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SOUVENIR HeliP ow er India-2 01 6 MAIN AUDITORIUM 21 March 2016 PROSPECTS & CHALLENGES IN USAGE OF NEXT GEN HELICOPTERS
International Seminar HELIPOWER INDIA - 2016 21-22 March 2016, Air Force Auditorium, Subroto Park, New Delhi
& SYSTEMS
Published by AVM K Sridharan VM (G) 13-B, Indraprastha Estate New Delhi-110 002 Tele/fax : 91-120-2402060 Editorial inquiries 91-0120-2402010, 2402060 Website : www.rwsi.org
Rotary Wing Society of India is a not-for-profit professional Society registered with Govt. of NCT Delhi (Registration No. S-33154 of 1998) for the growth of Civil & Military helicopter industry. Its membership includes nearly 166 Corporate and over 1200 aviation professionals who have made major contributions to Indian Civil & Military aviation. Many of them are gallantry award winners. Majority of them are in active flying. RWSI is dedicated to the promotion of helicopter as a safe, effective method of commerce and to the advancement of Helicopter Industry. Opinions expressed in this brochure do not necessarily represent those of the Society, its Governing Council, Staff or membership nor shall the publication imply endorsement on the part of the RWSI of any content or claims made therein. RWSI disclaims all warranties, express or imply and makes no judgement regarding the accuracy of posted information. In no event will RWSI be liable to any party for any direct, indirect, special or consequential damages resulting from the publication.
C O N T E N T S 21 MARCH 2016 Object of the event ........................................................................................ 4 Messages .................................................................................................... 8-10 History of Helicopters in the Indian Air Force ...................................... 12 History of Army Aviation .......................................................................... 16 Navy Helicopters .......................................................................................... 17 Detailed programme ................................................................................... 19 Welcome Address ........................................................................................ 20 Inaugural Sessions (details) ................................................................. 26-28 Technical Sessions .................................................................................. 29-33 SELECTED PAPERS Emerging Requirements for Helicopters in Indian Military ................. 35 Prospects & Challenges in the Usage of Next Gen Helicopters ........... 36 Helicopters : Expanding Capabilities and Emerging Missions ........... 38 The Challenges of Next Gen Helicopters ................................................ 40 Rudra the Destroyer, an Unrivalled Weapon Platform .......................... 42 Boeing’s Chinook Helicopter to Boost Heavy Lift Capabilities ........... 43 Apache to give IAF a Lethal Attack Edge ................................................ 44 New Technologies for Vibration Control on Helicopters ..................... 47
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RNI No. DELENG/2001/5570 Heli Power India - 2016
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MILITARY The Indian Air Force was the first to acquire helicopter for the Military purposes. 25 Mar 54 was indeed a ‘Red Letter Day’ in the history as the first helicopter wearing IAF markings appeared at Palam in the form of a Sikorsky, S-55. Purchased in USA, these general purpose/utility helicopters were used to equip One-O-Four, the first of the IAF’s dedicated rotary wing operating formations. The first flight was undertaken in a Sikorsky-55 (IZ 648) by the then Flt Lt SK Majumdar & Flt Lt. AN Todd on 01 April 1954 from Palam (New Delhi) to Tilpat Range with PM Jawahar Lal Nehru, the first Indian Prime Minister on board.
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Our Deep Gratitude to the Sponsors for their Support to HELI POWER INDIA - 2016
PRIME SPONSORS AIRBUS HELICOPTERS BELL HELICOPTER BOEING GE AVIATION HINDUSTAN AERONAUTICS LTD. CO-SPONSORS GLOBAL VECTRA HELICORP LTD. SAAB TECHNOLOGIES CULTURAL PROGRAMME TriEco
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Helipower India - 2016 The Heli-Power India 2016 is being held on 21-22 March 2016 at Air Force Auditorium, Subroto Park, New Delhi under the aegis of the Rotary Wing Society of India. The object of the International Seminar is to provide a platform to helicopter operators, users, manufacturers, Govt. agencies and professionals to share and exchange the latest information and views on all aspects of usage of helicopters which will be of immense benefit to the Aviation Industry.
Main Focus on 21 March 2016 MILITARY • Provide a platform for elements of the military industry to come together. • Provide an understanding as to how Vertical Lift Technology will have its Impact on Air Power. • Review the Use of Emerging Technologies in Indigenously manufactured helicopters such as LCH & Rudra. • Look at how modern technologies have enhanced Combat potentials of next Gen Helicopters.
Outline Programme Main Auditorium Combat potentials of next Generation Helicopters At the Inaugural Session of the Seminar on 21 March 2016, after Lighting the lamp & release of the Brochure HPI 2016, there will be Keynote Addresses on Combat potentials of Future of Vertical Lift Technology & Next Gen Power Plants. The domain experts from the three services will also share their views on the Prospect & Challenges in the usage of Next Gen Helicopters. The first Technical Session will focus on Combat Potentials of LCH & Rudra and Trends in Heavy Lift Technology by experts. In the second Technical Session, focus will be on the usage of Next Gen Technologies. During this Session, there will be presentations from guest speakers from India & abroad on ‘Indigenous Design & Development of Helicopters; Performance Based Navigation System and a Hybrid BatteryPiezoelectric Composite Structure for Next Gen Aircraft’
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Messages from the Patrons
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History of Helicopters in Armed Forces
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History of Helicopters in the Indian Air Force “Helicopter can go to places where no fixed wing aircraft can go. It can do those tasks which no fixed wing aircraft can do.”
-From “My years with the IAF” By Air Chief Marshal PC Lal
INTRODUCTION From the inception of four Sikorsky S-55 helicopters in 1954, today the IAF helicopter fleet has expanded to over 400 helicopters. If we include the helicopter inventory of Army, Navy and Coast Guard, their strength will easily go beyond 650 helicopters. The major credit for this increase in strength goes to the proven ability and reliability of these flying machines, doing unconventional flying tasks. The credit also goes to technical staff for maintaining / sustaining these, Pilots and other aircrew for utilizing these machines skillfully to do the unconventional difficult tasks and scientific community in developing complex machines to become a safe and reliable aerial platforms. In this paper we will chronologically trace the history of various helicopters that were inducted in the IAF. 2. SIKORSKEY - The tryst of Helicopters with Indian Air Force started on 10 March 1954 with the formation of 104 Helicopter Unit at Palam. However, historically speaking, Helicopters had already marked their presence in the Indian skies during World War II during Burma Campaign with a Sikorsky R-4 of US Army carrying out the first ever rescue mission by a helicopter. Coincidentally it was once again a Sikorsky (S-55) which first flew with IAF markings on 23 March 1954. Sikorsky S-55 (also known as Sikorsky H-19) “Chicksaw” was the world’s first certified commercial transport helicopter.
Sikorsky S-55 3. Within a few days of its arrival in India this helicopter was tasked to carry the Late Prime Minister Pandit Jawahar Lal Nehru to Tilpat to witness ‘Fire Power’ demonstration by IAF. But that year helicopters also earned their sobriquet of “Harbingers of Life” from the press because of the frequent mercy missions undertaken by them. In fact this role became their calling card throughout the world and have often been referred to as “Angels of Mercy” and “Hovering Angels”. The S-55’s had the distinction of not only getting operationally deployed in NEFA but also being the first helicopter to be operated for Indian Navy on board INS Vikrant. 4. BELL-47G3/B2 - The small fleet of S-55’s was augmented by Bell 47’s in 1957. These helicopters were smaller and were ideally suited for reconnaissance, training rescue operations in
104 Helicopter Unit Heli Power India - 2016
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Mountainous terrain. Subsequently after the 1971 war, Bell 47 G3/B2 formed 131 FAC Flight for Airborne Forward Air Controller task during Close Air Support Offensive Operations by fighters for the Army. These helicopters were flown in this role till 1979 when it was replaced by Cheetah helicopters. 5. MI-4 - these USSR manufactured helicopters Mi-4s were inducted into the IAF on 23 November 1959 at Johrat. This also marked a beginning of a long list of Soviet era Helicopters which continue to serve IAF till date. This helicopter soon became a familiar sight in Far East corners of India. Though phased out in September 1981 after 21 years of service, it remains alive even today as a phrase “Mee” with all army jawans whenever they have to refer to a bigger class of helicopter. It remained the back bone of IAF medium lift potential till it was replaced by Mi-8 helicopter in 1972. 6. CHETAK/CHEETAH - Meanwhile the lighter piston engine Bell 47s was soon complemented with the Jet engine powered French Alouette IIIs (Chetak) in 1965. Later the HAL manufactured them indigenously at Banglore. These light utility helicopters continue to serve the Nation even today after over 50 years of induction. Post 1971 conflict, the light utility fleet was once again given a fillip with the induction of LAMA (Cheetah) helicopters, an advanced derivative of the Chetak. This helicopter was also indigenously manufactured by the HAL on the specific requirement of Indian Armed Forces. It went on to create helicopter history in High Altitude flying and since then has the distinction of providing continuous air maintence to sustain the highest battlefield in the world at the “Siachen”. 7. MI-8 - The induction of jet engine powered MI-8 helicopters in early seventies brought in the much needed impetus to improve our helicopter fleet capability both in war and peace time operations. These magnificent flying machines gradually replaced the piston engine powered MI-4 helicopters and significantly improved the SHBO (Special Helicopter Borne Operations) capabilities for induction and de-induction of troops in the TBA (Tactical Battle Area). When fitted with trusses and pod it can carry rocket, bombs and side firing guns. 8. It was in mid-eighties, that the vintage Dakota Dc-3 piston aircraft were replaced with Jet-prop AN-32s in the eastern sector to undertake airmaintence in the forward areas. However, due to its higher speeds, small size of Dropping Zones (DZ) and narrow vallies, the AN-32 were unable to drop loads accurately at many
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Chetak with anti-tank missiles locations in Arunachal Pradesh. Therefore, MI-8 helicopters were tasked to carry out dropping ops for the Army and A.P. Government and to many more smaller DZs in narrow valleys of the eastern Himalayas. Helicopters quickly adapted to this new technique of “load droping” by removing the rear clamshell doors and fitting the metallic rollers to the cabin floor. The load was neatly tied to the skid-boards secured to the floor of helicopter cabin on the rollers. The dropping technique was exactly like that of fixed wing aircraft. (Either para drop from 300-400 meters AGL or Free drop at very low height close to the ground ) by pushing the load manually by the trained “ejection crew”. The advantages of using this technique was that after the load was dropped, the helicopter became lighter and could land at the helipad to airlift back load and passengers from forward locations. In this manner the MI-8s were more useful than the fixed wing aircraft. By using this technique, the MI-8s started regular air maintence for the local tribals and Army to remote places like Taksing, TameChung – Chung, Nacho, Huri, Damin, Machuka, Manigaon, Tato, Anini, Dambuin, Hayliang, Wallong , Kibtoo etc to name a few. 7. MI-25/35 ATTACK HELICOPTERS - The MI-25 attack helicopter was inducted in 1983 with the raising a Helicopter Squadron. Subsequently in early 90s, one more squadron was raised with MI-35 attack helicopters which is an upgraded version of MI25. These deadly flying machines have tremendous amount of fire power in the form of rockets, guns and bombs. These machines
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11. In the year 2011-12, the IAF inducted 159 helicopters of the latest upgrade of this helicopter called MI-17V-5. This is a second generation helicopter with state of the art avionics, powerful upgraded aero engine and modified fuselage. The operational deployment of this helicopter has greatly improved the Helicopter fleet performance in various roles and tasks all over India. OPERATIONS
Mi 17V5
1961 : One of the original Mi-4 units (No 109 HU) had its helicopters operating in support of the Army’s 17th Infantry Division during the swift police action in Goa during December 1961. The Mi-4s transported general staff officers, flew in vital dispatches and evacuated the few casualties. 1962 : Less than a year later the Mi-4s, and a few Bell 47s, came under severe pressure at the other end of the country in NEFA, which came under Chinese attack in October 1962. Facing the Chinese were an inadequate number of troops of the Army’s 4th Infantry Division, the forward brigade of which at Tawang was in the front line. Defensive build-up in the area had been limited because of the single, tortuous, road that wound its way for hundreds of miles through 15,000-ft (4 572-m) mountain passes and forests up to the Namkachu valley, and precariously past the Thagla massif.
are highly maneuverable, agile and have proved to have a devastating effect against the enemy’s tanks formation & tracked vehicles in TBA. 8. Mi-26 - The year 1984 saw induction of Mi-26 Helicopter Flight. This flight calls themselves as “The Featherweights”. This is the heaviest helicopter in the world, of a lift capability of 20 tons. Featherweights have performed those tasks which no other helicopter in the world could have performed. These tasks include airlift of satellite space shuttles from production units to the satellite launch pads, airlift of heavy road building equipment and materials. 9. MI-17 FLEET (MI-17, MI-171-V & MI-17 V-5) - From 1985 onwards till 1989,to the raising of 127, 128, 129 , 130 , 151 and 153 Helicopter Units marked the induction of Mi-17s in the Indian Sub continent. These were upgraded version of the earlier Mi-8s. They had a higher rated power plants and astounding amount of Fire Power. Their performance in high altitude terrain has been unmatched on this planet. They have been the backbone of supply line to air-maintained high attitude posts in north and north east . Over the years, these powerful flying machines have proved their metal in the ongoing conflicts and Counter Insurgency operations in the Siachen Glacier, operations in J&K, Seven states of North east and Naxalite affected areas of Centeral India. In addition these flying machines have undertaken massive relief and rescue operations during various natural disasters, medical airlifts and mercy missions in different parts of our country. 10. In the year, 2005, the upgraded version of MI-17, MI-17 IV was inducted in the IAF. This has upgraded aero engines, and avionics. Therefore, its performance in all types of terrain has been good. However, these helicopters have faced lack of technical support due to difficulties in spare parts supply. Heli Power India - 2016
A handful of Bell 47s from No 105 HU were attached to the 4th Division for reconnaissance and liaison flights, flitting up and down the Nyamjang Chu valley carrying Corps, Divisional and Brigade commanders. Two Bell 47s were located at the helipad at Zimithang, and were soon in use to lift casualties from the improvised helipads up at Lumpu and Tsangdhar. Four Mi-4s were based at Tezpur, the HQ of IV Corps in the plains of the Brahmaputra, and these, too, ran the gauntlet of Chinese ground fire while flying in reinforcements and supplies and evacuating casualties from the advanced landing pads. Apart from the hostile fire, poor weather conditions had to be faced, but during the short breaks, the Mi-4s were able to fly repeated sorties. Both the Bell 47s at Zimithang and a number of Mi-4s were lost to enemy action in the Tawang area and in engagements further east in Walong. 1971 : Mi-4 units have seen continuous operational service in India’s northeast, supporting the Army’s counter-insurgency operations in Nagaland and Mizoram, lifting Commando teams into action and helping to preempt hostile infiltration to and from China. They have often suffered hits from small arms fire; on one occasion, a Mi-4 even returned to base with a poison-tipped arrow sticking to its undercarriage! The operational climax for the Mi-4s in IAF service came during the 1971 war when this helicopter played a key role in the Indian Army’s Blitzkrieg-style advance to Dacca, in Bangladesh. Hostilities had broken out on 3 December 1971, and a lightning campaign was unleashed in the eastern sector. Whilst the Indian II Corps battled its way from the western side, the IV Corps thrust came from three directions in the east, across 155 miles (250 km) of border between the erstwhile East Pakistan and Meghalaya to the north, through to the Feni Salient in the extreme south of Tripura. One column moved in from Silchar- Karimganj area towards Sylhet, another along the AkhuraAsjuganj axis and the third in the south with the objective of 16
containing Comilla and cutting off Chittagong. Whilst battling against the two Pakistani divisions ranged against them, IV Corps had to be content with the most formidable riverine terrain, crisscrossed by rivers and streams that make the area a logistic nightmare for any offensive action. The advance was by 110 HU, with 10 Mi-4s on strength and another two Mi-4s attached from 105 HU. The Mi-4s were intimately involved in the spectacular progress made by the Army, particularly 8th Mountain Division. 110 HU transported troops, guns, ammunition and equipment, evacuated casualties and conducted reconnaissance for the field formations in the sector. On 7 Dec, 254 troops were airlifted from Kailashahr to the Sylhet Sector in the face of heavy ground fire. Next day, another 279 troops and 97 tons (98.6 tonnes) of equipment were airlifted from Kalaura, mostly at night. An additional 584 troops and 125 tons (127 tonnes) of supplies and nine field guns were lifted on 910 December to reinforce the build- up against Sylhet, which was held by the Pakistani 313 Brigade. 110 HU then moved to Agartala for the heliborne operations from Brahmanbaria to Raipura. The Mi-4s could be said to have forced the pace of the Army’s relentless drive, which now saw heliborne infantry leap frogging past natural obstacles and enemy defences, with MiG-21s and Gnats strafing and rocketing strongholds, in a text book display of coordinated air power. The biggest operational task yet undertaken by the IAF’s helicopter force was between 11 and 15 December. On the 11th Dec, 1,350 troops and 192 tons (195 tonnes) of equipment was airlifted from Brahmanbaria to Narsingdi, including in particular the lead battalion 4th/5th Gorkha Rifles (FF) of 59th Mountain Brigade, spearheading 8th Mountain Division’s intrusion in Sylhet. The Gorkhas and their equipment were lifted across the Meghna river to south-east of Sylhet, forcing the much larger enemy force to abandon defences and, for fear of being cut off by the heliborne forces, pull back into the town. On 14 December, the 12 Mi-4s were positioned at Dandkandi to airlift, across the Meghna to Baidya Bazar, 810 troops and 23 tons (23.4 tonnes) of equipment; and in another major effort the next day, they airlifted 1,209 troops and 38 tons (38.6 tonnes) of equipment to strengthen the Baidya Bazar complex. All told, some 4,500 troops and 515 tons (523 tonnes) of equipment were helilifted by the 12 helicopters in this action. As has been well recognised by the Army, 110 HU was the key factor in the lightning campaign, where speed of advance was of
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the utmost importance. Other units that were given special mention were 15 and 24 Squadron whose Gnats provided escort to the heliborne operations and close support over the entire Brahmanbaria -Sylhet axis. Other Mi-4 and Alouette III units, including 112 HU in the Jessore sector, conducted casualty evacuation, communication and reconnaissance flights. Some Mi-4s and Alouette Ills were equipped as gunships and operated in this role both in the east and the north-west of India, recalling their earlier role in 1965, when they hunted infiltrators with machine guns and anti-personnel bombs in Kashmir. 1999 : During Op Safed Sagar in 1999, for the first time, Mi-35s were positioned in the Srinagar valley across the Banihal pass in Jul 99. Pakistani rangers had occupied the heights in Mushkoh valley; Dras and Kargil and were in the firing range for Srinagar-Leh highway. Army was given a green signal to go ahead with military action on 20 May 99. On 26 May 99 the Mi-17 helicopters and Mig21s struck the heights of Tololing and Tiger hills overlooking Dras. During this period, ‘One-O-Four’ was tasked to sanitize Srinagar and Awantipur airfields and also employed against ground threat in Srinagar valley. For the first time the Sqn carried out practice firing at Toshe Maidan firing range, south-east of Srinagar airfield, at an altitude of 10,000 ft. Sri Lanka Operations UN Peace Keeping The Future The IAF Helicopters at the turn of millennium are well poised to take on the emerging threats of modern warfare. Their experience during “Op Pawan” in mid eighties and thereafter the involvement in”Op Safed Sagar”, “Op Triveni” has set the think tanks in IAF debate the role of Helicopters in 4th Generation Warfare. While the debate continues towards defining the role of helicopters in such nontraditional threat environment, the need to continuously upgrade the equipment and capability was never lost. The helicopter fleet is already under a major transformation with induction Mi-17V5. It is envisaged that the contract for 22 Attack Helicopters, in which AH-64 is the front runner, would soon be awarded. In addition to these contracts for Heavy Lift Helicopter and Light Utility Helicopters are also likely to be declared shortly. The VVIP Squadron helicopters are also poised for a major upgradation with the induction of Augusta EW-101 in another 2-3 years.•
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History of Army Aviation Army Aviation Corps is an amalgamation of diverse influence and traditions of ‘Aviation’ and ‘Army’. The Corps has a place of pride in the pantheon of the Indian Army’s arms and services and with good reason, since few can claim to have made so great an impact, in such stark contrast to their numbers, as the Army Aviation Corps. The realm of Army Aviation has a certain mystique and aviators, with an enviable record of 7 PVSMs, 2 MVCs, 3 UYSMs, 16 VrCs, 9 AVSMs,11 SCs and a plethora of other decorations, exude an indescribable élan which flows out of careful selection, rigorous training and an ethos of professionalism which is the real key to aviation operations. 1942 saw the inception of the Army Aviation wing of the RAF with the raising of the first Air Observation post Squadron (RAF) in Apr 1942 with Austers. The Indo-Pak wars of 1948, 1965 and 1971 saw this small band of the ‘winged warriors’ who made a name for themselves with their innumerable acts of valour and gallantry. Chetaks were inducted in the Air OP in 1969 and the first of the Cheetahs in 1971. The Army Aviation Corps was raised on 01 November 1986 and was immediately inducted into “Operation Pawan” providing close and extensive support to the ground forces. In more ways than one, it was truly Army Aviations’ baptism by fire when Cheetahs mounted with Medium Machine Guns and christened as ‘Ranjits’, saw active combat. The Siachen Glacier has been the supreme operational frontier for the Army Aviation Corps ever since the commencement of Op Meghdoot. Routinely operating at 20000 feet and above on the extreme fringes of its flight envelope, the Cheetah helicopters piloted by the determined Aviators have been carrying out yeoman service as the lifeline of the Indian Army. The Army Aviation Corps has singularly been responsible for saving hundreds of lives, besides providing life sustaining logistic support while operating constantly at super high altitudes – a feat unparalleled by any other Army in the world. Operation Vijay was Army Aviations finest hour when so much was rested on the wings of a motley group of a ‘Few Good Men’. Their professionalism, grit, courage and tactical skills and sterling performance was recognized with two Squadrons receiving the Chief of Army Staffs’ Unit Citations, two Vir Chakras and innumerable other gallantry awards. The turn of the century dawned a new era for Army Aviation with the induction of ‘Dhruv’ advanced light helicopters. With the addition of the armed ‘Rudra’ in the inventory in 2013, Army Aviation is now developing into a decisive battle winning factor in the hands of the field forces commanders. The corps continues to provide intimate support to counter insurgency operations in North East and Jammu and Kashmir. Numerous humanitarian operations to provide succor to civil populace in the aftermath of natural calamities in the country bear testimony to the professionalism and grit of an army aviator. Peace keeping Operations in Somalia and Democratic Republic of Congo and relief operations in Nepal in the aftermath of the recent devastating earthquake has earned international appreciation. Heli Power India - 2016
The future holds a plethora of expanding opportunities for Army Aviation to continue to prove its mettle as a force to reckon with the motto – ‘Swift and Sure’ aptly describes the ceaseless, timely and implicit trust that the nation places in us.
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Navy Helicopters The Beginning of a saga At the time of independence Rear Admiral Earl Mountbatten, the Governor General of India helped to convince the Prime Minister of the desirability to develop the Indian Navy with light fleet carriers as the nucleus. The Government accepted the proposal in principle and, as a first step, Directorate of Naval Aviation was established in 1948 with Captain HC Ranalds, RN, as the Director. It was envisaged at the time that the first light fleet carrier would be purchased from the Royal Navy in 1955 followed by a second carrier two years later. To meet the pilot requirement for the two carriers, ten officers underwent preliminary training at RNAS Donibristle in Scotland in Mar 1949.
Enter the Rotary Wings In early 1960, Lt Cdr Kutty Menon became the first pilot to do his helicopter conversion with the IAF at Palam. Navy decided to train two officers on helicopters with the French Navy. On completion of training on Alouette II helicopters, Lt Cdr Menon and Lt Wadhawan embarked Vikrant on 10 Jul 1961 in the English Channel. In mid 1962, IAF loaned one S-55 helicopter to the Indian Navy which operated from Vikrant. Subsequently a second S-55 joined the ship by the end of 1962. In early 1964, one aircraft met with an accident in Ernakulam Channel and sank. Thumba Rocket Launching Station in Trivandrum, Kerala, commissioned in 1964, was gifted a Mi 4 helicopter by the Soviet Union. The helicopter was flown by Naval pilots and rendered yeoman service in surveillance and payload recovery till 1973. On 08 May 1965, INAS 550 received a new type of aircraft, the Dove, flown in (to replace the Sealand) from Bangalore by naval officers. A second dove, borrowed from the IAF, arrived a few days later. Alouettes – from a Flight to a Squadron Realising the versatility and usefulness of Alouette, especially as an embarked flight, it was decided to form them into a squadron designated as INAS 321. It was commissioned by Adm AK Chatterjee, the Chief of the Naval Staff, on 15 Mar 1969 at Goa. The squadron was later shifted to INS Kunjali in 01 Aug 1980.
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HTS Until 1971, helicopter pilots were graduating at Cambatta Aviation on Hughes 300 helicopters. The commissioning of INAS 561, Helicopter Training School, on 15 Sep 1971 at INS Garuda added a new chapter to the saga of Naval Aviation. The First ASW Helos
To meet the requirement of an ASW helicopter, it was decided to acquire the Seaking helicopter fitted with sophisticated equipment for ship and shore based ASW operation. The first batch of pilots and observers for conversion and acceptance of the first two Seakings left for UK on 23 Sep 1970. On 03 Nov that year, the first two Seakings IN 501 and 502 were accepted by the High Commissioner of India to UK, Shri A B Pant. On 17 Apr 1971, they were commissioned as INAS 330 by the CNS, Adm SM Nanda at INS Garuda. Cdr MP Wadhawan was the first Squadron Commander. The First Seaking landed on Vikrant on 26 Jul 1971. Commissioning of INAS 336 The Seaking proved to be capable of meeting the Navy’s requirements and hence six more were ordered. A second Squadron INAS 336, formed as training and standby Squadron for Vikrant, was commissioned on 20 Dec 1974. On 19 Jan 1979, a Seaking Flight and Tactical Simulator (FATS) was established for providing simulator based training to crew of Seaking Helicopter. Kunjali – the Westside Story Earlier, in 1964, helicopters operated from a temporary grass helipad at INS Kunjali. On 03 Apr 1972, Bombay flight of INAS 321 was established at Kunjali with one Alouette III helicopter. On 01 Aug 1980 another Alouette was added and INAS 321 was relocated from Goa under the command of Commander PP Sharma. Induction of KA 25 With the induction of Rajput class of guided missile destroyers, the Ka 25 – an ASW helicopter – entered service. They were formed into a Squadron designated INAS 333. The Squadron was commissioned at INS Hansa by Vice Adm O S Dawson, FOC-inC South on 11 December 1980.
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Commander. INAS 312 and INAS 561 from Goa and Kochi respectively were rebased soon after. The Air Station was formally commissioned on 11 March 1992 by Sri R Venkataraman, the President of India. The first Commanding Officer was Capt RS Vasan.
Induction of ALH
Alouettes in Antractica A Naval Alouette was part of the first Indian expedition to Antarctica (Dakshin Gangotri) in 1981-82 under the command of Cdr KDS Sandhu, SC, NM. The helicopter embarked the ship ‘Polar Circle’, which sailed from Goa on 06 Dec 1981 and arrived at Antarctica on 09 Jan 1982. Participation continued till late 1990s. The Navy also participated in one (and only) expedition to the Weddel Sea (in Western Antarctica) in 1989-90. Naval Air Station Ramnad The first Naval detachment arrived at Ramnad in 1982 in the wake of ethnic disturbances in Sri Lanka. The abandoned World War II airfield at Ramanathapuram was taken over by the Navy on 09 Jan 1985. The station initially operated Islander and Chetak aircraft. Islander Flight was subsequently disbanded in Jan 1997. The station was re-designated as Rajali II on 01 Jun’1997.
With indigenisation as a key thrust area, the project of an Indian manufactured helicopter was accorded prime importance by the government. Conceived as a single engine helicopter in the early 1970s, the Advanced Light Helicopter was modified to twin engines in line with the operational requirement of the Defence Forces in 1979. The first prototype manufactured by HAL flew in 1992 and the first Naval utility version landed at Garuda on 19 Feb 2003. An Intensive Flying Trials Unit was set up with Cdr AK Gulati at the helm.
INAS 339 INAS 339 was commissioned at INS Kunjali on 23 Nov 1990 by Vice Adm S Jain, FOC-in-C West. Cdr SV Purohit was the first Squadron Commander. The Squadron initially operated Seaking 42B, an upgraded version of the Mk 42 family. In response to the needs of the service the squadron has undergone numerous changes in the type of helicopter held. The squadron having been number plated on 03 Mar 1998 was reactivated on 14 Nov 2000 and shifted to INS Hansa. The Squadron now operates the KA28 helicopters and has been given the responsibility of inducting the Ka-31 helicopters.
INS DEGA – The Eastside Story Indian Naval Aviation touched the Eastern Seaboard with arrival of the first Chetak at Visakhapatnam on 23 Sep 1972. 321 Flight was commissioned on 15 Nov 1972 with Lt PBS Gujral as Flight Commander. In 1986 Navy formally took over the airport and NAS Vizag came into being with Cdr KV Bharathan as the officerin-Charge. The Air Station was formally commissioned as INS Dega on 21 Oct 1991 by the then Chief of Naval Staff Admiral L Ramdas with Capt S Swaminathan as the Commanding Officer.
INS Rajali The airstrip at Arakkonam dates back to 1942 when it was used by Allied Air Forces. Foundation stone for Naval Air Station Rajali was laid on 12 Nov 1988 by the then Prime Minister Shri Rajiv Gandhi. 321 Rajali Flight was established on 15 May 1991 with Chetak 481 and 482. Lt Cdr Royappan was the first Flight Heli Power India - 2016
Induction of Kamov 31 In keeping with the need of the hour AEW helicopters (Kamov 31) acquired from Russia were inducted at INS Hansa in 2003.
Naval Aviation - A Growing arm The helicopter stream in the Indian Navy has, in the past fifty years, expanded and evolved to a key element of naval operations. It is now strategically poised for significant expansion synchronous with the overall expansion plans of the Indian Navy. In addition to a Mid Life Upgrade to the potent Seaking Mk 42B and the Ka28, plans in the near future include the acquisition of a suitable Multi Role helicopter. The helicopter stream of the Indian Navy is thus poised to grow from strength to strength. In 2007 Indian Navy acquired USS Trenton (later named INS JALASHWA). The combined deal for this ship had with it six Sikorsky built SH 3D Seaking helicopters to be used with the ship mainly in the role of cargo, passenger ferry etc. The helicopters are still in use with the ship which is a landing craft. These helicopters are now phased out by the OEM and therefore spares and maintenance had been seriously affected.• 20
PROGRAMME HELI POWER INDIA-2016 DAY-1 (21 MAR’16)
Prospects & Challenges in Usage of Next Gen Helicopters & Systems INAUGURAL SESSION 0930-0945 hrs : Lighting the Lamp & Release of Seminar Brochure 0945-1000 hrs : Welcome Address 1000-1020 hrs : Keynote Address on the Next Gen Vertical Lift Technology (VLT) by Mr. Alan C Ewing, Senior Manager, International Military Business Development, Bell Helicopter Textron 1020-1040 hrs : Keynote Address on Next Gen Power Plants for Helicopters by Mr. Sanjeev Kakkar, Director for Business Development, Military Systems Operation, GE Aviation. 1040-1100 hrs : Next Gen Helicopters in the Making in HAL by Mr. D.K. Venkatesh, Director (Engineering & R&D), HAL 1100-1115 hrs : A view from Naval Aviation by Rear Admiral Philipose George Pynumootil NM, Assistant Chief of Naval Staff (Air), Naval HQs 1115-1130 hrs : A view from Army Aviation by Major General Kanwal Kumar, Additional Director General, Army Aviation, Army HQs 1130-1145 hrs : Concluding Remarks by Chief Guest Air Marshal Birender Singh Dhanoa AVSM YSM VM, Vice Chief of the Air Staff, Air HQs 1145-1200 hrs : Vote of Thanks by Gp Capt MK Labroo (Retd.), Chairman Engg. Committee RWSI 1200-1230 hrs : Tea Break TECHNICAL SESSION-I: Combat Potentials of Next Gen Helicopter Chairman : AVM Rajesh Isser AVSM VM, SOA, CAC Panelist : Rear Admiral Philipose George Pynumootil NM,ACNS(Air); Major General Kanwal Kumar, ADG, Army Aviation; Wg Cdr Unnikrishna Pillai (Retd.), President RWSI (SR); Mr.Bradley (Brad) Rounding, Manager, Global Sales & Marketing, Boeing 1230-1245 hrs : Opening Remarks by Chairman 1245-1305 hrs : Combat Potentials of LCH & Rudra by Wg Cdr Unnikrishna Pillai (Retd), President RWSI (SR) 1305-1325 hrs : Emerging Rotorcraft Technologies by Mr.Bradley (Brad) Rounding, Manager, Global Sales & Marketing, Vertical Lift at Boeing Defense, Space & Security 1325-1335 hrs : Concluding Remarks 1335-1345 hrs : Vote of Thanks by Wg Cdr NS Krishna (Retd.) YSM, Secy RWSI (SR) 1345-1430 hrs : Lunch TECHNICAL SESSION-II: Next Gen Technologies for use by Helicopters Chairman : Shri R.K. Tyagi, Former Chairman HAL Co-Chairman : Wg Cdr NS Krishna (Retd.) YSM, Secy RWSI (SR) Panelist : Mr.Chandramohan HOFG, Aerodynamics Group RWR& DC, HAL ; Mr. Wilfred Moore, Tech Manager Aerospace, Lord India; Mr. Dieter Guenter, Sr VP Aerospace, Tetra Tech AMT ; Mr. DK Harursampath, Professor IISC 1430-1445 hrs : Opening Remarks by Shri. RK Tyagi, Former Chairman HAL 1445-1505 hrs : Indigenous Design & Development of Helicopters by Mr.Chandramohan HOFG, Aerodynamics Group RWR& DC, HAL 1505-1525 hrs : Make in India Helicopters by Mr. N. Raveeswaran, Head, Strategic Business Development, Aerospace and Defence, Mahindra Defence Systems Ltd. & Mr. Ashish Saraf, Industry Development, Partnerships and Offsets, Airbus Group India Pvt. Ltd. 1525-1545 hrs : Tea 1545-1605 hrs : Self-Protection for Airborne Platforms by Mr. Wilfred Moore, Technical Manager-SAAB Group, India 1605-1625 hrs : Performance Based Navigation System by Mr. Dieter Guenter, Senior Vice President, Aerospace, Tetra Tech AMT 1625-1645 hrs : A Hybrid Battery-Piezoelectric Composite Structure for Next Gen Aircraft by Prof. D.K. Harursampath, Professor IISC 1645-1700hrs : Concluding Remarks 1700-1715hrs : Vote of Thanks
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W ELCOME A DDRESS
AVM K Sridharan VM (G) President RWSI
AVM Krishnaswamy Sridharan VM (Gallantry) is the Founder & President of The Rotary Wing Society of India (RWSI). He is also the Editor-in-Chief, ROTOR INDIA Qtly, the only rotary wing aviation magazine dedicated to covering the Civil & Military rotary wing aviation activities in the country. Sridharan is a Qualified flying instructor with A2 Category and a Production Test Pilot with over 6700 hours of flying experience on over 20 different types of fixed and rotary wing aircraft in India & abroad. AVM K Sridharan, prior to the present assignment, has held a number of key managerial appointments in the field of civil and military aviation. He has Master’s Degree in Military Science from Madras & Allahabad Universities. He is also a recipient of Sikorsky Award for Pioneering Work in Rotary Wing Aviation in India -2004. He was awarded Vayu Sena Medal (Gallantry) in IAF.•
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It gives me great pleasure to extend a warm welcome to all the delegates at the 7th Heli Power India International Seminar organised by the Rotary Wing Society of India. It is indeed a great privilege to welcome this distinguished gathering of stalwarts and the stakeholders of the Rotary Wing aviation in India and abroad. In keeping with the current environment and requirement of the armed forces to induct approximately 1000 plus helicopters in the coming decade, an appropriate theme has been chosen for to-day’s event “Prospects & Challenges in Usage of Next Gen Helicopters & Systems in India". The object of the Seminar is to provide a platform to helicopter operators, users, manufacturers, Govt. agencies and professionals to share and exchange the latest information on some of the aspects related to Usage of Next Gen Helicopters & Systems in India which will be of immense benefit to the Industry. We also welcome our guest speakers from India and abroad and thank them for agreeing to share their knowledge and expertise with us. We are indeed honoured to have with us a number of distinguished delegates from the military and Para military services, central and state govts and stakeholders of the Industry. The focus during the Seminar will be on the increasing roles played by military helicopters in combat support in future conflicts especially with emerging technologies. Its ability to operate at short notice from locations close to tactical area with little or no infrastructure and its ability to integrate with the other arms is helping these assets to emerge as Arm of the Future. Use of helicopters in armed forces now ranges from high to low intensity conflicts including counter terrorism. As Nature of future wars and conflicts in the Indian subcontinent will be short, swift and intense with deeper and wider combat zones, judicious use of helicopters especially Attack helicopters can be crucial and decisive in especially in its anti-armour and anti-ground forces role. With the proposed induction of the next generation Attack helicopters such as Apache AH-64, Indigenously manufactured Light Combat Helicopter, weaponised version of Dhruv -Rudra, Medium Heavy helicopters such as Chinooks & Mi-17V, Light Observation Helicopter (LOH) like Kamov226T and Sea borne helicopters with mission oriented platforms, Indian Armed forces will have some of the finest tools of war, it has ever had. For usage of these airborne platforms, we must develop sound doctrines with organizations capable of performing required missions. Helicopters being maintenance intensive, to meet requirement for maintenance and product support at various formation levels during hostilities would require the development of infrastructure for first line, second line and repair activities, and associated product support. The scope of such deliberations could be very vast indeed. Besides well thought of doctrines we need to have in place clearly defined command and control structure during hostilities and effective communication between the helicopters and the defined command and control center. For the crew to exploit the increased complexity of the Next Gen machines, we need to have a well thought out comprehensive training programmes to ensure crew achieve high degree of proficiency in operating available target acquisition, designation and weapon delivery systems. After the Keynote Addresses on Combat potentials of Future of Vertical Lift Technology & Next Gen Power Plants, HAL and three services will also share their views on the Prospect & Challenges in the usage of Next Gen Helicopters. The first technical session will focus on Combat Potentials of LCH & Rudra and Trends in Heavy Lift Technology by experts. In the second technical session, the focus will be on Next Gen Systems including those related to Indigenous Design & Development of Helicopters as well as futuristic technologies. On behalf of Members of RWSI, I wish to thank the participants for sparing their valuable time to participate in the event. We are also grateful to the Sponsors for helping us organise the event. AVM (Retd.) K.Sridharan VM( Gallantry) President RWSI
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INAUGURAL SESSION 21 March 2016
Prospects & Challenges in Usage of Next Gen Helicopters & Systems Air Marshal Birender Singh Dhanoa AVSM YSM VM Vice Chief of the Air Staff, Air HQs
Air Marshal Birender Singh Dhanoa AVSM YSM VM took over as the Vice Chief of the Air Staff (VCAS) on 01 June 2015. He was commissioned in the IAF in June 1978 as a fighter pilot. He is an alumnus of Rashtriya Indian Military College, the National Defence Academy and the Defence Services Staff College, Wellington. Air Marshal Dhanoa is a Qualified Flying Instructor and has flown various types of fighter aircraft in his distinguished career. During the Kargil Operations, he commanded a fighter squadron and himself flew numerous night strike missions in the mountainous terrain. He has the distinction of having held a number of the important operational appointments including Station Commander of a fighter base and leader of an Indian Military Training Team abroad He has also served as Chief Instructor (Air) at the Defence Services Staff College, Wellington, Assistant Chief of the Air Staff (Intelligence) at Air Headquarters and Senior Air Staff Officer of two operational Commands. Prior to being appointed as Vice Chief of the Air Staff, the Air Marshal was the Air Officer Commanding-in-Chief of the South Western Air Command. In recognition for his meritorious services, he was awarded Yudh Seva Medal (YSM), Vayusena Medal (VM) in 1999, and Ati Vishisht Seva Medal (AVSM) in 2015 by the President of India. Air Marshal Dhanoa has taken over as Vice Chief of the Air Staff on 31 May 2015 after 40 years of glorious service in the IAF.•
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A view from Army Aviation by Major General Kanwal Kumar Additional Director General, Army Aviation, Army HQs Major General Kanwal Kumar was commissioned into Regiment of Artillery in 1980 and joined Army Aviation in 1985. The officer has served in various appointments and terrains and has a rich instructional Experience in both flying and Tactics. He was part of the first contingent of IPKF which flew into Sri Lanka in 1987 for Op Pawan. The officer has served in various theatres and has participated in almost all major operations, to name a few, Op Rhino, Op Orchid Op Rakshak, Op Malpa, Op Vijay in Kargil Sector and Op Parakram in Western Theatre. He has commanded an independent (R&O) Flt and Army Aviation Squadron during Op Vijay and Op Parakram respectively and has had a three years Instructional Tenure as Directing Staff at the Army War College in Mhow. The officer has been Brigadier Aviation in Command HQ, Deputy General Officer Commanding of a Sub Area and Commandant CATS prior to assuming the appt of Addl Army Avn. The Officer has a rich flying experience of over 4300 hours and led the first Indian Army Aviation Team to USA on an exchange programme in 2003. A graduate of Flying Instructors School at Tambaram, he has also done the prestigious Higher Air Command Course at College of Air Warfare and 50th National Security and Strategic Studies Course at the National Defence College New Delhi. For Gallantry he has been awarded Mention-in Despatches twice and has also been awarded COAS Commendation Card, GOC-in-C Central Command Commendation Card and GOCin-C ARTRAC Commendation Card.
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A View from Naval Aviation by Rear Admiral Philipose George Pynumootil NM, Assistant Chief of Naval Staff (Air)
Rear Admiral Philipose G Pynumootil, an alumnus of the Lawrence School, Lovedale and the National Defence Academy (67th course), was commissioned in the Indian Navy on 01 Jan 1986. A rotary wing pilot qualified on Sea King 42 B / C and Alouette helicopters, he has served as Flight Commander INS Delhi, Senior Pilot - Marine Commando Flight & INAS 330, after which and commanded the Carrier borne ASW Sea King Squadron, INAS 330. He was the Commissioning Commanding Officer of the Naval Air Station, INS Shikra. A former Instrument Rating Examiner on Sea Kings the officer has flown extensively during Operation Pawan, Sri Lanka and Operation Restore Hope, Somalia. Prior to taking over his current appointment, he served as the Principal Director of Aircraft Acquisition. He has commanded the 1241 RE corvette, INS Nashak, the missile corvette INS Kirpan and the Guided Missile Frigate INS Brahmaputra, besides doing a tenure as Executive Officer of the Guided Missile Destroyer INS Delhi. The officer was awarded the Nao Sena Medal for his tenure in command of INS Brahmaputra. He ser ved as Flag Lieutenant to the Flag Officer Commanding-in-Chief Eastern Naval Command in 1990. The Flag Officer has undergone the Staff Course at the Defence Services Staff College and the Higher Air Command Course at the College of Air Warfare. He is a post graduate in Defence Studies and holds an M Phil (Strategic Studies). He is an alumnus of the Royal College of Defence Studies, London and attained an MA (International Relations) from Kings College, London.•
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Vote of Thanks Gp Capt Labroo is the Treasurer, Dir Projects and Chairman, Engineering Committee, RWSI
Gp Capt MK labroo, a retired Air Force Chief Engineer is an Aeronautical Engineer, Fellow of Institute of Engineers and a Chartered Engr (Aero Space). He is trained on the maintenance of Chetak / Cheetah/ Mi-8 / 17 Helicopters and AN-32 Transport Aircraft,) and also undergone full familiarization training Courses on Mi-172 at Kazan, Russia and Enstrom helicopters in USA. He is an Aviation Management & Quality Assurance specialist and has remained as CEO, GM (Engineering), Accountable Manager, Chief of Flt Safety and Head of Engineering respectivelly, of various Civil Helicopter Operating Companies. He has been an active Engineering Expert member of AAIB of MOCA and a Safety Audit team member of DGCA. Besides conducting training on SMS, Human Factors, Dangerous Goods Regulations, Accident Prevention & Investigation, he is also the lead Auditor of RWSI Safety Audit team Gp Capt Labroo is the Treasurer, Dir Projects and Chairman, Engineering Committee, RWSI.
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INAUGURAL SESSION
Keynote Address on the Next Gen Vertical Lift Technology (VLT) Alan C. Ewing Senior Manager, International Military Business Development Bell Helicopter Textron Alan Ewing is currently a Senior Manager for International Military Business Development at Bell Helicopter Textron in Fort Worth, TX. Alan received a bachelor’s degree and commission as a 2nd Lieutenant from the U.S. Air Force Academy in May 1984. He served 11 years in the U.S. Air Force as a Propulsion Engineer, and as a staff officer for Science and Technology in the Office of the Assistant Secretary of the Air Force for Acquisition at the Pentagon. Following his USAF service, Alan joined General Electric as a Manufacturing Engineer/Six Sigma Black Belt specializing in process improvements in hot section turbine engine components. He then worked in GE’s Military Engines Organization as a Marketing Manager for domestic and
Next Gen Power Plants for Helicopters Mr. Sanjeev Kakkar is Director for Business Development, Military Systems Operation, GE Aviation Sanjeev Kakkar is Director for Business Development, Military Systems Operation, GE Aviation. In his current assignment, Sanjeev is responsible for all Military Engines activities in India for aircraft, rotorcraft and marine applications. Sanjeev has over 30 years of experience, and has been with GE for over 20 years. Prior to his current role he was Country Executive for GE Energy. Sanjeev holds a Bachelor’s and Masters Degree in Mechanical Engineering from San Jose State University. Sanjeev has been the Chairman of the AMCHAM Defence Equipment Committee in 2008 and 2009. His interests include golf, travel, reading on business and technology. Heli Power India - 2016
international engine sales, advanced engine concepts, and in international business development for the F136 JSF engine. Alan joined Bell Helicopter in November 2004 as Manager, Advanced Concepts Development. He led the Bell Boeing conceptual design teams in both phases of the Joint Heavy Lift (JHL) effort, and also led the Bell Boeing design team for the Joint MultiRole (JMR) Concept Trades and Analysis (CTA) activity that preceded the ongoing JMR Technology Demonstration phase. He began his current role in March 2013. Synopsis of Keynote Address on the Next Gen Vertical Lift Technology (VLT) by Bell Helicopter: Bell Helicopter will discuss the “Future Vertical Lift” concept and the effort that led to the V-280. There will be a short history of tiltrotor development, a discussion on the conceptual design and requirements analysis of the earlier Joint MultiRole (JMR) effort, and how it fits into the overall Future Vertical Lift (FVL) program. Bell will relate the advanced tiltrotor characteristics represented by the V 280 Valor and its applicability to the future battlefield.•
Next Gen Helicopters in the Making in HAL Mr. D K Venkatesh, Director (Engg. and R&D)
Shri. D K Venkatesh, Director (Engg. and R&D) is a Mechanical Engineer from National Institute of Technology, Surat, Associate of the Institute of Costs & Works accountants of India, Post Graduate diploma in Marketing Management and a Post Graduate in Computer Applications. He has more than 35 years of experience in Manufacture, Assembly, Repair, Overhaul, Prototype development in the areas of Production, Operations, Quality Management, Projects, Design, Customer Support of Aircraft, Helicopters and Gas Turbine Engines. He is a member of the Aeronautical Society of India and active member of the Society for Failure Analysis.
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TECHNICAL SESSION - I
Combat Potentials of Next Gen Helicopter Chairman : AVM Rajesh Isser AVSM VM, SOA, CAC Panelist : Rear Admiral Philipose George Pynumootil NM,ACNS(Air); Major General Kanwal Kumar, ADG, Army Aviation; Wg Cdr Unnikrishna Pillai (Retd.), President RWSI (SR); Mr.Bradley (Brad) Rounding, Manager, Global Sales & Marketing, Boeing
Combat Potentials of LCH & Rudra
Wg Cdr UnnikrishnaPillai (Retd), President RWSI (SR) Wing Commander (Retd.) Unni Krishna Pillai, is a graduate from the National Defiance Academy and was commissioned into the Indian Air Force in 1984. He was trained on helicopters, and has flown more than 7000 hours on 26 different types of aircraft till date. A large share of his operational flying was on MI-8 / MI– 17 helicopters, and has flown in all operational areas of the country, partaking in Operational missions from the Siachen glacier to Op Pawan and Rann of Kutch to Arunachal Pradesh. He is a qualified flying instructor with more than 2000 hours of instructional flying and is a DGCA Approved Flight examiner. He has also undergone the Experimental Test Pilots course held at Air Force Test Pilots School at ASTE in 1993-94. After graduating from the test pilot school, he has been actively involved in the flight testing of Advance Light Helicopter (ALH) and has more than 3000 Hrs on various variants of Dhruv (ALH) & LCH. He has also been involved in the flight testing of various systems for both the Air Force and for HAL. He joined HAL after release from service in Feb 2003. He is one of the most experienced Test pilots in India with more than 20 years of continuous experience in test flying of prototypes. He displayed Dhruv’s maneuverability in a number of international Air shows in Paris, Farnborough, Ankara, Chile, Malaysia, Bangalore and trained pilots of Ecuador, Nepal, Mauritius, Maldives, Israel, Chile and Afghanistan on Dhruv. He was appointed the Chief Test Pilot (Rotary Wing) of HAL in Feb 2009, the post which he continues to hold. He did the first flight of indigenously designed Light Combat Helicopter (LCH) and is guiding the testing of the new LUH project. He is also the Chief Instructor of the Rotary Wing Academy of HAL, which is the sole civil helicopter training academy in India.Wg Cdr Pillai is President of the Southern Region of Rotary Wing Society of India.•
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Emerging Rotorcraft Technologies Bradley (Brad) Rounding, Manager, Global Sales & Marketing, Vertical Lift at Boeing Defense, Space & Security Brad Rounding is a manager in Global Sales & Marketing within the Vertical Lift organization for The Boeing Company and is based in Mesa, Ariz. He is the Capture Team Lead for vertical lift programs in India and for the AH-64E Multi-Year for the U.S. Ar my. He supports marketing efforts for the AH-64 Apache, CH-47 Chinook, V-22 Osprey and AH-6 Little Bird. The facility in Mesa is part of the Vertical Lift organization within Boeing Military Aircraft division which is a component of Boeing Defense, Space & Security. Prior to accepting his current assignment within Global Sales & Marketing, Rounding was a manager with the Attack Helicopter Programs Office and was responsible for coordination of activities in the office of the vice president. That office is responsible for all aspects of U.S. Government and international programs for attack helicopters. Joining the Boeing company in 1996 following a successful career as an officer in the United States Army, Rounding worked as the manager of U.S. Army Business Development for the Apache program. Previous to that assignment he worked international business development for the Apache helicopter in Asia. During his Army career, Rounding held numerous aviation assignments in operational units and staff positions. As a qualified Army aviator, he flew operationally in several Army aircraft, including the AH-64 Apache. His last assignment was at the Pentagon as the Department of the Army officer in the Aviation division. Rounding holds a bachelor’s degree in engineering from the United States Military Academy and he earned a Master of Business Administration from the University of Phoenix. He is a graduate of a variety of leadership courses taught at the Boeing Leadership Center and is a member of several professional organizations including the Association of the United States Army, Army Aviation Association of America and the American Helicopter Society. 29
TECHNICAL SESSION - II
NEXT GEN TECHNOLOGIES FOR USE BY HELICOPTERS Chairman : Shri R.K. Tyagi, Former Chairman HAL Co-Chairman : Wg Cdr NS Krishna (Retd.) YSM, Secy RWSI (SR) Panelist : Mr.Chandramohan HOFG, Aerodynamics Group RWR& DC, HAL ; Mr. Wilfred Moore, Tech Manager Aerospace, Lord India; Mr. Dieter Guenter, Sr VP Aerospace, Tetra Tech AMT; Mr. DK Harursampath, Professor IISC
Opening Remarks Shri. RKTyagi, Former Chairman HAL Dr. RK Tyagi is an Engineering Graduate in Electronics and Telecommunication (1975) from University of Roorkee and also possesses a Masters Degree in Business Administration. He was conferred with Doctorate of Philosophy in Management Studies by University of Agra in 2012. He joined ONGC as a Graduate Trainee in the year 1976 and through various assignment rose to the position of General Manager in the year 2003 and continued serving ONGC upto May 2007 (31 years). He was also responsible for turning ONGC heli base at juhu to an ultra modern departure/arrival terminal. On 12 Jan 07, RWSI felicitated him with a Safety Award for enhancing safety standards of offshore Helicopter Ops in Bombay High. Subsequently, he held the position of Chairman cum Managing Director at Pawan Hans Ltd. from May 2007 to Feb 2012. His last appointment was Chairman of Hindustan Aeronautics limited (HAL) from 2nd March 2012 to 31 Jan’15.•
Indigenous Design & Development of Helicopters Chandramohanan P Head of Functional Group (Mechanical Systems) Rotary Wing Research & Design Centre Hindustan Aeronautics Limited Bangalore Graduated in Mechanical Engineering from Government Engineering College, Trichur, Calicut University in 1985 • Joined RWR&DC (formerly Helicopter Design Bureau), HAL in December 2015 in ALH Project • Holds Masters in Helicopter Engineering from ENSICA, Toulouse, France and MBA in Finance from IGNOU, New Delhi • Involved in design, development and certification of Flight Control System of Advanced Light Helicopter (Dhruv) and design of mechanical systems of Light Combat Helicopter (LCH) & Light Utility Helicopter (LUH) of HAL • Presently heading Mechanical Systems Groups of RWR&DC and responsible for Flight Controls, Power Plant, Hydraulics, Landing Gear and General Mechanical Systems Groups.
Make in India Helicopters Mr. N. Raveeswaran, Head, Strategic Business Development, Aerospace and Defence, Mahindra Defence Systems Ltd. & Mr. Ashish Saraf, Industry Development, Partnerships and Offsets, Airbus Group India Pvt Ltd
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TECHNICAL SESSION - II NEXT GEN TECHNOLOGIES FOR USE BY HELICOPTERS Performance Based Navigation System Mr. Dieter Guenter, Senior Vice President, Aerospace, Tetra Tech AMT Dieter Guenter is the Senior Vice President of the Aerospace Line of Business at Tetra Tech AMT. Mr. Guenter’s responsibilities include developing and executing the overall strategy and vision for the Aerospace Line of Business and programs. Mr. Guenter has over 35 years of aviation related experience in Europe and the U.S. with a strong background in flight operations, and the domestic and international aviation industry. He has been an effective leader throughout his career including holding executive positions as pilot and senior officer in the German Navy and aviation industry. Mr. Guenter has over 20 years of hands-on experience with the implementation of FAA NextGen technologies, interaction with domestic and international airlines, aviation industries and service providers. This includes FAA NextGen, national and international programs related to the Global Navigation Satellite Systems, Performance-Based Navigation, Environmental, and Airspace programs. His team worked closely with the FAA and multiple Helicopter organizations on implementing PBN for Helicopter EMS operations. He personally conducted international studies and implementation activities of satellite navigation and PBN projects, with the Latvia PBN project being the latest ongoing activity. He is the secretary of the International GBAS Working Group and supports the ICAO and CANSO PBN working group activities.
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TECHNICAL SESSION - II NEXT GEN TECHNOLOGIES FOR USE BY HELICOPTERS A Hybrid Battery-Piezoelectric Composite Structure for Next Gen Aircraft by Prof. D.K. Harursampath, Professor IISC Prof. Dineshkumar Harursampath PhD (Georgia Tech) President-designate, MultiFun, ?a Startup for Multifunctional Composites Winner, Best Startup Company + 4 other finalist nominations (including Innovator of the Year), ITMA Future Materials Awards, Milano Top-3 (Cleantech & Environment) + Special Mention (Product & Technology), University Startup World Cup, Copenhagen Lead-Organiser, American Helicopter Society (AHS) International's 4th Australian-Asian Rotorcraft Forum (ARF) Co-author, Top-selling "Wiley Acing the GATE," ISBN13:
978-8126545421 Academic Mentor Multinational Team MultiFun, Winner, 2015 UNESCO-Airbus Fly Your Ideas?, Dutch Aerospace Award & AHS VFF? Team ?Lakshya-IISc, Winner, 2015 ?Best Graduate Entry, AHS SDC Airbus "Link the Top,” ISAE SUPAERO, France; NUS, Singapore & IISc, India Visiting Professor TU Delft, The Netherlands ENS de Cachan, France Politecnico di Milano & Politecnico di Torino, Italy Founder-Head, Nonlinear Multifunctional Composites Analysis & Design (NMCAD) Lab, Dept. of Aerospace Engg., IISc, Bengaluru, INDIA 560012
A Hybrid Battery-Piezoelectric Composite Structure for Next Gen Aircraft Dineshkumar Harursampath1a, Sathiskumar A Ponnusami2, Mohit Gupta3, Shashank Agrawal1b, Dhamotharan Veerasamy4, Sreedhara Harlanayaka1c, Sangheetha A Ponnusami1d 1 Nonlinear Multifunctional Composites – Analysis & Design Laboratory, Department of Aerospace Engineering, Indian Institute of Science, Bangalore, India 2 Faculty of Aerospace Engineering, Delft University of Technology, Netherlands3School of Aerospace Engineering, Georgia Institute of Technology, USA 4 Department of Aeronautics, City University London, UK
electrically powered rotorcraft. On the other hand, the advancing development of fiber composite materials helps improve structural designs leading to enormous weight savings, superior structural strength and stiffness, indirectly leading to the reduction of the other three parameters. However, the potential of composite materials is not limited to structural load bearing. In particular, incorporating multiple functionalities in such composite materials is proven in this work to be a promising step towards achieving a sustainable and fuel-efficient rotorcraft design.
Delivered by Prof. Harursampath atRotary Wing Society of India (RWSI)’s 7th Biennial International Seminar - Heli Power India-2016, Air Force Auditorium, New Delhi, 21—22 March 2016.
II. Concept From the above perspective, we have designed a multifunctional fiber composite material system for next generation rotorcraft structural components. In particular, a hybrid composite termed as Piezo-Battery Fiber Reinforced Composite (P-BFRC) comprising piezoelectric and battery fibers, arranged in an optimized fashion, is proposed for the rotor blades with two integrated set of secondary functionalities, in addition to the primary structural functionality of load-bearing. One of the secondary functions of such a hybrid structure is to recycle electrical energy from the structural vibrations using the piezoelectric fibers and store it within the structure itself using
I. Introduction Fuel consumption, gross weight, emissions and noise signatures are four interlinked major concerns in the rotorcraft industry. The designs of current generation rotorcraft have been significantly driven by these factors, aiming to sustainably improve overall efficiency. On the one hand, continuous efforts are being made to reduce these four parameters by development of alternate fuels and power system architectures, such as fully Heli Power India - 2016
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the battery fibers. Secondly, the novel composite can be deployed for self-actuation purpose, whereby the battery fibers provide necessary power to actuate the piezoelectricfibers in the blade structure. In addition, Battery Fiber Reinforced Composite (BFRC) panels are proposed for the rotorcraft fuselageskin, which upon charging from a ground station can act as a gigantic structural battery. Importantly, the proposed multifunctional structure is optimized such that the existing structural load bearing characteristics are not compromised. In other words, introducing such multifunctional materials neither increases the structural weight nor reduces the structural load carrying capabilities, while bringing in vehicular-level performance gains. III. Outlook With rotorcraft industry striving to design more fuel-efficient and environment-friendly vehicles, the proposed multifunctional composite system can very well be seen as a significant and viable technological step to realize the vision. While research efforts are in progress to further develop and implement electric power system architectures for aerospace vehicles, the demonstrated multifunctional composite material will help in taking a gigantic step towards achieving sustainable and efficient next generation all-electric rotorcraft.
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References [1] Sodano, H.A., Inman, D.J. and Park, G., 2005. Comparison of piezoelectric energy harvestingdevices for recharging batteries. Journal of Intelligent Material Systems and Structures, 16(10),pp.799—807. Pereira, T., Guo, Z., Nieh, S., Arias, J. and Hahn, H.T., 2009. Energy storage structuralcomposites: a review. Journal of composite materials, 43(5), pp.549—560. [2]
Ponnusami, S.A. and Harursampath, D., “Modeling of piezo-composite actuators with application to flapping wing micro aerial vehicles,” Session SDM-85: Modeling, 53rd AIAA/ ASME/ASCE/AHS/ASC Structures, Structural Dynamics and Materials Conference, Honolulu, Hawaii, USA, 2012. [3]
Harursampath, D., Ponnusami,S. A., Agrawal,S., Gupta,M., Veerasamy,D., Harlanayaka,S., and Ponnusami, S. A., “A multifunctional composite system for rotorcraft structures – an investigation of energy harvesting and storage characteristics,” American Helicopter Society (AHS) International’s Sustainability 2015 - An International Conference on Environmental Sustainability in Air Vehicle Design and Operations of Helicoptersand Airplanes, Montreal, Canada, 2015. [4]
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Emerging Requirements for Helicopters in Indian Military As the defence services are poised to induct well over a thousand rotary wing aircraft in the coming decade, the majority of them will be developed and built in the country. Already on the anvil for the Army, IAF, Navy and Coast guard are the following machines: • The IAF is inducting 139 Russian Mi-17 V-5 medium lift helicopters, for an estimated $2.4 billion. The new-model MI17 V-5 is a vastly superior machine, with new engines, rotor blades and avionics. An IAF order for 80 Mi-17s is already being delivered, which is likely to be followed by an order for 59 more. • Fifteen American CH-47 Chinook heavy lift helicopters will be bought to replace the IAF’s Russian Mi-26 helicopters, of which just 3-4 remain serviceable. • The IAF has also completed trials for the purchase of 22 medium attack helicopters, and homed onto Boeing’s AH-64 Apache. • The IAF and army have also placed a Rs 7000 crore order for 159 Dhruv Mark III utility helicopters. These have been designed and built by Hindustan Aeronautics Ltd (HAL), which builds 36 Dhruvs each year. There is an estimated need for more than 350 Dhruvs for the army, IAF, coast guard and paramilitary forces. • The Army and the Air Force are to buy 76 Rudras. • HAL is also developing the Light Combat Helicopter, of which 179 are on order (IAF 65; army 114). This 5.5 tonne light armed helicopter features the Shakti engine, the Dhruv’s dynamic components (main rotor, tail rotor, and the gearbox), and the weapons suite that is being developed on the Rudra.
AH-64 Apache
Mi-17 V-5 - 139 Russia-Heavy lift 15-CH-47 Chinook Medium attack helicopters-22 AH-64 Apache Utility twin-engine helicopters-159-Dhruv MK III Naval twin-engine helicopters-50-Global market Naval medium, multi-role-91-Global market Weaponised utility helicopter-76-Rudra (HAL) Light Combat Helicopter-179-LCH (HAL) Light Utility Helicopters-200 –Kamov 226-T Light Utility Helicopters - 187 are to be manufactured in HAL
The military’s other bulk requirement is for 384 light utility Helicopters to replace the army and IAF’s obsolescent Cheetahs and Chetaks. This has been divided into two streams: 200 Kamov -226T are being bought off-the-shelf through a global tender; and 187 LUHs are being developed and built in India by HAL. In pursuance of Govt Programme, HAL is keen to have a realistic indigenization plan for manufacturing Medium & Heavy class of Helicopters to meet the country’s growing demand for such class of helicopters (Civil & Military) by 2020. In building its capacity, HAL is keen to dialogue with global helicopter OEM’s interested in manufacturing helicopters, engines and systems, to share and exchange the latest information and views on all aspects of emerging opportunities & challenges related to manufacturing Medium & Heavy lift class of helicopters in India.
Chinook
Rudra
Mi-17 V-5
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Kamov-226T
Dhruv
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Prospects & Challenges in the Usage of Next Gen Helicopters [ By Wg Cdr NS Krishna (Retd) YSM, CEO and Chief Of Training HATSOFF Helicopter Training (P) Ltd. ]
Introduction The force multiplying effect that helicopters bring to a battlefield has long been recognized. Starting from the Vietnam war, through the Soviet Afghan war, and operations in Iraq, the role of helicopters in a battlefield has only steadily increased from Casualty evacuation to Battlefield Close Air Support and even battlefield interdiction. The force multiplying effect, quite naturally, is directly proportional to the capabilities of the helicopter used in support of the land forces. Also, as the capabilities of own helicopters have developed, so have capabilities of the air defense capabilities of enemy ground formations, and the counter measures.
Capabilities of the New Generation Helicopters being Inducted The Indian Armed Forces are now inducting extremely capable helicopters such as the MI 17 V5, Rudra, LCH, LUH and CH 47. While the Rudra is yet to be battle tested, even the information available in public domain shows that it has an awe inspiring weapon and ECM capability for what is essentially a armed utility helicopter. It has sophisticated electro-optical (EO)target acquisition and designation system based on both video and IR systems, and is capable of delivering fire and forget ATGMs, AATMs, and Rockets . It has a chin mounted turret gun, slaved to the pilot Helmet Pointing System (HPS), and a EW suite that can provide warnings when being tracked by a radar, designated by a Laser, or when a missile is fired at it. This EW suite is coupled with a state of art Flare and Chaff dispenser which operates in both manual and automatic modes. All these capabilities can be controlled by the pilot and weapon systems operator through an integrated pilot interface, with suitable displays on a 4 screen Multi Function Display (MFD), and controls on cyclic and collective. Aiming can be done with either the EO system or HPS. All the above capabilities are combine with perhaps the highest degree of agility and maneuverability in a armed utility helicopter, with a sophisticated multi mode AFCS providing stability and automated control when required. LCH is a dedicated attack helicopter with similar armament, acquisition, designation, EW and ECM capabilities. The AH 64 Apache, while having similar capabilities , is battle proven several times over. The induction of these helicopters will vastly increase the capability of our armed forces to provide battlefield Close Air Support, independent interdiction operations similar to those undertaken in Op Desert Storm and Op Iraqi Freedom, and deep strikes on terrorist camps. The induction of Mi 17 V, an all weather helicopter, has given the armed forces an increased capability to support troops, particularly at high altitudes. The CH 47, a veteran of several military helicopter operations, has greatly increased capability to undertake Special Heli-borne Operations deep into enemy territory. Heli Power India - 2016
While all the above have the potential to greatly increase the capabilities of our armed forces to undertake both defensive and offensive operations, whether the full potential can be realized depends on several factors. Some of these are listed below:• Doctrines. As advanced armed forces in the world have done, our armed forces too need to develop well thought out doctrines for usages of these machines and their capabilities. • Command and Control. Once the doctrines are in place, a clearly defined command and control during hostilities needs to be defined. Any ambiguity in the crew’s minds about who is the final authority for launch would only interfere with effective utilization of the capabilities of these machines. • Communications. Since the helicopters would be operating collectively with friendly ground forces , effective communication between the helicopters and the defined command and control centre, before and during operations through secure links and common or mutually compatible communication equipment would be required. This would necessitate that these aspects are considered during the acquisition stage itself. • Maintenance and Support. Helicopters are by nature maintenance intensive, and greater the degree of sophistication and weaponization, greater would be requirement for maintenance and product support to maintain capabilities. Further, possibility of deployment at various formation levels during hostilities would require careful thought of the development of infrastructure for first line, second line and repair activities, and associated product support. • Training. Lastly, a machine is only as capable as the capability of the crew to exploit it’s capabilities. Increased complexity of the machines, need to have a high degree of proficiency in operating available target acquisition, designation and weapon delivery systems mandates a well thought out training programme. Increased costs of flying, very limited availability of costly munitions for practice, and the need to train collectively with other land and air entities necessitates that the Indian Armed Forces firmly incorporate simulator training into their philosophies, as already done by advanced armed forces. Further, there would be a need for all aircrew to be trained to proficiency in not only carrying out their own missions, but also gain sufficient knowledge of operations of ground forces so as to be able to understand their own role in operations, and where necessary, take appropriate decisions as required in the heat of the battle. While the Indian Armed Forces are professional enough to have considered all the above aspects even as the acquisition process is on, and indeed, even made significant progress in addressing the issues, some issues may come in the way of appropriate solutions, unless addressed and closed in a optimal manner. Some of these are listed below :36
• Territorial Issues. There have been discussions at various levels, including ministerial, regarding the issue of whether the control of helicopter assets should remain with the IAF or be transferred to the Army Aviation. The formation of a Army aviation corps has only increased the intensity of these discussions. The issue has even been commented upon in the print and electronic media. Under the circumstances, development of compatible doctrines, defining command and control structures etc may become complex unless all involved parties subscribe to solutions which would best exploit the capabilities of these assets. • Maintenance and Product Support. A substantial component of the fleet upgradation is indigenous. While it is beyond doubt that indigenous industry should be supported, there should be a clear and measurable criteria for efficacy of maintainability and product support, with appropriate accountability, if these machines are to be utilized to the fullest extent of their phenomenal design capability. Similarly, political expediency should not come in the way of ensuring the above for imported helicopters also. • Training. Helicopter hours for training have always been, and will continue to be, in shortage due to demands of operations. Further, since budgetary allotments are usually less than projections, training activities tend to get the short end of the stick. An optimal combination of helicopter and simulator training needs to be worked out in order to overcome these very real issues, in order to ensure that training is not compromised.
Conclusion The contribution of helicopters towards enhancing capabilities of armed forces in conventional and low intensity conflicts has been well established in several operations since Vietnam operations. As the roles undertaken by helicopters during hostilities have increased, so have the capabilities of the helicopters. These increased roles and capabilities require addressing issues such as doctrine development, command and control , maintenance and product support , training etc for the full capability of the machines to be exploited. All these challenges, and issues that come in the way of arriving at optimal solutions, must be squarely faced, and all concerned personnel work towards the common goal of increasing the capabilities of our armed forces to the fullest extent made possible by induction of new generation helicopters. About the Author Wg Cdr (Retd) NS Krishna YSM is currently the Chief Executive Oficer of HATSOFF Helicopter Training (P)Ltd, a premier facility for level D helicopter simulator training. He is a helicopter pilot with wide experience both in military and civil flying. As an Experimental Test Pilot, he participated in development flying of Dhruv, and is an ATPL holder with Examinership on Dhruv. His involvement in certification of Civil Dhruv has exposed him to the gamut of helicopter operations in India, and the regulations that govern them. While assisting DGCA in drafting regulations for simulators, he obtained in depth exposure to EASA, FAA and DGCA regulations governing helicopters. In his earlier capacity as Chief of Training, and presently as CEO, he has extensive interaction with civil and military helicopter pilots, and is familiar with the constraints that helicopter industry faces in its operations. He is a key figure in the helicopter industry, and is a strong proponent of helicopters.• Heli Power India - 2016
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Helicopters : Expanding Capabilities and Emerging Missions [ By Lt Gen BS Pawar PVSM AVSM, Ex ADG, Army Avn Corps ]
General The Vietnam war, also referred to as the helicopters war formed the test bed for validating the concepts of air mobility and assault and the advent of the military helicopter in the true sense. The helicopter was universally employed for various missions including attack, air assault, aerial resupply, aerial reconnaissance and command and control. Helicopters today are integral part of land, sea and air operations of modern armies and are being increasingly employed in sub conventional operations (counter insurgency and counter terrorist operations) across the world. Military Aviation is looking at the next generation of military helicopters and the strategy to modernize vertical lift capability long term, with improved avionics, electronics, range, speed, propulsion, survivability and high altitude performance. The philosophy is to improve on the present limitations by examining emerging technologies within the realm of the possible, with speeds in excess of 170 knots, combat range 0f 800 km, hover with full combat load under high/hot conditions and with a degree of autonomous flight capability. There is a need to harness technological innovation by looking beyond current force technology and identifying possible next generation solutions in areas such as propulsion, airframe materials, rotor systems, engine technology, survivability equipment and mission systems among others.
Future Developments & Expanding Capabilities Presently, the global helicopter industry is undergoing a significant transformation as are customer demands and the capabilities offered by cutting edge technologies. Significant advances in technology such as computation structural dynamics modelling, expanded use of additive manufacturing, fly by wire controls, advanced condition based maintenance (CBM), health and usage monitoring (HUMS) systems and advanced turbine engine programmes, promise a big leap in rotorcraft capabilities. Governments worldwide are initiating new defence procurements, while simultaneously developing and expanding indigenous production and development capabilities for both military and civil applications – India has also taken the lead in this area by its recent exposition of its ‘Make in India Policy’ in the defence sector and inviting the private sector to be part and parcel of the growing defence aerospace industry. The new generation helicopter platforms are expected to feature the latest advances in aeronautics giving military helicopters improved flight performance especially in relation to speed. This offers the new generation machines unprecedented capabilities increased autonomy, reduced acoustic signatures (enhanced stealth), Heli Power India - 2016
more accurate navigation systems, enhanced data acquisition and protection systems, more effective weapons and munitions and improved reliability and maintainability at lower operating costs. Helicopters will have to become truly modular, making it possible to change part of the system without affecting overall integrity. The concept of modularity is likely to increase, especially with the emergence of the concept of multirole machines. World over today the armed forces are seriously looking at the multirole concept, due to the changing nature of conflicts and financial constraints. This concept basically revolves around the requirement of developing multirole platforms capable of responding to a broader spectrum of missions while reducing costs related to production, utilisation and maintenance of helicopter fleets. The size of such helicopters would be between cargo and light observation and their armament would generally be restricted to guns and rockets. Some of these may also have the capability to be fitted with air to air and air to ground missiles. The ALH is a classic example of a multirole helicopter with its utility and armed version (Rudra) available to the Indian Military. The US military is already moving in this direction and their JMR fleet vision envisages narrowing down the more than 20 helicopter types spread across the services to only three basic models. Target engagement capabilities with regard to weapon range and precision is likely to remain the focus of future development. With sub conventional operations gaining ascendency around the world, helicopter survivability will assume greater significance. Advances in stealth, such as reductions in radar and acoustic signatures offer major results in this area, as does the development of early detection/jamming countermeasure capabilities. Some of the above technologies are already being incorporated in the development of Eurocopters X2 and X3, and Sikorsky’s X2 co-axial compound helicopter as technology demonstrators. The main emphasis is on speed, stealth, reliability and survivability. Many of these designs go well beyond the tried and tested rotor and propeller system that has defined generations of helicopter technology since their introduction into the military use in the forties. Finally, the development of innovative concepts, along the lines of V-22 Osprey (tilt rotor technology), could generate fresh momentum in the utility/logistics domain. Such an aircraft would be ideal for deployment in our North Eastern region where the infrastructure is woefully inadequate. The latest in the tiltrotor field is ‘Bell’s V-280 Valor’ third generation tiltrotor demonstrator. Bell’s Valor programme is a quantum technology jump on its earlier V-22 Osprey aircraft and attacks affordability with technology – the Valor is expected to fly in 2017. Another area of future development is helicopter UAVs. Two
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avenues are already being explored and implemented in different countries- UAV-helicopter cooperation and development of rotary wing UAVs. Lockheed Martin’s K-MAX helicopter UAV was deployed in Afghanistan for logistic resupply and has proved to be quite a hit. It has been able to fly in adverse weather conditions when manned helicopters could not fly. Northrop Grumman’s ‘Fire Scout’, is another helicopter UAV which is already in service with the US Navy, capable of operating from ship decks. The latest in the unmanned field is the unmanned version of Sikorsky’s UH-60A Black Hawk helicopter modified for both manned and unmanned flights. The Indian Military is also seriously examining these unmanned options.
The Indian Scenario The operational diversities of the Indian Armed Forces coupled with extremity and variety of terrain (from sea level to high altitude) underline the need for state of art, modern technology helicopters capable of operating both by day and night in a complex battlefield environment of future. . As per reports the armed forces are looking to induct as many as 1000 plus helicopters in the coming decade ranging from attack and high altitude reconnaissance to medium and heavy lift variants. Some of these state of art helicopters like the Apache-64 (Guardian), CH-47 Chinook and the armed version of the ALH (Rudra) are already in the process of being inducted while others like the LCH and the LUH with latest technology and enhanced capabilities are in development process with HAL. In addition the replacement programmes for the RSH (army & airforce) and the NUH & NMRH (navy) are being pursued through the Make in India route. The availability of such assets with the ground forces commander will greatly enhance their operational capability in this era of persistent conflict, especially the sub conventional operations. However to realise the full potential of such a force multiplier the armed forces would have to address some important issues related to Training (air & ground crew), Maintenance & Product Support and availability of suitable infrastructure.•
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The Challenges of Next Gen Helicopters [ Air Vice Marshal Manmohan Bahadur VM (retd)Distinguished Fellow, Centre for Air Power Studies, New Delhi ]
Introduction The Indian Armed Forces are in for a rotary wing bonanza - in fact, helicopter manufacturers around the world would be smacking their lips at the large numbers planned to be inducted by India. The IAF itself would see an almost doubling up from 400 machines at present, while Army Aviation and the Indian Navy (as well as the Indian Coast Guard) have their wish list with attack and armed helicopters, Naval Multi Role Helicopters and dedicated ASW platforms. However, what is more important is the quantum jump in technology that would occur- the moot point is, are we preparing for it?
What would change? It is simple to say that next generation helicopters are coming, but what is it that they would be bringing along for which the operators have to prepare? A macro analysis would show that three capabilities would come in; firstly, a quantum jump in the ability to acquire and process information (both vertically in terms of quality and laterally in terms of dissemination to other recipients); secondly, capability to complete the task 24x7 and in significantly bad weather (as compared to present times), and lastly, a usage profile which would require a doctrinal shift in the way our armed forces use rotary wing aviation assets. This piece addresses these issues for consideration of the planners.
Information Deluge The Apache, Chinook, Advanced Light Helicopter (Weapon System Integrated) and the Light Combat Helicopter will enter service with an avionics and optronics package that will include optical, thermal and electronics sensors and active devices; while aircrew NVGs and electro-optic and thermal cameras would be de rigueur on each of these machines, the mast mounted milli-metric wave radar on the Apache would be able to analyse the tactical battle field as never before. Thus, besides information of disposition of enemy assets that would be easily available due the transparency induced by the sensors, it is the electronic intelligence gathering of enemy emitters in the tactical battlefield that would be the real game changer. This, however, comes with a caveat - the considerable amount of information would have to be transmitted laterally and processed in real time since tactical information has a limited shelf life. Net centric capability thus becomes essential, else each of these highly endowed (and exorbitantly costly) assets would be used as just individual pieces of armament and not bring-in their true capability to bear on the battlefield. The drive of the IAF, which is the lead ‘integrator’ of net centricity of airborne assets (manned and unmanned aircraft) and air defence platforms, including those of the Army and Navy, should be to expedite this process so that a battle is fought ‘jointly’ in the true sense of the Heli Power India - 2016
word. This would imply that the three Services have to plan now to ensure inter-operability and net centricity.
24 x 7 All Weather Capability Night is no longer a refuge for a war fighter - in fact, it is a dead give away at times! The FLIR and other thermal imaging equipment, NVGs and overlays of digital terrain maps on navigation displays greatly increase the accuracy of navigation for the aircrew; however, the information available in the cockpit to navigate to the target and deliver weapons is exponentially high and is prioritized and de-cluttered to prevent information overload. All modern systems have the facility (selectable) of display of imagery on helmet visors or other helmet mounted devices allowing aircrew to fly with their ‘eyes out’ of the cockpit. The next generation rotary wing machines being inducted in to the Indian Armed Forces have these on board but the catch is that they are all of foreign origin. This places a big limitation on the ease of their upkeep, maintenance and upgradation with enhancement of contemporary technology. The challenge for the Forces, and indeed the R&D establishment, is to develop in-house expertise to keep these vital operational equipments serviceable at all times, lest they land up being dead weight, as has happened to many other defence items - one only has to go through the Parliamentary Standing Committee reports, as also of certain audits, to realize this.
Doctrinal Change The last, but perhaps the most important, challenge for the Armed Forces with the next generation helicopters is to adapt or modify their doctrinal underpinnings to their usage. For sure, helicopters play a very major role in combat enabling operations, but the doctrine of the IAF should re-emphasise the important part that its next generation rotary wing fleet will play as an active member of offensive operations. When helicopters came into the IAF in the 1950s, they were purely for combat support operations; this continued well into the 1970s and 1980s and is borne out by the fact that other than the two Mi 25/35 Squadrons who have distinctive Squadron Crests and unique Squadron Mottos, all other helicopter units have a Common Crest and a common motto ‘Apatsu Mitram,’ meaning ‘A friend in need.’ So, while humanitarian assistance is surely a role for most helicopter units, it is not the ‘only’ role; the fact is that in a way it is just the opposite, with most new inductions having major offensive roles. Many attempts to change this thinking have not worked, but till this transformation takes place in the organisational approach (considering the phenomenal capabilities that modern gen helicopters bring with them), the modification to basic doctrine would be a non-starter; the result would be a sub-optimal utilization of these potent machines. One must remember that ‘doctrine’ is ‘the best way of
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doing things’ - - ‘Apatsu Mitram’ does not measure up to the potency of the next generation helicopters; thinking and attitudes MUST change.
Summation The new rotary wing machines that would be entering the inventory of Indian Armed Forces, besides performing the traditional role of logistics support, humanitarian assistance and disaster relief, would bring-in potent firepower that can be delivered in the most testing operational environment. The organisational approach to ensure their optimum usage has been slow in changing to the realities of rapid changes that have taken place in rotary wing aviation. The leadership of the armed forces has to ensure that a top down approach is taken to put in place a training and operational exercises to utilise the next generation as true force multipliers that they are. It is only then that a change would take place in the way helicopters get truly integrated to perform to their potential in the future battle space.
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About the Author Air Vice Marshal Manmohan Bahadur, retired from the Indian Air Force after 36 years of distinguished service. He is an Experimental Test Pilot from the French Test Pilots School, a graduate of the Air Command and Staff College, USA and a post graduate in Defence and Strategic Studies from Madras University. He has commanded a frontline Helicopter Unit and two Flying Bases, was the Contingent Cdr of the first IAF United Nations Mission in Sudan and has been Head of Training (Air) at Defence Services Staff College, Wellington. As Asst Chief of Air Staff, the author was the operational head of Transport and Helicopter Operations of the Indian Air Force for two and a half years. His last assignment was as Asst Chief of Integrated Defence Staff in-charge of perspective planning and force structure of the Services. He writes for leading national newspapers and professional journals and his core interests concern Air Power and Strategic Affairs. He is presently working on his book ‘Coercion and Air Power.’ AVM Bahadur is currently a Distinguished Fellow at the Centre for Air Power Studies, New Delhi.
(The author, a retired Air Vice Marshal, is a Distinguished Fellow at the Centre for Air Power Studies, New Delhi; views are personal).
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Rudra the Destroyer, an Unrivalled Weapon Platform [ By Wg Cdr S P John VM (Retd.), Test Pilot (rotory wing), HAL ]
India has unique operational conditions for its helicopters. During the recent conflict, an acute need was felt for a platform that could deliver weapons accurately at high altitudes. Having developed the utility helicopter Dhruv, suitable for Indian operating conditions, Hindustan Aeronautics Ltd stepped in to integrate weapons onto this high performance platform. The project was completed in 2012, after having proven the mission and weapon systems. Christened Rudra the ferocious, after Lord Shiva, this helicopter packs a punch with an array of lethal weapons and missions systems. One of the major considerations for design was the capability to operate in extremely hostile environment. This necessitated integration of standoff weapons and integrated self protection suite. Air to ground weapons consist of 70 mm rockets with a range of upto 8 km. Anti tank guided missiles would have a range of 7 km. A high performance target acquisition system consisting of TV and FLIR sensors, coupled with LRF and laser designator enable the operators to acquire and deliver the weapons accurately, while staying out of effective envelope of terminal defence weapons. A self protection suite warns the pilot of any radar, laser or missile threat. Chaff and flares are automatically dispensed to effectively counter any threat. Critical components have built in redundancy, or are protected with armour. These capabilities enhance safety of the helicopter and crew even in extremely hostile environment. Air to air weapons consist of a turreted gun and heat seeking air to air missiles. These weapons are capable of taking on a wide range of targets including fighters and UAVs. The Integrated Architecture and Display System with its mission computer effectively manages this wide range of sensors and weapons. It identifies and displays only the most critical information to the pilot for that phase of flight. This leaves the pilot to concentrate on weapon delivery, while providing enhanced situational awareness. The Helmet Mounted Display and Sighting System, coupled with NVGs, make sure that the pilot never has to look inside to fly or to deliver weapons. Heli Power India - 2016
With these capabilities, matched with its exceptional high altitude performance, Rudra surely fills in a void that existed in the Indian Armed Forces weapon systems. Having proven all the mission and weapon systems, Rudra was certified for operational use in 2012, and has been inducted into service. About the Author Wg Cdr Subash P John VM (Retd) is an experimental test pilot (RW) at M/S HAL. He has been involved in numerous evaluations of helicopters and has flown close to 6000 hrs on various types. Presently he is involved in design, development and flight testing of Rudra and Light Combat Helicopter (LCH) at HAL. He is a receipient of Vayu Sena Medal (Gallantry). He is a graduate of TACDE, AF and ASTE, AF.
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Boeing’s Chinook Helicopter to Boost Heavy Lift Capabilities For a regional power like such as India, located in a strategically important neighbourhood, the need multi-role helicopters such as the Chinook, is becoming increasingly important. The Chinook CH-47F tandem motor helicopter will offer India heavy-lift and high-altitude transportation for a multitude of military, humanitarian, rescue, disaster relief, fire-fighting and nation-building missions in all climates, conditions and altitudes. Chinook has unsurpassed ability to deliver heavy payloads to high altitudes and is eminently suitable for operations in the Himalayas. The aircraft has been battle-tested in diverse extreme conditions throughout the world, and has proven capability to operate in a wide range of conditions that typify the Indian subcontinent. In addition to its direct military capabilities, Chinook has developed a worldwide reputation as the helicopter of choice for humanitarian disaster-relief operations, in missions such as transportation of relief supplies, mass evacuation of refugees, and infrastructure repair and reconstruction. The Indian Air Force will benefit from the Chinook’s multi-mission heavy lift capabilities and its evolving platform, both of which make it relevant well into the future. The Boeing Chinook is a tandem rotor, heavy-lift helicopter that meets tactical and combat support mission requirements for military forces around the world. It is the world’s most reliable and efficient transport helicopter, capable of handling loads up to 24,000 lbs with a maximum gross weight of 50,000 lbs. (22,668 kg). Its tandem rotor configuration also provides exceptional handling qualities that enable Chinook to operate in climatic, altitude and crosswind conditions that typically keep other helicopters from flying. Chinooks can fly more than 170 mph at full load and more than 330 nautical miles with longrange fuel tanks. With a crew of three, the CH-47F can transport 44 seated troops or 24 casualty litters. The aircraft can carry palletized cargo internally, or sling loaded external cargo, utilizing its triple cargo hooks for stability and internal-load capabilities, allowing one Chinook to do the work of three utility helicopters. Once deployed by the Indian armed forces, the Chinook will be used for ferrying under-slung artillery guns and jeeps, in integrated day and night commando operations and in disaster relief operations. The Chinook is a much more versatile machine and the only helicopter in the world that can also float on water for launching and recovering inflatable boats with commandoes. The Chinook’s tandem rotor configuration, which allows all of the engine’s power to be directed to lift, and its ability to lift very large loads at altitude, are just two of reasons why the Chinook holds the distinction of being the world’s most capable heavy-lift helicopter. The fact that it can lift a 105mm Heli Power India - 2016
Howitzer cannon – weighing 1,905kg – at an altitude of 6,096m, is validation of that designation. Other present-day helicopters are often severely limited in operation beyond 1,829m. The CH-47F, currently in production and in operation in 20 countries, also possess other advanced features, including state of the art avionics, digital advanced flight control to ensure continuing military effectiveness, relevance and long-term service for present-day and future war fighters. The CH-47F helicopter features a newly designed, modernized airframe, a Common Avionics Architecture System (CAAS) cockpit and a Digital Advanced Flight Control System (DAFCS). The CAAS greatly improves aircrew situational awareness and DAFCS provides dramatically improved flightcontrol capabilities through the entire flight envelope, significantly improved performance, and safety in the harshest of environments. CAAS also incorporates an advanced digital map display and a data transfer system that allows storing of preflight and mission data. Improved survivability features include the Common Missile Warning and Improved Countermeasure Dispenser systems. From the United States to Japan, the Chinook family line of helicopters is serving many militaries as an asset and operating at a higher mission-readiness rate than at any time in history. For India too, Chinook will prove to be a potent force addition as it fits the criteria owing to the high terrains and mountains in the country where it’s most suited for military as well as humanitarian purposes.•
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Apache to give IAF a Lethal Attack Edge The Air Force is set to strengthen its fire power with the acquisition of the cutting-edge Boeing AH-64E Apache III advanced attack helicopter – the latest version of the multi-role attack helicopter that the U.S. Army took delivery of in November 2011. The new AH-64E Apache III is a modern, multi-role attack helicopter that brings superior combat power to aviators, battlefield commanders and soldiers when and where they need it. Packed with weapons and sensors, avionics and electronic components, the AH-64E Apache III is the most sophisticated attack helicopter in production today. These designed-toperform helicopters will join the ranks of the Indian Armed Forces to hold the fort on the frontlines. A battle-proved aircraft that has been active in numerous military campaigns spanning from Panama to Afghanistan, the Apache family line has performed as a force multiplier for combatant commanders with military across the globe and logged thousands of combat hours while maintaining high mission-readiness. The aircraft’s resilience and flexibility to negotiate varied terrains from desert to high mountains have become central to the success of many military campaigns. Over 2,000 Apaches have been delivered to armies around the world since they went into production in the early 1980s. With Indian’s selection of the Apache to fulfil its need of attack helicopters, the dominant force projection capabilities of the Indian Air Force will be enhanced considerably. The addition of the Apaches will ready India to fight wars in the 21st century, enabling the country to strengthen its homeland defence significantly and deter rising regional threats. As the nature of modern warfare evolves, the role of the modern attack helicopters in providing direct and accurate close air support for ground troops and anti-tank role to destroy enemy armour is of significance. India has a 10,907 km-long border that runs through hard and varied terrain. The Apache is the only available combat helicopter featuring a spectrum of capabilities to meet virtually any of the Indian forces’ mission requirements. The Apache, with its proven all-terrain mastery, is capable of giving more teeth to India’s military might. It is uniquely suited to meet the commander’s needs, including reconnaissance, security, peacekeeping operations, and lethal attack — in both land and littoral environments — all without reconfiguration. The Apache’s ability to hover at 6,000 feet with a full mission payload gives pilots more control at those heights and appears more than capable of meeting demands posed by India’s varied terrain. Heli Power India - 2016
The Apache is a highly manoeuvrable, heavily armed groundsupport attack helicopter. It has a Target Acquisition and Designation System (TADS) and a Pilot’s Night Vision Sensor (PNVS) that enables it to perform in most weathers and round-the-clock. The turret-mounted TADS provides direct-view optics, television and three-fields-of-view forwardlooking infrared (FLIR) to carry out search, detection and recognition, and Litton laser rangefinder/designator. PNVS consists of a FLIR in a rotating turret located on the nose above the TADS. The image from the PNVS is displayed in the monocular eyepiece of the integrated helmet and display sighting system. The latest Apache comes with an enhanced digital electronic engine control unit, which improves the responsiveness of the rotorcraft’s twin GE T700-701D engines, along with more powerful computer systems even allows pilots to remotely control unmanned aircraft. It is faster, has more range, more payload and more manoeuvrability. Integrating the engine with the enhanced digital electronic control unit and other drive system technologies results in an increase in hover ceiling altitude at greater gross weight on a 35 degree Celsius day. The latest Apache Block III incorporates 26 new technologies designed to enhance the aircraft’s capabilities. The improved drive system features a new split-torque face gear transmission that increases power capability to 3,400 shaft horsepower. It includes increased digitisation, the joint tactical radio system, enhanced engines and drive systems, capability to control UAVs and new composite rotor blade. The new blades, which successfully completed flight testing in May 2004, increase the Apache’s cruise speed, climb rate and payload capability. Apache has a strong shell made of composite fibres to protect the pilots from bullets. The Apache can be equipped with air-to-air missiles (Stinger, AIM-9 Sidewinder, Mistral and Sidearm) and the advanced precision kill weapon system (APKWS) rockets. The Longbow Apache carries the combination of armaments chosen for the particular mission. In the close support role, the helicopter carries 16 Hellfire missiles on four-rail launchers and four air-to-air missiles. The Longbow Apache’s radar dome is unmasked for a single radar scan and then re-masked. The twin-engine tandem seat Apache is operated by two pilots and can execute an attack within 30 seconds of an alert. The crew compartment and fuel tanks are armoured such that the aircraft will remain flyable even after sustaining hits from 23-millimeter. The Apache can detect 256 moving targets in speed, distance and direction and engage them as required.• 44
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New Technologies for Vibration Control on Helicopters [ Mr. K. S. Narayana Rao, Technical Manger – Aerospace, LORD India Pvt. Ltd.]
Abstract Considerable research has been conducted on various concepts of vibration control covering different technologies like optimal tuning, Dynamic absorbers, Rotor isolation and Active control technology on the blade using smart materials. LORD being a pioneer in Vibration and Motion Control has done innovative research in developing matured systems to reduce Vibration involving conventional, Fluidlastic and Electro Mechanical Technology. This has enabled the Company to customise Vibration Control Systems in both passive and active configurations for different configurations of Helicopter. With the Fluidlastic Technology, LORD has developed LeadLag dampers and Rotor isolation involving Pylon Isolation struts having good range of static stiffness considering static deflection and performance over the operating envelope. In order to enhance the performance and to cover a wider operating band of frequency, LORD has done demonstration with Active Fluidlastic Isolation System (AFIS). In the area of Active Vibration Control for Helicopters using Electro-mechanical technology, LORD has done extensive research in developing active systems using Linear and Bi-Axial force generators. The Linear and Bi-axial systems have matured and have been adopted as cabin mounted systems on various platforms like Dhruv, H130T2, H135, H-145, AW139, AW169, CH-47 and future Bell525. Further, LORD is developing Active Vibration Control Technology to counter the vibration much closer to the source to achieve even lower vibration levels in the cabin or fuselage. The development has been very promising based on ground tests conducted on a well-known helicopter platform. This technology will enable lower vibration levels in the cabin to be achieved with lower weight force generators that will further improve passenger comfort and fatigue life of the various components on the Helicopter.
1.0 Introduction Rotor-induced vibration is still one of the main challenges for a passenger friendly helicopter cabin and protecting sophisticated electronic systems in modern Helicopters. The challenge is due to three main reasons. Firstly, helicopters are subject to a highly asymmetric, turbulent aerodynamic environment resulting in high Vibratory loads. Secondly, the requirement to design for minimum aircraft weight leads to flexible airframe structures with considerable dynamic response. Thirdly, the passenger is in very close proximity to the disturbing sources and has a high level of perception in the frequency range of 0 to 35 Hz. Even though extensive care is taken in the aerodynamic and dynamic design of optimum rotor system in reducing the vibratory loads as much as possible at the source, with the Heli Power India - 2016
stringent vibration criteria set for the crew/passenger comfort, vibration isolation system become important for the success of the helicopter. This paper broadly outlines the vibrationcontrol Systems developed by LORD using Fluidlastic and Electro Mechanical Technology. CONFIDENTIALITY NOTICE: The information contained in this transmission is confidential. It is intended solely for the use of the individual(s) or organization(s) to whom it is addressed. If you have received this transmission in error, please advise the sender and destroy all pages. Any disclosure, copying or further distribution is prohibited unless explicitly approved in writing by LORD Corporation.
1.1 Fluidlastic Lead-Lag Damper The Fluidlastic Dampers provide higher damping with loss factors from .3 to 1.6 and has more linear dynamic performance (reduced amplitude sensitivity). These dampers have longer service life with less creep under steady loads. As these dampers are hermitically sealed needs no maintenance till their technical life is over. Typical lead –Lag damper with Fluidlastic technology is shown in Fig.1
Fluidlastic Pylon Isolators Fluidlastic Pylon isolators are interposed between Main Gear Box of the Rotor and Transmission deck of the Fuselage. The installation is such that the suspension transfers the static loads and isolate the dynamic loads from the Rotor to the fuselage thus controlling the vibration level. Typical Pylon Isolation strut installation is shown in Fig.2
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The operating Principle of Fluidlastic pylon Isolators as shown in Fig.3works by pumping fluid from one chamber to another due to the dynamic motion imposed on them. Since the motion of the fluid is opposite that of the isolator we take advantage of the inertial effects of the fluid to reduce the effective stiffness at a specified frequency (N/Rev)
2.0 Active Vibration Control System (AVCS) Elastomer provides required static stiffness to minimize motion of MGB suspension and Fluidchambers with the orifice optimizes the dynamic stiffness characteristics to minimize the fuselage vibration.To understand the action of the Fluidlastic isolation System, it is useful to compare it to the mechanically amplified inertia isolator, Figure 4, since their actions and reactions are analogous. In the Pylon Isolator system, the area ratio [R] of the outer cylinder to the tuning port is analogous to the length ratio of arms [b/a] on the mechanical Isolator; the elastic spring isequivalent to the mechanical spring, and the inertial effect of the liquid in the tuning port is analogous to the inertial effect of the tuning weight on the arm Damping in the System is minimized not only by using a low damped elastomer but also by using an inviscid fluid and by setting the hydraulic area ratio, R, to a low enough value to prevent excessive fluid velocities in the tuning port. The fluid motion in the tuning port is a function of the pylon and fuselage motions, A typical frequency response of the Dynamic stiffness is shown in Fig, 5. The parameters of the isolator are so tuned to have minimum dynamic stiffness at the frequency of isolation. This will allow low dynamic loads to the fuselage thus reducing the vibration level. Some of the application of the Technology is shown below, Fig. 6
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The active system essentially consists of actuator, sensors, harness and controller with software. The sensors are positioned in the areas where vibration reduction is needed. The actuator and sensor location is so optimised that output of sensor g per Newton of actuator force is high. The software algorithm is written such a way, the vibration levels at the sensor location in minimised thus bringing the vibration under control. A schematic configuration of Active control system is shown in Fig. 7.
2.1 Active Vibration Control system (AVCS) with Linear Actuators In order to reduce the vibration level & to meet the Mil requirements over the entire speed range additional devices in the fuselage like active Frahm dampers also known as 1 st Generation AVCS.The Frahm damper is a linear actuatorproduces dynamic force at N/Rev frequency in a single direction. It an Inertial Actuator and uses a lightly damped resonance near N/Rev frequency to minimize weight, power requirements The actuator Incorporates a linear electrodynamic motor with laminated springs in Flexure designed for billions of cycles to long life. The constructional features of the actuator is shown in Fig. 7a, 7b.
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The Active Vibration Control System with Linear actuator has been employed in Dhruv helicopter. The actuators are mounted in the cabin to control the vibration in cabin and crew area. The configuration of the system adopted is shown in Fig. 8
The Linear and Bi-axial systems have matured and have been adopted as cabin mounted systems on various platforms like Dhruv, H130T2, H135, H-145, AW139, AW169, CH-47 and future Bell525. Typical installation and performance on Dhruv is shown in Fig.11
3.2 Active Vibration Control System (AVCS) with Circular Force Generator (CFG) LORD Corporation’s Active Vibration Control Systems (AVCS) using Circular Force Generators (CFG) can provide significant improvements in vibration reduction, weight, power, and modularity over existing helicopter vibration control systems. The AVCS allows for a modular design approach both in hardware where a mixture of accelerometer types and CFG design variants can be used, as well as, in software where tuning of the system is done through the use of Parameter Data Item Files. CFGs allow for the production of diverse force shapes at a significantly lower weight than traditional linear force generators. The CFGs also require low power with significant reduction in power over a broad frequency range with good applicability for variable rotor speed helicopters. Typical configuration of AVCS with CFG is shown in Fig.8
2.2 Active Vibration Control system mounted on the Hub
The circular force generator consists of two unbalanced rotors which are operated at the required speed to match with the frequency of vibratory load to be attenuated. By manipulating the sense of rotation of the rotors and the offset between them, it is possible to generate the force from zero to Max. In any direction in the rotating plane as shown in Fig, 10 Heli Power India - 2016
Further, LORD is developing active vibration control technology to counter the vibration much closer to the source to achieve even lower vibration levels in the cabin or fuselage. The development has been very promising based on ground tests conducted on a well-known helicopter platform. This technology will enable lower vibration levels in the cabin to be achieved with lower weight force generators that will further improve passenger comfort and fatigue life of the various components on the Helicopter. Fig 12 shows the LORD road map for new Technologies in Vibration control using Active systems. LORD has matured Technology in cabin and gear box based AVCS. Now the present emphasis is on the hub mounted system. The laboratory tests are very promising as indicated in Fig.13. 49
3.0 Conclusion LORD has done innovative research in developing matured systems to reduce Vibration involving conventional, Fluidlastic and Electro Mechanical Technology. With the Fluidlastic Technology, LORD has developed LeadLag dampers and Rotor isolation involving Pylon Isolation struts having good range of static stiffness considering static deflection and performance over the operating envelope. The Linear and Bi-axial systems have matured and have been adopted as cabin mounted systems on various platforms like Dhruv, H130T2, H135, H-145, AW139, AW169, CH-47 and future Bell525. Further, LORD is developing active vibration control technology to counter the vibration much closer to the source to achieve even lower vibration levels in the cabin or fuselage. 4.0 Refferences. 1.0 Heilmann, John, Swanson, Doug, Badre-Alam, Asker, Rao, K.S. Narayana, “Vibration Attenuation Through the Use of Active Frahms,” AHS Forum 59, Phoenix, Arizona, May 6-8, 2003. 2.0 Michael Smith, W. Scott Redinger, “The Model 427 Pylon Isolator, AHS Forum 55, Montreal,canada,1999 3.0 Konstanz, Peter, Enenkl, Bernhard, Aubourg, PierreAntoine, Cranga, Paul, “Recent Advances in Eurocopter’s Passive and Active Vibration Control,” AHS Forum 64, Montreal, Canada, April 29-May 1, 2008. 4.0 Halwes, D.R., “LIVE – Liquid Inertia Vibration Eliminator,”American Helicopter Society 36th Annual Forum, Washington, D.C., May 1980.
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DYNAMATIC TECHNOLOGIES LIMITED
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