While both parties are rooting for their respective products, ultimately L1 could emerge as the decisive factor for the final selection. The good news is that many-faceted parameters such as reliability, availability, maintainability and life-cycle costs are included while determining the L1.

During the ongoing Budget session of the Indian Parliament, Minister of Defence A.K. Antony in a written reply in the Rajya Sabha on May 2, reiterated, “There was a need to replace the present fleet of Cheetah and Chetak helicopters in service with the Indian Army and the Indian Air Force (IAF). Proposals for procurement of 197 reconnaissance and surveillance helicopters (RSH) on ‘Buy Global’ basis and 187 light utility helicopters (LUH) under design and development project by the Hindustan Aeronautics Limited (HAL) for Army and Air Force are being progressed. The Finance Department has not raised objections regarding the trial process for selection. The proposal for procurement of RSH is progressing as per the provisions of the Defence Procurement Procedure (DPP).” He further stated that the indigenous LUH is at design and development phase.

There is little argument on the need for replacing the ageing Chetaks and Cheetahs. These old designs have consistently proven themselves for the past five decades in differing operating conditions including the exacting high-altitude operations. But the problem is that at their age, the safety margins have become pretty slim. The urgency for replacement of these excellent but increasingly outdated technologies was felt a decade ago with the first issuance of a request for proposal (RFP) in 2003 for the acquisition of 197 light utility helicopters from a foreign vendor through a commercial competitive process. But after four years of technical evaluations and field trials, for reasons well known by now and therefore not worth repeating, the entire process was scuttled.

The procurement process began again with the issuance of a new RFP in July 2008. This time around, the nomenclature was changed from LUH to reconnaissance and surveillance helicopter (RSH) programme. However, the service qualitative requirements (SQRs) essentially remained the same with most of the original vendors coming back into the competition with similar machines offered in the earlier programme. This programme is a part of the greater endeavour of the MoD to equip the armed forces with 384 light utility helicopters, 197 of which will be outsourced to foreign vendors and the remaining 187 to be built indigenously by the HAL. MoD appears to have followed the dual path of acquiring these helicopters in a foreign/indigenous mix, to balance both the time urgency factor as well as to give in to the HAL’s self-acclaimed capability of delivering a world class machine in this category. However, while accepting HAL’s claims, the MoD has specified a target date for each of the LUH’s milestones: building a mock-up; the design freeze; the first flight; initial operational clearance, and so on. The MoD has also stipulated that every time HAL misses a milestone; its order reduces from 187.

Creditably, so far the HAL has stayed comfortably ahead of the MoD timelines with a plan to beat the 2017 deadline for in-service induction by a full two years. It is now to be seen whether it can achieve the self-imposed deadlines of first flight in the current year; certification by 2014, and begin delivery by 2015. The big question is: can the HAL—by now blatantly notorious for not meeting the stipulated timelines—actually turn the tables for the LUH (also known as light observation helicopter (LOH)) programme?

And what is happening on the foreign acquisition front with a four-year-old RFP? The earlier dread of a possible yet again cancellation in 2010 thankfully subsided and the laborious acquisition process was allowed to continue. Two years later, the latest buzz indicates that AgustaWestland has lost out in the competition as they appeared to have brought a civilian version instead of a military version for the trials. Two helicopters: Eurocopter’s AS550C3 Fennec and Kamov’s Ka-226T have been shortlisted, having met the revised technical and operational specifications. Reports suggest that the process has reached the stage to be examined by the Technical Oversight Committee (TOC) whose job is to basically confirm that all previous procedures have been meticulously followed. It follows therefore, that the process should soon reach the stage for ‘opening the financial bids’.

Little wonder that both the European and Russian vendors have stepped up efforts to lobby for their respective machines. It is common knowledge that even reconnaissance and surveillance helicopters need to be capable of fulfilling various roles—personnel transport, escort and armed missions, casualty evacuation and observation. The three key expectations from a successful helicopter in this segment therefore are; manoeuvrability, versatility and, agility. Both parties are currently engaged in extolling the advantages of their respective platforms.

According to Rosoboronexport, the Ka-226T’s design is a refinement of the proven Ka-26, featuring interchangeable mission pods. The aircraft is fitted with a new rotor system, increased visibility nose, and new passenger cabin design. The Ka-226 also features a new transmission system and is made largely from composite materials. The aircraft is fitted with trademark Kamov coaxial rotors of advanced composite design, making the Ka-226 highly manoeuvrable and eliminating the need for a tail rotor. A significant competitive advantage of the Russian bid is that it is being offered together with a luring offset (yet to be disclosed) programme.