If stars align properly,Israel and India could be great friends…other than the 14-15 percent Muslims,the rest of the population in India has no animosity towards Israel.In fact a poll recently put India as the country most favorable to Israel with over 58% people having a positive opinion even over the US with 56%. Plus as India is developing the country is moving increasingly towards right wing Hindu nationalism.

I am not sure if you live in India. The India moving towards Hindu Nationalism comment is not true, because even after a very good five years the Hinduist BJP led NDA alliance failed to win the next two general elections.

Indian Israeli relationship is very pragmatic but it is not open ended, India still has good relations with all the Gulf states and Iran and has strongly condemned Israeli action on the Gaza flotila.

And Lets not Kid ourselves, India is quite some way away from having any sort of influence in the region like U.S, EU and to a lesser extent Russia and China has. The look-east policy means India always shies away from playing a constructive role in the middle east (which it can play).

And to bgnewf

Pakistan will think twice before using Nukes against Israel because Israel has Nukes of its own. An Israeli response will immediatley weaken Pakistani position via vis India. Its too much of a risk that they will take for a neighbour like Iran who’s relation with Pakistan is anything but warm.

Any one who thinks America will support or not try to prevent an attack on Israel by superior forces (powers which Israel have no chance to defend against) is delusional.

European fighters become 25% cheaper

Plummeting European currencies, battered by the Eurozone financial crisis, are providing European aerospace corporations an opportunity to undercut their American rivals, Boeing and Lockheed Martin, in the contest to sell India 126 medium multi-role combat aircraft (MMRCA) for a price that has been estimated at US $11 billion, or about Rs 44,000 crores.

The six contenders for the MMRCA contract — US companies, Boeing and Lockheed Martin; Russian company, MiG; and European companies, Dassault, Eurofighter and Gripen — will submit fresh price bids this month to India’s Ministry of Defence (MoD) since their earlier bids, submitted in March 08, were valid for just two years.

At that time the Euro was worth more than 1.55 dollars; today, it has dropped below 1.2 to the dollar, almost 25% cheaper in relative terms. The Swedish Krona has fallen as precipitously: worth 0.165 dollars in March 2008, the Krona is at 0.126 dollars now.

That means that a bid, calculated in Euros as the equivalent of US $11 billion in 2008, would be just US $8-8.5 billion today, cheaper by as much as US $3 billion, or Rs 13,200 crores.

Taking note of this Enzio Casolini, the CEO of Eurofighter GmbH — the four-nation consortium that manufactures the Eurofighter — told Business Standard, “This (the drop in the Euro) is important, especially in relation to the American competitors. In comparison with the dollar, we went down from more or less 1.5 (dollars to the Euro) to 1.2. So this is good…”

Says Bernhard Gerwert, Board Chairman of Eurofighter GmbH, “When we launched Eurofighter’s campaign in India in 2007, I thought we had only a 10% chance of winning the contract. Today, I believe we have a better than 50% chance of winning.”

But it remains unclear whether the Euro’s fall has made European fighters cheap enough to win. Aerospace analysts believe that the American fighters in the fray — Boeing’s F/A-18 Super Hornet and Lockheed Martin’s F-16IN Super Viper — remain significantly cheaper than their European rivals. Having churned out thousands of F-16 and F-18 variants over the years, their development costs and production facilities have long been amortised.

The F/A-18 Super Hornet, going by published US government figures, costs the US Navy between US $40-45 million per aircraft. The F-16, being a lighter, single-engine fighter, costs significantly less than that. In contrast, the Eurofighter and the Rafale, more modern fighters that are still under development, are believed to cost upwards of US $80 million apiece.

It is not just the cost of the aircraft that makes up the total value of the Indian contract. Also included in the bid price will be the cost of technology transfer; stocks of running spares; training packages; maintenance costs; and technical documentation.

Complicating matters even further is the issue of “life-cycle costing”. While the lowest bidder, whose aircraft passes the flight trials, will indeed win the contract, the Indian MoD has publicly declared that the lowest bid will be calculated on more than just the up-front figures on the commercial bids. Instead, the IAF would calculate the cost of each fighter over its entire service life of three decades.

Consequently, European manufacturers, with high ticket prices on their fighters, have argued that low maintenance and high availability of their aircraft mean that they work out far cheaper over their lifetime than, say, Russian fighters that have high operating costs, low reliability, and require expensive maintenance and frequent changes of parts and engines.

Now, however, IAF sources have indicated to Business Standard that calculating costs over three decades is proving more difficult than they had bargained for; and that the up-front value of the bid might end up as a determining factor. For the vendors, this possibility poses a dilemma in their bidding strategy. Bidding high would mean pricing themselves out of the competition, since life cycle costing would no longer be a valid argument. Bidding too low, on the other hand, could result in winning a contract that becomes a financial liability rather than a triumph.

All six competing fighters have completed their testing and evaluation by the IAF. The IAF is aiming at submitting its recommendations to the MoD by September. According to procurement rules,the MoD will then open the commercial bids of the fighters that have been found suitable by the IAF and award the contract to the lowest bidder.

Source

First IAF Fighter Base In TN

The Indian Air Force (IAF) will soon have its first fighter air base and a squadron of combat jets in the peninsular region at Sulur in Tamil Nadu. The base will protect strategic installations and maintain Indian air superiority over the Indian Ocean.

Work is apace at Sulur on an extended runway, test bays for the flight control system, avionics, radar, special hangars and modern radio and navigation aids. These facilities are being built for fighter jets which will embark on patrol missions over the peninsular region and the Indian Ocean.

Such a full-fledged fighter air base and the decision to position a squadron of combat jets has been prompted by “enhanced capabilities of adversaries” in recent days, top sources in IAF told this newspaper. “There is definitely a need to protect strategic assets in the south given the fact that our adversaries have long range missiles and ship-launched cruise missiles,” the sources said. Besides, a combat squadron would help maintain superiority over the Indian Ocean and protect sea routes in that region. “From Sulur it will be easy to do the aerial equivalent of a flag march over Sri Lanka and the Maldives, should the need arise,” the sources added.

The IAF has chosen indigenous Tejas fighters to be positioned at Sulur. These fighter jets are due for induction into the air strike wing in December 2010 and have a flying range of 500 km.

“With mid-air refuelling, the range can be stretched up to 1,000 km for enhanced security cover over the region,” sources said. With the airspace south of Sulur being relatively free and far from the prying eyes of neighbours, the squadron of Tejas fighters will be able to work up to operational readiness in peace.

These fighters will also be close to the manufacturing facility, Hindustan Aeronautics Ltd (HAL), here, as well as Aeronautical Development Agency (ADA), which co-ordinated the indigenous programme, to help tackle maintenance problems. The IAF has ordered 20 Tejas fighters.

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BEML to set up aerospace unit in B’lore

BEML Ltd, the state-owned heavy engineering and defence equipment major, is setting up another greenfield manufacturing plant at an investment of Rs 316 crore in Bangalore.

The Bangalore-headquartered company will make aircraft components and undertake aircraft maintenance, repair and overhaul activities at its new plant, spread over 25 acres land, in the special economic zone (SEZ) near the Bangalore International Airport.

To explore scope in the aerospace components industry, the company has set up Aerospace Manufacturing Division (AMD). BEML also plans to make use of the opportunities available under the defence offset policy.
According to company sources, BEML manufactures some of the components — slat jigs for SU-30, fuselage rotating jig for IJTs, tow bars for aircraft operations, gear component for Cheetah helicopters and ALH (advanced light helicopter) — at its Mysore complex for its clients, including Hindustan Aeronautics Ltd. It also manufactures some ground support equipment and ground handling equipment, which includes 18-tonne and 28-tonne aircraft towing tractors (ATT), automatic weapon loaders and crash fire tenders.

The AMD also plans to manufacture aero-structures and different types of jigs. Recently, the company received certification from Center for Military Airworthiness & Certification (CEMILAC) for aero design and is in the process of obtaining manufacturing certification to become eligible for tie-up for defence aero offsets, according to the sources.

V Mohan, director (defence business), BEML, had earlier told Business Standard that the company was looking at a business of around Rs 100 crore during the two-year period ending March 2011 from the defence offset policy.

V RS Natarajan, chairman and managing director of BEML, on Thursday signed a memorandum of understanding (MoU) with the Karnataka government for the new plant. According to the MoU, the state government would provide 25 acres land to BEML in the notified SEZ near the Bangalore International Airport.

The proposed unit is expected to provide employment to about 250 personnel initially, besides providing business opportunities to local vendors with regard to procurement of raw materials and components.

The aero and defence related offset business is expected to exceed $15 billion in the next 10 years. For 2009-10, BEML registered a turnover of Rs 3,557 crore, a rise of 18 per cent over the previous year. Its net profit was down by 17 per cent to Rs 223 crore.

Source

From Chetaks to Light Combat Helicopter

The Light Combat Helicopter was dedicated to the nation in the presence of the vice chief of air staff, Air Marshal P K Barbora, secretary of defence production and the chairman of HAL on May 23. It has indeed been a long journey for HAL from building different variants of the ubiquitous Aloutte. It built under licence from France, the Chetaks and the Multi Role Anti Submarine Torpedo Carrying Helicopter (MATCH) for the navy and the air force, the Cheetah for the army and some helicopters for civil operators.

It is highly creditable that the single-engine Chetaks of French-origin have rendered yeoman service for over four decades in many roles. The navy and the coast guard operated the Chetaks with wheels and the army and the air force operated the Chetaks with skids or floats depending on the terrain over which they were used. The services used them mainly for search and rescue and for logistic support. It has been said that operating from Siachen and other high altitude positions would have been untenable but for the Chetaks equipped with rudimentary equipment which carried essentials even during inclement weather.

The Advanced Light Helicopter (ALH) conceived initially as a single engine replacement grew in size and ambition. After much struggle the ALH has been accepted by the army and the air force with firm orders. Aircrew who have flown the ALH is highly appreciative of the flying characteristics and ease of handling the machine. While the army and the air force are satisfied with the platform, the navy and the coast guard have reservations on its shipboard application even while accepting its credentials as a good flying machine after extensive flying trials at Kochi soon after induction. The limitation stems from a complicated blade fold system that has to be operated manually. It is understood that many of the Indian naval and coast guard ships which were designed to carry the ALH are not doing so due to this operational limitation forcing the two services to have limited operation from decks.

The long delay in the ALH project was due to a combination of many factors including lack of understanding of the complexities involved in operating the helicopter to meet diverse requirements by users in different environments. Also, when the ALH was being designed, initially, it suffered from low-level of user-builder interface. This author vividly remembers his visit to HAL in 1989-’90 for witnessing the blade fold trials on the naval version. It was clear that the challenges of folding and unfolding the rotor blades on a rolling and pitching platform were not understood by the team.

The then director of naval air staff, Commodore Pasricha (he retired as vice admiral) who closely monitored the project and wore indigenisation on his sleeve ensured that the HAL team was given due exposure to shipboard operations and provided all help and assistance. The project gained momentum once the user agencies started taking more interest and placed dedicated teams to oversee the project alongside the HAL team.

The Light Combat Helicopter (LCH) which appears sleek and menacing appears to have benefited from the rich experience of HAL in designing, building, testing, operating and maintaining the ALH. It has a capability to carry an array of weapons including guns, rockets and air-to-air missiles. This version is equipped with glass cockpit, forward looking infrared, laser range finder and designator, helmet mounted sight, electronic support measures, radar/laser/missile approach warning systems. That the entire project was completed in less than 40 months (in comparison to the ALH which took decades) is indicative of the coming of age of the helicopter industry.

The successful designing and building of the Light Combat Helicopter would infuse fresh confidence in HAL in addressing the concerns of the services and civil operators in maintenance of Dhruv helicopters. The love for foreign military hardware has been attributed to the lure of commissions and vested interests of politicians, the arm dealers from the West and their agents in India.

This development has to be seen in the light of the current ongoing evaluation of the Kamov and the Eurocopter light helicopters in different conditions. The successful bidder will land a contract for supplying nearly 200 helicopters to our services again exposing the services to the mercy of the supplier who could dictate terms when it comes to supplying spares and provide maintenance support. Remember that there is no high-end technology involved in the type of helicopters proposed to be inducted as a replacement for Chetaks. With the infrastructure of HAL and the experience of building Chetaks, Dhruvs and now the Light Attack Helicopter, one would have expected HAL and the policymakers to visualise the demands of the services for aviation assets, and equip and support HAL to take up the challenge of building the light helicopters as these are purely for logistic support and do not require a high level of weapon sensor interface.

What is required is an updated present generation Chetak with better capabilities and payload capabilities. It is understood that HAL is indeed working on a simpler three-tonne category Light Observation Helicopter which is yet to take shape. While complementing HAL for its success on the Light Combat Helicopter, it is time for the nation to demand more from HAL. HAL would need to draw up a roadmap to embark on an ambitious plan to expand its scope and range of operations to meet the nation’s demands for high quality end products. This process alone would further reduce our dependence on foreign vendors and help the process of indigenisation in critical areas.

Source

i dont think there is any real doubt that Tejas surpass MIG-21 bison and the Mirage. In time with even lighter/smaller and better avionics on the market the weight will be able to go down. The only thing thats work against it is maybe stealth and time (as for all 4 gen).

I really have my doubts about the MK1 surpassing the Mirage, had it been true then may be the IAF would not have signed up for the Mirage 2000 upgrade which costs more than the price of a new Tejas per plane.

Exactly what I said to Tango III in my post. Turkish military views it government with more suspicion than the Turkish govt views Israel with. Teaming up with Syria and going to war with Israel will just give a coup-happy military ammunition to make its move. After all Turkish constitution has the military as the guardian of tis secularism.

IAF Pilots Chosen To Receive Training On C-130J

The Indian Air Force has chosen a group of pilots to receive training to fly the Lockheed Martin-build C-130J airlifter, the first of which is set for delivery in December.

“We have identified the team for training,” IAF Vice Chief Air Marshal P.K. Barbora told AVIATION WEEK. Sources said the first group of IAF crewmembers has already left for the U.S., but this could not be independently verified.

“[An] initial set of people will be trained in maintenance and basic operations of the machine by the original equipment manufacturer,” says Air Vice Marshal M. Matheswaran, Assistant Chief of Air Staff Ops (Space).

India is to receive six C-130Js, with an option for six more. The aircraft will undergo flight trials in India before being inducted into the IAF, sources say. It will likely be based at Hindon Air Force Station, and work on permanent hangars is in full swing. The aircraft’s U.S. assembly line is in Marietta, Ga.

“The order includes three years of initial support, training of air crew and maintenance technicians, spares, ground support and test equipment, servicing carts, forklifts, loading vehicles, cargo pallets, and a team of technical specialists who will be based in India during the three-year initial support period,” a statement says. “Also included is operational equipment designed to increase Special Operations capabilities.”

The configuration offered to India includes a stretch version with air-to-air receiver refueling capability for extended range operations, an Infrared Detection Set (IDS), the ability to perform precision low-level flying, airdrops and landing in blackout conditions, and self-protection systems.

The C-130J can carry eight 463L pallets, 97 medical litters, 128 combat troops and 92 paratroops.

Although the exterior looks very much like previous C-130s, the aircraft will be different in many ways, according to a source. “The mission and propulsion systems have been completely redesigned. [The aircraft has] a new digital avionics architecture and propulsion system, twin head-up pilot displays that are certified as primary flight instruments, and dual mission computers that automate many functions, allowing the aircraft to be operated by only two pilots and a loadmaster,” the source says.

A key to the C-130J’s increased performance is the new propulsion system. Four Rolls-Royce AE 2100D3 engines, each flat rated at 4,591 shp, generate more thrust with greater fuel efficiency.

The C-130J’s mission flexibility has also sparked interest from India’s Border Security Force, Coast Guard and Meteorology Department, Lockheed Martin says.

The program’s offset requirements amount to around $300 million.

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