Europe certainly has the capability. What it lacks is the need and the political will, both of which are necessary to pony up the Euros required for a project.

Meanwhile the JSF will make merry.

No, its 4 channel, 1 axis FBW. 1 channel FBW means no redundancy, no FBW system will be 1 channel.

Per the earlier Pakistani reports, the backup was a conventional hydraulic system. So the entire 4 channel thing nec for redundancy was moot. The recent spate of AFM articles about the FC1 indicate that they wished to incorporate a Quad FBW, that future development might fit in with your point.

And note that DRDO has developed an ESM system for the IN’s submarines as well and it has been accepted as well- Project Porpoise! The others being those for Ka-25’s and ALH’s!

They really have delivered!

Annual Report- Indian Air Force- 2004, dated from beginning of the year, released now.

5.1 The Indian Air Force (IAF) is a
modern, technology intensive force with
commitments to excellence and professionalism.
IAF has completed seven decades of
dedicated service to the nation. Keeping
pace with the demands of contemporary
advancements, the IAF continues to modernise
in a phased manner and today epitomises
a credible air power of capability and
repute.

5.2 IAF ensures that all personnel hone
their professional skills to the highest level,
minimise wastage, reduce expenditure and
optimise output. Although the possible cost
and complexity of new technology continue
to make unprecedented demands on the skill
and commitment of the Indian Air Force,
these challenges have been met with exemplary
elan and fortitude. IAF has been
operationally alert continuously and its
personnel have withstood with determination
the pressures and uncertainties.
5.3 The IAF has rendered yeoman
service and undertaken multifarious respon-
The IAF continues to modernize in a phased
manner and today epitomizes a credible air power
of capability and repute.,

51
FINAL 26.9.04
5.5 Advanced Jet Trainer (AJT) : The
requirement of an advanced jet trainer has
long been felt by the Air Force to meet its
training needs. The contract for Hawk AJT
aircraft was concluded on March 26, 2004
with the manufacturers, M/s BAE Systems,
UK. 24 aircraft would be procured from M/s
BAE Systems in flyaway condition and the
remaining 42 aircraft would be licensemanufactured
in India by Hindustan Aeronautics
Limited (HAL).

5.6 Kiran Mk- I & II : These aircraft
were inducted in the IAF in 1968. They are
utilised for intermediate and advanced
training of IAF pilots. Another important
role undertaken by these aircraft is aerobatics
as part of the Surya-Kiran Aerobatic
Team, which requires precision flying and
faultless maintenance. Hindustan Aeronautics
Ltd (HAL) has indigenised many spares
of this aircraft.

5.7 Additional Multi-Role Aircraft : In
principle approval for additional Multi-Role
aircraft has been accorded.

5.8 MiG-21 (BIS UPG): MiG-21 Bis
aircraft are under series upgrade at HAL
(Nasik Division) and are being fitted with
latest state-of-the-art avionics systems. The
inclusion of new systems enhances the
capabilities of the aircraft. 64 aircraft have
been upgraded by HAL so far.

5.9 Su-30 :The first batch of Su-30K
was inducted in 1997 and Su-30 MKI Phase
I was inducted in 2002. Su-30 MKI Phase
II aircraft was inducted during October-
December 2003. HAL has concluded a
contract with Russia for manufacture of Su-
30 MKI aircraft under licensed agreement
from 2005 to 2018. HAL will also set up
Repair and Overhaul (ROH) facilities. Induction
of Su-30 MKI in IAF is a major step
towards self-reliance and will add a cutting
edge to the lethal potential of India’s defence
capability.

5.10 Jaguar : Jaguar aircraft were inducted
into IAF in 1979 and have given
good service over the past 25
years. Currently, a number of
modifications are in progress
to improve the performance of
these aircraft. These modifications
are aimed at improving
the avionics and fitment of
new-generation weapon
systems. These aircraft are
capable of air-to-air refuelling
and their radius of action has
been considerably enhanced
by acquisition of air-to-air
refuellers. Approval of the Government was
accorded for acceptance of eight new twin
seater aircraft from HAL during 2003-04.
Avionics integration on these aircraft is
completed and weapon system integration is
in progress.

5.11 Unmanned Aerial Vehicle (UAV) :
UAVs were first inducted into the Indian Air
Force in 2000. The fleet was further expanded
in 2003. The delivery of the UAVs
is expected to be completed in 2004-05.

5.12 Executive Jets : The contract was
signed on September 19, 2003 for the
acquisition of four Embraer aircraft for the
IAF and one for the Ministry of Home
Affairs. The contract also involves integration
of a Self Protection System (SPS) suite
by the vendor. The delivery of the first two
aircraft would commence by middle of
2005.

5.13 HS-748 Aircraft Upgrade: In view
of the obsolescence of certain avionics and
other equipment on HS-748 aircraft, it was
proposed to replace them and additionally
install a few new avionics such as Global
Positioning System (GPS), Distance Measuring
Equipment (DME) and radio altimeter.
Upgrade of prototype has been completed
and the aircraft handed over to the Air
Force. Contract for modification of the
aircraft has been signed with HAL on
March 27, 2003 and the delivery will be
commencing from April 30, 2004.

5.14 Advanced Light Helicopters (ALH):
The IAF has already procured Advanced
Light Helicopters as a part of its schemes to
replace Chetak helicopters. This is an
indigenously built helicopter and received
very good reviews at the recently concluded
Singapore Air Show where the IAF displayed
the helicopter through its display team
‘SARANG’. The initial helicopters would be
with a conventional cockpit, which would be
upgraded to a glass cockpit with an upgraded
engine. In February 2004, 5 ALHs
of IAF participated in the air display at
Singapore Air Show.

5.15 Light Combat Helicopters (LCH) :
IAF is planning to induct 65 state-of-the-art
Light Combat Helicopters (LCH) to be
designed and developed indigenously. Apart
from supporting the Army in Low Intensity
Conflict Operations (LICO), these helicopters
would enhance the combat effectiveness
of the Air Force.

5.16 Mi-8 & Mi-17 Helicopters : Induction
of Mi-8 & Mi-17 helicopters into the
IAF commenced from 1972 and 1984
respectively. They have given exceptionally
good service. IAF has procured 10 new Mi-
17IV helicopters. A contingent of Mi-17
helicopters is presently operating in the UN
Mission in Congo.

Induction of Su-30
MK-I is a major
step towards selfreliance
and will
add a cutting edge
to the lethal
potential of India’s
defence capability.
53
FINAL 26.9.04

5.17 Mi-35 Helicopters: Mi-35 helicopters
were inducted into the IAF in 1994 and
have given exceptionally good service. These
helicopters are being upgraded for their day
and night capability. A contingent of Mi-35
helicopters is presently operating in the UN
Mission in Congo.

5.18 Pechora Missile System Upgrade :
Pechora missile system will continue to be
operational till year 2015. In order to
ensure its reliable operation, Government
has approved the proposal for selective
upgrade of Pechora Systems.

5.19 Prithvi Missile System : Prithvi
Missile Systems are gradually being inducted
in the IAF. Three squadrons along with the
associated ground support equipment are
planned to be inducted.

5.20 SAR/ISAR Option for ELTA Radar:
The SAR/ISAR option is an
upgrade on the existing fire
control radar on the maritime
Jaguar aircraft. The trials were
successfully conducted and
acquisition finalized through a
contract on January 13,

2004.

5.21 Airborne Warning and
Control System (AWACS): A
memorandum of principles
and order of cooperation on
the AWACS project for IAF
outlining the scope of work
and responsibility of the
parties, was signed by the
Government of India, the
Government of Israel and the Government
of Russian Federation on 10.10.2003.
Subsequently, an Inter-Government Agreement
(IGA) was concluded with Israel on 3rd
March 2004 followed by a contract with M/s
IAD Elta System to acquire AWACS aircraft.
These aircraft, as force multipliers, would
enhance the combat effectiveness of the IAF.
The basic platform is the IL-76 aircraft, thus
giving commonality with the existing fleet of
the Air Force.

5.22 Air Defence Ground Communication
Network: Various state-of-the-art communication
networks like Integrated Air Command,
Control and Communication System
(IACCCS), Aerostat, Unmanned Aerial
Vehicle (UAV), Prithvi Tactical Air Centre
(TAC) / Joint Air Defence Centre (JADC) /
Delhi Area Defence Centre (DADC) /
Control and Reporting Centre (CRC) etc. are
being planned using Fibre Optic Media (FO
Media), satellite and microwaves system for
effective and efficient integration of Air
Defence Operation Elements like fighter
aircraft squadrons, radars, Command Headquarters
etc. Also the existing Air Defence
Ground Environment System (ADGES)
communications network is being modernized
with Asynchronous Transfer Mode
(ATM) technology using Fibre Optic Media.

5.23 Air Defence Ground Radar: Stateof-
the-art radar and communication systems
such as Aerostar, Low Level Light Weight
Radars (LLLWR) etc are under various stages
of induction to provide effective Air Defence
against enemy attack.

A memorandum of
principles and order
of cooperation on
the AWACS project
for IAF outlining the
scope of work and
responsibility of the
parties, was signed
by the Government
of India, the
Government of Israel
and the Government
of Russian
Federation on
10.10.2003.
54
FINAL 26.9.04

TECHNOLOGICAL EDGE
5.24 Central Acquisition Radar (CAR)
:This radar has been indigenously designed
and developed by the Defence Research and
Development Organisation (DRDO). In
keeping with the IAF policy to bolster
indigenous technological development, the
prototype radar underwent performance
evaluation and the results have been encouraging.

5.25 Force Multipliers : The IAF has
acquired four IL-78 Flight Refueling Aircraft
(FRA). IAF has operationalised in-flight
refueling on Su-30, Su-30 MKI, Jaguar
and Mirage 2000 aircraft.
ENHANCING FLIGHT SAFETY

5.26 Anti-Bird Strike Measures: There
have been no Category I (Cat-I) accidents
due to bird strike this year (April 1, 2003
to March 31, 2004). This was possible due
to a vigorous drive for clearance of vegetation
and implementation of anti-bird measures.
52 stations have been supplied with
heavy-duty tractors and grass cutting machines
for environment cleaning. Two
additional Bird Hazard Combat Teams
(BHCTs) have been established and 15
temporary BHCTs have been made permanent.
The scope of expenditure on anti-bird
hazard measures have been enlarged to
increase its effectiveness.

5.27 Measures to Reduce Human Error
Accidents : The concept of Operational Risk
Management (ORM) is being implemented
in the IAF to reduce accidents. Software for
implementing this concept is under development.

5.28 Helpline Service : A ‘Helpline’
service has been established to render
assistance to the kin of personnel involved in
aircraft accidents.

INFORMATION AND ELECTRONIC
WARFARE
5.29 Space Applications : The IAF has
made significant progress by using space
technologies in the field of communications,
surveillance and reconnaissance, search and
rescue. INSAT series of satellites are used
for communications, while IRS series of
satellites are used for imaging. India has
obtained the capability of 1 metre resolution
imaging through Indian Remote Sensing
Satellite (IRS)-TES.

5.30 Progress has been made in the field
of Electronic Intelligence (ELINT) and
enhancing the resolution further in the field
of imaging. In Search & Rescue (SAR), IAF
has planned to procure beacons for its
aircraft, which would be compatible with
satellite based SAR system.

5.31 Electronic Warfare (EW) Equipment:
The fitment of basic minimum Integrated
EW self protection suite comprising Radar
Warning Receiver (RWR), Counter Measure
Dispensing System (CMDS) and Airborne
Self Protection Jammer (ASPJ) on the fighter
fleet is being pursued vigorously. In addition,
fitment of RWR and CMDS is planned
on transport aircraft and helicopters.

5.32 A number of advanced Early Warning
(EW) systems viz., Integrated EW Range,
Communication Jamming (COMJAM) systems,
Airborne and Ground based Signal
Intelligence (SIGINT) systems, missile
warning systems etc. are planned for procurement
to provide the cutting edge to IAF
in Early Warning (EW) capability.

5.33 Signal Intelligence (SIGINT) : New
SIGINT systems on board airborne platforms
as well as ground systems are planned
to be procured to replace the ageing systems
as well as to augment the surveillance
capabilities.

5.34 Integrated Early Warning (EW)
Workshop: This is a new concept introduced
so as to make Early Warning (EW) training
more efficient and to assess squadron and
units on Early Warning (EW) in an integrated
manner.

5.35 Surveillance and Early Warning :
The Aerostat surveillance system with
multiple payloads is being inducted into the
IAF. The primary role of this system is to
reinforce the low-level detection coverage of
the air defence infrastructure. The Aerostat
system will play the role of a force multiplier
and provide both strategic and tactical
advantage over adversaries. The payloads
would form a part of the aerostat balloon,
which would be hoisted in the air. This will
give the capability to peep into enemy
territory and also provide support to offensive
missions.

5.36 Airborne Early Warning and Control
system (AEW&C): Two AEW&C platform are
being indigenously developed by the Centre
for Airborne System (CABS) in coordination
with DRDO. These platforms will minimize
our dependency on foreign vendors in the
field of Electronics Warfare.

5.37 Low Level Light Weight Radar
(LLLWR): The LLLWRs are lightweight
radars that can be man ported or airlifted to
inhospitable terrain and mountainous regions.
Induction of these radars would give
the capability to deploy radars at any site at
short notice. It has the capability to detect
threats at low level and provide the muchrequired
early warning in mountainous
terrain.

5.38 Securing L/L Communication:
Landline communications has been vulnerable
to interception. Encryption system has
been planned to secure the media for
transmission of voice and data communications.
Presently, 2 Mega Bits Per Second
(MBPS) inter-command network and Tropo
lines for stage-I(WAC) have been secured
using Bulk encryption units. The encryption
of other systems is planned with their
upgradation.

5.39 Nuclear, Biological & Chemical
(NBC) Warfare: Procurement of NBC
equipment for certain forward airbases and
Quick Reaction Teams (QRT) is underway.
Personal protective clothing like NBC suits,
gloves and boots and detection/decontamination
equipment is part of the procurement.

TRAINING
5.40 A review of the national security
system by a Group of Ministers (GoM)
brought out the need for greater harmony
between military and civil organisations for
bringing synergy in exploitation of resources/
efforts. Pursuing this objective, Indian Air
Force took up the issue of recognition of
training/ courses conducted in the IAF, with
All India Council of Technical Education
(AICTE) and Director General Of Civil
Aviation (DGCA). The result of this exercise
are summarised below:-
• DGCA’s approval for the training
at Flying Training Establishments and
technical training (both for officers and
airmen of Maintenance Branch) have
been obtained.
• Award of Diploma in Engineering,
duly recognised by AICTE, to the
technical training imparted in IAF has
been obtained.
• Recognition of the civil equivalence
of military qualification
awarded to non-technical
tradesmen by Government of
India, Ministry of Labour has
been obtained in June 2003.
5.41Air Force Engineering
College : A high level of
professionalism, particularly in
the technical branches of the
Air Force, is necessary, as the
operational effectiveness of
the IAF is highly dependent on
the machines as much as on
the men who fly and operate
them. The operational preparedness of all
support systems for the flying branch is also
a crucial factor. To ensure that the IAF has
adequate professionally competent technical
officers, the Government has approved a
proposal, in principle, for establishing an Air
Force Engineering College.
5.42 Recognition of IAF Training Institutes
by DGCA : To bring out greater
synergy in aviation in the country all defence
pilots are also required to meet the commercial
pilot requirements. DGCA has
recognized IAF training institutes and
conducts bi-annual examination at the Air
Force Academy. Recognition of military
aircraft IL-76, An-32 and Mi-17 for conduct
of civil license skill test is under progress.
5.43 Air Force Awareness Campaign :
The youth of our nation, especially those in
the outlying parts of the country, are not
adequately aware about aviation and a
career in the Air Force. In order to attract
bright, talented and motivated youth to join
its ranks, IAF has launched awareness
campaigns in all parts of the country. The
response to these campaigns has been
overwhelming.
5.44 Air Race 2003 : Year 2003 was
centenary year for powered flying. The first
aircraft took off on its maiden flight on
December 17, 1903. To commemorate this
event in India, an air race was organised by
the Indian Air Force along with the Aeronautical
Society of India.
5.45 Utilization of Trained Defence
Manpower : To infuse greater harmony
among military and civil organizations and
To ensure that the
IAF has adequate
professionally
competent
technical officers,
the Government
has approved a
proposal, in
principle, for
establishing an Air
Force Engineering
College.
57
FINAL 26.9.04
utilize highly trained and disciplined defence
manpower towards nation building, IAF has
written to various civil organizations such as
Pawan Hans, Airports Authority of India and
Indira Gandhi Rastriya Udan Academy for
lateral absorption of IAF personnel.
5.46 Training of IAF personnel abroad :
IAF is presently participating in various
courses abroad. These courses are conducted
in USA, UK, France, Australia, South
Africa, Japan, Indonesia, Malaysia, Thailand,
Bangladesh, Netherlands, Germany and
China. In addition, one IAF officer is
currently on deputation to United Sates Air
Force (USAF) on Qualified Flying Instructor
(QFI) exchange programme.

5.47 Training of Foreign Students in IAF :
Foreign students are availing training facilities
in IAF establishments. Ministry of
External Affairs (MEA) offers the training
slots under Indian Technical and Economic
Co-operation-I (ITEC-I), ITEC-II, Self
Financing Scheme (SFS) and Aid to Sri
Lanka programmes. The Government funds
training for personnel from Nepal and
Bhutan. Officers and airmen from Myanmar,
Bangladesh, Sri Lanka, Mauritius, Malaysia
and Botswana have undergone training at
various training establishments in India
during the year. In addition, training slots
have been offered to Nigeria as well.
DEFENCE COOPERATION
5.48 Combined joint exercises were
undertaken by the IAF with various countries
to strengthen bilateral relations. These
exercises, besides building up goodwill
between the countries, have given an exposure
to our personnel on the latest developments
in the field of aviation. Details of the
exercises are enumerated in the succeeding
paragraphs.
5.49 Exercises led by Army : Exercise
‘Vajra Prahar 03-1’ / Ex ‘Balance Iroquois
03-1’. Ex ‘Vajra Prahar 03-1’, a joint
exercise was conducted at Vairengte and
surrounding areas during April, 2003. The
exercise was conducted with the US Special
Operations Pacific Command. The Indian
participation included two An-32 and six
Mi-17 aircraft of IAF and a team of Ex 21
Para Strike Force (SF) of the Indian Army.
The US participation comprised 21 troops
and civil affairs personnel.
5.50 The Special Forces Joint exercise in
High Altitude Area (HAA) operations Ex
‘Balance Iroquois 03-4’ / Ex ‘Vajra Prahar
03-3’ was conducted at Leh in September
2003. The exercise included rock craft and
cliff assault technique, ground training and
friendship jumps. The IAF participated with
one An-32 for paradrop. Friendship jumps
from An-32 were carried out over Stakna
Drop Zone (DZ). Seventeen US troops
along with Indian troops took part in the
friendship jumps.
5.51 Exercises Led by Navy: Indo-US
Joint Naval Special Forces exercise was
conducted at Ganpatiphule (Ratnagiri) in
March 2004. The scope of the exercise
included para jumps, combat free falls and
duck drops from 2 x An-32 aircraft and
Special Heliborne Operation (SHBO) and
Combat free fall from 2 x Mi-8 helicopters.
5.52 Exercises led by Air Force : Exercise
58
FINAL 26.9.04
‘Cooperative Cope Thunder-03’ (CCT-03),
a multilateral exercise, was conducted in
Alaska during June, 2003. Exercise CCT is
conducted every year in Alaska during the
period June-July. IAF participation in CCT-
03 comprised one IL-76 and 31 crew/
observers. The three observers
included one each from
flying, fighter controller and
metereological branches. IAF
also participated in the executive
level observer programme,
which provided an
opportunity to interact with
observers from other countries
and witness conduct of
multilateral operations from
close quarters. This was the
first ever participation by an IAF aircraft in a
multilateral exercise. The IL-76 sorties
included airdrop mission, participation in air
power, orientation ride for executive observers
and North Pole flights. Training objectives
for the participation in the exercise
included successful integration in multilateral
combat exercise, key involvement and
cooperation in the mission planning process
with multiple nations and use of grid navigation
without magnetic compass backup. The
IL-76 Polar flight and endurance flight of
09:36 hrs was a good achievement.
5.53 Ex Cope India-04: Ex Cope India-
04, a bilateral exercise was conducted at
Gwalior with USAF and IAF fighter aircraft.
This was the first exercise when frontline
fighter aircraft of both sides participated.
The Dissimilar Air Combat Training (DACT)
Ex was conducted from February 14 to 26,
2004. Six F-15 aircraft of USAF flew 52
sorties against Mirage, Mig 21, Bison, MiG-
27, MiG-29 and SU-30 aircraft of IAF. The
objectives – to learn about each other’s
operational and maintenance procedures –
were achieved to a great extent.
5.54 Indo –Tajikistan Joint Exercises : A
joint airborne exercise was carried out in
Tajikistan during July-August, 2003. The
exercise was conducted on the occasion of
Tajikistan Air Force raising day on August
05, 2003. The Indian participation comprised
three An-32 aircraft, paratroopers
and Para Jumping Instructors (PJIs). Paratroopers
of Indian Army Para Brigade and 7
Assault Brigade of Tajikistan Army participated
in the exercise, which culminated in a
paradrop at Fakrabad DZ.

SPORTS AND ADVENTURE
5.55 Achievements of IAF in Sports :
Warrant Officer Ram Mehar Singh,
Ground Training Instructor [GTI(Sports)]
was conferred ‘Arjuna Award’ for excellence
in the field of Kabaddi. The President of
India presented the award on August 29,
2003. Ram Mehar Singh was also conferred
‘Bhim Award’ by Government of
Haryana in October 2001.
5.56 Skydiving : A Basic skydiving course
was conducted in June, 2003 at the Air
Force Station Hindon, where 55 personnel
successfully completed five jumps each and
earned para wings in a record time of six
days.

Few years ago their now president proudly claimed that most of the stuff in armed forces would be indigenouzed…look now..opposite is happening…LCA was suposed to replace the migs..something else is doing that..Arjun was supposed to be MBT for IA…but they’re buying 1000 T-90s…..etc etc.

I still beleive they shouyld replace atm the migs with migs and than with LCA.

You’re talking about 7 billion dollars. Its big even for India.

As for UNSC…I think it was their best friend U.S. which didnt let India in…

and its funny India makes noise about American stuff which goes to PAF…you know over here they claim they can wash out all of our forces in 2-3 days..but their experienced political leaders start jumping even if USA thinks about giving something to Pak. Look at the difference.

When one talks of indigenization it matters little whether the original design was x or y! If the T90S and all its components are made inhouse in India- thats good enough for the IA.
You think because China is purchasing Sukhoi’s that means the J7’s, J8’s and J10’s have no role?
As regards the Arjun, it has already been ordered, the LCA is in flight development. And their spinoffs are already visible in the IA and IAF, whether they be the Upg T72’s or IAF a/c upgrades.

Its a fact of life that indigenization in the Indian defence forces has gone up by a huge margin.

From the MOD, India
http://www.mod.nic.in

DRDO has progressively enhanced the
combat effectiveness of our Armed Forces
through induction of state-of-the-art indigenous
defence systems. During last few
years, a number of defence systems and
equipment have been productionised. These
include :

• Pilotless Target Aircraft –LAKSHYA
(aerial target practice system)

• Radar Warning Receiver (RWR) for
MiG 23 aircraft– TRANQUIL

• Radar Warning Receiver and Self
Protection Jammer (RWR & SPJ) for MiG
aircraft – TEMPEST

• CATCH – An airborne Signal Intelligence
Systems

• Aircraft Arrester Barrier

• Aircraft Weapon Trolley – BHEEMA
• Relocatable Balloon Barage System
• Parachutes for various types of
Aircrafts

• Surface-to-surface Tactical Battlefield
Missile : PRITHVI

• Surface-to-surface Missile : AGNI-I
and AGNI-II

• Main Battle Tank : ARJUN

• Multi-barrel Rocket System –
PINAKA (waiting for indent)

• Armoured Engineer Recce Vehicle
(AERV) for crossing of water obstacles

• Bridge Layer Tank on T-72 chassis

• Bridge Assault Mechanically
Launched: SARVATRA

• Mat Ground Surfacing, a track-way
expedient for smooth movement in
marshy terrain, shallow water and soft
soil

• Containerised Operation Theatre
Complex and Wards on Wheels

• Mobile Decontamination System for
decontaminating Nuclear, Biological and
Chemical (NBC) agents and personnel,
equipment and terrain

• Muting system for deactivating
remotely controlled explosive device –
SAFARI [Mk-I]

• Remotely Piloted Vehicle RPV –
NISHANT (for aerial surveillance)

• Bulk secrecy equipment with high
grade digital secrecy : SANSAR

• Avalanche Victim Detector
• Meals-ready-to-eat (MREs) etc.

• Combat Improved T-72 tank –
AJEYA

• Data Concentrator
Surface-to-surface Missile Agni-1
101

FINAL 26.9.04
• Battle-Field Surveillance Radar –
Short Range (BFSR-SR )

• Weapon Locating Radar

• Artillery Combat Command and
Control System – SAMVAHAK

• HUMSA – Hull Mounted Sonar
System

• USHUS Sonar System

• Processor Based Moored Mine
(PBMM) and Processor Based Exercise
Mine (PBEM)

• Advanced Torpedos

• SANGRAHA

• Electronic Support Measure (ESM)
System for Kamov/ Chetak Helicopter –
KITE

• ESM System for Kamov/Chetak
Helicopter – EAGLE

• Submarine based ESM – PORPOISE

• MIHIR -Helicopter based dunking
sonar

• NAGAN – Towed Array
Sonar

• SECTEL – Speech Secrecy
Telephone

• Mission Computer (MC)
for Jaguar.

• Mission Computer (MC),
Display Processor (DP) and
RWR for Sukhoi aircraft.

Some of the above are HUGE projects! Sangraha is the name given to an entire EW program designed to outfit all IN ships with ESM and EW systems, from passive to active systems.

Then there are the others like Sujav, which are sensitive and even DRDO doesnt talk much about.
http://www.acig.org/artman/publish/article_419.shtml
http://www.acig.org/artman/uploads/sujav1.jpg
http://www.acig.org/artman/uploads/sujav2.jpg

The Sujav is a compact EW system for the V/UHF communication range, seen installed on TATA ‘Sumo’ 4×4 vehicles. It can perform a fast spectral search between frequencies of 30 to 1000 MHZ with 4 channel monitoring and jam on multiple frequencies with responsive jamming being used against fixed and frequency hopping sets. Jammer power output is 500 W(VHF) / 200 W(UHF) and features decoding of standard formats and direction finding with emitter location being fixed on a map. This system has been designed by the DLRL lab of DRDO, the designers of the ‘Tempest’ EW system.

http://www.tribuneindia.com/2003/20030101/main5.htm

For the first time, Dr Aatre said as part of the electronic warfare equipment the organisation had developed remote mine-sensing radars called as Safari and packed them into vehicles. It has also developed Sujav directional finder and communication jamming radars. Almost 200 units of it had even been delivered to the Army and the paramilitary forces. Army had ordered for 500 Safaris after successful field trials.

Or stuff like this:
http://www.drdo.com/pub/nl/aug2004/2.htm

Or this:
http://www.drdo.com/pub/nl/sep2004/development.htm

Or:
http://www.drdo.com/pub/techfocus/aug04/welcometfaug04.htm

Theres a wealth of OS info available….

Talking of indigenization? What about this:

http://www.bharat-rakshak.com/IAF/Info/11BRD.html

11 Base Repair Depot, Ojhar AFS
WHEN IAF TURNS INDUSTRIAL ENTREPRENEUR

AVK*

Tucked away in Ojhar, 25 miles off Nasik on the Mumbai- Agra highway is 11 Base Repair Depot, one of the eight base repair depots of the Indian Air Force under overall control and supervision of the Maintenance Command, Nagpur. To the average Ojharite, this out-of-bounds “sarkari daftar” is an enigma. Save for the daily bouts of earth shaking decibels of aircraft engines being tested and deafening din of low flying aircraft, like the puzzled Ojharite, most of the nation is unaware of the performance every day by this industrial techno-yard of the Indian Air Force, where two variants of the MiG get a new life.

Since 1987, No. 11 BRD has set off an ambitious programme to overhaul the MiG variants with indigenous knowhow, developed by a qualified and highly motivated team of innovators that the nation can be proud of. The men in blue here are out to falsify not just notions and mindsets but nerve-racking, cynical calculations on a burdening, jinxed aircraft fleet. It is not just indigenisation that provides the vital edge to this overhaul project, but the mind-boggling cost-cuts it bestows on the exchequer in the MiG modernisation programme.

Stunning are the figures doled out by Air Commodore R.R. Bhardwaj, the Air Officer Commanding of No. 11 BRD. “The overhaul programme for the MiG-23s and MiG-29s, which would have cost over Rs 400 crores if undertaken in Russia is incurring not more than Rs 50 crores at No. 11 BRD, all with indigenous technology, under the highest quality standards and total technical life enhancement programmes and that too in the quickest possible time”. He can afford to be exuberant when his men confidently develop Life Extension Technology for a meagre Rs 50 lakhs, the alternative in Russia costing some hundred crores. Till date, 191 overhauled MiG-23s and 51 MiG- 29s have rolled out of the Depot and are back in IAF squadrons.

If lAF’s mastery on overhauling of the airframe and avionics are on abundant display here, senior officers concede that engines are still a far cry. Of the blighted MiG fleet in the IAF, it is the MiG-23 that really takes the epithet of ‘frequent crasher’, with the highest fatality rate. With the MiG-23 engines drawing flak from all quarters. No. 11 BRD had taken care to stay away from the fuss, bothering more on avionics and airframes and leaving the engine part to the HAL engineers at Koraput and No. 4 BRD in Kanpur.
BRD-Sukhoi.jpg (67335 bytes)

After the test flight of the last Sukhoi-7 overhauled by 11 BRD on 26th March 1982

Established in 1975 at the peak of modernisation programmes in the IAF, No. 11 BRD unveiled its operations with overhauling of Sukhoi Su-7s, only to last till the last such rolled out on 26 March 1982. Although, along with the slew of Repair Depots, No. 11 BRD was primed as the overhaul hub of IAF fighters, the transition from Su-7s to new generation MiG variants created an operational-gap for 11 BRD until the first arrivals of the MiG-23. Rebirth came in 1987 when the first MiG-23s came in for overhaul. After flight of the first overhauled MiG-23 in April 1988 and technology transfer for this aircraft from the Soviets in November that year, 11 BRD has not since looked back. Another major operational coup came in 1996 when the MiG-29s were allotted to 11 BRD for overhaul. The toil and the dedication received its just reward when the ISO 9001:2000 international certificates for quality standards were bestowed.

However, it was sheer global political circumstances that changed 11 BRD’s fortunes. With collapse of the Soviet Union, MiG spares were not easily forthcoming, forcing the BRDs to work on indigenising rotables and aggregates of avionics and airframes. Added to that, discrepancies arose in the Russian deliveries of spares and outsourced jigs and fixtures. When the Russian supplies became a problem, an Inter Agency Group for Life Extension was formed to work on indigenous life extension technology, “Russians were unyielding about pricing and had demanded Rs 400 crore for the whole process. When options ran out, we decided to take matters into our hands. What Russians did for Rs 22 crore for each aircraft, we did for below Rs 2 crore with our own indigenous life enhancement technology,” said a senior officer.

When the ageing aircraft started arriving in for refurbishment, the Air Force engineers and technicians had well defined tasks set for them. What they achieved ever since the MiG-23s came in from 1987 and MiG-29s from 1996, is beyond any definition. After giving the face lift for the aircraft, the final objective is to enhance its life cycle: MiG-23s having a technical life of 25 years would get more than five years extended life after the overhaul at Ojhar, and the MiG-29s with a destined life of 20 years or 2000 hours get 10 years or 1000 hours more to fly in Indian skies. Once “life extension” was declared as a thrust area, defence research labs throughout the country, HAL engineers and even IIT researchers were brought into the team for the operation. What started as a operation for life cycle enhancement soon metamorphosed into a movement for self reliance. There was not a single part of the aircraft that missed an attempt to indigenise. Other than the engine, everything from rotables, mandatory spares, radars to alloys and metals, BRD’s intrepid men “Indianised” anything in the MiG-23 on which they laid their hands!

BRD-MiG23.jpg (89466 bytes)
Air Marshal KS Bhatia, then AOC-in-C Maintenance Command, after the inagural test flight of MiG-23BN which was overhauled at 11BRD in 1988

Inside the operations hanger, the studious engineers of 11 BRD did not strive long to unearth the latent critical problems with the aircraft. The culprit in most critical snags of Russian made aircraft, says Wing Commander Tiwari, was the power supply module. With this ascertained, the only option left was to also indigenise this system. Interestingly, the 11 BRD- developed power supply module is “six times cheaper with performance ten times better than the Russian one”. Indigenisation itself was no silly game for the BRD men. Keeping a tradition of developing low cost spares. No. 11 BRD developed indigenous spares and components for well under Rs 1 crore when for those parts Russians had charged Rs 8-12 crores. It is self-reliance that has won laurels for 11 BRD. On constant move, the effort was always to indigenise as many parts as possible. The great deal of effort and success shown in this self-reliance foray is demonstrated by the fact that 11 BRD has achieved 96 percent indigenisation of the critical mandatory spares for MiG-29s.

A MiG-29 waiting to be inspected after overhaul at Ojhar.

Sqn Ldr Sharnik Manna, who oversees overhauling of MiG- 29s describes: “The aircraft after wheeling in, is stripped of if engine, avionics, wings, fins and only the airframe’s skeleton remains. The MiG-29s have over 2000 types of parts, including nuts and bolts, and even the most minute one is arranged checked and the rotables are identified,” While all the rubberised items are replaced, the non-rubberised ones are recycled through a process of cleaning, followed by micro testing involving stringent quality standards to search for cracks and weigh’ dimensions and electroplated before being retained for reuse The whole set of looms or cables running across the aircraft are replaced completely. The engine is sent to the HAL’S Korapu plant and once back after overhaul, is checked with advanced internal scanning process before being integrated in the aircraft .

The whole process takes 296 days before test flight for the MiG-29s and 256 days for the MiG-23s. Although both aircraft go through similar process, the MiG-23s, with its exclusive swing-wing technology has to move through 14 stations of levels, while the MiG-29s have 13 stations. With minor differences in procedures, both aircraft go through disassembling in the first 2 to 4 stations, defect investigation’ between 4 to 8, rotable reassembling between 8 to 10 and total functional checks between 11 and 13. During all these stages the various processes are subjected to rigorous quality testing both by IAF and by external organisations, before going fo; independent post overhaul checking at the 13th or 14th level and the aircraft then taxied out for its first flight.

Concealed in a discreet comer is a specialist section working on composite materials for the MiG aircraft. With carbon glass as the ingredients, the BRD team has developed composite exteriors for the wings and fins of the aircraft to replace heavier alloys and metals, thereby reducing in considers amount weight of the aircraft and in the process, add tremendously to its speed and manoeuvrability.
Fifteen Years after the first MiG-23BN was overhauled at Ojhar, the type still continues to be sent for overhauls. BRD-23W.jpg (73762 bytes)

The day Vayu visited No. 11 BRD, one of the test pilots at 11 BRD, Sqn Ldr Chauhan was preparing for a third flight test sortie. “Usually an overhauled aircraft will have three test flights before being given the nod for return to the operational squadron. It is the test pilot who finally decides on giving the green signal. The aircraft has to satisfy all his parameters before the final affirmation.” Later, Vayu was to witness an impressive take and manoeuvring by Sqn Ldr Chauhan who was testing auto-pilot systems of a MiG-29.

No. 11 BRD is on cloud 9. Buoyant by the recent ISO certifications and high customer satisfaction inputs from IAF, 11 BRD is preparing steadily for the challenging years to come. With such cost effective technology and with proven manpower resources at its discretion, 11 BRD looks ahead to the day when its doors are opened for foreign customers to come calling for its services. Some nations in South t Asia have already experienced the irrefutable skills of No. 11 BRD. It would not be long before the Su-30s in Indian service land up at this revered techno-yard of the Indian Force,.

As regards Pak not getting weapons- sure, India will oppose it. Chuck your dictator and stop sending folks across the LOC and then we’ll see. Till that comes about, India will oppose each and every weapon that is given to Pak, whether it be a TOW or a slingshot. Get used to it.

As regards UNSC- take a look at the nations supporting Indias candidature for a permanent seat – from the UK to Japan, Germany etc…now how many nations support Pakistan? Food for thought?

It happened with the Marut. Now again with Hawk. And same seems to happen with LCA if they start looking for 125 planes for replacing mig21. I think the local products do have enough potential but somehow the forces tend to look for foreign products only.

Do we even have to rebut such rigmarole from cads who cant even research properly? Oh well.

http://www.bharat-rakshak.com/IAF/History/Aircraft/Marut1.html

There is wide consensus about excellent handling characteristics of the aircraft. Most pilots who have flown the aircraft describe it as pleasant to fly and excellent for aerobatics with fine control responses. And its ability to out-accelerate the Hunter led one pilot to describe the Marut, with undisguised affection, as the Hunter Mk.II ! The Marut offered a stable gun platform and packed a formidable punch. While the Marut’s pilots expressed an understandable desire for more thrust than the Orpheus 703 offered, they were unanimous in their view that the aircraft proved itself a thoroughly competent vehicle for the low-level ground attack profile.

The Marut was a robust aircraft with extremely good visibility for the pilot, and was aerodynamically one of the cleanest fighters of its time. With a very stable platform, the aircraft required no artificial augmentation or auto-stabilization. The Marut was originally to have been stressed to 10.5g but 8g was eventually considered to be adequate for the production model. The controls were provided with artificial feel and were effective over the entire speed range, the top limit being 620 knots (1149 km/in) IAS at sea level.

Throughout the December 1971 hostilities, the Marut squadrons enjoyed extremely high serviceability rates (in contrast to the late 1960s), this undoubtedly owed much to an improved spares situation and the original design’s emphasis on ease of maintenance. It should also be noted that from January ’71 onwards, an improved version of the Marut with a lengthened wing cord (giving it greater wing area and hence greater lift), numerous cockpit changes and a sophisticated ISIS gunsight, started entering squadron service.

The Republic Day fly-past over Rajpath in January 1970

Maruts constantly found themselves under heavy and concentrated fire from the ground during their low-level attack missions. On at least three occasions, Maruts regained their base after one engine had been lost to ground fire. On one of these, a Marut returned to base without escort on one engine, from about 150 miles (240 km) inside hostile territory. On another occasion, Wg. Cdr. Ranjit Dhawan, flying his Marut through debris that erupted into the air as he strafed a convoy, felt a heavy blow in the rear fuselage of the aircraft, the engine damage warning lights immediately glowing and one engine cutting. Fortunately, the Marut attained a safe and reasonable recovery speed on one engine. Consequently, Dhawan had no difficulty in flying his crippled fighter back to base. Another safety factor was the automatic reversion to manual control in the event of a failure in the hydraulic flying control system, and there were several instances of Maruts being flown back from a sortie manually.

Conversion to the Marut was a straightforward affair and future pilots received 10 hours ground instruction before first flight. Most pilots converting to the Marut came from Mystere, Hunter or Gnat units and until the HF-24 Mk.1T (two-seat conversion trainer) became available in 1975, had to check out on the Hunter T Mk.66. The Marut eventually equipped three IAF Squadrons. No.10 Squadron was the first to convert in April 1967, the No.220 in May 1969 and the No.31 in March 1974. Of the 145 Marut produced, 130+ entered squadron service.

Given the limited number of Marut units, most Marut squadrons were considerably over-strength for the duration of their lives. According to Brian de Magray, at peak strength No.10 Squadron had on charge 32 Maruts! Although the squadron probably did not hold a unit-establishment of more than 16.

And,
http://www.bharat-rakshak.com/IAF/History/Aircraft/Marut2.html

As tensions continued to rise between India and Pakistan through 1971, the IAF planned to meet any contingencies. Consequently, both Marut squadrons were deployed to Jodhpur from Chandigarh in early 1971. In November that year, detachments from both the squadrons were moved to forward bases as part of Operation “Cactus Lily”. These bases went to full alert as they received the first Pakistani strikes on the evening of the 3 December 1971.

Uttarlai was hit by a B-57 strike at 20:00 hours on the 3rd and its Maruts became the first to retaliate. In the early hours of December 4th, No.10 Squadron flew its first sorties of the war. A four ship counter-air strike (Mission X-01) was flown against Hyderabad (Sind) airfield some 200 miles (320 km) inside Pakistani territory. As aircraft were seen at the airfields, the Maruts proceeded to attack airfield installations with 1,000 lbs. (454 kg) bombs. Surprisingly no attempts were made to intercept the Maruts, which encountered only light anti-aircraft fire and all the aircraft were recovered to base. Hyderabad was subjected to further counter-air attacks later in the day.

Maruts from No.220 Squadron joined their No.10 counterparts, as the latter began interdiction missions later on the 4th. No.220 flew ground attack sorties against Camp Ghazi’, a heavily defended area within which a series of bunkers and other fortifications were destroyed by rockets. This softening up was to prove invaluable to the 11th Inf. Div. when it moved forward during the following night and, after a stiff action, overran the Pakistani positions. Both squadrons continued to strike targets in Sind, and Naya Chor was repeatedly hit on the 4th. Although substantial damage was inflicted on Pakistani positions, No.220 Squadron lost its first aircraft of the conflict over Naya Chor. Flt. Lt. P.V. Apte was killed, when his Marut was hit by AAA and Flt. Lt. Bhargava was taken prisoner after ejecting from his aircraft over Naya Chor.

No.10 Sqn’s Maruts photographed in 1980. These later production aircraft had better maneuverability.

The location of important targets (signal units and nav-aid equipment) at Naya Chor, meant that the IAF lavished special attention on it. The loss from the previous day notwithstanding, Naya Chor was attacked again on the 5th. Running the gauntlet of heavy AAA fire several Maruts strikes hit Naya Chor. POL dumps and trains at Chor, Dhoro Naro, Sufi Fakir and Umerkot were also hit on the 5th.

Columns of Pakistani vehicles were strafed and rocketed by Maruts on the 5th and 6th at Longewala, complementing the tremendous effort made by Hunters operating from Jaisalmer. Further south, the Maruts attacked and dispersed a concentration of Pakistani troops and vehicles opposite Sundra, using their 68mm SNEB rockets to devastating effect. Diurnal interdiction missions were flown against the Pakistani transportation system, the Maruts concentrating on the railway line from Rohri to Khanpur. The marshalling yards and rail junction at Mirpur Khas were heavily attacked by the Maruts of No.10 Squadron on 7th and 8th December.

Although essentially a ground attack aircraft, the Marut also demonstrated that it could also hold its own against enemy fighters. At 0930 hours on December 7th, Sqn. Ldr. K.K. Bakshi and Flg. Off. K.P. Sreekanth engaged on a ground attack mission south-east of Chor encountered four PAF Sabres, presumably on a similar mission across the bombline. Upon their pilots sighting the Maruts, the quartet of Sabres split into pairs, one pair immediately turning in to attack the Indian fighters which took up the challenge.

In the brief melee ensured Sqn. Ldr. Bakshi found himself closing head on with one of the Sabres. Both pilots began firing but it was a burst of 30mm fire from the Marut that found its mark. The Sabre broke away streaming flame and smoke. The same evening a pair of No.10 Squadron Maruts, returning from a strike mission, were bounced by a pair of F-86 Sabres, but out flew the attacking fighters, by exploiting their superior performance at low level.

Encounters with enemy aircraft became more frequent as the Indian Army’s offensive reached Naya Chor, a town some 43 miles (70 km) from the district headquarters at Mirpur Khas and 93 miles (150 km) from Hyderabad-Sind. Beyond Naya Chor lay Sind’s irrigated belt, and an Indian breakthrough into this territory would have had serious consequences for Pakistan. Consequently, the bulk of the PAF fighter-bomber force was committed to this area and both air forces were constantly engaged in support of their armies. On the 9th, No.10 lost its first aircraft when Sqn. Ldr. A.V. Kamat was shot down near Naya Chor.

On the 10th, two Maruts flown by Sqn. Ldr. M. Jatar and Flt. Lt. S.C. Batra were attacking targets of opportunity near Naya Chor, and Jatar had just scored hits with 68mm rockets on a dug-in Pakistani tank, when Batra saw in his rear view mirror, three Sabres behind and slightly above at about 1500 ft. (457 metres). Almost simultaneously a fourth Sabre was spotted at five o’clock. Both Maruts turned to give battle but neither they nor the Sabres had scored any hits when air control warned the Indian pilots of the approach of a combat air patrol of PAF MiG-19s. Believing discretion to be the better part of valour, both pilots disengaged and flew back to base.

The PAF made repeated attempts to neutralize the forward base at Uttarlai. The airfield was attacked by B-57s at night and F-104s during day. These hi-lo missions were launched from the distant Pakistani base at Masroor and the intermediate airfield at Talahyar. As the Pakistani directional beacon nav-aid at Naya Chor was being used for these attacks it had to be destroyed. On the 11th, two Maruts taxiing out for a sortie were shot up on the ground by PAF F-104s.

Although one aircraft was completely written off, both pilots escaped with minor injuries. This did not hold up the strike and within minutes another pair of Maruts were in the air. And so on the 11th and 12th, Naya Chor’s nav-aid facilities remained under constant attacks by Maruts. The Indian fighters ran the gauntlet of moderate to intense anti-aircraft fire, but it was only during the final attack that two of the Maruts, piloted by Sqn. Ldr. Brian De Magry and Flg. Off. Sreekanth, ran into aerial opposition. This took the form of four Sabres returning from a strafing mission against Indian supply trains at Parbat Ali. The Maruts jettisoned their drop tanks and flew to engage the Sabres, but results in the ensuing low-level dogfight were inconclusive.

The very nature of the lo-lo-lo missions performed by the Maruts, made encounters with enemy fighters unlikely, and on occasion a pair of MiG-21s from No.29 Squadron, also based at Uttarlai, flew top cover. The MiG-21s usually flew about 6560 ft. (2000 metres) above the Maruts. On the 16th, a trio of MiG-19s intent on bouncing a Marut strike that had just strafed Pakistani vehicles and troops west of Umarkot, had to brake away to take on the MiG-21 top cover which their pilots had evidently spotted at the last moment.

The Maruts flew until the last day of the war. On the 17th, two Marut strikes were launched against Umarkot. On the first of these a pair of intercepting F-104s were shot down by the Marut’s MiG-21 escort. The Marut was a tough aircraft. On at least three occasions, Maruts regained their base after one engine had been lost to ground fire. On one of these, a Marut returned to base without escort on one engine from about 150 miles (240 km) inside hostile territory. On another occasion Wg Cdr Ranjit Dhawan, flying his Marut through debris that erupted into the air as he strafed a convoy, felt a heavy blow in the rear fuselage of the aircraft, the engine damage warning lights immediately glowing and one engine cutting. Fortunately, the Marut was capable of attaining a safe and reasonable recovery speed on one engine, and Dhawan had no difficulty in flying his crippled fighter back to its base.

All in all the Marut squadrons acquitted themselves very well. The Marut, as an aircraft, was shown to be tough and capable. No aircraft were ever lost in air-to-air combat. However, 4 were lost to ground fire and two were lost on the ground. The Maruts were in the thick of it, right through the fighting on the western front, and the Squadrons ended the war with a total of three Vir Chakras.

Indian,

Vetrivale- dual MC, RWR, Radar Comp, Disp Proc
HAL Made cockpit instrumentation
IFF
INCOM radios
Aircraft structures- inc composites replacing original heavier metal load bearing structures

You can expect more LCA spinoffs to be integrated

Anyway, the main thing is that we are getting the tech of the Al31FP…worth their weight in gold and the spinoffs will be visible in our local programs.