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 old British frigates, Trishul and Talwar after they had been fitted with missiles, and in Brahmaputra, Beas and Betwa after their conversion to the training role.
- New ships like the cadet training ship Tir, tankers, survey ships, landing ships LST(M)s, offshore patrol vessels (OPVs) and Khukri class missile corvettes.
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.
At that stage MBB was just a consultant and they continued as consultants till about 1995 and thereafter their contract was not extended because HAL held that they were competent enough to continue with this project.Whilst the contract was signed in 1984, designing a helicopter was not easy, so we should give credit to HAL for going ahead with it and finally flying the first prototype in 1992. They went ahead with four prototypes — two for the skid version; a third for a wheel variant which was the prototype for the Navy and a fourth one as a civil version. The first Army version flew in 1992 and Naval version in 1995. Series production started in 1996.
Click to buy: Transition to Guardianship: The Indian Navy 1991-2000
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:-
- Naval Institute of Aeronautical Technology (NIAT)
- School for Naval Airmen (SFNA)
- Observer School (‘O’ School)
- School of Naval Oceanology & Meteorology (SNOM)
The Flag Officer Naval Aviation continued to be responsible for:-
- Advice on all aspects of flight safety.
- Provision of air effort pertaining to aviation training conducted at ‘O’ School.
- Advice to FOC-in-C South on training issues related to Schools except SNOM.
- Provide professional assistance to FOC-in-C South in the conduct of inspection of NIAT, SFNA and ‘O’ School.
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.
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