Rotorindiasept16

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VOL 15 ISSUE 4

NEWS LETTER

QE 30 SEPTEMBER 2016

Year

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96 ))4 6%8-89() 83 Aerotech Aviation India (P) Ltd. AgustaWestland India Alliance Insurance Brokers (P) Ltd. Aman Aviation & Aerospace Solutions (P) Ltd. Andhra Pradesh Aviation Corporation Air Works India Engg. (P) Ltd. Airbus Helicopters Arki Aviation (P) Ltd. AON Global Insurance Brokers (P) Ltd. AVI-Oil India Ltd. Aviators (India) (P) Ltd. Bell Helicopter India Inc. BG Shirke Construction Technology (P) Ltd. Bharat Forge Limited Bharat Stars Services (Delhi) (P) Ltd. Boeing International Corporation Cairn India Ltd. Chemplast Sanmar Ltd Deccan Charters Ltd. Delhi Institute of Aeronautical Sciences DG Civil Aviation Govt of U.P. Dhillon Aviation (P) Ltd. Directorate of Civil Avn Govt of Maharashtra Directorate of Aviation Govt of Gujarat Directorate of Aviation Govt of Chhattisgarh Donaldson Filters India Dynamatic Technologies Ltd Elbit Systems Escorts Corporate Aviation Ltd. Essar Power Ltd. Executive Airways (P) Ltd. Fishtail Air (P) Ltd. (Nepal) Global Vectra Helicorp Ltd. Garware-Wall Ropes Ltd. Ghodawat Industries (P) Ltd. Govt of Arunachal Pradesh Grandslam Developers (P) Ltd. HATSOFF Heligo Charters (P) Ltd. Himalayan Heli Services (P) Ltd. Hindustan Aeronautics Ltd. Hindustan Construction Co. Ltd. Hiranandani Aviation (P) Ltd. Honeywell International Inc. Indocopters (P) Ltd. India Metals & Ferro Alloys Ltd. India Flysafe Aviation Ltd. Indra Air (P) Ltd. ITC The Royal Gardenia, Bengaluru Jaiprakash Group

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2(9786< ;%-87 83 140)1)28 -87 631-7)7 In the recent past, Indian Civil Aviation sector, including General Aviation, has grown manifold. In respect of Airlines, air travel has become simpler and cheaper in India. In respect of Non-Scheduled Operators, their number has grown to 121 as per DGCA website on 22 Jun 16. However, in respect of Civil Helicopters, the strength of civil helicopter fleet has not grown since 2012-13. The Industry has been facing too many challenges including high cost of operation. While many of these Op & Fiscal bottlenecks have been brought to the notice of MOCA on a regular basis by RWSI, the issues have not been resolved. Our hopes are revived with Regional Air Connectivity Scheme(RCS) proposed by MOCA as it will boost Sub Regional Air Connectivity when NSOP companies with helicopters are allowed to participate in the RCS. In regard to helicopter services to remote areas, on 6 Sep 16, the Centre approved operation of subsidized helicopter services in 10 sectors each in Jammu and Kashmir and Himachal Pradesh to connect inaccessible destinations. The subsidy portion of the Home Ministry will be limited to 75 per cent of the operational cost after deducting flat 20 per cent on account of passenger recovery or actual recovery, whichever is more. We welcome the initiative. But if these services are to become popular, the current index prepared by the Ministry for airfare caps for the RCS seats for fixed wing aircrafts and helicopters based on the distance may need to be given a relook when it concerns Sub Regional Air Connectivity. A helicopter being a vertical takeoff & landing machine, its inherent cost of operation and maintenance will always be higher than Airplanes. It may be seen from the details tabled at page-5, small helicopters need larger VGF, and helicopters with higher passenger capacity may need lower VGF. In respect of helicopters, additional financial support is required from the states concerned to bridge the viability gap. Now that Govt has decided to introduce subsidy fares in Jammu and Kashmir and Himachal Pradesh and earlier in the North East & island territories, the subsidy should be extended to connect inaccessible destinations in other States also. It is unfortunate that for many long years, the Industry has been waiting for the Govt to provide relief on number of fiscal issues. Even as Shri Ashok Gajapathi Raju Pusapati, Hon’ble Minister for Civil Aviation, assured the Industry at international Seminar, Heli Power India 2016 (civil) on 22 Mar 16 that Reduction of custom duties and VAT on import of helicopter spares (irony is that the scheduled airlines do not pay any customs duty while importing aircraft for RCS whereas nonscheduled operators are levied with such duties when importing helicopters) and ATF, and reducing the ground handling charges at the Airports are being seriously addressed, no relief has come to the Operators. Apart from fiscal issues, Op bottlenecks & lack of infrastructure have also serious cost implications. The promises made by the Minister on better Navigation & Routing (including dedicated corridors for helicopters especially from / to busy Metro Airports), Rules to encourage Usage of Helicopters and Heli hubs in Metros at the Heli Power India 2016 (civil) on 22 Mar16, are still to be kept. We understand that the civil aviation ministry is yet to announce the final frame work related to RCS. It is still not too late for the Govt to consider extending subsidized helicopter services to all other States for better connectivity of inaccessible destinations. In working out the steps, we request MOCA not to ignore the Helicopter Industry and take action to implement the policy initiatives which it has promised in the NCAP-2016. We still hold hopes that the MOCA will implement the steps promised by it in NCAP 2016 to help the Industry to grow.

AVM K Sridharan VM (G) President, RWSI

- QE 30 SEPTEMBER - 2016

)*)6)2') 6%*8 )+-32%0 322)'8-:-8< ',)1) 463437)( &< 3:8 3* 2(-% 90< Dear Sir, Following queries may be answered :Reference Para 1.4.1.12. As per ICAO definition, heliport is small Airport, used by several helicopters simultaneously and needs to be licensed by the Regulator. India has only a couple of heliports and hardly any in the mountainous areas. If the RCS does not include Helipads and remains limited to licensed ‘Heliports’, then the scheme may not achieve the intended benefit of connecting remote regions. Besides, construction of Heliports at such remote hilly locations may not be financially viable. In any case, Helipads which are intended to be used on regular basis (more than 7 landings in a month) are required to be approved by DGCA. RCS concessions should be made applicable to the Helipad as is for Heliports. However, ‘Notification’ as an RCS helipads may be reconsidered since there are thousands of Helipads in the country. Reference Para 1.4.1.13 (b). This para requires all conditions to be met to qualify for RCS Route. With the understanding that Helipads are included as a separate RCS destination, other than Heliports, requirement of sub-para (b) would render nearly ALL helipads in the country ineligible for RCS Route, because there are no Scheduled Operations by Helicopters, however, almost all helicopter operators utilize various helipads for non-scheduled commercial operations. This may please be reconsidered. Reference Para 2.1.2.4. State Govts are expected to provide land free of cost for the RCS Airport. There is no mention of such an option for a Helipad. Most Govts may find it easier to provide land for a Helipad especially relevant to mountainous terrain where finding enough flat area for an Airport remains a dream (example of Himachal and Arunachal). Reference Para 2.1.3. RCS incentives for Cargo Operations should also include Helipads. There are several places, which lack road connectivity even today (Vijaynagar in Arunachal Pradesh is one such example) while there are other places where roads get washed off during monsoons. Transportation of cargo by helicopters remains the only option for such places. An Operator Dear Sir, Your queries have already been forwarded to MOCA for total consideration. An appointment is being sought by RWSI to discuss these issues with Jt Secy aviation MOCA. Editor

Dear Life Member, The Rotary Wing Society of India will hold its 14th AGM on 26 October 2016 at 1830 hrs at The Club, 197, DN Nagar, Link Road, Andheri (W), Mumbai Tel: 022-66117777. You are requested to kindly attend the meeting. We will be greatful if you can kindly confirm your participation at the AGM through E-mail to office@rwsi.org.

- QE 30 SEPTEMBER - 2016

96 ))4 6%8-89() 83 JK Risk Managers and Insurance Brokers Ltd. JMD Consultant (P) Ltd. Jubilant Enpro India Ltd. Jupiter Aviations (P) Ltd. Travian Flight Services (P) Ltd. Kestrel Aviation (P) Ltd. Kiaan Airways Pvt. Ltd Ligare Aviation Ltd. Mahindra & Mahindra Ltd. Merlinhawk Associates (P) Ltd. Mesco Airlines Navayuga Engineering Co Ltd. Navnit Aviation (P) Ltd. Oil & Natural Gas Corporation Ltd. OSS Aviation (P) Ltd. OSS Air Management (P) Ltd. Orient Flight School Orbit Aviation (P) Ltd. Oxford Enterprises (P) Ltd. Pawan Hans Ltd. Prem Air (P) Ltd. Prabhatam Aviation (P) Ltd. Ramco Systems Ltd. Raymond Aviation Ltd. Reliance Commercial Dealers Ltd. Reliance Transport & Travels Ltd. RITES Ltd. Rolls-Royce India Ltd. Russian Helicopters, Joint Stock Company Sandriver Technologies Pvt. Ltd SAR Aviation Services (P) Ltd. Shree Airlines (P) Ltd. (Nepal) Sikorsky-United Technologies Ltd. Simm Samm Airways (P) Ltd. Skyone Airways (P) Ltd. Span Air (P) Ltd. SRK Aviacom (I) (P) Ltd. Survival Systems India (P) Ltd. Silver Jubilee Traveller Ltd. Tata Power Company Ltd. Thakur Institute of Aviation Technology Trans Bharat Aviation (P) Ltd. Turbomeca India Engines (P) Ltd. United Helicharters (P) Ltd. UTair India Pvt. Ltd. UTC Aerospace Systems (P) Ltd. Varman Aviation (P) Ltd. VELTech Dr.RR & Dr.SR Technical University Woodstock Helicopters Pvt Ltd.

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4)'-*-' 6-:-0)+)7 )59-6)( *36 )0-'348)67 83 0%< 8,)-6 30) -2 )+-32%0 9& )+-32%0 322)'8-:-8< We understand the MOCA intends to finalize by Sept 16 its Regional Connectivity Scheme (RCS) which ensures to provide air connectivity to remote routes. The suggestions on the scheme received from our Members at RWSI have already been forwarded to MOCA. The points put forth by the helicopter operators were discussed with Jt Secy MOCA on 09 Sept 16. Though the RCS is a key component of the recently passed National Civil Aviation Policy (NCAP), whose main objective is to “enhance regional connectivity through fiscal support and infrastructure developmentâ€?, the helicopter operators have not evinced great interest to come out with any major suggestions that would take care to assist the growth of point to point travel in Regional/Sub Regional population centers under the overall umbrella of NCAP. As far as helicopters are concerned, such a specific scheme is required as helicopters are meant for use as “Point to Pointâ€? mode of Air transportation and can never compete with fixed wing aircraft in cost of operation. MOCA may need to consider encouraging the launch of such a scheme in view of the existing challenges associated with Helicopter Operations in the Country: As on date there are 255 helicopters in India. This strength in 2011 was 277. It’s a clear sign of negative growth is continuing. MOCA may need to address the following factors with a view to reduce the high cost of operation: • Direct Operating Costs of almost all helicopters are all affected by Devaluation of Rupee Vs USD / Euro / GBP since all the spares, irrespective of type of helicopters, are imported. As many helicopter operators are leasing helicopters from foreign based leasing companies any devaluation impacts the cost of operation? • Fuel Prices of 100 LL & ATF for helicopters vary at different locations. The cost of ATF varies as much as Rs18/- per

liter between Bombay Airport and Juhu Airport which are within a distance of 1.5 km. ATF should be brought in the declared goods category so that throughout India you have only 4% sales Tax. • Non-Availability of the infrastructure including approved heliports / helipads is a major stumbling block. For example, Juhu airport which houses the largest number of civil helicopters does not have adequate hangar facilities. They also do not permit operators to set up Porta cabins. • Rising cost of airport charges. Many small airports which will be serving the RCS have limited watch hours only to cater for scheduled commercial flights. For helicopters to operate at these airports during non-watch hours will result in requesting for extension of watch hours which will comes at heavy price. • Regulatory challenges. Though DGCA had published draft CARs Section 8, Series H, Parts I, II and III after extensive stakeholder consultations last year with the aim of resolving outstanding bottlenecks for ease of operations as also to enhance safety, the CARs were not released as applicable regulations were to be based on National Civil Aviation Policy (NCAP) 2016. Now that NCAP 2016 has been released, DGCA may need to harmonize its Regulations with the Policy at an early date. Bureaucratic delays in granting permission to operate from Helipads in regular operation. Usage of helicopter in charter work in hinterland are delayed owing to bureaucratic delays in granting permission to operate from helipads in regular operation. These bottlenecks have discouraged helicopter operators to enter into scheduled services which is a precondition to avail VGF in RCS. If the benefits of RCS are to be extended to many population centers in hilly states not linked by air today, then specific privileges are required to be extended to �Point to Point� mode of Air transportation. Will MOCA kindly consider it.

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We understand a meeting was organized by AAI on 27 Sep 16 at AAI at IGI Hqs Palam Delhi with stake holders including VFR operators to review the action taken to Upgrade Class D airspace to Class C airspace in respect of the 10 airports notified by AAI. It is learnt that Upgradation of Class D to Class C airspace will be implemented shortly at 10 airports including IGI Airport. Though helicopters can fly below 4000 ft. in VFR status in Class C airspace (as long as they file a valid flight plan), Transponder with mode C on board is a Mandatory requirement. We understand that AAI is planning to shift the entire helicopter operation to Rohini heliport with growing density of air traffic at IGI Airport. This may be a step akin to the step taken by MIAL – to shift the helicopters from Santacruz to Juhu Airport. Rohini Heliport being owned by Pawan Hans Ltd, other commercial operators wanting to use the space may have to pay a heavy premium. When other busy international airports such as New York, Dallas in US handle helicopter traffic concurrently why can’t AAI handle the traffic by establishing independent Spl VFR corridor for helicopters from a separate apron dedicated to helicopter ops? Sahi Committee ordered by MOCA in 2008 which studied facilities for helicopters at Delhi & Mumbai Airports had identified suitable sites at both these airports for locating helicopter departure/arrival areas. We understand, a Team of ATCOs of AAI also visited US international airports to study simultaneous operations of fixed wing and rotary wing aircrafts and came back fully satisfied that it can work in India too. What happened to their suggestions?

%6-%&0) ))()( *36 )0-'348)67 Per seat cost Selling Total for 15 mins Type cost per Number flight in Hilly of hour of pax helicopter terrain in INR seats North east or Himachal Robinson R-44 45,000/(single piston engine)

Bell 407 70,000/(single turbine engine)

MI-172 210,000/(Twin engine turbine)

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)0-'348)6 7)6:-') &)8;))2 )0,- +6% 83 &)+-2 7332 28 Aug 16. Agra: Tourists will very soon be able to travel from Delhi to cities such as Agra, Mathura, Ayodhya, Alwar among others by helicopter. The Union tourism ministry plans to start a chopper service as part of its plans to increase the tourism infrastructure in these cities. Union minister for culture and tourism, Mahesh Sharma, who was in the city on 28 Aug 16 made this announcement, adding that the service would start under the regional connectivity scheme (RCS) and the ticket price would not be more than Rs 5,000 for a one-hour flight. Sharma had first made the announcement of starting the helicopter service in October last year. "The initial plan was to fly helicopters from Delhi airport, but it was found that in such a scenario it would take the same time to reach these tourist destinations as by normal flight. This

9,9 -64368 This is the first time AAI has formulated an SOP to overcome DGCA’s observation of non-standard parking. This SOP has been formulated by ATC Juhu in coordination with operators based in Juhu. As specified by AAI, Juhu Airport has no designated aprons. All areas where aircraft are parked are designated only as “Dispersal areas.â€? The capacity of the airport is only 19 helicopters & 3 fixed wing aircraft. However, during monsoon season, over 50 helicopters and 10 fixed wing aircraft are parked at the Airport. This results in non-standard parking through the year. The SOP defines that all parking assignments will be dynamic in nature (no reserved spot for any aircraft). ATC can allot empty slots on all dispersal areas (including UHPL /ONGC / MESCO / GVHL) to any other company’s aircraft, at its discretion (PHL is exempted from this, as bills are regularly raised for their dispersal area). All ground-handling activities shall be carried out by professionally qualified employees. As many portions of the maneuvering area are not visible to the ATC TWR controllers, the SOP emphasizes that it shall be the responsibility of the operators to ensure compliance with the stipulations in DGCA CAR about spacing/separation between parked aircraft.•

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- QE 30 SEPTEMBER - 2016

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1. Without VGF 45000/4/3= INR 1250/- not possible to INR 3750.00 PER SEAT sustain. 2. Some sectors in Uttrakhand are possible to support with less number of seats with short Sector of 15 minutes. 70000/4/6= INR 416/- 1. Without VGF INR PER SEAT not possible to sustain. 2916.00 2. Some sectors in North east are possible to support with less number of seats for short sector of 15 mins. 210000/4/ 29=INR 2188.00 ~312.00

INR (-) 312/-

1. NO NEED of VGF. 2. Other than some parts of North East, so many seats cannot be used by any other short sector in the country.

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On 6 Sep 16, the Centre approved operation of subsidised helicopter services in 10 sectors each in Jammu and Kashmir and Himachal Pradesh to connect inaccessible destinations. Srinagar-Kargil, Srinagar-Drass, Kargil-Padum-Leh, Leh-Lingshed and Srinagar-Leh are the five probable sectors where the helicopter services will be functional in Jammu and Kashmir. “..the competent authority has accorded its approval for operation of helicopter services in the state of Jammu and Kashmir on a pilot basis in 10 sectors..,â€? the Home Ministry said in a letter to Chief Secretary of Jammu and Kashmir. The Home Ministry said that the most inaccessible destination points should be chosen and the scheme can be extended to other additional sectors at a later date depending upon the assessment of the justifiable needs of the local population. However, the five sectors mentioned may be re-aligned based on the fresh assessment made by the Jammu and Kashmir government in consultation with the Home Ministry.The remaining five most inaccessible sectors will be identified by the state government. The central government will subsidise only the cost towards actual number of entitled passengers utilising the helicopter services and no subsidy will be provided for vacant seats. The subsidy portion of the Home Ministry will be limited to 75 per cent of the operational cost after deducting flat 20 per cent on account of passenger recovery or actual recovery, whichever is more. In case of Himachal Pradesh, the state government will identify the most inaccessible destination points and scheme can be extended to other additional sectors at a later date depending upon the assessment of the justifiable needs of the local population.•

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Remarks

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- QE 30 SEPTEMBER - 2016

resulted in a delay in starting the service. Now, Pawan Hans helicopters will use the helipad near Akshardham temple in Delhi, which was built during the Commonwealth Games, to run the service," the minister said. Clearing the controversy regarding giving priority to Jewar over Agra for construction of an international airport, Sharma said both projects are very much in the pipeline. "Jewar airport has no connection with Taj international airport. Jewar airport is being developed as an alternative airport for Delhi NCR. Delhi airport which is built to cater to a maximum population of 6 crore, provides services to 9 crore people. Flights get delayed due to high air traffic at Delhi airport and Jewar will take the burden off," Sharma said. "The existing airport in Agra will be developed as an international airport. All formalities related to acquisition of 55 acres of land have been done. The Centre will give Rs 100 crore for upgrading it under its regional connectivity scheme (RCS). Under this scheme the price of a ticket for one-hour duration journey has been kept at Rs. 2,500 and Rs 1,250 for half-an-hour duration," Sharma added.•

03

Subsidy Required from the State over the basic fare of INR 2500.00

A meeting with VFR operators on the proposal to reclassify the airspace as Class C was conducted on 12th July, 2016 and the “Concept Level Safety Assessment� was held on 15th July, 2016 at CHQ Rajiv Gandhi Bhawan, Safdarjung Airport, New Delhi. After deliberations on the proposal the stakeholders meeting resolved the following: a) The Lateral & vertical limits of the proposed reclassification of the airspace as Class C should be identified by the stations in consultation with local VFR operators based on the performance of available CNS / ATM infrastructure and local traffic constraints. b) The lower limit of Class C airspace shall not be below 4000ft. c) The requirements for classifying entire T5MA below FL285 may be identified by the stations and forwarded to CHQ for consideration. d) The trail operation to be conducted from 15 August, 2016 at Chennai, Hyderabad & Cochin should be for a period of 45 days (H24) and the trail operation should be conducted through an ‘A’ series NOTAM issued atleast seven days in advance. The “Concept Level Safety Assessment� conducted at CHQ on 15th July, 2016 on the proposal has assessed the size of change as “MEDIUM�. Safety Outcome as “REASONABLE� and Overall Safety magnitude as “MODERNATE�.

- QE 30 SEPTEMBER - 2016

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-2 :-%8-32 )'836 With a view to aid in modernization of the existing airports to establish a high standard and help ease the pressure on the existing airports, 100% Foreign Direct Investment (FDI) under automatic route has now been allowed in Brownfield Airport projects. This move would also serve in further developing the domestic aviation infrastructure. Further, FDI limit for Scheduled Air Transport Service, Domestic Scheduled Passenger Airline and regional Air Transport Service has been raised from 49% to 100%, with FDI up to 49% permitted under automatic route and FDI beyond 49% through Government approval. For Non-Resident Indians (NRI’s), 100% FDI will continue to be allowed under automatic route. However, foreign airlines would continue to be allowed to invest in capital of Indian companies operating scheduled and non-scheduled air transport services up to the limit of 49% of their paid up capital and subject to the laid down conditions in the existing policy. Increasing the FDI limit for these aviation services shall not only encourage competition by lowering prices but shall also accord choice to consumers. Moreover, FDI policy as contained in the ’Consolidated FDI Policy Circular of 2016’, as amended from time to time, is subject to the conditions of the extant policy on specified sectors and applicable laws/ regulations security and other conditionalities. Accordingly FDI policy on Civil Aviation sector is also subject to sectoral and security conditions. This information was given by the Minister of State for Civil Aviation, Shri Jayant Sinha in written reply to a question in Rajya Sabha on 02 August 2016.•

); -643687 83 &) 6)%(< -2 % <)%6 %<7 7,3/ %.%4%8, %.9 MUMBAI: Of the 50 new airports the government plans to make operational across the country over the next three years, at least 10 would be ready by next year, Civil Aviation Minister Ashok Gajapathi Raju said on 24 Aug 16. "We are trying to ensure at least 10 new airports will be ready in a year for regular operations," Mr. Raju told reporters in Mumbai at an event, but did not name them. Noting that regional connectivity model would be based on the viability gap funding for three years, he said the state governments would bear 80 per cent of the project cost, while the balance will be borne by the central government. "The new civil aviation policy is meant to take flying to masses," Mr Raju said after the Maharashtra government signed an agreement with his ministry and the state-run Airport Authority of India (AAI) to develop 10 airports across the state. Air strips at Amravati, Gondia, Jalgaon, Kolhapur, Nanded, Nashik, Ratnagiri, Shirdi, Sindhudurg and Solapur will be developed into no-frill airports under the regional connectivity scheme for short-haul intra-state and inter-state flights.Chief Minister Devendra Fadnavis said that the new aviation policy was dynamic as it would hasten the process of aerial regional connectivity in the state and country.•

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0)%67 63437%07 *36 ():)0341)28 3* 71%00 -643687 -2 04 July 16: The Civil Aviation Ministry has recently cleared proposals for development of small airports in Uttar Pradesh, which goes to the polls next year. The move comes in the wake of the ministry’s recent announcement on launching a regional connectivity fund to subsidize flights to small towns. The aviation ministry will extend Rs.400 crore assistance to develop Agra, Allahabad, Kanpur and Bareilly airports, Minister of State for Civil Aviation Dr. Mahesh Sharma said in a statement. Besides these an airport at Kushinagar will also be developed, for which the Uttar Pradesh government has promised Rs.200 crore. A committee, comprising two senior officers from the aviation ministry and two from the Uttar Pradesh government, has been set up to study the feasibility of developing no-frills airports at Meerut, Faizabad and Moradabad. The decision was announced after a joint meeting in the capital between Shri Sharma, Senior Officers of the Airports Authority of India, the Director-Civil Aviation of the Uttar Pradesh Government and District Magistrates of the concerned Districts of the State.•

83 ,-*8 )0- )6:-') &%'/ 83 368, 3% PANAJI: The Goa tourism development corporation (GTDC) is likely to shift the helicopter service back to North Goa by Oct 16, but do not wish to reveal the venue in fear of opposition against the location, despite a venue being finalized by it.The helicopter service was introduced last season from Aguada fort but had to be shifted to South Goa after some locals from Calangute-Candolim supported by local politicians had stopped it. After the helicopter service was shifted to South Goa, helicopter rides were conducted using a private helipad of a starred hotel in Cansaulim. The shifting of the location posed logistic problems including cost of transporting tourists from North Goa who wanted to take the ride by helicopter.

003'%8-32 2()6 )+-32%0 322)'8-:-8< ',)1) The Government of India has recently released National Civil Aviation Policy (NCAP) 2016 which envisages Regional Connectivity Scheme (RCS). The Scheme will inter-alia be implemented by way of Viability Gap Funding (VGF) for operators under RCS. VGF will be shared between Ministry of Civil Aviation and the State Government in the ratio of 80:20 and for the North-Eastern States the ratio will be 90:10. The payment of the full amount of the VGF will be made to the airline operator from the Regional Connectivity Fund (RCF) and the State Governments will be subsequently asked for reimbursement. The RCF will be funded by a levy from a date to be notified by the Government under Section 5(2) (ab) of the Aircraft Act 1935. This information was given by the Minister of State for Civil Aviation Shri Jayant Sinha in written reply to a question in Lok Sabha on 11 Aug 2016.•

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,-2)7) 61< 59-47 00 6392( 63347 ;-8, %(:%2')( !$ 88%'/ )0-'348)67 10 Sep 16, An updated version of China’s WZ-10 combat helicopters will soon be assigned to all ground force aviation units, according to the China Daily.In service since 2012, the WZ-10 is designed for anti-tank warfare. It can be outfitted with cannons and machine guns, as well as guided missiles. Upgraded versions of the WZ-10, however, have also been equipped for air-to-air combat. Several WZ-10s have been delivered to an aviation brigade of the PLA’s 13th Group Army under the Western Theater Command, meaning that all of the army’s aviation units now have the aircraft," IHS Jane’s reports.

Combined with the Chinese military’s WZ-9 and WZ-19, the PLA Army now has a strong combat helicopter force, according to Wu Peixin, an aviation specialist in Beijing. "The Army now needs more medium-lift, multipurpose helicopters such as the US Army’s Sikorsky UH-60 Black Hawk," he added. "This helicopter is capable of performing both combat operations and transport tasks." Beijing’s Current estimates suggest that the PLA Army has 1,000 helicopters in its fleet. Gao Zhuo, a military observer in Shanghai, said the government would like to see that number to increase to 3,000.•

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For the first time, on 23 Mar16 during this year’s Pakistan Day parade, Pakistan’s Army publicly revealed the Changhe Aircraft Industries Corporation (CAIC) Z 10 Thunderbolt attack helicopter. The Z-10 is the first modern attack helicopter designed and produced indigenously by the People’s Republic of China and been in service with the People’s Liberation Army since 2012. The helicopter gunship has been undergoing performance evaluations (on and off the battlefield) since 2015 when Pakistan purportedly received three Z-10s (along with one Z-19 Black Hurricane armed scout helicopter). Up to now, the Pakistan Army has not made an official announcement on whether it intends to induct the helicopter, although an unknown number of Z-10s are allegedly already in service with the 35th “Mustangs� Squadron of the Army Aviation Corps. Perhaps, one of the reasons why the military has not declared publicly that it will opt for the Chinese gunship is that it is not satisfied with the performance of the aircraft (According to some analysts, the helicopter is plagued by an under-performing engine). Despite Pakistan’s

8

2863(9'8-32 Both China and India despite being the world’s largest military helicopter markets did not possess a suitable dedicated attack helicopter in their inventory till very recently. In the early seventies while the Indian Military had a limited number of Chetak helicopters armed with TOW anti- tank missiles, the Chinese in their modernisation thrust had procured eight French Gazelle helicopters equipped with HOT anti – tank guided missiles. Over the years the Chinese military has made deliberate and concerted efforts to acquire a state of art AH ex import without any success. Subsequent to the induction of two Squadrons of Russian MI-25/MI-35 AH in the Indian Air Force in the late eighties saw Chinese to embark on developing a combat helicopter of their own. The result is the development of the new Chinese AH Z-10, which was displayed for the first time at China’s International Aviation and Aerospace Exhibition in Zhuhai in 2012. The Z-10 today is one of the newest, modern, state of art AH in the world and is the frontline AH of the People’s Liberation Army (PLA). In the case of India the Kargil conflict was the trigger for the development of a dedicated AH, capable of operating in the mountains, including high altitude. Accordingly the Government approved the development of the Light combat Helicopter (LCH) by the State owned HAL in 2006. The LCH is presently undergoing development flights and is expected to enter service by end of 2017. The LCH is stated to be a multirole combat helicopter with the unique and distinct capability to operate in high altitudes –an advantage over other attack helicopters in the world today. Once operational the LCH will form part of the air force and army inventories.

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long helicopter shopping list, the Z-10 could still have a future in army aviation due its low cost in comparison to Western model, which, given Islamabad’s desire to acquire a large armored helicopter fleet, could help sway opinion in favor of the Chinese armored gunship. (China would probably be willing to help set up maintenance, repair, and overhaul facilities in Pakistan as part of an arms deal, which would further drive down operational costs of the helicopter gunship.) The Z-10 attack helicopter has primarily been developed for antitank warfare and, given that it is equipped with HJ-10 anti-tank missiles, would be a powerful deterrent to the armored columns of the Indian military in the event of war. A very detailed analysis of the helicopter vis a vis HAL’s LCH is contained in the next few pages.

The LCH is a derivative of the HAL Dhruv, which is already in service both with the army and air force –in fact the weaponised version of the Dhruv christened ‘Rudra’ has recently entered service with the Indian army and the airforce. While the Rudra basically is an armed helicopter / gunship the LCH is being developed as a dedicated attack helicopter- it will have the same weapon package as the Rudra. The LCH has a maximum weight of 5.5 tonnes, and service ceiling of 6,500 meters (21300 feet). The design features a narrow fuselage with stealth profiling, armour protection and the helicopter will be equipped to conduct day-and-night Combat operations. According to reports, the LCH will also feature a digital camouflage system. The LCH has a two-crew cockpit. The helicopter will be equipped with helmetmounted targeting systems, electronic warfare systems and advanced weapons systems. The project involves the development of four technology demonstrators of which two earlier developed have been

Z-10

LCH

put through various tests related to fight performance, including high altitude operations and weapons integration. The third and fourth prototypes are also ready and are said to be significantly lighter than its predecessors and expected to be as real as the actual LCH. The prototype of LCH recently participated in the annual airpower exercise ‘Iron Fist’ where it demonstrated its manoeuvrability and fired live rockets. The development of the Z-10 began in the mid-1990s. Prototype of the Z-10 made its maiden flight in 2003. The Z-10 helicopter has a standard gunship configuration with a narrow fuselage and stepped tandem cockpits. Gunner is seated at the front and the pilot at the rear. The fuselage has sloped sides to reduce radar cross section. All vital areas are believed to be protected by armour plates. The Z-10 attack helicopter was developed by the Changhe Aircraft Industries Group and China Helicopter Research and Development Institute for the PLA. The helicopter is being manufactured by Changhe Aircraft Industries Corporation . The Z-10 helicopter took to the skies for the first time in April 2003. The first helicopter was delivered to the PLA in 2009. It weighs 5.5 ton and has a stated service ceiling of 6000 meters. While initially it was thought that this project had received extensive technical assistance from Eurocopter and Augusta, it was revealed during the 2012 China air show that the design and development of the Z-10 had been secretly assisted by Russian Kamov helicopter design bureau with the help of a programme known as Project 941. However, irrespective of the above, the reality is that the Z-10 is operational and in service in the PLA today, while the LCH is still in the developmental stage. As per reports a few Z-10’s have also found their way to Pakistan, the all weather friend of China.

61%1)287 %2( !)%4327 Due to its modular design concept both the LCH and Z-10 can be armed with a wide variety of weaponry. These could be in terms of

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3'97 32 -0-8%6< 779)7 machine guns, cannons, rockets and missiles both air to ground and air to air. Weapons of the Z-10 consist of the 14.5mm heavy machine gun, 30-mm cannon, HJ-9/9A anti-tank guided missiles (comparable to the TOW-2A), newly developed HJ-10 anti-tank missiles (comparable to the AGM-114 Hellfire) and TY-90 air-to-air missiles for engaging other helicopters. The databus architecture of the Z-10 enables the weaponry of both Russian and Western origin to be adopted. The armament package planned for the LCH is the same that is fitted on the Rudra. This includes the 20 mm M621 cannon (Nexter) mounted on a chin turret, 70/80mm rockets, French MBDA Mistral air to air missiles and the Helina air to ground (air version of NAG anti-tank) missiles. It would be pertinent to mention here that Helina which is supposed to be a fire and forget missile with a purported range of 7 km is not yet ready - even the Rudra which is already in service does not have critical anti-armour capability. Another important difference is that the Z-10 has the capability to carry 16 missiles while the LCH configuration will allow only 8, though presently the Z-10 also carries only 8 missiles due to a less powerful engine – the new engine with enhanced horse power is under development and will finally power the Z-10 to enable carriage of 16 missiles.

3;)6 0%28 The LCH will be powered by two Turbomeca Shakti turbo shaft engines (1430 shp each) driving a four blade main rotor and four blade tail rotor. The same engines are also fitted on the ALH (Dhruv) and Rudra helicopters. Infact the Shakti engine has already been tested for its performance in high altitude operations (the Shakti engine is being jointly developed by French Turbomeca and HAL). On the other hand numerous engines were used during the design and development stage of the Z-10, to include Canadian Pratt & Whitney PT6C-67C, Russian Klimov VK-2500 from Mi-17 and Ukrainian Motor-Sich TV3-117. However with Pratt & Whitney coming under adverse observation of US federal agencies regarding violation of arms export control act transfer regime, the Canadians withdrew from the Project. The Chinese thereafter with Russian and Ukrainian help, managed to develop their own engine WZ-9. Two of these engines producing 1350 shaft horse power each, presently power the Z-10 driving a five bladed main rotor and two bladed twin tail rotors. However, this engine has proven to be too weak for the 5.5 ton helicopter. With the aid of French manufacturer Turbomeca, a new engine has been developed recently and designated WZ-16. The new engine with enhanced horsepower of 2.000, will allow carrying of 16 HJ-10 missiles compared to the 8 earlier and will enable better high altitude performance.

3'/4-8 %2( :-32-'7 The LCH is to have a glass cockpit with multifunction displays, a target acquisition and designation system with FLIR, Laser rangefinder and laser designator. Weapons will be aimed with a helmet mounted sight and there will be an electronic warfare suite with radar warning receiver, laser warning receiver and a missile approach warning system. The two pilots in the LCH sit one behind the other, compared to side-byside in the Dhruv. All the flight controls, the hydraulics and the fuel system had to be redesigned for the LCH. The helicopter is to be fitted

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with a data link for network-centric operations facilitating the transfer of mission data to the other airborne platforms and ground stations operating in the network, facilitating force multiplication. The Z-10 has a stepped tandem cockpit which accommodates a gunner in the front and pilot in the rear on ejection seats. The cockpit is protected by composite armour. The bullet-proof glass canopy of the cockpit can withstand 7.62mm rounds. The modern glass cockpit is equipped with multifunctional displays (MFDs), a helmet mounted sight with night vision goggles and as per Chinese claims a fly-by-wire (FBW) control system? The helicopter can be fitted with a forwardlooking infrared (FLIR) and a low-light television as well as radar systems (Milimeter Wave Radar (MMW) – MMW is also fitted on the Apache).

1403<1)28 ,-03734,< Both the LCH and the Z-10 is likely to have a similar employment philosophy in conformation with the other state of art attack helicopters around the world, though the type of terrain and threat perception would dictate the actual employment philosophy. Their primary task remains air to air combat and anti - armour and infantry roles as part of the overall combined arms team concept. Their secondary roles could include air defence against slow moving aerial targets (aircraft and UAVs), Counter Surface Force Operation (CSFO), Suppression of enemy air defence operations (SEAD), Escort to Special Heliborne Operations (SHBO), Counter-insurgency Operations (COIN), offensive employment in Urban Warfare, support of combat Search and Rescue operations (SAR) and scout duties. The LCH will also be capable of high-altitude operations since its operational ceiling will be 6000– 6500 metres (20000–21300 ft.) – The Chinese also claim that the Z-10 is capable of operating in the high altitude areas especially with the more powerful engine.

314%6%8-:) 2%0<7-7 The Z-10 is already operational and in service with the PLA but very little is known about its operations after induction into service and problems being encountered which is normal in a newly manufactured aircraft – every new aircraft needs a period of two to three years to stabilise. The LCH on the other hand is still in its final developmental stage and yet to become operational and enter service. However, going by the comparative analysis of the stated capabilities of both attack helicopters as brought out earlier in the article, the basic configuration and key specifications are almost similar. Even the design features related to the cockpit, avionics, sensor suites and weapons / armament package are similar barring the different types / origin of equipment being used. Its stated fly by wire capability gives it a clear edge over the LCH as it reduces the load of the pilot, thereby facilitating efficient mission management. The main weapon of the AH is the ATGM and the Chinese HJ-10 missile being comparable to Hellfire is a very potent weapon with range of more than 7 km. The Helina anti-tank missile for equipping the Rudra and LCH is not likely to be ready in the near future, leaving a critical void in their capability and exploitation. Based on the above facts in the overall analysis presently the Z-10 certainly has an edge over the LCH – however this assessment could undergo a change once the LCH is fielded and justifies its stated claims.

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Sl. No

Company (Location)

Aircraft Type

No

Reg. No.

Capacity / Year

Sl. No

Company (Location)

Aircraft Type

No

Reg. No.

Capacity / Year

Sl. No

Company (Location)

Aircraft Type

No

Reg. No.

Capacity / Year

Sl. No

Company (Location)

Aircraft Type

No

Total NSOP =182

Reg. No.

Capacity / Year

* De-registered Helicopters

Total Govt/PSUs =30

Total Private = 36

R W S I

Delhi Poised to get New Air Force Aerospace Museum Delhi will soon have a sprawling new Aerospace Museum close to the international airport focused mainly on Nation’s rich aviation history. New Aerospace Museum is not only meant to preserve the glorious tradition of the IAF but also to create awareness in general public about India’s rich Aerospace heritage. The IAF believes that the Museum would be a popular tourist attraction and a landmark in India’s capital city. A proposal for new Air Force Aerospace Museum was cleared by Ministry of Defence and final financial sanction on the Detailed Project Report is awaited. After the approval, the new museum would be ready for the tourists within 3-5 years. Spread over 43 acres, the new Aerospace Museum would have extensive indoor and outdoor displays including huge aircraft parked and hanging in flying attitude with mural depicting the golden era. A dedicated children’s area would be part of the museum where children could enter cockpits of displayed aircraft and get the feel of flying controls. A video arcade would also be created. As per the plan, the internal displays would have a history section in which all IAF Squadrons’ history would be displayed along with aviation legends, major campaigns and wars fought by the IAF. Along with this history, major Humanitarian Assistance and Disaster Relief operations undertaken by the IAF would also be highlighted.

The IAF presently has a museum near the technical area of Air Force Station Palam, which was established in 1967. The museum has an average footfall of 500 tourists daily and exhibits details about combat operations undertaken by the IAF depicting IAF’s rich history since its formation in 1932 to present date, along with the display of various aircraft and equipment on the IAF’s inventory, since its inception.•

Russia, India Plan to Sign Contract for Mi-26 Helicopter Repair August 9, 2016 TASS. Russian Helicopters Group is planning to sign a contract with India before the yearend to overhaul three Mil Mi-26 (NATO reporting name: Halo) heavy military transport rotorcraft, Group Deputy CEO for After-Sale Maintenance Igor Chechikov said."India is a key strategic partner for Russian Helicopters Group and a major operator of Russian-made rotorcraft," Chechikov said. "Russian Helicopters Group is planning to sign a contract with India before the end of 2016 to overhaul three Mi-26 rotorcraft," he added. According to the group’s press office, India’s Defense Ministry and Russia’s arms exporter Rosoboronexport signed a contract in late July for the repair and upgrade of ten Indian Navy Kamov Ka-28 (Helix) antisubmarine warfare helicopters.The helicopters will be repaired at the Aircraft-Manufacturing Enterprise in Kumertau in the Urals.•

Air Force to Replace 'Cheetah' Helicopters at Siachen Glacier Indian Air Force's (IAF) iconic unit 'Siachen Pioneers', which is a lifeline for thousands of soldiers posted in the arduous and world's highest battlefield, wants to replace ageing Cheetah choppers with the Cheetals that come equipped with modern engine. 114 Helicopter Unit, also known as Siachen Pioneers, is the mainstay of the soldiers who are posted even at the height of 22,000 feet, as they carry essential food and equipment to various posts on the Siachen Glacier. The highly decorated Unit currently operates 14 helicopters of which 10 are Cheetal and four are Cheetah. First made available in the 1970s. Cheetal is the re-engined version of the Cheetah helicopter and comes equipped with French-origin Turbomeca T-333 engine which also powers the Advanced Light Helicopter Dhruv. The project initiated during 2002 was aimed at enhancing high altitude operational capabilities and maintainability as well as to provide a mid-life upgrade for safe and reliable operations. "We are very happy with the performance of the Cheetals. They are not only more powerful than the Cheetah but also fuel efficient which means that a little bit more load can be carried on them," Wing Commander S Ramesh, Commanding Officer of the of the 114 'Siachen Pioneers', told PTI. He added that the unit is looking at replacing the four Cheetah helicopters it has with the Cheetal. Everyday, the 'Siachen Pioneers'

carries out numerous sorties to Siachen glacier braving inclement weather conditions including high speed icy winds. The squadron is tasked from Kargil to eastern Ladakh. And all this comes at a cost. The unit, which is perhaps the only in the world to be deployed in action continuously for over three decades because of "Operation Meghdoot", has lost 13 officers till now. The work routinely involves landing at the highest helipads in the world in Siachen glacier and flying the helicopters to the edge of its flight envelope over a very treacherous terrain marked by uncertain weather. The unit has also found a place in the Limca Book for World Records for the highest helicopter landing at a density altitude of 25,140 feet.•

IAF Airlifts many from Rewa, Satna Hinterland Bhopal: After incessant rains that lashed Madhya Pradesh, especially Rewa and Satna districts. IAF helicopters were pressed into action on August 19 to conduct search, rescue, relief, relocation and humanitarian assistance in the two districts. Due to heavy rains, huge amount of water entered the residential areas, affecting more than 30000 families in the two districts. The floods were described as the worst in recent times in the area.“IAF responded by mobilising its assets placed at Air Force Station, Bamrauli, Allahabad. The Task force included Chetak helicopters from Basic Flying Training School, Bamrauli, and was further augmented by the ALH from Bareilly. The operations were carried out “in close synergy with the civil administration”, said IAF’s spokesperson. Six people in Satna district were saved from a collapsed house ruins by winching them up into helicopters and taking them to Satna ALG. Another helicopter in the meantime carried out aerial drop of relief material in Rewa district.•

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Use of Armed Helicopters The Indian Air Force (IAF) was first approached by the Indian Army to provide air support on 11May99with the use of attack helicopters of MI-25/35 class. However, the Chief of Air Staff put forth the argument that in order to create a favorable air situation for the helicopter operations, fighter action was also required. Since the operational ceiling of MI25/35 class of helicopters was only 10,000 feet AMSL and the enemy targets were located on our own side close to the Line of Control (LOC) at heights above 15, 000 feet AMSL, it was decided to use MI-17 class of armed helicopters with amour plating and flairs. On 25 May, the Cabinet Committee on Security authorized the IAF to undertake offensive attacks on the infiltrators without crossing the LOC. On 26 May, onwards, the IAF started its strike role. Fighter aircraft MiG-21s, MiG-23s, MiG-27s, Jaguars and the Mirage 2000 based at Srinagar, Avantipur and Adampur based in air bases in north of India struck the insurgent positions located on the high ridges without crossing the Line of Control. The first strikes were launched on the 26 May, when the Indian Air Force struck infiltrator positions with fighter aircraft and Armed MI17helicopters. The initial strikes saw MiG-27s carrying out offensive sorties, with MiG-21s and MiG-29s providing Air Defence cover. Mi-17 Armed Helicopters were also deployed in the Tololing sector. During all these attacks the MI- 17 were using the self- protecting anti - SAM flairs. On 27 May, the first fatalities were suffered when a MiG-27 crashed due to engine flame-out. Second fighter aircraft, a MiG-21 was locating the wreckage of the crashed fighter when it was shot down by enemy’s Man packed Stinger SAM in Batalik. The following day, a Mi-17 was lost when it was hit by three Stinger missiles while on an offensive sortie. These losses forced the Indian Air Force to reassess its strategy. Thereafter all the attacks on enemy’s positions were carried out from heights well above the effective range of enemy’s Stinger missiles. On 28 May, a formation of 4XMI-17s, loaded with 57 mm Rockets led by then Wing Commander AK Sinha was tasked to neutralize enemy positions around Tololing peak. The Nos1, 2& 4 MI-17 helicopters carried out their attack successfully. While No 3 Mi-17 helicopter also carried out a successful attack on the enemy post, it was hit by the enemy’s Stinger missile as its anti SAM protection system was not working. The entire crew of four, comprising Sqn Ldr R Pundhir, Flt Lt S Muhilan, Sgt RK Sahu and Sgt PVNR Prasad were killed in this action. After this loss, the Mi-17 helicopters were not deployed in offensive strike role. This resulted in a change in strategy. From then onwards, the IAF used Jaguars & Mirages with Precision guided ammunition to carryout Precision strikes on the enemy Bunkers. Moreover, these fighters operated from higher altitudes out of reach of the Stinger missiles.

India observed the 17th Kargil Vijay Diwas on 26 July 16 to honour the sacrifices made by Indian soldiers in a war for which the country was not prepared. The high altitude mountain war fought by two nuclear armed neighbours in the summer of 1999 lasted longer than the earlier three wars that India fought with Pakistan (1948, 1965 and 1971). The Kargil War taught the country many lessons, which have still not been fully absorbed. The Prime Minister, Shri Narendra Modi has bowed to every valiant soldier who fought for India, on Kargil Vijay Diwas. “On Kargil Vijay Diwas I bow to every valiant soldier who fought for India till the very last breath. Their heroic sacrifices inspire us. India will never forget the fearlessness with which our courageous soldiers gave a befitting & unforgettable reply to the intruders. We recall with pride, the firmness demonstrated by India’s political leadership in 1999, which ensured a decisive victory in Kargil,” the Prime Minister said. Kargil Vijay Diwas, named after the success of Operation Vijay. On this day, 26 July 1999, India successfully took command of the high outposts which had been lost to Pakistani intruders. The Kargil war was fought for more than 60 days, ended on 26 July and resulted in the loss of life on both sides, India and Pakistan and with the India regain possessions of Kargil. Kargil Vijay Diwas is celebrated on 26 July every year in honour of the Kargil War’s Heroes. This year too, the nation celebrated the 17th Kargil Vijay Diwas. While members of RWSI join the nation in paying tribute to the martyrs, we wish to pay homage to the entire crew of four comprising Sqn Ldr R Pundhir, Flt Lt S Muhilan, Sgt RK Sahu and Sgt PVNR Prasad of the MI-17 helicopter who were killed when their helicopter was shot down by a Stinger missile on 28 May 99 during their offensive action against enemy positions around Tololing peak in Kargil District in the State of Jammu & Kashmir. Besides them, a very large number of helicopter air and ground crew of the Air Force and Army Aviation corps made significant contributions to the success of the war. The next two pages provide the coverage of the role played by the two services in the war.

Role played by IAF Helicopters Helicopter in India has always been a force multiplier ever since its inception both in peace and war. First time the helicopters in the IAF proved their usefulness was in India-China war of 1962when, these were used for Causality evacuation, air transportation of battlefield commanders, communications, aerial reconnaissance, and search and rescue of retreating soldiers from the tactical battle areas. Similar roles were performed in Indo-Pakistani War of 1965. From 1971 war onwards, the helicopters in India started doing more combat support special hellebore operations. Sometime in late seventies and early eighties, some Chetek helicopters were converted to do Anti-tank guided missile tasks. Thereafter as and when required basis, the MI-8s, MI-17 class of helicopters are being converted to fire rockets and bombs in their armed role. During the Kargil war in 1999, the Cheetah and MI-17 class of helicopters played crucial roles and tasks to 16

Tasks done by Cheetah speed up the operational success for India. One of the most central roles played by the helicopters was to provide airlift to the 1363 battle causalities and 524 Martyrs to the nearest military hospital. Subsequently the bodies of Martyrs were taken to their respective homes located in various states of India by using IAF fixed wing aircraft. During this war out of a total of 7631 hours of flying done by the IAF, the helicopters flew a total of 2474 hours. A major air lift was undertaken in the form of casualty evacuation and fresh reinforcements, in which the helicopters played a crucial role.

ROTOR INDIA-QE 30 SEPTEMBER-2016

The IAF Cheetah helicopters from Leh had been operating in Kargil sector doing communication and air–maintenance & communication duties for many years. On 12 May 99, when a report came that enemy had been sighted on Tololing, one IAF helicopter was deputed to fly Deputy Brigade Commander of 70 Brigade and CO 16 Grenadiers on a reconnaissance of Tololing. During this sortie, the helicopter was hit by enemy’s ground fire. However, the helicopter could fly back safely with a damaged main rotor blade. On 15 May 1999, another IAF helicopter, while flying over Koksar , was fired upon and it was also flown back safely

with a damaged main rotor blade. Thereafter, throughout the period of Kargilwar, cheetah helicopters did extensive flying for causality evacuation,communicationand reconnaissanceduties without any event.

Tasks Done by MI-17 Besides the armed role played by MI-17 helicopters for first 2-3 days, these bigger helicopters were also extensively used for causality evacuation of wounded, from the field hospitals at forwarded areas to MH Srinagar or Leh. Some of the serious cases were further air transported to RR hospital at New Delhi by a Fixed wing transport aircraft. Further these MI-17 helicopters were also used for troop induction and De-induction, supply of Rations, clothing, equipment, arms and ammunition, in the TBA.

Lessons learnt Post Kargil war, the government of India had set up a committee to review the battle fought along 160 km of LOC in Kargil and Batalik sectors. This committee has given many recommendations for implementation by various agencies including the intelligence agencies, Armed and Paramilitary forces to help them focus on Planning and execution of Joint operations in future. In addition, they have also given various corrective actions to be taken by the government to change the organizational structure keeping in mind the joint nature of future wars. Here, we will only focus on the lessons relevant for Helicopter ops. These are: (a) Strengthen the Intelligence gathering and dissemination process to help Field commanders at tactical level understand real-time situation in the tactical battle area. That means every helicopter pilot must have real time assessments of the threats that he will face before getting airborne for the planned mission. That he must go through the briefing by the Intelligence officer and his task force commander. (b) The overall plan for any offensive operational mission must focus on self defence and maximum damage to the enemy forces. It meant, during offensive strikes the armed helicopters must enjoy favorable air situation against all enemy air and ground threats. (c) During peace time, the helicopter units must gather sufficient knowledge of area of operation, military history of the Sector in which operating and Lessons learnt during previous wars. All units must insist on their flying crew to study the terrain and military operations undertaken earlier by various unit in that area. (d) With the problem of suitable airfield and surface means of transportation in inhospitable areas and other difficult terrain, helicopter airlift will be very important, Transport helicopter at the time of apprehension would be very useful in the rear areas for back up, supplies and ammunition and Heli borne attack. (e) Despite any new innovative strategies that may be desired the IAF will have to use armed helicopters. In general, there has been criticism of the methods initially used and the type of planes being unsuitable to the terrain that resulted in early losses. This is believed by many in the air force as coming as a wakeup call to upgrade the aging fleet of attack helicopters and light utility helicopters to better enable them to fight in the mountainous region. But, in the context of the war and in light of the poor information available on the infiltrations, the Indian Air Force was able to coordinate well with the Army and provide air support to the recapture of most the posts before Pakistan decided to withdraw its remaining troops.•

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17

Role of Army Aviation in ‘OP VIJAY’ (Kargil Conflict)

The RWSI fraternity congratulates the Indian Army and its brave soldiers for the successful surgical strikes carried out on the terror launch pads across the line of control in Pak occupied Kashmir. This operation was launched on the night of 28-29 Sep at 0030 hours and completed by 0430 hours with the troops back on own side of LoC and without any casualties. It is understood that the operation was launched The Indian Army was launched into Operation Vijay to evict Pakistani intruders in May 1999. Gallant Indian soldiers were swiftly inducted into the Leh and Kargil sectors to launch a decisive military operation. Operation Vijay was an example of professionalism and synergized application of combat power in an asymmetric battlefield. Army Aviation Corps played a major role in those rugged and remote Himalayan ridges and was instrumental in building up assets in a very quick time frame. Army Aviation not only proved itself as a force multiplier but also set an example of how a greatly motivated, small band of professionals could influence the course of battle so significantly. Helicopter operations along the areas of infiltration were extremely challenging and hazardous. Extreme high altitude operations at 17000 feet (and above), snow, deceptive winds, sudden changes in weather, wind shear, air turbulence etc tested both man and machine at their extreme limits. Cheetah helicopters flew unarmed into battle, missions were carried out under threat from Stingers, Unza, other Surface to Air missiles. Repeated attacks from rockets and machine guns were frequent. Army Aviation undertook numerous reconnaissance missions to ascertain the feasibility of movement of troops without being detected. Functioning as the ‘eyes’ of the commander, Army Aviation Cheetahs flew over 600 reconnaissance and observation missions. Pilots ensured accuracy of Artillery fire by directing fire on at least 75 occasions. Despite the very limited load carrying capability of Cheetahs, they were used extensively for inducting and relocating combat loads. Almost 200 tonnes of supplies were delivered ensuring the Infantry was fully stocked

to fight their battle. Induction of troops at short notice in those rugged areas with very few land routes was critical, once again Cheetahs were instrumental in induction of over 250 soldiers with their combat loads directly into battle. Aerial photography of inaccessible areas was another successful mission carried out and almost a 100 such missions were flown during the operation. Army Aviation lived up to their motto of ‘Swift and Sure’ raising the morale of troops with their very quick response in evacuating the injured from the battlefield directly to hospitals in the rear areas, saving many valuable lives. Cheetah helicopters from Army Aviation carried out approximately 275 casualty evacuation sorties flying over 500:00 hours on such missions. Over 2500:00 hours were clocked by Army Aviation in Operation Vijay, intimately supporting the battle on ground with no casualties or aircraft lost. In recognition of their contribution, aviators were awarded a number of honours and awards to include, two Chief of Army Staff Unit Citations, two Veer Chakras, one Yudh Seva Medal, eight Sena Medals, seven Mentions in Despatch, twenty six COAS Commendations and 25 GOC-in-C Commendations. Operation Vijay was Army Aviation’s finest hour thus far.•

based on credible intelligence on the location of these launch pads, where terrorists in large numbers were waiting to infiltrate into India. This information was also confirmed by drones flown in that area. This process had been set into motion the day after the attack on URI Base where we lost 19 soldiers. The operation was reportedly carried out by special forces troops and troops of the commando platoons of the Infantry Battalion’s deployed on the LoC who attacked 7 locations across LoC located at distance of 500 meters to 2 kms. It was a well-executed operation and the hallmark of this entire action was secrecy and surprise, keeping in mind the fact of very inhospitable terrain and the phase of dark night. The strikes across were spread over the entire LoC with active artillery fire to confuse the enemy. Though some reports indicate the use helicopters, keeping the difficult terrain and the dark night phase in mind it is possible they were used on own side of the LoC for various tasks. Despite the DGMO informing the Pakistan DGMO about the conduct of strikes against terrorist camps across LoC, Pakistan remains in denial mode, though it

Bid for MRO Facility for Helicopters of AAC in Hisar Indian Army Aviation Corps (AAC) fleet comprising of Dhruv, Rudra, Chetak and Cheetah helicopters are manufactured by Hindustan Aeronautics Limited (HAL). Since most of them are deployed in in Jammu and Kashmir, Punjab and Rajasthan, it would be operationally and logistically advantageous to have a maintenance and overhaul hub closer to their area of operation in this region. In the coming years, the AAC is also going to acquire the Light Combat Helicopter (LCH) made by HAL, besides procuring a large number of light utility and attack helicopters. In view, the Army is considering setting up a maintenance and overhaul base for helicopters operated by the Army Aviation Corps (AAC) in this region and has sought allocation of land for the purpose from the Haryana government in Pinjore where Haryana has a flying club and the location is also adjacent to the Western Command headquarters. It is also learnt that the State government is in the process on to upgrade the present airstrip at Hisar, about 150 km from Delhi and 340 km from Chandigarh, into an international airport. The State Govt is also exploring the feasibility of setting up a manufacturing complex for defence and aviation components at Hisar as part of the offset policy.• 18

ROTOR INDIA-QE 30 SEPTEMBER-2016

has admitted to its 2 soldiers being killed and 9 injured – they claim these casualties a result of heavy firing by Indian troops across LoC. While a large number of terrorists are expected to have been eliminated Pakistan for obvious reasons will deny the same. In this entire action the message to the Pakistan Army and terrorists is very clear- STATUS QUO NO MORE.

ROTOR INDIA-QE 30 SEPTEMBER-2016

19

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After nearly eight years of waiting, India has signed a $300 million contract with Rosoboronexport of Russia to upgrade 10 Russian-made submarinehunting helicopters for the Indian Navy, said an Indian Ministry of Defence (MoD) official. "All 10 copters will be modernized and upgraded and delivered at regular intervals over the coming five years," the official said of the Kamov28 helicopters. India issued a request to upgrade the helicopters in 2008. According to an Indian Navy official, the service is facing a shortage of anti-submarine warfare (ASW) helicopters and has been relying on Kamov-28s with 1980s-era technology. The other ASW helicopters with the Navy are 16 aging Sea King helicopters, which need urgent replacement, the official added. To circumvent the European sanctions against Russia, which could hinder supply of advanced sensors from Europe, the Kamov-28s will first be sent for technical haul by Russian-based firm Russian Helicopters and then brought back to India. Once they return to India, the helicopters will receive an upgrade of advanced European sensors at the naval base in Visakhapatnam, where Russian Helicopters engineers will install the sensors, an MoD source disclosed.•

Reliance Defence and Engineering Limited (RDEL) and Larsen and Toubro are in the final stages to bag a $2 billion contract from the MOD for the construction of four Landing Platform Dock (LPDs), each costing about $1 billion. The bids submitted by the companies are likely to be opened in Oct 16. Landing Platform Dock (LPDs) is a warfare ship designed to transport troops into a war zone by sea, primarily using landing craft and has the capability to operate transport helicopters in addition to having hangar facilities and a landing deck. The $2 billion contract is the biggest warship construction project for the private sector and has the potential to make the winner a leading player. The 20,000 ton LPD would be the largest warship to be built in an Indian yard after the aircraft carrier under construction in Kochi.As per the terms of the deal, two LPDs contract will be awarded to a private sector player based upon technical capabilities and financial bids and the winning private sector firm would assist state-owned Hindustan Shipyard Limited (HSL) to construct the remaining two.•

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It was not very long ago that we looked at UAVs (Unmanned Aerial Vehicles) as amusing novelties, marveled at their versatility and use in some unforeseeable future and, other than applications in defense, did not take them seriously in our helicopter lives. Most of us in conventional aviation world of airplanes and helicopters definitely did not see UAVs as things that could give us competition and pose problems that we would be forced to take notice of. But like all technologies, UAV technology has evolved quickly and has caught the most of us napping. If we do not sit up and take notice of UAVs, we will be consigned to pages of history and only those who are either able to use UAVs or have at least learnt to live with them, will survive this phase of evolution. UAV application in defense dates back to early 20th century. The Middle East wars of Sixtees and Seventees and later wars of early 21st Century did see advent of UAVs playing a substantial role. The evolution of offensive UAVs followed UAVs that were used as aerial targets for training and as systems developed for reconnaissance of battlefield and potential targets. In wars against terrorism, we have seen extensive use of UAVs by the US. The development of UAVs or UASs (Unmanned Aerial Systems) popularly called Drones, for application in civil roles, has been faster as it is seen that they can perform many roles more efficiently and at a lesser cost than manned aircraft.

Our discussion on Drones in the context of this article includes only those Aerial Vehicles/Systems that are remotely or autonomously controlled and are recoverable unlike missiles and torpedoes that are launched at an enemy location or weapon system, and are not required to be recovered. In civil aviation context and as helicopter operators, our focus is on those Drones that may not only share the airspace used by helicopters but may also interfere with our flights. The acronyms UAVs and UASs in this article are used interchangeably.

,:(' ",0* !5 16$4; ",0* Even though the Fixed Wing Drones have advantage of higher range, higher payload, higher speed and greater endurance over rotary wing UAVs, the downside is that they cannot be launched and recovered without the availability of runways or at least reasonably flat and prepared surfaces. And they must remain in forward flight to remain airborne. The Rotary Wing Drones may suffer from many disadvantages, but their ability to take off from surfaces as small as table tops, make them extremely useful and versatile. As the Vertical lift Drones do not depend on forward velocity to remain airborne, they can do some works like survey, reconnaissance and photography much more accurately than the fixed wing UAVs. Most of the UAVs proposed to be used for these applications would be vertical lift UAVs with one or more rotors providing vertical lift as well as forward propulsion, very much like helicopters. Such UAVs are classified depending on the number of rotors used to provide lifet. We have seen pictures of Tricopter (three rotors) and Quadcopter (four rotors). Hexacopters (six rotors) and Octocopters (eight rotors) are also being developed to lift heavier loads. If development in capabilities of vertical lift Drones continues, a point may come when they may replace helicopters in some of the civil roles.

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5( 1) 410(5 ,0 0',$ There are many vertical lift Drones under production for civil applications in India. Sterlite Power, India’s leading power transmission company has announced a strategic partnership with a global company to provide drone inspection services for their power line and other utility assets in India. A Mumbai based company called ideaForge in collaboration with DRDO offers NETRA their flagship product. A completely autonomous flight mode, a camera with zoom in facility from a range of 500m and coverage of an area of 8 kms diameter are some of the highlights of this quadcopter. NETRA played a significant role during disaster management after torrential rains caused unprecedented damage in Uttarakahnd in June 2013. Skylark Drones is an end to end drone data solutions company. It is an emerging start-up based in Bangalore and offers solutions in infrastructure planning, mining, power line, pipe line, solar and wind power plant survey. Another Bangalore based company called Edall Systems, manufactures Spidex 600 MK 1, a quadcopter for use in Aerial Mapping and Structural Inspection roles. UAVs have been deployed for aerial photography and many real estate companies are using them for producing publicity materials and for attracting clients to their projects. Airpix a group of entrepreneurs based in Mumbai have entered the aerial photography market through their product. They have also been covering various events and disasters throughout India. The use of high definition cameras is getting common with vertical lift Drones being employed in photo shoots and crop monitoring.

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Apart from development of Drones mentioned above, all of us at some time or the other have seen Drones covering cricket matches and must have read about Drones delivering Pizzas or medicines at customer’s door step. When one opens one’s mind to potential use of Drones in our day to day life, one finds that there are endless possibilities. Isn’t it great that a drone will be able to keep up the promise of Pizza delivery within 30 minutes as it is not likely to get caught in a traffic jam. The medicines will reach the patient faster than ever before. Possibilities are real and are going to have huge impact on our lives, and not at all unimaginable or unforeseeable. Once the endurance and payload capabilities of these UAVs are enhanced, it will not be surprising to see them replace helicopters in many roles.

410(5 /$; 5+$4( 174 ,452$&( 9,.. 6+(; )1..19 174 7.(5 Till such vertical lift UAVs are produced and become commercially viable, what should worry most of us helicopter pilots operating in and around metros are the rules that will require to be followed by these UAVs? If these drones are going to share the same air space as the helicopters, will they follow VFR copter routes? Or will we have different routes for drones? 410( 70'(4*1,0* 2,.16 241) &+(&- Will a drone route interfere with a helicopter route? Will they be required to fly semicircular system on routes? What separation will they keep from other drones and from other aviation traffic? Will a drone get airborne only after filing a flight plan? Will there be an ADC number for every drone flight? Will they have aerodrome of diversion in their flight plan? Will they be able to deliver a Pizza to an ATC controller in an IAF/Naval/Army airbase without security clearance? If yes, will the drone be required to undergo AvSec course; Initial and Recurrent? No not the drone but the drone pilot? Oh really? Yes we forgot about the drone pilot? Who qualifies to be a drone pilot? Any written exam to qualify as a Drone Pilot? Any check flight with a Flight Operations Inspector on board, er watching the drone pilot? Any emergency action practice and Pilot Proficiency Check? And yes, what about the Route Check? How about drone pilot launching the drone in monsoons without Adverse Weather Training and Route Check? What if his/her drone gets caught in an unexpected Monsoon shower? Or in Fog? What if the drone pilot is sitting on his laptop controlling his flight, or several Pizza Delivery flights, and is also having swigs from his bottle of beer? Any alco-sensor chek for the drone pilot? While we believe that the drones will be able to deliver their wares very very accurately, ‘Flat no 102 or 103’, what we do not know is if the sensors they use will be able to ensure that there is no collision with other drones, birds, low flying helicopters, balloons, cranes over high rise buildings and, in India, with kites. So, more we think about Drones, more questions arise in our minds about how drones pilots are going to operate their drones in the space that they share with us.

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In preparation of increasing number and application of drones in India, DGCA has circulated a draft circular. The DGCA draft circular starts with a few important definitions that include the definition of Autonomous aircraft, Command and Control, Data Link, Controlled Airspace, Payload, Pre Flight Inspection, Remote Pilot and Remote Pilot Station etc. There are also definitions and description of Unmanned Aircraft (UA), Unmanned Aircraft System (UAS) and Remotely Piloted Aircraft Systems (RPAS) etc. All the Drone operators are required to adhere to these guidelines in the interest of flight Safety. The circular mentions that DGCA will assign a Unique Identification Number (UIN) for all Indian UASs owned and operated by Indians. This Circular lays down guidelines for obtaining UIN (Unique Identification Number) for a drone and its operation. The DGCA will also issue Unmanned Aircraft Operator Permit for operation above 200 ft AGL. Apparently, a UAOP will not be required for operation below 200 ft AGL. Before commencing operations, an operator will be required to apply for a UAOperator Permit (UAOP). There is a process given in the circular for issue of UAOP, the application for which will need to be submitted 90 days in advance and once issued, will be valid for 2 years. The draft Circular also defines the categories in which these UASs will be classified depending on weight. Operators of UASs will require security clearance by BCAS. The purchase and operation of a UAS is proposed to be as restrictive as purchase of an aircraft as clearances are required from various Ministries and Departments of the Central Government. The nodal

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agencies in DGCA and MHA for reporting accidents and incidents shall be the Directorate of Air Safety and BCAS respectively. The circular also lays down the requirements for training of a UAS pilot. Only persons above 18 years with a pilot license will be considered for operating a UAS system. A drone will be operated in accordance with the Operator Manual issued by the manufacturer of the UAS. The operator will also be required to show availability of a Maintenance Agency that shall maintain the UAS in accordance with maintenance guidelines issued by the manufacturer. The pilot or the Operator will maintain records of Operation and Maintenance of the UAS. Same Rules of the Air shall apply to UASs as apply to manned aircraft. As is the case with manned aircraft, UASs will conform to the restrictions of the category of the airspace in which they operate. Any operation and cancellation of operation has to be filed as a flight plan and in co-ordination with the local administrative agencies and Air Traffic Service unit. Air Defense Clearance will be required for Operation above 200 ft. The UASs will be operated based on established SOPs that will cover normal and emergency recovery procedures. The UASs shall be permitted to be operated within a range of 500m from the UA pilot and shall be operated in Visual Line of Sight of the operator. Restrictions of operation near national capital apply to UASs as does the restriction about flying over Rashtrapati Bhavan. In terms of weather, UASs shall be operated only n VFR conditions with 5 kms visibility and clear of clouds. The draft circular also lays down Legal Obligations of the Operator and requirement of Insurance.

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FAA appears to have risen to challenges ahead of others as they have come up with rules governing UAVs/UASs and drones. FAA Rule 107 has been written down to define rules governing Small UASs and ‘address the operation of unmanned aircraft systems and certification of their remote pilots’. FAA sees UASs in the context of airspace, thus in the introduction of the rule itself it says that the rules also aim to ‘prohibit model aircraft from endangering the safety of the National Airspace System.’ Issue of FAA Rule 107 has followed a long process of enactment of law by the House of Representatives and this rule has come into practice on 29th August 2016. So as we sit down in September 2016 to study the various facets of FAA Rule 107, we need not feel very outdated. This may be our first step as we march forward to adapt ourselves to the existence of drones amidst us.

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• Visual line-of-sight (VLOS) only; the unmanned aircraft must remain within VLOS of the remote pilot in command and the person manipulating the flight controls of the small UAS. Alternatively, the unmanned aircraft must remain within VLOS of the visual observer. • At all times the small unmanned aircraft must remain close enough to the remote pilot in command and the person manipulating the flight controls of the small UAS for those people to be capable of seeing the aircraft with vision unaided by any device other than corrective lenses. • Small unmanned aircraft may not operate over any persons not directly participating in the operation, not under a covered structure, and not inside a covered stationary vehicle. • Daylight-only operations, or civil twilight (30 minutes before official sunrise to 30 minutes after official sunset, local time) with appropriate anti-collision lighting. • Must yield right of way to other aircraft. • May use visual observer (VO) but not required. • First-person view camera cannot satisfy “see-and-avoidâ€? requirement but can be used as long as requirement is satisfied in other ways. • Requires preflight inspection by the remote pilot in command. • A person may not operate a small unmanned aircraft if he or she knows or has reason to know of any physical or mental condition that would interfere with the safe operation of a small UAS. • Foreign-registered small unmanned aircraft are allowed to operate under part 107 if they satisfy the requirements of part 375. • External load operations are allowed if the object being carried by the unmanned aircraft is securely attached and does not adversely affect the flight characteristics or controllability of the aircraft. • Transportation of property for compensation or hire allowed provided that the aircraft, including its attached systems, payload and cargo weigh less than 55 pounds total; • The flight is conducted within visual line of sight and not from a moving vehicle or aircraft; and • Most of the restrictions discussed above are waivable if the applicant demonstrates that his or her operation can safely be conducted under the terms of a certificate of waiver. • Remote Pilot in Command Certification and Responsibilities

Security Administration &(4) Be at least 16 years old. • Part 61 Pilot Certificate holders may obtain a Temporary Remote Pilot Certificate immediately upon submission of their application for a Permanent Certificate. Other applicants will obtain a temporary remote pilot certificate upon successful completion of TSA security vetting. The FAA anticipates that it will be able to issue a temporary remote pilot certificate within 10 business days after receiving a completed Remote Pilot Certificate application. • Until international standards are developed, foreign- certificated UAS pilots will be required to obtain an FAA issued Remote Pilot Certificate with a small UAS rating. A Remote PIC must: Make available to the FAA, upon request, the small UAS for inspection or testing, and any associated documents / records required to be kept under the rule, (2) Report to the FAA within 10 days of any operation that results in at least serious injury, loss of consciousness, or property damage of at least $500,(3)Conduct a preflight inspection, to include specific aircraft and control station systems checks, to ensure the small UAS is in a condition for safe operation, (4) Ensure that the small UAS complies with the existing registration requirements specified in 91.203(a) (2). A Remote PIC may deviate from the requirements of this rule in response to an in-flight emergency.

European Aviation Safety Agency, the European regulator divides the drones in two categories. EASA mandates the Agency to regulate Unmanned Aircraft Systems (UAS) and in particular Remotely Piloted Aircraft Systems (RPAS), when used for civil applications and with an operating mass of 150 Kg or more. Experimental or amateur build RPAS, military and non-military governmental RPAS flights, civil RPAS below 150 Kg as well as model aircraft are regulated by individual Member States of the European Union. Agency also supports the work of the ICAO UAS Study Group. So far ICAO has published Circular 328 (2011) on UAS and amended Annexes 2, 7 and 13 to the Chicago Convention to accommodate RPAS intended to be used by international civil aviation. EASA is member of the Joint Authorities for Rulemaking on Unmanned Systems JARUS which is currently developing recommended requirements for: (a) Licensing of remote pilots; (b) RPAS operations in Visual Line-of-Sight (VLOS) and beyond (BVLOS); (c) Civil RPAS operators and Approved Training Organisations for remote pilots (JARUS-ORG); (d) Certification specifications for light unmanned rotorcraft (CS-LURS) and aeroplanes (CS-LURS) below 600 Kg; (e) Performance requirements for ‘detect and avoid’ to maintain the risk of mid-aid collision below a tolerable level of safety (TLS) and taking into account all actors in the total aviation system; (f) Performance

requirements for command and control data link, whether in direct radio line-of-sight (RLOS) or beyond (BRLOS) and in the latter case supported by a Communication Service Provider (COM SP); (g) Safety objectives for airworthiness of RPAS (‘1309’) to minimize the risk of injuries to people on the ground; and(h)Processes for airworthiness.

10&.75,10 Looking forward to issue of Regulatory Framework. FAA FAR part 107 is a very comprehensive document, mentioning in details the requirement of training for a UAS pilot, the certification requirements for a person holding Pilot Certificate and the conditions in which the UASs may be operated. It is a document based on the law enacted by the Government of USA and is more comprehensive in legalese. However, it must be noted that FAR Part 107 covers Drones only up to 25 Kgs in weight. Rule making on drones is still a work in progress as far as EASA and UK’s CAA are concerned. It is hoped that DGCA has received inputs from industry and other stakeholders and will soon give a final shape to the draft Circular and a comprehensive document covering all aspects of Drone operation will be issued for use by all stake holders. Helicopter pilots and operators are major stakeholders as we foresee a proliferation of drones in airspace used by them. A regulatory frame work aimed at clear guidelines ensuring safety will be very important for helicopter operators and users.

,4&4$)6 (37,4(/(065 FAA Airworthiness Certification is not required. However, the Remote PIC must conduct a preflight check of the small UAS to ensure that it is in a condition for safe operation.

1'(. ,4&4$)6 Part 107 does not apply to Model Aircraft that satisfy all of the criteria specified in section 336 of Public Law 112-95. • The rule codifies the FAA’s enforcement authority in part 101 by prohibiting Model Aircraft operators from endangering the safety of the NAS.

ABOUT

THE

AUTHOR

Gp Capt Raghvinder Nath Joshi (Retd) has been flying helicopters for last 38 years and has over 7000 hours of flying experience. In the IAF he instructed helicopter pilots as an A2 QFI, Commanded a MI-8 Operational Helicopter Unit, was an Examiner in the Aircrew Examining Board and was Chief Flying Instructor of Helicopter Training School. In civil aviation he has flown Bell 412 helicopter for Government of Tamil Nadu and for Reliance ADAG. Presently he is flying NOTARs; MD 902 and MD 520 N helicopters for Tata Power. He is passionate about flight safety and plans to devote his retirement years in the service of helicopter aviation. As a Life Member of RWSI, he has been of immense help in the Editorial Board of Rotor India Qtly and also in coordinating RWSI activities at Juhu Airport.

56$%.,5+(5 $ 4(/16( 2,.16 ,0 &1//$0' 215,6,10 • A person operating a small UAS must either hold a Remote Pilot Airman Certificate with a small UAS rating or be under the direct supervision of a person who does hold a Remote Pilot In Command Certificate on Model Aircraft. • To qualify for a remote pilot certificate, a person must demonstrate aeronautical knowledge by either:(1)Passing an initial aeronautical knowledge test at an FAA-approved knowledge testing center; or(2)Hold a part 61 pilot certificate other than student pilot, complete a flight review within the previous 24 months, and complete a small UAS online training course provided by the FAA,(3)Be vetted by the Transportation

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- QE 30 SEPTEMBER - 2016

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FORT WORTH, Texas (Sept. 22, 2016) – Speaking before an audience of aviation and military experts assembled at the National Press Club in Washington, D.C., Bell Helicopter, a Textron Inc. (NYSE: TXT) company, today unveiled the Bell V-247 Vigilant tiltrotor. The Bell V-247 tiltrotor is an unmanned aerial system (UAS) that will combine the vertical lift capability of a helicopter with the speed and range of a conventional fixed-wing aircraft. The revolutionary UAS is designed to provide unmatched long-endurance persistent expeditionary and surveillance capability and lethal reach, as well as runway independence to operate successfully in maritime environments and locations without secure runway availability. The Bell V-247 Vigilant satisfies the comprehensive spectrum of capabilities outlined in the 2016 Marine Corps Aviation Plan, and could be available for production as early as 2023. The Bell V-247 Vigilant is a solution designed to address the evolving demands of the military and transportation sectors for unmanned aircraft for a shipborne UAS platform, including: • The ability to operate successfully without a runway, such as in maritime environments Seamless performance in locations without secure runway availability, such as at shrinking land bases in contested areas • Significant reduction of the logistical footprint while retaining the superior operational performance by combining the vertical lift

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capability of a helicopter with the speed and range of a conventional fixed-wing aircraft • The capacity to control the battle space effectively with 24-hour intelligence provided by unmatched long-endurance persistent expeditionary and surveillance capability A Group 5 UAS, the Bell V-247 Vigilant is designed to combine unparalleled capability with unprecedented flexibility to execute a wide array of mission sets, including electronic warfare, ISR (Intelligence, Surveillance and Reconnaissance), escort, C4 (Command, Control, Communications, and Computers), persistent fire missions and tactical distribution. The UAS is expected to accomplish all of this with the benefits of extended endurance through plug-and-play mission packages. “The Bell V-247 Vigilant is the next leap in innovation making the future of aviation a reality today – it’s a testament to the power and versatility of tiltrotor flight,â€? said Mitch Snyder, president and CEO at Bell Helicopter. “At Bell Helicopter, we are constantly challenging the traditional notion of what it means to fly by staying on the leading edge of aviation and technological development. The unmanned tiltrotor is the latest example of how we are changing the way the world flies, taking our customers into the dynamic world of next-generation aircraft.â€? The Bell V-247 Vigilant’s design boasts a number of unrivaled capabilities and transformational features, including:

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A sea-based platform, which can be sized for compatibility with DDG guided missile destroyers shipboard applications (a) Single engine tiltrotor unmanned aerial system, (b)24-hour persistent ISR with a two aircraft system, (c) Speed: 250 knots cruise speed; 180 knots endurance speed; >300 knots at maximum continuous power, (d) Combat range: 450 nautical miles mission radius, (e) Time on station: 11 hours, (f) Size: 16,000 pounds empty weight / 29,500 pounds max gross weight; 65-feet wing span; 30-feet rotor diameter, (g) As it sits on the deck, the V-247 Vigilant can hold a combination of fuel, armament, and sensors, up to 13,000 pounds, (h) Blade Fold Wing Stow makes V-247 Vigilant DDG hangar compatible, (i) Expeditionary capability with small logistical footprint, (j) Open architecture and interfaces, (k) Air-to-air refueling, (l)Modular payload system to provide maximum flexibility, (m) Power distribution system to provide maximum mission capability, (n) Redundant flight control system & (o) Electro Optical System and Targeting System. The Bell V-247 Vigilant offers a dynamic profile that is uniquely suited to complete highly versatile operations and support missions. It is designed to provide extended range flying from land or ship, matchless expeditionary capabilities and to remain on-station with heightened loiter times for extended periods. With its signature blade fold wing stow design, it will fit inside a DDG hangar space, and two can be

loaded on a C-17 aircraft. The open architecture of the modular payload system enhances flexibility for aircraft customization by mission type. The bays on the Bell V-247 Vigilant are designed to carry high definition sensors, fuel, sonar buoys, light detection and ranging (LiDAR) modules, 360-degree surface radar modules, an MK-50 torpedo or Hellfire or JAGM missiles optimally. Regardless of the need, the Bell V-247 Vigilant easily integrates into priority mission sets to complete multiple airborne requirements. “Leveraging lessons learned from our extensive history and experience with tiltrotors, we have found the best available solution to fulfill the Marine Corps need for a Group 5 UAS,� said Vince Tobin, vice president, advanced tiltrotor systems at Bell Helicopter. “The Bell V247 Vigilant will give military customers the capabilities needed to reduce the complexity of deployment, increase speed of employment, reduce mission times and increase response time – all critical elements to completing missions to save lives and protect our freedom.� Bell Helicopter utilized its decades of applied tiltrotor experience to develop this next generation UAS. The Bell V-247 Vigilant design and capabilities bring to bear experience from the V-22 tiltrotor program and UH-1Y/AH-1Z programs, capturing the V-280 Valor’s unmatched design and performance standards in order to provide unparalleled competency to support ship-board compatibility.

DRONE WARFARE We are living in the first age of drone warfare. While unmanned aerial vehicles can trace their origins back at least as far as 1918, it took the War on Terror and its accompanying technological advances to truly showcase the abilities of longendurance, high-flying remotely piloted machines. Yet despite their prominence in modern battlefields, the greatest impact of drones will be felt in the future. At least, that’s the argument from Michael C. Horowitz, Sarah E. Kreps, and Matthew Fuhrmann in an interesting new paper, “The Consequences of Drone Proliferation: Separating Fact from Fiction.�

- QE 30 SEPTEMBER - 2016

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!&& !&% )*-!+ + %(%(# !'2 "!-2 2'*),%.' (-+) . -%)( Bell Helicopter is keenly aware of the importance of safety training in the aviation industry. As a supporter of the International Helicopter Safety Team (IHST) and other safety initiatives, it is committed to doing its part to reduce the international civil helicopter accident rate. As a part of its outreach program, the Bell Helicopter Training Academy hosted a Safety Symposium for all involved in civil helicopter operations in India which included pilots, maintainers, administrative personnel and owner / operators in the region. The Safety Symposium was held on 16 September 2016 at JW Marriott Juhu Mumbai, India.

!& )'! +!,, 2 # + %(#$ !) !- Wg Cdr (Retd.) BS Singh Deo VM (Retd.) Managing Director, Bell Helicopter India welcomed the participants to the Safety Symposium and assured them of presentations focused on showing how safety initiatives and the fostering of a safety culture results in a more profitable operation. He expressed his gratitude to the Stake holders for taking interest in participating in the event. Specifically, he was thankful to Shri. R. K. Mishra, GGM-Head Air Logistics who represented the largest user of helicopters in India, ONGC and Air Cmde T. A. Dayasagar ED(Technical) who represented the largest helicopter company in India for sparing their valuable time to participate in the event. Reciprocating to the welcome address, Shri. R. K. Mishra thanked the hosts and outlined the initiatives taken by ONGC in building safety awareness in his organisation for safe and efficient handling of heli-ops (offshore). Wg Cdr BS Singh Deo then went on to introduce the speakers at the Symposium namely Mr. Harry Vergis Flight Safety Officer Bell Training Academy, AVM (Retd.) K. Sridharan VM(G) President RWSI & IHST (India) Lead and Mr. Daljit Chandra Customer Service Engineer Bell Helicopter Asia (Pte) Ltd and other Team Members of his Team who organized the Symposium.

(-+) . -%)( -) -$! "!-2 2'*),%.' 2 + ++2 !+#%, After welcoming the distinguished delegates, Mr. Harry Vergis Flight Safety Officer Bell Training Academy, he mentioned that the regional Safety Symposium is to educates pilots and maintainers on key safety practices and applications to implement into their daily operations. The effort is tied, in part, to Bell Helicopter’s participation in the International Helicopter Safety Team’s (IHST) mission to establish international partnerships in countries with significant helicopter operations and encourage development of safety interventions. “We were very pleased with the attendance at this event,� said Mr. Harry Vergis, Flight Safety Officer Bell Training Academy. “It’s encouraging to see the message about the importance of safety being spread among the stake holders of the Industry in India. Our collaboration with knowledgeable organizations such as the IHST(India), as well as the active participation and interest of the attendees, has allowed Bell Helicopter to make significant strides in our efforts to promote a culture of zero mishaps and zero accidents. More than 150 customers and safety advocates attended the event. He then outlined his introduced the concept of a Safety Management System – a holistic approach to managing safety in an organization by implementing the necessary organizational structure, metrics, accountability, policies and procedures. Human Factors Awareness training, a growing topic of interest with Bell Helicopter’s regional customers, was also presented.

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He then welcomed AVM (Retd.) K. Sridharan VM(G), President RWSI & IHST (India) Lead to make his presentation on IHST (India) Goal & Safety Performance. He provided an update on the IHST India’s progress towards improving rotorcraft safety in India. After thanking the organizers, AVM(Retd) KSridharan who has been the IHST (India) lead since 2006 mentioned that IHST (India) has been diligently working to improve safety culture focusing on SMS implementation in that country. After analysis using JHSAT methodology, the intervention strategies have been in the areas of Safety Management training, Systems-Equipment and Information, Maintenance, Regulatory, and Infrastructure. IHST India has been conducting training courses, capsules, safety audits, and using IHST Toolkits. The scope of his presentation included, Profile of the Civil Helicopter Industry, Inception & Development of IHST, IHST (India) & Goals, Accident Analysis as per JHAST Matrix & Interventions Recommended and Mitigation Strategies & Safety Initiatives. Profile of the Civil Helicopter Industry. There are around 269 commercial helicopters(turbine) in India. Unfortunately, the civil fleet is going through negative growth. HAL manufactures commercial and military helicopters. In recent times, a few private companies are involved in component manufacturing for some major OEMs. Major usage of helicopters Major Civil Usage in India have been on (a) Point to point travel (Onshore) : Charter Services 67%, (b) Logistic Air Support to Energy Sector (Offshore) 18%,(c)Heli pilgrimage 14.5% ; (d) Disaster Management & (e) Election Flying (on required basis). Inception & Development of IHST : During 2005 IHSS, leadership from AHS, HAI, manufacturers and other interested organizations, and the U.S. Federal Aviation Administration (FAA) joined together to form the International Helicopter Safety Team (IHST). The IHST agreed to develop and implement a data-driven, benefit-focused safety program designed to continuously reduce the risk of helicopter accidents. It set an aggressive goal of reducing the worldwide helicopter accident rate by 80% in 10 years (by 2016). To make significant safety improvements, one must be able to measure safety. The typical safety metric is the accident rate expressed as accidents per 100,000 flight hours. Like in many countries across the world. Major unresolved problem is getting accurate flight hours to calculate the accident rate. The IHST chartered a Joint Helicopter Safety Analysis Team (JHSAT) to develop data-driven safety recommendations in pursuit of the goal to reduce the accident rate and fatality risk. The JHSAT membership consisted of key stakeholders in the helicopter design, manufacture, operation, training and regulatory communities. IHST (India): On 24 February 2006, the Rotary Wing Society of India became a member of IHST and became the nodal agency to progress the IHST goal in South Asia Region. President RWSI has been 32

functioning as the IHST (India) Lead since inception of IHST(India). The first IHST Regional Conference was held at New Delhi on 12-13 June 2006. The event was successfully organized by IHST (India) co-chaired by AVM (Retd.) K Sridharan and Mr. P K Chattopadhya Jt DG DGCA. On retirement of Mr. PK Chattopadhya from DGCA, he was replaced by Mr. RP Sahi JT DG DGCA. When Mr. RP Sahi retired in 2010, the Co-Chair IHST (India) was not filled up from the Regulator.During the period (2006-15), numerous activities were successfully launched by IHST (India) to reduce the accident rate to 1.9 per 100000hrs of flying by 2016 set by IHST. As per IHST (India), the Civil Helicopter Accident Rate achieved is explained below:-

Highlighting the safety performance of civil helicopters in India, the Air Marshal said that the first half of 2016, there was no major Civil Helicopter Accident in India.Average Accident rates for the Indian civil helicopter industry for the period 2006-15 remained at 5.58 per 100,000 flight hours. If the nil accident trend of the first half of 2016, continues this year, the Average Accident for 2006-16 will be 5.07 per 100,000 flight hours, literally reducing to half its Average Accident rate of 10 per 100,000 flight hours it achieved during the period 2001-05. Next, he talked about the causative factors related to the accidents. He said that out of the total 39 major civil helicopter accidents, it had during 2006-15, Loss of Control (1 x Fatal + 11x NonFatal), Maintenance Error (1x Fatal + Non-Fatal x7), Loss of Visual Reference -9xFatal +1 x Non-Fatal) were responsible for 76% of the accidents. Worrying factor is

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43% of the total accidents during the period was fatal. Of the total 39 accidents during 2006-15, 17 were fatal. Given the IHST’s current focus on preventing fatalities, IHST(India) took to address on mitigation strategies related to Loss of Situational Awareness ( 9 were fatal ) leading to CFIT . In all the 10 accidents analysed, the pilot lost situational awareness and inadvertently flew the aircraft into the water/mountain slope because of the combined effects of the lack of external visual references and weak instrument flying skills. It was found that all of them were caused by human errors. In most cases, the pilots operating under VFR entered IMC and were not able to negotiate with weather. IHST(India) therefore focused its efforts in educating pilots that violations during conditions conducive to CFIT risk are major contributors to death. It also convinced the Regulator to instil confidence in the pilots that if a sortie is aborted due to weather and the pilot does a safe forced landing, he may not be penalised.

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The Regulator issued a circular in 2012 asking helicopter pilots to stop operations in bad weather if they felt the need to do so, without bothering about the consequences of their decision. This led to considerable number of pilots opting to carry out precautionary landing during deteriorating weather conditions and avoiding getting into loss situational awareness situation. Besides other safety initiatives, IHST(India) thru RWSI handled “safety through educationâ€? programmes in which a large number of helicopter professionals have benefitted. He said initially IHST felt that reducing the total number of accidents would reduce the number of fatalities. They have found that while the total accident count is down significantly, the number of fatalities in helicopter crashes each year has remained relatively constant. There is therefore a need to assess whether we need to do anything different in order to focus on reducing fatalities. He appealed to all the stakeholders to support the effort of IHST( India) in improving Safety of Civil Heli Ops in India.•

+! .-%)( +2 & ( %(# .! 0! -$!+ , /!, -$! 2 # $1$' '$ *+/ - $) $ )/. /# / * 0- $) ) $ 0-$)" 0'4 + *)!$-(. /# . ( 0' '' # '$ *+/ - 2 . $1 -/ 0 /* 2 /# - ) ' ) . ! '4 / &# - ) *"# - *) / / # !'$"#/ +' ) /* !'4 !-*( $+0- /* '$ 2$/# % ./# ) *) * - '' */# - *+ - /$*) 2 . )*-( ' 0" ) # '$ *+/ - ( +- 0/$*) -4 ' ) $)" ) - '"# - / 0 2 /# - !/ - 2 /# - *) $/$*). $(+-*1 # '$ *+/ - /**& *!! ) ' ) / 0#0 /

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#('48 #/#)'.'/4 834'. #('48 5-452' $8 #228 !'2)+3 At the begining of his presentation, he sought the participants to respond to the following questions. How do we define Safety Culture? Have had an accident or a reportable incident? If the response is No, then you must be doing every thing right. Harry asked a question to the audience, “How do you define Safety?� Besides explaining the meaning of a Safety & Unsafe Curve, he also described the importance of the Normalization of the curve. The next question posed to the audience was, “Do you have a Safety Management System at your workplace?� He further explained that in order to verify that SMS has been established, it has to be ensured that Safety must be the core value at all levels in an Organization. He stressed that Safety must get an effective support from top level. He advised that Safety Policy should be effectively used to achieve the Safety objectives and commercial objectives of an aviation Company. He then explained that the purpose of SMS is to provide a Systematic Approach to achieve Acceptable Level of Safety Risk. He described the 4 Pillars of SMS as follows; a) Safety Policy, b) Safety Risk Management, c) Safety Assurance, d) Safety Promotion. He casually asked a few delegates among the audience whether they knew who their Safety Manager was ? It was surprising to note that a few of the participants did not know the name of their SMS manager. Mr Harry Vergis proceeded with the definition of each of the 4 Components of SMS as follows:Safety Policy establishes the Managements commitment to continually improve Safety and defines the methods, processes and Organizational structure needed to meet the Safety Goals. Safety Risk Management determines the need for and adequacy of new or revised controls based on the assessment of the accessible risks.

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This Process involves the following steps: a) Describe the system, b) Identify the hazards, c) Assess the risk, d) Analyze the Riske, e) Control the risk (Mitigation) Safety Assurance: Evaluates continued effectiveness of the implemented Risk control strategies and supports the identification of new Hazards. Safety Promotion: Includes training, communication and other actions to create a positive Safety Culture within all levels of the workforce. Following steps were recommended; a) Provide Training to all personnel, b) Spread & strengthen a positive Safety culture, c) Create a System and Safety Communication & Awareness, d) Match the Competency requirement to System requirements, e) Disseminate Safety lessons learnt, f) Handle the Management Change on Proactive basis. After completing the 4 Pillars of SMS, he posed a question to the delegates , “If you notice an unsafe practice, whom do you report to?� a) Supervisor ; b) Coworker; c) Safety Manager; d) Government Regulator; e) I don’t know. Once again, it was found that most of the delegates were not sure whether they should report the unsafe practices in their Organization to the Supervisor or SMS Manager. Mr. Harry Vergis explained the audience the meaning of a Positive Safety culture as a Culture that involves all of the following points:- a) Support from the top; b) Formal Safety Policy Statement; c) Awareness of Safety Policy Statement and buy-in at all levels; d) Practical Support in terms of training, planning and recourses. e) Cultural willingness to change f) Corporate and personal integrity willing to support Safety Policy regardless of Potential conflicting commercial pressures. Towards the end of the session, Mr. Harry Virgis advised the delegates to follow the Most Wanted List in order to:- a) Reduce Fatigue related Accidents; b) Disconnect from deadly distractions; c) End substance Impairment in Transportation; d) Expand use of Recorders to enhance transportation Safety. The interesting part of his presentation was that he was able to get the views of the participants on every major safety issue through wireless polling device and the response was instantly displayed on the screen.

-QE 30 SEPTEMBER-2016

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WHEEL VERSUS SKIDS

gear will require a towing device if it is over 2-3 tons. So nobody wins here and both types are highly comparable in this aspect! Ship deck & Offshore operations. Ship decks are seldom calm at sea. Landing on a surface with 6-DOF motion using a skid-fitted helicopter may complicate an already complicated evolution, don’t you think? What about metal to metal contact? Won’t frequent landingsexacerbate wear and tear? Valid concerns for a naval aviator or offshore pilot! Firstly, wheels or oleos are no insurance against a poor ship-deck landing. If you are depending on the oleos or wheels to save you from that awful landing, be advised there are other hazards like ground resonance or dynamic rollover working against you!

Whilehover taxying on the Bell 412 during a particularly rainy day, we got caught in a heavy monsoon downpour and could hardly see the ground below us. Among other things that were going on in my mind at that time, I found myself wishing for a wheeled helicopter so I could have ground taxied instead! That spurred me to think more deeply about ‘Wheel versus Skid’– Which is better?

Being a former Naval aviator, I must admit that a major chunk of my experience is on wheeled helicopters. It is easy to be biased in favour of wheels if you are from the navy. But in this discussion, I hope to reserve my sentiments and deal with both types with an even hand! One of the important considerations during design phase of a light helicopter is the type of landing gear - designed to allow absorption of the vertical energy of landing by elastic deformation during normal landings and by plastic deformation in case of hard landings.The two main types are wheel type,which incorporates main wheels and a nose or tail wheel, and the skid type. There are further variations such as retractable, non-retractable, high skid, low skid, skies, floats etc. However, this discussion is limited to the two main types and light helicopters only.Skid-type landing gear incorporates two skids with forward and aft cross tubes, on either side of the helicopter. The cross tubes are designed as a supporting structure to transfer forces and moments between skids and fuselage and may incorporate pivot mechanisms to reduce ground resonance. The forward end of skids are usually bent upwards to facilitate run-on landings and close-to-ground handling. Wheel landing gear, quite simply, has wheels with hydraulic oleos & struts to attenuate landing loads. Simplicity & Weight. To start with, skids are design-wise simpler and lighter as compared to wheel landing gearthat require brakes anda hydraulic system, if they have to be retractable. As an example, the difference in basic weight between the skid version and fixed wheel version of the Hindustan Aeronautics Limited 5.5-ton Advanced Light Helicopter (Dhruv) is almost 250 kg. Most single-engine helicopters thus have skids (e.g, Robinson R22, R44, R66, Schweiser 300, Bell 407 etc). There are exceptions such as the venerable AĂŠrospatiale Alouette III which has served worldwide with great success with its

tricycle wheel landing gear and a simple yet efficient braking system. For design simplicity, ease of maintenance and weight saving, skids can be considered superior to wheels. However, here is a rider. Skid and cross tube lives are based on number of landings & ‘oncondition’. Helicopters that see a large number of landings per flying hour (e.g, helicopters rig-hopping during offshore ‘production’ sorties) may see their skids and cross tubes coming up frequently for checks and replacement thereby diminishing the maintenance payoffs somewhat. Speed. Helicopters that are optimised for high speed can ill afford to have permanent, drag creating structures like skids or non-retractable wheels. ‘Fast & light’ helicopters with retractable wheels exchange speed and fuel consumption for the simplicity and convenience of skids. As a pilot flyingskid-fitted Bell 412 with a cruise speed of 120 kn, I am quite used to (though not happy!) being overtaken by the faster Airbus AS365N3s or Sikorsky S76s (cruise speed 140-150 kn) with retractable wheel landing gear. But these ‘faster’ aircraft will have to contend with the effect of added weight oflanding gear and its ancillaries ontheir‘weight to payload’ ratio. In heavierhelicopters like AW139 (6.8tons MTOW), this drawback is negated by the impracticality of skids and the faster speeds, better performance and improved fuel consumption that a ‘cleaned-up’ aircraft offers. As an example, on the wheel-variant of ALH (Dhruv), there is about a 3% difference in fuel consumption between landing gear extended and retracted. But the wheeled version is about 250 kg heavier as compared to skid variant. Such is the world of helicopters – an eternal story of contradictions and trade-offs! Ground Handling. Helicopters with skids are not readily manoeuvrable once landed. Strap-on wheels or ‘Dolly’ has to be attached for mobility and it needs a towing device for ground movement. Handling ground movements on a busy tarmac full of light, skid-fitted helicopters with limited number of heli ca rriers or tow cartsmay be an apprehension for those unfamiliar with skid-fitted helicopters. However, this factor is mitigated by the large number of very efficient single-person towing solutions that are available today (see http://www.helitowcart.com/ for an example). In any case, even light helicopters with wheel landing

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Many offshore platforms and ships use an anti-skid net on the heli deck. This net is meant to prevent wheeled helicopters from sliding on the ship deck in heavy seas. CAP 437 proscribes their use when operating skid-fitted helicopters. However, the jury is still out on the use of such nets on fixed offshore platforms as some believe they provide visual cueing of relative movement while operating close to the deck. Cross-deck landings may sometimes be necessitated due to winds, sea state or operational reasons. Realigning a skid-fitted helicopter and moving it to & fromthe hangar can be tricky in the dynamic environment onboard a ship. Some wheeled helicopters like the ALH (Dhruv) and naval Lynx have ‘toe-in, toe-out’ main wheels with nose wheels that can castor upto 90 degrees. This allows the helicopter to be pivoted into wind for a relative wind take off without the ship having to alter course. Such luxuries are not yet available for helicopters with skids. In any event, striking down ahelicopter into the ship’s hangar is an essential & time-critical activity for ship’s crew. Anybody who has experienced the ease of pushing the Alouette IIIB into hangar while the ship’s Commanding Officer is breathing down your neck to ‘expedite’ knows only too well the advantages that wheels offer in this regard. In rare cases, ship decks could even have protrusions or traversing system rails running proud of the deck which may impedeoperation or ground manoeuvring of light, skid-fitted helicopters. All these factors ostensiblymake a sound argument in favour of wheeled landing gear for naval use. Butdoes it rule out operation of skidfitted light helicopters from ship decks? Bell 412s operate in large numbers in the Indian offshore industry. The ship motion envelope for floater landings on the civil certified Bell 412 is 4 degrees roll & 4 degrees pitch. This is comparable to the ship

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motion limits in ‘unaided’ (no deck lock) deck landings forall light ‘wheeled’ helicopters that I have flown or tested in the navy. So for those of us who like to believe that we require the comfort of wheels and oleos to operate from decks, what does this contrast signify? I would like to hear your views. Close-to-ground manoeuvring. Skid-fitted helicopters have no option but to air taxi. This generally requires more manoeuvring space and their downwash may effect aircraft in vicinity, especially in small dispersals shared by other light aircraft. Regulatory inter-aircraft clearances required for manoeuvres at hover maybe higher than ground taxi clearancesdue to reasons of controllability and positional scatter. Effect of downwash also needs special precautions to be exercised by other helicopters starting their engines (read rotors) while other helicopters are taxiing in/out. As we move on from light singles and twins to medium and heavier helicopters, this distinction assumes importance. Downdraft from heavier helicopters like the Kamov-28, S92 or the EH101 can seriously affect lighter aircraft or helicopters parked in the vicinity. Apart from mechanical and performance constraints, this limits the usage of skids on helicopters with All Up Weight in the region of 55.5 tons, beyond which wheels become the only practical option. In the light helicopter category, this aspect does not assume much importance and skids fare as well as wheels. Ground Clearance. Skid-fitted helicopters usually have better ground clearance as well the option for ‘high skid’ configurations in some cases like the Bell 412. While operating from unprepared areas such as in EMS or ALE, this could be an advantage over wheeled helicopters. That said, the weight of the helicopter is distributed over three ‘points’ in a wheeled configuration versus two skids with their greater length and a ‘linear’contact area. Remember, it may be easier to put down three wheels on a slope as compared to two parallel tubes of the skid landing gear. But the greater force per unit area exerted by wheels could cause them to sink if ground is soft or slushy.Skids with skis are also necessary for operating in ice-bound areas such as the Siachen glacier where the Indian Army and Indian Air Force operate Cheetahs (Lama) on a daily basis.Again, for a ship-borne helicopter, incorporating a deck lock like the Harpoon on a skid-fitted helicopter would pose difficulty owing to the same issue of higher ground clearance. I would venture to state, if operation to unprepared or semiprepared sites are envisaged, skids would be the landing gear of choice for light helicopters. Run-on Landings. Run-on landings, though rare on helicopters, is still a necessity under some exigencies like OEI, directional control failures etc. Having done a few trainingengine-out landings on light singles, I can vouch for the mental comfort provided by wheels as you

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# -)

Pilgrimage Flying by Helicopters

start off on that one-way ticket down once the lever is pulled back. Till I actually did the first few run-on landings on skid-fitted helicopters, I was quite sceptical. Fact is - they do it nearly as well as wheeled helicopters if executed properly (though I personally dislike the way it goes ‘kerrruncchh’). But talk about a run-on landing at 40-60 knots on a skid-fitted helicopter and I may start having second thoughts. So will my maintenance chief and the ATC officer! I would also be uncomfortable landing under potential ‘brown out’ conditions with a skid-fitted helicopter. For run-on landings, wheels are the obvious choice, especially with frequent landings likewhen the helicopter is used for training. But then, the helicopter was never made for run-on landings, was it? Ground Resonance. Ground resonance can occur when the spacing between rotor blades of a helicopteris disturbed due to any reason and,simultaneously, the helicopter’s natural frequency is excited by an out of balance rotor. Landing gear can contribute to this ‘dance’ if its frequency also matches with the resultant oscillation. However, to the best of my knowledge, skid-fitted helicopters are no less or more prone to ground resonance when compared to those with wheels. In fact, incorrectly maintained oleos & struts in wheeled helicopters can predispose them to ground resonance. If the causative factors are

present, ground resonance is a real danger to both types and does not really differentiate between the two. Conclusion. As you can appreciate, the design of any helicopter is a juxtaposition of several contrasting and often contradictory requirements which the designer must resolve with the ultimate aim of optimising intended roles of the helicopter. For light commercial helicopters, management of ‘useful payload’ or ‘performance’ drives many design considerations. For heavier helicopters with specialised roles such as an attack helicopter or a naval anti-submarine helicopter, some other factors may prevail. During design iterations therefore, the type of landing gear is finalised by the designers in consultation with users or test crew. In the end, to each his own and so we go about selecting what fits our requirementsbest. I would love to hear from experts in the field with varied experiences on this subject. Thanks for reading and happy landings on skids & wheels! About the Author Capt. KP Sanjeev Kumar is a former Indian Navy test pilot and blogs at www.kaypius.com. He holds a dual ATP rating on the Bell 412 & AW139 and flies in the offshore division of Global Vectra Helicorp Ltd. He can be reached at kipsake1@gmail.com. Views expressed in this article are personal.

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Helicopters have been playing a very important role in facilitating pilgrimage or religious flying in India, particularly in the Northern part of the country. In this fast moving world when time and convenience have become aspects of prime concern for all, the role of helicopters has acquired importance. The arduous journeys by road which used to take from several hours to days can now be performed in minutes. This is a boon not only to elderly travellers but also a greater time saver for all. The important religious Yatras which have become very popular by helicopters are: Mata Vaishno Devi & Shri Amarnathji in J&K, Kedarnathji, Badrnathji and Gangotri and Yamunotri (also called ‘Char Dham’ Yatra) and Hemkund Saheb in Uttarakhand. Other religious yatras which too are fast becoming extremely popular are Manimahesh (Distt. Bharmour, HP), Machail Mata (Distt. Kishtwar, J&K). Shivkhori temple in J&K, Jawalaji in HP, Sabrimala temple in Kerala and Parasnath Jain Temple in Jharkhand are also in the race for operations of helicopter services. Helicopter service is now available even for Kailash Mansrover Yatra via Nepal. The abode of the Indian Gods and Goddesses is in the hills !! What can be a more better and comfortable way to reach these abodes then the helicopters?

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Thanks to the Gods that the intense competition amongst the Operators has drastically brought down the cost of tickets for all the above Yatras. As the new destinations are developing and Operators are making additions to their fleet, the competition is increasing and the ticket prices are going down ! Therefore, the helicopter ride for all the Yatras has become very affordable. UTair India has already been contributing its bit for the last several years by serving the religious flyers in the State of Uttarakhand, J&K and HP, the major hub for religious flying. Its fleet of Airbus AS350B3 helicopters is most ideally suited for flying in the high hills in the abode of the Gods !! Article contributed by: J.P. Goel, Executive Director, UTair India Pvt. Ltd., 24 Ferozeshah Road, New Delhi 110001

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- % %) *

+ ) (. & *& &%% * ' * #) % &(* )* " #. NEW DELHI: The Modi government is going to launch a new airline based out of Guwahati which would connect all state capitals in that part of the country, a move that’s going to give a big fillip to connectivity in Northeast India. The company will be a subsidiary of Pawan Hans Ltd and is likely to operate a fleet of 6 fixed-wing aircraft and 5 helicopters. The subsidiary, with an equity base of Rs.150 crore, will be 51 per cent owned by Pawan Hans Ltd and the rest will be owned by North Eastern Council (NEC). The decision to create a new airline was taken at a meeting of all state chief ministers from the Northeast and Department of North Eastern Region Minister Shri. Jitendra Singh. Currently, Alliance Air provides air connectivity to select cities in the region, which is based on the viability gap funding. The Analysts believe that the model is a proven one and will surely fetch income for Pawan Hans. “Pawan Hans’ plan is path-breaking and is based on a proven model that countries like Indonesia, Brazil, Argentina, Canada, Chile and many others have tried,â€? said Mark Martin, CEO and founder of Martin Consulting, an aviation advisory firm. •

The Current Government at the Centre is all set to embark on its strategic disinvestment programme. NITI Aayog’s proposal for shutting down 17 sick or loss-making government companies has received the go-ahead from Prime Minister’s Office (PMO). A second set of proposal from the Aayog for strategic sales aimed at reducing government ownership to below 51 per cent in about 22 PSU’S sector has also got the green signal from the PMO.This second list includes the Mini Ratna helicopter services operator Pawan Hans Limited, Scooters India Limited, Cement Corporation of India Limited and three plants of the Maharatna Steel Authority of India (SAIL) located at Salem, Durgapur and Bhadravati. Government companies in the Hospitality services business and the construction consultancy industry are also on the list of PSUs for strategic disinvestment. “The approval from the PMO is not for outright 100 per cent sales‌the government won’t exit these companies, but will go on to be a minority shareholder post disinvestment,â€? said an official. The Finance Ministry is approaching the Cabinet for its approval separately for each of the strategic sales the PMO has approved. It expects minimum resistance as the Administrative Ministries were brought on board. Before these PSUs are shut down, the Centre will offer voluntary retirement to their employees. Many of the companies being shut down hold vast tracts of land. Such lands leased from State governments could be returned with or without a price.

# %) *& +% &% # # *) & Pawan Hans has firmed up plans to launch regional flights with fixed wing aircraft, including seaplanes, even as the state-owned helicopter operator prepares for an initial public offering that may happen next year or the year after that. Maintenance, repair and overhaul (MRO) services and development of helipads and heliports are other areas where the company is aiming to enter as part of its diversification push.The IPO, to meet the company’s fund requirement for expansion and modernisation of fleet, could happen during 2017 or 2018. It is also considering raising funds from institutions. The new Civil Aviation Policy proposed by the government seeks affordable air connectivity to small cities and towns. Under the plan, fares will be set at Rs 2,500 per hour or flight, and the rest will be funded through a subsidy. Pawan Hans plans to take on lease three aircraft with around 18-20 seats to operate on the regional routes that will attract the government subsidy. While the company expands into new segments, it is also finalising a plan to consolidate its market position with a fleet of 100 aircraft — helicopters and fixedwing aircraft - by 2027. Pawan Hans currently has 43 helicopters and plans to acquire 58 more by 2027. During the same time, it will also dispose of 26 helicopters. Pawan Hans is constructing the country’s first heliport at Rohini in northwest Delhi that is likely to be operationalized by the end of October 16. The Rohini heliport will consist of a terminal building with capacity for 150 passengers, four hangers with parking capacities for 16 helicopters and nine parking bays.•

- % # &(

On 01 Aug 16, Air Cmde T A Dayasagar took over as ED(Technical) Pawan Hans Ltd. He was felicitated by Dr. B.P.Sharma, CMD, PHL and other Sr. Executives at their Hqs.

- QE 30 SEPTEMBER - 2016

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#& # *( # &(' *

, (, GVHL is India’s largest private helicopter company, with a fleet of over 20 aircraft, including Bell Helicopters (Bell 412), Airbus Helicopters (H155B1, H135P2, H130T2 and AS350B3) and AgustaWestland Helicopters (AW 139). The fleet of helicopters, which range from small light helicopters to medium-sized twin helicopters, offer seating capacity form 5-15 passengers. GVHL offers specialist offshore and onshore transportation services to the oil and gas sector as well as tourism, charter and utility services throughout the country. GVHL is listed on the National Stock Exchange and the Mumbai Stock Exchange. It is an ISO 9001-2008, 14001-2004, and OHSAS 18001-2007 certified company. These certifications cover all GVHL activities, including flight operations, engineering, safety, quality control, and commercial systems. GVHL’s maintenance facility at the Juhu air base in Mumbai meets international quality standards and has full certification from the DGCA (Directorate General Civil Aviation). GVHL is a part of the Vectra Group of companies, which is engaged in Aviation, Heavy engineering, Real estate, Information and technology and Security systems.

(&! *) +)*&$ ) (, ) Corporate services: Quick intercity shuttle services for corporate and business people. Business promotion: A Sky Promotion service gives you an opportunity to catch the attention of consumers and letting your brand soar—literally! Political rallies: Birdie offers more bases in India than any other helicopter service. Birdie is the fastest way to reach a city destination during a rally. Tourism: Don’t let flight delays ruin your holiday. Birdie has tied up with tourism boards and hospitality companies that offer excellent holiday packages to select destinations across India. This means that you can reach your destination directly from your city so that you spend the least amount of time travelling and the maximum time holidaying. If you want to do heli skiing, you will be happy to know that the Airbushelicopter is capable of landing on Mount Everest.

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Pilgrimage: Birdie helps you travel quickly and directly to select pilgrimage sites. Geophysical survey: Birdie’s specialized service is helmed by a panel of highly skilled and experienced pilots. Special helicopters equipped with the latest electromagnetic sensors carry out these highly specialized tasks with precision and accuracy for clients such as multinational mining companies and government organizations. Aerial Photography: Birdie caters to all filming and photography requirements. We can provide helicopters with or without doors or windows. We can install an Ultra media 2 or similar camera on the exterior of the aircraft.

(&! *) Since 1998, Global Vectra Helicorp Limited (GVHL) has been a pioneer in the field of offshore flying in India, introducing the Bell 412 and AW 139 to the offshore industry.

+)* % % ' ( * &% # , # # *. GVHL flies for all the major oil companies in India and provides 24-hour services, 365 days a year. We offer support for crew logistics, night evacuation, and platform-to-platform flying. We operate on the east and west coasts of India, having set up as many as 10 forward bases. GVHL’s fleet alongside its engineering capabilities and operations ensures above 90 per cent helicopter and flying availability to its clients.

- QE 30 SEPTEMBER - 2016

<<AgustaWestland>>

<<Airbus

Leonardo-Finmeccanica: First AW169

Helicopters>>

Full Flight Simulator Certified

Farnborough: Leonardo-Finmeccanica announced on 11 July 16, that the first Level D Full Flight Simulator for the new generation AgustaWestland AW169 light intermediate helicopter obtained ENAC (Ente Nazionale Aviazione Civile – Italian Civil Aviation Authority) and EASA certification on June 30th. Based at the Leonardo Training Academy in Sesto Calende, Italy, the new simulator will be used to deliver advance pilot training course for world customers. Level D standard allows 1 hour flown on the simulator to be equal to 1 hour flown on the real helicopter for maximized safety and reduced operating cost. The Full Flight Simulator, jointly developed by Leonardo and CAE to EASA Level D, is a CAE Series 3000 device which will be operated by Rotorsim, the joint venture owned equally by CAE and Leonardo. The simulator features unprecedented realism for helicopter-specific mission training, including offshore, law enforcement, executive/private and other operations. The simulator enables pilots to practice challenging procedures without risk such as low-level flight, confined area operations, autorotation and landing on platforms at sea. The event marks a major milestone in the AW169 programme and the first ever implementation of the EASA OSD (Operational Suitability Data) process for helicopters as per the new Authority’s requirements issued in January 2014, mandating that aircraft manufacturers, including those building helicopters, to submit data EASA considers important for safe

operations. OSD also covers pilot training, maintenance staff and simulator qualification. The certification of the first Full Flight Simulator for the AW169 completes the comprehensive range of training solutions offer for the type which also include Flight Training Device (FTD), Full Maintenance Training Simulator, Virtual Interactive Procedural Trainer, Virtual Maintenance Trainer, Distance.•

Leonardo-Finmeccanica announced that the Government of Pakistan has signed a contract for an undisclosed number of AW139 intermediate twin engine helicopters to be used for transport and EMS missions. This event sets a major milestone for Leonardo and further expands the already successful presence of the AW139 and other models in the Country. It is one of the best selling helicopter with over 960 units sold to more than 240 customers in more than 70 nations and over 830 units in service to date.

Airbus Helicopters, July 12, 2016 - UK - Airbus Helicopters has awarded a contract to Mahindra Aerostructures to make airframe parts for the AS565 MBe Panther. These parts will be produced at the Mahindra facility in Bengaluru. They will be shipped directly to the Airbus Helicopter production line in Marignane, France where they will be integrated with the rest of the airframe assembly and will form a critical part of the Panthers sold worldwide. The contract positions Mahindra Aerostructures as the first Indian company to receive a direct manufacturing contract from Airbus Helicopters as a Tier 1 supplier. Mahindra Aerostructures will gradually emerge as the global single source supplier to Airbus Helicopters for these parts. This work package is the first amongst a series of work packages which would embed Mahindra Group firmly in the Airbus Helicopters’ global supply chain and bind the two companies in a long-term ‘Make in India’ partnership. As announced earlier, Airbus Helicopters and Mahindra Defence are in the process of forming a joint venture to target India’s military helicopter programmes such as the Naval Utility Helicopter, the Naval Multi-Role

Helicopter and the Reconnaissance and Surveillance Helicopter. The AS565 MBe Panther is competing for the Naval Utility Helicopter programme. In case the Indian Government selects the Panther, Airbus Helicopters will establish India as a global hub for Panther production in partnership with Mahindra Defence. Airbus Helicopters’ Panther is an allweather, multi-role light rotorcraft, designed for operation from ship decks, offshore locations and land-based sites. It is made for a multitude of naval warfare and coast guard missions such as maritime surveillance, search and rescue, casualty evacuation, EEZ Surveillance & control counter-terrorism and Anti Surface / Antisubmarine warfare. Some 250 Panther are operated in more than 20 countries by military customers, including 100 in service with the US Coast Guard. Recently, Panther has won contracts in Indonesia and Mexico. With an unmatched state of the art 4-axis digital autopilot, high temperature performance, capability to carry 2 x torpedoes / depth charges and long range radar, the combat proven AS565 MBe Panther is the perfect candidate for the Indian Navy’s Naval Utility Helicopter programme.•

The Kingdom of Bhutan, (July 13, 2016)- Royal Bhutan Helicopter Services Limited (RBHSL) has received its second H130 on 21 June, after the first has entered the Kingdom end of October last year. The new helicopter will join the first to perform similar missions. Similar to the first H130, the second helicopter comes equipped with additional optional equipment such as an integrated tracking system, cargo sling, bambi bucket firefighting and an onboard medical stretcher enabling to perform medical evacuations. During the first seven months of operations, RBHSL has developed valuable experience in close to 46 medical evacuations and fire-fighting missions, evacuating about 40 patients and protecting natural forests, aligning environmentallyconscious Bhutan’s environmental policy of the Royal Government. Within the same period, the first H130 has ferried more than 400 passengers including VIP and tourism flights. Other than these, the H130 has also been deployed to fulfil social mandates such as flying teachers to rural areas to prepare for earlier school opening and providing charter services to the rural population where there are no road connectivities. In addition to its versatility, the H130 has proven its capability to perform in high-altitude conditions. Based at 7,400 feet in Paro International Airport, the H130 demonstrated excellent performance in a country, where temperature is ISA+20°C. The Kingdom of Bhutan located

in between two giants- China and India, is at the heart of Himalayan mountain range reaching more than 17,000ft, with narrow valleys and rugged terrains. The H130 equipped with the Fenestron® adapts excellently to these demanding terrains and feet to as high as 16,000 feet. The H130 is a member of the Ecureuil family of light helicopters, renowned for its performance, reliability, safety and multi-mission capability. Currently, more than 5000 Ecureuil helicopters are delivered and in operation, clocking more than 29 million hours of flight time.•

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Bell Helicopter, July 14, 2016 - HYDERABAD, India – Tata Advanced Systems Limited (TASL) and Bell Helicopter, a Textron Inc. company have signed an agreement to work together in support of India’s aviation and defense modernization initiatives with an emphasis on ‘Make in India’. Under this agreement TASL and Bell Helicopter will join forces to develop both commercial and government (including military) rotary wing markets in India in the Light Utility and Reconnaissance segments. The scope of this agreement is intended to include potential production and assembly capabilities, certain training and maintenance, repair and overhaul requirements, as well as research and development programs and technology sharing that will grow industrial capabilities and result in innovative “Make in India” solutions. “TASL’s alliance with Bell Helicopter is significant because of our shared synergies; our defense manufacturing capabilities and focus on innovation are well aligned with Bell Helicopter’s core competence. This will build on the partnerships that TASL already has in the rotorcraft market allowing it to offer a full range of products to potential customers. The collaboration, which is in line with the government’s ‘Make in India’ initiative, holds potential not only in the domestic market but, will also strengthen India’s position in the international market,” said S. Ramadorai, Chairman of Tata Advanced Systems Ltd. TASL is focused on providing integrated solutions for Aerospace, Defense and Homeland Security. It has become a significant player in the global aerospace market, becoming the premier manufacturing partner for global OEMs. It has capabilities throughout the aerospace value chain from design to full aircraft assembly, and is well positioned in other areas that include missiles, radars, unmanned aerial systems, command and control systems, optronics and homeland security. “TASL has been a leader in driving industrial growth in India, and its organization ideally complements Bell Helicopter both in terms of innovative thinking, manufacturing capability and a commitment to

business ethics, integrity and customer satisfaction,” saidMitch Snyder, president and CEO of Bell Helicopter. “We are honored to build on our relationship with TASL to leverage its experience and knowledge to customize, integrate and manufacture specific local Bell Helicopter solutions for India.” Known for its industry-leading support and service, Bell Helicopter has been supplying helicopters to India for more than six decades – in fact, the first Bell Helicopter was delivered into the country in 1953. Today, there are more than 90 Bell aircraft operating throughout India in several sectors including commercial, civil/government, and military operations. Bell Helicopter opened a liaison office in India in 1995, and since then has been providing customer support to customers in the region with dedicated Customer Service Engineers and its authorized Customer Service Facility. In 2004, Textron Inc. opened an engineering and technology center in Bangalore that employs more than 130 Bell Helicopter engineers working various programs. Bell Helicopter also has a sales office in New Delhi. About Tata Advanced Systems: Tata Advanced Systems Limited is a wholly owned subsidiary of Tata Sons, focused on providing integrated solutions for Aerospace, Defence and Homeland Security. In a short span of five years, Tata Advanced Systems Limited has become a significant player in the global aerospace market, becoming the premier manufacturing partner for global OEMs, including Boeing, Airbus Group, Sikorsky Aircraft Corporation, Lockheed Martin Aeronautics, Pilatus Aircraft Ltd, Cobham Mission Equipment, RUAG Aviation, as well as the Government of India’s Defence Research & Development Organisation. It has capabilities throughout the entire aerospace value chain from design to full aircraft assembly, and is well positioned in other areas that include missiles, radars, unmanned aerial systems, command and control systems, optronics and homeland security.•

FAA Certifies Bell 407GX Simulator The Frasca Bell 407 Level 7 flight training device at the Helicopter Flight Training Center (HFTC) is now Federal Aviation Administration (FAA)-certified as a BH407GX with night vision goggles (NVG) capabilities. certification allows the training center to take the cockpit from analog to glass, a change that will occur about once a month for students flying Bell407GX aircraft. The cockpit allows for inadvertent instrument meteorological conditions (IMC) training with eight projector screens providing outstanding visuals, including low, medium and high illumination NVG training.“We are looking forward to training pilots flying both the BH407 and BH407GX in our flight training device,” said HFTC director Terry Palmer. “It takes just four hours to go from an analog cockpit to a glass cockpit, and we will schedule training so that we can accommodate operators using either airframe.” The flight training device is available to operators for dry lease, which allows operators to use their own instructors and training curriculum. Programs that do not have an instructor can request a referral from the HFTC or take advantage of its “train the trainer” program.

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Boeing has delivered to the Republic of Korea an Apache Longbow Crew Trainer that the country’s Army air crews will use to prepare for the AH-64E Apache Guardian helicopters that Boeing begins delivering later this year. The system uses the Apache’s flight software and matured flight and avionics simulation models to create an accurate training environment that increases mission readiness. “The AH-64 Apache helicopter is a critical force multiplier to the U.S. Army and customers around the world,” said Randy Nielson, U.S. Army Apache Program Management Office lead for operator training devices. “The Longbow Crew Trainer is an invaluable asset that will enable Korean Army AH-64 aviators to train and sustain aircraft systems, flight and tactical tasks, increasing their combat effectiveness while reducing risk to the soldier.” Boeing will provide two years of training and maintenance on the system. The delivery completes one portion of South Korea’s $1.6 billion order for 36 Guardian helicopters and training and logistical support. “As the original equipment manufacturer, Boeing is uniquely positioned to offer customers the most comprehensive and immersive training systems available for our platforms,” said Dwight Brandon, Apache Training Systems program manager. “Customers know that Boeing can help them train their people and support their aircraft to affordably maintain mission readiness for many years.”•

Royal Australian Navy’s HMAS Adelaide has been working in Tasmanian waters to conduct cold weather aspects of the first of class flight trials for the ‘big birds’ of the Army; the new Chinook CH-47F. The trials are critical for the safe operation of helicopters on board the amphibious giant. Lieutenant Tammielee Hunter, a MH-90 pilot with 808 Squadron said the embarked flight on Adelaide has been working closely with their Army colleagues. “It’s a complex and difficult environment in which to work and the professionalism and skills of the army pilots is highly impressive,” she said. “We have been establishing ship operating limits for these large helicopters. “It’s not the same as piloting over land as the ship moves through the water the combination of wind, pitch and roll makes any air operations challenging.” HMAS Adelaide is in Hobart after having competed the training in Tasmanian challenging climatic conditions. Commanding Officer Captain Paul Mandziy said Adelaide was effectively a floating city.” We have members of all three services embarked and our recent CH-47F trials demonstrate our strengthened capabilities which will be ready to be put to use in any operational, disaster relief or humanitarian tasking in the future,” he said. “These ships are amongst the most capable air-land-sea amphibious systems in the world, and I am delighted to command Adelaide and to work closely with the Army and Air Force in the pursuit of common Australian Defence Force goals.” Adelaide will soon travel north to conduct hot weather aspects of the Chinook trials.•

ROTOR INDIA-QE 30 SEPTEMBER-2016

boeing.co.in

<<Hindustan

51

Aeronautics Ltd>>

Impetus to Make-in-India: HAL and Safran to form JV in India to Support Indian Helicopter Operators

Mr. D.K. Venkatesh, Director (Engg, and R&D) (extreme left), HAL and Mr Bruno Even, CEO-Turbomeca (extreme right), exchanging the agreement for establishing a helicopter engine MRO support centre in India at the ongoing Farnborough International Air Show (July 11-17, 2016) on July 11, 2016. Mr. T. Suvarna Raju, CMD-HAL (second from right) and Mr Philippe Petitcolin, CEO-Safran are also seen

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. (HAL) and Safran Helicopter Engines have agreed to establish a Support Centre in India for national and international rotorcraft customers. An agreement to this effect was signed yesterday by Mr. D.K. Venkatesh, Director (Engg, and R&D), HAL and Mr. Bruno Even, CEO-Turbomeca, at the ongoing Farnborough International Airshow (July 11-17, 2016) in the presence of Mr. T Suvarna Raju, CMD-HAL and Mr. Philippe Petitcolin, CEO-Safran. This new Centre will provide Maintenance Repair and Overhaul (MRO) services for Safran TM333 and HAL Shakti engines that powers HAL-built helicopters. Safran Helicopter Engines and HAL will provide their customers with a first-class service including optimized engine availability. With over 1000 engines, including 250, TM333 and 250, Shakti, India’s armed forces are one of the largest operators of Safran-designed helicopter engines. Shakti is the Indian designation for the Safran’s Ardiden 1, co-developed with HAL and produced under license. Mr. T Suvarna Raju, CMD-HAL said, “The JV reflects the close relationship established over many years between HAL and Safran Helicopter Engines. It places both partners on an ambitious path towards world-beating customer support in the field of engine MRO. The joint venture will provide the impetus for the ‘Make-in-India’ initiative since around 1000 Shakti engines are likely to fly in the coming years”. Mr. Serge Maillé, Safran Helicopter Engines Executive Vice President for Strategy and Development, commented “this joint venture marks a new step in the long-lasting and fruitful partnership between Safran Helicopter Engines and HAL. We are extremely proud of the continued confidence placed on us by HAL. Together we are committed to delivering world-class support to our customers, both in India and throughout the region”. Shakti is fitted to HAL’s ALH-Advanced Light Helicopter (Dhruv) and has been selected to power the HAL-designed Light Combat Helicopter (LCH). The new Light Utility Helicopter (LUH), a three-ton single-engine chopper under development is also fitted with a Turbomeca engine.•

The Asia-Pacific Aerospace Quality Group (APAQG) has conferred its prestigious membership on HAL under the category 'Full Member with voting rights' making India as the seventh nation to join the APAQG under International Aerospace Quality Group (IAQG). The other nations of APAQG are China, South Korea, Taiwan, Indonesia, Singapore and Japan. “HAL is now a part of Global Quality team dedicated to bring improvements in the Aerospace Quality. The Company can participate in international forums and contribute to the development and revision of current and new Quality Standards. The membership enables HAL to have access to various Quality System Standards and other guidelines developed by IAQG”, says Mr. T. Suvarna Raju, CMD, HAL. HAL participated in the Council meeting recently held at Zhuhai, China and made a presentation to the APAQG members and the Council on the Company’s activities with thrust on quality management. The IAQG is an international non-profit cooperative global organization that brings aviation, space and defence companies together to deliver more value at all levels of the supply chain. The IAQG establishes and maintains Quality Management System standards (9100 series) and controls the certification system. The IAQG is comprised of Americas (AAQG), Europe (EAQG) and Asia-Pacific (APAQG) sectors. To become a part of IAQG, HAL has to be a member of APAQG and then graduate to IAQG as a voting member by virtue of being an OEM in India.•

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DHRUV

Russian Helicopters, part of State Corporation Rostec, is conducting additional certification tests of the Mi-38-2 helicopter to enhance its operational characteristics for further supplies to the Russian Aerospace Forces. Technical features of the helicopter have already been approved by the Ministry of Defense and by the company’s specialists, and all work on further equipping the helicopter will be completed by 2018. Russian Helicopters will create a wide range of modifications of the Mi-38-2 for various departments of the Russian Ministry of Defense, which include a jamming mode, a medevac version, search-and-rescue and assault transport helicopters as well as modification designed to perform tasks for the Arctic Group of Forces. Currently, Russian Helicopters specialists are working on increasing the maximum takeoff weight of the Mi-38-2 and its maximum flying height. The helicopter will also undergo testing with an added cargo jib and an external sling and on helipads covered by dust, sand and snow.“The potential capabilities of this helicopter combined with its highperformance flight characteristics and possibility to install additional equipment make Mi-38 very attractive for the Russian Aerospace Forces. Together with the Russian Ministry of Defense, our company will perform flight tests to check the compliance of the helicopter with requirements of the army. The Mi-38 helicopters prepared for the Russian Ministry of Defense will be equipped solely with Russian-made assemblies and components,” said Russian Helicopters CEO Alexander Mikheev. The Mi-38 is a multirole helicopter with medium payload capacity. It is equipped with new, Russian-made high-efficiency TV7-117V engines and an integrated digital avionics suite featuring five LCD screens. The

Mi-38 proto type

helicopter has many advanced features, such as composite materials in its structure, including main and tail rotors. The Mi-38 is one of the most automated helicopters in the world: its navigation system allows to engage an automatic mode for flying, landing, hovering, and leveling in various flight modes. The IBKO-38 integrated airborne avionics system provides enough information for the crew of Mi-38 to ensure a high level of flight safety. The implemented technical solutions allow the Mi-38 to beat all other helicopters of its class in cargo capacity, speed and main flight characteristics. In addition, the helicopter can be operated in a wide range of climatic conditions, including marine, tropical and cold climates. The first serially produced Mi-38 has been already assembled at Kazan Helicopters.•

Russian Helicopters, September 06, 2016 - Moscow Russian Helicopters, part of State Corporation Rostec, created a prototype of the new rotorcraft at Kazan Helicopters as part of the Police Helicopter program. The machine features extra equipment and is designed to meet the needs of the Russian law enforcement agencies. The police version of Ansat is equipped with platforms for transporting special forces in groups of 4 to 6 people, as well as with a farm for landing with downhill devices, which can be reset in case of emergency. This equipment can be easily removed and if necessary the helicopter can be converted from the police into a medevac unit. Also, the helicopter has the optoelectronic SON730 system, which provides non-stop viewing, detection and identification of subjects and objects, as well as stabilized TV and IR images and their transfer to the onboard avionics. The system allows to measure distance to the target, its grip and auto tracking, as well as to transmit data in real time to a ground command center display with a range of up to 5 km.In addition, the police versions of Ansat is equipped with a controllable SX-5 searchlight, which provides illumination of targets at night and an external TS-200WP loudspeaker device for supplying voice commands and alerting the public.•

Hindustan Aeronautics Limited

ROTOR INDIA-QE 30 SEPTEMBER-2016

<<Sikorsky

55

Lockheed Martin>>

Presidential Helicopter Replacement Program Achieves Milestone STRATFORD, CT – On 25 July 2016, Lockheed Martin (NYSE: LMT) announced the successful execution of the VH-92A Presidential Helicopter Replacement Program Critical Design Review (CDR), signaling the program is ready to proceed to assembly, test and evaluation. The joint Sikorsky/Naval Air Systems Command (NAVAIR) VH-92A helicopter program team met in July with key collaborators from government and industry for an in-depth design review. Throughout the review the VH-92A program team successfully demonstrated that the design meets the system requirements. Review participants included NAVAIR and industrial partners who took part in the technical presentations. “This milestone is an important achievement for our program and demonstrates Sikorsky and NAVAIR are well aligned,” said Spencer Elani, Sikorsky director, VH-92A helicopter program. “We got here by completing several milestones on or ahead of schedule. We are committed to staying on that track as we head into the building phase of the program.” The U.S. Navy awarded a $1.24 billion fixed-price incentive Engineering and Manufacturing Development (EMD) contract with production options to Sikorsky on May 7, 2014, for 21 operational and two test aircraft.Initial fielding is planned for 2020, with production concluding in 2023. Under the contract, Sikorsky will use its production S92® aircraft and integrate government defined mission systems and an executive interior. “This is an important step forward in the replacement of our presidential fleet of helicopters. The successful CDR demonstrates this helicopter system meets the requirements of the USMC and gives them exceptional mission performance from a platform that is affordable and

supportable for this important mission,” said U.S. Marine Corps Col. Robert Pridgen, program manager for the Naval Air System Command’s Presidential Helicopter’s Program Office. Two Engineering Development Model (EDM) aircraft are undergoing the modification process at Sikorsky’s Stratford, Conn., location. First flight of a VH-92A configured aircraft is planned for 2017. The VH-92A will transport the president and vice president of the United States and other officials. Sikorsky brings unmatched experience and a proven track record to this mission having flown every US commander-in-chief since President Dwight D. Eisenhower. The VH-92A will continue this legacy for decades to come.•

CH-53K Helicopter

The world's premier heavy lift helicopter is under development at Sikorsky The CH-53K model will be the world's premier heavy lift helicopter, leveraging the lessons learned over 50 years of manufacturing and operational success with its CH53A/D/E predecessors. Built to thrive in the modern battlefield, the extremely capable CH-53K aircraft will be intelligent, reliable, low maintenance and survivable across the full spectrum of operating conditions for which it was designed. Expeditionary in nature, the CH-53K aircraft will be fully shipboard compatible and capable of operating from austere and remote forward operating bases. The CH-53K helicopter is the Marine Corps' critical land and sea based logistics connector.

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<<New

Products & Services>>

AMGH, Aviators Air Rescue take delivery of first H130

situations, law enforcement and search and rescue. As per the proposal, 50% of the cost of three helicopters will be jointly shared by the three authorities and the remaining 50% of the cost will be borne by the State Government. These helicopters will be stationed once the construction of the new heliport coming up near Safipur Village , near the Gautam Budh University is complete.•

AEM to provide Internal PA System for Indian Cinooks

Leaders of Air Medical Group Holdings (AMGH) and Aviators Air Rescue Ltd. accepted delivery of the first of three Airbus Helicopters H130s in the beginning of the month, which the companies will use to launch the first affordable single-engine helicopter emergency medical services operation in India. Dallas-based AMGH, a leading U.S. air medical transport and EMS provider with hundreds of critical care aircraft in operation, has joined forces with Aviators to bring the first economical helicopter emergency medical services to India utilizing Airbus Helicopters aircraft. AMGH and Aviators began preparations for the India operation earlier this year following the release of regulatory guidelines by the DGCA. The regulations allow the use of more economical and fuel-efficient singleengine, dual-pilot helicopters for HEMS operations. The new venture will primarily be run by Aviators management, with technical expertise and standards oversight provided by AMGH.AMGH-Aviators placed an initial order for three EMS-equipped H130s, which will launch the new Indian operation during in the fourth quarter of 2016. Airbus Helicopters Inc. in Grand Prairie is completing the aircraft on a tight delivery timeline.. The Airbus Helicopters team will conduct pilot training in Grand Prairie and technician training in Marignane, France. Airbus Helicopters India will provide additional training, service, and support for the aircraft in the country. AMGH and Aviators have options to acquire additional Airbus Helicopters aircraft for their Indian operations. RWSI training faculty carried out the safety related training for the crew of Aviators Air Rescue in July 2016 at Ithum Tower, Sector-62, Noida.•

Introduction of Helicopter Tourism to Kodaikanal Hills 09 Sep 16. Government of India has received a proposal to introduce helicopter tourism to Kodaikanal Hills. In the proposal, Tamil Nadu has indicated that they have found a suitable site near Vilpatti and are currently studying to see whether it would be feasible to operate helicopters from it.

India–Three Helicopters Jointly Bought for Emergency Use A proposal has been brought forward by the authorities of Noida, Greater Noida and YEIDA to purchase three helicopters for use in emergency

The Boeing Company has selected AEM (Anodyne Electronics Manufacturing Corp) to supply the Internal PA System (IPS) for use on the CH-47 Chinook Helicopters for the Indian Government. This is the first time that the Chinook has been equipped with an Internal Public Address System, and AEM is pleased to provide the solution. “AEM has recently completed development and formal qualification of a new line of Loud Speaker Amplifiers for use in Public Address/Loud Hailer and Passenger Address systems.” stated Ray Lewis, Vice President of Business Development for AEM. “The extensive testing and qualification (DO-160G and DO-214) done on the new products allows us to offer a COTS solution for the CH-47 IPS, meeting Boeing’s key requirements for its Indian customer.”•

Safran Helicopter Engines to form Indian JV with HAL Safran Helicopter Engines and Hindustan Aeronautics Ltd. (HAL) have agreed to establish, in India, a support centre for national and international rotorcraft customers. The joint venture will be opened in the coming months. For details visit page 53.•

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<<RWSI

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Activities>>

ED-Chief Offshore Logistics ONGC Visits RWSI Hqs Mr. S A Ravi, ED - Chief of Offshore Logistics ONGC accompanied by Shri. R. K. Mishra, GGM - Head Air Logistics, ONGC Heli Base, Juhu, Mumbai visited RWSI Hqs at Sector-62 NOIDA on his familiarization visit after taking over the responsibilities of Chief of Offshore Logistics ONGC at Mumbai. On arrival he was welcomed by Wg Cdr Ramesh Mallik Secy Gen, Gp Capt MK Labroo Treasurer, Wg Cdr V P Mathur CGI and Gp Capt RS Malhari Sr. Admin Officer of RWSI. Wg Cdr V P Mathur then gave a presentation on the Report submitted by RWSI to DGCA on 02 Jun 16. The Report included the Action Plan proposed by the Stake Holders of Offshore ops at the Meeting convened by DGCA on 03 May 16 regarding Safety of Heli Ops in Offshore Role ( incl Night Ops Cas Evac & Training). Wg Cdr V P Mathur also explained in detail the safety aspects covered by RWSI during Heli deck Safety Audit carried out by it for a number of E & P Companies. The visitors were also given the feedback received by its Instructors during the Safety Awareness Workshops conducted for ONGC personnel at various Offshore Installations in Bombay High.

RWSI Continues with its Training Programme RWSI training faculty comprising of Volunteer Instructors with excellent professional standing, have carried out ground training for industry professionals in wide ranging subjects including special VFR & Recurrent Training (replaced recently by Procedures Training), Adverse WeatherMonsoon Operation, DGR Awareness Training, CRM & Survival Training, SMS, Human Factors, Accident Prevention and Accident Investigation Courses. During the Quarter Ending 30 Sept 16, RWSI conducted training as outlined in the Table below:-DGR Training: 12 July & 24 August 2016; Monsoon Operation: 13 July 2016; Procedures Training: 14-15 July & 1011 August 2016; CRM Training: 16 July, 23 August, 26 August & 09 Sept 2016 at Noida and CRM Training: 19 and 20 July 2016 & 7 Sept at Mumbai. A total of 78 students benefitted from the training. RWSI Governing Council is indeed thankful to Wg Cdr V P Mathur, Wg Cdr Ramesh Malik, Gp Capt MK Labroo, Wg Cdr SK Gandhi, Gp Capt PP Singh, Gp Capt SK Manocha, and Dr. J R Kulkarni for offering their voluntary services in conducting various Ground Training Courses for RWSI. We appeal to the Operators to consider sending their pilots for Ground Training to RWSI Training Faculty run by Volunteer Instructors with excellent professional standing.

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<<CIVIL APPOINTMENTS>>

Shri. B S Bhullar (IAS:1986:UP), currently serving as Additional Secretary in the Ministry of Civil Aviation, was given additional charge of DG, DGCA on 29 July 2016 after the earlier incumbant Smt M Sathiavathy IAS moved out to assume charge as the Secretary, ministry of labour and employment. It is learnt that the process of selecting the full time DGCA will take some time.

Shri. Guruprasad Mohapatra IAS assumed office as the chairman of Airports Authority of India (AAI) on 19 Jul 16.Prior to this appointment, he was joint secretary in the commerce ministry. Mohapatra, an IAS officer from Gujarat cadre, has extensive experience in Power sector, Urban Development and Industry. Among others, he has served as Managing Director of Gujarat Alkalies and Chemicals Ltd (GACL), Gujarat Narmada Valley Fertilizers Company Ltd (GNFC) and as Municipal Commissioner in Surat from 1999 to 2002. In March, then AAI Chairman R K Srivastava was suddenly relieved from the post. Since then, AAI Member (Planning) Sudhir Raheja had been holding the additional charge as Chairman. AAI manages 125 airports, including 11 international ones and provides Air Traffic Management Services (ATMS).

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