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Case For Combining Indian Navy’s NGMV & NGC Needs Into A Unitary Procurement

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Worldwide, the major navies as well as those with littoral warfare missions are getting rid of their existing fleets of FAC-Ms and light multi-role guided-missile corvettes (both armed with anti-ship cruise missiles of various types) and are opting for new-generation guided-missile corvettes (popularly referred to as littoral combatant ship, or LCS) that displace more than 2,500 tonnes and up to 3,500 tonnes. This trend, which is gaining more traction with every passing day, is due to the following:
1) FAC-Ms and light multi-role guided-missile corvettes have their own set of weaknesses that makes them no more effective than larger principal surface combatants. The LCS is capable of all of the peacetime and most of the wartime abilities of the FAC-M and light multi-role guided-missile corvette. Most importantly, the geography of 21st century seapower does not lend itself to low-endurance warships dependent upon isolated fixed bases for support.
2) The new-generation LCS can fulfill many peacetime duties, including presence functions and training with allied/friendly naval forces, which FAC-Ms and light multi-purpose corvettes cannot. While the LCS is a fully deployable warship capable of sustained operations at sea for at least 21 days, FAC-Ms and light multi-role guided-missile corvettes, however, have only an 8-day sustainability at sea and require a significant advanced base from which to resupply and refuel. The LCS can be supported through refuelling and resupply at sea via underway replenishment vessels.
3) In the current constrained fiscal environment, the first priority of the Indian Navy (IN) must remain high-endurance warships capable of extended combat operations at sea without forward base support. A large force of FAC-Ms and light multi-purpose corvettes cannot meet this requirement.  India is a maritime nation with an interest in protecting and securing what political scientist Barry Posen has called the “global commons” of oceanic trade routes. Consequently, regional power projection within the Indian Ocean Region (IOR) requires regionally deployable naval assets rather than limited-endurance and role-specific sub-regionally dependent vessels.
4) Finally, the geography of seapower as understood by maritime nations with regional interests such as India does not support the use of such short-range vessels as FAC-Ms and light multi-purpose corvettes. Such a country must be ready to transfer significant parts of her armed forces seamlessly over great distances. Relatively high-speed, long-range naval task forces capable of sustained regional deployments are therefore the best solution to the problem of geography. FAC-Ms and light multi-purpose corvettes can be moved from one part of the IOR to another, but neither with the speed nor cost-effectiveness of larger LCS-type platforms with better endurance. The fleet of a regional naval power entrusted with the responsibility of being a net security provider throughout the IOR must be able to depart from one location, sail thousands of miles if necessary, arrive in its assigned theatre of operations and attain sea control without reliance on forward land bases, which may be vulnerable or unavailable for use.
The above-mentioned four underpinnings are what must dictate the procurement of replacements for the IN’s existing fleets of 549-tonne Project 1241RE ‘Molniya’ FAC-Ms and the 1,350-tonne Project 25 and 25A light multi-purpose guided-missile corvettes. But that has not been the case thus far. For instance, in February 2015 the IN’s global Request for Information (RFI) for six new-generation missile vessels (NGMV) specified that the vessel should have a displacement of some 1,500 tonnes, must cruise at speeds of more than 35 Knots, and have an endurance of 10 days at sea. The vessel should also carry a minimum of eight multi-role anti-ship cruise/land-attack cruise missiles, be fitted with a point defence missile system (PDMS) and possess a medium-range gun with ‘stealth features’ and having range in excess of 15km.
This was followed in October 2016 by another RFI that was sent by the IN sent to India-based shipyards—both private-owned and state-owned—that called for the supply of seven next-generation corvettes (NGC) capable of offensive attack with anti-ship cruise/land-attack cruise missiles, anti-submarine warfare (ASW) operations, local naval defence, maritime interdiction operations and visit, board, search and seizure (VBSS) missions, with deliveries of these seven vessels beginning from 2023. In terms of weapons fitments, the IN specified the BrahMos-1 missiles, a SAM system, cannon-based remotely-operated close-in weapon system, a medium-range gun with 15km-range, a twin deck-borne light torpedo launch system, and a helicopter deck capable of housing a light twin-engined naval utility helicopter (NUH) or VTOL unmanned aerial system (UAS).
From the above, it becomes clear that the IN remains intellectually stunted by being unwilling to take the required paradigm transformational leap of the type required for the net security provider for the IOR. Sound common sense suggests that the IN should combine its NGMV and NGC requirements by opting for common-hull 3,500-tonne LCS-type vessels (numbering 18 units) that ought to incorporate the following:
1)A 76/62 SRGM of the type already in service with the IN, plus two remotely-operated six-barrelled AK-630M cannons as close-in weapon systems.
Fire-control for all these weapons will be provided by the Pharos radar, which is now being co-developed by THALES of France and India’s Bharat Electronics Ltd.
2)Up to 24 vertically-launched Barak-8 LR-SAMs.
3)Up to 12 dual-tasked, vertically-launched long-range cruise missiles (either BrahMos-1/BrahMos-NG or Nirbhay) equipped with DRDO-developed X-band imaging monopulse active seekers capable of accepting programmable target recognition algorithms for either land-attack or anti-ship strike in real-time.
4)Twin two-tube heavyweight torpedo launchers—one on the port-side and one on the starboard-side of the LCS.
5)Integrated main mast (of the types available from France, The Netherlands, Italy or Russia) that houses all the required types of RF sensors, optronic sensors as well as integrated communications and electronic warfare suites. By resolving the electromagnetic conflicts and line-of-sight obstructions inherent to traditional topside antenna arrangements, the integrated mast aims at delivering an unobstructed field-of-view, reduced radar cross-section; ease of electromagnetic friction and simplifies shipboard integration.
This in turn provides a significant benefit in terms of improved operational performance and availability, shorter shipbuilding time, reduced maintenance requirements and significant savings in below-deck volume. In an integrated mast various antennae are integrated within the design of the mast itself along with the electronic equipment to be “integrated” in the mast as a single unit. The result is a mast that is a structurally self-supporting module.
6) A multi-purpose, remotely-operated rigid-hull inflatable boat (RHIB) capable of carrying either side-scan sonar, or mine-detection sonar, or mine disposal robotic vehicle, or a dunking sonar. Such vehicles are also known as unmanned surface vessels (USV).
7)A stern-mounted helicopter deck capable of accommodating a 10-tonne naval multi-role helicopter and an armed VTOL-UAS that is also equipped with both a search radar and an gimballed optronic sensor suite.
8)A new-generation 360-degree augmented reality wall Combat Information Centre (CIC) housing the combat management system (CMS), which is network-centric and makes extensive use of software-defined radios (SDR).
Potential Contenders
Outside the US, there are only three major shipbuilders that are implementing on-going contracts for supplying LCS-type multi-mission guided-missile corvettes—Naval Forces of France, Fincantieri of Italy, and Russia’s United Shipbuilding Corp.
France’s Naval Forces has bagged contracts for its Gowing-2500 LCS design from Malaysia (six units) and Egypt (four units). The Gowind-2500 LCS incorporates the SETIS CMS (originally developed by DCNS for FREMM guided-missile frigates and GOWIND family of corvettes), the Panoramic Sensors and Intelligence Module (PSIM)—an assembly bringing together the integrated mast with its various instruments as well as the Operational Centre and its associated technical rooms, and a high-degree of integration, automation and conviviality. The 2,600-tonne Gowind-2500 LCS has a length of 102 metres, width of 16 metres, maximum speed of 25 Knots, crew complement of 65, range of 3,700 nautical miles while cruising at 15 Knots, and acombined diesel and diesel (CODAD) propulsion package.
Fincantieri’s LCS design has been ordered by the Qatar Emiri Naval Forces (QENF)—this being for four vessels. Each such LCS will have a full load displacement of 3,250 tonnes, and have a length of 107 metres. The armament suite will comprise dual quad-cell MBDA-supplied Exocet MM-40 Block-III anti-ship cruise missiles, twin Marlin 30-mm remote weapon stations, a 76mm OTOBreda main gun, 16-cell vertical launch system (VLS) for the MBDA-developed Aster-30 long-range surface-to-air missile (SAM) and a 21-cell Rolling Airframe Missile (RAM) system. In addition, the vessel is fitted with a CODAD propulsion package, and can accommodate 112 people on-board, including 98 crew-members.
From Russia’s United Shipbuilding Corp comes two offers: the Project 20385 multi-mission guided-missile corvette from the St. Petersburg-based Northern Shipyard (Severnaya Verf), a subsidiary of United Shipbuilding Corp; and the Project 20386 multi-mission guided-missile corvette from a partnership of Severnaya Verf Shipyard and Sredne-Nevsky Shipyard.
The Project 20385 multi-mission guided-missile corvette was offered three years ago to the IN for meeting the NGC requirement. This vessel has a displacement of 2,500 tonnes, a length of 106 metres, width of 13 metres, a speed of up to 27 Knots, a cruising range of 3,500nm, an endurance of 15 days, and a crew complement of 99.
The Project 20386 LCS has a full displacement of 3,400 tonnes and is 109 metres long and 13 metres wide. It produces a top speed of 30 Knots, has a cruising range of 5,000nm, crew complement of 80, a combined diesel-electric and gas turbine (CODLOG) propulsion package that integrates two 27,500hp M90FR gas-turbine engines from NPO Saturn, two electric powerpacks with a power output of 2,200hp each, and a 6RP speed-reduction unit.
The Project 20386 LCS comes fitted with a modular armament suite that incorporates either two four-cell 3S-24 inclined launchers with the Kh-35E Uran anti-ship cruise missiles, or containerised launchers with the Kalibr-family of long-range cruise missiles. Air-defence is provided by two eight-cell 3S-97 ‘Redut’ VLS coupled to the Zaslon multifunctional radar that has its active phased-array antenna arrays integrated with the tower-mast construction (I.e. an integrated main mast).
The LCS’ near-field area is protected by two 30mm AK-630M CIWS mounted in pair on the aft superstructure. The LCS is also armed with a nose-mounted A-190-01 100mm naval gun that can be controlled by the Zaslon radar. Also carried are the ‘Paket’ ASW suite with twin four-cell SM-588 launchers for 324mm torpedoes, Minotavr-ISPN-M hull-mounted panoramic sonar, Signa-20380 CMS, and a collapsible stern-mounted helicopter hangar.
When it comes to robotic, remotely-operated vehicles, several options are available from France’s ECA Group and Japan’s Japan's Mitsui E & S Shipbuilding Co. The latter’s vehicle is a high-performance mine-hunting system specifically designed for the steep bathymetry and strong currents around Japan. With a length of 1.8 metres and a weight just below 90Kg, the whole system comes with a control station and cable winch. It is indeed controlled via a “fine optical cable”, allowing the vehicle to achieve speed and good manoeuvrability, while the high-power battery systems (LiSO2 and Li-Ion) provide long endurance. The cable winch with auto-tensioner makes the cable resistance much smaller, contributing to fast target detection. For optical identification at greater depth, the robotic vehicle is fitted with a high-definition camera. The operator can get a clear sight at low light intensity. Thanks to a unique thruster arrangement, the vehicle can approach a target from various angles. Japan’s Maritime Self-Defense Force (JMSDF) selected this robotic vehicle after evaluating other foreign systems including ECA Group’s K-Ster.
For meeting the USV requirement, the Seagull from Elbit Systems of Israel (represented in India by the Kolkata-based Garden Reach Shipbuilders and Engineers) will be the ideal choice. Back in 2017, Elbit Systems, by using SATCOM data-links, demonstrated that the Seagull USV, sailing in Israel’s Haifa Bay, could perform operational ASW missions using control consoles situated some 3,515km away in the UK. Operating the L-3 Ocean Systems-supplied DS-100 HELRAS dipping sonar in conjunction with Elbit Systems’ proprietary software, Seagull performed real-time detections and classification of objects, thereby demonstrating the capability to deter and dissuade hostile undersea activities.
The Seagull demonstration team included two operators—a USV operator and sonar operator. The Seagull is a 12-metre long multi-mission USV that can be operated from a mother-warship or from shore-based stations. It provides multi-mission capabilities, including ASW, mine-hunting and mine-sweeping, electronic warfare (EW), maritime security and underwater commercial missions, by leveraging modular mission system installation options and offering a high level of autonomy. It features inherent C4I capabilities for enhanced situational awareness, and has a mission endurance of more than four days.

The War That Should Never Have Been

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Behind the much-feted victory in the India-Pakistan limited war of mid-1999 (in the Drass-Kargil-Batalik sectors of Jammu & Kashmir) lurks colossal blunders—bungles which had involved the top hierarchy of the Govt of India as well as the Indian Army (IA) and Indian Air Force (IAF). In a gist, had the political and IA/IAF leadership simply been more alert and alive to the situation, OP Koh-i-Paima (OP Mountaineering Expedition)  need not have been launched at all by the Pakistan Army (PA). As it transpired, India plodded into a needless war costing Rs.19.84 billion, and bled itself in terms of sterling men and material, before eking out a redeeming, if costly, military triumph. It eventually took 11 weeks of bitter fighting by brave and under-equipped Indian soldiers at forbidding heights along craggy mountain ridgelines and peaks, and Washington’s considerable influence, to evict the PA intruders. More 1,200 combatants, including 519 IA soldiers, died; another 1,100 were injured, half of them permanently maimed. Yet, for all the to-do surrounding this definitive episode, it is a shame that no questions are being asked-or entertained-at the highest levels, and no answers being given even 20 years after the conduct by India’s military of OP Vijay (of the IA), OP Safed Saagar (of the IAF) and OP Trishul (of the Indian Navy), especially in terms of decision-making failures/deficiencies at the strategic-level, and lessons learnt at the operational and tactical levels. And it is due to this that India’s Ministry of Defence (MoD) till this day desists from publishing the official history of this limited war (which ought to include not only detailed reports on the various AirLand battles/campaigns, but also archival records of India’s Ministry of External Affairs and the Cabinet Committee on national Security). 
Consequently, the 20th anniversary of the limited war will be remembered across India in a celebratory manner over three days (July 25-27), with the theme being “Remember, Rejoice and Renew”, instead of “Analyse, Introspect and Learn”. This was pretty much the case 19 years ago as well when the Kargil Committee Report (KCR) was collectively drafted by K Subrahmanyam, Lt Gen K K Hazari, B G Verghese and Satish Chandra. The KCR failed to include (intentionally or otherwise) the most important lesson, which was: past mistakes that are not acknowledged and corrected due to the political more expedient craving for mass euphoria and exhilaration, always tend to repeat themselves. As the following parts of the narrative will reveal below, it was the severely flawed and executed war campaign (as a direct consequence of strategically unsound higher directions of war laid down by the then ruling political establishment) on the western front in late 1971 and the refusal to officially acknowledge it (by not publishing till this day the MoD’s official history of the 1971 India-Pakistan war) that was responsible for sowing the seeds of the limited war in mid-1999.
The following slides reveal that between October and December 1971, there was considerable disagreement between within the military establishment about the operational priorities, this being largely due to the inability of the then political leadership leadership to clearly spell out the higher directions of war/war directives. For i8nstance, there was no clarity on whether to accord greater priority to the capture of Pakistani territory across the International Boundary (IB) or whether to go for maximum territorial grab across the CeaseFire Line (CFL) and the Working Boundary (WB) along the Chicken’s Neck area.
The following slides reveal that back in 1971 there was no dearth of tactical intelligence, thanks to the several East Pakistani Bengalis who had defected from Pakistan’s military and had sought asylum in India. However, at the strategic-level, for inexplicable reasons, no heed was paid to information emanating from several East European Warsaw Pact member-countries (that had in turn acquired the information from sources in China) which had clearly indicated that: 1) Pakistan’s military, against which a 10-year arms embargo had been imposed by the US in 1965, did not possess the resources/hardware assets required for waging multi-front offensive land campaigns on the western front. 2)The PA and PAF would take a considerable time to master the usage of China-origin weapons that were being imported since 1968 as replacements for their US-origin counterparts. 3) Consequently, the PA and PAF would undertake only one offensive campaign, most probably across the CFL against Jammu & Kashmir. 4) The rest of the PA and PAF would hunker down and brace for a defensive war of attrition inside Pakistani territory in order to conserve their war-waging resources/assets and war wastage reserves. Consequently, the IA was forced into adopting an all-out defensive posture all along the IB, WB and CFL, which clearly prevented the IA and IAF from adopting limited and clear-cut offensive joint warfighting objectives that could be quickly achieved during an all-out but short conventional war.
Another reason that remains unexplained to date is why the IAF was denied permission to conduct tactical reconnaissance sorties till December 3, 1971 despite the PAF violating Indian airspace and conducting tactical air recce sorties over northern Punjab and southern Jammu since November 20, and commencing tactical air-strikes inside India out of East Pakistan since November 22. Consequently, the IA was denied vital intelligence inputs that would have possibly enabled it to checkmate the PA’s gamble in both Poonch and Chammb, and the Shakargarh Bulge.
As a result, the AirLand campaigns of the IA and IAF in both Chammb and the Shakargarh were nothing else but slugfest duels with no decisive outcomes on the battlefields, instead of the manoeuvre warfare originally envisaged by the IA's HQ Western Command.
As the evidence above indicates, placing greater emphasis on offensive land campaigns across the IB in 1971 (which produced only diminishing returns) resulted in the IA being forced to accord lesser importance to the mountain warfare campaigns that would have fetched over the following years highly value-added returns. For instance, had the IA HQ authorised its HQ Western Command to allocate greater warfighting resources to its XV Corps for the sake of realising all its envisaged tactical objectives—especially the capture of Olthingthang—then the PA in 1984 would not have been able to set up its firm logistics-support base in Goma for supporting its 323 Brigade along the Baltoro Glacier, and by 1999 would have denied the sprawling firm logistics-support base at Olthingthang from where OP Koh-i-Paima was launched and supported.
Battlefield Gains & Losses of 1971
Frittering Away The Military Gains At Shimla
The then Indian Prime Minister Smt.Indira Gandhi, from a position of strength, now really turned the screws on the dismal Pakistani delegation. She would not budge from her three main demands. First, to recognise the CFL as an International border. Second, to merge Azaad Kashmir and Gilgit-Baltistan into the main body of Pakistan and bury the J & K issue forever, not to be brought up at any international forum. And third and most important: recognise Bangladesh, which would mean accepting the complete defeat of Pakistan and the Two-Nation Theory. Only then would she release the Pakistani POWs and return the captured and occupied territory of what was West Pakistan. Needless to say, the Pakistani delegation could not and would not accept these conditions. The SHimla meeting was, therefore, heading for a total failure. No joint statement or accord was released and the Pakistani delegation prepared to return empty-handed. It was then, at the very last minute, that Zulfikar Ali Bhutto asked Indira for a one-on-one meeting—between only the two of them, behind closed doors. The two leaders were inside for an hour, and then a frowning Bhutto emerged and told the delegation to draw up a joint statement on all other matters like trade, cultural exchange etc. But to leave the main points out. The only one mentioned—and here he got a concession from Indira—was that the CFL would henceforth be termed the ‘Line of Control’ (LoC) for each side and he gave the concession that the J & K issue would not be raised by Pakistan in international forums. What had transpired inside came to light later. Bhutto told Indira that if he accepted her conditions, he would be publicly lynched when he returned to Pakistan. A vacuum would be created, a PA General would take over and start planning his revenge on India as well as the use of military force to release the PoWs. Did she really want that? Or did she prefer to deal with a democratically elected politician and popular leader? In the end he charmed her with his salesmanship and asked her to give him time, promising to recognise Bangladesh in his own way and time. He also got her to compromise on the J & K issue by renaming the CFL as the LoC (just an interim ceasefire line) rather than a permanent international border. He also committed to giving Pakistani Passports to Azaad Kashmiris, thus ending the region’s independent status and making it a de facto part of Pakistan. Now what remained was for Bhutto to make good on his promise to recognise Bangladesh.
(to be concluded)

Indian Navy Places Bulk Order For SDRs, Plus Project 15 DDG MLU Details

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The Indian Navy will be the first of the country’s three armed services to induct new-generation software-defined radios (SDR), following a contract signature on August 8, 2019 with state-owned Bharat Electronics Limited (BEL), the producer of the SDRs. It was on November 29, 2017 that the Defence Acquisition Council of the Ministry of Defence (MoD) had cleared procurement of these SDRs, valued at Rs.490 crore (US$70.64 million). More than 260 SDRs of different types are being procured under the Indigenously Designed Developed and Manufactured (IDDM) category.
While the MoD-owned Defence Research & Development Organisation (DRDO) designed and developed the SDRs, it was assisted by multiple agencies, including the Centre for Development of Advanced Computing (CDAC), Centre for Artificial Intelligence & Robotics (CAIR), and the Indian Navy’s Weapon and Electronics System Engineering Establishment (WESEE). The contract involves the replacement of existing hardware-based legacy communication sets with software-based multi-band, multi-functional and multi-role/mission radios. This is to enable secure communications for improved information sharing and situational awareness. The SDRs feature domestic waveforms capable of providing a wide range of frequency usage and capability enhancement. The DRDO had worked on the Integrated Development of Software-Defined Radio (INDESDR) project for eight years. Following the development of the radios, the DRDO conducted user-trials for five different SDRs, all of which will be seamlessly interfaced with the Indian Navy’s new-generation digitalnetwork (NAVNET).
On October 16, 2018, Vedanta Group’s Pune-based Sterlite Tech, a digital networksand telecom solutions company, bagged a Rs.3,500 crore contract from the IndianNavy deal to design, build, operate and maintain the NAVNET. The multi-year contract includes design, execution, operationsand maintenance of the NAVNET. Sterlite Tech will build arobust integrated communications network that would provide a secure,reliable and seamless digital highway to the Indian Navy foradministrative and operational applications. This network will give theIndian Navy digital defence supremacy at par with the best navalforces in the world, Sterlite, which also manufactures optic-fibrecables domestically. The initiative includes creation of anindependent high-capacity end-to-end communications network, linkingmultiple static Indian Navy sites and India-administered islands, andincludes the setting-up of highly secure data centres and Big Data contentdelivery software-defined next-generation networks. This is the firsttime an integrated end-to-end digital network at such a scale is beingbuilt in India, empowering the Indian Navy to secure the country’s borders tillthe farthest posts in India. The technology will also enable the IndianNavy to ride new-age applications with advanced security solutionswhile bringing real-time situational awareness and faster decisionmaking.
Other Services Networks
At the apex-level is the Army Strategic Operational InformationDissemination System (ASTROIDS), which connects Army Headquarters tothe Command Headquarters and forward to the Corps Headquarters whilerearwards it will connect to the national command post, the otherServices and other national level entities. The latter portion dealingwith the national strategic level will be enabled through the C4I2SR(Command, Control, Computers, Communications, Intelligence,Information, Surveillance and Reconnaissance) System when it getsestablished.
The Army Static Switched Communications (ASCON) system’s third-tier, commissioned in September 2006, is called Mercury Thunder and it forms the backbone communications network of the IndianArmy. ASCON provides voice and data links between static command/formation headquarters and those in peacetime locations. It is of modular design so that it can be upgraded as better technology becomes available. As a back-up,the Indian Army also deployed the static fibre-optic ArmyIntranet, known as the Army Wide Area Network (AWAN) February 24, 2006. Mercury Thunder builds on Mercury Streak that created anoptical fibre cable (OFC) network for the Army in 1995, and MercuryFlash that provided a microwave network in 1998. Mercury Thunderenables the integration of its predecessors with a satellite-basedoverlay that enables seamless transfers over all three systems. It enables thetransmission of real-time battlefield data to top commanders duringhostilities and also enables a qualitative improvement in relief andrescue operations when natural disasters strike. Mercury Thunder raises the number of channels on whichvoice conversations can be simultaneously transmitted from 120 to 10,000. Since ASCON supports amix of voice, data and video transfer, the number of channelsavailable at any given time would depend on what mix of the three wasadopted.
Field-level Command Information Decision Support System (CIDSS) isunder the command and control of the GOC Corps Commander. Field-level‘Project Sanjay’ Battlefield Surveillance System (BSS), ‘Shakti’ Artillery CommandControl and Communications System (CCCS), Air Defence Control andReporting System (ADC & RS) and Battlefield Management System (BMS)are all bound by the CIDSS as the backbone, also configured tointegrate field-level systems like the EWS and ELINT (the Samyukta/Himshaktisystems). in an effort to present a holistic picture to a commanderand his senior staff officers to ease the decision-making process. Thesecond vital link will connect the Corps Headquarters forward to theBattalion Headquarters. This will be the Tactical C3I (Command,Control, Communications and Intelligence) system or tac-4g, which will use the 4-G cellular telecommunications networks already established by BSNL, as well as those if private-sector service providers like Reliance JIO.
TAC-4G is based on a flat-IP networkarchitecture which provides flexible and fast communications betweenmany users. This includes fast-and-secure communications betweendifferent points and support of concurrent running of multipleapplications, many of which require high bandwidth. The highflexibility of TAC-4G along with additional inherent capabilities suchas information security, on-the-move network infrastructure, andsupport of multiple applications, positions the system as an optimalsolution for addressing the complex military communicationsrequirements. TAC-4G also supports a wide variety of multimediaapplications and allows quick and easy addition or removal ofapplications. It also implements the ‘network-centric warfare’principle; allows various-level commanders the highest level ofcontrol and effective activation of various warfighting, logistics andmaintenance forces; allows, real-time battlefield management andcontrol; uses the cost-effective commercial cellular networkproviders’ infrastructure, which allows shorter implementation timeand fewer risks in comparison to other alternatives that are not basedon COTS infrastructures.
Air Force Network (AFNet) is an Indian Air Force (IAF) owned, operatedand managed digital information grid. The AFNet replaces the old communication network set-up using thetroposcatter technology of the 1950s making it a true net-centriccombat force. The AFNet project is also part of the overall mission tonetwork all three armed services: that is the Indian Army, Indian Navy andthe Indian Air Force. Commissioned on September 14, 2010, AFNET is a fibre optic-based network on which the integrated air command, control and communications system (IACCCS) of the IAF rides. Italso provides a real-time sensor-to-shooter loop, which will enableIAF commanders to make instant decisions to order the weapons to bedeployed. AFNet is a dedicated fibre-optic network that offers up to500 MBPS encrypted, secure bandwidth. It incorporates the latesttraffic transportation technology in the form of IP (InternetProtocol) packets over the network using Multi-Protocol LabelSwitching (MPLS). A large VoIP (Voice over Internet Protocol) layerwith stringent quality of service enforcement facilitates robust, high-quality voice, video and conferencing solutions. All major IAF formations and staticestablishments have been linked through a secure Wide Area Network(WAN) and are accessible through data communication lines.Decision-makers can now get intelligence inputs (for example, videofeed from UAVs, real-time air situation pictures from AEW & CS platforms etc.) from far-flung areas atcentral locations seamlessly.
AFNet can be described as a perfectexample of public-private partnership. The Rs.1,077 crore project,which started in 2006, was developed by Bharat Sanchar NigamLtd (Department of Telecommunications DoT), HCL Infosystems andCisco Systems in collaboration with the Ministry of Defence (MoD). The DoT started the project in the previous decade toset up a dedicated fibre-optic network for the exclusive use of Indianarmed forces at a cost of Rs.10,000 crore. As per the agreement, the DoT is required to lay about 40,000km ofoptical fibre cable connecting 219 army stations, 33 naval stationsand 162 points for the air force (so far, work pertaining to the air force and navy has been completed). In exchange, the armed forces have released thefrequency spectrums.
SDR Manpack For Indian Army
SOFTNET Combined SDR-Tactical Data-Link
BNET-AR Combined SDR-Tactical Data-Link For Tejas Mk.1A L-MRCA
Airborne Internally-Mounted Fire-Control System For BrahMos-A ALCM
SATCOM Terminals For India’s Strategic Forces Command
These are the very terminals now being used by the authorities in the Union Territories of Jammu & Kashmir and in Ladakh for command, control and communications.
BrahMos-1 Quad-Launcher For Project 15 DDG Mid-Life Upgrade
Other Elements Of Project 15 DDG Mid-Life Upgrade
Following exhaustive competitive evaluations, Spain-based INDRA, in which US-based Raytheon owns a 40% stake, had in late 2016 bagged the contract for supplying through the MoD-owned Bharat Electronics Ltd (BEL) the naval version of the 3-D all-digital LTR-25 L-band air/surface search radars for both the four Project 15B guided-missile destroyers, and for the seven Project 17A guided-missile frigates, as well as for the mid-life upgrade of the three Project 12 DDGs (that will replace the THALES-BEL RAWL-02/PLN-517/LW-08 L-band air-search radars). Each LTR-25 unit is composed of a primary radar integrated with a secondary radar and an operation and power generation sub-systems. The LTR-25 is capable of digital beam-forming, direct radio-frequency sampling, monopulse technique of operation in elevation and azimuth, clutter-rejection, as well as ballistic missile detection and tracking.

'Desi' X-Band Active Phased-Array PARs for Indian Air Force & Indian Navy

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India’s Ministry of Defence on August 26, 2019 inked a contract worth Rs.380 crore with Chennai-based Data Patterns (India) Pvt Ltd under which the latter will supply, install and commission an initial nine X-band Precision Approach Radars (PAR) incorporating active phased-array scanning antennae at Indian Navy and Indian Air Force Air Stations. All installation and commissioning works at the Indian Naval Air Stations is planned for completion by April 2022, and at Indian Air Force Stations by December 2022. Eventually, more than 60 such PARs are due to be ordered by the MoD.
The active phased-array PAR has been under development by Data Patterns since 2010 and it was only at the Aero India 2017 expo in Bengaluru that one caught the first glimpse of this PAR.
Operational since 1985, Data Patterns has to date developed more than 1,000 systems and sub-systems in-house, which include ESM sub-systems for various DRDO-developed ELINT/COMINT suites, as well as for jammers. It has also developed a multi-Bit, wide-band radar warning receiver, IFF Mk.XII transponder with Mode 5 capabilities, plus an active phased-array radar in 205MHz frequency (first of its kind in the world). It has also developed pulse-Doppler weather radars in X and C bands, as well as an X-band Imaging Monopulse RF seeker for the projected Brahmos-NG supersonic multi-role cruise missile in cooperation by the DRDO’s with Hyderabad DRDL lab.

China-Developed Long-Range, TNW-Armed MBRLs For Export

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When China’s People’s Liberation Army (PLA) holds a grand military parade in Beijing’s Tiananmen Square on October 1 (expected to be the biggest in China’s history) showcasing some of its most advanced weapons to mark the nation’s 70th anniversary, one of the most eagerly awaited weapon systems to look out for will be the PLA Rocket Forces’ (PLARF) long-range multi-barrel rocket launchers (MBRL) that care meant for firing guided rockets containing low-yield tactical nuclear warheads (TNW). In fact, such 400mm MBRLs have already been exported by China to both Pakistan and Democratic People’s Republic of Korea since 2011.
While in Pakistan this MBRL is known as the Hatf-9/Nasr, the North Korean MBRL’s name has yet to be revealed. The latter was first test-fired on July 31, followed by additional firings on August 2, August 24 and again on September 10, 2019. According to the Republic of Korea’s Joint Chiefs of Staff, the rockets were fired from Sondok in South Hamgyong Province into the East Sea at around 6:45am and 7:02am local time. They flew around 380km at an apogee of about 97km, with the maximum speed reaching more than Mach 6.5. Two rockets were fired each time and flew around 220km (on August 2) to 250km (July 31) at an apogee of about 25km (August 2) and 30km (July 31), with the maximum speed being more than Mach 6.9 for the August 2 test-firing.
Exports of such long-range MBRLs have so far been conducted by both the China Aerospace Science & Technology Corp (CASC), also known as the 4th Academy; and the China Aerospace Science & Industry Corp (CASIC). The production authority has been the Chengdu-based Sichuan Aerospace Industry Corp (SCAIC), also known as Base 062.
The maiden test-firing of the Hatf-9/Nasr took place on April 19, 2011, while a salvo-firing of all four rockets took place on October 5, 2013, following which formal service-induction with the Pakistan Army took place. Each rocket weighs 1,200kg and contains a 400kg warhead-section. Contrary to its declared range of 60km, the rocket is estimated to travel as far as 380km. The conventionally-armed variants of this MBRL are known as the WS-2 or WeiShi-2 (Guardian-2) and WS-3, with the former being exported to Morocco and Sudan by China National Precision Machinery Corp (CPMIEC).
Soon after May 1998, the chances of an all-out conventional war breaking out between declared nuclear weapons-armed states like India and Pakistan across the 2,175km-long International Boundary (IB) became nil, and since mid-1999 (following OP Vijay and OP Safed Sagar) there have been greater prospects of limited but high-intensity wars being fought along both the Line of Control (LoC) and the that part of the IB that Pakistan refers to as the Working Boundary (WB). India’s Union Territory of Jammu & Kashmir (J & K) has 734km of LoC running through Jammu, Kashmir and Ladakh regions from Kargil to Malu (Akhnoor) in Jammu district, while it has 190km of IB from Malu to the Punjab belt running through Jammu, Samba and Kathua districts.
The WB, spanning 202km and including the Chicken’s Neck area, lies in Jammu Division between Boundary Pillar 19 and Sangam i.e. between Jammu and Sialkot), which was part of the erstwhile princely state of J & K. It is this stretch that Pakistan refers to it as the WB, since it maintains that the border agreement (the so-called standstill agreement) was inked between the princely state of J & K and Pakistan, and not between India and Pakistan. Given the fact that India maintains a near-foolproof anti-infiltration grid along the LoC, Pakistan has since mid-2013 focussed its terrorist infiltration efforts (via underground tunnels dug throughout the Chicken’s Neck area) along the WB.
Chicken’s Neck is the name given to the territory lying between the two branches of the River Chenab and it is a dagger-shaped salient in J & K that allows the PA an easy access to the bridge at Akhnoor in Jammu, as well as to the Chhamb-Jaurian sector. Measuring about 170 sq km, it is bound by the River Chenab in the west, and by the River Chandra Bhaga, or Ghag Nala in the east. Ferries in Saidpur, Gondal, Majwal and Gangwal areas connect it with the Sialkot sector. Being an open area in the plains, it is excellent for the conduct of swift, offensive manoeuvre warfare by the Indian Army. However, for Pakistan, this area is indefensible by conventional means, as it is surrounded by India from three sides and back in December 1971, was captured by India within a 48-hour period. Consequently, if the IA were to opt for a high-tempo but limited land campaign (under its Cold Start doctrine), with the objective being a piece of Pakistani real-estate stretching all the way out Chhamb, then the only available option for the PA is to exercise its right to self-defence by using TNWs against invading IA formations within the Chicken’s Neck salient, i.e. inside sovereign Pakistani territory.
It is for this reason that the PA between 2012 and 2015 constructed a purpose-built cantonment at Pasrur (southeast of Sialkot) for housing its 18 Hatf-9/Nasr multi-barrel rocket launchers (MBRL), each of which can salvo-fire four 400mm rockets. The rocket is 7.5 metres in length, can carry a TNW with a yield of 3 Kilotons out to a distance of up to 150km, and has a 300-metre circular error probable.
In such a scenario, where India will find herself extremely hard-put to justify a second-strike retaliation with nuclear weapons, the only available option then—in order to retain moral ascendancy—will be to resort to a doctrine of pre-emptive but conventional first-strike against the PA’s stockpile of deployed TNWs both at Pasrur and within the Chicken’s Neck area.

PLA Navy's First Type 075 LHD Launched

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In a brief ceremony held on September 25, 2019 the China State Shipbuilding Corp’s (CSSC) Shanghai-based Hudong-Zhonghua shipyard launched the first of three Type 075 landing helicopter docks (LHD) that are on order from the PLA Navy.
Displacing about 30,000 tonnes, the LHD has a length of 250 metres, 32-metre beamwidth, draught of 8.5 metres, a maximum cruising speed of 23 Knots, and the capacity to house up to eighteen 12-tonne helicopters both above- and below-deck.
Design work on the Type 075 LHD began in 2011 and the keel of the first vessel was laid two years ago.
The LHD is expected to carry Z-18F ASW/utility helicopters and Z-18K AEW helicopters.
CSSC has also been offering a smaller LPH variant of the Type 075 LHD for export.

PLA Displayed New Hardware At The PRC's 70th Anniversary Parade

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The People’s Republic of China held a huge parade to mark the 70th anniversary of its founding, which featured 15,000 troops, 160 aircraft and 580 pieces of equipment.

Delusional In Cuckooland

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What goes and will inevitably always go horribly wrong when someone who is an ENT Surgeon by profession and an ex-Adviser to the UN’s World health Organisation (WHO) gets to become the Govt of India’s Union Minister for Science & Technology while also wearing the hats of Union Minister for Health & Family Welfare and Union Minister for Earth Sciences? This is the end-result:

In other words, a totally distorted and non-factual narrative that only perpetuates a state of denial by deliberately refusing to read the writing on the wall. For, while I am dead-sure that Dr Harsh Vardhan has perfectly honourable intentions, his implementation methodology for introducing a game-changer in India’s domestic civil aviation market through the UDAN scheme (to facilitate and stimulate regional air connectivity at affordable air-fares) under the Make In India mission is horribly flawed. And here’s why.
Claim-1: The ‘Saras’ is the first-ever indigenous light passenger aircraft. The first attempt to design and develop a multi-role transport aircraft began in 1999 after the green signal from the then PM AB Vajpayee, and award of the prestigious project to the NAL, a constituent of the CSIR. The CSIR-NAL, without prior experience, designed and developed the first prototype of ‘Saras’.
Reality: The Govt of India had in May 1998 created the Centre  for  Civil  Aircraft  Design  &  Development  (C-CADD)  as  the nodal point  of the National Aerospace Laboratories (NAL) under the Council of Scientific & Industrial Research (CSIR),  with  a mandate to play a lead role in the design and development of small and medium sized civil aircraft. So henceforth, NAL became the lead designer-cum-developer for civil aviation aircraft, with state-owned Hindustan Aeronautics Ltd (HAL) merely acting as the prime industrial contractor. Consequently, NAL, being essentially a laboratory like the Ministry of Defence’s DRDO-owned Aeronautical Development Authority (ADA) with no available human resource expertise required for designing and developing any type of aircraft, quickly began the process of making erroneous decisions, starting with the attempt to productionise a 14-seat twin turboprop-powered commuter aircraft that had already been developed abroad. The ‘Saras’ had already been developed in 1991 as the ‘M-102 Duet’ by Russia’s JSC V Myasishchev Experimental Machine Building Plant, which later opted out of the project due to financial constraints and offered to sell all intellectual property rights (IPR) of this project to C-CADD in June 1998. The then NDA Govt’s Cabinet Committee on Economic Affairs in June 1999 approved sanction for the C-CADD to complete the M-102 Diet’s developmental process, following which in September 1999 the project was renamed as ‘Saras’. Russia’s Central Aerohydrodynamic Institute TsAGI and Gromov Flight Research Institute (GFRI) were roped in as project consultants. NAL next received an order from the Indian Air Force (IAF) to supply 15 ‘Saras’ aircraft, whose deliveries were to begin in 2014 and conclude in 2017. The first HAL-built prototype (PT-1) was powered by two Pratt & Whitney PT6A-66 turboprop engines and its maiden flight took place on May 29, 2004. The ‘Saras’ was originally proposed to have a weight of 4,125kg but it increased by about 24% to 5,118kg. Two prototypes have been produced to date. The second prototype (PT-2) was built by HAL with composite materials to decrease its overall weight by 400kg compared to that of the PT-1. PT-2 was powered by twin uprated Pratt & Whitney PT6A-67A engines and it made its maiden flight on April 18, 2007. This prototype crashed near Bidadi, situated 30km away from Bengaluru, in March 2009 during a routine flight-test. Another consultancy contract was inked between the C-CADD and TsAGI and GFRI on February 18, 2011 under which the two Russian parties were required to assist C-CADD in weight-budgeting and aerodynamic optimising the airframe of the ‘Saras’ (by conducting wind-tunnels tests at TsAGI), plus assistance for ensuring the certification of airworthiness of the aircraft, since India’s state-owned Directorate General of Civil Aviation (DGCA) is only an endorser of foreign certificates of airworthiness (CoA) and it does not possess the kind of human resources required for undertaking any CoA-related tasking of an industrial nature. Thus, as a result of Russian assistance, the C-CADD was able to make the following modifications to the airframe of PT-1N: significant reduction of control forces, optimisation of nacelle design (for the engine mounts), modifications of the environmental control system and cabin pressurisation system, installation of an automatic stall-warning system, modification of linear flap-tracks and trim-taps on the elevators, enhancement of rudder area for better controllability, modification of flight-test instrumentation, modification of electrical systems for reducing voltage losses, and provision of nose boom for the air-data system for redundancy. Apart from above modification on the aircraft, the following additional safety measures have also been ensured by the team. Despite all this, the project’s funding was terminated in 2012, but was revived in 2016 following which NAL assembled a young team of 40 engineers and technicians for working on the project for the next nine months. The modified PT-1N prototype made its maiden flight on January 24, 2018 from the IAF’s Aircraft & Systems Testing Establishment (ASTE) in Bengaluru. According to C-CADD, the production version of ‘Saras’ will be a 19-seater and will undergo both civil and military certification processes for which two Limited Series prototypes will have to be built at a cost of Rs.500 crore. If all goes well, then the first series-produced ‘Saras’ will be handed over to the IAF. The C-CADD has estimated a total domestic requirement for 160 ‘Saras’ aircraft.
Claim-2: The in-house design and manufacturing of ‘Saras’ Mk.2 are now attracting global attention. The reasons are the low acquisition and operating costs, high aircraft performance abilities and the latest generation technologies compared to any contemporary aircraft such as the Dornier Do-228NG (Germany), PTDI’s N-219 (Indonesia), Beechcraft-1900D (US), LET-410NG (Czech Republic) and Harbin Y-12F (China).
Reality: Firstly, none of the above-mentioned commuter turboprop aircraft have as yet equalled the marketing success of the best-selling STOL commuter aircraft, i.e. the Viking DHC-6 ‘Twin Otter’. Secondly, with the exception of the Beech-1900D, all of the aircraft mentioned by Dr Harsh Vardhan are STOL platforms featuring a high-wing design. Thirdly, no one has to date ever produced an official data on the ‘Saras’ aircraft’s direct operating costs per flying hour and MRO man-hours required per flying hour. Without these two critical figures, no one can claim that the ‘Saras’ will be characterised by low acquisition and operating costs.
Claim-3: In just four more years, Saras Mk.2 will obtain final certification. Their induction into the Indian Air Force (IAF) will begin from 2024.
Reality: Final certification from which certifying authority of India? The DGCA is only an authority that ENDORSES the international CoAs awarded by the US FAA and Europe’s EASA bodies for all kinds of commercial air transport aircraft (both fixed-wing and rotary-winged aircraft/helicopters). It was for this reason that the certifying authority for the ‘Saras’ was changed in 2016 from the DGCA to the Centre for Military Airworthiness & Certification (CEMILAC). But there again, the CEMILAC is authorised to award CoAs only to military platforms (both fixed-wing and rotary-winged aircraft/helicopters) and consequently, this will be acceptable only to military operators of the ‘Saras’ like the IAF. It is for this very reason that till to date, not a single sale of the HAL-developed Dhruv ALH’s civilian variant has been sold to anybody, be it in India or abroad. Nor have any civilian VVIP ‘netas’ of India ever been seen flying on board the Dhruv ALH. Ask any potential operator of civilian helicopters and he/she will explain that for the Dhruv ALH to be acceptable as a civilian platforms, it will mandatorily have to receive a CoA from either the FAA or the EASA, and not from either the DGCA or the CEMILAC. And why so? Simply because insurance companies worldwide provide hull insurance only for those platforms that are certified by either the FAA or EASA and that’s precisely why such platforms have resale value. That will not be the case with CEMILAC-certified platforms like the Dhruv ALH and ‘Saras’.

Claim-4: The Saras project will pave the way for the knowledge generation, design and development of the 70-90 seat aircraft for regional passenger connectivity.
Reality: Totally not. Instead, it will only lead to the Indian taxpayer’s money being wasted. CSIR/NAL is only a scientific institution, not an engineering one and therefore product engineering is definitely not CSIR/NAL’s forte and that is precisely why the ‘Saras’ has to date remained an aircraft of/by/for just scientists. In fact, HAL had by the late 1990s itself proposed that it be authorised to develop a 90-seat regional airliner, but the then government-of-the-day, perhaps presuming that it had been blessed with all-knowing wisdom, overruled HAL in favour of CSIR/NAL’s proposal for buying off the M-102 Duet’s IPRs from Russia. It has all been detailed here:


What, however, eludes answers are the following: What exactly will the ‘Saras’ Mk.2 be able to offer that the 19-seat HAL-built Do-228NG STOL commuter aircraft cannot? And why was C-C-CADD tasked to develop a 14-seater twin-turboprop commuter when HAL had already begun licence-producing 19-seater twin-turboprop commuters more than a decade earlier? Why was the development or co-development of a 30-seater twin-turboprop or twin turbofan-powered commuter not considered at all? Why was HAL’s proposal to develop a 90-seat regional airliner turned down? Is this what has been causing demoralisation on a steady basis within HAL to such an extent that today HAL’s unions are now on strike?
South Korea Unveils Gen-4.5 KF-X Full-Scale Mock-up At ADEX-2019 Expo
Following the completion of the critical design review in late September this year, Korea Aerospace Industries (KAI) has lifted the curtains on a full-scale mock-up and cockpit of the KF-X 4.5-generation, twin-engined M-MRCA at the ongoing ADEX-2019 Expo in Seoul, along with more technical details. In February 2019 the KF-X team settled on the definitive larger C-109 design that was developed with the help of industrial partner Lockheed Martin. Indonesia’s PT Dirgantara Indonesia (PTDI) is KAI’s industrial partner, responsible for investing 20% of the US$8 billion in R & D costs for the KF-X’s developmental effort. Indonesia has been backtracking from its original commitment to invest 20% of the developmental costs, or $1.6 billion. KAI is obliged to pay 20%, and the RoK government is to fund the remainder. Under a 2016 deal, Indonesia is due to receive up to 48 IF-X variants. But Jakarta has to date paid up only $190 million, some 13% of its financial commitment, citing domestic budgetary constraints. As of last July, Indonesia had a funding shortfall of $250 million.
With a maximum takeoff weight of 25.6 tonnes and a 7.7-tonne payload, the KF-X can achieve a range of 2,900km while being equipped with 10 weapons-carrying stations. KAI will first focus its developmental efforts around the Diehl IRIS-T SRAAM and MBDA Meteor BVRAAM. The ROKAF has specified the six-barrelled M-61 Vulcan cannon, mounted on the airframe’s port side. The cockpit architecture resembles that of the Lockheed Martin F-35 Lightning JSF, with an 8 x 20-inch panoramic touchscreen AMLCD and sidestick control-stick and throttle. A full-scale mock-up of the cockpit depicts a full, single-panel touchscreen display in place of traditional multi-function displays. The display offers a full-range of tactical information, including radar tracks, weapons and engine status, and other key data. Unlike the touchscreens found in smartphones and tablets, the panoramic AMLCD’s buttons will require greater pressure for inputs. This helps reduce tracking errors stemming from smudges and scratches. The sidestick-mounted controls improve situational awareness, as it enables the pilot to keep his or her attention focussed outside the cockpit.
Some 65% of the KF-X’s hardware will be produced by local companies, including Hanwha Defence, which will licence-build the General Electric F414 turbofan, as well as landing gear, control actuators, and other components. LIGNex1 will produce the electronic countermeasures suite and secure tactical data-link, heads-up display, and communications suite. Hanwha has also developed—with some foreign assistance from Italy’s Leonardo Group’s Selex-ES subsidiary—its own infra-red search-and-track system and a 1,088-TRM (transmit-receive module) AESA-MMR with 110km-range, which are two of the four primary items not approved for technology transfer by the United States.
Earlier, at the request of Seoul’s Defense Acquisition Program Administration (DAPA), Lockheed Martin had agreed to consult with the US government over the transfer of four more technologies related to the active electronically scanned radar (AESA), electro-optical targetting pod, infra-red search-and-track systems, and a radio frequency jammer. However, the US refused to approve this request, and instead approved only 21 of the required 25 technologies for export by Lockheed Martin.
In 2016, the DAPA had stated that South Korea will domestically develop some 90 items necessary for the KF-X, including the AESA-MMR and the Electro-Optical Targetting Pod (EO-TGP). According to Hanwha Systems' R & D Center, it is currently working on at least six systems which will compose the backbone of the KF-X: the AESA-MMR; EO-TGP; Mission Computer; Infra-red Search & Track System (IRST); Panoramic Multi-Function Display; and an Audio Communication Control System (ACCS). LIGNex1 is now in the midst of a three-year project to develop its own AESA-MMR, known as the Laser-A, which is claimed to have more TRMs than its competitor and a 120km range.
The state-funded Agency for Defense Development, or ADD, and Hanwha Systems (formerly Samsung-Thales) had joined hands in 2016 to build an indigenous AESA-MMR. In May 2017, Israel’s ELTA Systems was selected by the ADD to support the AESA-MMR’s development. Under a contract valued at about $36 million, ELTA Systems is in charge of testing the AESA-MMR in every phase of development and integrating it with the KF-X prototype. The ADD originally wanted to get AESA-MMR technology either from Saab of Sweden or Thales of France, but the plan got ruptured due to the issues of requirements and budget. Saab had been a partner for the exploratory development of AESA-MMR in partnership with the ADD and LIG Nex1. Saab still has a $25 million contract inked in December 2017 with LIG Nex1 for cooperation in AESA-MMR algorithm development.
KAI’s final-assembly-cum-integration facility in Sacheon plans to roll-out the first KF-X prototype in the first quarter of 2021, followed by the maiden flight in 2022, with series-production of 120 KF-Xs commencing in 2026 to begin replacing the ROKAF’s existing F-4E Phantoms and F-5E Tiger IIs.
Meanwhile, South Korea’s DAPA has announced that 20 more Lockheed Martin F-35 Lightning II JSFs worth $3.35 billion will be procured under the second phase of its F-X3 project, due to be launched in 2021, when deliveries of the first batch of 40 are scheduled to be completed. These 40 original F-35As were ordered for the ROKAF in 2014, and deliveries began in March 2019. Eight have now been delivered, and the ROKAF expects to have 13 by the end of the year and 26 by the end of 2020.
KF-X Milestones
In January 2013, the state-owned Agency for Defense Development (ADD) unveilled a twin-engined conceptual model of the KF-X, based on the C-103 design. The ADD then estimated that $5.6 billion would be needed to develop the KF-X, and an additional $7.5 billion will have to be spent to build 120 units, while the government-owned Korea Institute of Science & Technology Evaluation and Planning estimated that the developmental costs alone would be $8.8 billion.
In March 2015, KAI was selected as the preferred bidder/prime industrial contractor. KAI had partnered with the Lockheed Martin, and was competing against the team of Korean Air Lines (KAL) and Airbus Defense and Space.
In January 2016, the Defense Acquisition Program Administration, or DAPA, officially launched the KF-X procurement programme.
In May 2016, DAPA selected GE Aero Engines to power the KF-X with its F414-GE-400 turbofans.
Between June 26 and June 28, 2018 the DAPA held a preliminary design review, or PDR, of the KF-X’s design C-109.
In early September 2019, the DAPA in a critical design review, or CDR, examined nearly 400 kinds of technical data to see if the technologies meet the capability requirements for the larger C-109 design of the KF-X, which has 12,000 blueprints in all. This milestone was achieved through assistance provided by more than 100 local agencies, including 84 companies, 16 tertiary institutions, and 11 research institutes. Another 35 companies will be involved when series-production commences. KAI has hired 700 employees to work on the KF-X programme and is seeking to recruit an additional 400 people to work on the project. Following this, approval was accorded for the KF-X programme to enter the prototype development phase, or PDP. As per the C-109 design, the KF-X will have a MTOW of 25,600kg and a maximum weapons payload of 7,700kg, maximum cruise speed of Mach 1.8 and a cruising distance of 2,900km. The KF-X’s Block-I variant will not have internal weapons carriage capability, which is now planned for subsequent production blocks. The Block-1 variant will also lack air-to-ground strike capability, since the homegrown long-range, subsonic air-to-ground cruise missile will be developed only by the mid-2020s by LIG Nex1. The Hanwha-developed AESA-MMR is scheduled to be tested on an actual KF-X prototype in 2023 with the goal of completing all aspects of development by 2026. The KFX development programme envisages the production of six prototypes by 2021, followed by four years of trials and the completion of development by mid-2026.
KAI selected the US-based Triumph Group to provide Airframe-Mounted Accessory Drives (AMAD) for the KF-X. Triumph will design and produce the AMADs, which will allow the aircraft to receive and distribute engine power to generators, pumps and other systems.

KAI selected US-based Textars to develop the canopy and windshield transparencies.
KAI selected UK-based Oxley Group to develop the full external lighting system. Oxley will supply the landing light, taxi light, refuelling lights, formation lights, wingtip lights, and an intelligent lighting controller. The system provides complete integration into the pilot’s panoramic AMLCD. The technical development process will cover design, prototyping, testing and manufacture, and be completed by a dedicated project team of mechanical, optical, electronics and software engineers at the Priory Park site in Cumbria.
KAI contracted Cobham Antenna Systems to provide the conformal antenna suite, which has been designed to provide a full range of communications, navigation and identification (CNI) functionality for the KF-X in a configuration that reduces drag and life-cycle repair costs, while improving aerodynamics. Cobham has also been contracted to supply an undisclosed number of missile eject launcher (MEL) units for KF-X by the end of 2020.
Canada-based Héroux-Devtek has been contracted by Hanwha to jointly develop the landing gear system for the KF-X. Engineering, testing and qualification will be performed at the OEM’s engineering facilities located in Runcorn, UK, and St-Hubert, Quebec, Canada.
US-based Collins Aerospace Systems, a subsidiary of United Technologies Corp, has been contracted by KAI to provide the KF-X’s complete Environmental Control System (ECS), including air conditioning, bleed air control, cabin pressurization and liquid cooling systems. To help make the ECS easier to install and maintain, Collins Aerospace has integrated the air conditioning and liquid cooling systems into a single pack to reduce size and weight. In addition to the ECS, Collins Aerospace is also providing the engine start system components, including the air turbine starter and flow control valve. The KF-X will also be the first combat aircraft to host Collins Aerospace’s newest, more electric Variable Speed Constant Frequency (VSCF) generator.

Hanwha Systems has been contracted to develop and supply the Auxiliary Power Unit, Landing Gear, Cockpit Canopy, Air Command & Control System, AESA-MMR, Mission Computer, Panoramic AMLCD-based Multifunction Display, IRST sensor and EO-TG Pod. LIG Nex1 has been contracted for developing and supplying the Flight Control Computer, Flight Data Recorder, Integrated Electronic Warfare Suite, Radar Altimeter, Heads-Up Display, and the U/VHF Radio Suite. FIRSTEC will supply the Cockpit Control Panel, Flight Control Panel and Fire-Suppression System, while KAES will supply the Power Generator, KOKAM the NiCad Battereries, Doosan Mottrol the Hydraulic Pump, and AeroMaster the Remote Interface Unit.

M982 Excalibur GPS-Guided Cargo Projectiles Have Arrived

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Utterly frustrated by the long gestation period for developing the precision-guided Pinaka-2 multi-barrel rocket launch system (MBRL), the Indian Army’s (IA) HQ Northern Command last July began the process of procuring an initial 1,200 Raytheon Missile Systems/Sweden-based BAE Systems Bofors-developed M982 Excalibur GPS-guided cargo projectiles, which will be used by the IA’s Hanwha Techwin/Larsen & Toubro K-9 Vajra (Thunderbolt) 155mm/52-cal tracked self-propelled howitzers and the BAE Systems/Mahindra Defence M-777 ultralightweight field howitzers.
The order for the M982 Excalibur rounds was fast-tracked under the emergency powers to the Vice-Chief of the Army Staff at IA HQ, with deliveries commencing earlier this month and all 1,200 rounds have been delivered as of now.
 
The standard M982 Excalibur is an extended-range guided projectile that uses a combination of a high-glide ratio lifting-body airframe and tightly coupled GPS/MEMS-based inertial measuring unit (GPS/IMU) guidance (developed by Honeywell) to achieve ranges of up to 40km from existing 155mm/39-cal howitzers, with a circular error probable (CEP) of less than 2 metres. Excalibur is fully qualified in multiple artillery systems, including the K-9 and M-777 howitzers.
The tightly coupled GPS/MEMS-based IMU increases hit-accuracy and to minimizes collateral damages to improve the fire-assault efficiency when complex terrain limits the effectiveness of conventional projectiles and makes it difficult in term of logistics and supply. A major challenge for is the IMU that has to operate at full accuracy even after the extremely harsh launch environment. Hence, the Excalibur uses Colibrys-developed (a subsidiary of France’s SAFRAN Group) accelerometers, is capable, after an initial launch characterised by a gun hard shock of about 20,000 G, to be guided by a GPS receiver and/or an IMU to the target within a precision of 2 metres. The GPS receivers of the Excalibur are optimised for using coordinates supplied by India’s NavIC/IRNSS GPS satellite constellation.
It was in April 2010 that the IA had issue an RFI to global contractors for 155mm Sensor-Fused Munitions (SFM) for 155mm howitzers. At that time, the RFI had stated that it was looking to enhance the accuracy of existing in-service ammunition, meaning it desired add-on guidance kits that could equip the 155mm rounds already stockpiled by the IA, as well as acquire new-build 155mm rounds containing SFMs.
Only two OEMs responded to this RFI, these being BAE Systems’ Israel-based subsidiary Rokar offering its Silver Bullet GPS-based round, and Israel Aerospace Industries offering its TopGun add-on precision-guidance kit. However, the procurement exercise did not proceed to the RFP stage since the DRDO had back in 2012 claimed that it could offer a fully-developed precision-guided 214mm variant of the Pinaka-1 rocket within three years.
Since the DRDO was unable to keep its promise, an internal competitive evaluation of various available 155mm precision-guided rounds was carried out by IA HQ last year in which the SMArt-155 from US-based General Dynamics Ordnance and Tactical Systems (GD-OTS) and Germany’s GIWS (Gesellschaft für Intelligente Wirksysteme mbH), and the Nexter Systems’ Katana projectile was also considered. The latter’s guidance is provided by a combination of a GNSS signals-receiver and an IMU. In the future, metre-scale precision will be made possible through the addition of an optional semi-active laser distance gauge. But since the IA was then according a higher priority to the procurement of precision-guided cargo projectiles (carrying cluster sub-munitions and nor anti-armour SFM) for use against hostile targets located within PoK, the M982 Excalibur was considered to be the favoured choice.
In future, however, the IA will, for its K-9 Vajra SPHs, procure about 10,000 IMU-equipped 155mm rounds containing anti-armour SFMs.
The IA on November 9 last year formally inducted the M-777 and the K-9 into service. The IA took delivery of 10 of the 100 K-9s that it had ordered in mid-2016 at a cost of Rs.43.66 billion (US$600.4 million) at the IA’s Field Artillery Training Centre at Deolali in Maharashtra, western India. The remaining 90 Vajras will be delivered by Larsen & Toubro to the IA by November 2020, with the first K-9 Regiment becoming operational last July.The IA has so far also inducted five M-777s, with another 25 units now being supplied directly to the IA along with Selex-built Laser Inertial Artillery Pointing Systems.
The remaining 120 of a total of 145 M-777s ordered in 2016 for $737 million, will be built at the BAE Systems/Mahindra Defence Assembly, Integration and Training (AIT) facility, with all deliveries being completed by mid-2021. The first of seven planned M-777 Regiments is expected to be operational by the end of this month.
It was in March 2006 that the IA had placed a $45 million contract with Tata Power SED and Larsen & Toubro for delivering 40 Pinaka MRBLs (for equipping two Regiments). Even then, the Pinaka-1’s rocket—developed by the DRDO’s Pune-based Armament Research & Development Establishment (ARDE)—could not achieve the specified CEP at its maximum range of 40km.
Subsequently, Israel Military Industries (IMI) was contracted for supplying trajectory correction systems (TCS) for the rockets. However, the subsequent blacklisting of IMI in 2012 left the Pinaka-1 rockets bereft of their TCS modules, which then forced the IA to limit the rocket’s maximum engagement range to 35km.
The DRDO next proposed that a Pinaka-2 rocket incorporating a precision-guidance kit could be developed within three years by the ARDE, and the Hyderabad-based Research Centre, Imarat (RCI) and the Defence Research & Development Laboratory (DRDL).
However, matters did not move as expected and the DRDO in 2016 sought MBDA’s assistance in developing a precision-guidance kit, which was subsequently subjected to two test-firings on May 30 and 31, 2018.
As of now, the specified maximum range of this rocket stands at 55km. These rockets, powered by higher-energy solid propellants, will be fired from the same launchers as those of existing the existing Pinaka-1 MBRL.
Last September, India’s Cabinet Committee on National Security (CCNS) cleared the raising of the third and fourth Pinaka-1 Regiments at a cost of Rs.3,000 crore ($441 million). Furthermore, the Ministry of Defence’s Defence Acquisition Council (DAC) last November cleared a RFP for six additional Pinaka-1 Regiments at a cost of Rs.14,633 crore ($21.7 billion). Contract signature for the third and fourth Regiments (negotiations for which had concluded way back in January 2011) took place only last December, with each Regiment costing Rs.200 crore and including the supply of 20 launchers and eight command posts.
Series-production of the Pinaka-2 rockets is now expected to get underway by 2021.

GAETEC's Capacities, Capabilities & Future Plans

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 The SDR-A developed for use by the airborne manned platforms of the Indian Navy has successfully completed its user-trials and has been cleared for serrvice induction.

Fuelling High Expectations By Manufacturing FAKE NEWS

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Since the previous decade itself, India-based ‘desi patrakaars’, through both print and electronic media outlets, have been churning out FAKE NEWS about the export potential of India-made military hardware like the BrahMos-1 supersonic multi-role cruise missile and the Tejas light combat aircraft (LCA). For instance, no one from Vietnam has ever gone on-record to express any interest in importing BrahMos-1s from India. In reality, Hanoi back in 2008 had ordered an initial two Regiments of 3K55 Bastion-P coastal defence systems that use the P-800 Oniks/Yakhont supersonic cruise missiles developed and produced by the Russia-based NPOM (which also owns a 49% stake in the BrahMos Aerospace joint venture, with the Govt of India owning the remaining 51%).
The 3K55 Bastion-Ps started arriving in Vietnam back in 2011, with each Regiment including four motorised self-propelled launcher vehicles carrying K340P (two cannistered missiles on each launcher vehicle); vehicles carrying ammunition reserves; a Monolit-B fire-control radar; and a command vehicle. Since then, Vietnam has expressed interest in procuring another two Regiments of this very coastal defence system, as revealed here:

A more recent FAKE NEWS that has been circulating concerns speculation about exporting the Tejas LCA to Malaysia. This piece of disinformation originated early this year through such news publications:


The most recent example of such manufactured but ill-informed concoctions is this:


And here is the reality: Malaysia’s Tentera Udara Diraja Malaysia (TUDM) will in the first quarter of next year formally launch a procurement effort for up to 36 light combat aircraft/fighter lead-in trainer (LCA/FLIT), with an option for 26, to eventually replace a number of its current combat platforms like the 14 BAE Systems Hawk Mk.208s, 13 MiG-29Ns, and seven Aermacchi MB-339CMs. According to the TUDM HQ, eight candidate OEMs have so far made unsolicited offers, comprising the Korean Aerospace Industries (KAI) FA-50 Fighting Eagle from South Korea; from India the Hindustan Aeronautics Ltd (HAL) Tejas Mk.1; Leonardo of Italy’s M-346FA; Czech Republic’s Aero Vodochody L-39NG; China’s Hongdu Aircraft Industry Group-developed L-15A/B; the JF-17 Thunder from the Sino-Pakistani Chengdu Aerospace Corp/Pakistan Aeronautical Complex industrial partnership; the Saab JAS-39 Gripen-C’s MS20 sub-variant from Sweden; and from Russia’s the ROSTEC-promoted Yakovlev Yak-130.
The TUDM has to date specified that the selected LCA/FLIT must be able to conduct air-to-air and air-to-ground missions, with a future maritime strike capability; that it must be able to conduct counter-insurgency operations; that it be economically viable; and that enough be bought to be able to conduct operations in two theatres simultaneously, and at very short notice. What this means is that the chosen LCA/FLIT’s fleet will comprise both single-seaters and tandem-seaters, and its primary roles will be air combat and all-weather precision-strike. Consequently, this will require to the LCA/FLIT to possess the kind of performance parameters that will easily disqualify platforms like the M-346FA, L-39NG, L-15A/B and the Yak-130. This then leaves behind the FA-50, Tejas Mk.1, JF-17 and the JAS-39 Gripen-C’s MS20 sub-variant.
Coming now to cost-effectiveness, the first one to be disqualified will likely be the JF-17, whose direct operating costs will be higher than its competitors on account of its 1980s-era Klimov RD-93 turbofan, which has a total technical service life of only 350 hours of operation. Also to be disqualified will be the Tejas Mk.1 LCA due to three primary deficiencies: 1) Its as-yet-undetermined direct operating costs. 2) Its usage of Israel-origin mission-critical avionics (like the Elbit Systems TARGO HMDS, RAFAEL’s Litening-2 LDP and the ELTA Systems-built EL/M-2032 multi-mode radar on the Tejas Mk.1). 3) The absence of mission-critical hardware on the Tejas Mk.1 like an internally-mounted cannon and a self-protection jammer.
During the Aero India 2019 expo last February in Bengaluru, the Tejas Mk.1s belonging to both the IAF and the Aeronautical development Agency (ADA) that were displayed in static form were shown without their GSH-23 cannon-mountings, as illustrated by the two slides below:
As for those expecting the Tejas’ Mk.1A variant to be offered to Malaysia, they need to bear in mind that the TUDM will not accept any solution that includes any Israel-origin avionics and armament. And since the Tejas Mk.1A will use the ELTA Systems-delivered EL/M-2052 AESA-MMR, TARGO HMDS. Litening-2 LDP and ELTA Systems’ EL/L-8222 airborne self-protection jamming pod, the Tejas Mk.1A too will be disqualified by the TUDM. And although the IAF has specified a pod-mounted cannon for both the Tejas Mk.1 and tejas Mk.1A variants, it is anybody’s guess as to when such a solution will be procured (either as a locally-developed product or an imported off-the-shelf product).
And yet, despite these shortcomings being flagged way ahead in advance, for entirely unknown reasons a large contingent of officials from India’s Ministry of Defence, the Indian Air Force (IAF) and HAL was authorised to participate in the Langkawi International Maritime Aero Expo (LIMA-2019) that was held in Langkawi, Malaysia, from March 26 to 30 earlier this year.
The Only Viable LCA/FLIT Contenders
As of now, therefore, the FA-50 is the leading contender for fulfilling the TUDM’s LCA/FLIT requirement. Powered by a single General Electric F404-GE-102 turbofan developing 17,700lbf of thrust with afterburner, this turbofan provides a maximum speed of 1,837.5kph (Mach 1.5). The ‘Golden Eagle’ family of LCA/FLIT platforms, jointly developed by KAI and US-based Lockheed Martin, has already bagged lucrative export contracts in both Southeast Asia and West Asia.
Indonesia’s Tentara Nasional Indonesia-Angkatan Udara (TNI-AU) awarded a US$400 million contract to KAI in May 2011 for the supply of 16 FA-50s. Deliveries were completed by the end of 2013.
In December 2013 Iraq ordered 24 of the FA-50s worth $1.1 billion. On October 19, 2013, The Philippines and South Korea signed a Memorandum of Understanding (MoU) on the former’s procurement of FA-50s. On February 13, 2014, Manila approved the payment scheme for purchasing 12 FA-50s at a cost of $415.7 million. On March 28, 2014, The Philippines’ Department of National Defense signed a contract for 12 FA-50s for $421.12 million. Deliveries began in November 2015 and were completed in May 2017. In September 2015, the Royal Thai Air Force (RTAF) chose the TA-50TH variant for the Hongdu L-15 to replace its L-39 Albatros advanced jet trainers. The four TA-50THs were delivered by March 2018.
Notably, while the TA-50/FA-50 aircraft of the ROKAF, Philippine Air Force and RTAF make use of the EL/M-2032 MMR, the FA-50s of Indonesia and Iraq have on-board the APG-67(V)4 multi-mode radar, supplied by Lockheed Martin, since both these countries, like Malaysia, have a declaratory policy of not procuring any Israel-origin military hardware.
Saab, on the other hand, is proposing a cheaper variant of its JAS-39, known as the JAS-39C MS20 sub-variant, that will use new-generation but cost-effective mission avionics like Leonardo of Italy’s Vixen 500E or Grifo-E AESA-MMR. In addition, Saab is also offering this MRCA with Kongsberg’s NSM anti-ship cruise missile, which has already been ordered by the Tentera Laut Diraja Malaysia (TLDM, or Royal Malaysian Navy). The Swedish National Export Credits Guarantee Board (EKN) is now gearing up to offer export credit support and be the possible solution for the budgetary scarcity issues faced by the TUDM.

How Nylon Necklaces Were Developed For Conducting OP TRIDENT & OP PYTHON in December 1971

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During summertime in 1970, a group of group of 40 Indian Navy (IN) officers and 18 non-commissioned men—after learning the Russian language over a four-month period, were sent to the headquarters of the Soviet Navy’s Pacific Fleet in Vladivostok for an eight-month technical training course for mastering the operational and serviceability aspects of the 249-tonne Project 205 ‘Moskit’ FAC-M. After the crews returned in April 1971, the IN secretly commissioned its eight newly-acquired FAC-Ms (costing Rs.40 crore in total) in the 25 Missile Boat ‘Killer Squadron whose deliveries had commenced in November 1970. These FAC-Ms were delivered from Vladivostok by merchant vessels to Kolkata’s Kidderpore docks since the Bombay Port Trust (BPT) at that time had no heavylift unloading capability and the BPT’s in-house crane ‘Shravan’ had a maximum lift capacity of 90 tonnes. The handling agents at Kolkata were Chinoy-Chablani who had experience of heavylifts, having done the unloading of all the USSR-supplied machinery of the Bhilai Steel Plant. The IN next intended to tow the eight FAC-Ms from Kolkata with the help of the training vessel INS Cauvery.
Each of the FAC-Ms, designed by Almaz Central Design Bureau for Marine Engineering and built by the Shipyard No.602 in Vladivostok, came fitted with three 4,000hp M-503G diesel engines that could attain over 35 Knots at full power in good sea state for short ranges. Vice Admiral Krishnan, who had steered the procurement of these FAC-Ms since 1969 1969 as Vice Chief of the Naval Staff in his book, ‘No Way But Surrender’, stated: “To me, the acquisition of these missile boats had become an obsession. The thyen Chief of the Naval Staff (CNS), Admiral Adhar Kumar Chatterji, was a forward-looking man and it was easy to convince him that we must, under every circumstance, buy at least six boats”, and the project for the eight FAC-Ms and TP for storing and preparing their liquid-fuelled P-15 Termit missiles was codenamed ‘Alpha Kilo’ after Admiral Chatterji.
Back in Mumbai, Vice Admiral Surendra Nath Kohli, the Flag Officer Commanding-in-Chief of the IN’s Western Naval Command, began constructing shore-based facilities at INS Angre next to the Naval Dockyard, where the FAC-Ms were berthed for commissioning. The Technical Position (TP) for the Raduga P-15 Termit anti-ship guided-missile’s testing and stowage was set up in advance under USSR-trained Cmde B G Madholar at Mankhurd in suburban Mumbai, from where the P-15s were transported to The Naval Dockyard at Lion’s Gate after preparation by young electrical officers trained in Vladivostok like Lt Pramod Bhasin and B V M Rao. Later the TP shifted to Karanjia and became known as INS Agnibahu. This in turn greatly facilitated the Western Command’s efforts to plan, simulate and exercise missile attacks on a harbour (like Karachi).
In November 1970 after a very successful training cruise to the Australian ports of Fremantle and Bunbury to take part in Capt Cook’s Centenary celebrations, INS Cauvery and its complement of trainee Sub Lieutenants under Cdr H M L Saxena as Commanding and Senior Officer, and INS Tir under Cdr Hiranandani with trainee cadets cleared Customs at Port Blair. INS Tir’s Executive Officer (XO) was Lt Cdr S K Chand and Lt Cdr Ranjit B Rai was INS Cauvery’s XO and both were ordered to proceed to Kolkata to tow two newly-arrived Project 205 FAC-Ms to Mumbai. Meanwhile, a change of command took place and Cdr Inder Kumar Erry took over command of INS Cauvery and it proceeded towards Diamond Harbour. In Kolkata the FAC-Ms were taken in stern wire-rope tow configuration (using ropes made of coconut-coir) and the two towing vessels (Cauvery and Tir) cleared Diamond Harbour, and proceeded to Vishakhapatnam for the three days-plus passage at a cruising speed of about 8 Knots. The wire-rope catenary (length when the wire-rope dips/sinks into the water) was increased as the weather and sea state had deteriorated and the Chief Bosun mate and duty crew kept wetting the nips through the aft towing-rings and also on the bow-rings of the FAC-Ms. To pass food, mainly Parathas and Sabzi, to the skeleton crew on the FAC-Ms, both the towing vessels had to stop cruising and pass food by sea-boats. The wire-ropes made of coconut-coir parted twice and another berthing hawser was used and some seamanship of splicing was re-studied and attempted from the Seamanship Volume-1 of the Royal Navy. All in all, it was a tortuous tow from Kolkata to Vizag.
The arrival and entry into Vizag in December 1970 was uneventful and the Supply Officer Lt Cdr A J B Singh put in a demand for the supply of extra wire-towing hawsers and Naval Dockyard at Vizag was approached to see the ship’s Chief Bosun Mate who supervised the splicing, while some seamen were taken to ND(V) for training. The Cos of both the towing vessels went to call on the Chief of Staff of the IN’s Eastern Naval Command, Commodore M S Grewal, and related to him the ordeal of towing and stated that they were all skeptical of going round the Gulf of Mannaar south of Dondra Point (south of Sri Lanka) where the seas can be challenging. Commodore Grewal then recalled that some marketing officials from Garware Ropes Ltd had come to his office to introduce nylon berthing hawsers (which were then being used only by Chowgule Shipping), and he immediately rang up the Admiral Superintendent of Vizag Naval Dockyard (ASD-ND) to see if some towing-trials could be conducted on the Cauvery and Tir.
This is when young naval constructors came on board and noticed that the towing ring on the FAC-Ms was a tight fit for the nylon hawsers and noticed the lifting brackets welded to the FAC-Ms. They next conferred with Soviet Navy specialists (part of the warranty team then based in India) and decided to fit such brackets all around the FAC-Ms at regular intervals to make a nylon rope into a ‘necklace’ and spliced it to extend the hawser to become a tow-rope for the towing vessel to easily warp the ropes around the quarter-deck bollards. It was ingenious and easy to handle and it worked wonders at sea, and the drill for towing two FAC-Ms by one ship was what was perfected for the towing of the FAC-Ms all the way to Karachi during the 1971 war. It was the trials executed in December 1970 that was the harbinger. Later, all the remaining FAC-Ms were towed from Kolkata to Mumbai in early 1971 using nylon hawsers. Thus, it was luck and providence and ingenuity of the young naval architects of the IN that the ‘necklace’ was the starting point to plan the naval attacks on Karachi in December 1971. Since then, both IN naval architects/young officers as well as Garware-Wall Ropes Ltd have made several innovations befitting a rising Navy.
Planned under the leadership of CNS, Admiral Sardarilal Mathradas Nanda and masterminded by then Fleet Operations Officer of the Western Naval Command, Cdr Gulaab Mohanlal Hiranandi, OP TRIDENT and OP PYTHON involved the subcontinent’s anti-ship guided-missile warfare engagements. OP TRIDENT on the night of December 4 was conducted by the Project 205 ‘Moskit’ FAC-Ms INS Nipat, INS Nirghat and INS Veer. Out of 11 (seven P-15U and four P-15T) Termits fired, only one malfunctioned, giving a 91% success rate. This task group was led by the Commanding Officer of the 25th Squadron, Commander Babru Bhan Yadav who was embarked on INS Nipat. In OP PYTHON, conducted on the night of December 8, the Project 205 Moskit FAC-M INS Vinash, fired four Termits at Karachi in a six-minute action. One Termit hit an oil tank, destroying it. The British ship Harmattan was sunk, while the Panamanian ship Gulfstar was set on fire. In addition, the Pakistan Navy fleet tanker, PNS Dacca, was badly damaged and only survived because the commanding officer, Capt S Q Raza, ordered the release of steam in the pipes that prevented the fire reaching the tanks.
The 2.5-tonne Raduga P-15 cruised at an altitude of about 150 to 300 metres (500 to 1,000 feet) under the direction of a gyroscopic stabilisation system and a barometric altimeter. Speed was about Mach 0.95 and range was about 40km (25 miles). It performed its terminal attack with an active radar seeker, striking with a 4G15 513kg (1,000 lb) conventional shaped-charge warhead. The Termit was powered by an Isayev P-15 liquid rocket rated at 1.213-0.554 tonnes thrust, using toxic AK-20K/TG-02 propellant based on the Luftwaffe’s Wasserfall fuel. This highly toxic and corrosive fuel presented serious handling problems in fuelling up and defuelling the missile, the propellant mix comprising AK-20K/F oxidiser (80% nitric acid, 20% N2O4 with fluorine or iodine additives) and TG02 fuel (50% xylidine and 50% triethylamine). The pre-programmed midcourse cruise altitudes varied between 25, 50 and 250 metres. Mid-course guidance used an inertial autopilot, with two terminal seekers available.

Explained: MAREEM AIP Plug-In Module For Indian Navy CM-2000 Scorpene SSKs

Key Takeaways From The IAF-PAF February 27 Aerial Engagements

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South Asia’s first aerial engagement in 48 years, which took place on the morning of February 27 this year, was noteworthy for two reasons. Firstly, the engagements between the two opposing air forces saw the successful usage of both beyond-visual-range air-to-air missiles (BVRAAM) and short-range air-to-air missiles (SRAAM), with the former being a first for the skies of South Asia. Secondly, both opposing air forces engaged one another not only with their respective multi-role combat aircraft (MRCA) fleets, but also with combat-support platforms like airborne early warning & control (AEW & CS) aircraft—the world’s first -ever such engagement in the history of aerial warfare. And it is in these two areas that witnessed outcomes that were not entirely surprising when analysed in detail, and which will have a profound impact on both future force modernization projects of both air forces, but also on the employment of offensive airpower in the next round of limited hostilities in South Asia.
In the arena of air combat with BVRAAMs, the Indian Air Force (IAF) had an appreciable head-start over the Pakistan Air Force (PAF) when in the 1980s it had procured Vympel R-23R and Matra Super 530D missiles along with its MiG-23MF and Mirage-2000H/TH combat aircraft, whereas the PAF could procure its first BVRAAMs—the Raytheon-built AIM-120C-5 AMRAAMs—only in the previous decade. Consequently, the IAF was expected to have acquired a very degree of proficiency in putting its present holdings of BVRAAMs to good use by applying innovative tactics. But surprisingly, this did not turn out to be the case, with the PAF ending up scoring the first air combat kill with a BVRAAM. On the other hand, the IAF’s successful employment of the Vympel R-73E SRAAM with the help of the Sura-1 helmet-mounted display system (HMDS) once again proved that even third-generation legacy-MRCAs—when suitably upgraded—can be lethal tools in the hands of experienced air warriors. But if the ‘deep upgrade’ efforts are half-hearted, then a heavy price will have to be paid, which is exactly what the IAF seems to have now discovered.
Take, for instance, the MiG-21 Bison upgrade project, which in the late 1990s was meant to give a new lease of life to 125 of the IAF’s 225 those MiG-21 Bis light-MRCAs that were scheduled to be phased out on the expiry of their total technical service-life (TTSL) of 20 years/2,400 flight-hours. Known as the MiG-21-93 project, it involved the following: extending the TTSL of the airframe and its Tumansky R-25-300turbofan (producing 97.1kN thrust with afterburning) for up to 40 years and 4,000 flying hours; installing the Phazotron NIIR-developed Kopyo (Spear) multi-mode airborne pulse-Doppler X-band radar (MMR), and a new navigation-and-attack system developed by THALES of France that included a TOTEM ring laser gyro-based inertial navigation system (RLG-INS) coupled to a NSS-100P GPS receiver, ELBIT/El-Op Type 967 heads-up display, a MFD-55 active-matrix liquid-crystal display (AMLCD), locally-developed Tarang Mk.1 radar warning receiver (RWR), radar altimeter, hands-on-throttle and stick (HOTAS) controls, digital flight data recorder, autopilot, and a stores management system. The entire project was co-developed by RAC MiG, Phazotron-NIIR, GosNIIAS and Sokol Joint-Stock Company. Thus, the MiG-21 Bison was made capable of airborne target detection and lock-on range both in look-up and look-down while using R-27R and R-77/RVV-AE BVRAAMs; ground and sea-surface target detection and improved communications and navigation aids; airborne target detection and engagement range in action in the front hemisphere; improved PGM guidance and engagement capabilities in action against ground targets of any type; track-while-scan mode with the capability of tracking up to 10 targets and engaging two of them concurrently; and self-protection through the usage of the ELTA Systems-built EL/L-8222 high-band self-protection pod, plus newly-installed chaff/flare countermeasures dispensers. And yet, on the morning of February 27, one such MiG-21 Bison (armed with two Vympel R-77/RVV-AE BVRAAMs and two R-73E SRAAMs) of the IAF’s 1 Wing’s No.51 ‘SwordArms’ Sqn operating out of  Avantipora air base in Jammu & Kashmir (J & K) was lost to enemy fire. So what went wrong?

Lessons From The ‘Furball’
At around 9:30am on February 27, IAF flight controllers noticed a large package of 24 PAF combat aircraft taking off in a matter of 15 minutes from three different air bases. These included at least 12 F-16C/Ds. As they approached the Line of Control (LoC), they split up into two different formations, with airborne battle management cues being provided by a Saab 2000 AEW & CS platform. The formations included four Mirage-VPAs, four Mirage-IIIEAs and four JF-17s headed for the Sundarbani-Rajouri-Naushera sub-sectors; and eight F-16s headed for the Rajouri-Mendhar sub-sector and Nangi Tekri in Karmara. Pitted against them were two of the IAF’s upgraded Mirage-2000INs and four MiG-21 Bisons flying north of the Pir Panjal Range, and four Su-30MKIs to the south of the Range. The main PAF strike force comprised four F-16C/Ds armed with DENEL Dynamics-supplied Raptor-IID TV-guided gliding munition, while the remaining four F-16C/Ds and four JF-17s were tasked with the protection of the strike package while remaining in a rear area over the Mangla Dam near the PoK-Pakistan Punjab border. Targets selected by the PAF for the air-strikes were the Indian Army posts at Bhimber Gali (elevation of 5,479 feet), Krishna Ghati Top (Nangi Tekri) at a height of 4,665 feet, Potha at an elevation of 4,073 feet, and an ammunition storage area in Narian (belonging to the 25 Infantry Division of the Indian Army) at an elevation of 2,000 feet. These targets, falling in India’s Rajouri sector, were deliberately selected for the sake of establishing Pakistan’s ‘moral; ascendancy’ along this portion of the LoC—given the fact that it is from these areas that the Indian Army dominates its opposing adversary’s Battal sector, which is located at lower altitudes.
However, the moment the intruding PAF F-16s gained altitude for crossing into the areas southeast of the Pir Panjal Range and approached their designated targets in Jammu at altitudes varying from 5,000 feet to 10,000 feet in order to launch the Raptor-IIDs, they were detected by the A-50I PHALCON by 10.25am, which in turn vectored the airborne MiG-21 Bisons towards their respective intercept courses. Since these MiG-21 Bisons climbed in the shadow of the Pir Panjal Range, the PAF’s Saab 2000 AEW & CS platform failed to detect them. This proved to be a blessing for the IAF, since the PAF’s attacking F-16C/Ds were taken aback and were forced to launch their Raptor-IIDs in great hurry. The Su-30MKIs carrying EL/L-8222 airborne self-protection jammer (ASPJ) pods were kept on standby further down south to engage the four PAF F-16s that were still orbiting 162km further to the west. It subsequently became evident that the PAF had no intention of creating a ‘furball’ either over PoK or over southern Jammu and all it wanted to achieve was to drive home a ‘point’ about the PAF demonstrating its will, means and capability to stage a ‘retaliatory sneak attack’ inside Indian territory.
By most accounts, while cruising at 15,000 feet altitude, the MiG-21 Bison flown by Wing Commander Abhinandan Varthaman engaged a PAF F-16D of 19 ‘Sherdils’ Sqn that had approached the Indian Army’s ammunition depot at Narian in southern Jammu and was exiting that location at an altitude of 9,000 feet. While the MiG-21 Bison made a shallow dive to get within R-73E firing range of the F-16, the latter’s pilot was alerted by his wingman about the impending attack and so he took an evasive measure by going into a steep climb to about 26,000 feet. By this time Wg Cdr Abhinandan had skillfully manoeuvred his MiG-21 Bison behind the fleeing F-16 and had positioned himself at a 60-degree angle of elevation below the F-16 for maximum head-on impact. He then fired an R-73E, which effortlessly struck the nose-section of the F-16D. However, even as the R-73E was closing on to its target, the wingman of the F-16 (Wing Commander Nauman Ali Khan) moved in from behind and fired an AIM-120C-5 AMRAAM from a distance of less than 12km, hitting the centre-fuselage of the MiG-21 Bison. A second AIM-120C-5 that was probably fired against Wg Cdr Abhinandan’s wingman (who had gotten separated from him) failed to hit its target and consequently it slammed into Mamankote Mallas village, Reasi, and caused an explosion that spread splinters and missile parts within a radius of 100 metres.
The entire aerial engagement lasted for some 90 seconds and ended at around 10:45am. The PAF F-16D was shot down over the Jhangar area of J & K, but its wreckage fell in Khuiratta inside Pakistan-occuiped-Kashmir (PoK), opposite the Lam Valley. The MiG-21 Bison, on the other hand, went down near Horra’n Kotla village, located 7km west of the LoC in PoK’s Bhimber district.
There are two probable reasons whyWg Cdr Abhinandan’s MiG-21 Bison was hit by the AIM-120C-5, while that of his wingman survived the aerial engagement: the former’s aircraft was not equipped with either a missile approach warning system, or MAWS (which provides advance warning on inbound guided-missiles of all types), or the EL/L-8222 high-band self-protection pod, while the latter had the EL/L-8222 and hence was able to jam the AMRAAM’s Ku-band active radar seeker. It needs to be noted here that universal air combat rules call for using one high-band self-protection pod for every two combat aircraft (comprising the flight leader and his/her wingman). However, since it is impossible to maintain formation during air combat, it is now preferable to have internally-mounted high-band self-protection jammers that can provide assured self-defence.
There are only three plausible reasons why the PAF preferred to use BVRAAMs instead of SRAAMs for this aerial engagement: 1) The PAF was unsure whether or not the IAF’s Su-30MKIs equipped with OLS-30 infra-red search-and-track (IRST) sensors would join the battle (if they were to, then they would have easily had the upper hand since they can cruise at higher altitudes from where the R-73E SRAAM/Sura-1 HMDS combination can be used with devastating effect); 2) The PAF, devoid of all-aspect SRAAMs that can be guided wide off-boresight by the Boeing-built Joint Helmet-Mounted Cueing System (JHMCS), was extremely vary of initiating within-visual-range engagements due to the guaranteed and combat-proven lethality and superior engagement envelope of the R-73E SRAAM/Sura-1 HMDS combination found in the MiG-21 Bison. Thus, even though equipped with either ITT Corp-built ALQ-211V4 or Northrop Grumman-built ALQ-131V jamming pods, the pilots of the PAF’s F-16s and JF-17 ‘Thunders’ on February 27 morning knew only too well that once the ‘furball’ started within a hemispheric air combat ‘bowl’ measuring 10 nautical miles in diameter, MRCAs like the Mirage-2000N and Su-30MKI (that were airborne at that time) were the perfect ones to fly. In fact, it is universally acknowledged that thanks to their superb aerodynamics and all-aspect SRAAM/HMDS combination, both the Mirage-2000N and Su-30MKI are exceptional platforms for close-in combat. 3) In the BVR arena, the IAF had a unique edge over the PAF through the incorporation of a radar finger-printing avionics suite (which is interfaced with the on-boasrd radar warning receiver sensors) on its fleet of Su-30MKIs that allows the H-MRCAs to operate in an all-passive non-cooperative target recognition (NCTR) mode (which none the PAF’s frontline MRCAs possess till today).

NCTR Mode: A Vital Force-Multiplier
In essence, the NCTR mode enables a combat aircraft to approach its opponent/s in all-passive mode while at the same time maintaining total situational awareness about the range and bearing of the opposing aircraft whose on-board MMR is operating in the track-while-scan mode and the subsequent target lock-on mode when firing a BVRAAM. However, the laws of physics dictate that when the MMR is activated, the ASPJs have to be switched off for preventing electromagnetic interference (EMI). This is when the NCTR mode enables an aircraft like the Su-30MKI to passively lock-on to its opponent and fire BVRAAMs like the R-77 or even IIR-guided SRAAMs like the R-73E while at the same time keeping its EL/L-8222 ASPJ activated for completely neutralising hostile BVRAAMs like the AIM-120 AMRAAM. The hostile MRCA, on the other hand, remains unaware of the approaching BVRAAM or SRAAM (until it is too late to take evasive action) because it is illuminating the AMRAAM while at the same time being forced to de-activate its own integral ASPJ pod.
On the other hand, the sleek MiG-21 Bison in combination with the R-73E SRAAM/Sura-1 HMDS in sensor-lock mode proved to be a sure-killer. The R-73E hosts a very capable infra-red heat-seeker with a greater range and wider off-boresight sensor cueing capability than the PAF’s Raytheon-supplied AIM-9M-8 Sidewinder. A simple monocular lens in front of Wg Cdr Abhinandan’s right eye enabled him to slew the R-73E’s seeker onto his adversary at a high angle off target and achieve lock-on even though his MiG-21 Bison’s nose was pointed far away from its target. The Sura-1 comes mounted via a spring-loaded clip to a modified HGU-55P helmet. The pilot then connects the HMDS to a tester and adjusts the symbology so that it is centered in the monocle. Once in the aircraft, the simple act of plugging in the power cord means it is ready for use. There is no alignment process required with the Joint Helmet-Mounted Cuing System. It just worked. Being on the shooting end of the equation, one sees shot opportunities that he/she would never have dreamed of with SRAAMs like the AIM-9M-8 Sidewinder used by the PAF. Those on the receiving end are equally less enthused about being shot from angles they could not otherwise train to.

IAF’s MSWS Shortcomings
Where the IAF’s MRCAs came short of their PAF counterparts was in the arena of self-protection suites—a situation similar to the one in mid-1999 when only after Operation Safed Sagar did the IAF decide to equip the bulk of its USSR-origin aircraft and helicopters with the hitherto-absent chaff/flare countermeasures dispensers. In the MiG-21 Bison’s case, the lack of conformally-mounted high-band self-protection hammers and MAWS is hard to explain, since such fitments have been available to the IAF from Sweden’s SaabTech, South Africa’s Avitronics and Grintek, and from Denmark’s TERMA since the mid-1990s. In case of the MiG-29UPG and Su-30MKis too, such mission-critical fitments have not yet been specified by the IAF, even though the PAF’s F-16s and JF-17s have had these since the previous decade! It was in March 1999 that Celsius of Sweden, which also owns SaabTech, bought a 49% share in Grintek Avitronics, South Africa's biggest passive electronic warfare development house, for US$4.8 million. And in March 2011 Cassidian Optronics, part of the defence and security division of EADS, acquired the majority shareholding in South Africa-based Grintek Ewation (GEW) Technologies. In October 2014 Cassidian Optronics became part of Airbus Defence & Space Optronics Airbus Group, which in March 2017 became HENSOLDT Optronics GmbH. Interestingly, on July 17, 2006, the then EADS and India’s state-owned Defence R & D Organisation’s (DRDO) Bengaluru-based Defence Avionics Research Establishment (DARE) had inked a Memorandum of Understanding on the joint development of a MAWS suite (using MILDS-F AN/AAR-60V2 dual-color IR/UV sensors) for three of the locally-developed EMB-135I AEW & CS platforms as well as other IAF combat and combat-support aircraft. Achieving initial operational capability for this suite was planned for 2011, while state-owned Bharat Electronics Ltd (BEL) was nominated for producing 36 MAWS suites, which were to be a part of the multi-sensor/multi-spectral warning system (MSWS) that also included RWRs and laser warning receivers.
However, as of today, only the three EMB-145Is have the MSWS, while none of the existing IAF combat aircraft fleets have them. While they have been specified for the projected Super Su-30MKI mid-life deep upgrade programme, what remains unanswered is why was the MSWS not incorporated into the Su-30MKI procurement project early in the previous decade itself, and on the 63-unit MiG-29UPG upgrade project (whose DARE-developed D-29 suite includes only the DARE-developed and BEL-built R-118 ‘Dhruti’ RWRs and high-band active transmit/receive units with Vivaldi-type antenna arrays) that commenced in 2010. In comparison, when Malaysia in 2005 ordered 18 Su-30MKMs, it specified the fitment of Saab-Grintek Avitronics-supplied MAW-300 MAWS and LWS-310 laser warners along with the Russia-supplied Pastel L-140-30 RWRs. Incidentally, the MAW-300, LWS-310 and the RWS-300 RWR from Saab-Grintek Avitronics were specified early this decade for installation on the ‘Rudra’ helicopter gunships that were ordered for the IAF and Indian Army’s Aviation Corps from state-owned Hindustan Aeronautics Ltd (HAL).

Lack of SDR & TDLs Affected Airborne Battle Management
The introduction of AEW & CS platforms into the subcontinent by the PAF (four Saab 2000s of the Kamra-based No.3 Sqn and four CETC of China-supplied ZDK-03 Karakoram Eagle KE-3s of the Masroor-based No.4 Sqn) in the previous decade, and followed by the IAF’s procurement of three A-50I PHALCONs from Israel and three locally-developed EMB-145Is earlier this decade) has seen aircrew of both air forces act like air-traffic controllers for military aircraft on operations. Due to this, the AEW & CS platforms have become as proficient in an offensive role as in a defensive role. In the former, the aircrew on board the AEW & CS platforms can now guide both combat and combat-support aircraft on to targets during offensive engagements, be they on land, in the air or at sea. While doing this, the platforms still maintain their defensive roles by informing friendly pilots what other aircraft are within their area of operations, be they friend or foe. The A-50I, for instance, can detect low-flying targets within a diameter of 400km or 215nm. At medium-altitude, it can detect targets within 520km or 280nm. Thus, one A-50I cruising at 9,150 metres (30,000 feet) has a radar coverage of 312,000 square kilometres.
On February 27 morning, in the world’s first-ever aerial engagement in the history of aerial warfare that involved AEW & CS platforms by both sides, the IAF maintained a defensive posture, while the PAF went on an offensive limited in time and depth. While the PAF had two of its Saab 2000 AEW & CS platforms airborne at that time (with each capable of controlling three combat air patrol [CAP] interceptions and managing one tactical strike mission at the same time) over an area south of Islamabad and east of Sargodha, the IAF had one A-50I from the Agra-based No.50 Sqn (capable of controlling six CAP interceptions and managing three tactical strike missions at the same time) over Himachal Pradesh and one EMB-145I from the Bhisiana-based No.200 ‘Netra’ Sqn (capable of controlling three CAP interceptions and managing one tactical strike mission at the same time) airborne near Pathankot at the same time.
But why did the IAF not mount barrier-CAPs aimed in-strength against the F-16s and JF-17s? One plausible reason appears to be the IAF’s laid-down rules of engagement (emerging from the political directives issued), which discouraged the initiation of air combat inside PoK’s airspace. And this in turn is most probably due to the lack of UHF-/L-band two-way tactical data-links (TDL) on-board the IAF’s fleet of combat aircraft, which prevents the AEW & CS platforms from providing real-time airborne battle management cues to airborne IAF combat aircraft while operating inside contested/hostile airspace. Instead, the AEW & CS platforms are presently transmitting the air situation picture via VHF bands to ground exploitation centres from where ground-controlled intercept cues are transmitted within line-of-sight (and consequently over a very limited distance) to the defending IAF combat aircraft deployed on CAPs. TDLs required for offensive air operations inside hostile airspace include: the L-band data-link for two-way line-of-sight communications with AEW & CS platforms; and a UHF-band SATCOM-based data-link for communicating with ground-based tactical air-controllers. The TDL thus forms part of the airborne software-defined radio (SDR) suite, which the IAF had specified for procurement in the previous decade. While the HAL-developed SDR-2010 has been available since 2011, it was only last year that the IAF commenced efforts on procuring 473 + 3,125 SDRs worth Rs.630 crore (including the integral TDL component) TDLs for achieving real-time connectivity between all IAF aircraft/helicopters and the Integrated Aerospace Command, Control & Communications System’s (IACCCS) terrestrial and airborne elements, especially via the GSAT-7A satellite’s on-board SATCOM transponders. For its 83 projected Tejas Mk.1A L-MRCAs, the IAF has specified RAFAEL of Israel’s BNET-AR SDR for installation.
During future hostilities, there are two possible ways of severely degrading the effectiveness of the PAF’s AEW & CS platforms: 1) investing in LR-SAMs like the Almaz-Antey S-400 Triumf ADMS; and 2)acquiring at least four aircraft equipped with high-power wideband jamming hardware. Following the signature of a contract on October 5, 2018 that is valued at US$5.43 billion, the IAF is all set to receive its initial five squadrons of S-400 Triumf ADMS, with deliveries commencing in late 2020. Plans call for eventually expanding this LR-SAM network into five Brigades in the following decade, and deploying them for the air-defence (against hostile AEW & CS platforms and ballistic missiles) of major cities and industrial corridors located in western and central India. The sector-wise command-and-control posts of each of these Brigades will be integrated with the IAF’s already-operational five nodes of the Integrated Air Command, Control & Communications System (IACCCS) at Barnala (Punjab), Wadsar (Gujarat), Aya Nagar (Delhi), Jodhpur (Rajasthan) and Ambala (Haryana). Initially, the S-400 ADMS will come equipped with only the 380km-range 40N6E LR-SAMs, which were declared by Russia as being ready for series-production following a series of user-assisted successful test-firings last August. In the following decade, the 40N6E LR-SAMs will be joined by the 77N6-N and the 77N6-NI LR-SAMs, having top speeds of 7km/second and using Ka band millimeter-wave active phased-array radar seekers required for fire-control and guidance of hit-to-kill interceptors.
Airborne wideband high-power jammers (with the low-bandwidth jamming taking care of hostile medium-power/high-power airspace surveillance radars; the  mid-band jamming countering the engagement/target illumination radars used by ground-based surface-to-air defence systems; and the high-band jamming neutralizing the active seekers of BVRAAMs and SAMs) using active phased-array transmit-receive modules with microprocessors made of gallium nitride can generate around ten times the isotropic radiated power of existing airborne jammers. In addition, the signal itself is cleaner, which means less accidental interference. Such new-generation jammers can also handle quadruple the number of assignments and can switch from target to target almost instantaneously. Also built-in is the ability to collect, analyse and jam new hostile signals as they emanate, enabling the system to adjust in-flight to evolving threat profiles, and apply appropriate countermeasures as the situation develops. Furthermore, its agile jamming flexibility is further extended by the deliberate choice of open-architecture, solid-state electronics, which enables quick and easy updates to be made to its on-board threat library as and when required, to meet new hostile capabilities as they appear. Such jammers also have the potential ability to launch a cyber-attack, involving inserting rogue data packets into hostile ground-based air-defence networks in a so-called “network invasion.” As effective, broad spectrum jamming increasingly becomes key to survival in the modern contested airspace, it is therefore imperative that the IAF acquire such new-generation wideband high-power jammers to help meet the growing capability demand.

CSAR Deficiencies
The results of the Board of Inquiry (BoI) looking into the IAF Mi-17V-5 helicopter crash that took place in an open field near Garend Kalaan village in Budgam on February 27 at 10.10am (merely 10 minutes after it took off from Awantipora, resulting in seven fatalities, including six IAF personnel), are likely to result in an overhaul of the IAF’s current standard operating protocols regarding combat search-and-rescue (CSAR) missions. The BoI, which is looking into all possible angles (inclusive of friendly surface-to-air fire due to mistaken friend-or-foe identification actions) due to local eyewitness accounts of hearing a loud explosion in the air just before the ill-fated Mi-17V-5 went down, indicating the possibility of some external event causing the crash. Traditionally, personnel recovery (PR) and CSAR missions have never been considered as one of the core mission functions of the IAF and it was due to this that the IAF began procuring SARBE hand-held personal locator beacons from the UK only from the mid-1990s, followed a decade later by the raising of ‘Garud’ special forces units tasked with conducting PR/CSAR missions within highly contested operating environments. As per a RAND Corp study, if the downed aircrew cannot be recovered in the first 2 hours or so, the recovery probability drops to about 25%, but the probability declines only slowly thereafter with increasing time on the ground. However, the IASF till this day does not possess the kind of specially-equipped helicopters required for CSAR missions. Despite the requirement being specified a decade ago, the IAF only last year began developing a prototype Mi-17V-5 for the CSAR role (which made its debut as a static exhibit at the Aero India 2019 expo in Bengaluru last February) by equipping it with an ELBIT Systems-supplied COMPASS optronic sensor turret and BEL-developed miniature SATCOM antenna and secure modems. Other elements, like the MSWS suite, GPS receiver, VOL/ILS receiver, Doppler-based terrain navigation system, IFF transponder, radar altimeter, attitude heading reference system, and a traffic collision avoidance system, have yet to be selected.
Overcoming The Damning Shortfalls
When it comes to airpower projection, the gaping holes are not just limited to the Indian Air Force’s (IAF) depleting combat aircraft squadron strength, but they also extend to vital support infrastructure, as well as block obsolescence of guided air-combat missiles and ground-based air-defence systems of both the IAF and Indian Army. Three proposals are now awaiting financial clearance in the current fiscal year: an order for 18 additional licence-assembled Su-30MKI from state-owned Hindustan Aeronautics Ltd (HAL); the procurement of up to 50 upgraded MiG-29UPGs from Russia off-the-shelf; and commencement of the Super Su-30MKI deep-upgrade project. The first was confirmed at the Aero India 2019 expo in Bengaluru last February by Anatoly G Punchuk, Deputy Director of the Federal Service for Military-Technical Cooperation, when he said: “We have received an official request from the IAF for 18 more (semi-knocked-down) kits just in January this year. We are preparing a commercial offer,” Although. Punchuk did not confirm the cost of this projected order, it is estimated that the figure would be a third of the last order for Su-30MKIs from Russia, which was placed in 2012 and was valued at. Rs.17,246 crore order for an additional 42 Su-30MKIs in semi-knocked-down condition that HAL subsequently had licence-assembled.
Earlier, in November 2018, Russia had made an unsolicited offer for the off-the-shelf supply of up to 34 upgraded MiG-29UBGs, each powered by Klimov RD-33MK turbofans and using the Phazotron NIIR-supplied Zhuk-M2E multi-mode fire-control radars. While the IAF has been invited to buy them at a unit-cost of US$25 million or Rs.175 crore (since they are already substantially upgraded to the MiG-29SMT standard and have not been flown ever since they were built in 2008), each of them will cost Rs.285 crore after being upgraded to the IAF’s specifications. An IAF technical inspection team visited Russia last January and has since submitted a favourable report to India’s Ministry of Defence (MoD). The IAF’s existing 69 MiG-29B-12s are presently being upgraded to the MiG-29UPG-standard under a 2008 contract worth $900 million (Rs.3,850 crore). These are in service with the Adampur-based 8 Wing’s 47 Black Archers and 223 Tridents squadrons and the Jamnagar-based 33 Wing’s 28 First Supersonics squadron.
In 2010, the IAF had issued a Rs.10,200 crore Request for Proposals (RFP) for the deep-upgrade of 84 of its Su-30MKIs into the Super Su-30MKI configuration. Negotiations subsequently went into a limbo since Russia’s asking price had then exceeded the IAF’s estimated budget. The upgrade offer was resurrected last year during the summit-level talks between Indian PM Narendra Modi and Russian President Vladimir Putin and a contract is due to be inked later this year. Meanwhile, Alpha-Tocol has bagged a contracted under the IAF’s ‘Eagle Eye’ project for installing six fifth-generation R-118 digital radar warning receivers on each of the IAF’s 148 Su-30MKIs currently based in Lohegaon (Maharashtra), Bareilly (Uttar Pradesh), Tejpur and Chabua (Assam), Jodhpur (Rajasthan), Bhisiana and Halwara (Punjab), Bhuj (Gujarat), Sirsa (Haryana), Kalaikunda and Hashimara (West Bengal) and Thanjavur (Tamil Nadu).
NG-HAS Unavailability
The IAF had initiated efforts for constructing 108 new generation hardened aircraft shelters (NG-HAS) for housing its Su-30MKI heavy-/medium-multi-role combat aircraft (H-/M-MRCA) back in 2012, the cost of which was then pegged at Rs.5,400 crore. Acceptance of Necessity (AoN) was accorded by the MoD to its Defence R & D Organisation (DRDO) in December 2012 for evolving the NG-HAS’s detailed engineering design. SAubsequently, a proposal to rework the project in three phases by categorising air bases within a distance of 100km, 200km and beyond 200km from the border, respectively, with a gap of two years in each phase, came under consideration. The first phase was to involve the construction of 36 NG-HAS requiring a cash outflow of Rs.270 crore. Under this, the air bases at Pathankot, Srinagar, Udhampur, Bagdogra, Naliya, Hasimara, Jaisalmer and Uttarlai were to receive top-priority. However, the Cabinet Committee on National Security (CCNS) approved financial sanctions only at the end of 2017, while the Union Finance Ministry released the funds only on January 7, 2019. Consequently, the project will now be completed only by 2023. The IAF’s existing HAS, built to house smaller combat aircraft like the MiG-21 Bison, Jaguar IS, Mirage-2000IN and MiG-29UPG, are tunnel-shaped concrete structures covered with a layer of earth and protective walls near their openings, which are supposed to protect aircraft from the effects of blasts in case of hostile aerial attacks.
E-SHORADS, MR-SAM, QR-SAM & VSHORADS Backlogs
The DRDO-developed Akash-1 extended short-range air-defence system (E-SHORADS), whose development began back in 1983, cleared its user-trials only in 2007, following which the IAF ordered 1,000 missiles and the Indian Army 2,000 missiles. The IAF service-inducted its first Akash-1 Flight in March 2012 upon completion of nine successful rounds of user-trials, with service commissioning following in July 2015. Eight Akash-1 squadrons are now in service, with 125 missiles in each squadron. Another six squadrons, worth around Rs.3,500 crore, are now in delivery and these will use Akash-1S missiles fitted with the same indigenously-developed Ku-band active terminal seeker as that on the indigenous Astra-1 BVRAAM. The Indian Army expressed its desire to order the Akash-1 in June 2010, but it was only in 2017 that the order for two regiments (each comprising 288 launchers and 750 missiles) worth Rs.6,000 crore ($2.8 billion) was placed. In terms of hardware content, the Akash-1 is 96% indigenous and sources its components from 330 Indian public-sector and private-sector industries.
The IAF’s medium-range surface-to-air missile (MR-SAM) contract that was signed in 2009 had a project cost of Rs.10,076 crore. Of this, the DRDO’s share, which constituted the developmental costs, added up to Rs.1,680 crore, while the remaining amount of Rs.8,396 crore was committed by the IAF towards the guaranteed purchase of the Barak-8 missiles and other related ground-based fire-control systems. It is only this year that the IAF will begin inducting an initial nine squadrons of this land-mobile MR-SAM. On April 6, 2017 Israel Aerospace Industries (IAI) and the MoD signed a contract worth $1.6 billion for the supply of two Regiments of Barak-8 MR-SAMs for the Indian Army. Delivery of the first system will begin within 72 months and will be deployed for operations by 2023. The order for each MR-SAM regiment or Group, has been pegged at Rs.14,000 crore, or Rs.6 crore per missile round.
Both the IAF and Indian Army also have a pressing need for up to 72 land-mobile quick-reaction SAM (QR-SAM) systems, for which the DRDO has since the earlier part of this decade been working on developing a QR-SAM variant of the Astra-1 BVRAAM. Production deliveries by the MoD-owned Bharat Dynamics Ltd and Bharat Electronics Ltd (BEL) are expected to commence only by 2022. The requirement for manportable very short-range air-defence systems (VSHORADS) for the Indian Army and Navy, is worth $5.2 billion and involves the procurement of 5,175 missiles and 1,276 single and multi-launchers with stipulated industrial technology transfers. There have been three contenders over the past nine year—SAABTech of Sweden (offering the RBS-70), MBDA of France (offering the Mistral) and Rosoboronexport State Corp of Russia (offering the Igla-S). User-trials began in May 2012 and were completed only last year, with the Igla-S emerging as the winner.
As for S-125 Pechoras, 30 Sqns were acquired in all, of which 16 are being upgraded and fully digitised. The $272 million RFP to upgrade 16 IAF S-125 Sqns was issued in May 2016 to Tata Power SED, Larsen & Toubro, Reliance Defence, Offset India Solutions and a partnership of BDL and BEL. The contract was awarded in 2017 to BDL/BEL, with first deliveries to commence within 42 months of contract signature. As for SpyDer-SR, the Indian Army has acquired four Regiments worth $250 million to replace all its OSA-AK and Strella-10Ms. The IAF has acquired 18 Firing Units of Spyder-SR LL-QRMs worth $260 million that were contracted for in September 2009. RFPs for both requirements were issued in mid-2005 to OEMs based in France, Israel, Poland, Russia, South Africa, Switzerland and the United Kingdom.

BVRAAM/SRAAM Shortfalls
In the aftermath of the February 26 Balakot air-strikes, the IAF has asked the MoD to urgently purchase new stockpiles of beyond-visual-range air-to-air missiles (BVRAAM) and short-range air-to-air missiles (SRAAM) due to the prevailing extended levels of combat preparedness being experienced against Pakistan. The hectic flying activity by both day and night for ensuring high-levels of operational alert have led to an increasing number of BVRAAMs and SRAAMs being used in fully-armed mode, which has reduced their shelf-life from eight years (in case they are stored in cannisters) to only four sorties of service-life, following which they have to be zero-lifed by their original equipment manufacturers (OEM). The IAF is authorised to stockpile up to 4,000 BVRAAMs and 6,000 SRAAMs and its present inventory holdings include the Vympel R-27ER1/ET1 and R-77/RVV-AE BVRAAMs from both Russia and Ukraine, and Mica-EM BVRAAMs from MBDA; plus Vympel R-73E SRAAMs from Russia and MBDA-supplied Mica-IR and AIM-132 ASRAAMs.
Anti-Aircraft Artillery Backlogs
Though the IAF requires 430 new-generation anti-aircraft cannons and related fire-control systems worth $400 million for close-in base air-defence, it plans to initially procure 244 cannons, 228 target acquisition/fire-control radars and 204,000 programmable bullets for 61 Flights—only 18 of which can be delivered directly from a foreign OEM. Five Indian companies, including Bharat Forge/Kalyani Defence teamed with BAE Systems, Reliance Defence teamed with Hanwha Defense Systems of South Korea , Tata Aerospace & Defence, Larsen & Toubro and the MoD-owned Ordnance Factory Board (OFB) teamed up with BEL and THALES of France have put in their bids. On the other hand, the Indian Army requires 938 cannons to replace in-service Bofors L-70 and Russian ZU-23MM-2B systems, plus 5,05,920 rounds of ammunition, including 1,63,200 smart 3P rounds—all valued at $1.7 billion (Rs.17,000 crore).
The Indian Army also has a requirement for five Regiments (or 104 units) of self-propelled cannon-missile systems, 97 ammunition carriers, 39 command vehicles, 4,928 missiles and 172,260 rounds of ammunition, costing a total of $1.6 billion. The bidding process took off in 2013, and the candidate weapons were evaluated throughout 2015 and field-tested in 2017. Contenders included the Hanwha Defense Systems’ Hybrid K-30 Biho (paired with the Chiron SAM developed by aerospace manufacturer LIG Nex1), and Russian companies Almaz-Antey, which offered its upgraded Tunguska system, and KBP Tula, which offered its Pantsyr system. In October 2018, the Army officially declared Hanwha Defense Systems as the only qualified company for i8mplementing the project.
Another requirement that has acquired greater urgency (due to the Pakistan Army’s intentions for attacking the Indian Army’s dominating outposts south of the Pir Panjal Range along the LoC in southern Jammu with remotely-operated quadcopters armed with improvised explosive devices) is the need for drone countermeasures systems capable of jamming the two-way data-links of such ‘kamikaze’ quadcopters. Expected to be ordered are a BEL-developed, manportable, remotely-operated anti-drone jammer that can be coupled with an OFB-developed, vehicle-mounted 12.7mm remote-control weapon station.
In the deep-upgrade category, on June 30, 2015 Punj Lloyd and BEL were shortlisted for upgrading the Army’s 468 ZU-23MM-2B cannons under a $100 million (Rs.670 crore) project. While Punj Lloyd has partnered with Slovakian defence company EVPU Defence Punj, BEL has teamed up with OFB. However, no final winner has been announced as yet. Meanwhile, following a March 2011 contract award, BEL on November 28, 2014 delivered the first of 48 modernised ZSU-23-4 Schilka self-propelled air-defence weapon systems to the Army.

Escalation Dynamics Under Nuclear Overhang

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The two rounds of aerial engagements between the air forces of India and Pakistan on February 26/27 after the February 14 Pulwama terror-attack hold important lessons for conventional deterrence as well as answers to the question of whether high-intensity limited war options are possible under a nuclear overhang. India has since the early 1990s accused Pakistan of playing the conflict game at the sub-conventional level, while denying India the justification to retaliate through her superior conventional capabilities by signalling the resolve to introduce nuclear weapons first and early into a conventional conflict. At the same time, after the limited conflict fought at the forbidding heights of northern Jammu & Kashmir (J & K) in mid-1999 and the subsequent 10-month long total military mobilisation (OP Parakram) starting mid-December 2001, has been conceptualising how to punish Pakistan conventionally while remaining below the nuclear threshold. Put simply, India thought that there was a bandwidth limited by time and space within which she could act militarily and punitively while making it extremely difficult for Pakistan to escalate to the nuclear-level because such an escalation would be considered highly disproportionate and would draw international opprobrium. The argument was that the certainty of international diplomatic and economic isolation would force Pakistan to stay its hand and not escalate to the nuclear-level. The banal analogy of this translates into someone punching another person in a crowded bazaar and the victim, instead of keeping himself to the fistfight, chooses to draw and fire a handgun. Not only would such a person lose the sympathy of the crowd, he would also invite the full coercive and normative weight of the law. Corollary: whoever ups the ante in a basic fight ends up as the loser.

However, while India’s military decision-makers have been thinking about this and rehearsing various related scenarios since 2004, until the arrival of the NDA-2 government led by India’s Prime Minister Narendra Modi in late May 2014, New Delhi had continued to shy away from actualising a short, sharp military option against Pakistan, focussing instead on exercising strategic restraint while exploiting diplomatic channels by using the country’s diplomatic heft. For instance, had the then NDA-1 government had by May 1998 publicly announced its intention to conduct a comprehensive strategic defence review aimed at restructuring India’s three armed services in order to address the new ground realities associated with the conduct of limited high-intensity conventional warfare under a nuclear overhang, the chances of Pakistan launching OP Koh-e-Paima against India in northern Jammu & Kashmir (J & K) would have been slim. Given the total ratio of land forces of India and Pakistan, which then was about 2.25:1.2 the Pakistan Army’s Military Operations Directorate had then concluded that the initial Indian military reaction would be to rush in more troops inside J & K, thereby further eroding the Indian Army’s offensive capabilities against Pakistan. As a consequence, the MO Directorate concluded that India would not undertake an all-out offensive against Pakistan, since by doing so she would run the risk of ending in a stalemate, which would be viewed as a victory for Pakistan. It is for this reason that the Pakistan Army had then appreciated that an all-out conventional war, let alone nuclear war, was never a possibility. The Pakistan Army’s consequent operational plan envisaged India amassing troops along the Line of Control (LoC) to deal with the threats at Kargil, Drass, Batalik, Kaksar and Turtuk, thereby resulting in a vacuum in the rear areas. By July 1999, the Pakistan-origin Mujahideen were required step up their sabotage activities in the rear areas, thereby threatening the Indian lines of communication at pre-designated targets, which would have helped isolate pre-determined pockets, forcing the Indian troops to react to them. This in turn would have created an opportunity for the Pakistani forces at Kargil, Drass, Batalik, Kaksar and Turtuk to push forward and pose an additional threat. India would, as a consequence, be forced to the negotiating table. While it is useless to speculate on whether it could in fact have succeeded, theoretically the plan for OP Koh-e-Paima was faultless, and the initial execution, tactically brilliant. But at the strategic-level the Pakistan Army was caught totally off-guard by India’s vertical escalation (by involving the Indian Army through OP Vijay, the Indian Air Force through OP Safed Sagar and the Indian Navy through OP Talwar) that lasted from April 29 till August 3, 1999.

However, what totally bemused Pakistan’s military leadership at that time was the totally defensive mindset on the part of India’s then ruling political leadership. This was subsequently articulated by none other than Lt Gen Javed Hassan—who as the then GOC Force Command Northern Areas (FCNA) had played a key role in commanding both the Pakistan Army and the then paramilitary Northern Light Infantry (NLI) forces. He had in the mid-1990s been commissioned by the Pakistan Army’s Faculty of Research & Doctrinal Studies to produce a guide to India for serving officers of the Pakistan Army. In ‘India: A Study in Profile’, published by the military-owned Services Book Club in 1990, Lt Gen Hassan had argued that the ruling Indian ‘baniya’ class is driven by “the incorrigible militarism of the Hindus.” “For those who are weak,” he had gone on, “the Hindu is exploitative and domineering.” A highly intelligent and well-read officer, he was more of an academic than a commander, and bore that reputation. He, therefore, was the best-placed with a point to prove in a subsequent military appreciation of OP Koh-e-Paima—this being that OP Koh-e-Paima had provided India with a splendid opportunity to enact its February 22, 1994 parliamentary resolution by embarking upon a prolonged high-intensity AirLand offensive across the LoC that could eventually have resulted in the capture of almost the entire district of Baltistan (inclusive of Skardu and the Deosai Plains) at a time when both the Pakistan Army and Pakistan Air Force (PAF) were clearly unable to give high-intensity battle for more than a week, since the US, by invoking the Pressler, Glenn-Symington and Solarz Amendments since October 1990 had stopped providing product-support for all US-origin military hardware in service with Pakistan’s military, and also because Pakistan was holding only 48 hours worth of military POL stockpiles at that time.

This inexplicable defensive mindset and timorous posture-cum-conduct of India’s ruling political elite was again in full display during OP Parakram, which was launched in the wake of the December 13, 2001 terrorist attack on India’s Parliament, and was the first full-scale mobilisation since the 1971 India-Pakistan war. It began on December 15, 2001 after receiving the Cabinet Committee on National Security’s (CCNS) authorisation and was completed on January 3, 2002. It finally ended on October 16, 2002 when the CCNS belatedly recognised that the law of diminishing returns had been operative for many months already. In the snow-bound areas of J & K the Indian Army had by then relatively few options to launch offensive operations across the LoC, while in the plains of Punjab and Rajasthan the climatic conditions were ideal, but the nuclear overhang became the inhabiting factor. By that time, approximately 52,000 hectares of land along the International Boundary (IB) and LoC had been mined with about 1 million landmines. Till July 2003, the Indian Army had suffered 798 fatalities due to mishaps in minefields, mishandling of ammunition and explosives, and traffic accidents, and 250 injured during mine-laying operations. The cost of sustaining OP Parakram was pegged by India’s National Security Advisory Board (NSAB) at Rs.7 crore a day. This worked out to approximately Rs.2,100 crore over 10 months and did not include the cost of mobilisation and de-induction.

Eventually, India’s Parliament was informed in October 2002 that OP Parakram had cost Rs.6,500 crore (almost US$3 billion), excluding the Rs.350 crore paid as compensation to people residing in border states where Indian troops were deployed. The Indian Army was the biggest contributor to the expenses. Figures collated by Army HQ indicated that the cost of mobilisation of 500,000 troops, including pay and allowances, field allowance for one year and transfer grant alone was Rs.700 crore. The wear-and-tear cost of equipment added up to Rs.1,300 crore, while the depletion of mines, ammunition and warlike stores was around Rs.550 crore. Transport and fuel costs together added up to Rs.850 crore. The total figure for the Army stood at Rs.3,860 crore and did not include the cost of withdrawal of troops (estimated at around Rs.500 crore) and the cost of demining 1 million mines for which new demining equipment had to be bought from Denmark. Nor did this figure include the cost of deploying (and redeploying) the Indian Navy, the IAF and the Coast Guard, which was estimated to be another Rs.1,000 crore.

The first one to voice the Indian armed forces’ intense frustration over the continued myopia of India’s then ruling elite was none other than Gen. Sundararajan ‘Paddy’ Padmanabhan, who had served as the Indian Army’s Chief of the Army Staff from September 30, 2000 till December 31, 2002. Going on-the-record on February 6, 2004 (see:http://www.hindu.com/2004/02/06/stories/2004020604461200.htm), he explicitly stated that problems with India’s then prevailing (or obsolete) military doctrine and a lack of clarity within the then Union Cabinet on its war objectives had undermined OP Parakram at the very outset. Gen. Padmanabhan argued that significant military gains could have been achieved in the first quarter of January 2002, had India’s rulers made the decision to undertake a high-intensity limited conventional war. These objectives, he said, could have included the “degradation of the enemy’s forces, and perhaps the capture of some chunks of disputed territories in J & K. They were more achievable in January, less achievable in February, and even less achievable in March. By then, the balance of forces had gradually changed.” Pakistan, the Indian Army planners had then believed, had an interest in taking the conflict towards a nuclear flash-point as soon as possible. The Indian Army on the other hand believed that the best prospects of avoiding such a situation was having forces in place that could rapidly secure limited war objectives across the LoC. “If you really want to punish someone for something very terrible he has done,” Gen Padmanabhan said, “you smash him. You destroy his weapons and capture his territory.” “War is a serious business,” he continued, “and you don’t go just like that.” Doctrinal baggage, he accepted, had thus crippled India’s early options in 2002. “You could certainly question why we are so dependent on our three Strike Corps,” he said, and “and why my Holding Corps (since renamed as Pivot Corps) formations don’t have the capability to do the same tasks from a cold start. This is something I have worked on while in office. Perhaps, in time, it will be our military doctrine.”

From India’s perspective, the most important lesson that emerged from this standoff was that political and military instruments of national power must work together in a synchronised manner. Deciding to adopt a pronounced forward and aggressive military posture to coerce/compel Pakistan was basically a political decision, and India’s armed forces, excluded from the decision loop, could not immediately adopt the posture its political masters desired. Admiral Sushil Kumar, the Indian Navy’s Chief of the Naval Staff till December 30, 2001, later opined that OP Parakram was the most punishing mistake for India’s armed forces because the government of the day then lacked any political aim or objective for deploying the Army along the IB and LoC. “There was no spelt-out aim or military objective for OP Parakram. I don’t mind admitting that OP Parakram was the most punishing mistake for the armed forces. When the Parliament attack took place, in the (CCNS) board-room it was a super-charged atmosphere. As you are aware in the CCNS board-room, the three Service Chiefs sit opposite the Union Cabinet. In the end, PM (Atal Bihari) Vajpayee turned to me and said ‘aap khush nahi lag rahe hain Admiral Sahab’ (You don’t seem to be happy). I said I beg your pardon, Sir, can you give us what is your political aim? We need to derive a military aim from it. That is the whole principle of war. What is the aim, you need an aim and military objective.”  He was then told by PM Vajpayee: “Woh hum baad mein batayengey” (we will tell you later). Referring to nuclear versus conventional warfighting capabilities, Admiral Kumar explained that nuclear deterrence should not be considered as the replacement for conventional warfighting capabilities of the country. “The problem is that the nuclear mindset we have is a false sense of security. Nuclear deterrence is required but it does not replace conventional deterrence. Conventional deterrence is the real deterrence, it gives you a credible response capability,” he said.

In the armed forces, there was seething anger against the then government having achieved so little with so much. Hollow now sounded Vajpayee’s rhetoric of “aar paar ki ladhaai” and several such allusions to a decisive battle. Those with a sense of history had then asked: is 2002 to Vajpayee what the 1962 debacle with China was to Nehru? Vertical escalation, if calibrated and maintained, would not have spiralled out of control. But after the initial weeks, the strategic surprise was lost by early February 2002. Matters were imprecisely conceived, and that there was no clear political objective to the mass military mobilisation. The subsequent military deployment became a losing gamble of meaningless brinkmanship. No informed cost-benefit analysis about the contours of the available military responses was undertaken. Nor were they preceded by politico-military war-gaming. It came about suddenly, and reeked of ad hocism. In developed countries, such war-gaming is a continuous process, enabling military planners to factor in the strains the political system could come under during wartime, and ways in which it could affect the operation. Of what use then was New Delhi's bluster and sabre-rattling?

The verdict: the 2001-2002 total military mobilisation was a disaster, perhaps the biggest since 1962. Political masters of that time never issued orders to realise any tactical objective, thereby underlining that the military mobilisation was never intended to launch attacks against Pakistan. But this inactivity ultimately extracted a tremendous price. Firstly, it bolstered the assiduously-cultivated Pakistani myth that deterrence has worked for it.  Secondly, India’s armed forces seriously degraded their operational reserve of combat hours. What would have happened if India was faced with a repeat requirement in three months? New orders for weapons had to be placed, with consequent lag-times in terms of delivery schedules. Thirdly, as a consequence, India would have had to open herself to new strategic vulnerabilities, thereby getting squeezed in the process. Fourthly, since all combat and support equipment, especially air-defence hardware and precision-guided munitions, have a defined storage life that is measured in terms of hours, once taken out to the field and exposed to uncontrolled environment, such hardware quickly begins to degrade and become useless for combat purposes. This applies across the board, which if kept revved up for 10 months in the desert, would have had their functional abilities impaired.

This was the beginning of India’s ‘Cold Start’ warfighting doctrine,which was vaguely explained by the then COAS of the Indian Army, Gen Nirmal Chander Vij,on April 28, 2004. According to him, the reconfigured ground combat formations at each level will be task-oriented in terms of varying composition of armour and infantry elements, with integral attack helicopters of the Army Aviation Corps and the Indian Air Force (IAF), besides battlefield air interdiction (BAI) support coming from the Air Force. Also, there was then much hype about integrated Army Aviation surveillance helicopters, plus command-and-control helicopters.  As per Army HQ at that time, the future battlefields along India’s western borders would involve the use of eight permanently forward-deployed ‘integrated battle groups’, meaning Brigade-sized integrated armoured/mechanised infantry forces with varying composition of armour, field/rocket artillery, infantry and combat air-support that are available to the Army’s Pivot Corps-level formations. These ‘integrated battle groups’ would be mobilised within 48 hours and will be operating independently and will thus have the potential to disrupt or incapacitate the Pakistani leadership’s decision-making cycle. As per this school of thought, when faced with offensive thrusts in as many as eight different sectors, the Pakistan Army would be hard-pressed to determine where to concentrate its forces and which lines of advance to oppose. In addition, having eight ‘integrated battle groups’ capable of offensive action will significantly increase the challenge for Pakistani military intelligence’s limited exploration/exploitation assets to monitor the status of all the tactical battle areas, thereby improving the chance of achieving surprise. Furthermore, in a limited war, India’s overall politico-military goals would be less predictable than in a total war, where the intent would almost certainly be to destroy Pakistan as a functional state. As a result, Pakistan’s defensive ripostes against Indian attacks would be more difficult because the military objectives would be less obvious. Lastly, if Pakistan were to use nuclear weapons against the advancing Indian ‘integrated battle groups’, such dispersed formations operating over narrow frontages would present a significantly smaller target than would Corps-level formations.

In reality, the Indian Army’s declared cold-starting of the forward-deployed ‘integrated battle groups’ WRONGLY PRESUPPOSES that in the next round of military hostilities with Pakistan, the politico-military objectives will be clearly spelt out far in advance. And there was no credible evidence on the ground about this being the case either during the dastardly 26/11 Mumbai terror-strikes, of after any subsequent Pakistan-origin terror-attacks inside India since then. Any military offensive strategy hinging on high-intensity limited war can only be successful if India’s political leadership at the given time of operational execution of this strategy has: the political will to use offensive military power; the political will to use pre-emptive military strategies; the political sagacity to view strategic military objectives with clarity; the political determination to pursue military operations to their ultimate conclusion without succumbing to external pressures; the political determination to cross nuclear thresholds if Pakistan seems so inclined’ and the determination to not shy away from enunciating India’snational interests from which flows all military planning. If any of the above are missing, as they have been from 1947 to till now, the Indian Army’s ‘Cold Start’ doctrine will not add up to anything. Interestingly, while India for long denied that such a doctrine existed—despite conducting several field exercises at the Divisional-/Corps-levels to validate it—the present-day COAS of the Indian Army, Gen Bipin Rawat, acknowledged its existence barely three weeks after taking office on December 31, 2016. The ‘Cold Start’ doctrine assumes that:

1)There is a time-/space-limited bandwidth within which India can exercise her conventional military options;
2) That bandwidth can be further exploited diplomatically;
3)India has the conventional superiority to make it work;
4) If India does so in response to an attack she can pin on Pakistan through undeniable corroborative evidence, she then has enough diplomatic leverage to exercise in order to have the world opinion on her side for a limited but high-intensity military campaign;
5)India can make it work through a military surprise which can achieve the desired military objectives;
6)Pakistan, having suffered a setback, will be hard-pressed to retaliate because it will have to climb up the escalation ladder—a costly proposition both for reasons of the earlier military setback as well as international diplomatic pressure;
7) Given India’s upper hand, both militarily and diplomatically, Pakistan will choose to not escalate;
8) If, however, Pakistan did choose to escalate, India will still enjoy escalation dominance because of her superior capabilities and because she will have international diplomatic support; and
9) India, given her diplomatic and military heft, will be able to raise the costs for Pakistan in an escalation spiral.

The end-result: Pakistan will weigh the consequences as a rational-choice actor and prefer to climb down.

The interesting assumption in all of the above, and one that should not be missed, is this: the first-round result. Every subsequent assumption flows from what India could achieve militarily in the opening round. Somehow, most of the available literature to date on this subject has taken for granted that the first round would obviously go in favour of India. And therefore, Pakistan’s costs for retaliation would increase both militarily and diplomatically. In fact, this does make sense if it can be guaranteed that India’s gambit will work. Except, the opening round success could be guaranteed only if India were applying force on an inanimate object or if her conventional war-waging capabilities and capacities were far superior to those of Pakistan. The second crucial point in assessing these assumptions is the limited nature of the engagement. It should be noted that India’s politico-military strategy post-OP Parakram has looked at any punitive military action in a limited, not full-scale, mode: military action below the nuclear threshold. Pakistan, on the other hand, has never drawn clear red-lines, thereby choosing instead to managing risks through ambiguity. The only time a former—and longest-serving—Director-General of the Strategic Plans Division of Pakistan’s National Nuclear Command Authority, Lt Gen Khalid Kidwai, enunciated four parameters for resorting to nuclear weapons of mass destruction (WMD) was during an interview to two visiting Italian physicists:

1)India attacks Pakistan and conquers a large part of its territory (geographic/territorial threshold);
2)India destroys a large part of Pakistan’s military forces/assets (military threshold);
3)India strangulates Pakistan economically (economic threshold);
4)India destabilises Pakistan politically or through internal subversion (domestic political threshold).

Lt Gen Kidwai was thus using hypothetical scenarios, and his four thresholds were not red-lines defined and understood by the adversary or other parties, because clearly defined red-lines dilute deterrence and provide room for conventional force-manoeuvring. The point about the limited nature of India’s military plans is important because, while a case can be made for India possibly overwhelming Pakistan in a limited AirLand military campaign—if there is not a huge differential in war-waging capabilities/capacities—may not necessarily play to the stronger adversary’s advantage. In other words, if the presumably weaker side denies the stronger side success in the opening round and draws its own blood successfully while showing restraint, it can raise the costs for the militarily stronger side by up-ending the latter’s assumptions based on the success of the opening round.

And this is exactly what transpired on February 27, which has been been explained by Pakistan as: deterrence was upheld because the initiator of military kinetic operations (India) had to factor in the nuclear dimension and keep her military options (that were thus labelled as ‘non-military, pre-emptive, counter-terror strikes) below that threshold. The defender (Pakistan), having defended successfully and then drawn blood, opted to show restraint. Third parties (like the US, China, the UK, Saudi Arabia and the UAE) got involved in no time knowing and realising that any attempt by one or both sides at escalation dominance could spiral.It can have both the conventional and the nuclear dimensions. Essentially, deterrence is the ability to discourage an actor from undertaking an unwanted action, including an armed attack. It is, in other words, about forestalling/prevention, i.e. convincingly stopping an actor from an action. The sister concept, known as compellence, is about forcing an actor to do something in line with what the compeller (adversary) wants it to do. By India’s reasoning, her limited military options are about deterring Pakistan to undertake actions at the sub-conventional level and to deter India from making use of her conventional strength because of the existence of nuclear WMDs. This is where the problem begins.

Deterrence is not just about threatening an adversary with punitive action. In order for it to be successful, it must also shape the adversary’s perceptions, i.e., force the adversary to change its behaviour by estimating that it has options other than aggression and which are more cost-effective. Shaping perceptions of the adversary that needs to be deterred would then require the deterrer to understand the motives of the actor who has to be deterred. Without that exercise, any limited action, even if it were temporarily successful, would fail to induce a behaviour change or incentivise a state actor to do something different. Also, deterrence by denial—the ability to deter an action by making it infeasible—is a far better strategy than deterrence by punishment which, as the term implies, promises the resolve and the capability to take punitive action(s) and inflict severe punishment. So, in the case of the February 27 IAF/PAF aerial engagements, deterrence for Pakistan has been perceived to have worked at two levels: First, the overall, umbrella deterrence that flows from the possession of nuclear WMDs on both sides. This level ensures that even if one or the other side decides to initiate military hostilities, it must keep it limited. The second level is about conventional deterrence. If India has undertaken a military action, Pakistan can prevent her from achieving her objective, and by successfully undertaking its own action, can force India to rethink her use of any military option. The rethink is important because, in such a play, if Pakistan has prevented India’s action and successfully undertaken its own, India cannot simply retaliate to a reprisal. India will have to climb up the escalation ladder, i.e., she has to scale-up by using an escalatory option to defend her commitment to moral/military ascendancy. Escalation is about a higher cost and the rethink is a function of forcing India into that cost-benefit analysis. It is precisely for this reason that the opening round is so crucial for the initiator of kinetic operations, in this case India.

To recap, as noted above in the list of assumptions, every subsequent assumption flows from the success of the opening round. At this point it would be instructive to view all this from the perspective of the NDA-2 government, which is of the view that the previous Indian governments did not make use of available conventional military options because they were myopic and indecisive. After all, from India’s unilateral undertaking of “no first use” of nuclear WMDs to declarations that “war is not an option” after 26/11, India seemed to have conveyed an unintentional guarantee of immunity to those contemplating inimical actions against her. In sharp contrast, the NDA-2 government had resolved from the outset to teach Pakistan a lesson and create a “new normal”. On the morning of September 29, 2016, the Indian Army’s Director-General Military Operations announced to a packed press conference that India had conducted ‘low-intensity, counter-terror shallow cross-LoC raids’ against terrorist launch pads along the LoC. Target-1 was at Dudhnial, Neelum Valley (34 42 09.97 N, 74 06 28.75 E), target-2 was at Mundakal, Leepa Bulge (34 17 21.1 N, 73 55 25.7 E), target-3 was at Athmuqam, Keran Sector (34 34 48.65 N, 73 57 01.09 E), while targets 4, 5 and 6 along India’s Rajouri sector/Pakistan’s Battal sector were diversionary in nature. Pakistan did not retaliate because India did not admit to crossing the LoC into Pakistan-occupied-Kashmir (PoK). But by hyping these raids, the NDA-2 government locked itself further into a commitment trap. On February 14, therefore, when a suicide-bomber mounted the deadliest attack at Pulwama, J & K, against Central Reserve Police Force personnel in recent times, the NDA-2 government was left with no option but to exercise a limited military option. Only this time it had to be more than just a fire-raid across the LoC. Delhi jumped a few rungs on the escalation ladder by deciding to use the IAF. The important and crucial point was that India had challenged Pakistan and the latter needed to put an end to the “new normal” talk. Pakistan chose its targets (all lying within southern J & K) and struck with alacrity to demonstrate resolve and capability.

At the same time, in order to conserve its force-capacities and discourage India from climbing the escalation ladder, Islamabad internationalised the conflict by claiming on February 27 that since India was preparing to launch long-range cruise missiles (land-launched BrahMos-1s) for hitting nine targets inside Pakistan, the latter too had readied its cruise missiles for counter-strikes and had informed India that it will retaliate against any further kinetic actions initiated by the former. That, as per claims made by Pakistani Prime Minister Imran Ahmed Khan Niazi, forced India to back off due to increasing international pressure. Of course, there is no way of knowing now whether this is true or false. Thus, the two sides are back to the ‘old normal’, i.e. cross-LoC fire-assaults. However, Pakistan must not underestimate India based on these limited aerial engagements. While India cannot not coerce Pakistan militarily at this moment, if the growth differential between the two countries continues to grow, the technological asymmetry will increase to the point where India’s strategies of coercion would kick into play, which could well spawn very different results on the ground. For instance, after the IAF starts inducting its anti-access, area-denial S-400 LR-SAMs into service by next year, such weapons will be used not just for defensive missions, but also in support of for pre-emptive offensive air operations undertaken by mixed formations of the IAF’s Su-30MKI H-MRCAs and Rafale M-MRCAs. Typically, anti-access, area-denial systems ensure that they can deny a mission to incoming hostiles (anti-access) and ensure safety of their own area against any hostile action (area denial mode). And that would be an entirely different ballgame altogether.

But as of now, a robust and sustained punitive Indian response to cross-border terrorism still remains a distant dream, since India has only so far demonstrated her professional competence and the will to go deep inside and strike at targets located in a country with a horizontal width of only 427.52km. Enhancement of mission-optimised force-capacities, on the other hand, are sorely lacking. In addition, at the strategic-level, India needs to urgently revise and introduce a degree of ambiguity in her nuclear weapons employment doctrine. At the operational-level, India must convey clarity and resolve by openly declaring: a “no negotiations” policy vis-a-vis terrorists and hijackers; her right to respond in self-defence to cross-border terrorist attacks at their sources and three, that while the response may not be instant it will be certain. In order to implement this policy, quick-reaction conventional and sub-conventional military forces-on-hand with suitable capabilities should be earmarked and kept in the requisite state of readiness at all times.

Pakistan Army's SH-15 MGS Package

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The Pakistan Navy had last August inducted into service the NORINCO-supplied Sharp Eye tactical UAS for use along the contested Sir Creek area bordering India’s state of Gujarat and Pakistan’s Sindh province.

IAF’s MiG-23BN ‘Vijay’ & MiG-27M ‘Bahadur’: Under-Utilised Workhorses

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The Indian Air Force’s (IAF) association with ‘swing-wing’ combat aircraft came to an end on December 27, 2019 when the last remaining seven MiG-27UPGs were decommissioned from service. These aircraft, along with the already decommissioned MiG-27Ms and MiG-23BNs, had been procured for serving as all-weather tactical interdiction platforms with eight IAF squadrons.
In all, 95 MiG-23BNs were delivered between late 1980 and late 1982 and they served with No.10 ‘Winged Dagger’. No.220 ‘Desert Tigers’ and No.221 ‘Valiants’ Sqns between January 1981 and March 6, 2009 and having flown more than 154,000 hours), with each carrying a 3-tonne weapons payload. The IAF subsequently began procuring 165 MiG-27Ms (however, only 125 of which were licence-built by Hindustan Aeronautics Ltd or HAL between 1986 and 1992) for equipping No.222 ‘Tiger Sharks; No.2 ‘Winged Arrows’, No.18 ‘Flying Bullets’, No.29 ‘Scorpions’, and No.22 ‘Swifts’ Sqns from October 1984 till May 2, 1992. Each MiG-27M could haul a 4-tonne weapons payload. Of these, 40 were subsequently upgraded to MiG-27UPG standard—the upgrade work involving only the mission avionics suite. Latter batches of HAL-built MiG-27Ms had 74% local industrial content.
While the MiG-23BNs all came from Irkutsk Aviation Production Association (IAPA), for the MiG-27M licenced-production programme, a team of specialists from both IAPA and Mikoyan OKB worked in Nashik for the entire second half of 1982. In the first phase, the initial batch of MiG-27Ms were delivered from Irkutsk in semi-knocked-down condition (they were partially dismantled for transportation by sea). In the second phased, fully knocked-down kits were delivered for final assembly by HAL. The first locally-assembled MiG-27M was rolled out in October 1984. And on January 11, 1986, the first MiG-27M-equipped squadron (No.222 ‘Tiger Sharks’) of the IAF had achieved full operational status.
The MiG-27M licenced-production programme was divided into four phases, with Phase-1 involving the final assembly of aircraft that had been delivered in semi-knocked-down condition, Phases-2 and -3 involving the final-assembly of aircraft that had arrived in fully-knocked-down condition, and Phase-4 involving the supply from the USSR of only materials, sheet duralumin, forgings and blanks, which were all machined by HAL with the help of numerically controlled machines procured by HAL from Western European countries.
While the airframes of both the MiG-23BN and MiG-27M had a total technical service life (TTSL) of 3,000 flight-hours, the airframe developer—Mikoyan OKB—had subsequently certified both airframes for an additional 1,200 flight-hour service-life. However, if the airframes were to be subjected to total refurbishment by HAL, then the service-life could be increased by another 3,000 flight-hours based on structural fatigue tests that could have been carried out by the National Aerospace Laboratories (NAL).
However, an engine-change was called for and Mikoyan OKB along with Moscow Machine-building Production Company (MMPP Salyut) had by the late 1990s had proposed that the Tumansky R29-300 and R29B-300 turbofans be replaced with AL-31F turbofans that offered 1-tonne maximum extra thrust-rating. This was accepted in-principle by the IAF.
In parallel, the Defence R & D Organisation’s (DRDO) Defence Avionics Research Establishment (DARE) began a deep-upgrade of the MiG-27M’s avionics suite in 2002. Only 40% of the on-board systems, mainly of the mechanical type, were retained as original factory equipment of Russian design. The first prototype MiG-27UPG flew on March 25, 2004, followed by a second prototype on November 4, 2004. Together, during their flight-trials, they flew more than 300 hours.
In June 2006, came the MiG-27UPG’s Initial Operational Clearance (IOC) certification from IAF HQ. It opened the way for work on aircraft building. After modernization, they equipped two squadrons. Modified cars received the designation MiG-27UPG.
Back in 2003, Vladimir Labazin, MMPP Salyut’s Deputy Chief Designer, described how the re-engining of MiG-23UBK tandem-seat operational conversion trainers, the MiG-23BN and MiG-27M with AL-31F turbofans could have been achieved. “Having taken stock of our capabilities, we realised that we could cough up some funds to invest into the initial-stage assessment of mounting the AL-31F. Our design bureau began looking into this in late 2002. Aircraft and engine dimensional analysis and computerised, visual and assembly coordination showed that minor airframe and engine modifications would make them compatible in terms of size. The aircraft features some room for improvement as far as airflow is concerned and we can reduce the AL-31F’s takeoff airflow a little while maximising airflow at high altitude. Early mechanical problems have already been overcome.”
“For example, the AL-31F used to keep setting against the fuel tank or some other structural elements and we had to modify the positions of some components for the engine to fit in. To keep aircraft systems intact, MMPP Salyut, retained all aircraft accessories mounted on the R29B-300’s reduction gear, with only the accessory gearbox replaced–the gear ratio of the old engine was different, so we had to replace the reduction gear. However, even though we have retained all aircraft accessories, we had to rearrange them to avoid altering the airframe and engine nacelle’s inner mould lines, fuel tanks and heavy frames.
In addition, introduction of advanced engine mounting components, re-arrangement of the accessories, generator and starter unit, and modification of the dimensions of certain engine components enabled us to squeeze the AL-31F into the nacelle without disturbing primary structural and fuel system elements of the aircraft.
During the spring and summer of 2003, MMPP Salyut developed the mock-up of the AL-31F, and after exhaustive tests conducted the final fitting. “We are planning to manufacture the engine by year-end and launch its bench tests in January 2004, and count on doing flight tests in July or August 2004. After this has been completed, we will commence full-scale improvement of the IAF’s MiG-27Ms to begin with.
To avoid redesigning the load-bearing structure of the airframe fuel cells, MMPP Salyut’s designers came up with a new load-bearing element—a longitudinal beam—that mounted the main attach fitting for the AL-31F. In addition, an extra engine attach fitting was introduced to the rear fuselage to fix the AL-31F relative to the axis, thus ensuring necessary thermal movement. Engine mounting procedures too were altered. The R29B-300 comprised two parts. The fore part was first to be mounted, then the aft one, after which both would be put together.
The AL-31F is a single-piece design and therefore it has to be installed into the fuselage mid-section, with the tail section to follow. To this end, a dedicated trolley was made, on which the AL-31F rolled into the fuselage, was then attached to main bracket supports and aligned with the aircraft’s centreline and was then fixed in this position with a dedicated rod on the fore end of the AL-31F.
Then the tail section was rolled on to the AL-31F using the dedicated trolley and linked with the mid-section. The AL-31F was then aligned with the tail bumper and detaching the hoist fitting. Then all systems were assembled. In addition, minor modifications to the aircraft had to be introduced. For example, the starter had to be rotated 200 degrees with a new exhaust shutter made, and new air ducts installed to cool the assemblies. Main modifications were made to the AL-31F. To reduce costs and time, the new accessory gearbox was made of two sections. Aircraft accessory elements were ‘borrowed’ from the previous R29 and the engine’s portion from the AL-31F. Both parts of the gearbox were linked by virtue of the new reduction gear and the casing. The engine oil system was revamped drastically because the oil tank and the oil pump pack had to be positioned where there was room to house them instead of where it was best for the engine.
Fitting the AL-31F on to the IAF’s MiG-23UBKs, MiG-23BNs and MiG-27M would have had another benefit: if those aircraft were to be discarded from service before their engines’ service-life had expired, then 70% of their components could be used for overhauling the AL-31FPs now powering the IAF’s Su-30MKI H-MRCAs. And that is because the core portions of the AL-31F and AL-31FP are identical, with only their outer componentry—casings, oil systems and outer plumbing and wiring— having been modified.
Deliveries of AL-31Fs to power the MiG-23UBKs, MiG-23BNs and MiG-27Ms were scheduled to kick off as early as the first quarter of 2005. However, to everyone’s consternation, the re-engining contract was not inked and the IAF decided not to re-engine the MiG-23UBKs, MiG-23BNs and MiG-27Ms. So, what were the consequences of this decision?
The IAF lost 13 of its MiG-27Ms aircraft between 2001 and 2016. In the last 10 years, 11 MiG-27Ms, have crashed. Subsequent boards of inquiry shockingly revealed that majority of the MiG-27Ms went down because of “engine-related technical defects” like perennial engine oil leaks from ill-serviced fuel-pumps of the R29B-300 turbofans. Nearly 40% of these turbofans and related accessories licence-produced by HAL’s Koraput Division had to be returned by the IAF for some or the other defects. The problems ranged from oil leaks, metallic particles in oil filters and hot-air leaks from rear casings to troubles in compressor-blades and even in the turbines.
Most of the cause factors can be classified as defects during manufacturing or overhauling processes. The MiG-27M suffered Low-Pressure Turbine Rotor (LPTR) failures in at least 11 incidents. HAL in some cases even lied while overhauling the LPTR, saying that it had followed the overhaul manual, but subsequent IAF investigations revealed that the procedure recommended by the original equipment manufacturer (OEM) was not being implemented by HAL. Such lapses had also led to previous crashes of MiG-21 Bisons. The springs installed in the fuel pump of the MiG-21 Bison’s R25-300 turbofans were failing frequently. A MiG-21 Bison crashed in November 2012 in Gujarat, which was attributed to spring failure. Of the five main fuel-pumps fitted with HAL-manufactured springs, at least three springs failed, which is unforgivable as it would have certainly resulted in accidents. Shockingly, the main fuel pumps of the MiG-21 Bison continue to leak fuel, despite four studies conducted and implemented since the 1990s. Despite incorporating changes, fuel leak from the main fuel-pump has continued unabated from throttle-end.
However, another reason behind the poor quality of production and engine repairs is attributed to mass production work in the last leg of a production year in order to achieve the projected target. For example, in the first six months of 2012-2013 production year, HAL finished overhaul work on only four RD-33 turbofans of the MiG-29B-12, but in the last quarter of the year, four RD-33 were completely overhauled within three months. Similarly for the R29B-300s, HAL finished overhauling nine engines in nine months, but interestingly another nine engines were completed within the last three months. The issue was flagged by the IAF, saying that such industrial productivity trends were adversely affecting the quality of overhauled turbofans.
Thus, it appears that HAL was not interested in providing quality turbofans to the IAF and instead was only interested in meeting the production numbers every year. There is also an impression that the workforce in HAL deliberately delayed the production to last three months to earn few extra bucks for ‘overtime’ perks, which is disgusting, given the fact that human lives are at stake. Interestingly, throughout their service-lives, none of the MiG0-23BNs, which had come off-the-shelf from IAPA, displayed any engine-related equipment malfunctions!
The end-result: premature decommissioning of the IAF’s MiG-23UBKs, MiG-23BNs and MiG-27Ms, thereby denying the IAF another eight operational combat squadrons.

From NLCA To MRCBF To TED-BF

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The maiden arrested recovery of the LCA Navy Mk.1/NP-2 technology demonstrator on board INS Vikramaditya on January 11, 2020 and its following maiden takeoff a day later marked the attainment of a crucial milestone in the Indian Navy’s (IN) developmental process for obtaining a homegrown carrier-based multi-role combat aircraft (MRCA) solution. It may be recalled that Phase-1 of full-scale engineering development (FSED-1) for the LCA (Navy) technology demonstration project was sanctioned in March 2003 by the Government of India with grant-in-aid seed funding of Rs.949 crore and a planned completion date of December 2009. The IN contributed 40% of the development cost, with the rest being put up by the Defence Research & Development Organisation (DRDO), which controls the Aeronautical Development Agency (ADA)—designer and developer of the LCA family of L-MRCAs. The objective then was to develop a naval carrier-borne MRCA capable of Ski-Jump Takeoff with Arrested Recovery for landing (STOBAR concept). It was initially envisaged that converting the already flying Tejas Mk.1 to a naval aircraft would take about six to seven years, with structural changes restricted to about 15%. The two naval prototypes sanctioned were to be used primarily to demonstrate Carrier Compatibility and also to demonstrate Initial Operational Capability with air-defence configuration. However, contrary to initial assumptions, during the aircraft design and development phase, it turned out to be significantly different from the time of sanction in 2003 and challenges increased progressively. Further, the major constraint of design space due to the existing Tejas platform resulted in a sub-optimal design and compromises leading to the LCA Navy Mk-1 variant (NP-1) being heavier than anticipated. Consequently, Navy LCA (NLCA) Mk2 design powered by a higher-thrust turbofan was taken up in the FSED-II stage of the project, which was sanctioned in December 2009. However, by 2014, the IN realised that even the NLCA Mk.2 would have shortfalls in the full-mission capabilities.
This realisation had dawned after the IN had done a comprehensive assessment of flight operations with its twin-engined MiG-29Ks from the STOBAR flight-deck of INS Vikramaditya. To fully understand the assessment, one must first understand what distinguishes land-based flight operations from carrier-based flight-operations, plus the difference between STOBAR and CATOBAR flight-deck designs. Usually, there are three parameters relating to the takeoff of any type of shore-based aircraft: 1) thrust-weight ratio, 2) rolling distance, 3) the minimum liftoff safety speed. When an aircraft attains a certain rolling distance (usually much longer than the length of an aircraft carrier’s deck) at an acceleration produced by its thrust-weight ratio for takeoff, it reaches the minimum lift-off safety speed. Upon reaching this, the lift force of the aircraft is equal to the weight of the aircraft, and then the aircraft lifts off. So the lift force of an aircraft is proportional to the square of its speed. If the aircraft slides at acceleration for a distance which is shorter than the runway length when it takes off and fails to reach the minimum safety lift-off speed, the lift force produced by the aircraft’s wings will be less than the weight of the aircraft, so it cannot lift off. The landing, on the other hand, is accomplished in five stages: (1) glide; (2) flatten (when the wheel is 2 metres above the ground, throttle back to the idle speed, reduce the glide angle, and exit glide state at the height of 0.5 metres); (3) level flight at a deceleration (minimum level flight speed); (4) fall to touch down (at this moment, the aircraft’s speed is decreased to an extent that the lift force is no longer enough to balance the aircraft’s weight); (5) roll to land (under the action of wheel friction and air resistance etc, rolling at a deceleration until it halls).
When it comes to carrier-based aviation, due to the limited length of the flight deck of the aircraft carrier, there are mainly three take-off options for carrier-based aircraft: vertical takeoff (namely the vertical/short-range rolling takeoff), ski-jump take-off (or called sliding-tilted takeoff), and ejection takeoff (such as steam ejection takeoff, electromagnetic rail-launch ejection takeoff). For ski-jump takeoff, the aircraft first rolls at acceleration on the runway of the flight deck of an aircraft carrier only depending on its own power, then it leaps into the air through the upswept deck on the front part of the aircraft carrier, and then takes off. The principle is that the upswept angle of the deck (14 degrees) is regarded as the ejection angle, although the aircraft has not yet reached the takeoff speed when it rolls and leaves the aircraft carrier. The landing on an aircraft carrier is achieved by gliding to directly hook the arresting cable on the aircraft carrier (without the above stages of level flight at a deceleration, etc). A total of 3 or 4 arresting cables are installed on the canted deck of the aircraft carrier, in which the first one is arranged apart from the aft by 60 metres, and the remaining ones are arranged at an interval of 6 metres or 14 metres. The height of the arresting cable is 50 centimetres above the deck surface. The aircraft glides from upper right of the stern of the aircraft carrier, which is travelling rapidly, hooks the arresting cable with the tailhook, and then rolls on the deck within 100 metres to brake. The statistics show that 80% of aircraft accidents on board aircraft carriers occur in the course of touching down on to the top-deck but not in the air. The factors attributing to a complicated, difficult and risky landing process for the aircraft include: 1) short on-deck runway; aircraft carrier is limited in length, and the section for the carrier aircraft to land is more limited, while the length of landing area on the aircraft carrier is relevant to the safety in landing of the carrier-borne MRCA; 2) high landing speed; in the existing technology, when directly gliding to touch down onto the flight-deck, the MRCA does not throttle back to decelerate, but requires an appropriate force, so that it can immediately undertake a Bolter in case the tailhook misses all the arresting cables; 3) the accuracy requirement for pre-determined landing point is strict; for the accuracy of the landing point, none of longitudinal, lateral and height errors can be large, otherwise the MRCA may not hook the arresting cable, or may land on the aft or on the right side of the flight-deck, while the MRCA needs to, during gliding at high speed, finish hitting the landing position on the moving flight-deck; 4) control of the gliding angle (between 3.5% and 4%); 5) alignment with the centreline of the runway, because an alignment is more important than the gliding angle. Since the runway of the aircraft carrier is very narrow, if the aircraft deviates to the right, it may hit the superstructure (island) of the aircraft carrier, and if the aircraft deviates to the left, it may hit other aircraft on the parking apron. So during the landing stage, the MRCA should fly (glide) in a vertical plane where the centreline of the runway is located. However, the centreline of the canted deck-runway used for landing is not consistent with the heading direction of aircraft carriers, and presents an angle of between 6 degrees and 13 degrees (namely the canted deck and the longitudinal axis of the aircraft carrier form an angle of 6 degrees and 13 degrees). Such a design aims to allow the MRCA to roll after landing so as to avoid other deck-based MRCAs that are awaiting takeoff at the front portion of the flight-deck.
When a carrier-based MRCA takes off from a curved STOBAR deck it suddenly jumps into free air. The objective is to approximately reach the suitable speed and AoA at the end of the ski-jump, without exactly respecting the MRCA’s lift-to-weight equilibrium. It may well be in an infra-lift condition, but the overall strategy aims at keeping the longitudinal acceleration by maintaining engine thrust, and giving full control to the pilot who, until this moment has hardly intervened in the manoeuvre. An acceptable aircraft-vessel compatibility matching implies that the flight speed will reach a minimum value to sustain level flight before the aircraft altitude over the sea crosses below a certain safety threshold. The thrust-to-weight ratio at take-off must thus be appropriately matched to the available deck length and the ski-jump geometry, including wind-on-deck effects. The approach speed must be compatible with wind-on-deck and the available landing distance to completely stop the MRCA after engaging the last arrestor-cable. And lastly, the thrust-to-weight ratio at approach must be high enough as to allow fast acceleration and safe liftoff (Bolter) should the aircraft hook failing engaging the arresting pendants.
A twin-engined naval MRCA operating from a STOBAR flight-deck can at best only take off with half-load (of either fuel or weapons payload), and the engine is in the state of thrust augmentation at the time of takeoff, thus shortening the aircraft’s service-life. The MRCA is also required to be added with some structural weights, such as increasing the wing area, just in order to improve the lift force for realising the ski-jump takeoff. The takeoff weight and takeoff efficiency of takeoffs from STOBAR flight-decks are thus less than that of the ejection takeoff, and the combat efficiency is thus poorer than that of the MRCA taking off from a CATOBAR flight-deck. The STOBAR flight-deck design thus limits MRCA takeoff weight and shifts the full burden of takeoff propulsion onto the aircraft, thus increasing the amount of fuel consumed at that stage. This in turn restricts the fuel and weapons payload that the MRCA can carry, thereby reducing its range, loitering time, and strike capabilities. STOBAR is also more affected by wind, tide, rolling, and pitching. Furthermore, it needs more flight-deck space for takeoff and landing, thus limiting the parking space and having an adverse effect on takeoff frequency–based crisis reaction. For instance, on all existing STOBAR aircraft carriers (Project 11430 INS Vikramaditya, Project 1143.5 Kuznetsov and the two PLA Navy vessels CV-16 Liaoning and CV-17 Shandong) there are two types of runway lengths—the shorter 115-metre one in a right-to-left orientation for launching MRCAs with greatly reduced weapons/fuel loads; and the longer 180-metre one in left-to-right orientation for launching MRCAs with greater but not maximum weapons/fuel loads.
In comparison, the CATOBAR design, which is mostly associated with large carriers, minimises aircraft fuel consumption on takeoff, thus enabling better payload, range, loitering time, and strike capability. Its runway requirement is also minimal, thus allowing more flight-deck parking and faster launches, even simultaneous launch and recovery, resulting in quicker crisis response. Lastly, unlike STOBAR flight-decks, CATOBAR flight-decks can also launch heavier fixed-wing AEW and ASW aircraft.
NLCA Developmental Milestones
The LCA (Navy) programme has involved development of the NP-1 tandem-seat operational conversion trainer and NP-2 single-seat multi-role combat aircraft, one structural test specimen for fatigue-testing, creation of Navy-specific flight-test facilities in Bengaluru and Goa, construction of a shore-based flight-test facility or SBTF at INS Hansa in Goa (for enabling arrested landing recovery, plus takeoff from a half-metal half-concrete 14-degree ski ramp and a flight deck ranging from 195 metres to 204 metres in length, and validating the simulation model for flight performance within ship-motion limits, validating the flight controls’ strategy with all-up weight and asymmetric loading, validating the load analysis methodology), and flight-tests/flight certification for aircraft carrier-based flight operations. The SBTF also has its integral flight-test centre equipped with line-of-sight telemetry/high-speed three-axis photogrammetric systems, systems for validating thrust measurement algorithms, systems for measuring wind-flow patterns, INS/DGPS-based trajectory measurement systems, RGS integration facility, plus a workshop.
To date, the LCA Navy Mk.1 has demonstrated the following IN-specific technologies while operating from the SBTF: supersonic flight; takeoffs from the Ski-Jump was successfully demonstrated, including 12 Ski-Jumps when armed with R-73E SRAAMs missiles, plus night-time Ski Jumps; hot-refuelling; flying of 3-hour duration achieved in one sortie; in-flight jettisoning; Integration of AHS with the NP-2 airframe; and the development of a weight-optimised telescopic landing gear for high sink-rate landing with the help of consultancy from Airbus Military. In addition, a naval standard Structural Test Specimen (STS) has been built and integrated with the Main Airframe Structural Test (MAST) rig to test horizontal and vertical loads during a deck recovery, including 7.1 metre/ssecond sink rate and a 45-tonne load on an arrester wire. Compared to the Tejas Mk1, the LCA (Navy) Mk1/NP-2 is a technology demonstrator that features a drooped nose section, strengthened airframe structure, twin leading-edge vortex control surfaces or LEVCONS (for attaining lower approach speeds), main landing gear with higher sink-rate, increased internal fuel capacity, a Navy-specific avionics suite (including the locally developed autopilot and auto-throttle) and weapons package, and an arrester hook. The NP-2 is now being subjected to a carrier-based flight-test regime on board INS Vikramaditya, where seaborne wind conditions winds-on-deck envelopes (especially ship motion, cross-winds and high wind-on-deck speeds) are far more favourable than those around the SBTF. Integration with carrier-based support and weaponisation facilities, plus jettisioning of ventral stores, thrust data validation, and attaining hands-free and non-disorienting takeoff with supplied HUD symbology formats and high AoA are being demonstrated and validated in this phase of flight-tests. Incidentally, since the IN is involved for the very first time in its history with developing a carrier-based MRCA, it is resigned to the possibility of the NP-2 technology demonstrator ‘breaking up’ while in the process of subjecting the aircrafts’ main landing gears to arrested recoveries at sea. It must be noted here that the undercarriages of carrier-based aircraft collapse or break-up is not due to compression, but due to suspension.
Of utmost importance during the Carrier Compatibility Trials (CCT) are the data-points to be obtained for validating the flight-control logic during the NP-2’s carrier-borne flight operations. This in turn will help in the optimisation of the flight-control logic by the National Control Law Team (that comprises talents from FMCD, ADA, CAIR, and HAL and operating from the premises of NAL’s Flight Mechanics & Control Division, or FMCD). Data-points pertaining to boundary-limiting, automatic low-speed recovery, carefree manoeuvring, autopilot functionality (that supports hands-free takeoff mode , altitude and flight path select & hold mode, as well as auto level off features with both horizontal and vertical navigation modes) will be the most crucial. In addition, the service-life of the Arrestor Hook System (AHS)—designed and built by HAL’s Aircraft Research & Design Centre (ARDC)—too will be determined during the ongoing CCT. After having verified in-air operation of the AHS in Bengaluru on July 23, 2018, NP-2 fitted with the AHS has been operating from INS Hansa Goa, since July 28, 2018.
Due to limited area in deck landing zone and the demand for bolting and go-around, carrier-based MRCAs usually land on deck via impact method under high sinking speed and high engaging speed along a fixed glide-path angle. The impact load, braking load of arresting cable, and other loads at the moment when the MRCA touches the flight-deck put forward higher requirements for design and analysis of landing gears and airframe structure, especially for the structures closely related to landing. Gas-oil leakage in the shock absorber of any carrier-based MRCA’s landing gear is a frequent and common failure, which can deteriorate the absorbing performance. Since shock absorber performance varies with different gas-oil ratio caused by gas-oil leakage, this will be another crucial area of data-point assessment. Since the NP-2’s nose landing gear is comprised of the shock strut, drag brace, launch bar and power unit, all these major structural elements will be subjected to gruelling usage in order to determine their maximum operating limits. Presently, the landing gear assemblies of all fourth-generation naval MRCAs are built from Aermet 100 high-strength non-stainless steel, which is known for its damage tolerance and resistance to crack growth. However, this alloy is highly susceptible to both corrosion and hydrogen embrittlement, which can lead to stress corrosion cracking (SSC). This sensitivity makes SSC the primary failure mechanism for landing gear—a failure that often causes significant collateral damage to the aircraft, even though the failure usually takes place while it is parked. As a result, a number of aircraft components, such as landing gears, require a costly cadmium coating process to protect against corrosion. Cadmium, a known carcinogen, represents significant environmental risks in both primary manufacture and at MRO facilities. Eliminating this coating process thus has a tremendous potential for reducing long-term maintenance costs and eliminating environmentally hazardous processes. The US Navy is now experimenting with Ferrium S53 steel that provides much greater resistance to general corrosion and to SCC; excellent resistance to fatigue and to corrosion fatigue; and high hardenability. Its resistance to general corrosion is similar to that of 440C stainless steel, but it has much greater fracture toughness.
Next, a US Navy Carrier Suitability Test Team will audit all the data-points obtained from the CCT and its experience in developing and maintaining carrier-borne MRCAs will be most useful, since the IN wants to replicate almost all those flight-safety-related features that are now finding their way on board all US Navy carrier-based MRCAs. One such feature is the US Navy’s latest Maritime Augmented Guidance with Integrated Controls for Carrier Approach and Recovery Precision Enabling Technologies (MAGIC CARPET), a software package that makes a carrier approach nearly as routine as a runway landing. The system works with the carrier-based aircraft’s autopilot to maintain the approach using ‘direct lift control’. In other words, once the pilot sets the glide angle of the approach, it becomes the ‘neutral’ setting for the controls. The autopilot then tracks the position of the flight-deck, adjusting the throttle, flaps, ailerons, and stabilisers to keep the flight path and AoA on point. Instead of maintaining continuous pressure on the stick and making myriad inputs before landing, the pilot can instead relax. Any adjustments he/she does make are incorporated into the autopilot settings. However, the system is not fully automated, and pilots remain in control. MAGIC CARPET just simplifies the descent. And because it augments existing flight-control systems, it does not require hardware modifications.  Pilots typically perform 300 corrections to their flight-path in the final 18 seconds of an approach. MAGIC CARPET drops that between 10 and 20. Beyond reducing stress, MAGIC CARPET also minimises the time and effort needed to train pilots for carrier deck landings, thereby allowing more time for tactical training. It also reduces the time and money spent on manoeuvring aircraft carriers into ideal landing positions. Lastly, the fewer aborted landings saves fuel, and fewer hard landings saves wear-and-tear on aircraft.
NLCA Timeline
July 6, 2010:The first NP-1 prototype is rolled out.
April 27 2012:NP-1 makes its maiden flight, nine years from the sanction of the programme.
2013: SBTF is built by Goa Shipyard Ltd along with the construction arm of DRDO CCER & D (W) Pune. Restraining Gear System (RGS) installation also successfully completed.
December 19, 2014:NP-1 takes off from the SBTF for the first time, piloted by the IN’s Chief Test Pilot Cmde Jaideep Maolankar of the National Flight Test Centre (NFTC). It was planned to have a minimum climb angle of 5.7 degrees for the first launch. However, there was an unexpected bonus in terms of excess performance and the actual minimum climb angle was in excess of 10 degrees. The AoA after ramp exit reached 21.6 degrees.
February 7, 2015:NP-2 prototype takes to the skies in Bengaluru, flown by Captain Shivnath Dahiya from the NFTC, who ensures that the 35-minute maiden sortie is smooth. NP-2 has been customised (plug & play) to incrementally accept modifications for landing aids like LEVCON Air Data Computer, Auto-Throttle, and internal/external AoA lights. NP-2 is the lead aircraft for AHS integration.
January 24, 2017: The IN releases a RFI for procurement of approximately 57 multi-role carrier-borne fighters (MRCBF) for its future aircraft carriers.
December 2, 2017:Then Chief of the Naval Staff Admiral Sunil Lanba states that the IN is scouting for another carrier operations-compatible MRCA besides the MiG-29K, since both the existing NLCA Mk.1 and the projected NLCA Mk.2 lack the payload required to be effective when operating from an aircraft carrier.
September 19, 2018:NP-1 takes off from the Ski-Jump and then makes an arrested landing at the SBTF in INS Hansa, Goa. The same day, NP-2 accomplishes the same feat.
October 19, 2019: At the Indian Defence & Aerospace Summit, Chief of the Naval Staff Admiral Karambir Singh reveals that the IN wants ADA to develop a Twin-Engine Deck-Based Fighter (TED-BF) with MTOW of 25 tonnes.

New Weapons Showcased At RDP-2020

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ADTCR of Indian Army’s ADC & RS
The ADTCR is the Army version of the Indian Air Force’s (IAF) gapfiller Ashwini MRSR.
The Ashwini is in turn networked with the IAF’s Arudhra MPR through the IACCCS system.
ASAT Missile
Short-Span Bridging System
Upgunning Elements of OFB-Built 8.4-Tonne Sharang 155mm/45-Cal Towed Howitzer

DEFEXPO 2020 Expo Highlights-1

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