Older Mig-21’s flying in to Sunset
A magnificent flying machine of yester years (inducted into IAF during mid 60’s) main stay of the fighting force of the IAF going to close down its wings in another two years. (Barring 126 MIG “Bison’s the upgraded and modified ones).
IAF flew them as competent “air defense” machines, so what if they were good enough only for point defense. Just enough to loiter around in the air, with after burners, for 15 – 20 minutes. Not only that IAF used them as “advanced jet trainers as well and lost many precious lives. Because of inordinate delay in procurement process of AJT (1984 to 2004) The delay in decision making is once again bringing the “Air Power” to a stage of serious concern.
IAF is to have nearly 40 Squadron on its roll (39.5 to be very precise). News paper reports indicate IAF would come down to 28 Squadron but in all probability we could take an all time low of 26 Squadron or in real terms or even less .
An thought of a concern that we are going to be short of nearly 14 squadron in another two years. That amounts to 14X18=252 aircraft and if we include MR and SOW as well we can add another 84 aircraft. A short fall of 252 + 84 = 326 aircraft is a matter of serious concern in the immediate future.
Where are the aircraft? SU 30 MK –I a total of 230 with 80 aircraft already in skies. Another 150 would takes not less then 5 years. The super selection process of 126 aircraft (MRCA) deal with six competitors has just begun . IAF may not accomplish the summer trials in this year . The process and identification of the real fighter may take from now to 30 -36 months. Tech evaluation and PNC another 24 months. And than the process of 1st delivery another 36 months. Oh surprisingly we have lost out 7-8 years.
Where is the LCA ? 2010 initially 2015 revised plan of induction.
Sorry it’s all too late and difficult to digest.
“Air Chief Marshal emphasized to “India Strategic” that air craft numbers are as important as technology and that “both these have their own specific compulsion” .
It may be recalled that in the 1990’s , when India was about to acquire SU 30 aircraft from Russia , certain quarters had campaigned that the MIG-21 was good enough and India need not go in for modern aircraft . The same voices are being heard on numbers now.
According to the well known Defence analyst Air Commodore Jasjit Singh (Former Director of IDSA and now director of CAPS – Centre for Air Power Studies)” those who raise such voice have no perception of air power in terms of numbers and technology”.
We have created a large gap for ourselves, decisions makers along with professionals have to find quick solution rather than become a silent spectators to the flight a likely dooms day.
Sunday, November 15, 2009
Monday, July 27, 2009
MRCA
MRCA – still a Challenge
It is an old saying ‘we learn from our mistakes”. IAF has shown (or say the decision makers) have remained totally ignorant of this saying.
We always knew the mig-21’s inducted in mid 60’s would last only till 90’s. So the process of identification and process of procurement should have commenced in early 80’s. We started hearing about floating an RFP for this famous 126 aircraft deal only during “TP’s’ time. After that “Keecha” continued to make enough noise for 3 years and “Bundle” also did not spare any forum during his 27 months. No body heard even his loud and articulative statements. Finally it was left to poor hepter pilot “Fali” to make a break through and a RFP was floated during 2007-2008.
Six foreign companies were short listed –Russian –Mig – 35 , US (Lock heed) F-16 , US –Boeing–F-18 super hornet , EADS –Euro flight Typhoon, Swedish –Grippen and the last entrant French Rafael . It may be of interest that “Keecha” during his tenure had insisted only on single tender selection of “French Rafael’, based on IAF’S good experience of flying French –Mirage -2000 (May be this was one of the factor that RFP never found its place during his tenure).
Interestingly the hurdle of RFP was over during “Falis” tenure and finally six fourth generation aircraft were short listed.
The process of trials and technical evaluation has just commenced. One has to remember that IAF operates all types of aircraft (Transport, fighters, hepters) to their ultimate limits. Some of the Air Forces who came in operational contact with this author were amazed and overawed when they landed with us, the IAF crews at high altitude airfield like Leh and Thoise . Once an aircraft is flight tested and technically evaluated in “Indian Environment” this establishes its absolute supremacy in any part of the ‘Globe’.
The nodal agency for any such trials and technical evaluation is ASTE (Aircraft Systems and Testing Establishment). A house for “Test Pilots” and “Test Engineers”. The process demands training of these test pilots and test engineers with the OEM’S in their country to assure and establish basic parameters. Training at each of the OEMS, is this complete for all the six? A big question mark remains. Once the teams have completed their training they are to be at Bangalore ASTE for formalizing a testing plan under humid conditions, (nothing better than South and North East ), for very hot conditions deserts of Rajasthan and for High Altitude trials at Leh –not only during winter but summer as well (May to Aug). Summer at high altitude throws in different challenge (e.g. at 250 C surface temperature An -32 and IL -76 aircraft carry ‘0’ payloads while returning from Leh & Thoise. What kind of payloads, rotation speeds, approach speeds, touch down speeds there fighter aircraft would experience, one would have to evaluate carefully. It may be possible that OEM’S have no performance graphs available above 3 km elevation. (This happened when IL-76 aircraft were inducted in mid 80’s).
The process of evaluation is to be designed for each of the aircraft type meticulously and standard performance parameters are to be designed. Not only that different teams assigned this task are to be on the same performance level.
Air Chief giving details of “Field Evaluation Test” (FET’S), he said that in the first round, Indian pilots would visit the country of manufacture of each aircraft to see the facilities, in the second round, two the three aircraft from each manufactures would be flight tested in Bangalore, Jaisalmer and Leh; and in the third round actual weapon firing test would be conducted in the manufactures or in another country as designated by the manufactures (not all European countries have firing ranges).
There would be a common leader but two or three different teams under him. The aircraft would go to Bangalore for performance system and humidity trials and to Leh for high attitude and cold weather trials.
The process of flight testing trials and evaluation is most demanding and time consuming. Comparing the data against common denominators with different set of trial teams is likely to bring in subjective assessment. To make the trials be absolutely successful in different environmental condition and them short list the contenders would be a Herculean task. One should not be surprised that all six may end up equally worthy of induction into the IAF.
What would decide them the selection:-
a. Life Expectancy
b. Life Costing
c. Maintenance support.
d. Strings Attached
e. Bilateral agreement on production and maintenance facilities in India.
f. Technology Transfer
g. Price negotiations
h. Political Considerations
j. Old friendship syndrome.
We are in a serious business of short fall of numbers which is equally important to technology. The total process (Trials – and short listing 24-36 months, PNC and Contract finalization 24-36 months, commencement of delivery 36 months). By the time aircraft gets inducted could be another 7-8 yrs, we have to shorten this period between 4-6 years, just keep the target of inductive 2014 before the next General Election. Congress Govts have a great deal of achievement of finalizing defence deals. Let that be Jaguars in 70’s Mirage-2000 in 80’, IL-76 in 80’s. Decisions makes are to be reminded again and again be quick and decide before the IAF’s Mig 21st close their wings in entirety.
LOG BOOK
It is an old saying ‘we learn from our mistakes”. IAF has shown (or say the decision makers) have remained totally ignorant of this saying.
We always knew the mig-21’s inducted in mid 60’s would last only till 90’s. So the process of identification and process of procurement should have commenced in early 80’s. We started hearing about floating an RFP for this famous 126 aircraft deal only during “TP’s’ time. After that “Keecha” continued to make enough noise for 3 years and “Bundle” also did not spare any forum during his 27 months. No body heard even his loud and articulative statements. Finally it was left to poor hepter pilot “Fali” to make a break through and a RFP was floated during 2007-2008.
Six foreign companies were short listed –Russian –Mig – 35 , US (Lock heed) F-16 , US –Boeing–F-18 super hornet , EADS –Euro flight Typhoon, Swedish –Grippen and the last entrant French Rafael . It may be of interest that “Keecha” during his tenure had insisted only on single tender selection of “French Rafael’, based on IAF’S good experience of flying French –Mirage -2000 (May be this was one of the factor that RFP never found its place during his tenure).
Interestingly the hurdle of RFP was over during “Falis” tenure and finally six fourth generation aircraft were short listed.
The process of trials and technical evaluation has just commenced. One has to remember that IAF operates all types of aircraft (Transport, fighters, hepters) to their ultimate limits. Some of the Air Forces who came in operational contact with this author were amazed and overawed when they landed with us, the IAF crews at high altitude airfield like Leh and Thoise . Once an aircraft is flight tested and technically evaluated in “Indian Environment” this establishes its absolute supremacy in any part of the ‘Globe’.
The nodal agency for any such trials and technical evaluation is ASTE (Aircraft Systems and Testing Establishment). A house for “Test Pilots” and “Test Engineers”. The process demands training of these test pilots and test engineers with the OEM’S in their country to assure and establish basic parameters. Training at each of the OEMS, is this complete for all the six? A big question mark remains. Once the teams have completed their training they are to be at Bangalore ASTE for formalizing a testing plan under humid conditions, (nothing better than South and North East ), for very hot conditions deserts of Rajasthan and for High Altitude trials at Leh –not only during winter but summer as well (May to Aug). Summer at high altitude throws in different challenge (e.g. at 250 C surface temperature An -32 and IL -76 aircraft carry ‘0’ payloads while returning from Leh & Thoise. What kind of payloads, rotation speeds, approach speeds, touch down speeds there fighter aircraft would experience, one would have to evaluate carefully. It may be possible that OEM’S have no performance graphs available above 3 km elevation. (This happened when IL-76 aircraft were inducted in mid 80’s).
The process of evaluation is to be designed for each of the aircraft type meticulously and standard performance parameters are to be designed. Not only that different teams assigned this task are to be on the same performance level.
Air Chief giving details of “Field Evaluation Test” (FET’S), he said that in the first round, Indian pilots would visit the country of manufacture of each aircraft to see the facilities, in the second round, two the three aircraft from each manufactures would be flight tested in Bangalore, Jaisalmer and Leh; and in the third round actual weapon firing test would be conducted in the manufactures or in another country as designated by the manufactures (not all European countries have firing ranges).
There would be a common leader but two or three different teams under him. The aircraft would go to Bangalore for performance system and humidity trials and to Leh for high attitude and cold weather trials.
The process of flight testing trials and evaluation is most demanding and time consuming. Comparing the data against common denominators with different set of trial teams is likely to bring in subjective assessment. To make the trials be absolutely successful in different environmental condition and them short list the contenders would be a Herculean task. One should not be surprised that all six may end up equally worthy of induction into the IAF.
What would decide them the selection:-
a. Life Expectancy
b. Life Costing
c. Maintenance support.
d. Strings Attached
e. Bilateral agreement on production and maintenance facilities in India.
f. Technology Transfer
g. Price negotiations
h. Political Considerations
j. Old friendship syndrome.
We are in a serious business of short fall of numbers which is equally important to technology. The total process (Trials – and short listing 24-36 months, PNC and Contract finalization 24-36 months, commencement of delivery 36 months). By the time aircraft gets inducted could be another 7-8 yrs, we have to shorten this period between 4-6 years, just keep the target of inductive 2014 before the next General Election. Congress Govts have a great deal of achievement of finalizing defence deals. Let that be Jaguars in 70’s Mirage-2000 in 80’, IL-76 in 80’s. Decisions makes are to be reminded again and again be quick and decide before the IAF’s Mig 21st close their wings in entirety.
LOG BOOK
Monday, June 15, 2009
ONE RANK ONE PENSION
Dear Friends
Press release regarding “One Rank One Pension” dated 10 June 2009 has already fwd to all Press is circulated herewith for your info please.
With Kind Regards,
Jai Hind
Yours Sincerely,
Maj Gen (Retd) Satbir Singh, SM
Vice Chairman Indian ESM Movement
Mobile: 9312404269, 0124-4110570
Email :
satbirsm@yahoo.com
PRESS RELEASE
Dated: 10 June 2009
ONE RANK ONE PENSION
Dear Members of the Media,
1. In her address to both houses of Parliament, the Supreme Commander of Armed Forces Mrs. Pratibha Patil on 04 June 2009 announced that long pending demand of One Rank One Pension (OROP) of the Defence Forces will be reexamined and decision arrived at by 30 June 2009. The announcement has been widely welcomed by the Defence personnel specially the Ex-Servicemen who have been agitating for the past one year to press for their demands specially the One Rank One Pension. Deeply hurt and anguished at the apathy shown by the Govt in not accepting their main demand of OROP, they on four occasions deposited over 15000 gallantry and distinguished service medals with the President.
2. The Indian Ex-servicemen Movement (IESM,) an umbrella organization for all Ex Servicemen of India appeals to the Govt that the committee headed by Mr Chandrasekhar must not dilute the Definition of OROP ie irrespective of the date of retirement, the Defence Personnel who have rendered same years of service and holding same rank must get same pension. Only the grant of Full Parity with the new pensioners will meet the ends of justice.
3. We appeal to the Govt to accept the concept of One Rank One Pension with full Parity and make it the policy for grant of pensions to the Defence Personnel. Any other thoughts/proposal of One Time increase/modified parity/near parity will not be in line with the “Just and Fair” solution to the emotive issue of OROP. We are hopeful that the Govt will give due consideration to this important aspect of Defence Forces.
With regards,
Jai Hind
Yours Sincerely,
Maj Gen (Retd) Satbir Singh, SM
Vice Chairman Indian ESM Movement
Mobile: 9312404269, 0124-4110570
Email: satbirsm@yahoo.com
Press release regarding “One Rank One Pension” dated 10 June 2009 has already fwd to all Press is circulated herewith for your info please.
With Kind Regards,
Jai Hind
Yours Sincerely,
Maj Gen (Retd) Satbir Singh, SM
Vice Chairman Indian ESM Movement
Mobile: 9312404269, 0124-4110570
Email :
satbirsm@yahoo.com
PRESS RELEASE
Dated: 10 June 2009
ONE RANK ONE PENSION
Dear Members of the Media,
1. In her address to both houses of Parliament, the Supreme Commander of Armed Forces Mrs. Pratibha Patil on 04 June 2009 announced that long pending demand of One Rank One Pension (OROP) of the Defence Forces will be reexamined and decision arrived at by 30 June 2009. The announcement has been widely welcomed by the Defence personnel specially the Ex-Servicemen who have been agitating for the past one year to press for their demands specially the One Rank One Pension. Deeply hurt and anguished at the apathy shown by the Govt in not accepting their main demand of OROP, they on four occasions deposited over 15000 gallantry and distinguished service medals with the President.
2. The Indian Ex-servicemen Movement (IESM,) an umbrella organization for all Ex Servicemen of India appeals to the Govt that the committee headed by Mr Chandrasekhar must not dilute the Definition of OROP ie irrespective of the date of retirement, the Defence Personnel who have rendered same years of service and holding same rank must get same pension. Only the grant of Full Parity with the new pensioners will meet the ends of justice.
3. We appeal to the Govt to accept the concept of One Rank One Pension with full Parity and make it the policy for grant of pensions to the Defence Personnel. Any other thoughts/proposal of One Time increase/modified parity/near parity will not be in line with the “Just and Fair” solution to the emotive issue of OROP. We are hopeful that the Govt will give due consideration to this important aspect of Defence Forces.
With regards,
Jai Hind
Yours Sincerely,
Maj Gen (Retd) Satbir Singh, SM
Vice Chairman Indian ESM Movement
Mobile: 9312404269, 0124-4110570
Email: satbirsm@yahoo.com
IAF chooses C 17 Globemaster III
Gulshan Luthra Gulshan.Luthra@indiastrategic.in and Air Marshal Ashok Goel amashokgoel@gmail.com
IAF chooses C 17 Globemaster III
New Delhi. The Indian Air Force (IAF) has shortlisted the Boeing C 17 Globemaster III as its new Very Heavy Lift Transport Aircraft (VHTAC).
Chief of Air Staff air Chief Marshal P V Naik told India Strategic that the aircraft had been chosen after a thorough study because of its capability to take off and land on short runways with heavy loads, long range, and ease of operation.
IAF was looking at acquiring 10 C 17s initially through the US government’s Foreign Military Sales (FMS) route, and that a proposal in this regard was being considered by the Ministry of Defence (MoD), he said adding that the aircraft should come in about three years after a contract is signed.
At present, India has less than 20 IL 76 Soviet-era aircraft for strategic lift, but they were acquired two decades ago. The requirement today is for technologically better, easier to maintain, and a larger number of aircraft due to the strategic scenario around India and the need to ferry troops, men and material even within India in times of contingency.
An IL 76 can carry a cargo of around 40 tonnes while a C 17 can carry 70 tonnes, and is much easier to operate with a small crew of two pilots and one loadmaster (total three) only despite its massive size, thanks to its various power-assisted systems. Two observers though can also be seated.
Despite its massive size – 174 ft length, 55 ft height and about 170 ft wingspan – a pilot can fly the aircraft with a simple joystick, much like a fighter aircraft, which can be lifesaving in a battlezone as the aircraft can take off quickly and at steep angles. It is powered by four Pratt & Whitney F-117-PW-100 turbofan engines.
The C 17 is the mainstay of US forces for worldwide deployment, and can be refueled midair. It is in fact the lifeline of US and NATO troops deployed in Afghanistan and Iraq.
Boeing has brought the aircraft several times to India for its literal catwalk on IAF tarmacs, including at the Aero India 2007 and 2009 in Bangalore. Indian military officials and journalists have been invited for the aircraft’s flight displays during the Paris Air Show beginning June 15.
According to the Boeing company, the high-wing, 4-engine, multi-service T-tailed military-transport C-17 can carry large equipment including two tanks, supplies and troops directly to small airfields in harsh terrain anywhere in the world day or night.
The massive, sturdy, long-haul aircraft tackles distance, destination and heavy, oversized payloads in unpredictable conditions. It has delivered cargo in every worldwide operation since the 1990s. It can take off from a 7,600-ft airfield, carry a payload of 160,000 pounds, fly 2,400 nautical miles, refuel while in flight for longer range, and land in 3,000 ft or less on a small unpaved or paved airfield day or night.
The aircraft can also be used as an aerial ambulance.
The cost of the aircraft is not available but according to published reports, it was $237 million in 2007.
IAF chooses C 17 Globemaster III
New Delhi. The Indian Air Force (IAF) has shortlisted the Boeing C 17 Globemaster III as its new Very Heavy Lift Transport Aircraft (VHTAC).
Chief of Air Staff air Chief Marshal P V Naik told India Strategic that the aircraft had been chosen after a thorough study because of its capability to take off and land on short runways with heavy loads, long range, and ease of operation.
IAF was looking at acquiring 10 C 17s initially through the US government’s Foreign Military Sales (FMS) route, and that a proposal in this regard was being considered by the Ministry of Defence (MoD), he said adding that the aircraft should come in about three years after a contract is signed.
At present, India has less than 20 IL 76 Soviet-era aircraft for strategic lift, but they were acquired two decades ago. The requirement today is for technologically better, easier to maintain, and a larger number of aircraft due to the strategic scenario around India and the need to ferry troops, men and material even within India in times of contingency.
An IL 76 can carry a cargo of around 40 tonnes while a C 17 can carry 70 tonnes, and is much easier to operate with a small crew of two pilots and one loadmaster (total three) only despite its massive size, thanks to its various power-assisted systems. Two observers though can also be seated.
Despite its massive size – 174 ft length, 55 ft height and about 170 ft wingspan – a pilot can fly the aircraft with a simple joystick, much like a fighter aircraft, which can be lifesaving in a battlezone as the aircraft can take off quickly and at steep angles. It is powered by four Pratt & Whitney F-117-PW-100 turbofan engines.
The C 17 is the mainstay of US forces for worldwide deployment, and can be refueled midair. It is in fact the lifeline of US and NATO troops deployed in Afghanistan and Iraq.
Boeing has brought the aircraft several times to India for its literal catwalk on IAF tarmacs, including at the Aero India 2007 and 2009 in Bangalore. Indian military officials and journalists have been invited for the aircraft’s flight displays during the Paris Air Show beginning June 15.
According to the Boeing company, the high-wing, 4-engine, multi-service T-tailed military-transport C-17 can carry large equipment including two tanks, supplies and troops directly to small airfields in harsh terrain anywhere in the world day or night.
The massive, sturdy, long-haul aircraft tackles distance, destination and heavy, oversized payloads in unpredictable conditions. It has delivered cargo in every worldwide operation since the 1990s. It can take off from a 7,600-ft airfield, carry a payload of 160,000 pounds, fly 2,400 nautical miles, refuel while in flight for longer range, and land in 3,000 ft or less on a small unpaved or paved airfield day or night.
The aircraft can also be used as an aerial ambulance.
The cost of the aircraft is not available but according to published reports, it was $237 million in 2007.
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