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Why Should Single Engine Helicopters be left out of RCS? The first Civil helicopter to fly in India was a Single Engine Helicopter Hiller UH12B, in November 1953 at Mumbai. During 1953-1986, small helicopter companies such as Khambatta Aviation (P) Ltd, Bharat Air, Pushpaka Aviation, Air Works Engineering Pvt Ltd and Oil India used small Single Engine Helicopters such as Schweizer 300 and Bell G2 & 3 Helicopters besides Hiller UH12B in the civil sector. UH12B was also used by VIPs such Prime Minister Jawahar Lal Nehru and Moraji Desai. On one occasion, both flew in the helicopter together. While helicopter industry has seen negative growth in numbers, Regional Connectivity Scheme (RCS) released in July 2016 gave hope to the Helicopter Operators in improving connectivity to unserved remote areas. However, in a recent meeting of RCS Stakeholders, the Secy Civil Aviation informed the helicopter operators that in the current RCS policy, the helicopters are allowed only in the North East and hilly region due to very high cost of operations and the Government does not have sufficient VGF to cater to helicopters flying in RCS. He also informed that the MOCA is considering whether to allow single engine helicopters to operate for public transport under the RCS. MOCA asked DGCA to hold a meeting with helicopter operators for seeking justification on the safety of single engine helicopters. In consonance with the Directive, DGCA held a meeting with helicopter operators on the issue on 13 June. At the Meeting, the Helicopter Operators mentioned that out of 199 commercial helicopters 29 (14.5%) Single Engine helicopters are used in Heli-Pilgrimage in J&K, HP and Uttarakhand; Chardham (Yamunotri, Gangotri, Kedarnath and Badrinath), Hemkund, Vaishno Devi, Amarnath, Machail Mata, and Manimahesh. Since these helicopters have been carrying out 18500-21000 hrs of flying each year with passengers under public transport using NSOP for the past so many years, why should there be a question about safety of same helicopters under RCS. In respect of Safety Performance in India, there were only five Fatal Accidents to SE Helicopters vis-Ă -vis ten Fatal Accidents to Twin Engine helicopters during 2006-2016. Even the fewer fatal accidents to Single Engine helicopters were not due to the engine failures. According to experts, use of single engine helicopters under commercial operations, with passengers on board are permitted under ICAO regulations. The helicopter operators are demanding that the cap on Viability Gap Funding be lifted. They do not see the reason why they should be forced to obtain Scheduled Operator Permit to operate under the UDAN scheme. The operators also felt that in the current form VGF for helicopter is too low and needs a re-look. They also requested that the Three-year tenure for the helicopter be increased to at least 5 years since in the current as the return on investment will take time. This proposal was accepted in principle. The Industry is hoping that misconception about safety of Single Engine Helicopters is not used to block single engine helicopters to operate for public transport under the RCS scheme.
Air Vice Marshal(Retd.) K.Sridharan Editor-in-Chief
ROTOR INDIA - QE 30 JUNE - 2017
/HWWHUV WR WKH (GLWRU!! Safety Hazard-Joshimath Helipad:Absence of markers on JoshimathAuli Ropeway on Approach/Takeoff path Sir, During my recent visit to Joshimath I was able to ride on the Joshimath Auli ropeway. During the ride I noticed that there were no 'markers' on the ropes/ towers, particularly on the approach/take off path from the helipad. No doubt, diagonal approach/take offs are possible. However I feel in case of poor visibility or low clouds, a pilot may miss the ropes. Due to security reasons, no photography was allowed in the vicinity of the Army Cantonment. I strongly feel that some sort of luminescent markers need to be put up at suitable points. For your considerations. Wg Cdr CD Upadhyay Vr C Ex HAL's chief test pilot (Rotary wing) & CEO, HATSOFF Sir, The Safety Hazard close to Joshimath helipad observed by you will be referred to DGCA immediately for further action by ropeway owners including placing 'markers' on the ropes / towers, particularly on the approach / take off path from the helipad. Thanks for your safety concern. Editor Dear Sir, DGCA has issued a draft revision to CAR Section 2, Series I, Part V, requiring fitment of FDRs on helicopters as follows: 1. Type IV FDR on all helicopters with AUW>7000 Kgs (passenger capacity of 19) for which individual COA is first issued after 01-01-1989. 2. Type V FDR for all helicopters of AUW > 3175 Kgs upto AUW 7000 Kgs for which individual C of A is first issued after 01-011989. 3. Type IV A FDR for all helicopters of AUW >3175Kgs for which individual C of A is first issued after 01-01-2005. 4. Type V FDR for All Multi Engine Turbine helicopters of a AUW =/<3175 Kgs
for which individual C of A is first issued after 01-01-1990. 5. Type IV A FDR or Class C AIR or an ADRS for all turbine helicopters of a max AUW >2250Kgs upto 3175Kgs for which the application for type certification is submitted on or after 01-01-2018. 6. Type IV A FDR or class C AIR or an ADRS for all helicopters of a AUW =/<3175 Kgs for which individual C of A is first issued after 01-01-2018. This Revision if issued as per the draft is going to pose a huge technical difficulty to the existing operators whose helicopters were first issued C of A after 01-01-1989 or 01-01-1990 (multi engine turbine helicopters). There are no 'One size-fits all' solution in case of FDRs. Older helicopter systems do not lend themselves easily for such advanced modifications. Only some and not all these recommendations are in line with ICAO requirements. Some of these requirements only appear as recommendations in ICAO documents and are not made mandatory. The comments on draft CAR were required to be sent by 20th May 2017. Though we missed out on responding to the draft CAR by due date, we could still advocate changes to the DGCA, based on inputs received from Helicopter MROs as well as operators. We may also invite comments from HAL in this regard. Raghvinder Joshi Sir, As recommended, we will take up the matter with DGCA & HAL. Editor
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ROTOR INDIA - QE 30 JUNE - 2017
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<<Focus on Civil Aviation>>
Regional Connectivity Scheme Stakeholders Meet on 07 June 2017 at New Delhi On 7th June 2017, the Regional Connectivity Scheme Stake-holders’ meeting was called by Smt. Usha Padhee IAS, Jt Secy MOCA at Rajeev Gandhi Bhavan, New Delhi. The meeting was chaired by Shri R N Choubey IAS, Secy Civil Aviation and was attended by Shri B. S. Bhullar IAS, DG, DGCA, Shri Kumar Rajesh Chandra IPS, DG, BCAS and Shri Guruprasad Mohapatra IAS, Chairman AAI. Shri R N Choubey IAS Besides the Govt officials from Civil Aviation, Secy for Civil Aviation senior airline representatives from Indigo, Alliance Air, Air India, Air Vistara and Turbomeca were also present. Dr. B. P. Sharma CMD, Pawan Hans and RWSI representatives Wg Cdr (Retd.) Ramesh Mallik Secy Gen RWSI and Shri R N Johri CEO, Aman Aviation & Aerospace Solutions Pvt Ltd representing the helicopter industry were also present. Resident Commissioners from various states and representatives of various Companies were also present. Apart from the various points discussed from the first round of bidding of the RCS, representatives of Helicopter Operators had strongly aired their points and justifications pertaining to use of helicopters in RCS. The Secy Civil Aviation informed the participants that in the current RCS policy the helicopters are allowed only in the North East and hilly regions due to very high cost of operations and the GOI does not have sufficient VGF to cater to helicopter flying in RCS. He further mentioned that if the state governments want helicopters to be part of the RCS, then additional concessions will have to be given by them, to which Resident commissioner of Uttar Pradesh informed that they are forming JV with Pawan Hans Ltd which will provide 30% additional assured seats in addition to the concessions extended by the RCS. RWSI representatives had put their point that single engine helicopters and single pilot operations be allowed under the RCS and also under the NSOP, due to the simple reason that in the current form the use of helicopter is restricted to hilly regions, and not allowed all over India like airplanes. They also suggested that the initial acquisition cost and other charges required to set up a schedule airline are economically prohibitive it cannot be recovered in short period. On this DG, DGCA said that the concern of regulators is that Single Engine helicopters cannot be used for public transport and may not be inherently safe. To this Shri R N Johri informed that
approx. 18000 hour are logged annually by single engine helicopters alone in hilly regions in India. It was also pointed out that these helicopters operate under the Non Scheduled Operators Permit (NSOP) and are undertaking public transport operation. Worldwide single engine helicopters are also popular and in many countries single engine helicopters also operate on off-shore missions. To this, Secy Civil Aviation suggested that DG, DGCA hold a meeting of stake holders on 13th June 2017 at 1000hrs where he invited helicopter service providers to present their case to justify as to how single engine machines are performing worldwide. Apart from this, Wg cdr (Retd.) Ramesh Mallik also raised the subject of restriction by ICAO on use of twin engine aircraft for schedule airlines due to which the single engines are kept out of the RCS. Shri.R N Johri raised the issue that in the current form VGF for helicopter is too low and needs a re-look. To this Secy Civil Aviation said that at present the VGF available is not sufficient. He also requested that the three year tenure for the helicopter be increased to at least five years since in the current form, the usage of helicopter is restricted in Schedule Air Transport category and the return on investment will take time. This proposal was accepted by the Chair. Shri R N Johri further suggested that since a helicopter has less than 10 seats in normal course, it is not practical to classify the VGF on the basis of number of allotted RCS seats. For helicopters, 100% SEATS must be considered under RCS, un-like in case of airplanes. Use of single engine helicopter under commercial operations with passengers on board are permitted under ICAO regulations. However, use of single engines under Scheduled Operators permit (SOP) will not be allowed. The Secy MOCA opined that to avail benefit under RCS scheme, the operations must be only under Scheduled Operator’s permit. He also opined that even single engine aeroplane should also be permitted for remote area connectivity. Presently payment of VGF is in terms of time flown rather than by distance. As the helicopters follow the valley route as mandated by Cat III Performance Requirements to keep within auto-rotative range of an emergency enroute helipad, the time taken for flight is more than the time taken by a direct flight to destination. The participants were informed that after receiving the feedback from the Stakeholders at the proposed meeting on 13 June 2017 at DGCA, MOCA is planning to close the second round of bidding document under RCS by 16th June 2017. By the end of June / beginning of July2017, they want to go for second round of bidding under RCS.• By Team RWSI
The primary objective of RCS is to facilitate / stimulate regional air connectivity by making it affordable 1.2.1.1 Promoting affordability of regional air connectivity is envisioned under RCS by supporting airline operators through (1) concessions by Central Government, State Governments (reference deemed to include Union Territories as well, unless explicitly specified otherwise) and airport operators to reduce the cost of airline operations on regional routes / other support measures and (2) financial (viability gap funding or VGF) support to meet the gap, if any, between the cost of airline operations and expected revenues on such routes.
ROTOR INDIA - QE 30 JUNE - 2017
<<Focus on Civil Aviation>>
Regional Connectivity Scheme (RCS)-UDAN >Shri.R N Johri, Managing Director, Aman Aviation@ The Regional Connectivity Scheme (RCS) under the name of ‘UDAN’. This scheme seeks to get more people to fly from smaller towns and cities, from un-served and under-served areas to the metros and other major cities. The scheme is to facilitate regional air connectivity by making it affordable to common man from far flung areas. It offers concessions to the airlines to encourage them to fly on regional routes. The losses incurred by the operator are planned to be provided through the Viability Gap Funding (VGF) to the selected airline operators from RCF. VGF will be provided for three years from the date of commencement of operations of such RCS flights. Benefits under the Scheme will be available for a period of 10 years from the date of its notification. The Aviation is a high fixed-cost, low margin business where nearly 85% of the airline costs are of a fixed nature-Fuel, leases, salaries, interest, maintenance, airport and navigational charges etc. Airlines need high traffic volumes to spread out the fixed cost and make the airfare more affordable. This is the main reason why nearly 72% of the Indian Air traffic is restricted to just the top ten airports & state capitals. India’s interior can be connected only if there are substantial tax breaks, cash subsidies and full hearted support to the helicopter industry provided by the government. RCS is one of the key elements of NCAP 2016, which has estimated domestic ticketing of 30 crores by 2022 and 50 crores by 2027. It is unfortunate that in a country of 1.3 billion people, domestic ticketing stands at 80 million. It is estimated to have flights to 50 more airports in the next four years through the Regional Connectivity Scheme. Under the scheme, airlines have complete freedom to enter into code-sharing with larger airlines for connectivity. Airfares are capped at INR 2,500 up to 30 minutes of helicopter flight for regional flights under the scheme. Airline can withdraw from the scheme after one year. Viability gap funding (VGF) is provided to airlines for three years under the UDAN scheme. The bidding for airlines to get subsidy under the scheme will take place twice a year. The government has appointed MSTC Limited to carry out reverse auction (airlines asking for lowest subsidy amount wins). The RCS has listed out the concessions / support that need to be offered by the respective state governments at RCS airports within their States: (a) Reduction of VAT to 1 per cent or less on aviation turbine fuel (ATF), (b) ATF at RCS airports to be located within the state for a period of ten years, (c) Provision of fueling infrastructure, (d) Provision of minimum land free of cost for development of RCS airports, (e) Provision of security and fire services free of cost at RCS airports, (f) Provision of electricity, water and other utility services at substantially concessional rates at RCS airports; Concessions to be offered by the airport operators: (i) Airport operators (whether under the ownership of the AAI, (ii) State Governments, private entities or the Ministry of Defence) shall not levy landing charges and parking charges or any other charge subsuming a charge for such aspects in future on RCS Flights, (iii) Selected airline operators shall be allowed
to undertake, (iv) Ground handling for their RCS flights at all airports (v) AAI shall not levy any terminal navigation landing charges (TNLC) on RCS flights and (vi) Route navigation and facilitation charges (RNFC) will be levied by AAI on a discounted basis @ 42.50 per cent of normal rates on RCS flights. In the meeting held with stakeholders on 22nd Feb 2017, the Authorities had considered two points proposed by the RWSI. First one was on the addition of the start-up and switch-off timing for single and multi-engine helicopters in the total stage length of the RCS flight. This was not included earlier. And the second point was that the operator who wins the bid for that route will use his helicopter in the first flight with committee observer on board the actual timing for the stage length will be set. This point has brought a big relief to the industry since at the time of bidding it was not possible for any of the operator to incur this expenditure of flying the chopper on that RCS route to set the stage length and timing especially when they were not certain if they would win the bid. Both these points have made sure that the helicopter operator is not unduly burdened before launching the RCS flight. Airfare Cap for Helicopters: Flight Duration (minutes)/ Airfare cap per RCS Seat (Rupees) 00-30mts /Rupees 2,500(b)31-35mts / Rupees 2900, (c)36-40mts /Rupees 3,350, (d)41-45mts / Rupees 3,750, (e) 46-50mts / Rupees 4,150, (f) 51-55mts / Rupees 4,600, (g) 56-60mts / Rupees 5,000 & (h) > 60mts / Rupees 5,000. In the Helicopter Industry, various operators have various apprehensions and views. They feel that RCS system will need at least 75-100 cr of investment at one go to commence the RCS flying. Deep pockets would be the key to set up operations. This is based on calculation that an operator would need to have a minimum of 2 -3 helicopters to start the RCS operations. The tenure expected to create the load factor on the RCS route is around three / five years. The tenure of the scheme is three years from the date of commencement. Hence it is felt that once the first company moves in, they will run into losses to create the market and subsequent players will then enjoy profit from the venture. With the high cost of lease rentals, high cost of skilled manpower as per the DGCA regulations and other infrastructure cost, the rate per seat is too low. The VGF factor will be very high in this case and the industry believes to get the VGF will be a herculean task especially once the flying has been done for months. If the VGF can be calculated and disbursed initially on monthly basis for first two years than on quarterly basis for the next two years, it will be an incentive to the first mover and give confidence that GOI will not let them down. We are confident that with due support from the MOCA, the vision of our Prime Minister of UDAN will surely find the light of the day even with helicopters. By: Shri R N JOHRI Managing Director, Aman Aviation & Aerospace Solutions (P) Ltd, Juhu Airport, Off S V Road, Vile Parle (W), Mumbai-400056.•
ROTOR INDIA - QE 30 JUNE - 2017
<<Focus on Civil Aviation>>
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The helicopter night operation to and from offshore platforms/rigs has been a matter of concern for the regulator and helicopter operators after the Pawan Hans helicopter crashed after taking off from one of the platforms in the south field of Mumbai High in Western Offshore on 04 November 2015.Though it was on a training flight, all night operations were suspended by DGCA in January, 2016. Since then limited night operations are allowed permitting night Medi-Vac.
Rule Position Though the DGCA rules do not permit VFR operations at night beyond the vicinity of airfield, DGCA had given special dispensation by permitting medical evacuations by helicopter at night from offshore installations under VFR up to Mumbai Approach Control and then onward under IFR to Santa Cruz Airport.
Background Since the beginning of helicopter ops (offshore) in Mumbai High four decades ago, the offshore flights to Mumbai High have always been undertaken under visual meteorological conditions under Visual Flight Rules. As the airspace, west of Mumbai Airport (SantaCruz) below FL-070, being an uncontrolled air space, only limited Communication & Navigation facilities and Airspace management are available which precludes any IFR flights to the offshore installations in Mumbai High.This issue has remained unresolved as it relates to Air Traffic Management of helicopter traffic beyond 25NM from Mumbai airfield.
Present Status The airspace beyond 40 NM from Mumbai airfield, especially from ground level to 7000 Ft is classified as Class “G”. In class G Airspace, Air Traffic Services based at Mumbai provide limited advisory information when requested. There is every day around 25 to 27 helicopters engaged in support of oil industry operating in Mumbai High from Juhu Airport. All these helicopters operate in high density traffic on VFR flight plan, where they are required to maintain their own separation to avoid mid air collision. Further, flights continue to operate even when prevailing weather conditions (IMC) are un-
safe for flights in those conditions. Though Rules require all operation over the sea to file IFR flight plan, our helicopters operate under VFR/Spl VFR flight plan. Thus, these helicopters get the benefit of Air Traffic Services (ATS) only up to 25 NM from Mumbai approach control. Beyond 25 NM from Mumbai, as the flights will be operating in uncontrolled Airspace, they do not get any assistance from of ensuring separation from other traffic or terrain to avoid collisions or clearance to deviate from their Flight plan and about Traffic Information of other aircraft likely to pose a hazard to flight.The helicopter offshore operations in support of E&P oil companies have been in existence for at-least forty years and are likely to continue for another twenty years if not more. There is an urgent need to upgrade these operations from VFR to IFR. To create safe environment, the pre-requisites include monitoring control. Unfortunately, AAI has not involved itself in handling all helicopter traffic beyond 25 NMs in offshore sector. There is an urgent need to upgrade this air space to Class “D”. The modern helicopters now being used such as AW 139, Bell 412 and Airbus 365 N3 are kitted and certified for operating under InstrumentFlight Rules (IFR). E&P Oil companies engaged in offshore helicopter operation employ only those helicopters that are certificated for IFR operations. These helicopters can operate under IFR in offshore sectors with instrument rated aircrew. These capabilities have also enabled them to carry out medical evacuations offshore at night under IFR subject to the helidecks at the offshore installations being equipped for night operation. Besides, E & P operators in India only engage helicopters duly certificated for IFR & Licensed IFR aircrews for offshore operations. It may be mentioned that helicopters which operate offshore in large number in support of oilfields in North Sea, south China Sea, Gulf of Mexico and other location from coastal airports follow procedures duly approved for VFR & IFR for day & Night operation by their respective regulatory authority. In developed countries, such as North Sea operations, dedicated low looking radars are located at coastline to meet the demand of low flying helicopters operating offshore. The existing proximity navigation facility in Bombay High is
ROTOR INDIA - QE 30 JUNE - 2017
<<Focus on Civil Aviation>>
Urgent Need to Implement Performance Based Navigation with ADS-B Stations for Helicopter Operations in India RWSI is deeply concerned with lack of radio & navigational aids under which our Civil helicopters are required to operate in our country, particularly offshore (including during night medevac) and in Monsoon weather in Bombay High Region. The safety ambiance in Bombay High requires immediate attention and calls for induction of forward looking navigation strategy for use by helicopters. Towards the above goals, RWSI had on numerous occasions proposed to DGCA to consider feasibility of establishing Performance Based Navigation (PBN) RNAV/RNP for Mumbai High airspace and integrating these routes with ADS-B using our existing ADS-B coverage stations or if need be by setting up additional ADS-B stations especially for offshore helicopter operations. This would not only facilitate the day/night operations (including medevac) but would also ensure safe, efficient and more productive flights which would benefit our country. This would also ensure that simultaneous fixed wing and rotary wing operations are conducted from Mumbai. Later this would also need to be extended to other major airports like Delhi, Kolkata, Chennai, Bangalore etc. It is very sad to see the slow progress being made in our country, in introducing modern technology for safe and efficient Helicopter operations particularly offshore operations. Are helicopter operations in India to be left with old generation technology? NDB/VOR/DME etc are already being phased out abroad. Soon India will need to use other modern navigational aids, as maintainability of the existing equipment would be impossible as maintainability will be prohibitively costly and the manufacturing would cease. In this regard for airline operations in India, Performance Based Navigation (PBN) and ADS-B was introduced long time back.
The operators were told by the Regulator to equip their fleet and train the crew in PBN flying within specified time frame. It may be noted that PBN/ADS-B has been introduced and implemented for helicopter operations in USA and other countries. I gather that a company â&#x20AC;&#x153;Tetra Techâ&#x20AC;? has great experience in this. I also understand that it will be possible for US Technical Development (USTDA) Agency to cover the cost of feasibility study and implementation thereby imposing no financial burden on the stakeholders. However, it is essential that one of the government stakeholders initiate the requirement and suitable request is placed before USTDA. We request AAI to support this initiative so that helicopter operations in India do not lag behind the world.â&#x20AC;˘
...Enhancing Safety and Flexibility of Offshore Ops limited to low powered NDBs on all platform/rigs (barring small unmanned platforms). They are not reliable & accurate. ONGC may therefore need to consider phasing out these aids and install modern aids such as performance based navigation (PBN) systems which are getting to be popular and cost effective in offshore sectors across the world.
Solution There is an urgent need for AAI to upgrade the uncontrolled air space beyond 40 NM from Mumbai to Class â&#x20AC;&#x153;Dâ&#x20AC;? air space. It will
enable helicopters not only to operate safely over sea under IFR at night but also under marginal weather conditions during monsoon. a) AAI along with E&P operators install VHF repeater stations on offshore locations to ensure unhindered communication. b) Create low level helicopter air routes for use of helicopters (PBN) based on GPS/GAGAN/NDBs for AT management of Helicopter traffic. c) Publish approved IFR route charts. d) Create AT Management Centre exclusively for offshore helicopter traffic, possibly at Juhu Airport. To overcome the regulatory constraints, AAI, DGCA and operators should evolve Safe Procedures duly approved by the Regulator and published so that safe offshore operations (including night medi-evac) can continue for the future.â&#x20AC;˘
ROTOR INDIA - QE 30 JUNE - 2017
By Team RWSI
+HOL1HZV 35& !!
Civil-Military Integration Lifts China’s Helicopter Industry Taking a hint from India, China is also gearing up to develop its Helicopter industry by using the latest RW technologies to produce modern helicopters for their civil and military use. Mr. Wu Ximing, the chief designer of Avicopter, a subsidiary of China Aviation Industry Corporation has said, “China has a relatively complete helicopter industry with independent development capacity in key technologies”. He further elaborated that, “The technology spillover of China’s fastpaced military helicopter industry will surely boost the development of more civilian helicopters to meet nation’s commercial demand,” China’s helicopter industry has gained international attention with the launch of a series of home-developed armed helicopters, such as the WZ-9, WZ-10, WZ-11 and WZ-19. Mr. Wu Ximing is also the chief designer of the WZ-10, or Thunder Fire, China’s self-developed modern military attack helicopter. The “starry” WZ-10 is an armed helicopter which was designed primarily for anti-tank strikes and was first seen in public at the 2012 China Air show. The maiden flight of the new AC352 utility helicopter also showcased the country’s capacity to develop the world’s most advanced mid-sized civilian helicopter. These cutting-edge technologies have enabled China to produce heavy-lift, advanced high-speed attack and stealth helicopters. They have also been able to use these advanced technologies to produce other multi role helicopter models for both civil& military use. Avicopter is planning to develop a high-speed tilt-rotor aircraft, capable of carrying heavier payloads and flying up to 500 km per hour, about twice the speed of current modern helicopters, over long distances.•
WZ-10 Attack Helicopter
AC352 Utility Helicopter
China Hits Milestone in Military Goals BEIJING-China’s first domestically built aircraft carrier slipped into the sea for the first time on 26 April 2017, after days of publicity celebrating the impending launch as a milestone in President Xi Jinping’s drive to extend China’s military reach far beyond its shores. Chinese military media has reported, that senior military and government officials watched as a champagne bottle was smashed on the bow and as the 315m grey hull of the carrier eased into the water at Dalian, a north-eastern port. The ship, festooned with red national flags and banners, then stopped next to the dock. It is far from ready for operations, but the launch “signified a major stage of progress of our country’s indigenous design and construction of aircraft carriers”, a People’s Liberation Army (PLA) news bulletin said.• ROTOR INDIA - QE 30 JUNE - 2017
<<Military - Indian Air Force>>
IAF Helicopters Used Extensively for Fighting Mount Abu Forest Fires A major forest fire broke out in the hills of Mount Abu, Rajasthan, on 15 Apr 17 morning and continued for well over four days. IAF responded promptly by deploying a modified MI-17 V5 helicopters to fight the fire. Drawing the water from Nakki Lake in the middle of Mount Abu town, the helicopter dropped about 20,000 litres on the affected area through seven sorties. The helicopters will be stationed at Mount Abu helipad for the operation. The wildfire that broke out at Mount Abu continued to blaze at scattered places in the region for well over four days. The flames spread near inhabited areas yesterday due to winds but the IAF helicopters in the air and the Army troops, police and forest department personnel prevented them and controlled the fire. It was reported that the two MI-17 VS helicopters which were deployed by the IAF have flown and sprayed close to four lakh liters of water at various locations to douse the flames during the period. Apart from the IAF helicopters, two well equipped columns comprising of over 100 army personnel from the Konark Corps braved the intense smoke and fire at Sunset Point, Chipa Beri, Saat Ghum View point in the fire fighting ops.•
IAF Helicopters Used to Douse Uttarakhand Forest Fires DEHRADUN: During the first week of May 17, more than 6,100 personnel comprising NDRF, SDRF, state police, forest staff and volunteers, and three IAF helicopters (1 ALH and 2 Mi 17s fitted with Bambi bucket to carry water) were deployed in Uttarakhand to douse the forest fire that engulfed large part of the hill state. The authorities claimed that the situation got under control after the massive firefighting effort. The satellite imageries of the forest fires indicated that the blaze has been extinguished in most of the affected area in the hill state. Each of the Mi 17 helicopters of the IAF which were used in the firefighting operations in Nainital area had the capacity of carrying 3000 liters of water. These helicopters collected water in their Bambi bucket from Bhimtal lake as shown in the picture and made numerous sorties to Almakhan, Kilbari and Nalena areas of the district to douse the fires. They were also used for the same purpose in Pauri. Thanks to Indian Oil Corporation (IOC) which provided timely Aviation Turbine Fuel (ATF) refuelers to replenish IAF choppers deployed to douse the massive fire in Uttarakhand.
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<<Military - Indian Air Force>>
IAF MI-17 Helicopters Carryout Most Daring Night Evacuation of CRPF Personnel in Sukma Naxal Attack It is learnt with profound regret that on 24 Apr 17, 25 personnel of CRPF’s 74th battalion were killed during Naxal attack at a location about 1.7 kms from the CRPF camp at Burkapal (about eight km short of a major garrison in Chinta Gufa). The CRPF company was ambushed when they were on ‘road opening party’ (ROP). On 24 Apr 17, when the CRPF personnel were attacked by Naxals, Air Cmde Ajay Shukla, the commander of the Anti-Naxal Task Force (ANTF) IAF, Head Quartered at Raipur was informed around 2.30 PM. The first information which he got was that there were three wounded soldiers who needed to be flown to a hospital in Raipur. He immediately detailed two MI-17 V5 helicopters from the IAF detachment at Jagdalpur to fly to Burkapal. But when the first helicopter landed at the location, they were told that there were seven casualties to be air evacuated to a hospital in Raipur. The first helicopter landed in Burkapal at around 5 PM on 24 Apr 17. To make it to Raipur, the helicopter had to be refueled. Of the seven casualties, five were badly injured. An IAF doctor who was on board the first MI-17 V5 helicopter spared no effort in rendering medical assistance to the casualties. Unfortunately, one policeman died in the aircraft even as he was being flown to the hospital. The lives of six other CRPF personnel who were evacuated were saved. At sunset on 24 Apr 17, the commander of the ANTF was informed that there were more casualties. The odds were heavy in carrying out the air evacuation of the casualties from the makeshift helipad in the village as the helipad was not secure enough to land at night. Earlier experience indicated that “sanitization” of the helipad was challenging even during the day light hours. On 8-10 occasions in the past, helicopters have been fired at during their missions. It was past sunset and was getting dark. Despite the heavy odds, two MI-17 V5 helicopters took off from Jagdalpur to evacuate the CRPF personnel. There were many conditions that were not favorable, the night was moonless and pitch dark. As the make-shift helipad to be used at Burkapal was not fully sanitized, the helicopters had to fly without external lights to avoid detection by the Naxals. It was a demanding
mission with one of the pilots wearing night vision goggles and handling the flight. When the helicopters landed at the helipad, the crew was shocked to learn that there were 24 bodies of CRPF personnel which were to be evacuated. Under the circumstances, the commander of the ANTF cleared the mission. A dozen bodies were loaded into the first chopper and a dozen into the second and were brought back to Raipur. At the end of the operations, IAF Helicopters helped in saving six valuable lives of CRPF personnel who were wounded in the Naxal Attack. By getting the dead out of the battlefield was a huge moralebooster for the troops. The mission could not have been achieved but for the courage and dedication displayed by the MI17 aircrew and the exceptional leadership shown by Air Cmde Ajay Shukla, the commander of the Anti-Naxal Task Force (ANTF).
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<<Military - Indian Air Force>>
Martyrs’ Day Observed at Air Force Station Sarsawa
Kargil Martyrs’ Day is observed all across the country to honour the martyrs who had laid down their lives in defence of our country. In keeping with the glorious traditions of the IAF, four air warriors of Air Force Sarsawa too had attained Martyrdom on 28 May 99 during Kargil Operations. On that day, one MI-17 Helicopter of the base took off for a mission with Squadron Leader Rajiv Pundir as pilot, Flight Lieutenant S Muhilan as co-pilot, Sergeant PVNR Prasad as Flight gunner and Sergeant RK Sahu as Flight Engineer. While carrying out a rocket attack on Tiger Hill in the Kargil Sector, the helicopter was shot down by the enemy and these air warriors made the supreme sacrifice in keeping with the highest traditions of service.
Since then, 28th May is observed as Martyrs’ Day every year at this Station to honour these brave air warriors. This year, on 28 May the Air Officer Commanding and all air warriors of Air Force Station Sarsawa paid tribute to these brave air warriors by placing floral tributes at the War Memorial to commemorate the 18th anniversary of their supreme sacrifice. At the same time, four helicopters of the base took off for ‘Missing Man Formation’ in the sky, thereby, remembering the martyrs and showing gratitude towards them. Further, in the evening, a candle lighting ceremony was also organized where all families of the Station gathered and paid homage to the war heroes by lighting candles at the Station War Memorial.
Squadron Leader Sneha Kulkarni, First Woman Pilot in Sarang Helicopter Aerobatics Team The Sarang Helicopter Aerobatics team of the IAF enthralled the audience at the National Defence Academy (NDA) with its breathtaking manoeuvres, one after the other, on 30 May 17. It was noteworthy that the team included Squadron Leader Sneha Kulkarni, the first woman pilot to be inducted into any aerobatics display team in India. The display put up by Sarang Helicopter Aerobatics teamwas a key attraction after the passing out parade of the 132nd course of the academy. The Team comprising of four Dhruv helicopters, performed 11 stunning manoeuvres, each one more magnificent than the earlier.The team was led by Wing Commander Sachin Gadre. On 30 May 17, when the team held its display in front of the Sudan Block of the NDA, two other women members — Squadron Leader Tinju Thomas, the team commentator, and Squadron Leader Nidhi, the team engineer who was incharge of the technical aspect — played key roles. Sarang (meaning Peacock in Sanskrit ) is the helicopter display team of the Indian Air Force. The team flies four modified HAL Dhruv helicopters, also known as ALH (Advanced Light Helicopter). The team was formed in October 2003 and their first public
performance was at the Asian Aerospace Show, Singapore, 2004. The name Sarang (Peacock in Sanskrit) is symbolic as it is the national bird of India. The unit was inducted as No.151 Helicopter Unit in 2005.•
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<<Army Aviation>>
Why Attack Helicopters for the Army? Introduction On 1st Nov 2016 the Army Aviation Corps completed 30 years of its existence since its formation on 1st Nov 1986. However at the end of these 30 years it continues to fly the outdated and vintage fleet of Cheetah / Chetak helicopters and a muddled and confused Government policy on ownership of attack helicopters, has seen no progress on Lt Gen BS Pawar PVSM AVSM the acquisition plans for the Tactical Ex ADG, Armay Avn Corps Battle Support Helicopters (TBSH) to enhance tactical lift capability and special operations, and to have fixed wing aircraft in its kitty seems a distant dream. The present trend and growth trajectory leaves one wondering whether Army Aviation is truly on the path to becoming the Indian Army’s decision arm or the ‘ARM OF THE FUTURE’.
Present Status-Ownership AH It was on 12th Oct 2012 that the Government (MOD) after vacillating for decades, finally took the call on the crucial issue of the ownership and operations of Attack Helicopters (AH). The letter issued by the MOD clearly stipulated that the entire AH fleet will be owned, operated and maintained by the Army. Though late in coming, the decision was a welcome step and was expected to have a major impact on war fighting in the Tactical Battle Area (TBA). It would be pertinent to mention here that the case for inclusion of AH to be part and parcel of Army dates back to 1963 when Gen JN Chaudhary, the then COAS stressed the requirement for a separate air wing for the army. He emphasized that efforts at increasing the fire power and mobility of the army would not be complete without an integral aviation element comprising light, medium, heavy as well as armed/ attack helicopters. However, it took 23 years for the army with Government intervention, to finally break away from the Air Force and form an independent Army Aviation Corps in November 1986. The organization sanctioned was nowhere near what had been envisaged in 1963, totally lacking the wherewithal to be a full fledged aviation arm of the future, primarily due to non availability of armed/ attack and utility helicopters in its inventory. It is ironic that it took another 26 years since the birth of the Aviation Corps to get the MOD to decide on the ownership issue AH. This lethal weapon system as part of army’s inventory will greatly enhance its capability, making it a battle winning factor in any future conflict. As a consequence of this decision it was assumed that the 22 Apache AH-64D Longbow AH being procured from the US by the Air Force, were to be part army aviation. This assumption was based on the basic premise that the two units of MI-25/MI-35 AH presently held with the Air Force, are Army assets and are also operationally controlled by the Army- in fact a few Army aviation pilots are also posted to these units. The new AH (Apaches) being acquired are for the replacement of these vintage AH. It therefore came as a complete surprise when the previous Government stated that the 22 Apaches being acquired will remain with the Air Force. This decision defies
AH-64D Apache
logic and seems purely based on considerations other than military. However, to placate the army the same Government gave an in principle approval for Army’s requirement of 39 Apaches for its Strike Corps. Ever since, the army has steadfastly pursued its demand of Apache helicopters to meet its operational imperatives. At one point the Army had even recommended to the Government to share the 22 Apaches currently being acquired by Air Force on a 50:50 basis – however this proposal made no headway due to stonewalling by the Air Force. It is in this context that the DAC meeting on 20 May has cleared Army’s proposal for acquisition of 11 Apaches under the repeat option clause. In related developments, the armed version of the Advanced Light Helicopter (ALH) called ‘Rudra’ developed by the HAL has already commenced its induction into the army with a unit already operational. Though not a typical attack helicopter, it has an array of comparable weapon systems to include gun, rockets, air-to-air, and air-to-ground missiles (ATGM). However the present fleet of Rudra’s being inducted are without an integrated ATGM. This therefore, renders the Rudra in its present form, to be only a gunship and not an armed/attack helicopter as was envisaged. The air version of the ‘Nag ATGM being developed indigenously ‘HELINA’, is nowhere on the scene - it is required to arm both Rudra and the Light Combat Helicopter (LCH), which is under development – it is important to
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Rudra
<<Army Aviation>>
LCH
note that the HELINA project has been going on for more than a decade and has not fructified till date. The RUDRA units are to form part of the Holding/Pivot Corps constituting a formidable offensive punch to the field force commander. Seven to eight units of RUDRA are planned for induction into the army in the coming years as per armyâ&#x20AC;&#x2122;s perspective plan. In this context, the development of the LCH by the HAL is expected to be a mile stone achievement. The LCH aims to gate crash the exclusive club of the state of art light attack helicopters, which includes Eurocopterâ&#x20AC;&#x2122;s Tiger, Bellâ&#x20AC;&#x2122;s AH 1Z Super Cobra and Chinaâ&#x20AC;&#x2122;s ultra secret Zhisheng 10 (Z-10). The LCH is a derivative of the ALH and the Rudra and is being designed to fit into an anti - infantry and anti -armour role with capability to operate at high altitudes (16000 feet), a distinct advantage over other attack helicopters. Unlike the Rudra the LCH will have tandem seating cockpit and stealth features, but will carry the same weapons package on board the Rudra. The helicopter is expected to enter service by 2017 end. The LCH/ attack helicopter units will be the main punch of the maneuver force commander and will be inducted into the Army Aviation Corps and operate in support of ground forces both in the plains and mountains. The army has plans to induct 97 such machines into its inventory â&#x20AC;&#x201C; the Government has already approved the initial acquisition of 10 and 5 LCH for the Air Force and the Army respectively.
Why AH for Army? The primary mission of army aviation is to fight the land battle and support ground operations, operating in the TBA as a combined arms team expanding the ground commanderâ&#x20AC;&#x2122;s battlefield in space and time. Its battlefield leverage is achieved through a combination of reconnaissance, mobility and fire power that is unprecedented in land warfare. Its greatest contribution to battlefield success is the ability it gives the commander to apply decisive combat power at critical times virtually anywhere on the battlefield, in the form of direct fire from aviation maneuver units (attack/armed helicopters) or insertion of overwhelming ground forces at the point of decision (utility/lift helicopters).The assets required for the above maneuver, the attack and assault helicopters must be at the beck and call of the field force commander and also piloted by men in olive green who fully understand the ground situation. This will ensure the optimum utilization of the battle winning resource. This has been the basic rationale on which the armyâ&#x20AC;&#x2122;s case for ownership of these assets
rests. It is therefore surprising that the MOD in its decision has not addressed this issue of ownership of the helicopter aviation assets in its entirety, with the armyâ&#x20AC;&#x2122;s requirement of tactical and heavy lift capability being excluded from its decision. Unlike the Air Force, the army aviation units and helicopters are located closer to their operational areas and along with the formations affiliated to, especially at the Corps level. During war these units will require to operate from forward composite aviation bases, catering for security, maintenance, fueling and arming facilities. The employment philosophy dictates the need to develop organizations that enhance aviation capabilities to support the concept of operations of field commanders and be tailored to meet the evolving operational requirements-hence the concept of Aviation Brigade with each Corps and not Bases as in the case of Air Force. The employment of AH fully integrated with Army Aviation units and fighting alongside and above the infantry will also give a new meaning to close air support in the TBA. There is indeed a need to relook fresh at the concept of close air support in the TBA and the role of attack / armed helicopters in the same. The present concept of close air support is a relic of World War II, This also brings into focus the role of attack and armed helicopters in providing intimate close air support in the TBA. In Afghanistan the troops on the ground have been more comfortable with the intimate support provided by attack / armed helicopters in their operations, due to the visibility, proximity and response time factors. For dominating the tactical battle space of the 21st century, the roles that army aviation needs to perform in support of land battle requires equipment, personnel, aircrew and organizations that enhance the overall goal and capability of the land forces commander. The need is for dedicated aircrew who are not only proficient in flying but are associated full time with army maneuvers, operational thinking and ground tactics, as well as spend time in the field. The present structure is not suited for the short, swift and limited wars envisaged in the future. While the transformation process has been set into motion by MODâ&#x20AC;&#x2122;s decision to transfer AH to the army, a lot still needs to be done on the issue of the ownership of the lift/utility component of helicopters. Experience of other nations clearly illustrates that each service needs a viable integral aviation component for it to retain the capacity to include air encounters as part of its personal armory. The control and ownership of tactical/heavy Lift helicopters by the Army is an operational imperative due to the need for integration of all elements of army aviation (combat and combat support) into a cohesive combat organization to enable the Army Aviation to tilt the balance in a future conflict.
Conclusion The Indian Army Doctrine includes the most talked about â&#x20AC;&#x2DC;cold start doctrineâ&#x20AC;&#x2122; or the â&#x20AC;&#x2DC;proactive strategyâ&#x20AC;&#x2122; as the Government would like to call it, which is Pak centric and seeks to address any future misadventure on the lines of the Parliament/Mumbai type attacks, where Pak complicity is established beyond doubt. Accordingly, restructuring has been done of the Pivot Corps to enable quick and immediate action within 48-72 hours by using the integral assets at the Corps level. For this the resources required (including attack helicopters) must be at the beck and call of the field force commander for optimum results.â&#x20AC;˘
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<<Army Aviation>>
Kamov Helicopters to be Manufactured in India to Cost more The cost of Kamov light-utility choppers to be manufactured indigenously is coming out to be almost 250 per cent as high as the cost of 60 such helicopters that would be built in Russia and supplied to India for operations in high altitude areas such as Siachen and Ladakh. The issue over price and transfer of technology are slowing the deal which the armed forces require urgently to be completed to replace their vintage fleet of Cheetah and Chetak choppers for critical
operations. Under a Indo-Russian governmental agreement, India is buying 200 Kamov 226 T helicopters of which 60 would be built in Russia and supplied directly to the forces while the remaining 140 would be manufactured in a joint venture between Kamov and HAL along with a private sector partner. "During negotiations with the Russian side, it has come out that the cost of the 140 choppers to be built in India would be around 2.5 times the cost of the first 60 helicopters. There are certain issues over this in the acquisition wing," Defence sources had informed. The progress of the deal may come up for discussion during the meeting between Prime Minister Narendra Modi in his meeting with Russian President Vladimir Putin in Moscow planned early next month. However, senior ministry officials said Make in India comes at a heavy cost as investments have to be made to create a new facility and manpower has to be trained along with acquisition of land for the new set up. The government had selected HAL as a partner but later on it also thought of including a private sector partner for the joint venture company to promote private participation in defence but this is going to add further cost to the programme, the sources said.â&#x20AC;˘
Weaponized Dhruv helicopters likely to be Deployed in Likabali, Assam The Indian army is expected to deploy a squadron of ten HAL Dhruv Mk-IVs along its border with China as part of its effort to strengthen its deployments along its eastern borders. As many as ten helicopters will arrive in the town of Likabali, Assam province, over the next three months. Weapons found on the helicopters include a turret gun in its nose area, air-to-air missiles, 70 mm rockets and 20 mm turret guns, while newer models come equipped with anti-tank guided missiles, infrared jammers and obstacle avoidance systems. The helicopter can be effectively deployed for close-air support in high altitude operations. The HAL Rudra, also known as ALH-WSI, is an armed version of HAL Dhruv. Rudra is equipped with Forward Looking Infrared (FLIR) and Thermal Imaging Sights Interface, a 20 mm turret gun, 70 mm rocket pods, anti-tank guided missiles and air-to-air missiles.
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INS Sharda Foils Piracy Attempt in the Gulf of Aden INS Sharda is deployed for anti-piracy patrol in the Gulf of Aden since 06 Apr 17. On 16 May 17, at about 1645 hrs, the ship received a distress call from MV Lord Mountbatten (a Liberian registered ship), in position 230 nm South-West of Salalah (in the Gulf of Aden). The vessel had reported an incident of attempted piracy by two suspicious mother vessels alongwith 7-8 skiffs. Sharda, which was at that time 30 Nm East of the reported position, immediately responded to the distress call and proceeded at best speed to investigate the incident. On arriving in the area by about 1900 hrs, Sharda detected two dhows alongwith eight skiffs in vicinity, three of which fled the area at high speeds on sighting the warship. Indian Navyâ&#x20AC;&#x2122;s MARCOS, with support of the armed helicopter from the ship investigated the dhows and their skiffs by conducting board and search operations. The absence of any fishing gear onboard the two dhows/ remaining five skiffs indicated malicious intent and possible piracy-linked intentions. One high calibre AKM rifle alongwith one filled magazine (28 rounds) was found hidden onboard one of the dhows. The weapon and ammunition has been confiscated to prevent future illegal misuse.â&#x20AC;˘
India, US, Japan to hold Joint Maritime Security Exercise NEW DELHI: Maritime forces from India, Japan and the US would participate in Malabar 2017, a joint mid-summer exercise aimed at addressing shared threats to maritime security in the Indo-Asia Pacific region. The exercise involving naval ships, aircraft and personnel from the three countries will feature in both ashore and at-sea training off India's eastern coast in the Bay of Bengal, a statement from US Embassy said on 15 Jun 17. Training will focus on high-end war-fighting skill sets, combined carrier strike group operations, surface and anti-submarine warfare, explosive ordnance disposal (EOD), helicopter operations, and visit board search and seizure (VBSS) operations, it said. The exercise would also include medical operations, maritime patrol and reconnaissance operations, damage control exercises and subject matter expert and professional exchanges. Malabar 2017 is the latest in a continuing series of exercises that has grown in scope and complexity over the years, the US Embassy said. "Indian, Japanese and US maritime forces look forward to working together again to build upon and advance their working relationship to collectively provide security and stability in the IndoAsia Pacific region," the embassy said. "Each iteration of this exercise helps to increase the level of understanding between our sailors and interoperability between our three navies," it added.
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<<Military - Indian Navy>>
Vice Admiral Girish Luthra Reviews Joint HADR Exercise
An annual Joint Humanitarian Assistance and Disaster Relief (HADR) exercise was conducted by the Indian Navy at Karwar from 18-20 May 2017, under the aegis of the Western Naval Command. Vice Admiral Girish Luthra, Flag Officer Commanding-in-Chief Western Naval Command reviewed the Annual Joint Humanitarian Assistance and Disaster Relief (HADR) Exercise at Naval Base Karwar. The exercise which has been conducted by the Western Naval Command of India Navy required large scale mobilization of resources and coordination with various agencies. The exercise on a Tsunami scenario is being used to validate the resources available with various organizations and bring out common standard operating procedures. Vice Admiral Girish Luthra, witnessed an operational demonstration and inspected the Camp site at RT Beach, Karwar and Static Display. He also reviewed the results of the exercise on 20 May 2017. The series of actions undertaken in the operational display were structured around how relief activities are organised. In a calamity like a Tsunami, the available
infrastructure is expected to be disrupted. Therefore the operational demonstration started with the aerial reconnaissance mission over land and sea conducted by a Naval Dornier Aircraft. The Aircraft also demonstrated the capability of deploying life-rafts to save people who have been washed into the sea due to a tsunami. With the information available from the Dornier mission, rescue of survivors were exercised by Chetak helicopters and boats. Harbours play an important role in providing relief to areas affected by disaster as road and rail networks are invariably disrupted. Moreover ships provide the highest cargo lift capability over other modes of transportation. The demonstration thus focused on how a harbor is restored. The process involves underwater survey by survey boats, clearing of underwater debris by divers and firefighting and pollution control capability by coast guard ships. Once the harbor was cleared, two ships simulated relief material being landed ashore. The static display focused on type of relief material provided ashore by various organizations. Stalls by Army, Navy, Air Force, Armed Forces Medical Corps, National Disaster Relief Force, State and district administration, BSNL and Red Cross provided a glimpse of what to expect from other organizations to the participants of the exercise. Vice Admiral Girish Luthra thereafter inspected the sample relief camp site. The relief camp site which was open to pubic over the last two days displayed all the
facilities which will be required to provide succor and relief to the people and distribute the relief material provided from the ship. The camp was also used to validate the multi agency coordination and support work.
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Indian Navy Ships respond to Piracy Attack on Foreign Merchant Vessel in Gulf of Aden A distress call was received from a foreign merchant vessel MV OS 35 (Tuvalu registered vessel), which was attacked and boarded by pirates in the Gulf of Aden late night on 08 April. Indian Navy ships Mumbai, Tarkash, Trishul and Aditya proceeding on deployment to the Mediterranean and passing through the Gulf of Aden, responded to the call and rapidly closed the merchant vessel by the early hours of 09 April. The Indian warships established contact with the Captain of the merchant vessel, who along with the crew had locked themselves in a strong room on board (citadel), as per standard operating procedure. An Indian Navy helicopter undertook aerial reconnaissance of the merchant vessel at night, and at sunrise, to sanitize the upper decks of the merchant ship and ascertain the location of pirates, if still on board. Emboldened by Indian Navy's helicopter cover, and on receiving the 'all clear signal' that no pirates were visible on the upper decks, some crew members gradually emerged from the strong room and carried out a search of the ship and ascertained that the
pirates had fled the ship at night. Subsequently, in a show of international maritime cooperation against piracy, a boarding party from the nearby Chinese Navy ship went on board the merchant ship, while the Indian Naval helicopter provided air cover for the operation. It has been established that all 19 Filipino crew members are safe. The Captain of the merchant vessel profusely thanked the Indian Naval ships for their response and for providing air cover.•
Naval Commanders’ Conference The four-day long Naval Commanders’ Conference concluded on 05 May 17 wherein the top-level leadership of Navy reviewed major operational, training and administrative activities undertaken in the last six months. The conference reviewed IN’s readiness to deploy over the entire range of missions in the maritime domain. The Hon’ble Defence Minister addressed and interacted with the Naval Commanders on the opening day of the Conference. The Defence Minister complimented the IN for its professionalism and commitment towards protecting the maritime interests of the country, including its immense maritime boundary and furthering the country’s defence diplomacy requirements. He urged the Commanders to be prepared at all times emphasising that preparedness would be the best deterrent. Lauding the IN’s efforts in indigenisation, he urged the Commanders to continue furthering the build up of domestic expertise. Chairing the conference, the CNS addressed the Naval Commanders on issues pertaining to operational readiness, capability enhancement, maintenance, op logistics, infrastructure development and human resource management. He emphasised the need for continued efforts towards modernisation, indigenisation and expanding the Navy’s operational footprint so as to be a stabilising force in IOR. The Commanders also had an opportunity to interact with
senior government officials, as also with the Chiefs of Indian Army and IAF, who shared their views on the current security situation and the way ahead to enhance Tri-Service synergy and jointmanship. The Foreign secretary also interacted with the Commanders on the geopolitical developments with key focus on the Indian Ocean Region and outlined key imperatives pertaining to our foreign policy and diplomatic initiatives. Focused attention was also accorded to associated aspects that included a review of the security measures and mechanisms for Coastal Defence, infrastructure/ force development and logistics support management. In his closing address, the CNS while complimenting the officers for their commitment and professionalism exhorted the Commanders to give focused attention to address all challenges with the singular aim to be combat ready at all times. He emphasised the importance of quality maintenance and efficient Operational Logistics towards ensuring combat effectiveness.•
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DRDO-Successful Flight Test of ATGM Nag The Anti-Tank Guided Missile Nag was successfully flight tested on 13 June 2017 in the desert ranges of Rajasthan. The Fire and Forget 3rd generation ATGM Nag is incorporated with many advanced technologies including the Imaging Infrared Radar (IIR) Seeker with integrated avionics, a capability which is possessed by few nations in the world. The capabilities of the top attack ATGM Nag is unique in nature and in today’s mission it successfully destroyed the target. The test has been carried out by DRDO Scientists of the Dr. A.P.J. Abdul Kalam Missile Complex at Hyderabad, DL Jodhpur, HEMRL and ARDE at Pune. Also the ground systems were developed by the Ordnance Factory, BEL and L&T. Senior officials from the Armed Forces participated in the tests. SA to RM & Director General (Missiles and Strategic Systems) Dr. G. Satheesh Reddy witnessed the launch and said “The successful flight test of 3rd generation ATGM Nag further strengthens the country’s defence capabilities.” Secretary, Department of Defence R&D and Chairman, DRDO Dr. S. Christopher congratulated all the team members and armed forces who have been part of the mission.•
Defence Minister Unveils ‘DRDO Key Achievements 2014-17’ The Defence Minister Shri Arun Jaitley unveiled a compilation of the contribution of the Defence Research & Development Organisation (DRDO) to the Indian Armed and Paramilitary Forces here today. The DRDO Chairman and Secretary, Department of Defence R&D Dr. S Christopher, Chief of the Army Staff General Bipin Rawat, Vice Chief of the Naval Staff Vice Admiral Karambir Singh, Vice Chief of the Air Staff Air Marshal S B Deo and other senior officials of the Ministry of Defence & the DRDO were also present on the occasion of the release of the “DRDO Key Achievements 2014-17” compilation. A number of DRDO developed weapon systems, platforms, dual use equipment have been accepted and inducted in the Indian Armed Forces and Paramilitary Forces. Some of the notable successful tests completed and inducted are Tejas fighters, Airborne Early Warning and Control System (AEW&C), Akash Weapon System, SONAR systems, Varunastra Torpedo, Bharani Weapon Locating Radar (WLR), Nuclear Biological Chemical (NBC) Recce Vehicle, AGNI-V, Long Range Surface to Air Missile (LRSAM), Medium Range Surface
to Air Missile (MRSAM), NAG, Advanced Towed Array Gun (ATAG), Wheeled Armoured platform (WhAP), RUSTOM-II MALE Unmanned Aerial Vehicle, etc. The production value of DRDO developed products, cleared by the Defence Acquisition Council has grown by 60 per cent in the last three years to approximately Rs. 2,57,000 crore from nearly Rs. 1,61,000 crore. The export potential of DRDO developed systems has also increased manifolds and this year export of torpedo stands at US$ 37.9 million. This is a step towards achieving self-reliance in critical defence systems and realisation of the Prime Minister’s vision of ‘Make in India’.•
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Drone Warfare in Future Wars [By Air Cmde Ravi Krishan VM (G) (Retd.)] Introduction Ever since the start of human civilization, the war fighting has been a constant feature among various tribes’ settlements and countries. The ongoing Revolution in Military Affairs (RMA) has been constantly evolving new technologies to produce more effective, smart and accurate weapons to fight wars on Land, Sea and air. The Army and Navy are the older services. However, the Air Force is much younger as it got introduced about 110 years ago during the First World War. Since then during all operations, the world has seen intense use of aircraft as an expensive weapon of war. Therefore, the Air Forces all over the world have become a leading force in any war for annihilation of the adversary in a most effective manner. The aim of any contemporary Military force during war is to ensures, that the own forces are subjected to minimum attrition while maximum damage is caused to the adversary’s war waging potential. The latest concept in war fighting is the use of Remotely Piloted Vehicles (RPV) or Drones. Most of the countries involved in conflicts, especially in contemporary unconventional wars are using these remotely controlled aerial platforms for surveillance, intelligence gathering, photo reconnaissance as well as for armed strikes. These RPVs have the capability to take off, fly the desired route, maneuver, and climb, descend and land at any desired destination by a pilot sitting far off from the Tactical Battle Area (TBA). These being small, can even be carried in large numbers inside an aircraft or can be fitted externally on suitable hard points made on fighter aircraft as done in case of conventional bombs, guns or missiles. These can then be released from the aircraft by the operating aircrew at preselected point and remotely guided to the target.
Concept: Swarms of Expandable Drones In USA the Scientists are focusing on a new concept of using disposable Drones to destroy the enemy targets, thereby reducing the exposure of manned fighter/ fighter bomber aircraft to the enemy’s lethal air defense weapons. These Drones will be cheap and carry sufficient ammunition to destroy the desired target. A top Pentagon weapons scientist asserted, that, “in Future wars will be fought with swarms of expendable, disaggregated, intelligent systems rather than the big, expensive weapon platforms”. What the scientist is referring to is use of multiple and disposable armed drones that will destroy the future targets. This has been further elaborated by William Roper, of Pentagon’s semi Secrete Capability Officer (SCO). He spoke during an event held by the US Air Force Association at Mitchell Institute on
28 March 2017. He said, “What used to be solo systems are going to have to be teams to be relevant soon, maybe even the far future. The technology is available today to make teams of systems higher performing than solo systems can be on their own”.
Change in Air Strategy & Tactics The U S Defense news, has further clarified this idea of swarming systems being paired with a major system in a “loyal wingman” configuration. The concept of “wing man” has been there ever since the concept of formation flying of fighters has been developed during first and Second world wars. Thus, it is not new. The Swarming Drones can be flown in an aircraft and released at suitable place as decided by the Strike Mission Commander. Thus, the Drones will be replacing the “wing man” who had been flying as a member of formation proceeding on a strike mission. The Pentagon’s various research groups, including DARPA and the service research labs, have been playing with the technology for years. This vision of the future will not just enhance the capability, but also bring changes in air strategy and air war fighting tactics. The most important advantage is that these systems will be cheap and disposable, something that in his words “you can simply throw away” without concern”. William Roper, the SCO in Pentagon, USA believes that the Air Force will have a greater challenge adjusting to this new reality than the other services. This is because the concept of using a conventional manned fighter/ bomber aircraft will slowly be replaced by unmanned Drones in the TBA.
Conclusion The nations have been fighting wars ever since the human civilization was created. There has been new war fighting methods, concepts and discoveries of new weapon systems. The aim of armed forces from each nation during war is to inflict maximum attrition to the enemy’s war waging potential while protecting our own war fighting elements. After the invention of aircraft by Wright Brothers in 1903, the aircraft quickly became a potent weapon from First World War onwards. The most contemporary innovation in the weapon systems is the introduction of RPVs or Drones. The military strategists and scientists in USA are now experimenting with a new concept, to use cheap, disposable drones as weapon platform to strike the enemy targets in TBA during future wars. By using this technique, the nation will avoid exposing expensive weapon systems, flying machines along with highly trained and skilled aircrew to become battle causality in the TBA.•
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After a Cardiac Arrest, the Fastest Way to Send Help is on a Flying Drone The best medicine for a person who goes into sudden cardiac arrest is an electric shock. That jolt temporarily stops the heart, along with its rapid or erratic beat. When the heart starts itself up again, it can revert to its normal rhythm and resume pumping blood to the brain and the rest of the body. The sooner this happens, the better. When a patient is shocked within one minute of collapse, the chance of survival is nearly 90%. But if it takes 10 minutes to administer a shock, the odds or survival fall below 5%. If a victim is lucky, he’ll collapse in a mall, airport, school or other public venue that’s outfitted with an automated external defibrillator, or AED. These user-friendly machines can assess the cause of cardiac arrest, determine whether a shock is appropriate and deliver it if necessary. But if a victim is unlucky, he’ll have to wait for an AED to come to him. Usually, this means calling for an ambulance. But in the nottoo-distant future, the ambulance could be replaced by a flying drone. If that sounds ridiculously futuristic, head over to the Karolinska Institute in Stockholm, Sweden. That’s where a team of doctors and nurses built a bright yellow drone capable of delivering an AED to a patient in need. The drone in question weighs about 12.5 pounds and uses eight rotors to achieve speeds of up to 47 miles per hour. Once a pilot programs its route and destination, the drone uses a GPS system, autopilot software and a high-definition camera to get there. Fluorescent paint and LED lights help make it easy for people to find. Members of the research team had previously used geographic information system data to estimate whether there would be any advantage to putting AEDs on drones. Their models suggested that a drone would arrive faster than an ambulance 93% of the time, saving patients an average of 19 minutes. Now they’ve gone a step further and dispatched an actual drone from a fire station about 45 minutes north of Stockholm to 18 locations where people suffered actual cardiac arrests away from a hospital between 2006 and 2014. The times for the test flights were compared with the ambulance times recorded in the Swedish Registry for Cardiopulmonary Resuscitation. As predicted, the drones beat the ambulances handily, according to a report published Tuesday in the Journal of the American Medical Assn. In all 18 cases, the drone arrived more quickly than the ambulance had. The time it took to get the drone dispatched, launched and to the site of a cardiac arrest ranged from a low of 1 minute, 15 seconds to a high of 11 minutes, 51 seconds. Ambulances had taken between 5 minutes and 38 minutes to respond to calls at the same locations. For the drones, the median time from dispatch to arrival was 5 minutes, 21 seconds. For ambulances, it was 22 minutes. Thus, the
(An AED is strapped to the back of the drone, which can fly at speeds of up to 47 miles per hour. (Andreas Claesson)
(This medical drone can deliver an automated external defibrillator to a patient who has suffered a sudden cardiac arrest. In tests, the drone arrived more than 16 minutes faster than an ambulance had. (Andreas Claesson))
median amount of time saved by drones was 16 minutes, 39 seconds.“Saving 16 minutes is likely to be clinically important,” the study authors wrote. To be fair, the drones had a few advantages, such as the fact that all test flights occurred on days with good weather. Also, road conditions may have improved since the ambulances made their runs, sometimes more than a decade ago. If so, the advantage of the drones might not be as great as it initially appears. Still, the results are good enough for researchers to continue with further flight tests and to see if it would be feasible for drones to be included in the emergency medical services system, the study authors wrote. The American Heart Assn. estimates that in 2016, more than 350,000 people in the U.S. went into cardiac arrest away from a hospital; only 12% of them survived long enough to be treated in a hospital and released. With so much room for improvement, drones have the potential to make a real difference.• Our deep gratitude to Ms. Karen Kaplan
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<<Airbus Helicopters>>
Marignane, 20 June 2017- Airbus Helicopters has unveiled today at the Paris air show the aerodynamic configuration of the high speed demonstrator it is developing as part of the Clean Sky 2 European research programme. Codenamed Racer, for Rapid And Cost-Effective Rotorcraft, this demonstrator will incorporate a host of innovative features and will be optimised for a cruise speed of more than 400 km/h. It will aim at achieving the best trade-off between speed, cost-efficiency, sustainability and mission performance. Final assembly of the demonstrator is expected to start in 2019, with a first flight the next year. “Today we unveil our bold vision for the future of highspeed rotorcraft,” said Guillaume Faury, Airbus Helicopters CEO. “This new project, pulling together the skills and know-how of dozens of European partners through the Clean Sky 2 initiative, aims to bring increased speed and range at the right cost, thanks to a simple, safe
34
and proven aerodynamic formula. It will pave the way for new time-sensitive services for 2030 and beyond, setting new benchmarks for high-speed helicopter transportation.” The Racer demonstrator will be built around a simple architecture, ensuring safety and cost-efficiency. An innovative “box-wing” design, optimised for aerodynamic efficiency, will provide lift in cruise mode while isolating passengers during ground operations from the “pusher” lateral rotors designed to generate thrust in forward flight. Optimised for performance and low acoustic signature, these lateral rotors as well as the main rotor will be driven by two RTM322 engines. An “eco mode” will be tested by the engine manufacturer to demonstrate an electricallypowered “start and stop” of one engine in flight, thus generating fuel savings and increasing range. The Racer demonstrator will also benefit from a hybrid metalliccomposite airframe, specifically designed for low weight and low recurring costs. It will also be equipped with a new high voltage direct current electrical generation, which will significantly contribute to weight reduction. Building upon the success of the self-funded X3 demonstrator, which validated the “compound” aerodynamic configuration – a combination of a traditional main rotor and innovative lateral rotors – the Racer project will bring this concept closer to an operational design and demonstrate its suitability for a wide spectrum of missions where increased speed and efficiency will bring significant added value for citizens and operators. This is especially the case for emergency medical services and search and rescue operations, as well as for public services, commercial air transport and private and business aviation.•
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<<New Futuristic Helicopter-FCX-001>>
Bell Helicopter's Concept Helicopter: the FCX-001 The Future is here [By Mr. Somen Chowdhury, Aerospace Consultant, Canada] At the recently held Heli- Expo (March 2017 in Dallas Txs), Bell Helicopter revealed the mock-up of a new futuristic helicopter it called the FCX-001. Its sharp lines, sleek low profile and space age features drew immediate attention and became a talk of the conference participants. Bell Helicopter has a reputation for reliability and safety of its helicopters and over the years has led the industry in customer support. Helicopters in the light and medium weight category had been historically identified with Bell because of its predominant use in the Korean and Vietnam wars. In the commercial sector the model 206 Jet Ranger and the model 230 (as depicted in the TV serial Air Wolf) branded Bell as synonymous with helicopters. Subsequently with the development of the tilt rotor models V22 and the 609 and with the recent development of the 525 Relentless introducing fly-by -wire controls for the first time in a commercial helicopter, Bell’s positon as a technological leader in VTOL flight has been confirmed. Bell’s products continue to be considered as jeeps in the sky, that go to work reliably and faithfully each time the key is turned on, backed up by solid customer support. In light of this background, the revelation of the FCX-001 by Bell drew attention. (Please see RWSI issue dated 31 March 2017). The fact that a hardnosed business minded company is displaying a fantasy helicopter with unusual looks incorporating concepts and technologies that seemed farfetched felt like the future is here. I had my head wrapped around trying to figure out what a “concept” helicopter is. Normally an aerospace OEM reveals a product to the industry only when it is mature enough and is on its way to enter the market. Such a revelation is stage managed with much bravado and fanfare and the curtain is drawn with climactic music. The product comes with a targeted market niche, a defined mission, competitive performance parameters and improved characteristics. The aim is to lure customers away from their competition and have them fall in love at first sight with the new glamour. In this case the new glamour has the looks and features no one has seen before. So now what’s new in Bell’s thinking and its move away from its traditional business approach? I discussed this with Scott Drennan, director of Innovation at Bell and his colleague Levi Bilbreyto pry into their minds: what now is so different and what is driving this revelation? This is a concept helicopter they said. Mitch Snyder, president and CEO of Bell, gave the innovation team a go ahead to come out with a concept helicopter of the future, something the automotive industry so often does. It is putting together new futuristic features and technologies wrapped in a new fuselage form. But is this real and is this configuration going to mature in the near future? Or just a dream fantasized by the engineers? As a past rotorcraft engineer in my professional career in some interesting capacity at Bell, I knew how various technologies evolved. The challenges faced in conceiving new ideas, developing these
technologies through the various steps of TRL (Technology Readiness Level) and ultimately only a few of these maturing to implementation are common knowledge. Funding the research projects among the various competitive ideas, was the first important challenge. These technologies then had to meet the desired performance goals battling weight, cost and size constraints. Most importantly however, the biggest hurdle to cross was the marketing’s consent to incorporate these new features and technologies in the product line. Would these features add value for the incremental cost, weight penalties etc.. and would it further the company’s sales goals? “Remember it’s a business and not a research laboratory” was the typical reminder to the aggressive engineers. A lot many technologies that the engineers dreamed and developed got shelved because it could not pass the marketing litmus test. The technology push was not strong enough to generate a market pull: a battle engineers had difficulty addressing depending on who had the greater horsepower in the management meetings where such decisions took place. Who decides what the customers want when they do not know the benefits these new technologies can offer, or is it the perpetual fear of adapting to changes? Often it led to much sorrow and heart aches amongst research engineers who felt let down. In the light of this traditional approach to decision making, Mitch Snyder’s approach to let ideas fly seems to be a breath of fresh air. It is a major change in philosophy in a traditionally conservative company such as Bell. I have heard from many Bell engineers, particularly those engaged in research activities, expressing their delight at this change. Something made my heart swell with cheer. The concept helicopter now allows the engineers to put together all their dream concepts, technologies and imagination in one place to configure a working futuristic helicopter wrapped in an artist’s version of a futuristic shape: nothing could be better. It has bypassed the traditional conflict of market pull vs technology push and allowed the convergence of new and improved ideas in one place. Snyder said “With the engineering and design team working together, it was really interesting watching that dynamic work, particularly when you bring art and engineering together and what the trade-offs are to make this happen. We set the team loose on problem sets that we really wanted solved… we are really looking to improve rotorcraft to make it as safe as if you were getting on a commercial airliner,’ Snyder commented. ‘I really wanted to change the experience level, so we brought the art, the lines, the look and feel - something different. More future.” So the Bell team got down to business and was driven by the practices of the automobile industry where they come out with dream cars: called concept cars. These cars are never produced in commercial product lines, but include technologies that get incorporated in future commercial products. With the same approach Bell engineers put together technologies that are in various stages of TRL within the company, not necessarily matured to TRL 7, and
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1HZ )XWXULVWLF +HOLFRSWHU )&; !! configured the FCX-001. This is a fresh approach indeed. Perhaps many of these technologies will gradually mature and will get incorporated into future Bell products. The project’s goal was first to address problem areas in a helicopter that need improving and then focus on enhancing user experience with futuristic technologies and develop these into a mockup. The Heli Expo was the right occasion to display these to the industry. Let us look at the technologies incorporated in the FCX-001. The size of the helicopter for the purpose of this demonstrator mock -up is configured around 8 to 12 passengers with a four abreast sitting arrangement.
Bell’s Concept Helicopter the FCX-001
Among the many key features that are noticeable an important one is the anti - torque system: it’s the absence of a tail rotor, away from Bell’s conventional anti- torque design of a more efficient open rotor system. This is replaced by a vectoring thrust system in the tail boom, managed by louvres. This enhances safety immensely and also reduces noise. The airflow is generated by a fan located in the fuselage (quite like in the NOTAR system) but the physics behind the thrust generation is different. While the NOTAR uses the COANDA effect, force generated by an interaction of the airflow through the slots in the boom with the circulation around the tail boom generated by the rotor wash, Bell’s concept is to generate thrust by directed air flow. The interesting part is that this helicopter is conceived around an electric hybridized propulsion system, first time conceived in this scale. The propulsion system comprises an advanced thermal engine core for the principal drive system for the main rotor, but the fan that generates the thrust vectoring air flow for the anti-torque system is envisioned as electrically driven. The advantages of an electrical system are many: first and foremost it does away with the conventional tail rotor drive with all the paraphernalia of hangar bearings, drive dynamics, gear boxes , weight at the back and much of maintenance and inspection that is inherent to mechanical drives. Further the problems of noise and safety are much improved. Importantly the ability to have directionally controlled vectored thrust at the tail end, allows the flexibility to reduce the fin size and do away with the horizontal tails. This concept is not new. Why then this has not been implemented so far? Bell has worked on similar concepts before. Answer lies in the maturity of the technology. Is it matured now to TRL 7? “Not yet says Scott. We are at the ground test phase. It’s a concept we are pursuing seriously”. Further doing away with the horizontal tail surfaces and reducing the fin size reduces inherent aerodynamic stability and becomes fully dependent on the proper functioning of the vectored tail rotor thrust. This of course will require a critical FMEA (failure modes and effects analysis).
Controllable louvres on the tail boom generate the tail rotor thrust
What strikes you next as you look at the helicopter? Importantly it’s the main rotor. The uniqueness of the FCX-001main rotor lies in its ability to vary its geometry: or morphing rotor blades, as Bell calls it. We all know engineering is an art of compromising contradictory requirements. A larger rotor diameter is good for increased hover efficiency, while at a higher forward speed a smaller rotor is preferred. Also higher forward speed would require swept tip blades to reduce noise and blade vortex interaction. This leads to complex tip geometries and often design configurations of a smart rotor system. In other words a smart variable geometry configuration is what’s most desirable. It provides the optimal performance required in each of these flight modes. Here it is. Bell is offering this in the FCX001. Now Bell has worked on the variable diameter rotors since the 60s. A technology like the tilt rotor that it had pursued but had not matured beyond test benches and some level of flight test. Now history has caught up and like the tilt rotor that saw realization in the shape of the V-22 and the model 609 and now a whole host of similar vehicles for the military, the morphing rotor is now seeing a rebirth with a modern look in the FCX concept. While morphing rotors, smart rotors and morphing wings (in aircraft) have reached various levels of TRL, this is the first time an OEM has displayed it in a rotor configuration. Has Bell achieved TRL 7 for the morphing rotor? “Not yet” replied Scott.
The morphing rotor blades on the FCX-001
As you look at the FCX-001, another feature that draws your attention is the structure and the landing gears.The structure offers an open concept with extreme visibility using modern materials manufactured with sustainable technologies. Further the landing
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1HZ )XWXULVWLF +HOLFRSWHU )&; !! gear has a unique shape and look with the aim to improve maneuverability, improved landing energy and safety in hard landings.
The open cabin concept with new configuration landing gear
Sustainability of the environment, recyclability of materials, waste reduction and new manufacturing technologies are areas where Bell is engaged in. The energy used in fabricating the hardware that constitutes the helicopter translates to cost and impact on the environment. These are not visible to the onlooker or to the customer, but are features that are inherent to the technologies used within the aerospace industry. Does this corporate responsibility translate into marketing $? It does with socially conscious customers who own up their responsibility to the environment The biggest surprise and innovation is when you see the cabin and look at the cock pit. The â&#x20AC;&#x153;future is hereâ&#x20AC;? applies here fully. The cabin is designed for functionality and passenger comfort. It is an open concept with adjustable seating arrangement, LED lighting from the roof and adjustable ventilation system. But the most noticeable feature is the cockpit.
computer games. This is not a gradual evolution from todayâ&#x20AC;&#x2122;s piloting but a quantum leap into the future not seen in any flying machine so far. The first question that came to my mind as I grappled with this new concept of piloting is : How is artificially induced augmented reality better than 3D visuals with the human eyes, where colour, geographical contours, sense of hard terrain, distance and depth and sky and the horizon are so instinctively natural to the human mind ? How and why should we replace that with synthetic concept? This may make sense when an aircraft flies at 40 000 feet, or at immense speed as a fighter aircraft does, or at night, but a helicopter hugs the ground during its flight and requires more piloting skills. To this Scott replied that the physical vision through the windshield remains and the augmented reality is an addition. How all this will work out has to be seen to be believed. The capable engineers at Bell have developed this technology and are ready to explore their feasibility in the real commercial world. It may of course be easier to accept the future in gradual adjustable steps than in one great leap. Or perhaps take the adventurous leap of a quantum transition and then in a few years wonder how those pilots flew machines with outdated displays. Donâ&#x20AC;&#x2122;t we call the older mechanical cockpit displays of not too long back (60s and early 70s) as steam dials now?
Single Pilot with augmented reality vision
The four abreast open cabin
Major innovation: there is only one pilot. Then there are no traditional MFD (Multi Function Displays) and instrumentation to help the pilot fly and navigate. We are now entering a new realm of computer assisted flight. The traditional HUD (Head Up Display) used by the fighter pilots is replaced with augmented reality assisted by artificial intelligence reducing pilot work load. The absence of the MFD units, opens up the space for increased visibility. The pilot wears goggles that project images and digitally augment the visual reality. The controls are virtual and digitally tactile. It is a melding of computer power and the human mind. Something beyond todayâ&#x20AC;&#x2122;s
Cockpit without any Multi Function Displays
To visualize pilot flight experience please see the video using the link :https://textron.box.com/s/i77sdy2cr08lyxpc3qzc46ue7bg95n25 Mitch Snyderâ&#x20AC;&#x2122;s bold move to think differently and allow his engineers the freedom to bring their idea of a future helicopter to the realm of reality is a change from the past. Bellâ&#x20AC;&#x2122;s FCX-001 takes us a step closer to the future. ( The pictures shown are courtesy Bell Helicopter Textron)
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/LOLXP &HOHEUDWHV 6XFFHVVIXO )OLJKW 7HVWV RI :RUOG¶V )LUVW (OHFWULF 972/ -HW (Unveils 5 seater model for use as on-demand air taxi) Munich, April 20, 2017: Lilium Jet, the first zero-emission electric plane capable of Vertical Take-Off and Landing (VTOL), has completed a series of rigorous flight tests in the skies above Germany. The two-seater prototype executed a range of complex maneuvers, including its signature mid-air transition from hover mode to wing-borne forward flight. Lilium is now developing a larger, five-seater version of the Jet, designed for on-demand air taxi and ride-sharing services. Celebrating the landmark moment, Lilium co-founder and CEO Daniel Wiegand said: “Seeing the Lilium Jet take to the sky and performing sophisticated maneuvers with apparent ease is testament to the skill and perseverance of our amazing team. We have solved some of the toughest engineering challenges in aviation to get to this point. “The successful test flight programme shows that our groundbreaking technical design works exactly as we envisioned. We can now turn our focus to designing the five seater production aircraft.” The Lilium Jet is 100% electrically powered, so creates no harmful emissions, making it a potential solution to deteriorating air quality in towns and cities, caused by road traffic. It is also the only electric aircraft capable of both VTOL and jet-powered flight, using its wings for lift, similar to a conventional airplane. This advanced capability consumes around 90% less energy than drone-style aircraft, enabling the Lilium Jet to achieve a range of more than 300 km with a maximum cruising speed of 300 km/h. In flight, the Jet’s power consumption per km will be comparable to an electric car. Take-off and landing for a Lilium Jet only requires a small open space or landing pad on a building - alleviating pressure on congested roads. The combination of energy efficient flight and minimal ground infrastructure will enable passenger flights with comparable pricing to normal car taxis over the same distance. A typical journey by Lilium Jet will be at least 5x faster than by car, with even greater efficiencies in busy cities. For example, a flight from Manhattan to New York’s JFK Airport will take around 5 minutes, compared to 55 minutes driving. The ability of the Lilium Jet to travel long distances, quickly and at low cost will also open new
opportunities for people to live further away from their place of work. Lilium describes this phenomenon as increasing the radius of living by 5x.
How the Lilium Jet Works The Lilium Jet is a lightweight aircraft powered by 36 electric jet engines mounted to its wings via 12 moveable flaps. It is unique in combining the benefits of VTOL offered by helicopters and drones, with the speed and range of a jet aircraft. At take-off, the Lilium Jet’s flaps are pointed downwards to provide vertical lift. Once airborne, the flaps gradually tilt into a horizontal position, providing forward thrust. When the wing flaps are horizontal, all of the lift required to keep the Lilium Jet in the air is provided by air passing over the wings-as with a conventional airplane. Safety is of primary concern of Lilium, and the Jet is designed along the principle of Ultra Redundancy: The aircraft’s engines are individually shielded, so the failure of a single unit cannot affect adjacent engines. The Lilium Jet’s power cells are designed to continue delivering sufficient power for continued flight and a safe landing in the unlikely event that part of the battery configuration fails. Lilium’s Flight Envelope Protection System prevents the pilot from performing maneuvers that would take the aircraft beyond safe flight parameters.
About Lilium Lilium was founded in 2015 by Daniel Wiegand and three fellow-academics from the Technical University of Munich. The group shared a vision of a completely new type of transportation. In less than two years, Lilium has grown from the founding team to a company of more than 40 world-class engineers, developing and building the first fully electric vertical take-off and landing (VTOL) jet. With an estimated range of 300 km, a maximum cruising speed of 300 km/h, and zero emissions, the Lilium Jet will be the most efficient and environmentally friendly means of high speed transportation. With ultra-redundancy by design, the Lilium Jet is also setting new standards in aircraft safety.
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coefficient in cruise flight, leading to a higher speed and range. The energy consumption per seat and kilometer thereby becomes comparable to an electric car – but the jet is 3 times faster.
High Lift System More Efficiency at Low Speeds At Lilium, we have invented a completely new aircraft concept for the modern age. While vertical take-off and landing (VTOL) itself is not new – after all, quadcopters, tilt rotors and tilt wings are wellknown concepts – we did not want to accept the compromises inherent to these configurations. Quadcopters excel with their simplicity but are highly inefficient in cruise flight. Transition aircraft can fly three times faster and ten times further with an equally sized battery, but system complexity is usually much higher. So, the goal was set: defining a transition aircraft concept with better performance in safety, noise, speed, range and payload than existing concepts, while cutting complexity to one third. We challenged physical limitations, mechanical complexity and energy laws, until we came up with something new and unique. Something simple and efficient. Sounds quite complicated? Find out what we did. Two Modes. Seamless Transition. The Lilium Jet consists of a rigid winged body with 12 flaps. Each one carries three electric jet engines. Depending on the flight mode, the flaps tilt from a vertical into a horizontal position. At take-off, all flaps are tilted vertical, so that the engines can lift the aircraft. Once airborne, the flaps gradually tilt into a horizontal position, leading the aircraft to accelerate. When they have reached complete horizontal position, all lift necessary to stay aloft is provided by the wings as on a conventional airplane. One Flap, Covering it All. The beauty of this system is its simplicity. In comparison to existing concepts, Lilium Jets require no gearboxes, no foldable or variable pitch propellers, no water-cooling, and no aerodynamic steering flaps. Just tiltable electric engines. What’s more: The Lilium Jet has the highest possible structural efficiency. As we can provide differential thrust from the engines in cruise flight, no stabilizing tail is necessary.
The Lilium Jet uses an integrated high-lift system. The objective is to increase the lift of the wings even at low speeds to save energy. While hovering is very energy-consuming, as an aircraft must provide thrust equal to its own weight, dynamic lift of wings consumes much less energy to stay aloft. So, it is important to create as much dynamic lift from the wings as possible, even at very low speeds.
Full Maneuverability Full Maneuverability in Transition Flight As the engines always maintain attached flow on the surface of the flaps, the Lilium-Jet is highly maneuverable in any flight condition. It can do climbing, curves and high-rate sinking in any phase of a transitional flight. This feature is highly important when flying in narrow corridors in urban areas or for avoiding unexpected objects during a transition flight.
Electric Jet Engines The electric jet engines work like turbofan jet engines in a regular passenger jet. They suck in air, compress it and push it out the back. However, the compressor fan in the front is not turned by a gas turbine, but by a high performance electric motor. Therefore, they run much quieter and completely emission-free.
Cruise Flight Efficient and Fast The design of the electric engines ensures a very low drag
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'HYHORSPHQW RI (OHFWULF 3ODQHV &DSDEOH RI 972/!! Reliability and Maintenance The Lilium Jet engines have only one moving part - the central shaft of the rotor holding both the fan in the front and the magnets of the electric motor. This ensures highest reliability in operation and low maintenance costs of the propulsion system. The high redundancy of the system allows large inspection intervals to keep costs much lower than for helicopters or reciprocating engines.
Low Noise & Vibrations The large open rotors of a helicopter induce vibrations into the cabin. The whole vehicle vibrates in the frequency of the rotor blades passing. Our electric jet engines, however, run smoothly. This ensures
a quality passenger experience during the entire flight. Likewise a big advantage of electric jet engines is their low noise signature for people on the ground.
Safety First. Safety Second A key objective for the Lilium Jet is to bring a new safety paradigm into general aviation. As we develop vertical takeoff flights for everyone, we had to develop a safety concept compatible with a consumer product: it has to be foolproof. In case of an emergency, regardless of the failing component, the computer informs the pilot to land the jet. Since vertical landing is still possible no complex decisions need to be made under time pressure as in conventional planes.
Ultra Redundancy To fulfill our safety objectives, we chose the concept of ultra-redundancy. We equip the Lilium Jet with small independent components, so that, for example, a single engine failure does not have consequences for the aircraftâ&#x20AC;&#x2122;s safety or stability. The system can still do a vertical landing with a loss of multiple engines. This philosophy of redundancy has been applied to all flight systems.
Air Travel Made Comfortable The Lilium Jet features elegant gull-wing doors. This enables easy boarding and exit - it also lets you literally slide into the comfortable seats the way you would in a premium car. Once in the jet, passengers can easily store their luggage under their seat or in the trunk behind them. There is enough legroom even for tall passengers, and the huge panoramic window ensures an almost 360° view.
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The Lilium Jet
The World’s First Electric Vertical Take-Off and Landing Jet
The Aircraft for Everyone
Take-off and Land Anywhere
1. Lilium enables you to travel 5 times faster than a car by introducing the world’s first all-electric vertical take-off and landing jet: an air taxi for up to 5 people. You won’t have to own one, you will simply pay per ride and call it with a push of a button. It’s our mission to make air taxis available to everyone and as affordable as riding a car. 2. In 1894, Otto Lilienthal began experimenting with the first gliders and imagined a future in which we could all fly wherever we want, whenever we want. Lilium is turning that dream into reality. We are bringing personalized, clean and affordable air travel to everyone.
3. Quiet electric vertical take-off and landing (VTOL) is the technology that will change travel forever. It enables you to access city centres with an aircraft. A large network of small and inexpensive landing pads and central places in cities will allow you to quickly enter an aircraft anytime and fly anywhere you want. Leaving the city after a stressful day will soon be transformed into a thrilling ride. By travelling through the air you’ll be able to avoid time-consuming traffic jams, while enjoying a magnificent view.
4. Imagine reducing your one-hour commute from home to work down to 15 minutes. Imagine never being stuck in traffic again, and paying not more than the cost of a train fare. Depending on your commute, you could save as much as 2 hours every day, time better spent with your friends and family, or pursuing other interests. All you would need to do is call your Lilium air taxi to meet you at the nearby landing pad. 42
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'HYHORSPHQW RI (OHFWULF 3ODQHV &DSDEOH RI 972/!! A Healthier, Cleaner, and More Affordable World
Take off with the Push of a Button 5. Whether you need to get to a meeting quickly, or plan your family ride to the airport: just select a landing pad nearby, and your jet will be ready for you in a few minutes. A network of landing pads and jets allows you to quickly reserve a jet at the appropriate time. We are working actively with leading mobility service providers to deliver a seamless user experience from booking through to landing.
7. Air pollution, noise, congestion, and ever-increasing real estate prices are problems most larger cities face. Yet they also offer a range of opportunities: in culture, education, entertainment, and last but not least, jobs. With Lilium it becomes possible to profit from these benefits without the downsides of either high real estate prices or long travel times. Lilium will have a massive positive social and environmental impact: Lilium will reduce travel times by a factor of 5, so people can live in the countryside and still work in the city. Apartments in the city will increase in affordability, since living close to work is no longer a factor. Lilium will reduce the need for a car, which means there will be less transit traffic and less noise in our cities. Lilium jets require virtually zero infrastructure investments like roads or bridges. Landing pads can be developed by anyone, Lilium will only provide the requirements and invest in the early phase to push distribution. Lilium jets have zero operational environmental impact, theyâ&#x20AC;&#x2122;re 100% emission-free.
70 km in 15 Minutes 6. Escaping the city after a hectic day is a desire most of us share. Lilium enables you to travel long distances much faster. The consequence: living in the countryside while working in the city is no longer a dream. Lilium increases your potential life radius by a factor of 5.
Our Timeline to a Sustainable Future 2013 : IDEA IN GLASGOW CEO and co-founder Daniel Wiegand has the initial idea behind the aircraft concept. 2015 : FLIGHT OF THE FALCON Lilium is founded by 4 co-founders. The first 1:2 scaled prototype takes flight. 2017 : TEST FLIGHT IN ORIGINAL SIZE The first full scale prototype takes off. 2019 : FIRST MANNED FLIGHT The first fully functional jet will take off. 2025 : YOU CAN BOOK A LILIUM JET On-demand air transport is becoming a reality. Images provided inLilium news release
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The Story of Self-reliance in Aviation Lubricants Until the advent of AVI-OIL, aviation lubricants for the Defence force such products were being imported. To achieve self--reliance in this strategic area, AVI-OIL India [P] Ltd., was established as a Joint Venture between Indian Oil Corporation, Balmer Lawrie & Co Ltd. & Nyco, France. A wide range of products for aircraft, military and industrial equipment are being now produced at the manufacturing facility located at village Piyala, in District Faridabad, Haryana, 45 km from New Delhi. AVI-OIL has been supplying aero-engine oils, hydraulic fluids, greases and preservatives to Indian Defence Services since 1994. These critical products have been evaluated by various approving agencies abroad responsible for qualification of aviation lubricants. AVI-OIL is the only company whose products are approved by the Centre for Military Airworthiness and Certification (CEMILAC), Ministry of Defence. AVI-OIL is registered with Directorate-General of Aeronautical Quality Assurance (DGAQA), as an eligible manufacturer of aviation lubricants. AVI-OIL has the approvals for its products from major aircraft Design Bureaux like MiG, Kamov, Antonov, MIL Helicopters, Ilyushin, Yakovlev, Sukhoi, Eurocopter and engine manufacturers like Rolls-Royce, Turbomeca, Snecma, International Aero Engines, Pratt & Whitney Canada, CFM and Teledyne Continental Motors. AVI-OIL also has products approved for use on the Advanced Light Helicopter (ALH) designed by Hindustan Aeronautics Ltd. and the Light Combat Aircraft (LCA) designed and developed by the Defence Research and Development Organisation (DRDO). Products available comprise a full range of oils, greases, protectives and specialities for all the aircraft operating with the Indian Defence Services including the recently inducted Sukhoi SU30 MK1 and the IL-78M Flight Refueling Aircraft of the Indian Air Force. These efforts have resulted not only in timely supplies of products to the Defence Services, but have led to several other benefits such as reduced inventory at user level, provision of technical services and documentation and creation of the basic facility without which the country could have continued to rely on imports for generations to come. Without Avi-Oil, the Defence forces would have had to resort to imports of these products which can prove to be expensive, longer lead times and supply chain vagrancies in this critical and strategic area.
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AW609 Crash: Final Report Points to Oscillations and Flight Control Laws Italian investigators have found that Severe latero-directional oscillations during a high-speed dive caused the fatal crash of a Leonardo AW609 during flight-testing on 30 October 2015 in Northern Italy. The aircraft’s excessive yaw angle forced its proprotors to hit its wings multiple times, damaging the hydraulic and fuel lines, and causing an in-flight breakup and fire. The resulting crash fatally injured test pilots Herb Moran and Pietro Venanzi. The findings are detailed in the The fatal crash of the second AW609 tiltrotor prototype last year raised new questions final report on the accident from Italy’s about this 20-year-old development program national agency for flight safety (Agenzia Nazionale per la Sicurezza del Volo, or procedures and limitations in the flight envelope. A new parameter ANSV), in which it also points to two other causes: the AW609’s flight (QBALTH) was added to be continuously monitored; between 0.7 control system (FCS) controls laws, and a project simulator (SIMRX) and 1, an amber message appeared on the EPDU, with no crew that “did not foresee the event in any way.”The ANSV also noted that action required. Above 1, and the message appeared in red, and the the accident flight was the first in which such speeds had been test would have to be interrupted and the aircraft smoothly leveled. reached in the new configuration of a streamlined fuselage in the tail and a reduced tail fin surface. AW609 Crash: During its investigation, the ANSV said that The aircraft’s wreckage was found in three main parts near the it visited AgustaWestland Philadelphia Corporation to use city of Tronzano Vercellese in Italy. The ANSV said the distribution of the aircraft’s flight simulator, but noted that it was “not the debris was coherent with a structural breakup in flight, which possible” to reproduce the conditions that occurred during then caused an explosion and ballistic trajectory towards the point the accident. of impact on the ground. “As evidenced by the tests carried out by the ANSV, the simulator The accident took place as the aircraft was performing the demonstrated not being able to faithfully reproduce the dynamics third high-speed dive of a test flight on Oct. 30, 2015. The pilots occurred during test flight T664 [the accident flight], reasonably commenced the dive with a left 180-degree turn, targeting 293 due to the non-representativeness of the aerodynamic set, for the knots for the maneuver (though the aircraft reached a maximum unique and extreme conditions encountered, obtainable in the wind airspeed of 306 knots as the crew attempted to resolve the ensuing tunnel for the new updated configuration including the tapered rear controllability issues). According to the report, the oscillation started fuselage and the modified tail fin,” the report states. on the roll axis following the exit from the turn, about four seconds “Therefore, the [simulator] was not really able to properly into the maneuver. Another oscillation, this time in yaw, was added carry out the role of test bench for the control laws and risk to the initial slight oscillation in roll shortly afterwards. “The crew reduction.” did not initially react using inputs to counteract them,” the ANSV states, noting that the oscillating phenomenon had been noticed in In its safety recommendations, the ANSV said the AW609’s control previous test flights, but it was considered to be slight and not laws should be reviewed in the management of the extreme flight dangerous, and was believed to be self-damping. conditions in which the aircraft could possibly fly. “That verification should be addressed to ensure the effectiveness of the flight controls A similar phenomenon had been found during a flight test on inputs given by the pilot avoiding the possibility of unexpected and July 17, 2014, when angle of attack, angle of bank, mach number, un-commanded coupling effects.” rate of decent and number of “g” caused an accelerated stall of the aircraft right wing, and a significant sideslip developed due to lateral It also called for the mandatory requirement of flight data acceleration. recorders in experimental aircraft — those on the AW609 were in place solely because Leonardo had chosen to do so, but were central The situation caused excessive flapping on the right proprotor to providing the information the agency needed to piece together to the extent that it made light contact with the leading edge of the the accident. right wing, but in that instance, the crew was able to maintain control of the aircraft and perform an emergency landing. When reached for comment, Leonardo said it would issue a statement “following complete analysis and review of the report.” Following the 2014 incident, Leonardo established new ROTOR INDIA - QE 30 JUNE - 2017
<<Courtiss-Wright>>
NEW FLIGHT DATA RECORDERS FROM CURTISS-WRIGHT Cockpit Voice and Flight data recorders (CVFDR) are invaluable tools that assist accident investigators when determining the cause of an incident and enable operators to gather valuable information for aircraft programs such as Flight Data Monitoring (FDM) and Health and Usage Monitoring (HUMS). CVFDRs typically consist of a case, electronics and crash protected memory module (CPMM). The case usually has connectors, a mounting mechanism, power supply and an underwater locator beacon (ULB). The electronics processes the inputs for storage on the CPMM and, in some cases, for other uses such as sending to a quick access recorder. The CPMM is encased within protective materials to ensure it can survive extreme environmental events such as high impacts, deep sea pressure, fluid immersion and prolonged exposure to fire/high temperatures. Aircraft OEMs and operators who need Flight Recorders to meet certain regulations must install them but these regulations can change to meet new safety concerns and it can be difficult to ensure the investment will be future proof. For older aircraft, high maintenance costs, lack of functionality or the push to upgrade systems and reduce weight can mean a new recorder is desired. Another reason FDRs are becoming increasingly desirable when not technically mandated by regulations, is that they can function as more than a resource to uncover the cause of an incident. FDR design is constrained by these regulations and the necessary environmental conditions they are required to operate in. Material science, design techniques and the continuing miniaturization and efficiency of electronics does however mean that over time crash recorders are becoming lighter, more versatile and can accommodate more data while meeting every increasing requirement. In particular, the electronics can now accommodate all sorts of functions such as image capture, data encryption and
Ref ers to
Co ver Pag e
usage monitoring data processing. Curtiss-Wright has a long heritage in designing and manufacturing Cockpit Voice & Flight Data Recorders and our product line today is designed to meet all anticipated regulations (including ED-112A). The Fortress range are the latest and the most modern CVFDRs available today. They are designed to be compact and lightweight and have a modular interface design to allow rapid customization for particular aircraft needs. This modularization also facilitates additional functionality that is now being utilized in the field such as adding HUMS capability to the recorder. This philosophy not only helps reduce LRU count by integrating functionality into the recorder to further lower weight and free up space but facilitates other custom functionality such as image recording and encryption and helps protect against obsolesce for future unknown needs. The Fortress CPMM is also available for those who just need the CPMM or who wish to replace some element of the electronics to create custom FDRs.•
...Continue from p-47 As the crew felt the oscillations increase in magnitude, about 23 seconds into the maneuver, Moran tried to counter them with by “roll tracking” — maneuvering the aircraft on the roll axis — the standard pilot procedure for this type of condition. Noticing a pronounced yaw condition, he then attempted to counter this using his rudder pedals. Around this time, an amber “QBALTH” message appeared on the EPDU, indicating a problem with the torque balancing ratio. The ANSV explained that the aircraft’s control laws worked against Moran’s countering maneuvers. “A roll command [in the AW609] is transferred by the control laws into different commands that are sent to the control surfaces that act on the roll (for example: flaperons) and to the differential collective pitch control, that, in this aircraft, regulates yaw,” the ANSV stated in the report. This coupling is to compensate for the expected aerodynamic effect of flaperon control surface motion. So, despite Moran performing the standard compensating procedure, it served to increase the oscillations. A few seconds later, the first proprotor came into contact with the leading edge of the right wing “and the aircraft started to become irredeemably uncontrollable.” The ANSV said the excessive flapping of the proprotors was caused primarily by the sideslip angle reached by the aircraft, that exceeded, by nearly two and a half times, the maximum flight envelope value at the speed of 293 knots (10.5 degrees as opposed to the four degrees maximum allowed).• 48
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www.euravia.aero enquiries@euravia.aero Local representative - New Dehli +91-11-47057738
Euravia HQ Manchester, UK +44 1282 844480
<<Airbus Helicopters>>
Airbus Helicopters Rolls out 700th H130 Airbus Helicopters celebrated a major milestone last week with the roll-out of the 700th H130 light single-engine helicopter, which will be operated by a private customer. The H130 fleet has so far accumulated more than 1.8M flight hours with 340 operators worldwide. Since entry into service of the first EC130 in 2001, this light single engine helicopter has continued to evolve to better respond to customer’s expectations, with the latest H130 variant being certified in 2012. Since the beginning of this year, all H130s are produced with a glass cockpit for increased pilot awareness and enhanced safety. Offering a spacious and comfortable cabin, low sound levels, the best visibility and the lowest operating cost per passenger in its class, the H130 is a reference for passenger transport and tourism operations
around the world. It is also widely used for other missions including emergency medical services, private and business aviation and aerial work.•
Beijing 999 Signs Agreement for the first H145 for Medical Rescue and SAR missions in China Beijing 999 Emergency Rescue Center (Beijing 999), a subsidiary of Beijing Red Cross Foundation, signed an agreement today with Airbus Helicopters for the purchase of one H145, the first of its kind to be configured with a hoist for medical and search and rescue (SAR) in China. The rotorcraft is scheduled for delivery by 2019. Beijing 999 currently operates two H135s, the first fully-equipped air ambulance in the country, providing emergency medical services (EMS) around Beijing, Tianjin, and Hebei region in China.“This is a further step in our excellent cooperation with Airbus Helicopters on the SAR/EMS market in China,” said Li Libing, Director of Beijing 999. “The know-how, expertise, and extensive experience of Airbus Helicopters in this segment enable us to promote the efficiency and development of medical emergency and rescue services in China. It will also help Beijing 999 to become a leader in China for these missions.” The new H145 will be the first in China equipped with both a hoist and a full medical interior, allowing it to perform either
mountain rescue operations or long range air ambulance transfer. It is also equipped with a weather radar and floats. “The H145’s entry into China’s SAR/EMS market is a remarkable milestone for this light twinengine rotorcraft, which is recognised worldwide for its excellent performance, spacious cabin, and multi-mission capability,” said Wolfgang Schoder, CEO of Airbus Helicopters Germany. “It’s a perfect solution to accelerate the development of this fast-growing sector in China.”•
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Meghna Aviation to Become First Operator of Bell 429 in Bangladesh Bell Helicopter, a Textron Inc. (NYSE: TXT) company, announced today the purchase agreement signing of a Bell 429 to Meghna Aviation Ltd. (Meghna) in Bangladesh, making it the first Bell 429 to operate in Bangladesh providing corporate, leisure and utility charter. “As Bangladeshi operators move to twin-engine helicopters to bring more performance to their missions, it’s critical that the platform they choose can bring unparalleled value and excellent reliability, while minimizing operating economics. The Bell 429 delivers that and more. It is with pride we announce Meghna Aviation has chosen the Bell 429 to meet its growing needs for reliable air transportation for its operating bases in Bangladesh,” said Sameer A. Rehman, Bell Helicopter’s managing director of Asia Pacific. “The Bell 429 is a perfect complement to the Bell 407GX that Meghna Aviation currently operates. We are proud of our association with our friends at Meghna and will deliver a helicopter with unmatched performance and worldclass service and support for which the Bell 429 is world renowned.” Designed with the future in mind, the Bell 429 meets or exceeds today’s airworthiness requirements to enhance occupant safety, with
the adaptability to remain at the forefront as mission requirements evolve. Innovation is at the heart of the Bell 429 light twin helicopter. The use of metallic and composite parts in its construction creates the perfect balance between rigidity and flexibility, safety and durability. An advanced avionics and systems monitoring suite ensures outstanding maintainability and aircraft readiness.•
Tata Steel Ltd. Adds Second Bell 429 to Fleet Bell Helicopter, a Textron Inc. (NYSE: TXT) company, announced Tata Steel Group has purchased a second Bell 429 helicopter to support their steel production operations. Tata Steel Group has been in operation for over a century and is among the world’s top steel companies with operations in 26 countries. The company is headquartered in Mumbai, Maharashtra, India; the helicopter will be based out of Tata Steel's Aviation facility at Jamshedpur in eastern India, and will address the transportation needs at its steel plants and mines in the region. “Bell Helicopter rotorcraft are relied upon to help our customers in India conduct business, day in and day out, in an efficient and time-effective manner that is simply impossible with any other form of transportation,” said Sameer A. Rehman, Bell Helicopter managing director for Asia Pacific. “The fleet of Bell Helicopter aircraft in India continues to grow as more and more customers come to depend on our performance and see the value in the flexibility provided by rotorcraft flight.” The state-of-the-art technology in the Bell 429 includes a fully integrated glass cockpit, advanced drive system, best-in-class WAAS navigation and IFR capability. The Bell 429 has more cabin space than any other light twin helicopter, with flat flooring and seating for seven passengers and one flight crew. “We see the potential for an ever-increasing demand for Bell Helicopter products in India, a country boasting one of the world’s
fastest-growing economies with an expanding industrial footprint,” added Rehman. Known for its industry-leading support and service, Bell Helicopter has been supplying helicopters to customers in India for more than six decades. The iconic Bell 47 first visited India in 1953 and flew Sir Edmund Hillary and Tenzing Norgay around the country. Today, there are more than 90 Bell aircraft operating throughout India in several sectors including commercial, civil/government, and military operations.•
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<<Boeing Aircraft>>
The Boeing Manufacturing Facility in Mesa Arizona In 2015, India ordered $3.1 billion worth of 22 Boeing AH-64E Apache Longbow attack helicopters and 15 Chinook heavy-lift choppers. The deliveries are likely to begin in 2019. Boeing beat off competition from Russia, which had offered its Mi-28N Night Hunter helicopter gunship and the Mi-26 heavy-lift choppers to the IAF. The Chinooks will plug a crucial gap in the IAF’s heavy-lift capabilities as it currently relies on a solitary Mi-26 chopper to carry payloads to high altitudes. The IAF also urgently requires new attack helicopters. Since Boeing AH-64E Apache Longbow attack helicopters will be inducted in IAF soon, information provided in the article may be of interest to the Readers. The Apache Attack Helicopter is the signature craft made by the Boeing Co. in Arizona, located at 5000 E. McDowell Road in Mesa. Corporate headquarters are in Chicago. Built to survive as it supports soldiers on the ground, the Apache "can get in the middle, take a pounding and get home safely," said John E. Schibler, director of Attack Helicopters engineering. It's earned the company slogan, "If the Apaches are flying, soldiers aren't dying." Information about the company: Boeing occupies a diversified footprint in the state including the development of rotorcraft technologies, production of electrical subassemblies and satellite network support.
The core business areas include: Military rotorcraft: The production site for the AH-64E Apache and AH-6 Light Attack/Reconnaissance helicopters, headquartered in Mesa, comprises the bulk of the company’s workforce in the state. The site is one of the world’s leading producers of military rotorcraft systems. Since 1982, the AH-64 Apache multimission combat helicopter has been designed, developed and produced in Mesa, resulting in a worldwide fleet of more than 1,125 helicopters. The first AH-64E Apache helicopter was delivered to the U.S. Army in 2011.The site also features a flight line to accommodate rotorcraft testing activities, including developmental flight testing for CH-47 Chinooks built by Boeing at its facility in Philadelphia. The site developed the AH-6i Light Attack/Reconnaissance helicopter and began production in 2015 for the aircraft’s first international customer. Unmanned systems: Boeing modifies the S-100 Camcopter unmanned rotorcraft and developed the H-6U Unmanned Little Bird helicopter at the Mesa sites.
An Electrical Technician,swaps out a connector on some of the 11 miles of wiring inside a current model Apache on the assembly floor at the Boeing manufacturing facility in Mesa Arizona
Strategic Fabrication Center: The Mesa plant has been designated by the company as a Strategic Fabrication Center for electrical subassemblies and composites. The Electrical SFC produces thousands of components annually for military and commercial aircraft. The Composites SFC produces components for the Apache, F/A-18, P-8A and 787 Dreamliner. Modeling and simulation: Mesa is also home to one of the world’s most advanced flight simulation facilities, which enables company designers and engineers to evaluate new avionics, crew station designs or mission software. Satellite network support: A Boeing team in Chandler staffs the Iridium Satellite Technical Support Center, performing Iridium system maintenance of both ground and satellite sub-systems as part of a contract to Iridium Communications Inc. The work includes software development, maintenance, system integration and testing. Boeing helicopters and aircraft are in use worldwide. Notable moment in the past year: The India Ministry of Defence has finalized its order with Boeing for production, training and support of Apache and Chinook helicopters. India will receive 22 AH-64E Apache attack helicopters and 15 CH-47F Chinook heavylift helicopters. In March 2017, the U.S. Army and Boeing signed a $3.4 billion, 5-year contract for production of 268 AH-64E Apache attack helicopters for the Army and a customer outside the U.S. In 2016, the Boeing Company celebrated its centennial. Since July 15, 1916, we’ve been making the impossible, possible. From producing a single canvas-and-wood airplane to transforming how we fly over oceans and into the stars,the Boeing Company has become the world's largest aerospace company.
A Boeing AH-64E Apache attack helicopter lands and taxi's after a maintenance test flight at the Boeing manufacturing facility in Mesa Arizona
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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 Utility Helicopter (PT-2) Makes Maiden Flight
The recent maiden flights of indigenous aircraft are a testimony to HAL’s rapid progress towards its ‘Make in India’ campaign both in fixed- and rotary-wing segments. HAL Photo
Bengaluru, May 23, 2017: On the heels of maiden flight of HTT-40 (PT-2), HAL carried out first flight of Light Utility Helicopter (LUH)PT-2 on May 22, 2017 at its facility in Bengaluru. The chopper was flown by Chief Test Pilot Wing Cdr(Retd) Unni K Pillai and Test Pilot Wing Cdr (Retd) Anil Bhambhani. The flight duration was about 22 minutes and pilots reported nil snag. These maiden flights of indigenous aircrafts are testimony to HAL’s rapid progress towards ‘Make in India’ campaign both in fixed and rotary wing segments. These prototypes add strength to ongoing test flights to achieve operational clearance cutting the time frame”, said Shri T. Suvarna Raju, CMD-HAL. The LUH PT2 has modified tail boom and incorporates improvements based on feedback from testing of LUH PT1. The first flight of LUH PT1 was carried out on September 6, 2016 and further envelope expansion flights are in progress. LUH PT-1 made its flight demonstration during the international air show Aero India-2017 held in February 2017. HAL plans to carry out further flight testing on PT1 & PT2 in the months ahead to freeze the helicopter configuration by end of this
year. Senior officials from HAL, representatives from RCMA(H/c), AQA, IAF and Army were present during the flight.
About Light Utility Helicopter (LUH) The LUH is a 3-ton class new generation helicopter being indigenously developed by HAL to meet the requirements of both military and civil operators. The helicopter with Glass Cockpit will be deployed for Reconnaissance, Surveillance roles and as a light transport helicopter. The helicopter will be capable of flying at 220 Kmph, with a service ceiling of 6.5 Km and a range of 350 Km with 400 kg payload. The LUH is powered by TM/HAL Ardiden 1U/Shakti 1U single turbo shaft engine with sufficient power margins to cater to demanding high altitude missions. An integrated facility for manufacturing the LUH along with systems and components, composites, transmission system, engine, Ground Test & Flight Test facilities and Repair and Overhauling facilities for LUH, systems and the engine is planned at Tumakuru, Karnataka for which the foundation stone was laid by the Prime Minister on January 3, 2016.•
FY 2016-17: HAL Turnover Soars to all Time High at Rs.17,406 Crores; Receives Orders worth Rs.21,000 crores HAL has achieved the highest ever turnover of Rs.17,406 crores for the financial year ending March 31, 2017. “It is business as usual for us with the Company doing well on expected lines. We also contributed around Rs.800 crores to the Government exchequer by way of interim dividend. This is in addition to Rs. 162 crores paid to Government as dividend tax. The PBT stood at Rs.3,294 crores”, said Mr. T. Suvarna Raju, CMD, HAL. The company expects ‘Excellent’ MoU rating for the FY 201617 from the Government as it has met all the relevant parameters related to its performance. HAL’s total sales for the year 2015-16 stood at Rs.16,736 crores and the PBT was at Rs.3 288 crores.
Some of the highlights of the FY 2016-17 included production of 12 Su-30 MkI aircraft in Phase-IV, 24 ALH, overhauling of 197 aircraft / helicopters, 473 engines and production of 178 new aerostructures. The Company received orders worth Rs. 21,000 crores that included 12 Do-228 aircraft for the Indian Navy, 32 ALH for the Indian Navy and the Coast Guard and AL-31 FP engines for Su 30 MkI. The year also witnessed maiden flight of HTT-40 and LUH in addition to carriage trials of LCA with fixed air to air refueling probe. HAL attained 100% RPM for 25 KN Turbofan engine (HTFE25) and launched metal cutting for 1200kw Tourboshaft engine (HTSE 1200).•
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India, Russia Set up Joint Venture to make Kamov Multi-Role Helicopters for IAF New Delhi(Sputnik)-India's Ministry of Corporate Affairs incorporated the India-Russia Helicopters Limited Company on 02 May 2017. "This marks the formal creation of the Joint Venture between Hindustan Aeronautics Limited of India and Russian Helicopters and Rosoboronexport of Russia and is a key milestone in the production of Ka-226T helicopters in India with Russian collaboration," a press release from the Indian embassy in Russia said. Russia's Rostec Corp will own 49.5 percent stake while India's HAL will own the remaining 50.5 percent in the joint venture. Under the deal for 200 Kamov Ka-226Ts, 60 helicopters will be received in fly-away condition from Russia while another 40 will be assembled in India and the remaining 100 will be fully built in India. Indian Defense Minister Arun Jaitley had said recently that New Delhi and Moscow have been involved in a discussion to set up another manufacturing plant in India but had not said what the product would be.â&#x20AC;˘
India and Russia have incorporated a joint venture company, named IndiaRussia Helicopters Limited, to manufacture and assemble the much-needed 160 multi-role helicopters for the Indian Air Force (IAF).
PM Narendra Modi Laid the foundation stone for HAL's helicopter factory at Tumakuru in Jan 15 It may be recalled that the construction work for the new helicopter manufacturing unit of Hindustan Aeronautics Limited (HAL) in Tumkur district in Karnataka began with Prime Minister Narendra Modi unveiling a plaque for the foundation stone of the new plant on January 3, 2015. Helicopters manufactured in Tumkur will directly or indirectly provide livelihood to 4000 families.The first helicopter built in this unit is expected to take flight by 2018.
Pakistan Receives its First Russian-Built Civilian Mi-171 Helicopter Russian Helicopters has delivered a Mil Mi-171 medium utility helicopter to the administration of the Pakistani province of Punjab. This is the first-ever Russian-built civilian rotorcraft to be operated in Pakistan: until now, the country has only used Russian military helicopters. The manufacturer says the Mi-171E will be used both as a passenger transport and for cargo transportation. Its VIP cabin has 13 seats and a jumpseat for the flight attendant. In the transport configuration the helicopter seats up to 27 passengers. The helicopter may also be used in the medevac, aerial patrol, and SAR roles. It is equipped with a winch and a searchlight. Russian Helicopters will deliver one more civilian Mi-171 to Pakistan this year. The helicopter will be operated by the administration of Balochistan Province. As earlier reported by the manufacturer, the Pakistani Armed Forces operate Mi171Es in the supply and evacuation roles.â&#x20AC;˘
Several Mi-171Es are operated by the Pakistani Armed Forces (Russian Helicopters)
ROTOR INDIA - QE 30 JUNE - 2017
<<SAFRAN>>
Safran Signs Contract to Support German NH90 Engines Safran Helicopter Engines has signed a seven-year support contract with the Federal Office of Bundeswehr Equipment, Information Technology and In-Service Support (BAAINBw) to support RollsRoyce Turbomeca (RTM322)-powered NH90 helicopters operated by the German Army (Heer) and German Navy (Marine). This contract will support a total fleet of around 100 NH90 (82 TTH and 18 NTH). Formerly supported by previous RTM322 program shareholder local subsidiary, engines operated by German Armed Forces are now fully supported by Safran Helicopter Engines. This contract will provide maintenance, repair and overhaul (MRO) for this engine fleet. It will be managed by Safran Helicopter Engines Germany. “With this contract, German Army and Navy will benefit from a very effective engine support for their RTM322 engines, especially during their operational tasks,” said a BAAINBw representative. “This contract is the result of a very good and fruitful partnership between us and Safran Helicopter Engines.” “This contract represent[s] a major milestone in RTM322 support history and we are very proud of the confidence BAAINBw has placed in us,” said Franck Saudo, Safran Helicopter Engines EVP, support and services.”
Safran RTM322 is a 2,100 to 2,600 shaft horsepower engine designed for 10- to 15-ton helicopters. It powers NHIndustries NH90 and Leonardo Helicopters EH101 Merlin, and British Apache. With 1,100 engines delivered, and 1.3 million flying hours already logged, the RTM322 powers 80 percent of the world’s fleet of NH90 helicopters and 60 percent of in-service EH101.•
France's Safran likely to Equip Indian Multi-Role Helicopter with Engines French firm Safran is likely to become a partner of India's Hindustan Aeronautics (HAL), which has floated a global request for information to manufacture engines to equip locally made multi-role helicopter. HAL might prefer Safran as its partner for helicopter engines as it had visited India last month to discuss the requirements, said Vijainder Thakur, a defense analyst and retired Indian Air Force squadron leader. He also said that Ukraine is pitching its variant of the Mi-17 helicopter engine. Safran Helicopter Engines of France is likely to be a frontrunner for the supply of engines and consultancy, in addition to General Electric of the U.S. and Rolls-Royce of the U.K.After having designed the multirole helicopter, there is very less on HAL’s table, other than establishing manufacturing facilities. Even the avionics of the Indian Multirole Helicopter will be imported, Thakur was quoted as saying. HAL, which is India's sole aircraft and helicopter producer, is developing a 12.5-ton class multi-role helicopter with a service ceiling of about 20,000 feet and a 3,500 kilogram payload.The company intends to freeze the preliminary design of its IMRH so it
can be built over the next 18 months. About 200 helicopters are proposed to be built for use by Indian defense forces, including Indian Navy, Air Force as well as Army for tactical troops movement, heliborne and amphibious assault, anti-submarine warfare, and antisurface operations. If HAL gets support from leading foreign origin equipment manufacturers for engines, landing gear and so on, then it would take easily eight to 10 years for development, the MoD official.•
Safran India Private Limited Safran India Private Limited is a Private incorporated on 20 January 2011. It is classified as Subsidiary of Foreign Company and is registered at Registrar of Companies, Delhi. Its authorized share capital is Rs. 80,000,000 and its paid up capital is Rs. 40,000,000. It is involved in Business activities n.e.c.
ROTOR INDIA - QE 30 JUNE - 2017
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