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OCTOBER • 2012
•• Mid-size business jets •• regional aviation: need planes aplenty •• the way forward: dr vivek lalL
Indian Air Force Modernisation
RNI NUMBER: DELENG/2008/24199
years
Interview with Air Chief Marshal N.A.K. Browne
Vision Personified: Air Chief Marshal (retd) P.V. Naik Interview with R.K. Tyagi, Chairman, HAL Getting Ahead with Upgrades Enhancing Combat Potential
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Aviation SP’s
Table of Contents
An SP Guide Publication
News Flies. We Gather Intelligence. Every Month. From India.
Issue 10 • 2012
35
The Indian Government has selected Boeing’s AH-64D Apache Block III in its effort to buy new attack helicopters for the Indian Air Force. Contract negotiations are expected to begin shortly.
19 Interview ACM N.A.K. Browne 22 IAF Vision Vision Personified 26 Interview HAL Chairman 30 Transport On the Move 33 Viewpoint The Way Forward 35 Helicopters Development sans Indigenisation 37 Fighters Upgrades Getting Ahead 39 Fighters Fleet
Status Per Se
42
Civil
6 13
Business Aviation Mid-Size, the Right Size Seminar Report Mood Upbeat
Air Transport
10
Regional Aviation Need Planes Aplenty
IAf SPECIAL IAF’s ongoing plans The IAF is celebrating its 80th anniversary. On this special occasion, let us take a look at IAF’s modernisation, upgradation and transformation endeavours.
16
Messages – Defence Minister – IAF Chief SP’s Exclusive – Flanker Turns 10 – IAF Chief Inspects First Indigenous AEW&C Aircraft – HAL Scouts Cockpit Display Systems for Light Choppers – IAF Hopeful of Rafale Deal this Year – Decision on Heavy-lift Copter Competition this Month – Decision on Tanker Competition Next Month
Aviation Special
ISSUE
80 `100.00 (INDIA-BASED BUYER ONLY)
A Word from Editor SP’s
AN SP GUIDE PUBLICATION
News Flies. We Gather Intelligence. Every Month. From India.
www.spsaviation.net
OCTOBER • 2012
•• MID-SIZE BUSINESS JETS •• REGIONAL AVIATION: NEEDS PLANES APLENTY •• THE WAY FORWARD: DR VIVEK LALL
46
48
49
years
Interview with Air Chief Marshal N.A.K. Browne
Vision Personified: Air Chief Marshal (retd) P.V. Naik Interview with R.K. Tyagi, Chairman, HAL
SP's Aviation Cover 10-12 final.indd 1
Getting Ahead with Upgrades Enhancing Combat Potential
Force Multipliers Enhancing Combat Potential Training Strengthening the Foundation Industry Range of Offers Space Expanding Roles
51 Hall of Fame Karun Krishna Majumdar (1913-1945) 52
Indian Air Force Modernisation
RNI NUMBER: DELENG/2008/24199
4 14
•
IAF Special
44
UAVs Getting Lethal
NewsDigest
regular Departments
56
LastWord Cautious Moves
05/10/12 5:05 PM
Cover Photo: The IAF is equipping itself with next generation capabilities Illustration By: Anoop Kamath
Next Issue: Fifth Generation Fighters
Issue 10 • 2012 SP’S AVIATION 1
Table of Contents PLUS...
Publisher And Editor-in-Chief Jayant Baranwal Assistant Group editor R. Chandrakanth Senior Visiting Editor Air Marshal (Retd) V.K. Bhatia
design Holistic Directions: Jayant Baranwal Senior Art Director: Anoop Kamath Designers: Vimlesh Kumar Yadav, Sonu Singh Bisht Research Assistant: Graphics Survi Massey DIRECTOR SALES & MARKETING Neetu Dhulia
Senior Technical Group EditorS Air Marshal (Retd) B.K. Pandey
6
Lt General (Retd) Naresh Chand Mid-size, the Right Size
Senior Copy editor & Correspondent Sucheta Das Mohapatra Contributors India Air Marshal (Retd) N. Menon Group Captain (Retd) A.K. Sachdev Group Captain (Retd) Joseph Noronha Europe Alan Peaford
10
Need Planes Aplenty
USA & Canada LeRoy Cook Chairman & Managing Director Jayant Baranwal Planning & Business Development Executive Vice President: Rohit Goel ADMIN & COORDINATION Bharti Sharma Owned, published and printed by
16
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IAF SPECIAL
A Word From Editor
A key aspect of the IAF’s force build-up programme is to not only regain its erstwhile combat jet fighters’ strength of 39½ squadrons but also to augment it further to 42 squadrons by 2022
A
s it celebrates its 80th anniversary, the Indian Air Force (IAF) may have just one wish to make before blowing out the candles on the birthday cake—modernise and transform. Indeed, the IAF is truly in the middle of an amazing phase of metamorphic modernisation in a bid to transform itself into a ‘force’ with full-spectrum capabilities at par with the leading air forces of the world. The IAF has come a long way since its inception in 1932 when it began with half a dozen officers and a few Wapiti aircraft. Today, the men and women ‘in blue’ of the world’s fourth largest air force can proudly look on those years, having bravely faced challenges not only from the enemy but also have operated in some of the most hostile terrain in the world. The IAF of tomorrow should be ready to scramble to guard India’s enhanced strategic and security interests that extend to not only from the Strait of Hormuz to the Strait of Malacca but much beyond. For this, it is of paramount importance to augment the IAF’s entire range of capabilities—from precision attack weapons to combat and transport aircraft to UAVs and heliborne operations, besides ushering in an era of vigorous research and development with active private sector participation. No wonder the acquisition of force multipliers like airborne warning and control systems (AWACS), mid-air refuelling aircraft, advanced radars and aerostats—all crucial to force potency—have been on the IAF’s extended shopping list. Speaking on the status of his force to the media in June this year, Air Chief Marshal N.A.K. Browne had said that key year for the IAF would be 2022. “All the contracts which were signed during the Eleventh Five Year Plan, will be executed till 2017. At least 65 to 70 per cent of force build-up will be accomplished by 2017.” A key aspect of the IAF’s force build-up programme is to not only regain its erstwhile combat jet fighters’ strength of 39½ squadrons but also to augment it further to 42 squadrons by 2022 (end of Thirteenth Plan). In all, the IAF could spend as much as $100 billion in the next decade towards realising it’s sanctioned ‘perspective plans’. Air Chief Marshal N.A.K. Browne, Chief of the Air Staff, IAF, in an interview with SP’s Aviation, spoke in detail about IAF’s capacity enhancement plans to meet future security challenges.
4 SP’S AVIATION Issue 10 • 2012
On the civil aviation front, R. Chandrakanth points out as to how mid-size jets are labelled as the future of business travel being sought out by most of the contemporary corporate leaders, while Joseph Noronha writing on regional aviation in India feels that a fleet of small sturdy turboprops is what the doctor ordered to rapidly take aviation services to the remote reaches of the country. In this, ‘Air Force Special’ issue, we not only take a look at the IAF’s ongoing endeavours in its flight to achieve the desired capabilities, but also on the burgeoning responsibilities of the private sector in the aerospace field in building them for the IAF. Creating the much desired and much cherished self-reliance to meet the requirements of the country’s aerospace power perhaps would be the best way to salute the IAF, which should ideally aim for a 50-combat squadron force by say 2032, when it could happily put 100 candles on its anniversary cake. Jai Hind!
Jayant Baranwal
Publisher & Editor-in-Chief www.spsaviation.net
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Civil Business AVIATION
Mid-Size,
the
Right
Size
right fit: CITation ten, the Cessna’s Highspeed mid-size jet
Photograph: cessna
Labelled as the future of business travel, the mid-size jets are easily the most sought after private jets for business jet charters by the contemporary corporate leaders
T
The big news this year is that Chi16-aircraft product line. Citation LongiBy R. Chandrakanth na is entering the business jet market tude is placed above the high-speed midwith a global tie-up and this is going to size Citation Ten. change the dynamics of the general aviThe eight-passenger aircraft which is ation market in the region and globally. estimated to cost nearly $26 million (`143 Aviation Industry Corporation of China crore) will be competing with other su(AVIC) has firmed up an agreement with per mid-size aircraft such as Gulfstream mid-size business jets maker, Cessna Aircraft, to manufac- G280 and Hawker 4000. The Longitude is a stretched version ture mid-size business jets in China. of the mid-size Latitude under development. Longitude feaThe announcement has come as a breath of fresh air to tures a newly designed 87 ft (26.5 m), 30 degree swept wing. the challenging market for mid-size business jets. As such It also features winglets and a “T” style empennage. the business jet market is pinning hopes on the Asian region The Longitude is scheduled to make its first flight in midand the US recovery to prop up the market which is expect- 2016. Certification and service entry are earmarked for the ed to touch $22.68 billion (`1,24,740 crore) by 2017 with a third and fourth quarter of 2017 respectively. Cessna has reCAGR of 4.28 per cent over the next five years, according to ported that it will develop and manufacture the Longitude at Lucintel, a consulting and market research firm. its Wichita facility but may set up assembly lines in other parts of the world where the demand is high. Cessna stir’s the market The mid-size jets and the super mid-size jets combine Cessna has indeed stirred the mid-size market, one by the long-range transatlantic capability with the speed and announcing entry into China, and two with the launch of Cita- comfort of a wide body, high-altitude aircraft and a seating tion Longitude which is expected to sit at the top of Cessna’s capacity of eight to 12. Bombardier, Cessna, Dassault, Em6 SP’S AVIATION Issue 10 • 2012
www.spsaviation.net
DNA. It Matters. Examine each and every aspect of a Falcon and you’ll find genius at work. But what makes a Falcon a Falcon is in its genes. Lightweight strength and maneuverability, battle-tested in Mirage and Rafale jet fighters. Unrivalled credentials for engineering excellence and technological innovation. And generation after generation of business aircraft that consistently prove best in class for performance and efficiency. And for pure genius.
Find out why. Scan the code. Or visit falconjet.com/dna
Civil Business AVIATION
Exceeding expectations: Gulfstream’s G280 has a range of 3,600 nautical miles (6,667 km) at Mach 0.80
braer, Hawker Beechcraft and Gulfstream are the air framers with business jets in different classes, but hotly contesting in the mid-size segment. Options galore
The aircraft in the super mid-size class include Challenger 300; Challenger 605 (Bombardier Aerospace); Citation X (Cessna); Dassault Falcon 50, Dassault Falcon 2000 (Dassault); Legacy 600 (Embraer); Gulfstream G350; Gulfstream G450 (Gulfstream); and Hawker 4000 (Hawker Beechcraft). The mid-size jets are Learjet 60 XR, Learjet 85 (Bombardier Aerospace); Citation Columbus, Citation XLS, Citation Sovereign (Cessna); Dassault Falcon 20 (Dassault); Legacy 450, Legacy 500 (Embraer); Gulfstream 150, Gulfstream 250 (Gulfstream); Hawker 750, Hawker 850 XP and Hawker 900 XP (Hawker Beechcraft). Labelled as the future of business travel, the mid-size jets are easily the most sought after private jets for business jet charters by the contemporary corporate leaders. From each of the air framers, we give a peek into one mid-size aircraft.
Photograph: gulfstream
Cessna Citation Ten looking at a perfect 10
The Mach 0.92 Citation X speedster, renamed Ten, with new winglets, tweaked engines, a new glass-panel Garmin G5000 avionics suite is an upgrade to give customers more space. The cabin stretch yields nearly nine inches of additional legroom in the forward club passenger seat grouping and almost five in the rear club. It has a new fibre-optic cabin management system, providing high-speed Internet, satellite radio and cabin Wi-Fi are available options. Phone service will be provided via the Aircell Axxess II system, while Internet will be available via the Aircell ground-based system or Inmarsat Swift Broadband. 8 SP’S AVIATION Issue 10 • 2012
Overall aircraft performance improves slightly with the addition of winglets and updated Rolls-Royce AE3007C2 engines with high-flow-fan turbines, rated at 7,034 pounds of thrust each, that deliver a four per cent boost in takeoff thrust, nine per cent better climb performance, seven per cent more cruise thrust and a 1.4 per cent improvement in specific fuel consumption. The new Citation Ten is scheduled to fly at the end of this year and enter service in 2013. Learjet 85 all set to make a dash in 2013
Bombardier Aerospace has commenced production of its new Learjet 85 aircraft with the development and production teams in Wichita, Kansas; Montréal, Québec; Belfast, Northern Ireland and Querétaro, Mexico; actively engaged in the manufacturing validation phase. “We have made solid progress,” said Ralph Acs, Vice President and General Manager, Learjet, Bombardier Business Aircraft. “Our manufacturing sites are ready, production has begun, we have been successfully building parts and we are ensuring that all quality standards are met for the Learjet 85 aircraft’s entry into service in 2013.” The new Learjet 85 aircraft is expected to redefine the midsize segment. Launched on October 30, 2007, with a customer-driven clean-sheet design, the Learjet 85 aircraft is positioned between the midsize Learjet 60 XR and the super midsize Challenger 300 jets. True to its legendary heritage, the Learjet 85 aircraft is set to deliver the extraordinary performance, superior technology and exceptional value, the Learjet aircraft owners expect. The jet is powered by two Pratt & Whitney Canada PW307B engines, each boasting 6,100 pounds of take-off thrust at sea level 86ºF (30ºC) and low noise levels, while the advanced low NOx www.spsaviation.net
Civil Business AVIATION emission combustor offers reduced environmental impact. The aircraft targets a high-speed cruise of Mach 0.82 and a transcontinental range of up to 3,000 nautical miles (5,556 km). The aircraft’s customised version cabin management system, developed by Lufthansa Technik, will feature a highcapacity Ethernet network with a digital amplifier to feed the high-fidelity speaker system and an interface to support the aircraft cabin environment, including lighting and temperature control. Bombardier remains confident that it can bring its all-composite, $17.2 million (`95 crore) Learjet 85 to market by next year.
October 5, 2008, as a replacement for the large-cabin, midrange G200. Comfort and convenience are just two highlights of the G280 cabin. The aircraft has the longest seating area in its class and a total cabin length of 25 feet, 10 inches. This additional space provides for a larger lavatory, an improved galley and increased storage. Customers can select from three interior floor plans, which seat from eight to 10 and berth up to four. All of them offer significant storage capabilities, with total storage of up to 154 cubic feet (4.63 cubic metres).
Embraer Legacy 450 pegs on fly-by-wire technology
Dassault Falcon Jet announced the 2000S, a $25 million (`138 crore) variant of the popular twinjet aimed squarely at the super-mid-size market. It said that the 2000S “is a large-cabin aircraft with fuel economy and operating costs that are much less than smaller aircraft in the mid-size business jet category.” Till date, the test aircraft has accumulated more than 300 flight hours in over 130 flights and opened up the full flight envelope and demonstrated excellent handling qualities. The last phase of the campaign revealed that low-speed performance will be significantly better than targeted figures, up to 10 per cent for landing distances. Low-speed performance is not only a key factor for safety, but also determines range/payload characteristics when operating out of or into short or constricted airfields. The 2000S is outfitted with inboard slats and winglets that work together to reduce landing speed and together with a unique auto brake system, make it possible to access shorter and more challenging runways than any other airplane in its category.
Embraer’s formal entry into the quasi-mid-size market came in 2008 when it announced development of a pair (450 & 500) of fly-by-wire aircraft that share the same wings, empennage and cabin cross-section. The 450 is being designed to have a range of 2,300 nm with four passengers at long-range cruise and NBAA IFR reserves. The $18.4 million 500 is expected to enter service in 2013, and the $15.25 million 450 in 2014. Embraer Executive Jets recently passed a major milestone in the mid-light Legacy 450 programme when the first part was milled for the business jet, ushering in the beginning of fabrication. “Even as we have been making progress on the Legacy 500, we have been anticipating this event for the Legacy 450,” said Ernest Edwards, President, Embraer Executive Jets. “The first metal cut for the Legacy 450 is a landmark event for the programme and is the latest step in bringing this, the second of our revolutionary jets to reality.” The Legacy 450 is designed with the latest engineering software, CATIA V5, with production planning for the business aircraft simulated by digital virtual manufacturing software. The two aircraft bring fly-by-wire technology to the mid-light and mid-size segments for the first time. Based on extensive customer feedback, the aircraft have a six-foot stand-up cabin with a flat floor, making them the largest cross sections and cabin volume in their classes. Gulfstream G280 to deliver more than its promise
Gulfstream Aerospace Corporation’s best-in-class G280 aircraft has earned type certificates from the US Federal Aviation Administration (FAA) and the Civil Aviation Authority of Israel (CAAI). The G280, a joint effort between Gulfstream and the Israel Aerospace Industries (IAI), offers the most comfortable cabin and the longest range at the fastest speed in its class. “Gulfstream is excited to bring this aircraft to its customers, especially since we’re able to provide a plane that does more than we originally announced,” said Larry Flynn, President, Gulfstream. “The G280 has a range of 3,600 nautical miles (6,667 km) at Mach 0.80. This increase of 200 nm (370 km) over our original projections results in increased fuel efficiency and lower operating costs for our customers. It’s the only mid-sized aircraft that can reliably fly non-stop between London and New York. Additionally, our customers will find that the newly designed G280 has a great deal in common with large-cabin Gulfstream aircraft in terms of safety, reliability, handling, styling and cabin management. The G280 is an all-around fantastic plane.” Gulfstream will deliver the first G280 aircraft before yearend to a US-based manufacturer with a worldwide presence spanning 190 countries. Gulfstream announced the G280 on
Dassault Falcon Jet 2000S— first green production aircraft
Hawker 900XP – ‘right-size’
A Robb report said that the Hawker 900XP is gaining attention from operators ready to ‘right-size’ from bigger jets. Building upon the popular Hawker 850XP’s capabilities, the Hawker 900XP’s enhanced performance allows businesses to build invaluable in-person connections around the world without the expense or unpredictability of commercial travel. With room for nine passengers, the ability to land on unimproved runways and more cabin amenities, the Hawker 900XP can take executives anywhere on their business calls. The Hawker 900XP can cover over 2,800 nautical miles with four passengers and their luggage. It has an amazing climb rate which goes up to 41,000 feet in just 25 minutes at maximum take-off weight. With full fuel, the jet has more range, twice the payload and 30 per cent larger cabin than that of the Gulfstream G150. Hawker Beechcraft has now included digital pressurisation system as standard equipment on Hawker 900XP. Digital pressurisation is the latest example of a long list of enhancements made to the Hawker 900XP, including new technology, fuel-efficient engines, advanced composite winglets, LED lighting, and new cabin entertainment options. With the latest technology systems integrated in a strong airframe with an unbeatable reputation, the Hawker 900XP is the most advanced version yet of the world’s best-selling mid-size business jet. Given the trends in the global market, the mid-size jet among all the business jet segments (large, super mid, midsize, light medium jets, light, very light), is going to be strategic to all air framers. Cessna has made the first move and this should pay dividends in the next five years. SP Issue 10 • 2012 SP’S AVIATION 9
Air Transport Regional Aviation
Getting bigger & Faster Embraer 170/190 are being upgraded
The Centre for Asia Pacific Aviation (CAPA) believes that Indian aviation could see transformational growth over the next decade
Photograph: embraer
Need Planes
I
Aplenty
ndia’s affair with retion exceeding one million, with soarBy Group Captain (Retd) gional aviation may finally be ing aspirations for comfortable travel. Joseph Noronha ready for take-off. Impressive Therefore, it’s only a question of time long-term economic growth before the demand for air services (despite the current temporary from faraway places explodes. turbulence) and rising wages The Centre for Asia Pacific Aviain places far removed from the major tion (CAPA) believes that Indian aviacities mean that millions of people are tion could see transformational growth being lifted out of poverty to middleover the next decade. It projects that class status. This explains why the growth in per capita month- total airport passenger traffic may triple from approximately ly consumption in rural India during the period 2009-10 to 143 million in 2010-11 to 450 million by 2020-21, making In2011-12, outpaced the consumption by urban dwellers for the dia the third largest aviation market in the world, behind only first time since economic reforms were launched 20 years ago. the US and China. Over the same period, the scheduled airline By 2030, the country is likely to have 55 cities with a popula- fleet is expected to swell from 430 to 1,030 aircraft.
10 SP’S AVIATION Issue 10 • 2012
www.spsaviation.net
Air Transport Regional Aviation This huge increase in aircraft is likely to have one important characteristic. The number of small planes, at present insignificant, is bound to rise. Currently, just 36 of the 87 operational airports in the country can take even the airline industry’s workhorses—the Airbus A320 and Boeing B737 narrow-body aircraft. Although dozens of Greenfield airports are in the pipeline, land acquisition issues are making their progress excruciatingly slow. In the meantime, the Airports Authority of India (AAI) is striving to reclaim out-of-use airfields in out-ofthe-way places as a means to quickly increase the number of functional airports. However, most of these are likely to have short runways. Besides, passenger demand from new and remote airports may be insufficient to support large airliners, at least to begin with. For these reasons, there’s no getting around the need for small planes. Air charter company Religáre Voyages Ltd has seen the writing on the wall. In July, when it launched Air Mantra, the lone regional airline to start flying in the last five years, it converted two of its existing 17-seat Beechcraft 1900D aircraft for the purpose. The Beechcraft 1900, a twin-engine turboprop manufactured by Hawker Beechcraft, has been employed as a regional airliner, cargo carrier and corporate aircraft from 1984 onwards. The 1900D is a substantial improvement and is its most popular version. If the Beechcraft 1900D (currently India’s smallest commercial plane) seems small, Deccan Shuttles is going even smaller. In August, this non-scheduled regional carrier, which has strong scheduled airline intentions, launched intra-state operations in Gujarat using two nine-seat Cessna 208B Grand Caravan turboprops. The Cessna 208B is a single-engine short-haul regional airliner and utility aircraft, with fixed landing gear, built by Cessna. It was introduced in service in 1984.
Kingfisher Airlines’ once sizeable fleet of ATR 72-500s, however, has shrunk to just five planes. In India, aircraft with up to 80 seats are exempt from airport landing and parking charges and billed at reduced rates for navigation facilities. Aircraft with take-off weight less than 40,000 kg also pay just four per cent sales tax on aviation turbine fuel (ATF) across the country, whereas larger planes are charged up to 30 per cent in some states. The Q400 and ATR 72-500 both meet the requirements for concessional billing. Turboprop aircraft are also growing in popularity worldwide as the most cost-effective method of penetrating shorthaul markets, especially in an era of rising oil prices. These rugged planes constituted just 15 per cent of the global regional fleet in 2001 but are now 40 per cent or more. And demand for turboprops is expected to continue rising since average oil prices are projected to increase by $20 per barrel again within a year. Consequently, Bombardier Aerospace now anticipates a requirement for about 2,832 turboprops over the next 20 years, representing 48 per cent of the overall market for 60- to 99-seat aircraft. It also believes that there could be many customers for large turboprop aircraft of 90- to 99-seat capacity and is mulling over its options in this category.
Turbocharged Travel
Jetting to a Competitive Future
Small and Sleek
Photograph: ATR
moving bullish: ATR 72-500 has a seat capacity of 78 passengers
However, the mainline carriers, for long the only operators of regional flights in the country, prefer standard-size turboprops like the 80-seat Bombardier Q400 NextGen and the ATR 72-500 (maximum 78 seats). Low-cost carrier SpiceJet, currently a key regional player, believes that the Bombardier Q400 makes good sense for short-haul routes and has already acquired 12 aircraft. This economical and fuel-efficient plane is suited to the facilities at many small Indian airports, short runways and basic services. Jet Airways also operates 20 ATR 72-500 aircraft, many on regional routes.
On the global stage, unlike in India, the trend is clearly towards larger regional aircraft. The main reason is fuel economy. Regional jets are getting bigger and faster; their range is increasing, and they are becoming more comfortable. Till now, the Bombardier CRJ series (of which the 86- to 104-seat CRJ1000 is the latest variant) and the Embraer EJet family (of which the 106- to 122-seat E-195 is the latest and largest) have dominated the global scene. In fact, the two manufacturers are the only noteworthy producers of regional jets and have pretty much succeeded in carving up Issue 10 • 2012 SP’S AVIATION 11
Air Transport Regional Aviation
Photograph: Bombardier
Nextgen aircraft: Bombardier’s Q400 in flight
the market between them. But a clutch of new regional jets may spoil their fun. In April last year, the Sukhoi Superjet SSJ100-95 (maximum 103 seats), entered commercial service with Armavia and it is now also flying with Aeroflot. However, an unfortunate accident during a demonstration flight in Indonesia on May 9 that took the lives of 45 people has dented its popularity to some extent. Among the earliest of the forthcoming launches (although currently running five years behind schedule) could be the twin-engine Comac ARJ21 Xiangfeng (“Soaring Phoenix”). It will be the first passenger jet to be developed and indigenously produced in China. China is working feverishly to open new airports in small cities, thus greatly expanding its potential demand for regional jets. The ARJ21 is fitted with specially developed General Electric CF34-10A engines that give it powerful take-off and climb performance, permitting the use of basic airports with short runways. While the ARJ21-700 baseline model will have a capacity of 7095 seats, the ARJ21-900 stretched version will take 95-105 passengers. Comac claims to have secured over 300 orders till date, and is targeting an end-2013 first delivery to launch customer Chengdu Airlines. Also beset by disagreeable delays is the keenly awaited Mitsubishi Regional Jet (MRJ), designed and manufactured by Japan’s Mitsubishi Aircraft Corporation. The MRJ twinjets will be fitted with Pratt & Whitney’s new fuel-efficient PW1217G geared turbofan (GTF) engines. The 92-seat MRJ90 is likely to enter service towards the end of 2015. The 76-seat MRJ70 is expected to follow perhaps a year later. Mitsubishi already has 170 potential orders from customers who are convinced that the MRJ will live up to the Japanese reputation for technological excellence. In India, plans to develop a new 70- to 90-seat jet aircraft with a design range of 2,500 km have been on the cards for some years. Such a plane would have strong regional utility. 12 SP’S AVIATION Issue 10 • 2012
Work on the project, now called the National Civilian Plane, is being undertaken at the National Aerospace Laboratory, Bangalore, and it is not yet clear how it might crystallise. How will the Leaders React?
Market leaders Bombardier and Embraer insist that they are unfazed by the emerging regional jet competitors. For now, Embraer seems content to plan upgrades of its popular E-170/190 family, completion scheduled by 2018. The promised package seeks to improve fuel burn and maintenance cycles, including a major aerodynamic clean-up that is expected to cut five per cent of fuel burn on the E-175 variant and three per cent on the E-190. However, Bombardier has more elaborate plans to stump its rivals with the all-new futuristic CSeries. The CSeries is a medium-range twinjet, the biggest and most complex aircraft that Bombardier has yet built. The CS100 version with 110- to 125-seats and the CS300 that can accommodate 130 to 145 passengers will both use another Pratt & Whitney GTF engine, the PW1524G. Long experience with regional aircraft has prompted Bombardier to design the CSeries systems and structure for ease of access and repair, given the vulnerability of high-utilisation fleets to impact ground vehicles. The CS100 is expected to enter service by the end of next year, followed by the CS300 at the end of 2014. Currently, Bombardier has firm orders for 138 CSeries aircraft and options on 124. Bombardier is also seriously considering a high-density version of the CS300 to meet growing demand from airlines for an aircraft with 160 seats. This would eliminate the dividing line between regional and narrow-body jets and put the company in direct competition with Airbus and Boeing. As for India, the larger regional jets are only of academic interest. A fleet of small sturdy turboprops is what the doctor has ordered to rapidly take aviation services to the remote reaches of the country. SP www.spsaviation.net
Civil Seminar report
Mood Upbeat
Thanking ASSOCHAM for the perfect timing of the conference, the Minister said that with 49 per cent FDI in aviation sector, the focus will now be on encouraging the use of smaller aircraft to connect tier-I, tier-II and tier-III cities with the metros
highlights: Reports on Civil Aviation was released on the occasion; SP’s Editor-in-Chief Jayant Baranwal with Civil Aviation Minister Ajit Singh; Aditya Ghosh, President, IndiGo, receiving an award
Photographs: Sp guide pubns
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t the fifth Associated Chambers of Commerce and Industry (ASSOCHAM) International Conference on Civil Aviation, agreeing that ATF price in India is 50-60 per cent higher than other countries and is not transparent, Union Minister for Civil Aviation Ajit Singh said that his Ministry is talking to the Finance Ministry to make ATF a notified good. With 49 per cent foreign direct investment (FDI) in aviation sector, the focus will now be on encouraging the use of smaller aircraft to connect tier-I, tier-II and tier-III cities with metros. “For this, new and innovative solution in the form of route dispersal guidelines, aircraft acquisition and development of low-cost airports will be put in place.” He further said that we need different kinds of planes as small cities don’t need bigger planes. There is the need for smaller airplanes with 17-20 seat configurations. A sum of `30,000 crore (approx $5.5 billion) has been allotted to Air India as a part of the turnaround plan for eight-ten years. And hence the struggling national carrier has been kept out of the new 49 per cent FDI policy. “There is no need for FDI in Air India”, Singh said. The Minister revealed that a bill will be introduced in the winter session of Parliament to set up a Civil Aviation Authority which would be an autonomous regulatory body. Creation of the Civil Aviation Security Force, which would take over the security task from the Central Industrial Security Force (CISF), is also on the Ministry’s agenda. As a lot of money is required to develop airports, he said that the private-public partnership (PPP) model for airport development will be extended to smaller airports. Singh agreed that there is a need to develop India as an international hub for the passengers. For the purpose, the Ministry is revisiting the policy regarding bilateral air services agreements with different countries as also rationalisation of all bilateral and traffic entitlements on international routes to Indian carriers.
The Minister released two reports on civil aviation by Yes Bank and KPMG and gave away the ASSOCHAM 2012 awards to Religáre Voyages for being the most versatile company; Frankfinn for being the best training institute; Safexpress, the best air cargo logistics company; IndiGo, the best domestic airline; Emirates, the best international airline; and, Airbus for being the best global aviation company. Earlier giving his welcome address, Rajkumar Dhoot, President ASSOCHAM, said that the industry body welcomes the government’s decision for 49 per cent FDI, which will lift the operators’ sentiments and will stimulate the Indian aviation industry. Amber Dubey, Director at KPMG (India), said the year has seen challenges in terms of high fuel cost, high airport charges and declining traffic. The sector needs more initiatives in areas of taxation, regulatory clarity, infrastructure development and capacity-building. Sanjay Varkey, Chief Executive Officer, Shell MRPL Aviation, spoke on aviation fuel related challenges which are hindrances in enabling sustainable growth. K.S. Kohli, Chairman, Frankfinn Group, expressed dissatisfaction at private vocational institutes not being included under the education loan policy of many banks. Joost Van Der Hejidan, Head of Airline Marketing, Africa, India, South East Asia and Japan, Airbus, presented the Airbus market perspective and said that India is the seventh biggest Airbus operator globally. This was followed by two highly interactive sessions. The first session on the topic “India as an Aviation Hub—Time for Collaboration” was chaired by Kapil Kaul, Chief Executive Officer, Centre for Asia Pacific Aviation (CAPA) who said that India has both strong and weak points in becoming an hub. The second session on “Looking beyond the Obvious – Aerospace and MRO, General aviation, Cargo and Training”, was chaired by the Editor of SP’s AirBuz, Air Marshal (Retd) B.K. Pandey. The seminar concluded that aviation industry is a fledging industry and needs tender care. SP
—Sucheta Das Mohapatra
Issue 10 • 2012 SP’S AVIATION 13
IAF SPECIAL
Message from Defence Minister
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Minister of Defence India
I
am happy to learn that SP Guide Publications is bringing out a special issue of SP’s Aviation 10/12, coinciding with the commemoration of Indian Air Force’s 80th anniversary. Our Air Force deserves the latest and the best equipment to build upon its air assets. Our Air Force has been rendering commendable service, both in times of war and during peace time. The rescue and relief measures undertaken by our Air Force in the wake of natural calamities has been widely appreciated. I hope that the SP’s Aviation 10/12 will be successful in its endeavours. Please accept my best wishes for your future endeavours.
A.K. Antony
14 SP’S AVIATION Issue 10 • 2012
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IAF SPECIAL
Message from IAF Chief
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Air Chief Marshal N.a.k. browne pvsm avsm vm adc
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he Indian Air Force completes 80 years of glorious service to the Nation this year. This long and arduous journey of eight decades has been enriched by the daily sacrifices, selfless service and commitment of our predecessors. IAF is indeed fortunate to have inherited such an enviable legacy of professionalism and a strong value system which has anchored the Service. We salute our veterans for their sterling contributions and for building a strong foundation. As part of our ongoing transformation plan, the proud men and women in blue continue to persevere in their efforts towards equipping IAF with the next generation capabilities. The induction and operationalisation of Mi-17 V5 and C-130J, sustained operations in support of ‘Op Triveni’, prompt response in all disaster relief contingencies and the unstinted support to our valiant surface forces through round the year air maintenance missions – all truly epitomise the professionalism and tenacity of our present air warriors. Mindful of the future challenges that await us as also the far reaching consequences of our present actions, our air warriors continue to toil with dedicated commitment. While we are inducting technologically advanced hardware on one hand, we remain clear in our minds that our real strength lies in our people and therefore, our men and women in blue always remain central to our efforts. The resilient and pioneering spirit of our air warriors has always helped us in taking on all the transformational challenges. We remain confident that the ‘never say die’ spirit of the men and women in blue will ensure that we brave all the future challenges confidently. On this Air Force Day, I take this opportunity to assure the Nation of our sacred resolve to safeguard our Nation’s skies and thank our leadership for its unwavering support to our modernisation efforts. My compliments to SP’s Aviation team for earning the reputation of being an insightful and well respected publication in the aerospace fraternity. My compliments and best wishes to the Editorial Board and staff of SP’s Aviation for their reporting on the IAF and the excellent work that it is doing in the service of the Nation. Jai Hind!
Air Chief Marshal Chief of the Air Staff Indian Air Force
Issue 10 • 2012 SP’S AVIATION 15
IAF SPECIAL
SP’s Exclusive
Flanker Turns 10
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Photographs: IAF
The Su-30MKI has proven as a reliable and supremely nimble platform in Indian service
The venerable Su-30MKI, the deable and supremely nimble platform in By SP’s Special Correspondent finitive variant of the iconic Russian air Indian service, deployed for exercises dominance fighter, has turned 10 in the abroad, air displays across the country, service of the Indian Air Force—one of for island protection, air defence, air the largest Flanker operators in the world cover for VVIP aircraft and other duties today. Inducted in September 2002 and with licence production through the years. Now deployed with the Central, Eastern beginning to take-off two years later, the Indian Air Force is now and Western Commands, and with detachments operational at the cusp of first cycle modernisation of what is easily its most at bases in the West and South, the Su-30MKI represents a advanced jet. With a fleet of nearly 300 MKIs by the end of this platform of cooperation that the Indian and Russian Govdecade, the IAF will have one of the largest air dominance fleets ernments hope to exponentially leverage and increase in the in the world if coupled with the intended purchase of similarly far more cooperative and ambitious perspective multi-role capable Rafale jets as part of the medium multi-role combat air- fighter (PMF/FGFA) project, in which HAL recently unveiled craft (MMRCA) competition.The Su-30MKI has proven as a reli- the wind-tunnel model of its intended Indian variant. SP 16 SP’S AVIATION Issue 10 • 2012
www.spsaviation.net
Boeing is proud to salute the Indian Air Force as it celebrates its 80th anniversary.
IAF SPECIAL
SP’s Exclusive
Photograph: DRDO
IAF Chief inspects first indigenous AEW&C aircraft India’s first indigenous AEW&C system has been formally received by the Bangalore-based Centre for Airborne Systems (CABS), which along with CEMILAC, DGAQA and an IAF/Embraer team, will now put the aircraft through crucial systems and flight trials. IAF Chief Air Chief Marshal N.A.K. Browne, who was the chief guest at the ceremony, had his first chance to inspect the new platform. Speaking on the occasion, he said he was personally very satisfied with this significant milestone in the programme which was not, and still is not, an easy programme. He said the AEW&C programme is the starting point for much larger, more complex projects such as AWACS India programme. “The world is watching this programme with bated breath. Its success will put our country into the elite group which can develop and deliver such complex state-of-the-art systems,” said Dr Vijay Kumar Saraswat, Director General of DRDO. He added, “The ultimate milestone—the delivery of the fleet of AEW&C System to the Indian Air Force is not only our goal but also a dream for DRDO. The indigenous AEW&C System based on projections by the IAF and built on the EMB-145I by DRDO has incorporated more operational capabilities than contemporary systems of its class.” According to the makers, the indigenous AEW&C System is a multi-sensor system providing for all aspects of airborne early warning and control in today’s defence scenario. The aircraft is scheduled to proceed to 'shake down' trials shortly, and spend a year in integration and development flight trials. SP HAL scouts cockpit display systems for light choppers HAL has announced interest in sourcing AMLCD-based display systems to replace the conventional cockpits of Cheetah, Chetak and Cheetal light helicopters in service with the armed forces. HAL has said that it would prefer off-the-shelf systems for rapid evaluation and installation. It is looking for 50 sets for the Cheetal fleet and 200 sets for the Cheetah and Chetak fleets combined. The scope of work defined by the EoI invitation includes delivery of certified off-the-shelf engine display and other display systems, conducting required modifications to hardware and software, support during integration, ground and flight testing of helicopters to full certification. The Engine Display System is to be installed on the helicopter cockpit to provide man-machine interface and to display engine and other parameters. HAL stipulates that it needs to be full colour NVG compatible AMLCD type with LED backlighting. Two SMFDs will be required to be installed in each helicopter cockpit to provide man-machine interface and to display primary flight, navigational and helicopter data. SP IAF hopeful of Rafale deal this year With contract negotiations on in full swing, the Indian Air Force 18 SP’S AVIATION Issue 10 • 2012
is hopeful that the multibillion-dollar deal for 126 Rafale fighters will be signed before the end of this financial year. IAF Chief Air Chief Marshal N.A.K. Browne, in Bangalore, said, “Negotiations are on. We should be able to finish the contract this financial year. It is a complex process. We are discussing offsets, transfer of technology, HAL’s role and the cost. It is progressing well.” The Air Chief’s words will come as comfort to Dassault Aviation at a time when there has been some speculation about Eurofighter making an effort to get back into the competition. Any reopening of the competition has been categorically ruled out by the MoD and IAF at this time. The MoD recently said that its officials were not in discussion—official or unofficial—with any company other than Dassault, in an attempt to quell speculation that Eurofighter and Rosoboronexport had both said that they were in discussions with the MoD and had reason to believe that the MMRCA competition could be rebooted. According to sources, negotiations with Dassault are progressing smoothly, even though there are several points that still need clarification. Sources in Dassault said that they were confident that a deal would be signed before the year was out. SP Decision on heavy-lift copter competition this month The government is expected to open bids to select a new heavylift helicopter for the IAF—a choice between the Boeing CH47F Chinook and the Russian Mi-26T2. The competition looks to contract for 15 helicopters to augment and replace the small number of older generation Mi-26 choppers that currently operate from the IAF's Chandigarh airbase. Trials on both platforms took place in India and abroad in 2010-11. While Boeing has all but been officially declared winner in a parallel attack helicopter bid (its AH-64D Apache Block III has reportedly defeated the Russian Mi-28NE Night Hunter), the competition for the heavy-lift contract is still a hot one that could wing either way. The IAF has stressed this time on a high-altitude bad weather capability, something that both helicopters have been able to demonstrate. Sources indicate that the Boeing team made full use of combat videos of the Chinook in the highlands of Afghanistan to stress the platform's high altitude prowess. The Mi-26T2 team has stressed platform commonality with what the IAF already operates and assured a lifetime supply of spares and support to assuage any concerns on that front, in addition to fielding an upgraded helicopter with much more advanced onboard and navigation systems than its earlier avatar in service with the IAF. SP Decision on tanker competition next month A crucial competition to select a new mid-air tanker for the Indian Air Force is likely to end next month with the opening of bids. EADS, which fields the Airbus A330 multi-role tanker transport, will be watching with baited breath, having burnt its fingers once before: in late 2009, the competition's first attempt was scrapped after EADS emerged a frontrunner on the matter of high fly-away cost, despite a strenuous effort by the IAF to convince the MoD not to cancel the tender. The company is understood to have reworked its strategy in the refloated competition with the same platform, and will make use of the new focus on ownership/life cycle cost, rather than platform cost. It competes against the Russian Ilyushin78M, six of which are already operational with the IAF. Following the floating of a fresh tender in 2010, field evaluation trials were conducted in Spain in July that year, followed by Indian trials in Gwalior. Both tankers are understood to have met all requirements. The IAF is understood to have once again stated its preference for the A330 MRTT, though it remains to be seen how the mathematics work out at the MoD. SP www.spsaviation.net
IAF SPECIAL Interview
‘The re-engining programme on the Jaguar aircraft is not stalled; it is being actively pursued’
Photograph: Neetu Dhulia / Sp guide pubns
Air Chief Marshal N.A.K. Browne, Chief of the Air Staff, Indian Air Force in a dialogue with Air Marshal (Retd) V.K. Bhatia, Editor, SP’s Aviation, spoke in detail about IAF’s capacity enhancement plans to meet future security challenges. In the first instalment of the interview, read through what the Air Chief has to say on IAF’s MMRCA, FGFA, LCA and Jaguar programmes. SP’s Aviation (SP’s): Having completed more than a year now at the helm of one of the largest and battle-tested air forces in the world, what do you reckon are the major challenges facing the Indian Air Force? How have you planned to cope with these? Chief of the Air Staff (CAS): The IAF’s vision envisages a modern force capable of addressing multi-dimensional and multifront threats. The wars of the future would be short and intense wherein the application of aerospace power would prove to be the decisive factor in winning. Hence, one of the major challenges for us is to ensure that the IAF continues to remain a
contemporary aerospace power, capable of meeting all security challenges of the future and therefore, our capability enhancement plans cater to this requirement. Due importance is also being given to training and preparing our air warriors to absorb new technology in the shortest possible time so that we remain technologically at par with the leading air forces of the world. Additionally, emphasis is also being given to synthetic training aids, simulators and acquiring modern training aircraft. As you are aware, the Hawk aircraft has already been operationalised fully in the training role and this will be followed by the induction of Pilatus basic trainer in February 2013. Issue 10 • 2012 SP’S AVIATION 19
IAF SPECIAL Interview
SP’s: “The IAF in metamorphic transformation” is an oftrepeated statement which continues to emanate from different quarters, within and outside the ‘establishment’. Do you agree? If so, could you elaborate, especially with regard to its ideology, concepts and doctrines, etc? CAS: We have embarked on a comprehensive modernisation programme which will transform the IAF into a strategic force, capable of addressing diverse security challenges of the future. Our modernisation programme includes new inductions as well as upgrades of the existing weapon platforms and systems. Induction of additional Su-30 MKI, light combat aircraft (LCA), medium multi-role combat aircraft (MMRCA) and fifth generation fighter aircraft (FGFA) are planned to enhance our overall combat potential. Upgrades of Jaguar, MiG-29 and Mirage 2000 aircraft are also being undertaken to extend their operational life. In addition, induction of C-17, C-130J, attack helicopters, medium-lift and heavy-lift helicopters will also enhance our operational capability. Our air defence network is being made more robust with induction of radars and missiles of various classes. We are also progressing well towards having full network-centric operations. To my mind, no other air force of our size has embarked on such a modernisation drive and that too within such a short period of time. To enable optimum exploitation of these platforms and networks, we are concurrently evolving our concept of operations (CONOPS) and relevant operational doctrines. SP’s: What are the key ingredients of the IAF’s latest revised doctrine? Does it mesh well with the Joint Sea-Air-Land Doctrine (if there is any such thing in the true sense of it, in the Indian context)? Please elucidate. CAS: The basic doctrine of the IAF has been revised and declassified. In keeping with the evolutionary nature of warfare and the need to stay relevant across the spectrum of conflict, the revised doctrine addresses all the contemporary challenges and war-fighting concepts. It also includes the aspects of air, land and maritime operations. SP’s: What impressions did you form after your recent visit to Russia? Would you like to share these especially with regard to the vital Indo-Russian joint fifth generation fighter aircraft (FGFA) and medium multi-role transport aircraft (MMTA) programmes? CAS: The FGFA programme is progressing well. Negotiations are in progress to sign the research and development (R&D) Phase contract by the end of this year. The first prototype is likely to be delivered in India in 2014 followed by two more prototypes to follow later in 2017 and 2019. These three prototypes will be the development aircraft for the project and the series production will only be ordered based on the final configuration and performance of the third prototype. The medium transport aircraft (MTA) of 15-20 tonne (payload) category is being jointly developed by the Hindustan Aeronautics Ltd (HAL) and UAC, Russia. The general contract was signed in May 2012. The Preliminary Design Phase contract is being finalised and is likely to be signed shortly. A total of 45 MTAs are proposed to be inducted from 2018 onwards. SP’s: Could you give an update on the current status of the IAF’s combat squadrons’ strength? What steps are being undertaken to reach a figure of 42 Squadrons by the end of the Thirteenth Five Year Plan (2022) as promised by Defence Minister A.K. Antony a couple of years ago? CAS: At present the IAF has 34 fighter squadrons against the 20 SP’S AVIATION Issue 10 • 2012
sanctioned strength of 42 squadrons. The number of fighter squadrons is likely to remain at 34 squadrons during the Twelfth Five Year Plan period. The phasing out of certain legacy aircraft in beginning of Thirteenth Five Year Plan period would be offset by raising of the new Su-30 Squadrons, therefore, the overall combat potential will remain high. The drawdown in the number of combat squadrons is being addressed through upgradation of some of the existing aircraft like the Mirage 2000, Jaguar and MiG-29 and new acquisitions like additional Su-30 MKI, MMRCA, LCA and FGFA in the Twelfth and Thirteenth Five Year Plan periods. SP’s: You flew the Rafale during your last visit to France and the French Air Force? What are your personal impressions of the aircraft? Would it be a worthy fourth generation plus jet fighter for the IAF? What capability accretion do you envisage for the IAF with the acquisition of Rafale? Most importantly, when is the contract likely to be inked and when would the Rafale be inducted into the IAF? CAS: The Rafale is a combat proven fourth generation+ swing role aircraft equipped with high technology sensors and electronic warfare (EW) suite, including a state-of-the-art airborne electronically scanned array (AESA) radar. The robust system architecture capable of data fusion, along with an outstanding weapon carrying capability gives the Rafale true versatility to undertake a wide range of operational missions. The combat capabilities of Rafale were adequately proven in the recent air operations in Libya. The induction of Rafale in the IAF along with associated weaponry will indeed prove to be a game changer in the IAF’s combat capability. Commercial negotiations are currently in progress, and we intend to sign the contract during the current financial year. The first batch of aircraft is likely to be inducted three years after the signing of the contract. SP’s: Could you give a detailed update on the indigenous LCA (Tejas) programme? When would the aircraft be in a position to achieve full-fledged final operational clearance (FOC)? How will the issue of the first 40 aircraft fitted with the underpowered GE 404 IN engines be sorted out in the long run? How many squadrons of Tejas Mark II are envisaged for induction in the IAF? Lastly, what would be the IAF’s employment philosophy for Tejas? CAS: The IAF has placed an order for the procurement of 40 LCA (Tejas) aircraft with HAL. The programme is running behind schedule with the revised initial operational clearance (IOC II) now planned in 2013. The final operational clearance (FOC) is expected to be achieved two years after IOC II. As far as the power plant is concerned, the thrust available from the engine fitted on the LCA is as per the desired specifications. The IAF plans to raise a total of six squadrons of the LCA by 202122. However, the configuration of the balance aircraft would be with the new GE 414 engine, for which the request for proposal (RFP) has already been issued to GE. SP’s: Could you give an update on the stalled re-engining programme for the jaguar aircraft? What are the chances of its revival and which way is it likely to head? CAS: Contrary to common perceptions, let me reiterate that the re-engining programme on the Jaguar aircraft is not stalled. It is a complex programme with many associated technological challenges that the IAF is minutely looking into. The programme is being actively pursued and we have already obtained the government approval for the programme. The RFP is being issued shortly. SP
(To be Continued)
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IAF SPECIAL IAF Vision
Vision Personified ‘I visualise a strong, modern, balanced aerospace force, fully-networked, with a mix of third, fourth and fifth generation aircraft and weapon systems, manned by motivated and trained air warriors, capable of projecting ‘national power’, and enabled to fully meet its mission and the country’s aspirations’
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By Air Chief Marshal (Retd) P.V. Naik
The best rank in the Indian Air Force (IAF) is of a Pilot Officer. You are king of all you survey; you fly your butt off; you have hardly any non-flying responsibilities. If you boobed (made a mistake), you are always let off with a light admonishment. Those were the days! Unfortunately, this rank is no more. When I was a Pilot Officer, my vision for the IAF was of excellent serviceability in my Squadron with lot of aircraft on tarmac and the Flying Programme showing my name for all the three details planned. As I grew in the IAF, this vision also must have evolved to include complex mysterious items like range and endurance, weapons, combat and combat tactics, camouflage and deception; communications, maintenance and technology, etc. I say “must have evolved” because one did not have either the time or the inclination to think of abstract, intangible concepts like ‘vision’. The flying and other ‘bull’ took away most of the time. Then when I graduated from the Flying Instructors’ School (FIS) and became a QFI, quality of intake; need for a good basic trainer, relevance of training syllabi, etc were inducted into the vision statement. After marriage, accommodation and infrastructure started impinging on the vision. My vision statement was slowly transforming itself under the influence of external, perceived needs and strong stimuli. Defence Services Staff College (DSSC) was the first turning point or way22 SP’S AVIATION Issue 10 • 2012
point in the gradual crystallisation of some sort of a ‘vision’ for the IAF. The Staff College ensured an academic environment, in sylvan surroundings, with good exposure to impressive sounding words used during what is colloquially known as ‘waffling’. One is exposed to things higher than the throttle and stick, and starts thinking about ‘concepts’, ‘strategy’ and ‘vision’. Thereafter, as you keep rising in the Air Force hierarchy, the vision expands to cover your span of control and at the same time undergo more and more refinement. Truly speaking, let us trace this hierarchical rise. As a Flight Commander, there is no chance in heaven for you to envision anything except operations and that too Squadron related. The same thing happens as a CO, except that you have to project an image, especially in Commanders’ Conferences. As a Chief Operations Officer (COO), generally, you run out of daylight hours. As Air Officer Commanding (AOC) if you have a good COO, perhaps you are able to get some conceptualising done. This is generally the time you are involved in or privy to the higher strategy and plans; and the brain cells start buzzing. The problem here is that your inputs are limited. To cut a long story short, in my opinion, it is only when you are a three-star and above that you can actually set down a ‘vision’. At least that’s what happened in my case. A vision for the IAF is no simple matter. One can very easily www.spsaviation.net
IAF SPECIAL IAF Vision
set down a vision statement over a glass of beer in the true ‘Gung give you ready answers. So you keep this awareness in your Ho’ mould. But when one sits down and really thinks about it, mind and go with your gut feeling. there are so many factors (pros and cons) that it is very easy to Technology: I visualise net-centricity as a mandatory requireget your thinking totally muddled up. So let me try and list out the ment. The IAF must be capable of network-centric warfare (NCW). The ground segment with Air Force Net (AFNet) and Intemajor factors that influenced my vision for the IAF. Here it goes: Relevance: My vision for the IAF is not a stand-alone entity. It is grated Air Command and Control System (IACCS), is established. enmeshed in the labyrinth of a large number of variables and in- ODL is proceeding well. Modern medium power radars (MPRs), fluences. Prime amongst them is the geopolitical reality. Our geog- low looking transportable radars (LLTRs), are in the pipeline. The raphy, to a large extent dictates the slant of our geopolitics. Today, air segment needs bucking up but more AWACS & airborne early the balance of power is not only confined to Europe and the US. warning and control systems (AEW&C) aircraft are on the cards. The shift in economic power is beginning to make Asia more rel- Space segment is a matter of concern with satellite launch capaevant on the world stage. In our region, there is political instabil- bility still low. Transfer of technology (ToT) is the new mantra. I ity, poverty, economic disparity, internal strife, terrorism. Pakistan believe we must have access to cutting-edge technology whether continues to be inimical to us and will continue to use its policy of through ToT, offsets or reverse engineering. I visualise both DRDO a ‘thousand cuts’ against us. China, the arrogant ‘superbrat’, will and HAL being reorganised, refined, and made more accountable. continue to thwart our country’s progress at every opportunity. Strength: I have a vision of an Air Force with at least 55 combat Our future confrontations will not only be over land but the sea squadrons. Realistically, we can perhaps go up to 42, in the as well. Kashmir and the Naxals will continue to be our internal next 25 years. We need to maintain this strength because of trouble areas demanding increased involvement of air power. A a two-front requirement. The edge against Pakistan Air Force demand we cannot shy away from—ad infinitum. Coastal secu- (PAF) must never be allowed to be eroded. Unless our ongoing rity and security of sea lanes as well as our offshore assets will programmes deliver on time, I am afraid we shall be in for a achieve more importance. Therefore, I must visualise an Air Force long period of anxiety. that can meet all these commitments. My vision should not only A Judicious Mix: For fighters, I visualise a mix of Su-30s, mecater to today. It must continue to remain relevant. Force struc- dium multi-role combat aircraft (MMRCA) with fifth generation ture planning and ramping up takes time. Hence my vision must fighter aircraft (FGFA) in the final stages of induction. It will be vital to have light combat aircraft (LCA) in large numbers to fill be relevant over 20 to 25 years. Aspirations of the Country: Where is India going to be 25 the gaps. Power projection through C-17 aircraft, a strong AAR years from now? Going by the present set of circumstances, the fleet, upgraded An-32s, Dorniers and perhaps the C-27 as Avro outlook is dismal. But I have confidence in the innate resilience replacement complete the transport fleet. Special operations of our ‘aam aadmi’. The economic downturn will reverse in a will be through C-130Js, already flying with us. Choppers will couple of years since it generally follows the sine curve. There comprise MI-26, MI-17 V-5, Agusta AW 101, Apache, Dhruvs, is increasing awareness in our industry. Reforms will play their in various forms and the light utility helicopter (LUH). All these role. India continues to be a huge market. We cannot be ignored. are already in the pipeline. On the air defence (AD) side, I visuForeign direct investment (FDI) will come in. Once productivity alise long-range, medium-range surface-to-air missiles (LR/MR increases, job opportunities will rise. I visualise a future where SAMs), low-level quick reaction missile systems (LLQRMs), very India will play a bigger role in world politics and be called upon short-range air defence (VSHORADS) with effective linking of for more ‘away from home’ contingencies. Today, our zone of radars for reducing the sensor-shooter loop. Few squadrons of influence is from the Hormuz Straits in the West to Malacca improved Aakash missiles will add to the punch. We will need Straits in the East. In my opinion our aspirations will go well be- a few more units of aerostats and unmanned aerial vehicles yond these limits in the coming decades. The IAF must be able (UAVs). Induction of unmanned aerial vehicles (UCAVs) will beto meet the country’s aspirations and be able to project power come a reality. Basing: Though mundane, we must think of more bases and where and when required. Viability: In the whole exercise of establishing my vision, this is infrastructure. They have to be planned now. Some will have to like a bucket of cold water. I may need 65 squadrons of combat air- be Greenfield while some acquired from other agencies like the craft, 100 squadrons of air defence weapons, 20 airborne warn- Aviation Research Centre. ing and control systems (AWACS), and may be 70 aerostats. Will I Human Resource: Finally, it is the human element that transbe able to induct so many units? Will I have the manpower to man forms technology into operational assets. Recruitment, training, these? Will I have the infrastructure to accommodate them? Will induction and retention are major issues that need to be adI be able to train so many pilots or air and ground crew? Will the dressed soon. The manpower needs training to absorb cuttingDefence Minister throw a fit when he sees these demands? These edge technologies. Sometimes, the mindsets need to change. are some of the questions that need to be answered. This nitpick- This is one element that needs nurturing if we are to win wars. Now, after this long-winded and convoluted discourse, if ing actually tempers your vision with pragmatism. After all, the someone were to ask me my vision for country has many other vital issues like the IAF, I could encapsulate it in a short poverty, education and infrastructure that and crisp statement. It would go somealso need to be addressed expeditiously. thing like this, “I visualise a strong, Budgeting: The flow out from viability is modern, balanced aerospace force, the budget. The priorities of the govern‘My vision for the IAF is fully networked, with a mix of third, ment will dictate how big a piece of the not a stand-alone entity. fourth and fifth generation aircraft and pie you get. This is a major exercise. You It is enmeshed in the weapon systems, manned by motivated have to extrapolate the state of the econand trained air warriors, capable of omy, the value of the rupee, international labyrinth of a large projecting ‘national power’, and enrelations, the outlay as per the five-year number of variables and abled to fully meet its mission and the plan period, inflation, delays and what country’s aspirations.” SP not. Of course, you have experts who influences.’ 24 SP’S AVIATION Issue 10 • 2012
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IAF SPECIAL Interview
R.K. Tyagi took over as the Chairman of Hindustan Aeronautics Limited (HAL) in March 2012. In an interview with SP’s Aviation, Tyagi spoke very optimistically about hal’s future plans
‘HAL has drawn a long-term perspective plan to become a significant global player in the aerospace industry’
Photograph: HAL
SP’s Aviation (SP’s): Can you briefly describe the size and the span of activities of the premier Indian aerospace major Hindustan Aeronautics Limited (HAL)? R.K. Tyagi (Chairman): HAL is a premier aeronautical/aerospace company in Asia with 19 production divisions and ten research and development (R&D) centres in India. HAL’s expertise encompasses design, production, repair, overhaul and upgrade of aircraft, helicopters, aero-engines, accessories, avionics and systems. The company’s sales turnover has crossed Rs 14,000 crore for the year 2011-12. HAL today provides one stop solution for all the design needs of aircraft and helicopters in airframes, airframe systems, avionics, mission and combat systems using advanced design tools. All manufacturing divisions of HAL are equipped with modern infrastructure for production of aircraft and also helicopters. The company has over 32,000 employees of whom 50 per cent have over a decade of aircraft industry experience. HAL has diversified into manufacture and repair/overhaul of industrial and marine gas turbine engines. It also manufactures structures for aerospace vehicles. SP’s: How do you see the roadmap ahead for HAL ? Chairman: HAL has been registering steady growth in term of financial parameters over the last ten years. The sales have grown from Rs 8,625 crore in 2007-08 to Rs 14,204 crore in 2011-12. The trend is expected to continue during Twelfth, Thirteenth and Fourteenth five year plans with new programmes such as fifth-generation fighter aircraft (FGFA), multirole transport aircraft (MTA), HTT-40, light combat aircraft (LCH), light utility helicopter (LUH), Indian multi-role helicopter (IMRH), etc. The company has drawn a long-term perspective plan to realise its cision “to become a significant global player in 26 SP’S AVIATION Issue 10 • 2012
the aerospace industry” by covering the period from 2010-2022 (i.e. up to Thirteenth Plan). This document outlines the roadmap for HAL’s march towards the vision, through analysis of current position, defining strategies to be adopted to overcome challenges and to sustain growth. Detailed plans for technology induction, modernisation, manpower, collaborations, etc are being prepared in line with the overall strategy brought out in the perspective plan. SP’s: Is HAL exploring business opportunities in the global market? Chairman: HAL is exploring business options including joint ventures, with different original equipment manufacturers (OEMs) in niche/critical technology areas like the active electronically scanned array (AESA) radar, software defined radios, avionics, ultra light/heavy helicopters, small gas turbine engines, etc. The US and major European countries, which constitute nearly 70 per cent of the global defence expenditure, are witnessing reduction in military spending. This change is forcing the major OEMs of the industry to change their business strategy towards expanding and strengthening their positions in the emerging markets like India, Brazil, South Korea, Saudi Arabia, UAE, etc. It is assessed that due to this shift in focus on the emerging markets, the market would witness more aggressive competition and further streamlining of cost structure is likely to take place. In this scenario, HAL is looking for opportunities of entering into strategic alliances with major foreign OEMs in niche/critical technology areas by leveraging HAL’s strength in Indian market. HAL is also exploring to partner with the OEMs to be part of their supply chain offering gains of cost economics. www.spsaviation.net
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IAF SPECIAL Interview
indigenous programme: light combat helicopter and (left) advanceD light helicopter in flight
SP’s: Offset of 30 to 50 per cent in future aircraft deals will translate into enormous workload for HAL. What steps have been taken to draw the private sector into a partnership arrangement to cope with the huge increase in work orders? Chairman: With regard to the offset opportunities, HAL is pursuing closely with all the major vendors to enter into collaboration for offset liquidation, showcasing its capabilities and infrastructure set up, to provide services like design packages, work packages, forgings and castings, etc. Outsourcing is being planned in a big way and HAL has drawn up plans to outsource up to 30 per cent of the manufacturing task. This strategy would enable HAL to add and use the capacity more optimally on high value addition jobs or new business opportunities.
Photographs: Sp guide pubns
SP’s: Has HAL taken any steps in anticipation of the medium multi-role combat aircraft (MMRCA) project? Chairman: HAL has initiated the project planning activities for establishment of manufacturing facility of MMRCA at Bangalore. SP’s: Can you please provide an update on the indigenous programmes? Chairman: HAL is currently involved in the design and development of the advanced light helicopter (ALH), the light combat helicopter (LCH), the light utility helicopter (LUH), the intermediate jet trainer (IJT) and the basic trainer aircraft. HAL is also the major partner to Aeronautical Development Agency (ADA), the nodal agency for the design and development of the LCATejas and its variants. The initial operational clearances (IOC) of the IJT and the LCA are expected by the end of this fiscal. On the rotary front, the Dhruv Mk-4 (Christened ‘Rudra’) is now in the last lap of certification and first delivery is expected by this year. LCH flight evaluation trials are in progress on the two prototypes and areas of improvement have been identified and these are planned to be addressed in the third prototype to be built by HAL. LUH, an ab-initio design is slated to have the highest level of indigenous content of any helicopter made by HAL. SP’s: What steps has HAL taken to foster capability growth of the aerospace industry in the private sector? Chairman: HAL is encouraging partnerships with the private industries in the areas of production and design and development. Many private industries are moving up the value chain, from being suppliers of components to suppliers of packaged assemblies and systems to HAL. In order to explore the op28 SP’S AVIATION Issue 10 • 2012
portunity for long-term relationships and strengthen the supply chain, HAL recently organised a Global Business Partners meet of its vendors in Bangalore. We received direct feedback from the vendors and this should improve the business relationship. However, to gain advantage of this competitive industry scenario with increased capabilities of the private industry in manufacturing of defence equipment, HAL has planned to outsource non-core manufacturing/ design jobs through the tiered level of supplier base. SP’s: What would be your strategy to ensure that HAL contributes effectively in the nation’s pursuit of self-reliance in defence related technology in military aviation? Chairman: Self-reliance in aerospace and defence is one of the key indicators in defining the economic and military strength of any country. Market dynamics ensures that no company can become a global player without having its own products and innate technological and design strength. HAL has identified research and developemnt (R&D) as a thrust area and has established ten R&D centres co-located with production divisions for enhanced coordination. HAL has involved itself in design and development of ALH (utility and weaponised version), LCH, LUH, IJT and is a partner to ADA for the LCA programme. All these projects are at various stages of development and certification. Future R&D programmes on the anvil are FGFA, MTA, HTT-40 and the IMRH. On successful completion of all the said projects, HAL would have achieved self-reliance over a range of products in various categories of aircraft/helicopters. SP’s: Does HAL have any focus on civil aircraft? Chairman: HAL has already manufactured 116 Dornier DO228 and 89 Avro HS 748 aircraft at its facility at the Transport Aircraft Division (TAD) at Kanpur. Of these, 14 DO228 and 22 Avro HS748 were delivered to civil customers. We have also exported part of these products to countries such as Mauritius and Germany. TAD Kanpur has signed a long-term agreement with Ruag Aerospace Germany for manufacture and supply of complete structural assemblies of DO228 aircraft including fuselage, wing sections and control surfaces. So far, eight sets of these assemblies have been delivered to Ruag. TAD Kanpur is the only agency in India to have received EASA certification for supply of these work-packages. It is also the only production facility in the country equipped to undertake manufacture and maintenance of transport aircraft. SP www.spsaviation.net
IAF SPECIAL Transport
On the Move The transport fleet of the IAF is in for a complete transformation over the next decade or so. It is indeed fortuitous that the process of modernisation of the IAF transport fleet is not trapped in the labyrinthine Defence Procurement Procedure.
Photograph: USAf
D
fleets of Russian origin, i.e. the IL-76 Driven by a resurgent economy, By Air Marshal (Retd) B.K. Pandey and An-32, have been overtaken by obby the middle of the century, India is solescence and for some time now, they expected to emerge as a regional and have not been in any shape to cope economic power, a status that will conwith the responsibilities and challenges fer upon it additional responsibilities. It is important therefore that India’s military power grows in before the nation or for that matter to meet even the routine retandem with its rising global status to be capable of power pro- quirements. If the nation has to fulfil its obligations as a regional jection as also to be able to safeguard national economic and power, the transport fleet of the IAF ought to be equipped and security interests that would extend from the Persian Gulf to trained to play a central role in the exercise of projection of powthe Strait of Malacca. India may be called upon to intervene in er and safeguarding security interests in the region. In the purthe region to ensure peace, security and stability or respond suit of these strategic objectives, the IAF is currently embarked with aid in the event of humanitarian crisis or natural calamity. on another exercise in major upgradation of its airlift capability. These contingencies as also internal security compulsions will require the Indian Air Force (IAF) to have a respectable stra- The C-130J Super Hercules tegic airlift capability and the ability to provide swift response Under a $1.2-billion (`6,600 crore) contract signed in 2008 with large forces both within the country and in the region. through foreign military sales (FMS) programme of the US Government, the IAF has already received six of the Lockheed Martin C-130J Super Hercules aircraft customised for special opOvertaken by Obsolescence While the combat fleet of the IAF is the spearhead of national erations. Based at Air Force Station, Hindon, these four-engine aerospace power, the role of the transport fleet of the IAF is no military transport aircraft with a 20-tonne payload capacity, are equipped with special devices to undertake deployment of less important. The IAF transport fleet last underwent a major revamp in Special Forces in all-weather conditions by day or night even the years between 1983 and 1985 with the procurement from in complete darkness. However, the fleet can also be employed the then Soviet Union of 17 of the IL-76 strategic airlift aircraft for other tasks such as airborne assault, air transported opand over 100 An-32 medium-tactical transport aircraft. Also, erations, air supply, air maintenance of forward locations and commencing from 1988, the IAF received 28 Dornier DO 228 disaster management. The Super Hercules can operate from light utility aircraft that are currently employed for basic train- short, unprepared surfaces, is capable of receiving fuel in flight ing of transport pilots and communication duties. Of the fleet at low level and carries self-protection devices to cope with hosof HS-748 Avro medium transport aircraft inducted in the late tile air defence environment. Though categorised as a “tactical 1960s, in the period under consideration, 56 remained in ser- transport aircraft”, with its capability of large payload and high range, the Super Hercules nudges the strategic regime. As device employed primarily for communication tasks. After nearly two-and-a-half decades since induction, the two scribed by Air Chief Marshal N.A.K. Browne, Chief of the Air 30 SP’S AVIATION Issue 10 • 2012
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IAF SPECIAL Transport
IAF’s Recent & Planned Inductions of Transport Aircraft S.No.
ITEM
OEM
Nos.
Cost
Remarks
11
C-130J
US
6
$1 billion
Order for six additional aircraft
2
C-17
Boeing
10
$4 billion
After the initial experience, IAF may opt to go for seven more aircraft.
3
MTA
JV UAC-Russia Hal-India
RAF-100 IAF-45 Export-60
Total JV cost $2.6 billion
4
Avro replacement
JV with private sector participation from India
56
$2.4 billion
Staff, IAF, “This most potent and versatile aircraft will help the IAF move towards maintaining aerospace dominance.” As per Defence Minister A.K. Antony, “This formidable aircraft would add muscle to the IAF and help in its modernisation. The government is fully committed to provide the latest and best equipment, and will not spare any effort to ensure that the IAF retains its qualitative edge”. The IAF is to acquire another six to make up to full-squadron strength. Enter the Globemaster III In one of the quickest deals to be finalised, early next year, the IAF will begin inducting a fleet of 10 Boeing C-17 Globemaster III strategic airlift aircraft. It has taken just four years since initiation of the proposal in 2009, to finalise the $4.1-billion (`22,550 crore) deal for the acquisition of these mammoth military transport aircraft. Executed through the FMS programme of the US Government, the tenth aircraft should arrive by December 2014. With nearly twice the payload capacity of the IL-76 and an unrefuelled range of 5,600 km, the fleet of ten C-17 aircraft will provide the IAF with humongous trans-continental airlift capability for swift and effective response in a crisis. This indeed will be a quantum jump in capability. The IAF is considering induction of another six of these mammoth airlifters, a decision that could be speeded up on account of pressure from Boeing. The company has indicated that in the absence of new orders, production of the C-17 could be discontinued. India must therefore decide quickly. Revitalising the An-32 Fleet Some of the 100 odd An-32 aircraft, in service with the IAF, are undergoing a mid-life upgrade programme at Ukraine’s Aviant Aircraft Building Plant in Kiev. The $400 million (`2,200 crore) modernisation programme will include refurbishment of the airframe as well as systems modernisation including avionics from Elbit Systems, to extend service life of the fleet to 40 years. The upgrade includes increase in payload capacity from the current 6.7 tonnes to 7.5 tonnes and reduction in cockpit noise. On completion of the upgradation programme, the aircraft will have better flight management system, glass cockpit and other equipment to improve accuracy and lend the fleet a multi-role operational capability. The contract includes upgrade of the remaining aircraft at No 1 Base Repair Depot at Kanpur under transfer of technology (ToT) from the Ukranian company. The upgrade programme in Kiev is expected to be completed by March 2014 and that at 1 BRD
by March 2017. The upgraded An-32 fleet is therefore expected to continue in service with the IAF till at least up to 2025. Multi-role Transport Aircraft Meanwhile, plans to replace the An-32 fleet are already afoot. The Hindustan Aeronautics Limited (HAL) has signed an agreement with the United Aircraft Corporation to develop a high wing, rear loading, twin-jet multi-role transport aircraft (MTA) in the 15-20 tonne class for the IAF to replace the An-32 fleet. With more than twice the payload capacity of the An-32, the IAF will initially order 45. HAL will carry out the design and development of the MTA at Bangalore while it’s Transport Aircraft Division at Kanpur will manufacture the prototypes and undertake serial production, for which dedicated facilities are being set up there. Maiden flight of the prototype is expected in 2017 and commencement of regular production in 2019. The IAF hopes to have a substantial number of MTA on its inventory and operational by 2025. Meant for tactical employment, the MTA will also be bordering the strategic airlift capability envelope and will add a new qualitative dimension to the transport fleet of the IAF. Replacement for Avro Fleet In July this year, the Ministry of Defence has cleared a proposal worth over `12,000 crore for the procurement of 66 transport aircraft of 10-tonne payload capacity for the IAF to replace its fleet of vintage HS-748 Avro aircraft, acquired in the 1960s. The first 16 of the new aircraft are to be procured off-the-shelf from the foreign vendor identified through a tendering process. The next batch of 16 would have a 30 per cent indigenous content, while the component of locally-procured and produced items in the remaining 24 planes would be 60 per cent. Forty of the 56 aircraft will be licence-produced in India by the indigenous aerospace industry in the private sector yet to be identified. For the first time in the history of the indigenous aerospace industry, the private sector is being preferred over HAL, the Indian aerospace major in the public sector. Apparently, HAL is much too overloaded to undertake this project. Hopefully, the fledgling indigenous aerospace industry in the private sector will not disappoint the IAF.
Under a $1.2-billion contract signed in 2008 through FMS, the IAF has already received six of the Lockheed Martin C-130J Super Hercules aircraft customised for special operations
32 SP’S AVIATION Issue 10 • 2012
Futuristic
Transformation The transport fleet of the IAF is in for a complete transformation over the next decade or so. It is indeed fortuitous that the process of modernisation of the IAF transport fleet is not trapped in the labyrinthine Defence Procurement Procedure. SP www.spsaviation.net
IAF SPECIAL Viewpoint
THINKING MINDS: DR VIVEK LALL WITH DR A.P.J. ABDUL KALAM, FORMER PRESIDENT OF INDIA
The Way Forward
Photograph: Sp guide pubns
One hopes that the private industry will have a bigger role to play in aircraft projects in the years to come. This will lead to an expansion of aeronautical industrial base in the country and help make the Indian aviation sector efficient.
A
every phase of product development. Aerospace manufacturing is a high techBy Dr Vivek Lall OEMs are increasingly making use of the nology and capital intensive industry. Its value global supply chain. Today, OEMs are not only chain is characterised by a long project life cyfarming out a big chunk of machined and sheet cle spanning research and development (R&D), metal parts production, but also expecting venengineering design, manufacturing, assembly, maintenance, repair and overhaul. Intensive technology and dors to supply large aircraft sub-assemblies and even design exsafety requirements require significant investments in R&D and pertise. While OEMs have been looking at leveraging manufacquality control. Traditionally, most aerospace original equipment turing and service capabilities across various countries, some manufacturers (OEM) value chain activities were conducted in countries have made focused effort to scale up their capabilities. When we look specifically at ‘aerospace ecosystem’—facthe domestic market—engineering and R&D activities were almost exclusively done in the home market. Most manufacturing tors like the supply and quality of engineers, the supply and also took place in the home market with selected sourcing of cost of blue collar workforce, the depth of the supply chain and complete components like aero engines from foreign suppliers. the potential to reach critical mass—is important. However, Similarly, maintenance, repair and overhaul (MRO) and service infrastructure and government support are critical inputs for parts distribution facilities were also established in home mar- success. Different countries and governments had taken different approaches to develop their aerospace industry—some ket, with some secondary international service centres. However, with the need to cut costs and deliver products countries have begun to specialise more within a particular tier, faster; aerospace design, development and production glob- and potentially around particular systems of types of technolally continue to undergo significant changes. Firms producing ogy. That means that industry clusters may develop around a commercial aircraft have reduced development time drastically system or type of technology, like aerostructures, engines, intethrough computer-aided design and drafting (CADD), which al- riors, avionics, control systems or landing gear, and potentially lows firms to design and test an entire aircraft, including the also focus on a particular platform type. On the other hand, some countries have adopted an inteindividual parts, by computer. Increasingly, firms bring together teams composed of customers, engineers and production work- grated approach to the aerospace sector, encompassing comers to pool ideas and make decisions concerning the aircraft at prehensive manufacturing to MRO services through collaboraIssue 10 • 2012 SP’S AVIATION 33
IAF SPECIAL Viewpoint
Getting certifications for processes and parts is a challenge tion agreements with global OEMs, to leverage the expertise necessary for a high-tech, end-to-end technology and manufac- for India-based suppliers. If the industry is to grow, the quality and robustness of the certification organisations—Centre turing base. When we look at India, we see most elements of the ‘ecosys- for Military Airworthiness and Certification (CEMILAC) and tem’ in place. Over the next decades, India undoubtedly has the Directorate General of Civil Aviation (DGCA)—also need to be potential to become a significant part of the global aerospace strengthened. The certification process is both complex and exsupply chain. It has been estimated that India offers cost advan- pensive and the government needs to step in with schemes to tages of between 15 and 25 per cent in manufacturing, depend- create awareness among small and medium enterprises (SMEs) ing on the type of component. Indian industry today has the and also part finance the process. Everything that goes into making an aircraft, from the technological capability to undertake complex manufacturing required for the sector—indeed there has been a remarkable screws to the engine components, has to meet stringent quality growth of this sector, as a large number of private players have controls for safety. Manufacturers must meet strict quality stanentered the sector. However, the small and medium enterprises dards to guarantee that the parts are of high quality material for (SMEs) face hurdles due to the high capital cost, low volumes safety and durability, and made to precise specifications. The Directorate General of Aeronautical Quality Assurance (DGAQA) and long gestation period of the projects. Technology can be transferred to Indian industry through performs this function for the defence sector; DGCA is responvarious channels: production linkages in the form of subcontract- sible for the non-defence sector. From quality assurance perspective too, creating clusters ing arrangements; technical licensing agreements; the import of intermediate and capital goods; training; technical consultancies makes greater economic sense in this industry. Such enclaves or zones may be set up with the requisite infrastructure like by consulting firms; or simply from the migration of workers. There are a number of aeronautics organisations like the airfields and traffic free air space. The opportunities for the Hindustan Aeronautics Limited (HAL), National Aerospace domestic industry that offsets will bring in, can be efficiently Laboratories (NAL), Defence Research and Development Or- utilised in such zones. The aerospace manufacturing sector in India is fragmented. ganisation (DRDO) laboratories, engineering colleges, etc in the country, and the sector is divided into defence and non- There is information gap between the defence and non-defence defence segments. With the entry of private companies, an in- sectors. DRDO and HAL are predominantly confined to the destitutional arrangement becomes necessary which could har- fence sector while the NAL and other civilian aerospace comness the knowledge residing in these various entities. Such an panies remain insulated from the developments in the defence institution could map indigenous capabilities, identify knowl- sector. If a mechanism is put in place that facilities greater inedge gaps, direct resources efficiently to address critical tech- teraction among the two sectors, it will bring about synergies yielding benefits to all. nology gaps. Similarly, HAL, NAL, DRDO laboratories, engineering colWe need to establish an organisation at the central level that articulates our vision for aerospace manufacturing sector and leges, etc are divided into defence and non-defence segments. then acts as a facilitator for investments, and coordinates vari- Private companies have also entered the arena in a significant ous activities and initiatives towards that goal. The organisation way and an institutional arrangement becomes necessary which should articulate whether India should take an integrated ap- could harness the knowledge residing in these entities. Once proach to aerospace manufacturing, or, should we look at our there is active engagement of stakeholders, it could facilitate forareas of strength and concentrate our efforts on certain systems mulation of a national aeronautics policy. The public-private partnership (PPP) model by forming joint or components? The organisation can act as a facilitator to investors for obtaining requisite permission and approvals like ventures (JVs) should be encouraged. The JV Guidelines issued industrial licence, FIPB approval for foreign partnership, export by the Ministry of Defence early this year has articulated a set of guidelines for establishing JV compaclearances, etc. nies by the defence public sector underJust transfer of technology (ToT) is not takings (DPSUs) with companies in India adequate; we have to build the ability to inand abroad. One hopes that the private novate. For this we require a very strong The offset policy can industry will have a bigger role to play in technical manpower base. India has the aircraft projects in the years to come. This second largest pool of scientists and engibecome a significant will lead to an expansion of aeronautical neers in the world. Every year, over 2.5 milcontributor and industrial base in the country and help lion graduates are added to the workforce, catalyst to the make the Indian aviation sector efficient. including 3,00,000 engineers and 1,50,000 The offset policy can become a signifiinformation technology (IT) professionals. development of the cant contributor and catalyst to the deThis human resource pool can give an adIndian aerospace velopment of the Indian aerospace sector. vantage in this sector. Active involvement The successful implementation of offset of the government, as well as the private sector. The successful policies of countries like Brazil and South sector is required to develop industry speimplementation Korea provides some encouragement of cific courses that are relevant and effective. of offset policies a similar success in India. The Defence India so far has been restricted mainOffset Guidelines issued this year proly to a tier-3 supplier to the industry with of countries like vide clarity and have made offset obligaa focus on low-tech design and engineerBrazil and South tion less onerous to the OEM through a ing services. There is an urgent need for number of provisions. Synergy between the industry to take a long-term strategic Korea provides some offsets in the defence and civil aviation view and develop capabilities in new maencouragement of a sectors needs to be developed through efterial technologies for the development similar success in India. fective mechanisms. SP of composites. 34 SP’S AVIATION Issue 10 • 2012
www.spsaviation.net
IAF SPECIAL Helicopters
On the anvil: IAF plans to acquire 22 Boeing AH-64D Apache Longbow attack helicopters
Development sans Indigenisation
Photograph: Boeing
What will a huge IAF, with the responsibility of guarding extensive borders, and with providing support to the Army in the battlefield do with just 22 Apaches? Surely, the number appears to be too small. The question is a moot one, but serves to highlight the issue that the IAF would have more teeth in its helicopter fleet, if only indigenous development had given the government value for money.
I
are almost entirely of foreign origin— In August, the Director GenBy Group Captain (Retd) A.K. Sachdev a matter of embarrassment that India eral of Civil Aviation (DGCA) found has no choice but to accept. some technical flaws in the indigenous The IAF started off with the US heDhruv helicopters and grounded them. licopters in the 1950s and expanded It issued an airworthiness directive for civil variants of advanced light helicopter Dhruv and asked gradually to include French (including Indian, licence-built the manufacturer, the Hindustan Aeronautics Limited (HAL), to French designs) and Soviet helicopters. The Allouette II/III sort out the flaws. A similar directive was necessitated in 2011. (Chetak and Cheetah) have been used in large numbers and This puts into perspective indigenous capability to manufac- for almost every conceivable rotary wing role: communicature helicopters despite heavy investment by the government tions, air maintenance (carriage of food and supplies to inacinto HAL. Besides belying the expectations of civil aviation, cessible regions), forward air controlling (for close air support), the HAL’s failure to produce a worthwhile machine despite de- recce, armed recce, anti-tank guided missiles carriage, casucades of outlay has also meant that defence users of helicopters alty evacuation (up to two lying casualties at a time), liaison have been denied an inexpensive, indigenous, frontline fighting duties, security duties, bird recce (over fly past routes ahead machine. The Indian Air Force (IAF), as the major helicopter of large formations), flower and leaflet dropping, ceremonial user, has been complaining about this incessantly; its endeav- parades (decked up as an elephant, for example), and armed ours to lobby for an IAF man at the helm of affairs at HAL policing. Until 1986, the task of directing artillery fire was carhave met with no success. Meanwhile, its helicopter holdings ried out by Air Observation Post (AOP) Squadrons. In 1986, the Issue 10 • 2012 SP’S AVIATION 35
IAF SPECIAL Helicopters
Government of India formally announced the formation of the ated that Indian armed forces are looking to induct as many Army Aviation Corps; as a result Chetaks and Cheetahs operat- as 900 helicopters in the coming decade, including 384 lighting AOP Squadrons were transferred from the IAF to the Army utility and observation, 90 naval multi-role, 65 light combat, 22 while the other roles were retained by the IAF. Licence-built by heavy-duty attack, 139 medium-lift and 15 heavy-lift, among others. Currently, besides the 80 Mi-17 1Vs and Dhruvs menHAL, these two types still continue to fly with the IAF. Soviet design Mi-8s and MI-17s have been the vital back- tioned above, the other helicopter acquisition plans for the IAF bone of the IAF fleet as far as logistical roles are concerned. are 12 AgustaWestland crafts for Communication Squadron, 22 Their variants have been used with modifications permitting Boeing AH-64D Apache Longbow attack helicopters, and up to carriage of guns, bombs, rockets and missiles. Helicopter crew 15 heavy lift helicopters to replace the Russian Mi-26. The CH-47 Chinook helicopter and the Russian Mi- 26 T2 have been undergoing training for armed roles and carrying out live firing in combat configurations and formations (with helicopters are the two contenders for the heavy-lift role; the the unfortunate accident involving two Mi-17s at Sarmat air- idea is to enable the transportation of ultra-light howitzers to-ground firing range serving to highlight the occupational to high-altitude posts. A heavy lift helicopter is also of strarisk attached to armed roles for helicopters). The latest flying tegic value as it can lift up to 70 armed troops or howitzers creature of this family to join the IAF is the Russian Mi-17 V5, for deployment in mountainous areas bordering China and of which 80 are in the process of being supplied with 57 more Pakistan. It could also be used for rapid deployment of mison order from Russia. The Mi-17 V5 falls in armed helicopter sile launchers for Agni or Prithvi from one place to other. The category, with substantial and effective firepower. It has the lat- currently held Mi-26, with 20-tonne capacity, is the biggest est and more powerful engines with enhanced payload carrying among operational helicopters, and can even lift Bofors guns capability at higher altitudes. It is an upgrade of Mi-17 choppers to higher reaches, place bulldozers at a height of 16,500 feet, in the medium-lift category and is equipped with state-of-the- and land critical equipment for the IAF at places like Ladakh. art avionics and an onboard navigation systems; it has onboard The replacement will do all that and the larger numbers will weather radar, a modern autopilot and is compatible with the empower the IAF substantially. A modern attack helicopter to replace the MIi-25/35 varilatest generation night vision goggles. In May 1984, the first Helicopter Unit was formed with the ants or at least to augment their waning numbers (and techformidable Mi-25 gunship helicopter; it was used in Sri Lanka nology) was a critical requirement. The Apache will be a big against the LTTE but there has been a hold back on use of gun- reassuring factor for the force. The $1.4 billion (`7,700 crore) ships against militants on Indian soil. The upgraded Mi- 35 was contract for the 22 Apaches is also expected to include the supinducted in April 1990, and future requirements for armed he- ply of 812 AGM-114L-3 Hellfire Longbow missiles, 542 AGMlicopters are planned to be met by the Dhruv. How far those 114R-3 Hellfire-II missiles, 245 Stinger Block I-92H missiles and 12 AN/APG-78 fire-control radars. expectations will be met is a moot point at the moment. A lamentable element remains the low level of indigeniThe IAF’s official site is not very lucid on the subject of its helicopter holding. It lists a total of 16 units (some of them of sation and self-reliance in meeting our defence requirements. ‘flight’—or half a ‘unit’—size). Taking the ‘Unit’ strength as 12 Considering the fact that the first Air Staff Requirement (ASR) for an ALH was given out in the 1970s, the Johnny-come-lately and flight strength as six, the total would add up to 192. Notwithstanding the above, the current helicopter fleet of the Dhruv does not generate any excitement with the IAF, and is Indian Air Force is estimated to be nearly 300 aircraft; around yet to prove its worth. The Chetak/Cheetah were scheduled to half of that figure is made up of Mi-8/Mi-17 variants, a fourth be replaced by Dhruv ALH in 2005 but there have been inorconsists of Chetaks and Cheetahs, and the remaining fourth part dinate delays in the Dhruv programme. The IAF is not fully is comprised of Mi-25/35 attack helicopters and heavy lift Mi-26 satisfied with the Dhruv, and even the Comptroller and Audihelicopters which are used sparingly for special missions. The tor General (CAG) had indicted HAL for not living up to the latest induction into the IAF is the Dhruv, about a dozen of which promised performance as far as Dhruv was concerned; it had are in service currently. It is sobering to compare this total fig- charged HAL for “rendering less sophisticated helicopters to ure of less than 300 to the 400-plus helicopter holding of Air the Defence Ministry” in a report that underlined the fact that Methods, a US company providing medical evacuation services. HAL failed to meet the standard promised by it and that, as a It certainly is distressing to locate this figure in the context of result, the capabilities of armed forces, to an extent, had been “fourth largest Air Force in the world”. Although the IAF heli- compromised. Another question to ask is: What will a huge IAF, copter arm has discharged all responsibilities given to it with with the responsibility of guarding extensive borders, and with operational efficiency, professional respect for safety, and liberal providing support to the Army in the battlefield do with just 22 Apaches? Surely the number, even display of valour in the face of enemy without complicated analysis, appears and otherwise; it remains a force woeto be too small—even to the uninitifully short in numbers in proportion to ated. However, while the IAF salivates the nation’s vast territory and peacetime over the Apache’s capabilities, this small requirements of preventing war. In addiWhile the IAF salivates number is all it can afford. What if our tion, there are the frequent calls for “aid over the Apache’s PSUs or private industry had produced to civil authorities” which keeps a conthe Apache or its equivalent? Would stant pressure on the IAF for deployment capabilities, this small we be able to afford more for the same against militants, for disaster managenumber is all it can budgetary allocation? The question is a ment, and air maintenance of areas diffiafford. What if our PSUs moot one, but serves to highlight the iscult to supply by road/rail. One shudders sue that the IAF would have more teeth to think of how the IAF would meet the or private industry had in its helicopter fleet, if only indigenous requirements arising from a “two-front produced the Apache or development had given the government war” as is often talked about now. value for money. SP Media reports have sporadically iterits equivalent? 36 SP’S AVIATION Issue 10 • 2012
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IAF SPECIAL
Fighters Upgrades
On track: the upgrade for iaf’s mirage 2000s has been initiated
Getting Ahead
The IAF has really understood the importance of upgrades which would not only help it to modernise its ageing fighter fleets but also enable it to keep the much needed numbers going to meet the future challenges of multiple threat scenarios
Photograph: Anoop Kamath
F
For almost six decades after its MiG-27 Upgrade Programme By Air Marshal (Retd) V.K. Bhatia inception in 1932, the Indian Air Force While the IAF decided to prematurely (IAF) never carried out any meaningful phase out its robust fleet of imported exercise to upgrade its fighter fleets. The MiG-23BN strike aircraft, it opted for defence establishment was quite conpartial upgrade of its MiG-27 fleet which tent in providing the IAF with fighter aircraft, largely imported was licence-produced by HAL. Under a comprehensive triparfrom the foreign original equipment manufacturers (OEMs) or tite agreement between the IAF, HAL and the Defence Avionics licence-built in one of the Hindustan Aeronautics Limited (HAL) Research Establishment (DARE) in March 2002, it was decided factories. But in the 1990s, stung by the obsolescence of its to upgrade 40 MiG-27s out of the IAF’s total holding of 133. large fleets of MiG-21 variants and realising the fact that the The MiG-27 needed plenty of work. The equipment that went indigenous light combat aircraft (LCA) which was to replace the into the upgrade included a HUD and a full colour high definition ageing MiG-21s nowhere in sight, the IAF took the first tentative display (HDD). A new laser ranger replaced the old KLEN system. step towards upgrading its fighter fleets to extend the service The main navigation sensor, the INGPS along with VOR/ILS were life and operational capabilities. located in the nose bay. The new electronic warfare suite included a new radar warning receiver, an ELTA podded jammer and CMDS. The upgraded aircraft was also made capable of carrying MiG-21 Bis: The Starting Point The starting point was of course the MiG-21Bis fleet itself, a laser designation pod and a photo reconnaissance pod (see the which was the last variant of the large MiG-21 family of aircraft photo representation of the full upgrade). The entire upgrade package would give substantial boost produced under licence in India. The proposal for 125 MiG Bis aircraft with an option to upgrade 50 more aircraft at a total to the aircraft’s precision attack capability while greatly recost of approximately $630 million (`3,465 crore) was cleared ducing the pilot’s workload, thanks to an effective navigation in January 1996. The upgrade was to include major modifica- system and a fully-capable autopilot. But as is usual with all tions by MiG-MAPO which would incorporate Western Avion- indigenous programmes, the MiG-27UPG has also run into ics as well as indigenously developed components. The aircraft rough weather. First the costs have escalated to almost double which was given the nomenclature of MiG-21 Bis UPG came to the initially planned. Second, the programme has run into time overruns with only 20 aircraft upgraded so far. This has invited be known as the ‘Bison’ in the IAF. The ‘Bison’ was indeed an ambitious upgrade programme the Controller and Auditor General’s (CAG) unmitigated wrath but there were some major issues with regard to time and cost especially with respect to the residual life of the upgraded jets overruns which marred the upgrade scenario. The last i.e. 125th as the entire MiG-27 fleet is not likely to last beyond the end of Bison work was completed only in 2007, almost five years be- the Thirteenth Five Year Plan ((2022). hind schedule. This has had serious repercussions on the residual life of the upgraded aircraft, some of which will not even see MiG-29 Upgrade Programme 10 years of useful operational life post the upgrade, as the entire Continuing its drive to upgrade as many of its fighter fleets fleet is scheduled to be retired between 2014 and 2017. The sec- as possible, the IAF signed up another ambitious plan to upond shortcoming is that while the avionics and weapon systems grade its entire lot of more than 60 MiG-29 aircraft. In a landwere impressive in their upgraded avatar, the old airframes and mark deal with RAC MiG of Russia, India signed a $964 million aero engines continued to pose flight safety problems. A number (`5,300 crore) deal to upgrade 69 MiG-29s on the IAF’s invenof upgraded MiG-21 Bisons have already been lost in CAT-I ac- tory to MiG-29 SMT standards. Under the agreement, the decidents because of these issues. The overall serviceability state of sign and development was to be done in Russia with first lot of the fleet has also been a matter of concern. six aircraft being upgraded there. The remaining aircraft are to Issue 10 • 2012 SP’S AVIATION 37
IAF SPECIAL
Fighters Upgrades be upgraded at Nashik. The programme had initially suffered a setback and was delayed by more than a year, but now the programme seems to be gathering steam now. However, it wouldn’t be before 2017-18 the last of the jet is upgraded. The main features of the upgrade programme include a new ‘Zhuk M2E’Slot array radar which would replace the older Phazotron RLPK-29 radar. The jet would also get UOMZ’s KOLS-13SM FLIR, Sh-3UM-1 helmet-mounted integrated targeting system. The existing RD-33 engines will be replaced by the upgraded RD-33 Series 3 engines to be manufactured by HAL. These engines boast of an engine life of 2,000 hours along with BARK88 FADEC and KSU-941UB removed control system. There is a whole range of new avionics obtained internationally and from indigenous sources to be fitted on the upgraded aircraft. The aircraft will also be equipped to carry external fuel tanks and will have mid-air refuelling capability to give it much needed ‘extra legs’ to substantially augment its range. Jaguar Upgrade Programme Based on a fatigue analysis and continuing relevance of its frontline strike aircraft, the IAF has estimated that Jaguars could remain operational till 2030 or even beyond. The service has drawn up an ambitious upgrade programme under which the aircraft will be re-engined and re-equipped with fourth-generation cockpit and mission avionics, and self-protection suite. Upgraded Jaguars will feature all-weather precision-attack capability with enhanced weapon load. Jaguar avionics are being upgraded to employ ‘smart’ or ‘advanced’ weapons like the joint stand-off weapon, Maverick missile, Paveway precision-guided munition and AIM-9M Sidewinder air-to-air missile. Under a `3,000 crore ($550 million) contract to be carried out by HAL, the upgraded Jaguars will feature ‘glass’ cockpit with DARIN-3 navigation and attack avionics suite, wide-angle HUD, a much needed auto-pilot and hands on throttle and stick (HOTAS) controls. An Integrated Defensive Aids Suite (IDAS) is also being co-developed by the DRDO’s Defence Avionics Research Establishment (DARE) and Cassidian (formerly EADS Defense Electronics) to enhance the jet’s survivability in the en-
INDIAN AIR FORCE FIGHTER UPGRADE PROGRAMME Sr. No.
Aircraft Type
Cost of the U pgrade Programme
MiG-21 B’s UPG MiG-27 UPG
No. of Aircraft for Upgrade 125 40
1 2 3 4
MiG-25 Jaguar
69 120
5
Mirage 2000
50 approx
$964 million $600 million (this does not include the cost of re-engining and smart weapons) $2.4 billion ($4.1 billion with full arms package)
Total
$650 million $200 million approx.
$4.814 billion (could touch $8 billion if other aspects of upgrades taken into account)
38 SP’S AVIATION Issue 10 • 2012
emy’s lethal airspace environment. The cost of acquiring the new engines and the weapons would obviously be separate to the HAL executed upgrade programme. Mirage 2000: Mother of all Upgrades After massive parleys and discussions India signed a deal worth $2.4 billion (`13,200 crore) with Dassault, France to upgrade 51 Mirage 2000s of the IAF to Mirage 2000-5 Mk2 standards, what has probably been termed as the ‘mother of all upgrades’. This would indeed beef up the jet’s operational capabilities to Gen 4+ standards making the aircraft operationally viable for another three decades. Briefly, The Mk2 version of the Mirage 2000-5 incorporates further enhancements to offensive systems which include a data link for the targeting of MICA ER missiles, the addition of the Damocles FLIR targeting pod, and a newer, stealthier Thales RDY-2 all-weather synthetic aperture radar with moving target indicator capability, which also grants the aircraft improved air-to-ground capability. The avionics have been further updated with higher resolution colour displays, an optional top-sight helmet-mounted display and the addition of the modular data processing unit (MDPU) navigation system with ring laser gyroscope and global positioning system (GPS) capability has been added, providing much greater accuracy, higher reliability, and shorter alignment time than the older ULISS 52 navigation system which it replaces. The other upgradation includes the addition of an on-board oxygen generation system (OBOGS) for the pilot and an ICMS 3 digital countermeasures suite. Further planned upgrades include Thales AIDA visual identification pod, a GPS receiver, MIDS data link, new long-range sensors, and the top sight helmet-mounted display. Other technologies developed for the Rafale will also be integrated into the Mirage 2000, including infrared and optical sensors for identification friend and foe (IFF) and targeting. The contract reportedly entails the first two aircraft to be upgraded in France which may take between 40 and 44 months. Thereafter, under a technology transfer programme, the next two aircraft would be upgraded in India under French supervision followed by HAL undertaking the manufacturing of the remaining aircraft at the rate of one a month. As most of the work entails upgradation of avionics, Thales is expected to have a major (two-thirds) share of the workload, while Dassault’s contribution would amount to about 26 per cent of the upgrade programme. But the story does not end here. Apart from the `13,200 crore for the upgrade project, a sum of $500 million (`2,750 crore) would be needed to set up facilities at the HAL to undertake the necessary work. In addition, acquisition of a plethora of state-of-the-art air-to-air and air-to-surface weapons with precision guidance and BVR/stand-off capabilities could cost the Indian exchequer close to $1 billion (`5,500 crore) or more. This would also bring into the act MBDA, the manufacturer of aerial weapons such as the AIM-132 ASRAAM short-range, Meteor long-range and dual-use MICA air-to-air missiles and Apache, or its derivatives Storm Shadow/SCALPEG, etc as a major supplier of arms to the IAF for its upgraded Mirage 2000 fleet. The entire package is slated to cost around $4.1 billion (`22,550 crore). In conclusion it can be convincingly stated that IAF has really understood the importance of upgrades which would not only help it to modernise its ageing fighter fleets but also enable it to keep the much needed numbers going to meet the future challenges of multiple threat scenarios. While the IAF continues to strive for new jet fighter acquisitions, a substantial portion of the allocated resources is being spent towards upgrades (see Table). And that indeed, is the right way to go. SP www.spsaviation.net
IAF SPECIAL
Fighters Fleet
PAK-FA: The IAF will have fifth generation capabilities by 2032
Status per se In the coming years, the biggest worry for the IAF would be how to hold on to at least the now achieved figure of 34 combat squadrons. What strategy would the IAF follow to not only fill the void created by the outgoing MiG-21s but also build up the ‘force’ further to a stipulated 42-squadron level by 2022?
Photograph: Sukhoi
S
By Air Marshal (Retd) V.K. Bhatia
Speaking on the status of his force to the media in June this year, after the passing out parade (POP) at the Dundigal Air Force Academy, Hyderabad, Air Chief Marshal N.A.K. Browne said that the key year for the IAF would be 2022. “All the contracts which were signed during the Eleventh Five Year Plan… will be executed till 2017. At least 65 to 70 per cent of force build-up will be accomplished by 2017, and the rest by 2022,” he informed the media. A key aspect of the IAF’s force build up programme is to not only regain its erstwhile combat jet fighters’ strength of 39 ½ squadrons but also to augment it further to 42 squadrons by 2022 (end of Thirteenth Five Year Plan). But how will the IAF meet its stated goal? The combat fleet which constitutes the spearhead of the IAF needs to be constantly revamped and restructured in conformity with the growing status of the nation in the region as well as in the
global arena. As a rising economic power, India has the responsibility to ensure peace and stability in the region. It is vital that the combat fleet of the IAF is capable of coping with the threat posed not only by Pakistan but more importantly by its other traditional adversary China as well, which is steadily moving towards becoming a global superpower. The Threat China’s military modernisation progressing purposefully for more than two decades now is steadily shifting the military balance in its favour. It is not only the Soviet/Russian military technology which provided the leap forward; the Chinese aerospace scientists themselves are carving big successes in indigenous design and development. The J-10 and the latest J-20 fifth generation stealth combat jet fighters amply prove the point. Issue 10 • 2012 SP’S AVIATION 39
IAF SPECIAL
Fighters Fleet The People’s Liberation Army Air Force (PLAAF) of China is IAF: Present Status rapidly progressing to be essentially a fourth generation plus It is a common knowledge that till recently the IAF was facing combat force, fielding as many as 1,500 frontline fighter air- a deep abyss of capability erosion having lost more than a craft, supported by a plethora of force-multipliers such as air- quarter of its combat jet fighter force. It is incredible but with borne warning and control systems (AWACS), aerial refuelling some faulty planning and premature retiring of the MiG-23 systems, modern air defence systems, space-based command, fleets, and the inevitable phasing out of the MiG-21 fleets, the control, communications, computers, intelligence, surveillance early years of the last decade began to witness rapid decline and reconnaissance (C4ISR) infrastructure and a large variety in the number of jet fighter squadrons. The IAF, which had of ballistic and cruise missiles in offensive roles. laboriously built up to a combat squadron strength of 39½ by Riding on the status of a ‘frontline state’ and a partner in the late 1980s, slid down to a mere 29 squadrons by about the the global war on terror (GWOT), the Pakistan Air Force (PAF) middle of last decade. Faced with the precarious situation, the has continued to reap a rich harvest in terms of military grants IAF leadership had to take some quick decisions to stem the from the US. Pakistan has also made copious use of its ‘spe- slide. With the LCA programme still teetering, the IAF decided cial’ relationship with China to procure state-of-the-art fourth to go in for additional Su-30 MKI aircraft which had begun generation fighters for the PAF in large numbers. Out of these, to be produced under licence by the Hindustan Aeronautics JF-17 Thunder is being produced indigenously, with the PAF Limited (HAL). The order book swelled up to 272 aircraft out already having received around 34 aircraft. Eventually, the PAF of which about 170 have been delivered to the IAF. In a reis looking at inducting 250-300 aircraft into service. In addi- cent interview, Chief of the Air Staff, Air Chief Marshal N.A.K. tion, it has placed an initial order for 36 J-10 (FC-20) out of a Browne stated that a force level of 34 squadrons had been total order of estimated 150 aircraft to be acquired from China. achieved (see Table 1 for an estimate of the present strength Its present holding of around 65 F-16 upgraded and new air- of various jet fighter fleets). craft could finally swell up to 100 aircraft, if it continues to receive the US military largesse. By 2020, the PAF is estimated What Lies Ahead to have 500-550 modern fighters alone. On the other hand, In the coming years, the biggest worry for the IAF would it’s ballistic and cruise missiles probe how to hold on to at least the now grammes are also moving forward achieved figure of 34 combat squadwith added momentum, once again rons. As per the Ministry of Defence thanks to its all-weather friend Chi(MoD), the remaining 10 squadrons na and North Korea. of MiG-21 fleets would be phased out With the ongoing PAKIt is against such formidable by 2017, with ‘Bisons’ exiting the last. FA (FGFA) joint venture threats, the IAF has to modernise What strategy would the IAF follow programme with Russia and and augment its forces to provide the to not only fill the void created by the necessary deterrence and if required, outgoing MiG-21s but also build up the the indigenous mediumwar winning capabilities. While some ‘force’ further to a stipulated 42-squadcombat aircraft (MCA), the defence analysts in India feel that the ron level by 2022? possibility of a full-fledged two-front Currently, the only aircraft availIAF will be able to induct war against it by China and Pakistan able to the IAF is the under-production fifth generation capabilities, is remote; the deep strategic nexus Su-30 MKI. However, even though HAL and by 2032, may be able to between the two—both at the nuclehas stepped up production to around 18 ar and conventional levels—cannot units per annum, this may not be suffifield a 1,000+ aircraft (50 be ignored and must be factored into cient to match the numbers of MiG-21s squadrons!) combat force of our thinking and consequent operabeing phased out annually. There is real tional preparedness. apprehension that, in the near future, modern aircraft
Table 1: IAF’s Combat Force Levels: Present Status Sr. No.
Type
Strength
No. of Squadrons
1
Mirage 2000
50+
3
2
Su-30 MKI
170+
7
3
Jaguar
140+
6
4
MiG-29
70
3
5
MiG-27
100+
5
6
MiG-21 Bison
120+
6
7
MiG-21 Bis
40+
2
8
MiG-21 M
40+
2
Approx. 750
34
TOTAL
40 SP’S AVIATION Issue 10 • 2012
Table 2: IAF’s Combat Force Levels: 2022 (Projected) Strength
No. of Squadrons
1
Sr. No. Type Su-30 MKI
270
13
2
Rafale (MMRCA)
126
6
3
LCA (Tejas)
124
6
4
Mirage 2000 (upgraded to – 5 Mk II standard)
70
3
5
MiG-29 UPG
70
3
6
Jaguars (upgraded and re-engined)
120+
6
7
MiG-27
100+
5
TOTAL
Approx. 850
42
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IAF SPECIAL
Fighters Fleet Su-30 MKI: IAF to raise five more squadrons
the number of squadrons may show a downward trend again before the augmentation plans in the pipeline starts to fructify. Augmentation Plans The rumour is that the eighth Su-30 MKI squadron is already under raising. With the present rate of production, hopefully the Su-30 programme would be completed by 2017 which would enable the IAF to raise another five squadrons bringing the total of Su-30 MKI squadron to 13. But as per the MoD, during the same period, the IAF is to phase out all the remaining (10) squadrons of MiG-21 variants. How will this shortfall be addressed?
Photograph: IAF
Indigenous Light Combat Aircraft First is the indigenous light combat aircraft (LCA) programme. The current 2012 was to be a watershed year for the otherwise beleaguered LCA with Tejas Mk I obtaining full operational clearance (FOC). This deadline has slipped and it is highly unlikely that the LCA would meet all design parameters and operational capabilities before 2014. Even if everything moves smoothly, the IAF would not be in a position to get more than two squadrons worth of Tejas Mk I (40 planned) by 2017. As per Air Chief Browne, the IAF has plans to induct six squadrons of the LCA which would include four squadrons of Tejas Mk II at a later stage. But will the IAF get all the aircraft by 2022, would remain a moot point. Rafale: The Medium Multi-role Combat Aircraft On January 31, this year, the Rafale was declared the winner of India’s MMRCA competition. But as yet there are few signs of the deal being signed any time soon. While the IAF is hopeful of it happening before the end of the current financial year, with large fiscal deficit staring it in the face, the government is likely to shift the process to the next financial year commencing April 1, 2013. Even if the deal gets inked soon after that, the IAF by 2017 will be able to get only the first ‘off-the-shelf’ squadron (18 aircraft) from the OEM. Whether HAL will be able to licenceproduce the remaining 108 aircraft by the end of the Thirteenth Five Year Plan (2022) will, once again, remain a moot point.
IAF: Estimated Costs of Ongoing and Planned Fighter Induction Programmes S No.
Type of Aircraft
Planned Inductions
Programme Costs
1 2 3 4 5
Su-30 MKI MMRCA LCA FGFA MCA
272 126-200 120+ 250 N/K
$20 billion* $14.20 billion** $ 4-5 billion $35 billion N/K***
Notes: * HAL produced Su-30 MKI reportedly cost `100 crore more than the direct import (`450 crore vs `350 crore) **There is a built-in option in the MMRCA contract for acquisition of up to approximately 200 aircraft. ***The programme is still in the conceptual stage (drawing board).
However, with optimism riding high on ‘free reins’, considering that all programmes are completed in the stated time frames, the IAF’s combat force could look like what is given in Table 2. Impressive as it may look, the reality could be somewhat different from what appears in the Table 2 For example, with only 40 MiG-27s having been upgraded, the fleet strength could be reduced to only two squadrons by 2022. But should the IAF exercise its option of acquiring additional 63 (MMRCA), it could still measure up to 42 squadrons in due course. Conclusion The IAF’s story, however, does not end here. With the ongoing PAK-FA (FGFA) joint venture programme with Russia and the indigenous medium-combat aircraft (MCA), the IAF will be able to induct fifth generation capabilities, and by 2032, may be able to field a 1,000+ aircraft (50 squadrons!) combat force of modern aircraft to effectively deter its adversaries on all fronts. SP Issue 10 • 2012 SP’S AVIATION 41
IAF SPECIAL UAVs
Getting Lethal While the UAV and UCAV are becoming more ubiquitous with advances in technology, it will be quite some time before these can replace a manned aircraft. However, it wouldn’t be long before the Moore’s law allows a micro chip to be embedded with artificial intelligence to allow more and more routine functions to be carried out remotely.
W
Photograph: USAf
By Air Marshal (Retd) B.N. Gokhale
With the centenary of unmanned aviation less than six years away, the success rate of unmanned aerial vehicles (UAVs) operations in the Afghanistan-Pakistan region has bolstered the aviation industry to design more modern, multi-role UAVs and the unmanned combat aerial vehicles (UCAVs). This is evident from many newer designs and prototype platforms being developed, particularly in the Western countries and in China. It is heartening to note that the Indian UCAV design, code named Aura, is in the advanced stages of finalisation. The Defence Research and Development Organisation (DRDO) aims to fly the prototype version by 2016-17. It has been over 20 years since the Indian armed forces inducted Israeli UAVs, namely the Searcher and the long endurance Heron. Over the years, the original equipment manufacturer (OEM) has been providing incremental upgrades, but the armed version of Heron has not yet been inducted in the inventory. The indigenous Rustom-2 HALE UAV being developed by DRDO is also expected to provide attack capability, but the operational version is expected only in 2015-16. The ‘hunter killer’ UAVs like the US Predator and Reaper are 42 SP’S AVIATION Issue 10 • 2012
proving to be a ‘game changer’ in the war against terrorism. It is reported that in 2010 alone almost 957 suspected militants were killed and another 383 injured by the US drone attacks, in the Afghanistan-Pakistan region. However, the ongoing friction between the US and Pakistan continues to fester with Pakistan accusing USA of transgressing its national sovereignty. As recent as in the first week of July 2012, a triple US drone attack on a militant compound in Pakistan’s North-Western tribal area of Datta Khel village, near Miranshah, killed 15 insurgents. This village is considered to be a stronghold of Hafiz Gul Bahadur, a Taliban commander, who is accused by the US of infiltrating insurgents across the border, to fight the North Atlantic Treaty Organisation (NATO) troops in Afghanistan. It was the first drone attack since Islamabad reached a deal with Washington to reopen land routes into Afghanistan, after the US Secretary of State expressed regret for the deaths of 24 Pakistani soldiers, who were mistakenly killed during a NATO air strike in November 2011. In the last couple of years, the industry is laying more stress on improving the accuracy of attacks so as to reduce collateral deaths www.spsaviation.net
IAF SPECIAL UAVs
This brings us to the important aspect of cost of UAV operaThis ongoing diplomatic tension with USA has prompted Pakistan to develop its own indigenous armed UAV, named tions vis-à-vis the manned combat aircraft or helicopters. The Burraq, which is reportedly in the making for the last three commercially available smaller UAVs cost just a few thousand years. As per recent reports, with help from Chinese aircraft dollars. Whereas the modern UCAVs could cost almost a million industry and other unconfirmed sources such as Turkey, Burraq dollars depending upon the payload. For example, Zephyr unis expected to be deployed shortly. It is expected to be armed manned aerial vehicle system is advertised on the Internet for with UMTAS infrared-guided anti-tank, multi-role missile be- $9,500 (`5,22,500). It is a compact light weight UAV with a viding developed by the Turkish firm Roketsan. It is also possible eo range of 48 kms and is good enough for company level surthat Pakistan would acquire Chinese AR-1 laser guided attack veillance of Army or paramilitary troops. Similarly, a rotorcraft missile for its use from the Burraq UAV. Pakistan already co- UAV known as the Aibot X6, costing around €35,000 (`23.64 produces the Italian Selex Galileo Falco UAV, which can laser- lakh) is capable of low flying, thereby avoiding weather. It has designate targets for other platforms, but cannot deliver mis- the capability of image processing for surveillance, investigation and inspection apart from many other commercial roles. siles and munitions on its own. On the other hand there are bigger armed UAVs like the The Chinese have gone well ahead with their armed version of UAV which was reportedly used for the first time in July US Predator B or MQ9 Reaper drone, which cost about $10.5 2009, in the Muslim dominated Uyghur region, to quell clashes million (`57.75 crore) as compared to an F-22 fighter aircraft, against the Han Chinese settlers. The Chinese have operation- which would be around $150 million (`825 crore). The recently ally deployed armed UAV CH-3, which can carry two precision- developed Netra UAV by the DRDO along with Idea Forge, a guided air-to-surface weapons. China is also expected to shortly company formed by students of IIT Mumbai, is available at its deploy the jet-propelled UCAV known as WJ-600. This UCAV basic version for approximately `20 lakh. The Border Security being produced by China Aerospace Science and Industry Cor- Force (BSF), Central Industrial Security Force (CISF) and other poration (CASIC) is reportedly fitted with synthetic aperture paramilitary forces have already purchased few of these for opradar (SAR) and has a maximum range of 2,100 kilometres, erational use. Similarly, the indigenously produced Rustom 2 while carrying payload of around 600 kg. The Chinese have also is expected to cost around `1,540 crore for 10 UAVs and the evaluated stealth technology from the US RQ-170 Sentinel UAV, support equipment. With about 40 per cent indigenous content, which was captured by the Iranian troops in December 2011. these costs are much less compared to a manned aircraft in The Chinese are developing a number of coastal UAV surveil- similar configurations. While the UAVs are generally much cheaper than the fixedlance stations and a maritime version of WJ-600 is expected to be deployed in anti-shipping role. While the Chinese have de- wing combat aircraft, there are some hidden costs which must veloped their own rotary wing UAV V-750, Pakistan Navy is also be considered before coming to a comparative analysis. This is because there is a long tail of human resource involved in a reportedly acquiring rotor-craft drones from foreign sources. The military role of UAV is growing at unprecedented rates. typical combat mission of UAV. For example, it is reported that Rapid advances in micro and nano-technologies coupled with almost 80 personnel are involved when a Predator or Reaper better robotics are being fitted on smaller airframes, which are fires munitions at the suspected militant. The jobs involved are resulting in large number of small unmanned aerial systems from intelligence gathering to fusion, satellite communication, (SUAS) being deployed for battlefield support functions. The maintenance and piloting, to name a few. There is also a long new generation UAVs not only perform intelligence, surveil- chain of maintenance equipment and logistics activity, which lance and reconnaissance (ISR) missions but their roles have adds to the cost. Despite these hidden costs, the UAVs are still been expanded to areas including strike missions, electronic cheaper than manned counterparts mainly because of cost of warfare, suppression and/or destruction of enemy air defence training a pilot, fitments of equipment such as escape system, (SEAD/DEAD), communications relay for various missions, in- cockpit environment and more importantly no loss of life in case of an accident. cluding combat search and rescue (CSAR), etc. While the UAVs and UCAVs are becoming more ubiquitous A Federal Law, recently signed by the US President Barack Obama on February 14, 2012, compels the Federal Aviation with advances in technology, it will be quite some time before Administration to allow drones to be used for various civil these can replace a manned aircraft. This is mainly due to the and commercial ventures such as mapping real estate, crop inherent flexibility of the latter owing to yet irreplaceable human spraying, monitoring oil spills and tracking wildlife and even intelligence. However, it wouldn’t be long before the Moore’s law shooting Hollywood films. Local police and emergency services allows a micro chip to be embedded with artificial intelligence to have also been empowered to use their own UAVs. While the allow more and more routine functions to be carried out remotely. To some extent, the ultimate goal in drone manufacturers are rejoicing, the the development of autonomous technolnew law raises worries about intrusion ogy is to replace the human pilot. But it of privacy and other issues like posremains to be seen whether such future sible crowding, leading to mid-air collidevelopments will continue to be costefsions coupled with damage to property While the UAVs are fective and operationally viable during and lives on the ground. While the FAA generally much cheaper hostile battle environment, inclement is working on bringing in new air reguweather and in case of failure of ground lations for the US, the Indian Air Force than the fixed-wing control. Till then, UAVs and UCAVs will along with other Services needs to start combat aircraft, there continue to offer a lucrative but collabworking with Directorate General of are some hidden costs orative option alongside the manned Civil Aviation (DGCA) for similar regulaaircraft. The Indian Air Force therefore, tions, which will address the issues of which must be considered needs to be actively involved with DRDO air space management and air defence, before coming to a and other agencies, for making the UAV a which will be required as the number of potent weapon system. SP UAVs grow in India. comparative analysis Issue 10 • 2012 SP’S AVIATION 43
IAF SPECIAL
Force Multipliers
AWACS: has the capacity to Carry a mixed crew of 16
Enhancing Combat Potential
AWACS, MARS, PGMs, ECMs, UAVs and soon UAS, surveillance, communication and reconnaissance satellites, ODL, and AFNET are what are traditionally known as force multipliers. Together, these give invaluable support for the success of combat operations.
Photograph: Sp guide pubns
At dawn on a winter morning sometime in the near future, two large aircraft take to the sky; one from Allahabad and another from Nagpur and are soon on their way to previously assigned stations in two widely separated areas, along the border but well inside own territory. The saucer shaped antenna mounted on the rear fuselage of each aircraft is already scanning the skies for own and enemy aircraft, on ground and in air. These are two of the three recently inducted AWACS A-50 aircraft climbing to 30,000 feet, each capable of providing an all-round cover of up to 400 km. Two Il-78 tanker aircraft have also got airborne from an airfield in Central India and are proceeding to set up a pre-briefed ‘tow-line’ at about the same altitude. The AWACS now have the four Su-30 fighters on their radar screens and are busy directing them to expected threat areas. Two strike packages of eight Jaguars with MiG-29 ECM escorts are on their way to the targets in enemy territory. Although they are flying at low level, the AWACS can clearly see them and keep their ‘tails clear’. The AWACS can in fact look deep into the enemy territory and pick up the enemy interceptors even before they are airborne. A tactical reconnaissance UAV is soon airborne from a forward location in close proximity to the border and is streaming real time video pictures of the enemy ground positions to the local Brigade HQ. The four Su-30 interceptors will not be required to switch on their own airborne radars until the very last moment before engaging the enemy, thus preventing any possible jamming by the opposing side. All these aircraft are in radio contact through the operational data link (ODL) and the commander sitting in front of a massive screen in the underground operational centre at Command HQ is monitoring exactly how this network-enabled operation is proceeding.
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(AFNET) are what are traditionally Although this might at first By Air Commodore (Retd) Ramesh Phadke known as force multipliers. Together, sound fictional but such a scenario is these give invaluable support for the in fact what the IAF is working for. success of combat operations. This has become possible because A force multiplier, as the term of the various ‘force multipliers’ that the IAF has acquired. Today, it is busy, carefully orchestrating suggests, “is a capability that when added to and employed by each of these elements to provide a fool-proof and nearly im- a combat force, significantly increases the combat potential of pregnable air defence of the country. AWACS, mid-air refuelling that force and thus enhance the probability of successful mission system (MARS), precision-guided munitions (PGMs), electronic accomplishment.” countermeasures (ECM) unmanned aerial vehicles (UAV) and soon unmanned aerial system (UAS), surveillance, communi- AWACS cation and reconnaissance satellites, ODL, and Air Force Net In March 2004, India placed an order for three Phalcon r adar 44 SP’S AVIATION Issue 10 • 2012
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IAF SPECIAL
Force Multipliers elin, hellfire and other such multipurpose systems with Israel for $1.1 billion missiles have in the recent past reduced (`6,050 crore)and for three A-50 (Il-76) the chances of collateral damage through heavy transport aircraft, for $500 million India has not really better accuracy and a reduced spread. (`2,750 crore). The IAF received the first used the 20-odd Mi-25/35 of its three Beriev A-50 AWACS, equipped attack helicopters that it with the Phalcon radar on May 25, 2009. Unmanned Aerial Vehicle The radar uses the fuselage mounted At present, the IAF has the Heron and obtained from the former rotodome but the active electronically Searcher UAVs. Both are of Israeli origin Soviet Union in the 1980s scanned array (AESA) radar does not reand are used for surveillance. Limited quire a rotating antenna that was used by anti-radiation capability is also reportedly older systems. A typical AWACS carries a available. Following its huge success in the mixed crew of about 16 that includes two/ Afghanistan-Pakistan region, the Hellfire three air crews to fly the aircraft and the dozen or so control- equipped Predator or Reaper UAVs are well known as ‘drones’. lers who man the multiple radar screens in separate cubicles in The IAF must also acquire these as these have more than proved the large fuselage. With an assured coverage of about 400 km, their worth in the ongoing operations against Taliban and Althe AWACS can provide early warning in the true sense as it Qaeda insurgents in the mountainous areas of Afghanistan. Both can, depending on its position, pick up an enemy aircraft on the armed and surveillance UAVs can be of immense help against ground or soon after it gets airborne and well before it poses Maoists and other insurgents. These can also be useful in weatha threat to own vital areas/vital points (VAs/VPs). The AWACS er forecasting, disaster relief, counter-terror, anti-narcotics, and is thus capable of performing the task of many ground radars. anti-smuggling and coastal defence duties. High altitude long Although vulnerable to enemy action, it can be protected by the endurance (HALE) type of UAVs and autonomous UAVs will soon many fighters that it would have under its control at any one become the preferred option for strategic reconnaissance mistime. A typical AWACS has a range of 6,000 km and can remain sions and for operations in congested and contested airspaces on station for a considerably long time; its efficiency limited respectively. India’s Nishant and Rustam UAVs, both vehicle rail only by the endurance of the crew and total fuel carried. launched and parachute recovered, are still in the trial stage.
Photograph: Anoop Kamath
MARS Mid-air refuelling system is not a new concept but has only recently entered the Indian skies. MARS as the IAF calls it, can significantly extend the range of fighters and strike aircraft. The last time the IAF sent a Su-30 squadron to an American airbase, the only support aircraft that accompanied them was one Il-78 tanker and another Il-76 heavy transport that carried the maintenance crews and ground equipment. Typically, when on a long ferry, the tanker follows a ‘trail’ procedure, which means that it gets airborne earlier to meet the main fighter elements and on the way refuels these and then lands at the destination. The process is repeated until both reach the final destination. Another method is to set up a tow line, usually a race course pattern with several fighters receiving fuel from the tanker when needed. Weather, visibility, light conditions, turbulence and enemy activity during hostilities are some of the important factors that affect these operations. Given the fact that the IAF fighters typically had extremely limited radii of action (RoA), the addition of six tankers is a boon to the service. Precision Guided Munitions PGMs are not a recent addition but nevertheless a major force multiplier. A laserguided bomb, cruise missile, joint direct attack munitions (JDAM), and a whole host of anti-ship, anti-radiation, air-to-air missiles both close combat or all aspect and beyond visual range (BVR), have vastly improved and enhanced the safety, lethality and cost effectiveness of a modern combat aircraft. The small diameter bomb, bunker buster, brimstone, jav-
Recent INduction: C-130J super hercules
Armed Helicopters India has not really used the 20-odd Mi-25/35 attack helicopters that it obtained from the former Soviet Union in the 1980s. An excellent platform for counterinsurgency operations, the attack helicopter has yet to show its immense potential in India. Perhaps due to their inherent offensive character, there is some reluctance to use them. Inter-service issues also need to be addressed before these assets can be optimally utilised. The purchase of the AH-64 Apache attack helicopter is on the anvil but the doctrine for its employment is not yet clear. Other Force Multipliers Indian DRDO has been making radar warning receivers (RWR) and other ECM and ESM suites for some years. The IAF has also bid for a dedicated satellite for its exclusive use. The recent induction of six C-130J Hercules aircraft with greatly improved performance and the projected purchase of 10 C-17 strategiclift heavy transports adds to India’s force projection capability. ‘Persistent’ surveillance from ‘near space’ (20-100 km) is yet another possibility. An European aviation major has also recently announced that its ‘passive radar’ is undergoing trials. Although this concept is not new with advances in computing, it has now become possible to use it. The radar reportedly analyses TV and radio transmissions and fixes the position of a flying object as it crosses these waves; and hence can detect even stealthy aircraft. It is bound to pose a major challenge as and when it becomes operational. SP Issue 10 • 2012 SP’S AVIATION 45
IAF SPECIAL Training
flying with pride: bae hawk in iaf livery in flight
Strengthening the Foundation
Photograph: BAE Systems
Basic flying training in the IAF has been well-structured and the induction of the Hawk AJT has strengthened the process. The grounding of the HPT-32 has disturbed the system to some extent and the IAF needs to manage this disruption as best as it can.
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stage, the trainee is introduced to more By Air Marshal (Retd) N. Menon Basic flying training is the foundademanding exercises to build up his contion on which the skills and capabilities fidence and skill levels. Stage I comprising of a pilot are built. The transformation of 65 hours of flying, used to be conducted on a relatively raw individual into a skilled the HPT-32 till its grounding in 2009. The professional capable of piloting a modern fighter, a heavy-lift transport aircraft or an attack helicopter, HPT-32 has had a chequered history as a basic trainer and on which are all weapons of war, is a process replete with chal- many occasions had to be temporarily grounded due to accidents lenges, both for the individual and the system of training that resulting from recurring technical defects. IAF had warned the brings about this transformation. The process begins with selec- Government of India (GoI) and the Hindustan Aeronautics Limtion of candidates for the ‘flying branch’ of the Indian Air Force. ited (HAL) that HPT-32 would have to be phased out earlier than This process includes stringent medical tests to ensure fitness of planned, and the induction of a new basic trainer had become candidates for the demanding workload of a pilot. Visual acu- an urgent necessity. Neither the GoI nor the HAL took any conity and superb physical condition are vital requirements. Mental crete action to address this specific requirement. In July 2009, alertness, ability to perform in teams and social compatibility are consequent to a fatal crash involving two pilots in an HPT-32, the also checked. There is a special series called the ‘pilot aptitude IAF grounded the entire fleet of 116 aircraft as being unsafe to battery tests’ to gauge the motor coordination skills and spatial fly. The originally planned phase out of HPT-32 was to be 2014, orientation capability of the candidates. A failure in this means by which time, HAL’s new basic trainer, the HTT-40, would have been ready for the task. HAL tried to come up with alternative permanent rejection for a flying career. A majority of those wanting to join the flying pilots (FP) plans to revive the HPT-32, including a rather bizarre one of fitbranch route through the National Defence Academy (NDA) ting a parachute in the tail section so that a safe recovery could were cadets of all three armed forces are trained together. FP be effected in case of engine malfunction. The IAF rejected this cadets are introduced to glider flying in their senior term and proposal. Inputs are now available to suggest that the Lycoming then sent to the Air Force Academy. This is a unique institution engine which powers the HPT-32 may not be at fault and the where trainees of all branches of the IAF are jointly trained defect may be in the fuel system of the aircraft. HAL is reluctant for the first six months. All stages have compulsory academics, to admit this. A joint effort involving the IAF, HAL and Lycoming physical training, drills and service related events like dining- original equipment manufacturer (OEM) could result in the HPTin nights and social etiquette lessons to strengthen officer-like 32 being declared airworthy again with consequential benefits for all the stakeholders. Non-availability of a basic trainer has qualities in the trainees. Basic flying training is divided into three stages. At each forced the IAF to slash the syllabus from 65 hours on HPT-32 to a 46 SP’S AVIATION Issue 10 • 2012
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IAF SPECIAL Training
of early induction of the IJT into the IAF mere 25 hours on Kiran (HJT-16) aircraft appear rather bleak at this stage. In effect, which is also utilised for Stage II training. both HTT-40 and the IJT are uncertain A flying instructor now has to assess an IAF had warned the prospects as far as the IAF is concerned. ab initio student’s motor skills, reactions Government of India and Transport and helicopter trainees to emergent situations, air-mindedness also fly 85 hours during Stage II. Pilot the Hindustan Aeronautics and other parameters in one-third the trainees who successfully complete Stage flying time available earlier. The studentLimited that HPT-32 would II are awarded the President’s Commispilot hardly gets enough flying hours have to be phased out sion. Trainees who do not make the under his belt to consolidate the ‘feel of grade but are medically fit can opt for flying’ before being pushed into a more earlier than planned, and commission in the Navigation Branch. difficult regime at Stage II of the training. the induction of a new basic Today, there are openings as weapon India has now contracted for 75 Pilatus systems operator in the Sukhoi-30 airPC-7 trainer aircraft whose delivery will trainer had become an craft and UAV crew in the IAF. start by end-2012 but full-scale training urgent necessity. At Stage III, fighter trainees move to may only begin in late 2014. Bidar to fly 140 hours on the Hawk AJT. ‘Trifurcation’ or streaming the flight The Hawk is an AJT with a cockpit that cadets into fighters, transport and helicopters takes place at the end of Stage I. All three streams need mimics modern fighters to enable the pilots to transit easily into similar flying skills but individuals have differing aptitudes and the combat force of the IAF. Pilots are initiated into air combat dispositions. The flying instructors are trained to spot these dif- and live weapons training. The Transport pilots stay on at Yelaferences and recommend the stream in which each flight cadet hanka to fly 85 hours, divided between the Dornier and the Anwould do best. Women cadets are bifurcated into transport and 32. Helicopter pilots also come to Yelahanka to fly 85 hours on helicopter streams as per existing procedures. Army officers the Mi-8. The degree of difficulty is gradually raised during Stage proceed to Devlali for conversion to helicopters and naval train- III training. The quantum of flying for a transport and helicopter pilot is less in Stage III because even after joining an operational ees branch off to the Naval Academy. The fighter trainees are sent to Air Force Station Hakimpet unit, the young pilot will fly as a co-pilot to a more experienced for Stage II flying on Kiran Mk II aircraft, the transport trainees and senior pilot till the new pilot is considered fit to don a ‘Capfly the Dornier at Yelahanka while the helicopter trainees fly the tain’s’ mantle. All IAF transport and helicopter aircraft are twinChetak at Hakimpet. During Stage II, the trainees fly 85 hours pilot platforms. The bulk of our fighter force aircraft are singleover a 24-week period. The grounding of HPT-32 has increased seat platforms. At the culmination of Stage III training, pilots move to frontline squadrons to start their operational careers. the burden on Kiran aircraft. Basic flying training in the IAF has been well-structured and The numbers of Kiran aircraft available for basic flying training were limited, as they were primarily tasked for Stage II flying the induction of the Hawk AJT has strengthened the process. The training. To get additional flying machines, the IAF had to disband grounding of the HPT-32 has disturbed the system to some extent its reputed and world famous ‘Surya Kiran’ aerobatic team and and the IAF needs to manage this disruption as best as it can. If the Indian Navy its ‘Sagar Pawan’, so that these Kiran aircraft resurrection of the HPT-32 aircraft is a technically safe and viable became available for training purposes. It is learnt that 20 ad- option, it would be a win-win situation for all. Alternatively, the ditional Hawk advanced jet trainers (AJTs) are being acquired to acquisition and speedy operationalisation of the Pilatus-PC7 will revive the ‘Surya Kiran’ aerobatic team. This is indeed good news. help stabilise the process. HAL needs to analyse its failure to manUtilising the Kiran for basic training opens up another potential ufacture the HTT-40 and the IJT. Aircraft engine technology is anproblem. The numbers of a particular type of aircraft (like the Ki- other area where our public sector undertakings (PSUs) have been ran) inducted into the IAF and their projected phase-out year, are found wanting. Participation of the private sector in the military calculated based on the planned ‘utilisation rate’ (UR). UR is the aviation industry is a possible solution. Countries like China and number of hours an aircraft is planned to fly each year. If the ac- South Korea, which were nowhere on the scene when India began tual UR is higher than the originally planned UR, then calculations producing indigenous trainers and fighters, now produce worldgo awry and the phase out will occur earlier. As Kiran UR has in- class military operational and training aircraft. HAL has produced creased, its phase out will be earlier than planned. HAL’s ‘interim the HF-24, the Gnat and in collaboration with foreign aviation injet trainer (IJT or HJT-36), which was to replace the Kiran, has dustry has co-produced the MiG series and now the Su-30. It is suffered serious developmental roadblocks, especially as regards difficult to fathom as to why they cannot design and manufacture its engine. A prototype crashed in April 2011 and the possibilities aircraft needed for basic flying training in the IAF. SP
IAF Trainer Aircraft Acquisitions/ Development Programmes Sr. No.
Type of Aircraft
OEM
Nos.
Remarks
Cost
1
Hawk AJT
BAE-(UK)
2
Pilatus PC-7
Pilatus (Swiss)
Initial Order 66 Repeat Order 57 Additional Order 20 75
The total cost of the entire Hawk programme would be in the region of $4 billion $1 billion approx
3 4
IJT Sitara HT-36 HTT-40
HAL (indigenous) HAL (indigenous)
Approx. 200 to be inducted 106
Already received include 17 for IN RFP Issued To be inducted in 2012-13 Under development Under development
N/K N/K
Issue 10 • 2012 SP’S AVIATION 47
IAF SPECIAL Industry
Talon: Laser-guided rocket Developed by Raytheon and Emirates
Range of Offers
Raytheon is offering varied helicopter-based weapon suites for India’s armed forces
Photograph: Raytheon
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By Lt General (Retd) Naresh Chand
In a briefing conducted on September 21, in New Delhi, Raytheon officials spoke about a large number of weapon suites for employment on attack/armed helicopters on offer to India.
weapon system, with the multi-mission TOW 2A, TOW 2B, TOW 2B Aero and TOW Bunker Buster missiles, is a long-range, precision anti-armour, anti-fortification and anti-amphibious landing weapon system.
Stinger Air-to-Air (ATA) Stinger ATA is the helicopter-mounted version (developed from FIM-92) which provides defence against air attacks to the helicopter as well as to ground troops, including convoys and other ground assets. It can be easily installed and integrated on helicopters, UAVs and fixed-wing aircraft. Each launcher can fire two Stinger missiles and multiple launchers can be mounted onto the platform. Air-to-air Stinger’s all-aspect, fire-and-forget advanced technology allow aircraft to rapidly fire, move, mask and manoeuvre, or engage new targets immediately after firing. Stinger ATA is accurate and lethal against helicopters, fixedwing aircraft, cruise missiles and UAVs. It is a light-weight, fireand-forget, two-colour infrared/ultraviolet (IR/UV), short-range air defense missile. Its speed coupled with advanced guidance and control system maximise missile accuracy. Superior lethality is derived from hit-to-kill accuracy, a high-explosive warhead and the impact force of Stinger at speeds up to Mach 2. The combination of speed, lethality and a proven greater than 90 per cent success rate in reliability makes Stinger a formidable lethal weapon in the combat zone. Stinger has been combat proven in four major conflicts and has more than 269 fixed-wing and rotary-wing kills. Due to its accuracy, lethality and all-weather capability, it has been selected as the only missile to be integrated with the US Army helicopters. It is integrated on OH-58C Kiowa, H-58D Kiowa, and MH-60 Blackhawk helicopters, and is planned for the AH-1Z and AH-64D helicopters.
TOW 2B Aero Missile Over 2,100 units have been delivered and helicopters fitted with the TOW missile include the AgustaWestland Lynx, Bell Textron 206L, Hughes 500MD, AH-1 Cobra attack, etc.
Indian Perspective It is understood that Stinger ATA is coming along with the Apache attack helicopter, 22 of which India is planning to acquire through the FMS route. It is also a suitable ATA Missile which is war-proven for India’s light combat helicopter and Rudra attack helicopter programme. TOW RF (ATGM and Bunker Buster) The tube-launched, optically-tracked, wireless-guided (TOW) 48 SP’S AVIATION Issue 10 • 2012
TOW Bunker Buster The TOW Bunker Buster missile is a recent development in which its fragmented, high-explosive warhead can breach or destroy a multitude of target sets, especially in the urban environment. The warhead’s configuration enables it to breach 8 in (20.3 cm) thick, double-reinforced concrete walls and provides overmatch against earth and timber bunkers. RF Version RF links replace the legacy wire-guided system with it becoming a command data link missile. Indian Perspective The RF version is being offered to India with opportunity to develop the launcher with the Indian industry. It is a suitable for India’s light combat helicopter and Rudra armed helicopter programme. Talon Laser Guided Rocket Talon laser guided rocket is being developed by Raytheon and Emirates Advanced Investment Group under a cooperative development effort. Talon is a low-cost, semi-active laser guidance and control kit that connects directly to the front of 2.75-inch (70 mm) unguided rockets currently in the US and international inventories. It has been designed to fill the critical operational gap between unguided rockets and guided heavy anti-tank missiles. Indian Perspective India can take the option of including it in the package, with the Apache attack helicopters it is planning to acquire for the IAF. SP www.spsaviation.net
IAF SPECIAL Space
Expanding Roles With space having emerged as the fourth medium for military operations, the IAF had brought out its blueprint titled ‘Defence Space Vision 2020' in 2007. The IAF had also laid claim to the Aerospace Command as a natural progression for them.
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By Air Marshal (Retd) Raghu Rajan
Photograph: ISRO
In the past five decades since the United States and Russia competed to launch satellites into outer space, the scientific, commercial, and military development of space has advanced at a rapid pace. Though space has not been transformed into a new field for armed conflict, its potential for militarisation makes it essential for nations like India to be prepared for such an eventuality. The advanced nations use space-based systems for intelligence, surveillance and reconnaissance (ISR), and navigation/communications. Space was utilised initially for peaceful purposes such as telecommunications, remote sensing, disaster warning and relief, etc. Gradually, the military has found satellites to be one more system that gives them round-theclock surveillance of areas of interest; they have found satellitebased navigation to be very precise and enable communication to reach remote areas. At the same time, space is a place without frontiers! Who controls the skies beyond earth’s limits? Can disagreements be resolved peacefully? The potential risks increase as nations with growing political, RISAT-2: Radar military, and economic ambiImaging Satellite tions—notably China, Iran, Pakistan and others—quickly develop expertise. The use of space information systems to oversee adjoining borders, monitor military forces and movements, etc could make nations opt for ways and means to protect their assets by military means. What has been India’s approach in preparing for such a scenario? Despite being a developing economy with its attendant problems, India has effectively developed space technology and has applied it successfully for its rapid development. During the formative decade of 1960s, space research was conducted by India mainly with the help of sounding rockets. The Indian Space Research Organisation (ISRO) was formed in 1969. Space research activities were provided additional fillip with
the formation of the Space Commission and the Department of Space by the Government of India in 1972. Later, ISRO was brought under the Department of Space that same year. In the history of the Indian space programme, the 1970s were the era of experimentation during which experimental satellites like Aryabhatta, Bhaskara, Rohini and Apple were launched. The success of these programmes, led to an era of operationalisation in 1980s during which, operational satellite programmes like INSAT and IRS came into being. Fruitful cooperation with other space faring nations, international bodies and the developing world is one of the main characteristics of India’s space programme. The Indian military had been taking tentative steps towards using the space arena for reconnaissance and communication purposes but had not put in place a dedicated military satellite in space. India decided to develop an independent indigenous reconnaissance satellite capability after the 1999 incursion of Pakistani troops into Kashmir caught it by surprise. Several of India’s current civilian satellites have resolutions that would make them acceptable spy satellites. The Technology Experiment Satellite (TES), launched by ISRO in 2001, can distinguish objects and details on earth as small as one square metre. The satellite is capable, for instance, of identifying troop movements along the Pakistani border. ISRO says its programmes are civilian-related, but the organisation has demonstrated its willingness to undertake military enterprises in the past. TES is reported to have transmitted high-quality images of the war in Afghanistan and of Pakistani troop movements along the border. Though the Cartosat satellites have been developed for cartographic purposes, their potential dual-use (civilian and military) functions and reconnaissance capabilities could certainly enhance military interests and operations as well. Issue 10 • 2012 SP’S AVIATION 49
IAF SPECIAL Space
own aerospace capabilities to counter Indian satellite capabilities have conChina’s designs. The Indian Air Force on siderable implications for current nuclear its part had put in place plans for develdeterrence stability with Pakistan. The The Indian Aerospace oping aerospace capabilities. With space planned military surveillance and reconCommand needs to be having emerged as the fourth medium for naissance system could provide India speedily sanctioned. military operations, the IAF had brought with coverage of Pakistan’s military inout its blueprint titled ‘Defence Space Vistallations, enhancing its ability to counter Since the responsibility sion 2020' in 2007. The IAF had also laid Pakistani forces and military operations. for ensuring the nation’s claim to the Aerospace Command as a For instance, India would have the option natural progression for them. of reliably launching a conventional strike airspace is vested in the However, the Indian Ministry of Deagainst Pakistan’s F-16s and other nucleIAF, defence of aerospace fence felt differently. Since space-related ar weapon delivery systems at their bases. assets, must logically be technologies will be accessed by all three Pakistan’s missile forces could also be deservices, and since future wars will be tected and monitored by Indian satellites, an extension of it fought jointly and at theatre levels, and and therefore, might not be able to escape as command and control will be executan Indian pre-emptive strike, a factor ed via military networks, the Indian Minwhich weakens Pakistan’s deterrence. istry of Defence felt that the Integrated China’s growing space capabilities needs to be considered by India. While trade has increased Defence Staff (IDS) is the appropriate agency to host the aerosubstantially between the two nations in the last decade, the space department. Accepting this logic, the Defence Minister announced the forrelationship continues to have a competitive slant, particularly in the area of military and strategic interests. China’s shooting mation of an Integrated Space Cell under the IDS headquarters in down of a defence communication satellite and recent cyber at- Delhi to counter what he called ‘the growing threat to our space tacks on India originating from China, need to be viewed with assets.’ The role of this cell is however restricted to pure staff functions—to liaise with the relevant elements among the armed concern and countermeasures need to be developed. India’s satellite intelligence capabilities could also provide its forces, the Department of Space and ISRO—and the cell does not military planners tactical and strategic information on Chinese have any operational role, to enable it to function efficiently. The reason why India needs to have an Aerospace Commilitary forces in Tibet. Satellite reconnaissance would give Indian armed forces sufficient early warning about the movement mand, to be managed by the IAF, is that: of Chinese military forces from central China towards Tibet and • The air and space mediums are a seamless entity, and there are no clear limits to each. Though earlier air and space India, thereby aiding the deployment of Indian forces in time to vehicles had distinct characteristics, developments in hycounter any movement of Chinese troops. personic vehicles in the US, and many others on the design The implementation of the military surveillance and reconboard, will ensure that these differences will be reduced in naissance system would provide India with dedicated military the future. One should also look ahead to foresee the exsatellite intelligence that would enhance the increasing role satpanding military roles in space-protection of own space ellites play in India’s security concerns. assets, monitoring other satellites operating performing similar roles, like navigation, telecommunication, reconWhat role does the Indian Air Force have naissance, etc, satellite avoidance and destruction if necesto play in this situation? sary, all of which require specific domain knowledge. Both the Indian Air Force (IAF) and the Navy have openly expressed their interest in possessing dedicated satellites to fa- • Threats from air and the space medium can emanate simultaneously, or in conjunction with one another. They could be cilitate their communication and network-centric warfare reoperating at orbital speeds or less, and require responses quirements. In March 2011, India successfully tested a ballistic from an organisation that has been tested and trained for missile defence system. Though one such experiment does not such contingencies. cover the full range of anti-satellite capability, it does reveal the • The most efficient organisational structure to handle these potential to achieve such a status. situations already exists in the IAF. It has been trained, Numerous strategic and military writers have urged India to tested and has handled aerial operational situations in the develop a strong military space programme to counter threats most optimum manner. To cater to the aerospace medium, it from China and Pakistan. could be modelled on the North American Aerospace ComThese moves need to be taken on an urgent basis, after mand (NORAD).This organisation tracks objects in outer China announced to the world the successful destruction of its space, besides providing warning of attacks by aircraft, misown spacecraft by an anti-satellite weapon in January 2007. siles and space vehicles. They are also developing systems to jam global positioning • The other aspects to cater to the demands of the other two systems (GPS) and developing laser anti-satellite systems. services can also be effectively addressed by the IAF. Though these measures are primarily aimed at the US, the same Chinese arsenal and capabilities can be targeted against India. Our experience with the Chinese during the incursion in Defence of Aerospace Asset the Northeast should serve as a guide to effectively counter these Security of space systems will be essential to ensure victory in moves. The Indian Army’s quick response to assume positions, warfare in the future. Since India has invested so much in these taken by the Chinese near the Thagla Ridge in 1986, forced systems, their protection needs to be stepped up at the earliest. them to back off. They respected capabilities and response, and The Indian Aerospace Command needs to be speedily sanchence, they backed off, and this is what we need to do i.e. build tioned. Since the responsibility for ensuring the nation’s airspace capabilities, so that we can respond across the board. is vested in the IAF, defence of aerospace assets must logically be The Indian Government needs to move quickly to build its an extension of it. SP 50 SP’S AVIATION Issue 10 • 2012
www.spsaviation.net
Hall of Fame
I
n pre-Independence days, it was often taken for granted that courage and daring were quintessentially British qualities. However, Karun Krishna Majumdar begged to differ. The first Indian officer of the Indian Air Force (IAF) to be awarded the Distinguished Flying Cross (DFC), and the only one to be awarded a Bar to the DFC, he proved that bravery does not depend on the country of one’s origin. Born on September 6, 1913, “Jumbo” Majumdar, as he was fondly known, belonged to the third batch of Indian pilots to be trained at RAF Cranwell—the course that commenced on February 1, 1932. The IAF was established on October 8, the same year. Jumbo was commissioned on January 9, 1934, and joined No 1 Squadron, then the lone IAF Squadron, as a Flying Officer. He flew a variety of aircraft like the Westland Wapiti and the Hawker Hart. His leadership potential was soon evident and he was made a Flight Commander rather early. And so it came to pass that No 1 Squadron with its three flights came together at Ambala in July 1938, the young Flight Commanders being Subroto Mukherjee, Aspy Engineer and Jumbo Majumdar. Mukherjee and Engineer went on to become the first two Chiefs of the IAF in independent India, and there’s good reason to believe that Majumdar would have followed suit had fate not intervened. World War II was in full swing when Majumdar was promoted to Squadron Leader and took over command of No. 1 Squadron in June 1941. In response to the Japanese pre-emptive strikes on Pearl Harbour and Malaya, the squadron with 12 Westland Lysander aircraft was moved to Burma, reaching Toungoo airfield on February 1, 1942. The very next day, Majumdar had his baptism by fire because the Japanese Air Force attacked Toungoo, striking the airfield facilities and destroying several allied aircraft. No 1 Squadron’s aircraft survived, thanks mainly to their effective dispersal. The Lysander had been designed for close air support (CAS) missions in cooperation with the ground forces and that’s what the pilots were trained for. The plane did not even have
IAF SPECIAL a bombsight; hence retaliation seemed out of question. Besides, how could the lumbering Lysanders survive against the swift and deadly Japanese Zeros and Oscars? But Majumdar had other ideas. He immediately planned a reprisal raid against the Japanese airfield
Karun Krishna Majumdar (1913-1945)
The first Indian officer of the Indian Air Force to be awarded the Distinguished Flying Cross (DFC), and the only one to be awarded a Bar to the DFC, Jumbo Majumdar proved that bravery does not depend on the country of one’s origin.
at Mae-Haungsan, from where the attacking aircraft were launched. He took off in a modified Lysander armed with just two 250 lb bombs, and escorted by two Buffalo fighters. The formation made their stealthy ingress at tree-top level and caught the Japanese napping. Jumbo dropped his bombs on a hangar, destroying the aircraft inside, and proving a point. But this was just the start. The next day, he led the whole squad-
ron on a bombing mission to the same airfield, destroying several buildings, wireless installations and aircraft on the ground. Under his tutelage, his pilots perfected the technique of dive bombing and were able to attack with pinpoint accuracy. Within days, the squadron was moved to Mingaladon airfield near Rangoon. More retaliatory raids were launched against the principal Japanese airbases at Mae-Haungsuan, Cheingmai and Chiangrai in Thailand. Most missions were flown unescorted—they evaded detection by flying at low level. The Japanese Air Force soon lost much of its sting; as a result, No 1 Squadron was also able to provide CAS missions to the Allied Army. Thereafter, for the next two months, they plagued the Japanese. Majumdar even organised and led one largescale raid by No 1 IAF Squadron and No 28 RAF Squadron. Later, General Wavell, the Commanderin-Chief, personally congratulated him. However, the advance of the Japanese Army proved unstoppable and when Rangoon fell to the enemy in April, the allied evacuation of Burma was ordered. Jumbo was awarded the coveted DFC for his inspiring leadership during the Burma Campaign. Two years later, Majumdar volunteered to join No 268 RAF Squadron operating in support of the Allied invasion of Europe. In 1944, just before the Battle of Normandy, he flew an exceptionally valuable photographic reconnaissance mission of the Seine bridges, in the Falaise Gap, undeterred by the heavy German ground defences. He was awarded a Bar to the DFC in recognition of this valiant feat. Reportedly, in an independent study conducted after World War II, Jumbo was rated as one of the 12 best pilots of the entire Allied Air Forces. On February 17, 1945, Wing Commander K.K. Majumdar was flying an aerobatics practice sortie in a Hawker Hurricane. While in a steep dive for a particular manoeuvre, one of the undercarriage legs malfunctioned and unlocked itself, severely upsetting the Hurricane’s stability. The aircraft stalled and crashed, killing Jumbo Majumdar instantaneously, thus bringing to an untimely end the inspiring saga of one of India’s greatest war heroes. SP —Group Captain (Retd) Joseph Noronha, Goa Issue 10 • 2012 SP’S AVIATION 51
IAF SPECIAL
Digest
news
BY SP’s Special Correspondent Indian micro air vehicle competition’
India’s national programme on micro air vehicle (NPMICAV), a Department of Science and DRDO joint effort, has announced a countrywide competition MICAV 2013 organised by the National Aerospace Laboratories (NAL) and Aeronautical Development Establishment (ADE) where national labs, companies and industry, and students will build micro air vehicles and demonstrate their capabilities. According to competition literature, the competition seeks to “bring out the capability of vehicles and technologies being developed in the country for performing a defined mission using multiple MICAVs (fixed wing, rotary wing, flapping wing and combinations) and unmanned ground vehicles (UGVs).” • EADS-BAE proposed consortium It will be one the largest ever acts of consolidation in the arms and
aerospace industry ever, certainly the biggest in Europe. The under-discussion merger of defence and aerospace giants, EADS and BAE Systems, in discussions at the highest levels since earlier this year, has a distinct Indian connection. It is widely believed that Eurofighter’s runner-up loss in the Indian medium multirole combat aircraft (MMRCA) competition presented not just phenomenal disappointment for Eurofighter—a programme administered by EADS and BAE Systems together—but also a larger inflection point. While actual trigger may have been the MMRCA loss, the coming together of the two massive firms has also been driven by a perceived need to mount a single corporate entity to battle the US firm Boeing. Synergies would also allow both firms to rationalise operations in the face of a global dip in defence expenditure. One of the theories that insiders in both EADS and BAE had for the MMRCA loss was that it wasn’t led by the British team, which had decades of experience doing aerospace business with India. The much more inexperienced German component of the consortium, some in both companies say, may not have known precisely how to handle the programme. This was only one example of dispa-
rate corporate entities, perhaps not taking the best decision available—something that may be streamlined with a merger. The complexity of both companies, though, would still need a phenomenal degree of synergy, considering that the EADS and BAE have overlapping interests and business units. For instance, both companies manufacture trainer aircraft, unmanned aerial vehicles (UAVs) and other advanced systems for the civil sphere. The merged entity would, however, be perhaps the most integrated weapons company in the world—making everything from warships to aircraft, UAVs, helicopters and spacecraft, to land systems, electronics, military vehicles, missiles and artillery. India has procurement or joint development interests in virtually every of those areas. Both EADS and BAE Systems have had a fairly mixed bag in the country, even if analysts find it tempting to paint most things now with the MMRCA brush. BAE Systems has a successful Hawk programme currently on with HAL—and is in line to receive close to a billion-dollar deal for 145 M777 ultra-light artillery guns. Several other competitions, both in defence and civil, shore up a healthy market outlook for a company that
RFP to BAE Systems for 20 more Hawks IAF’s aerobatics display team, the erstwhile Surya Kiran Aerobatics Team (SKAT), has been nonfunctional since it disbanded last year, handing over its Kiran Mk.2 intermediate trainers for pilot training. It had been known for a while that the Kiran would be replaced with the more powerful BAE Hawk. The wheels have begun turning now with HAL sending out a request for proposal (RFP) to BAE Systems for a potential order to supply products and services for the manufacture of 20 Hawk advanced jet trainer (AJT) aircraft. According to a BAE statement, “The aircraft, to be built by HAL in Bangalore, will fulfill the IAF’s requirement for its prestigious aerobatic team. Upon successful conclusion, this would be the third contract placed on BAE Systems for supply of materials and equipment for the Hawk Mk132, building upon previous orders of 66 aircraft in 2004, comprising supply of 24 Hawk air52 SP’S AVIATION Issue 10 • 2012
craft in fly-away condition and 42 aircraft, built under license by HAL, and a further 57 aircraft in 2010.” •
has in several avatars, been an old hand in dealing with India. EADS, on the other hand, has faced a string of disappointments in India, certainly as far as defence is concerned. While the Typhoon defeat stung badly, it was also made to endure two big-ticket contract aborts at the last moment—the first attempt to procure 197 light reconnaissance helicopters and the first attempt to procure six new midair refuelling tankers. The company waits eagerly for the outcome of the sophomore attempt on both contracts. A corporate coming together of the two companies would make the resulting entity a formidable one, even if one is to consider how wrong mergers in the arms industry can actually go. In India, an EADS-BAE entity would be in a position to be a pan-industry vendor. And considering that India happens to be one of the few countries that does not appear to be in a position to slash its security spending, New Delhi could take primacy of place in the attention that the new company pays to international customers. • Effort to make Tejas more ‘Indian’ In a concerted effort to reduce the percentage of foreign components in the Indian LCA Tejas fighter, the Aeronautical Development Agency has drawn up a comprehensive list of 111 aircraft line replacable units (LRUs) that will be indigenised and built by Indian companies within the country. The ambitious list includes 21 avionics components (including gyro reference unit, tactical navigation antenna and GPS antenna), 27 environmental control components, 14 electrical components (including under-carriage display unit, integral drive generator and ground power receptacle), ejection seat, nine components in the flight control area (left and right air data sensors, angle of attack sensor, sensor assembly rate). • For complete versions log on to: www.spsaviation.net & www.spsmai.com www.spsaviation.net
IAF SPECIAL
Digest
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Military Asia-Pacific
prerequisite if the Tiger is to be deployed in theatre by the end of the year.
First meeting of India-Saudi Committee on Defence The first meeting of the IndiaSaudi Arabia Joint Committee on Defence Cooperation was held in Delhi on September 10. The 11-member Saudi delegation was headed by Major General Suleiman Saleh Al-Khalifa, Chief of the Armed Forces Operations of Saudi Arabia. The establishment of the Joint Committee had been decided during the meeting of the Defence Minister A.K. Antony with the Saudi Defence Minister (and now also Crown Prince) Prince Salman bin Abdul Aziz Al Saud, during Antony’s visit to Saudi Arabia.
China unveils second stealth jet Twenty-one months after China’s Chengdu aerospace firm unveiled its J-20 jet fighter prototype—Beijing’s first stealth warplane—the rival Shenyang company has unveiled what appears to be a competing stealth warplane. It was possibly a coincidence that the stealth jet was revealed right before the US Secretary of Defense Leon Panetta was due to arrive in China which is not the first time that the Chinese Government has used leaks to reveal their military advancements.
Induction ceremony: Su-30 MKI at Halwara Su-30 MKI aircraft was inducted into Western Air Command in a formal ceremony at Air Force Station Halwara on September 25. Air Marshal Arup Raha, AOC-in-C Western Air Command, IAF, was the chief guest for the induction ceremony. While the first batch of Su-30 MKI was inducted into IAF in September 2002, No. 220 Squadron at Halwara known as ‘Desert Tigers’, which flew the MiG23BN aircraft till 2005 is now resurrected with the latest Su-30 MKI Squadron in Western Air Command.
US Air Force begins F-35A operational utility evaluation
Four Tigers delivered for deployment to Afghanistan
A significant milestone in Eurocopter’s Tiger support helicopter programme has been reached following the delivery of the first four helicopters to be upgraded for deployment to Afghanistan. This now leaves the German Army in possession of a complete batch of ASGARD helicopters—a vital
Americas
The US Air Force officials began their F-35A Lightning II Operational Utility Evaluation which is an instrumental step in beginning joint strike fighter pilot and maintenance training for the service. Since February's Military Flight Release, 11 experienced fighter pilots checked out in basic F-35A operations so they can be prepared to be the military's first cadre for the fifth generation fighter. This milestone will be a precursor to train other services and allies. Northrop next-gen air defence radar system The US Air Force has awarded Northrop Grumman a contract to demonstrate technologies for its threedimensional expeditionary long-range radar (3DELRR) programme. Designed to replace the current AN/TPS75 radar systems, 3DELRR will be the primary Air Force ground-based, long-range radar for detecting airborne
threats. The pre-engineering and manufacturing development contract, valued at $34.7 million, will last 15 months. Fourth Bombardier Global Aircraft added to USAF
QuickRoundUp Airbus Military • Colombia has signed a contract with Airbus Military for the acquisition of an additional C-295 aircraft in tactical transport configuration. Delivery is scheduled for February 2013. This new deal means that 114 C-295s have now been ordered, with 86 currently in operation, in 14 countries. BAE Systems
Bombardier Aerospace has announced that it has delivered a Global 6000 aircraft to the US Air Force in a ceremony conducted at a Bombardier facility in Connecticut. This aircraft is the fourth Bombardier Global aircraft to be added to the existing US Air Force inventory with E11A Military Designation. The intention is to equip this new addition with the battlefield airborne communications node (BACN), in time for deployment next summer. This system will allow disparate battlefield communications systems to share data.
• BAE Systems has received a RFP from the Hindustan Aeronautics Limited (HAL) for a potential order to supply products and services for the manufacture of 20 Hawk advanced jet trainer aircraft. The aircraft to be built by HAL in Bangalore will fulfill the Indian Air Force’s requirement for its prestigious aerobatic team. Boeing • The Boeing Company, Seattle, has been awarded a $1.9 billion modification to a previously awarded fixed-price-incentive-firm contract for the procurement of 11 P-8A multimission maritime low rate initial production III aircraft. Work is expected to be completed in May 2015.
Europe
Denel
DGA orders studies on communications satellites Frances’ Directorate General of Armaments has awarded Astrium and Thales Alenia Space a study contract on future military satellite communications capabilities. The results of these studies will inform the broad orientations of the "COMSAT NG" programme to be launched next year in view of ensuring the continuity of the current "Syracuse III" programme after it is retired in 2019, and taking into account potential cooperation with European partners, especially the United Kingdom and Italy.
• Denel and Airbus Military have signed a new agreement with revised terms for manufacturing aircraft components on the A400M, in a development that will contribute significantly to the financial turnaround of the South African company.
Civil Aviation
Eurocopter
Asia-Pacific Rockwell Collins signs agreement with Emirates Rockwell Collins has entered into a five-year agreement with Emirates Airline to be
Elbit • Elbit Systems has announced that Tor Advanced Flight Training which was established in partnership with Israel Aerospace Industries Ltd, for the Israel Air Force's future trainer programme; has reached an agreement with the Ministry of Defense on a $603 million contract, of which Elbit Systems' share is $420 million for providing services and systems.
• The upgrade of the UK Ministry of Defence’s Puma aircraft took a further major step forward when Eurocopter handed over its first Puma Mk2 aircraft to MoD. This upgrade will significantly enhance the aircraft’s performance, mission capability and safety.
Issue 10 • 2012 SP’S AVIATION 53
IAF SPECIAL
Digest
news
Appointments Rockwell Collins Rockwell Collins has announced the appointment of Robert K. (Kelly) Ortberg, as the company’s President. Northrop Grumman Northrop Grumman Corporation has named Ginger Wierzbanowski Vice President of Space, Missile Defense, Advanced Technology and Ground Programmes. EADS EADS has announced the composition of the new Group Executive Committee. Besides Tom Enders the EADS Chief Executive, the other top managers’ form the EADS Group Executive Committee include: • François Auque: CEO of Astrium and Coordination of Space & Defence • Thierry Baril: Chief Human Resources Officer, EADS & Airbus • Lutz Bertling: CEO of Eurocopter • Jean Botti: Chief Technical Officer of EADS • Fabrice Brégier: CEO of Airbus • Günter Butschek: Chief Operating Officer of Airbus • Bernhard Gerwert: CEO of Cassidian • Marwan Lahoud: Chief Strategy and Marketing Officer of EADS • John Leahy: Chief Operating Officer–Customers of Airbus • Sean O’Keefe: CEO of EADS North America • Domingo Ureña-Raso: Head of Airbus Military • Harald Wilhelm: Chief Financial Officer of EADS & Airbus DRS DRS Technologies has appointed Joseph Militano as Senior Vice President, Public Affairs and Communications. the exclusive provider of image generation and projection systems for the air carrier’s fleet of full flight simulators. Under the terms of the agreement, Rockwell Collins will initially provide 10 visual systems that feature the company’s industry-leading EP-8000 image generation and liquid crystal on silicon (LCoS) projection systems. AirAsia to become first A320 ‘Sharklets’ operator
Airbus and the world’s largest A320 customer AirAsia announced that the airline will become the first operator of the A320 with ‘Sharklets’ when they take delivery of the first A320 equipped with these fuel-saving wing-tip
devices at the end of this year. The aircraft exhibited on static and flying display at the ILA Berlin Air Show, is the flight test aircraft for CFM engines and will also be delivered to AirAsia in 2013.
Executive Officer of Gulfstream’s parent corporation, General Dynamics. Conviasa takes delivery of its first Embraer 190 Jet
54 SP’S AVIATION Issue 10 • 2012
GE Aviation • GE Aviation, Cincinnati, has been awarded a $394.75 million indefinite delivery and indefinite quantity contract modification for the Adaptive Engine Technology Development programme which is expected to be completed by September 30, 2016. Honeywell
On September 21, Embraer delivered the first Embraer 190 jet to Venezuelan Airline Conviasa, Consorcio Venezuelano de Industria Aeronáutica e Serviços Aéreos S.A. The companies signed a contract last July for the acquisition of six E190, including an option for an additional 14 units of the same aircraft model. The contract also includes a flight simulator and a logistics package to support operations for the next five years. The total value of the deal, at list price, and January 2012 economic conditions, is $271.2 million, and could reach $904 million should all purchase options be converted into firm orders.
• Honeywell International, Albuquerque, has been awarded an $8.3 million contract for post-production support services for the RQ-16B T-Hawk Block II micro air vehicle. The RQ-16B is a rugged, field-repairable, single operator, vertical launched, unmanned air system that is currently being used in theatre to support Operation Enduring Freedom. Work is expected to be completed by September 2013. India • DRDO developed 4,000 km range nuclear capable ballistic missile Agni-IV, was successfully flight tested from Wheeler’s Island in Odisha on September 19. This long-range missile propelled by composite rocket motor technology was tested for its full capability.
Europe
Lockheed Martin
Austria's InterSky orders 2 ATR 72-600s
• Lockheed Martin's PAC-3 Missile has successfully detected, tracked and intercepted an aerodynamic tactical ballistic missile (TBM) target in a test at White Sands Missile Range. The test included a ripple fire engagement, utilising two PAC-3 Missiles against a single target. The first interceptor destroyed the target and the second PAC-3 Missile self-destructed as planned.
Americas Gulfstream G650 Receives Type Certificate On September 7, Gulfstream Aerospace Corporation’s ultra-large-cabin, ultralong-range Gulfstream G650 business-jet aircraft received a type certificate from the Federal Aviation Administration (FAA). The certification verifies the airworthiness of the aircraft’s design. Gulfstream expects to deliver the first fully outfitted G650 business jets to customers before year-end. The company has received more than 200 orders for the aircraft. “The G650 sets the new world standard for business-jet performance, range, speed and comfort,” said Jay L. Johnson, Chairman and Chief
QuickRoundUp
On the occasion of the ILA Air Show, the Austrian carrier InterSky, INTRO Group, a major shareholder of the airline (49 per cent) and the European turboprop aircraft manufacturer ATR announced signing of a contract for the purchase of two ATR 72-600s, valued at $47 million. The first of the 70-seat ATR 72-600s will be introduced in December this year, with the second one following in March 2013. These aircraft will become the first ATRs to be operated by an Austrian carrier.
NH Industries • NH Industries has announced the first flight of the first NH90 tactical transport helicopter ordered by the Belgian armed forces. The NH90 tactical transport helicopter variant is a helicopter of 11-tonne class, primarily configured to perform tactical transport missions in all environments by day and night. Northrop Grumman • Northrop Grumman Corporation has been awarded a contract to supply the hybrid GPS and inertial referwww.spsaviation.net
IAF SPECIAL
Digest
news
Show Calendar 9–14 October JAPAN AEROSPACE INTERNATIONAL 2012 Port Messe Nagoya, Nagoya, Japan www.japanaerospace.jp 22–23 October Police Aviation Prince Hotel & Residence, Kuala Lumpur, Malaysia http://www.tangentlink.com/ police-aviation--kuala-lumpurmalaysia--22nd-23rd-october-2012-.html 24–25 October Unmanned Aerial Systems Conference 2012 The Copthorne Tara Hotel, London Kensington, London, UK www.smi-online.co.uk/defence/ uk/unmanned-aerial-systems 6–8 November Dubai Helishow 2012 Grand Stand, Meydan Hotel, Meydan Racecourse, Dubai, UAE www.dubaihelishow.com 6–8 November International Fighter Conference Grand Connaught Rooms, London, UK www.international-fighter.com 13–14 November Military Aviation Summit Jacksonville, Florida, USA www.militaryaviationsummit.com 13–18 November AIRSHOW CHINA Zhuhai Airport, Zhuhai, China www.airshow.com.cn/en 27–29 November Air Power in Irregular Warfare The Kensington Close Hotel, London, UK www.airpowerinirregularwarfare.com
Industry Asia-Pacific Raytheon joins hand with Monument Capital Group Raytheon has entered into a distribution agreement with Monument Capital Group
(MCG). Under the agreement, MCG will engage potential Indian partners to provide mass notification and non-lethal systems to solve challenging security problems and emerging safety requirements. Applications of these products include high-value asset and critical infrastructure security, protection against terrorism and piracy, explosives detection and innovative emergency response solutions for natural disaster management.
subject the aircraft to a range of loads that it would typically encounter in actual flight.
Europe Su-30SM multi-role fighter’s maiden flight
Americas Northrop's navigation system for Embraer KC-390
Northrop Grumman Corporation has been awarded a contract to supply the hybrid global positioning system (GPS) and inertial reference system for the Embraer Defense and Security KC-390 medium-lift military transport aircraft. Under the contract, the company's German navigation systems subsidiary, Northrop Grumman LITEF, will provide the fibre-optic, gyro-compass LCR-100 Attitude and Heading Reference System. F-35 airframe completes the journey of a lifetime Eight thousand hours or one complete lifetime of durability testing is now complete on the F-35 conventional takeoff and landing (CTOL) variant. Durability testing of the CTOL airframe to 8,000 hours was completed ahead of schedule, proving the airframe to be able to handle a variety of flying conditions it will experience when in service. Work continues on schedule for proving the aircraft for up to two lifetimes or 16,000 hours. The 350-tonne structural test rig at Brough facility was purposely built to ‘fly’ the F-35 through a series of flight scenarios. Over 32 Kilometres of wiring, 2,500 strain gauges and 160 loading actuators
Su-30SM fighter, developed by JSC Sukhoi Design Bureau and designed for the Russian Ministry of Defence, performed its maiden flight on September 21 which lasted for two hours and was flawless. Su-30SM multi-role fighter is the further development of the Su-30MK combat aircraft family. JSC Sukhoi Design Bureau’ specialists designed the fighter in accordance with the requirements of the Russian Air Force in terms of radar system, radio and recognition system, ejection seats and a number of support systems.
QuickRoundUp ence system for the Embraer Defense and Security’s KC-390 medium-lift military transport aircraft. Under the contract, the company's German navigation systems subsidiary, Northrop Grumman LITEF, will provide the fibreoptic, gyro-compass LCR-100 Attitude and Heading Reference System. Northrop Grumman Corporation has signed an exclusive teaming agreement with Detroit-based KUKA Systems Corporation North America, a commercial automation and assembly line integrator, to help design the assembly line for the US Air Force Trainer X (T-X) programme. Northrop Grumman is the manufacturing partner on the BAE Systems Hawk advanced jet training system team that is pursuing the T-X programme. Pak Army
Space
• The Pakistan Army carried out a successful test-firing of a Hatf-7 (Babur) nuclear-capable cruise missile on September 17. Babur, which has a range of 700 km, can hit precision targets and employ stealth technology according to local media reports. Pakistan's Air Force had earlier tested its air-launched Ra'ad (Hatf 8) missile on May 31. Pakistan's strategic cruise missile arsenal will consist entirely of Babur and Ra'ad missiles in the near future.
Europe
Raytheon
SPOT 6 Joins Pléiades 1A Astrium’s SPOT 6 earth observation satellite has been successfully launched by a PSLV launcher from the Satish Dhawan Space Centre in India. It will join in orbit Pléiades 1A, the very high resolution earth observation satellite with products distributed by Astrium Services. Both satellites will first work together and will form a complete constellation with Pléiades 1B and SPOT 7, the next satellites on the launch track to complete Astrium Services full optical constellation. As soon as they are validated in orbit, each of SPOT 6 and SPOT 7 will be operated by Astrium satellites and exploited by Astrium Services in coordination with the two Pléiades satellites along the same orbit. SPOT 6 is an earth observation satellite offering optical high-resolution capabilities. •
• The Missile Defense Agency and the USAF has awarded Raytheon Company a $125.3 million contract to modernise and add new capability to an Air Force early warning radar system. The upgraded EWR (UEWR), a high-powered mission-critical radar, will continue providing early warning of missile launches and space surveillance. The UEWR also adds a new capability—providing targeting data that can be used to shoot down incoming ballistic missiles. Rockwell Collins • Rockwell Collins has been selected as the prime contractor for the UAV portion of the High-Assurance Cyber Military Systems programme sponsored by the Defense Advanced Research Projects Agency. The four-and-half-year contract calls for Rockwell Collins to develop cyber security solutions for UAVs with applicability to other network-enabled military vehicles.
Issue 10 • 2012 SP’S AVIATION 55
Word
Last
c au t i o u s
moves
Illustration: Anoop Kamath
H
olding of stake by foreign airlines in Indian carriers was in vogue at the time when the aviation sector was liberalised in the early 1990s. In fact, Jet Airways was established with sizeable investments from some of the flourishing airlines of the Middle East. However, efforts by the Tata Group and Singapore Airlines Limited (SIA) to set up a new airline in the private sector in India as a Tata-SIA joint venture, was successfully thwarted, allegedly by vested interests within the country thus perpetuating a ban on investment (designated as foreign direct investment or FDI) into Indian carriers by airlines from abroad. Investment by agencies other than foreign airlines was however permitted, but during the period 2000 to 2012, the total FDI into the Indian civil air transportation sector was merely `2,400 crore (about $400 million). This is pittance considering the growth potential of the airline industry. In the last five years or so, India’s private carriers have been facing severe financial crunch on account of high cost due to high taxes on aviation turbine fuel, rising airport charges, higher financing costs, lack of confidence amongst financial institutions, inadequate infrastructure and fierce competition that have kept air fares depressed. The private carriers with Kingfisher Airlines in the lead have been pleading with the government to permit foreign airlines to invest into Indian carriers. Finally, after years of dithering by the government, in early September this year, the Cabinet Committee on Economic Affairs cleared the proposal for investment by foreign airlines into the cash-strapped aviation sector including both the scheduled and non-scheduled Indian carriers. Political and economic compulsions have ultimately prevailed over narrow vested interests. Generally hailed by the aviation industry as also aviation analysts as a positive move, FDI by foreign airlines is expected to provide the much-needed relief to the Indian carriers wallowing in debt. Following the announcement, the mood in the industry was definitely upbeat. Kingfisher Airlines, which is reeling under a debilitating debt burden nudging `10,000 crore, is hopeful of negotiating with greater confidence for the much needed lifeline, reviving hopes of recapitalisation. But the crucial question at this juncture is the response of the foreign carriers that could be regarded as potential investors. From the indications so far, it appears that foreign carriers are not overly enthused by the opportunity offered by the Indian Government for them to acquire stake in Indian carriers in the private sector. Air India is in any case out of the ambit of FDI as it receives the required support from the government. Some of the prosperous airlines believe that while in principle, investment in Indian carriers may appear to be logical and a good proposition, an intimate scrutiny of the overall environment which the Indian carriers operate in, indicates that the proposal of investment into Indian carriers after all, may not be as attractive as it may appear in the first 56 SP’S AVIATION Issue 10 • 2012
For FDI in the aviation sector to be a reality as also meaningful, the government would have not only to take speedy steps to improve the investment climate but also enhance shareholding beyond 49 per cent, to facilitate control by foreign carriers. instance. As per British Airways, “India is an attractive destination to serve; but not one to invest in”. Foreign airlines are also apprehensive about the prospects of competing with the national carrier Air India that has unfettered financial support by the government despite the fact that the airline is notoriously inefficient. As per the Centre for Asia Pacific Aviation, India, “The floodgates of investment are unlikely to open in the short-term, but from the perspective of improving the sentiment and demonstrating that the government is committed to supporting the development of a viable airline industry, this is a positive milestone.” The potential investors appear to be in no hurry to rush in with huge investments that the debt-ridden and ailing industry would need. Major foreign airlines themselves suffering the ill-effects of a global economic slowdown seem to have adopted a wait-andwatch policy. After all, foreign airlines will not like to invest in an industry tormented by financial uncertainty, hostile operating environment, archaic regulatory framework and an insensitive government, slow to reform. If foreign airlines bring in investments, they will do so not in the form of fixed deposits, but to generate handsome and speedy returns through efficient business models operating in a vibrant, dynamic and a healthy competitive environment. They would certainly not relish the prospects of their investments being jeopardised on account of carriers doddering on the verge of collapse, a situation over which they would have no control with the current investment limit of 49 per cent. For FDI in the aviation sector to be a reality as also meaningful, the government would have not only to take speedy and meaningful steps to improve the investment climate but also enhance shareholding beyond 49 per cent, to facilitate control by foreign carriers. Unless this is done, FDI in aviation may remain just a pipedream. SP — Air Marshal (Retd) B.K. Pandey www.spsaviation.net
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