It’s no secret that the Indian armed forces are in dire need of modernisation. Given the piecemeal nature of military acquisitions, convoluted and time-consuming bureaucratic procedures, painfully slow decision making and shrinking budgetary allocations, it is inevitable that inductions take place only in fits and starts. This often allows critical shortfalls to develop. And one of the most striking current deficiencies in major systems, one that afflicts all three services in some measure, is a shortage of modern helicopters.

The Comptroller and Auditor General (CAG) of India noted that the assets of the Army Aviation Corps (AAC) have aged unacceptably. In December 2015, it pointed out that of the 181 Cheetah/Chetak light utility helicopters (LUH) held by the AAC, 51 were over 40 years old and 78 were approaching 40. Although these vintage helicopters, licence-built by the Hindustan Aeronautics Limited (HAL), were approved for de-induction in 2002, they remain in service. The Indian Air Force (IAF) too operates these helicopters in large numbers while the Indian Navy and Indian Coast Guard have smaller fleets, adding up to about 430 in all. Their intensive operation despite their advanced age takes a heavy toll.

The CAG observed that since 2002, 23 Cheetah/Chetak helicopters held by the Army had met with accidents. The figures for total military rotorcraft mishaps are much higher. Defence Minister Manohar Parrikar stated in Parliament on December 1, 2015, that the overall loss of all types of helicopters of the three services over the past five years was 30. “The main reasons for the crashes were technical defects and human error,” he elaborated. These crashes have reportedly claimed over 50 lives. And while many accidents occurred on Cheetah and Chetak helicopters and the IAF’s older Russian-built models, some of the more recently acquired HAL advanced light helicopter (ALH) Dhruv and even the latest Russian Mil Mi-17V5 were also involved. In short, the need for new military helicopters is urgent.

Just how many helicopters does India need over the next decade? Various estimates indicate a figure of 1,200, in any case, not less than 800. Therefore, multiple strategies must be adopted including imports, licence-manufactured, indigenous design and production and joint ventures with global OEMs. Thankfully, in pursuance of its ‘Make in India’ campaign, the government is taking steps to produce the bulk of these in the country.

HAL’s Efforts

HAL has been in the business of rotorcraft design and manufacture for many decades, but is yet to venture into medium helicopters. Therefore, all the IAF’s medium helicopters like the Mil Mi-8 and the Mil Mi-17V5 are imported. Russia recently completed supply of 151 Mi-17V5s to the IAF and a deal for another 48 is under discussion. In September 2015, India signed contracts with the US for purchase of 22 Boeing Apache AH-64E attack helicopters as well as 15 Boeing CH-47F Chinook heavy-lift helicopters. The AH-64E is the world’s most advanced attack helicopter and will replace the IAF’s older Mi-25 and Mi-35 gunships. The CH-47F will replace the IAF’s Mi-26 heavy-lift helicopters. These should start arriving by 2019.

When it comes to light helicopters, HAL’s production record is much better, beginning with several hundred licence-manufactured Chetak (Aérospatiale SA316B Alouette III) and Cheetah (Aérospatiale SA315B Lama) helicopters. Since 2002, HAL has been producing ALH Dhruv that it designed and developed and it has already delivered a couple of hundred of these to the three services and other customers. HAL also decided to produce an armed version of the Dhruv, christened Rudra. The Rudra, also known as ALH-WSI or ALH Mk-IV, is the country’s first indigenous armed helicopter. HAL has orders for 76 Rudras – 60 for the Army and 16 for the IAF.

This is the 75th year of HAL’s existence during which it hopes to attain two major milestones on the road to self-sufficiency. One, the maiden flight of its indigenous LUH is expected shortly. It will have an operating range of 350 km and payload capacity of 500 kg at sea level, dropping to 75 kg at its ceiling of 6,000 m. Field trials are expected by the year end, final operational clearance (FOC) by 2017 and launch of series production in 2018. Of the 187 machines ordered, 65 are for the IAF and the rest for the Army, with deliveries scheduled to be completed by 2024-25.

Secondly, HAL’s 5.8-tonne indigenously designed and built multi-role light combat helicopter (LCH) is expected to obtain FOC in the coming weeks. According to HAL Chairman and Managing Director (CMD) T. Suvarna Raju, the “LCH is the only attack helicopter which can operate at 10,000 to 12,000 feet altitude with considerable armament load.” Weapons trials are planned later this year. In January, Prime Minister Narendra Modi laid the foundation stone of HAL’s new military helicopter production facility in Tumakuru, 74 km north of Bengaluru. In another decade, India’s three services could be flying over 600 indigenously designed and built helicopters.

Kamov Comes Calling

With HAL already struggling with four types of helicopters under production, its plate is noticeably full. Thus the government has been trying to conclude a deal with a reputed foreign OEM to open a second assembly line for indigenous manufacture. In 2003, a request for proposal (RFP) was issued for the acquisition of 197 LUH for the Army and the IAF. This came to naught and a new RFP was floated in 2008, changing the nomenclature to reconnaissance and surveillance helicopter (RSH) programme. The RFP was again reissued in 2009, but cancelled in 2014 – a telling illustration of the perils that lurk in the path of India’s military acquisitions.

In May 2015, the Defence Acquisition Council (DAC) approved a Russian proposal to manufacture 200 Kamov Ka-226T light helicopters at a cost of Rs. 6,500 crore. While about 50 helicopters will be bought off-the-shelf for speedier induction, the rest will be licence-produced in the country in nine years through a joint venture that includes Russian Helicopters and HAL. The Kamov design bureau is part of Russian Helicopters – a company that dominates the helicopter market with 8,500 of its rotorcraft flying in over 100 countries and constituting about one-fourth of the global military helicopter fleet. Kamov may also seek to modify the Ka-226T to meet another requirement for 123 Indian naval utility helicopters (NUH).

The Ka-226T is a powerful, light multi-role helicopter that, in addition to meeting high safety standards, boasts incredibly precise hovering ability, excellent manoeuvrability and is very easy to fly. It features a modular design and can be delivered in a variety of configurations. While the passenger model carries seven, the transporter can lift one tonne internally. It is powered by twin 580 hp FADEC-equipped Arrius 2G1 engines manufactured by French company Turbomeca which enables the helicopter to land or take-off safely if one engine fails. The coaxial main rotor system and absence of a tail rotor not only makes it safer on the ground and in the air, but also makes it possible to use the Ka-226T in spaces with limited room for manoeuvre, as the fuselage does not extend beyond the area swept by the rotors.

The IAF would have welcomed a private sector partner for Russian Helicopters to compete with HAL, but ultimately HAL was selected. The Russians ostensibly feared intellectual property loss if they partnered a non-state company and they could not identify a private party with experience in helicopter manufacture. Strangely enough, HAL will now make the Ka-226T and LUH that fall in broadly similar categories, effectively competing with itself. But HAL is only the lead integrator and hopefully will include one or more private sector players too. The Ka-226T contract includes full life-cycle and integrated support, the absence of which has soured many previous Indo-Russian deals.

Make in India?

Currently the ‘Make in India’ requirement of building 50 per cent of the Ka-226T in India is emerging as a major challenge. According to the agreement, Russia must only indigenise Russian components, whereas the Indian Government will have to negotiate with Turbomeca for the engines and with other global suppliers for the helicopter’s avionics and other key systems. The process may not be smooth. India’s Bharat Forge is likely to tie up with Turbomeca to assemble the engines locally.

India is one of the largest defence markets in the world, but only as an importer. Indeed, it was the world’s largest arms importer from 2010 to 2014, accounting for 15 per cent of the global total. And even the 30 per cent indigenous production is often mere licensed assembly. For instance, engines, the most expensive part of any aircraft, are almost entirely imported.

That may change with HAL recently tasked to design and develop the 1,200 kW Hindustan turboshaft engine (HTSE-1200) which can be used for the LUH and LCH in twin-engine configuration. According to Defence Minister Parrikar, India requires between 4,000 and 6,000 helicopter engines over the next 15 to 20 years, so if this engine is successful it can help HAL capture a large slice of the market.

While HAL’s helicopter ambitions and the major Kamov project are in the news, there are some rather more modest endeavours that may be scaled up in future. For instance, in July 2015, Boeing and Tata Advanced Systems (TASL) announced the setting up of a joint venture in Hyderabad to manufacture aero-structures for the AH-64 Apache. TASL already makes cabins for Sikorsky’s S-92, a twin-engine medium-lift helicopter for civil and military roles. Indeed, helicopters offer an attractive route for private industry to get into the act and provide a boost to ‘Make in India’.

The revised Defence Procurement Procedure (DPP) due in April is expected to give preference to a new category called ‘Buy Indian – Indigenously Designed, Developed and Manufactured (IDDM)’, underscoring the importance of genuine indigenisation. Although private industry will have to rely on licence-production under the guidance of a foreign OEM, to begin with, it could conceivably fulfil the IDDM criteria later.

If the various measures introduced bear fruit, especially the welcome efforts to encourage indigenous production, there may soon be a sea change in the supply of military helicopters in the country. And hopefully the crippling shortages of today will never recur.