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HAL, Israel Aerospace tie up to turn civil aircraft into mid-air refuellers
Under the new MoU, "HAL will convert pre-owned civil passenger aircraft into air refuelling aircraft with cargo and transport capabilities," the IAF said.
Under the new MoU, "HAL will convert pre-owned civil passenger aircraft into air refuelling aircraft with cargo and transport capabilities," the IAF said.
Hindustan Aeronautics (HAL) announced on Wednesday the signing of a memorandum of understanding (MoU) with Israel Aerospace Industries (IAI) to convert civil passenger aircraft to “multi mission tanker transport” (MMTT) aircraft in India.
For the past decade-and-a-half, the Indian Air Force (IAF) has been trying to buy six MMTT aircraft to supplement its eight obsolescent Russian Illyushin-78 refuellers. So dire is the IAF’s shortfall of refuellers that, to fly in its new Rafale fighters from France, it had to ask Paris for Airbus refullers to top up the Rafales’ fuel tanks over the Mediterranean Sea.
In two abortive procurement attempts in the past 15 years, the IAF has floated tenders to Ilyushin and Airbus. If a tender is floated afresh, there will be a third vendor in the fray – The Boeing Company, which has developed the KC-46 Pegasus tanker aircraft for the US Air Force.
The reason for the IAF’s withdrawal of both tenders was a conflict between “procurement cost” and “life cycle cost”. Russia’s IL-78 tanker is cheaper; but the Spanish Airbus 330-200 tanker worked out cheaper in terms of life cycle costs – considering not just the acquisition cost, but also the cost of operation, maintenance and spares over a 30-year service life.
With leasing of defence equipment now permitted under the Defence Acquisition Procedure of 2020, the IAF could also lease, rather than buy refuellers.
The last option now available – converting civil airliners to refuelling tankers – mirrors the IAF’s “Phalcon model” – in which it approaches Israel to convert a Russian IL-76 into a Phalcon radar-fitted AWACS.
Tankers are valuable force multipliers for air forces such as India’s, which operate fighters for long-distance missions. Mid-air refuelling almost doubles the operating range of fighters. Refuelling them mid-mission saves a trip back to base, and a landing and take-off.
Under the new MoU, “HAL will convert pre-owned civil passenger aircraft into air refuelling aircraft with cargo and transport capabilities. The move, will provide India’s defence ecosystem with new capabilities and cost effective solutions in the market,” said the IAF.
“The MoU will facilitate HAL and IAI’s decades’ long expertise in developing, manufacturing and producing leading defence platforms. The scope of the MoU also covers ‘passenger to freighter aircraft’ conversion, along with MMTT conversions.
“We are glad to join hands with our long-standing partner, IAI, in this venture of MMTT conversion business which is one of the strategic diversification avenues identified by HAL,” said HAL chief, R Madhavan.
IAI has experience in modified aircraft for the IAF. In the early 2000s, IAI fitted the Phalcon radar into three IAF IL-76 aircraft, converting them into Airborne Warning and Control Systems (AWACS).
Boaz Levy, president and CEO of IAI, said: “We are proud to come together with our counterparts to bring our best value MMTT solution in India, while utilising local resources to manufacture and market the platform. By collaborating with HAL and bringing conversion directly to India, we are supporting the ‘Make in India’ campaign”.
With the Russian options considered outdated, the IAF will probably have to choose between the Airbus and Boeing options. The Airbus 330 MRTT carries more fuel than the KC-46A Pegasus – 111 tonnes, as against 96 tonnes – but which remains in many respects a civilian airliner that retains commercial airline-style seating inside for 291 passengers.
Boeing marketing executives argue: “The KC-46A is not just a civil airliner that can carry extra fuel. It has been developed as a military aircraft, to the demanding specifications of the USAF.”
The KC-46A Pegasus has modular, military style, palletised seating that can be quickly bolted on for up to 160 passengers. Alternatively, it can carry 54 stretchers with patients.
The KC-46A’s tanker-specific avionics include state-of-the-art displays developed for the 787 Dreamliner. The USAF has insisted on the “boom operator” – who operates the boom that pumps fuel at 1,200 gallons per minute into the aircraft being refuelled – having a three-dimensional view from seven cameras that look to the rear. The pilots too can view the entire operation, which allows them to position their tanker aircraft suitably.
Airbus, however, points out that its A330-200 has won practically every MRTT contest in the world. It has logged orders from the air forces of Australia, the UK, France, Saudi Arabia, The Netherlands, Singapore, South Korea, and the UAE.
However, a senior Boeing executive points out: “Those orders were placed when the KC-46A hadn’t entered service. Now, it provides India an additional option -- one that consumes 30 per cent less fuel, is 20 per cent cheaper to operate, and that is derived from an aircraft with a despatch reliability rate of 99.7 per cent.”
======================
@500 @Jacop et al, looks like we are going to partner Israel for something substantial here.
The A330 MRTT campaign is over.
Jacop
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Perfect choice for IAF.HAL, Israel Aerospace tie up to turn civil aircraft into mid-air refuellers
Under the new MoU, "HAL will convert pre-owned civil passenger aircraft into air refuelling aircraft with cargo and transport capabilities," the IAF said.www.business-standard.com
Under the new MoU, "HAL will convert pre-owned civil passenger aircraft into air refuelling aircraft with cargo and transport capabilities," the IAF said.
Hindustan Aeronautics (HAL) announced on Wednesday the signing of a memorandum of understanding (MoU) with Israel Aerospace Industries (IAI) to convert civil passenger aircraft to “multi mission tanker transport” (MMTT) aircraft in India.
For the past decade-and-a-half, the Indian Air Force (IAF) has been trying to buy six MMTT aircraft to supplement its eight obsolescent Russian Illyushin-78 refuellers. So dire is the IAF’s shortfall of refuellers that, to fly in its new Rafale fighters from France, it had to ask Paris for Airbus refullers to top up the Rafales’ fuel tanks over the Mediterranean Sea.
In two abortive procurement attempts in the past 15 years, the IAF has floated tenders to Ilyushin and Airbus. If a tender is floated afresh, there will be a third vendor in the fray – The Boeing Company, which has developed the KC-46 Pegasus tanker aircraft for the US Air Force.
The reason for the IAF’s withdrawal of both tenders was a conflict between “procurement cost” and “life cycle cost”. Russia’s IL-78 tanker is cheaper; but the Spanish Airbus 330-200 tanker worked out cheaper in terms of life cycle costs – considering not just the acquisition cost, but also the cost of operation, maintenance and spares over a 30-year service life.
With leasing of defence equipment now permitted under the Defence Acquisition Procedure of 2020, the IAF could also lease, rather than buy refuellers.
The last option now available – converting civil airliners to refuelling tankers – mirrors the IAF’s “Phalcon model” – in which it approaches Israel to convert a Russian IL-76 into a Phalcon radar-fitted AWACS.
Tankers are valuable force multipliers for air forces such as India’s, which operate fighters for long-distance missions. Mid-air refuelling almost doubles the operating range of fighters. Refuelling them mid-mission saves a trip back to base, and a landing and take-off.
Under the new MoU, “HAL will convert pre-owned civil passenger aircraft into air refuelling aircraft with cargo and transport capabilities. The move, will provide India’s defence ecosystem with new capabilities and cost effective solutions in the market,” said the IAF.
“The MoU will facilitate HAL and IAI’s decades’ long expertise in developing, manufacturing and producing leading defence platforms. The scope of the MoU also covers ‘passenger to freighter aircraft’ conversion, along with MMTT conversions.
“We are glad to join hands with our long-standing partner, IAI, in this venture of MMTT conversion business which is one of the strategic diversification avenues identified by HAL,” said HAL chief, R Madhavan.
IAI has experience in modified aircraft for the IAF. In the early 2000s, IAI fitted the Phalcon radar into three IAF IL-76 aircraft, converting them into Airborne Warning and Control Systems (AWACS).
Boaz Levy, president and CEO of IAI, said: “We are proud to come together with our counterparts to bring our best value MMTT solution in India, while utilising local resources to manufacture and market the platform. By collaborating with HAL and bringing conversion directly to India, we are supporting the ‘Make in India’ campaign”.
With the Russian options considered outdated, the IAF will probably have to choose between the Airbus and Boeing options. The Airbus 330 MRTT carries more fuel than the KC-46A Pegasus – 111 tonnes, as against 96 tonnes – but which remains in many respects a civilian airliner that retains commercial airline-style seating inside for 291 passengers.
Boeing marketing executives argue: “The KC-46A is not just a civil airliner that can carry extra fuel. It has been developed as a military aircraft, to the demanding specifications of the USAF.”
The KC-46A Pegasus has modular, military style, palletised seating that can be quickly bolted on for up to 160 passengers. Alternatively, it can carry 54 stretchers with patients.
The KC-46A’s tanker-specific avionics include state-of-the-art displays developed for the 787 Dreamliner. The USAF has insisted on the “boom operator” – who operates the boom that pumps fuel at 1,200 gallons per minute into the aircraft being refuelled – having a three-dimensional view from seven cameras that look to the rear. The pilots too can view the entire operation, which allows them to position their tanker aircraft suitably.
Airbus, however, points out that its A330-200 has won practically every MRTT contest in the world. It has logged orders from the air forces of Australia, the UK, France, Saudi Arabia, The Netherlands, Singapore, South Korea, and the UAE.
However, a senior Boeing executive points out: “Those orders were placed when the KC-46A hadn’t entered service. Now, it provides India an additional option -- one that consumes 30 per cent less fuel, is 20 per cent cheaper to operate, and that is derived from an aircraft with a despatch reliability rate of 99.7 per cent.”
======================
@500 @Jacop et al, looks like we are going to partner Israel for something substantial here.
The A330 MRTT campaign is over.
some highlights for forumers
- More than 40 years of experience in Air-to-Air Refueling solutions
- Dozens of conversions to AAR for more than 12 customers worldwide including the Israel Air Force
- Fully compliant with NATO Air-to-Air Refueling Standards
- Conversion of Pre-Owned B767 A/C
- Outstanding Performance
- Multiple Solutions and Capabilities
- Systems development- POD, HDU, FBW Boom, Advanced Operator Station
- Advanced Electro-Optical System
- Modern Advanced Military Avionics
- Total Maintenance, Engineering and Logistics support
IAI drew on its experience in Air-to-Air Refueling and Cargo Conversion to develop and convert a Multi-Mission Tanker Transport configuration based on the B767 Aircraft. The aircraft is configured simultaneously for air refueling, cargo, VIP, passengers and ISR systems as desired by the operator.
The aircraft includes a special cargo door and built-in cargo pallet capabilities. Passenger seats and consoles can be rapidly installed or removed.
The B767 conversion process converts pre-owned B767 aircraft into aerial tankers for a variety of different military missions, all with Air-to-Air refueling capabilities. Customers are offered multiple, flexible solutions to choose from, adapting the aircraft for cargo, VIP, passengers or intelligence systems, as desired. Each aircraft configuration includes a special cargo door and built-in cargo pallet capabilities, as well as passenger seats and consoles that can be rapidly installed or removed.
The aircraft is modified to cargo configuration under an existing approved Supplemental Type Certificate for the 767-300 special freighter supported and validated by airworthiness authorities. Military systems and mission equipment are installed and certified under FAA certification specifications confirming no interference with original systems. Full compliance of military systems and mission equipment to requirements are validated by IAI engineering and testing from a strength, fatigue, longevity, and maintenance perspective, without a reduction in the operational life of aircraft or components. Continued airworthiness of the aircraft is assured, based on instructions for continued airworthiness for the B767-300 special freighter already approved by the regulatory authorities. We note that hundreds of IAI-converted freighters and tankers continue to fly and operate worldwide without airworthiness concerns, with no history of Airworthiness Directives, and with full operational support.
IAI has more than 40 years of experience in Air-to-Air refueling (AAR) solutions, having converted modified dozens of aircraft to AAR for more than 12 customers worldwide, including the Israeli Air Force. Their solution is compliant with NATO Air-to-Air Refueling Standards. In addition, IAI has also converted more than 200 combat aircraft and helicopters as fuel receivers.
In converting passenger aircraft to Special Freighters for special missions, IAI has converted over 200 250 aircraft to date, many with an unbeatable safety record and high utilization rates.
IAI also provides maintenance, engineering and logistics support. 24/7 aircraft-on-ground (AOG) desk services ensure that aircraft downtime is minimized. Proposals can also include an Integrated Logistics Support (ILS) package with, updated aerial refueling system documentation, ground support equipment, and initial spare parts for the systems implemented during the conversion process.
IAI’s Flight Operations Department has vast experience and know-how in training flight crews at its EASA Part 147-approved training center and will train and certify ground crew technicians in the areas of basic 767-300ER aircraft, avionics, air-to-air refueling systems under normal and abnormal/emergency procedures, and mission planning. Flight simulator training on a wide range of issues will be included at the outset of the program and on a recurring basis over the life of the aircraft.
| Technical Details | Performance |
| Fly-by-Wire (FBW) Boom High flying boom fuel flow rates up to 1,000 GPM Improved AAR Pods with fuel flow rates up to 450 GPM Improved AAR HDU with fuel flow rates up to 600 GPM 3D Viewing System (day & night, IR sensitive) Remote Aerial Refueling Operator (RARO) Station Upgraded Global Air Traffic Management (GATM) and Navigation Communication & Surveillance that is compliant with the latest regulations | One-point flying boom Two points hose & drogue Three points hose & drogue Three points boom and hose & Drogue Three points boom Four-point boom & and hose & drogue Wing air refueling pod (ARP) - up to 420 450 GPM Hose Drum Unit (HDU) - up to 600 GPM Fly-by-wire Boom - up to 1200 1,000 GPM |
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Group Captain Perminder Antil was presented his Shaurya Chakra (awarded last year):
English translation of the event that happened here:
www.aninews.in
English translation of the event that happened here:
Su-30 MKI Squadron Commanding Officer Perminder Antil conferred with Shaurya Chakra
New Delhi [India], August 15 (ANI): Group Captain Perminder Antil, Flying (Pilot), who is the Commanding Officer of a Su-30 MKI Squadron since January 2020, has been conferred with the Shaurya Chakra for his exemplary standards of professionalism and contribution to aerospace safety.
www.aninews.in
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India Cuts Back World’s Largest Fighter Jet Procurement Programme By Half
IAF’s global Multi-Role Fighter Aircraft Programme shrinks from 114 fighters to 57 amidst focus on domestic industry, , iaf, MRFA, lockheed martin, boeing, dassault, eurofighter, saab, sukhoi, mig
IAF’s global Multi-Role Fighter Aircraft Programme shrinks from 114 fighters to 57 amidst focus on domestic industry
The Indian Air Force (IAF) is cutting down its largest fighter jet procurement programme by half and has indicated the likelihood of a change in the procurement model to one which is more acceptable to foreign suppliers for compliance to Make in India requirements in view of the reduced numbers.
BW Businessworld has learnt from highly placed sources that the estimated USD 20 billion Multi-Role Fighter Aircraft (MRFA) procurement programme for 114 foreign jets is being shrunk to acquisition of 57 jets through a global competition.
The original proposal to make these jets in India under the ambitious Strategic Partnership (SP) Model is set to be dumped and the shrunken programme is likely to be rebooted under the Buy Global (Make in India) category of the Defence Acquisition Procedure 2020, sources elaborated. All the 57 fighters will be made in India with transfer of technology from the foreign OEM to an Indian company.
The cutback is mainly on account of the Government’s Aatmanirbhar Bharat (self-reliant India) policy directive to minimize Defence imports and build up a domestic Defence Industrial complex instead to meet military requirements. A renewed drive is afoot to commit most of the capital budget for Defence modernization to domestic sources. Even the Indian Navy requirement for imported deck-borne fighters was reduced from 57 to 26. The cutback on the MRFA and the Navy fighters is both an opportunity and challenge for domestic industry to make up the numbers.
The timeline for issuance of a global tender for acquisition of 57 jets is end-2022, it is learnt. The IAF had approached the global market with an RFI for 114 fighters in 2018. Responses were received by Air Headquarters on behalf of Lockheed Martin’s F-21, Boeing’s F-15EX and F/A-18 Super Hornet, Dassault’s Rafale, Saab’s Gripen, the European consortium’s Eurofighter, Sukhoi’s S-35 and MiG’s MiG-35.
India’s record at procurement of a foreign fighter through global competition is tortuous. The MRFA’s predecessor, the Medium Multi-Role Combat Aircraft (MMRCA) programme for 126 fighters, was aborted after a decade-long procurement process threw up Dassault’s Rafale as the winner but failed to secure a contractual agreement. In 2016, India went in for a direct purchase of 36 Rafale fighters as an emergency procurement in a Government-to-Government deal with France.
A foreign fighter is critical to the IAF’s plan to peg its numbers to about 35 squadrons over the next 15 years. A proven foreign combat jet is also meant to ensure interim reliability and assurance till the indigenous Light Combat Aircraft variants and the futuristic Fifth Generation Advanced Medium Combat Aircraft (AMCA) mature and stabilize. The authorized fighter strength for the IAF is 42 squadrons, which IAF Chief Air Chief Marshal VR Chaudhari acknowledged will not be realized in the foreseeable future.
The IAF’s anxiety to ensure minimum force levels is also on account of the impending retirement of its legacy jets comprising the Mirage-2000, MiG-29 and the Jaguars fleets over the next decade. The residual squadrons of the MiG-21 will also be out by 2024.
Two new Rafale squadrons are operational. Delivery of 83 LCA Mk 1A fighters will commence in 2024. The LCA Mk-2 and AMCA are expected in a decade in a best-case scenario. The MRFA was envisaged to mitigate the gap of fighter squadrons and combat capability. But the IAF, which was hoping for six fallback MRFA squadrons, will now have to work around three.
Industry sources expressed the view that reduced numbers in a global tender make it more difficult to meet stringent Make in India and transfer of technology requirements profitably. “A cutback in numbers by half makes it more challenging to execute a complex tender like this one. Numbers provide viability, cost-effectiveness and affordability,” an observer reasoned.
The other big concern is that the SP model - a key reform to kickstart the emergence of a private sector Defence Industrial complex by reserving one big procurement per category as a one-time measure - has failed to take off. The Naval Utility Helicopter (NUH) programme – the first under the SP Model - has been dumped. There’s little progress in the Project 75 (I) submarine programme, and now the re-categorisation of the MRFA is a body blow. This initiative is likely to head back to the drawing board, insiders reckon.
The recategorisation of the MRFA means that the tender would be awarded to a foreign OEM, which would deliver the Make in India element through an Indian partner of its choice. Under the SP Model, an Indian company would have been the prime, with the option to choose a technical collaborator from among a pool of foreign OEMs shortlisted by the Ministry of Defence.
========================================
What are your thoughts @Gessler @Paro @Joe Shearer @crixus @Rajaraja Chola et al.
I was thinking about it , my thought is 93 (57 + 36) is a decent number and TOT is a myth but we can use the French expertise to refine the Tejas and upcoming fighter projects and colaboration in fighter engine development .
I will be more then happy even if French agrees to integarate the French weapons ( BVRs , cruise missile ( scalp) , hammer ) with Indian platforms even this will give enough pungh to subpar Tejas . anyways really happy with this decision.
I will be more then happy even if French agrees to integarate the French weapons ( BVRs , cruise missile ( scalp) , hammer ) with Indian platforms even this will give enough pungh to subpar Tejas . anyways really happy with this decision.
Rajendra Chola
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India Cuts Back World’s Largest Fighter Jet Procurement Programme By Half
IAF’s global Multi-Role Fighter Aircraft Programme shrinks from 114 fighters to 57 amidst focus on domestic industry, , iaf, MRFA, lockheed martin, boeing, dassault, eurofighter, saab, sukhoi, migwww.businessworld.in
IAF’s global Multi-Role Fighter Aircraft Programme shrinks from 114 fighters to 57 amidst focus on domestic industry
The Indian Air Force (IAF) is cutting down its largest fighter jet procurement programme by half and has indicated the likelihood of a change in the procurement model to one which is more acceptable to foreign suppliers for compliance to Make in India requirements in view of the reduced numbers.
BW Businessworld has learnt from highly placed sources that the estimated USD 20 billion Multi-Role Fighter Aircraft (MRFA) procurement programme for 114 foreign jets is being shrunk to acquisition of 57 jets through a global competition.
The original proposal to make these jets in India under the ambitious Strategic Partnership (SP) Model is set to be dumped and the shrunken programme is likely to be rebooted under the Buy Global (Make in India) category of the Defence Acquisition Procedure 2020, sources elaborated. All the 57 fighters will be made in India with transfer of technology from the foreign OEM to an Indian company.
The cutback is mainly on account of the Government’s Aatmanirbhar Bharat (self-reliant India) policy directive to minimize Defence imports and build up a domestic Defence Industrial complex instead to meet military requirements. A renewed drive is afoot to commit most of the capital budget for Defence modernization to domestic sources. Even the Indian Navy requirement for imported deck-borne fighters was reduced from 57 to 26. The cutback on the MRFA and the Navy fighters is both an opportunity and challenge for domestic industry to make up the numbers.
The timeline for issuance of a global tender for acquisition of 57 jets is end-2022, it is learnt. The IAF had approached the global market with an RFI for 114 fighters in 2018. Responses were received by Air Headquarters on behalf of Lockheed Martin’s F-21, Boeing’s F-15EX and F/A-18 Super Hornet, Dassault’s Rafale, Saab’s Gripen, the European consortium’s Eurofighter, Sukhoi’s S-35 and MiG’s MiG-35.
India’s record at procurement of a foreign fighter through global competition is tortuous. The MRFA’s predecessor, the Medium Multi-Role Combat Aircraft (MMRCA) programme for 126 fighters, was aborted after a decade-long procurement process threw up Dassault’s Rafale as the winner but failed to secure a contractual agreement. In 2016, India went in for a direct purchase of 36 Rafale fighters as an emergency procurement in a Government-to-Government deal with France.
A foreign fighter is critical to the IAF’s plan to peg its numbers to about 35 squadrons over the next 15 years. A proven foreign combat jet is also meant to ensure interim reliability and assurance till the indigenous Light Combat Aircraft variants and the futuristic Fifth Generation Advanced Medium Combat Aircraft (AMCA) mature and stabilize. The authorized fighter strength for the IAF is 42 squadrons, which IAF Chief Air Chief Marshal VR Chaudhari acknowledged will not be realized in the foreseeable future.
The IAF’s anxiety to ensure minimum force levels is also on account of the impending retirement of its legacy jets comprising the Mirage-2000, MiG-29 and the Jaguars fleets over the next decade. The residual squadrons of the MiG-21 will also be out by 2024.
Two new Rafale squadrons are operational. Delivery of 83 LCA Mk 1A fighters will commence in 2024. The LCA Mk-2 and AMCA are expected in a decade in a best-case scenario. The MRFA was envisaged to mitigate the gap of fighter squadrons and combat capability. But the IAF, which was hoping for six fallback MRFA squadrons, will now have to work around three.
Industry sources expressed the view that reduced numbers in a global tender make it more difficult to meet stringent Make in India and transfer of technology requirements profitably. “A cutback in numbers by half makes it more challenging to execute a complex tender like this one. Numbers provide viability, cost-effectiveness and affordability,” an observer reasoned.
The other big concern is that the SP model - a key reform to kickstart the emergence of a private sector Defence Industrial complex by reserving one big procurement per category as a one-time measure - has failed to take off. The Naval Utility Helicopter (NUH) programme – the first under the SP Model - has been dumped. There’s little progress in the Project 75 (I) submarine programme, and now the re-categorisation of the MRFA is a body blow. This initiative is likely to head back to the drawing board, insiders reckon.
The recategorisation of the MRFA means that the tender would be awarded to a foreign OEM, which would deliver the Make in India element through an Indian partner of its choice. Under the SP Model, an Indian company would have been the prime, with the option to choose a technical collaborator from among a pool of foreign OEMs shortlisted by the Ministry of Defence.
========================================
What are your thoughts @Gessler @Paro @Joe Shearer @crixus @Rajaraja Chola et al.
Indecisiveness among Indian leadership. Even when this new MRFA was launched, many people questioned it's purpose when Tejas Mk2 was already in the offing and they both will enter production at the same time. IAF stuck to it's gun saying it needed them. The MoD or PM should have convinced or ordered IAF to go order 200 Mk2. But long after veterens pointed out, after 3 pointless years, the numbers are slashed to 57. Many pointed out, just order 36 more Rafales and be done with it. Making the 57 in India would be costly as hell again as the manufacturer has to go shell out money to buy jigs to test equipment to everything again to manufacture probably 40+ aircraft. No company would be willing to share any real tech for 57 and the IAF chief was going around that 114 is important if India has to get it's hand on some serious ToT. It's basically a circus.
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A local production line for mere 57 jets is financially non-viable. The new tender is dead before its born.
I only hope this means we'll end up going for a Govt-to-Govt deal for 57 more Rafales (F4 variant) and call it a day. Rest of the requirement will be met by Tejas Mk-2s.
I only hope this means we'll end up going for a Govt-to-Govt deal for 57 more Rafales (F4 variant) and call it a day. Rest of the requirement will be met by Tejas Mk-2s.
Thats what it will be , like govt to govt
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If something can be worked out specific ToT concurrently with propulsion on completing kaveri for use in coming decades.... then the rest of ToT need not matter so much.
ToT is funnily enough also turbine outlet temperature, very important parameter in jet engine performance and design scope....you want it to be as low as possible since you want the engine to extract as much energy as possible before it inside the turbine.
It is a cascade of bad decision making, starting with not moving the complete Mirage 2000 production line to India (when French offered it).
That would have solved the MRCA time and cost inflation (which lead to all these other problems we now see) handily, and provided bang for the buck platform till Tejas issues were worked out concurrently.
That along with picking GE engine instead of French one for tejas to design around.....knowing full well what (1990s era) relations were like with US at the time compared to France that had just given signficant ToT assistance on Vikas engine for PSLV.
There is a grand entrenched gathering of incompetent corrupt idiots running things that have cost India many 100s of billions of dollars and man hour productivity.
Somehow India manages to power through by raw size in just enough areas past that anyway....
Yup, this is only stopgap route I see as well. They believe local capacity will come soon and hard enough to make up shortfall. Let us see.
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The bottom line is this.
There was occasion to mention how in an organisation that was intimately connected to aerospace, an opportunity came up to convert ALL the manuals for ALL the aircraft in the operations of the IAF from whatever they were into English versions in SGML. The project was easy to win. Our suspicions should have been aroused when the air force technicians responsible for defining the project smirked an evil smirk and allowed us the most expansive and accommodating terms. HOW the IAF keeps its aircraft up, especially the Soviet-era aircraft, is a daily miracle.
What do we have at present?
- Jaguar
- SU30 MKI
- Rafale
- Mirage 2000
- Tejas
- MiG 29
- MiG 21
- A50 E/I
- DRDO AEW&CS
- C130
- C17
- Il 76
- An 32
- HS 748
- DO 228
- Boeing 737
- Boeing 777
- ERJ 145
- Hawk
- HJT 16
- Pilatus
- Chinook
- Dhruv
- Chetak
- Cheetah
- Mi-8
- Mi-17
- Mi-26, and as attack helicopters
- LCH
- Apache
- Mi-25/35
- Rudra
This is a train wreck in slow motion. We cannot win an air war against Pakistan, forget about China. The responsibility is partly of our present dispensation, partly of A. K. Antony, who will never be forgiven for the fatal paralysis into which he cast defence procurement. As a result, there is a gap that can never, ever be filled, not for the foreseeable fifty years.
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As time passes me by, I become more and more uncomfortable with how the human species at large still thinks and operates.
There is a go along to get along among too many with (irrational) hate, fear, suspicion, mistrust, ego, tribalism, supremacism and all of that.
We put our hands up or buy into this delusion against fellow humans....and neatly package it as part of realism....compartmentalized and outsourced to whomever else to handle in whichever way....and hope it never comes close to us.
We thus have built and build these peculiarly monstrous things (both physical objects and thinking behind them) and as we unlock more of our potential....with ability to inflict death and destruction in scales we never could before.
All when we know killing is wrong....and known it a very long time and have charted this much hypocrisy through it anyway.
All when we know what the worthy endeavours in a human lifetime actually are.....and what is good and what is bad.
Thus when you have this much grave root immorality in the mortar of these babel towers....do not be surprised to find the heavy dose of flawed incompetent brick layers, masons and master builders......peculiar and unique to each one.
I wish we would change our whole approach to each other and not be satisfied with a few sinews here and there..... given how much is squandered, how much folly this all involves....the roll over costs. For only we can intervene to stop and correct ourselves this time.... we are no longer so innocent for great maker and Father to do so.
It takes something out of me (as much as I know of it, having compartmentalised things more ably in younger years )....and I feel it doesn't take something out of enough others when they look at the same thing.
Will our hypocrisy always burden us this much...and even doom us this early in our journey?
It would be sad ultimate waste indeed given how rare and precious life seems to be in this universe as far as we can see....
...and that it did not need be that way at all given what we long knew and long could do....yet wouldn't do.
Talk about ultimate blockheadedness.
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"Clarity is the key".....
Instead we have all this hazy back and forth as usual....with obligatory "highly placed sources" vs "official program".
Just 36 rafales being the result of the protracted migraine of earlier program (and no clarity on leveraging that going forward even production slot wise, forget ToT) doesn't inspire confidence from me that these people in charge know what they are doing.
Guess lets give another few years and wait, pray, hope etc etc etc and then see the damage that realises.
fire starter
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Here is more again on it being "split"
theprint.in
French Dassault vs US Boeing — Mega fighter deal for IAF & Indian Navy could be split
Instead of acquiring 114 fighters in one go as planned earlier, govt looking at going in for an initial order of 54 aircraft for IAF. Navy looking at buying 26.
theprint.in
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This is a profound observation, and I am left with the wish that it could be read as widely as possible, that it could be discussed, also, as widely as possible.
