Direct Investment (FDI) allowed in most areas, the exceptions being air traffic services and defence sector.

India produces close to 400,000 engineers per year. Research institutes, academic institutes include IISc, IITs, NITs and many other top-notch engineering colleges. Government institutes are DRDO, CSIR, ISRO, Hindustan Aeronautics Limited, Bharat Electronics Limited and Bharat Dynamics Limited. In addition, a number of private sector companies (large

THE INDIAN AEROSPACE INDUSTRY IS ONE OF THE FASTESTGROWING MARKETS IN THE WORLD

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and SMEs) are engaged in engineering and manufacturing (L&T, TATA, Godrej, and SLN Technologies). Private sector companies such as Infosys, Wipro, TCS, HCL, Quest, CADES, and Infotech, are offering engineering services to global aerospace companies. Many MNCs like Airbus, Boeing, Honeywell, GE, Safron, Goodreach, Thales, Rolls Royce and Mercedes Benz have their own development centres.

The following factors provide the opportunity and stimulus for driving growth in engineering and manufacturing areas in India’s aerospace industry. Strong economic growth, growing domestic aircraft demand, offset requirements, ability to leverage IT competitiveness, liberal special economic zones law that provides attractive fiscal benefits for developers and manufacturers, skilled talent pool in the public and private sector, MNC aerospace companies in India and availability of manufacturing infrastructure. For India as an MRO destination, the contributing factors include potential for global/regional MRO hub, globalisation of MRO services, manpower cost competitiveness, availability of talent, locational advantages and growing domestic market.

India’s MRO segment is estimated to grow at 10 per cent and reach $ 2.6 bn by 2020.

Government bodies in the sector Ministry of Defence The main functions of MoD include obtaining policy directions of the government on all defence and security-related issues and communicating them for implementation to the services headquarters, inter-services organisations, production establishments and research and development organisations.

Directorate General of Civil Aviation Functions include granting approval for aircraft maintenance, repair and manufacturing organisations and their continued oversight, promoting indigenous design and manufacture of aircraft and aircraft components by acting as a catalytic agent; assessing the design and suitability of aircraft components and equipFebruary 2011

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g GEOPOLITICS ment and their approval for use in aircraft.

Aeronautical Society of India (AeSI) The main objectives of the society are to promote aerospace technologies and industries in India, encourage potential entrepreneurs to establish medium/small scale industries in this sector. to provide a forum for interaction of industries and users, R&D institutions, universities etc, to participate in and conduct national/international air shows/seminars/ workshops, to encourage education/research and sponsor institute scholarships/fellowships, etc. in aerospace, to collaborate with similar societies, trusts, professional institutions and industries in India and abroad for achieving its objectives.

Aeronautical Development Agency (ADA) ADA was created for the LCA programme by Ministry of Defence. ADA is involved in activities related to the development of LCA. LCA is built with the state-of-the-art technology design/analysis tools and production facilities supported by capabilities in Indian aircraft design, production and product support.

National Aerospace Laboratories (NAL) National Aerospace Laboratories (NAL), a constituent institution under CSIR, is a high technology-oriented institution concentrating on advanced topics in the aerospace and related disciplines. It is India’s only civilian aerospace laboratory and has made significant contributions to a large number of aerospace programmes like aircraft (civil and military), space, engine development, defence and strategic programmes.

Defence Offset Policy The latest Defence offset policy is effective from September 2008 (DPP-2008). Key features include mandatory offset requirement of a minimum of 30 per cent for procurement of defence equipment in excess of `3 Billion ($ 60 mn), only direct offsets allowed as of now, banking of direct offset credits permitted for up to two years and transfer of technology is not counted towards offset calculation. Also the vendor is free to choose Indian offset partner, Indian offset partner to comply with only licensing requirements/guidelines, offset obligations to be fulfilled within period of main contract. Further, offsets can be discharged by combination of the methods namely direct purchase of, or, ex-

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ecuting export orders for defence products and components manufactured by, or services provided by Indian defence industries. Defence Offset Facilitation Agency (DOFA) oversees the offset policy.

From Wright Aeronautical Company to Rolls-Royce, private companies have played a part in shaping the global aerospace industry.

However, the government and the aerospace sector are like Siamese twins. This dependence carries risks, as spending is subject to the political process. Hence, it is one of the toughest markets to tap. The government hopes to turn this constraint into an advantage through the offset clause, mentioned in the Defence Procurement Procedure (DPP). It wishes to encourage private sector involvement, and is hoping to have $30 billion (about `140,000 crore) generated in offset opportunities.

India ranks among the top 10 countries in the world in terms of military expenditure. The country’s defence budget (capital plus revenue expenditure) has grown significantly in recent years. India is expected to spend close to $100 bn on defence procurements during the period of implementation of the 11th Plan (2007-2012).

Considering that imports account for 70 per cent of the expenditure on defence procurements, offset obligations worth $ 21.4 bn will be generated at 30 per cent of the contract value.

The largest contract for 126 medium multi-role combat aircraft (MMRCA) is estimated to be worth about $ 10.5 bn. The tender document places a 50 per cent offset liability on vendors. This offset business is expected to flow into India through Tier-I and Tier-II vendors of global OEMs. SMEs can expect to corner a substantial chunk of this business.

India’s defence budget is expected to reach the $100-bn mark in the next ten years. The government has been undertaking initiatives to encourage participation by the private sec-

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tor. Apart from defence, as the India economy grows, civil and cargo aviation has recorded CAGR of 18 per cent and 9.9 per cent, respectively. Huge opportunities exist for maintenance and repair, avionics, communication systems, control system design, and software design among others. Global recession and significant margin pressures will continue to force global OEM and Tier-1 suppliers to undertake major restructuring and cost-cutting exercises. Emerging economies like India, which provide significant cost benefits, are being increasingly considered an outsourcing destination for manufacturing. The defence offset policy and its inherent strengths position India as an attractive investment destination for the aerospace industry.

The aerospace sector has tremendous scope for various industries. In the years to come, Asia is going to be the nerve centre of sale of Maintenance Repair and Overhaul (MRO) deliverables.

The reform process in the defence sector needs to be accelerated. The effective implementation of the defence offset policy can facilitate the absorption and indigenisation of foreign aeronautic technologies that accrue to the country by way of offset deals.

India needs to take bold steps in FDI policy for the defence sector. Additionally, offset obligations should be instrumental in inviting technology to India. India needs national defence policy wherein global interdependence can be leveraged in the most optimal way. The private sector must be allowed a freer hand with accessible overseas market with a few regulations. A consortium approach must be formulated to facilitate global partnerships and joint ventures.

India should leverage its strengths in the information technology and automotive industries to graduate into design, development and manufacturing in the aerospace and defence sectors.

The Indian aerospace and defence industry needs rapid development of domain knowledge.

This would require active industry-governmentacademia partnership with leading technology institutes across the globe, to upgrade, design and offer tailor-made courses for the aerospace and defence industry in India.

The government, on the advice of the Kelkar Committee, has opened up the aerospace industry to the private sector.

State governments are doing their bit by setting up special economic zones (SEZs) for the aerospace industry. These include:

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g GEOPOLITICS The `3,000-crore Aerospace and Precision Engineering Special Economic Zone to be set up at Adibatla, Ranga Reddy district in Andhra Pradesh; The specialised aerospace park of around 1,000 acres, proposed near the Bengaluru International Airport; The 2,500-acre SEZ for the aerospace and avionics industry, is proposed to be established in south Gujarat, close to the DelhiMumbai industrial corridor. This is likely to have a number of MRO facilities.

The cumulative value of the Indian defence market for the next five years is approximately `180,000 crore, which makes it one of the most attractive in the world — especially, with the capital outlay for defence hiked this year to `54,824 crore, up from last year’s revised estimate of `41,000 crore. Indian companies are all set to supply in this market. Hero Motors plans to produce light aircraft at its 300-acre aerospace park in Madhya Pradesh in partnership with an unidentified European manufacturer.

The Tata group is keen to move into full-scale aircraft assembly and production in both the civil and military markets. The group has sought approval to set up an aerospace manufacturing facility on the outskirts of Hyderabad.

Tata has already signed deals with several International companies, including one to manufacture components for Boeing. It has taken a one-third stake in Italy’s Piaggio Aero, while Israel Aerospace Industries (IAI) and Tata have signed a memorandum of understanding to establish a new company to develop, manufacture and support a wide range of defence and aerospace products, including missiles, UAVs, radars, electronic warfare systems and homeland security systems. Mahindra & Mahindra, meanwhile, has signed deals with BAE Systems, and is jointly developing a five-seat light aircraft with the National Aerospace Laboratories.

Larsen and Toubro (L&T) has formed a joint venture with the European EADS to develop high-tech defence electronics in Pune. This venture will focus on developing electronic warfare, radar, military avionics and mobile systems for military applications.

Punj Lloyd, a transnational company specialising in the energy and infrastructure sectors, has its headquarters in Gurgaon. The company is present in six cities and maintains three lines of service: business aerospace services including aircraft management, airline MRO including airframe, engine, components, sales and non-scheduled charter operations including offshore oil and gas transportation. The company has serviced over 40 different types of aircraft in its 40,000 sq ft hangar for maintenance activities. It also has plans to increase

MADE IN CHINA: The Chinese are now making aircraft in collaboration with Airbus. They are also producing their own domestic version. Will India ever be able to match them? its presence in additional cities, such as Kolkata, Hyderabad, Goa and Ahmedabad.

Max Aerospace and Aerospace Limited established in 1994, provides engineering support for all the major commercial airlines and aircraft operators in India and the Middle East. Its engineering facility in Mumbai supports a range of aircraft and components.

The company also maintains offices in New Delhi, Goa and Bengaluru. The company offers the following services namely avionics, electrical, air frame, simulator division and manufacturing services.

It is clear that private industry in the aerospace sector in India will act as a growth stimulant in the coming years. However, to fulfil its potential, it must surmount challenges such as inadequate R & D investment, dispersed production centres, frequent change in regulations, and poor co-ordination amongst the different players. The Confederation of Indian Industry (CII) has proposed to establish an aerospace park in Chennai. The proposed park will attract an investment of $10 billion and will create over

PRIVATE INDUSTRY WILL ACT AS A GROWTH STIMULANT IN THE COMING YEARS

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100,000 jobs. SEZ, Quest, Belgaum, Karnataka Quest Global is establishing an industry specific precision engineering SEZ in Belgaum, Karnataka. Quest Global SEZ has already signed three clients, namely Quest Global Engineering, Quest Global Manufacturing and Aerospace Processing India (API) for the SEZ APIIC, Hyderabad. This SEZ will focus on avionics systems repair, precision component fabrication, airframe and engine components, mechanical, electrical and electronic components. A group of approximately 35 companies, under the aegis of Samuha Engineering Industries, will be developing units to supply equipment and services to defence establishments in the country, The SEZ will have an integrated ecosystem for research, design, manufacture and maintenance of aircrafts, both civil and defence. The 2,500 acre SEZ, in close proximity to the Bengaluru International Airport, has received in principal approval from the Board of Approvals on 15th January, 2009.

The Karnataka Industrial Areas Development Board (KIADB) proposal has received in principle clearance by the Karnataka government for establishing an aerospace SEZ in Devanahalli, Bengaluru. Taneja Aerospace & Aviation Ltd (TAAL) has received in principle approval from the government to set up a SEZ dedicated to aviation in Bengaluru.

On its part, the government has to ensure that a level playing field is provided to private industries vis-à-vis Public Sector Enterprises.

Also, the industry has to be treated as a partner with mutual trust.

(The author is Senior Fellow, Centre for Air Power Studies. He is a retired group captain) February 2011

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The friendship between India and the then Soviet Union began rather modestly with the transfer of the first IL-14 in 1955. Since then, the ties have strengthened and today the two nations are involved in the joint development of fifth generation fighter aircraft, multi-role transport aircraft and much more.

ARUN MOHANTY looks at the strategic nature of the Indo-Russian relationship

INDO-RUSSIAN

COOPERATION ON A NEW HIGH

SU-30 MKI: A successful chapter in the history of Indo-Russian cooperation

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NDIA AND Russia are natural and genuine strategic partners and unparalleled bilateral cooperation between the two countries in the defence sector constitutes an important pillar of our special and privileged strategic partnership.

In fact, India’s unique defense cooperation with Russia began in 1955 when former Soviet leader Nikita Khruschev presented the IL14 aircraft — Meghdoot — to India’s first Prime Minister Jawaharlal Nehru for transportation of VIPS. Over the last 55 years, our productive cooperation in this vital sector has grown from strength to strength and

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ALMOST 85 PER CENT OF THE IAF IS EQUIPPED WITH MILITARY HARDWARE OF RUSSIAN ORIGIN

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acquired new dimensions. Almost 85 per cent of the Indian Air Force is equipped with military hardware of Soviet or Russian origin. As we celebrate the 55th anniversary of our cooperation in military aviation sector in 2010, we can proudly say that our relations in the sector has acquired unprecedented dimensions from mere buyer-seller relationship to joint research, joint development and joint production. The journey of our cooperation beginning with procurement of IL-14 in 1955 to planned joint development and joint production of fifth generation aircraft and multi-role transport aircraft in 2010 has February 2011

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DEFENCE COOPERATION: India and Russia signing a deal for design and development of advanced fifth generation fighter aircraft.

The deal involves HAL from India and Sukhoi Design Bureau and Rosoboronexport from Russia

been unique and productive the kind of which is unparalleled in the history of defence cooperation between any two countries in the world.

Moscow obviously was not India’s first choice for military procurement in the initial post-independence years, nor was Stalin’s Soviet Union enthusiastic about supplying military hardware to “imperialist stooge” India. However, a better understanding of the Indian state, the logic of Cold War, growing Soviet-Chinese rift and appreciation of India’s non-alignment policy motivated Moscow to start meaningful defence cooperation with India beginning from the second half of the 1950s. India went for military procurement from Moscow not because Soviet weaponry was the first choice but because the West was not willing to sell equipment required for its armed forces even if India was willing to pay in hard currency. It is geopolitical compulsions coupled with the West’s reluctance to supply military hardware that pushed India into a meaningful defence cooperation with Moscow. The main reasons for India to chose Moscow as a partner for defence cooperation were the Soviet readiness to supply the required military equipment, financial considerations like low-cost, the need to save much-required hard currency and Delhi’s quest for achieving self-reliance in the defence sector. www.geopolitics.in

India’s non-aligned foreign policy was not to the liking of the West, particularly to USA, which resulted in the US refusal to provide India with the required military hardware.

The USA turned down Indian requests to procure 200 jet aircraft in 1952, denied to supply Sidewinder air-to-air missiles, rejected Indian request for supplying F-104 while the aircraft was supplied to Pakistan in 196162. Washington supplied F-16s to Pakistan while the Indian request for the same aircraft was turned down outright.

The Soviet leadership was not exactly enthusiastic about building defence cooperation with India. However, with Pakistan turning out to be an US satellite in the region coupled with the increasing western presence in Asia through the formation of the Central Treaty Organisation (CENTO) and the SouthEast Asian Treaty Organisation (SEATO) and cracks in the Sino-Soviet relationship, Moscow realised the importance of India as a counter-balancing force to both the West and China and as a possible vehicle to expand the Soviet influence in the Third World. On the other hand, India to some extent was isolated at that time. This isolation along with the dire Indian requirement for weapons for its expanding armed forces created a platform for a strong Indo-Soviet defence cooperation.

Considerations of low-cost, easy credit terms as well as Moscow’s willingness to help

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build India’s self-reliant defence industry provided necessary impetus for constructing a solid partnership with Moscow in the vital defence sector.

As mentioned earlier, the first IL-14 medium transport aircraft was gifted to India by Soviet leaders Kruschev and Bulgalin during their historic visit to India in 1955, which was followed by the purchase of 24 Il-14 and 10 Mi-4 medium-lift helicopters in 1960. Eight An-12 heavy transport aircraft and six jet engines for the indigenous HF-24 aircraft were bought in 1961.

As evident, the military aviation cooperation between Delhi and Moscow began much before the Indo-China military conflict in 1962. An-12 and the Mi-4 aircraft were extensively used for logistic support during the Indo-China war. While An-12s continued in service as the backbone of the IAF’s transport fleet till the mid-1990s, the IL-14s went out of service in 1974 and the Mi-4s in 1981.

The agreement for supply of MiG-21 aircraft and its licensed production in India, signed in 1962, was of great importance for the country. The contract signed in 1963 envisaged supply of 38 MiG-21 aircraft and provision for technical assistance and machinery for establishing production facilities for these aircraft in India. The IAF acquired an additional 16 Mi-4 helicopters and eight An-12 aircraft, which was followed February 2011

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g GEOPOLITICS by the purchase of SAM-11 surface-to air missile system soon after the Indian debacle in the war with China. These were primarily meant for air defence of Indian cities like New Delhi. Acquisition of Soviet equipment got further impetus in the face of Western embargo on arms supply over both Delhi and Islamabad following Indo-Pak war in 1965. India received nearly seven squadrons of SU-7 planes.

IAF procured a limited number of MiG-23 BN in 1981 in order to meet our requirement for a tactical airstrike aircraft, which was followed by the purchase of two squadrons of MiG-23 MF — air superiority version of the swing-wing fighter with beyond visual range missiles in 1982 — as an interim solution to counter the threat posed by new generation of F-16 aircraft purchased by Pakistan. The Indian Air Force acquired a small number of MiG-25s in 1982, which gave the IAF an ultrahigh altitude tri-sonic strategic reconnaissance capability that surpassed any aircraft in the region.

The aircraft that could match and surpass the F-16 in its performance was the MiG-29 and that was procured by India in 1985. Apart from the MiG-29, India also purchased 165 MiG-27 M airstrike aircraft that were produced in India under license.

The Soviet collapse combined with the shift in Moscow’s foreign policy priorities dealt a heavy blow to Indo-Russian defence cooperation and the aerospace cooperation was no exception. The disastrous market reforms in Russia coupled with financial constraints in India inflicted a heavy damage to bilateral cooperation including the aviation sector. Normalcy in the relationship returned only after the improvement of the political and industrial spheres of Russia in the mid1990s. The turning point in the bilateral relationship came in 1996 when the contract for the state-of-the-art fourth generation multirole combat aircraft was concluded. The same year also witnessed the beginning of the second and more qualitative stage of our cooperation in the military aviation sector. The first contract envisaged 8 SU-30K and 40 SU-30 MKI multi-role combat aircraft. While under the second contract Russia was to supply 10 more SU-30 MKI aircraft, the third one stipulated licensed production of 140 SU-30 MKIs in India and the fourth one saw the transfer of 40 more SU-30 MKI planes by Russia to India.

The prime contractor for all these deals was Russia’s Irkut Corporation.

The unprecedented contract signed in December 2001 provided for licensed production of 140 multi-role combat jets at HAL facilities in India. Under the $3.3-billion deal www.geopolitics.in

India was given a ‘deep’ license, which envisaged indigenous production of all the components of SU-30 MKI, including the AL-31 FP state-of-the-art thrust-vectoring engines over a period of 20 years. India can use the technological spin-off of the MKI project for developing its light combat aircraft.

The SU-30MKI are the world’s first production air superiority fighters and also the first exported military aircraft that came with phased-array radars. The fighters are also considered to have achieved engineering excellence in design among fourth-generation planes. The external design of the SU30Mki has been largely prepared by Indian engineers.

Under the deal, Russia supplies aircraft produced at the Irkutsk aviation plant and also the complete sets of SU-30 MKI parts to be assembled by HAL. India will have total of 230 SU-30 MKI fighters after all the contracts are fulfilled. These aircraft already form the backbone of the Indian Air Force and are deployed in critical areas, ensuring absolute air supremacy over potential enemies. In mock dogfights, IAF pilots flying SU-30 MKI usually defeat modern fighters of its class produced elsewhere.

A survey to choose the best fighter among SU-30 MKI, F-22 and F-15 conducted by the prestigious professional British journal Flight among the visitors of its website placed SU-30 MKI far ahead of its competitors, with 59 per cent respondents favoring SU-30s.

The SU-30 MKI programme opened a new chapter in the history of Indo-Russian cooperation in the aviation industry. Both countries have moved from aircraft sales to joint research and development and joint aircraft production at HAL facilities. More importantly, these fighters will be equipped with BrahMos missiles, jointly produced by both countries, which according to experts, will deliver unrivalled combat performance.

Another project in Indo-Russian aviation cooperation is the MiG-29 K. The contract

THE SU-30 MKI OPENED A NEW CHAPTER IN THE HISTORY OF INDORUSSIAN COOPERATION

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signed in 2004 stipulates supply of 12 singleseater MiG-29K and four two-seater MiG29KUB fighters. Under the deal, Indian pilots and technicians would receive training from the Russians. In addition, Russia would supply flight simulators, spare parts and look after the maintenance of new aircraft at IAF bases.

The first batch of sea-based MiG-29 K/KUB fighters was commissioned at a ceremony held at the Hansa naval base in February 2010. The aircraft have been inducted in the Black Panthers squadron. Experts say the MiG-29K/KUB fighter is one of the best carrier-borne combat aircraft in the world in terms of cost and effect. The MiG-29K/KUB became the basis for 4++ generation land-based aircraft, notably including the MiG-35 multi-role fighters.

The fighter combines excellent flight and operational performance with reinforced combat capability. The MiG-35 is fitted with advanced onboard avionics, including active electronically-scanned array (AESA) radar and a unique optical locator system (OLS) based on a technology originally designed for space application. Russia, which is bidding for the ‘mother of all defence deals’ — the procurement of 126 combat aircraft by India for $10 billion, has offered the MiG-35, and hopes to win the contract on the basis of merit of its aircraft coupled with its long history of productive cooperation with India in the sector.

At present, India and Russia are poised to enter an absolutely new stage of cooperation in the aviation sector with two major projects in the pipeline. They are: development of fifth generation fighter aircraft (FGFA) and multirole transport aircraft (MRTA), which would take our cooperation in the vital sector to a higher level.

The fifth generation fghter aircraft (FGFA), which India develops jointly with Russia, is a derivative project from the PAK FA being developed for the Indian Air Force. HAL will largely contribute to composites, cockpits and avionics. The FGFA will enter squadron service by 2015, and will replace at least three classes of aircraft in the IAF. Since this is a futuristic aircraft, its development process is rather slow.

It has been agreed to develop both singleseater and double-seater versions of the aircraft. Russia has been developing its own fifth generation fighter since the 1990s. The current prototype, known as T-50, is designed by the Sukhoi design bureau and built at Komsomolsk-on-Amur plant situated in the Russian far east. The Indian fifth generation aircraft will be based on T-50, which has undertaken several flight tests. However T-50 February 2011

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FRIENDSHIP FOUNDATION: The journey of Indo-Russian cooperation began with procurement of IL-14 in 1955 would be tailored to meet the requirements of the Indian Air Force. The IAF’s priority is to have a two-seater FGFA powered by a new engine with higher thrust. The project design cost of the aircraft is estimated at $295 million that would be equally shared by both countries. The cost of the preliminary design contract may be $ 295 mn but it will eventually lead to India investing nearly $ 35 bn over the next two decades to induct between 250 and 300 of the advanced stealth fighters from 2020 onwards. This will be India’s largest-ever defence project.

Compared to the previous generation fighters, the planned fifth generation aircraft has several unique features, including the combination of qualities of strike aircraft and fighter. Experts emphasise its manoeuvrability and the power of airborne weapons. It is almost impossible to detect the aircraft through radars. While the fifth generation aircraft planned to be jointly developed by Delhi and Moscow would be a direct competitor to Lockheed Martin’s F-22 Raptor and F-35 Lightning-11, many experts believe that the Indian FGFA would have a number of advantages over its competitors. USA does not have any intention of supplying its FGFA to any country — even to its closest allies.

India and Russia have embarked upon yet another important project to launch the multi-role transport aircraft programme for developing a new aircraft capable of carrying 20 tons of cargo to replace the An-12, An-32 and other transport aircraft in the Indian and Russian air fleets. Under the terms of the contract, signed between HAL and UAC to design and produce MRTA, both sides will invest

$300 mn dollars. In this joint venture, the MRTA manufacturing facilities would be located both in India and Russia. While the Indian Defence Ministry is expected to place an order for 45 MRTAs, the Russian Air Force is likely to purchase about 100 of this new aircraft.

The initial plan is to produce 205 planes of the new class, of which 30 per cent will be sold in the global market. A joint venture has been registered in India to run the MRTA project and it is expected that the first aircraft will take off in 2016-2018. The joint venture will include HAL (50 per cent), Russian joint aviation manufacturing corporation (25 per cent) and Russia’s state-run arms export monopoly Rosoboronexport (25 per cent).

The Russian company Ilyushin Aviation complex, the designer of the IL-76, will participate in the designing of the new aircraft.

Though India and Russia have been very successful partners in the sphere of aerospace cooperation over decades, bilateral relations

THE FIFTH GENERATION FIGHTER AIRCRAFT WILL ENTER INDIAN AIR FORCE BY 2015

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in the area are not without clouds. Russia’s image as a reliable partner has taken a beating with its constant delays in fulfilling its commitments and partial failure in ensuring timely spare parts supplies. However, this issue should not be blown out of proportion.

Russia, aware of the increasing presence of other global players in India’s lucrative arms market, seems to have learnt a few lessons and is taking steps to address Indian concerns in the sphere.

Our relations in aviation sector cannot but leave out our cooperation in outer space, where we have had ties for decades. India’s first satellite Aryabhat was built with Russian assistance and was sent to the orbit from the Soviet cosmodrome. The first Indian cosmonaut Rakesh Sharma had gone to space in a Russian spacecraft with Russian cosmonauts.

Apart from Russian participation in Chandrayan-2, the manned space mission and Youth Satellite, both countries have decided to further expand their relations in the aerospace sphere. It has been agreed that India would participate in Russia’s GLONASS satellite navigation programme. Under the deal, India would receive high-precision navigation signals from GLONASS for civilian as well as military purposes, which would help us in our socio-economic development and fight against cross-border terrorism. GLONASS is the Russian equivalent of the United States’ global positioning system that permits users to determine the position of any object almost with precision. India is the first country and Moscow’s most-preferred partner to be permitted to participate in Russia’s highlysensitive satellite navigation system and to receive both military and civilian signals.

Both countries have decided to set up a joint venture for production of equipment for use

by GLONASS system.

The saga of the Indo-Russian aerospace cooperation that began with the modest transfer of the first IL-14 aircraft by Soviet Union to India in 1955 has presently reached its pinnacle in the joint development of the fifth generation fighter aircraft, multi-role transport aircraft and India’s participation in GLONASS satellite navigation system, reflecting the strategic nature of our relationship and deep mutual trust existing between the two countries. The unprecedented level of bilateral cooperation in the sensitive sector has contributed significantly in making IndoRussian strategic partnership unique, special and privileged as distinct from our strategic relationship with other countries.

(The author is Director, Eurasian Foundation, New Delhi) February 2011

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AN ACCENT OF INDIGENISATION: Defence Minister A K Antony unveiling the first-ever Defence Procurement Policy

Eight years and five revisions but the Defence Procurement Procedure has belied expectations.

MRINAL SUMAN points out that the Ministry of Defence should have used the opportunity to come out with bold initiatives; instead, it has left the major infirmities afflicting the procurement regime untouched

DEFENCE PROCUREMENT PROCEDURE MUDDLES ALONG

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a period of last eight years reveals that the procedure has failed to achieve even a single aspect of the said objective. India has failed to conclude even a single major contract in an open competitive environment under the provisions of the procurement procedure, forcing it to seek emergent requirements on a single vendor basis, outside the provisions of its own procurement policy.

HE MUCH-AWAITED Defence Procurement Procedure - 2011 (DPP-2011) was formally released on January 13, 2011, and is applicable to all procurement cases in which Request for Proposals (RFP) is issued after January 1, 2011. It is claimed by the Ministry of Defence (MoD) that the new procedure aims at ‘expanding India’s defence industrial base, encourages indigenous defence production and reduces defence imports’.

Although there have been five revisions during the last eight yea’, the basic aim of the procedure remains unchanged. It is to ensure expeditious procurement with optimal utilisation of budgetary resources, demonstrating highest degree of probity, transparency, free competition and impartiality, while keeping the goal of self-reliance in mind. A review of the past experience over

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SALIENT CHANGES INCORPORATED The changes made in the procedure are: a) Shipbuilding The chapter on shipbuilding has been split into two sections. The first section contains guidelines for placing orders on a nominated public sector shipyard for ships, submarines and other crafts. The second section allows private sector shipyards to participate in

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February 2011

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g GEOPOLITICS competitive bidding to bag orders. Although it is claimed that seminal policy changes had been incorporated in the ship building procedure to provide a level-playing field to the private sector, knowledgeable observers are skeptical about it. They fear that all major proposals would be categorised under the first section and the competitive section would get activated only after the public sector shipyards are fully loaded.

Industry associations had recommended that shipbuilding be kept under a single section, providing equal opportunities to the private sector shipyards to compete for orders, thereby harnessing their potential as well.

With a view to providing protection to public sector shipyards; MoD decided to reserve the right to award shipbuilding contracts by nomination. Private sector shipyards have reasons to be highly disappointed. They know that they will have to wait indefinitely to get overflow of a few minor contracts. b) Offsets Terming it as a major change, MoD has announced inclusion of civil aerospace sector, internal security sector and training within the ambit of eligible products and services for the discharge of offset obligations. A comprehensive list of all such products and services has also been provided in the procedure. It is claimed that the changes will provide a wider range of offset opportunities to vendors participating in defence procurements.

At the face of it, this appears to be a progressive step. However, a close look at the newly-included products and services reveals an entirely different picture. As regards the internal security sector, all products and services are the same as needed by the armed forces. Their manufacturers are already eligible to be offset partners and interestingly, almost all are in the public sector. Similarly, inclusion of civil aviation will make no discernible difference as HAL is the only major aircraft manufacturer in the country and negligible capacity exists in the private sector. Therefore, expansion of offset sectors will not increase offset opportunities for foreign vendors but benefit the public sector as the newly added products are in their monopoly domain. c) Commercial Terms Commercial terms offered to vendors have been modified to simplify and streamline the procedure. Earlier, vendors had to submit two separate financial bonds for performance of contract and warranty of equipment. www.geopolitics.in

Each bond had to be for five per cent of the total contract value. Now vendors are required to submit a single consolidated Performance-cum-Warranty Bond of five per cent of the total contract value. This change will help vendors save considerable financial overheads.

To rationalise evaluation of bids by discounted cash flow method, it has now been mandated that borrowing rate of nine per cent would be considered instead of 9.5 per cent as stipulated earlier. In an effort to ensure that Indian industry is placed at par with the public sector entities, Exchange Rate Variation (ERV ) clause has now been made applicable to all Indian vendors when they compete with their foreign counterparts under the ‘Buy Global’ category. ERV, however, shall not be available in cases categorised as ‘Buy (Indian)’ except for public sector units in ab-initio single vendor cases or when nominated as production agency.

THE PENALTY OF GETTING BLACKLISTING HAS NOW BEEN REMOVED. IT IS STEP IN RIGHT DIRECTION. Interestingly, Integrity Pact Bank Guarantee (IPBG) has replaced earnest money/security deposit. IPBG will be `1 crore in cases where the cost as estimated by the buyer is above `100 crore and up to `300 crore and `3 crore if above `300 crore. The validity of IPBG will be 45 days post validity of commercial offer and for the successful bidder this would be extended unto the completion of contract.

As there is little change in content, nomenclature has perhaps been changed to emphasise the importance of Integrity Pact.

In case of delay in supplies under the Fast Track Procedure, liquidated damages will be levied on the vendor @ 1.5 per cent per week subject to maximum of 15 per cent of value of delayed stores. Earlier the upper cap was at 10 per cent. The penalty of getting blacklisted for non-performance has now been removed. It is a step in the right direction. Blacklisting of vendors has proved counter-productive.

Financial penalty will prove to be a more

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effective deterrent against deliberate default. d) Transfer of Technology for Maintenance Earlier, MoD was required to specify a list in RFP of public or private sector firms for receipt of technology for maintenance and it was for the foreign vendor to choose any one of them. It provided adequate flexibility to him to identify the most suitable entity after carrying out an appraisal of their inter-se capability to absorb technology concerned.

In a major turnaround, MoD has decided to empower Department of Defence Production (DDP) to nominate the recipient and the vendor has to abide by that. The recipient could be any Indian entity incorporated under the Companies Act 1956, including DPSU or entities like Ordnance Factories/Army Base Workshops/Naval Dockyards/Base Repair Depots.

This is a retrograde step, initiated with the sole intent of aiding the public sector. As all DPSUs and ordnance factories come under DDP, no private sector company will ever get nominated even if it is better equipped to absorb technology. e) Other Issues MoD has introduced four other small but significant changes as well. One, Service Headquarters (SHQ) is now required to include likely timelines for the procurement to fructify in the proposal for procurement.

Two, in cases where the original RFP is issued within the stipulated period of two years from accord of Acceptance of Necessity (AON) and later retracted for any reason, AON would continue to remain valid as long as the original decision and categorisation remain unchanged. However, the subsequent RFP must be issued within one year from the date of retraction of the original RFP. Three, an additional grace period of 30 days can now be granted by respective SHQ to vendors to field their equipment for field trials. However, equal opportunity would have to be provided to all vendors while granting such grace period. Finally, in the Fast Track Procedure, vendo’ are now required to be given 30-45 days instead of 30 days to respond to RFP.

MAJOR INFIRMITIES Every review of a policy must aim at its reformation and refinement. It is generally a three-stage process. To start with, failure of the policy to meet envisaged objectives must be accepted honestly with due focus on deficiencies. Temptation to brush failings under February 2011

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g GEOPOLITICS Tech)’ category, introduced in 2006 has proved to be a non-starter. Nearly four years have passed and not a single case has taken off. Similarly, ‘Buy and Make (Indian)’ category of 2009 has proved to be damp squib. Now, DPP-2011 has created two categories for ship-building one by nomination and the other by competitive bidding.

CONFUSION COMPOUNDED It will be prudent to revert to the erstwhile three categories. ‘Buy’ category can be restricted to Indian industry on case-to-case basis. All developmental activities must be under DRDO. It is beyond the competence of SHQ to oversee development of high-tech systems.

BOLD INITIATIVE: New policy takes concrete steps towards ship building, liberalising offsets and fast tracking the existing procurement procedures the carpet must be resisted. Secondly, an indepth diagnostic study should be carried out to identify impeding provisions. Finally, bold remedial initiatives must be initiated to cure the infirmities. Unfortunately, MoD goes through periodic reviews more as a routine ritual than a sincere exercise to perfect the system. Major weaknesses of the policy, though well known to the officials, continue to remain unaddressed. a) Multitude of Categories and Resultant Confusion Every procurement proposal received from SHQ is debated at length by the Defence Acquisition Council to determine the route to be followed for its execution and is categorised accordingly. To start with, only three categories (‘Buy’, ‘Buy and Make’ and ‘Make’) were specified in DPP-2002. Whereas ‘Buy’ means outright purchase of the complete requirement; ‘Buy and Make’ implies purchase of part requirement from a foreign vendor and production of the balance quantity under licence in India; and ‘Make’ denotes indigenous development of the equipment.

Progressively, there has been a proliferation of newer categories — we have nine of them now, thereby complicating and delaying the whole process. For example, ‘Make (High www.geopolitics.in

b) Lack of Equal Opportunities to Private Sector Despite MoD’s repeated assertions of providing equal opportunities to the private sector, it continues to be treated unfairly. DPP-2011 has introduced two measures that are likely to affect the private sector adversely — placement of ship-building orders on public sector shipyards by nomination and nomination of entity by DDP to receive transfer of maintenance technology.

Both the above mentioned steps are retrograde in nature. Instead of harnessing the potential of the private sector through open competition, MoD has introduced partisan provisions. c) Excessive Centralisation of Decision Making Powers The complete procurement regime is controlled by MoD. At every stage, reference has to be made to the bureaucrats and Defence Finance officials. Headquarters Integrated Defence Staff (HQ IDS) and SHQ do secretarial work and put up cases with noting sheets to the bureaucracy for directions. Decision making becomes the first casualty as the bureaucrats possess little knowledge of military systems.

Once RFP is issued, the procurement process consists of technical and commercial evaluation. Technical evaluation entails examination of technical proposals submitted by vendors, field trials and preparation of staff report identifying vendors whose equipment is considered fit for induction into the services.

As technical evaluation is purely in military domain, MoD should delegate the authority to oversee it to HQ IDS. d) Archaic Methodology of Formulation of Parameters One of the main reasons for MoD to resort to single vendor contracts is the procedure’s

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inherent weakness of not according due importance to technology. It is mandated that parameters should be of “contemporary technology widely available in the world/indigenous market”. Such technology cannot be exclusive. Further, all vendors whose equipment satisfies all parameters are considered at par and contract is signed with the lowest bidder. As high end technology will invariably be more expensive than a mediocre one, services are forced to accept commonplace technology.

It has been repeatedly suggested to MoD to introduce matrix system for technical evaluation wherein due credit is given to equipment with better performance parameters (albeit within the specified range). As performance is a function of technology, such an arrangement will help get latest equipment in inter se evaluation in a competitive environment and fetch best value for money. e) Offset Muddle Counter-trade in the form of export of sundry low-tech items is considered to be the most wasteful way of doing offset business. Despite the fact that self-reliance is one of the stated objectives of the defence procurement procedure; India has failed to recognise potential of offsets in infusing latest technology. Consequently, India continues to incur cost penalty of millions of dollars on account of offset overheads but gets no worthwhile benefits in return.

India must make transfer of technology to be the preferred offset route. Additionally it must establish an empowered offset authority to oversee all facets of offset regime and lay down guidelines for approving, validating and measuring offsets.

MoD has wasted yet another opportunity by its failure to address major infirmities afflicting the procurement regime. Instead of resorting to mere window-dressing, MoD should have taken bold initiatives to put the system on track. Due to bureaucratic inertia and prevailing sense of complacency, review of DPP has turned out to be a selfdefeating exercise.

Regretfully, MoD is fast losing credibility both amongst foreign vendors and the Indian private sector. Foreign vendors find the procurement regime to be ambiguous, subjective, unpredictable and highly dissuasive.

Private sector companies are becoming highly skeptical of MoD’s assertions of providing equal playing field to them. They find the environment to be highly skewed in favour of the public sector. Most critically, due to an inefficient procurement regime, modernisation of the armed forces is lagging behind by 10-15 years.

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GEOPOLITICS

Realising the need for protecting the ozone layer and reducing the threat of climate change, the armed forces are looking for ways to phase out Ozone Depleting Substances and are resorting to energyefficient practices, writes A K SINGH

HIGH TALK: Air Chief Marshal P V Naik, Chief of the Air Staff, delivering speech at an International Workshop on ‘Benefit of Ozone Depleting Substances (ODS) Phase-Out in Defence’

PROTECTING THE

OZONE LAYER S AVING OUR planet from environmental disasters is a collective responsibility of human kind.

Towards this objective, protecting the ozone layer and reducing the threat of climate change are two of the biggest challenges facing us today. Management of Ozone Depleting Substances (ODS) within armed forces organisations, whether as fire-fighting agents (halons), refrigerants (CFCs/ HCFCs, etc.) or solvents (CTC, etc.), require very careful planning and execution as these are already scheduled to be phased out under the Montreal Protocol. There is now a growing realisation within the military and amongst policymakers that environmental leadership is an underpinning element of defence objectives.

THE REALITY

1 January 2010 is a major milestone in the history of Global Environmental Accords as on this day the new production of CFCs, Halons and other ODS has been halted as per the stipulation in the Montreal Protocol.

The militaries around the world, which use these substances in their combat preparedness and operations, are now getting ready for this new reality. However, though the phase-out of ODSs continues, they are still needed and used by the military to support “mission critical” uses. Many legacy military equipments continue to use CFCs and halons primarily in the following areas:

CFCs in Refrigeration and Air-Conditioning (RAC) applications in different installations (e.g., weapon systems, crew components, command and communication centres etc.)

Halons in fire-fighting applications in army, navy and air force particularly for protecting personnel in crew compartments of vehicles, aircraft and ships Solvents in cleaning applications HCFCs mainly in RAC and foam applications besides some specialised solvent applications.

To achieve complete phase-out of ODS, militaries around the world would have to demonstrate leadership and it is essential that regular capacity building exercises for them is carried out. Keeping this in mind, a sub-regional two-day workshop on “Benefits of Phase-Out of ODS in Defence” was organised in New Delhi on November 25-26, 2010 jointly by the Centre for Air Power Studies (CAPS), New Delhi, and the United Nations Environment Programme (UNEP). It www.geopolitics.in

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involved military officers of six sub-regional countries besides India (namely Bangladesh, Bhutan, Malaysia, Philippines, Sri Lanka and Thailand) in the Asia-Pacific region.

THE IMPERATIVE For any such initiative to enhance the awareness and effort, the imperative at the outset is to disseminate the basics of ODS management systems and then its impact on the military. In this pursuit, it is important for the military of various countries to be equal partners in the endeavour. This may necessitate involvement of experts from environment studies and UNEP resource persons. However, militaries across the globe need to be convinced that the realities of environment change are now upon them and they need to take this into account in their planning and operations. Thereafter, incorporating energy efficiency practices is a crucial and significant step as this sector happens to be one of the largest consumers of energy. Also ODS are used virtually in every weapon system. Given the widespread reliance of armed forces on ODS, its sudden shortage could pose serious impact both on their operations and efficiency. For example, without CFCs-based cooling systems and halon-based fire-protection systems, aircraft, ships and tactical vehicles might not function. Therefore, the need is to find alternative chemicals, process and systems and then retro-fitment coupled with a gradual phase-out.

Promotion of climate-friendly technologies, adoption of renewable energy, disposal of lubricants in an environment-friendly manner are some important aspects the defence establishment as a whole may resolve for. A country-wise roadmap involving respective military organisations would be the next step in streamlining this effort. At the broader level, international military-to-military cooperation in exchange of environmental expertise and programmes would strengthen the national efforts. Mr Masa Nagai, Senior Legal Officer, Division of Environment Law and Convention, UNEP, speaking at the workshop, emphasised that there is an urgent need for military to be involved in furthering the Montreal Protocol's objectives.

INDIA’S CONCERN Indian defence establishment has never been callous about such a perspective as per the views expressed by Indian Chief of the Air Staff, Air Chief Marshal P V Naik during the workshop, when he mentioned “a multipronged strategy for dealing with the ODS phase-out requirement within the Indian Air www.geopolitics.in

PHASING IT OUT: ODS usage in IAF would be for mission critical equipment Force”. He emphasised that ODS usage in the Indian Air Force (IAF) would be for mission critical equipments which remain paramount for any military. Even the Additional Secretary, Ministry of Environment and Forestry, outlined how the military with its disciplined approach can take the onerous responsibility of dealing with ODS phase-out in its operations. It has also been realised that availability of recycled halons for mission-specific uses of the military is the preliminary but important step in this regard.

Other immediate requirements are countrywise data exchange on stocks holding of halons, setting up a purity certifying agency and availability of halon 1211 for immediate need of the IAF.

THE ROADMAP Military organisations that operate with the

MILITARY ORGANISATIONS THAT PROVIDE NATIONAL SECURITY, CAN EQUALLY ENSURE ECO SECUIRTY

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primary goal of providing national security, can equally ensure environmental security by adopting environmentally responsible operating practices. Only the need is to address (1) implementation of measures, which would result in sustainable resource utilisation along with material resource recovery and reuse; (2) to minimise and use of ozone depleting substances, energy use and promoting energy-efficiency enhancement; and (3) adopting process to minimise hazardous wastes emissions during operations and maintenance. This process can be expedited if respective governments comply with multilateral agreements primarily the Montreal Protocol.

However, there exists uncertainty within the military on how to procure ODS for mission critical usage. Another important issue, in fact, is the most optimum way to choose the alternatives, especially in R&AC sector.

These issues can be addressed by a planned military information exchange and management programme world-wide, and more importantly ensuring the arms manufacturing countries/organisations change their supplies to non-ODS equipments. This would additionally incorporate the concept of energy efficiency and eco-friendly practices in the military. In this regard, the fundamentals of environmental management for military organisations may be included in the curricula of soldiers. A strong commitment at the highest level among the armed forces is the key to such an endeavour.

February 2011

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A RAYTHEON PERSPECTIVE Raytheon sees great opportunities in India as a strategic market and seeks technology partnerships with Indian companies, WILLIAM BLAIRE writes

A

S AERO India 2011 approaches, Missile Defense and Global Intelligence, Surwe at Raytheon are excited for the veillance & Reconnaissance (ISR). opportunity that the future holds In terms of building our business in India, forging solid partnerships is critical. We are in the country. Raytheon isn’t new proud to say as of today, Raytheon has already to India — for more than 25 years built strong alliances with local Indian busiwe’ve collaborate with the Indian government nesses and organizations in the region. We in the areas of civil aviation, air traffic manhave established positive ties with TATA Power agement, satellite navigation, and defence.

SED, Grintex, Larson & Tourbo, and Precision But, looking ahead, we see great prospects on Electronics, just to name a few. Our goal is to the horizon. The US and India are making continue developing strong, in-country partgreat progress in working together, and building closer relationships in areas such as defence are mutually beneficial.

As we look forward, Raytheon is committed to enhancing its technology collaboration in India to share in the development and delivery of the latest technologies, systems and industrial base.

And, Raytheon is dedicated to helping strengthen India’s economy and local industries as well as its defence and technology capabilities. This leads us towards Aero India — an event we’re very excited to be a part of this year.

From our vantage point, Aero India 2011 is an opportunity for our company to meet with key stakeholders in India, continue strengthening the relationships we’ve already built in the region, and to proactively seek and establish AIR TO GROUND: Raytheon leads the pack new ones. Raytheon’s primary goal is to share our innovative capabilities with our customers and local communities. But, nerships that will support both our business and Indian industry. this goal doesn’t stop when Aero India closes; Along these lines, the MMRCA effort has our focus and intention is to keep our comdeveloped a number of important and longmunication ties with India strong year-long. term opportunities. Specifically, Raytheon Raytheon has several areas of business has signed various MoUs with Indian compafocus for Aero India 2011; we are proud of the nies, which were though originally put into breadth of technologies Raytheon will showplace in support of the MMRCA programme. case at this year’s event. Most importantly, we While that programme has not yet been will highlight technologies and solutions that decided by India, Raytheon has continued to will be of great relevance to the Indian market, develop relationships with these industry including Combat Aircraft, Integrated Air & www.geopolitics.in

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partners. Through this work, though, there is a real opportunity for Indian companies that successfully complete Raytheon’s rigorous supplier qualification process, to gain access to our extensive global supply chain opportunities in the future. We’re excited about the prospects that MMRCA, as well as other opportunities in India, offer to Raytheon and its partners in the region.

In addition to our key strengths in the areas of defence and civil aviation, Raytheon’s technology solutions are well suited to support India’s needs to bolster its homeland security capabilities. For example, in October 2010, Raytheon launched the Clear View family of solutions, and identifying opportunities for Clear View in India is a priority. We’re constantly on the lookout for opportunities to market and demonstrate Clear View to potential users across the country.

In addition, as part of Aero India 2011, we will demonstrate Raytheon’s non-lethal Silent Guardian directed energy demonstrator. This is the first time Silent Guardian will be demonstrated in India.

Silent Guardian emits a focused beam of millimeter wave energy that travels at the speed of light and produces an intolerable heating sensation that causes targeted individuals to flee. The sensation immediately ceases when the targeted individual moves away from the beam, and causes no injury. This has generated interest with global customers for both Defence and Internal Security applications.

Also at Aero India, Raytheon will highlight a new maritime surveillance technology that could have applicability for India — the SeaVue XMC radar family. As a company, we are ready to bring this capability to India where maritime and coastal surveillance are of paramount importance.

Overall, it’s clear that Aero India offers a wonderful forum for continuing to build meaningful relationships in India, which will benefit Raytheon, its customers, its partners — and the people of India on the whole — for the future. We’re excited to demonstrate our skills and commitment and look forward to an outstanding event.

(The author is President of Raytheon India) February 2011

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THE IMPORTANCE OF THE IMILITE SYSTEM

To overcome the threat of missing out on comprehensive valuable raw data during international military operation, Rafael Advanced Defense Systems has developed a cost-effective system designed to exploit multiple standalone data, says AMIT ZIMMER

R

ECENT MILITARY, counter-terror and international peacekeeping operations show that the matter of obtaining the right information at the right time is no longer the sole question of better sensors, but a question of the commander’s immediate accessibility to relevant data and the ability to integrate different data and sources into a comprehensive situational picture of threats, opportunities and course of action.

In most digital imagery collection systems today, the exploitation station is designated to operate with a specific sensor and hence raw data from this sensor alone is processed. As a result, most digital collection assets operate as standalone systems; valuable raw data is exploited only locally and is not available to interested clients outside the immediate operating cycle.

To overcome this problem, Rafael

MULTI-TASK SYSTEM: The Rafael’s ImiLite is implemented in a wide variety of combat proven systems

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Advanced Defense Systems Ltd. has developed a cost-effective multi-source, multi-task imagery intelligence system-ImiLite, which receives, exploits and processes multiple imagery sensors and data in a unified way, and disseminates relevant reports, products and materials over the network to authorise end-users and clients.

ImiLite consists of three main subsystems: (1) an advanced IP Server Unit (IPSU) that is capable of simultaneously receiving and georeferencing raw data from multiple EO, IR, SAR, GMTI, video sensors and sources in real time, (2) a scalable GIS database, capable of fast recording, archiving and retrieval of raw and processed imagery data and data layers for extensive imagery analysis and research, and (3) an advanced multi-user imagery exploitation system, capable of visualising, processing, exploiting, analysing and reporting various standard and customised ISTAR products and reports from all of the above sources in a combined and a unified way.

ImiLite brings together Rafael’s unique image processing technology, advanced GIS solutions, high-end interface capabilities and operational exploitation know-how, all of which are implemented in a wide variety of combat proven systems and solutions.

Specifically, ImiLite comes from the line of advanced exploitation systems, such as Rafael’s RecceLite Ground Exploitation System (GES) which provides a combat proven solution for leading air force customers worldwide.

The system is designed to operate indiscriminately with Rafael’s ISR sensors as well as with any other customer’s existing legacy ISR system and sensors providing the needed IT network and ICD. ImiLite is based on high-end commercial off-the-shelf hardware and software and is a modular open-ended scalable architecture.

The system can be installed in a couple of rugged trailers to serve as a compact, fast deploying multi-source exploitation system, or in a stationary site serving as a multi-user, network-based integrative exploitation centre on a regional or national level.

With available interfaces, ImiLite enables a full end-to-end integrative data and product distribution solution.

(The author is spokesperson for Rafael)

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The Globemaster better known as C-17, has captured the imagination of many nations. An airlifter that defence establishments around the world are opting for to modernise airlift capabilities, the C-17 will fulfil India’s needs for military and humanitarian airlift, argues VIVEK LALL

C-17 BRINGS UNEQUALLED CAPABILITIES TO INDIA

O

N DECEMBER 10, 2010, a C-17 Globemaster III lifted off from Bagram Airfield, Afghanistan, to airdrop 74,000 pounds of aviation fuel to coalition troops south of Kabul. The mission, considered routine by its US Air Force crew, turned out to be historic. And one that would also symbolise what the acquisition of C-17s will mean to the Indian Air Force (IAF).

On this representative flight, the worldwide fleet of C-17s achieved a remarkable milestone — two million flight hours. Putting this in perspective that equates to 1.13 billion nautical miles, would be the equivalent of a C-17 flying to the moon and back 2,360 times. The fleet achieved this milestone in less than half the time it took to reach one million flight hours, which is an amazing statement about the mission

readiness and reliability the C-17 will bring to India.

That milestone mission over Afghanistan is also the latest demonstration of why the C-17 remains the world’s airlifter of choice for military, humanitarian and disaster relief missions.

Now in its 18th year of service, the C-17 has supported numerous humanitarian and disaster relief missions worldwide. It continues to operate at an accelerated rate due to the recent troop surge in Afghanistan and reached the historic milestone just five years after hitting the one million flight hours mark in March 2006, when there were 152 C17s in service worldwide. In 2010, lifesaving aeromedical evacuations of wounded troops from Afghanistan and Iraq, along with relief missions for natural disasters such as earthquakes in Pakistan, Chile and

POTENTIAL AIRLIFTER: The tactical and strategic capabilities of C-17, have made it ideal for IAF

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g GEOPOLITICS Haiti, intensified the C-17’s normal workload.

As US President Barack Obama announced last November, India and the United States will soon finalise India’s long-awaited purchase of ten of the world’s most advanced airlifter, the Boeing C-17 Globemaster III. With the C-17, the IAF will enjoy proven operational performance and versatility, along with unequaled reliability in worldwide operations. It is an airlifter that a growing number of nations are turning to for modernising their airlift capabilities. In particular, India will be well-positioned to rapidly respond to strategic and tactical needs in country, around the region and the world.

The C-17 meets India’s key airlift requirement of providing rapid reaction and capability in response to needs created by: Advanced strategic and tactical capabilities that far exceed the capabilities of airlifters such as the IL 76 and C 130 Disaster relief and humanitarian relief/evacuation/air ambulance Aid to civil power Move of field ambulance and emergency relief equipment Transportation of troops and heavy equipment, including artillery, helicopters, trucks and tracked vehicles Payload and personnel delivery to high altitude regions Hot and high altitude air drops Paratroop capabilities Movement/logistic support for move of armed force units and equipment Move large contingent of paramilitary in contingencies Large payload delivery into austere and semi-prepared environments India will be joining a group of C-17 fleet operators that have experienced virtually every operational scenario. With a worldwide logistics departure reliability rate of 90 per cent, the C-17 aircraft is ready to go anytime, anywhere.

With its tactical and strategic capabilities, the C-17 can fulfill India’s needs for military and humanitarian airlift. The fact that the C-17 can transport large payloads across vast ranges, land on short, austere runways, and operate in extremely hot and cold climates makes it ideal for the region.

Another attribute that makes the C-17 ideal for the IAF is that it is the only airlifter that possesses true tactical and strategic capabilities, offering rapid response capability for relief missions anywhere in the world.

One capability customers find most attractive about the C-17 is that it can land where it’s impossible for other large airlifters to operate -- on a runway as short as 3,000 feet or an unpaved airwww.geopolitics.in

field with no infrastructure. Once on the ground, the C-17 is extremely agile and requires minimal support. Unlike other large transport aircraft, it can turn around and park without assistance.

And, while other big airlifters have to kneel down for offloading, the C-17 does not. This saves considerable time when off-loading the aircraft and returning it to service.

Only the C-17 can carry large combat equipment and troops or humanitarian aid over long distances and deliver them directly to short, unimproved airfields anywhere in the world. It can land combat-ready troops on semi-prepared runways or airdrop them directly where needed the most.

The C-17 off-loads cargo from the air when it’s too dangerous to land or when an airfield is not available. It can airdrop 60,000 pounds of equipment and supplies on a single platform or a total of 110,000 pounds on multiple platforms right into a disaster site.

Equipped with an externally blown flap system that allows a steep low-speed final approach for routine short-field landings, the C-17 can take off and land on a 3,000-foot runway. Even on narrow runways, the C-17 can manoeuvre using a three-point star turn and its backing capability. This ability to “back up” allows it to operate on narrow taxiways and on congested ramps.

The C-17 is the only tactical aircraft capable of performing all airlift missions, including brigade airdrops and aeromedical evacuations.

Maximum payload capacity of the C-17 is 164,900 pounds, and its maximum gross takeoff weight is 585,000 pounds. With its full payload and an initial cruise altitude of 28,000 feet, the C-17 has an unrefueled range of approximately 2,400 nautical miles. The C-17 is also designed to airdrop 102 paratroopers and equipment.

With its unique ability to rapidly deliver cargo directly to forward destinations and offload with its engines running, the C-17 eliminates the need for unnecessary transshipments and additional logistics support.

Another feature of the C-17 is that it only re-

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quires a crew of only three — a pilot, a co-pilot and loadmaster — reducing personnel requirements, risk exposure and long-term operating costs. Cargo is loaded onto the C-17 through a large aft door that accommodates military vehicles and palletised cargo. The C-17 can carry a full array of wheeled vehicles in two side-by-side rows in its cargo compartment and is completely self-sufficient with patient litters, including oxygen and medical equipment to support aeromedical evacuations.

Ground vehicles and large transport helicopters are vital to the distribution of relief supplies. Not only can both be transported on the C17, its large cargo box allows for minimal disassembly/loading and unloading/reassembly time.

The large fuel capacity of the C-17 then allows it to download fuel to the ground vehicles and helicopters.

Significant modifications have been made since the C-17 was first rolled out. From the addition of an extended range fuel tank and upgraded software to improvements to the Aerial Delivery System and communications architecture, the C-17 is constantly upgraded to meet the world’s changing environment. The aircraft is equipped with Defensive Systems, an Electronic Flight Control System and a Formation Flight System.

Today, the C-17 supports multinational troops and responds to humanitarian disasters around the world. In August, C-17s from the US, the UK, Australia, and Qatar supported floodrelief efforts in Pakistan. Earlier this year, C-17s from the US, Qatar, Canada, the UK, and the NATO-led 12-national strategic airlift capability initiative supported relief efforts in earthquake-ravaged Haiti and Chile.

The support infrastructure for the C-17 is in operation worldwide, and participation in the C17 Globemaster III Sustainment Partnership provides a virtual fleet pool of C-17 unique spares and support that ensures excellent operational availability and maintainability, resulting in a significant cost savings.

In addition to India, the UK, Australia, Canada, the United Arab Emirates, Qatar, and a NATO-led multinational consortium of 12 countries have also selected the C-17 as their airlifter of choice. Kuwait, which has expressed interest in acquiring the C-17, had its Letter of Request approved by the US Congress last fall.

As history has shown, countries that fly the C-17 have a powerful tool at their disposal for meeting their mobility requirements, saving lives, and providing international good will to those in need.

(The author is the Vice President, Boeing Defense, Space & Security, India)

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“F-16IN SUPER VIPER IS THE RIGHT CHOICE FOR INDIA” ORVILLE PRINS discusses the characteristics of the F-16IN Super Viper, that has been offered to India www.geopolitics.in

L

OCKHEED MARTIN is excited to participate in India’s Medium Multi Role Combat Aircraft (MMRCA) competition. At the very first, we recognised that the MMRCA Programme India envisions has many facets. The fighter must have multi-role combat capability tailored for the Indian Air Force (IAF) unique roles and missions. Consistent reliability, maintainability, and supportability are required. Producibility is a key consideration and technology exchange will be the necessity.

Lockheed Martin has a record of accomplishment in every facet of the programme, and a fighter for the IAF unlike any other. That fighter is not just an F-16, but the new F-16IN Super Viper. Like a high performance sports car that bears the name of its lineage yet employs the latest technology for performance and reliability, the F-16IN Super Viper provides the IAF the experience and expertise of a proven company and product line. The result is a unique multi-role F-16 with state-of-the-art capabilities designed to meet the IAF’s operational needs today and into the future.

The ultimate fourth generation fighter, the Super Viper has a shared technology bridge with the only fifth generation fighters in the world today, such as the Lockheed Martin F22 Raptor and F-35 Lightning II. A flow of

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knowledge and experience forms a bridge between the ultimate fourth generation fighter, the F-16IN, and the evolving fifth generation fighters. This bridge also allows the IAF to build on a strategic partnership with the United States Air Force — the operators of the only operational fifth generation fighter in the world today and leading the world in fifth generation fighter tactics.

While the F-16IN is a unique design, all the characteristics that F-16 fighter pilots love about the legacy of F-16 are still available on the F-16IN Super Viper. The exceptional maneuverability with immediate response to the pilot’s inputs, its small size and signatures, the outstanding visibility afforded by the bowless canopy, the side stick controller with userfriendly Hands-On Throttle and Stick (HOTAS), and the ACES II 30-degree reclined ejection seat for a hand-in-glove feel has always made the F-16 a pilot’s dream machine. The key to success for a multi-role fighter, in both offensive and defensive operations, has always been situation awareness. Not only does the F-16IN Super Viper have a cockpit worthy of the ultimate fourth generation fighter, but with correlation and fusing of all onboard and off-board data onto a common tactical situation display, multi-role lethality and survivability are raised to new levels of effectiveness.

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g GEOPOLITICS The APG-80 Active Electronically Scanned Array (AESA) radar is the active eyes of the Super Viper and is the centerpiece of a unique multi-spectral offensive capability designed for multi-role operation. Lockheed Martin, in partnership with Northrop Grumman, has the most experience with fighter AESA radars having developed, tested, and fielded the APG-77 AESA radar in the F-22 Raptor and is now developing and testing the APG-81 AESA radar in the F-35. The APG-80 is not just a designer’s dream; it is operational today with an international air force.

While the multi-spectral sensor suite is the eyes of the F-16IN Super Viper, the General Electric F110-132A engine is the muscle.

Being installed, it provides 32,000 pounds (143 kN) of thrust — more thrust than any other engine in the MMRCA competition.

This is the most reliable fighter engine ever designed, with a reduced drag nozzle, reduced overall weight, an extended lifetime, and modular growth capability. Numerous improvements and new technologies ensure this engine will exceed the MMRCA safety, reliability, and maintainability requirements today and in the future. Advances in technology have raised the level of engine-reliability making them extremely safe to operate.

Engine reliability and safety has also evolved. The integration of advanced technologies into the F-16IN propulsion system improves reliability to the point where the engine is not the driver in loss rate. The General Electric engine has a FOD tolerant design and because the nose wheel is aft of the intake ingestion of FOD into the engine is virtually eliminated. All these safety features combined with the excellent handling qualities of the F16IN make it the safest F-16 yet. In addition, a

single-engine platform provides a huge cost advantage in procurement and over the operational life of the aircraft.

The F-16IN Super Viper will carry a remarkable 8,000 kg of external stores and the F16IN benefits from over 25,000 flight hours of weapon testing on F-16s. This means the very first F-16IN on the tarmac will be fully combat ready with all weapons, including stand-off precision munitions, cleared for their full flight envelope (over 3,000 different weapon configurations). From its arrival at the squadron, the F-16IN will have the flexibility for complex, swing role missions with a variety of air-to-air and air-to-ground configurations, including the heavy strike, maritime strike, and mixed weapon close air support.

The electronic warfare system can detect, identify, and locate threats and the pilot has the ability to drag and drop a navigation point on his mission display to re-route around “pop-up” surface threats. To delay and defeat threat engagements, the F-16IN uses an intelligent choice of jamming and expendable countermeasures. If it were hit, the F-16IN is designed to survive the damage using redundant and protected flight critical systems and fuel tank inerting.

The F-16IN Super Viper is not only revolutionary in multi-role capability; it is also revolutionary in safety features. It incorporates automatic critical altitude and pilot activated recovery systems to assist the pilot through dangerous and disorienting flight situations.

An automatic ground collision avoidance system uses audio and display symbology to warn the pilot of an impending impact with terrain and if no action is taken, pulls the fighter up and away. When flying at low altitude, warnings of proximity to an obstacle, such as

VERSATILE AIRCRAFT: F-16IN Super Viper is touted by Lockheed Martin as the ultimate fourth generation fighter aircraft and the right choice for India

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a tower or antenna, are flashed on displays.

If the pilot finds himself disoriented, initiation of an automatic recovery system restores the fighter to wings level. A flight attitude monitoring system alerts the pilot of a deep stall situation and automatically initiates recovery procedures.

While the Super Viper is a new design just for India, it is also the starting point for future growth. The F-16 has a well-documented history of continuous evolution in capability.

This is very important since the F-16IN is inherently designed for a long service life (in excess of 6,500 flight hours). During this service life, the desire will likely arise for significant upgradation to add capability for expanded mission roles, improved combat capability, and reduced operating costs. Combining the latest technologies with a long-term continuous upgradation strategy will keep the F-16IN relevant from the day it is first inducted until it is finally retired from service.

With a proven record of evolving with the needs of the warfighters, the F-16IN Super Viper is designed to absorb new technologies and fly with the IAF for the next 40 years. With open architecture avionics connected by a fiber-optic data bus that is ready for IP-based Internet communication protocols, this fighter is ready to be part of evolving IAF networked command, control and communications system. With the F-16IN Super Viper, network-centric warfare capability is designed-in, not an add-on or an upgrade.

Lockheed Martin is ready to be part of India’s MMRCA team and its growing defence sector. Its internationally-based industrial teams cover not only all aspects of aerospace and defence, but represent the latest innovations in product and process technologies. Lockheed Martin has demonstrated its ability to partner with major defence companies, supporting four international companies that have successfully manufactured and delivered nearly a thousand licensed F-16s from their own production lines. This is in addition to the hundreds of companies all over the world that provide component and assembly manufacturing for the entire line of Lockheed Martin products. This wide range of industrial partnerships in turn provides access to aerospace and defence markets in the United States and worldwide; markets that Lockheed Martin’s partnerships in India will also have access to.

Lockheed Martin believes all this is why the F-16IN Super Viper is the ultimate fourth generation fighter and the right choice for India.

(The author is the Vice President, Business Development, India, Lockheed Martin)

February 2011

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SAAB HAS ITS EYES ON INDIA Sweden’s Saab is enthusiastic about its defence contracts with India. The company is, in fact, not averse to a joint venture or a tieup with an Indian company, its Country Head INDERJIT SIAL says

F

OR THE Swedish fighter aircraft manufacturer Saab, India is now deemed as a home market. What that means is long-term commitment to investments in India and taking advantage of India’s manufacturing skills and cost structures to the world. Equally important, for all major future programmes, Saab will partner an Indian company either through a teaming agreement or through a joint venture.

Saab will share technology with these companies, localise production and offer it to both Indian and global customers. Saab believes that these will deliver large benefits to Saab as much as to Indian companies. For one, by bringing its production to India, local adaptation will be easier and faster by being closer to its customers here.

For Saab, India is more than a market. It is one of Saab’s home bases and, therefore, the focus is not simply on winning bids but on building business in partnership with reliable Indian partners across the entire hierarchy of manufacturers, all the way from strategic partners to sub-component suppliers.

Being looked at the Indian Industry as their potential partner in product development for the world market, Saab believes that the Indian Industry has the necessary capability and can absorb the state-of-the-art technology for manufacturing world-class products.

Saab’s concept of industrial cooperation goes well beyond the requirement of offsets which today are staple for defence sales any-

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STRATEGIC PARTNERSHIP: The main focus for Saab is to build business with reliable Indian partners where in the world. They are legal commitments and must be met.

Saab has never failed an offset obligation and is quite confident that it will be able to fulfil the demanding offset commitments. However, Saab believes that while offsets do meet the requirement of a return on expenditure for a country, it is not adequate in developing an industrial base in the purchasing country because companies shut down and move on once offsets are met.

Saab believes that offsets must transition to industrial cooperation to create a sustainable industry that enables the purchasing country to deliver to an economic need. In the case of large acquisition programmes like the M-

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MRCA, Saab believes that the net result should be the creation of a defence industrial base that will ensure that the country does not need to look out for its future fighter requirements.

Gripen, for instance, is the only option that could fundamentally shift India’s defence technology prowess to one that is able to realise its ambition of being an independent global player.

The Gripen IN Demo is not just the first step towards a new Gripen; it is driving the development of new technology for existing Gripen customers and for other applications. The Demo aircraft is a platform for technology insertion for the whole Gripen family.

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MULTIROLE FIGHTER AIRCRAFT: Designed by Saab, Gripen is a fourth generation light-weight combat aircraft which can perform variety of roles Indian companies irrespective of, and far exceeding, the offset requirements. It is now creating a home market base across the entire manufacturing chain from systems and product development to a vendor base of component and sub-component manufacturers.

The formation of long-term and direct partnerships between Saab and local industries is a key factor in delivering successful technology transfer. Its transfer of technology (ToT) programme will guarantee India full access to all levels of Saab’s aircraft technology through the transfer of unique and highly advanced competencies supporting the development of a self-reliant and world-leading aircraft industry.

The first step in this direction is the collaboration between Mahindra Satyam and Saab, which was announced in November 2009.

The two companies have already initiated the set-up of a ‘centre of excellence’ for net-centric warfare that will be a development centre for mission critical applications and command and control solutions for global opportunities, accessible to either of the partners.

With the backing of the Swedish government and in close cooperation with Indian in-

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dustry, Saab is developing industrial cooperation packages tailored to meet India’s strategic priorities and create industrial development and true economic growth.

Saab together with the Swedish government has committed to working together with India to deliver industrial co-operation programmes that are tailor-made to meet India’s needs. Its industrial co-operation package offers to Indian defence companies direct involvement in the Gripen continuous development programme.

Saab has a proven track record in more than 20 countries and has always succeeded in fulfilling its industrial cooperation commitments, e.g. in South Africa, Hungary, and the Czech Republic.

Saab has identified partner companies who will be working on the Gripen India programme, developing and participating in the future of the platform. On an overall basis, Saab is currently working with a number of large Indian companies and Saab sees them as its partners on a long-term basis.

Saab sees the Indian industry willing to invest, share risk and manufacture products, which are globally competitive.

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Saab believes that defence purchases should no longer be for the buying country — a question of capital expenditure but an issue of capital investment. Any fighter development programme has a large civilian technology and economic spillover.

According to a recent study by Professor Gunnar Eliasson, the civilian value created around Gripen was at least 2.6 times the investment over the entire period. This essentially means that if a buying country becomes a partner in the development of such an advanced technological product as a fighter aircraft, the overall economic spillover into civilian sectors is far larger than the capital expenditure.

Simple offsets do not attain those goals and, therefore, Saab is embarking on replicating its efforts in other countries by working with Indian industry to create products and systems that have a far larger economic growth impact.

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PARTNERING WITH INDIA Russia’s United Aircraft Corporation’s goal is not be a mere niche player but become leader in the global aircraft market.

ALEXEY I FEDOROV finds out that Russia interprets India to be a key country to achieve this

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ET ME make it clear that the goal of the United Aircraft Corporation (UAC) of Russia is to become one of the leaders in the global aircraft market, not a niche player.

We work in accordance with the Corporation’s Development Strategy 2025, the basic provisions of which were approved by the UAC Board of Directors last year. The strategy, approved by the Russian government, foresees a significant growth of the production volume, determines a product range and aircraft manufacturing programmes for the next 10-15 years.

Today, the Corporation employs about 100,000 people. Our target is to decrease this figure to 50,000 by 2025 that means a reduction of personnel by half. In this regard, the key challenge is to raise productivity and output per person drastically.

In order to realise the target, first of all, we are implementing a new aircraft designing technology. All our new models are designed by means of digital technologies using stateof-the-art software. This provides for deployment of new, efficient and high-performance equipment.

Our strategy is to see to it that Russia’s share on the world civil aircraft market should increase from one per cent to five per cent by 2025. This will place Russia in the third place in the world aircraft-manufacturing ranking.

India is a key country for us to realise our goal. We are working with India on many projects. The Multirole Transport Aircraft (MTA) project has got a new strong impetus. Its aim is to create a medium

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transport aircraft to replace the outdated An-12. At present, the finance sources have been designated and the organisation structure has been set up.

In September 2010, an agreement on incorporation of the joint Russo-Indian venture was signed in New Delhi. The joint enterprise will carry out work on design and development of the aircraft. The shareholders are Hindustan Aeronautics Limited (HAL), on one part, and UACTransport Aircraft (UAC’s subsidiary) and Rosoboronexport, on the other part. The headquarters of the joint venture will be in India. It will have an affiliate in Russia as well.

It is planned that the MTA in a basic version will be able to carry up to 18.5 tonnes of cargo on a range up to 2,500 km. The MTA can be operated in all regions of the world, in different climatic and weather

conditions, with a capacity to land both on surfaced on airfields and unpaved runways.

Our company is now working on a light military transport aircraft — Il-112 — and a heavy transport aircraft: Il-476. We have completed preparation of manufacturing documentation for the Il-112. The production line at the Voronezh-based VASO plant is being outfitted. Tooling is being purchased, made and installed. We are planning to complete the first operable prototype next year.

Incidentally, the Il-112 was developed from scratch on computer screens, using CAD/CAM technologies. Starting from 2010, the VASO plant has been making real progress with installation of production tooling for the Il-112.

The main focus in heavy military transport aircraft is the Il-476. The Ilyushin-476 will be produced by the Aviastar-SP plant in Ulianovsk and the first operable prototype is

STRATEGIC DEAL: Russia is offering India Il-476

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taking shape. Sub-assemblies, sections of fuselage and wing are being manufactured and the maiden flight is set for 2011. Since this aircraft is a further evolution of the baseline model, the Ilyushin- 76, we do not expect flight tests to take a long time. Deliveries should start in 2012. Negotiations with potential customers are ongoing, both inside and outside Russia and a lot depends on Russia’s Armament Procurement Programmeme. The new version complies with the ICAO Chapter 4 noise requirements and other strictest ecological standards. So, the Il476 will be allowed to enter European airspace and land at European airports without restrictions.

We are also working in the super-heavy transport aircraft segment. The production of the Antonov An-124, which was produced in Russia at our Ulyanovsk plant, may be restarted with an upgraded version of the aircraft with increased payload/range capability and advanced engines. The latter would allow the aircraft to comply with the latest ICAO noise and emission standards.

We also have three projects for civilian uses. Sukhoi SuperJet 100 is to start commer-

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cial services with the first customers (Armavia and Aeroflot) in February-March 2011. It has already accumulated a firm contracts portfolio. The An-148 has been in operation for more than a year by Russian Rossia airline. We’ve received high estimates of its performance as well as new orders. And there is MS-21, a new-generation civil airliner.

The portfolio of firm orders for Sukhoi SuperJet 100 includes 170 aircraft (mainly Russian and CIS countries’ airlines). One of the key customers is Aeroflot, the Russian flag carrier, which plans to acquire up to 40 planes. Among foreign customers are Indonesian Kartika Airlines and Mexico’s Interjet airline.

The An-148 production is ramping up at VASO, Voronezh-based plant. We delivered two airframes in 2009 and added four in 2010. We will deliver more in 2011, and then gradually will raise annual production to 24 aircraft. We believe that is a sufficient number to meet the demand. As per the An-158, it is a stretched version of the baseline An148. Its production is being set up in Ukraine. The Ukrainians have their own manufacturing capacities to produce the An158 locally. There is a plan to gradually increase production of that type to 12 airframes a year. If we sum up figures for the whole aircraft family, the combined production output will amount to 36 units per year and is enough for our current estimation of the market demand. If it proves to be different, we will address the issue again and adjust production rates.

We estimate the global market for the Antonov An-148 regional jet at 350-400 units in the next 20 years. This estimation is made for the airplane’s baseline version An-148100 and its variants, “A”, “B” and “E”. As of today, only An-148-100B is operational, and a few orders have been secured for the “E”variant. IFC and United Aircraft Corporation (UAC) have already received orders and commitments for more than a hundred An148s.

MS-21 is the Russian designation for the mainline aircraft of the 21st century. The MS21 programme is aimed to create a family of short- and medium-range narrow-body airliners for the Russian and international commercial aviation markets. Its developers promised a step change in operating efficiency. The main task facing Irkut Corporation’s designers and their partners was a 15 per cent cut in operating costs against existing equivalents: the Boeing 737NG and the Airbus ?320.

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The MS-21 family currently consists of three models, with the following passenger capacities in an all economy configuration, at 32-inch seat pitch: MS-21-200, seating 150, MS-21-300, seating 181, MS-21-400, seating 212. The family will also include a 210-passenger MS-21-400 stretch. That variant is viewed as a replacement for the Tupolev Tu- 204/-214 family.

The Farnborough 2010 Air Show saw a breakthrough of the MS-21 programme. On July 19, 2010, a full-scale MS-21 cabin mockup was presented to the international public and in two days, on July, 21, during the air show, Irkut signed its first firm contract to deliver MS-21 to the Malaysian Crecom Burj Resources Ltd (a part of Crecom Holding).

According to the agreement, the Malaysian company will get 25 MS-21-200 aircraft and 25 MS-21-300 aircraft starting from 2016.

The contract value exceeds $ 3 billion.

Additional agreements followed. An agreement of intent was concluded with Ilyushin Finance Co (Russia) on delivery of 28 MS-21s and an option for 22 more aircraft. VEB-leasing (Russia) signed a contract on delivery of 15 MS-21 and an option of 15 more planes. Russian Nord Wind airline also signed up for 3 MS-21 aircraft and an option for two more. An undisclosed company signed a contract to acquire 5 MS-21s.

On September 17, 2010, within the framework of the Sochi-2010 investment forum Irkut Corporation and Russian Technologies State Corporation signed an agreement on delivery of 50 MS-21 aircraft in 2016- 2022.

All this contributed to the current 190 aircraft MS-21 order portfolio. It may be noted that from the outset, it was decided that the aircraft would have two engine options: airlines would choose between a foreign-made power plant and a Russian product. Increasing the seating capacity to 210 passengers required a corresponding increase in engine thrust, from 11-13 tonnes to 13-15 tonnes.

The Perm-based Aviadvigatel plant proposed a revised PD-14 engine. In 2008, the newly created United Engine Corporation (UEC) identified Aviadvigatel as the lead designer of the MS-21 engine.

Aviadvigatel will create a new engine family in the 9-18 tonnes thrust range. Estimates indicate that the whole PD-14 family will be 10-11 per cent more efficient than the CFM56-5B2/5B6 and the V 2524/2533 engines. Aviadvigatel plans to build a PD-14 demonstrator in 2011.

(The author is Chairman, UAC) February 2011

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EUROCOPTER INDIA OFF TO A FLYING START Eurocopter group has established its 25th subsidiary to kick off its full-fledged operations in India. The leading helicopter manufacturing company is aiming to become the largest supplier for the civilian and government markets in India, too, writes CECILE ARNAUD

STRONG INDIA CONNECTIONS: Eurocopter and Pawan Hans has a long relationship

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O

VER THE past several years, the Eurocopter Group has confirmed its preeminent position as the world’s top helicopter manufacturer in the civil and parapublic market. With a turnover of €4.8 billion, orders for 346 new helicopters, and a 49 per cent market share in the civil and parapublic sectors achieved in 2010, Eurocopter commands over 33 per cent of the total world civil and parapublic helicopter fleet today. Offering the largest civil and military helicopter range in the world, its strong worldwide presence is ensured by its 27 subsidiaries and participations in five continents, along with a dense network of distributors, certified agents and maintenance centres. More than 11,200 Eurocopter helicopters are currently in service with over 2,900 customers in more than 147 countries.

Towards the end of 2010, Eurocopter created history with the inauguration of Eurocopter India Pvt. Ltd. on October 20, 2010, as it became the first foreign helicopter manufacturer to have a fully-fledged subsidiary in India. This initiative is arguably the most important milestone in the Eurocopter-India journey, and is a result of Eurocopter’s goal of expanding its footprint in the highly-promising and fastest-growing market of India. It also reinforces Eurocopter’s support and services network throughout the country, further developing the company’s four-decadelong relationship with the Indian industry.

The global leader has continually broken new grounds in terms of technology, growing product line and expanding international footprint. It believes very strongly that in order to understand the market and catch the pulse of a country, it is very important to adapt to the local market and absorb the local flavor in the way business is conducted in that country. Be it adapting to the local culture, or adding a local workforce, being physically closer to the customers is very important. Keeping this in mind, Eurocopter chose to take on Indian avatar, and unveiled a landmark initiative in the process. Eurocopter India Pvt. Ltd. is February 2011

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the 25th subsidiary established worldwide

by Eurocopter and the 10th in Asia. This new subsidiary, headquartered in New Delhi, has an existing facility in Bengaluru for the management of industrial activity.

“The Indian helicopter industry has great potential for expansion, given the country’s expanding economy, its size and challenging terrain, as well as the industrial potential,” says Eurocopter India CEO Marie-Agnès Veve. She added, “Eurocopter is the world’s first major helicopter manufacturer to establish a subsidiary in India, which underscores our objective of being a key player in this very important marketplace.”

The Eurocopter India subsidiary is part of the company’s continuing investment in staff, resources and services to achieve this objective. It will address current and future operators’ needs for maintenance and support by offering responsive, cost-effective solutions for spares management, technical documentation, warranty claims and training. A country-wide MRO (maintenance, repair and overhaul) network will be developed by the subsidiary, building on Eurocopter’s existing local assets and partnerships within India.

A very important pillar of Eurocopter India’s plans for the Indian market is its commitment towards increasing industrial co-operation. With this as the context, Eurocopter plans to increase local sourcing as well as identify synergies for indigenous manufacturing. A planned engineering centre is also part of the plan to help Eurocopter consolidate its position in the Indian industry. While strengthening existing relationships with the public sector remains a priority, Eurocopter is also in the process of identifying opportunities for industrial partnerships with private Indian companies in the aerospace segment.

Eurocopter India also has set the goal of applying Eurocopter’s culture of excellence in assisting the country’s civil aviation authorities and operators to further evolve and mature the helicopter sector — with the focus on safety and infrastructure. This will build on Eurocopter’s demonstrated track record in other countries, where it has successfully established a presence and worked cooperatively with helicopter operators and governments.

The setting-up of Eurocopter India Pvt. Ltd. is but a natural progression on the long tradition of cooperation and business that Eurocopter has had with India. India was the first nation with which Eurocopter signed a license agreement which included www.geopolitics.in

IDENTIFYING OPPORTUNITIES: Eurocopter’s plans for Indian market is its committment towards increasing industrial co-operation technology transfer. This association began in 1962 when Eurocopter joined hands with Hindustan Aeronautics Limited (HAL), through two cooperation agreements.

These agreements enabled HAL to manufacture more than 600 helicopters of the Alouette III and Lama type (Cheetah/Chetak). In 1984, HAL also assisted Eurocopter in the development of the Advanced Light Helicopter equipped with twin-engine and 5-tonne capacity transport helicopter. A few years later, Eurocopter began outsourcing exhaustive Ecureuil work packages to HAL for the global market. Over the years, HAL has become a first line partner for the global supply chain of Eurocopter’s Ecureuil and Fennec

EUROCOPTER IS IN THE PROCESS OF IDENTIFYING OPPORTUNITIES FOR INDUSTRIAL DEALS

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and decisively contributes to the fact that Eurocopter’s yearly production rate of all Ecureuil versions is more than twice that of its closest competitors.

In the civilian space, Eurocopter has had a strong relationship with Pawan Hans Helicopter Limited, India’s largest civil and the only scheduled helicopter operator.

PHHL is Eurocopter’s biggest customer in India, and owns a fleet of 30 Dauphin helicopters, the biggest Civil Dauphin fleet owned by a single operator in the world.

“We have shared a very special relationship with Pawan Hans for the past 24 years, and are very happy to further strengthen this association. Through our association with Pawan Hans, wish to come closer to the Indian customers and serve them better. We look forward to providing even better support, service and fleet safety solutions to the Indian market in the coming years,” adds Mrs. Veve.

Another key pillar of Eurocopter’s association with India is the company’s relationship with Indocopters. Indocopters is a key partner for Eurocopter, offering all Indian customers a Eurocopter-approved maintenance centre in its state-of-the-art base in Greater Noida near Delhi.

(The author is Sales & Marketing Director - South Asia, Eurocopter) February 2011

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Right Angle

THE AEROSPACE POWER

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ith Bengaluru staging arguably Asia’s largest air show this month, in which international defence and aerospace companies are going to raise the sales pitch, pursuing multi-billion-rupee contract opportunities in India, a minority but powerful school of thought is questioning its very relevance. The opposition is not because the mega event will affect the daily lives of the people of Bengaluru and add to the city’s noise and pollution. These are the standard resentments of the local populace against any air show anywhere in the world. But the question is more fundamental. Should a developing country like India think of acquiring the “technological wonders” that will be displayed at the cost of billions of rupees, which could be better spent on healthcare, education or feeding and housing the poor?

Prakash This school is not impressed by the counter-arguments that no nation has developed economically without the corresponding military strength; that the two are inexorably linked; that peace and tranquility, the two essential prerequisites for sustained economic growth, cannot be assured without adequate military power; and that these days “Air Power” (“Aerospace Power”, to be more accurate) is the most critical component of military power. For this school, military power, which is “hard power”, is not important. It is of the opinion that India’s “soft power” (economic growth, social cohesion, democratic ethos, cultural strength, civilisational legacy etc.) is sufficient to take the country through.

It may be noted that ever since the American political scientist Joseph S. Nye Jr. popularised the concept of soft power, many countries have been witnessing debates over whether raw military power is the most effective way of serving national interests. The basic idea here is that if power is the ability to influence others to get them to do what you want, then there are three major ways to do that: one is to threaten them with sticks; the second, is to pay them with carrots; and, the third, is to attract them or co-opt them, so that they want what you want. If you can get others to be attracted to want what you want, it costs you much less in carrots and sticks. And for getting attracted many countries have been promoting things like international reputation (based on history, values and culture) and credibility, free media, public diplomacy and international development/humanitarian assistance.

India has not been immune to this trend. In fact, now we have a full-fledged public diplomacy division in the Ministry of External Affairs, which, incidentally, had organised recently an impressive international symposium on “Public Diplomacy in the Information Age”. All elements of Indian soft power, including “Bollywood”, Ayurveda, Indian www.geopolitics.in

cuisines and dances were comprehensively highlighted.

However, the votaries of soft power have a vision of the world they want, not necessarily a world that one has. Obviously, soft power cannot be a solution to India’s problems with Pakistan and China. Pakistan’s military elite is extremely fond of Bollywood films and music. But that does not change their behaviour towards India. The Chinese are highly impressed with Indians’ mastery over English and mathematics. But that does not change their perceptions of the vexed Sino-Indian boundary disputes.

Similarly, North Korean dictator Kim Jong Il loves Hollywood movies, but that does not affect his nuclear programme. American jeans are still popular in Iran but that does not mean that Iranians will listen to what Washington says. In fact, recent studies have shown how there has been a decline of American soft power not because of American culture or values Nanda but due to the faulty and actual policies in various parts of the world.

It is no wonder why none other than Nye himself is now propagating the concept of “smart power”, which is defined as “the capacity of an actor to combine elements of hard power and soft power in ways that are mutually reinforcing such that the actor’s purposes are advanced effectively and efficiently”. Nye says that America can become a smart America — a smart power — by investing in global public goods, providing things people and governments of the world want but have not been able to get in the absence of leadership by the strongest country. “By complementing US military and economic might with greater investments in soft power, and focusing on global public goods, the US can rebuild the framework that it needs to tackle tough global challenges”, he argues.

The truth is that soft power is not a substitute of hard power. But soft power can be a great force multiplier of the hard power. Viewed thus, while India must project its soft power (and this the country has been doing with great effect, particularly in Afghanistan of late), it cannot compromise on its military prowess, given the prevailing security environment — the Arab world is under great turmoil; South Asia has turned into a region of “failed states”; and China is flexing its muscles in central, east and south-east Asia. In this environment, the nature of the warfare is changing, with Aerospace Power becoming the primary tool of deterrence, and punishment if deterrence fails.

In other words, Aerospace Power is going to be a critical component of India’s military power. That means we must have the best of the aircraft and ammunition to achieve our air and space superiority. So, let us welcome the Aero India Show 2011.

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prakashnanda@newsline.in January 2011

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