NEWS
Hindustan Aeronautics Limited (HAL) has decided to rope in an international partner for the design and development of the much needed ab initio turbo trainer for the Indian Air Force (IAF) and the Indian Navy. HAL has issued a Request for Information (RFI) to a number of companies, including Embraer (for the Tucano), Pilatus (PC-21), Raytheon (T-6 Texan), Finmeccanica (M-311), Grob Aircraft Company (G-120TP) and Korea Aerospace Industries (KT-1). The RFI is for 200 aircraft, with HAL being the sole worldwide manufacturer. The proposed trainer, Hindustan Turbo Trainer-40 (HTT-40), will replace the HAL-designed Hindustan Piston Trainer-32 (HPT-32). Deployed by the IAF and the navy since 1984, the HPT-32’s reliability has always been in question.

VIEWS
Indigenous development of the first basic trainer aircraft for the IAF, the piston engine Hindustan Trainer 2 (HT-2), was successfully undertaken by the HAL in the 1950s. Of simple design, the tandem-seat HT-2 had a profile somewhat similar to the British trainer aircraft Bulldog and served the IAF for over four decades. The HT-2 proved to be a sturdy aircraft but demanded high levels of skill on the part of the trainee pilot. Only the best were able to cope.

In 1984, the HT-2 was replaced by the HPT-32. Another product of indigenous effort, the HPT-32 was similar in appearance to the highly successful Italian SIAI Marchetti SF 260M. Although endowed with easy handling qualities, the HPT-32 had a troublesome mismatch between the airframe and the engine in respect of the fuel system, often leading to engine stoppage in flight.

Along with the HPT-32, HAL made a failed attempt at developing indigenously a basic turboprop trainer, the Hindustan Turbo Trainer 34 (HTT-34). As the design fell well short of the requirements of the IAF, the project was eventually shelved. Compared to the HPT-32 currently in use, the qualitative requirements spelt out for the new basic trainer are reportedly far more elaborate. The new trainer is required to have a larger operating envelope, ejection seats, pressurisation, air-conditioning, glass cockpit, Head Up Display and state-ofthe-art navigational systems. Of the six recipients of the RFI, four—Embraer’s 312 Tucano, Pilatus’ PC-21, Raytheon’s T-6 Texan and the Korea Aerospace Industries’ KT-1—seem to be worthwhile products.

While HAL undoubtedly has the capability to produce a basic turboprop trainer indigenously measuring up to the aspirations of the IAF, it may take years to fructify. Critical as the requirement is and considering that the new aircraft needs to be inducted by 2013-14, the fundamental issue is time frame—and HAL’s track record in this regard does not inspire confidence. Admittedly, the HJT-16 (Kiran) project has been successful. However, its replacement, the HJT-36, designated as the Intermediate Jet Trainer, has not only been delayed considerably, the time frame of delivery to the user continues to remain uncertain, with serious ramifications for Stage II training. In this context, collaboration with a foreign manufacturer with proven design is undoubtedly an attractive option.

HAL’s decision reflects a significant departure from routine. This is perhaps the first time in the history of the IAF that its comrade-in-arms is seeking collaboration with a foreign company to produce an aircraft for military use. In the normal course, the IAF initiates dialogue with aerospace majors capable of meeting with the stipulated qualitative requirements (QRs) and have the potential for collaboration. HAL is then called upon to join hands with the selected manufacturer for co-development and production or direct production under licence. One instance is induction of the British Aerospace Hawk.