Indian Defence Review

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.