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YTC Quarter Ending 30 June 2016 for The Rotary Wing Society of India

Volume 15 Issue 3

91-120-2402060, 2402010

ROTOR INDIA - QE 30 JUNE - 2016

<<EDITORIAL >>

Our Deep Gratitude to

CORPORATE MEMBERS

Aerotech Aviation India (P) Ltd. AgustaWestland India Alliance Insurance Brokers (P) Ltd. Aman Aviation & Aerospace Solutions (P) Ltd. Andhra Pradesh Aviation Corporation Air Works India Engg. (P) Ltd. Airbus Helicopters Arki Aviation (P) Ltd. AON Global Insurance Brokers (P) Ltd. AVI-Oil India Ltd. Aviators (India) (P) Ltd. Bell Helicopter India Inc. BG Shirke Construction Technology (P) Ltd. Bharat Forge Limited Bharat Stars Services (Delhi) (P) Ltd. Boeing International Corporation Cairn India Ltd. Chemplast Sanmar Ltd Deccan Charters Ltd. Delhi Institute of Aeronautical Sciences DG Civil Aviation Govt of U.P. Dhillon Aviation (P) Ltd. Directorate of Civil Avn Govt of Maharashtra Directorate of Aviation Govt of Gujarat Directorate of Aviation Govt of Chhattisgarh Donaldson Filters India Dynamatic Technologies Ltd Elbit Systems EON Aviation (P) Ltd. Escorts Corporate Aviation Ltd. Essar Power Ltd. Executive Airways (P) Ltd. Fishtail Air (P) Ltd. (Nepal) Global Vectra Helicorp Ltd. Garware-Wall Ropes Ltd. Ghodawat Industries (P) Ltd. Govt of Arunachal Pradesh Grandslam Developers (P) Ltd. HATSOFF Heligo Charters (P) Ltd. Himalayan Heli Services (P) Ltd. Hindustan Aeronautics Ltd. Hindustan Construction Co. Ltd. Hiranandani Aviation (P) Ltd. Honeywell International Inc. Indocopters (P) Ltd. India Metals & Ferro Alloys Ltd. India Flysafe Aviation Ltd. Indra Air (P) Ltd. ITC The Royal Gardenia, Bengaluru

RWSI Celebrates its 18th Anniversary Dear Colleagues, Greetings RWSI celebrates its 18th Anniversary on 18 June 2016 towards its “Service to Indian Helicopter Industry” as the nodal agency. It was formed to serve the Helicopter community’s needs and promote the Industry. The Management has been sharing the progress of its activities with its members through ROTOR INDIA qtly and E-MONTHLY and through periodical reports published by it. For nearly 18 years, RWSI has been the primary forum for interchange of information on Civil & Military Helicopter Industry in India. The magazine has received many accolades for the quality of its content. For building awareness of its fraternity on latest concepts in aviation,technology and op & safety issues, RWSI has conducted well over 39 National and 9 International Seminars. A major objective of RWSI being Safer Skies through Education, it is the first organization in the country to start ground training courses for civil helicopter pilots in September 2004. Since then, a total of 4444 candidates which includes pilots, engineers and other aviation professionals have benefited from various courses conducted by RWSI at Delhi, Mumbai, Bangalore, Pune, Lucknow, Jamshedpur and Ahmadabad. Some of the courses were attended by serving pilots from the three services. RWSI had also conducted SMS Training at Kathmandu & Singapore. In addition,it has also conducted a total of 46 Third Party Safety Audits for operators. This day, 18 years back Rotary Wing Society of India was registered in NCT, New Delhi to promote helicopter as a safe and effective mode of commerce and development of civil helicopter industry. Since then, RWSI has been able to make significant contribution to remove many ops & fiscal bottlenecks faced by the Operators by playing a supportive role to DGCA, AAI & MOCA in finding solutions to outstanding issues. Growth of Membership is a key indicator of the contribution made by RWSI to the rotary wing aviation community. Over 1201 aviation professionals and 167 Corporate have joined the Society as Life Member and Corporate Member respectively since the Society was established in 1998. What is amazing that you may like to note from the Report is that RWSI has been fortunate to get endless number of member volunteers who through their trust, discipline, and selfless devotion to duty made huge contribution to activities aimed at achieving the objects of the Society. The entire Team deserves salutation for their dedicated support and contribution to RWSI activities. I, on behalf of the Governing Council Members, thank every Corporate & Life Member for their unstinted support to RWSI over the years and look forward to a bright future for the Society & Indian Helicopter Industry. Thanking You, With warm regards,

AVM K Sridharan VM (G) President, RWSI

ROTOR INDIA - QE 30 JUNE - 2016

<<LETTERS

TO THE

EDITOR>>

SAFETY OF OFFSHORE OPS Dear Sir,

Our Deep Gratitude to

Offshore routes had been reworked about 6 years back and are in the process of being refined once again. A major step in the new routes under consideration is to make the arc at less than 10nm from BBB from the existing 25nm, this will significantly reduce the air miles traveled for offshore destinations. Another step is to make the routes independent of runway in use at Santa Cruz. Challenge of undertaking flights safely and legally during monsoon is however, still to be effectively addressed. An offshore Pilot Dear Sir, Thank you for your views on Jerry Robert’s letter. RWSI will continue its efforts to improve the safety scenario in Bombay High Region for offshore ops. Editor

SAFETY OF OFFSHORE OPS Dear Sir, There have been improvements since Jerry’s time here. We have new offshore routes in place and hence we do not have to contact radar as frequently as we did before. That was a nightmare. We also have transponder codes for helicopters flying offshore. However, there is still a lot to be done. The point is there needs to be ‘the will’ to do so. We need to look seriously at the suggestions made during the presentation to the DGCA on the 3rd of May, 2016. An Offshore Pilot Dear Sir, Thank you for your views on Jerry Robert’s letter. RWSI has taken up the suggestions made during the presentation to the DGCA on the 3 May, 2016 in the form of a Report. It was handed over to DG DGCA on 02 Jun’16 by Team RWSI for improving the safety scenario in Bombay High Region for offshore ops. Editor Dear Sri, I just received the latest issue of ROTOR INDIA and the copy of the Annual Report. I am most impressed by the phenomenal growth of RWSI under your continued President ship. The number of life members has grown impressively and so has the corpus. My heartiest congratulations to you and the devoted staff members of RWSI. Warm personal regards, Air Cmde K Sanjeevan, Life Member Dear Sir, On behalf of Governing Council Members, let me thank you for your encouraging words about our work. We are indeed grateful for your support to RWSI. AVM KSridharan.

ROTOR INDIA - QE 30 JUNE - 2016

CORPORATE MEMBERS

Jaiprakash Group JK Risk Managers and Insurance Brokers Ltd. JMD Consultant (P) Ltd. Jubilant Enpro India Ltd. Jupiter Aviations (P) Ltd. Travian Flight Services (P) Ltd. Kestrel Aviation (P) Ltd. Kiaan Airways Pvt. Ltd Ligare Aviation Ltd. Mahindra & Mahindra Ltd. Merlinhawk Associates (P) Ltd. Mesco Airlines Navayuga Engineering Co Ltd. Navnit Aviation (P) Ltd. Oil & Natural Gas Corporation Ltd. OSS Aviation (P) Ltd. OSS Air Management (P) Ltd. Orient Flight School Orbit Aviation (P) Ltd. Oxford Enterprises (P) Ltd. Pawan Hans Ltd. Prem Air (P) Ltd. Prabhatam Aviation (P) Ltd. Ramco Systems Ltd. Raymond Aviation Ltd. Reliance Commercial Dealers Ltd. Reliance Transport & Travels Ltd. RITES Ltd. Rolls-Royce India Ltd. Russian Helicopters, Joint Stock Company Sandriver Technologies Pvt. Ltd SAR Aviation Services (P) Ltd. Shree Airlines (P) Ltd. (Nepal) Sikorsky-United Technologies Ltd. Simm Samm Airways (P) Ltd. Skyone Airways (P) Ltd. Span Air (P) Ltd. SRK Aviacom (I) (P) Ltd. Survival Systems India (P) Ltd. Silver Jubilee Traveller Ltd. Tata Power Company Ltd. Thakur Institute of Aviation Technology Trans Bharat Aviation (P) Ltd. Turbomeca India Engines (P) Ltd. United Helicharters (P) Ltd. UTair India Pvt. Ltd. UTC Aerospace Systems (P) Ltd. Varman Aviation (P) Ltd. VELTech Dr.RR & Dr.SR Technical University Woodstock Helicopters Pvt Ltd.

<<FOCUS ON CIVIL ISSUES>>

National Civil Aviation Policy, 2016 : Salient Features The Minister of Civil Aviation Shri P. Ashok Gajapathi Raju released the National Civil Aviation Policy 2016 in New Delhi on 15 Jun 16. This is the first time since independence that an integrated Civil Aviation Policy has been brought out by the Ministry. Speaking on the occasion Shri Raju said that the centre-piece of the policy is to make regional air connectivity a reality. He said that the policy aims to take flying to the masses by making it affordable and convenient, establish an integrated eco-system which will lead to significant growth of the civil aviation sector to promote tourism, employment and balanced regional growth, enhance regional connectivity through fiscal support and infrastructure development and enhance ease of doing business through deregulation, simplified procedures and e-governance. The policy is very comprehensive, covering 22 areas of the Civil Aviation sector. Its salient features are as follows :

Regional Connectivity Scheme • This scheme will come into effect in the second quarter of 2016-17 • Airfare of about Rs2500 per passenger for a one-hour flight • This will be implemented by way of: • Revival of airstrips/airports as No-Frills Airports at an indicative cost of Rs.50 crore to Rs100 crore • Demand driven selection of Airports/airstrips for revival in consultation with State Govts and airlines • ViabilityGapFunding(VGF)toairlineoperators • RCS only in those states which reduce VAT on ATF to 1% or less, provide other support services and 20% of VGF • Concessions by Stakeholders • There will be no airport charges • Reduced Service tax on tickets (on 10% of the taxable value) for 1 year initially • Reduced Excise duty at 2% on ATF picked at RCS airports • State government will provide police and fire services free of cost. Power, water and other utilities at concessional rates • Creation of Regional Connectivity fund for VGF through a small levy per departure on all domestic flights other than Cat II / Cat IIA routes, RCS routes and small aircraft below 80 seats at a rate as decided bythe Ministry from time to time • VGF to be shared between MoCA and State Governments in the ratio of 80:20. For the North Eastern States, the ratio is 90:10

Route Dispersal Guidelines (RDG) • Category I to be rationalized based on a transparent criteria, i.e., flying distance of more than 700km, average seat factor of 70% and above and annual traffic of 5 lakh passengers • The percentage of Cat.I traffic to be deployed on Cat.II, and IIA will remain the same while for CATIII it will be 35%. Routes to Uttarakhand and Himachal Pradesh included in Category II • Revised categorization to apply from winter schedule of 2017 • There view of routes will be done by MoCA once every5 years

• Withdrawal or revision of domestic operations to and within North East Region etc, subject to full compliance of RDG, can be done under prior intimation to MoCA at least three months before withdrawal or revision of the service

5/20 Requirement • Replaced with a scheme which provides a level playing field • All airlines can now commence international operations provided that they deploy 20 aircraft or 20% of total capacity (in term of average number of seats on all departures put together), whichever is higher for domestic operations

Bilateral Traffic Rights • GoI will enter into 'Open Sky' ASA on a reciprocal basis with SAARC countries and countries located beyond 5000 km from Delhi • For countries within 5000 km radius, where the Indian carriers have not utilised 80% of their capacity entitlements but foreign carriers / countries have utilised their bilateral rights, a method will be recommended by a Committee headed by Cabinet Secretary for the allotment of additional capacity entitlements • Whenever designated carriers of India have utilised 80% their capacity entitlements, the same will be renegotiated in the usual manner.

Ground Handling Policy • The Ground Handling Policy/ Instructions/Regulations will be replaced by a new framework: • The airport operator will ensure that there will be three Ground Handling Agencies (GHA) including Air India's subsidiary/JV at all major airports as defined in AERA Act • At non-major airports, the airport operator to decide on the number of ground handling agencies, based on the traffic output, airside and terminal building capacity • All domestic scheduled airline operators including helicopter operators will be free to carry out self-handling at all airports through their regular employees • Hiring of employees through manpower supplier or contract workers will not be permitted for security reasons

Airport PPP/AAI • Encourage development of airports by AAI, State Governments, the private sector or in PPP mode • Future tariffs at all airports will be calculated on a 'hybrid till' basis, unless specified otherwise in concession agreements. 30% of nonaeronautical revenue will be used to cross- subsidise aeronautical charges • Increase non-aeronautical revenue by better utilisation of commercial opportunities of city side land • AAI to be compensated in case a new greenfield airport is approved in future within a 150 km radius of an existing unsaturated operational AAI airport (not applicable to civil enclaves)

Aviation Security, Immigration and customs • MoCA will develop 'service delivery modules' for aviation security,

ROTOR INDIA - QE 30 JUNE - 2016

<<FOCUS ON CIVIL ISSUES>>

DGCA Draft Circular on UAS Civil Operations, a good beginning Our expert on UAS, Lt Gen Balli Pawar who has gone through the Draft Circular on UAS civil operations believes that it is a good beginning and in the right direction. Related to the Circular, he has made following comments / observations:a. The category of UA has been given as Micro, Mini, Small and Large based on the weight dimension. It is not clear as to on what fundamentals are these based up on. For example the Ssmall Category covers from 20 kg to 150 kg this does not stand to logic as one cannot have such a large range for small UAS. Also does this mean that all the above categories of UAS will be able to operate for civil usage after getting the necessary clearances from DGCA including the large UAS over 150 kgs in wt.The FAA on the other hand is working on the following specifications for civil use of small UAVs:- UA must weigh less than 25 kg - Maximum altitude of 500 feet above ground level - Max airspeed of 100 mph (there is no mention of speed in DGCA draft circular) There are a host of other conditions laid down in the proposed regulations. b. Sensors - a very important aspect which also impacts security. What sensors can be fitted. Is there any restriction. The over 150 kg UAS could opt for sensors which may have security implications. c. Security - a very serious issue keeping in mind the security

Immigration, Customs, quarantine officers etc in consultations with respective Ministries/Departments • Allow Indian carriers to provide security services to other domestic airlines subject to approval of BCAS • Encourage use of private security agencies at airports for non- core security functions to be decided in consultation with MHA • Such agencies should be registered under the Private Security Agencies (Regulation) Act, 2005 and will also be separately accredited by BCAS • Subject to minimum benchmarks being met, security architecture at the different airports will be proportionate to the threat classification and traffic volume.

Helicopters and Charters I • Separate regulations for helicopters will be notified by DGCA after due stakeholder consultation • MoCA to coordinate with Govt agencies and other helicopter operators to facilitate Helicopter Emergency Medical Services • Helicopters will be free to fly from point to point without prior ATC clearance in airspace below 5000 feet and areas other than controlled or prohibited or restricted airspace • Airport charges for helicopter operations will be suitably rationalized • The existing policy of allowing Inclusive tour package charters will be further reviewed to include more categories of passenger charter flights recognised globally.

environment in India. Strategic Assets in terms of Nuclear Installations will have to be addressed in a more holistic manner with the involvement of the Home Ministry. While the circular talks of clearances from local authorities, this may result in bottlenecks. The use of even a mini UAS as per the category above by criminals/terrorists etc for terror strikes is a grave issue and must form part of the circular under security. d. The circular does not mention anything about requirement of infrastructure especially for operating larger UAS. Without this the operators may resort to short cuts resulting in adverse occurrences. e. Privacy - The issue of privacy is very important. While this does not fall under the jurisdiction of DGCA, the Telecommunications Ministry and the Home Ministry will have to be co-opted.

Maintenance, Repair and Overhaul The MRO business of Indian carriers is around Rs 5000 crore, 90% of which is currently spent outside India. In the budget for 2016-17, customs duty has been rationalised and the procedure for clearance of goods simplified. Further incentives proposed in the policy to give a push to this sector: • MoCA will persuade State Governments to make VAT zero- rated on MRO activities • Provision for adequate land for MRO service providers will be made in all future airport/heliport projects where potential for such MRO services exists • Airport royalty and additional charges will not be levied on MRO service providers for a period of five years from the date of approval of the policy

Aviation Education and Skill Building Estimated direct additional employment requirement of the Civil Aviation Sector by 2025 is about 3.3 lakh . All training in non licensed category will conform to National Skill Qualification Framework standards. MoCA will provide full support to the Aviation Sector Skill Council and other similar organisations/agencies for imparting skills for the growing aviation industry . There are nearly 8000 pilots holding CPL but who have not found any regular employment. MoCA will develop a scheme with budgetary support for Type- rating of Pilots. The detailed scheme will be worked out separately. *** UM/RS

ROTOR INDIA - QE 30 JUNE - 2016

<<FOCUS ON CIVIL ISSUES>>

Team RWSI Suggests Action Plan for Enhancing Safety of Offshore Operations

In finding solutions to Safety Issues related to Heli-Ops in Offshore Role including Medevac at Night from Offshore Installations in Mumbai High, major helicopter operators involved in offshore flying in Mumbai High (such as PHL, GVHL and Heligo Charters), major users (ONGC and RIL) involved in Exploration & Production work and concerned AAI and DGCA officials handling the subject met at the DGCA Hqs Conference Hall, New Delhi on 03 May 2016. We understand that the night offshore operations in Mumbai High primarily for medical evacuations were discontinued recently as the rules do not permit VFR operations at night beyond the vicinity of airfield. As an interim measure, DGCA has permitted medical evacuations by helicopters at night from Approved offshore installations under VFR up to Mumbai Approach Control and then onward under IFR to Santa Cruz Airport. This special dispensation by DGCA for carrying out night medevac by VFR has been the focus of debate. Since the beginning of helicopter ops (offshore) in Mumbai High four decades ago, the offshore flights to Mumbai High have always been undertaken under visual meteorological conditions under Visual Flight Rules. As the airspace west of Mumbai Airport (Santa-Cruz) below FL070, being an uncontrolled air space, only limited Communication & Navigation facilities and Airspace management are available which precludes any IFR flights to the offshore installations in Mumbai High. Over the last decade, significant improvements have taken place in the capability of helicopters used by Exploration & Production Agencies like ONGC / RIL / BG / Cairn etc. in offshore sector. The modern helicopters now being used such as AW 139, Bell 412 and AS365 N3 are kitted and certified for operating under Instrument Flight Rules (IFR). E&P Oil companies engaged in offshore helicopter operation employ only those helicopters that are certificated for IFR operations. These helicopters are capable of operating under IFR in offshore sectors with instrument rated aircrew and have capabilities to carry out medical evacuations offshore at night under IFR subject to the helidecks at the offshore installations being equipped for night operation. It is important that the pilots are trained periodically at the approved offshore helidecks

to enable them to handle the role safely. To ensure smooth and safe flow of helicopter traffic to offshore installations even under marginal weather conditions (such as during monsoon), there is a crying need to establish effective Communication and Navigation facilities and Airspace management in Mumbai High area. This can only be ensured by converting the airspace west of Mumbai Airport (Santa - Cruz) below FL- 070 to a controlled air space. Growing Intensity of Flying needs better ATS for Safer Flights. Time has come now for AAI to improve the ATS facilities in the Region as the helicopter usage has intensified with increased offshore activities. These activities are bound to grow with major E&P Agencies that are prospecting in deeper waters up to a distance of 200 NMs. With increasing number of personnel deployed in offshore installations, the requirement to meet medical emergencies 24X7 by helicopters is also the need of the hour. Regarding night medevac from Krishna Godhavar Basin, airfields at Rajahmundry, Vishakhapatnam and Vijayawada are capable for night ops but have limited watch hours which presented a challenge as any flight after dark needed a lead time of at least three hours to launch. Dhirubhai Ambani Heliport at Gadimoga is a very well equipped heliport with extensive facilities. RIL is prepared to invest and upgrade the facilities to obtain IFR approval for this helibase. Request was made by both the oil and gas companies to permit night VFR ops to cut down on reaction time and improve availability of helicopters for medevac at night. In the concluding remarks at the meeting, Mr. JS Rawat, JDG, DGCA who chaired the Session asked RWSI to give a comprehensive proposal for action points for various stakeholders including operators, ONGC, AAI and DGCA for enhancing safety and flexibility of offshore operations especially night medevac operations. Accordingly, Team RWSI worked on the subject and prepared a Short, Mid and Long Term action plans. The Action Plan was handed over to Smt. M. Sathiyavathy IAS Director General Civil Aviation on 02 Jun16 by Team RWSI comprising of Air Vice Marshal K Sridharan VM (G), President RWSI, Lt Gen B S Pawar President RWSI (WR), Capt Ramesh Mallik Secy Gen RWSI and Capt V Mathur CGI RWSI.

ROTOR INDIA - QE 30 JUNE - 2016

<<FOCUS ON CIVIL ISSUES>>

Team RWSI Recommendations for Enhancing Safety of Offshore Operations in Bombay High As the airspace west of Mumbai Airport (Santa-Cruz) below FL-070, being an uncontrolled air space, only limited Communication & Navigation facilities and Airspace Management are available which precludes any IFR flights to the offshore installations in Mumbai High. The only solution is to convert the airspace West of Mumbai from uncontrolled to IFR enabled airspace to enable helicopters not only to operate safely over sea under IFR at night but also under marginal weather conditions during monsoon. Team RWSI Recommendations are covered in the succeeding paragraphs.

Short, Mid and Long Term Solutions to the Problem PHASE-1 (Immediate measures of releasing MEDI-EVAC from night approved helidecks to Mumbai): (a) Take off visually from night approved helidecks and then convert into an IFR rule to allow operation in VMC (Refer CAR Section 8 Series H Part 2 PARA 4.1.3), (b) The existing ATS routes from night approved helidecks to MUMBAI may be redesignated as Class-F airspace till reaching Mumbai CTR and then Class D in Mumbai CTR, (c) Provide repeater station at a suitable rig that would facilitate Mumbai Approach control to provide advisory service to IFR helicopter traffic till it reaches its CTR and thereafter vector the aircraft for an approach to Mumbai runway for landing. Till such time, the relay of messages through other traffic may be allowed apart from departure messages that can be passed to Mumbai ATC on telephone. PHASE-2 (Mid Term Solution) - Night Departure from approved off shore helidecks to Mumbai main airport may be undertaken after establishing VHF repeater stations at suitable locations, ATS routes specifically for IFR and approving Instrument Approach Procedures for approved helidecks; (a) The existing route(s) be redesignated as an ATS route with ATS classification as Class F outside Mumbai CTR (Control zone 25 NM from BBB). If there are no ATS route(s), establish an ATS route from JUHU airport to a central point to say “ICP/NQO/HEERA” and branch off to individual rigs from this route. This would enable the flow of helicopter(s) on ATS route(s) which would enable provision of Advisory service outside Mumbai CTR and Control service within CTR, (b) Establish Minimum Flight Altitude as applicable to IFR flights, (c) Establish repeater station(s) (RCAG-Remote Controlled Air Ground Communication) of approach control frequency on a suitable platform between 60 to 90 NM from JUHU for continuous VHF communication so that advisory service can be provided to IFR Helicopter traffic, (d) Inbound flight can file an IFR flight plan, (e) Establish ATZ (Aerodrome Traffic one) of Class-F status around approved helidecks of Radius of 5 to 10 NM where aerodrome information for takeoff/landing can be given by suitably trained person say the Radio Officer, (f) Since all approved helidecks are provided with NDB it can be used for both navigation and approaches. This will need establishment of Non

Precision Approach (NPA) at helidecks & suitable marking and lighting for landings in IMC, (g) Minimum lighting suitable for night helicopter operation is made available on the approved helidecks, including HAPI (helicopter approach path indicator), (h) As per CAR Section 8 Series H the minimum visibility requirement is only 1000 M. Each Helideck should be analyzed for the obstacles with respect to available FATO before arriving at actual MDH. As the Minimum Decision Height for NDB approach will be around 350 feet Above Obstacle Limit (AOL), (j) Since the MEDI-EVAC helicopter is fully equipped for IFR and requirement being occasional, helicopter can squawk an SSR code that would facilitate easy identification of the helicopter and provision of ATC services by Mumbai ATC, (k) With augmentation of night landing facility as mentioned above night IFR Medi-Evac operation can be permitted from approved helidecks to VABB (Mumbai) airport,(l) With the above augmentation MEDI-EVAC helicopter may operate Mumbai to RIG as well during IMC/Night on IFR flight rules. PHASE-3 (Longer Term Solution) - Juhu Airport being equipped for Day & Night IFR operations; (a) Establish a CTR at Juhu Airport, clear of Mumbai CTR with an ATS route corridor, (b) Put up an NDB & night landing light facilities including HAPI, (c) Get a repeater of Mumbai SSR facility at Juhu Airport. (d) Allot discrete Squawk codes for helicopters that won’t clutter Mumbai radar screen but paint in Juhu Airport radar screen so that they can be used for identifying and vectoring helicopters in and out of Juhu Airport, (e) Publish NDB approach procedures with Operating minimum visibility of 1000 M which will support IFR operations in IMC, (f) Since all helicopters carry GPS/GNSS Navigation and GPS enabled arrival and Non Precision Approaches may also be established, (g) Even Mumbai VOR (BBB) DME arc procedures may be established to bring helicopters for the final approach track of Juhu Airport for an NPA so that they may not conflict with Mumbai traffic. The above augmentation will upgrade Juhu Airport into fully IFR airfield for Day / Night operation. The conversion of the airspace West of Mumbai from uncontrolled to IFR enabled airspace may be handled in a phased manner. It may start by accommodating departures from approved helidecks to Mumbai during night. Then regular IFR operation to Juhu Airport may commence during day time can be approved where all helicopters file Y as flight rule till the vicinity of Juhu Airport and then switch over to VFR for landing. Departure from Juhu Airport will be on VFR rule and then change over to IFR to approved helidecks (Z flight rule). After equipping Juhu Airport for Day & Night IFR operations, regular DAY/NIGHT operation from /to Juhu Airport can be taken up. A comprehensive proposal for action points for various stakeholders including Helicopter Operators, ONGC, AAI and DGCA for enhancing safety and flexibility of offshore operations especially night medevac operations are attached at page-6&7. By Team RWSI

ROTOR INDIA - QE 30 JUNE - 2016

Sl. No.

Essential Requirement

Action Required to Upgrade to Controlled Airspace

Time Frame

Controlled Mumbai CTR (Control Zone) Airspace for IFR is 25 NM radius and Ground Operations to FL070.

Controlled Airspace beyond 25 NM below FL070 in arc from radial 2100 to 3100 up to 120 NM

Communication

VHF frequency range Mumbai / Juhu 42-50 NM at low level

1. Readjustment of VHF antenna at Juhu to increase low level range. 2. Repeater VHF stations 2 or 3 to be established on offshore platforms to cover the entire Bombay High airspace. 3. ONGC and AAI should liaise to establish locations and maintenance procedures.

Navigation Facilities

(a) Mumbai VOR & DME, range at low level 40 â&#x20AC;&#x201C; 50 NM. (b) Low power NDB available at all major permanent platforms. Available at request by aircraft. (c) Onboard GPS available on all helicopters for navigation. ADS-B facility available at Mumbai up to 30 NM. Few helicopters have on board compatible transponder available.

1. May require 24X7 NDB facilities at Reporting Points and on approved helidecks. 12 to 18 months 2. ADS-B facility may be extended for the entire proposed airspace. 3. A remote radar scope to be provided to Juhu approach control. The transponder code allocated should be such that it does not interfere with the two traffics. 4. Operators be directed to install ADSB/Gagan compatible transponder on their helicopter.

Airspace Management Control

Juhu Airport / Controls Traffic up to 25 NM on VHF. All inbound traffic contact Mumbai approach after crossing 50 NM for landing at Juhu Airport. All traffic beyond 25NM outbound relay information to BLQ (ONGC) platform for information only.

a) To upgrade Juhu Airport to IFR. Establish Juhu approach controls zone to avoid interference between 12 to 18 months fixed wing and helicopter traffic. b) It is suggested, a separate control for management of low level helicopter traffic in the area be setup at Juhu approach control. c) Controlled Airspace beyond 25 NM below FL070 in arc from radial 2100 to 3100 up to 160 NM

ATS routes

a) None. Operator and users have created routes beyond 25 NM to offshore locations for vertical and horizontal separation. All routes below 3000 feet operating on QNH Mumbai. Not approved by any agency.

Existing Facility Available

Stipulate All helidecks on platforms HAPI/GPI have lighting system as installation and approved by ICAO. upgrade helideck lighting standards.

Met facilities

NIL

a) Require to formalize routes based on existing navigational facility to central point from where traffic can proceed visually under field control. These ATS routes be designated as IFR routes. b) Approach procedures to be formulated for approved helidecks and promulgated.

2 months

Airport Authority of India

6 to 9 months

AAI, ONGC

ROTOR INDIA - QE 30 JUNE - 2016

ONGC, AAI & Operators

AAI & DGCA

2 to 3 months

AAI / Operator

3 months

Action by ONGC & other E&P Agencies

Upgrade Helideck lighting with LED lights

1. Installation of Automatic Weather Station (AWS). 2. Regional forecasting Station (Mumbai) should provide area QNH for use of all helicopters operating in the proposed area below 3000ft.

Agency Action by

IMD 3 months

Secondary Actions 8.

10.

Preventive Measures on recurrence of Incidents /Accidents to Helicopters involved in offshore work.

No system in existence

Safety Audit of Helidecks by Independent Agency

Prior to clearing helidecks for night operations, Safety Audit of Helidecks needs to be carried out by Independent Agency.

Regulatory Guidelines Review CA 9-C-1/ grant Needs to be issued. waiver for night medevac “ Review Night Flying Training Requirements at offshore helidecks which were withdrawn.

11.

12.

13.

If the cause of the incident /accident is known, proative measures must be taken in time to prevent recurrence of ASAP incident /accident for similar reason.

File Difference with ICAO

& other E&P Agencies

Not cleared

Action by ONGC & other E&P Agencies

1-2 months

1 month

Clear ONGC Dispersal Not cleared as yet at Juhu Airport for Night Medevac Operations

Operators

Approval Needs to be issued for Night Flying Training at approved offshore helidecks.

Create an empowered Joint Task Force with major stakeholders for speedy implementation of the Action Plan.

Juhu Airport to be equipped for IFR operation both during DAY/NIGHT

as required by ONGC

DGCA & Helicopter

ONGC's dispersal at Juhu and RIL terminal at Gadimoga to be cleared for night medevac operations once 3months enhancement of minimum equipment such as lighting and HAPI / GPI are installed. This should be done on a priority to help avoid unnecessary delays in the recovery of patients and, effectively enable the policy of “3 to agree” to be an effective means of operation.

To be equipped for IFR operation both during DAY/NIGHT

ROTOR INDIA - QE 30 JUNE - 2016

12 to 18 months

DGCA

ONGC & AAI

AAI

<<HELI-NEWS (MILITARY)>>

India’s Light Combat Helicopter to Start Weapons Trials

A prototype of the Light Combat Helicopter (LCH), currently under development by Hindustan Aeronautics Limited (HAL) for the Indian Army (IA) and Indian Air Force (IAF) will conduct weapons trials in July and August, Indian Minister of State for Defense Rao Inderjit Singh told the Indian Parliament in a written statement this week. “The Certification Firing Trials with integration of mission sensors such as electro optical system, helmet pointing system and weapon systems like air to air missiles, turret gun and rockets are planned during July-August 2016,” the statement reads. The LCH successfully fired 70 millimeter rockets during this year’s “Iron Fist” military exercise held in March in the Thar Desert in Pokhran, Rajasthan in northwestern India. “The flight trials were successful with respect to system integration, structural integrity, noise and vibration, functionality of system and safe separation of rockets,” Singh elaborates in his statement. Four LCH prototypes are currently undergoing flight trials, according to HAL. The LCH technology demonstrator completed hot and high altitude trials in September, hot weather flight trials in June, and cold weather flight tests in February, 2015.•

Russia to ink Ka-226 Helicopter manufacturing deal with India

Russia will sign a joint manufacturing contract with India for 200 Ka226T light utility multirole helicopters before the end of the year, the head of the Russian state technology corporation Rostec’s international cooperation department said on 21 Apr 16. “So far we have an intergovernmental agreement, but we hope to draft and sign a contract with India before the end of the year. Accordingly, practical work on site will start from the beginning of 2017,” Viktor Kladov told RIA Novosti. He specified that the agreement,

signed during Prime Minister Narendra Modi’s December 24 visit to Russia, details the production of at least 200 helicopters.“We are ready to transfer to the Indian side all that India is able to manufacture domestically. The first batch of helicopters will be made in Russia, and the next will be assembled in India with a strong degree of localisation,” Kladov added. Kladov noted that the helicopter’s design allows it perform a variety of functions, including reconnaissance and target designation, search and rescue, as well as medical missions.•

India is eyeing for exports: LCA Tejas, BrahMos, LCH, Akash missile & AEW&C It is reported that Defence Minister Manohar Parrikar wants India's defence exports to reach $2 billion in the next two years, from the current level of $300 million. Indigenously developed defence products, be it India's missiles, aircraft or helicopter, have generated interest in the global market, especially from African and Latin American countries. According to a PTI report, India is in talks with "certain" countries in Africa for possible export of the indigenous Light Combat Helicopter (LCH). LCH is a 5.5-tonne class combat helicopter designed and developed by HAL. Its features include sleek and narrow fuselage, tricycle crash worthy landing gear, crash worthy and self-sealing fuel tanks, armour protection, nuclear and low visibility features which makes the LCH lethal, agile and survivable. Designed for anti-tank and anti-infantry roles with a maximum speed of 275 kilometers per hour, the LCH is also capable of high-altitude warfare since its operational ceiling will be 16,000 to 18,000 feet. "With great value for money, the helicopter is an attractive buy for many countries. The countries interested in the LCH in the current form do not need high features like air to air missiles. For them turret gun along with some other features work," a senior defence official has said.

IN Ships from Kochi deployed for Assistance in Sri-Lanka Two Indian Navy warships, INS Sutlej and INS Sunayna were deployed to Sri-Lanka on 20 May 16 to provide assistance consequent to the calamity caused due to the cyclone “Roanu”. The ships sailed from Kochi with 30-40 tons of relief material which includes inflatable rafts, fresh water, medical supplies, clothing and other provisions necessary for disaster relief operations and reached Colombo harbour on 21 May 16 during the morning hours. A Chetak helicopter had also embarked for the deployment. The decision to deploy the ships was taken by the government late in the night, on 20 May 16 in response to the request for assistance from Sri-Lankan government. Both the ships of the Southern Naval Command were made ready within six hours after the directives were received. The ships, in addition to providing the relief material, would also be participating in the rescue and relief efforts.•

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Sl. No

Company (Location)

Aircraft Type

Reg. No.

Capacity / Year

Sl. No

Company (Location)

Aircraft Type

Reg. No.

Capacity / Year

Sl. No

Company (Location)

Aircraft Type

Reg. No.

Capacity / Year

Sl. No

Company (Location)

Aircraft Type

Total NSOP =182

Reg. No.

Capacity / Year

* De-registered Helicopters

Total Govt/PSUs =30

Total Private = 36

R W S I

<<MILITARY-INDIAN AIR FORCE>>

IAF Helicopters Join Fight to douse Uttarakhand Forest Fires On 01 May 16, two IAF helicopters joined the fire fighting operations in Uttarakhand, ferrying water through the Garhwal and the Kumaon hills and dumping it in fire affected areas inaccessible to forest personnel. The fire had been spreading rapidly across 2,269 hectares of forests . Villagers in many districts kept awake at night to try and protect their houses and cattle from the creeping blaze. Wild animals, including snakes, leopards, monkeys and barking deer, moved closer to human

habitations, as they were pushed out of the forests by fire and smoke. Hoping to cut off the spread of fire, the IAF helicopters stationed near Nainital and Srinagar (Kumaon) drew water from the Bhimtal lake and a river in Srinagar using 3,500-litre â&#x20AC;&#x2DC;Bambi Bucketsâ&#x20AC;&#x2122;. However, smoke and fog delayed the air operation. A third Mi-17 helicopter arrived at Nainital on 02 May 16. Two of the helicopters were deployed in areas near Nainital and one was deployed near Srinagar.

Induction of KA-226 Delayed In its latest report, Parliament's Standing Committee of Defence has listed 10 contracts worth over Rs.6,728 crore that are unlikely to be signed this year. This includes procurement of 56 new aircraft to replace the ageing HS-748 Transport aircraft, 48 medium-lift helicopters, six mid-air refuelling tankers, 20 Hawk advance jet trainers and 38 Pilatus basic trainers. The wait for the KA-226 reconnaissance and surveillance helicopters has also lengthened.

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<<MILITARY-INDIAN AIR FORCE>>

Seminar on “Make in India for Indian Air Force” A one day seminar on “Make in India for Indian Air Force’ in collaboration with CII was held at Air Force Auditorium, Subroto Park, New Delhi on 19 Apr 16. Hon’ble Raksha Rajya Mantri (RRM), Sh Rao Inderjit Singh was the chief guest of the event and in his key note he said that “A number of measures have been taken by the Government of India to promote indigenous development and manufacture of defence equipment. The DPP 2016, revised offset policy and enhanced FDI in defence sector are some such measures which offer several incentives to the private industry to participate in defence production. I am glad that this seminar is being held and the Indian Air Force and CII has come together to participate in the same platform. The Indian Air Force has prepared its indigenization requirements for future technologies and new weapon system capabilities that they plan to induct, in the form of this form of this booklet”. Before the release of the booklet on “Indigenisation Roadmap for the Indian Air Force” he said that “It would provide useful inputs to the industry to map their potential with the requirements of the Indian Air Force”.

Hon’ble Raksha Rajya Mantri, Rao Inderjit Singh addressing the gathering during Seminar on ‘Make in India for Indian Air Force’ held at Air Force Auditorium, Subroto Park, New Delhi.

The Chief of the Air Staff Air Chief Marshal Arup Raha gave the inaugural address. While delivering the address the CAS stated “IAF is in the process of modernizing and expanding its inventory to keep up with the changing geo-political scenario and emerging threat perception. There exists a huge potential for indigenization in the manufacturing of capital equipment and their maintenance spares. Economical and optimal exploitation of such a potential by the Indian Industry would lead to greater self reliance”. During the morning session-‘Indigenisation of Capital Equipment’ followed by ‘Indigenisation for Maintenance and Sustenance of Aircraft Fleets and systems’ were covered. In the afternoon session - ‘Quality Assurance and Certification of Indigenious Equipment’ and ‘MRO in Military Aviation : IAF perspective and Industry Capability’ were discussed.•

Dedicated Helicopters Required for the VVIP Flights After the botched up AgustaWestland deal, the three AW101 VVIP helicopters that were inducted into Air Hqs Communication Sqn of the IAF have been stowed in protective casing in a hangar at the Palam Air Force Base. As a result, the Communication Squadron has to depend on its mix of Mi8 helicopters and Mi17 V5s to fly the President, Prime Minister and other dignitaries. Since the IAF was not happy with this ‘stop gap’ arrangement which it has been forced into had approached the government to acquire specialized helicopters for the communication of VVIPs. The matter now lies at the doorstep of the Cabinet Committee of Security (CCS). Even before the cancellation of the VVIP helicopter deal on January 1, 2014, the IAF kept aside 11 Mi-17V5 helicopters for upgrade. These retrofitted helicopters are for use in VVIP communication role. It is learnt that at least five such helicopters will be joining the Communications Squadron shortly and the rest will be delivered to them progressively. The experts in IAF feel that these upgraded

helicopter should at best be used temporarily for VVIP communication role. Besides, the diversion of these Mi-17V5 helicopters for usage of VVIPs will degrade its own operational capability in meeting its operational commitments. In fact, Defence audit wing of C&AG (Air Force and Navy) in their Audit Report No. 7 of 201011 on Operation and Maintenance of Mi series Helicopters in IAF had observed that “Although IAF did not possess adequate number of Medium Lift helicopters to meet its operational commitments, Air Hqs modified and diverted seven such helicopters from their assigned role during 200307 for VIP use (at Para 1.2.1.6 of Part II of the Report). It is unfortunate that IAF has been forced into similar action again.• ROTOR INDIA - QE 30 JUNE - 2016

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<<MILITARY-INDIAN ARMY>>

Army's 'Shatrujeet' Exercise Concludes A two-month long exercise "Shatrujeet" concluded on 23 Apr’16 in the presence of Chief of Army Staff, General Dalbir Singh in Bikaner in Rajasthan. General Singh, who witnessed exercise Shatrujeet on April 22 and 23, reportedly expressed satisfaction over the conduct of the exercise, declaring it as successful. During his visit, General Dalbir reviewed complex and integrated operational maneuvers of the formation”. Such exercises are conducted from time to time to train our men,” the Army Chief told media persons and declared the exercise as successful. He further stated that the Corps practiced and honed their the 'war fighting skills' during the exercise. Synergy between the Indian Army and the Indian Air Force in executing air-land battle and the ability to orchestrate battle in networkcentric environment were successfully validated. Aimed at 'sharpening' the army’s deep strike capabilities in enemy territory, the exercise saw the participation of over 30,000 soldiers.

Acquisition of Defence Equipment Modernisation of Army is a continuous process based on threat perception, operational challenges and technological changes to keep it in a state of readiness to meet the entire spectrum of security challenges. The equipment requirements of the Army are reflected in the planning process which includes 15 year Long Term Integrated Perspective Plan (LTIPP), five year Service-wise Capability Acquisition Plan and two year roll-on Annual Acquisition Plan. Capital Procurement of Defence equipment is carried out as per Defence Procurement Procedure (DPP). Ageing of equipment is a natural process and is dealt with through proper maintenance, obsolescence management, upgrades and acquisition of new equipment. During the 11th Plan period, 180 numbers of contracts have been signed with cumulative value of Rs.63,172.80 crore and in the 12th Plan period (2012-13 to 201516), 95 numbers of contracts have been signed with cumulative value of Rs.40685.45 crore for Capital Acquisitions of Army. The equipment contracted include helicopters, Tanks, Missiles, Rockets, UAVs, Radars, Simulators and vehicles. This information was given by Defence Minister Shri Manohar Parrikar in a written reply to Shri G. Hari and Dr. P. Venugopal in Lok Sabha.

DHRUV Helicopters The details of Dhruv Advance Light Helicopters (ALH) inducted in Armed Forces so far is given below:IAF 66

Army 78

Navy 8

Coast Guard 4

Indian Army has initiated a case for procurement of Reconnaissance and Surveillance Helicopters (RSH) to replace its helicopters due for de-induction. The Defence Acquisition Council (DAC) has accorded Acceptance of Necessity (AoN) for 200 Kamov 226T helicopters for which an Inter-Governmental Agreement (IGA) has been signed with the Russian Government in December 2015. This information was given by Minister of State for Defence Rao Inderjit Singh in a written reply to Dr. K Gopal in Lok Sabha.

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<<MILITARY-INDIAN NAVY>>

De-induction of Sea Harrier and Induction of MiG 29K Fighter Aircraft The illustrious and unique Sea Harriers of Indian Naval Air Squadron (INAS 300) were given a befitting farewell in a function organised at INS Hansa,Goa. The function was attended by Admiral RK Dhowan, Chief of the Naval Staff, Vice Admiral Sunil Lanba, Flag Officer Commanding in Chief Western Naval Command, serving and retired Officers and Men of the Indian Navy and all personnel who have served in the INAS 300. Speaking on the occasion Admiral RK Dhowan lauded the stellar role played by the squadron in the defence of the country and acknowledged the professionalism of the pilots, the maintainers and all those personnel associated with flying and maintaining the aircraft in peak efficiency during their service. He said that the rich legacy would continue as the baton is being passed on to the proud young crew of the MiG 29K squadron who have been successful in seamlessly integrating the fighters with INS Vikramaditya in the shortest possible time. In appreciation of the faithful service to the nation by INAS 300 ‘White Tigers’,an impressive ceremony was held on 11 May 2016 which saw the Sea Harriers fly for one last time, and MiG-29K flanking their outgoing cousins and ceremoniously taking their place. The air display included supersonic pass by MiG 29s and formation flying by two each Sea Harriers and MiG 29Ks. The composite air display symbolized a smooth transition from the old to the new in continuance with the proud legacy of the INAS 300. On completion of the Air display, “washing down of the Sea Harriers” was carried out in a traditional manner. A first day cover was also released by Admiral RK Dhowan to mark the occasion.The White Tigers or INAS 300 who stand for excellence, determination and aggressive

spirit, heralded the era of carrier borne aviation into the Indian Navy. Almost six decades ago the squadron was commissioned at RNAS Brawdy with its distinctive ‘White Tiger’ logo and equipped with the Sea Hawk aircraft. After providing yeoman service for over two decades, the squadron was subsequently reincarnated with Sea Harriers in 1983. This premier carrier borne fighter squadron achieved iconic status in the Indian Navy with its distinguished service, receiving numerous gallantry awards which include one Maha Vir Chakra, four Vir Chakras and one Nau Sena Medal. From the time the white tigers came into being, ‘Three Hundred’ as the squadron is colloquially called, brought about transformational change in concept of naval operations. INAS 300 with its potent sea harriers formed the teeth of naval combat power and consequently was the center piece of naval operational strategy. With their professionalism, the White Tigers assured control of these as by ensuring air dominance for the Carrier Battle Group and were a force to reckon with, with their combat skills appreciated by many which included foreign navies as well as the Indian Air Force.•

Naval Commanders’ to Focus on Security Challenges in Indian Ocan Region A three day Naval Commanders’ Conference was held at New Delhi w.e.f 21 Apr 2016. The conference was held in the wake of the very successful International Fleet review (IFR) held by the Navy at Visakhapatnam in Feb 2016. This was apart from a number of other notable operational activities such as the first Combined Commanders’ Conference on board Vikramaditya in Dec’15. The Chief of the Naval Staff Admiral RK Dhowan chaired the conference and reviewed various aspects involving operations, acquisition of assets, personnel and logistics issues. The conference focussed on review of the combat readiness and operational preparedness of the Navy including coastal security in the IOR. Hon’ble Defence Minister Shri Manohar Parrikar addressed and interacted with the Naval Commanders on the opening day of the conference. The conference provided an opportunity to the Naval Commanders’ to interact with MoD officials on relevant issues to further military synergy . During the conference, Naval Commanders’ discussed the timelines for capital inductions of the Navy in consonance with the ‘Make in India’ initiative. The major infrastructure upgrades of the Navy with special emphasis on Aviation assets were also be reviewed. The

Commanders deliberated on various aspects of the Navy’s roadmap for the future such as the key technology enablers, improving logistics and the numerous initiatives to further strengthen cyber security in the Navy. The conference also reviewed the numerous measures taken to improve the service and living conditions of sailors and civilian personnel. The year 2016 has been earmarked as the ‘Year of the Civilian Personnel’ and accordingly, schemes to improve quality of life and service conditions within the Navy were discussed during the conference.•

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<<Special Report-HPI-2016>>

Presentations made by Panelists at the Technical Session-I&II at Heli Power India-2016 (Military) TECHNICAL SESSION - I Combat Potentials of Next Generation Helicopter

(L to R) Wg Cdr Unnikrishna Pillai (Retd), Chief Test Pilot (RW), HAL & President RWSI Southern Region; Comodore Himanshu S Sapre, Principal Director Aircraft Acquisition, Naval HQs; AVM Rajesh Isser AVSM VM, SOA, CAC; Major General Kanwal Kumar, Additional Director General, Army Aviation, Army HQs;Mr.Bradley (Brad) Rounding, Manager, Global Sales & Marketing, Vertical Lift at Boeing Defense, Space & Security and Wg Cdr NS Krishna (Retd.) YSM, Secy RWSI (SR).

Opening Comments by Chairman AVM Rajesh Isser AVSM, VM, SOA, CAC “Ladies and gentlemen First of all I must complement AVM Sridharan and RWSI for doing wonderful work. You are absolutely single organization, looking after the helicopter interest in this country. I will briefly talk as a helicopter pilot who is fortunate to see some combat in his 30+ years of service. Let me talk a few things based on what I saw in actual wars and combat operations, as a helicopter pilot during this time. You heard the Vice Chief of Air Staff, when he said, that we have to think in terms of compact packages. You would be surprised, that during the Iraq war when the Iraqi air force was completely decimated and there was no air opposition, 30 Apaches in one night went for operational raid inside Iraq, and all of them got shot at by the ground fire. All of them had to return with battle damages. They were out for the rest of the war as they were being repaired. Such capable machines being taken out by ground forces with rudimentary small arms fire was a great loss to the coalition forces against Iraq. Similarly, in Afghanistan

in famous battle for Shahidpur, 8 Apache helicopters were tasked to route out the opposition completely . However, in this raid, all 8 helicopters were attacked by the opposing ground forces with their small arms. All helicopters were severely damaged. They all had to be pulled out. Subsequently, 2-3 super Cobras helicopters went and ended that work well. I am not comparing apples with oranges. However, this context is extremely important to us. Our helicopters in the foreseeable future war will be employed in the mountains. Our wars are going to take place with unfriendly northern and western neighbors. It is going to take place in Kashmir & Arunachal Pradesh, the two Border States in Himalayas. That is where our helicopters have to perform. Is there a machine which is capable of doing it? I hope HAL will cover the production of new version of Dhruv Mark IV and LCH. These helicopters will be able to perform something that no other helicopter in the world has performed. You remember Kargil war where the infantry soldiers displayed bravery which has never been displayed all over the world earlier. Remember, how many people got killed & “Dil Maange More” by Kargil martyr Captain Vikram Batra. All those are true facts. The bravery of the Indian Army soldiers is incomparable. However, one fact is clear that we had many casualties. In this Kargil war there is a little unknown story which the army is not very fond of telling. In Gurez Sector, the brigade commander - took the decision that he would like to do an operation and take over Saangars without any casualties. He

ROTOR INDIA - QE 30 JUNE - 2016

<<Special Report-HPI-2016>> wanted 130 programmed guns (artillery) to be moved. These guns are effective. However, these were very heavy. They couldn’t be moved by road or manually and placed at their firing positions at that altitude. Yet the Air and land warriors jointly planned to undertake this task. We broke that gun apart and transported it in multiple helicopter sorties. In one night the only available two helicopters did something like 45 sorties to deploy these guns. Four guns started firing in the direct fire mode. They took out the Saangars and that was one of the only time, when the Indian Army walked over the enemy positions without any causalities. I am saying this, in context of the man machine interface. As long as the man is there it will always be important to consider that man. I know the seminar focus is on technology but the technology is as good as your man behind it. As a helicopter pilot what did I want? The Apache case that I spoke about means that the field Commander will have to be networked with, the entire armed forces – ground forces, aircrafts, controls so that helicopter vulnerability is taken out. We need power margins so that we can carry enough weight of attack in the mountains. We need speed and endurance. We heard advancing blade concept is coming back. We are talking of high degree of automation. Pilots are the most expensive items in the whole inventory. How about producing helicopter with single pilot configuration? Have single pilot operations. Give the pilot enough things to make him situational awareness to take care of the entire load like fighter pilot. Some missions which are extremely dangerous, and which can be done by automated weapon systems such as by using RPVs, drones or missiles. We can do it with pilot less Kamov helicopter. Maintenance - should be able to take care of battle damage and redundancy factor, so that the serviceability of helicopters is maintained throughout the period of war. Helicopter necessarily has to fly in complex environment situations. We are talking about the operational hazards, like wires, urban buildings, dust, dark night operations stealth and potent weapon system etc. It has to take all this and yet not get degraded in performance or age too fast in life. It has to have true all weather 24x7 operational capability. At present, there is no helicopter in the world which can do 24 x7 all weather operation in mountains. We have to have low signature – standoff weapons and of course it is the man who matters. Simulators are the key to train and improve pilots flying skills. We are running a programme with HATSOFF level D Simulator. More important is the simulator to have an architecture which allows linking with other simulators so that the whole battle can be fought, sitting in the simulator of various aircrafts. This is being done in USA. Security is an issue. It has to be our programme – Made in India. Thank You.” ***

Combat Potential of new Generation Helicopters in India by Wg Cdr Unnikrishna Pillai (Retd), Chief Test Pilot (RW), HAL; President RWSI Southern Region Ladies and gentlemen:

Introduction

“My presentation is on the Combat Potential of New Generation Helicopters in India with special emphasis on Rudra and LCH. I will start with classification of helicopters. The term ‘New generation’ or ‘next generation’ is being taken very loosely. You need to understand the technical part behind this term. I will first cover the technology which is used in new generation of helicopter, then combat potential of Rudra & LCH.

Why the term “New Generation”?

Helicopters have never really been slated into “generations”. The term “new generation” of these flying machines is created in when there is a leap in technology in three of their core systems. These give them a quantum jump in stability, flyability, safety and expansion of their overall performance envelope. These systems are:Rotor systems – Main and tail, • Gearbox design, • Structure Avionics changes are only deemed as upgrades since the basic flying performance limitations of the machine do not change.

Induction of helicopters in India In India, the induction of helicopters started in fifties, with S-55, Bell47, Mi-4, Alouette, Mi-8 (till early 70s). Thereafter, we bought in Mi-17, 26 & 35’s. All these can be clubbed into the first generation, as the core technology used in all of them is essentially the same. Most of the civil helicopters in India can also be seen as the same. Since induction of the Dhruv & Rudra, India has gone into the era of the next generation helicopters. People keep questioning, the necessity to go for the next generation of helicopters. Why did we select technology which was a leap ahead? Answer lies in the Air Staff requirements (ASR). In 1979 and 1984 when service HQ’s released the ASR, they were very ambitious. Since India did not have the technology

Light Combat Helicopter (LCH)

ROTOR INDIA - QE 30 JUNE - 2016

<<Special Report-HPI-2016>> to make even conventional helicopter, MBB of Germany was contracted for the design. To meet all the performance points in ASR, the MBB realized that new technology would be required.

Approach to new design There were three critical ASR requirements which dictated the design of the new helicopter Dhruv. First is Agility Requirement of up to 3.5 g, which is the highest seen on any Rotary Wing platform. Second is the ability to take off Out of Ground Effect from a helipad at 20,000 ft, in peak summer i.e. ISA +20 with payload of 200 kg, plus a large fuel

Tail Rotor Blades

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<<Special Report-HPI-2016>> Acceleration ‘g’ Vs Stroke – Crash impact energy management

probability of major failure? Firstly the chances of jamming due to tooth failure are remote, because of large open spaces and fewer gears. Secondly, it has very good dry run capability due to favorable heat dissipation provided by the empty space within the gearbox. In a complete main rotor gear box, the rotor controls are inside the gearbox, protected against small arms fire. Squat gearbox allows more cabin volume. That cabin volume translates into better crashworthiness, fewer rotating parts and less maintenance. Crash worthiness. Last of the new technologies in Dhruv is Crashworthiness. ‘G’ Force transmitted to occupants should not exceed human tolerance limit of 14.5g. Structure around occupants should remain substantially intact to provide livable volume during crash. (not more than 15% buckling inward into living space is allowed). Fuel containment- fuel system in case of crash should have self-sealing break away couplings preventing fuel leak and tank itself needs to be made of rupture proof crash resistant tank material.

Energy management system

Personal experience The technologies mentioned so far, considerably increase the combat potential of these machines which is particularly obvious at high altitudes. In 2009 when we had landed at Sonam, at an altitude of above 20,000 feet MSL, in peak summer at noon, we carried useful payload of 640 kg. I remember thinking who was going to use this 640 kg at this altitude, but I was mistaken because few months back there was Avalanche in that area where 10 of our people got buried. In that Avalanche rescue, army aviation airlifted 5 tons of loads and transported 50 personnel in 10 days.

load for 2.4 hours endurance. These requirements dictated the Rotor & structure. Last one was crashworthiness requirement of 95 percentile. This requirement dictated the MGB, Structure & Fuel system. To meet the ASR’s new technology requirements, MBB decided to use the Hingeless main rotor; Hinge-less & Bearing-less tail rotor; Integrated Dynamic System (MGB design) and Crashworthiness in structural design. Hinge less main rotor. What are the benefits of Hinge-less main rotor? This gives high control response thereby allowing the helicopter to meet the agility requirement of 3.5g. It also gives better stability & flyability. Further, the high altitude performance is much better and this machine would need less maintenance. Hinge less tail rotor next technology is of Hinge-less & Bearingless Tail Rotor system. It has very few moving parts hence needs less maintenance and it is a rugged design incorporating failure mitigation. In forward flight if you have tail rotor failure or tail rotor control failure you will be able to make a safe lending. The beauty of this design is that, the two opposite blades are molded into a single unit and they are bolted together in centre which means there are no hinges. How to achieve feathering? It is by material flexibility that accommodates all the blade movements. It is very light & a very powerful Tail Rotor system. MGB Design. The third system is of MGB design. It has fewer gears, enclosed controls and it is a squat design. Thus, the MGB of Dhruv hardly has any gears and there are no Hinges. Therefore, its maintenance requirements are literarily negligible. What it does in a

These technologies greatly increase combat potential like I said higher useful load, lesser number of helicopters required. We have the ability to field a helicopter where the enemy can’t. Lastly, outmaneuver the enemy machines. RUDRA, is a weapon system integrated Dhruv helicopter. It has all the weapons and sensors that, an attack helicopter possibly needs. It has Air to Air missile, 70mm Rocket Pod, very accurate with range of up to 8 km. So far these have been used to ranges of 1-2 km. Rudra has the capability to carry 8 x Helinao integrated indigenous Anti-Tank guided missiles. We intend to put 16 of these on LCH. We have helmet mounted pointing system which can be coupled to your gun. We have datalink and very comprehensive EW Suite for Missile Approach Warning System, laser warning & radar warning. Turret gun coupled with helmet pointing system is 20mm and very accurate. We have EOPOD to see by day or night.

Conclusion New technologies used in basic helicopter design of Dhruv, Rudra & LCH have greatly enhanced the combat potential of these machines. In addition, state of the art cockpit displays, weapons system & sensors on board make these helicopters a very potent platform for any terrain, any weather, any time of the day. I am sure we will be able to fly in the valley by night. We can do it today. It only requires little bit of practice. Thank you.” ***

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<<Special Report-HPI-2016>>

Emerging Technologies-Rotorcraft, Composites, & Support by Mr. Bradley, Rounding Manager, Global Sales & Marketing, Vertical Lift at Boeing Defense, Space & Security

â&#x20AC;&#x153;Ladies and gentlemen:

Introduction It is a great pleasure and honor to be here. Agenda of my talk is Emerging Technologies. We are going to talk first on Rotorcraft, focus on AH-64 Apache and CH-47 Chinook. Then with broader perspective to the Boeing company on Composite Technology Development and capabilities and Support technologies

b) All weather, day and night IFR Capability. c) Cognitive Decision Aiding.

Apache overview Programme This is AH-64 Apache Programs Overview. It shows our continuous modernization of a model. We started production of AH64 in 1984. Even though we were developing first aircraft we were looking at next technology which ultimately became the long board technology â&#x20AC;&#x201C; AH64D. Now we, along with our industry partner and US government will be delivering the world ultimate version of - AH64E in 2016. We know we are going to be continuously working on it till we clear our backlog of supply till 2026. The technologies we are putting into the AH64E model are listed here as follows:-

d) There are many more communication technologies in targeting decision system. e) Open Systems Architecture. This technology allows us to integrate new technologies faster at reduce costs. f) Composite Main Rotor Blades. g) Improved Drive System. In this we put a new T 700-GE-701D engine. We put split torque face gear transmission which increase from 2800 Hz to 3400 and we are asked to increase that to 3800.

(a) Increased Speed, Range Endurance and Payload. (b) Collection of intelligence data on TBA and sharing of information on Land, Sea and Air. (c) Reduced Sensor-to-shooter timelines. (d) Multi-spectral integrated sensors with extended stand-off range for sensors and weapons. (e) Anytime / anywhere / adverse weather and full IFR (Instrument Flight Rules) Capability.

Basic AH64 Apache helicopter features The basic features of this Attack helicopter are as follows:a) Fire Control Radar (FCR), it collects lot of air and ground targeting data. On the E model with added more time on target mode capability of radar. Thus, the FCR range has doubled.

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<<Special Report-HPI-2016>>

for structures are located in Malaysia and China.

h) This gearbox has 30 min run dry capability. It has improved high/hot performance.

Chinook Programme Chinook programme was started in 1962 and this helicopter has been in continuous production since then. The efforts are always on to upgrade and modernization future plans to infuse new technology into every model you design and build. As per customer satisfaction and US government plans, this helicopter will continue to be in produced till 2060. Therefore, we will continue to update this flying machine. The key technologies being focused are as follows:(a) Performance – Payload, Range, Endurance, Survivability and Speed. (b) Enhanced Air Movement and Maneuver Capability. (c) Improved Logistics–Supportability, Reliability and Maintainability (CBM / HUMS)? (d) Improved World-Wide Operational Capability–Anytime / Anywhere / Adverse Conditions. (e) Reduced Pilot Workload / Adverse weather – full IFR capability.

Boing Programme The Boeing bases its aircraft manufacturing on Composite materials. We have lot of data on composite technology. We have developed lot of manufacturing technology on composites. Today we have 7 commercial sites for composites technology and development in production. Four sites are in defense sector and two Joint Ventures

The Boeing Company not only has tremendous in house design, development and manufacturing capability, but it has helped many countries worldwide to build composite manufacturing capability for manufacture of aircraft components. Today the Nagpur facility is one such key composite aero structure suppliers which make critical structure for Boeing-787. This world class facility has been set site at Nagpur in collaboration with TATA. This facility is now a critical part of our global supply chain. We certainly look forward to partnering with India and Indian entities fro mutually successful opportunities. For AH 64 E, we developed the composite main rotor blade to extend the life of main rotor blade. Composites material is not only lighter weight, but one can design things differently with composite materials. We have tripled the life of AH64 metal blade to the AH 64E composite blade. This transfers loads from metallic structure to composite structure to increase the performance and extend the life. Same time Boeing commercial is looking for Bonded Brace for 787 Dreamliner. Today we have Composite Horizontal Stab (CHS), Extended Forward Avionics Bays (EFAB) and Numerous Fairings & Doors. In the future we have Composite Aft Fuselage & Vertical – under development. We have studies going on Composite Fuselage Center Section, Forward Fuselage / Cockpit and Composite Wing.

Conclusion Apache and Chinook helicopters are going to stay for long time. They have robust modernization plans. We are continuously infusing technology. Technologies are all encompassing and will extend products well into the future. We have great set of composite work and capability in the Boeing company. We are spreading them globally. We are partnering with all kind of people. We are happy to be doing here in India. We support technologies that are extending life on components and are reducing maintenance actions and costs. Thank you.”

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Vote of Thanks by Wg Cdr N S Krishna (Retd) VSM, Secy, RWSI (SR) “It is my pleasure to thank the speakers on the panel. About AVM Rajesh Isser, I have known him since he was a Flying officer, he is always known to cut through the flap and get straight to the meat of the matter. With this ability, he has got this knack of focusing the entire discussion on the intellectual portion of it. I also know him to be somebody who acts very decisively when the need arises. That is what made him successfull in handling many disaster relief programmes. I had the honor of serving with Wg Cdr Unnikrishna Pillai at HAL and participate in the Dhruv development programme with him. He has got amazing knack of spotting what is good and what could be potential problematic areas. These are great qualities in a test pilot and will come in very handy when he oversees several prototype programme as

chief test pilot. Incidentally, not many chief test pilots get to participate in 3 prototype programmes, all running almost concurrently. You cannot find a better person than Wg Cdr Unnikrishna Pillai to oversee this programme. After hearing his presentation on Dhruv Rudra and LCH, it is a matter of great pride to note where the programme has reached. When we talk about public private participation we talk about level playing field for private industry. Having been in HAL myself I know that there is a level playing field. It is always assumed that the field has been tilted in favoure of PSUs. But let me tell you that they have achieved what you have just heard with one leg and one hand tied at their back and several procedures holding them back. Despite formidable barriers, they have achieved what they could and for this they deserve appreciation. Finally for Mr. Bradley, we do believe that Boeing has got amazing systems and are therefore at forefront of emerging technologies. I am not at all surprised that Air Force chose to go in partnership with them. I thank both the panelists for their participation. Thank you.”

TECHNICAL SESSION - II : Next Generation Technologies for use by Helicopters

(L to R) Mr. Dieter Guenter, Sr. VP Aerospace, Tetra Tech AMT; Mr.Chandramohan HOFG, Aerodynamics Group RWR&DC, HAL; Mr.Wilfred Moore, Technical Manager-SAAB Group, India; Shri R.K. Tyagi, Former Chairman HAL; Wg Cdr NS Krishna (Retd.) YSM, Secy RWSI (SR); Mr. N. Raveeswaran, Head, Strategic Business Development, Aerospace and Defence, Mahindra Defence Systems Ltd.;Prof. D.K. Harursampath, Professor IISC and Mr. Ashish Saraf, Industry Development, Partnerships and Offsets, Airbus Group India Pvt. Ltd.

Opening Comments by Shri R K Tyagi, Former Chairman of HAL

We will be talking about Next Generation Technologies for use by helicopters and I have 6 distinguished speakers. They are all experts in their areas. Every year they come up with new discoveries and new inventions and technologies which make helicopter more effective.

Challenges-Indigenous Development of Helicopters by Mr. Chandramohan HOGF, Aerodynamics Group RWR & DC, HAL “My journey with HAL started in 1985 and I am fortunate enough to be with this HAL family for development of first indigenous helicopter in India. Initially, we had two helicopters under licensed production in HAL. These were followed by indigenous developments of Utility, Civil, and armed helicopters such as ALH, LCH and LUH. These are getting ready for service and being further improved. In previous session, we have heard that the future requirement of military warfare and aviation in general is being pre-

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<<Special Report-HPI-2016>> defined. Speed and range have become more important for future. Other aspects being developed are, less vibration, less noise, High reliability and all weather day and night operation. The advanced nations prefer that helicopters be capable for 24x7days available in user friendly mode, have fuel efficient engines and Low Life cycle cost.

Our experience and challenges what we face in few areas The challenges that we face in helicopter manufacturing are in the fields of Vibration Management, Rotor & Blades, Transmission System, Engine & Engine Installation, Electrical Systems, Digital Mock-up, Weight Control, Analytical Tools Development, Prototype Development & Manufacture. Some of these are elaborated as follows:(a) Aerodynamics configuration. Aerodynamics configuration is very important because it specifies speed and performance. It requires optimization of the external shape, Wind tunnel models at configuration freeze and design freeze. Wind tunnel data is used for detail designing. Recently we started using CFD to reduce the cycle time and Flight test feedback for suitable modifications during development stage. (b) Heat Dissipation people keep adding scoops for improving the heat dissipation. It will reduce the speed. As course correction, we had to do optimization using CFD and found on left side how ugly it looks. But on right side how good it is. It is a constant process. It is a real challenge to get the heat dissipation as well as body shape correctly. (c) Vibration management. Helicopters operate in a very complex dynamics and aerodynamic environment. Generally, there are three methods of managing vibration-first is altering the rotor blade stiffness and mass properties to bring reduction in the magnitude of the resultant hub loads. It is extremely complex process, multi-disciplinary design studies are required. Second process is if you fail in everything then you have to go in for active and passive vibration control to absorb or isolate the forces. However, in this process we have to accept some weight penalties. This is what we faced in LCH. We learned our lesson, modified the airframe to ensure that the natural frequencies of the airframe are well separated from the predominant rotor excitation frequencies. Hence, the third method is better placement of airframe natural frequencies, away from rotor N per rev by accurate dynamic models. This ALH experience has been used in LCH for better airframe frequency placements. (d) Speed. In LCH the high speed capability is of immense value. After many trials, finally we achieved required speed after doing lot of modifications and aerodynamics shaping. It can be done by CFD analysis and we could improve the speed. With all these trials, we achieved improved speed and beautiful shape of helicopter. These will meet the speed, performance and aerodynamic design requirements. (e) Rotor Head & Blades. Challenges in Rotor systems are that, we should have the capability to develop Rotors & Blades for different all up weight & class of helicopters. For this we are focusing on technology development and optimization of efficient aerofoils. Lot of Research is happening towards High Speed and Hybrid helicopters. Vibration reduction is being done by smart material and we are improving blade manufacturing technologies. All these technologies we have developed internally in HAL. (f) Lessons learnt in ALH. Due to raw material variation, effect of mass and mass distribution during the manufacture of the blades,

takes care of the vibration related issues. Prepreg is used in tail rotor blade in place of wet layup to improve reliability. Incorporation of advanced NDT, to detect substructure defects, and use of automated machines to cut prepregs to get the geometrical accuracy. (g) Transmission Systems. Three main challenges in transmission systems are, there Tooth Contact Pattern Optimization, Bearing Selection, and Pressurized Oil Lubrication. We have general programs for optimization of all these three challenges. Lessons learned while solving these are as follows:- (i) To have sufficient margins in critical areas., (ii) It always prudent to have alternate designs for risk mitigation & weight optimization in non critical areas., (iii) Take good experiences of past projects and discard bad ones, (iv) Avoid very high gear ratios., (v) The innovation should always be followed by sufficient analytical model and early test validation. (h) Engine and Engine installation. Engines cannot be developed parallel with the airframe and other system designs. Existing engine need to be adopted to suite your design. Generally you should be prepared to properly select it so that future growth is also ensured and it meets all requirement of the product. Engine installation involves intake and exhaust; this will define your losses. Even 1% loss is very important. We do CFD analysis to properly design the system. One of the challenges we faced in exhaust system in ALH during operations at Leh, we found that there was lot of thermal damage to the electric harnesses. Detailed analysis was carried out and we had to go for divergent exhaust design to reduce backflow. Having gone through, we did the modification for future products, like LCH and LUH we have done in advance. (j) Challenges in Electrical Systems. In this field, we are mainly going for lot of indigenous vendors. The difficulties and challenges are:(i) For the vender, the difficulty is in his understanding of system and execution of the same, takes considerable time. We should encourage it because that will help to reduce the product cost as well as availability of improving eco system. (ii) For many of the systems previous experience and knowledge base does not exist. Hence, we have to handhold our venders executing these projects. (iii) Certification process of international standard for software and hardware are still evolving stage. Therefore, it takes a long cycle time in many cases. (iv) Other factors like non-availability of aerospace grade materials, long lead time of some of the components, sudden obsolescence of some processors, RAM, Graphics modules etc. are to be addressed. Availability of the testing labs in-time is also a challenge. Conclusion The challenges of indigenous design & development are known with the experience of ALH. The lessons learnt thereof are applied to present projects such as LCH, LUH. Confidence gained through ALH, LCH & LUH projects will help HAL to take up future projects like 10-12 Ton helicopter, because we have to make it in India. There is lot of requirement for this type of helicopter, in defense sector. Therefore, we are working towards getting technology for rotary and unmanned aerial vehicles in this field. Efforts are also on to develop required technologies through Technology Development Programs involving Academic institutes like Indian Institute of Technology, Indian Institute of Science, and Defense Research Development Organization (DRDO) labs. Thank you.â&#x20AC;? ***

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Make in India Helicopters by Mr. N Raveeswaran, Head Strategic Business Development, Aerospace and Defence, Mahindra Defence Systems Ltd & Mr. Ashish Saraf, Industry Development, Partnership and Offsets, Airbus Group India Pvt. Ltd. Mr. N Raveeswaran Introduction We believe, that for “Make in India” field, the mantel should go to HAL as it has been holding this expertise, since beginning. Many people ask me as to how we see ourselves and whether we are going to replace them or compete with them. We think it is a complimentary process, where we all are going to exist in eco system. This situation is going to be healthy for our country. We are going to talk of our ambition and vision of ‘Make in India’. Why is this partnership and what exactly it is? We are thinking of manufacturing complete aircraft in fly away condition to meet the customers’ needs in India. The route to this perhaps is to be a strategic partner or through joint venture. With this we would like to build and develop helicopter manufacturing eco system in this country. In our ambition we are not looking solution for the Indian market alone, but at a later stage exporting these machines globally through Airbus.

Why exactly Airbus and Mahindra? Both of us share the ambition that we should be among the first private players, to kick off our product. Hence, we will perhaps have the first robust complex product as “Make in India”. Both Mahindra and Airbus have come to realize this. Both our companies believe that we are strategically compatible for it. Both the companies have total strategic fit in people processes, products that we hold and the way both the companies are run. We have similar risk appetite. You have heard many times that the world is in state of recession and growth is slow. But both these companies have grown even during these turbulent times. Together both these companies have similar risk sort appetite. They have quality products which are produced at affordable cost. It is the right cost for right product, good capability of growth, the correct culture and ethics brings these companies together. Apart from this both these companies typically function above board. There are no fingers pointed at both these companies.. In this ‘Make in India’ initiative, there is requirement of technology transfer and technology absorption. Airbus is willing to transfer the technology and Mahindra have demonstrated capability of absorbing technology. Thus, this becomes natural element for forging this alliance. Both these leading companies which are globally present are forging relationship looking at strategic fit for the needs of the Indian armed forces. Therefore, both these companies are sort of natural partners.

Mr. Ashish Saraf Introduction What do we, in Airbus Company have to offer? We have proven state of the art technologies, time tested, & battle tested aircraft. We are

willing to transfer this technology to the country without holding back any of it. We are ready to support to a willing and capable partner who is ready to not only absorb but scale up the technology to a point where we could establish a single source of supply for a helicopter in the global market. That kind of ambition is what, we have laid out.

Proposals In the proposal to our partner we are offering three types of platforms. The plan is to address the requirement for the NUH platform which is about requirement of about 110 aircraft in number. The first proposal here is to offer the AS565 MBe (Panther) platform. It is a medium weight category a 4.5 Tons, twin-engine helicopter, capable of fulfilling the multiple missions: Antisubmarine / Antipiracy / Search And Rescue / Casualty Evacuation / Utility missions. This is a proven technology adopted by many armed forces like US coast guard, French Navy, Royal Saudi Naval Forces, United Arab Emirates Navy, Royal Moroccan Navy and so on. This aircraft provides robustness and flexibility. Hence, It is able to operate in multiple or various conditions. It has the ability of medium size helicopter and robustness of truly maritime helicopter. The second proposal is for RSH. This is very advance offering in terms of a platform Fennec H125M. Civilian version of this platform is the only one that has landed on the Everest at height of 29,000 ft. Proposed for army and Air Force Cheetah/ Chetak replacement. Its operating cost is 30% lower as compare to its partners. It has been tested in extreme conditions from deserts to highest altitudes The third proposal is for NMRH we call it super puma– H225M (EC725). This is in heavy aircraft category of 11 ton. Its unique characteristics are many. It has five-bladed rotor system with exceptionally low vibration level and easy maintenance. It has a range of 700 nautical miles, has the ability of air to air refueling in the forward flight and at hover. It has the latest technology to make it all weather capability + night vision goggle capability. For these platforms, Airbus has experience of many decades with proven technology that is deployed in the battle field not only in Europe but across the world, almost on all the continent. Plan is to bring this as a joint venture with Mahindra under ‘Make in India’ programme, where the helicopters will be built here as in a flyaway condition. We will supply not only to India , but also to the international market. The strategy is to combine best products and state-of-the-art technologies, in joint venture with Mahindra. We plan to Set up a robust eco system of supply base. We need to have 50% indigenization which is a challenge in itself. We not only need to do it ourselves but also look at bringing our partners out here. We will Transfer State-ofthe-Art Technologies and Work-Packages. Develop self-reliance in terms of complementing the existing capabilities with HAL to further enhance it from the private sector.

Mr. N Raveeswaran We are trying to create a new aeronautical system in India. We would start with the transfer of complete knowhow of aircraft. The complete spectrum of technologies would be transferred from the original OEM to us in India. We would also be creating of state-of-theart assembly line in India to sustain the first order and grow from there. We would be eventually manufacturing helicopters both for Indian defense and civil market. Besides supporting civilian market in India we will also look at the markets abroad. That would give us robust cost

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<<Special Report-HPI-2016>> and case to build helicopter in India. AVM Rajesh Isser AVSM, VM, SOA, CAC also brought out that it should be truly ‘Make in India’. That is the concern both companies have had and I can tell you that these helicopters will be truly made in India. We are looking at complex mechanisms and parts to be transferred and made in India. Both companies have capability expansion and capacity expansion which would sort of help our strategy to meet our ambition. Our ambition is to be first player to take off to realize ‘Make in India’ journey in this execution phase and move towards most self reliant India. Thank you. ***

Electronic Warfare Self Protection by Mr. Wilfred Moore, Technical Manager SAAB “Ladies and gentlemen:

Introduction It is an extremely interesting subject. Being an ex armed forces officer, I was on the receiving end of Helicopter operations. Helicopter, as an aerial platforms, can be quite lethal. However, being low and slow, these platforms can also be destroyed quite easily. There are many systems in the world that can destroy them. Our Company, SAAB, from South Africa, specializes on the subject, on how to protect these type of aircraft. Its a privilege for us to work closely with HAL, on ALH helicopter and provide EW protection suite. We call it “IDAS” suite. The system was developed in late 70s when South Africa flew against sophisticated Russian anti aircraft systems in Angola and we started to develop a system for the protection of airborne platforms. So this system is operational, time tested and has been modified over many years.

Threats and How to counter these? Typical radar based threats. It is important for helicopter protection, to have radar warning receiver. This will be able to see these types of threats including the missiles that is fired towards the helicopter. The system must be able to pick up the incoming threat and defeat it by different means and ways. Laser based threats – For attack helicopters, it is very important to have laser warning system. People ask me what you do when you get laser warning on your helicopter. There is not much that you can do except for maneuvering. On land it is easy but in air, the crew would know that somebody is looking at you from all directions. Thus, we must know , from what direction it is coming and see what maneuver can be done to counter it. IDAS suit that we provide consist of two types of Radar Warning Receiver. We are one of very few companies that give huge range of coverage in RWR. We have laser warning receiver sensors to pick up laser threats and missile approach warning sensor to pick up the incoming missiles. The system is integrated on huge variety of platforms including all types of helicopters, fighter and transport aircraft all over the world.

These are some of the sub components that we have:Missile approach warning sensor work on UV based sensor. There is huge discussion currently that talks about UV versus IR. We are on very strong belief that for helicopters UV is best because, you operate quite close to the ground where there are huge amount of UV influences or IR sources. These make the application of IR sensor on helicopter little bit more difficult. This is why we believe that UV sensor is more applicable for helicopter protection. The laser sensors pick up all type of laser threats currently experienced on the battlefield. This sensor can also be used on land vehicles, tanks and naval ships for protection from laser guided weapon threats. The Radar warning receiver can be fitted on different types of helicopters against radar guided missiles. We have full range of test equipments to fit these on helicopters. Same type of technology can be used on sub surface – submarines and other fixed wing airaft. We can provide both these sensors currently on ALH in different integration options to alert the crew regarding the incoming threat on the helicopter. This is just different type of integration. We can see that our system integrator and all the sensors of the complete suite are manufactured under one roof by one company. Therefore, it is easy for us to talk to each other as combine suite. For instance for helicopter you don’t need laser warning or radar warning you can just remove sensors and system can still operate as normal. You can also break down the system as per your requirement. SAAB is very committed for transfer of technology, towards the Indian programme. Currently we are doing full transfer of technology of this equipment to HAL for the production and for the maintenance of the EW suite on the ALH helicopter. From SAAB, South Africa we see how we want to use HAL for export market for our product as well. Orders are big and we are looking for manufacturing partner in HAL to manufacture some of the protection suite for the export market as well. I was glad to hear about the cooperation between Airbus and HAL in meeting the requirement for manufacturing EW suite. We have already transferred technology for that. What we are doing on EW suite is for the protection of helicopters. Thank you.” ***

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Peformance Based Navigation for Heliborne OPS in India by Mr. Dieter Guenter, Vice President, Aerospace Tetra Tech, AMT “Introduction I am going to take you from the military side of the house to commercial side. I am an ex Navy fighter pilot. Though, my helicopter experience is pretty low but I was in-charge of Naval air arm so Seaking and Sealinks squadrons reported to me. Now I am working on civil side with implementing performance based navigation in to the civil side of the aircraft but there may be applications that may be useful also for the military side of the house.

About My Company Our company, Tetra Tech AMT is an international US company. In USA, we focus on aerospace support for Federal Aviation agency. We support with PHD pilots, controllers, engineers on civil side. However, most of our employees are ex military. We do the procedure design for FAA for Performance Based Navigation, Flight Operations Consulting, Safety and Environmental assessments.

Contemporary Modern Helicopter World. The helicopter world is getting more complex. Now we have helicopters with totally modern avionics, Traffic Awareness and Warning Systems (HTAWS) and even Traffic Collision Avoidance Systems (TCAS). These features are being added to all the new generation of helicopters.

Advances in Helicopter Navigation Contemporary navigation systems have become more and more advanced. India has augmented its navigation by the latest Satellites based system of GAGAN. This capability improves the navigational accuracy and integrity so that, you can fly within 1-2 meters of accuracy. This is very important for procedural approaches and adverse weather conditions. We have to develop systems that will have in built fail safe mechanism against satellite failures. You don’t want to be in airplane in nil visibility and satellite goes off. To improve the surveillance, we have ADS-B deployed over 20 stations in India. India is on its CNS ATM march forward to get modernized. Now we need to get all the users from airlines and helicopters, to enjoy the new technologies.

How to Improve the regulations for better Flying Environment in Helicopters? Where are we with Performance Based Navigation? the technology is available, we have aircraft avionics, in civil world lot of guidance is provided by the by international agencies like IKL. They develop standards and then the nations go in and start basically applying the standard. We have controlled airspaces and air routes approved by the ICAO and DGCA. We also have different types of operations especially in Helicopters, related to emergency situations such as Disaster management, Mercy Missions, Causality Evacuations, search and rescue etc. Even though the procedures for these types of operations are regulated by civil aviation ministries all over the world, the challenge is to de-conflict the helicopter missions from fixed wing flying operations. We don’t want to get in the

way of the big guys. It is fatal for both in reality. We need to have cooperative approach to implement regulations and procedures for helicopters operations. In many organizations fixed wing people make decisions about helicopter operations. You make sure that doesn’t happen. You need people with helicopter understanding and experience to support the decision making in the regulatory environment. We need to develop parallel operations for fixed wing and helicopters. With the new technologies, these problems can be overcome. Therefore, we need to evolve and start implementing new procedures. This process should be in place by next 15 years.

Performance Based Navigation In our routine flying operations, we have lot of young pilot navigators, who normally fly from point to point. These points are defined by a ground based navigation stations as accepted by the regulatory authority. Now we are going into the world of satellite navigation. We don’t need these bay points anymore because now I have smart helicopters that have modern navigation systems. That gets even more improved when I get specific containment, when I can make sure that aircraft stays 99.9% on specific path and it doesn’t deviate. Now I can narrow down that path so that I can get multiple paths, multiple traffic in the same sky.

RNAV/ RNP In RNAV (Area Navigation), is based on the new avionics systems for helicopters. In this case avionics determines aircraft position in the horizontal plane. RNP (required navigation performance) is an improved system. The system gives you warning when you do wanders out of tolerance during flight. This makes is a big difference because now you can use these advanced avionics to avoid coming close to the big airplanes. There are lot of similarities between RNAV and RNP. Their performance requirement are pretty much same. This is classification of receivers which are capable of certain navigation performances. For the helicopter world, I would say it depends on where you fly and what kind of operations you want to do. There are lot of benefits for helicopters if you do navigation based on the performance of the avionics that modern helicopters have. The complaint is always, I have super modern machine that can do everything but DGCA doesn’t let me do because their regulation requirements, training all things need to get done. Helicopter now can go to specific flight path, and avoid fixed wing traffic and because of that you have reduced time and fuel savings. We have unique vertical approaches and departures. This all have improved safety. You want to avoid obstacle, you want stable vertical glide path and you want increased situational awareness.

How we are solving these problems in US? In the US too the helicopters have safety issues, near an airport and high density areas of air traffic. US Has issued (FAA HEMS Safety Mandate) for the helicopters doing emergency operations. Here, we have worked on commercial side on 3-4 different projects one is with Sikorsky-Development and integration of helicopter operations in high density (NY) urban environments. Second is with Bell Helicopter. In these two, the work is on special procedure called “Point in Space (P- in - S)”, which need to be regulated and approved

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<<Special Report-HPI-2016>> by the regulator. The third is called “Care Flight”, this is related to work on for emergency medicine with Agusta Westland. These are all the procedures in the final approach sectors for fixed wing airplanes. There is a 3D visualization of how to mix traffic and stay safe and stay out of way. The 4th is an example of approach in Manhattan. There are two helicopter platforms in the river. We have designed an approach; of course it has to be coordinated with the people in New York city with airports, service providers and everybody else. This is only practically possible, because of navigation capability. An approach procedure that is only for helicopters in civil has an instrument procedure part, where you fly totally on instruments with decent down, come up to space in point and then you continue visual. There are specific regulations how do you have to coordinate and develop that procedure - WGS84, worldwide standard for geographic data. FATO – Final Approach and Take off where helicopter goes from hospital to hospital or from one landing platform to another. You go en-route, you do approach, you hit the pins point and you have visual segment and this is all done with satellite navigation. These are approach charts. There are certain parameters that you require to have to design an approach. Thankyou.” ***

A Hybrid Battery-Piezoelectric Composite Structure for Next Gen Aircraft by Prof. D.K. Harursampath, Professor IISC Introduction At the outset, I would like to thank Rotary Wing Society of India for bringing together the user community with the manufacturers and rotorcraft industry, because this interaction is extremely important. It is good to see that extra dimension of the academia is now added not only through me (thanks to AVM K.Sridharan), but also, more importantly, in the large number of students that we have over here. The students are the next generation and we are talking of next generation aircraft. You students are going to be the users, and providers of this technology. Looking at this particular audience, it is also a cross-sectional representation of the average age of the Indian population. Hopefully,my talk will live up to the expectations of this diverse audience as it is based on a particular piece of work which has got lots of international awardsa dozen in the last 10 months, to be precise. Let me begin by acknowledging many of my students who have contributed to this research. This particular work happened not only through my current students but also many of my former students who have now spread across the world and continue to be associated with our lab through their research work as well as informal interactions, thanks to the long and strong umbilical cords of our lab. The first amongst them is somebody who now goes to school where I myself did my PhD - Mohit at Georgia Tech in US; second is Dhamotharan from UK in the City University of London; another Masters student of mine, Sathis – the student team leader currently at Technical University of Delft, Netherlands, Shashank and Sangheetha, who are still studying with me

at the Nonlinear Multifunctional Composites – Analysis & Design (NMCAD) Lab at IISc. If you really want to make a positive difference to the world, you have to identify a pressing current/future problem even before you think of its solution. So, how do you as students choose a problem that you would like to solve? You need to look around the world to see what necessity of lot of people around you have and see how you probably could best meet that need, based on your background and expertise. We did that. Others before you might have also attempted to solve the same problem in various other ways. Do you have a unique practical solution in which you have confidence? And yes, in our case, we thought we did. We came up with a methodology for implementing that solution and have eventually got to a stage where we can confidently talk about the applications and benefits and whether this particular solution is efficient and sustainable. What is the need of the world that we perceived? The problem and the solution perceived are not limited to helicopters alone but to the aerospace industry in general and in fact the entire transportation sector. However, you would see probably the biggest pay offs of this work is in the helicopter industry and that is why I am here.

Major Concerns What are the major concerns of the transportation sector? One is the large fuel consumption. Every car advertisement, especially in India, would talk about the mileage. Same thing holds for the aircraft/rotorcraft. A second concern is emission in terms of chemical pollutants, various kind of pollutants and carbon footprints that you want to reduce, not only to become environment friendly but to fulfill whatever is the regulation now in most countries to keep them below certain specified limits for various emissions. Then, there is the third concern: noise pollution. This is why many airports are moving far out of the cities. But this results in an even larger pollution by the transportation system as a whole. These problems have existed ever since the transportation industry, including helicopters, has been in place. People have obviously been trying to solve it through various means. Primarily,the industry triesto tackle this problem through superior designs of the propulsion system and the fuel system. They have come up with better fuels, better engines and that way they have reduced the fuel consumption, emissions and noise to a great extent. But we, being structural engineers, tried to see, if there could be a solution from the material and structure sectors,which could further resolve the issues. Pollution and structures?Seemingly this is a disconnected idea, but that is how nature and engineering work. You can observe solutions in other spaces and employ it to seemingly unrelated situations and you could workout wonders. When you look at an aircraft flying, you see large levels of vibration, especially in the lifting surfaces. Can we stop that vibration? We discussed passive control and active control in previous talks. But, it is impossible to stop these vibrations completely because these are natural vibrations. Could you do something about the energy that is wasted through these vibrations? Suppose you take out two of the many wing panels. Just for illustration, let’s say they are made out of carbon fiber composite, though the proposed solution would work with metallic structures too. If you replace the carbon fibers in one of the panels with piezoelectric fibers, and in the other panel with battery fibers and you reposition them such that the piezocomposites are at locations where the vibrations levels are large and the battery composites where the vibration levels are low, you could tap into the vibrations energy and then store it in the

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<<Special Report-HPI-2016>> battery fiber composite. Now, if you do this across the span of wing, you could recycle a fairly large amount of energy. How much? We shall shortly see.

Solutions Piezoelectricity has been well known for a century or more. It is a coupling between electrical and mechanical energies and this could convert pressure into electrical fields and vice versa. A decade and a half back, piezocomposites were invented, unlike in the previous situation where piezoelectric materials were predominantly used in the form of plates and electroded through coatingson their top and bottom surfaces so that the electric field was in the thickness direction. Instead, the piezocompositeinnovation was analogousto how composites evolvedin previously metal-dominated structures. The way we have taken advantage of conventional composites is that you can have greater strength and stiffness along the fiber direction compared to any other direction. The same thing holds for the piezocomposite. More importantly, the conversion efficiency or the electromechanical coupling between electrical and mechanical energies is larger along the fiber direction if you can have the piezo material in fiber form. But, with this evolution, you also need to have the electric field either measured or applied along the fiber direction. That is why as you see in this particular picture you have a pair of teeth-like electroding structures–the interdigitated electrodes (IDE). This was first done at MIT but NASA moved in quickly to render this technology more economicallyaccessibleby using a dicing saw on a piezoceramic plate, to get rectangular fiber cross sections rather than extruding them into circular fibers, which was very expensive. We intend to go a step further. Instead of using PZT, which being lead based is not environmentally friendly, we are exploringlead-free piezocomposites because we are looking at sustainability where we are trying to look at reduction in pollution levels, both noise and air on the one hand, and due to end of product life cycle materials recycling on the other hand. The second material, which enables our technology, is the material that is going to be used for storage of the recycled energy. You can’t directly use the energy extracted by the piezocomposites because it is in the form of highly varying electric fields with large amplitude voltages, fluctuating in frequencies and phases too. Moreover, you may have a need for energy at times other than when it is actually produced. Hence, you need to store the energy before you can utilize it. That is where,our second innovative material comes into picture. It is the battery fiber reinforced composite. This is available currently only as specimens in few labs, as the products are yet to be commercialized. We know that most structures are weak at their joints. However, even in such labs, the battery fiber consists ofa core fiber along with concentric layers of coatings of anode, electrolyte and cathode with current collectors in between making it a fairly complicated structure with many stiffnessdiscontinuous joints prone to debonding. If you could simplify that construction, with the core structural Carbon fiber itself doubling up as an anode, and have only compatible electrolyte and cathode coatings, you have a much simpler and stronger structure. If you lay these fibers in a matrix, you get a lamina, out of which you can make a laminate through desired stacking. That is the story of the second material through which we could store the energy which was recycled using the piezocomposites. There are many schemes by which we could combine the two innovative materials, which we have discussed. We have already seen one way of doing it i.e., to work with older aircraft where we could

remove various panels and replace them with this kind of material. However, many aircraft are integrally manufactured. The second way to look at it is to have these along the chordwise direction taking advantage of vibrations in that direction. The third configuration is going to be a combination at a much lower length scale, where you may integrate the two materials at the fiber level itself. We are exploring battery fibers which have piezoceramic coatings. Fourth is the laminate level where you are having laminar plies in between made out of battery composite, and the ones outboard (which are on the top and bottom) being made of piezocomposites. In all of these situations, you have to take advantage of vibration data that we have in terms of knowledge of where the vibration levels are high and therefore put the piezocomposites there so that you are able to recycle more energy. Naturally you are then going to put the battery composite or battery fibers in locations where the vibrations are lesser which not only means that you are wasting far lesser amounts of energy but also subjecting the battery to lesser levels of mechanical fatigue loads, thereby enhancing the life of the battery composite as well.

Implementation of Solutions How do we go about doing this? Suppose we are removing a wing panel, we first need to check out what is its layup. You may want to replace some of the existing plies with piezo fiber reinforced composite plies. However, this is easier said than done because PFRC has different material properties. We have applications for three patents and one of them is related to how you can carry out this replacement while simultaneously minimizing the effect in terms of various aspects of structural performance. How do we go about doing that? We have a way of ensuring stiffness matching and weight matching by using hierarchical composites. This way we bring in nano-reinforcements, say grapheneor carbonnano tubes to keep it simple, and we maximize the amount of energy to be recycled. The optimized panel could look like this where the green layers are the hierarchical piezo composite plies. Finally, we substitute this panel back in its original location. This is just a simplistic explanation of what we do but there is a lot of theory, modeling and practical knowledge which actually goes in to creating this in reality in the prototype. To enable stiffness and weight matching, we present design charts whichnormalize the natural frequency versus number of piezoelectric layers for various volume fractions of the nano reinforcement. Depending upon the number of layers (and the orientation of fibers in each of them) that are being replaced with piezocomposites, you have to judiciously use the volume fraction of CNTs and then you have a matching of natural frequency. Same thing can be done with weight and there is a novel way in which we do both of these simultaneously. How about an estimate of the energy that is recycled and what could it be used for? The answers depend upon statistical vibration space-time histories and that is where Airbus came in to help us. Though this kind of data is proprietary, because we were participating in the ‘Fly Your Ideas’ competition, which happens to be the equivalent of the Olympics for aerospace students, we were privy to such data. Eventually we went on to win this competition worldwide after 3 grueling levels. During that particular competition, Airbus shared with us relevant proprietary data collected over many decades and using that we were able to prove that on a typical 10-hour flight of an Airbus A320, you

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<<Special Report-HPI-2016>> could recycle about 65kWh of energy to be stored in the battery fiber composites. What does this absolute number mean in a relative sense? For example, 65kWh would cover about 70% of the requirements of all onboard equipment like lighting, entertainment systems, etc.

Bigger Payoffs What is the outcome? Ashish’s company helped us not only with A320 data but also with those of E-FAN, A340 and A380 for which our calculationsdetermined the additional energy, which could be stored out of this particular scheme as depicted here. Note that it is not sufficient to have just these two novel composite materials, but we need to interface them. How do we extract the energy from the piezocomposite and store it in the battery composite? So, you need circuit for that. Hence, we have also worked on electrical circuits and have an electrical engineer on board to design such interface circuits. Then we could use the energy stored in the battery fiber composites, not only in the wing but in the fuselage too, in order to directly drive the landing gear for taxiing etc. Therefore, you need not use the aircraft engine for this particular purpose and that way you are much more efficient in the utility of energy. Recollect that the engines are designed to be optimal at much higher cruise speeds and altitudes and hence are relatively inefficient on ground at low speeds. For starting the engine, at present we need secondary APUs. Even here, you can use the power that is on batter fiber composite in the fuselage instead. This reduces the gross weight as well. The much bigger impact is with the E-Fan,which Ashish could appreciate best. I am a proud owner of his Indian partner Mahindra’s E2O. As much as I love it, it doesn’t take me far.So I need another car, which is gasoline based. To cut the long story short, the major problem with electrical vehicles is their short range. If it is just for city driving,it is amazing but not for inter-city traveling. The same issuepersists with E-Fan as well. It is a highly innovative all-electric aircraft of Airbus winning a lot of accolades, but it cannot take you very far literally speaking. What if we extend the technology that I already described for gas-turbine engine based aircraft to an allelectric aircraft like E-Fan. Once again thanks to Airbus, we were provided reliable data enablingour calculations,which showed that we could store about 43.5kWh on the aircraft structure, eliminating130kg in the existing battery packs.A saving of 130 kg may sound small in absolute terms, but relativeto the gross weight of the aircraft (550kg), it is nearly aquarter. It is huge savings. In fact, thismore than doubles the range, enabling return trips wherein only a one-way trip was feasible. That kind of advantage you would have on all electric aircraft and you could have similar applications with the automobiles sector as well.

How to Make Use of this system in Helicopters? Vibration levels are much larger in rotorcraft compared to fixed wing aircraft. Our technology pay off isthus much more here.So we are already in talk not only with Airbus helicopters but also Bell helicopters and HAL RWR&DC. In rotorcraft, again the same concepts hold good for recycling, storage of the energy and then a combined system. Typical Bell helicopter data shows that the amount of energy storable would be about 6kWhon each blade. So, how do you use this here? We had worked with HAL more than a decade ago on the Dhruv tail rotor flex beam. We tried to design an online structural health monitoring system

which would give real time information for the pilot on board whether there is a problem with the helicopter tail rotor blade. For that we did use an earlier version of the piezocomposite but apractical issue cropped up: how to obtain the signal from the piezo composite which was in the rotating frame to the cockpit in the non-rotating frame. We had a look at slip rings, wireless power transmission etc. But they all had some practical issues, many of which have disappeared today due to evolving technologies. Concepts like trailing edge flaps and blade morphing have been discussed for more than a decade but not extensively applied despite their known advantages. One of the reasons is that these concepts require electricactuation of parts of the rotor blade. While such electric power is available in the non-rotating frame, supplying it to the rotor blade, which is in the rotating frame, is a little dicey. With our technology in place, not only are you recycling the energy and storing it but you could also have various local usages, enabling applications that have only been talked about so far as power transmission between rotating and non-rotating frames is difficult to achieve. For example, to handle varying local Mach numbers on the advancing and retreating sides of the blade, active twist has been proposed. When the helicopter is moving forward,the advancing tips will have much larger Mach numbers, experiencing wave drag,while the retreating tips would have much lower speed, leading to potential stall conditions. As the same airfoil design experiences both these conditions in a single rotation of the rotor,dynamically changing its twist or camberas it moves form one location to the otheris the best way to have efficient operation continuously as the blade rotates,includingboth these extreme positions. Such active twist or dynamic camber could be achieved much sooner than later by employingenabling technologies such as the one that I have talked about earlier today.

Conclusion I would conclude that the multifunctional capabilities are at their best bringing new advanced intellectual influence and applications to the entire range of aerial, naval, rail and automotive vehicles. We have got many international awards, of which some sample photographs are shared. This is at UNESCO Headquarters inParis, France, another at Airbus in Hamburg, Germany, Royal Dutch Aerospace Award in Netherlands, Vertical Flight Foundation Award for one of our members twice in succession, AHS Student Design competition bestgraduate entry award, both in USA, University Startup World Cup (USWC) awards in Copenhagen, Denmark, Future Materials - Best StartupAward at Milano, Italy by International Textile Manufacturers Association(ITMA) and the UK-based World Textile information Network (WTiN). We also won best paper award at international conferences.We have got a lot of media coverage internationally and nationally in many renowned newspapers, TV channels, blogs etc. We are now launching our company called MultiFun Technology Private Limited gearing towards making this material as well as UAVs and MAVs (flapping wing, rotary wing & fixed wing) based on them, utilizing the initiatives of the Govt. of India such as ‘Make in India,’ ‘Startup India, Standup India,’ and ‘Skill India.’ We would be supplying materials not only to Indian OEMs but OEMs abroad as well. Beginning with these small steps, we hope that nature’s inspiration will continue to help in nature’s preservation. Thank you. ***

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Civil Day (22 March 2016)

<<Special Report-HPI-2016>>

Presentations made by Panelists at the Technical Session-I&II at Heli Power India-2016 (Civil) TECHNICAL SESSION II : Regulatory Updates & Safety Initiatives Regulatory Initiatives by Capt Amit Kumar Garg, Flight Operations Inspector, DGCA

idea is that the task needs to be met but at the same time considering the risk level there should be adequate risk mitigation.

I consider it my privilege to have been given an opportunity to speak at this event on ‘Regulator’s Initiative in Enhancing the Safety and Efficiency of Helicopter Operations’ in the Country. At the DGCA, we are making sustained efforts to bring in positive changes on number of issues to create suitable ambience for growth of civil aviation industry in the Country. Owing to the nature of DGCA’s work as a Regulator, we strive to enhance safety but at times people in the field may feel it as unnecessary restriction on operations.

Another step is consolidating the complete recurrent training requirements. To resolve the issue that pilots needed to undertake multiple visits to meet training requirements the entire recurrent training is being redefined into a modular package concept which can be executed in a short period or in modules based on operator needs.

The stated vision of DGCA is to ‘Endeavour to promote safe and efficient Air Transportation through regulation and proactive safety oversight system’. The key words herein are ‘safe’ and ‘efficient’ and it will be my effort today to try and convince you that these are not two mutually exclusive words. In consonance with these thrust areas, our primary focus has been to ensure safety of operations and at the same time see how greater operational flexibility can be given to the operators. In order to attain these aims we are keen to adopt international best practices and also streamline some of our procedures to ensure that there is adequate and due compliance with stated regulations. Over the last couple of years, DGCA has stepped up its Surveillance Programme to enhance safety of operations. While some of the increased oversight is related to the rather bad year in terms of accidents we had in 2015 but most of it is an attempt to try and revise the procedures for oversight. During these visits several shortcomings have been noticed for example recurrent training wherein both the practice and the regulation was possibly not meeting the objective. We have also undertaken reviews of SOPs and Operations Manuals in a more methodical way and though it is an ongoing process, hopefully all these steps will lead to enhanced safety. The industry’s area of concern is adequate operational flexibility which DGCA is trying to ensure. I think one pertinent example is the introduction of HEMS in various segments wherein we have tried to adopt a flexible approach. Whether an operator wants to do a full range of operations day and night which need higher standards of safety which come through better equipment, twin engine helicopters, higher training standard for the pilots, whereas if you want to do only a limited range of operations for example local area only by day then there is a possibility of doing such operations with single engine helicopters. The

One more example is Load & Trim Sheet requirements, which were being perceived as being more appropriate for aeroplane operations rather than helicopter operations. The need for preparation of Load and Trim Sheet, in case it had already been prepared for the first sortie of the day and subsequent loading remains at or below whatever has been calculated, had already been rationalised. We have now simplified the procedures further wherein if the loading pattern is defined by the operators in their Operations Manual and has been thoroughly analysed at the time of approval of the Operations Manual and subsequently the operations are such that the max AUW appropriate for the density altitude is not exceeded, there is no need for preparing load and trim sheets. Similarly, oversight for General Aviation operators is significantly lesser as compare to the commercial operations the underlying principle being that for commercial operation, the regulator is duty bound to ensure higher standards because the passenger is generally not aware of the standards of safety that are required whereas in General Aviation, it’s a pilot-owner concept and there is much more flexibility accorded to the owner of the machine. There is also a proposal to undertake reclassification of Air Transport Operations to enable proportionate regulations based on commercial and general operations and also complexity of the machines e.g. large aeroplanes or small single engine helicopters. The differentiation in regulations is being worked upon. Variations in the interpretation of regulations between DGCA inspectors exist because such variations are inherent to human nature but having said that, DGCA is increasingly moving towards better standardization through CAR compliance. Standards are being laid out more clearly in the CAR. We are also trying to make regulations less demanding so that they need for one time and ad hoc approvals is reduced. We have started with CAP 3100 which is process for approval as an operator and CAP 8100 which is process for approval of Operations Manual. There could be requirements for further improvements in these documents but efforts have been made to ensure that it becomes systematic approach to the whole process and more objective. Extensive e-DGCA process is being undertaken currently which will also involve process review so that the related processes can be streamlined.

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<<Special Report-HPI-2016>> I will now talk about the significant issues which have been observed during our various field visits - the first being cross-utilization of pilots. We need to understand that rampant cross utilization leads to degradation of standards because oversight of the pilots reduces. Nobody has real ownership of the training standards and fatigue limits etc of the pilots. Similarly, on the issue of Pre Flight Medical Checks it was rather sad to have incidents where action had to be taken against pilots because of failing to meet such basic requirements.

revised CAR on HEMS, an operator has opted to start HEMS. Hopefully, it takes shape and helps ingrowth ofhelicopters, pilots and technicians. It is one big initiative which we have taken.I am sure this initiative works. Second point which was brought out wasregarding, ease of doingbusiness. How we are going to achieve it? and what have we done in the last couple of months?

We had an accident when training at night under VFR. Lives have been lost and it is not just the regulator, it is all of us who need to take a hard look as to whether what we have been doing is in the right spirit and whether the regulations are too restrictive or need amendment â&#x20AC;&#x201C; the focus remaining that safety should not be lost.

Firstly, we have revamped civil aviation requirement. Therequirement of load and trim sheet has been done away. Number of regulatory checks have been combined and as a resultnumber of checks which were there earlier have been reduced. This has resulted inreducing the cost of operation and at the same time retaining the quality of training where we have not compromised at all.

Another area of concern is Recurrent Training on simulators which at times is not undertaken because it has significant cost implications. While cost is an understandable implication but I think we need to take a hard look as to whether is the right place to minimize costs. I would call upon the industry to share any feedbacks and examples that they might have from how things are done abroad or ideas how this whole issue can be progressed towards safer and efficient operations.

Earlier, the regulations were same for General Aviation and Commercial Aviation. In the new CAR, there is a vast difference between the two as brought out by Capt Amit Garg. You will find, checks and the licensee requirement of a Commercial Operator has been vastly reduced compared toGeneral AviationOperator. We have also reduced trainingrequirements and it is upto the operator if he feels that is less, it is entirely upto him to step up the training requirements.

DG already covered that there is an area of concern in terms of Heliport and Rooftop helipad clearances. Collectively we must find a way wherein the helicopter operators and end users ensure that there is no dilution of safety standards at the landing area.

We talked about night operations (offshore), risk assessment and risk mitigation is definitely required in night operations offshore. In respect of this issue affecting ONGC, we have had two stakeholdersâ&#x20AC;&#x2122; meetingson the subject recently. We propose to have another meeting with DG today where we will find ways and means to handle the requirements ofnight medical evacuation from offshore helidecks.

We are also pushing for approval of Point-in-Space approaches which provide operational flexibility to helicopter operations wherein at very limited cost IFR operations can be undertaken. IFR operations is something which we must look for as an industry because that will give us the flexibility of operating day and night across all weather in most areas. Somehow we have all been focused towards the ease of continuing VFR operations. It is very convenient and it minimizes lot of headaches and IFR operations call for totally different set of standards but looking forward and seeing the increasing congestion of airspace and the fact that aeroplane operations will not happen without IFR clearances, it would be better for us as an industry to start adapting and getting used to IFR operations. There is also some effort to review licensing regulations. DG has directed us to give some feedback and hopefully as time progresses we will be able to make regulations more in need with what industry wants. ***

Concluding Remarks by Chairman, Col UC Yadav, Dy FOI (H) DGCA The topic covered during the Session includes Regulatory Initiatives and we also heard views from the industry, one of which was how do we ensure growth of the Industry. For the past one year, we at DGCA are trying to align the regulations with the legitimate industry demands. The latest in that is HEMS operation. Subsequent to our

***

Vote of Thanks by Capt V P Mathur, CGI, RWSI On behalf of RWSI, we wish to profusely thank Col UC Yadav Dy FOI(H) and Capt Amit Garg FOI(H) DGCA for sparing their valuable time to participate in the Session at the Seminar and share their views. Their presentations provided comprehensive coverage of how the regulator is contributing to the safety of operationswhilst reducing regulatory burden and the costs imposed on businesses. We in the Industry are highly encouraged when we heard the DG in her address at the Inaugural Session in the morninggiving an assurance that the Regulator is keen to act as a facilitator. Of course the attainment of a safe system requires that the industry complies with the regulations laid down by the State. The main responsibility for compliance rests with the Industry, which has a legal, commercial and moral obligation to ensure that operations are conducted in accordance with the regulations. We are thankful to Col UCYadav Dy FOI(H) and Capt Amit Garg FOI(H) DGCA for the efforts being made by the Regulator in revising rules which are cumbersome to comply. He also thanked all other delegates for sparing their time to participate in the event.

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<<Special Report-HPI-2016>>

TECHNICAL SESSION II : The Usage of Helicopters in Offshore & Best Practices

(LtoR) Captain Allan Mark D’ Gama, Sr. VP Head Offshore Ops, Global Vectra Helicorp Ltd.; Captain Uday Gelli, President, RWSI (Western Region); Lt Gen (Retd.) SJS Saighal, Chairman, Global Vectra Helicorp Ltd.; Mr. Paul Teboul, Aviation Safety Senior Advisor for Asia – Pacific, Airbus Helicopters and Mr. Rajendra N Johri, CMD, Aman Aviaton & Aerospace Solutions.

Opening Address by Lt Gen SJS Saighal (Retd.) PVSM, AVSM, VM at HPI 2016 “We have mixed bag of challenges facing the Industry. What is holding back the growth of helicopter industry in India and the challenges that we face? We talked about sustainability of operation that each helicopter operator has to go through. Small fleet of helicopters that we hold is a big challenge as it is unsustainable with spiraling costs. Five years back, in similar kind of Seminar, chairman of a PSU had projected 500-600 helicopters growth by 2020. We are in 2016. We are no nowhere near the projection as nothing has changed on ground. The escalation cost of operation is impinging on the growth of industry. USA has 10,500 civil helicopters (Turbine & Piston). In Brazil in Sao Paulo city there are more than 600 helicopters operating in the city alone between that and Rio. This came out of necessity to beat the traffic jams. But they created the infrastructure. We were talking to the Minister for Civil Aviation in the morning and hopefully there will be congenial conditions for us to be able to grow forward. In 2008-09, we had experimented in setting up intra city nods in Bangalore thinking that it is fast growing industrial hub and it may imbibe our heli services. We tried that for six months but we did not carry more than five passengers. Somehow it did not take off. Another issue is the vintage of the fleet that we have. Only a few companies bring new helicopters every year. I firmly believe that unless 30% of the fleet of helicopter is brand new and 30% mid-life and 30% at the fag end, you will always get into problems related to the maintenance of fleet. Many companies go broke as maintenance of the fleet requires heavy capital input. If one is financially strong, then a cyclic kind of movement will take place which keeps your availability of fleet very high which has not happened in the country as yet, except in the case of 2-3 major Helicopter Operators. Next, is the infrastructure development especially developments of

heliports and helipads in the next 8-10 years. Let’s see how long will it take for us to make some more helipads in each state as it is capital intensive. 10 years back Bhutan wanted us to embark on developments of helipads in remote areas. As business was not guaranteed, we didn’t go there. Today Bhutan has done exactly within 10 years what they had set out to achieve and with the support of the state. This is required to be done. States have to come up and say we require it. It’s impossible for any operator to go and establish any infrastructure. It should be the responsibility of the concerned state govt. When this infrastructure comes up in various states in the country, growth will be automatic. A lot has been said about the regulatory issues. What is required is the demystification of usage of helicopters. For example, we had initiated roof top operations 7-8 years back. The CAR was there. Yet, why roof top helipad hasn’t come up? The regulator has overstepped to ensure safety. When you go for measures beyond the safety, it becomes financially unviable. Some of the regulations are essential. DGCA has put in lot of regulations in place. We hope that they are operator friendly, if the fleet is to grow from where we are. We have been talking of Helicopter Emergency Medical Services(HEMS) for a long time. Only one operator imported a dedicated HEMS helicopter. Another operator is going to do it and hopefully he will succeed. More than 750 helicopters in the US are flying every day in Emergency Medical Services. They fly more than 3 lakh hours annually and they carry more than 3 lakh passengers annually. If nine HEMS helicopters take off in this country in next 3-4 years, I think we should be happy and we may assume we are in right direction to progress. Last point is safety. How people perceive? If you meet your friends, relatives if they have ever taken helicopter ride specially to shrines first thing they ask is if the engine fails what happens. How safe is your helicopter? How do we land? We have to discuss it. How do we adapt the new technologies to make our flying safer? If you look at the accident rate in a commercial airline industry, it is 1 accident in 2.4 million hours of flying. In regard to civil helicopters, our Accident Rate Achieved is 5.28 per 100000hrs of flying. We have a long way to go and this is a challenge. How do we reach safety goal of 1.9accident per 100000hrs of flying by 2016 set by the International Helicopter Safety Team?” ***

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<<Special Report-HPI-2016>> Usage of Helicopters in Offshore & Best Practices by Capt. Allen Mark D’ Gama, Sr. VP Head Offshore Operations, Global Vectra Helicorp Ltd. Usage of Helicopters in Offshore & Best Practices by Capt Allan Mark D’Gama, Senior Vice President, Head Offshore Operations, Global Vectra Helicorp Pvt Ltd. Introduction – During my presentation, I shall cover: • Usage of Helicopters • Flying Prospects • Flying effort the Advantages of Helicopters

prospects for the Indian Helicopter Companies. As and when ONGC carries out exploration in the international market they would need reliable helicopter support. Hence usage of Indian helicopters, offshore, is bound to expand. Offshore operations started in India in the mid-70s. Demand by oil companies has led to the rapid growth of the offshore helicopter fleet. Initially there were no Indian helicopter companies flying for air logistics support offshore. In the mid-1980s, the Helicopter Corporation of India which later renamed as Pawan Hans Helicopters was the first Indian helicopter company to fly offshore. Prior to that we had Schreiner, CHC, Bristow, and a host of other smaller international companies operating out of Juhu. Today around 30 helicopters are used for offshore operations in India.

GVHL Offshore flying effort

• Type of Operations. In the later half I shall cover the best practices being followed in offshore flying under the following sub-heads: Best practices for deck training 1. Deck – CAP 437 2. Risk Evaluation flights

As you all have heard throughout the day, GVHL is one of the major players in the Indian oil and gas industry for air logistic support. In the year 2015 alone helicopters of GVHL airlifted 117300 personnel to the offshore installations besides transporting 4,58,700 kgs of cargos. In doing so, GVHL flew a total of 12,292 hours and carried out 45,378 landings. All of this flying effort was accident free.

3. Universal Helideck Limitation List

Advantages of Helicopters

4. Audits of Installation at Regular Intervals

Helicopters provide speed of travel and hence reduced transit time. Operations are carried out twelve months of the year, during all weather conditions. Helicopters also provide flexibility to the user and are inherently very safe.

Training Requirements 1. Training of pilots 2. Training of helideck/ Ground Crew

Types of Operations:

3. Training of all offshore personnel

There are numerous ways for helicopters to be utilized in India. In offshore in particular, the scope of usage is tremendous. In addition to the present roles, helicopters may be considered for under slung work, Disaster Management and Search and Rescue activities.

4. Adverse Weather Policy Safety procedures 1. Airborne Radar approaches/ GPS/NDB 2. Flight Data monitor and evaluation

Best Practices Deck:

3. Monitored Stabilized Approaches

The world over, the CAP 437 which is published by the U.K. Civil Aviation Authority is considered the Bible for helideck standards for offshore installations. It is essential that a risk evaluation is carried out prior to commencing operations whenever there’s a new deck being commissioned. I would stress of upon the need to have a Universal Helideck Limitation list. And the word Universal because there may be two or three different operators operating in the country and each of them may produce their own helideck limitation list. This is contrary to the concept of safety. There has to be a centralized Helideck limitation list which is published by the D.G.C.A. or a constituted Safety Advisory Committee also appointed by the DGCA, so that everybody operates to the same standards. Audits of installations at regular intervals should be mandatory.

4. Emergency Response Plan Drills 5. Frequent Safety Meetings By client If you look at the prospects of the energy sector, it has been increasing over the years. Today we are still very dependent on fossil fuels for the industrial development of our rapidly growing nation. India as you know is surrounded by the sea on three sides and hence there’s a huge potential for offshore oil and gas exploration. We are blessed with a large coast line. Further, new technological developments help to enhance our ability to exploit the exclusive economic zone, for Oil & Gas exploration up to 200 nautical miles into the sea. Since, Industrial growth is closely interlinked with the oil and gas industries, countries which have rich reserves are bound to prosper. India has vast unexplored resources. The Videsh arm of ONGC as well has been awarded contracts all over the world. In turn this opens up 40

Best Practice Equipments: Generally crew depends on a visual estimation of the visibility during offshore operation as well as for any other basic meteorological

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<<Special Report-HPI-2016>> data. But today, you have automated weather observation stations (AWOS) which can be installed on the platforms. Similarly, you have Helicopter Approach Path Indicators (HAPI) and Glide Path Indicators (GPI) which can assist pilots during the crucial final stage of landing. These are readily available all over the world and are being used in India by Naval and Coast Guard ships. The nature of the helicopter operations today is that we are operating off the coast of Mumbai, tomorrow we’ll be operating of the coast of Goa and the next week perhaps of the coast of Trivandrum. At present, there is no ADSB coverage of helicopter operations (offshore) throughout the country. Satellite tracking by INMARSAT, however is available .The equipment not very expensive and completely portable. With these, wherever helicopters go, they can be tracked. They are not dependent on ADSB nor are they dependent on radar surveillance. Satellite Navigation - As you all are aware GAGAN has been commissioned and is operational. This morning we had a very nice presentation on the possibilities of its usage to provide navigation service, especially in areas where there’s no coverage at present. This option could also be given a serious look. Rig Identification Light - When flying to a rig, especially at night, it often becomes difficult to identify the rig. A platform that has identification lights atop its mast and flashes them during the helicopter operation is a good aid to let the pilot know that this is indeed the rig he’s supposed to land on.

Best Practices Training of Operator Staff: Although modern simulators are excellent training devices, training of pilots on helidecks from where he is to operate is an absolute requirement. Equally important is to train the ground/technical crew as to how to handle the helicopter on the helideck. If they’re not trained, the risk of an accident happening on deck increases. Training of all offshore personnel - The offshore passengers are shown a video briefing prior to their departure from Juhu Airport. Global Vectra pilots also brief them before they board the helicopter. However when we sit and talk to the passengers in the dining hall, or in the passenger terminal, we often realize that there are so many doubts in their mind regarding the actual safety procedures they need to follow in an emergency. Hence, all offshore personnel need regular refresher training of the procedures to be followed. Adverse weather policy – There was a situation once during the monsoons, where the helicopter landed in perfectly good weather but in an hour’s time, owing to strong winds building up, it was almost blown off the deck. The concerned people should be made aware, such events can occur. A comprehensive adverse weather policy that is binding on all stakeholders needs to be formulated and promulgated. Best Practices Procedures - Airborne Radar Approaches (ARA) G.P.S. and NDB are procedures being followed the world over in the offshore sector for landing during IFR conditions. These are easy to

adopt in the Indian environment as well and should be a standard procedure. Flight data monitoring and evaluation – Monitoring of stabilized approaches and evaluation/ analysis of flight data should be considered a normal procedure for enhancing operational efficiency. Emergency Response Plans and Drills – There is a requirement for service providers and clients alike to interact on Emergency Response Plans and Drills. Besides, it is essential to be aware of the roles of other agencies like the AAI, DGCA, Coast Guard in Emergency Response Plans and Drills. Frequent safety meetings by the client – Sharing of information is very essential to bring up the overall safety standard offshore. A safety meeting between clients and operators is recommended every three to four months. This shall enhance safety in the area of operations.

The Way Ahead IFR & Night Operations Juhu heliport is perfectly capable of being made a night equipped heliport. It will help to base the helicopter at the airport rather than on the rig. In turn it will help better evaluation of the casualty and the requirement for a night med evacuation. Coordination with the Air Traffic Control shall also be swifter. It is time we had this capability with adequate support staff and equipment at the base to support the huge workforce that is based offshore. With the new OC 02 of 2016 and CAR 8_S_7 on Air ambulance and HEMS by the DGCA is on the right track. Satellite tracking of helicopters In my opinion, it is one of the essential requirements. There are portable equipment available which are independent of the aircraft type. They can be shifted from one helicopter or another and they will be able to track helicopter all over the country, over the sea, in the jungles, the mountains, anywhere where satellites coverage is available. This point has been repeated to emphasize the importance of how easy it is to enhance safety with minimum effort in the present scenario. The formation of Offshore Helicopter Safety Advisory Group-(OHSAG) Establishment of an independent body which has experts to review on the developments in the offshore sector on a regular basis is most critical. The OHSAG should be able to provide advisory services on safety of Heli Ops (offshore) to E&P Agencies, Helicopter Service providers and DGCA on a regular basis. This advisory group should consist of all stakeholders and should function under the DGCA/ MOCA. REGULATIONS – The regulations that we follow are decades old. As the environment, equipment and practices have changed. Hence there is an urgent need to revamp the regulations to keep abreast with current practices around the globe.

ROTOR INDIA - QE 30 JUNE - 2016

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<<Special Report-HPI-2016>> Address on “Op & Maintenance Bottlenecks Faced by Helicopter Operators” by Mr. Rajendra N Johri, CMD, Aman Aviation and Aerospace Solutions Pvt. Ltd. “At the outset, we must compliment Ministry of Civil Aviation to come out with the path breaking new draft civil aviation policy 2015 and as and when it is implemented it is going to be a game changer. But there are certain areas that need to be worked upon. We have identified those areas which either gets into the policy or through the existing CARs which may need required amendment and correction. As of date in 2016 there are 255 helicopters in India. This strength in 2011 was 277. It’s a clear sign of negative growth. Various factors can be attributed for this decline: • Rising cost of operation • Devaluation of Rupee Vs USD/Euro/GBP • Fuel Prices of 100 LL & ATF for helicopters • 29% customs duty on the consumables • Non- Availability of the infrastructure • Rising cost of airport charges & • Regulatory challenges There are challenges in importing helicopters. When we have no CIVIL helicopters manufactured in India what is the point of having custom duty? It takes 8-10 weeks to complete the formalities for NOC issue by Air transport, ownership change/registration and issue of NSOP. It takes similar time frame with the AAI to get the night parking permission which is a basic pre requisite for getting the NOC from DGCA for acquisition. We requested MOCA to remove the customs duties even for the private category, rules are made friendly so that we can import a lot of machines. As a non-scheduled company one can import spares on your own but if third party wants to stock the spares they are not allowed or they have to pay 12.5% VAT, Octroi etc. If we have spares available, turnaround time, and availability of the machine improves. Optimum utilization of helicopter — personally for us and for industry all these points are collated from various operators those are facing the problem, even we are facing the same problem. We have a big checklist of those helipads which are not in regular operation. Half the time, the checklist is not updated. People involved in sorting out the permissions are not aware of the helipads in regular operation. Many times, sorties are cancelled at last minute and we lose the work. This needs to be resolved on high priority.

logical. We request MOCA to bring ATF in the declared goods category so that throughout India you have only 4% sales Tax. Cost of the rentals –The rentals at Juhu Airport have sky rocketed by adapting the rentals in the neighborhood outside the Airport. Task Training : The new CARs which have come in are talking about the task training to be done by the CAR 147 organizations. When there are no 147 organizations in India which are approved to impart task training how can this intent be met? These are not user friendly rules. Like in case of EASA and other regulatory authorities round the world, the task training done by the approved CAR-145 companies is acceptable. Similar provisions must be interpreted by DGCA as well. Oral cum practical exam for issue of AME license is only enforced in India. How can we take out one particular rule and not harmonize with the international requirement of 147? EASA, FAA or any other regulatory authority in the world has no such rule. We have team of FOI’s in Mumbai region and for that matter other regions as well. Yet all the papers for one-time approval for any kind of activities are sent to Delhi and it takes anything between 6-8 weeks with a constant follow ups. We suggest that such authorities be vested in the FOI s who are at the region. This point is nerve wrecking subject for any operator, especially Mumbai region. If you see the government tenders or PSU tenders coming out they started putting the age of the helicopters as 5 years and 7 years. If such conditions are present in the tender what happens to other older machines? Do we sell these older helicopters out of the country? Are they not serviceable? Can’t they fly? If we take a parallel example with fixed wing Airplane, the ones operated by Air India (Airbus) for the domestic sectors are over fifteen years of age. With the same analogy, these aircraft should be taken out of service. Something needs to be done by the Ministry so that this age issue is in line with the regulations. This will surely increase the optimum utilisation of the helicopters. We had earlier paper 4 for the AME examinations in lieu of type training. This has been systematically removed and only the approved course is remaining now. Even for the one time approval for one AME, for him to undergo the approved training at any EASA-147 or FAA-147 approved facility abroad has become a nightmare. For each institute DGCA officer must go to the particular already approved institute abroad for granting one time approval. How can it justify the cost for training one AME by the organisation? This has systematically reduced the new engineers coming up since organisation cannot take up such a cost. our request is that Paper-IV for AME exam must come back and also if the Type training 147 institute which are pre-approved by the EASA or FAA must be accepted as it is and there should not be any necessity for reapproval by the DGCA. Kindly note that such 147 training facility doesn’t exists in the country which can cover all the available fleet. I will restrict only to these issue because if we can handle these it will give us lot of comfort and relief and we will have to closely work with MOCA and DGCA. I know these challenges are not easy to be resolved. We have been working for over decades on most of them. Some of them have crept in but we will have to work on this continuously and make sure that we can make the industry grow.

The cost of ATF varies as much as Rs18/- per liter between Bombay Airport and Juhu Airport which are within a distance of 1.5 km. It is not

ROTOR INDIA - QE 30 JUNE - 2016

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<<Special Report-HPI-2016>> Aviation Safety Activities Developed by Mr. Paul Teboul, Airbus Helicopters “You all know that the airline industry has taken a lot of effort to decrease the accident rate and it has been successful last year. But as you can see,the average accident rate for civil helicopters across the world isstill at 6.14 for every 100,000 flight hours. And it is far too much, we want to get the accident ratedown in this part of the world also. We have analyzedthe helicopter accidentsover the period between 2006 and 2010. If you have a look at the accident rate inthe next five years’ period between 2011 and 2015, you can seethe root cause of the accidents ismore or less the same. Eighty percent of the accidents are caused due to operational causes and around eight to ten percent are owing to human factors.So we must focus on these two aspects to decrease the accident rate in the region. The root cause of accident is still the same through the years, be in pilot judgment orlack of situational awareness. You can see from the graph ,thereason why we have been working in Latin and South America first. But now, we are putting our effort in Asia and of course in India. At the level of International Helicopter SafetyTeam,our target in 2006 wasto reduce the accident rate by eighty percent in the next ten years (2016). Today, I am very sad to say that we did not achieveour target, not yet. And we have to continue to put our effort on some of the areas. To illustrate the reason why safety is so important for all Industry partners in this helicopter industry, you have to see the only letter that has been signed bythe CEOs of all the Helicopter Manufacturing Companies world-wide. You know these people, they don’t really love each other and they don’t sign a common paper normally, but for safety, they have agreed to sign this common letter and this shows the importance of aviation safety. Besides embracing advanced technologies, we also need to improve the safety culture to reduce the accident rate.As the root cause of accident today is safety culture,Operators, manufacturers, concerned aviation authorities have to work together toevolve good safety culture. So this has been the reason why at the level of the International Helicopter Safety Team, we decided also to target those small operators knowing fully well that big operators with big fleet have been able to achieve good safety cultureandbetter accident rate and smaller operators with small fleet, onthe contrary, will face more and more accident. This is a reason why we decided to target these kind of operators on priority. We want to target the smaller operators and have a full day working on aviation safety with each of the operator. And once we get the feedback from the authoritieson what are the special aspectswe need to introduce in our safety programme, here in India , we are going to include them also. In June 2016,we will start to reach out to these small operators and spend time with them in order to show them how to improve their aviation safety and safety culture.

to talk about is about statistics, about the four main recommendations that you have seen inthe letter signed by the four CEO of the majorHelicopter manufacturers.It includesSafety Management System(SMS).Implementation of SMSin the offshore operationworldwide havelowered the accident rate. And we have seenimprovementin safety culture by implementing the best practices with training at all level of people who are working in this industry. As you may know safety is like an iceberg. Most of the time we are working on what we call accident which is only the visible part of the iceberg. The safety management system is much more to work on the latent condition on the risk, on the hazard even before we are facing an incident.Working on this iceberg path by theoperators, manufacturers and aviation authoritieswill be much more efficient than working only after an accident, the visible part of the iceberg, the tip of the iceberg. During the safety road shows, we propose to coverhow the International Helicopter Safety Team can help small and medium and also the big operators can achieve better safety. Of course, everybody is free to go and reach out to the safety information through videos, leafletsetc. available at IHST website (ihst.org). It may help to have better and safer operation. Here is an example which is the preflight check.Itmay in a few minutes anticipate and evaluate the risk of a new mission and even before take-off, thepilot, co-pilot, the crew in general, will be able to evaluate what are the risks and mitigate if there are some risks which are not acceptable. And of course take the decision of go, no go, taking in consideration the risk of this actual mission. And in a few minutes I can tell you that you can really anticipate and improve your accident rate or risk rate. We will talk during the safety road show about training which is one of the main aspectto improve these. So here you have a complete look of a valuable training for pilot and for technicians. And we talk about support like equipment, like Chamotype which will help to anticipate an incident better than to react after an accident. HDMN is a way to replay with a small camera or to replay a flight even if we didn’t face any incident. We can replay the flight and analyze together with the pilot what has been interesting to be analyzed during this flight in order once again to anticipate next flight and next other situation during flight. At the end of each Safety Road Show, each company will elaborate its own safety action plan. What is very interesting is of course having most of the personnelof the company together with us. They are about to elaborate this safety action plan really in accordance with the resources they have, the actual resources they have, meaning morning, people, time, willingness also to improve their safety culture. So how did it come in Latin America? We have been doing it since five years and of course we are continuing to do that over there. So after having performed around forty safety road shows and reached one hundred fifty company, one thousand two hundred people, we did really decrease the accident rate in the region in five years by sixty percent. And even in some countries, of course, we may be starting from a very high accident rate but we did decrease by eighty percent in some of the countries. Which was of course a very successful and IHST is very proud of the results of these safety road shows over there.

You have the agenda of our safety programme.What we are going ROTOR INDIA - QE 30 JUNE - 2016

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<<AGUSTAWESTLAND>>

AgustaWestland AgustaWestland, one of Finmeccanica’s group companies, is a leading global manufacturer of helicopters, both in the civilian and defense sector featuring state-of-the-art avionics and technology integrated and optimized for multimission functionality, and tailored to individual customers’ needs. The Company’s U.S. production facility in Philadelphia is the only assembly site for the single-engine AW119Kx, in addition to the best-selling twinengine AW139. Manufacturing activity on the AW 169 commenced on a second production line at the facility. The rate of production is reportedly planned to be ramped up to 20 US build rotorcraft per year by 2017. In the U.S., major helicopter contracts for civilian use have been awarded with the Maryland State Police Department, New Jersey State Police, and Los Angeles Fire Department, as well as numerous helicopter EMS operators, including Life Link III, Life Flight Network, Intermountain Health Care, and Summit Air Ambulance.

As a current rotorcraft supplier to several NATO allies, the Company’s experience in the defense aerospace industry enables it to meet the demanding requirements of the U.S. Government customer. The Company’s U.S. Government business unit, located in the metro Washington, DC area, remains focused on future opportunities to provide a modern advanced helicopter trainer and ground based training systems for the U.S. Navy. Development and FAA certification of the first commercial Tiltrotor is also a cornerstone of the company’s U.S. activities, with flight testing of the AW609 taking place in Arlington, TX and two prototype aircraft currently flying. FAA certification of the aircraft is expected in 2017.•

Third AW609 Tiltrotor Prototype Resumes Testing Following Fatal Crash May 8, 2016. After a six month hiatus, ground tests have resumed on the third prototype (A/ C3) of the AgustaWestland AW609 tiltrotor. The aircraft recently underwent restrained ground testing with all engines and systems online after the testing has been suspended following a fatal air crash on October 30, 2015, which cost the Company lives of two test pilots. According to Leonardo-Finmeccanica, the recent ground tests involving the third prototype follow on the heels of the restart of the testing program in April and took place at the Company's facilities in Cascina Costa, Italy, where the aircraft was tied to the ground with all systems powered up and running. Flight tests are set to resume in a few months in Philadelphia, with the long-delayed FAA certification now expected sometime in 2018 with first deliveries to begin shortly afterward. In the meantime, A/C3 will undergo icing tests, and a fourth prototype, A/C4, is currently being assembled in Philadelphia and is expected to join the fleet next year. Starting life in 1996 as the experimental

Aircraft AW609 A/C3 recently underwent restrained ground testing in Italy (Credit: Leonardo-Finmeccanica)

tiltrotor Bell XV-15 developed by Bell/Boeing, the AW609 tiltrotor combines the VTOL and hovering abilities of a helicopter with the payload, speed and range of a fixed-wing aircraft. It has a cruising speed of 275 kt (316 mph, 509 km/h), an operating altitude of 25,000 ft (7,620 m), and can carry crew of up to two and six to nine passengers in pressurized comfort for up to 1,000 nm (1,150 mi, 1,870 km). It's being offered in passenger, surveillance, search and rescue, and medivac versions. The testing program was temporarily suspended last year when the second prototype broke up in midair over northwest Italy during a high-speed test flight, killing test pilots Pietro Venanzi and Herb Moran.• ROTOR INDIA - QE 30 JUNE - 2016

<<AIRBUS HELICOPTERS>>

Chinese Consortium Acquires 100 H135s from Airbus Helicopters

Beijing, 13 June 2016 - A Chinese consortium made up of China Aviation Supplies Holding Company (CAS), Qingdao United General Aviation Industrial Development Company (Qingdao United) and CITIC Offshore Helicopter Co. Ltd (COHC) has ordered 100 H135 light-twin helicopters, becoming China’s first customer to form an industrial partnership to launch a H135 final assembly line (FAL) in Qingdao, Shandong province. This is an important step forward, fulfilling the commitment of purchasing 100 H135s signed in the Letter of Intent (LOI) last year. The contract signing ceremony was held at the Great Hall of People, in the presence of Chinese Premier Li Keqiang and the visiting German Chancellor Angela Merkel, marking a significant milestone in the scene of local general aviation industry with this €700 million sales contract and the industrial partnership of a final assembly line (FAL) in Qingdao. The FAL is expected to start operations by 2018, to assemble 100 H135s over the next 10 years. “We are extremely pleased with the progress of this partnership between Airbus Helicopters and our Chinese partners. With the further

opening up of the Chinese skies and the increasing growth in the civil and parapublic segments, China is gearing up to be the biggest market for helicopters in years to come,” said Norbert Ducrot, Head of Airbus Helicopters China and North Asia region. “With their inherent versatility and reliability, these 100 H135s will be best suited to meet the soaring demand in China”. The H135 has gained popularity in China in recent years, performing various parapublic missions such as helicopter emergency medical services (HEMS), law enforcement, firefighting, patrol command, and search and rescue (SAR), as well as corporate missions such as tourism and transportation. The rapid development of offshore wind power generation industry in China also presents a new market segment for helicopter operations. The H135 is an excellent solution for these missions thanks to its compact external dimensions, a comparatively small rotor diameter, an optimised cabin size and ideal twin-engine performance. Together with the growth of other segments, a potential demand of 600 light twinengine helicopters is expected in the next 20 years.•

Airbus Helicopters: Continuing Tradition Airbus Helicopters has been leading the domestic civil and parapublic helicopter market with the half of new registered deliveries since 2010. Currently, there are more than 80 Airbus Helicopters’ in use throughout India, including world-leading platforms such as H125, H130, H135 and Dauphin. In 2010, the Company became the first foreign original equipment manufacturer (OEM) to set-up a customer centre dedicated to the Indian market, with presence in key cities across the country providing spares and logistics, technical assistance, maintenance, training, retrofit and customisation its support. Airbus Helicopters is also playing an active role in developing new market segments in India such as helicopter emergency medical services, power transmission lines stringing, heli-tourism, search & rescue and homeland security. More recently, it teamed up with Mahindra Defence with the aim of establishing the first private sector joint venture Company under the country’s ‘Make in India’ initiative, which is geared towards producing helicopters locally.

ROTOR INDIA - QE 30 JUNE - 2016

www.pawanhans.co.in

<<BELL HELICOPTER>>

Bell Helicopter Announces Program Relocations to Optimize Manufacturing Capabilities Fort Worth, TX (May 19, 2016) Bell Helicopter, a Textron Inc. (NYSE: TXT) company, announced plans to relocate several programs in order to optimize manufacturing capabilities across multiple Bell Helicopter facilities.

Bell 505

Effective immediately, the Bell 505 Jet Ranger X final assembly in Lafayette, LA, will relocate to the Company’s Mirabel Assembly and Delivery Center in Canada. In addition, the Lafayette facility will receive the Bell 525 Relentless cabin subassembly, relocating from the Amarillo, TX, facility, and the Northrop Grumman MQ-8C Fire Scout unmanned aerial vehicle (UAV) modification work relocating from the Bell Helicopter facility in Ozark, AL. Neither move is expected to impact the certification of the Bell 525 or Bell 505. Bell Helicopter built the first three Bell 505 flight test vehicles at the Mirabel facility and is working closely with Transport Canada to achieve Type Certification and Production Certification this year. Once certification is completed, Bell Helicopter will begin production and deliveries out of the Mirabel facility. The Bell 505 Jet Ranger X continues to make terrific progress to achieve testing milestones. The flight test vehicles 1-3 have accumulated more than 700 flight test hours. To date, Bell Helicopter has received more than 380 letters of intent from around the globe for Bell 505. The five-seat, single-engine, turbine helicopter leverages Bell Helicopter’s proven technology and nearly half a century of experience defining the short light single market with the original Bell JetRanger. The Bell 525 is designed to bring a new level of safety and reliability in the most demanding environments through the innovation of the first commercially certified ‘fly-by-wire’ flight Control System and Triplex Systems. The aircraft integrates critical systems data to be easily accessible at a glance with the Garmin G5000H® suite, reducing pilot workload in a state-of-the-art cockpit environment. Best-in-class payload, range, cabin, cargo volumes, speed, and ride quality complement the technological advancements on the aircraft. The first flight of the Bell 525 was achieved on 1 July 2015 and certification of the aircraft is anticipated in 2017. Fire Scout is an operationally tested, field proven, fully autonomous tactical Intelligence, Surveillance and Reconnaissance (ISR) system. The MQ-8C provides the U.S. Navy with twice the endurance and three times more payload capacity over the existing MQ-8B variant. Fire Scout provides critical mission support capabilities not achievable with fixed wing UAVs. It can provide target-acquisition, laser designation, and battle management to tactical users without relying on manned aircraft or space-based assets. Fire Scout has the ability to operate from any ‘Air-capable ship’ or Land Base in support of persistent ISR requirements.•

Bell 525

ROTOR INDIA - QE 30 JUNE - 2016

<<B OEING AIRCRAFT >>

New Weapons are Tested on MV-22 Ospreys

May 16, 2016. “The Marine Corps is testing a variety of weapons and sensors on its tiltrotor aircraft in order to get the most out of the platform”, said Lt. Gen. Jon Davis, Deputy Commandant for aviation. “The Hellfire missile — the mainstay of the Navy's SH-60 Seahawk and Knighthawk helicopters — is being looked at for the Osprey, Davis said. He added, “the laser-guided GBU-44/B Viper Strike bomb and the lightweight AGM176 Griffin, which can be fired as a missile or deployed as a guided bomb, are also being considered”. So far, it is learnt that have been tested a Laser-guided Designator in the Osprey's nose and different munitions that can be loaded onto the aircraft.The Marine Corps' 2015 aviation plan called for outfitting Ospreys with "enhanced weapon systems" to increase standoff and precision capabilities. The plan stated that Marine Crisis Response Units, like the land-based forces that respond to emergencies in Africa and the Middle East, would use the armed V-22s. Those Units have provided security support and evacuation assistance at embassies in Iraq, South Sudan and Libya.

V-22 Aerial Tanker Capability Slated for 2018

It is reported that US Navy’s V-22 Osprey program is working towards fielding an aerial tanking capability for the Marine Corps’ MV-22B tiltrotor assault transports by 2018.The aerial tanking capability would enable the air combat element of a Marine Expeditionary Unit to refuel in air its F-35 Lightning II strike fighters and CH-53 heavy-lift helicopters, and eventually possibly other V-22s. This capability would extend the range of the amphibious ready groups for strike and assault missions. Other future capabilities envisioned for the V-22 include an improved electro-optical/infrared sensor to give better target resolution and equip the aircraft with a reconnaissance and surveillance capability. The increased situational awareness would be available to the Marines in the cabin before they arrive at a landing zone, and be available to a command element. Other future capabilities being explored are the Weapons, such as the Harvest Hawk package now installed on some KC-130J Super Hercules aircraft, and electronic warfare capabilities.The Marine Corps has 253 MV-22Bs in service.

ROTOR INDIA - QE 30 JUNE - 2016

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<<GLOBAL VECTRA HELICORP LTD.>>

An Excellent Performer in India’s high-pace Environment GVHL operates over India’s vast landscape on heli-pilgrimage and charter operations with its newest star, the H130, in pride of place. Here we take a look at the Company’s culture of safety and how it handles high-volume flights to India’s sacred temples.

Its three largest cities exceed 17 million inhabitants each, its topography reaches from Indian Ocean beaches to frozen Himalayan peaks, and its territorial expanse is literally a subcontinent: to fly in India requires intimate knowledge of its unique features, from high and hot conditions to navigating high-density cities. With over 210,000 accident free flight hours in heli-pilgrimage, charter, aerial survey, oil and gas, and utility services, Global Vectra Helicorp Ltd. (GVHL) is India’s largest private helicopter operator. The Company’s areas of operation cover the whole of India, from Katra, Kedarnath and Amarnath in the North, to Barmer and Mumbai in the West, Goa in the south, and Bihar and Vizag in the East. GVHL counts a fleet of eight aircraft from

the Airbus Helicopters line: four H125 are used in passenger transport and aerial work, two H155 for VIP and offshore, an H135 which doubles for VIP and medical support services, and an H130 – with a ninth expected for delivery in the second quarter of this year – used exclusively for heli-pilgrimage work. “The H130 is proving to be an excellent performer,” says A.J. Baker, CEO of GVHL. “The heli-pilgrimage region is in mountains and valleys at high altitude, so weather changes need to be monitored constantly. Helipilgrimage is a high-tempo operation with hundreds of passengers transported each day; managing the loading and unloading process is quite an intense activity.” The H130 improves upon its EC130 predecessor in elements designed for ROTOR INDIA - QE 30 JUNE - 2016

passenger comfort. Enhancements include a vibration control system, improved air conditioning, a cabin interior with a full flat floor, and new energy-absorbing seats. Its spacious cabin and lightweight body have made it a favorite for use in sightseeing services and shuttle and charter operations around the world. Baker praises the enclosed Fenestron tail rotor of this newest addition to the fleet as an advantage to safety, while adding that its operational characteristics are a bonus on pilgrimage missions. “The aircraft’s reliability and its smooth ride are positives, especially for our type of operations,” he says. “But one of the highest impact features is the additional passenger seat, which adds great revenue benefit in high-tempo passenger transport activities.”

<<GLOBAL VECTRA HELICORP LTD.>>

To ensure greater access to critical support and services, GVHL became the first customer to include a Smart Parts-by-the-Hour HCare support package. “Our H130 is used for intense operations and we wanted the assurance of guaranteed, rapid access to spares and support so that we can maintain optimum aircraft availability,” Baker says. “Being under PBH also ensures a smoother budgeting process, as our scheduled maintenance requirements are fully catered for.” Having access to local support from Airbus Helicopters’ offices in Mumbai, New Delhi and Bangalore provides the operator with innumerable advantages. “We are seeing clear efforts from the Airbus Helicopters India team to proactively assist us with areas of our business,” Baker says. Early this year, for example, GVHL engaged the manufacturer to deliver International Civil Aviation Organisation (ICAO) standard Safety Management System (SMS) training. “Our entire safety approach is geared towards adopting best practice for the industry at an international level, along with engaging in a process of continual improvement. We have a sound SMS in place and are expanding our safety and audit training

programs across the company, which contributes strongly in promoting our safety culture.” With its second H130 on the way, the company takes pride in its place on the stage of India’s helicopter operations. “The first flight of our H130 was special,” says Baker. “It was the first of our aircraft operating at Katra in full company colors. It really stands out as the new star on the helipads.” GVHL an early beneficiary of Airbus Helicopters’ in-situ safety training Airbus Helicopters International Services (AHIS) offers safety training, among other services, to customer centers and operators worldwide. Early this year, the consulting service received a request – via Airbus Helicopters’ customer center in India – to deliver classes on flight safety and Safety Management System to operator Global Vectra Helicorp Ltd. (GVHL). Over the course of five days in March, 18 members of management and key departments attended personalized lectures at GVHL’s offices in Mumbai. Led by AHIS instructor Didier Massat, GVHL’s staff – including CEO A.J. Baker and ROTOR INDIA - QE 30 JUNE - 2016

the Company’s Senior Executives – attended classes designed to raise awareness of safety policy and objectives. The week’s syllabus, based on ICAO standards, was broken down into more than ten areas, including hazard identification, risk management, mechanism of accident, and a phased approach to SMS implementation. Sharing Airbus Helicopters’ worldwide experience and best practices, Didier Massat led an open discussion session on the final day of classes. “I would like to submit that the program was excellent and delivered good learning value,” said Capt. Rajiv Kumar, Head of Safety at GVHL. “Didier’s presentation was very good. His mastery of the subject was evident in the way the program was delivered and the way the discussions were guided and managed.(His vast experience in the field gave him an advantage, as he could quote examples from within our industry, thereby bringing credibility to the delivery. (Didier Massat was an excellent instructor.”

AHIS’s customer-focused services are part of Airbus Helicopters’ larger priority to support flight safety by offering innovative solutions to customers worldwide.• 53

<<HINDUSTAN AERONAUTICS LTD.>>

India in talks with African Countries for Exporting Light Combat Helicopter NEW DELHI: India is in talks with "certain" countries in Africa for possible export of the indigenous Light Combat Helicopter even as the Defence Ministry has set a target of $2 billion worth of exports over the next two years. The weapons trial of the LCH is planned in July-August this year. While the Army has placed an order for 114 LCH with state-run Hindustan Aeronautics Limited, the IAF has ordered 65. The successful demonstration of the LCH in firing 70 mm rockets was conducted during the Iron Fist exercise of the IAF held recently. The certification trials with integration of mission sensors such as electro optical system, helmet pointing system and weapon system like air to air missiles, turret gun and rockets are planned between July and August this year. "We are in talks with certain countries in Africa who have evinced interest in the LCH. With great value for money, the helicopter is an attractive buy for many countries," a senior defence official said. Asked why the countries would be interested in a chopper which is yet to get final certification, the official said, "The certification is a formal process. The countries interested in the LCH in the current form do not need high features like air to air missiles. For them

LCH turret gun along with some other features work." LCH is a 5.5-tonne class combat helicopter designed and developed by HAL. Its features include sleek and narrow fuselage, tri-cycle crash worthy landing gear, crash worthy and self-sealing fuel tanks, armour protection, nuclear and low visibility features which makes the LCH lethal, agile and survivable. Designed for anti-tank and antiinfantry roles with a maximum speed of 275 kilometers per hour, the LCH is also capable of high-altitude warfare since its operational ceiling will be 16,000 to 18,000 feet. Defence Minister Manohar Parrikar had on Saturday

said government is pushing for defence exports and plans to export Tejas fighter aircraft as well. "I know it is not easy. Weapons and export of defence goods have double problems. One is whom you are exporting to and the second is one has to go on checking all international requirements," he had said. Explaining that push for exports has started showing results, Parrikar said, "From a meager 140-150 million dollars, this year, I think we have crossed 330 odd million dollars. We have doubled the export. I have set a target for myself. In the next two years, why not touch $2 billion. It is not an impossible target."•

Russian Ka-226T production in India could begin in 2017 Sixty aircraft will be supplied to India assembled, and another 140 are planned to be assembled at Indian production facilities. The production of Russia’s light utility helicopters Kamov Ka-226T in India may begin next year, director for international cooperation and regional policy of the Russian State Corporation Rostec Viktor Kladov said at the Defense Services Asia (DSA 2016) exhibition on 15 May 16.“If the process develops according to the plan, the corresponding firm contract will be ready by the end of 2016. We hope that the relevant work will be started at the Indian production site as early as in 2017”, he said. India’s Hindustan Aeronautics Limited (HAL) is Russia’s main partner in the project, but Rostec “will also pick a number of other Indian companies for the participation in the project,” Kladov added. The agreement on joint production of the Ka-226T helicopters was signed in December 2015. It was planned to manufacture at least 200 helicopters of this type. In February 2016, Deputy Director General of Russian Helicopters (a Rostec subsidiary) Igor Chechikov said that 60 aircraft will be supplied to India assembled, and another 140 are planned to be assembled at Indian production facilities.•

ROTOR INDIA - QE 30 JUNE - 2016

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<<RUSSIAN HELICOPTERS>>

Russia to Supply Mi-35M Helicopters to Kazakhstan in late 2016 - Producer ASTANA, June 1. /TASS/. The first deliveries of Russia’s combat helicopters Mil Mi-35M (NATO reporting name: Hind-E) to Kazakhstan are scheduled for the end of the current year, Alexander Shcherbinin, deputy chief executive for business development at Russian Helicopters holding, the helicopter manufacturer, said on 01 Jun 16.” The first deliveries of this helicopter (Mi-35M) through the Rosoboronexport (Russia’s arms exporter) is scheduled for the end of this year”, Shcherbinin said, without specifying the details. The Russian Helicopters deputy head said that Kazakhstan currently uses the Mi-24 helicopters, on the basis of which the Mi-35M was developed. According to previous reports, Russia presented its Mi-35M helicopter at the KADEX-2016 international military equipment exhibition that was held in the Kazakh capital Astana on June 2-5. The Mi-35M helicopter is designed to destroy hostile armored vehicles,

provide close air support, land troops, transport cargo and evacuate injured persons. The Mi35M type helicopters are currently in service with the armed forces of Russia, Azerbaijan, Brazil and other countries.•

New Engines for Russia’s Heavy-lift Helicopter Russian engine company Aviadvigatel is developing a turboshaft that can power the Mil Mi-26T, based on the PD-14 turbofan that is now being flown on IL-76 testbed. Current versions of the heavy-lift helicopter use twinD136 engines that were developed by Ivchenko Progress and are in production at Motor-Sich, both companies based in Zaporozhie, Ukraine. Russian Helicopters Deputy General Manager Andrei Shibitov told AIN that Russian government customers would prefer the reengined version. A prototype is expected to fly in 2017, with production examples to follow in 2018 and 2019. At the recent HeliRussia exhibition in Moscow, deputy trade and industry minister Andrei Boginsky said that work on the new engine is proceeding quickly, with his ministry providing extra funding. The engine is designated PD-12V and can develop 14,500 shp. However, it will be flatrated to 11,500 shp to match the Mi-26’s existing gearbox. This power can be maintained to the altitude of 2,000 meters or at ambient temperature of +40 degree Celsius at sea level, thus improving the helicopter’s hot-and-high

performance. According to Aviadvigatel, the PD-12 is 100 kg heavier than the D-136, but burns 18 percent less fuel. The developer says that a full-scale mockup has already been made so that designers can do a test-fit on Mi-26 airframe. The PD-12 is also offered on the Sino-Russian Advanced Heavy Lift (AHL) rotorcraft now in development. Preliminary studies done by United Engine Corporation (of which Aviadvigatel is a member) revealed that the refurbishment would improve the Mi-26’s payload-range and reduce operational costs through higher technical parameters and Condition Based Maintenance (CBM). The baseline PD-12V will provide a basis for the development of a family of engines. Shibitov confirmed that Algeria remains the only customer for the Mi-26T2 version, having ordered 14. This means that an April 2016 order from the Russian defense ministry for two Mi26s was for the older Mi-26T variant, adding to 17 such rotorcraft that the service accepted new from the Rostvertol plant in 2011-2014. China is expecting a fourth Mi-26T this year, to supplement the three machines already in operation.• ROTOR INDIA - QE 30 JUNE - 2016

<<SIKORSKY LOCKHEED MARTIN>>

Sikorsky Conducts Combat Rescue Helicopter (CRH) Air Vehicle Preliminary Design Review (PDR)

On May 2, 2016 - Lockheed Martin (NYSE: LMT) announced the successful execution of the Combat Rescue Helicopter Program (CRH) Air Vehicle Preliminary Design Review (PDR). This important review signals that the CRH program is proceeding with detailed design activities for the HH-60W Air Vehicle and Logistics system. In addition, the team will continue toward the CRH Training Systems Preliminary Design Review in August, three months ahead of schedule. Sikorsky, a Lockheed Martin Company, and the United States Air Force (USAF) hosted a five-day meeting in April to gather stakeholders and key collaborators from government and industry for an in-depth review that demonstrated that the overall design meets the systems requirements setting the stage for the next phase of the program. Review participants included members of the Office of the Secretary of Defense, both the USAF acquisition team and representatives of the USAF operational combat rescue community, as well as the Sikorsky and Lockheed Martin industry team and several other key suppliers. The U.S. Air Force awarded Sikorsky the Combat Rescue Helicopter contract in June 2014.The $1.2 billion Engineering Manufacturing & Development (EMD) contract includes development and integration of the next generation combat rescue helicopter and mission systems, including delivery of four HH-60W helicopters, as well as six aircrew and maintenance training systems. The training suite includes devices that span full motion simulators and discrete aircraft systems used for training, such as hoist and landing gear. The USAF Program of Record calls for 112 helicopters to replace the Air Force’s rapidly aging HH-60G Pave Hawk helicopters, which perform critical combat search and rescue and personnel recovery operations for all U.S. military services. The HH-60W is an advanced variant of the UH-60M Black Hawk helicopter design and features increased internal fuel capability, allowing for greater range, and an increase in cabin space. The CRH aircraft will feature GE T700-701D engines, composite wide-cord main rotor blades and fatigue and corrosion-resistant machined aero-structures to sustain maneuverability at high density altitudes. The design includes an advanced Tactical Mission Kit integrating multiple sensors, data links, defensive systems, and other sources of intelligence information for use by combat rescue aircrews.•

Sikorsky and AHS International to Offer New “Hover for a Day” Challenge with $50K Prize On May 18, 2016 – Sikorsky, a Lockheed Martin Company, (NYSE:LMT) and the American Helicopter Society (AHS) International announced the SikorskyAHS “Hover for a Day” Challenge, a new competition to demonstrate a game-changing level of efficiency in rotorcraft with a $50,000 prize at stake. Sikorsky Innovations, the technology development team within Sikorsky’s Engineering & Technology group, is working with members of AHS International to lead the competition coordination. Sikorsky is a world leader in helicopter design, manufacture and service. “On behalf of our more than 4,000 engineers across the world, I am proud to announce this extremely thought-provoking challenge,” said Mark Miller, Sikorsky vice president of Engineering & Technology. “Spread the word: With this new competition, we are challenging aviation engineers to stretch their thinking with regard to how a helicopter performs in what they do best – hover. This Challenge is to hover for 24 hours, while still demonstrating other helicopter key attributes, as well as new levels of efficiency and reliability. We hope to keep the spirit of Igor Sikorsky alive, the spirit that tackled many seemingly impossible tasks and created our industry as a result.”•

Sikorsky Successfully Completes DARPA ALIAS Phase-1 Competition with Autonomous Flight On May 24, 2016 Sikorsky, a Lockheed Martin (NYSE: LMT) Company, has successfully demonstrated a 30-mile autonomous flight using a Sikorsky S-76® commercial helicopter to complete Phase 1 of an $8 million award from the Defense Advanced Research Projects Agency (DARPA)’s Aircrew Labor In-Cockpit Automation System (ALIAS) program. Sikorsky’s ALIAS system directed the rotorcraft flight demonstration from Sikorsky’s Stratford, Connecticut, facility to Robertson Airport in Plainville, Connecticut, utilizing autonomous technology capabilities.This flight highlighted the ability for an operator to plan and execute every phase of an autonomous mission with a tablet device. During the demonstration, a ground station crew located at the flight initiation field monitored the progress of the ALIAS-enabled Sikorsky Autonomy Research Aircraft (SARA), an S-76® commercial helicopter.•

ROTOR INDIA - QE 30 JUNE - 2016

<<PRODUCT & SERVICES>>

Rockwell Collins to provide Micro Inertial Navigation Sensors for FT Sistemas Unmanned Helicopter Rockwell Collins will provide a Micro Inertial Navigation Sensor (INS) for the new FT-200FH Category 2 unmanned helicopter of FT Sistemas. The Micro INS is an advanced INS/ GPS (global positioning system) with an integrated air data system and magnetometer that offers complete, accurate platform state data. Weighing around 100 grams, the Micro INS incorporates an internal disk-on-chip for extended data logging, and meets demanding environmental requirements for shock, vibration, temperature, and humidity. The Micro INS uses reliable micro electromechanical systems sensors, including accelerometers, rate gyros, magnetometer, and air data pressure sensors, along with a differential ready, Wide Area Augmentation System-enabled GPS receiver. FT Sistemas, recognized by the Brazilian Government as a Strategic Defense Company, develops and deploys high-performance

Remotely Piloted Aircraft (RPA) centered systems for military, and civil markets. The company has Core capabilities in remote sensing, decision intelligence, Command and Control, and UAV design, production, deployment and customer support. . Rockwell Collins develops and deploys aviation and high-integrity solutions for both commercial and government applications. The company provides flight deck avionics, cabin electronics, mission communications, simulation and training, and information management. By Courtney Howard, Executive Editor

Airbus Helicopters to Reveal X3 Successor Plan Airbus Helicopters will reveal at the next week’s ILA Berlin Air Show its initial concept for a 220kt (410km/h)-cruise helicopter developed under the EU-backed Clean Sky 2 effort. A preliminary design review was scheduled for the programme in late 2015, according to documents associated with the research. The airframed launched its involvement in the high-speed rotorcraft project at the 2014 Farnborough air show under the LifeRCraft (lowimpact, fast and efficient rotorcraft) banner. It is envisaged as a successor to its record-breaking X3 high-speed demonstrator, which last flew in 2013 having achieved speeds of 255kt in level flight. According to the details of a stakeholder presentation in March, overall responsibility for the development will be split between various divisions of the Airbus Helicopters operation, with its site in Donauwörth, Germany in charge of the main fuselage and wings. Rotors – main and lateral – will be handled by its Le Bourget, France blade facility, and the tail boom and its control surfaces prepared by its factory in Albacete, Spain. However project management, integration and ground & flight-test activities will be carried out at the company’s headquarters in Marignane, France, the document indicates. That workshare appears to conform to the airframer’s new industrial model – unveiled in March – which divides sub-assembly activities among its four main plants.•

ROTOR INDIA - QE 30 JUNE - 2016

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<<RWSI T RAINING>>

RWSI Training Team Makes Record Contribution during the First Quarter During the First Quarter of FY 2016-17(01 Apr 16-30 Jun 16), RWSI Training Team made a record contribution by training well over 211 professionals in 11 courses. As of now a total of 4444 candidates have benefitted from 258 courses conducted by RWSI on various subjects. RWSI is continuously putting effort in developing and maintaining its training programmes. During the FY 2015-16, it trained a total of 1202 pilots in various courses. In April - June 2016, it trained 211 candidates at Mumbai, Lucknow, Pune, Jamshedpur, Ahmedabad and Noida. RWSI training faculty comprising of volunteer instructors with excellent professional standing, have carried out ground training for the industry professionals in wide ranging subjects including Special VFR & Recurrent Training (replaced recently by Procedure Training), Monsoon Adverse Weather Operations, SMS, Human Factors, DGR Awareness Training, CRM & Survival Training, Accident Prevention and Accident Investigation Courses. The feedback received from the participants ranged from very good to excellent. The feedback reports on the contents of the courses are regularly being analysed by the Training Faculty for further improvement and also communication to the trainees. RWSI has been the first Organization in the country to start ground training courses for civil helicopter pilots in September 2004.

ROTOR INDIA - QE 30 JUNE - 2016

<<RWSI ACTIVITIES>>

Thakur Institute Aviation Technology to Set up Type Training Centre at Noida Shri. Subhajit Maity Chief Instructor, TIAT Mumbai during his recent visit to RWSI at NOIDA on 18-19 May’16 indicated TIAT’s plans to set up Type Training Centre at Sector-62, NOIDA by July 2016. Since TIAT is already an EASA Certified Training Institute, it will have no problem in extending its training facilities at Mumbai to NOIDA. Thakur Institute of Aviation Technology (TIAT) which was established in March 2006 at Kandhivalli Mumbai, is primarily to cater to the need of students desirous of pursuing a career in aviation industry. It provides the best infrastructure facilities matched by equally competent teaching faculty & a right academic ambience to make learning a delight full experience. The institute is approved by Directorate General of Civil Aviation (D.G.C.A), Govt. of India on 17/06/2008 under category ‘G’ Training School, to impart ab-initio training in the field of Aircraft Maintenance Engineering for obtaining Basic License in, Mechanical Stream: Heavy Aero plane (HA), Light Aero plane(LA), Jet Engine (JE) and Piston Engine (PE) Mechanical Stream : Rotary Wing (RA), Jet Engine (JE) and Piston Engine(PE) and Avionics Stream : Electrical System(ES), Instrument System(IS) and Radio Navigation System (RN). Admission to Aircraft Maintenance Engg. Course in; (a) Mechanical Stream: Heavy Aero plane (HA) & Jet Engine (JE) & Light Aero plane (LA) Piston Engine (P E)-(b)Mechanical Stream: Rotary Wing (RA), Jet Engine (JE) & Piston Engine (PE)-(c)Avionics Stream: Electrical System (ES), Instrument System (IS) & Radio Navigation System (RN).For Aircraft Maintenance Engineering training course, the candidates shall have passed minimum 10+2 class with Mathematics, Physics and Chemistry from a recognized board or university or its equivalent.OR Three years Engineering Diploma in any branch of Engineering. OR any higher qualification in science. (Physics, Chemistry & Mathematics).•

Shri. Subhajit Maity, Chief Instructor, TIAT Mumbai during his recent visit to RWSI signed an agreement with RWSI in setting up Type Training Centre at Office #610, Sector-62, NOIDA. Seen in picture (L to R) Gp Capt (Retd.) MK Labroo Chairman Engineering Committee RWSI; Gp Capt (Retd.) RS Malhari Sr Adm RWSI; AVM (Retd.) K Sridharan President RWSI and Lt Gen B.Pawar President RWSI ( Northern Region).

Captain SP Singh Founding Member RWSI Facilitated

Capt S.P. Singh Chairman Crown Techno Projects Pvt. Ltd. an NRI who lives in Perth Australia was facilitated by Team RWSI at its Hqs NOIDA on 16 May’16 during his visit to Delhi. As a Founding Member, at nascent stage of the Society, Capt S.P. Singh provided the much needed seed money to buy office equipment (including computers and printers) to start the office of the Society. Reminiscing the early times, AVM K. Sridharan, President RWSI thanked him profusely for the financial support which helped the Society to continue its activities and sustain

itself. He also covered the interesting background of Capt. S.P. Singh who took voluntary release as Flt Lt from IAF in 1979 and went on to fly in civil in different parts of the world before becoming the Chairman of a Mining company in Australia. Capt S.P. Singh in his address thanked the President RWSI and members for their dedication and voluntary service in building the Organization to its present stature. He was hopeful that under the dynamic leadership of AVM K. Sridharan and support of the dedicated Team, the Society is bound to grow from strength to strength.•

ROTOR ROTOR INDIA INDIA -- QE QE 30 30 JUNE JUNE -- 2016 2016

MEMORIES of a SPANNER Author: Air Cmde K Sanjeevan VSM (Retd) “Memories of a Spanner” is a chronologically compiled reminiscences for over five decades of an Indian Air Force Officer who rose from ranks to become an Air Officer by virtue of his sheer grit and determination. The author, Air Commodore K Sanjeevan (Jeeves for friends) describes in minute detail the events from his childhood days spent in his native town Calicut (Palaghat) in Kerala, right through his enrolment as a Technician in Royal Indian Air Force, working relentlessly to obtain higher qualifications to get Commissioned in the Engineering Branch of IAF, topping in various training courses undergone in India & abroad and holding prestigious appointments of Staff Officer, a Deputy Air Attaché in Russia, Commanding Officer, 5 BRD, AF and finally retiring as Command Engineering Officer (WAC) in the rank of Air Commodore. After an illustrious career in the IAF, the author did not rest to enjoy a cozy retired life but worked for more than a decade for a couple of foreign Aviation Companies like Dornier and Daimler Benz as a Specialist & Product Support Manager. Not withstanding his octogenarian age, Jeeves possesses great agility and masters an excellent memory skill. He distinctly remembers the names and describes related episodes, as is evident from the book, of a vast number of people whom he came across during his service as well as, civil career. The author besides expressing his gratitude to them has literally immortalized them by mentioning their names in this book. One of the most interesting chapters in the book happens to be the one pertaining to Jeeves tenure as Dy Air Attaché in Indian Embassy Moscow. In this chapter he critically paints a picture of the hierarchy of supremacy being practiced (even today) by the Indian Civil Service cadre Officers in our embassies abroad. In yet another chapter the authors “eye” for minute & absorbing details, can be gauged while he performs the first long strenuous sight seeing road trip with his wife & children from Moscow to London & back via Poland, Germany, France etc and the second one to Rome. There are some touching philosophical remarks made by him (page 162) while driving back from Minsk to Moscow. Yet again, Chapter 29 of the book is a manifestation of excedance of the laid down targets by sheer dedication of an honest & persuasive Team leader like Jeeves, that would have been an impossible task for others. On the whole, the author exhibits a good narrative skill, with an excellent command on the use of language & scribing style; further, sprinkling a lot of humor wherever possible. The book is not only a very good attempt at relating a series of honest & unprejudiced factual events but also acts as a great travelogue that makes it a master piece worth reading over & again by all aircrew, engineers, managers and travel lovers. (Cost of Book Rs. 250/- Book online amazon in for copies.)

ROTOR INDIA - QE 30 JUNE - 2016

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