Spl issue rotor india aero india 2017

VOL 3 ISSUE 3

NEWS LETTER

FEBRUARY 2017

Special Edition 28 February 2017 for The Rotary Wing Society of India

>> EDITORIAL

At the Threshold of Major Expansion of Military Helicopters

T

he 11th edition of Aero India is being organized by the Defence Exhibition Organization, Ministry of Defence, and Government of India from 14 to18 February, 2017 at Air Force Station, Yelahanka, Bengaluru. Organized biennially on odd years, Aero India is the country’s premier air exhibition. On even years, the Defence Exhibition Organisation, Ministry of Defence, runs the Defexpo exhibition in New Delhi, which focuses on land and naval systems.

More than 750 global and Indian companies are expected to participate in the Aero India 2017 thereby making it one of the biggest air shows and marketing opportunities in the world. Over 109 countries’ Ministerial and Defence Heads, Secretary Level Delegations are going to join the event. The ideas, views and opinions shared during the interactions are mutually beneficial which could sow the seeds for a sustained, continuous and fruitful Global collaboration.

Aero India 2017 is an ideal platform to nurture the interests of Aerospace technologies, complemented by the expanding economy. The show will display the capabilities of Indian and foreign companies in design, development and production of aircraft and ground systems both for the defence and civil sectors. Major attraction of the show is likely to be the flying display. The Aero India presents three core sector opportunities which include the Civil Aviation (major focus on civil and commercial aviation and the extra attention of Ministry of Civil Aviation), Military Aviation (new technology such as 3D printing for parts, Nano technology, Smart materials, AESA Radar, Infrared Seeker, Sensor technology, MRO infrastructure for airframe, engines, rotors, test and ground support equipment) and Supply Chain Partnerships.

The demand for military helicopters is increasing due to rising demand of military helicopters and it is likely to witness high growth due to several reasons such as increasing threats from terrorism and extremism among others.In this Special Issue, we have showcased the Emerging Requirements for Military Helicopters in India and the States of Helicopters in Indian Defence Forces besides the Status of Civil Helicopter Industry. We have also covered Helicopter Division, HAL Bangalore and Birth & Growth of First Indigenous Helicopter, Dhruv.

As the Defence Services are poised to induct well over a thousand rotary wing aircraft in the coming decade, many of them will be developed and built in the country. We are at the threshold of major expansion of military helicopters. On behalf of members of the Rotary Wing Society of India, we wish the Organizers of Aero India 2017 a Grand Success.

Yours sincerely,

Air Vice Marshal Krishnaswamy Sridharan (Retd) VM (G) Editor-in-Chief, ROTOR INDIA

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ROTOR INDIA - Special Edition 2017

Emerging Requirements for Helicopters in India Army, Navy & Air Force As the Defence Services are poised to induct well over a thousand rotary wing aircraft in the coming decade, many of them will be developed and built in the country. We are at the threshold of major expansion in military helicopters. On behalf of members of the Rotary Wing Society of India, we wish the organizers of Aero India 2017 a Grand Success.

As the Defence Services are poised to induct well over a thousand rotary wing aircraft in the coming decade, many of them will be developed and built in the country. Already on the anvil for the Army, IAF, Navy and Coast Guard are the following:

Mi-17V5

The IAF is inducting 151 Russian Mi-17 V-5 medium lift helicopters. The new-model MI17 V-5 is a vastly superior machine, with new engines, rotor blades and avionics. An IAF order for 151 Mi-17V5 is already being delivered. Orders for another 48 has already been placed.

AH-64 Apache

helicopter features the Shakti engine, dynamic components of Dhruv (main rotor, tail rotor, and the gearbox), and the weapons suite that is being developed on the Rudra.

The military’s other bulk requirement is for 384 Light Utility Helicopters, or LUH’s, to replace the Army and IAF’s obsolescent

Ka-226T CH-47 Chinook

Fifteen American CH-47 Chinook heavy lift helicopters will be bought to replace the IAF’s Russian Mi-26 helicopters, of which just 3-4 remain serviceable.

The IAF has also completed trials for the purchase of 22 medium attack helicopters, and homed onto Boeing’s AH-64 Apache.

The IAF and Army have also placed a Rs.7000 crore order for 159 Dhruv Mark III utility helicopters. These have been designed and built by Hindustan Aeronautics Ltd (HAL), which builds 36 Dhruvs each year. There is an estimated need for more than 350 Dhruvs for the Army, IAF, Coast Guard and Paramilitary forces.

The Army and the Air Force are to buy 76 Rudras.

HAL is also developing the Light Combat Helicopter, of which 179 are on order (IAF 65; Army 114). This 5.5 tons light armed

Cheetahs and Chetaks. While 197 RSH programme is still on it is not likely to fructify in view of the 200 Ka-226T Russian helicopters. In pursuance of Govt Programme, HAL is keen to have a realistic indigenization plan for manufacturing Medium & Heavy class of Helicopters to meet the country’s growing demand for such class of helicopters (Civil & Military) by 2020.

In building its capacity, HAL is keen to have dialogue with global helicopter OEM’s interested in manufacturing helicopters, engines and systems, to share and exchange the latest information and views on all aspects of emerging opportunities & challenges related to manufacturing Medium & Heavy lift class of helicopters in India.

The Indian Navy is on its way to operate more than 90 medium helicopters; 59 naval utility helicopters; and more than 30 airborne early warning helicopters.

ROTOR INDIA - Special Edition 2017

By Team RWSI.

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>> FOCUS ON MILITARY ISSUES

State of Helicopters in Indian Defence Forces INTRODUCTION The operational diversities of the Indian Armed Forces coupled with extreme variety of terrain (from sea level to high altitude) underline the need for state of the art, modern technology helicopters capable of operating both by day and night in a complex battlefield environment of future. As per reports the Armed Forces are looking to induct as many as 1200 plus helicopters in the coming decade ranging from attack and high altitude reconnaissance to medium and heavy lift variants. Presently, the Indian military holds in its kitty approximately 600 helicopters of all types and class including specialized ones, but majority of these have far exceeded their total Technical Service Life span and are either obsolete or nearing obsolescence – the largest component of this is the Chetak/Cheetah fleet.The criticality lies in the three Services continuing to operate the ageing and vintage fleet of the Chetak and Cheetah helicopters, whose maintenance itself has become a nightmare due to non - availability of spares – almost 600 helicopters of this class are required.The recent fatal Cheetah helicopter accident in Sukna Military Station on 01 Dec 2016, resulting in the death of the two pilots and seriously injuring a JCO, has further eroded the confidence in the safety of these helicopters – as per eye witnesses on the ground, the rotor blades flew off when the ill - fated helicopter was coming in for landing. This accident resulted in the grounding of the entire fleet of Cheetah/Chetak helicopters which are being cleared for flying after thorough checks by HAL. This is seriously impacting the operational capability of the armed forces, especially with respect to operations in high altitude areas and Siachen.

CURRENT STATUS

Cheetah / Chetak Replacement The Cheetah /Chetak replacement programme for the army and airforce continues to flounder despite the Government to Government agreement between India and Russia for the supply of 200 Kamov- 226T light helicopters under the Make in India Policy. Presently there is no clarity on as to how this project will move forward and both sides seem to be struggling to meet the challenging ‘Make in

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Ka-226T

India’ requirement of building 50 per cent of the helicopter in India. While the HAL has been designated as the nodal agency for this critical programme along with Russian Helicopters (an agreement has already been signed last year) there are a number of complex issues involved which need to be addressed in order to move ahead. Given the track record of other such crucial Government to Government deals like the army’s M777 Howitzer and the airforce’s MMRCA Rafael projects (Rafael deal has finally been inked after a period of 3 years), the prospect of concluding a contract for the KAMOV Ka-226T does not inspire much confidence.

Meanwhile the Recconaisance and Surveillance Helicopter (RSH) programme for 197 helicopters (133 for army and 64 for airforce) continues to be shrouded in uncertainty, with no clarity from the Government on its future, leaving the private industry high and dry.The trials for the 2009 re-tendered RSH project were completed in 2013- in fray were the Airbus AS 550 C3 Fennec and the Russian Kamov Ka - 226T. The decision to cancel this critical project was taken by the MoD in August 2014 after allegations of corruption and technical deviations in the selection process. With the ‘Make in India’ policy in place, a fresh RFI was issued in October 2014 with the aim of identifying probable Indian Vendors including Private Companies forming Joint Ventures (JVs) with Foreign Companies. Indian majors like Tata’s, Reliance, Mahindra, etc. are in fray, looking at JV’s with foreign majors like American - Bell and Sikorsky, Russian - Kamov and European - Airbus Helicopters – some of these companies

ROTOR INDIA - Special Edition 2017

>> FOCUS ON MILITARY ISSUES have already formed JV’s, Mahindra’s with Airbus and Tata’s with Bell. However, with the Government to Government agreement for 200 Ka-226T helicopters signed in Jan last year, the fate of the 197 RSH programme now hangs in balance.In addition, the HAL is already going full throttle ahead in the development of the Light Utility Helicopter (LUH), which is in the same class as the RSH, to augment the replacement of the Cheetah /Chetak fleet held with the army and airforce . Two developmental flights of the prototype have been successfully carried out last year and as per HAL’s claims the LUH would be ready for certification by the end of 2017. A total of 184 LUH’s are planned for induction into the army and airforce. The HAL has also embarked on a project for the development of a limited number of upgraded Cheetah helicopters called the ‘Cheetal’with a more powerful engine Shakti (TM333) This is a stop gap measure and orders have been placed for only 30 Cheetal’s, 20 for the army and 10 for the airforce – airforce is already flying a couple of these machines. However, the problems related to the airframe will continue to haunt the operators.

Navy has also been looking to replace its outdated fleet of Chetak/ modified Chetak-MATCH(mid-air torpedo carrying helicopter) with a twin engine, 4.5 ton Naval Utility Helicopter(NUH),capable of operating from warship decks, as well as being armed with rockets/guns and light weight torpedoes. Its earlier tender of 2012 for 56 NUH involving Airbus Helicopters and Agusta Westland was cancelled by the Government in August 2014 and a fresh RFI was issued for 110 NUH on the same lines as that of the RSH programme, based on the ‘Make in India’ policy with Indian private companies collaborating with foreign OEM’s. The platforms under consideration are the Airbus AS 565MBe, Bell’s 429 and Agusta Westland Super Lynx 300, though Agusta presently is a non -starter due to Finmeccanica’s involvement in the VVIP helicopter scam.

It is understood that the Navy and MoD are in the process of issuing a RFP soon.

Utility Helicopters In the utility category, the HAL built ALH (Dhruv) has already Entered service with all three Services and Coast Guard. The Dhruv has also been test evaluated for high altitude operations with the fitment of a more powerful engine ‘Shakti’ being produced jointly by HAL and French firm Turbomeca. This is a major achievement and will give a boost to helicopter operations in high altitude areas especially Siachen. Presently about 100 Dhruv’s are operating with the army, navy and airforce.The induction of the armed version of the Dhruv (Rudra) has already commenced with a unit each currently under raising for the army and airforce – however a major drawback in the Rudra presently is the lack of a suitable anti - tank guided missile in its weapon arsenal.‘Helina’ the air version of the NAG anti-tank guided missile being developed by DRDO is nowhere on the horizon. Without this capability the Rudra remains a gunship at best. In the medium lift category the air force holds the MI 8 and the MI 17 Russian helicopters. While the MI 8 fleet is in the process of being replaced by MI-17’s, the majority of the existing MI-17 fleet has been upgraded/ refurbished in respect of avionics and night capability. Currently 151 MI-17 V5 helicopters have been acquired from Russia - these helicopters are upgraded versions of the Mi-17’s, with armour plating, glass cockpit, enhanced avionics, night capability and armament package. Some of these helicopters have been further modified for VVIP tasks. As per reports the airforce is looking at acquiring another 48 x Mi-17V5 helicopters in the near future.

In the heavy lift category there is nothing worthwhile held with the Indian Military, barring a few Russian MI 26 helicopters whose high altitude capability is poor. Based on the army’s requirement of a suitable helicopter capable of lifting under slung the Ultra-Light Howitzer M777, being acquired from the United States for deployment in mountains, the process for acquisition was set into motion.

Trials for the same have been completed with the American Chinook CH 47 scoring over the Russian MI-26- Fifteen numbers have been cleared for induction with the likelihood of another six in the future.

Specialised /Attack Helicopters

MI-17 V5

The weakest link in the Indian Military inventory is the holding of specialized helicopters like the attack and anti-submarine warfare (ASW). The MI 25/MI 35 attack helicopters held are vintage machines and require replacement on priority. Even the Sea king ASW helicopters held with the navy need upgrade/ replacement with a state of the art modern ASW helicopter. In the trials conducted for acquisition of attack helicopters the American Apache Longbow has been selected over the Russian MI-28 (Havoc). The induction of 22 Apaches Block III (Latest

ROTOR INDIA - Special Edition 2017

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>> FOCUS ON MILITARY ISSUES Upgraded Version) is likely to commence this year. The army has also put in its requirement for 33 Apaches Block III for its three Strike Corps – in principle approval for the same was given by the last Government, but under the present circumstances its future seems to be uncertain.

The Navy had also conducted extensive trials for replacement of its multirole Sea king fleet (the Naval Multirole Helicopter Project- NMRH) with the European NH-90 and American Sikorsky S- 70B in fray.However,the NH 90 also became a co-lateral damage of the VVIP scandal, as Finmeccanica is part of the European Consortium manufacturing the NH-90. After dillydallying on this project since Dec 2014, the Defence Acquisition Council finally cleared the acquisition of 16Sikorsky S- 70B helicopters, out of a total requirement of 123 NMRH by the navy.

LCH

In this context the development of the Light Combat Helicopter (LCH), stated to be a state of the art attack helicopter with capability to operate in the mountains by HAL is very significant.

The LCH uses the technology of the existing Dhruv and its configurations, except that the fuselage is suitably modified and streamlined for tandem seating required for a modern day attack helicopter. An indigenous attack helicopter is a step in the right direction as it has been tailored to suit the terrain and climatic conditions of our

LUH

area of operations – its ability to operate in the mountains is a major achievement. As per reports the LCH is likely to get certification by end of this year and will be ready for induction by the beginning end of 2018 - however the drawback in terms of a suitable anti-tank missile remains.

Both Army and Air Force are the potential customers and have projected their requirements for 114 and 67 respectively.

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Conclusion From the above it is evident that the Indian Military continues to be saddled with old, vintage and archaic helicopters despite an urgent need to replace them due to security and operational imperatives. Despite numerous trials conducted in the last decade there has been no forward movement in the replacement /new acquisition of helicopters for various reasons, the main being lack of decision making by the politico-bureaucratic combine and apathy to matters military and national security. This attitude has somewhatchanged with the thrust of the Modi Government on Make in India and the foray of the private sector into defence and aerospace sectors.With this thrust it is hoped that the state of helicopters with the military will improve in the coming years both in quality and quantity. The good news is that the HAL helicopter projects though delayed, are on track. Both the crucial projects of LUH and LCH are likely to fructify this year and the Dhruv has stabilised after about 11-12 years of operations – there are approximately 100 plus Dhruv’s operating with the Indian Military and many more are expected to be part of the inventory in coming years. The problem however lies in the capability to manufacture these different types of helicopters in such large numbers. There is an urgent need to develop a collaborative approach towards developing helicopter manufacturing base in the country for using the strengths of both the public and private sector towards fulfilling national aspirations and urgently meeting the critical helicopter requirements of the Military.

About the Author [ Lt Gen BS Pawar PVSM AVSM (Retd) is a an alumnus of NDA, Defense Services Staff College and National Defense College. The General officer, from Artillery, has a distinguished service of over 40 years in the Indian Army. He is a keen aviator and has spent 17 years of his career in aviation related assignments and has 4000 hours of flying experience to his credit. He has flown extensively in all areas of East and North East as well as J&K including Siachen. He is also a Qualified Flying Instructor and headed the Army Aviation Corps from April 2004 to July 2006. The first ALH (Dhruv) unit was operationalized during his tenure and also the first Cheetah simulator was installed at Combat Aviation Training School, Nasik. Before retirement the General Officer was Commandant School of Artillery where he was instrumental in operationlization and coordination of UAVs in the army. For his dedication and distinguished service of very high order he was awarded the PVSM. Earlier he was also awarded AVSM. General is into freelance writing on aviation and other strategic and defense related issues which are published in leading defense journals. He is President RWSI, Northern Region since May 2011. ]

ROTOR INDIA - Special Edition 2017

>> FOCUS ON MILITARY ISSUES

PROSPECTS & CHALLENGES in the Usage of Next Gen Helicopters

Rudra

INTRODUCTION The force multiplying effect that helicopters bring to a battlefield has long been recognized. Starting from the Vietnam war, through the Soviet Afghan war, and operations in Iraq, the role of helicopters in a battlefield has only steadily increased from Casualty evacuation to Battlefield Close Air Support and even battlefield interdiction. The force multiplying effect, quite naturally, is directly proportional to the capabilities of the helicopter used in support of the land forces. Also, as the capabilities of own helicopters improved, so have the Air defense capabilities of enemy ground formations advanced.

Therefore, our own counter measures need to improve.

AATMs, and Rockets. It has a chin mounted turret gun, slaved to the pilot Helmet Pointing System (HPS), and a EW suite that can provide warnings when being tracked by a radar, designated by a Laser, or when a missile is fired at it. This EW suite is coupled with a state of art Flare and Chaff dispenser which operates in both manual and automatic modes. All these capabilities can be controlled by the pilot and weapon systems operator through an integrated pilot interface, with suitable displays on a 4 screen Multi Function Display (MFD), and controls on cyclic and collective. Aiming can be done with either the EO system or HPS. All the above capabilities are combined

CAPABILITIES OFTHE NEW GENERATION HELICOPTERS BEING INDUCTED The Indian Armed Forces are now inducting extremely capable helicopters such as the MI 17 V5, Rudra, LCH, LUH and CH 47. While the Rudra is yet to be battle tested, even the information available in public domain shows that it has an awe inspiring weapon and ECM capability for what is essentially a armed utility helicopter. It has sophisticated electro-optical (EO)target acquisition and designation system based on both video and IR systems, and is capable of delivering fire and forget ATGMs, ROTOR INDIA - Special Edition 2017

CH-47 Chinook

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>> FOCUS ON MILITARY ISSUES greatly increased capability to undertake Special Heliborne Operations deep into enemy territory.

Full Battlefield Potential

AH-64 Apache

Mi-17V5

LUH

with perhaps the highest degree of agility and maneuverability in an armed utility helicopter, with a sophisticated multi mode AFCS providing stability and automated control when required. LCH is a dedicated attack helicopter with similar armament, acquisition, designation, EW and ECM capabilities. The AH 64 Apache, while having similar capabilities , is battle proven several times over. The induction of these helicopters will vastly increase the capability of our armed forces to provide battlefield Close Air Support, independent interdiction operations similar to those undertaken in Op Desert Storm and Op Iraqi Freedom, and deep strikes on terrorist camps.

The induction of Mi 17 V, an all weather helicopter, has given the Armed Forces an increased capability to support troops, particularly at high altitudes. The CH 47, a veteran of several military helicopter operations, has

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While all the above new inductions have the potential to greatly increase the capabilities of our armed forces to undertake both defensive and offensive operations, whether the full potential can be realized depends on several other factors. Some of these are listed below:• Doctrines. As advanced armed forces in the world have done, our armed forces too need to develop well thought out doctrines for usages of these machines and their capabilities.

• Command and Control. Once the doctrines are in place, a clearly defined command and control during hostilities needs to be defined. Any ambiguity in the crew’s minds about who is the final authority for launch would only only interfere with effective utilization of the capabilities of these machines.

• Communications. Since the helicopters would be operating collectively with friendly ground forces , effective communication between the helicopters and the defined command and control centre, before and during operations through secure links and common or mutually compatible communication equipment would be required.

This would necessitate that these aspects are considered during the acquisition stage itself.

• Maintenance and Support. Helicopters are by nature maintenance intensive, and greater the degree of sophistication and weaponization, greater would be requirement for maintenance and product support to maintain capabilities. Further, possibility of deployment at various formation levels during hostilities would require careful thought of the development of infrastructure for first line, second line and repair activities, and associated product support.

• Training. Lastly, a machine is only as capable as the capability of the crew to exploit it’s capabilities. Increased complexity of the machines, need to have a high degree of proficiency in operating available target acquisition, designation and weapon delivery systems mandates a well thought out training programme. Increased costs of flying, very limited availability of costly munitions for practice, and the need to train collectively with other land and air entities necessitates that the Indian Armed Forces firmly incorporate simulator training into their philosophies, as already done by advanced armed forces. Further, there would be a need for all aircrew to be trained to proficiency in not only carrying out their own missions, but also gain sufficient knowledge of operations of ground forces so as to be able to understand their own role in operations, and where necessary, take appropriate decisions as required in the heat of the battle.

ROTOR INDIA - Special Edition 2017

>> FOCUS ON MILITARY ISSUES Strategic Issues

Conclusion

While the Indian Armed Forces are professional enough to have considered all the above aspects even as the acquisition process is on, and indeed, even made significant progress in addressing the issues, some issues may come in the way of appropriate solutions, unless addressed and closed in a optimal manner. Some of these are listed below :• Territorial Issues. There have been discussions at various levels, including ministerial, regarding the issue of whether the control of helicopter assets should remain with the IAF or be transferred to the Army Aviation. The formation of a Army aviation corps has only increased the intensity of these discussions. The issue has even been commented upon in the print and electronic media. Under the circumstances, development of compatible doctrines, defining command and control structures etc may become complex unless all involved parties subscribe to solutions which would best exploit the capabilities of these assets. • Maintenance and Product Support. A substantial component of the fleet upgradation is indigenous. While it is beyond doubt that indigenous industry should be supported, there should be a clear and measurable criteria for efficacy of maintainability and product support, with appropriate accountability, if these machines are to be utilized to the fullest extent of their phenomenal design capability. Similarly, political expediency should not come in the way of ensuring the above for imported helicopters also. • Training. Helicopter hours for training have always been, and will continue to be, in shortage due to demands of operations. Further, since budgetary allotments are usually less than projections, training activities tend to get the short end of the stick. An optimal combination of helicopter and simulator training needs to be worked out in order to overcome these very real issues, in order to ensure that training is not compromised.

The contribution of helicopters towards enhancing the capabilities of Armed Forces in conventional and low intensity conflicts has been well established in several operations since Vietnam operations. As the roles undertaken by helicopters during hostilities have increased, so have the capabilities of the helicopters. These increased roles and capabilities require addressing issues such as doctrine development, command and control , maintenance and product support , training etc for the full capability of the machines to be exploited. All these challenges, and issues that come in the way of arriving at optimal solutions, must be squarely faced, and all concerned personnel work towards the common goal of increasing the capabilities of our armed forces to the fullest extent made possible by induction of new generation helicopters.

About the Author [ Wg Cdr (Retd) NS Krishna YSM is currently the Chief Executive Oficer of HATSOFF Helicopter Training (P)Ltd, a premier facility for level D helicopter simulator training. He is a helicopter pilot with wide experience both in military and civil flying. As an Experimental Test Pilot, he participated in development flying of Dhruv, and is an ATPL holder on this helicopter. He has also been DGCA approved Examiner on Dhruv. His involvement in certification of Civil Dhruv has exposed him to the gamut of helicopter operations in India, and the regulations that govern them. While assisting DGCA in drafting regulations for simulators, he obtained in depth exposure to EASA, FAA and DGCA regulations governing helicopters. In his earlier capacity as Chief of Training, and presently as CEO, he has extensive interaction with civil and military helicopter pilots, and is familiar with the constraints that helicopter industry faces in its operations. He is a key figure in the helicopter industry, and is a strong proponent of helicopters. ]

How the helicopters of the future are shaping up You don't want to go flying into the future in yesterday's helicopters. That's the gist of several projects under way at the Pentagon, which is looking ahead several decades toward future fleets of helicopters or more broadly, rotorcraft and working now to lay the plans for getting there. It all starts with design. Most immediately, the Army has just awarded technology investment agreements with four aviation companies as an early step in the Defense Department's Future Vertical Lift initiative, which is meant to sketch out the route toward next-generation vertical-lift aircraft for all the branches of the US military for the next 25 to 40 years.(For more visit :https://www.cnet.com/news/how-thehelicopters-of-the-future-are-shaping-up/)

This concept helicopter design from AVX Aircraft features dual coaxial main rotors, while at the rear it has not one but two ducted fans to provide the aircraft's propulsion

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International Seminar

8 Heli Power India -2017

2-3 November 2017, Air Force Auditorium, Subroto Park, New Delhi-110 010

Participate in Heli Power India-2017!

Partnering India to Make in India

The Advanced Hawk, built in partnership with Hindustan Aeronautics Limited (HAL), will debut at Aero India.

It features an upgraded cockpit with large area display technology, a new wing giving fighterlike performance and comes equipped with the latest airborne simulation technology to provide flexible and cost-effective training for tomorrow’s combat pilots.

There has never been a better time to Make in India.

Visit us at Aero India at Stand C1.13, Hall C and experience the Advanced Hawk at HAL Stand E1.3.

www.baesystems.com

Non Members

Total NSOP =181

* De-registered Helicopters

>> USAGE

OF

CIVIL HELICOPTERS

Profile of Civil Helicopter Industry in India Even 64 years after the first civil Helicopter flew in India in 1953, we have just around 276 turbine powered civil helicopters in India. i.e. one helicopter per 47 Lac people as against one helicopter per 7000 people in new Zealand.

In 2014 China had about 560 Civil helicopters and the Chinese government expects it to grow to about 10,000 helicopters in the decade to come. While the military Helicopter strength will more than double in the next 3-5 years, the civil fleet is expected to grow moderately (single digit). HAL manufactures commercial and military helicopters. Several private companies of late have become component manufacturers for major OEMs.

First Civil Helicopter Flight Capt.Rustam H Captain in Hiller UH 12B in Nov’1953

Growth of Commercial Helicopter Fleet

The growth of civil helicopters in India since 1993 onwards to 2016 is depicted in the graph. As it may be seen from the graph, 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.

Many of these Op & Fiscal bottlenecks have been brought to the notice of MOCA on a regular basis by RWSI and number of issues are yet to resolved.

Types of Helicopters in use in India

Types of Operators & Fleet Strength Fleet Strength Total NSOP =181 Private = 38 ParaMilitary =21 Govts/PSUs =27

• Of the 269 registered civil helicopters- 199 are in commercial use.

• 90 per cent of the commercial operators have a fleet of six or less than six machines.

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The Civil helicopter fleet comprises of various types manufactured by well over 10 manufacturers from the West & Eastern Block of countries. Major market share is held

by Bell Helicopters of USA and Airbus Helicopters of France. The numerous types of helicopters use in India creates problems in respect of type training of pilots, AMEs and Technicians besides maintenance of these helicopters and their product support.

ROTOR INDIA - Special Edition 2017

>> USAGE

OF

CIVIL HELICOPTERS Usage in Heli Pilgrimage Role

Usage of Helicopters The helicopters are being utilized world across for a very wide variety of roles and its vast potential can be limited only by the bounds of individual’s imagination.

The unique ability of helicopters to take off and land from any and every place make them an ideal aerial platform to serve the mankind in the most effective manner.

To date, usage of civil helicopters in India is confined to Non scheduled passenger service. Only a very small percentage of total helicopter operations are devoted to Application Roles such as Hotline Washing, Casualty Air Evacuation, Under Slung, Electronic News Gathering, Airborne Law Enforcement etc although these roles have great potential for usage.

Usage of civil helicopters in India have been limited to • Point to Point Travel (Onshore) : 67% • Logistic Air Support to Energy Sector : 15% • Heli pilgrimage : 14.5% • Disaster Management & Election Flying : 3.5%

Only a very small percentage of total helicopter operations are devoted to Application Roles such as Hotline Washing, Casualty Air Evacuation, Under Slung, Electronic News Gathering, Airborne Law Enforcement etc although these roles have great potential for usage.

Usage in Charter Service Around 135 helicopters (67%) of 199 commercial Helicopters are used in this role across the country especially in the North East.

Monthly utilisation rate of each machine is estimated to be less than 25hrs as compared to 35-48hrs reported usage in emerging high growth region (Africa, MiddleEast, Asia and Latin America).

On an average commercial helicopter operators fly a total of # 75000hrs. The bulk of commercial flying effort is carried out ex Juhu Airport (for Offshore), Pune and Delhi.

90 percent of commercial operators have a small fleet of six or less than six machines.

Usage in Energy Sector

Cumulative Reasons for Negative Growth of civil helicopter fleet has not grown since 2012-13 owing to various reasons including Devaluation of Rupee against $ & Euro, Lack of Optimal Utilisation of Helicopters, Lack of Infrastructural Facilities,Escalating Cost of Operation and Regulatory Constraints. The recommendations to arrest the negative growth of the industry are covered in the next article.

Helicopters, Above All... Save Lives!

The helicopter has saved over one million lives and has transported tens of thousands of patients to emergency care.

The helicopter continues to improve and save lives around the globe.

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Recommendations for Arresting Negative Growth of Civil Helicopters A seminar was held on 26 Oct 16 in Colonial Hall at ‘The Club’, D. N. Nagar, Andheri West, Mumbai to evolve a strategy to address the negative growth of civil helicopters in the Country.

2. While the total number of helicopters in India was 276 in 2012, the same has declined in 2016 to 256. Out of total world civil helicopter population of over 34,000, India accounts for less than one per cent. In fact, India currently has fewer civil helicopters than Switzerland. In Brazil – a developing country like ours – the city of Sao Paulo (like Mumbai and Delhi) has about 750 helicopters.

3. The National Civil Aviation Policy - 2016 (NCAP 2016) cleared by the cabinet in mid-June 2016, held hopes for the Helicopter Industry also. The Seminar was organised to reiterate to the policy makers that the Industry is still waiting for MOCA to implement the policy initiates which it has promised in the NCAP-2016. The Recommendations from the Stake Holders at the event are summarized in the succeeding paragraphs. The seminar attracted attendees from all quarters of helicopter industry i.e. Offshore and Onshore Operators, Helicopter Manufacturers, MROs, Senior officers from Air Safety and Air Worthiness and FOIs from DGCA, Representatives from Government of Maharashtra and Telangana, Pilots, Engineers, Delegates from the IAF and the Indian Navy, and the members from Print Media.

Fiscal Constraints & Suggestions 4. a. Across the entire country the taxes on ATF are very high and are not uniform. ATF for helicopter must be brought in the category of declared goods. This means across the country the VAT should not exceed 4%. This measure should be considered in GST regime and must find a place in the forthcoming budget. b. While the Airliners can import the aircraft duty free, there is a customs duty of 2.5% + Octroy imposed on import of helicopters for NSOP. This disparity has no justification. Why should we not allow the private Helicopter Industry to flourish by removing the Import duty? When civil helicopters are not produced in the country, why should there be a customs duty on their import? All helicopters imported for NSOP or Private use or under RCS scheme must be free of import duty and Octroy duty. This exemption must find place in the forthcoming budget. c. Exorbitantly high handling charges. At most of the airports operated by AAI, engagement of handling service 16

is made compulsory. When the helicopter is flying from airport to airport, it is very easy for the helicopter crew and back office to do the necessary onward flight planning, pay airport charge, refueling etc. If handling of flights is permitted to be undertaken by the helicopter operators, it will result in reducing the cost of operations by INR 15000/ - to 25,000/- per flight. d. Some time back at Juhu airport, AAI raised the rent of the hangar/ license fee/porta cabin charges multi-fold.

All operators had requested AAI to reconsider the 500% increase in the rentals, especially in absence of the requisite facilities. Besides the increase in rents, the AAI has started levying charges under various heads like utility charges, raft space etc. without any corresponding benefits to the operators. This needs to be reconsidered for roll back by the authorities to make the helicopter operations viable. e. Underutilization of the Helicopters: Operators find it difficult to utilize their helicopters effectively when they should fly to destinations which have only temporary helipads. When operating from Temporary helipads, the operator is required to get prior permission from the land owner and from the district authorities. In practice, many charter operators simply cancel their flights as the approval for landing cannot be obtained in time. There is an urgent need to simplify procedures for obtaining approval for landing at Temporary Helipads. In most cases neither the helicopter operator nor the clients has a representative who can obtain various clearances at destination helipads.

A third party is thus engaged to organize such services at an additional cost between Rs. 20,000/- to 30,000/ per landing. This adds to the cost of charter and discourages people from using the helicopters.

Regulations & Suggestions f. Another constraint highlighted by most operators is regulations which are very stringent and have variations in language and application. Flying safely, while still fulfilling commercial commitments, is always a challenge for operators working in difficult environment. Regulation, which should always be helpful, sometimes itself becomes a challenge. g. The time taken to import a helicopter and to endorse it on the NSOP is between 10-12 weeks in-spite of constant follow up. In case of leased helicopter, the lease rental starts from the date of delivery. In UAE & Australia it takes just 5/7 days for endorsing the helicopter on the Operating Permit. The time taken for endorsement on the

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NSOP should be reduced to less than 10-15 days. h. Firstly, the time taken for the permission to get the type course approval outside India is a herculean task, and once it is somehow organized the oral cum practical exam for the AME takes inordinate time. This rule must be amended to remove the requirement of oral cum practical exam. Nowhere in the world is this practice followed. Like for pilots rating, any EASA or FAA approved Part 147 facility must be automatically acceptable to DGCA. j. In-spite of FOIs being posted in Western Region, the files are sent to DGCA headquarters for all approvals, including One Time Approval for prof check/route check/ Sp VFR/ Emergency Checks etc., causing inordinate delays in obtaining the approvals. We request DGCA Head Quarters to authorize the regional FOIs to grant one time approvals in such cases. These authorizations are within the statutory powers of the DDG. k. Flower dropping: Most of the flights are cancelled since the DGCA circular requires the Instructor/examiner to do the work, even when there is a PIC available with over 3000 hours of helicopter experience. This should be simplified and any PIC with over 1000 hours’ helicopter experience and with over 100 Hours on type experience be allowed with formulation of SOP. l. Pilots checks (Prof Check/Route checks etc.): Six monthly prof check for senior pilots having over 2000 hours of regular flying is too frequent as compared to notregularly flying pilots or relatively less experienced pilots.

There should be some differentiation on the time limit for senior pilots; e.g. the checks like prof, route check, Sp VFR checks etc. must be required only once in two years. m. Over regulation on procedure for Check/ Instructor/Examiner pilots: The current CAR is over regulated for clearing the check pilot/Instructor/Examiner.

This needs to be simplified to be effective. n. Usage of FOI’s for checks and training: Currently the FOI’s are not available for undertaking the various checks and training. In the earlier system, the Industry nominated FOIs were available to the Industry for such tasks. For a helicopter type of which there are not many in operation, it is very difficult to get another type rated senior pilot for OTA. In such cases the existing type rated/Open rated FOIs should be allowed to carry out the checks.

Such team of FOIs could also be used for releasing the pilots as check/instructor pilots. These are within the statutory powers of JDG. These powers could be delegated to the DDGs at the regional level. o. About permission for the landing sites, in some countries like U.K., one can land anywhere with land owner’s permission, provided safety aspects are respected.

Despite practically no control in UK on such helicopter operations, the operations are totally safe and we hardly hear any incident/accident due to lack of control from the regulatory authorities. Indian operators also expect similar environment, where there is less regulation for the helicopter on-shore operations.

Infrastructural Constraints and Solutions p. Heliports must be set up in the four regions in the country (Delhi, Mumbai, Kolkata & Chennai/Bengaluru).

The responsibility of developing heliports must primarily rest with the AAI & state governments. q. The Government must periodically review the need for helicopter corridors and update them as per changing needs of the industry. There is a need for approving separate corridors for operation of helicopters in Delhi and Mumbai airspace. r. Medical evacuation for private people continues to be an expensive proposition. Medical insurance companies/NHAI could be encouraged to formulate appropriate packages to include the cost of such evacuation. s. The Civil Aviation Ministry has revived the Master plan to extend the runway at Juhu airport into the sea to accommodate operation of smaller passenger aircraft as well as creating more tarmac area for parking of helicopters.

It is good that Juhu Airport will be transformed into an independent airport that will operate along with Mumbai airport. However, there is an urgent need to increase the parking space as an interim measure. t. Issue of BCAS ALL AIRPORTS passes to the helicopter operators: This is a major challenge. As per the understanding of the BCAS the airliners like Boeing and Airbus only go from Airport to Airport hence ALL AIRPORTS pass for them is justified. For helicopter operators, not only the total number of passes is limited, even the category of the passes is limited. How can we expect swift and free movement of helicopters in absence of an ALL AIRPORT pass for the crew? This needs immediate attention of the MOCA/BCAS. When all the criteria for issue of passes are met then there should be no restriction on issue of passes and the category of passes for helicopter operations. u. Age of the helicopter has become a contentious issue. All the major tenders including the State Government and the PSU’s tenders have conveniently started specifying the limit of age of helicopter. The condition is such that if an operator’s helicopter is more than 08 -10 years of age, it is very difficult for him to bid for most of the tenders. Thus, either the costly assets should be replaced with newer ones which means higher operating

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cost or the assets remains on ground finally to be either sold out of country or to become a financial liability. We urge the MOCA and the DGCA to come out with circular for all the state government and the PSU’s clarifying that age of the machine has no relevance to its operating abilities and airworthiness. When airlines can fly planes, which are over 20 years old then why not permit helicopters of similar vintage to be considered fit for operations? v. To facilitate growth of helicopter operations in India a separate wing for helicopters must be created in the DGCA, MOCA and AAI.

Commercial Helicopter Operations (Offshore) 5. a. Since the stoppage of night operations from helidecks by DGCA in January 2016, ONGC has upgraded / corrected the shortcomings at number of its major process platforms and helidecks. As these helidecks, have been jointly inspected with PHL and cleared, DGCA is requested to clear the helidecks for night MedEvac. b. For facilitating offshore night MedEvac operations on the Eastern coast, DGCA may consider a night Med Evac hub at Dhirubhai Ambani Heliport at Gadimoga (as RIL is ready to facilitate up gradation of their Heliport for night operations) and may formulate various procedures like ATS, terminal approach for offshore night MedEvac operations.

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c. A comprehensive proposal for action points for various stakeholders including Helicopter Operators, ONGC, AAI and DGCA for enhancing safety and flexibility of offshore operations especially night MedEvac operations has been made by RWSI vide letter RWSI/ DGCA/Correspondence, dated 01 June 2016 to DGCA. It is therefore essential to define time line for implementing of mid & long term solutions. DGCA may also set up a JOINT TASK FORCE with major stake holders so that comprehensive solutions are worked out and implemented in a time bound manner for enhancing safety of offshore operations especially night MedEvac operations.

Conclusion 6. With the growth comes change and new challenges, and it is important for both Operators and Regulators to ascertain that these are met with positive responses.

However, for this industry to grow and become viable there is a need to address these issues on priority by the main stake holders, like the Ministry of Civil Aviation (MOCA), the Director General Civil Aviation (DGCA) and the Airport operators like Airports Authority of India (AAI), failing which the prospects will remain gloomy. The ambitious “Make in India” project could make this growth happen.

The Government and industry needs to join hands to make the segment viable.•

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About HAL, Helicopter Division

HAL Assembly Line

Hindustan Aeronautics limited established its helicopter division in July, 1970. Single engine and twin engine helicopters are mainly manufactured in this division to meet the growing needs of the market. The division is supported by the colocated R&D centre – Rotary Wing Research & Design Centre (RWR & DC). The maintenance, repair & overhaul activities of the helicopters are taken care of by the MRO division, whereas the Rotary Wing Academy focuses on training of the pilots. The main facilities in the division include machine shop, CNC milling machines, Gear Machining Centres, transmission assembly and ALH final assembly.

The manufacturing of the helicopters was started in 1962

by HAL in a joint agreement with M/s SUD-AVIATION (Presently M/s Airbus Helicopters) for the production of Aloutte lll helicopters (Chetak). The first Chetak in flying condition was delivered in 1965. The Chetak helicopter is a two ton class helicopter which is powered by Artouste-lll B turbo shaft engine. The helicopter is mainly operated for commuting, cargo/material transport, causality evacuation, search & rescue (SAR), Aerial Survey & Patrolling Emergency Medical Services, Off-shore operations and under stung operations. 356 helicopters were produced and sold by HAL which serves both in India and abroad.

The first Cheetah which was manufactured from raw materials was delivered in 1976-77 under the same joint agreement with SUD AVIAATION now AIRBUS HELICOPTERS). The helicopter is a high performance helicopter designed for operation over a very wide range of weight, centre of gravity and altitude conditions, and is highly manoeuvrable. It holds the record in high altitude flying among all categories of helicopters and is powered by Artouste

The first Cheetah manufactured at HAL in 1976-77 under the joint agreement with EUROCOPTER

– lllB turbo shaft. The helicopter is suitable for commuting, observation, surveillance, logistics support, rescue operations and high altitude missions. 275 helicopters have been produced which are in service both in India and abroad.

HAL developed ‘Lancer’ in 1990s which had the basic structure derived from Cheetah helicopter. The helicopter has bullet proof front panels, an accurate sight which has been fitted for accurate firing and Gun cum Rocket pod each one fitted on either side.

The Cheetal helicopter is a re-engined variant of Cheetah helicopter which had the world’s highest landing at ‘Saser Kangri’ in Himalayas in 2006. It has quicker startup and easier re-light procedure, improved reliability and easier handling of engine, higher thermal margins resulting in better climbing performance at high altitudes, lower noise levels and lower specific fuel consumption which provides higher payload, better range and increased endurance. Total number of 28 Cheetal Helicopters were produced by 31st December,2016

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ALH Weaponized

HAL has a proven record of manufacturing more than 700 helicopters. At the same time division has expanded its design, development and production by manufacturing new helicopters like Weapon System Integrated (WSI) version of Dhruv (Christened as ‘Rudra’), Light Combat Helicopter (LCH) and Light Utility Helicopter (LUH). The helicopter division was awarded Jawaharlal Nehru trophy for the Best production Division of Hindustan Aeronautics Limited for 1992 and 1994, Raksha Mantri’s Award for Excellent Performance in Innovation for the year 2003-04 for re-engining of Cheetah helicopter with TM 333 2M2 engine and the Unnatha Suraksha Puraskara of National Safety Council – Karnataka Chapter for the year 2005.

Advanced Light Helicopter was indigenously designed and developed as a twin engine, multi-role, multi-mission new generation helicopter in the 5.5 ton weight class. Total of 4 Light Combat Helicopters and 2 Light Utility Helicopters

Dhruv at a High-Altitude Post

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were produced by the end of 2016. Dhruv is ‘type-certified’ for Military operations by the Centre of Military Airworthiness Certification (CEMILAC) and civil operations by the DGCA. A total of 190 helicopters have been produced by the end of 2016, including 96 for the India Armed Forces. HAL supplied Dhruv to Ecuadorian Air Force, Nepal Army & Mauritius Police. More than 100 Dhruvs are operating with Indian defense forces. HAL is executing an order for 159 Dhruv helicopters from Indian Army & IAF which is under supply.

Sarang –ALH (Dhruv) display team of Indian Air force was formed in October 2003, which aims to showcase the professionalism of the Indian Air Force and giant leap by Indian aviation industry. The team has performed during various prestigious events such as Air Force Day, National Defense Academy Passing out Parade and other events of national and international significance.

Helicopter MRO division was formed and is fully operational from December 2006 as a Strategic Business Unit of HAL with focus on robust customer support for the delivered helicopters. The division provides service and lifetime support to the rotary wing products. The division also supports the sneaking program of Indian Navy by providing support for repair and overhaul of transmission systems of Seaking helicopters. The helicopter MRO division Bangalore provides services such as full fledge servicing capability of helicopters, defect investigation capability, transmission repair and overhaul capability, IT infrastructure, GHE/GSE support, supply chain management, AOG and RMSO management, product support/customer services, testing and ground test, on-site management, rotable

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>> MANUFACTURING SECTOR and Chetak Helicopters and Rotables. Till 2000, the division has overhauled and serviced 1461 fixed wing aircraft. It has overhauled and serviced 702 helicopters and assembled 13 new helicopters till date.

Dhruv Carrying Underslung Load at 20000ft

management, reclamation and recycling of systems and component, bay servicing & customer training, reliability analysis and satellite centres. ALH MK IV WSI (Weapon System Integration) and Light Combat Helicopter (LCH) are the future projects of the division.

In 1940, during Second World War under the name of Tata Aviation, HAL Barrackpore was established originally as a repair base. In 1951, Barrackpore Branch Factory became a part of Hindustan Aircraft Pvt Ltd Bangalore. In the year 1957, it started functioning as an outstation Base for HAL, Overhaul Division. Over the years, Barrackpore Division has taken –up major servicing work of a number and types of aircrafts and helicopters of different makes and class such as Caribou Aircraft, Otter Aircraft, AN 32 Aircraft, Cheetah and Chetak Helicopters. Barrackpore Division employs about 430 highly skilled personnel for disassembly, repair and overhaul, assembly, flight preparation and flight testing of Cheetah

Composites manufacturing division, the youngest outfit in the gigantic setup, over the years refined from Advanced Composites Shop to ‘Centre of Excellence’. The divison became fully functional from April 2007 as a Strategic Business Unit of HAL. The division is manufacturing the composite structural parts for Advanced Light Helicopter (ALH), Light Combat Aircraft (LAC), Light Combat Helicopter (LUH) and PSLV/GSLV. The division is equipped with modern infrastructure in Plant and Equipment like Environment Control Area of Various Classes, -20degC cold stores, Autoclaves, High precision 5-Axis CNC Machining Centers, automated ply cutting machines, surface enhancement machine (shot peening), hot platen pressers, computer controlled air circulating ovens, laser projection systems for lay-up, CT-scan, coordinate measuring machines, Laser Tracker, Universal Testing Machine and material test laboratory for composite material testing. With average production rates of several thousand composite parts annually for many of our products, composite manufacturing division is one of the top high volume producers of advanced composite aerospace products in the country. The products in current manufacturing range ; composite components for Advanced light Helicopters (ALH), composite components for Light Combat Helicopters (LCH), composite components for Light Combat Aircraft (LCA), flexible rubberized fuel tank for Advanced Light Helicopter (ALH) and cowlings for Ecureuil helicopter-Eurocopter, France.•

ALH Rocket firing

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BIRTH and GROWTH of the First Indigenous Helicopter, a Star is Born

The Government of India had tasked Hindustan Aeronautics Limited (HAL) to “design and develop� the Advanced Light Helicopter (ALH) a state-of-the-art technology, multi-role, multi-mission, medium weight class helicopter for the Indian Armed Forces. The helicopter was required to operate both by day and night, in all types of terrain, at high altitudes in extreme cold and hot weather conditions, hot & sandy deserts, and saline environment off the coastline in Indian ocean. The Indian environment extends from 8 deg North to 35 deg North latitudes. Here the temperature varies from minus 50 deg to plus 50 deg centigrad. The elevations of the land mass and mountains, ranges from sea level to 8 Km. The envisaged helicopter was to fly in the Indian environment, which incidentally is one of the toughest in the world.

Requirements (ASR) for a single engine helicopter in the 2500-3000 kgs class. Ministry of Defence (MoD), Govt. of India and Management of HAL took a decision to develop the first indigenous single engine helicopter in collaboration with a foreign company with excellent expertise and track record in design and development of helicopters so as to give a quick boost to the development process. M/s. Aerospatiale of France known by the acronym SNIAS was selected to collaborate with HAL. Govt. of India entered into a 10 year collaboration agreement in September 1970 with SNIAS of France for the design, development and production of an Armed Light Helicopter (Ar.L.H) to meet the requirements of the Armed forces. This project was assigned to Hindustan Aeronautics Limited (HAL) for implementation on behalf

The design standards given were that the new helicopter was to be designed and developed as per FAR Part 29/JAR requirements. In addition it was also supposed to meet all the other stringent requirements of DEFSTAN970, MIL-STDs and also the specific requirements of the Indian Armed Forces (the helicopter has since met all these certification requirements).

Historical Background Single Engine Armed Light Helicopter (Ar.L.H.)Early in 1970, the Indian Air Force and HAL team developed a preliminary specification, the Air Staff

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Advanced Light Helicopter DHRUV First Flight August 20th 1992 @1045hrs

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>> MANUFACTURING SECTOR of the Government of India. The HAL Engineers were trained in SNIAS. The HDB project team under the leadership of Mr. S R Teleng with the support of the collaborator’s design & project experts prepared a detailed project report for the design and production of the Single Engine helicopter. The design work on the Armed Light Helicopter (Ar.L.H) with single engine configuration was initiated soon after the approval of the project in February 1976. The first mockup Conference was held at Bangalore in April 1977.

At this time, strategic information gathered from experience in the Vietnam War, brought out the importance of twin engine reliability, especially for helicopters operating close to the terrain. Based on this, the Indian Air Force reviewed their requirements and decided that it would be mandatory to go for a twin engine helicopter for improved operational reliability. Change in requirements to a twin engine helicopter saw the demise of single engine project.

Twin Engine Advanced Light Helicopter - Based on the revised requirement of the armed forces, MoD, Government of India decided in January 1979 to change the helicopter under development from single engine to twin engine configuration and with this change, it became necessary to seek fresh a design collaboration agreement.

Revised Air Staff Requirement (ASR) were issued in May 1979. The helicopter was renamed as Advanced Light Helicopter (ALH). When the twin engine helicopter project was launched, Messerschmitt Bolkow Blohm (MBB) of West Germany, a highly reputed company in Europe entered the collaboration fray. The competition generated an intense debate whether to choose a familiar company SNIAS who had a relationship with India with the licensing of Alouttee III and Lama Introduction 5 Helicopters and also for the single engine ALH design and development or to choose MBB another company of comparable reputation and which was offering new technologies. The opinion in India within HAL and amongst the customers

was divided on this aspect. After a series of extended discussions and presentations and a large measure of procrastination and delay, negotiations with SNIAS and MBB took place in the period 1980-1984. In July 1984, Government of India after evaluation of various proposals, concluded a fresh collaboration agreement with Messerschmitt Bolkow Blohm (MBB) of West Germany.

(Many years later M/s. SNIAS and MBB merged to form the Eurocopter). The agreement was assigned to HAL in August 1984 for execution. The development of specific role variants was to be taken up by HAL R&D Centers as a follow-on project after obtaining concurrence from the Ministry. Subsequently, TM-333 B engine manufactured

by Turbomeca, France was selected to power the ALH and two agreements (license agreement for the production of engines and purchase agreement for the purchase of engines) were concluded with Turbomeca and assigned

by Government of India to HAL in September 1986. The first MBB team assembled in Bangalore in November 1984.

This small group comprised of specialists in different disciplines and stayed from two weeks to several months depending on the requirements. The team was headed by a program manager. The HAL Management ensured that HAL engineers were involved at every stage of development at the forefront of design and testing of the helicopter and systems. The collaboration with MBB was for 6 Dhruv conceived with the idea that work is to be carried out by Indian engineers with the guidance of a small number of German technicians and engineers who would be resident in India for short periods of time. This was supplemented by deputing Indian engineers for inplant training at MBB facilities in West Germany. Detailed feasibility reports and technical proposals laid a strong foundation for the successful implementation of the project in the later stages. The technical consultancy with MBB ceased in 1995 after four prototypes were built. HAL teams continued independently thereafter for further development, certification and weaponization tasks of the ALH. The ALH at this stage was with wheels. All design efforts were going on to make the mock up and the Ground

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>> MANUFACTURING SECTOR Test Vehicle (GTV). Ground testing components were getting manufactured. And then the Indian Air Force decided to go for Skid variant instead of wheels. Most of the design work had to be redone.

The supercomputer at the Indian Institute of Science at Bangalore was available only after midnight till early morning. The designers were hard put to work on the computers at night and then discuss the work done with the MBB consultant team in the morning. With all the hard work put in by the Rotary Wing design engineers things were shaping up. GTV was getting ready and the design and flight test crew were tasked to prepare the whole test programme upto military certification. Ground testing and GTV runs started. The first prototype was getting ready and once the required hours of running and upon satisfactory test results from the GTV tests CEMILAC gave permission to start the first prototype ground runs. Starting from ground resonance test to low hover followed by slow and gradual increase in the flight envelope the ALH prototype testing progressed. Unofficial flight was carried out and the Official flight in front of the Vice President of India was carried out on 20 Aug 1992.

The flight test progressed in small increments based on satisfactory results.As the testing progressed, we realised that the whole planning of the test programme was in “perfect” scenario. There were many constraints which were not considered in the planning of testing on all four prototypes. We realised that we will need to think of ways and means to overcome the constraints. The first constraint was that the whole team had no past experience in prototype testing. The internal team of HAL consisted of designers from Rotary Wing Research and Development Center, flight test instrumentation center, field service personnel and the Rotary Wing Test Pilots and Flight Test Engineers of Flight Operations Department of HAL. The external team had representatives from military certification authorities, Directorate General of Civil Aviation and Rotary Wing Test Pilots and Flight Test Engineers from Army, Navy and the Air Force. It was learning on the job. No test pilot’s school in the world teaches prototype testing-they certainly equip their students for such a task. Knowledge application was the “mantra”.

serviceable. The tests to be carried out were selected with lots of deliberations and with the consent of the certification authority.

As the military certification was nearing completion it was decided to rechristen the ALH as DHRUV, the North Star which has been showing the way to the explorers for centuries. It is hoped that the Dhruv Helicopter will show the Indian helicopter design, development and manufacturing industry the way forward for times to come.

And indeed it has shown the way forward to the design, development and manufacturing of LCH and LUH besides Cheetal (re engined Cheetah) and re-engined Chetak.

The design and development of Dhruv took just as much time as any other such programme in the world.

Whereas the other manufacturers had the advantage of testing the major components of the new helicopter on their earlier models; every component of Dhruv was tested for the first time on a flying machine. There were a lot of achievements during the flight testing phase which need to be recalled. The first 35 hours saw us clearing the envelope of ALH up to 3 Km and by the time we completed 65 hours the whole of the envelope up to 6.5 km was cleared.

All the FADEC and engine response tests up to the max altitude were completed by the time we achieved 80 hours.

At 120 hours we could claim to have cleared the ALH for landing on 10 deg slope in any direction, single engine landings and the helicopter was cleared for 5500 kg all up weight (initially planned was 4000 Kgs for Army/Air force variants). The HAL flight testing team completed the sea level trials and the full “g” envelope was cleared from sea level to 6.5 km which included +3.2 ‘g’ to-1 ‘g’ and demonstration of the integrity of the helicopter up to 1.5 ‘g’ at Vd (max designed velocity) which was 367 kmph at sea level. The first flight of the Naval variant with a different engine was carried out when we had 250 hours of flight testing experience on ALH. Soon the full wind/weight envelope for deck landing was cleared for the Naval variant.

The second constraint was that as each component was being tested for the first time, in case of any modification in the design of the component, the wait period was very long before the modification could be carried out by the subcontractor.

The third constraint was that because of the above fact, we just could not stick to the particular test planned on a specific prototype. We took a very informed decision to proceed with testing as per the sequence, without any compromise on flight safety, on whichever prototype was

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At Base Camp after Cheetal landing. Dhruv flew at 27500ft above the Cheetal landing spot

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>> MANUFACTURING SECTOR

last airshow display at Farnborough Jul2008

Dhruv at Sonam Helipad -19500ft

The full Military certification was given by the CEMILAC on 31st March 2001at 1400 hours of flight testing. DGCA of India awarded the Civil certification at total 1800 hours after all the required additional tests for the civil certification, as per FAR Part 29,were completed.

This included Cat “A� performance testing up to 3km altitude.

First deliveries of the Dhruv (ALH) to the Indian Army, Coast Guard, Navy and the Air Force were progressively completed by March 2005. Since then, HAL has produced and supplied over 200+ helicopters of various types including civil variants. Dhruv has flown in each and every Aero India, Bangalore since 1996 , in Asian Airshow at Singapore (February 2004), Le borshe Airshows in Paris (2003 , 2005,2007), Berlin Airshow in 2008 and at the Farnborough Airshow, UK (July 2006 and 2008).

Four Dhruv helicopters were taken to Chile in 2004 for demonstration to the Chilean Armed Forces. In view of the distance of 17000 kms from Bangalore to Santiago Chile, an AN-124 aircraft was chartered to transport the Dhruv helicopters. Four Dhruv helicopters ,which included 3 utility helicopters of IAF and one from HAL with special Electronic Warfare Suite, Surveillance pod and glass cockpit were transported to Santiago in partly disassembled condition on 18 June 2004. The AN-124 aircraft arrived at Santiago on 20 June 2004. The flight demonstration commenced on 24 Jun 04 and concluded on 07 Jul 04. A total of 107 hours have been flown towards demonstrating the capabilities of this helicopter to meet all the envisaged operational requirements of the Chilean Armed Forces. Helicopter demonstration included handling evaluation by the Chilean pilot, long distance ferry from Santiago to Arica and back (3600 km), demonstration of the capability to carry maximum load at Putre (11000 ft AMSL) and Parinacota (14000 ft AMSL), demonstration of search and rescue capabilities at 12000 ft AMSL east of Iquique demonstration of engine restart in hot and high conditions in a remote area in the desert,Ship deck landings and demonstration of search and rescue capabilities over the sea at Valparaiso. Besides these demonstration of glass cockpit and avionic systems in all sectors from Santiago to Arica, over high mountains and over sea was also carried out.Flight Demonstration was also carried out for the Chief of Chilean Police and two Colombian pilots also flew the helicopter to evaluate its capabilities.

Dhruv landing on salt plateau at 14000ft

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Indian and Chilean Dhruv Evaluation teams EMS Dhruv

Never in the history of Indian Aviation such a demonstration of the capabilities of an indigenously designed, developed and manufactured flying machine, has every been done and that too on the other side of the Globe!!

A lot of improvements/modifications have since been carried out on Dhruv, as a result of the feedback from the operators. Besides many unique modification involving very high state of art technological advancements, one such modification was the first of it’s kind in the aviation history. There was a need to reduce the ‘blade folded’ width of the Naval Dhruv. The designers of Rotary Wing Research and Development Center (RWR&DC) came up with a simple but challenging proposal to install lead-leg drag damper on two opposite blades on the leading edge of the main rotor blades. Thus we had two dampers on the trailing edge and two on the leading edge. After extensive studies and ground test the flight tests started very cautiously. It was a very proud moment for all of us when we realised that the whole flight envelope was flown with not a single problem. No other helicopter in the world has this arrangement.

The Kargil war brought out the requirement for using the weaponised Dhruv at higher altitudes, which led to reengining the Dhruv with a more powerful SHAKTI engine, jointly designed and developed by HAL and Turbomeca of France. The weapon system integration with the full glass cockpit and EW system has placed Dhruv in a different class by itself.

A full-fledged, world class, simulator training facility called HATSOFF (Helicopter Academy to Train by Simulation of Flying) to train customer pilots has since been established. JAA & DGCA certifiable Level ‘D’ Full motion Simulator for the Dhruv has been commissioned.

For the first time in the history of the Indian Aviation, a indigenously designed, developed and manufactured flying machine has got military and civil certification, full motion, level ‘D’ simulator.

The lessons learnt from the Dhruv programme are enabling HAL to quickly complete the design, development and test programme for the Light Combat Helicopter (LCH) and the design and development of the Light Utility Helicopter (LUH). HAL is also looking forward to designing 10000 to 12000 Kgs multi role helicopter (IMRH).

The DHRUV “Star” will show the path to success, to the future generation of designers, flight test crew, production crew marketing personnel and product support team in helicopter world in India.

After Gun firing trials on Dhruv

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ROTOR INDIA - Special Edition 2017

New ALH

>> MANUFACTURING SECTOR

Indian Helicopters Soar to Record Heights November 2004, was a special month in the history of Indian helicopter industry. On 01 Nov 04, Dhruv, the indigenously designed and produced helicopter, with Wg Cdr (Retd.) C.D.Upadhyay Vr C, Wg Cdr (Retd.) U.K.Pillai and Wg Cdr (Retd) MU Khan VSM, as crew, soared to 25000 ft (7520 metres) Above Mean Sea Level(AMSL).

This was the record for highest altitude flown by a middle weight class helicopter.

Joining in the record making spree was the CHEETAL, which is the Cheetah helicopter, originally designed by Aerospatiale of France, and licence produced by HAL, now re-engined and upgraded

by HAL with TM 333 Turbomeca engines. On 02 Nov 04, CHEETAL, flown by Gp Capt. A.S.Butola,VM. HAL test Pilot, and Sqn Ldr Sharma, an IAF pilot, set the world record for a landing at highest (L to R) Gp Capt. A.S.Butola,VM. HAL test Pilot; Wg Cdr (Retd.)

Vr C CTP HAL; Wg Cdr (Retd.) U.K.Pillai; Sqn Ldr altitude by a light weight helicopter, when they landed at a height of C.D.Upadhyay Sharma, an IAF, Sqn Ldr Sharma IAF, Flt Lt Sharma IAF, Flt Lt Batra 23220 ft (7070 M) above mean sea level. The landing was carried out IAF. The Cheetal was flown Gp Capt Butola and Sqn Ldr Sharma. on the western ridge of Saser Kangri peak in the Ladakh region of Himalayas. The record so impressed the Indian Air Force Helicopter Unit operating there, that the ridge, which has not been scaled ever, was christened CHEETAL PEAK by them.

Both the records were rendered more impressive due to the fact that the density altitude, a major factor governing the height at which a helicopter can fly, was significantly higher, at 27000 ft (8200 metres) for Dhruv and 25150 ft (7670 metres) for the CHEETAL. The records were set in terms of density altitude too.

The records were a culmination of a joint effort by HAL, IAF, CEMILAC and DGQA. The confidence to go for these records came from the success of the Dhruv programme. “DHRUV’- the Advanced Light Helicopter, has been indigenously designed and developed by the Rotary Wing Research and Design Centre, Hindustan Aeronautics Limited (HAL), and produced by Helicopter Division, HAL, under the stewardship of Mr. Ashok Baweja, Director,Chairman HAL.

About the Author Wg Cdr (Retd.) Chandra Datt Upadhyay Vr.C. graduated from the Empire Test Pilots School, Boscombedown, UK in 1978. He is an experienced Experimental Test Pilot for helicopters and a Qualified Flying Instructor. He is also a graduate of the Defence Services Staff College, Wellington, and holds a degree of Master of Science in Defence Studies, and Post Graduate Diploma in Marketing and Operational Research. He was commissioned in Indian Air Force in 1967. He commanded Mi-8 helicopter Squadron while in the Indian Air Force and was awarded the gallantry award of VIR CHAKRA by the President of India.

Wg Cdr (Retd.) Chandra Datt Upadhyay permanently joined Hindustan Aeronautics Ltd in March 1989. During his tenure at HAL, he advanced his career to the position of General Manager & Chief Test Pilot (Rotary Wing) Flight Operations. He retired from HAL on 31 Jan 2009. He is also a recipient of Dr. Biren Roy trust award for outstanding contribution in the field of Aeronautics, Design & Development, awarded by the Aeronautical Society of India.

Wg Cdr (Retd.) C.D.Upadhyay has been associated with Design and Development of DHRUV- the Advanced Light Helicopter Wg. Cdr. (Retd) C D from its inception and has over 1000 hours of Prototype testing experience on this helicopter. He has flown over 33 different types of aircrafts and helicopters and has over 9000 hours of operational, prototype testing and Instructional flying experience. He Upadhyay Vr. C. was also Chief Instructor of Rotary Wing Academy of HAL and was also the President of the Rotary Wing Society of India, Southern Chapter. He is a member of the American Helicopter Society (AHS) International – the Vertical Flight Technical Society: world's only international technical society for engineers. He is also a life time member of the Aeronautical Society of India.Presently he is a member of the Governing Board of RWSI. He was nominated for the award of “Padma Shree’ by the Ministry Of Defence Production in 2009.

During his tenure in HAL as Chief Test Pilot (Rotary Wing), he had planned to establish a helicopter simulator academy in India i.e (HATSOFF). After his superannuating from HAL, he joined HATSOFF Helicopter Training Pvt. Ltd. (Joint Venture of HAL & CAE) as Chief Executive Officer. As CEO he played a key & prominent role in planning & establishing a full fledged helicopter simulator facility in India with world class infrastructure including forming a team of well experienced and trained faculty. He left HATSOFF in Feb 2012.

Presently he is Member of the Governing Board of “Mission Aerospace Foundation of India” (Mission aerofi) a ‘not for profit company’. He is one of the founding members of this unique company which has a goal to promote research, development, production and manufacturing of aerospace products in India for Indian and foreign markets.

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Driven by Expertise Led by Commitment

Powered by two Shakti engines, the LCH inherits many unique technical features such as sleek and narrow fuselage, tri-cycle crashworthy landing gear, crashworthy and self sealing fuel tanks, armour protection, nuclear and low visibility features. Currently, four prototypes are under extensive weapons trials and certification process.

www.hal-india.com

SALUTE TO THE UNSUNG HEROES OF TEST FLYING We all love flying and often admire the magnificent flying machines that take us to far off and remote places. Is it not a joy to watch when a newly built Airbus 380 takes to the air or when a fighter aircraft shows off its agility in an air show? The manufacturers’ names are often well known, but it is rare that we would know the name of the designers and engineers behind the success of anew airplane. There is another bunch of highly skilled professionals that take the newly designed and constructed airplanes and helicopters from factory floor into the air for the first time and then repeatedly, till it is considered safe for others to fly and is worthy of certification.

These magnificent men (or women) are the test pilots and the test engineers. Only the very best of pilots and engineers are considered for training to become test pilots and test engineers. It is obvious that just the academic background would not qualify an aviator for testing duties. The professional pilots and engineers must have an in-depth understanding of the systems, precision flying skills and competence that would set them apart from those that fly airplanes and helicopters routinely. Before and after every flight there is tons of data and analytics to be sorted to ensure that the development of the machine is on the intended lines.

Experimental Test Pilots and Test Engineers fly newly designed and experimental aircraft to determine if the plane operates according to design standards and, make suggestions for improvements.

By Gp Capt R.N. Joshi VM (Retd.) Ex CEO Tata Power Ltd.

We are proud to share with you the list of Test Pilots & Flt Test Engineers who have been associated with Proto Type Testing & Prodction Testing of Helicopters produced by the Helicopter Div HAL Bengaluru.

Wg Cdr Unni Krishna Pillai (Retd.) is a graduate from the National Defence Academy and was commissioned into the Indian Air Force in 1984. He was trained on helicopters, and has flown more than 7000 hours on 26 different types of aircraft till date. A large share of his operational flying was on MI8 / MI-17 helicopters, and has flown in all operational areas of the country, partaking in Operational missions from the Siachen glacier to Op Pawan and Rann of Kutch to Arunachal Pradesh.

He is a qualified flying instructor with more than 2000 hours of instructional flying and is a DGCA Approved Flight examiner. He has also undergone the Experimental Test Pilots course held at Air Force Test Pilots School at ASTE in 1993-94. After graduating from the test pilot school, he has been actively involved in the flight testing of Advance Light Helicopter (ALH) and has more than 3000 Hrs on various variants of Dhruv (ALH) & LCH. He has also been involved in the flight testing of various systems for both the Air Force and for HAL. He joined HAL after release from service in Feb 03. He is one of the most experienced Test pilots in India with more than 20 years of continuous experience in test flying of prototypes. He displayed Dhruv’s maneuverability in a number of international Air shows in Paris, Farnborough, Ankara, Chile, Malaysia, Bangalore and trained pilots of Ecuador, Nepal, Mauritius, Maldives, Israel, Chile and Afghanistan on Dhruv. He was appointed the Chief Test Pilot (Rotary Wing) of HAL in Feb 09, the post which he continues to hold. He did the first flight of indigenously designed Light Combat Helicopter

(LCH) and is guiding the testing of the new LUH project.

He is also the Chief instructor of the Rotary Wing Academy of HAL, which is the sole civil helicopter training academy in India and the President of the Southern chapter of Rotary wing society of India.

Cdr A K Gulati (Retd.) was commissioned in 01 Jan 1983, and got trained in Helicopter Training School of Indian Navy. He was deputed to fly Seaking twin engine helicopters after serving on various ship borne helicopters of the Indian Navy. He was selected and deputed to UK as a member of Acceptance Team for Advanced Seaking Helicopter (Seaking Mk42B, ASW/ASV Helicopter). He has flown over 4600 hours, practically in every operational theatre in the country, and has flown over 13 types of aircraft. In 1992, he underwent the Experimental Test Pilots Course at ASTE, Bangalore. He was the first Commanding Officers of the ALH unit in the Indian Navy and successfully trained pilot and technical manpower for ALH induction in the Indian Navy.

He joined HAL in 2004 and is presently involved in Flight Testing at all helicopters produced by HAL. Gp Capt (Retd.) Hari Nair VM, an NDA Graduate of the 63rd course was commissioned in the helicopter stream in the IAF, in

ROTOR INDIA - Special Edition 2017

December 1983. He graduated from the Defence Services Staff College, Wellington in 1996 and also underwent the Experimental Test Pilot course at ASTE, IAF. He was associated with the initial stages of the Dhruv (ALH) prototype programme, and commanded a combined Chetak-cheetah unit in the western Sector. He then formed and commanded the Sarang Helicopter display Team comprising of Dhruv helicopters, during 2003-2005. He served as Chief Operations Officer, in an IAF base in the North-East. He has clocked about 7000 hours of accident or incident- free flying.

He joined Flight Operations (RW), HAL in 2009. He is presently involved in Flight Testing of the Light Combat Helicopter prototypes at HAL, Bangalore.

Wg Cdr Subash P John VM (Retd) was commissioned in IAF into the helicopter stream in 1989.

He has extensive operational flying in Cheetah and Mi-35 helicopters.

He has flown a number of combat missions as part of Peace Enforcement mission in DRCongo.

He graduated as a Helicopter Combat Leader (HCL) from Tactics and Air Combat Development Establishment (TACDE). He graduated as a test pilot from Aircraft and Systems Testing Establishment (ASTE) in 2000 and was in charge of a large number of trials for integration of weapon and mission systems on helicopters. He was instrumental in flight testing and operationalising the upgraded Mi-35 helicopters.

He was awarded Vayu Sena Medal (Gallantry) in 2002. He was deeply involved in design and development of Rudra helicopters since 2007.

He undertook all flight trials of Rudra helicopters, including weapon systems and mission systems and trained the pilots of Rudra sqn.

Presently, he is actively involved in design, development and flight testing of Light Combat Helicopter (LCH). He has flown over 6000 hours on various helicopters.

Gp Capt MR Anand, VM (Retd) was commissioned on 07 Jun 1986, in the Indian Airforce. He completed his helicopter conversion on Chetaks and then moved on to Mi-8 helicopters. He has about 1000 operations hours on Mi-8 in Srilanka operations and received his VM Gallantry in 1989. He is an A2- QFI, Test Pilot instructor and has graduated from Air command and Staff College in Montgomery, Alabama, USA. He has commanded a helicopter squadron in the East and has been an Air Force Examiner.

He has flown all types of helicopters in the Air force inventory and some from the Navy. He has over 4500hrs of flying and continues to test fly helicopters at HAL, Bangalore since 2012.

Air Cmde S A Kunte VM (Retd) was commissioned on 06 Dec 1985.

He is qualified on Mi-8, Mi-17 Chetak helicopters and has flown over 5500 hours. He is a qualified Flying Instructor & an experimental Test Pilot. He joined HAL is 2012 and is involved in flight testing of all helicopters produced by HAL. Wg Cdr Anil Bhambhani was commissioned in IAF in 1991 in helicopter stream. He converted on Mi 8 helicopters in 1992 and has more than 4800 hrs of flying on various helicopters. He did his QFI course in 1999 and fight test course in 2001. He has been associated with flight testing of ALH, and LCH at HAL since 2006.

An Incident during Prototype testing Remembered

When asked to share any incidence he had encountered during his test flying career that had an impact on him, Wg.Cdr. Upadhyay had this to say - “An experimental test pilot, when he is carrying out proto type testing, has to have all his senses tuned to the machine. Noise, vibrations, unusual feeling, smell, practically the whole self has to be part of the machine. I remember during early stages of Dhruv proto type testing, I was to carry out some tests on the second Proto type. It looked like a normal to start up and take off. As I got air borne and started climbing and turning, I smelt, not felt but actually my sense of smell told me 'there is something unusual'. So I immediately turned towards the helipad and landed across the length. As I touched down, the whole of rear portion, behind the engines was in flames. Crash tenders rushed and took the action and along with my test crew I evacuated the helicopter. A few seconds delay in decision making would have had very serious results. Off course later the cause was established and action taken.�

ROTOR INDIA - Special Edition 2017

FLIGHT TEST ENGINEERS An Experimental Flight Test Engineer (EFTE)is a very important crew member during prototype test flying. His task starts from initial discussions with the designers so as to write down the test programme. Then he discusses this with the Experimental Test Pilots(ETP).

EFTE acts as a test conductor on board and other EFTEs sit in the telemetry room monitoring the progress of the tests and ensuring the safety of the proto type machine. At the end of the flight test the EFTE who was flying debriefs the designers and the certification authorities on the tests conducted and observations on board, The EFTE who sat in the telemetry also gives his observations. And this carries on for each and every flight. He also jointly writes down the flight test report along with the ETP. Without sucjh joint effort prototype testing can not proceed.

Wg Cdr K.R.Ajayaraj (Retd), was commissioned in 19 Feb 1982 and was trained as Maintenance Engineer in Airforce Technical College, Bangalore. He has worked as maintenance engineer in Canberra A/C and MI-8 helicopters.

Subsequently, converted into Flight Engineer in 1985 and has flown Mi8 and IL-76. In 1991 he underwent Flight Test Engineer Course in ASTE AF Bangalore. Since, then he has been Flying ALH and other helicopters. He has flown approx. 3000 Hrs, which include 1000 hr of Test Flying. He is the First Test Engineer to be inducted into Combined Test Force (CTF) which was a Tri Service Organisation to Test, Induct and Monitor ALH development. He has worked as Joint Director in DASR Air HQ (VB) and during this period the ASR for LCH was issued. He joined HAL in 2004 and continue to Flight Test the helicopters in HAL.

Cdr V S Kumar (Retd) was Commissioned in to the Marime Engineering Branch of Indian Navy, in Aug 1986. After his initial training at INS Shivaji at Lonavala, he specialized in Aero Engg in 1990 at NIAT, Kochi. In 1992, he was deputed to ASTE, IAF to become the first FTE of Indian Navy. In 1994, he converted as Flight Engineer of TU-142 M and has flown close to 1500 hrs on the aircraft. In 1998, he underwent the staff course at DSSC, Wellington. In 1999, he served as the Engineering Officer of INS –Sutlej. From 2001, he has been closely associated with indigenous helicopter project ALH, and was responsible for the Engineering aspects of the Integration of the helicopter in the Navy in 2007. He obtained PMR from Navy and joined HAL Flight Operations Deptt.(RW). Presently he is involved in the Experimental Flight Testing of all helicopters produced by HAL.

Gp Capt Pupinder Singh (Retd) was commissioned on 14 Dec 1991 and got trained on helicopters.

During the initial years, he has operated extensively as a Helicopter Pilot in the IAF. He has flown all types of helicopters with armed forces in varied and challenging terrain from offshore operations to high altitude of Siachen glacier.

After his tenure in prestigious Attack Helicopter Squadron, he was selected for Flight Instructors Course in 1998. He graduated as an Experimental Test Pilot from Air Force Test Pilots’ School, ASTE in 2002. On completion of the course, he was actively involved in flight-testing of helicopter upgrades, helicopter envelope expansion and evaluation of night vision devices. He served as Flight Commander and also Commanded another Helicopter Unit. He has worked as project pilot for monitoring the IAF helicopter projects. At Service Headquarters he has been involved in the procurement of helicopters along with D&D of indigenous helicopter projects at HAL. He joined HAL in 2016 and is presently involved in flight-testing of all helicopters produced by HAL.

ROTOR INDIA - Special Edition 2017

HAL Conducts Technical Flight of Indigenous Light Utility Helicopter (LUH)

Bengaluru, Sept 6, 2016: Achieving yet another significant milestone, HAL conducted a technical flight of indigenous Light Utility Helicopter (LUH) in Bengaluru. The helicopter lifted at 1210 hours and was in the air for 15 minutes at HAL facilities. The flawless flight was carried out

by HAL test pilots.

This event marks an important and significant beginning for prototype testing of LUH. This is the third indigenous helicopter product from the stables of HAL after ALH and LCH. Apart from replacement of ageing fleet of Cheetah / Chetak, LUH is expected to capture a sizeable share both in domestic and international market.

Wg Cdr R Selvaraj (Retd) has graduated from PSG College of Technology, University of Madras in the year 1981. He was commissioned into the Indian Air Force in 1982.

He was initially trained on Maintenance & Flight Engineer roles in helicopters.

He has subsequently undergone the Experimental Flight Test Course as Flight Test Engineer course (FTE) held at Air Force Test Pilots School (AFTPS), ASTE in 1990-91. Subsequently he served as Instructor & as Chief engineering Instructor at AFTPS, ASTE. Apart from performing Maintenance duties from Chetak to Mi26 Helicopters, he has done Operational Flying on Mi-8 & Mi-26 helicopters and Flight Testing on various types of helicopters. He has also conducted training of Maintenance & Flight crew on Mi-26 helicopter.

He has held the appointments of Commanding Officer of Mi 26Helicopter Training Establishment, Deputy Director of Projects at Air HQ (VayuBhavan) &Officer commanding at Technical Support Squadron at ASTE. After 22 years of IAF service, he joined HAL as Flight Test Engineer in 2004 and has been participating in Flight Testing of all helicopters

designed and developed by HAL. He has more than 2500 hours of Operational & Flight Test flying. He was part of ALH (Dhruv) High Altitude trails at Sonam, Siachen Glacier and Airshows at Paris & Farnborough, London. He is presently the Project Flight Test Engineer for the indigenously designedLight Utility Helicopter (LUH).

Col. Ranjit Chitale (Retd) was commissioned in June 1989 and served Army in various capacities as OC Maintenance, Dir EME (Avn) and has commanded Stn Wksp at Kolkata. He is post graduate in Aero from IIT Chennai and involved in weaponisation of ALH/LCH programmes.

Mr. N.C. Karnic (Retd) was appointed in HAL as Management Trainee on 01 Jan 1987. He underwent the Flight Test Instrumentation Engineer Course at ASTE, Bangalore in 1990-91. Since 1991 he has been associated in Flight Testing of ALH, LCH, Cheetal & LUH helicopters.

ROTOR INDIA - Special Edition 2017

Driven by Expertise Led by Commitment

The Light Utility Helicopter (LUH) is the third indigenous helicopter product from the stables of HAL after ALH and LCH. Flawless technical flight of the LUH was carried in Bengaluru, on September 6, 2016. The helicopter is designed to carry out various utility roles such as reconnaissance, transport, cargo load and rescue operations. The helicopter can operate from sea level to high altitudes of Himalayas.

www.hal-india.com

>> HELICOPTER TRAINING

HATSOFF : The Epicentre of Helicopter Training In the last few decades, helicopters have been inducted in operations in India in both civil and military fields in a big way. In addition, there has been increase in their roles and tasks. The contemporary advances in technology make them do these tasks proficiently. However, use of such technology requires that the crew is well trained to handle all missions in safe and efficient manner.

Therefore, the increased costs of training and requirement for training across a variety of roles have brought into focus simulator training in helicopters.

civil type rating training and 65 percent of military training from basic type rating to fully operational status is traditionally carried out on level D FFS in most advanced militaries. The Indian helicopter industry has also firmly incorporated simulator training into its training philosophies.

While fixed wing simulators with sufficient fidelity to ensure effective training have been in use for decades, there had been a lack of high fidelity simulators for helicopter training. This is because helicopter simulators require a much more complex aerodynamic model and terrain model than fixed wing simulators. It is only in the last decade or so that simulation technology has advanced to a state where a helicopter and its flight, including malfunctions, can be represented with the requisite levels of fidelity. It is now recognized modern flight simulators can do training in real time exercise environment as is being on the actual helicopter. This reduces the costs of training drastically and permit training in a more effective and safe manner. In fact, up to 80 % of

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It is to support the growing need for a high end simulator training facility in India that HATSOFF Helicopter Training Pvt Ltd was established in 2008. HATSOFF is a joint venture between one of the world’s premier Defense and aerospace companies, Hindustan Aeronautics Limited (HAL) of India, and CAE, a global leader in simulation and integrated training solutions.

The facility offers type rating and recurrent training for Bell 412/212 and Dauphin N/N1/ N2/N3 operators on EASA and DGCA approved level D FFS. A DGCA approved Dhruv Conventional / civil level D FFS and Level 3 FTDs for above three types are also available, which are being utilized by Dhruv pilots of the Indian Armed Forces. The FFS for military version of Dhruv is also planned for induction. The military Dhruv FFS is a Full Mission Simulator (FMS) offering complete training solutions including all kinds of mission training including NVG, NOE, and weapon delivery training. The Dhruv FMS

ROTOR INDIA - Special Edition 2017

>> HELICOPTER TRAINING will also have Computer Generated Forces (CGF), which are battle entities which can be incorporated into the visuals, and are capable of being programmed to move, paint with their radars, acquire and fire at the helicopter.

This enables practicing missions in a fairly realistic battle scenario, and also collective training.

FFS at HATSOFF. The scope of military training will expand to mission and armament training once the military Dhruv FFS is inducted. Bell 412 pilots from Japan and Srilanka, as well as Dauphin pilots from Canadian Helicopter Corporation (CHC) operating out of Kazakhstan also train at HATSOFF. Marketing efforts are on to capture the potential markets for Bell 412 in Indonesia and Thailand, as well as Dauphin in Japan, Malaysia and South Korea.

The facility has built in spare capacity in terms of bays, power and classroom infrastructure to add another FFS as required. This spare capacity would be utilized either for simulators for LCH and LUH, or to support simulator training on other helicopter inductions planned by the armed forces.

A simulation facility needs not only the simulators, but also extensive infrastructure required for conduct of training and maintenance. HATSOFF has eight multi class rooms, briefing and debrief rooms with facility to recall recorded simulator sessions on a four screen display. For the military Dhruv, a Scenario development station and an off-board Instructor Operating Station (IOS) offer flexibility in the tactical aspects of the training.

Since the facility operates round the clock, and simulator sessions are run back to back, there was a need to

With several helicopter inductions planned by the armed forces in the next few years, plans would necessarily be made to set up simulator facilities to address the training requirements beyond those on offer at HATSOFF. Over and above the costs associated with build of a FFS, much of the initial and recurrent costs involved relate to infrastructure, and manpower. Also, the skills and knowledge required to set up, operate and maintain run a simulator facility are different from those required for a helicopter company or squadron. With the requirement to periodically rotate the location and assignments of its manpower, the Armed Forces will find it difficult to gain and retain these skills. It is therefore both cost effective and efficient to outsource the project management for setting up, and thereafter opt for outsourcing OMT services. HATSOFF, with skills obtained over 6 years of highly successful operations and proven customer satisfaction, can offer project management and OMT services with a high degree of credibility.

Simulators have now become an indispensable tool for training.

Increasing costs of training and complexity of helicopters have made it necessary for both civil and military helicopter industry to look to simulators for effective training. Simulators are not only a very effective training tool for emergency handling, Instrument Flying and Mission accomplishment, but are also cost effective. With high fidelity simulators permitting high quality comprehensive training from basic training to mission training, it is now time for the Indian helicopter industry to embrace this training tool as has been done elsewhere in the world.•

counter the uncertainties of travel time caused by traffic, and commute logistics that would arise if trainees were staying in different hotel across Bangalore. The 10 room Air Crew Residence (ACR) within the complex has modern facilities to match business hotels, and has simplifies travel and living issues for trainees.

HATSOFF has managed to capture 100 % of the domestic market for civil simulator training for Bell 412, Dauphin and Dhruv helicopters. The Indian Armed Forces operating Dhruv helicopter also train extensively on the Dhruv

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>> HELI PILGRIMAGE

Helicopter Pilgrimages GVHL operate several helicopters dedicated to Religious Tourism, servicing a range of significant sites, primarily in Northern India. GVHL were the first company to introduce the AS350B3 helicopter to these operations and once again, in mid 2015, GVHL became the first company to introduce the all new Airbus H130T2 helicopter, providing our guests with the ultimate experience in safety and comfort. With our second H130T2 having recently entered service in June 2016, the pilgrims for Shri Mata Vaishno Devi Yatra shall enjoy an unmatched and truly elite flying experience.

Some of the popular pilgrim sites of GVHL helicopter operations include: Shri Mata Vaishno Devi Yatra Vaishno Devi is one of the most sacred and popular pilgrim destinations in the country. Global Vectra operates two helicopters all year around, facilitating movement of pilgrims from Katra to Sanjichat. Over the last five years we have ferried over a million passengers on this sector.

Shri Amarnathji Yatra The famous, but often treacherous trek to the Amarnathji Shrine, located at 13,000 feet, is now made far easier and infinitely quicker by use of helicopters from GVHL. We operate three helicopters during the Yatra, which is generally held for about 6 to 7 weeks starting at the end June or early July each year. Our operations take place from Sonamarg / Pahalgam to Panchtarni and pilgrims can visit the Shrine and be back in just one day.

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Kedarnath Yatra Kedarnath is one of the most famous ‘Jyotirlings’ in India.

Helicopter flying is undertaken from the helipad located at Sitapur, which is adjacent to Sonprayag (the road head for Kedarnath). Services are available from Akshay Tritiya till Bhai Dooj with a break in flying during the monsoon.

Machail Yatra A lesser known pilgrim destination in the Kishtwar district of J&K is the Machail Mata. GVHL operates helicopters from Gulabgarh to Machail and now makes it possible to complete the three day Yatra in one day. The Yatra takes place in the months of July / August each year.

Mani Mahesh Yatra In the scenic abode of the Gods in Chamba District of Himachal Pradesh, is the picturesque pilgrim destination of Mani Mahesh. Helicopters operate from Bharmour to Gaurikund during the month of August every year.

Hemkund Sahib Hemkund Sahib is the highest Sikh place of worship and is located in Chamoli district of Uttarakhand at an altitude of 15,000 feet. Helicopter operations take place from Govindghat to Govinddham, making it possible to complete this three day trek in one day. Operations take place from end of May to end of September / early October each year.

In addition to the Religious Tourism sector, GVHL provide a variety of aircraft and location options for tailored tourism activities and we welcome any enquiry at: globalhelicorp@gvhl.net

ROTOR INDIA - Special Edition 2017

INTRODUCTION OF LOW COST Helicopter Emergency Medical Services in India I was asked by Dr. R.K. Tyagi, then CMD Pawan Hans in August 2007 to come out with a proposal for quick modification of a Dauphin AS 365 N3 from passenger version to a configuration that can handle Emergency Medical Evacuation from offshore helidecks.

After receiving the approval for my detailed proposal to convert a Dauphin AS 365 N3 helicopter in association with Pawan Hans Team and other members, we started the work on fitment of Emergency Medical Equip on Dauphin AS 365 N3 helicopter of PHL in early Sep’07 at the Madras Airport Hanger. After completing the modification work by Dec’07, the helicopter was ferried to Juhu Heli Base wherein a few test flights were conducted in and around Mumbai. Subsequently, the helicopter was shown to the then Chief of Medicine at ONGC for his approval. Later, in the last week of December 2007, DGCA representative at Mumbai inspected it and gave his approval for the modification. I then signed a Joint Declaration with the CMD PHL, Chief Medical Officer ONGC for its suitability in Emergency Medical Evacuation role. Another Dauphin AS 365 N3 helicopter of PHL was also modified by me in June 2010 for Medevac.

I was also involved in the fitment of all Emergency Medical Equipment in the first dedicated helicopter approved by DGCA with Registration No. VT-ICU for use in India for aero medical evacuation in June 2011.

Low cost conversions for PHL Lts were done to meet emergencies. In retrospect I feel that there is a grave need to follow medical protocol if such modifications are attempted in future by Helicopter Operators.

Dr. G Sairamanan MD and PHL Team which carried out fitment of Emergency Medical Equip on Dauphin AS 365 N3 helicopter of PHL in early Sep’07 at the Madras Airport Hanger.

Passenger cabin of the Dauphin AS 365 N3 modified to accommodate a lying patient and medical equipment.

Dr. G. Sairamanan was involved in fitting Emergency Medical Equipment in AW 109 Helicopter of OSS Air Pvt Ltd which was approved by DGCA with the Registration No: VT-ICU, reportedly the first dedicated HEMS helicopter to enter service in India in June 2011.

About Dr. G. Sairamanan MD, CCAT (UK) Critical Care & Flight Physcian He is a Senior Flight Physician and Navigator with Global Air Assist Pvt Ltd and trained and certified by University of Surrey in Aero MedicalTransport Medicine. He is also a Senior Physician at the Apollo Hospital, St. Isabel’s Hospital and Kauvery Hospital in Chennai and Governing Council Member of RWSI and Vice President of HEMS Foundation of India.

He also holds Post Graduate Diploma in Aero Medical Transport Medicines / Medical Retrieval, UK and certified Helicopter Flight Medical Crew, UK. His company, Global 999 EMS Pvt Ltd operates Ground Ambulances for NHAI in Telangana, Karnataka, Andhra Pradesh & Tamil Nadu & at the Port of Chennai for Port of Singapore Div. He has also been personally involved in over 200 medical transfers (National & International).

As a member of the Rotary Club of Chennai Presidency, he has conducted numerous medical camps for the poor in rural areas. He was awarded Dhanwantri Award by Rotary Club in 2012.

His aspiration is to make “Aero Medical Evacuation” a reality to AamAdhmi in India free of cost. In propagating this concept, he has given numerous programmes in the Electronic Media. He is also a media journalist with DoordarshanTV(Tamil). Contact no +91-9840099639

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ROTOR INDIA - Special Edition 2017

HELIICOPTER EMERGENCY MEDICAL SERVICES FOUNDATION OF INDIA

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0 01 TRA 7/2 TION No. 104

DGCA TYPE ACCEPTANCE 1st February 2017 Airbus Helicopters is pleased to inform you that the H145 has received its certification from DGCA, India.

The H145 is the worldwide best-selling twin engine helicopter in 2016 with 80 bookings and more than 100 deliveries!

Designed to deliver excellent performance throughout the flight envelope, Airbus Helicopters’ H145 is the latest member of its 4-ton-class twin-engine rotorcraft product range – with designedin mission capability and flexibility, especially in high-and-hot operating conditions. Compact in size, this helicopter’s small footprint and large and flexible cabin make it the aircraft of choice for a variety of civil missions.

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ROTOR INDIA - Special Edition 2017

A joint venture of NYCO, France, Indian Oil Corporation Ltd., and Balmer Lawrie & Co. Ltd.

High Performance Aviation Lubricants for Military and Civil Aircraft

Avi-Oil India [P] Ltd. Phone : +91-11-23730607 / 8 / 9 E-mail : marketing@avi-oil.com

The Story of Self-reliance in Aviation Lubricants Until the advent of AVI-OIL, aviation lubricants for the Defence force such products were being imported. To achieve self-­reliance in this strategic area, AVI-OIL India [P] Ltd., was established as a Joint Venture between Indian Oil Corporation, Balmer Lawrie & Co Ltd. & Nyco, France. A wide range of products for aircraft, military and industrial equipment are being now produced at the manufacturing facility located at village Piyala, in District Faridabad, Haryana, 45 km from New Delhi.

AVI-OIL has been supplying aero-engine oils, hydraulic fluids, greases and preservatives to Indian Defence Services since 1994. These critical products have been evaluated by various approving agencies abroad responsible for qualification of aviation lubricants. AVI-OIL is the only company whose products are approved by the Centre for Military Airworthiness and Certification (CEMILAC), Ministry of Defence. AVI-OIL is registered with Directorate-General of Aeronautical Quality Assurance (DGAQA), as an eligible manufacturer of aviation lubricants.

AVI-OIL has the approvals for its products from major aircraft Design Bureaux like MiG, Kamov, Antonov, MIL Helicopters, Ilyushin, Yakovlev, Sukhoi, Eurocopter and engine manufacturers like Rolls-Royce, Turbomeca, Snecma, International Aero Engines, Pratt & Whitney Canada, CFM and Teledyne Continental Motors.

AVI-OIL also has products approved for use on the Advanced Light Helicopter (ALH) designed by Hindustan Aeronautics Ltd. and the Light Combat Aircraft (LCA) designed and developed by the Defence Research and Development Organisation (DRDO).

Products available comprise a full range of oils, greases, protectives and specialities for all the aircraft operating with the Indian Defence Services including the recently inducted Sukhoi SU-30 MK1 and the IL-78M Flight Refueling Aircraft of the Indian Air Force.

These efforts have resulted not only in timely supplies of products to the Defence Services, but have led to several other benefits such as reduced inventory at user level, provision of technical services and documentation and creation of the basic facility without which the country could have continued to rely on imports for generations to come.

Without Avi-Oil, the Defence forces would have had to resort to imports of these products which can prove to be expensive, longer lead times and supply chain vagrancies in this critical and strategic area.

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Bell Helicopter’s Leadership Role in Designing State of the Art Helicopters Founded in 1935 as Bell Aircraft Corporation, Bell Helicopter continues to set the pace for the industry and expand the scope of vertical lift. An industry leader with unmatched name recognition, Bell Helicopter was the first to obtain commercial certification for a helicopter. Over our rich 80-year history, Bell Helicopter has delivered more than 35,000 aircraft to our customers around the world. Customers include both commercial and military customers around-the-world.

With forward thinking in advanced concepts, Bell Helicopter invented tiltrotor aircraft. These unique aircraft lift like a helicopter, then fly like an airplane with twice the speed, three times the payload and five times the range of traditional helicopters. Aerospace and aircraft will never be the same.

Headquartered in Fort Worth, Texas, Bell Helicopter has additional plants in Amarillo, Texas and Mirabel, Canada. We maintain key logistics supply and service centres in Amsterdam, Prague, Canada and Singapore as well as in the United States. As the world’s premier provider of vertical lift aircraft, Bell Helicopter continues to deliver superior customer support and services.

Bell Helicopter is committed to meeting the Make In India requirements through robust and proven technology transfer and developing significant indigenous content. The company has demonstrated a deep commitment to Make In India through the successful delivery of more than fifty Bell 407 cabins from Dynamatic in Bengaluru in support the company’s commercial production needs. Bell Helicopter is committed to partnering with Indian industry to develop and deliver on development which grows jobs, technology and industrial capability in India.

Bell 412EPI, Helicopter of Choice for Search and Rescue Since the Bell 412 was first introduced,customers have come to rely on the aircraft’s capabilities and versatility in accomplishing a wide range of missions including utility, commercial and parapublic operations that includes search and rescue. The legacy of the Bell 412 continues to make its mark on the industry with the enhancements made on the Bell 412EPI that entered the market in March 2013.

“The Bell 412 is known around the world for its rugged reliability to perform the toughest of missions, and the new EPI offers improved performance with a state-of-the-art integrated avionics suite that improves situational awareness and reduces pilot workload,” said Sameer Rehman, Bell Helicopter’s managing director of Asia Pacific.

The Bell 412EPI is a multi-mission capable aircraft first introduced in March 2013.It improves on the Bell 412EP platform with the Bell BasiX Pro™ fully integrated glass flight deck, providing critical flight information at a glance for greater situational awareness and safety, allowing it to operate in a variety of mission sets including search and rescue, corporate transport, utility and military operations.

The avionics suite also includes high resolution digital maps, electronic charts and approach plates, ADS-B transponder and optional HTAWS and XM satellite links. The Bell 412EPI also incorporates the power of Pratt and Whitney’s PT6T-9 Twin Pac® engines, providing 15 percent more horsepower than the standard Bell 412. The Bell 412EPI features the BLR Strake and FastFin® 40

system, which modifies the tailboom to optimize airflow and improve handling, safety and lift.

With a max cruise speed of 122 knots, max range of 364 nautical miles and useful load of 4,829 lbspounds, the Bell 412EPI is designed to bring enhanced value to customers, who include the Canadian Coast Guard, the Czech Police, Aomori Prefecture, Japan, and the National Operations Centre Air Division (NOCAD), Trinidad & Tobago.

“We know the entire globe is relying on our aircraft to complete their missions, and we are honored by our customer’s noble missions around the world,” added Rehman.

The Bell 429WLG provides new capabilities for Parapublic operations After having unveiled the Bell 429WLG in late 2013, Bell Helicopter completed its first North American delivery of the aircraft in early spring, and recently flew almost 30 Bell 429WLG sorties with the support of the Vietnam Helicopter Corporation to introduce the wheeled rotorcraft to the southeastern Asia country.

Adding a new dimension to the versatile Bell 429, the Bell 429WLG combines the advanced capabilities and adds the operational flexibility of retractable-wheeled landing gear. This added gear makes the Bell 429WLG ideal for both repositioning in limited spaces and situations that require ground taxi, such as positioning closer to fixed-base operators. Additionally, its exceptionally spacious cabin, excellent avionics options and impressive power and range make it an ideal helicopter for a variety of parapublic missions. The Bell 429WLG delivers exceptional performance with state-of-the-art single and dual pilot instrument flight rule capabilities.

The Bell 429 can be configured for multi-missions to be utilized for both airborne law enforcement operations and helicopter emergency medical services (EMS) including patrol, surveillance and search and rescue. The Bell 429 sets the standard for police and EMS operations with its generous cabin volume, hoist and singleengine fly away capability, and smooth, quiet ride.

A fully integrated glass cockpit with two or three multi-function displays, dual digital autopilot and an integrated electronic data recorder help increase situation awareness and safety margins. The Bell 429 model is the first helicopter certified through the MSG-3 process, resulting in reduced maintenance costs for operators.

“Bell Helicopter has traveled to a number of countries showcasing the aircraft’s ability to provide support for a wide range of mission profiles,” said Rehman. “As it continues to gain recognition across the globe, the Bell 429WLG is impressing customers with its versatile capabilities, and exceptional speed, range and performance.”

It delivers 152 knot (282 km/h) speed with a state-of-the-art cockpit featuring single pilot IFR and WAAS precision approach capabilities. Offering exceptional safety features, the helicopter offers a collective mounted throttle, damage tolerant hub and rotor system and energy attenuating seats. In addition to offering outstanding product features, the Bell 429WLG is backed by Bell Helicopter’s renowned in-service support, voted #1 by customers for twenty-two years running.•

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Honeywell: Safety, Tracking and Power for Helicopter Operators Honeywell has been in the helicopter business for over 50 years and has content on numerous platforms, ranging from engines to navigation to health monitoring systems. Customers in various industries around the world from emergency medical services to militaries rely on Honeywell’s engines and services to make daily tasks safer and easier.

Power for Performance Honeywell is actively involved in the helicopter engine business and provides power for many different platforms.

The LTS101 and HTS900 engines can be found on many different commercial helicopters around the world and engines like the T55 are currently in use on military helicopters worldwide. The newest member of Honeywell’s engine family, the HTS900, helps engines perform in hotter and higher environments and is characterized by its light weight and low-specific fuel level consumption.

Did you know?

•

Since it was delivered in 1975, more than 2,100 LTS 101 engines have been delivered to customers around the world.

•

The LTS 101 engine powers many different helicopters including the Bell 222, the Airbus BK117 and AS350, as well as the Avicopter AC311

•

To date, more than 6,000 T55 engines have been produced, logging some 12 million hours of operation on the Boeing CH-47 Chinook and MH-47 helicopters

•

The HTS900’s increased shaft horsepower output improves the payload capability of the helicopter by 40% at 12,000 feet

Systems for Safety In addition to the engines needed to carry out important tasks, Honeywell also provides customers with services necessary to keep crew and passengers safe and comfortable while in the air. The Aspire 200 Satcom System provides voice and data connectivity while the Sky Connect Tracker delivers total situational awareness and helps dispatchers manage aircraft with a complete tracking and communications system.

In addition to communication and tracking, it’s also important for helicopter pilots to be aware of what’s going on with their aircraft. Honeywell helps make this easier by with the Mark XXII Enhanced Ground Proximity Warning System (EGPWS), which lets pilots know if they’re too close to terrain, are descending excessively and many other key pieces of information. Think of it like a GPS on steroids.

Did you know?

• The Aspire 200 Satcom System provides connectivity through the Inmarsat I-4 satellite network, which has worldwide coverage.

• Sky Connect Tracking System allows pilots and dispatchers to send text messages back and forth to communicate simple messages to each other.

• EGPWS was first introduced by Honeywell in 1996 and has helped significantly reduce the risks associated with controlled flight into terrain (CFIT), windshear and optional runway incursions/over-runs. It is applicable on both airplanes and rotorcraft.

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SAAB IDAS : Self-Assured Survival for Helicopters

T

o survive the modern battlefield, military aircraft require selfprotection systems that are capable of detecting the threat, indicating the presence of the threat and ensuring that the appropriate countermeasure is activated in order to successfully defeat the threat. The self-protection system needs to operate in an emissions-cluttered environment, and as it is not normally deemed prime mission equipment, it needs to be low in terms of size, weight, power and cost.

Saab’s Integrated Defensive Aids Suite, commonly referred to as IDAS, is an Electronic Warfare (EW) self-protection system specifically designed for use on airborne platforms. Unlike other federated EW systems, IDAS is fully integrated and requires only a single controller to perform radar warning, missile approach warning and laser warning. The controller provides visual and audio information to the aircrew and, in addition, controls the countermeasure dispensing system. ‘Fully integrated’ does not only mean that all these functions are controlled from a single controller; the IDAS system also includes the tools required to program the threat libraries, countermeasure dispensing sequences and analysis of onboard EW recordings.

Being a fully integrated system allows the support of the complete electronic warfare system to reside under one roof. This greatly benefits the end user in that the support for the entire system is secured for its intended operational life.

Despite its integrated design, its modular system architecture allows for IDAS to be configured in any combination of the three sensor types as user requirements may dictate. CIDAS (Compact IDAS) is a variant of IDAS and is a configuration that excludes the radar warning system functionality. CIDAS is particularly suited for smaller platforms where size and weight are restricted.

The Radar Warning System detects Radiofrequency (RF) signals emitted from radars that form part of an integrated air defense system, alerting the pilot to a possible enemy position. The type of radar used, the mode of the radar, and direction & range of the threat are displayed to the aircrew. The radar-warning function features a compact, wide-band, high-sensitivity solution with high probability of intercept.

The Laser-Warning Functionality features high sensitivity, excellent threat coverage and exceptional probability of intercept for both single and multi-pulse emissions. A unique feature of the LWS-310 is that it not only classifies laser emissions, but can also identify laser emissions through a user-programmable threat library, thereby classifying the type of laser threat as either a rangefinder, designator, beam rider or dazzler.

The MAW-300 Missile Warning Sensor features a unique optical design that ensures high sensitivity equating to long detection range. Each sensor uses a dedicated digital signal processor making use of a distributed, hierarchical data-processing architecture to ensure optimal utilisation of information in real time. The MAW42

300 sensor is in production for numerous platforms. It has been field-tested and verified against numerous live missile firings under in-flight dynamic conditions. The angle of arrival information accuracy of the MAW-300 is suitable to cue a Directed Infrared Countermeasure (DIRCM). Integration with the Miysis DIRCM was successfully demonstrated as part of the SALT II (Surface-to-Air Trail II) live-fire trial hosted by FMV in Sweden during May 2014.

The BOP-L Countermeasure Dispensers (CMD) are controlled via a fully integrated chaff-and-flare dispenser controller that resides in the IDAS system controller. Manual, Semi-Automatic and automatic modes are available to the aircrew. The automatic mode allows for immediate dispensing upon threat-identification according to the pre-defined EW library. The dispensing techniques can be defined in the threat library for the EWC and uploaded to the system on the flight-line. The jettison of all payloads is possible in all modes of operation under emergency conditions.

The CMD system can handle mixed payloads per dispenser and accommodates the dispensing of covert Infrared countermeasure flare. The IDAS system is fully supported by dedicated flight-line stimulators for each type of sensor and chaff-and-flare test blocks for the dispensers. Apart from O-level support, the flight-line test equipment is capable to verify system serviceability prior to mission take-off.

IDAS has achieved outstanding operational success with a growing list of customers in Europe, Asia, Africa and the Middle East. The product has been ordered/installed on helicopters, commercial transport aircraft as well as fighters. Platforms on which IDAS has been installed include Oryx, Puma, Cougar/Super Puma, Rooivalk, A109, Super Lynx 300, Dhruv, Chinook, Hawk, C-130, Su30, NH-90, Embraer 120, Gripen, Saab 2000 & ERIEYE, Dash-8 and Tornado.

Saab’s IDAS system has been selected as the electronic warfare self-protection system for the Indian Army’s and Air force’s Advanced Light Helicopter (Dhruv). Saab has signed a Long Term Business Agreement with HAL for the supply of IDAS, which will include the transfer of technology of the system.•

ROTOR INDIA - Special Edition 2017

SAFRAN HELICOPTER ENGINES

Focused on Customers

Every 9 seconds, a helicopter powered by Safran Helicopter Engines (erstwhile Turbomeca) takes off somewhere in the world. With one in every three helicopter engines sold in the world being from Safran HE, it is the world leader in helicopter engines and is the only manufacturer doing business exclusively in this market.

With the broadest range of turboshafts in its product range, providing from 500 to 3,000 shaft horsepower, Safran HE strives to be the first-choice of any manufacturer for the entire helicopter industry and thus, to sustain this market growth. It has a workforce of 6,300 employees worldwide, of which 5000 are based in France. In 2014, Safran HE produced and delivered around 900 new engines, and repaired 1700 engines.

Since its foundation in 1938, Safran HE (a SAFRAN company) has produced over 72,000 turbines out of which 18,200 are in service. The company has more than 2,500 customers in 155 countries. Safran HE has 15 sites and operates on each continent, providing its customers with a proximity service through 36 distributors and certified maintenance centers, 18 repair & overhaul centers, and 90 field representatives and field technicians.

Extensive Product Range Safran HE today works with all the major helicopter manufacturers of the world and commands a leading market share of 29% of all helicopter engines delivered worldwide. This is made possible by the broad range of engines catering to the needs of every category of helicopter. The range of Safran HE engines – which are named after peaks, lakes and valleys in South West of France – are organised into following seven families: • Arrius (450 to 750 shp) – 1.5 to 3.5 ton helicopters • Arriel (590 to 990 shp) – 2 to 5 ton helicopters • Arrano (1,100 to 1,300 shp) – 4 to 6 ton helicopters • MTR390 (1,250 to 1,450 shp) – 6 to 7 ton helicopters • Ardiden (1,400 to 2,000 shp) – 5 to 8 ton helicopters • Makila (1,800 to 2,100 shp) – 9 to 12 ton helicopters • RTM322 (2,100 to 2,600 shp) – 10 to 15 ton helicopters

Safran HE in India Safran HE India Engines Private Limited was set-up at Bangalore in 2009 as an interface with its Indian operators.

This involves providing technical and liaison support to its Indian customers in both military and civil sectors.

While support to the military operators is through the Indian helicopter OEM – Hindustan Aeronautics Limited (HAL), the civil operators are provided direct support by the engineers and staff of Safran HE India. Currently, Indian Armed Forces are the largest users of the Safran HE engines in India with over 1,500 engines (Artouste IIIB, TM333 2B2, TM333 2M2, Ardiden 1H1/Shakti and Adour) flying on their helicopters and Jaguar and Hawk aircrafts. This figure is likely to rise to about 2,500 engines by 2023. The largest Indian helicopter service provider Pawan Hans Limited (PHL) along with other operators in India and its neighboring countries are supported by Safran HE India in the civil sector.

The association of Safran HE with HAL dates back to the early 1960s with the integration of Safran HE’s Artouste IIIB engine to power Cheetah (Lama) and Chetak (Alouette III) helicopters produced under licence by HAL. Since then this partnership has grown from strength to strength with Safran HE today powering HAL‘s indigenously produced Dhruv helicopter. This exclusive relationship between HAL and Safran HE will be consolidated further with the introduction of Safran HE engines on the two latest helicopters under production by HAL – Light Combat Helicopter (LCH) and Light Utility Helicopter (LUH).

Safran HE’s association with India is likely to be strengthened further with the decision of the Indian government to induct almost 200 Ka226T helicopter to meet the urgent needs of its armed forces. This platform is powered by its newest member of the Arrius family – Arrius 2G1. In line with the “Make in India” strategy of the Indian government, a considerable portion of this engine is likely to be built on Indian soil. In addition, Safran HEand HAL reached an agreement to set up an aero-engine MRO facility in India for maintenance, repair and overhaul of turboshaft engines operating in the region. Consequently, the foundation of the Helicopter Engines MRO Pvt Ltd (a Safran – HAL Joint Venture) was laid at Goa in October 2016.

Preparing for the future Market forecasts indicate that approximately 42,000 helicopters would be delivered in the next 20 years taking the fleet strength of helicopters to more than 60,000 worldwide. The demand is expected to be roughly equal for single and twin-engined helicopters. 50% of the helicopters to be produced should result from renewals of existing fleets while the other half corresponds to new needs worldwide, majority of them being driven by

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growing markets. Demand for new helicopters would come from countries like India and China, where airspace restrictions are expected to be relaxed.

Through powering new-generation rotorcraft like the Airbus Helicopter H160 and the Bell 505 Jet Ranger X, this company from the SAFRAN group remains at the leading edge of aero-engine innovations. It invests a significant share of its revenues to prepare for the future, by developing engines with enhanced performance in terms of delivered power, while reducing both fuel consumption and polluting emissions. In fact, at Safran HE, the future is already a reality with new engine variants in the pipeline.

Among these are Arrius 2R (for Bell 505 Jet Ranger X) and Arriel 2E (for H145). By the end of the decade, Safran HE’s helicopter engine portfolio will include three brand new engine families: Arrano, Ardiden 3 and HPE (High Power Engine). These are elaborated below.

• Arrano is a new 1,100 to 1,300 shaft horse-power engine designed for two to three ton single-engine helicopters, and for twin-engine machines weighing four to six ton. One major benefit of this is a 10 to 15% reduction in specific fuel consumption compared to current turboshafts. It delivers improved range and payload while reducing environmental footprint. It incorporates numerous new technologies directly benefiting from Safran HE’s Research & Technology strategy: a two stage centrifugal compressor, a reverse flow combustion chamber and cooled turbine blades. Arrano will be the only engine in its class to deliver a double-digit reduction

Ardiden 3

HPE

expansion strategy, targeting the heavy (10 to 15 ton) civil helicopter market. An upcoming engine demonstrator and the acquisition of the Rolls-Royce share in the RTM322 now a 100% Safran HE engine - are helping mature advanced core propulsion technologies for this new family of engines.

“We keep you Flying” Safran HE has been designing and manufacturing engines for close to 80 years. However, had it focused solely on these activities, it would not have become the progressive industry-leader it is today. In keeping with its core values of “safety, reliability, innovation and proximity”, Safran HE offers a range of services. While clients have routinely come to expect them all, these products as well as services have taken shape though a long evolutionary process taking Safran HE well on its way to be the first-choice manufacturer for the entire helicopter industry. in specific fuel consumption. As a first application, it will power the new Airbus Helicopters H160.

• Today Ardiden 3 is the only new-generation 1,800 shaft horse-power engine in the market. Ardiden 3 is specifically designed for twin-engine helicopter weighing six-to-eight tons. It will power China’s AC352 and the Russian Kamov Ka-62.

• HPE (High Power Engines) is a new family of engines in the 3,000 shaft horsepower range being developed by Safran HE as part of its product range 44

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About the Author [ Amitabh Mukherjee has served the Indian Army in various capacities in Operational, technical, instructional and administrative roles. Positions held by him include Group Head of a manufactring facility, Chief Engineering officer of an operational Army Aviation helicopter squadron, and Chief Maintenance Engineer (Aviation). Amitabh currently works as Director (Business Development) with Safran Helicopter Engines (HE) India. He holds a Masters’ degree in Aerospace Engineering from Indian Institute of Science, Bangalore. ]

HELICOPTER ENGINES

Conception/Réalisation : Free-Lance’s l’Agence - ©Getty Images

FOCUSED ON YOU

Safran is the world’s leading manufacturer of helicopter engines.

It offers the widest range and supports 2,500 operators in 155 countries with one constant aim : to stay focused on their missions and to keep their helicopters flying every day, everywhere.

safran-helicopter-engines.com : @SafranHCEngines

STAKEHOLDERS Recommendations A national seminar on ‘Make in India’ Civil & Military Helicopters: Emerging Opportunities & Challenges, was held by the Rotary Wing Society of India (RWSI), for the growth of Civil and Military helicopters in India.

The event, which was held on 27th December 2014 at Bengaluru was attended by Dr. R K Tyagi, Chairman, HAL; T Suvarna Raju Chairman designate HAL; Former Chief of Air Staff, Air Chief Marshal S Krishnaswamy PVSM AVSM VM & Bar; Mr. Amber Dubey, Partner & Head, Aerospace & Defense, KPMG India and Wg Cdr Unnikrishna Pillai, Chief Test Pilot (Rotary Wing), HAL. Representatives from Original Equipment Manufacturers included Wg Cdr BS Singh Deo VM (R), MD, Bell Helicopter India, Amitabh Mukherjee, Customer Support Manager, Turbomeca India; Air Cmde Ravish Malhotra Chief Mentor & Co-Founder, Dynamatics Technologies and Shri Robin Cherian, Director, K-Air. In addition, around 250 delegates including officials from HAL, Govt. agencies such as CEMILAC, users (Civil & Military), MROs and Aerospace Training Institutions participated in the event.

During the event, numerous suggestions were received from the Participants. These suggestions have been collated and is placed as RWSI recommendations for consideration of concerned agencies.

MAKE IN INDIA – THE WAY AHEAD The excitement and upbeat sentiments in industry, especially in sectors that hitherto fore were fighting a losing battle, rose to a fresh high in 2014, riding on the wave of the ‘MAKE IN INDIA’ sentiment that is sweeping across the Nation, infusing enthusiasm, generating revolutionary thought and setting the tone for the future. The Rotary Wing Society of India, a not for profit body for the upliftment of aviation, especially the helicopter industry, conducted a seminar, with the theme – “MAKE IN INDIA”, with emphasis on the helicopter industry. The seminar provided an insight into the challenges that exist. It also provided a platform for industry giants to meet on a common platform. The seminar highlighted existing capabilities and also voids. We are sanguine that the voids will be addressed by the industry as time goes by so as to achieve ‘Make in India’.

MAKE IN INDIA – GOI PAVES THE WAY The Defence Acquisition Council (DAC), the apex decision-making body of the Ministry, triggered a scorching pace of acquisition by clearing proposals worth over Rs 1.50 lakh Crores for the Services in 2014. Most of the equipment

and platforms, cleared by the DAC, will be manufactured in the country, either by the public or private sector entities, through collaborations and tie-ups with foreign manufacturing companies. Foreign Direct Investment (FDI) in the Defence Sector has been encouraged by liberalising policies.

MAXIMISING INDIGENISATION & MODERNISATION For speedy indigenization, the Government has increased the Foreign Direct Investment (FDI) limit from 26% to 49%.

Above 49%, the proposal will go to Cabinet Committee on Security on a case-to-case basis. The three-year lock-in period for foreign investment in Defence sector has been done away with.

The defence products list for the purpose of industrial licensing has been revised. In the revised list most of the components / parts / raw materials, castings, forgings, production machinery, testing equipment etc. have been taken out of purview of industrial licensing. This will reduce the license requirement for many items, which earlier required industrial license for manufacturing.

LIGHT HELICOPTERS TO BE MADE IN INDIA The DAC has also decided that all the 384 light-utility helicopters needed by the Army and Air Force to replace the existing Cheetah / Chetak fleets will be made in India with foreign collaboration. This is definitely a step towards – MAKE IN INDIA. Thus, in addition to other projects, the value of investment for such projects is likely to be to the tune of Rs. 65,000 crores.

ACQUISITIONS DAC approvals for Apache and Chinook helicopters will also generate interest in the industry. The Navy too is acquiring helicopters. Several other acquisitions have been fast tracked.

All in all, the MAKE IN INDIA drive is well on its way.

CAPACITY BUILDING Capacity building has progressed by way of the LCA program and the Tejas initiative. There is a dire need to expand civil markets for existing products like the Advanced Light helicopter (ALH). This will ensure that we reach out and compete in the open market, thereby up scaling our products to world class standards.

MAKE IN INDIA –SEMINAR HIGHLIGHTS There is no doubt that reforms for the ‘Make in India’ campaign need to be initiated at the top. The GOI has sown the seeds towards providing a favourable environment. It is

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up to the industry to rise up to the challenge. Industry must drive reforms by performance. We need to move away from a protected regime to an age of open qualitative competition.

May the best product win –needs to become the buzzword.

Today, even China, which was, till recently, nowhere in terms of aviation production, has successfully produced a medium lift helicopter that set a world altitude record. Apart from the triumph of design and manufacture, this innovation has also affected the geo – military status in the sub continent. Even Brazil, geographically and possibly technologically relatively smaller than India, has produced world-class aviation products that are playing a major role in the market. Some of the efforts / endeavours / proposals that may catalyze and galvanize the ‘Make in India’ campaign are: Encourage Innovation: The ‘Make In India’ campaign must fund innovation. Innovation must be encouraged, recognized, publicized and regularized. Companies like Dynamatics, who have made giant strides in not only partnering with world leaders, but have also met or surpassed global standards, must be recognized at the National level.

Efforts must be made to capitalize on such revolutionary entrepreneurship and achieve the ‘Make in India’ goal.

Quality Control: Quality control is a hallmark of our standards. We need to ensure that our standards resonate with international standards. To this end, we must facilitate industry, provide incentives and propel the ‘Make in India’ campaign along parallel lines, as we will need to ensure that our products meet or surpass global standards, thus enabling marketability around the world.

Cost Effectiveness: Meeting global standards are just one side of the coin. Any product that is churned out from our stables must also be cost effective. The entire product life cycle must be so attractive that global manufacturers not only move to ‘Make in India’, but also agree to transfer of technology as this would be mutually beneficial, in both the long term as well as short term.

Transfer of Technology: The seminar on ‘Make in India’, did establish that there may be reluctance on the part of developers to share technology that they have developed at tremendous cost of time, effort and money. This reluctance must be appreciated, alternatives generated and the ‘Make in India’ program must move on. Our Nation cannot be stonewalled, merely because of one critical component that cannot be made in India at this time.

Barriers to Trade: To encourage the ‘Make in India’ campaign, the reduction or complete removal of trade barriers, dual taxations, custom barriers, multiple clearances, etc must be systematically and surgically eliminated. The ‘Make in India’ program must be made so user friendly and investor friendly, that every manufacturer, has a vested interest in ‘Make in India’, an interest so unavoidable that he goes out of the way to ‘Make in India’.

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Regulatory Processes: Yes, we manage to garner investors, manufacturers, designers, etc. However, when it comes to actually approving the project by our regulatory authorities, our processes become time consuming and cumbersome. The regulatory processes for approval for manufacture must be along the lines of the FAA and EASA. In fact, commonality must ensure parallel approvals. The Govt of India must fast track reforms with the DGCA so as to ensure that approvals are time based, realistic and at par with international regulators. This will provide a fillip to manufacturers as well as to the program.

Spares and Customer Services: As a Nation, we must develop a focus towards achieving not just customer satisfaction, but customer delight. If Bell Helicopters can establish a network that provides spares within 24 hours, we need to emulate the model or if possible, surpass it. We need to ensure that our products are supported globally and within time frames that do not adversely affect customer performance or profitability. This must become our ethos and focus.

Make in India: There is a need to establish a National Authority that is in a position to coordinate the efforts of all agencies. For example, HAL is the leading agency in terms of Helicopter manufacture. Dynamatics has achieved global standards in some fields. Turbomeca is interested in providing transfer of technology for engines. Similarly there are many players who would be willing to come together on mutually beneficial terms and conditions. An umbrella organisation must be established to coordinate and facilitate the progress of such a conglomerate. The Govt must provide a tax holiday on all activities that are focused towards the achievement of the ‘Make in India’ mission. After all, a finished product that will be globally viable would provide more revenue in terms of foreign exchange, than mere taxes.

National Pride: The ‘Make in India’ campaign must be elevated to a NATIONAL MISSION. One recalls the National sentiment that was created, encouraged and capitalized on when the USA was going about its Moon Mission. The collective will, sentiments and thoughts of the entire Nation were focused towards the ultimate objective that finally culminated with Neil Armstrong’s immortal words – “One small step for me – but a giant leap for mankind”. Such a sentiment must be encouraged, nurtured and built up painstakingly, even to the extent of hysteria, so that we as a Nation are inspired, encouraged, facilitated and enabled to develop world-class products that are innovative, revolutionary and cost effective world wide.

“Arise – awake and stop not till the goal is reached” – goes a famous proverb. Our Nation, has achieved several milestones. The Mars Orbiter Mission is one such milestone that has made us the envy of many a developed Nation. We must transfer the zeal, focus, enthusiasm and dedication towards the ‘Make in India’ dream. With a dedicated time line, we can make this dream a reality.•

ROTOR INDIA - Special Edition 2017

Member Product and Service Directory of Indian Helicopter Industry Alphabetical Index by Product or Service Aeromedical Services Aircraft Accessories Repair / overhaul Airframe Manufacturers Aircraft Marketing & Product Support Aviation Representatives Avionic Manufacturers / Distributors Charter / Aviation Consultant Components & Spare Parts Distributors Engine Manufacturers / Distributors Engine Repair / Overhaul Foreign Helicopter Corp. /Representative Helicopter Operators Govts/PSUs Heliport Consulting / Planning Insurance Manufacturers of Oils & Lubricants Non-Scheduled Helicopter Operators (Commercial) Para Military Pilot Training Professional Colleges Private Helicopter Operators Remote Sensing and Maping Solutions Research & Development Software Development System for Aviation

ROTOR INDIA - Special Edition 2017

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Honeywell Aerospace is a committed partner to India. Investing in cutting-edge technology development and engineering centres,

Swadeshi.

manufacturing facilities and our people across the country, we are creating solutions for the challenges faced by the Indian aerospace industry. Made in India, by Indians, for India and the world.

For more information please visit aerospace.honeywell.com/india. Š 2017 Honeywell International. All rights reserved.

RNI No. DELENG/2001/5570

DELIVERING SPEED IN CRITICAL SITUATIONS When minutes count, depend on the power and performance of the Bell 429 or 429WLG for your search and rescue mission. The reconfigurable interior seats up to seven passengers plus a pilot, features large sliding © 2016 BELL HELICOPTER TEXTRON INC.

doors for quick access and a 70+ cubic foot baggage compartment. The Bell 429 is ready to serve your operation by delivering 150 knot speed, as well as the safety and superior handling needed in critical situations.

BELLHELICOPTER.COM

Le Bell 429 avec train d’atterrissage non disponible en France.