Air Marshal Ashok Goel (Retd.)
PVSM AVSM VM
11, Silver State, Pilibhit Byepass Road,
Bareilly-243005 (U.P.) INDIA
Tel:-0581-2526650,
Mob: 9411900090, 09999722636
Email-amashokgoel@gmail.com
IAF: A peep into the future Modernisation must be stepped up, say Gulshan Luthra and Air Marshal Ashok Goel (retd)
IAF performed very well during the four-nation Red Flag exercise held in the US in August. Picture (Left) shows an IAF Su 30 taking off from the Nellis air force base. An F-18 pilot with advanced technology helmet-mounted cueing system (Right). The picture tube of this helmet is made in Germany by a company now owned by New Delhi-based Samtel.
THE Indian Air Force (IAF) needs everything: new aircraft, helicopters, sensors, precision engagement systems, weapons, electronic warfare platforms, AWACs, midair refueling, long-range night attack capability, secure connectivity, anti-missile capability, well-protected modern airbases, space assets, Unmanned Combat Aerial Vehicles (UCAVs) and more.
Why so? Will it not involve too much expenditure? Of course, Yes. After all, it has to make up for several years of inaction after 1990, when the IAF as well as the Indian Army and Navy were not given even routine replacement and augmentation of their equipment.
The costs indeed are heavy. We had thought initially that it would be around US$ 35 billion, then $ 70 billion. We were wrong.
At the recent National Seminar of Aerospace Technologies (N-SAT) held by the India Strategic defence magazine, Chief of Air Staff Air Chief Marshal F.H. Major, said that the Indian aerospace sector needed an investment of $ 100 billon in the coming years, pointing out also that IAF was already under a major transformation. The results, he added, would be visible within the next decade.
The Air Chief was merely stating the fact that the Indian Air Force is under an overall “transformation.” He did not indicate any timeline, but did say that the estimated expenditure did not cover only aircraft and systems, but developments like airbases, infrastructure, and so on.
He mentioned the approximate figures of financial implications while inviting the industry to invest in the aerospace sector, which also entailed an offsets element of 30 per cent – or a $ 30 billion opportunity – as mandated now by the Defence Procurement Procedure (DPP) of the Indian Defence Ministry.
He also assured that IAF took its responsibility of protecting the country seriously, and that nothing but the best would be acquired.
No Chief of Air Staff has ever given such an indication before. But the scale of IAF’s modernisation programme now has also never been matched in India’s history. IAF has never suffered the obsolescence of its systems as today.
Air Chief Major said: “IAF is in a very comprehensive modernisation programme. We are at various stages in the induction of a wide range of equipment which includes all types of aircraft, weapons, missiles, sensors, communications equipment etc. We are even upgrading our airfield infrastructure, laboratories and maintenance facilities.
“The scale is simply immense. We are looking for state-of-the-art equipment and we will not settle for the second best.”
It would be appropriate to recall here that the Indian armed forces as well as the intelligence organisations suffered badly due to the virtual ban by the political leadership in 1990 on all acquisitions in the light of the ill-fated Bofors acquisition programme. It was not easy for the system to restart, particularly as the ban had been imposed by the then Prime Minister himself.
The routine process of replacement and augmentation could be triggered again only by the 1999 Kargil War following Pakistan’s occupation of mountaintops on the Indian side of the Line of Control (LoC) in an attempt to cut off parts of Kashmir from India.
Much to its horror, the government of the day was told that the Army neither had munitions for its Bofors guns nor appropriate clothing for troops to fight in icy heights, the Navy had no protection for its ships against enemy missile attacks, and the Air Force had no helicopters to attack intruding Pakistani soldiers in mountaintops.
If we heard every now and then about the inadequacy of equipment with the Indian armed forces, the Kargil War was an eye opener.
The IAF has been wanting new aircraft to replace the bulk of its strength consisting of Soviet vintage assortment of Migs, the Army wants tanks and artillery guns, and the Navy new ships and anti-missile capability.
Technology is the key and common element in all the systems any of the three services acquire. As the armed forces did not buy much for long, the need of the hour also clearly implies that they buy the best and the latest to take advantage of their late start.
As for IAF, the Air Chief pointed out that the “drivers of aerospace power are markedly different from those” of the surface combatants. “The components of aerospace power are inherently dependent upon technology, and technology largely dictates performance and capability.”
He noted that an air force has to possess an advantage in terms of the quality of equipment, and a demonstrated superiority in tactics and training, saying that “accessibility to and availability of timely and appropriate technology is often the impediment.”
Most of the platforms made in the 1980s did not have modular concepts; this changed in the 1990s. In the 21st century, particularly for India, it makes sense to update and upgrade the equipment of its armed forces. But then, most of our equipment is of the 1970s Soviet vintage, and there is nothing much one can do than to strap on a little booster shot here and there.
The first requirement is to have platforms, in adequate numbers, with sophisticated onboard technology. Technology that can be pulled out like a chip or a computer bus, and replaced with a better module periodically.
By the very nature of its requirements, an air force is powered by hi-tech.
Aircraft have to fly, operate intrusive missions, evading hostile radars and fire, and come back safely after delivering results. If there is a war, and unfortunately possibilities always exist, only an air force can take the war to an enemy’s territory. It is an old principle that battles must be fought “not on my territory but on yours.”
Former Air Chief Marshal S.P. Tyagi, during whose tenure a couple of years ago the IAF finalised the parameters for acquiring 126 Medium Multi Role Combat Aircraft (M-MRCA) to replace its mostly Mig 21 squadrons, elucidated this principle very well at the seminar. India is a peaceful country, unlikely ever to initiate a conflict. But, he pointed out, if forced into war, “only the IAF can be a delivery vehicle to inflict punishment on an aggressor where he is.”
Four years ago, in the columns of this esteemed newspaper, we had first disclosed that the number of IAF squadrons was falling down.
The government had decided in 1961 to give the IAF 65 combat squadrons, or 1150 fighter jets, keeping in mind the security scenario on the western and north-eastern borders. It was reduced to 45, but actually, their number never exceeded 39, or a little more than 700 aircraft.
More than 300 of these were Mig 21s, a majority of whom are already being phased out, and are due to be replaced gradually by the Medium Multi Role Combat Aircraft (M-MRCA), the process for acquiring 126-plus of whom is already under way.
As for the combat aircraft, IAF’s focus now is to rely on its growing fleet of powerful SU 30MKIs for long range air dominance, the MRCAs for routine patrols and engagement if needed around the borders, the upgraded Jaguars for deep strikes, and Mig 29s and Mirage 2000s to augment the air defence.
By 2016-17, according to Air Chief Major, IAF should also lay its hands on the futuristic Fifth Generation Fighter Aircraft (FGFA) in collaboration with Russia.
As for the MRCAs, for whom six manufacturers have submitted proposals in response to tenders, their field trials are expected to begin by February or March, and the air force expects the first batch of 18 off the shelf supplies from the selected manufacturer by 2012-13.
The focus of IAF was well defined by Vice Chief of Air Staff Air Marshal P.V. Naik, who said that recent conflicts had demonstrated the necessity of network centric warfare capability, and cutting edge technologies in the fields of surveillance, targeting, avionics and weapon lethality.
He specified: Platforms that combine stealth, and situational awareness as a result of interacting with a broad array of networked systems.All-weather strike capability. Standoff attack capability with high degree of accuracy. Passive radar technology.Fire and Forget Beyond-the-Visual-Range Air-to-Air Missiles (BVRAAMS).Sensor technologies for long range BVRAAMS.Enhancing Electronic Warfare (EW) capability by extension of electromagnetic spectrum to optimal wavelengths, and warning of illumination by Infra Red (IR) Laser or Radar (by hostile elements).
Apparently, the future combat fleet of the IAF would be largely multi-role, with air dominance capability in accordance with India’s strategic requirements to secure its trade routes, say from the Strait of Malacca in the East to the Gulf of Aden in the West. And perhaps beyond.
India’s FGFA would be a piloted aircraft, but gradually, the air force would rely on steadily increasing induction of unmanned aircraft, technically designated Unmanned Aerial Vehicles, which are already being used for surveillance around the borders.
At a later date, say by around 2030, as their developments mature and they become affordable, their combat versions or Unmanned Combat Aerial Vehicles (UCAVs) would be used, piloted remotely from distant grounds.
Classified video recordings have shown US drones sniping successfully at individual targets one by one in the war zones of Afghanistan and Iraq.
It’s our estimate that by 2050, at least one-fourth of the Indian Air Force would consist of UCAVs. A fair target though should be 50:50.
At the moment, the only high-powered combat aircraft with IAF are the Russian-built SU-30MKI. Besides being new, these are also the only ones with both long reach and precision engagement capability.
In fact, during the recent four-nation Red Flag exercise held in the US, the SU-30 MKI pilots distinguished themselves, despite the fact that they did not operate all their systems so as not to give away some of their secrets.
This was the first time ever that the IAF took part in such a large simulated war scenario with three other air forces, and with at least 80 aircraft at any time in the air day or night.
Interestingly, when, as part of the exercise, the US Air Force fiddled with its GPS constellation to mislead the participating aircraft, the Indian Sukhois were not affected as they automatically switched to the Russian Glonass system. The US, French and South Korean aircraft did not have this advantage.
Significantly, IAF already has a plan to build its own satellite constellation and use the GPS and Glonass as well. That is another key element of IAF’s modernisation in the future.
The acquisition of the SU 30MKIs was a fortunate decision, although there was some opposition even from former Prime Minister H.D. Deve Gowda. Russia has delivered 60 of them as completely built units as contracted and production of another 170 has commenced in India with a production rate now exceeding 20 per year.
The IAF is upgrading its Mirage 2000 to Mirage 2005 standards, enhancing its performance above the original capability and to extend the aircraft’s life by another 20 years. Thales of France is negotiating with IAF in this regard.
The Mig 29 is similarly being upgraded with better target acquisition systems under a contract with Russia to integrate some western avionics also.
The IAF has inducted the BAE Systems-built advanced jet trainer Hawk to enable its pilots to convert to any fighter jet. But for the IAF to declare “Mission Accomplished,” political will is imperative to give it equipment and capability to reach and engage an aggressor on his territory.
The modernization process has begun; it needs to continue as scheduled by the Air Headquarters.
The writers are defence analysts.
Monday, May 24, 2010
Air Marshal Ashok K. Goel (Retd.) 26/11 Kasab and the Euphoria
Air Marshal Ashok K. Goel (Retd.)
PVSM AVSM VM
11 Silver Estate,
Bareilly-243006 (U.P.)
Tel.:0581-2526650
Mobile:9411900090
amashokgoel@gmail.com
sacreatinon_2001@yahoo.uk
26/11 Kasab and the Euphoria
First week of May was heavily booked in print and electronic media on the trial of Kasab and death penalty to him. This gave an impression of a big victory of a battle won by India. Undoubtedly the legal luminaries of the country spared no effort of a transparent and fair trial, and the guilty had to be suitably punished.
But with the same Euphoria we have no answers to:
ü How such a well planned terrorist attack was conceived planned & executed?
ü How did Headly & Rana people of Pak origin kept on visiting this country 18-24 months earlier and went unnoticed?
ü How (12) did well trained and highly motivated terrorists traveled by sea hundreds of KM unnoticed?
ü How did they land on the shores of Mumbai and moved to predestined and defined locations to play havoc among our civilized establishments?
ü Did our police force and STF Maharashtra reacted adequately,. Immediately and intelligently.
ü Was there lapse of official duties by the local agencies?
ü Did we not have total lack of intelligence failure and the vigilance by the local security agencies?
ü Slackness on the part of senior police officers, all traveling together in a vehicle not adequately protected.
ü Do you think that award of “Nations Highest “Gallantry Award”-Ashok Chakra” to fourteen killed security personnel was justified.
ü Kargil was a greater challenge where 650 of our soldiers and young officers’ ware killed and far & few gallantry awards were conferred. All 650 killed in Kargil should be conferred with some gallantry award even now to correct the imbalance.
ü Are we really serious on National Security search your heart and debate in yourself?
PVSM AVSM VM
11 Silver Estate,
Bareilly-243006 (U.P.)
Tel.:0581-2526650
Mobile:9411900090
amashokgoel@gmail.com
sacreatinon_2001@yahoo.uk
26/11 Kasab and the Euphoria
First week of May was heavily booked in print and electronic media on the trial of Kasab and death penalty to him. This gave an impression of a big victory of a battle won by India. Undoubtedly the legal luminaries of the country spared no effort of a transparent and fair trial, and the guilty had to be suitably punished.
But with the same Euphoria we have no answers to:
ü How such a well planned terrorist attack was conceived planned & executed?
ü How did Headly & Rana people of Pak origin kept on visiting this country 18-24 months earlier and went unnoticed?
ü How (12) did well trained and highly motivated terrorists traveled by sea hundreds of KM unnoticed?
ü How did they land on the shores of Mumbai and moved to predestined and defined locations to play havoc among our civilized establishments?
ü Did our police force and STF Maharashtra reacted adequately,. Immediately and intelligently.
ü Was there lapse of official duties by the local agencies?
ü Did we not have total lack of intelligence failure and the vigilance by the local security agencies?
ü Slackness on the part of senior police officers, all traveling together in a vehicle not adequately protected.
ü Do you think that award of “Nations Highest “Gallantry Award”-Ashok Chakra” to fourteen killed security personnel was justified.
ü Kargil was a greater challenge where 650 of our soldiers and young officers’ ware killed and far & few gallantry awards were conferred. All 650 killed in Kargil should be conferred with some gallantry award even now to correct the imbalance.
ü Are we really serious on National Security search your heart and debate in yourself?
Sunday, November 15, 2009
Older Mig-21’s flying in to Sunset
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.
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.
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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