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: Transport Aircraft and Helicopters
New Delhi. Air Power is about reach. Reach of the fighter aircraft, but supported and sustained by a complex system of transport aircraft, helicopters, midair refuelers, AWACs, communication assets, ultramodern airbases, and certain other factors. Timely supplies of equipment and weapons, and overall logistics, constitute the backbone of combat jet operations.
Transport aircraft play a defining role as the mobility needed in the combat operations depends on them.
At the same time, helicopters also have an independent and highly significant role of their own; they reach where fixed aircraft cannot go.
To airlift troops, equipment, weapons, or to evacuate pilots from a combat zone, injured soldiers or stricken civilians, or to act as a gunship in combat or urban environment, the helicopter is the ideal flying machine.
Like its combat jets, the Indian Air Force (IAF) needs to augment its strength both in transport aircraft and helicopters.
Of course, steps are being taken now, and according to Chief of Air Staff Air Chief Marshal F H Major, an RfP for 12 heavy lift helicopters to replace the old and outdated Mi 26 is around the corner, while another RfP for timely replacement of the IL 76 fleet with what he called Very Heavy Transport Aircraft (VHTAC) is being finalized.
One only hopes that there are no interests this time who oppose the modernization of the Indian Air Force as well as the Army and Navy. We need not be reminded of poor systems only when situations like the Kargil War, or as this time, the terror attack on Mumbai happen.
Replacement of worn out systems, and their augmentation in line with growing requirements is a periodic exercise, and the process must not be tempered with. There are aberrations indeed some times in the acquisition process, but as and when they happen, cases should be isolated and quarantined for investigation.
As for the existing fleet, we need to consider this: IAF inducted the AN 32 medium lift aircraft beginning 1984, and the heavy lift IL 76 aircraft beginning 1985 from the erstwhile Soviet Union. As per the manufacturers’, or suppliers’ specifications, both these aircraft have outlived their calendar lives in terms of the number of flying hours as well as the number of landing.
Right now, some extension is being given to both these aircraft with newer engines and avionics to make them useful for another 15 years beyond what is technically called the “Total Technical Life or TTL.”
It may be noted that while western manufacturers indicate the life of their aircraft by the number of flying hours, the Soviets/ Russians follow the number of landings to measure the life of an aircraft. But the way IAF has innovatively used transporter aircraft, on high altitudes, or even for bombing missions has surprised even the Russians.
Necessity is the Mother of Invention. With limited availability of systems and steadily rising demands in war and peace, Indians have played with sophisticated systems as no one else.
For instance, during the Chinese aggression, IAF modified the propeller-driven Fairchild Packet aircraft by adding a third engine on the top of its fuselage for its operations in the thin Himalayan air of North and North-eastern India. It used the Orpheus jet engine of its Gnat fighter aircraft.
The experiment was not very successful as the engine was heavy and virtually neutralized the advantage it generated. But the Americans, who had supplied the aircraft to India, caught on, improved upon the idea and installed better jet packs on their own and Indian aircraft.
During the Bangladesh crisis leading to the 1971 War, the Indian Army expected a major attack from Pakistan in the western sector. Sure enough, when the Pakistani Army deployed some 30,000 troops in an attempt to cut off Kashmir from the rest of India, IAF used its AN 12 aircraft to carpet-bomb their concentrations, and flattened the attack formations.
Aircraft of the 44 Squadron flew night missions in waves of six, unescorted, rolling out nine tonnes of fire from each aircraft. Night fighting capability was zero with both the countries in those days, and the Pakistani Air Force (PAF) was unable to intercept even a single AN 12.
Wg Cdr B V Vashisth inspired and led the waves virtually in every mission, setting an unprecedented record. He was awarded India’s second highest gallantry award, the Maha Vir Chakra (MVC) while the squadron won three Vir Chakras (VrCs).
The Soviets expressed amazement at the war fighting capability of their own aircraft. The magnificent machine, inducted in 1961, was phased out in 1993.
IAF has a record though of operating various machines well beyond their limitations, and in the most difficult and inhospitable terrains, whether it is combat or transport aircraft, or helicopters. Routine ferries to Siachen are an example.
To do innovations however, the armed forces must at least have contemporary systems. Strap-on booster shots cannot make up for numbers and the accelerating pace of technology.
Some so-called experts say that once the IAF inducts modern machines, the number of aircraft, both combat and transporters, can come down. That’s a strange argument. They forget that others are also going in for newer systems, and rather than simply matching developments around us, it is time to go in for capability-based acquisitions rather than threat-based systems.
As pointed out, we purchased our Mirage 2000 and Mig 29 aircraft in response to Pakistan’s acquisition of F 16 aircraft, Harpoon anti-shipping missiles, C³I computers and other systems from the US in 1982.
It takes our system long – around seven years to acquire an aircraft – and if every time we were to buy something in response, we would be nowhere.
India is a large country, with hostile neighbours and hostile elements in neighbouring countries. India also a large coast line, that requires constant patrolling and offensive measures against infiltration. The armed forces can fight, but the political system has to have the will to make sure that the Navy has the best ship, the Army the best gun, and the Air Force the best aircraft.
And well in time.
Armed forces play a decisive role in peacetime also. Besides deterrence emanating from their strength, they are the best and most organized means to alleviate suffering in any major natural disaster. But for the IAF, many Indians would die every year. This role need never be under-estimated.
It is worthwhile here to quote Deputy National Security Adviser Shekhar Dutt, who is also a former Defence Secretary. He told the National Seminar on Aerospace Technologies (N-SAT) held in September by the India Strategic defence magazine that India needs a “high-end capability air force” be it in combat jets, transport aircraft and helicopters, or advanced systems.
“The sheer expanse of our geography, which includes land borders with five countries and a 7,500+ km coastline along with our Exclusive Economic Zones, makes monitoring and protecting our soverign territory a significant challenge. It makes control of the airspace above our territory and maritime approaches especially crucial.”
Warning that “we are living in a volatile region” – and he mentioned this in September, well before the Pakistani terrorists attacked Mumbai – he observed: “ Our defence preparedness and, I daresay expeditionary capability, for undertaking operations to protect our strategic interests has to evolve accordingly. This aspect becomes important as water, energy and maritime resources will increasingly become issues of future conflicts.
“India needs an air force with a high-end capability that will ensure the confidence of victory. India also needs a strike capability that will allow India more scope to determine the pace and parameters of hostilities, impose major costs on an adversary contemplating hostile action against us, along with providing requisite support to Indian forces deployed anywhere.”
One only hopes that Mr Dutt’s observations are followed in letter in spirit, irrespective of who is in power today or tomorrow.
As for the aircraft, the IL 76 has served India well. It added a new dimension to air power in the Indian subcontinent and boosted the reach of the Indian Air Force. IAF deployed the aircraft within three to six months of their induction, and landed it at a short runway of 5500 feet in northern airfields while the manufacturers asked for a minimum runway length of 7500 feet.
During Operation Brasstacks in 1986-87, one IAF pilot conducted a record 28 missions in seven days on IL 76 to land BMPs for the army in tough mountainous terrain.
The first testing ground for India’s new strategic reach due to the transport aircraft was evident in Sri Lanka and Maldives operations. AN 32s provided unhindered support for the Indian Peace Keeping Force (IPKF), and later, on 3rd November 1988, the IL 76 and AN 32 aircraft were pressed into service to ferry troops to Maldives within hours of a request from President Moumoon Abdul Gayoom to tackle a coup attempt.
India had consulted world powers, and there was support from Washington, Moscow, London, and even Bahrain in the Gulf for the Indian mission.
Five IL 76 and 30 AN 32 transporters were used in the Maldives operation.
But it is time now to look for the replacement of these aircraft. If we make the choice now, the induction of the new machines could begin by 2015, by which time the security scenario would predictably be more complicated. In a realistic sense, we are already behind schedule in this regard.
Going by the Chief of Air Staff, India could be inducting bigger and better aircraft than the IL 76, in the 70+ tonne category.
On offer in this regard is the US-built C 17 Globemaster, which, according to its manufacturer Boeing, is being brought to the Aero India 2009 in February for display and flight demonstrations. The aircraft has a record of landing on a small 3000-foot runway, although it generally needs more than 7500 feet to take off with full load. It has however demonstrated that it can take off with a 40 tonne load in just around 1500 feet.
The IL 76 has a load factor of less than 50 tonnes, or just about the capacity of ferrying one tank.
IAF has already signed with the US Lockheed Martin to buy six Hercules C 130J special operations aircraft, which can land and take off fully loaded from grassy football ground size patches. There is an option for six more, and IAF is also coordinating acquisition of one additional C 130J, albeit with less capable avionics, for the Border Security Force (BSF).
BSF is also looking for two smaller C 27J Spartan aircraft from Italy’s Finmeccanica.
Similar aircraft are also needed by the Aviation Research Centre (ARC), the aviation wing of India’s external intelligence agency, RAW. Notably, it were the ARC aircraft which were used to ferry NSG commandos from New Delhi to Mumbai when the terrorists attacked there in October.
It is our personal observation that while aircraft could be acquired with funds from different organizations like BSF, their operations should be concentrated with the IAF or ARC. Experience has shown that it is difficult for the BSF, which comes under the Home Ministry, to employ pilots at commercial rates in accordance with civil aviation rules from the civil market.
IAF on the other hand trains its pilots and it is mandatory for them to serve in accordance with laid out rules.
Also, IAF needs transport aircraft in numbers. For a country the size of India, a dozen aircraft like the C 130J are not enough. And Transfer of Technology is worth under Offsets rules if the orders are sizeable. Maintenance is also easy then.
IAF is also buying 45 Indo-Russian Multi-role Transport Aircraft (MTA) through HAL but the plans for the development of this medium capacity aircraft are yet to be finalized. However, IAF has signed an agreement with Russia to buy 80 more Mi 17 helicopters in a follow-on order. These are time-tested machines.
But again, its plans to buy lighter helicopters to replace the old Chetak and Cheetahs are delayed along with those of the Indian Army.
The acquisition is now time-critical.
India cannot afford another surprise like Kargil or Mumbai. If the government can order the armed forces to fight, the leadership must also ensure that our officers and men have the cutting-edge capability.
Transporters, carrying men, fuel or electronic warfare systems, are the backbone of the combat pilot. (2050 words)
The writers are defence analysts.
Monday, May 24, 2010
IAF: A peep into the future Modernisation must be stepped up, say Gulshan Luthra and Air Marshal Ashok Goel (retd)
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.
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.
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
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