ROTOR INDIA SEPTEMBER 2015

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Admin & Coordination Mr. Vinayak J Pai

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<<EDITORIAL>>

Our Deep Gratitude to

CORPORATE MEMBERS

Aerotech Aviation India (P) Ltd. AgustaWestland India Alliance Insurance Brokers (P) Ltd. Aman Aviation & Aerospace Solutions (P) Ltd. Andhra Pradesh Aviation Corporation Airbus Helicopters Air Works India Engg. (P) Ltd. Arki Aviation (P) Ltd. AON Global Insurance Brokers (P) Ltd. AVI-Oil India Ltd. Aviators (India) (P) Ltd. Bell Helicopter India Inc. BG Shirke Construction Technology (P) Ltd. Bharat Forge Limited Bharat Stars Services (Delhi) (P) Ltd. Boeing International Corporation Cairn India Ltd. Cobham India (P) Ltd. Deccan Charters Ltd. DG Civil Aviation Govt of U.P. Dhillon Aviation (P) Ltd. Directorate of Civil Avn Govt of Maharashtra Directorate of Aviation Govt of Gujarat Directorate of Aviation Govt of Chhattisgarh Donaldson Filters India Dynamatic Technologies Ltd Elbit Systems EON Aviation (P) Ltd. Escorts Corporate Aviation Ltd. Essar Power Ltd. Executive Airways (P) Ltd. Fishtail Air (P) Ltd. (Nepal) Global Vectra Helicorp Ltd. Garware-Wall Ropes Ltd. Ghodawat Industries (P) Ltd. Govt of Arunachal Pradesh Grandslam Developers (P) Ltd. HATSOFF Heligo Charters (P) Ltd. Himalayan Heli Services (P) Ltd. Hindustan Aeronautics Ltd. Hindustan Construction Co. Ltd. Hiranandani Aviation (P) Ltd. Honeywell International Inc. Indocopters (P) Ltd. India Metals & Ferro Alloys Ltd. India Flysafe Aviation Ltd. Indra Air (P) Ltd. ITC The Royal Gardenia

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Civil & Military Helicopter Industry in India CIVIL Even 62 years after the first civil Helicopter flew in India in 1953, we have just around 256 turbine powered civil helicopters in India. i.e. one helicopter per 47 Lac people as against one helicopter per 7000 people in New Zealand. In 2014 China had about 560 civil helicopters and the Chinese government expects it to grow to about 10,000 helicopters in the decade to come.

While our civil helicopter fleet strength grew in double digits during 2004 to 2011 to a total of 277 helicopters, presently the total fleet strength is only 256. Basically, the decline started during 2011-12 as a number of Helicopter Operators have started selling their helicopters outside India as they found it economically unviable to sustain their cost of operations.

Major factors attributed to decline in Civil helicopter fleet since FY 2012-13 include cumbersome procedures in importing helicopters, high sales tax/central sales tax on helicopter spares, high cost of ATF, lack of optimal utilization of helicopters especially when employed to operate from Temporary Helipads in hinterland, phenomenal increase in aeronautical & non aeronautical services charges, lack of infrastructural facilities including efficient weather reporting system for low altitude flights, communication & tracking, safe helipads and SAR, impact of helicopter accidents on public perception of safety of helicopter ops in the country and Regulatory Constraints.

Recently a National Symposium on Resurrecting Ailing Civil Helicopter Industry in India was organized by RWSI on 02 September 2015 at New Delhi to get the stakeholders to share their views on issues eroding the economic viability of helicopter operations and to identify strategies to reverse this declining trend. Besides Ms. Usha Padhee IAS Jt Secretary MOCA; Dr. BP Sharma CMD Pawan Hans Ltd and Capt Ajay Singh, CFOI, DGCA; Dr. RK Tyagi, President Elect-Aeronautical Society of India, ex-Chairman HAL & CMD Pawan Hans Ltd also spoke on the occasion. The Special Report on the Symposium is at pages -23 to 31 in this issue. Ms. Usha Padhee IAS Jt Secretary MOCA who attended the event has assured the stake holders of the Industry that the issues raised by them will be looked into expeditiously and hopes to see a better future for the helicopter industry.

MILITARY Unlike the Civil Helicopter Industry, the strength of Military Helicopter Fleet has grown to well over 600 since 1953. It is poised to grow to well over a thousand before the end of the coming decade. The majority of them will be developed and built in the country. Russia has already delivered 121 Mi-17-V5 models to India in the past five years. On 02 Sep 15, the Indian Defense Acquisition Council had said that it would add 48 Mi-17-V5 helicopters to its militaryâ&#x20AC;&#x2122;s fleet (please see page-7).

On 27 Sep 2015, a contract for purchase of 15 Chinook and 22 Apache helicopters was signed between MoD and Boeing representatives. The IAF and army have also placed orders for 159 Dhruv Mark III utility helicopters. 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).

Keeping in mind the current environment and requirement of the armed forces to induct more helicopters in the coming decade, the theme "Prospects & Challenges in Usage of Next Gen Helicopters in India" was chosen for the Air Cmde SK Majumdar Memorial Lecture conducted by RWSI on 02 September 2015 at New Delhi. This session was chaired by Air Mshl BS Dhanoa AVSM YSM VM, VCAS, and included panelists such as Lt Gen PK Bharali VSM, DG, Army Aviation; Rear Admiral PG Pynumootil NM, ACNS (Air); Lt Gen BS Pawar PVSM AVSM (Retd.) President RWSI (NR) and Air Cmde Ravi Krishan VM (G) (Retd.), Secretary RWSI (NR). The Special Report on the Memorial Lectures is at pages-34 to 41 in this issue.

AVM K Sridharan VM (G) President RWSI & Editor-in-Chief

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<<LETTERS GAGAN CONUNDRUM...

Dear Sir Firstly I wish to invite attention to the GAGAN CONUNDRUM as I would call it. We are proud to have our very own SBAS which augments the current GPS signals to provide us a high degree of accuracy.

Please see the link of the Public Notice issued by the AAI given below. http://www.aai.aero/ public_notices/aaisite_test/faq_gagan.jsp However we are yet to utilise the facilities of GAGAN for aviation in absence of retromodification of current (Panel and Handheld) GPS receivers fitted on the aircrafts. The reception of signals is tantamount to implementation of TSO 145 and TSO 146. The new generation GPS receivers however, have this incorporated and will be able to use the signals if the WAAS/SBAS has been enabled. My query is for others of old vintage who do not have this. Another important factor is the validation of usage and coverage in remote areas, especially hills of both North and North East. The technical team of the RWSI could interact with vendors and DAW to provide a guidance and cost spin offs so that the GAGAN could be optimally utilised.

Secondly, I also wish to add that gradually the ADS-B (OUT) environment is going to become effective over the country. GPS signals are part and parcel of this. The accuracy of GAGAN signals and its attendant usage for ADS-B interaction would be in sync. However, it does require a technical evaluation and fitment of a GPS coupled to a mode S Transponder with 1090 Extended Squitter capability. It has to be done under a Supplemental Type Certificate. So could the RWSI Technical team again examine this and educate the environment on this issue stating the various requirements to be met and the cost factors. Some Links for Info h t t p : / / w w w. a a i . a e r o / p u b l i c _ n o t i c e s / ATMC15of2014.pdf http://dgca.nic.in/cars/D8S-S5.pdf http://dgca.nic.in/circular/Ops17_2014.pdf The biggest advantage of this would be for (GPS) PINS approaches for airfields/heliports which may not be served with conventional nav aid and/ or precision approach aids.

Hope for some education on these subjects.

Warm regards, Sanjeev Dear Capt Sanjeev, The matter will be taken up at the earliest with AAI. Editor

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EDITOR>>

BREATH ANALYSER CHECKPENALTY ON PILOTS Dear Sir Recently there have been quite a few suspensions of Pilots from flying duties for NonCompliance of Breath Analyser Check requirements for Pre-Flight Medical Check Ups. Though I do not wish to condone the lapses, but, in general aviation (unlike Scheduled Air Transport) there is always a gap in provision of Infrastructure. The DGCA goes through a very lengthy process to give approval of CAP 3100 / 8100 etc to a company.

Table Top exercises are designed to check suitability of all operational and maintenance compliances. However, being fully knowledgeable of the vagaries of general aviation operations from different helipads/ airports etc other than the base, the DGCA is yet to give some freedom of movement to general aviation operators. The environment is well versed with the safety aspects of failure of BA Checks by the crew but the current CAR on the subject needs a review. Companies are ensuring that every aircraft carries the AlcoSensor Apparatus meeting the requirements as laid down in the CAR, but, methodology of authentication of the BA Check comes under stress when operating away from base and in remote areas.

DGCA is requested to be a bit more cognizant of this issue and provide some foolproof alternates out of this imbroglio especially for General Aviation. It is unfortunate to note that suspensions have been effected for documentary reasons and not a failed BA check.

Warm Regards, Sanjeev Dear Capt Sanjeev, The matter will be taken up at the earliest with DGCA. Editor

ROTOR INDIA - QE 30 SEPTEMBER - 2015

Our Deep Gratitude to

CORPORATE MEMBERS

Jaiprakash Group JK Risk Managers and Insurance Brokers Ltd. JMD Consultant (P) Ltd. Jubilant Enpro India Ltd. Jupiter Aviations (P) Ltd. Travian Flight Services (P) Ltd. Kestrel Aviation (P) Ltd. Ligare Aviation Ltd. Mahindra & Mahindra Ltd. Merlinhawk Associates (P) Ltd. Mesco Airlines Navnit Aviation (P) Ltd. Oil & Natural Gas Corporation Ltd. OSS Aviation (P) Ltd. OSS Air Management (P) Ltd. Orient Flight School Orbit Aviation (P) Ltd. Oxford Enterprises (P) Ltd. Pawan Hans Ltd. Prem Air (P) Ltd. Prabhatam Aviation (P) Ltd. Ramco Systems Ltd. Raymond Aviation Ltd. Reliance Commercial Dealers Ltd. Reliance Transport & Travels Ltd. RITES Ltd. Rolls-Royce India Ltd. Russian Helicopters, Joint Stock Company Sandriver Technologies Pvt. Ltd SAR Aviation Services (P) Ltd. Shree Airlines (P) Ltd. (Nepal) Sikorsky-United Technologies Ltd. Simm Samm Airways (P) Ltd. Skyone Airways (P) Ltd. Span Air (P) Ltd. SRK Aviacom (I) (P) Ltd. Survival Systems India (P) Ltd. Silver Jubilee Traveller Ltd. Tata Power Company Ltd. Thakur Institute of Aviation Technology Trans Bharat Aviation (P) Ltd. Turbomeca India Engines (P) Ltd. United Helicharters (P) Ltd. UT Project Services (P) Ltd. UTC Aerospace Systems (P) Ltd. Varman Aviation (P) Ltd. VELTech Dr.RR & Dr.SR Technical University Woodstock Helicopters Pvt Ltd.

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A Status Report on Resurrecting the Civil Helicopter Industry in India Background The fleet strength of Civil Helicopters in India has reduced since FY 2012-13 as a number of Helicopter Operators have started selling their helicopters due to economical un-viability to sustain their cost of operations. At the end of FY 2012-13, we see a perceptible reduction in the civil helicopter fleet from previous years.

2. While the civil helicopter fleet strength grew in double digits during 2004 to 2011 to a total of 277 helicopters presently, the total fleet strength is only 260. Basically, the decline started during 2011-2012 and continued though 2013-2014.There is plethora of reasons which include lack of Optimal Utilization of Helicopters, lack of Infrastructural Facilities, Escalating Cost of Operation and Regulatory Constraints.

3. In contrast, the growth of the helicopters during 2004 to 2011 has been substantial, even discounting sometimes over-enthusiastic reports by the helicopter industry. The available evidence indicates solid improvements in the Rotary-wing aircraft utility and productivity. The presence of helicopter OEMS increased from 5 to 10 in the seven-year span of 2006–13.

The intriguing question arises, why then do we notice a decline in civil helicopter fleet since FY 2012-13?

4. As per DGCA website, in 2010 alone commercial helicopter operators logged a total of 77,175 flight hrs and carried 10,47150 passengers. The bulk of commercial flying effort is carried out ex Mumbai (for offshore) and Delhi. From Juhu Airport alone, over 50 helicopter flights operate daily to offshore platforms in Bombay High area, 365 days in a year. More than 60% of the commercial operators are carried out by the helicopters based at Delhi, Juhu (Mumbai), Pune, KG Basin and the rest are located across the country. It is evident that major usage of civil helicopters in India is confined to Nonscheduled passenger service from these cities.

Even among Non- scheduled passenger services, the only segment which has registered growth is Heli-Pilgrimage in Uttarakhand, HP & J&KStates which contributes to 25% of the total flying effort.

5. Only a very small percentage of total

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helicopter operations is devoted to ‘Application roles” such as Hotline washing, Casualty Air Evacuation, Under-slung load ops, Electronic News gathering, Airborne Law Enforcement etc.

Although these roles have great potential for usage but have not been found to be economically viable and hence there are no takers.

6. Mounting cost of operation is the primary cause for the decline in growth of civil helicopter fleet. The devaluation of the Rupee by 35 to 40% from 2011 to 15 has dealt a crippling blow to issues related to import of helicopters and spares. The USD has gone from 45 to 60+ (64 as on date) and the Euro has gone from 55 to 80+. When one sees the impact it has had on the prices of fuel; spare parts; consumables; special tools etc, it has all gone up by 35 to 40%. Add Customs Duty, calculated on an Ad-Valoram basis, the total cost of Ops escalates still further.

7. The high rate of customs duty for import of helicopter and spares, high cost of operation of helicopter owing to high cost of ATF and aeronautical and non-aeronautical charges at airports and underutilization of the helicopter, escalation in maintenance costs owing to 2.5 to 3 times increase in servicing and cost of Lifed components, recent accidents & safety scenario, have created a cumulative effect and resulted in pushing the cost of operations.

Added to it, the operators are facing operational, fiscal and Regulatory bottlenecks such as Lack of Infrastructure (at helipads/ heliports), high rentals charged or nonavailability of infrastructural facilities at the airports and Regulatory constraints by ATC inrouting etc.

8. This symposium therefore seeks immediate intervention of the concerned Authorities to some of the issues associated with helicopter operations and to suggest guidelines for appropriate regulations and controls.

Factors Attributed to Decline in Civil helicopter fleet since FY 2012-13 9. Cumbersome Procedure in Importing Helicopters. The customs duty on import of helicopter for non-scheduled operations is 2.5%. However, it takes 8-10 weeks to complete the formalities related to the DGCA. This extra-

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ordinary delay results in loss of precious manhours and costs the operator a huge amount.

The procedure involves issue of C of R, assembly / Erection Certificate, Noise Certificate, C of A, Aero mobile license, proving flight by FID, and finally endorsement on NSOP. In case of a leased helicopter, the customs duty is also 2.5% and usually the lease payments commence from the date of delivery at the foreign location / OEM. In certain places such as Mumbai, there is an additional levy of 2%Octroi fee. There is also stamp duty to be paid and the %age varies from place to place.

If the helicopter is brought by ship, then the port levies a “warfage” charge.

10. Sales Tax/Central Sales Tax on Helicopter Spares. There is no customs duty on helicopters & spare parts as per central budget of 2002-03. However, if a helicopter manufacturing company or a local vendor supplies the spares from its stock in the country to operators, it is liable to pay Sales tax and Central Sales tax as applicable. It is recommended that Non-custom dutiable spares held by the vendors may be exempted from the States / CST. 11. High cost of ATF. Helicopters use more fuel than airplanes (considering everything else being equal). Fixed wing aircraft are generally much more fuel efficient than rotary aircraft.

This is because of the difference in how they generate lift. As helicopters use three times more fuel than its fixed wing counterpart, 60% of the Direct Cost of Operation of helicopter is related to cost of ATF consumption. While VAT on ATF has been reduced by some State Govts to 2 to 4 % (Andhra Pradesh & Punjab Govt), many states are yet to follow the suit. We understand that if GST is implemented, the Govt may consider moving ATF to the negative list.

12. Sales Tax on Aviation Turbine Fuela Paradox. Government has reduced sales tax on fuel for Turbo-Prop Aircraft operating for Regional Airlines. However, this concession has not been extended to helicopters operating to remote areas of the country. The interpretation of word “Turbo Prop” aircraft’ has only been taken for ‘fixed wing aircraft’ and not for rotary wing aircraft i.e. helicopters.

Considering that all modern helicopters are

<<FOCUS fitted with Turbo -shaft engines and operate in most remote areas of the country to provide vital connectivity, the benefit of Sales tax reduction should be extended to helicopters as well. The issue has been raised at many of the meetings conducted at MOCA to review ops & fiscal problems faced by the civil helicopter operators.

13. Lack of Optimal Utilization of Helicopters a) Helicopter flights tend to be over a short geographical distance due to the very nature of operations undertaken by the machines. The average flying time for each leg is less than an hour or so. The helicopter flying in India remains practically restricted from sunrise to sunset and cannot be used in bad weather and for night operation. Consequently the monthly utilization rate of each machine is down to less than 25hr. This is in sharp contrast to the scheduled airlines sector where the average utilization is as high as 10hrs a day / 300hrs a month. Even though around 28% (72 of 264) of helicopters engaged in the offshore oil / gas sector and in heli-pilgrimage roles have a monthly utilisation as high as 80 to 90hrs, economic viability of the balance of 72% of NSOP helicopter operators involved on charters is low and uneconomical .When helicopter is not fully utilised, it becomes expensive to operate, it cannot compete with relative cheapness of the other means of transportation. b) The current charter costs for a single engine machine is about Rs.75,000/- per hour and that for a light twin engine is Rs.100,000.

Thus a charter for a two hour return trip would cost Rs.1,50,000 for a light single engine and Rs.200,000 for a medium twin. In addition, an amount of Rs.50,000 is payable by the charterer to cover the sundry expenses. This amounts to an increase of 25 to 33% of direct trip cost to the charterer. The percentage increase in case of fixed wing GA flights is not so marked as these flights are over much larger distances, thereby the per hour additional cost is thus distributed. c) Optimum utilization of a helicopter lies in exploiting the ability of a machine to land / take off from a small helipad. However, as per DGCA , CAR to operate to / from a helipad not in regular use, prior permission has to be obtained from the land owner and the district authorities. In practice, this requirement is proving to be very restrictive. In ordinate delays / inability to obtain the requsite

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permissions have deprived the industry of the versatility which was fundamental in utilizing this mode of transport. Thus a large number of charter flights are simply being given up. This issue will need to be resolved on high priority. In order to resolve the issue of in-ordinate delays caused in getting landing permission at Helipads from the Dist. Adm, RWSI has suggested an SOP for obtaining quick approval of the Dist Admin for Civil Helicopter Flights.

14. Escalating Cost of Operations a) Airport Charges. Mounting cost of Airport Aeronautical & Non-aeronautical Revenue charges such as Hangarage, Parking, Landing Charges, Passenger Service Fee, Security handling, passenger handling ATC etc and Ground Handling have gone up phenomenally especially in Privatized Airports.

Delhi International Airport Limited (DIAL) levies the following charges at departure to a small helicopter with AUW of 2720 kgs (i) Landing Charges - Rs.10,700, (ii) Parking Charges - Rs.1000 per day,(iii) Passenger Service fee-Rs.130 per pax ( X 6 pax), (iv) Airport Development Fee-Rs. 207 per pax (X6 pax) and (v) User Development fee - Rs.208 per pax (X6 pax). b) High Cost of rentals for Hangars at Juhu Airport. Juhu airport charges have always been one of the highest in the country with the least facilities provided by AAI. Now, with an increase in land rents between 500% 700%, the rents in the airport are the highest in the country. The hangars which are of WWII vintage and in dilapidated condition have been allotted to operators at exorbitant rates and one has to spend at least Rs one Crore to bring it to acceptable standards for carrying our maintenance activities. Any temporary structure created inside the hangar to accommodate offices for QM, CAMO, Engineering, Ops etc attract an additional charge under the head â&#x20AC;&#x153;raftâ&#x20AC;? and the rate is 50% of what one pays as the hangar rent. c) Cost of Aeronautical Charges. The most disturbing situation is that fixed wing tariffs related to services such as Route Navigation Facility Charges (RNFC) and Terminal Navigation Landing Charges (TNLC) are being levied by AAI to helicopters even when such services are not provided to helicopters while operating to remote areas (For example, when helicopters operate from Delhi to helipads in Himachal Pradesh besides AAI charging RNFC (Rs.278X2) and there are Terminal Landing Charges (Rs.330X2). In ROTOR INDIA - QE 30 SEPTEMBER - 2015

addition to the above cost, for landing at the helipad in Himachal, the operators have to shell out another Rs.30,000. All the above add up to Rs.46186.00 per trip. Further, RNFC charges are levied, based on the number of helipads planned to be visited even though Radio Navigation services cannot be availed in hills by helicopters as they fly at low altitudes under VFR conditions. d) 45% of Cost of Operation is related to Airport Charges. A typical Charter Operator charges Rs 68,700/- for the Bell 407 flight from Delhi to Jaipur involving 1hr and 30 minutes flying time (Block Time).

He carries six passengers which means each passenger pays Rs11,450/- for the flight. The DOC for the flight is @Rs38,000/- per hour.

In addition, he has to pay to Delhi Airport;(a) Landing Charges INR 10,700,(b) Parking per night INR 1,000, (c) User Development Fee (UDF) for 06 passengers INR 1,200, (d) Passenger Service Fee & Airport Development Fee (ADF) INR 2800,(e) Route Navigation Facility Charges(RNFC) INR 600 and (f) Transportation of Crew & Passengers from & to the Airport Terminals to parking bay (Cost of 2 cars for 06 passengers each way) INR 3400. Total @ DP INR 19700 one way. Further, the charges to be paid at Jaipur Airport that include (a) Landing Charges for night halt INR 9000 and (b) ATC Watch hrs Extension Charges on actual say #INR 2000, a total of Rs.11000. Thus the Charter operator pays a total of Rs.30700/-to GMR/AAI by way of Airport Charges alone, one way from Delhi to Jaipur which constitutes nearly 45% of Rs68700/- levied by the Operator on the six passengers he carries. e) Ground Handling Charges. A few months back AAI had issued instructions that all General Aviation flights from an airport be compulsorily handled by Ground Handling Agencies contracted for the task at that airport.

Consequently Rs. 20,000/- to 25,000/-has to be paid per flight although minimal services are provided / utilized by the helicopter operators. Operators should be given the choice to do their flight handling at the airports or select any of the Ground Handling Service providers for ground handling their helicopter at the metro airports. By forcing the operators to select the nominated flight and ground handler at exorbitant rates put the operators to great expenses when they do not really require such facilities. About Rs. 10,000 is charged compulsorily, and even when not

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<<FOCUS needed by passengers, approximately Rs. 1000 is charged per trip for going to terminal building. Till the requisite charges are paid to Ground Handling Agency, ATC clearance is not given for the helicopter to operate.

15. Lack of Infrastructural Facilities a) Infrastructure Facilities for Helicopter Operations’ at major airports and heli-ports is the basic foundation for sustained helicopter flying activity. The major infrastructure requirements are (i) Air traffic control services, (ii) Establishing of heliports, (iii) Ground handling (iv) Safety services (v) Environment (especially noise), (vi) Refueling (vii) Weather data, and (viii) Maintenance facilities. b) Across the country hundreds of helipads have sprung up in the recent years. Most of them are helicopter landing areas which are meant for temporary use by helicopters engaged in chartered / private flight operations.

There are also helicopter landing areas used regularly by private / charter / non-scheduled services but are not licensed. There are no licensed heliports with the facilities mentioned in above para for sustaining safe and efficient helicopter flying activities. However, some of the heliports which meet most of the ICAO requirements have been given permission for limited period to be used for public transportation involving series of landing and / or hire and reward. c) Co-ordinated efforts are required to develop Heliports, Verti-ports and Helipads (in cities as well as along the National highways) for increased regional connectivity. For this to happen, establishment of Helicopter Wing in AAI is a must.

16. Civil Helicopter Accidents & Safety Scenario a) During 2005-15, there were 37 major civil Helicopter accidents in India. Nearly 25 of these accidents (67%) were attributed to pilot judgment errors (Loss of Control, Loss of Visual Reference, Wire Strike and Ground Accidents). It is a matter of great concern that there were eight “loss of visual reference” fatal accidents in which the pilot lost situational awareness and flew the helicopter inadvertently into terrain. Weather was a factor in all these eight CFIT accidents. In some cases, the pilot did not have the benefit of weather forecast as they took off from locations that did not have weather station or weather forecast facilities.

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b) Many pilots believe that benign pressures from the management were responsible for going ahead with the mission under IMC which caused these CFIT accidents. Poor financial health of the operators in some cases may have been responsible for going ahead with the missions for commercial considerations. In some cases, pilots who go through financial stress when they do not get paid in time become victims in making judgmental errors in crisis situations leading to accident. c) Verification of financial health of the operator during DGCA audit may help preempt such work situations by checking theCompany’s BRS. Additionally, the Regulator may continue to instil confidence in the pilots by allowing them to abort the flight in case of bad weather and if the pilot does a safe forced landing, he should not be penalized. This step as a part of “Just Culture” as defined in SMS, has helped in coping up with the bad weather situations. In 2013-14,we understand that there were over 25 instances when pilots carried out diversionary landings to avoid flying into bad weather. d) During Sep’13 to Jul’15,there were nil helicopter accidents occurrences owing to concerted effort safety vigil by operators and DGCA’s safety oversight programmes. As our average civil Helicopter accident rate is 5.27 per 100000 flt hrs,we still have a long way to go in achieving the rate of 1.9 per 100000 hrs of flying by 2016 assigned by International Helicopter Safety Team.

17. Regulatory Constraints. While the main obstacle to the growth of Civil Helicopters is the escalating cost of operations, generally attitude adopted by Authorities concerned in enforcing civil helicopters to operate under Rules governing fixed wing, has also stymied the growth potential of the helicopters.

Besides, public perception that helicopters are unsafe to fly in and / or are meant for the rich sector has also resulted in a degree of indifference, lack of familiarity with the operating characteristics of a versatile machine and resultant unreasonable constraints imposed on its use, may have prevented the helicopter from reaching the scale of operations necessary for economic selfsufficiency.

A number of Regulatory issues are being addressed now which will certainly help clear some ops bottlenecks. However, it will have to

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be a continuous process involving the stakeholders.

18. Outlook. The outlook for the Civil Helicopter Industry in India presents a gloomy picture, especially for Helicopter Companies involved in Non Scheduled Operations. Besides the reduced growth of Civil Helicopter fleet, commercial helicopter operators are getting frustrated over phenomenal delays in addressing Ops, Fiscal and Security issues affecting the Operators.

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Implementations of Recommendations of Expert Committees. The issues affecting the Industry have been taken up by RWSI with MOCA on numerous occasions. A number of meetings have also been held at MOCA (including those with the Secy MOCA and the Minister of Civil Aviation) in the past. There have been two major Reports on Civil Helicopter Operations in India. In Oct 2008, a Committee appointed

by MOCA which conducted a survey of Metro airports in the country during Apr-Oct 2008 with reference to the facilities available for helicopter operations like ATC, firefighting, safety provisions, passenger amenities etc had identified suitable sites for establishment of the Heliports and proposed separate routes for helicopters.

The Committee’s Recommendations have not been implemented fully.There are also many recommendations / observations made in the 169th Report of Parliamentary Standing Committee on Safety of Helicopter Operations in India which was presented to the Rajya Sabha on 11 August 2011. Many of their recommendations are awaiting implementation.

Conclusion 20. In fact, MOCA Strategy Document 2010-15 includes major thrust areas for providing impetus for growth of the Helicopter Industry. However, many of the strategies are yet to see implementation. Only way to resurrect the ailing industry is to focus on implementing the Recommendations of the recent studies done on safety of helicopter operations in India.

21. We wish to place on record the phenomenal and sincere efforts made by Shri.

G Asok Kumar IAS, Joint Secretary (General Aviation) in resolving the problems faced by the Civil Helicopter Industry in the Country.

We do hope that the new incumbent will carry forward the work.•

<<HELI NEWS>>

India Approves $1.1B Helicopter Contract with Moscow

On 02 Sep 15, India has approved an agreement worth about 70 billion rupees ($1.1 billion) to purchase helicopters from Russia. The Indian Defense Acquisition Council had said that it would add 48 Mi-17-V5 helicopters to its military’s fleet.

The helicopters will be deployed to patrol India’s borders. “The advanced Russian-made helicopters will be used in difficult-terrain areas ranging from deserts to mountains along the Pakistani and Chinese borders,” Tass reported, citing the headquarters of the Indian Air Force.

“Mi-17-V5 helicopters make up the backbone of the transport helicopter fleet of the IAF.” Alexander Mikheyev, general manager of Russian Helicopters, had told the Russian news service Interfax at the Aero India 2015 show in

February that Indian officials were considering the purchase of more Mi-17 helicopters. Russia has already delivered 121 Mi-17-V5 models to India in the past five years.Overall, IAF’s helicopter fleet encompasses more than 300 Mi-17 helicopters. The Mi-17 is a multipurpose aircraft known for its versatility. The V5 version of the aircraft, made specifically to Indian standards, represents one of the numerous ways India and Russia have cooperated in military-equipment endeavors in recent years.

India and Russia could soon cooperate on building more military equipment, according to media reports last month. The two countries talked about co-producing aircraft, including helicopters, as well as ships and tanks, the Indian Defense Ministry said.•

Govt scraps plan to Privatise Chennai, Kolkata, Jaipur and Ahmedabad airports

Crash of Dhruv Helicopters

The government has scrapped the proposal to privatize Chennai, Kolkata, Jaipur and Ahmedabad airports. The decision was taken last month during a high-level meeting attended

by Prime Minister Narendra Modi, civil aviation minister Ashok Gajapathi Raju and his deputy Mahesh Sharma.

While both Chennai and Kolkata airports will continue to be run by the Airports Authority of India (AAI), private players may now be roped in only for a limited role in some operations and maintenance activities of Jaipur and Ahmedabad airports.

The earlier proposal for undertaking the operation, management and development of Chennai, Kolkata, Ahmedabad and Jaipur airports through public-private partnership (PPP) mode has been dropped. AAI had issued request-for-qualification documents last December.

It is leant that the modus operandi for roping in private players to carry out O&M works at Jaipur and Ahmedabad airports is going to be discussed with stakeholders.

Further as AAI has invested significant funds in Chennai, Kolkata, Ahmedabad and Jaipur airports, instead of privatization, AAI would continue to be the owner of these airports. At the same time, for better operations and maintenance, private sector expertise will be tapped.•

Advance Light Helicopter (Dhruv) were inducted into Defence Forces in the year 2001.

08 (Eight) accidents have taken place since their induction, all of which, have been investigated by a Court of Inquiry as per extant instructions. Advance Light Helicopter (DHRUV) is a design & development project of Hindustan Aeronautics Ltd (HAL). Necessary modifications/upgradations have been carried out, on the basis of past experience, to cater to Defence Forces’ requirements.

This information was given by Defence Minister Shri Manohar Parrikar in a written reply to Shri Anubhav Mohanty in Rajya Sabha on Thursday, 30 July 2015.

ROTOR INDIA - QE 30 SEPTEMBER - 2015

7

<<HELI NEWS>>

Manufacturing of Helicopters The Defence Acquisition Council (DAC) has accorded Acceptance of Necessity (AoN) in May 2015 for procurement and co-production of Russian Helicopters in India. No contract has been concluded in this regard between the two countries. Other projects under discussion with Russia include tanks, aircraft, ships etc. This information was given by Defence Minister Shri Manohar Parrikar in a written reply to Shri Adhalrao Patil Shivajirao and others in Lok Sabha.•

New Draft Aviation Policy The Union Minister of Civil Aviation Shri Ashok Gajapathi Raju and Union Minister of State for Civil Aviation, Culture (Independent Charge) and Tourism (Independent Charge), Dr. Mahesh Sharma jointly inaugurated the 8th International Conference on “Indian Civil Aviation & Tourism” in New Delhi on 27 Aug’15. Addressing the audience during the event, the Union Minister of State for Civil Aviation, Culture (Independent Charge) and Tourism (Independent Charge), Dr. Mahesh Sharma said that revolutionary changes are being incorporated in the new Draft Aviation policy that will be fruitful to the nation. He also said that holistic process should be adopted integrating the culture, tourism and aviation. He said that medical tourism can get a boost if the connectivity is provided via new means such as air ambulance.

Dr. B.P. Sharma, Chairman & Managing Director, Pawan Hans Limited also addressed the gathering. He emphasized upon the interstate and intra city connectivity through helicopters. He also said that the first heliport of the country is expected to come up in Rohini (Delhi) next year.•

Lowering of Central Levy on ATF unlikely Sharp fall in global crude price is making aviation turbine fuel (ATF) cheaper in the domestic market, cost of ATF has fallen to Rs 46 per litre (Delhi) from Rs.70 per litre in July last year. Yet, the government is unlikely to consider aviation ministry’s proposal to lower central levy on jet fuel, which accounts for nearly 40 per cent of an airline’s operating cost. This was conveyed to aviation ministry officials in a meeting on draft aviation policy chaired by prime minister Narendra Modi and included finance minister Arun Jaitley .

The aviation ministry has instead been advised to take up the issue of high sales tax on ATF with concerned state governments.The retail price of ATF carries high profit margins for oil companies, an excise duty of 8.24 per cent by the Centre and value-added sales tax levied by

8

various states ranging from 4 per cent to 30 per cent. The weighted average of states sales tax stands at around 22 per cent.•

Heli - Ticket Tax Resented In an unpredictable move, the State Finance Minister of J & K has announced imposition of 12.5 % as Services Tax on Helicopter tickets of pilgrims travelling from Katra to Sanji Chhat, a distance of about twenty-seven kilometers.

Fourteen years ago, helicopter service between the two places was introduced by the Shrine Board keeping in mind that old, infirm and physically impaired pilgrims, who nursed deep desire of receiving the blessings of the deity but were discouraged by their state of health, could be facilitated to fulfill their wish. Utilizing chopper services for this portion of journey did not necessarily mean that the pilgrims are from the affluent segment of society and hence can pay the Services Tax. On the contrary, most of the pilgrims using this mode of travel for this portion of pilgrimage are the physically challenged or old and infirm citizens. Before clamping the Services Tax, the Government should have conducted a survey of the pilgrims using chopper services to ascertain the percentage of handicapped and infirm persons. Imposing Service Tax on the Vaishno Devi pilgrims using helicopters does not seem to be rational and fair.•

Russia to Open Helicopter Training Center in India Russian Helicopters Holding (part of Rostec Corporation) intends to open a flight training center to train flight and mechanical personnel for Russian helicopters in the near future, the holding’s deputy general director Grigory Kozlov told RIA Novosti during an interview. “Russian Helicopters plans to open a training center in India to train flight and mechanical personnel for the Ka-226T, Mi-8/17 helicopters, as well as others. This center will increase the operating efficiency of the flight and mechanical staff which will reduce the accident incidence rate,” said Kozlov. He observed that personnel undertaking training will include “both members from the Indian Ministry of Defense as well as the civilian sector”. Russian produced helicopters began to be supplied to India in the 1950s. Initially, Indian pilots received the Mi-4, then helicopters along the Mi-8/17 model. The heavy Mi-26 helicopter, the military Mi-25/35, and the marine Ka-25, Ka-28 and Ka-31 also fly in Indian skies.

Last week Russian Helicopters informed RIA Novosti that as part of an earlier contract, in 2012-14, Russia had supplied 148 military transport Mi-17V-5 helicopters out of 151, the contract is planned to be completed by the end of the year.•

ROTOR INDIA - QE 30 SEPTEMBER - 2015

<<INDUCTION

OF

NEXT GEN HELICOPTERS>>

Finally IAF Helicopter fleet will get 15 Chinook & 22 Apache attack helicopters CONGRATIONS TO HELICOPTER FLEET

On 27 Sept’15 - Ahead of Prime Minister Narendra Modi’s US visit, the Cabinet committee on security (CCS) has cleared the deal to procure 22 Apache attack helicopters and 15 Chinook heavy lift helicopters from the United States. According to the sources, the deal is expected to cost around $3 billion to the exchequer which roughly translates into around Rs 1900 crore.

The CCS met after a Cabinet meeting, they said. Many in the defence sector had expected the deal to be signed during the visit of US Defence Secretary Ashton Carter in June, 2015.

The deal for Apache is “a hybrid one”, with one contract to be signed with Boeing for the helicopter and the other with the US government for its weapons, radars and electronic warfare suites. The US has been pushing for this contract as it will further bolster American presence in the burgeoning defence market of India.

American companies have over the last decade bagged defence contracts from India worth around $10 billion, including for aircraft like P-8I maritime surveillance planes, C-130J

‘Super Hercules’ and C-17 Globemaster-III in the transport category.

The helicopter deal had survived over 10 price extensions from the American side with the last one being for a month as desired by India.

The contract will have clauses to place follow-on orders for 11 more Apaches and four extra Chinooks. Both platforms, which have been in combat in Afghanistan and Iraq, had beaten off competition from Russia, which had offered its Mi-28N Night Hunter and Mi26 heavy-lift copters.

The 22 Apache AH 64D Longbow helicopters are one of the most advanced multirole combat helicopters, featuring all-weather and night fighting features, ability to track upto 128 targets in less than a minute and engage with 16, besides stealth characteristics, advanced sensors and beyond visual range missiles.

India will also be acquiring Hellfire missiles and rockets.

ROTOR INDIA - QE 30 SEPTEMBER - 2015

9

<<HELINEWS NATIONAL & INTERNATOINAL>>

China Developing New Attack Helicopter with Stealth Capabilities China has begun developing a new generation of attack helicopter which will have stealth abilities and should start deliveries to its armed forces by about 2020, the official China Daily newspaper said on 11 Sep 15.It is reported that the helicopter is being developed by Aviation Industry Corp of China (AVIC), one of the country's leading arms manufacturers.Its stealth capabilities will "reshape the combat patterns" of the People's Liberation Army, company chairman Lin Zuoming was quoted as saying. "It is a trend that the ground force will become increasingly dependent on helicopters because they have better strike capability and mobility than armoured vehicles, and transport supplies to frontier troops," Lin said.

The company's chief helicopter designer, Wu Ximing, said the aircraft would have "supreme manoeuvrability in complicated environments, outstanding survivability and joint operation ability", the report added.•

US to provide attack helicopters to Pakistan: Report The US has decided to provide Ah-1Z Viper attack helicopters to Pakistan to sharpen up its counter-terrorism efforts, a media report said on 29 Aug 15. The Department of Defence has already awarded nearly USD 58 million in contract to Bell Helicopter for providing the choppers to Pakistan as part of a larger USD 581 million deal, most of which goes to the American Navy, the Dawn reported.

Pakistan had requested the sale of 15 AH-1Z helicopters in April, it is not clear how many of them have been signed for at this stage. Some of these initial helicopters will be delivered by the end of August 2018, the report said.

The AH-1Z and Hellfire II capability will enhance Pakistan's capability to conduct all-weather, day and night operations in remote mountainous areas. Recently, Pakistan also signed an agreement with Russia to purchase MI-35 'Hind' attack helicopters.•

Russia & Reliance Aerospace to make 200 helicopters in India

28 August 2015. The Russian government is providing a major boost to the Indian government’s ‘Make in India’ programme by choosing Reliance Defence & Aerospace (RDA) for a joint venture enterprise to build 197 units of the Kamov 226T helicopters in India. RDA has been chosen for the project to manufacture 197 helicopters for the Indian Army and the Indian Air Force.

According to our sources, under the agreement signed between Reliance Helicopters, Russian Helicopters and RosoboronExport, the official agency for defence exports of the Russian defence ministry, Reliance Helicopters will be the lead integrator for a licensed production arrangement with transfer of technology from Russia. According to the newspaper’s sources, the Reliance Group will have a majority 51% stake in the joint venture, while the remaining 49% will be held by the Russian government. The process to acquire the industrial licence and the land to house the manufacturing unit is underway. The Maharashtra state government has reportedly identified land for the project which will house the Reliance Group’s proposed plant to manufacture the helicopters at Nagpur.

Bell 412 pilots of GVHL will under go Sim Training at HATSOFF Global Vectra Helicorp Ltd. (GVHL) has a fleet of twenty-six helicopters, of which eighteen are Bell helicopters. GVHL has signed a contract with HATSOFF for simulator training of Bell 412 helicopter Pilots. GVHL has a team of highly experienced pilots, all of whom are rated on the Bell 412 helicopter, Agusta AW 139 and Eurocopter. These pilots are predominantly from the defence services and possess extensive flying experience in all kinds of difficult environments.

As a safety policy, all pilots undergo ground school and simulator training regularly. HATSOFF provides Simulator training to different customers from the three services, from the Indian Coast Guard and also customers from private civil helicopter operators in India and abroad.

10

ROTOR INDIA - QE 30 SEPTEMBER - 2015

Non Members

Sl. No

Company (Location)

Aircraft Type

No

Reg. No.

Capacity / Year

Sl. No

Company (Location)

Aircraft Type

No

Reg. No.

Capacity / Year

Sl. No

Company (Location)

Aircraft Type

No

Reg. No.

Capacity / Year

Sl. No

Company (Location)

Aircraft Type

No

Total NSOP =177

Reg. No.

Capacity / Year

* De-registered Helicopters

RWSI MEMBERSHIP BENEFITS

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It enables each pilot to monitor and follow the other pilotâ&#x20AC;&#x2122;s Line of Sight (LOS) and slave helicopter systems, such as EOP (Electro-Optical Payload) and weapon systems, thus reducing pilot intercommunication and workload.

The HPS takes crew communication, coordination, situational awareness and flight safety to new levels.

Operating worldwide on more than 7,500 helicopters of 25 different types.

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<<INDIAN AIR FORCE>>

Challenging Rescue of Twenty One British and a French National by Siachen Pioneers and with limited power margin and manoeuvring space, there was no margin for error. The landing area was undulating and rocky and with steep gradient leaving a restricted space for landing take-off and for a go- around. The crew realised that for any chance of rescue they would not get a hold time of more than 1 min on the landing spot because of turbulent winds in the narrow valley and apprehension of helicopter going into a ground-resonance. After landing at the site the leader instructed his No 2 to carry out a landing at the same spot. Thereafter, No 2 carried out an approach and hovered next to the selected landing site. The formation carried out one more shuttle and successfully evacuated a total of 10 British nationals.

Braving adverse weather, IAF Helicopters from Leh rescued 21 British Nationals and 01 French national on 6th and 7th August in a challenging Casualty Evacuation from high altitude. After five days of continuous downpour, all major rivers like Indus, Nubra, Shyok and their tributaries in Ladakh region were flowing beyond their danger mark. The road & telephone communication was cut-off along most major roads. Like always, Siachen Pioneers, the premier IAF helicopter unit at Leh was pressed into service.

On 06 Aug 15 at 1600h, AF Stn Leh received a SOS message to rescue a group of British citizens who were stranded in the Markha Valley with some members suffering from asthma. Information on exact location and injuries sustained by the trekkers was ambiguous. Even the coordinates and the place given by civil agency were off the actual one by 50 Nautical Miles. Marginal weather and time of the day necessitated a search and rescue to be launched immediately. Two aircraft were launched, led by Commanding Officer Wg Cdr BS Sehrawat VM with Flt Lt Cirag as formation leader and Wg Cdr KS Negi with Sqn Ldr V Chauhan as his number two. Sortie planning was in progress when the crew realised that available window for successful SAR was narrowing owing to deteriorating weather and the approaching sunset.

The mission was airborne at 1645h and keeping in mind the general knowhow of the Markha valley and previous knowledge of the terrain, the formation reached the probable SAR area and commenced intense search in the narrow valley which by now was under cover of hill shadows. After 10 minutes of search, the pilots located the trekkers close to Thinlespa village on the bank of the river. Thankfully, the trekkers had made a temporary SOS sign near the rivulet; this distress signal on ground was instrumental in correctly identifying the location.

However, the treacherous terrain and vertical slope of more than 70 made landing of the helicopter near the camp of trekkers impossible.

The marginal weather and the approaching sunset added to the difficulty and criticality of the mission. At this point No 1 identified a small clear area near the camp on the river bank at 12000 feet around 200 feet North West of the location of the camp, just enough for the skid of the helicopter to be accommodated. For a landing, light contact with ground and holding on the partial power was essential. The weather was deteriorating with turbulence, winds and the sun shadow engulfing the landing site in the narrow valley making the situation near critical.

By the time the helicopters completed their task, it was nearing sunset. In best tradition of the IAF, Siachen Pioneers once again beat the odds; fighting against time and weather/ environmental elements to rise to the occasion.

Once again on 07th Aug, two sets of two Cheetal helicopters each, took-off at sunrise. In a matter of a few hours the balance 11 Britishers were rescued. Meanwhile, another request for causality evacuation of one French lady, who was badly injured, was received. Even though she had severe spinal injury and broken ribs, she was evacuated to Leh airfield and promptly moved to the hospital. For a unit engaged in military operations for more than 30 years continuously, beating the odds is an essential character ingrained in every crew, remarked the Commanding Officer, on completion of the mission.

The approach to the selected landing point itself was restricted

ROTOR INDIA - QE 30 SEPTEMBER - 2015

15

<<INDIAN ARMY>>

Delay in Replacing Cheetah / Chetak Fleet & Operational Implications The modernization and transformation plans of the Army and the Army Aviation Corps received a major setback last year in August, when the most important and critical project for acquisition of 197 Reconnaissance and Surveillance Helicopters (RSH), to replace the existing obsolete Chetak / Cheetah fleet was cancelled by the Ministry of Defence (MoD).

This decision by the MoD was the likely result of the fallout of the ongoing investigation/ probe into the Agusta Westland VVIP helicopter deal. The investigations had allegedly thrown up some unconfirmed references of corruption and technical deviations during the selection process of the 197 helicopters replacement project – it is pertinent to note that none of the above allegations have been proved till now with no criminal proceedings initiated.

This decision however has left the army bereft of a suitable helicopter to replace the aging Cheetah /Chetak fleet and will no doubt affect the overall operational capability of the army, especially in high altitude areas where the Cheetah helicopter is the lifeline of troops deployed on those icy heights. This unnecessary cautious approach to cancel the Project was taken despite the fact that an oversight committee appointed by the MoD during the previous Government, had cleared the trial process of any irregularity. In addition the trials for replacement helicopters were conducted by a joint team of specialists and professionals from both army and air force and hence no single entity could have influenced the outcome.

[Lt Gen B S Pawar PVSM AVSM Ex ADG, Army Avn Corps]

(mountains and high altitude) especially the Siachen Glacier, this class of helicopters is essential to maintain enhanced defence preparedness and operational readiness regrettably today due to the outdated technology and vintage of these helicopters the Indian armed forces certainly have a crucial missing link in their operational capability.

The Unending Trials Saga The first trial for the replacement of Cheetah/Chetak helicopters was held during the year 2005-2006. Eurocopter’s (now Airbus Helicopters) AS 550 C3 Fennec and Bell Company’s Bell-407 participated. Russia’s KA-

The Army Aviation Corps is in its 29th year of existence since its formation in Nov 1986. It has the largest number of helicopters amongst the three services with the major part of its inventory consisting of the reconnaissance and observation class helicopters (approximately 200 plus Chetak/Cheetah helicopters). This fleet is now 40 years old and vintage and has been awaiting replacement for over a decade plus - a critical priority in the overall transformation and modernization plans of the army. Due to the nature of terrain prevalent on our Eastern and Northern borders

16

226T was also a contender but was eliminated in the technical evaluation, due to its engines not being certified. Unfortunately, in December 2007 while at the final stage of price negotiation the entire trial process was cancelled by the defence ministry due to extraneous reasons beyond comprehension. A fresh bid was floated in July 2008 for acquisition of 197 helicopters (RSH) for the army and air force (137 and 60 respectively). The trial evaluation for the same was concluded more than two years back. The main contenders this time were Eurocopters AS 550 C3 Fennec and Russian Kamov-226T helicopters. The third contender the AngloItalian Augusta Westland AW-119- was ousted midway during the trials due to noncompliance of certain technical parameters. This crucial acquisition program was also cancelled in August last year due to reasons brought out earlier. Accordingly a fresh RFI was issued in October last year which is a ‘Buy and Make India’ procurement, with a certain number of helicopters built and supplied by the winning OEM in a flyaway condition, with the remaining number being built at a production line in India by an Indian partner through licensed transfer of technology. This process itself is now in doubt with the Government to Government agreement signed between India and Russia for the acquisition of 200 Ka226T helicopters in a ‘Make in India’ programme – the signing of an agreement

Ka-226T

ROTOR INDIA - QE 30 SEPTEMBER - 2015

<<INDIAN ARMY>> between Russian Helicopters and Reliance Defence and Aerospace is the latest development in this saga. Presently there is no clarity from the Government regarding the fate of the earlier RFI issued for RSH in Oct last year. With the HAL also claiming to be in talks with the Russian Helicopters for the Ka-226T project, confusion prevails.

Present Status and Implications The existing Cheetah/Chetak helicopters today are difficult to service and maintain with the spares situation critical - the maintenance of this fleet itself is becoming a nightmare.

The HAL is finding it difficult to keep this fleet airborne while the armed forces have already expressed their concerns on the dismal situation.

The ‘Cheetal Helicopter’ fielded by the HAL both for the army and airforce as a stop gap measure is not a satisfactory solution. The HAL has stopped production of Cheetah/ Chetak helicopters and is focusing on the ‘Cheetal’ to make up the current shortfalls of the fleet in the interim period.

Light Utility Helicopter

The HAL’s Light Utility Helicopter (LUH) Project in the 3 Ton light observation category is still in its nascent stage, though HAL hopes to field it by 2016- as per claims of HAL the ground testing stage has been reached, but it’s being fielded by 2016 is anybody’s guess.

Presently the HAL already has its hands full with the ALH facing manifold problems in its operations and maintenance, especially in the high altitude. The army is bearing the brunt of the above consequences with very poor serviceability, due to its large holding of this fleet (60-70 helicopters) which is increasing every year – two ALH (Dhruv) accidents in Ecuador in a span of a fortnight in the beginning of this year is a serious cause of concern. In addition the HAL has to deliver on its commitment of RUDRA (armed ALH), manufacture and induction for six to seven

Cheetal Helicopter

units for the army and the fielding of the Light Combat Helicopter (LCH) capable of operating at high altitudes by end of this year. With the private sector entering the fray in large numbers with JVs with helicopter major’s like Sikorsky, Bell, Airbus and Kamov, the competition will be immense and HAL will have to prove its worth in the LUH project to remain relevant.

The main concern therefore, remains the interim period of 3-4 years where the forces will have to perforce operate these outdated, obsolete and unsafe machines. The Cheetah fatal accident at Bareilly Army Aviation Base earlier this year, resulting in the death of three officers (two pilots and an engineer) has already raised grave safety concerns about this machine.

Some aviation experts have cautioned against the safe operations of these machines, especially in high altitudes, where these helicopters are operating at

their extreme envelop – some have even gone to the extent of giving them the mantle of flying coffins.

The non -availability of this critical asset to the two Divisions and a Strike Corps being raised for the mountains will certainly affect their operational capability – during Kargil conflict the Cheetah’s were the only helicopters capable of operating at those altitudes and were a crucial factor in the outcome of the war. There have been suggestions in some quarters both Government and Military that we could induct more ALH’s and use them in the reconnaissance and surveillance role. This should be rejected outright - as both professionally and operationally this not a viable alternative or option, though it may help some vested interests in the short term. The recent Chinese aggressive posturing and the major standoff in the Depsang Valley at an altitude of 16000 feet has sounded the alarm bells and sent a loud and clear messagemodernise and transform or perish.•

M I -26T The fire engine being loaded into the Mi-26T helicopter while exhibition exercises were underway at the Complex Security 2015 Show. Press-service of Russian Emergency Situations Ministry / RIA Novosti

ROTOR INDIA - QE 30 SEPTEMBER - 2015

17

<<NAVAL AVIATION>>

Indo US Discussions on joint Development of a next-gen Aircraft Carrier India and the US have started discussions to jointly develop a next-generation aircraft carrier to bolster the Indian Navy's blue-water capabilities, a top Pentagon official has said.

During US President Barack Obama's visit to India in January, the two countries had announced the establishment of a working group for the proposed aircraft carrier, which held its first ever meeting here last month. The Indian delegation led by Vice Admiral SPS Cheema, Flag Officer Commanding-in-Chief (FOC-in-C), Western Naval Command, also visited the US Navy's state-of-the-art aircraft carrier-PCU Gerald Ford-currently under construction at Newport News Shipbuilding in Virginia, and received briefs on US Navy management of aircraft carrier programmes.

"The impression that I was left with, in my discussion with Vice Admiral Cheema is that it exceeded our expectations," Keith Webster, director and International Cooperation Office of the Under Secretary of Defence for Acquisition, Technology and Logistics, said.

"There was an incredible amount of time spent on answering questions from the Indian delegation specific to how do we manage acquisition of an aircraft carrier, which is a hugely complex journey," he said.

The delegation met with senior Pentagon

officials, and toured the US Navy's research and development facilities for aircraft carrier launch and recovery systems as a first step to exploring opportunities for cooperation. "We answered every question that they had. And I think the realisation for Indian colleagues was that aircraft carrier technology and construction is very unique and that a large part of which is controlled by the US Navy and the US government," Webster said. Noting that the US Navy has its own in-house design team supported by industry and owns majority of the technology, Webster said the good news is because the US government has such control

over aircraft carrier development, design and technology; tactics and techniques, it has greater latitude than other technologies like jet engines where it can control the decisions in a way that it cannot in some other industry.

The next step would be the Indian Navy hosting the US Navy within the next six months or so to continue to focus on the way ahead, he said. “We believe there are opportunities to provide technical advice to the Indian Navy given our long history of aircraft carrier design and evolution,” said the senior Department of Defence official.•

Emerging Roles of Indian Navy A Seminar on “The Influence of Indian Navy in the Indian Ocean Region and Foreign Cooperation Initiatives to Enhance the Indian Navy’s Reach” conducted on 11 Sept’15 was attended by officers from the Western Naval Command as well as research scholars and staff of the Maritime History Society. Vice Admiral SPS Cheema, Flag Officer Commanding-in-Chief Western Naval Command was the Chief Guest for the event and delivered the Opening Address. Shri KC Singh, an expert in international affairs and ex-Ambassador to UAE and Iran, delivered the Key Note Address.

The opening address outlined the diplomatic role and the the growing influence of the Indian Navy in the strategic arena of

18

Indian Ocean Region(IOR) highlighting its recent achievements in the foreign cooperation endeavours and the need for further engagement with our maritime neighbours, along with the numerous requests being received from Navies across the world to conduct exercises with the Indian Navy for its ability to undertake a wide variety of missions and tasks at extended ranges. Papers presented, covered the various strategic and geo-political issues affecting the maritime security calculus of the IOR and proposing steps for the Indian Navy to expand its reach.

Developing cooperative maritime security frameworks, handling non-conventional threats such as terrorism, piracy, human trafficking and gun-running, enhancing the

ROTOR INDIA - QE 30 SEPTEMBER - 2015

effectiveness of the Indian Ocean Naval Symposium (IONS) and dealing with extraregional maritime forces were some of the major issues deliberated.While the Navy seeks to expand its traditional role of providing hydrographic survey, surveillance, disaster relief and training assistance to our Indian Ocean neighbours, new avenues of foreign cooperation such as warship and aircraft design and construction, to enhance the maritime capability of Indian Ocean littoral states, were also notable discussions.

This Seminar, therefore, highlighted the role of the Indian Navy in the IOR and set the agenda for taking our foreign cooperation to the next level.•

<<FLIGHT SAFETY>>

Three Sustain Fatal Injuries in Pawan Hans Dauphin Accident in Arunachal Pradesh

Dauphin 365 N3 helicopter in flight

A Pawan Hans Dauphin N3 helicopter (VTPHK) with four persons on board went missing at 11.15 am. The ill-fated Dauphin helicopter was carrying Tirap district deputy commissioner Kamlesh Kumar Joshi. The two pilots on board were Capt BS Brar from Haryana and Capt. Rajeev Hoskote from Karnataka.

The chopper had taken off from Khonsa with Joshi on board at around 10.30 am and was on its way to Longding and Changlang when it went missing. Prior to its departure from Khonsa, it had arrived from Itanagar via Mohanbari at 8.40 am. The Air Traffic Control lost touch with the helicopter since 11.15 am, officials said. Subsequently, a massive search operations involved Tirap and Changlang district administrations, Army, Assam Rifles and police personnel, IAFâ&#x20AC;&#x2122;s Ml-17, Cheetah helicopters, Sukhoi MKI30 and EW Boeing.

Six days after the helicopter went missing,

the Indian Air Force located its wreckage on 11 Aug 15. The rescue teams, however, could not reach the spot due to inhospitable terrain and bad weather. The wreckage consisted of two parts-a tail part and one round part were found in a deep gorge about four to five km from Sangliam village. The spot is about 12 km south-west of Khonsa, the district headquarters. Commandos of the High Altitude Warfare School were able to make it to the spot of wreckage. On 12 Aug 15 , the Charred and mangled remains of an IAS officer and the crew of the Pawan Hans helicopter that crashed in Arunachal Pradesh were recovered.

On 12 Aug 15, thousands of saddened citizens gathered at Nehru stadium, Khonsa paid their final homage to the mortal remains of Kamlesh Joshi, the Tirap Deputy Commissioner, Captain M S Brar and Captain Rajeev Hoskote who lost their lives in a Dauphin VT-PHK helicopter crash on August4.

Wreckage of the helicopter was found 12 km south-west of Khonsa

ROTOR INDIA - QE 30 SEPTEMBER - 2015

Captain M S Brar; Kamlesh Joshi; Captain Rajeev Hoskote

All Members of RWSI offer their deepest condolances to the families of Captain MS Brar, DC Kamlesh Joshi and Captain Rajiv Hoskote and pray that their soul may rest in peace.

An inquiry into the accident by Aircraft Accident Investigation Bureau is in progress.In light of the accident, Shri Kiren Rijiju, Union Minister of State for Home Affairs met Shri Ashok Gajapathi Raju, Union Minister of Civil Aviation on 14th Augâ&#x20AC;&#x2122;15 to express concern and decided to review and strengthen the safety measures to avoid any such accident in future.

The meeting was attended by Director General Civil Aviation (DGCA) and CMD, Pawan Hans Helicopter Ltd. (PHHL). Both the Ministers felt that necessary technological corrections are immediately required. Shri Kiren Rijiju also highlighted the need for replacement of old MI 172 old Helicopter with a new ones with less than ten years of age, establishing communication centre like Air Traffic Controller (ATC) at Naharlagun Helipad in Arunachal Pradesh by DGCA and installation of Helicopter Tracking System in the Pawan Hans fleet flying in Arunachal Pradesh & other States of North East.

19

Accidents to Civil Registered Helicopters related to Loss of Situational Awareness since 2007

As you may see from the Table placed above, in respect of eight CFIT accidents during 2007-15, Govt operators/PSUs were involved in five of the accidents (62.50%).

One helicopter each from Ran Air Pvt Ltd, Trans Bharat and UHPL Pvt Ltd were also involved. Govt operators have very high accident rate as compliance to Safety norms was found wanting by the Accident Investigators. In respect of State Govts ,the aviation organisational structure needs to be strengthened for better compliance to safety norms.

Of the eight fatal accidents, twin engine helicopters were involved in seven(87.50%). The twin engine helicopters in sevenof the fatal CFIT accidents were all state of art twin engine helicopters fitted with IFR kit. Operation of these modern helicopters required reorientation programmes especially for pilots who have

20

been flying Single Engine helicopters.

It was evident from the Accident Reports that all the accidents were associated with violations of SOPs. As recommended by the 169th Report of the Parliamentary Standing Committee for Transport, Tourism and Culture, the Regulator will need to instil confidence in the pilots that if a sortie is aborted due to weather and the pilot does a safe forced landing, he will not be penalised. Besides, incentives/ disincentives are built into the system for having better compliance to Safety norms.

We understand that the phobia of being penalised by the Regulator if a divisionary landing is made by the pilots due weather.

Recommendations 1. Increase pilot awareness of accident causes 2. Improve safety culture within the aviation

ROTOR INDIA - QE 30 SEPTEMBER - 2015

community 3. Promote development and use low cost terrain clearance and/or look-ahead devices 4. Improve pilot training (i.e., weather briefing, equipment, decision-making, wire and tower avoidance, and human factors) 5. Improve the quality and substance of weather briefs 6. Effective Proficiency Monitoring and instrument competency check 7. Develop and distribute mountain flying technique advisor material 8. Standardize and expand use of marking for towers and wires.

9. Use high visibility paint and other visibility enhancing features on obstructions 10. Eliminate pressure to complete the flight if continuing the flight may compromise safety.

<<FLIGHT SAFETY>>

Utilization of Simulators to Improve Safety and Enhance Skills Introduction

sometimes able to get by a regulator audit with partial compliance. Simulator training centres are also often unable to lower costs below a particular level , because the very improvements in technology that help increase fidelity also unfortunately add to the costs of building such high end simulators, and therefore add to the per hour costs of utilization charged to the customers. Notwithstanding the same, even now, the per hour cost of training on a high end Level D FFS remains at approximately 30-

DGCA mandates 10 hours of simulator training over a block of two years, of which 5 hours are towards critical emergencies training and five hours are towards IF training. Also, approximately 80 percent of type rating training can be on level C/D Full Flight Simulators.

Further, various competency checks are also permitted on appropriate levels of simulators as specified in Car Section 7 Series M Part IV. The very reason the regulation for mandatory simulator training came up was to improve flight safety, and to keep updated the skills necessary for successful handling of adverse situations. However, in the past, managements of helicopter operators, dealing with increased cost of operations, tended to view simulator training as something that needs to be done for compliance with the regulatory requirement, and did not always appreciate the value it brings in improving safety and enhancing skills. Pilots were also not entirely convinced of the value of training, faced with simulators which did not necessarily have the fidelity required.

Management and Pilot Response to Simulator Training

The response to simulator training requirements has traditionally been more positive among airline managements and pilots. This is mainly because the fidelity amongst fixed wing passenger aircraft has been high for a few decades now, even with the available computational powers of computers and projection systems in the past. However, it is only is the past decade that computational capabilities and processor speeds have developed sufficiently to handle the complex flight models required for high end helicopter Full Flight Simulators (FFS). Further, since

[ By Wg Cdr (Retd) NS Krishna YSM Chief Executive Oficer, HATSOFF Helicopter Training (P) Ltd ]

helicopter fly with reference to terrain for most part, the terrain data base required is far more than that required for a fixed wing aircraft.

Today, with freely available terrain data bases, higher computer memories, and vast progress in projection systems, the visuals in high end helicopter simulators are extremely realistic, and are able to represent the operational environment of helicopters adequately.

The high end level D FFS available for helicopters have improved the pilot perception of the value of simulator training. This improvement is best captured by the remarks of a pilots training on a high fidelity level D FFS, who first remarked that the simulator flew like the actual helicopter, and after flying the helicopter post his simulator training, called back his FFS instructor to say that the helicopter too flew like the simulator!

However, while helicopter pilots have steadily and increasingly begun to appreciate simulator training, managements sometimes see it as another cross to bear.

Reasons for Reluctant Compliance of Simulator Training requirements In an atmosphere where several operators are bidding for limited contracts available, managements, already hit with increasing costs due to fuel costs and fees payable for support services at airports, often see cost of training as an additional burden. Even those that comply, however reluctantly, tend to question the training related costs when a competitor is

ROTOR INDIA - QE 30 SEPTEMBER - 2015

35 percent of the actual helicopter per hour cost, if all factors such as decrease in component lives, fuel, infrastructure related fees and related manpower costs are taken into account. Operators must avoid the temptation to lower costs by using lower end simulators to comply with regulatory requirements as this may result in â&#x20AC;&#x2DC;negative transfer of trainingâ&#x20AC;&#x2122;, which essentially means that the pilot may have to unlearn what he learnt on the simulator to handle the helicopter correctly in an equivalent situation.

The right way for managements to lower costs would be to increase the proportion of simulator training in the overall training and checking requirements, including training for operational roles, and correspondingly reduce actual helicopter training/checking. This would not only reduce training costs directly, but also help increase overall profitability of operations by releasing the helicopter for revenue generating flights. This approach would also give a collateral benefit of being able to negotiate for better terms with the simulator training facilities, as increased utilization by a helicopter operator would help simulator training facilities amortize their investment costs over larger numbers and offer lower per hour rates.

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<<FLIGHT SAFETY>> The Right Reasons to carry out Simulator Training Putting aside the regulatory compliance factor for a moment, it is important to understand how use of high fidelity simulators for training can improve safety and enhance skills. In general, pilots need two primary kinds of skills to be effective in mission accomplishment; Psycho-motor skills and Cognitive skills. Pyscho - motor skills, in aviation context, are the normal ‘ stick and rudder ‘skills required for basic flying. These skills, once obtained, generally do not degrade easily. A good simile is cycling; once one acquires the skill, one can always ride without falling, whatever the duration of the break.

However, cycling in traffic, or doing mountain cycling over rocky terrain is another matter; this is where cognitive skills come in. Cognitive skills in the context of aviation are those that relate to memory, ability to perceive, process visual stimuli, spatial processing, manage competing demands, applying knowledge to solve problems etc. These skills are required for emergency handling, instrument flying, and role related flying. As an example, once one has learnt to fly a helicopter, one would generally be able to pick up, take off and carry out a circuit after a long break or in a new type, provided someone else does the start up and switch off. However, one would not be able to easily handle the other tasks such as an instrument approach, oil rig landing, high altitude operations or a OEI landing unless one refreshes the skills regularly and periodically.

While these skills can also be refreshed by training on the actual helicopters, there are certain advantages that training on a high fidelity simulator has compared to training on the actual helicopter. These are listed below:• Certain emergencies, particularly relating to control and part failures, cannot be simulated on the helicopter. However, these emergencies do occur from time to time in flying. In absence of simulator training, a pilot would be encountering these critical malfunctions for the first time when they happen. This would lead to delay in recognition, and further delay in suitable response after recognition. Panic would lead to further degradation in ability to analyze and respond correctly. With the advanced flight modeling used by high end simulators, made possible by advanced mathematical tools and very high computational powers of computers,

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the fidelity is high enough to practice such emergencies on simulators. Such simulator training helps in faster recognition, analysis and response. The knowledge of having handled the malfunction earlier on a simulator reduces the panic. All these factors result in better chances of the pilot handling the situation in a way that could result in a safe outcome.

• Even in case of malfunctions that could be simulated on the helicopter, pilots can be allowed to make mistakes without corrective interference from the instructor, and be allowed to see the natural consequence of their mistakes. For example, a pilot who does not follow correct CRM may have his copilot switch off the live engine while carrying out actions after firing the bottles during an engine fire simulation. Once he is allowed to make this mistake, and see the consequence, he is unlikely to ever make the same mistake again.

Further, the value of good CRM gets reinforced firmly and indelibly.

• For Instrument Flying training, there are limitations to training on the actual helicopter. Besides non availability of helicopter and instructors, one can rarely train in actual IMC conditions. This is because IMC conditions do not exist throughout the year, and one can hardly wait for IMC conditions to fulfill training requirements. Also, when actual IMC conditions prevail, ATCs give priority to actual IMC traffic, and generally avoid slow moving helicopter traffic. Modern simulators can simulate very realistic IMC conditions, including storms and turbulence. Further, the full profile of joining hold, hold, leaving hold, go rounds etc can be practiced till proficiency.

Simulator functions such as freeze and reposition enable re- practicing portions where errors were made, within the same session, enabling greater learning.

• Even in type rating training , a combination of simulator training and actual helicopter training provides better learning than training on actual helicopter only. Procedures can be taped up thoroughly, proficient operation of systems learnt, and correct interpretation of instruments imbibed well before starting training on the actual helicopter.

Malfunction handling can be taught much earlier than when training on helicopter only.

Differences in handling at various temperatures, AUWs or altitudes can all be practiced within the same session, back to back, thus correlating practically to theoretical

ROTOR INDIA - QE 30 SEPTEMBER - 2015

studies of how these factors affect handling and performance.

• In a simulator, the instructor sits at the back, and the crews are able to occupy the Pilot Flying and Pilot Monitoring stations as they do in the helicopter. This enables practice and evaluation of MCC and CRM elements in handling of the helicopter in both normal and adverse situations in a better manner than if the instructor occupied the copilot seat, as in the actual helicopter.

• Simulator centers are also typically ATOs, and hence have a large training support infrastructure, experienced instructors and

training atmosphere. Therefore, unlike in training at operator level, briefings and debriefing can cover, and do cover, the theoretical aspects of malfunction handling, thus also imparting knowledge of the ‘why ‘of malfunction handling rather than just ‘how’.

Conclusion Simulator training has now become an integral part of training in helicopters, and provides real value, not just regulatory compliance. The right reason to carry out simulator training is the role it plays in terms of enhancing safety and improving skills. Part of simulator training costs incurred in regulatory compliance can be offset by using high fidelity simulators for competency checks and role training. Bundled training packages can also help in lowering per hour simulator training costs. With helicopters getting increasingly complex, and scope of operations increasing in terms of roles and weather conditions, the only way forward is to make simulator training an integral part of the training philosophy.

National Symposium on

Resurrecting Ailing Civil Helicopter Industry in India

<<Special Report on National Symposium>>

Report on National Symposium on Resurrecting Ailing Civil Helicopter Industry India 02 September 2015 at Habitat Centre, New Delhi

(L to R) AVM K Sridharan VM (G) President RWSI; Ms. Usha Padhee IAS Jt Secretary MOCA; Dr. RK Tyagi, President Elect-Aeronautical Society of India, ex Chairman HAL & CMD Pawan Hans Ltd.; Dr. BP Sharma CMD Pawan Hans Ltd.; Wg Cdr BS Singh Deo VM (Retd.), Vice President RWSI and Air Cmde Ravi Krishan VM (G) Secretary General (NR), RWSI

A national symposium on Resurrecting Ailing Civil Helicopter Industry was held during forenoon on 02 September 2015 at the Gulmohar Hall, India Habitat Centre, Lodhi Road, New Delhi by the Rotary Wing Society of India.

The objective of the National Symposium was to provide a forum for helicopter operators, manufacturers and other stakeholders to share their views on issues eroding the economic viability of helicopter operations and to identify strategies to reverse this declining trend. As the scope of such deliberations could be very vast , it was decided to focus on key issues to find solutions.

The inaugural session of the national Symposium on Resurrecting Ailing Civil Helicopter Industry was chaired by Dr. RK Tyagi, President Elect-Aeronautical Society of India, ex Chairman HAL & CMD Pawan Hans Ltd. The other speakers on the inaugural session were AVM K Sridharan VM (G) (Retd.), President RWSI; Ms. Usha Padhee IAS Jt Secretary MOCA, Dr. BP Sharma CMD Pawan Hans Ltd.; Capt Ajay Singh, CFOI, DGCA; Wg Cdr. B.S. Singh Deo VM (Retd.), Vice President RWSI. The inaugural session began with the traditional lighting of the lamp followed by welcome speech of by Wg Cdr BS Singh Deo VM (Retd.), Vice President RWSI. During this speech BS Singh Deo thanked the esteemed panelists and the other participants for sharing their knowledge in the seminar. Details of his welcome address are placed at page -26

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The keynote address was delivered by AVM K Sridharan VM (G) President RWSI. This address comprehensively covered the status and the ailments affecting the helicopter industry in India. Apart from covering the profile of the Indian Rotorcraft industry, the address delved into the reasons for the negative growth of civil registered helicopters in some detail and the corrective measures required. As brought out clearly by him, the problems were known and so were the solutions. What was required was focusing on implementation of decisions already taken during the large number of meetings held on various issues from time to time so that the ailing industry could be revitalized. Details of the address are placed at page -26.

Address by Ms Usha Padhee Jt Secretary MOCA After thanking the organisers for giving her an opportunity to interact in the meeting, she mentioned to the participants that she had gone through the issues and challenges facing the Industry and assured them on behalf of MOCA that she would do her best to facilitate a solution.

She recognised the fact that the situation demanded urgent measures which she said would be initiated with open mind as she had recently assumed the office as Jt Secy in MOCA. She recognised the fact that the stake holders of the Industry are committed to the sector and wish to contribute to the growth of the

ROTOR INDIA - QE 30 SEPTEMBER - 2015

<<Special Report on National Symposium>>

Message from Dr. K.D. Singh, Chairman, Parliamentary Committee on Transport, Tourism and Culture Delegates at the symposium

Friends,

sector. Given the energy, resources, time, professionalism and business ethics of the stake holders, she was looking forward to work with the Industry in finding out solutions and strategies to clear the bottlenecks facing the Industry.

She recalled that her predecessor Mr. G. Asok Kumar had institutionalised a mechanism for regular interaction with the Industry representatives and this mechanism will be continued as there are dynamic issues which have to have continuous dialogue. Before ending her speech, she said that she was looking forward to a lot of positive outcome of the meeting.

Address by Dr. BP Sharma, CMD, Pawan Hans Ltd. Addressing the gathering at the National Symposium Dr. BP Sharma, CMD, Pawan Hans Ltd, endorsed the view that Helicopters would play a pivotal role in connecting the hinterlands of this vast country of 1.25 billion people. In spite of ambitious plans for improving regional and intra state connectivity in last 20 years very less progress has been made in the area. The reason might be varied however the potential does exist especially for intra state and rural connectivity given that India has around 726 district head quarters in 36 states and if a single heliport is built in every district headquarter then the country would have close to 700 heliports. With one helicopter for every district, and on top of this if you add 10-20% it amounts to 800 helicopters and with adequate support from the states a workable model can be achieved.

Thought this industry might be plagued with problem but nothing is unsermountable if the stakeholders of the industry, private sector as well as the government join hands together, think positively and work towards creating a favourable ambience for the industry. Details of the address are placed at page -27.

After the talk by Dr. B.P. Sharma, CMD, Pawan Hans Ltd., Capt Ajay Singh, CFOI, DGCA made a presentation on the Initiatives taken by the Regulator for Safe & Efficient Heli Ops in the country. He stated that DGCA’s vision is to endeavour to promote safe and efficient Air Transportation through regulation and provide a proactive safety oversight system. From this flow different objectives in how DGCA goes about its job. Specifically as far as helicopter operations are concerned.

The key thrust area is to provide sufficient regulatory infrastructure.

He admitted that most of Indian regulations are focused around fixed wing operations and even there we need to catch up. When it came to helicopters DGCA has a significant ground to cover. Details of the address are placed at page -28.

I would have loved to be present in your midst to attend the inaugural session of this symposium organized by the Rotary Wing Society of India, which is basically to deliberate on the problem being faced by the Civil Helicopter Industry in India. But I could not do so due to my preoccupation elsewhere. I as the Chairman of Parliamentary Committee, which concerns among other sectors also look after the Civil Aviation Sector and also as a person is well aware of the basic issues relating to Helicopter industry in India. This Parliamentary Committeehad already gone into the issues relating to Helicopter Operations in India and submitted a comprehensive report to Parliament in August, 2011.

That report though short, highlighted all the basic issues quite comprehensively and made recommendations of far-reaching importance.

I am thankful to RWSI to have opened up this issue again, and now I propose to call all the concerned authorities alongwith the Ministry of Civil Aviation before the Committee to basically review the actionstaken on our recommendations. We will also take the conclusions of the symposium into our consideration.

Friends, it was only last month that I had discussion with CMD, Pawan Hans, how to expand Helicopter services in India and how to pursue it further. Needless to say that Helicopter operations in our country have a long way to go. It has immense potential for expansion.

While the fixed wing aviation has expanded a great deal, the rotary wing unfortunately has not received the attention it deserves With these words, I thank Air Vice Marshal K. Sridharan Ji and his other colleagues and wish the symposium all success and hope it to have meaningful deliberations.

Jai Hind!

Address by Dr. RK Tyagi, President ElectAeronautical Society of India, ex Chairman HAL & CMD PHL. Addressing the gathering at the National Symposium on ‘Resurrecting Ailing Civil helicopter Industry in India’. Dr. RK Tyagi resonated on the theme of the seminar and concurred that the industry was indeed stressed; however he was very hopeful of much needed change. He also felt that the need of the hour was an industry body which will go and educate everyone, the policymakers and stakeholders demanding change.

Dr. Tyagi reiterated that the need of the hour was to aggressively and relentlessly pursue such issues with the concerned department in the interest of the helicopter fraternity at large. Details of the address are placed at page -29 The session ended with a vote of thanks by Air Cmde Ravi Krishan VM (G), Secretary General (NR), RWSI.•

ROTOR INDIA - QE 30 SEPTEMBER - 2015

25

<<Special Report on National Symposium>>

Welcome Address by Wg Cdr BS Singh Deo VM (Retd), Vice President RWSI After welcoming the participants, he opined that the Industry is really gasping for breath and needed detailed deliberations to evolve suitable action plan which will help in resurrecting the Industry.

He proposed that Air Vice Marshal (Retd.) K. Sridharan giving details of what is ailing the industry. He said while for last three decades the number of helicopters grew in India rather slowly but in last three years the numbers have declined. Operators who bought helicopter to run charter services made an attempt to introduce Helicopter for Emergency Medical Services, Airborne Law Enforcement and Electronic News Gathering have not only given up but some have even sold their helicopter out of the country and that is how the fleet has reduced. He felt that the deliberations in the great forum may find possible solutions to what ails the industry. Unfortunately Shri K D Singh Member of Parliament Rajya Sabha and Chairman of the Parliamentary Standing Committee on Transport, Tourism and Culture could not make it to this event owing to a certain commitment.

On behalf of members of RWSI, he thanked all the distinguished panellists Dr Tyagi ex chairman of HAL; Ms Usha Padhee Jt Secretary MOCA, Dr B P Sharma CMD Pawan Hans and Capt Ajay Singh CFOI DGCA and all the other esteemed delegates who had spared their valuable time to participate in the event.

Theme Address by AVM K Sridharan VM (G) Retd, President RWSI In his Theme address, AVM K. Sridharan highlighted the reasons for the negative growth of civil helicopter fleet in the last 3-4 yrs. and also gave an overview of the Safety Performance and Regulatory Issues affecting the Industry.

Among various categories of operators in the country, there are non schedule operators, private, paramilitary, government and PSUs. He then emphasised that health of industry is reflected in the number of helicopters available for commercial operations. There are 199 machines under this category and most of our commercial operators have small fleet of less than 6 helicopters bringing in its own set of problems.

Regarding composition of the Fleet â&#x20AC;&#x201C; there are over 12 Helicopter Manufacturers from across the world whose helicopters are operating in the country adding to problems involved in training of aircrew & technicians and maintenance of the helicopters etc.

The Regulator has also to meet challenges in handling periodic proficiency tests of pilots in each of these different types amongst other things. In terms of vintage helicopters, 2/3 of the fleet comprises of first and second generation helicopters requiring replacement at the given time.

Though a helicopter caters to multiple roles, in India it is utilized in limited conventional roles, owing to the regulatory constraints and mind set of concerned authorities.

He then highlighted the roles in which helicopters are used in India and the challenges faced therein. Charter flights especially for the corporate heads and executives constitute nearly 67% of its total usage, followed by 15% usage for Logistic support for the Energy Sector (Offshore & Onshore) & 15% usage for Heli-Pilgrimage. Heli pilgrimage is another business which is fairly recent and gaining momentum, followed lastly by disaster management and Election flying which are fairly seasonal in nature.

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In the usage of helicopters for charter service, the actual utilization rate is only about 25-30 hours per month whereas in developing countries and in countries like Africa, Middle East, East Asia, Latin America, the usage is much better. In usage for Energy Sector, over29-30 helicopters (all twin engines) are used in providing logistic support to offshore platforms of Exploration & Production Agencies such as ONGC, Cairn, Reliance, British Gas etc. in Bombay High/KG Basin. The helicopters employed in these roles achieve high utilization rate of 70-80hrs per month per helicopter.

The heli pilgrimage is an area which has picked up in a big way, wherein the flying effort is nearly 100hrs per month per helicopter. As it is a seasonal activity it is saturated at points and the air space control needs to improve. Vigilance is required to promote flight safety of air crew operating in their area to prevent accidents. AVM K.Sridharan further stated that usage of Helicopters for Emergency Medical Services has been very limited. He then mentioned that Pawan Hans is likely to launch HEMS soon. Though, helicopters are used by Para Military Forces in Airborne Law Enforcement in Naxal infected areas, it is yet to be used by State Police forces. He said that it is unfortunate that civil helicopters are used in quasi-military roles by Para Military Forces without adequate precautions.

Disaster Management is another sector wherein helicopters are used in a highly unplanned manner. As can be seen from the relief operation in Uttarakhand in June 2013, 10-15 civil helicopters parked at Kedarnath were immediately pressed into service, as the calamity struck. The helicopters did a commendable job during the period. It is to be noted that over 40 civil helicopters were employed in the relief and rescue operations along with military helicopters enabling evacuation of a record breaking 20000 people by the 23 June 2013. Similarly during the Sikkim earthquake in 2011, civil helicopters available in the area were pressed into service to evacuate critically injured. Though all disaster relief operations fall under the jurisdiction of the Indian Armed Forces, it is to be realized that usage of civil helicopters available in disaster prone areas may help save a lot of lives in a crisis situation. So why canâ&#x20AC;&#x2122;t we integrate civil helicopters in Disaster Management Plans.

He mentioned that helicopters are extensively used during Parliamentary & Assembly Elections. In the last Parliamentary Elections in 2014, nearly 81 helicopters were employed in providing airlift to 13000 political leaders across the country. AVM K.Sridharan applauded the DGCA for its well monitored oversight of the whole operation which involved over 7000 hours of accident free flying .It may not be a guaranteed in the future, unless the support for election flying is well planned ahead.

Moving on to the cumulative reason for negative growth, he listed following factors: a) Devaluation of Rupee against $ & Euro, b) Lack of Optimal Utilisation of Helicopters, c) Lack of Infrastructural Facilities d) Escalating Cost of Operation, d) Accidents are bad for Business e) Regulatory Constraints and Recommendations The devaluation of the Rupee during 2011 to 15 has been phenomenal. The USD has gone from 45 to 66; Euro went from 55 to 73+. Customs Duty went up, import of spares went up. Subsequently the maintenance costs of helicopter went up by 2.5 to 3 times and the Direct Operating Cost of helicopters went up by 3 times.

It is also understood that CST benefits given to the turbo prop aircrafts are not extended to Helicopters, in spite of it being addressed as an issue nearly for the past 5 yrs. Helicopters do not aim to compete

ROTOR INDIA - QE 30 SEPTEMBER - 2015

<<Special Report on National Symposium>> with fixed wing aircraft as their role is mainly sub regional and in remote areas .They are best used to provide point to point transportation.

As the time taken in procuring permits for landing in Temporary helipads in hinterland ranges from 48-72hrs, no helicopter operator can afford to wait. Besides, available time for flying is also restricted from sunrise to sunset, and is not used during bad weather or night time.

It may be seen that even though over the years multiple helipads have come up throughout the country, there are no licensed heliports for sustaining safe and efficient operation. The available helipads/ helidecks are substandard, and there are multiple issues involved with the auditing of these helipads.

Privatization of Chatrapathi Sivaji Airport at Mumbai had resulted in the helicopters located at this airport to be moved to Juhu Airport, causing enumerable problems and phenomenal cost hikes. Similarly, at Delhiâ&#x20AC;&#x2DC;s IGI. Airport, Aeronautical & Non-aeronautical Revenue charges have sky rocketed as outlined here: (a) Hangar Rentals Rs.1600/- + Tax per sq.m, per month which is common for both Fixed and Rotary Wing.

This was only Rs.740/- last year, (b) Parking Charges are Rs.48/- + Tax per hour whereas the AAI charges are only Rs. 14/- per hour (c) Landing Charges in Delhi is Rs.10, 700/- + Tax whereas AAI Charges only Rs.60/- per 1000 Kgs (d) Passenger Service Fee at Delhi is Rs.534/ - per passenger while AAI Charges only Rs. 350/- and (e) Security Handling Charge is Rs.330/- per sortie while AAI does not charge at all.

What is disturbing is that fixed wing tariffs related to aeronautical services such as Route Navigation Facility Charges (RNFC) and Terminal Navigation Landing Charges (TNLC) are being levied by AAI to helicopters even when such services are not provided to helicopters when they operate to remote areas.

During the last few months AAI has instructed that all General Aviation flights from an airport be necessarily handled by Ground Handling Agencies contracted for the task at that airport. Consequently Rs. 20,000/- to 25,000/-has to be paid per flight although minimal services are provided / utilised by the helicopter operator.

Outlining the safety performance of civil helicopters during the years 2005 to 2015, he said there were 37 major civil Helicopter accidents in India. Nearly 25 of these accidents (67%) were attributed to pilot judgment errors (Loss of Control, Loss of Visual Reference, Wire Strike and Ground Accidents. It is a matter of great concern that there were eight loss of visual reference fatal accidents in which the pilot lost situational awareness and flew the helicopter inadvertently into terrain.

Weather was a factor in all these eight CFIT accidents.

Highlighting the Impact of Commercial Interest in Safety, he said that many pilots believe that benign pressures from the management were responsible for going ahead with the mission under IMC which caused these CFIT accidents. Poor financial health of the operators in some cases may have been responsible for going ahead with the missions for commercial considerations. He proposed verification of financial health of the operator during DGCA audit which he said may help preempt such work situations. Additionally, the Regulator may continue to instill confidence in the pilots by allowing pilots to abort the flight in case of bad weather and if the pilot does a safe forced landing, he was not to be penalized. This step had helped into bad weather. In 201314, we understand that there were over 25 instances when pilots carried out diversionary landings to avoid flying into bad weather.

Concluding his address, he opined that the outlook for the Civil

Helicopter Industry in India was gloomy, especially for Helicopter Companies involved in Non Scheduled Operations. Besides the reduced growth of Civil Helicopter fleet, commercial helicopter operators are getting frustrated over phenomenal delays in addressing Op, Fiscal and Security issues affecting the Operators.

There have been two major Reports on Civil Helicopter Operations in India. In Oct 2008, a Committee appointed by MOCA which conducted a survey of Metro airports in the country during Apr-Oct 2008 with reference to the facilities available for helicopter operations like ATC, firefighting, safety provisions, passenger amenities etc. had identified suitable sites for establishment of the Heliports and proposed separate routes for helicopters.

The Committeeâ&#x20AC;&#x2122;s Recommendations have not been implemented fully. There are also many recommendations /Observations made in the 169th Report of Parliamentary Standing Committee on Safety of Helicopter Operations in India which was presented to the Rajya Sabha on 11 August 2011.

Many of their recommendations are waiting implementation. He requested the MOCA to implement the recommendations made by these expert committees on priority. In the end, he thanked the delegates for sparing their valuable time to participate in the event and share their views and suggestions.

Civil Helicopters, Growth Opportunities & Strategies by Dr. B.P. Sharma, CMD, Pawan Hans Ltd. Adressing the gathering at the National Symposium Dr. BP Sharma, CMD, Pawan Hans Ltd, endorsed the view that Helicopters would play a pivotal role in connecting the hinterlands of this vast country of 1.25 billion people.

Inspite of ambitious plans for improving regional and intra state connectivity in last 20 years very less progress has been made in the area. The reason varied from prohibitive costs of construct and maintenance of airports suitable for fixed wing aircrafts to viability of such services given the quantum of traffic particularly in hilly areas like Himachal, Uttrakhand etc.

Helicopters can bridge this gap of connecting the tier 2 and tier 3 cities where fixed wing operations are less viable. AVM Sridharan VM (G) (Retd.), President, RWSI, having covered the technical aspects of the industry, Dr. Sharma felt that the need of the hour was a positive and growth oriented approach towards helicopter industry. Dr. Sharma stated that India did not have a single licensed heliport; however he informed the gathering that Pawan Hans is making the first one which will be probably ready by next year. Out of around 350+ airports in India, 125 are managed by AAI and out of this only 50-60% are viable. In terms of helicopter operations India has only 274-280 helicopters in the commercial market and out of that almost 53 were operated by Pawan Hans and record for utilization was dismal. Worldwide utilisation of helicopters other than corporate, off shore, VIP and passenger service (Medical emergency services, law enforcement, multi mission) was pegged at 40-50% of the total helicopter industry whereas as in India it was just 4%. Lack of awarness and proper cordination between various bodies does contribute to such poor numbers.

Helicopter industry has a great growth potential especially for intra state and rural connectivity. India has around 726 district head quarters

ROTOR INDIA - QE 30 SEPTEMBER - 2015

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<<Special Report on National Symposium>> in 36 states and if a single heliport is built in every district headquarter then the country would have close to 700 heliports. With one helicopter for every district, and on top of this if you add 10-20% it amounts to 800 helicopters and with adequate support from the states a workable model can be achieved. Our districts have very good population and this huge potential remains untapped. Only thing is state has to be put on board and it has to become slightly workable.

Pawan Hans operates helicopters having a seating capacity of 6 -26 which would be ideal for intra state connectivity requirements which can also be met with small fixed wing aircraft of similar capacity. If districts are connected with respective capitals in lines with the heli hubs concept which is part of the new draft policy it might prove to be the game changer foir the industry as a whole. Pawan Hans has on the anvil a proposal to establish 4 heli hubs – Delhi, Bombay, Guwahati and one in Southern region. The investment would entail 4700 cr for developing helipads/ heliports. With the new civil aviation policy being formulated an estimated 40,000 cr are required in next 10 years for acquisition of helicopters. However for a sustanable future for the industry India has to bridge the gap in terms of skill in the field which is currently lacking. The lack of full fledged MRO infrastructure was also a dampner for the growth of the industry. Only Pawan Hans was engaged in some level of maintenance but perfect MRO facility was still elusive.

Dr. Sharma concluded his address by thanking RWSI for giving him the opportunity to interact with various stakeholders of the helicopter freternity and had no apprehension in reiterating that the helicopter industry still holds a lot of promise and lot could be achieved with concentrated, collective and positive approach towards the industry.

Regulator’s initiatives for Safe & Efficient Heli Ops by Capt Ajay Singh, CFOI, DGCA Capt Ajay Singh, CFOI, DGCA commenced his talk by stating that he would give an overview of ‘Regulator’s Initiatives for Safe and Efficient Helicopter Operations’. He stated that DGCA’s vision is to endeavour to promote safe and efficient Air Transportation through regulation and provide a proactive safety oversight system. From this flow different objectives in how DGCA goes about its job. Specifically as far as helicopter operations are concerned.

The key thrust area is to provide sufficient regulatory infrastructure.

He admitted that most of Indian regulations are focused around fixed wing operations and our country needs to catch up. When it comes to helicopters DGCA has a significant ground to cover.

Capt Ajay Singh emphasised that DGCA is looking at international best practices and constantly reviewing regulations. For this we rely on feedback. DGCA is looking at streamlining of procedures and processes.

Unfortunately Civil Aviation in India went through a period when India was downgraded in terms of our FA assessment which affected the country’s operations on conducting some introspection a serious lack was found in most of the processes. When new systems are introduces they are expected to be clean and streamlined procedures, but it is to be understood that an initial learning curve is required from both the industry as well as regulators side. The DGCA trained inspectors on new procedures and only with time may the processes and procedure be frozen. Largely these are related to aeroplanes because that is the first focus; but shortly DGCA will move towards simplifying procedures which focus on the type of operations, aircraft, weight category etc. Capt Ajay

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Singh stated that DGCA had inspectors on secondment till a year back.

Capt Irshad Ahmed the Doyen of helicopters who is present at the seminar has guided and continues to guide helicopter inspectors that were inducted into DGCA last year. The strength has now reached11 helicopter inspectors out of a total of 52 odd inspectors. India has only around 280 helicopters but there are numerous types thus DGCA can’t possibly train inspectors on all the types. People from the industry in India and abroad have helped with the trainings. To supplement this effort DGCA has inducted industry examiners and train them as well in the certification procedures. Normally DGCA would like flight operation inspector to be trained on the helicopter but where there are no such means specific type of expertise needs to be looked into.Such expertise have been inducted and trained in a limited short capsule where industry experts come in and have a look at the type related subject and the FOI takes over from there. The main idea being that industry can’t bottled just because DGCA doesn’t have the resources thus cant allow certification.

Capt Ajay Sing in a candid statement admitted the slow pace at which files move in DGCA. From the time an operators summits an application at the reception it takes almost 2-3 weeks till it gets to an inspector’s table. This is simply un-acceptable because many a times there are issues that are time critical, specially when helicopters are concerned. He however informed the gathering that FSDwas moving towards e-Filing to minimise delays. Perhaps by the end of this year EGCA system where filing of applications online and thereafter tracking the status of application would be a reality.

Commitment to Reclassification of Air Transport Operations in India was brought out. He mentioned that the report on the website includes helicopters and airplanes. The aim was to revamp our regulations and manage the change to align with international best practices followed by EASA and FAA. Have proportionate regulations that reflect on the complexity and the weight of the type of machine that is being operated and the type of operation.

He emphasised that General Aviation regulations on the helicopter and aeroplane side need to be strengthened. Present regulations don’t leave enough to develop general aviation and give them the flexibility to be able to operate without that degree of oversight that is needed for commercial operator.

It was stated that CAR 8-H-1- is primary regulation for helicopter operations. Till last year there were 7-8 CARs and operation circulars relevant to helicopter operations and based on industry feedback it was decided to amalgamate and consolidate all of them in to one regulation.

The CAR is under review to comply with lot of annex requirements that were perhaps left out. By the end of September the draft CAR would be released.

Training being aligned with international practices. Capt Ajay Singh emphasised that at times training has come in as a result of accidents and then it just carries on in a system. Very often dispensation cases are processed and one has to ask oneself if there is so much of dispensation then either that regulation is not fit for the industry or there is some gaps that needs to be addressed. Wherein RWSI performed a stellar role. DGCA has introduced training but there is no capacity in the industry to be able to execute. It is easy to sit and make regulation but it has to be implementable.

DGCA has introduced the system of ground training organisations and some organisations have applied, RWSI included.

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<<Special Report on National Symposium>> Speaking on HEMS Capt Singh stated that HEMS is currently part of this CAR 8-H-1.A separate ops circular is being put up for approval.

This operation Circular will not address issues such as flight plans because that involves some of the ministries and some other clearances that require Ministry of Home or Defence. But as far as DGCA is concerned or MOCA is concerned lot of issues will get taking care of in HEMS circular that will be released in a week or 10 days.

a) Creation of specific agency for handling the low altitude aerospace. b) Introduction of 12 pilot projects in 12 cities of China sponsored by the state in which they would identify a city and establish heli operations which will take care of Medivac, Law & Order and other applications. c) They encouraged OEMs you come and set up factories in China to produce the helicopters. These three things could be emulated by India.

Taking about certification procedure Capt Ajay Singh stated that although it is supposed to be applicable for helicopters and aeroplanes.

Essentially they are really meant for large airlines, large fixed wing aircrafts, not even small aeroplanes and not helicopters. Civil Aviation Publication 3100 certification of operators is the document. However it has been observed that this does not addres concerns of how to manage oversight or certify operators in the industry. They are simply not geared for it. This is under review as well. CAP 8100 is for how the operation manual is prepared. This is reasonably okay as far as assessment goes.

There is an effort to get ops and Airworthiness together. Joint looks very good only on paper. So jointly if ops and airworthiness sit together or at least work in parallel fashion, things can get done much faster.

Another reason sighted by Dr Tyagi as to why the industry was not able to do well, is that having only 280 helicopters, there were 80 operators and the top 5 operators handled 50% of helicopter assets which was indicative of bitter competition.

He then summarized his speech saying the DGCA does not have separate robust regulations for General Aviation. Heliport and Rooftop helipad clearances – some of these issues are not touched by Flight Standards Directorate but it is by DGCA and some of these clearances need to be looked at in terms of procedures and time it takes to get them. PinS has come in, procedures have come in but DGCA needs to have regulations to approve these. Airport Authority has to come up with these procedures which can be followed because lot of helicopters do have navigation system that can take them to a certain point and then take over visually after that. That needs to be exploited and stated that the country don’t have regulation for police work and aerial work that has vast scope in our country. And ended his speech by thanking the audience.

Address by Dr. RK Tyagi, President Elect-Aeronautical Society of India, ex Chairman HAL & CMD PHL Addressing the gathering at the National Symposium on ‘Resurrecting Ailing Civil helicopter Industry in India’ organised by The Rotary Wing Society of India (RWSI), Dr. R K Tyagi, President Elect-Aeronautical Society of India, ex Chairman HAL and CMD Pawan Hans Ltd. resonated on the theme of the seminar outlined by AVM Sridharan VM (G) (Retd.), President RWSI and concurred that the industry was indeed stressed; however he was very hopeful of much needed change. Expressing confidence in the new induction of Ms Padhee in Ministry of Civil Aviation, he was hopeful of the ministry’s support. He also indicated that Capt Ajay Singh’s, induction into DGCA, was a very positive step for the industry and expressed that things were looking up in the times to come.

Historically, last 4 years have been bad for the industry and especially helicopters. In 2011 there was national plan during which it was proposed to the Planning Commission that 269 helicopters be added at an investment of 10,000 cr. However inspite of good planning, good efforts and good intentions the helicopter industry suffered and never took off.

From 277 helicopters it declined to 260. In comparison in 2011 China had 180 helicopters. They made a plan that in next 7 years they will have 1800 helicopters. By December 2013 they achieved 436 and by December 2014 they achieved 583 helicopters clocking a growth of 35%. This was achieved by:

Even though the India economy has grown at a robust 7%, it has witnessed a decline in terms of helicopters. To change this scenario the aviation policy will have to be drastically revised and there has to be emphasis on tier II and III connectivity combined with mutual coordination between all the stakeholders of the industry.

The government has promised that there will be Aviation policy by next month. It will be a draft policy. He felt that it was time when helicopter fraternity, all its stakeholders, join hands together. RWSI can take a better lead in this time and have its own draft helicopter policy is prepared and tell the Government that this is what is proposed to the stakeholders who are suffering not only financially but also in terms of growth and investment.

Make In India - in helicopters was taking shape with all the leading OEMs of the world setting up factories in India like Air bus with Mahindras, Russian helicopter with Ambanis, Sikorsky with Tatas, Bell helicopters in negotiation with DTL, HAL manufacturing its own platforms and others. By rough estimate the Defence Forces will be acquiring more than 1500 helicopters in 5-6 years. LCH – more than 600-800, helicopters in 5-8 ton class, helicopters in 10 ton class. If that is going to be the investment and readiness on the military front, world over the history is that you excel and develop capabilities in military segment which are then transferred over to civil. That means the stage is now right when besides planning for the helicopters in the military segment planning is also done at a national level.

He also felt that the need of the hour was an industry body which will go and educate everyone, the policymakers and stakeholders demanding change. Dr. Tyagi concluded by commending RWSI for being very aggressive and educative in taking up all the issues for the industry and expressed sincere appreciation for the work done for the indutry and hoped that we would witness better days for the helicopter freternity.

Presentation on Infrastructural & Regulatory issues by Capt Uday Gelli, President RWSI (WR) The technical session was opened with an addressal

by Capt. Uday Gelli at the National Symposium on ‘Resurrecting Ailing Civil Aviation Helicopter Industry in India’ organised by the Rotary Wing Society of India began by acknowledging his fellow speakers and the points mentioned by them regarding the factors affecting the growth and regulation of Helicopters. Capt. Gelli himself talked about the issues affecting the cost of operations or economy of operation of the Helicopter Industry.

He began by highlighting the various companies he has worked with and felt the investors who actually invest their money had little or

ROTOR INDIA - QE 30 SEPTEMBER - 2015

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<<Special Report on National Symposium>> negligible knowledge of the actual operations as a result of which the professionals running the organization are unable to sustain a satisfactory Return on Investment. A private sector company is mainly driven by profit or money being generated, the lack of which does not help in bringing in more investors into the industry which may lead to the growth of the industry.

He then mentioned few issues which are affecting the regulators and operators, supporting them with examples such as acquisition of helicopters and why the acquisition cost is high. As also mentioned by Dr.B.P.Sharma regarding the PHL , Cost of Helicopters which Capt. Gelli felt was a different aspect as acquiring a helicopter is dependent on the needs, and procuring a new helicopter would certainly cost some money.

Alternatively either a second hand machine may be procured or it may be leased as the cost of acquisition has gone up into crores. The lease rentals generally start from the day the contract gets signed and accordingly the payments needs to be made. A helicopter may then be transported either through air or through ship, wherein the difference in transport time is a lot, where air may take 3-4 days ship may take 45days. Then are the various formalities that needs to be completed upon the arrival of the aircraft such as – custom clearance, DGCA Regulation compliance requiring blocking of registration number, issue of CFR, ARC, CFA, aero mobile license, flight tests and endorsement on NSOPetc. all in all the operator loses nearly 2 months of rental even before the helicopter is put on contract, hence an imported helicopter takes around 60 days and 2 crores of money before it may be put into business and no contractor may have that kind of markups. Capt.

UdayGelli hence emphasised on the need for the regulatory authorities to step up at this point and fix a time limit on the completion of the formalities, and have the same done as soon as possible.

Running Operations – A company incurs expenditure for instance outstation operation. As per the rule the C of R needs to be issued whenever the company has an approval. And C of R is issued based on the type of helicopter and the inspection and a deposit needs to be made for the same. The whole process keeps on adding to the cost of operation. Whence one factor is time and the other is money.

Citing an example as is in the Juhu Airport which may be busier than some of the domestic airports, number of issues are being faced by the operators with atleast 70-80 flights taking off every day.

The various other factors adding to the operational costs as in pilot encounters radio issues right after take-off and the radio set having disturbance which would be marked as an incident which requires downloading of FDR, CVR, and an inspector needs to come in and inspect and clear, all causing delay. An operator incurs huge amount of losses because there are liquidate damages and penalties. Oil companies are particular about the helicopter and contractor should departing on time as he has a flight schedule. Number of people go and come in.

Cargo goes and comes in. All of which adds up to the cost.

Audits – All operators undergo audits – internal and external, which take a lot of time and manpower. Eg. If the Chief of Safety has ordered 7 audits in a month it accounts to: approx. 85 audits internally of an operator, inspection, pre-flight medical documents, CAR, maintenance, CL145- internal audits. Regular audits by the DGCA regulator, base audit (once a year), and station audit (once in 2 years).

Local DGCA audit which is two times a year, then headquarter audit

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(once in 2 years), CAR 145 audit (once in a year), term audit causing lockdown of manpower as well as money. Capt. Gelli hence requested to have an Air Safety officer to be posted at Juhu Airport to cut on time and money, as there are a lot of incidents recorded especially during the monsoon season. He also felt that the Air Safety Inspector/Auditor who comes in rather than trying to find faults in the process must rather focus on the verification of the part and machine operation.

Next he addressed the issue with AAI pertaining to the moving of all helicopters to subsidiary airfields. He felt as helicopters are also a part of the aviation industry only they must not be treated separately or as third class. The airports have increased the costs, and land costs are imposed on all operators either to construct a hanger or put pota cabin. The established rates have been increasing at the rate of 2.5 to 5% every yr. and he felt the aviation industry must not be equated with the hospitality or housing industry, ensuing which operators all went to court.

The various hangers which were handed out to operators were vintage quality, and crumbling, which were fixed up by the operators themselves incurring around 4.5 crore, the cost of which has gone up by 380 times, and which may not be said for general property rates in Mumbai. For small time operators who may not be able to get hangers have space allotted for pota cabins. These are procured at cost, and re done and hence pay rent. And have been slashed with 500% increase in rental.

The market is very pricesensitive and any increase to the ticket cost affects the business of the aircraft.

Handling charges- Airport Authority has employed certain private companies to do the flight handling. Helicopters do not require flight handling. They carry 3-4 passengers, and the pilot does everything there. Juhu has one of the most expensive ATF. Capt. Gelli closed his address requesting these problems faced by the industry to be looked into, as these affect the economics of operations.

Presentation on Escalating Cost of Operation by Capt Sanjay Mittal, Secretary RWSI (WR) Addressing the gathering at the National Symposium on ‘Resurrecting Ailing Civil Helicopter Industry’ organised by the RWSI, Capt.

Sanjay Mittal began by stating how the problems in the ailing helicopter industry is close to the heart of every stakeholder in the Rotary Wing industry.

Analysing the ailments the problems were classified into 3 broad categories: Fiscal issues as was covered by Capt. Gelli, and the Infrastructural and Regulatory issues, covered by Capt. Sanjay Mittal.

The helicopter industry in India grew up till 2011 however since then there has been a decline, and today only about 0.75% of the35000civil registered helicopters is the world are in India. All this whilehelicopters themselves have become much more versatile in terms of load / passenger carrying capacity, range and operating in adverse weather conditions.

Covering the Infrastructural issues first, Capt Sanjay Mittal stated that: landing and parking spaces is the most important aspect in this

ROTOR INDIA - QE 30 SEPTEMBER - 2015

<<Special Report on National Symposium>> category. Helicopter is a machine that is capable of operating from a small helipad of may be 10-12 sqr mtr. Ironically it is the aspect where our country is lacking the most.

International airfield at Santacruz in Bombay has been placed out of bounds for helicopters. Not only can civil helicopters not park or land at Santa Cruz, it is impossible to even make an approach at this airfield. Permission is granted only VIP or Defence helicopters to make an approach or park there. At the same time Pune airfield has a limited civil aviation apron consequently helicopters are not based at the airfield but at private helipads in town. Thus, Bombay-Pune region which houses maximum number of helicopters in India is purely limited to VFR operations. Juhu airport at Bombay from where helicopter operations are permitted and the helipads which are in Pune are all VFR. The question of night flying is totally ruled out; even during day flying is limited to only VFR operations. Entrepreneurs purchasing sophisticated IFR helicopters are not able to put them to use. Big corporate houses in Pune with state of the art machines find that there is limited employability and they are unable to freely move between two cities of Pune –Bombay defeating the primary aim of the purchase.

Similarly in Delhi helicopter industry is being asked to vacate Palam Airport. New Greenfield airports which have come up in Bangalore and Hyderabad have failed to earmark an area for general aviation and more so for helicopters. Capt. Mittal then went ahead to discuss the USP of helicopters which is point to point transportation, and how in the current scheme of things this very strength is lost. Even in main cities like Bengaluru, Hyderabad, Delhi there are virtually no Government owned helipads available for charters. Operators need to construct private helipads and utilise them for operations for example Mahalakshmi Race Course in Bombay from where operations may be conducted or Rohini in Delhi and in Greater Noida where Corporate houses helipads have built helipads for this purpose.

Even outside the major towns in District HQs no Government helipads exist. As a consequence to meet the regulatory requirements to operate helicopters not only is permission to be taken from the land owner but also local authorities, local police and arrangements need to be made for ambulance and firefighting prior to each flight. As a result the helicopter company would have to plan 48-72 hrs in advance thus completely losing out on the next major USP of the machine ie saving time. Thus presently in India only pre-planned flights operating as near scheduled operations are a success. Helicopters are being limited to off shore industry and heli pilgrimage. Charter Operators or Corporate Houses utilising helicopters are dwindling and people are selling their machines because they are un able to deliver what is expected.

Moving on to Regulatory issues, Capt Mittal focused on the following : Excessive time being taken for sanctions and approvals. The time taken just for a Request for Approval by an operator to reach the FOI or principle FOI’s table is too long. Now if there is an observation or some additional information is sought by the FOI then the process starts all over again. The whole process takes about 4-5 weeks. DGCA accepting the request by the operator /response on email directly reaching the FOI would speed up the process substantially.

CAR on Commercial Helicopter Operationswhich has been issued last year needs streamlining.It is requested that DGCA or FSD take feedback from specific sectors like off shore or hill operatorsand general aviation and chartered agencies which cover themain

helicopter operating areas in India to help align the regulations with ground realities.

Moving onto Night Flying Capt Mittal stated that the syllabus given

by ICAO or EASA does not have specific night flying requirement for type endorsement. In fact in India for initial type rating on a single engine helicopter which is not a IFR certified helicopter, ie the helicopter itself is not permitted to operate by night, DGCA insists that night flying is conducted followed by night skill test.

Pre flight medical check - as per latest CAR 100% Pre Flight Medical Check with alcosensors is required. This is fine at the Base station; but what when operating form outstation helipads. For the first 48 hours no doctor is required, but thereafter one needs to consult a medical professional prior to commencing flying each day. Thus each helicopter has to be provided with a Alco Sensor and a printer but there may be a possibility of the instrument may become unserviceable.The crew and now not permitted to operate leading to delays and cost overload.

Use of temporary helipads leading to increase in cost was brought out next. It is a regulatory requirement to get approval from land owner, local authorities and local police for use of a temporary helipad. It is not practical for the helicopter operator to have a dedicated employee at every location, hence a person needs to be hired or the client may be requested to obtain required permissions / make arrangements at the helipad leading to substantial increase in the cost of operations.

Base approval – helicopters by its very employability mainly operate out of their parent base and may need to change base frequently.The operators are themselves unaware of the duration and location of operations. Maintenance activities come up periodically and if there is a requirement to obtain prior base approval for such maintenance activities leads to delays and increasing cost of operation.

AAI regulations- Helicopters are being handled like a Fixed Wing.

Rather than exercising closecontrolled we need to move to reporting system wherein the VFR helicopters are left on their own to follow predetermined routes..

Watch hours – Helicopters coming back to airfield need to land during the watch hrs only, Extension of watch hours is very expensive upto Rs 15000/- per hour for IFR airfields. VFRhelicopter flights must be allowed to land within the premises of airfield with minimal facility and significantly reduced charges.

VFR / SPL VFR operations – VFR in India is defined as 5 km visibility, which is invariably does not exist in the country. There is a provision for Spl VFR in controlled air space, however in uncontrolled airspace there is no such provision.

BCAS issues – The number of passes being issued for AMEs are limited particularly for MROs. Helicopter regularly move to small airfields with AME on board; BCAS is reluctant to issue an all airport pass. Lot of time and effort is required in procuring passes for foreigners.

Security checks of passengers boarding at remote helipads and Regulatory issues concerning helicopters employed in homeland security need to be addressed.

Capt. Mittal finally concluded saying it is important to regulate keeping in mind the national environment in which operations are being conducted. If required, differences must be filed with the ICAO while ensuring adequate safety oversight. This is probably the only way to have helicopters flying in a more free and friendly environment.•

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<<Special Report on National Symposium>>

Air Cmde SK Majumdar Memorial Lecture:

Prospects & Challenges in the Usage of Next Gen Helicopters 02 September 2015 at Habitat Centre, New Delhi

(L to R) Wg Cdr B S Singh Deo, VM, Vice President, RWSI; Lt Gen BS Pawar PVSM AVSM (Retd.) President RWSI (NR); Rear Admiral Philipose George Pynumootil NM, Assistant Chief of Naval Staff (Air); Air Marshal Birender Singh Dhanoa AVSM YSM VM, Vice Chief of the Air Staff and Air Cmde Ravi Krishan VM (G) (Retd.), Secretary RWSI (NR)

The post lunch session witnessed the Air Cmde SK Majumdar Memorial Lecture on Prospects & Challenges in the Usage of Next Gen Helicopters.

This session was chaired by Air Marshal Birender Singh Dhanoa AVSM YSM VM, Vice Chief of the Air Staff, and included panelists such as Lt Gen PK Bharali VSM, Director General, Army Aviation; Rear Admiral Philipose George Pynumootil NM, Assistant Chief of Naval Staff (Air); Lt Gen BS Pawar PVSM AVSM (Retd.) President RWSI (NR) and Air Cmde Ravi Krishan VM (G) (Retd.), Secretary RWSI (NR).

Welcome address by Lt Gen BS Pawar PVSM AVSM (Retd.) President RWSI (NR) In the welcome address of the session Lt Gen Pawar highlighted that the RWSI conducts the Air Commodore SK Majumdar Memorial Lecture as an annual feature to commemorate and honor the pioneer of military helicopter flying in India. Air Commodore Majumdar has the distinction of being the first pilot in the Indian defence forces to fly the helicopter and pioneer the concept of usage of military helicopters in India. Keeping in mind 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 the memorial lecture "Prospects & Challenges in Usage of Next Gen Helicopters in India".

Military Aviation today is looking at the next generation of military helicopters and the strategy to modernize vertical lift capability long-

34

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 of 800 km, hover with full combat load under high/hot conditions and with a degree of autonomous flight capability. Significant advances in technology such as computation structural dynamics modeling, expanded use of additive manufacturing, fly by wire controls, advanced condition based maintenance, Health and Usage Monitoring Systems and advanced turbine engine programmes, promise a big leap in rotorcraft capabilities. World over today the armed forces are seriously looking at the multirole concept, due to the changing nature of conflicts and financial constraints. In fact this will be the future roadmap for military helicopters growth strategy.

Remembering Air Cmde SKMajumdar

by GpCapt BS Bakhshi VM (G) (Retd) Remembering Air Cmde SK Majumdar, Gp CaptBakhshiVM (G) (Retd) recollected his long association with late Air Cmde SK Majumdar. In his opinion, the Air Cmde was not an individual but an institution by himself. Over the years he had acquired knowledge not only about flying but in depth knowledge of many other subjects too. You talk of any subject he had the in-depth knowledge, whether it was religion, philosophy, flying, politics; he could explain every doubt, with conviction and logical reasons. Such a person in Bengali culture it is known as â&#x20AC;&#x2DC;BhadraPurushâ&#x20AC;&#x2122;. Another good quality

ROTOR INDIA - QE 30 SEPTEMBER - 2015

<<Special Report on National Symposium>>

of this great man was that he always liked to pass on his knowledge and experience to his colleagues, subordinates and even superiors.

The achievements of Air Cmde are already tabulated, recorded and well known. However, Gp Capt Bakhshi in his talk focused on his personal qualities of dedication, integrity for his country & his leader ship qualities. He remembered Air Cmde SK Majumdar as a person with simple habits and very sound intellect. Some of the very unique tasks he undertook are still remembered by his juniors and have been passed down from generation to generation in helicopter fraternity in India.

Combat Potentials of LCH &Rudra by Wg Cdr Unnikrishna Pillai (Retd), President RWSI (SR) The focus of his address was on the existing technology platforms in India and how transition to the advanced technology for future generations is taking place. He informed that as we transit into future technology of helicopters, many challenges are being faced while applying it to produce new flying machines. However, once the new concepts are suitably modified and tested, there would be lot of benefits. This means, new generation helicopters will be more safe, secure, efficient and useful in flying.

New technologies greatly enhanced the combat potential of weapons platforms In addition to making it a very potent platform for any terrain, any weather, any time of the day. Details of the address are placed at page -36.

Combat Potentials of Next Gen Helicopters by WgCdr B S Singh Deo, VM, Vice President, RWSI Stressing on the changing nature of warfare concepts globally, and conflict environment that India is facing since 1965, WgCdr BS Singh Deo highlighted that in addition to conventional warfare capabilities it was imperative to develop and be prepared to meet unconventional, asymmetrical and covert threats emerging from the nation’s adversaries, located both within and outside the country’s boundaries. The future conflicts in complete spectrum of warfare would be highly intense, lethal and devastating. Therefore, the country’s new generation helicopters would need to change existing tasking aim from providing “friendly support to own ground troops” to “winning the war in the contemporary complex global environment”.

The winning of war happens at strategic level. However, the operational and tactical environment will always be unknown and constantly changing due to the fog of war. To deal with such unpredictable and complex situations the helicopters need to have upgraded enabling factors with enhanced technology.

To win in a complex world, the armed forces must have multiple options, integrate the efforts of multiple partners, operate across multiple domains, and present our adversaries with multiple dilemmas. The helicopter will remain a multipurpose flying machine and if used judiciously will always be a force multiplier to achieve the National Aim in any type of future conflict. Details of the address are placed at page -37.

Combat Potentials of AH-64E, CH-47F & Mi 17 V5 by Gp Capt Sandeep Chowdhury, Principle Director (T&H) Air Hqs Gp Capt Sandeep Chowdhury, Principle Director (T&H) Air Hqs shared with the audience IAF’s planned induction of new generation helicopters toimprove the Helicopter fleet capabilities. Besides recent acquisition of Russian built medium lift MI-17 V-5, two new US built helicopters, Apache and and Chinook, would be inducted shortly. With these next generation helicopters of advanced technology, the IAF has planned to improve its operational capability many fold. In peace time it can adequately meet the aid to civil power, disaster relief, causality evacuation and help in tasks of development of national infrastructure. In the ongoing low intensity conflicts these new flying machines would prove to be a potent weapon against the terrorists and antisocial elements trying to create law and order problems in various states. In war times these helicopters would have the capability of operating with confidence during precision offensive strikes against the enemy targets well inside the tactical battle areas (TBA). It would now have improved capability to undertake SHBOs in support of our surface forces in all types of terrain. Details of the address are placed at page -38.

Users Views on Prospects & Challenges in Usage on Next Gen Helicopters by Rear Admiral Philipose George Pynumootil NM, Assistant Chief of Naval Staff In his opening remarks the ACNS (Air) greeted the Chief Guest, members of RWSI and all military professionals present. He felt honoured for speaking on this important topic to the august gathering of senior and well informed professionals from the entire spectrum of the helicopter world. He thereafter proceeded to introduce the subject by informing the audience that helicopter fleet of the Indian navy does the job of its eyes, ears and teeth.

He informed that over the years, the tasks of helicopters in the Navy have increased manifold and include all aspects of naval operations in peace and war. The ACNS (Air) elaborated on the major challenges that he envisages while operating the next generation flying machines in the Indian Navy. Details of the address are placed at page -39.

A view from Army Aviation by Lt General PK Bharali VSM, Director General, Army Aviation Lt Gen P K Bharali VSM addressed the gathering on the prospects and challenges of future helicopter platforms by defining “Prospects” as, how future helicopter is to be used (doctrine) as perceived by the user and “Challenge” is how it has to be built keeping in mind the use of new technology for building these flying machine. He elaborated the fact that in advanced nations, it is the doctrine that drives the technology. In case of less developed nations like India, it is the available technology that drives the doctrine. Till our country has have a capability to build our own advanced helicopters,

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our Doctrine for utilizing these machines will be driven by the Technology.

From Army Aviation perspective usage of helicopters in operations were divided it into three types. First conventional operations second counter insurgency and counter terrorist operation and third would be in normal day to day use like for training, casualty evacuation, disaster relief, communications and other routine tasks. He informed that if the manufacturer focuses on technology for first type of conventional operations then the requirement of technology for second and third type would automatically met. Details of the address are placed at page-40.

Concluding Remarks by Air Marshal Birender Singh Dhanoa AVSM YSM VM, Vice Chief of the Air Staff The VCAS Congratulated the RWSI for organising this historic seminar along with the commemoration of 50 years of 1965 Indo - Pak war. He reminded all present, that unlike 1962 Indo – China war, where the helicopters were only used in air logistics and casualty evacuation.

However, in 1965 they were for the first time used in the offensive armed role as earlier covered in the Seminar Gp Capt Bakhshi. In this war, helicopters were fitted with liberator surplus guns and used for dropping bombs.

Covering the important tasks done by the IAF helicopters in the last one yearThe VCAS spoke about (a) Operation Make Rahat, (b) Op Triveni, (c) Op Maitry. Details of the address are placed at page -40.

Combat Potentials of LCH & Rudra by Wg Cdr Unnikrishna Pillai (Retd), President RWSI (SR) Introduction The talk was generally based on the explanation of current technology of helicopters in India and how transition to the advanced technology for future generations is taking place. He informed that as we transit into future technology of helicopters, many challenges are being faced while applying it to produce new flying machines. However, once the new concepts are suitably modified and tested, there would be lot of benefits. This means, new generation helicopters will be more safe, secure, efficient and useful in flying. He analysed, that in practice, ever since their inception, the present generation helicopters have never been able to do any major technological changes in their design except for few upgrades in avionics. Therefore, they have been part of one type of technology in their design. However, now as the new generation flying machines are set to come, there is leap in technology in design development of critical features of helicopters.

Brief History Induction of helicopters in India started with S-55, Bell47, Chetek/ Cheetah and, Mi-4. Subsequent inductions were of MI-8, Mi-17, Mi-17 V5, Mi-26, and Mi -25 / 35’s. All these can be clubbed into the one generation. Why? Because the basic design concepts of Main rotor, structure and Gear Box are of first generation helicopters. These helicopters have an articulated type of Rotor System, the basic gear box design is also similar in all these helicopters& structures don’t have

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features like crash worthiness. In future, the avionics changes will upgrade the existing fleet of helicopters. However, the basic first generation design limitations of the machine will not change.

Evolution of advanced technology in Dhruv, Rudra and LCH The evolution in the basic design of some core structural systems in a helicopter gives a considerable leap in performance, control response, stability, safety, survival ability, maintainability & complete flight envelope. In the second generation helicopters, following 3 fundamental systems will give this leap in all these capabilities mentioned earlier. These are: (a) Rotor systems - it is the blade, the hub and the complete unit, the way it is put together. (b) Gear box designs (c) Structure.

With the induction of the Dhruv, Rudra, & LCH in near future, India has gone into the operation of the next generation helicopters.

There is a leap jump in technology as far as these helicopters go.

Technological feature that makes these new generation helicopters are: (a) Hinge - less main rotor, (b) Hinge - less & bearing - less tail rotor, (c) Integrated dynamic system (MGB design), (d) Crashworthiness in structural design Benifits The benefits of changes made in the Core Systems of the new generation flying machines are as follows: (a) Hingeless Main Rotor Design the Hinge - less main rotor design gives tremendous agility at the same time greater stability during flying. The handling of control surfaces for pitching, rolling and banking is efficient. (b) High Altitude Performance - The performance and manoeuvrability at high altitude (18 – 20,000 feet) is far superior than a first generation helicopter. For example a Dhruv helicopter can land at Sonam (19,000 feet) helipad, in summer when the temperature is ISA +20 degrees C, with usual Payload of 640 KG. There is no problem with stability, control margins and power available. In These altitude & temperature conditions, no other first generation helicopter can operate in the glacier region. All this has been made possible by the technology which was mentioning previously. (c) Less Maintenance - In an Articulated Rotor systems, there are more number of complex rotational parts. Hence, they require very frequent oiling, greasing and replacement of components. In a Hinge-less system, there is no need to do oiling and greasing. For example in Dhruv helicopter gear box, there are only two stages for reduction of rotational speed. It has a simple design. The advantage is that the probability of a major gear box failure due to jamming is remote. It also has an excellent dry run capability due to favourable heat dissipation in the empty space within. (d) Tail Rotor. For tail rotor, having a Hinge - less and bearing-less tail rotor constitutes a cutting edge technology. This also gives better directional control in all phases of complex combat flight envelop. In this system, apart from tail rotor there are no other moving parts. Hence, there is negligible maintenance requirements. It has a failure mitigating system in its design. In case of tail rotor control failure, the tail rotor will still be giving certain amount of thrust because it is at a half way position. That means the helicopter pilot can comfortably make a forward speed landing or a running landing, (e) Crash Worthiness - Crash worthiness is a concept which has not been seen on any helicopter in India so far. In crash worthiness there are few fundamentals which one need to follow. These need to be built into structural design. These are: (i)The force transmitted to

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occupant is not to exceed human tolerance limit (14.5G). During an accident the landing gear will first take the impact to about 5 g followed by the bottom structure. As G increases above 5, the seats will start crupling to cushion the impact. Germans seats made by Fisher have the capability to restrict the g force subjected to the body to below 14.5g.

Thus, the crew and passengers inside the helicopter remain unhurt. (ii) Structure around the occupants remains substantially intact to provide liveable volume during crash. MGB & engines are prevented from reducing the cabin volume. (iii) Fuel has to be contained in crash resistant tank. That means, in case of crash there is a Self Sealing Tank with breakaway couplings.

Weaponisation DHRUV The HAL has fully weaponised Dhruv helicopter with following systems fitted :(a) Maximum of 8x Mistral Air to Air Missiles. (b) Maximum of 16 Helina Air to ground Anti Tank guided missiles. (c) Maximum of 48x70 mm S-Z rockets from Belgium with 8 km range. (d) Helmet Mounted pointing system coupled to the Turret gun. (e) Electronic Warfare (EW) Suit consisting of the following:(i) Radar Warning. (ii) Laser Warning. (iii) Missile Approach Warning. (v) Flare & chaff dispensers (f) EO Pod consisting of TV Camera, IR Camera, flares, &chaff dispensers.

Light Combat Helicopter (LCH). HAL has produced the indigenous prototype of LCH. The flight testing is complete. Only weapon testing is left. It has successfully landed in Siachen glacier with the required pay load. This is the first Attack Helicopter to land at this height.

Conclusion In conclusion, new technologies used in basic helicopter design of Dhruv, Rudra & LCH have greatly enhanced the combat potential of these machines. In addition, state of the art cockpit displays, weapons system & sensors on board these helicopters make it a very potent platform for any terrain, any weather, any time of the day.

Combat Potentials of Next Gen Helicopters by Wg Cdr B S Singh Deo, VM, Vice President, RWSI Introduction Wg Cdr BS Singh Deo, introduced the subject, by telling the audience about changing nature of warfare concepts globally, and conflict environment that India is facing since 1965. Besides conventional warfare capabilities, the Indian armed forces also need to be prepared to meet unconventional, Asymmetrical and covert threats emerging from the nation’s adversaries, located both within and outside the country’s boundaries. The future conflicts in complete spectrum of warfare would be highly intense, lethal and devastating. Therefore, the country’s new generation helicopters would need to change existing tasking Aim from providing “friendly support to own ground troops” to “winning the war in the contemporary complex global environment”.

Characteristics & Capabilities of Next Generation Helicopters The winning of war happens at strategic level. However, the operational and tactical environment will always be unknown and constantly changing due to the fog of war. To deal with such unpredictable and complex situations the helicopters need to have following upgraded enabling factors with enhanced technology. These are:(a) Improved Parameters. The future battlefield helicopters need to have all weather flying capability. The parameters of range, speed, endurance and payload need to be doubled. There are some experimental helicopters still on drawing board. One of them is called 280, because its speed is supposed to be 280 Knots. All other parameters are also almost touching the double of existing figures. (b) Self deployment. This means deployment without being dependent on Maintenance base for frequent servicing and replacement of components. This ability is needed not only in limited war but also in out of area contingencies and long range/ long duration detachments in Operational areas. (c) Early target identifications. With modern coloured TV cameras, Forward Looking Infra Red, the target identification, selection, and acquisition have become very efficient and effective. Further the development of laser designator the effective firing will be more precise and accurate. Over the years these weapons have developed. (d) Extended standoff ranges for weapon delivery. The contemporary adversary’s target systems now have very effective air defence (AD). This would be especially effective against the low and slow attack helicopters. However with better target identification and long weapon range for air to ground missiles will have increased the lethality. This way, own attack helicopters can avoid being hit by the enemy fire. They will always stay out of the effective firing range of target AD weapons. (e) Survivability. lot of R&D is going on in making helicopters survive the emergency situations, battle field environment in a more effective manner. This would also helicopter’s functional capabilities.

The latest developments in various situations are as follows:(i) Crash. To have minimum damage during crash, the strength of skids/ undercarriage ensures that it takes the initial impact. This is followed by crash resistant seats for crew and passangers. (ii) Gear Box. The current generation of gearboxes is based on high speed gears. During research in battle damages and other failure of Gear boxes, it was realised that high speed gears within the gear box are more prone to failure. If there is a leak of oil and the gear box runs dry, this high speed gear that fails within 30 minutes. However, experiments on low speed gears have shown that it can keep running dry for 4 hours without any heating or break down. Therefore, once this technology is implemented, the flying helicopters would become safer. (iii) Fly by wire Technology. Fly by wire technology has proved effective and safer in fixed wing aircraft for a long time. It has been effectively used in V-22 also. This technology is based on three Triplex Flight Control Computers (FCC), three different processors in each FCC, and two lanes per FCC with dissimilar processors. The advantage of this technology is to make life simpler for the pilot especially in critical situations and serious emergencies like engine failure at hover or during

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takeoff. During such situations the computers automatically take over and give corrective signals to the flight controls. However, this technology is still under experimentation for helicopters. The picture of future helicopter cockpit is shown here. (f) War Games For Enhanced Mission Execution.

It is a well known fact that to win any future war, the armed forces practice various contingencies and have war games. Analyses of threat perceptions in different geopolitical situations, contingency plans and detail of perceived actions are discussed in these war games. Normally at the end of war game the lessons are learnt improve the future performance. Most of the time the war games involve the Armed forces only. However the advanced countries like US and other super powers involve the equipment manufacturers, R&D scientists, university students and university professors also participate. They get educated, they can give ideas and they also experiment on new ideas to be implemented in future. This is how future complex world would look like. It is too complex and this is where the air power has to have singularity and oneness to be effectively used against the enemy.

Conclusion To win in a complex world, the armed forces must have multiple options, integrate the efforts of multiple partners, operate across multiple domains, and present our adversaries with multiple dilemmas. The helicopter will remain a multipurpose flying machine and if used judiciously will always be a force multiplier to achieve the National Aim in any type of future conflict.

Combat Potentials of AH-64E, CH-47F & Mi 17 V5 by Gp Capt Sandeep Chowdhury, Principle Director (T&H) Air Hqs To improve the Helicopter fleet capability, the IAF has planned induction of new generation helicopters. Besides recent acquisition of Russian built medium lift MI-17 V-5, two new US built helicopters, Apache and and Chinook, would also be joining in a short while.

The Apache AH 64 D It is a multi-role attack helicopter, capable of undertaking accurate Battlefield Air Strikes (BAS) and surveillance tasks. It has a four-blade Main rotor and tail rotor configuration made from composite material.

It is powered by two-engines with tail-wheel-type landing gear arrangement and has a tandem cockpit for a two-man crew. Apache is a popular helicopter with many military forces of many other nations like Netherlands, Singapore, Israel, Egypt, South Korea, UAE, Saudi Arabia, Japan, Kuwait, United Kingdom, Greece and Taiwan.

APACHE AH 64 D has the following capabilities which set it apart from the present generation of attack helicopters in our environment:Milli-metric wave radar mounted on a mast. This allows the helicopter to conceal behind a hill, sand dune, trees or other obstructions and yet acquire the targets. It has range of 8 km, operates in the Ka band and is also integrated with the AN/APR-48A (a) Radar Freq interferometer, (b) Glass cockpit ,(c) Capability of data linking in the air through Radio modem, (d) In surveillance and targeting role, it does terrain profiling, thereby avoiding being detected and intercepted, (e) has day and night all weather flying capability, (f) does automatic search, detection, location, classification, and prioritisation of its

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coordinates. Also these can be shared by all on board sensors/weapons.

It can process up to 16-100 targets in 6 sec and improve the situation awareness of all air crew, (g) For better target accuracy and precision it has The Target Acquisition and Designation System â&#x20AC;&#x201C;TADS. This is coupled with Pilot Night Vision System (PNVS) and Integrated Helmet & Display Sighting System (IHADSS).

Transmission System - Apache 64 D has a Very advanced transmission system. This is first transmission systems that have dry running capability of 60 minutes which is considered to be a path breaking technology. In future it will to improve this capability to 4 hours.

Weapons - The weapon system is capable of carrying the following: (a) 30mm 230 chain gun (b) Longbow hellfire missile with 5-8 km range coupled with external laser designator (c) Stinger, aim-9 sidewinder air to air missile.

Chinook Chinook is a Multi-role, vertical-lift platform of the heavy lift capability. Its Primary mission will be transport of troops, artillery, equipment & fuel in support of surface forces. It is likely to remain in service in India at least up to 2030s and beyond. It is already in service in 19 countries.

One of the major advantages by virtue of being tandem twin rotor is that it has no anti torque device. Hence, all the power that is consumed by the tail rotor is now available for lifting and because of its tandem twin rotor deigns it also has a better cross wind performance. Because of its larger total disc area also acceleration and deceleration- is a major advantage. Because the disc area is spread over two rotors with smaller rotor diameters, they give better restricted area performances. It has larger CG margins. Therefore, it could use it to a transport awkward load.

It has much better under slung capability, which would be useful especially for nation building tasks in the difficult terrain and remote parts of the country. It has low disc loading. Therefore, it creates lesser downwash and hence lesser dust & loose article generation during landing and takeoffs from unprepared surfaces. It has better high altitude performance hence improved supply in support of troops deployed on borders.

Mi17V5 This is a Russian buit helicopter, a derivative of Mi-8, Single rotor 5 bladed medium lift helicopter. Its new powerful engines give much enhanced higher performance. This has the capability to carry 36 troop/ passengers in its cabin. The Max AUW is 13000 kgs. Max pay load capability including external cargo is 4000 kgs. Max speed is 205 kmph.

It has better avionics, glass cockpit and all weather day and night flying capability. In armament version it has the capability to carry guns, rockets and bombs.

Training & Maintenance Facilities- Training & Maintance facilities including simulators for the air/ ground crew have been set up for the MI-17 V-5 helicopters with in India with the help of Russians.

Negotiations are on with USA to help India in making similar adequate facilities for the IAF in India.

Conclusion To sum up, with the next generation helicopters of advanced

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technology, the IAF has planned to improve its operational capability many fold. In peace time it can adequately meet the aid to civil power, disaster relief, causality evacuation and help in tasks of development of national infrastructure. In the ongoing low intensity conflicts these new flying machines would prove to be a potent weapon against the terrorists and antisocial elements trying to create law and order problems in various states. In war times these helicopters would have the capability of operating with confidence during precision offensive strikes against the enemy targets well inside the tactical battle areas (TBA). It would now have improved capability to undertake SHBOs in support of our surface forces in all types of terrain.

Users Views on Prospects & Challenges in Usage on Next Gen Helicopters by Rear Admiral Philipose George Pynumootil NM, Assistant Chief of Naval Staff Introduction In his opening remarks the ACNS (Air) greeted the Chief Guest, members of RWSI and all military professionals present. He felt honoured for speaking on this important topic to the august gathering of senior and well informed professionals from the entire spectrum of the helicopter world. He thereafter proceeded to introduce the subject by informing the audience that helicopter fleet of the Indian navy does the job of its eyes, ears and teeth. He informed that over the years, the tasks of helicopters in the Navy have increased manifold and include all aspects of naval operations in peace and war.

Challenges The ACNS (Air) elaborated on the following major challenges that he envisages while operating the next generation flying machines in the Indian Navy. (a) The tasks for helicopter fleet would not merely be causality evacuation and logistics support, but would involve entire spectrum of war from Low intensity to full fledge all out conflict. Quoting the recent example of on-going anti-piracy operations in Gulf of Eden, he informed that since 2008, 51 warships have escorted 3151 merchant ships of many countries. Each warship embarks in integral helicopter to provide swift response to the emerging threats to the merchant ships. The experience in these operations has been that the modern sea pirates use fast boats and sophisticated weapons systems. Therefore in future, the helicopters need to have better speed, stealth, self-protection, all weather/ day-night operational capability and offensive firepower to counter even such peace time threats. (b) Enhancing Coastal Security-It is a well known fact that the Pakistan sponsored terrorists, Mujahidins, and suicide bombers have achieved the capability to use sea routes to enter Indiaâ&#x20AC;&#x2122;s coastal areas, cities and ports. This has resulted in enhanced coastal security. In this situation the coast guard & naval helicopters are required to undertake additional surveillance tasks. Towards this the future helicopters would requires surveillance radar integrated with an Automatic Identification System receiver to help scan through the numerous coastal vessels including fishing boats plying in the area. The Navy is in process of acquiring 16 ALH as well as 12 Dornier aircrafts towards enhancing coastal security and complement the existing fixed wing and UAV assets.

Prospects and Challenges in usage of Nex

(c) Anti Submarine Operations (ASW)-Normal ship Sonar is limited in its ability to detect deeper sea water layers for submarines, due to sound attenuation and refraction problems. However, dunking sonar of helicopter can be lowered to deeper layers. Hence, it can detect submarines accurately even at greater depths. However, the future submarines are going to be quieter since they would be equipped with Air Independent propulsion (AIP) and, will have ability to dive deeper.

Thus the submarine will have no need to come up to the surface and get exposed to easy detection. To counter this, the Navy would require the helicopter to be equipped with advanced sensors such as flash and Hell RAS low frequency dunking sonar. This can be lowered to the depth of 750 meters. Such sonar is capable of long range detection and has deep dip capability. This ensures that it is able to cover the entire water column so as to detect submarine even when it has AIP capability. (d) EW Capability- Air Borne Early warning is a necessary requirement for any naval fleet. In absence of AWACS, the Indian Navy uses Kamov-31 helicopter fitted with EW radar and data link. This enables seamless transmission of all surface and airborne targets to the entire fleet. Thus, it is able to give adequate early warning of any imminent threat. In addition, this platform can easily be modified with advanced radars, laser and IR cameras to provide accurate target information on enemy ships at extended ranges. (f) Joint operations by Multinational Navies- In the era of multinational forces operating together to take on various maritime challenges against state and non state actors, it is very important to have common equipment and platforms that are compatible. The Indian navy exercise regularly with navies from across the globe wherein our helicopter operates from ships friendly foreign navies. One of the lessons is to have compatible if not common equipment. Some of the exercise that have been institutionalised over the past 2 decades include Ex Malabar with US navy, Ex Konkan with UK navy, Ex Varuna with French navy, Ex Indira with Russian navy, Simbex with Singapore navy and many more. (g) Unique Sea Enviornment for Helicopters- In marine environment, the factors such as saline sea water, humidity etc have adverse corrosive effects on engine performance, large number of rotational components, airframe components, undercarriage etc leading to intensive maintenance requirements. Thus the futures helicopters need to be robust enough withstand these adverse conditions with advanced technologies. In addition there a need to have Deck Lock, blade folding capability and traversing system for housing the helicopters in lower decks. (h) Training - Training needs to be dovetailed with induction schedule. Next generation helicopters will have state of the art equipment and sensors, greater endurance, shorter turnaround times and enhanced capabilities. These aircraft would require aircrew that are not only professionally competent in the art of flying & maintaining these flying machines but also understand and practice handling new technology.

The availability of advance sensors on board while enhancing the situational awareness would also increase the workload of the aircrew.

Further, these advanced machines would also have higher availability necessitating larger number of aircrew intake. Therefore, the challenge in the future will not only be to have enhance intake of aircrew but also to make certain changes to the training patterns so as to ensure that aircrew is fully capable of exploiting all capabilities of next generation aircraft.

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Conclusion 3. In conclusion, the ACNS (Air) reemphasised that the naval aviation, especially helicopter force is poised for unprecedented growth in the next few years. The platforms of future would require having contemporary cutting edge technology. It is therefore, incumbent for the Navy to induct the latest and best platform. The impetus by the government on Make in India has shown lot of problems in the aviation sector. However, as we focus on solving these problems, through seminars like these, the aviation professionals are hopeful, that sooner than later, there will be the foundation for robust aviation industry in the country.

There are always challenges when one inducts new platforms in technologies but with planning in foresight, the transition would be seamless. Naval aviation set to grow exponentially in the future in fulfilling the Navy’s motto of maritime power of national prosperity.

A view from Army Aviation by Lt General PK Bharali VSM, Director General, Army Aviation Introduction Lt Gen P K Bharali VSM thanked the RWSI for giving him the opportunity to speak on the occasion of Air Cmde Majmudar memorial.

Thereafter, he initiated the talk by focusing on “Prospects and Challenges” of future helicopter generation. He defined “Prospects” as, how future helicopter is to be used (doctrine) as perceived by the user and “Challenge” is how it has to be built keeping in mind the use of new technology for building these flying machine. He elaborated the fact that in advanced nations, it is the doctrine that drives the technology.

In case of less developed nations like India, it is the available technology that drives the doctrine. He gave the example of manufacturing of utility helicopter Dhruv . The manufacture of Dhruv was doctrine driven.

However, when the military wanted armed helicopter, the manufacturer added additional weapons on Dhruv and called it Rudra. It was just that we didn’t have any other technology so, Indian military is trying to adopt its doctrines to this add on technology.

Use of helicopters in operations The DGAA then analysed the helicopter operations in the army aviation. These are divided it into three types. First conventional operations second counter insurgency and counter terrorist operation and third would be in normal day to day use like for training, casualty evacuation, disaster relief, communications and other routine tasks. He informed, if the manufacturer focuses on technology for first type of conventional operations then the requirement of technology for second and third type would automatically met . He deliberated on different types of terrain in the country over which the Army has to operate during conventional operations. Therefore, to gain speed, flexibility, effective conventional operations, the helicopter will always work as a force multiplier.

Types of Helicopters needed There after the DGAA analysed the types of helicopters and their charactricts that would be needed for future inductions in the Indian Armed forces:-

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(a) Light Utility helicopter. This normally is a single engine helicopter capable of providing causality evacuation, logistics and communication support for the troops deployed in forward posts. (b) Transport and assault helicopters. Indian army would need to transport large number of troops at short notice for various operational contingencies. The troop induction and de induction is normally done in the tactical battle area. Therefore it has to be robustand be capable to land in unprepared areas. If landing is not possible than it should be able to drop the troops either from low hover or by using slithering ropes from High hover. (c) Attack / Armed Helicopter. The characteristics of an armed helicopter would include the following:(i) To ensure it remains undetected by the enemy, it must have camouflage paint, low radar signatures and be able to fly low, (ii) Its engines should produce less noise ,(iii) It must have armour protection, (iv) EW Self defence system for protection from enemy missiles., (v) Better crash worthiness qualities.

Conclusion In conclusion the DGAA summarised the need to have modern fleet of helicopter for the Indian Army. Till we have a capability to build our own advanced helicopters, our Doctrine for utilising these machines will be driven by the Technology. The desired class of helicopters as projected was of light Utility helicopter for communication support, Assault helicopter for transport support and Attack helicopter for offensive strikes. He out lined the desired qualities required in all these helicopters keeping in mind the new emerging technologies.

In the end before closing, he thanked the RWSI for giving him chance to speak to the august gathering present in the hall.

Concluding Remarks by Air Marshal Birender Singh Dhanoa AVSM YSM VM, Vice Chief of the Air Staff The VCAS Congratulated the RWSI for organising this historic seminar along with the commemoration of 50 years of 1965 Indo - Pak war. He reminded all present, that 1962 Indo – China war, where the helicopters were only used in air logistics and casualty evacuation.

However, in 1965 they were for the first time used in the offensive armed role as earlier covered in the Seminar Gr Capt Bakhshi. In this war, helicopters were fitted with liberator surplus guns and used for dropping bombs. This fact speaks tremendously for Indian innovation.

Subsequently they were further modified for SHBO tasks in the tactical battle areas. During 1971 Indo-Pak war the spectacular heli – lift using SHBO technique to induct troops across the Meghna river. In this the IAF flew 409 sorties, lifted 5000 troops and 51 tons of logistics support without any mishap. This spectacular operation hastened the downfall of Pakistani forces in the east.

The VCAS then narrated his personal experiences of in Kargil conflict, where he was commanding Mig 21 squadron. Very early in this war, One of our Canberra aircraft had been hit by the enemy’s Stinger missile. With this everyone was aware, that the enemy had

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deployed this missile do defend their posts against any aerial attacks.

However, he proudly enumerated the tactics and methods used by his Squadron and MI-17 helicopters commanded by his friend Wg Cdr now Air Cmde (Retd) AK Sinha to deflect and deceive the enemy Stinger missiles both during day and night. He was happy to meet Wg Cdr (Retired) Mittal in this Seminar. During Kargil Mittal used to fly as his No 2 during attacks on enemy targets. To avoid missiles they used to resort to high altitude bombing. However, from high altitude the accuracy of bombs was not very good. So they flew Low Level for bombing by night, as at night at low level the radar could not pick them up, nor could the enemy visually see them.

He then disclosed that having experienced the dedication & bravery displayed by the helicopters in Kargil his respect for the Rotory wing operators has increased manifold. He has flown extensively with 114 HU in Leh, and came across numerous instances where rotary wind air crew achieved the impossible. They have a saying that we do difficult as a routine and impossible may take a little longer.

The VCAS then covered the important tasks done by the IAF helicopters in the last one year. These are:(a) Operation Make Rahat -The IAF was first to response to the tragic destruction that was caused by floods in Jammu & Kashmir.

Indian Air force resources were marshalled from different corners of the country and 73 aircrafts were involved during major part of operation. The magnitude of the operation can be gauged by the fact that Indian Air Force flew a total of 1876 missions, evacuated more than 19700 civilians lifted 730 tons of relief supplies. This extraordinary and prompt response has been recorded as largest ever relief operation in history. (b) Op Triveni-This is the ongoing Anti Naxal operation in support of Ministry of Home Affairs, which continues for over six years. During these operations the IAF helicopters have flown 9786 hours, 13312 sorties, 66,120 passengers, 589 casualties, 325 mortal remains and 1385 tons of load have been lifted. To further enhance the efficacy of these operations, The IAF is now in the final stages of inducting newer technologies that will make their mission in this area more safe and they will be fully nigh capable. (c) Op Maitry -This happened after devastating earthquake in Nepal. Once again Indian Airforce helicopters responded with alacrity and they were first on the scene. In the course of these operations 25 medium lift helicopters were deployed. Their flying effort was of 1572 sorties in 741 hour. They airlifted 5188 victims, 780 casualties, and 1488 troops. They carried 733 tons of relief and rehabilitation load/ equipment to remote corners of Nepal.

The VCAS then expressed his happiness for being part of this memorable seminar, saying he was overwhelmed when the introduction to the speakers were being given. He appreciated all speakers for their professional experience, knowledge and contribution to the country during their career in services.

He appreciated the advances in technology that was highlighted by various speakers for the Next generation combat helicopters. He was in agreement for early acquisition of standoff capability, better Survivability

and lethality for the combat helicopters in the battle field. However, he cautioned and reminded the military operators, that Rotary wing themselves cannot operate in any battle scenario in isolation. They have to plan jointly in consultation and coordination with other arms, services, and strike force elements.

He further emphasised that for survivability in the Tactical Battle Area, in a contested air space, the helicopter cannot operate alone. It has to be a part of composite air package. Especially, this is required during the opening stages of war, as it is important to achieve air superiority or required favourable air situation. He further elaborated this point by giving a very good live example from the NATO Military History. In his own words, “how the NATO used to do against the Soviet Union. Before the APACHE used to go in, all these Chilkas and Osas, Quadrates and all these surface to air missiles that were there, they had one notable weakness. They could not fire on the move. They used to move, take position, fire. Before they could come they were electronically located very precisely and artillery barrage used to come on top of them. A softening up of target campaign used to be done before the attack helicopter has gone in.” So, the survivability of the attack helicopter is ensured in that. It never operates in isolation.

He was in total agreement with Naval view that the Naval aviation was the eyes and ears of the Navy. They have variety of roles. He quoted his own visit to the Naval Aircraft Career in the month of April. He said, “and flying in a single engine Cheetah in the middle of the ocean is not a very comforting site. I still believe that you should have twin engine rotary wings at least in the middle of ocean. Unless you are better than NDA swimmer, we all drown after one length”.

In his view, doctrine is not driving the technology. This is because India does not have requisite R&D infrastructure in our country.

Therefore, like the helicopters were fitted with the guns in 1965 we have to keep doing our own innovation to suit our requirements. There would be no manufacturer in the world that will fit equipment on aircraft as per our requirement. He does it for meeting the requirement of his own country. Therefore, we in our country select a flying machine which meets maximum of our requirement from the available venders.

Finally, in conclusion, the VCAS thanked the RWSIinviting him for this seminar. He confessed that the seminar was very learning experience for him. He appreciated the effort of the RWSI for giving all rotary wing professionals of country a platform to articulate and imbibe the latest trends and technology in this very vital arm of aviation.

He was personally grateful to Air Marshall Sridharan President RSWI for organising this annual seminar. He was also happy to be at a common platform with the civilian helicopter industry professionals in the field. The Airwarriors of The Indian Air force are truly hopeful that RWSI will continue to inspire and assimilate development in the field of rotary wing aviation. With their involvement all professionals, both civilian and military engage and convince that modern helicopter with its immense capabilities, is the combat machine of the future.

The session ended with a vote of thanks by Air Cmde Ravi Krishan VM (G) Secretary General (NR), RWSI•

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<<AIRBUS HELICOPTER>>

Airbus Helicopters delivers first H135 for Offshore wind operations to HTM in Germany 30 July 2015 - The first H135 configured for offshore hoisting duties has been delivered to HTM Helicopter Travel Munich GmbH, marking a new milestone for the enhanced version of Airbus Helicopters’ lightweight rotorcraft previously known as the EC135 T3.

The H135 is well adapted to the full range of offshore operations, benefitting from the helicopter’s excellent performance, especially in OEI (one engine inoperative) conditions. It fulfills all requirements for offshore missions, with equipment that includes a rescue hoist, an external life raft system, Helicopter Emergency Egress Lighting, Automatically Deployable ELT (Emergency Locator Transmitter), 3-AxisAutopilot, Weather Radar, Underwater Locator Beacon and Emergency Floatation System certified for Sea State 6. In addition, its outstanding handling qualities, compact airframe size and small rotor diameter makes it the first choice in offshore wind business.

of Airbus Helicopters-built rotorcraft that includes five EC135 P2+ versions already based along the North Sea coastline, with the company’s fleet growing to as many as eleven H135-family aircraft by early 2016.

HTM will operate the H135 from its bases at Emden, Norden, Borkum and Helgoland, serving offshore windfarms in the German Bight. HTM has meanwhile contracted ten windfarms and customers like DONG, EWE, EON, Siemens, DOTI, ADWEN and Senvion. The H135 joins HTM’s already-extensive inventory

The H135 is part of Airbus Helicopters' light-medium family of twin-engine rotorcraft that carried the EC135 designation in the company’s former numbering system. Among the H135 version's enhancements are two new turboshaft engine options with FADEC full authority digital engine controls: Turbomeca’s Arrius 2B2PLUS and Pratt & Whitney Canada’s PW206BB, which provide additional payload and deliver bestin-class performance throughout the flight envelope – along with low fuel consumption.

Other features are the use of a bearingless main rotor and Airbus Helicopters' signature Fenestron® shrouded tail rotor, along with a new lateral air intake.•

Airbus Helicopters Showcases best-selling rotorcraft at China Helicopter Expo 2015 in Tianjin Tianjin, China, 8 September 2015 – Airbus Helicopters lined-up of four of its rotorcraft to be showcased at the China Helicopter Exposition 2015 – one light single-engine H130 Ecureuil, two light twin-engine H135s and one medium-sized H155 from the Dolphin family.

Visitors were able to take a close look at China’s very first HEMSconfigured H135 operated by Beijing 999 Emergency Rescue Centre, which was displayed at the Airbus Helicopters stand. At the same time, they were able to check out the H130 from the renowned Ecureuil family, which is the reference in the single-engine market in China with a market share close to 50% for Airbus Helicopters.

Outside the exposition hall, General Dynamic Aero Tech, a customer of Airbus Helicopters, displayed its H155 Dolphin

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helicopter. Aviation enthusiasts also got to see demonstration flights of an H135, performed by the Aircraft Owners and Pilots Association.•

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<<AGUSTAWESTLAND>>

AW189 Limited Ice Protection System Receives EASA Certification

The system further enhances the all-weather capabilities of the new generation helicopter

Finmeccanica - AgustaWestland announced on 29 Septâ&#x20AC;&#x2122;15 that the Limited Ice Protection System (LIPS) for the AW189 super medium twin engine helicopter has received EASA certification. The LIPS system will allow the AW189 to further enhance its all-weather capabilities, continuing the process to make the all-new super medium class helicopter suitable to operate in the most adverse and harsh environmental conditions.

The AW189 is the first helicopter in its weight category to receive an ice protection system certification. The Limited Ice Protection System (LIPS) permits flight within a known and defined envelope of icing conditions provided that the capability to descend into a known band of positive temperature is available throughout the intended route,

typical of conditions encountered, for example, over the North Sea. Thanks to its cost-effectiveness and reduced weight, LIPS is optimal for flight in limited icing conditions for operations such as offshore and passenger transport as well as search and rescue. The LIPS system is available as an option and includes ice detectors, Supercooled Larger Droplet (SLD) marker, Ice Accretion Meter and heated windshield. The system does not require heated rotor blades and associated equipment, while the engine air intake heating system is already incorporated into the standard AW189 helicopter.

The AW189 equipped with LIPS retains the performance and procedures for Cat. A operations and has only limited restrictions in terms of low temperature and ice presence during IFR operations, therefore expanding the all-weather operating capability of the type.

Yunnan Provincial Police Orders One AW139 Helicopter Finmeccanica - AgustaWestland announced on 10 Septâ&#x20AC;&#x2122;15 that Yunnan Provincial Police Department has placed an order for one AW139 intermediate helicopter. The aircraft will be used for law enforcement, border patrol, special operations, and utility missions in the region and is expected to enter service in 2016.

The contract for the AW139 by Yunnan Provincial Police Department, awarded following a rigorous assessment of competing solutions, further strengthens the success of the type in the country and brings the total number of AW139s purchased in China for public services roles in various provinces to seven. AgustaWestland is committed to deliver the highest level of customer service to growing number of Chinese customers. More than 130 AgustaWestland helicopters have been sold to Chinese customers to date.

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ROTOR INDIA - QE 30 SEPTEMBER - 2015

Latest-Generation Versatility 169 The AW169 is the brand new 4.6 tonne twin-engine helicopter.

Featuring an advanced glass cockpit, with state-of-the-art avionics for reduced pilot workload and increased passenger comfort. A variablespeed rotor improves efficiency and reduces the external noise footprint and electric, retractable landing gear for minimised maintenance.

Based on the operationally proven, market-leading AW139 platform and belonging to the AgustaWestland ‘Family’ of products (with AW189 and AW139), mixed-fleet operators can leverage the advantage of a common design philosophy across platforms.

LEADING THE FUTURE agustawestland.com

Vist us at Helitech, Booth H70

M-15-0018 AW169 adv Folder.indd 1

05/08/2015 16:57:17

<<BELL HELICOPTER>>

Bell 525 Relentless Makes Successful First Flight (World’s first commercial fly-by-wire helicopter achieves highly anticipated milestone) the development of this advanced aircraft and help define the future of vertical lift.”

1st July 2015, Amarillo, Texas - Bell Helicopter, a Textron company, Jul 01 announced the successful first flight of the Bell 525 Relentless. The maiden flight of the super-medium helicopter took place at the company’s aircraft assembly center in Amarillo, Texas.

The Bell 525 was designed with input from our Customer Advisory Panel as an aircraft to meet future requirements for operational safety, payload & range, cabin comfort and configuration and reliability. One of the unique characteristics of the Bell 525 is the ability to perform CAT-A takeoffs and landings, to and from a helipad at maximum gross weight. Even in the event that one of the two engines fails, the Bell 525 provides sufficient power to maintain occupant safety while lifting off with a single operational engine. With over 60 helicopters reserved under letters of intent,

“The first flight test started with taxi testing and maneuvers and then went into an initial hover, performing various hover maneuvers and then tested low speed handling qualities with winds gusting to 20 knots,” added Jeff Greenwood, senior flight test pilot at Bell Helicopter.

the Bell 525 is designed to provide operators and end users unmatched situational awareness and the ability to perform a wide variety of missions under challenging weather conditions.

“The Bell 525 performed extremely well today,” said Troy Caudill, senior flight test pilot at Bell Helicopter. “I am excited to be a part of

The Bell 525 is the world’s first fly-by-wire commercial helicopter designed to operate safely and reliably in austere environments with decreased pilot workload.

The aircraft features the first fully-integrated touch screen avionics suite designed for helicopters, the Garmin G5000H®. Best-inclass payload, cabin, cargo volumes, and passenger comfort complement the technological advancements on the aircraft.•

Bell Boeing Announces Contract for First V-22 Ospreys to Japan July 14th 2105, Patuxent River, Md.Bell Boeing, a strategic alliance between Bell Helicopter, a Textron company, and Boeing , was awarded a U.S. Navy contract on 14 Jul 15 for five Bell Boeing V-22 Osprey tiltrotor aircraft to be delivered to Japan, marking the first sale of the aircraft through the U.S. government’s foreign military sales program.

The contract for the Block C aircraft includes support, training, and equipment.

The versatile V-22 tiltrotor will allow Japan’s Ground Self-Defense Force greatly enhanced capabilities, while providing an ideal platform for relief efforts in response to natural disasters.

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an ideal solution when the need arises. When assets are required on-target in a location without an airstrip, the self-deployable Osprey provides customers with an unrivaled combination of speed, range, and payload to execute a variety of missions.”

The Bell Boeing team is honored to have Japan as the first international customer for the V-22 tiltrotor,” said Mitch Snyder, executive vice president of Military Business for Bell Helicopter. “The distinct performance envelope of the V-22 will provide Japan with

ROTOR INDIA - QE 30 SEPTEMBER - 2015

The V-22 is currently in service with the United States Marine Corps and the United States Air Force Special Operations Command. This year, the United States Navy announced their decision to procure 44 V-22 aircraft.

The Osprey’s mission capabilities include troop transport, disaster relief, personnel recovery, medical evacuation, logistics support, and executive transport.•

W

ith a modern and technologically advanced fleet of helicopters, we provide a range of essential and innovative services to both strategic and private sectors for various purposes, contributing to the growth of the Indian economy.

We are the largest company serving the Oil & Gas industry for all its exploration and operational requirements and the primary company with the expertise to carry out geophysical surveys. Our state of-the-art equipment, personnel of high calibre and the highest safety and security standards allow us to conduct complex tasks like under-slung operations, aerial photography and VIP operations with ease.

Our spotless track record also makes us the preferred choice for the top rung of the country for corporate, religious and leisure travel. We have world class maintenance facilities and highly skilled and experienced pilots and engineers to ensure safe, secure and uninterrupted services to the Nation. We thank our customers for their continued support and trust in us.

Oil and Gas

Geophysical Survey

Aerial Photography

Tourism

Corporate & VVIP Flights

Underslung Operations

<<BOEING

AIRCRAFT>>

Boeing and Tata announce Strategic Aerospace Partnership to Make in India To co-produce aerostructures and collaborate on integrated systems development opportunities, including unmanned aerial vehicles July 15th, Hyderabad - Boeing and Tata Advanced Systems Limited (TASL) signed a framework agreement to collaborate in aerospace and defense manufacturing and potential integrated systems development opportunities, including unmanned aerial vehicles. The companies intend to access markets jointly for products and platforms developed together by Boeing and TASL. The agreement was signed by Shelley Lavender, president of Boeing Military Aircraft and Sukaran Singh, Managing Director and CEO of TASL.TASL is already on contract to manufacture aerostructures for Boeing’s CH47 Chinook and AH-6i helicopters. “This agreement with TASL is significant because it demonstrates Boeing’s commitment to expanding its aerospace manufacturing footprint in India,” Lavender said.

“As we step into our 100th year in business, a new aerospace partnership with India is the perfect milestone to accelerate the momentum we have generated for making in India,” said Pratyush Kumar, president for Boeing India. “It is noteworthy that TASL will produce Chinook helicopter parts in India even before the procurement contract is signed with the Indian government.”

“This framework agreement is the result

Shelley Lavender, President Boeing Military Aircraft and Sukaran Singh, Chief Executive Officer and Managing Director of TASL, sign a framework agreement in Hyderabad on July 15 to collaborate in aerospace and defense manufacturing and potential integrated systems development opportunities.

of the world-class competencies of TASL as well as the vendor eco-system it has helped establish in India. It gives us an opportunity to explore the massive potential in India for aerospace manufacturing and make the investments required to grow the industry,” said Mr. S. Ramadorai, Chairman of TASL. “Boeing’s platforms require complex manufacturing processes within a competitive cost structure and we are confident that the partnership will be able to deliver high quality aerostructures out of India.”

Other Tata group companies – Tata

Advanced Materials Limited (TAML) and TAL Manufacturing Solutions (TAL) – are also supplying important components to Boeing.

TAML has delivered power and mission equipment cabinets and auxiliary power unit door fairings for the P-8I long range maritime surveillance and anti submarine warfare aircraft. TAL is manufacturing complex floor beams out of composite materials for the Boeing 787-9, a modern aircraft with exceptional environmental and fuel efficient capabilities. TAL has provided ground support equipment for the C-17 Globemaster III strategic airlifter.•

Australian Army Gets Seventh CH-47F Chinook 15th Sep 2015 - Boeing delivered the seventh CH-47F Chinook to the Australian Army on budget August 10th, three weeks ahead of schedule, supporting modernization of Australia’s cargo helicopter fleet and eventually replacing the Commonwealth’s six older CH47D Chinooks. The seven advanced Chinooks were ordered as part of a U.S. Government Foreign Military Sales agreement with Australia in 2012.

Australia has one of the most advanced and highly capable Chinook fleets in the world.

Major developments on the CH-47F include a digital cockpit, an advanced communications

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coordinated responses for military and humanitarian missions. The Australian Chinook configuration also includes a new rotor brake that enables shipboard operations by actively stopping the rotor blades rather than allowing the blades to naturally ‘spin down’ once the engine is turned off after landing.

system and new avionics. Those allow the Australian Army to operate more effectively with U.S. and international forces through the easy exchange of digital maps that facilitate

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The Australian Army’s 5th Aviation Regiment, 16th Aviation Brigade, operates the Chinooks from their home base in northern Queensland, Australia. Boeing Defence Australia will provide on-site operational maintenance support for the CH-47F aircraft, having supported the CH-47D since 2010.•

boeing.co.in

TOGETHER. BUILDING THE FUTURE. Boeing is proud of its longstanding partnership with India. A partnership India can depend upon to meet its developing requirements, from surveillance, strike and mobility platforms to C4ISR, unmanned systems and support services. The most advanced systems and technologies providing the greatest value for India today and tomorrow.

<<HINDUSTAN AERONAUTICS LTD>>

Light Combat Helicopter Proves its Performance in Hot & High Conditions in Ladakh

September 4th 2015 - HAL successfully carried out the hot and the high-altitude trials of indigenously designed, developed attack chopper Light Combat Helicopter (LCH) at Leh recently. “These seasonal trials - including cold weather trials carried out at Leh during February this year - have been completed as part of the certification process. The flight trials at Leh have established hover performance and low speed handling characteristics of the helicopter under extreme weather conditions at different altitudes (3200 to 4800 m). During the trials, the helicopter and systems performed satisfactorily. LCH also has proven its capability to land and take off at Forward Landing Base in Siachen. LCH is the first attack helicopter to land in Forward Bases at Siachen”, says Mr. T. Suvarna Raju, CMD, HAL. The trials were carried out on the third prototype of LCH (TD3) at Leh at the temperatures ranging from 13 to 27 degree centigrade with the participation of user pilots from Air Force, Army and representatives from CEMILAC and DGAQA. Various tests included assessment and validation of flight envelope in ‘Hot-and-High’ conditions, culminating in landing at forward bases at geographic elevations of 13,600 feet to 15,800 feet. These landings and take-offs were demonstrated with reasonable amount of weapon load and fuel.

The upper reaches of the Indus river and its tributaries, Nubra and Shyok are home to the mighty Ladakh and Eastern Karakorum Ranges, with multiple lofty peaks over 25,000

50

feet and an average ridgeline elevation of 20,000 feet. It is also home to the largest glaciated area outside the Polar Regions and is sometimes called the ‘Third Pole’. The Siachen is the largest glacier here and is central to this region. The area experiences a period of summer during July-August in which temperatures soar to 30 degrees above standard atmosphere conditions. This mix of extreme altitudes and relatively high temperatures (‘Hot-and-High’) saps helicopter performance and as such, a few types of helicopters are able to operate effectively all year around.

With the extensive trials carried out on three prototypes at Bengaluru, sea level at Chennai in November 2013, cold weather at Leh during January/February 2015, hot weather at Jodhpur in July 2015 and hot and high altitude trials at a few days ago at Leh, the performance and handling qualities of the helicopter have been established for basic configuration (with EO Pod, Rocket launchers, Turret Gun and Air-to-Air missile launchers).

The system functionalities have been assessed and found satisfactory during the trials and long-duration ferry across India. Further development activities are under progress and the weapon firing trials are planned during in the middle of 2016.

The advantage of indigenous development of helicopters such as ALH, LCH and LUH at HAL is that the users’ requirement are well captured right from early design stage and are fine-tuned as the project progresses

ROTOR INDIA - QE 30 SEPTEMBER - 2015

with the involvement of users so that the product complies to the stringent operational requirements at high altitudes (Himalayan and North Eastern terrains).

About LCH - The LCH, which made its maiden flight in May 2010, has been specifically developed in response to the lack of an attack helicopter capable of performing high-altitude operations during the 1999 Kargil War. Consequently, the LCH, a derivative of the HAL Dhruv helicopter, has been primarily designed for high-altitude warfare–HAL and French engine-maker, Turbomeca jointly designed a special engine optimized for extreme altitudes–and has an operational ceiling limit of 6,000–6,500 meters (19,700– 21,300 feet).LCH can be used for a host of different mission sets including air defense (against UAVs), battlefield surveillance, as well as general counterinsurgency and combat search and rescue operations. It can also be configured for anti-submarine and anti-surface vessel warfare.

The armored attack helicopter’s weapon suite includes a 20 mm French Giat-Nexter turret gun, four Belgium-made 70 mm anti-tank guided missiles (or, once operational, the Indian Helina anti-tank missile, which is still in development) and MBDA Mistral-2 air-to-air missiles. SAAB South Africa is providing the LCH’s electronic warfare suite. So far the Indian Army’s Army Aviation Corps (AAC) has ordered 114 helicopters and the IAF 65. Once the LCH obtains Initial Operational Clearance (IOC), it is slated to enter serial production at the end of 2015.•

<<SIKORSKY HELICOPTER>>

SEAHAWKS get Rockets to Hit Targets at 5K Meters August 21 2015, Virginia Coast, US : MH60S Sea Hawk helicopter attached to the Dusty Dogs of Helicopter Sea Combat Squadron (HSC) 7 fires an Advanced Precision Kill Weapon System II during a live-fire qualification exercise at a practice range off the Virginia coast. US Navy photo.

HSC-7 tested the guided rocket system in an Aug. 17 live-fire drill for the first time, after West Coast units have already deployed with APKWS but the East Coast units had only been able to simulate the new tactics.

Lt. Erik Gustafson, tactics officer at HSC7, told USNI News on Thursday that APKWS “fills in a very important part of the lethality gap in our weapons footprint,” hitting a sweet spot between the AGM-114 Hellfire missile and unguided 20mm cannons and 2.75-inch rockets.

APKWS is a laser guidance section that screws into the middle of 2.75-inch rocket, such as the Hydra rocket the Navy uses. The BAE Systems-built product went into full-rate production in 2012 and is now going through exercises and demonstrations in the U.S. Army and several international militaries. The idea behind the system is to provided a guided

munition capability while leveraging what is already in militaries’ inventories and without requiring modifications to the aircraft.The Hellfire missile typically is effective up to 8,000 meters, he said, but is expensive.

Unguided weapons are only effective up to 1,500 meters or less. APKWS gives pilots reliable accuracy between 2,000 and 5,000 meters.•

Sikorsky moves forward towards Aircraft Automation and Optionally Piloted Helicopter Technologies ARLINGTON, Va., 19 Aug. 2015-Sikorsky Aircraft Corp. in Stratford, Conn., are moving forward with a U.S. defense research program to develop and insert new aircraft automation into existing planes and helicopters to enable operation with reduced onboard crew. Officials of the U.S. Defense Advanced Research Projects Agency (DARPA) in Arlington, Va., announced a $9.8 million contract modification to Sikorsky recently to begin the second phase of the Aircrew Labor In-Cockpit Automation System (ALIAS) program.

Sikorsky won an initial $8 million phaseone DARPA ALIAS contract last March to capitalize on advances in aircraft automation, such as optionally piloted aircraft and remotely piloted aircraft, to help reduce pilot workload, augment mission performance, and improve aircraft safety. Last month Lockheed Martin Corp., the largest U.S. defense contractor, announced plans to acquire Sikorsky for $9 billion.

For ALIAS phase-one, Sikorsky used the company's Matrix technology, which aims to give rotary and fixed-wing aircraft the high level of system intelligence needed to complete complex missions with minimal human oversight. Sikorsky Matrix technology,

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introduced in 2013, helped the phase-one ALIAS program develop systems and software to enhance the capability, reliability and safety of flight for autonomous, optionally piloted, and piloted vertical take-off and landing (VTOL) aircraft.

In the first phase of the ALIAS program, Sikorsky and partners Sikorsky Innovationsthe rapid prototyping arm of Sikorsky Aircraft - as well as the United Technologies Research Center, the National Robotics Engineering

ROTOR INDIA - QE 30 SEPTEMBER - 2015

Center, and Veloxiti Inc. applied autonomous technology across different aircraft, including the UH-60 Black Hawk helicopter and other military aircraft.

In the second phase of ALIAS, Sikorsky engineers will conduct flight demonstrations of the Autonomous Crew Enhancement System (ACES) cargo-resupply mission on the UH-60L helicopter, as well as demonstrate the ACES system on a representative fixed-wing aircraft, DARPA officials say.•

- Illustration : Marie Morency

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We keep you flying. turbomeca.com

<<NEW PRODUCTS & SERVICES>>

US Army Driving Toward FVL Production in 2030 For those who know defense acquisition, it’s never a surprise when timelines to bring revolutionary weapon systems to life slip to the right, but the US Army’s new program office to manage the acquisition of a Future Vertical Lift (FVL) aircraft is laser-focused on getting to low-rate production by its goal of 2030.

Over the past several years, Army leaders and analysts have discussed varying timelines for the program, often with more pessimistic estimates of when the helicopters could come online, such as 2040 or even as late as 2045.

But according to Richard Kretzschmar, who leads the Army’s new Improved Turbine Engine and Future Vertical Lift program office, if things go well, FVL could reach low-rate initial production even earlier than 2030.

And considering the effort required to develop a new helicopter from scratch, both from the industry and government perspective, the schedule may be a “sporty” one rather than a “low medium risk to acquisition” It is though understood that appropriate steps are being taken to shorten the timeline and leveraging from the [Joint Multi-Role, or JMR] tech demonstrator.

The JMR technology demonstration is a science and technology effort to study what is in the realm of the possible for a future helicopter-one that can fly twice as far, twice as fast, with low maintenance needs at an affordable cost. Boeing and Sikorsky are building one air vehicle demonstrator and Bell Helicopter, partnered with Lockheed Martin, is building another. Both will undergo flight tests starting in fiscal 2017 through 2019.The demonstration will feed into the FVL program of record and help the Army define its requirements for the helicopter.

Though it is understood that the timeline could be moved up if the established FVL requirements line up with the requirements of the JMR Program, and if in case they are drastically different, then more development would have to be done on the industry’s side during the early part of the program. So the developmental duration finally resting on how far the technology has matured under the JMR[technology demonstrator].And it is also said that the opportunity to bring the program to the left is high as, JMR is doing a lot of activities required for the technology maturation and risk reduction phase.

Bell Helicopter and the Boeing Sikorsky team, are burning down risk through the JMR program, not just by test-flying air demonstrators but also by fabricating parts, having intense focus on the design for manufacturing, design for affordability, gathering a lot of data, actuals, to provide for the costing community.Yet it is also said that even if the program is able to enter low rate production earlier, it would only be by a margin of one or two years, and 2030 is the real deadline, with the driving force being the resources from the Army as to when FVL may be functional.

It is learnt that Kretzschmar’s program office will oversee FVL acquisition as well as the Army’s Improved Turbine Engine Program within the Army’s Program Executive Office Aviation in May, which may thus be perceived that the service is getting serious about making its development projects a reality. And at the same time, the Army Training and Doctrine Command has stood up a capability manager for the two programs.It is understood that Kretzschmar is focused on reaching a materiel development decision in October 2016, which will trigger the start of an analysis of alternatives.

And that the service is likely choose to develop a smaller helicopter first, potentially a “special ops, street fighter-type aircraft.”

Ultimately, the Army will develop a family of future vertical lift helicopters to replace the current fleet of utility, armed reconnaissance, attack and heavy-lift helicopters, but that development won’t happen concurrently.The Army expects to enter into a five-year technology-maturation and risk-reduction phase in 2019 then another five-year engineering and manufacturing development phase in 2024 or 2025 leading up to low-rate production in 2030.•

U.S. Air Force Combat Rescue Helicopter by Sikorsky The Sikorsky MH-60G/HH-60G Pave Hawk, a twin turboshaft engine helicopter in service with the U.S. Air Force, is a derivative of the UH-60 Black Hawk and a member of the Sikorsky S-70 family. Incorporating the U.S. Air Force PAVE electronic systems program, the HH-60/MH-60 Pave Hawk's primary mission is insertion and recovery of special operations personnel, especially under stressful conditions, including search and rescue (SAR). Both versions conduct day or night operations into hostile environments, and the versatile HH-60G may also perform peace-time operations, such as civil search and rescue, emergency aeromedical evacuation (MEDEVAC), disaster relief, international aid, and counter-drug activities.

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ROTOR INDIA - QE 30 SEPTEMBER - 2015

<<PAWAN HANS LTD.>>

Our Focus is on providing sustainable Intra-State and Regional Connectivity

Dr. B.P. Sharma, CMD, Pawan Hans Ltd.

A profit-making, dividend-paying PSU, Pawan Hans Ltd. is devising a business strategy to tap the growth opportunities in the domestic aviation space, including helicopters, seaplanes, small fixed wing aircraft segment as well as development of MRO facilities and heliports. Dr. B.P. Sharma, CMD, Pawan Hans Ltd. (PHL), in an interview with Shailja Katyal Verma, delineates some of the new initiatives

In terms of boosting the services of PHL, what would be your priority focus areas?

Pawan Hans was incorporated in 1985 with the objective of providing helicopter support services to the oil sector for its off-shore operations, services in the remote and hill areas and chartered tourist services for the promotion of tourism. It is today one of Asia's largest helicopter companies that offers a wide range of services to its clients through its fleet of Bell, Dauphin & MI helicopters.Now, we are actively considering diversification of our business and we have brought out a Strategic Plan 2020 for Pawan Hans according to which we will be diversifying into small fixed wing and seaplane operations; and in Maintenance, Repair and Overhaul (MRO) business. We have also carried out some pilot projects for helicopter use in the areas of cleaning of transmission lines, surveillance, law and order and medical emergency services.

How do you propose to step up connectivity in remote areas without compromising on commercial considerations?

There are more than 350 airports airstrips in the country which are not on the airmap as yet. Airport Authority of India owns about 125 out of these airports and even some of these do not have regular operations. Most of these unused airports airstrips have runways of 1000 mt to 1100 mt length which are reasonably suitable for operation of small 2030 seater aircraft. Ministry of Civil Aviation is presently working on a new Civil Aviation Policy in which there is an emphasis to improve regional air-connectivity to Tier-II and Tier-III cities. In places like Jammu & Kashmir, North East, Himachal Pradesh and Uttarakhand it is

not possible to build large airports because of the geographical terrain and ecological sensitivity. Heliports and small airports with a combination of small aircraft and helicopters is the only answer for providing sustainable connectivity in such hilly states.

When is PHL's first heliport expected to become operational?

Pawan Hans is constructing the country's first heliport at Rohini in North Delhi. This is likely to be completed by March next year and the efforts are on to complete the project within the stipulated timeframe.

We are working to develop four 'heli-hubs' along the lines of 'airporthubs'. We have identified four places to start with, i.e., Rohini in Delhi for Northern Region, Juhu in Mumbai for Western Region, Guwahati for Eastern Region and search is on for the fourth place somewhere in the Southern Region. These heli-hubs will be a one-point solution for the helicopter business and will act as a helipad-heliport for public passenger services, MRO facility for helicopter maintenance and also as a skill development centre for training of pilots, AMEs and technicians.

In the next one year we hope to provide air connectivity between Delhi and neighbouring cities from Rohini Heli Hub.

Are there any plans for optimal use of helicopters for law and order and medical emergency purposes?

We are in talks with the Ministry of Road Transport and Highways, reputed hospitals and insurance companies for a project which is still in the nascent stages. There is a Golden Hour concept in medical terminology which says that if an accident victim gets treatment within an hour, chances of survival are high.We are trying to work out a workable and affordable model for the record accident victims in consultation with all stakeholders.We are working with a concept to propose a cess on the road toll tax to cover the cost of operation that shall also include automatic insurance of accident victims when they use the stretch. A similar kind of project is already on, on the Jaipur National Highway.

This initiative will be extremely useful in regions like the North East, J&K, Himachal Pradesh and on highways where good medical facilities are not readily available. Law and order is another area where helicopter services can be of great use as is being done in other developed countries.

Recognition for Pawan Hans Pawan Hans Ltd (PHL) has been awarded Assocham Civil Aviation & Tourism Award-2015 in recognition of Promoting Remote & Regional Connectivity as Best General Aviation Company. The award was presented by Minister of Civil Aviation, P. Ashok Gajapathi Raju to Dr. B.P. Sharma, CMD, PHL, during the 8th International Conference on Indian Civil Aviation & Tourism Awards 2015 in the presence of Minister of State of Tourism, Culture & Civil Aviation, Dr. Mahesh Sharma; and Secretary General, Assocham, D.S. Rawat, among others.

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www.pawanhans.co.in

ITP In Service Support Strengthens its Presence in India

W

ith more than 25 years of maintenance experience and being one of the few PW200 DOFs worldwide, ITP ISS can successfully provide interesting maintenance solutions and added value information to its clients. PBH (Power By the Hour) programs, tools for analyzing best personalized maintenance plan, cost saving activities and Engine Health Monitoring for preventive maintenance are some of the most attractive services on its portfolio.

ITP ISS is strongly committed to the Indian market and, for the second time, has organized a series of conferences for helicopter operators. Most relevant Indian operators with fleets of: Bell 206, Bell 407 (powered by M250engines), AW109, Bell 427/9, and EC135 (powered by PW200 engines), have been invited to openly share concerns and doubts regarding their engines maintenance tasks.

This initiative was a real success and many operators have shown their interest in subscribing a long term agreement with ITP ISS. It has been a perfect occasion to bring closer ITP to Indian operators and to work on Ad-Hoc most suitable solutions.

Clients and ITP ISS Team in Delhi

ITP ISS can presume of understanding Indian operatorâ&#x20AC;&#x2122;s needs and their operational environment, as more than a dozen of PW200 engines from this amazing country have been repaired at its facilities. Clients ranging from all types of sectors and activities, such as Tata Steel, Simm Samm Airways, Bharat Hotels, Global Vectra, Zaco Aviation and Indo Pacific Operators take advantage of ITP ISS engine maintenance seminary in Pune Aviation have shown their satisfaction with ITP ISS. Furthermore, ITP ISS has performed several On-Site Assistances at client´s premises.

ITP ISS will be delighted to assess all your needs for your perfect maintenance plan definition.

For further information, visit us at:www.itp.es.

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RWSI Team Visits Thakur Institute of Aviation Technology (TIAT) at Mumbai On 23 September 2015, Team RWSI including its President, Air Vice Marshal (Retd.)

K.Sridharan VM (G) and two Mumbai based Life Members of RWSI namely Capt. Raghvinder Nath Joshi and Shri. Aditya Mohan were invited by the TIAT Faculty Members to visit the Institute. It was interesting to see that TIAT is shaping its students to develop the technical skills required to maintain 21st century aviation and aerospace fleets into the future.

As aviation technology continues to advance, a new kind of maintenance technician is required to ensure the continuing safety of 21st-century aircraft, we found that the college is teaching its students to inspect, diagnose and repair aircraft using highly-advanced equipment and techniques for both aircrafts and helicopters belonging to commercial and non-commercial fleets.

About Thakur Institute of Aviation Technology (TIAT) It was established in March 2006 at Kandivali (E) about 35 minutes driving time from Santa Cruz Airport, primarily to cater to the need of students desirous of pursuing aviation industry. It provides the best infrastructure facilities matched by equally competent teaching faculty & a right academic ambience to make learning a delight full experience.

TIAT has set upon itself a responsibility of providing quality comparable to international standards and preparing students for aviation industry. To meet the quality assurance requirement, institute has opted for ISO 9001:2008 from BSI (British Standard Institution). To ensure quality education, management is committed to render quality technical education is striving continually to improve its effectiveness by taking relevant measures.

Courses offered at TIAT Aircraft Maintenance Engineering: The Institute is approved by Directorate General of Civil Aviation (D.G.C.A), Govt. of

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(L to R)Mr. Aditya Mohan (Hon. Advisor to TIAT & RWSI Member); Mr. Pravin Vishwakarma (Training Manager); Mr. Amogh Deshpande (Quality Manger); Mr. Subhajit Maity (Accountable Manager); Capt. R. N. Joshi (RWSI Member); AVM K. Sridharan, President RWSI; Mr. Mohan Kumar (Composite Shop In-charge)

India, New Delhi, under category ‘G’ Training School to impart ab-initio training in the field of Aircraft Maintenance Engineering for obtaining Basic License in, (a) Mechanical Stream (HA/JE/LA/PE/RA) & (b) Avionics Stream (ES/IS/RN).

EASA Approved Aircraft Maintenance Training and Licensing TIAT is India’s first EASA approved Part 147 basic training organisation to conduct training course for following categories and also conduct basic EASA module examination for following categories : (a) B1.1 Aeroplane Turbine, (b) B1.3 Helicopter Turbine & (c) B2 Avionics.

EASA is the European Union Authority in aviation safety which plays a leading role to achieve and maintain the highest possible levels of competency, and to remain current on the latest developments in aviation safety &Technical Training. The Agency promotes the highest common standards of safety and environmental protection in civil aviation in Europe and worldwide. It is the centerpiece of a new regulatory system, which provides for a single European market in the aviation industry.

B.Sc. Industrial Science (YCMOU) In order to give graduate qualification to their students Thakur Institute Of Aviation

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Mr. Rajesh Singh (CEO) Thakur Institute of Aviation technology belongs to Thakur Educational Group one of the prominent educational group in India. Mr. Rajesh Singh is its CEO since 2011. A very dynamic leader with extraordinary personal charisma, he has been the driving force behind the phenomenal growth of the institute. His vision has been primarily responsible for the creation of this marvelous Institute with its ultra modern infrastructure, highly qualified and experienced faculty members and up to date course curriculum developed by the Institute.

Technology has made an arrangement with Yashwantrao Chavan Maharashtra Open University (YCMOU), Nasik, Maharashtra where TIAT is a recognized study centre of YCMOU and offering their students B.Sc. Industrial Science Degree Course.

The Three-year B.Sc. (Industrial Science) qualification is aimed to produce graduates for industry in the field of technical assistance to management, project studies, project evaluation and project management.

Furthermore it equips graduates with the necessary technical and business skills for self-employment in various technical fields.

INSTITUTE HIGHLIGHTS State of art infrastructure

Modern Training Aids in each and every class rooms

Learjet 24 in fully equipped lab and Hangar

Students Being Trained in handling Repair

Live Aircrafts : Cessna 150M & Enstrom-280C

Composite Repair Shop

Specialized Services at TIAT-CAR145 Thakur institute of Aviation Technology’s (TIAT) DGCA approved CAR 145 NDT and Composite Repair facilities to be dedicated to keeping customers up and running. Our goal has always been to outpace changes in the industry by staying ahead. To be first with technologies that streamline our services, to create new, more efficient processes. We strive for quality relationships that are built on trust, exceptional results, and industry-best safety standards. Non Destructive Test Facility TIAT-NDT Div. (Category ‘B’) was started in the year 2007 with a vision of serving specialized services to the Aviation Industry, as a whole. In March 2011 TIAT NDT Division has been approved by DGCA, Govt. of India, New Delhi, Vide Letter No. Q3/TIAT (CAR 145)/ 925 dated. 15 March 2011 under D1 (Nondestructive Testing) Rating for: (i) Eddy Current Inspection (ii) Ultrasonic Inspection (iii) Fluroscent Penetrant Inspection and (iv) Magnetic Particle Inspection The NDT Div is primarily catering towards the DGCA approved Flying Clubs, MRO, Airlines & AMO’s.

Composite Repair Shop Recently TIAT has got DGCA approval for its composite Repair Shop.

Boeing 747-200 cabin, cockpit and Fixed wing, NLG, MLG Systems for Demonstration

TIAT composite repair shop is approved

by DGCA under category C class component rating C20 structural to certify and carryout repairs by cold bonding process on composite structure other than primary structure as per approved procedure specified in respective aircraft SRM or relevant document applicable to DGCA. We have well experienced composite engineer and support staff to undertake any composite repairs.

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Other Highlights of the Institute includes Outstanding Academic Results Industrial Visits for students to Aviation

Companies.

Seminar on Technical Topics &

Entrepreneurship Industries and institution interaction World class Library and e-library ISO 9001 - 2008 certified Institute

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<<RWSI ACTIVITIES>>

Safety through Education, Unmatched Voluntary Effort

by RWSI Members You may be aware that RWSI has had the distinction of being the first organization to start Ground Training for Helicopter Professionals in India in 2004. Since then, RWSI training faculty comprising of volunteer instructors with excellent professional standing, have carried out ground training for industry professionals in wide ranging subjects including Special VFR & Recurrent Training (replaced recently by Procedure Training), Monsoon Adverse Weather Operations, SMS, Human Factors, DGR Awareness Training, CRM & Survival Training, Accident Prevention and Accident Investigation Courses.

During the Period of June to September 2015, RWSI conducted training courses on; (a) Procedure Training Courses: 13-14 August 2015, 21-22 & 23-24 September 2015, (b) Adverse Weathers Ops-Monsoon Training: 17 July 2015, (c) Dangerous Goods Awareness Training: 22 September 2015, (d) CRM & Survival Training: 18 July 2015 & 11 September 2015, (e) Safety Management System 24-25 August 2015 and (f) Human Factors Training 23-24 September 2015. A total of 102 students benefitted from the training.

RWSI Governing Council is indeed thankful to Dr. JR Kulkarni for handling Monsoon Training at Mumbai. It is also grateful to Col DK Chand and Capt. Sanjay Mittal for handling CRM Training at Mumbai.It also appreciates the voluntary services rendered by Wg Cdr Ramesh Mallik, Wg Cdr VP Mathur and Gp Capt. SK Manocha in conducting Procedure Training at Delhi and Mumbai. Our special thanks to Gp Capt MK Labroo for handling DGR Training & Human Factors at Pune and Gp Capt MK Labroo & Wg Cdr VP Mathur for handling SMS training at Gadimoga during the quarter.

RWSI is proud to have trained a total of

4059 candidates which includes pilots, engineers and other aviation professionals in various courses conducted at Delhi, Mumbai, Bangalore, Pune, Lucknow, Jamshedpur, Ahmedabad and Calcutta. Owing to its professional reputation, it was also invited to conduct Human Factors Training in Kathmandu & SMS course in Singapore. We at RWSI recognize that a regular and ongoing ground training program for helicopter professionals is a major contributor to safety and efficiency of Civil Helicopter Ops in the Country. President & all Members of the Society salute the Spirit of the Members who have voluteered their services in holding the Training Programme over the last 10 years.

RWSI holds its 50th Governing Council Meeting 50th Governing Council Meeting of RWSI was held at 1800 hrs on 01 Sept 2015 at Aakash Airforce Officerâ&#x20AC;&#x2122;s Mess, Zakit Hussain Marg, New Delhi. Participants in the meeting included AVM (Retd.) K Sridharan VM (G) President, Wg Cdr B S Singh Deo VM Vice President, Wg Cdr Ramesh Mallik Secy General, Capt Uday Gelli President (WR), Lt Gen BS Pawar President (NR), Gp Capt. MK Labroo Treasurer, Wg Cdr Sanjay Mittal Secy RWSI (WR), Capt.

KV Kunhikrishnan, Air Cmde Ravi Krishan VM Secy RWSI (Northern Region), Wg Cdr VP Mathur Chief Ground Instructor RWSI, Dr. G. Sairamanan and Gp Capt RS Malhari Sr. Admin Officer RWSI. Brig MS Dullat and Wg Cdr O S Sareen also attended the meeting as special guests.

The President RWSI in his introductory remarks welcomed the GC Members and mentioned that he was proud to have been associated in all the 50 Meetings conducted

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since 1998 till date in handling the issues related to the governance of RWSI , which was applauded by all the members. He mentioned that the purpose of the meeting was to meet all the members and brief them about the ensuing two seminars to be held on 2nd September 2015 at India habitat Center. He briefed all the members regarding how the seminar will proceed during the course of the day and how the arrangement should follow. Progress report of the action taken on the minutes of 49th GC Meeting held on 12 th June 2015 at the conference room Sector-62 was read out by the Secy Gen RWSI. Since RWSI Hqs will be moving to its new office on 22 Oct 15,the members approved the suggestion for receiving donations for RWSI as provided for by the Rule (f) of the Society. Lt Gen BS Pawar President RWSI (Northern Region) and Air Cmde Ravi Krishan, Secretary RWSI (Northern

ROTOR INDIA - QE 30 SEPTEMBER - 2015

Region) informed the members about the get together of the helicopter pilots/engineer from and around Chandigarh at DSOI, Sector-36, Chandigarh. It was attended by more than 23 members. GP Capt RS Malhari informed the members of the progress made in getting the new accommodation ready for occupation on 22 Oct 15. In view of the difficulties faced by RWSI in conducting HPI-2015 on 17-18 Nov. 2015, it was decided to postpone it to 24-25 Mar 16 at the same venue. The members agreed unanimously for the change of date. The Financial Status report of RWSI was readout to the members by the Treasurer. The approval of Audit Report for 2014-15 was not sought as it was not yet ready. It was decided to circulate it to the GC Members as soon as it was ready by e mail. There being no further points,the meeting came to a close after Secy Gen proposing a vote of thanks to the Chair.

PEOPLE Air Marshal SB Deo took over the c o m m a n d o f H q We s t e r n Air Command IAF on 01 Sep 15 Air Marshal SB Deo was commissioned into the fighter stream on June 15, 1979, the Air Marshal has more than 4000 hours of operational and training flying. He has held various important assignments at various stages of his service. The Air Marshal has been a Fighter Combat Leader, A2 qualified instructor and Directing Staff at TACDE. He is an alumnus of Defence Services Staff College Wellington.

Air Marshal SB Deo was Chief Operations Officer of a frontline forward base and commanded Air Force Station Jodhpur. Prior to taking over as Air Officer Commanding in Chief of Western Air Command, he was Director General Air Operations at Air Headquarters and Air Officer Commanding in Chief of Eastern Air Command.

Air Marshal C Hari Kumar took over as the Air Officer Commanding-in-Chief of Eastern Air Command September 1. He succeeds Air Marshal SB Deo, who assumed the charge of Western Air Command. Prior to taking over as Air Officer Commanding-in-Chief of Eastern Air Command, he was Senior Air Staff Officer, South Western Air Command. A Fighter Combat Leader and a Qualified Flying Instructor, Air Marshal Kumar was commissioned in the Fighter Stream on December 14, 1979. The Air Marshal has held various important field and staff appointments during his distinguished service career spanning over 36 years. He is also a recipient of Presidential awards of Vayusena Medal and Vishisht Seva Medal.

Air Marshal SRK Nair took over as Air Officer Commanding-in-Chief, Headquarters Training Command, IAF, on 01 Sep 15. He was commissioned in the transport stream of the Indian Air Force in June 1980, a defence release said. A qualified Flying Instructor and an Air Force Examiner, the Air Marshal has a rich and varied flying experience of over 7000 hrs in various transport and trainer aircraft, He was part of Operation Pawan (Sri Lanka), Operation Cactus (Maldives), Operation Parakram and Operation Safed Sagar (Kargil). During an exercise in US, he pioneered a grueling nine hour 40 minute flight on an IL-76 transport aircraft to the North Pole and back, the only Indian aircraft to do so. He also circumnavigated the globe in the process.

His previous appointments include Air Officer Commanding of Air Force Station Chandigarh and Assistant Chief of Air Staff Operations (Transport & Helicopter) at Air HQ.

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