Indian Defence Review

In the four decades since independence, the nation’s naval air arm had grown substantially to emerge as a prominent fighting force. By 1991, the combat capability of the Air Arm had leapfrogged from the primitive expertise of the 1950s to the cutting edge technology of the 1980s.

Click to buy: Transition to Guardianship: The Indian Navy 1991-2000

In step with the increased capability of their sensors and weapons, the tactics and missions of naval aircraft and helicopters began to match those of the advanced navies.

In January 1995, it was decided to keep Vikrant in “˜Safe to Float state. In keeping with that decision, no more refits/dry dockings were planned.

The new sensors fitted were:-

The new weapons were:-

Three new naval air stations were commissioned. They added to completeness of surveillance area over sea covered by maritime reconnaissance aircraft. At the older air stations, the Air Traffic Control facilities were modernised and runways lengthened and strengthened to operate heavier aircraft (both by day and night).

Subsequently, she (Vikrant) was converted into a museum and has remained berthed in the Naval Dockyard in Mumbai, open to the public. In due course, she will be grouted into the sea-bed off the shore in South Mumbai.

The latest simulators were acquired for training Sea Harrier pilots, TU ASW teams and Seaking Mk 42B maintenance personnel.

New aircraft maintenance workshops were set up at Kochi for the Seakings, at Goa for the Sea Harriers, the Russian ILs and the Kamovs, and at Arakkonam for the TUs.

Training syllabii were updated and training facilities expanded. A site was identified at Bangalore for a spacious new Naval Air Technical School to facilitate practical training of air technical personnel at HAL and with the Air Force technical establishments.

Aircraft Carrier Developments

Vikrant and her Air Squadrons

Vikrant with her Seahawk and Alize squadrons were commissioned in 1961. In the forty years that had elapsed since then, both Vikrant and her aircraft had aged considerably. The Seahawks were phased out in 1978. The Alizes, despite their refurbishment, were afflicted by the non-availability of critical spares, which were no longer under production in France. The last launch of Alizes from Vikrant took place on 02 Apr 1987.

It was decided that until the new graving dock was commissioned in Mumbai, Viraat would be docked in Cochin Shipyard.

Vikrant underwent two modernisation refits — the first from 1979 to 1981 and the second from 1987 to 1989 in preparation for embarking the new Sea Harrier Vertical/Short Take Off and Land (V/STOL) fighter aircraft and the new Seaking Mk 42B ASW/ASV helicopters that had replaced the Alizes for anti-submarine tasks. The 9¾ degree ski-jump was fitted during the 1987–89 refit and the carrier was declared operational after its successful trials. In 1991, Vikrant underwent a short 6-month refit, which was followed by another 14-month refit from 1992 to 1994. She remained operational thereafter, flying Sea Harriers, Seakings and Chetaks until her final sea outing on 23rd November 1994.

In January 1995, it was decided to keep Vikrant in ‘Safe to Float’ state. In keeping with that decision, no more refits/dry dockings were planned. She was laid up alongside and decommissioned on 31 January 1997. This marked the end of a glorious chapter of the Navy, she having seen the transition from conventional carrier-borne aircraft to V/STOL modern technology aircraft like the Sea Harrier.

The “White Tigers” were to demonstrate their potential in the ground attack role for the first time on 05 Nov 1987 when they dropped 1000 pound and cluster bombs.

Subsequently, she was converted into a museum and has remained berthed in the Naval Dockyard in Mumbai, open to the public. In due course, she will be grouted into the sea-bed off the shore in South Mumbai.

Viraat

In 1985, Britain offered India a 40-year old aircraft carrier, Hermes, for outright purchase. By this time, the first batch of the Indian Navy’s Sea Harrier fighter aircraft had already been in service for over a year. The Navy had long felt the need for a second aircraft carrier to ensure operational availability of at least one, in a time of conflict. The Navy has undergone the unfortunate experience of not having the carrier available during combat on two earlier occasions. During the1965 War, Vikrant was under refit and in the 1971 War she was afflicted by cracks in her boilers that restricted her speed.

The Navy assessed the magnitude of the refit that Hermes would require. This meant determining the minimum requirements of new equipment and systems that were essential for providing an all weather, day and night capability for air operations, estimating the stowage and supply arrangements (for the new air to surface and air to air missiles, which were entering service) and negotiating how much all this would cost.

The Modernisation Phase at Naval Dockyard Mumbai lasted till April 2001.

In April 1986, an agreement was signed with Britain to acquire the Hermes at a cost of £63 million sterling. This amount included the cost of refit, spares, stores and services. The ship was towed to Plymouth for a 12-month refit.

It was decided that until the new graving dock was commissioned in Mumbai, Viraat would be docked in Cochin Shipyard.

The Hermes was commissioned as INS Viraat in May 1987. She arrived off Bombay on 21st August 1987 where Prime Minister Rajiv Gandhi boarded her, much as his grandfather Prime Minister Jawaharlal Nehru had welcomed Vikrant twenty-six years earlier in 1961.

The Sea Harriers embarked a month later in September. The “White Tigers” were to demonstrate their potential in the ground attack role for the first time on 05 Nov 1987 when they dropped 1000 pound and cluster bombs. Viraat remained operational thereafter.

In 1990 and 1991, for the first time, both Vikrant and Viraat were operational with their air groups comprising Sea Harrier V/STOL fighters and Seaking MK 42B ASW/ASV helicopters.

The Navy thoroughly examined Gorshkovs material state, assessed the magnitude of the modernisation and refit that would be required and identified the essential requirements of new equipment, weapons and systems.

Viraat’s first docking in 1991 was followed by a second short docking in 1995 for repairs. Between October 1998 and April 2001, the carrier underwent refit and modernisation in two phases with an operational cycle in between:-

Acquisition Of Russian Aircraft Carrier — Gorshkov (Vikramaditya)

This 44,500 ton, steam propelled Russian aircraft carrier was the second of the series of three 2nd generation aircraft carriers, Minsk, Baku (later renamed Gorshkov) and Ulyanov that the Russians had built to succeed their 1st generation Kiev class carriers. Baku was commissioned in 1987, served in the Soviet Black Sea Fleet and later in Russia’s Northern Fleet. She was operational until 1992.

After the Soviet Union dissolved in 1991, Russia started reducing the size of its Navy due to financial constraints and offered the Gorshkov to India. The acquisition of Gorshkov formed part of the joint Indo–Russian Protocol on Military Technical Cooperation signed in December 1994. Reportedly, the financial aspects were unusual — Gorshkov ‘as is, where is’ would be free; India need only pay for the cost of refit and the aircraft.

Nearly 80% of its equipment was to be replaced with modern equivalents; she was expected to serve the Navy for over two decades.

The Navy thoroughly examined Gorshkov’s material state, assessed the magnitude of the modernisation and refit that would be required and identified the essential requirements of new equipment, weapons and systems.

Of the two aircraft on offer, the Indian Navy after evaluation short-listed the Short Take Off but Arrested Recovery (STOBAR) MIG 29 K aircraft for the Gorshkov. This aircraft would take off from ski jump just as the Sea Harrier, but land using the arrester wires, like the Sea Hawk. Gorshkov was expected to operate two new types of aircraft.

As was done for the two aircraft carriers, the Gorshkov would require an extensive modernisation and tropicalisation refit in Russia before she could be inducted into the Navy. Evaluation of the material state of the Gorshkov commenced in the mid 1990s. Nearly 80% of its equipment was to be replaced with modern equivalents; she was expected to serve the Navy for over two decades. The negotiations regarding the costs and scope of modernisation, of refit and of the fitment of the latest sensor and weapon systems took time to resolve.1

Indigenous Aircraft Carrier (IAC) Project2

The Indigenous Aircraft Carrier project first took shape in 1979 and CCS approval was accorded in May 1999. Discussions on design collaboration were held with shipbuilders in Europe who had built aircraft carriers for their Navies.

The acquisition of Gorshkov formed part of the joint Indo”“Russian Protocol on Military Technical Cooperation signed in December 1994. Reportedly, the financial aspects were unusual

In 1988, a design consultancy agreement was signed with DCN of France to teach the intricacies of aircraft carrier design to the team of Indian naval architects. DCN was also required to carry out a technical audit of Cochin Shipyard and identify the facilities that would require to be augmented for constructing the ADS. In 2000, approval was accorded for the ADS to be built in Cochin Shipyard.

Sea Harrier Fighter Aircraft

Acquisition and Role of Sea Harriers

V/STOL aircraft had been under development in Britain since the end 1960s for the Royal Air Force. The Royal Navy intended to acquire the naval version, the Sea Harrier. (In July 1972, a Harrier had come to India and landed and taken off from Vikrant to establish, prima facie, that
V/STOL aircraft could operate from Vikrant’s flight deck).

In the years after 1972, the Indian Navy kept track of the development of the British Sea Harriers. In 1977, the Navy obtained approval, in principle, for the acquisition of the Sea Harriers as replacements for the Seahawks. In 1979, the Indian Navy placed an order for six Sea Harriers and two Sea Harrier Trainers for delivery in 1983.

The first three Sea Harriers (603,604 and 605) took off from Britain on 13 December 1983 and after overnight halts in Malta, Egypt and Dubai landed at Goa on 16 December. After a brief maintenance period, the first Sea Harrier landed on Vikrant’s deck on 20 Dec 1983.

Three more Sea Harriers (601, 602 and 606) and the first trainer (651) arrived in 1984. With arrival of the second trainer (652) in 1985, the delivery of the first batch of eight Sea Harriers was complete.

Sea Harrier Simulator

The Sea Harrier Simulator was commissioned in the Naval Air Station at Hansa in 1984. It was a six-axis full-motion simulator and provided ab-initio and re-familiarisation training, practicing of emergency procedures, tactical and mission training, simulated instrument flying accident investigation and validation of mission profiles.

Despite the high cost, “˜Basic Conversion training continued to be carried out in Britain because there werent enough aircraft.

In 1998, this simulator was upgraded and re-commissioned by Macmet India, a Bangalore based firm, to cater for the Batch Two Sea Harriers. The upgradation provided:-

Training of Sea Harrier Pilots

Until 1984, the ‘Basic Conversion’ and subsequent ‘Operational’ training of Sea Harrier pilots was carried out in Britain. ‘Operational’ training commenced in India after the first trainer aircraft arrived in 1984. However, despite the high cost, ‘Basic Conversion’ training continued to be carried out in Britain because there weren’t enough aircraft.

In 1990, the Sea Harrier Operational Flying Training Unit (SHOFTU) was formed within the Sea Harrier squadron (INAS 300), and was allotted three fighters and two trainers, to carry out both ‘basic’ and ‘operational’ training.

Due to the Royal Navys financial constraints, its FRS 2 Sea Harriers started entering service only in the end 1980s. At that time, the replacement for the Blue Fox radar, named Blue Vixen, was still under development.

In 1991, this unit was moved under INAS 551 (the lead-in fighter training squadron) and was christened as INAS 551 B Flight.

After 1996, this flight was informally constituted as a ‘Sea Harrier Training Squadron’ with an independent Squadron Commander. In addition to training budding Sea Harrier pilots, the squadron imparted technical on-job-training to tradesmen of frontline and second line servicing units. When required, it augmented 300 Squadron with aircraft and aircrew, afloat and ashore. The Squadron was finally commissioned as INAS 552 on 07 Jul 2005.

Upgradation of Sea Harrier Combat Capability

Efforts continued to acquire affordable pulse Doppler radars, longer range ‘Beyond-Visual-Range’ air-to-air missiles and ‘smart’ data-links. Discussions on the Limited Upgrade of Sea Harrier (LUSH) commenced in the mid nineties and by 2003, negotiations with HAL (Bangalore) had commenced. Shortly after that, the firm was declared the prime contractor, with IAF and ELTA of Israel being the sub-contractors. The LUSH envisaged a new multi-mode radar, data link and combat manoeuvre monitor and flight recorder along with a Beyond Visual range (BVR) air-to-air missile.

Progressive Upgradation of Sea Harrier Capability

FRS 1. For the air defence role, the first batch of 6 Sea Harriers (equivalent to the Royal Navy’s FRS 1) had the Blue Fox radar, the French Magic Matra close range air-to-air missile and a Radar Warning Receiver that gave limited coverage of a hostile radar-fitted aircraft approaching from the stern sector. For the anti-ship/ground attack role, these Harriers could carry 30 mm guns mounted in pods, 68 mm rockets in pods, runway denial bombs, cluster bombs and 1000 pound ‘iron’ bombs of 2nd World War vintage. The accuracy of weapon delivery was enhanced by the onboard weapon-aiming computer and Head-up-display.

The collapse of the Soviet Union in 1991 interrupted the supply of critical spares. This to an extent, impelled the Naval Aircraft Yard to expedite completion of its facilities for repair of components.

FRS 2. Due to the Royal Navy’s financial constraints, its FRS 2 Sea Harriers started entering service only in the end 1980s. At that time, the replacement for the Blue Fox radar, named Blue Vixen, was still under development. The Navy had to decide whether to delay the induction of the batch two Sea Harriers until the better radar was available or to accept the same standard as was fitted in the Royal Navy’s FRS 2s, namely the Blue Fox radar but now with two types of air-to-air missiles:-

The Indian Navy exercised the second option of the ‘All Aspect AAM.’

By 1992, the last of the Sea Harriers ordered in the 1980s had arrived. Thereafter, all the earlier Batch 1 Sea Harriers were upgraded, in India, to Batch 2 standard. Further improvements were incorporated. These included better indigenous radar warning receivers, self-protection jammers, Global Positioning System (GPS), etc.

Alize Anti-Submarine Aircraft

The Alizes entered service in 1961 along with the Vikrant. In 1974, the Navy decided to refurbish the Alizes and extend their life into the 1980s.

The performance of refurbished Alize radars and ESM improved, but the accuracy of the sonobuoy monitoring remained sub optimal. As a result, the Alize’s ASW role died out. The last launch of Alizes from Vikrant took place on 2 April 1987. Thereafter they operated only from ashore.

Until replacements could be identified and acquired, it was planned to extend the life of both these types of aircraft (IL 38s & TU 142s) as long as possible.

The Alizes stopped flying on 12 April 1991 and the Squadron was decommissioned in August 1991. Five Alizes were left of the total of 14 acquired. During the 30 years of the squadron’s service, the Alizes had flown 35,912 hours and done 7,144 deck landings. Meanwhile, the ship-borne anti-submarine role had been taken over by the Seaking anti-submarine helicopters.

Maritime Reconnaissance Aircraft

The operational availability of Russian MR Aircraft during the 1990s was afflicted by problems. The collapse of the Soviet Union in 1991 interrupted the supply of critical spares. This to an extent, impelled the Naval Aircraft Yard to expedite completion of its facilities for repair of components. But then there were other issues like the delays in the receipt of aircraft engines after overhaul in Russia.

This was partly overcome by the induction of engines ex Russian AN-12s from the Air Force. A third problem was the compulsion of sending aircraft to Russia for overhaul, which the Navy was finding difficult to circumvent. Therefore, until replacements could be identified and acquired, it was planned to extend the life of both these types of aircraft (IL 38s & TU 142s) as long as possible.

The non-availability of spares for the turn round of TUs adversely affected their serviceability. Critical and urgently needed fast moving spares were not being received, whilst many long term ones were procured.

Two developments after 1971 had marked the rebirth of the shore-based arm of naval aviation.4

IL 38s for MRASW (INAS 315)

The first three IL 38s arrived in 1977. It soon became apparent that three MRASW aircraft were inadequate for the extensive sea areas to be kept under maritime surveillance. The Navy’s requests to the Soviet Union for five more IL 38s could not be fulfilled because production of the IL 38s had ceased.

Since the three ILs in service fell due for major overhaul in the USSR at the same time, the Soviet side was again urged to release five ILs from their Navy. Eventually, a contract was signed in May 1981 for two more IL 38s and these aircraft joined the squadron in 1983. Overall, a total of five IL 38s were inducted into the Navy.

By 2000, discussions with the Russians on the refurbishment and modernisation of the first three
IL 38s to extend their life between overhauls to 15 years had concluded. The programme envisaged an extension of the total technical life by an additional 10 years, as well as a new avionics and a weapons suite.

TU 142s for LRMP (INAS 312)

To meet the Navy’s request for more MR aircraft, the Soviet Union offered the Long Range Maritime Patrol (LRMP) Tupolev (TU) 142s in 1984. Eight of these aircraft arrived in 1988.

For the coastal reconnaissance role, ten more Dorniers were acquired, in addition to the five acquired earlier. These Dorniers were progressively fitted with ESM, GPS and sonobuoy systems for surveillance, ASW and EW roles.

After the arrival of the first five aircraft, the squadron was commissioned at Naval Air Station INS Hansa on
16 April 1988 and designated INAS 312. The remaining three aircraft arrived between August and October 1988.

In May 1992, the squadron re-located to the new naval air station INS Rajali at Arakkonam on the East coast of India.

The non-availability of spares for the turn round of TUs adversely affected their serviceability. Critical and urgently needed fast moving spares were not being received, whilst many long term ones were procured. An overall review was carried out jointly to arrive at the essential package to be procured by the next naval Logistic Delegation (LOGDEL) proceeding to Russia. Efforts intensified to identity the repair agencies in Russia to offload a large number of rotables awaiting repairs.

The TUs are expected to remain in service till 2015 and no upgrades are planned. They will be replaced by a new LRMP & ASW aircraft by 2012.

The Dornier 228s

The Dorniers were German Maritime Patrol Aircraft (MPA) that the Navy had envisaged as replacements for the Alizes in INAS 310. In 1986, sanction was accorded to acquire 10 Dorniers (3 for observer training, 4 for surveillance and 3 as maintenance reserve equipped with radar and air to surface missiles). Sanction was also accorded for 4 Dorniers, funded by the Ministry of Petroleum, equipped only with radar and IFF transponders (similar to the Coast Guard version) for surveillance around the offshore oil assets of Bombay High.

In 1972, there was a sharp increase in the requirement for Observer officers. The Air Force was unable to accommodate the Navys needs.

The drought of 1986, led to financial stringency and for the next few years no foreign exchange could be released to HAL for the Dornier’s radars and missiles. HAL postponed the delivery of the Dorniers to 30 months after the release of foreign exchange. Eventually, orders were placed in 1990 on HAL for one ‘fly-away’ Naval Dornier and 4 Dorniers for Bombay High in which the radars would be retrofitted.

The first naval Dornier from HAL joined INAS 310 on 24 August 1991. The second Dornier arrived later in 1991 and the next two in 1992. The fifth Dornier was delivered fitted with the Super Marec (Maritime reconnaissance) radar. In subsequent years, the remaining Dorniers were retrofitted with this radar during their major inspections by HAL, Kanpur. For the coastal reconnaissance role, ten more Dorniers were acquired, in addition to the five acquired earlier. These Dorniers were progressively fitted with ESM, GPS and sonobuoy systems for surveillance, ASW and EW roles.

Dorniers as Information Warfare Aircraft. The Dornier proved to be an extremely useful and reliable platform in the coastal surveillance and targeting roles. Overall, the Navy had acquired a fleet of 15 Dorniers. In 2004, it was decided to acquire 11 more Dorniers to replace the Islanders in service. On 29 Mar 2005, the CCS sanctioned 726 crores for acquiring 11 maritime surveillance Dorniers with their spares and ground support.

Re-designation of Dornier Squadron. With the fitment of AES 210 radar, SATCOM, Data Link the Dornier squadron was re-designated as IW Squadron in 01 Oct 1998.

Islanders (INAS 550)

In 1972, there was a sharp increase in the requirement for Observer officers. The Air Force was unable to accommodate the Navy’s needs. Experience had also shown that the purely navigation oriented training being imparted by the Air Force to Naval Observers had to be supplemented by sorties over the sea.

A proposal was initiated to acquire a suitable aircraft for training Observer officers, for coastal reconnaissance and for Fleet requirements.5After comparative evaluation of available options, the British made piston engined, propeller driven Islander (BN2A) was chosen. The first two Islanders arrived in Cochin and joined INAS 550 on 18 May 1976. The remaining three arrived by end 1976.

Click to buy: Transition to Guardianship: The Indian Navy 1991-2000

In 1981, two Islanders of INAS 550 were based at Port Blair for maritime surveillance of the A&N Islands. In 1984, these were commissioned as INAS 318 when the naval air station at Port Blair was commissioned as INS Utkrosh.

These aircraft were used for training jet pilots for frontline squadrons, for meeting fleet requirements like anti-aircraft tracking practices and for consolidation flying of staff pilots.

By 1995 the Islander aircraft in the A&N Islands had aged and needed replacement. It was decided that the first two of the new naval-version Dornier aircraft would replace the Islanders, which would be operated from the mainland.

In end 1996, six (2T) variant Islanders were acquired for INAS 550. The BN2A Islanders were re-engined with Allison Turbine Engines and rechristened BN 2T.

In May 2000, an Islander Flight was positioned at Naval Air Station Dega in Vishakhapatnam, after Dorniers were inducted in INAS 318.

Overall, a total of 17 Islanders were inducted into the Navy.

Trainer Aircraft

Kiran Jet Training Aircraft (INAS 551) Eight Kiran Mk II (the armed version) ex-HAL Bangalore joined the squadron between July 1987 and February 1988. These aircraft were used for training jet pilots for frontline squadrons, for meeting fleet requirements like anti-aircraft tracking practices and for consolidation flying of staff pilots. Overall, a total of 23 Kirans were inducted into the Navy.

The Helicopter Fleet

The embarkation of helicopters in ships started in the 1960s with the French Alouette IIIs flying from Vikrant (for the SAR role), from Darshak (for assisting survey work) and from Deepak (for assisting vertical replenishment). This was followed by appointing MATCH Alouette flights in the first four Leander frigates in the 1970s.

The amphibious landing ships, Magar and Gharial, were designed to embark the commando variant Seakings Mk 42 C.

Subsequently:

The British Seaking Series

The Mk 42s. By 1974, the Navy had acquired twelve anti-submarine Seakings Mk 42s–a batch of six in 1971 and another batch of the same number, in 1974. The first batch experienced numerous teething problems during the 1971 war. It was followed by intensive evaluation and defect rectification in 1972 and 1973. By 1974, when six new Seakings arrived, the repair and test facilities had been set up and expertise had begun to develop, all of which led to a marked improvement in availability and role worthiness.

“¦in May 1998, Indias nuclear tests led to the US imposing sanctions and the delivery of spare parts to Westlands were embargoed since the gearboxes were originally of Sikorsky design.

On 19 Jul 1979, the Seaking Flight and Tactical Simulator (FATS) was commissioned in Naval Air Station Garuda, Cochin.

The Mk 42 As. Three anti-submarine Seakings, Mk 42 A, were acquired in 1980. These had been modified for being hauled down on to the flight decks of the 5th and 6th Leanders, Taragiri and Vindhyagiri, using the Canadian Recovery, Assist, Secure and Traverse (RAST) system.

By 1981, the Seakings Mk 42 which had been in service for ten years, had begun to age and needed replacement. Helicopters were also required for Vikrant and for the three new Godavari class frigates, each of which was designed to embark two Seaking-size helicopters.

The MK 42 B. The Navy’s staff requirements stipulated a dual role — anti-submarine (ASW) and anti-surface vessel (ASV). For the anti-submarine role, the requirements were for better dunking sonar, and a LOFAR system to monitor low frequency sonobuoys. For the ASV role, the requirement was for an anti-ship missile.

The Navys staff requirements stipulated a dual role “” anti-submarine (ASW) and anti-surface vessel (ASV). For the anti-submarine role, the requirements were for better dunking sonar, and a LOFAR system to monitor low frequency sonobuoys.

In March 1982, approval was accorded for 20 ASW/ASV helicopters 6 for the front-line squadron INAS 330, 2 for the Training Squadron INAS 336, 4 for a new squadron INAS 339 for the defence of the Bombay High offshore oil installations, 2 each for the frigates Godavari and Gomati6 and 4 for Maintenance Reserve and Strike-Off Wastage (MRSOW). In the anti-ship role, the Mk 42 Bs are capable of firing Sea Eagle air-to-surface anti-ship missiles.

Twenty anti-submarine Seakings Mk 42 B were inducted between 1988 and 1992 for the Godavari class frigates, the aircraft carriers Vikrant and Viraat and for the defence of offshore oil installations.

The Mk 42 C. Each indigenous Landing Ship Tank (Large) LST (L) was designed to embark two troop-carrying helicopters. In May 1985, sanction was accorded for three Seakings Mk 42 C for the first LST (L). Sanction was also accorded for three Mk 42 Cs for the Marine Commandos defending the offshore oil platforms at Bombay High. These arrived in 1987 and were still in service providing SAR and casualty evacuation.

The Adverse Effects of the US Embargo on Delivery of Seaking Spares

In the mid 1990s, Seaking Mk 42 rotables like transmission and rotor head gearboxes were being sent to Westlands of Britain for normal overhaul. Whilst, these were still under repairs, in May 1998, India’s nuclear tests led to the US imposing sanctions and the delivery of spare parts to Westlands were embargoed since the gearboxes were originally of Sikorsky design.

The Kamov 28 was heavier than the Kamov 25 and too big to fit into the Kamov 25 hangers of the first 3 destroyers.

This embargo adversely affected the operational availability of the Seakings Mk 42 B and 42 C. Seven Mk 42 B helicopters had to be cannibalised to keep the rest of the Seakings operational.

Even though the sanctions were lifted in 2001, bureaucratic US procedures delayed the clearance of spares until 2003 and the spares eventually arrived in 2005.

The Russian Kamov Anti-submarine Helicopters Series

Kamov 25s. Kamov 25 ASW helicopters had entered service embarked on board the Russian missile destroyers Rajput, Rana and Ranjit when they were commissioned between 1980 and 1983. Starting Oct 1979, a total of seven KA 25s were inducted.

With the proliferation of anti-ship missiles in the 1970s, a clear operational need emerged for the Navy to have Airborne Early Warning (AEW) capability.

Kamov 28s. Following the closure of the Kamov 25 production line, Kamov 28 ASW helicopters were embarked in the next two missile destroyers Ranvir and Ranvijay when they were commissioned in 1986 and 1987. The Kamov 28 was heavier than the Kamov 25 and too big to fit into the Kamov 25 hangers of the first 3 destroyers.

Airborne Early Warning Helicopters

With the proliferation of anti-ship missiles in the 1970s, a clear operational need emerged for the Navy to have Airborne Early Warning (AEW) capability. This would increase the reaction time essential for dealing with the hostile platforms before they came close enough to fire their missiles.

Large rotodome fitted aircraft, of the type that the American and the Russian navies had, were neither available nor affordable. An indigenous R&D project to fit a rotodome on an Avro aircraft was unsuccessful.

Since most helicopter-capable ships were based in Bombay and embarkations were usually of short duration, INAS 321 was relocated to INS Kunjali in Bombay in August 1980.

The Navy pinned its hopes on acquiring AEW helicopters that were then under development. The British Seaking MK 42D turned out to be too expensive. The Russian Kamov 31 was preferred and negotiations were concluded in 1997 for their acquisition. These were inducted with the Talwar class ships from 2003.

Search and Rescue (SAR) Chetaks

The French Alouette III light helicopters, productionised under license by Hindustan Aircraft Limited (HAL) as ‘Chetaks’, first entered naval service in 1964.

When this squadron was commissioned as INAS 321 on 15 March 1969, it comprised the SAR flights of aircraft carrier Vikrant, naval air stations Hansa and Garuda and tanker Deepak. In subsequent years, flights embarked, whenever required in:

The first four Leander class frigates, Nilgiri, Himgiri, Udaygiri and Dunagiri had each embarked a Multi-role Anti-submarine Torpedo Carrying Helicopter (MATCH). The MATCH was a modified variant of the Chetak and was additionally equipped with Radio altimeter, altitude indicator and a flight stabilisation system. In the last two Leander frigates, Taragiri and Vindhyagiri, the MATCH was replaced by the larger, heavier Seaking Mk 42A helicopters.

The Navys staff requirements had envisaged a medium sized helicopter that, within an all up weight of about 5000 kgs”¦

Since most helicopter-capable ships were based in Bombay and embarkations were usually of short duration, INAS 321 was relocated to INS Kunjali in Bombay in August 1980.

Chetak SAR Squadron INAS 321. In the early 1980s, HAL indicated that they were considering discontinuing the production of Chetak helicopters. Since the production and delivery of the replacement ALHs would take considerable time, HAL continued production.

A total of 85 Chetaks had been inducted into the Navy till 2002.

The Indigenous Advanced Light Helicopter (ALH)

The Navy’s staff requirements had envisaged a medium sized helicopter that, within an all up weight of about 5000 kgs, (lighter than the 10,000 kg Seaking, but heavier than the Alouette), would permit its role to be changed to carry out anti-submarine (ASW), anti-ship (ASV), commando carrying (Utility) or Search and Rescue (SAR) missions.

The Navy had some teething problems because of its particular requirement of operating the helicopter on-board ships at sea. The Navy needed a wheeled version rather than the skid.

The ALH emerged as a multi role helicopter in the 4.5 to 5.5 ton weight class, designed and developed by Hindustan Aeronautics Ltd to meet the specific needs of diverse customers like the Army, the Navy, the Air Force, the Coast Guard and civilian organisations like ONGC, Pawan Hans etc. Its advanced technologies include the Integrated Dynamic System, Hinge-less Main Rotor, Bearingless Tail Rotor, 4-axis Automatic Flight Control System, Full Authority Digital Electronic Control System and 6-axis Anti Resonant Isolation System.

The Navy had some teething problems because of its particular requirement of operating the helicopter on-board ships at sea. The Navy needed a wheeled version rather than the skid. The requirement was to have rotor blades folded to a certain width and the possession of adequate power for operating, hovering and landing. HAL grappled with the problems initially, but by 2000, was well on its way to developing a naval prototype.

Cmde R Sharma was in charge of the ALH Project in 2002. He recalls:

“The ALH Project really started way back in the early 70s when the Government and MOD wanted to have indigenous design and development of helicopters. It initially started as a replacement of the Cheetah and Chetak as a single engine helicopter. However, after the Vietnam and Arab–Israeli wars it was felt at Naval, Air and Army Headquarters that it would be prudent to go for a twin-engine helicopter instead of a single engine helo. Around 1970–71, it was decided to go in for a twin engined helicopter. It was around 1977–78 that MOD started discussion with foreign companies and finally in 1984 that Government sanction was accorded and a contract was signed with Germany’s “MBB” which is today renamed “Eurocopter” for designing and developing a twin engine helicopter.

Today the ALHs with the Army and the Air Force have proven to be very good machines. The Army operated the ALHs in the deserts in Rajasthan, they have twice operated in high altitudes from Leh and what I hear from them is that ALH has proved itself.”

Today the ALHs with the Army and the Air Force have proven to be very good machines.

The naval version of the ALH was successfully launched from the aircraft carrier INS Viraat and INS Ganga off the Western Seaboard in March 1998.

The naval utility version ALH landed at Garuda in February 2003. The Utility version has a rescue hoist and the ability for medical evacuation by stretcher; it can ferry upto 14 personnel and slither commandos.

Re-basing of Air Squadrons

For constant operational training, the location of INAS 330 at Goa was considered unsuitable. The squadron was rebased at Mumbai where facilities, both ATE and Carrier-borne, are readily available. The INAS 339 squadron which has all its facilities at Goa was moved from Mumbai to Goa.

The absence of modern rapid intervention vehicles for deployment in the case of an aircraft emergency, further handicapped the air stations to confidently take on the massive influx of civil flights.

A detachment of MRASW Dorniers was deployed for operations ex Port Blair/Campbell Bay as and when required. It was proposed to base four DO 228 on acquisition from HAL (K) in 1998. Accordingly, two Dorniers are based in Port Blair on a permanent basis.

Personnel and Training

Command and Control of Aviation Units

Prior to 1986, aviation units like SFNA, NIAT, NAY and NAIS were under FOC-in-C South. Between 1986–92, they were functionally under FONA but administered by
FOC-in-C South. With FONA/FOGA being brought under C-in-C West in 1997, it was recommended to revert to the pre-1986 state and bring these units under the C-in-C South.

Accordingly, the following aviation basic training units were placed under the administrative and functional control of HQSNC in Sep 1999:-

The Flag Officer Naval Aviation continued to be responsible for:-

Navy–AirForce–Army Pilot Exchange Programme

Throughout the 1990s, the inter-service pilot exchange programme remained as follows:-

The non-availability of air route surveillance, terminal approach and precision approach radars, adequate link/parallel taxiways and sufficiently large enough civil dispersals made air traffic management for the air traffic controllers a virtual nightmare.

Fixed Wing Aircraft/Helicopters

IN pilots with the AF flying           —           MIGs and Ajeets MI 8s

IN pilots with the Army flying     —           Air OP Chetaks

AF pilots with the IN flying           —           Sea Harriers Seakings & Chetaks

Army pilots with the IN flying     —           Chetaks

Development of Aircraft Operating Facilities Ashore

Modernisation of Naval Airfields

In the early 90s, most of the airfields were equipped with vintage communication facilities, ageing navigational aids, non ICAO standard airfield lighting systems and relatively primitive means to tackle emergencies. The non-availability of air route surveillance, terminal approach and precision approach radars, adequate link/parallel taxiways and sufficiently large enough civil dispersals made air traffic management for the air traffic controllers a virtual nightmare.

The proposal was aimed at providing a terminal to all users of aircraft spares, repair of components and management of information involved with technical support to aviation.

The absence of modern rapid intervention vehicles for deployment in the case of an aircraft emergency, further handicapped the air stations to confidently take on the massive influx of civil flights. The upgradation of the naval airfields to ICAO standards was therefore taken up and continued through the 90s decade.

New Naval Air Stations

With the increasing number of helicopters on board the ships based in Mumbai, it became necessary to have a helipad area from where helicopters could continue flying when ships were alongside. In view of its proximate location, INS Kunjali II became the Navy’s helicopter base in Bombay.

Similarly, a naval air station was commissioned at Visakhapatnam as INS Dega in 21 October 1991.

The fifth naval air station, on the east coast of India, was commissioned in 1992 as INS Rajali at Arakkonam in Tamilnadu.

Air Arm Logistics

Spares Procurement

In the late 90s, an analysis of the pattern of spares procurement during the decade, revealed a compliance rate of about 58% for Sea Harriers. In contrast for Russian birds it was 25% for ILs and 45% for TUs and for rotary wing aircraft between 26–38%.

Coupled with the above two aspects were factors like slow turnaround of rotables that were offloaded for repairs on indigenous and foreign repair agencies, long lead time in provisioning of spares and increasingly higher rate of component failures due to equipment obsolescence.

The low compliance rate on the spares front for Russian aircraft was attributable to factors like limited inventory on offer from RVZ, errors induced in demands during transliteration of part numbers first at the unit level and later at NHQ when indenting for the items and lastly difficulties faced by RVZ in expanding vendor base.

Air Stores Management

In 1996, the College of Defence Management (CDM) was tasked by FONA to carry out a project study on the management of air stores and its possible merger with the ILMS. CDM recommended the following:-

The proposal was aimed at providing a terminal to all users of aircraft spares, repair of components and management of information involved with technical support to aviation. Seven software firms were identified to undertake a preliminary study to estimate the budgetary and the overall requirements. The proposed project was estimated to cost Rs 5 crores and was scheduled for completion by end 1998.

Spares Management Action Plan

The action plan evolved to address various issues included fine tuning of the AOG channel, cash and carry purchase of intensive flying items, and a monitoring-cum-control system for rotables surveyed by units to augment the repair load on agencies. The Integrated Air Logistics Management system ILMS (Air), a study commissioned in early 2000, gave the much-needed impetus to the ongoing process.

Western/Indigenous Aircraft

Procurement through ARD, the only logistics lifeline, commenced in 1995–96. The spares availability position had improved by 2000.

Due to the disadvantages/limitations of piston engines of the Islander aircraft, they were being replaced by Turbo Prop Allison engines.

Shortage of ASE and GSE, particularly in respect of Sea Harriers and Chetak aircraft, had imposed setbacks on the production of aircraft from the second line. A dedicated drive was initiated to address this problem in its entirety.

Coupled with the above two aspects were factors like slow turnaround of rotables that were offloaded for repairs on indigenous and foreign repair agencies, long lead time in provisioning of spares and increasingly higher rate of component failures due to equipment obsolescence. Poor product support and falling standards of quality control by the OEMs have become more noticeable in recent times.

Eastern Origin Aircraft

In the case of Russian acquisitions, whilst the earlier inductions had reliably stabilised in their operation and maintenance cycles, the effect of material related aspects had been most pronounced on the ILs.

The slow process of stabilisation of the CIS placed further hurdles in efforts to better exploit the mammoth TU aircraft. Poor standards of quality control during overhaul of aircraft at Russia were a phenomenon causing much concern.

Towards the end of the decade revised LPO contract was signed with M/s RVZ. Also after interaction with Air Force, alternate sources have been initiated to improve availability of spares.

The slow process of stabilisation of the CIS placed further hurdles in efforts to better exploit the mammoth TU aircraft. Poor standards of quality control during overhaul of aircraft at Russia were a phenomenon causing much concern.

Effect of US Sanctions. The adverse effect of US sanctions on various aviation projects was severe and impacted on their modernisation/maintenance schedule:-

Aircraft Refit, Maintenance and Modernisation Infrastructure

As part of Project Ashok, a Hydraulic facility was commissioned in Feb 1998, at NAY, Kochi under which 45 Rotables were serviced/repaired with a saving of £1.282 Million (Rs 9 Crores).

An Ejection Seat Facility was commissioned in Oct 1997 under which twelve components were serviced/repaired saving of £25,000.00 (Rs 17.50 Lakhs)

Infrastructure Projects

The major infrastructure projects on the anvil in the later half of the decade were as follows :

Engine Conversion for INAS 550

Due to the disadvantages/limitations of piston engines of the Islander aircraft, they were being replaced by Turbo Prop Allison engines. The Naval Aircraft Yard, Kochi undertook the task of conversion in April 1996 and the first Turbo Prop Islander aircraft was handed over to INAS 550 on Sept 17, 1996.

Retrospect. In retrospect, the areas of concern in naval aviation during this period were as follows :-

The following new inductions were planned.:-