The first batch of pilots and observers in the UK for Sea King conversion training.
A second batch of pilots and observers returned after conversion training in the UK on 15 October 1971 and all six Sea Kings were soon in India, INAS 330 forming part of the Vikrant's air group along with INAS 300 and INAS 310. However, the Sea Kings were disembarked during the December 1971 war, being based at Bombay to carry out round-the-clock anti-submarine patrols off the strategic harbour.
Admiral SM Nanda, CNS at the commissioning of INAS 330 at Cochin
The Sea King was considered eminently suitable for the Indian Navy's requirements and a second batch of six Mk.42s was ordered, delivery being completed in 1974. A second Sea King squadron, INAS 336, (Flaming Arrows) was commissioned on 9 December 1974 at INS Garuda, Cochin, becoming the 'standby' squadron for the Vikrant and also the conversion training unit. The last two of the Leander-class frigates built at Bombay, the INS Taragiri and Vindhyagiri, were designed to carry a Sea King (instead of the Alouette III) helicopter each and, accordingly, in June 1977, orders were placed for three Sea King Mk.42As, with Canadian-developed Recovery Assist Traverse (RAST) gear for deck haul down capability, permitting operation of these10-ton helicopters from such small warships at sea.
In fact, the Indian Navy had pioneered and perfected such a concept, creating multiple 'mini' aircraft carriers in the bargain and bestowing great force multiplication. Then Commodore Ram Tahiliani, Director Naval Air Staff, worked closely with the two officers in-charge of the project, Captain Biloo Chaudhury and Cdr Joe Bakshi, and after developmental trials, the first Sea Kings were not only neatly embarked on the aft deck of these Leander-class frigates but two Sea Kings each were accommodated on the newer warships being built for the I.N. at various Indian shipyards. The legendry Russian Admiral Gorskhov was actually winched down in a Sea King on an I.N. frigate during one of his not infrequent visits to India and was mightily impressed.
The Westland Sea King had proved an extremely useful ASW weapon-system and the Indian Navy planned further acquisitions. As a follow-on to the Leander-class frigates, Magazon Docks at Bombay started a building programme of the Godavri-class frigate, an enlarged, Indian developed version, designed to embark two Sea King helicopters, both of which could be accommodated in the enlarged hanger on the aft deck.
Sea King Mk.42B onboard INS Viraat
To meet requirements of the Godavri-class and also supplant the earlier Mk.42s, which had seen two decades of service, the Sea King Mk.42B was selected. Based on the RN's Sea King HAS Mk.5 with updated ASW equipment and the Advanced RR Gnome H. 1400-IT engines, the IN ordered 12 Sea King Mk.42Bs in July 1983, with options for eight more (duly converted). The Sea King Mk.42B anti-ship/anti-submarine helicopter featured the MEL I-band Super Searcher radar, GEC-Avionics, ASN-902 tactical sonobuoy processor, Sintra-Alcatel HS-12 panoramic dipping sonar, Chelton 700 sonics homing unit, Marconi Hermes ESM and a Louis Newmark automatic flight control system. The main surface weapon was the BAe Sea Eagle long-range anti-ship missile or, for sub-surface targets, homing torpedoes, depth charges, sonobuoys and marine markets.
Westland Sea King Mk.42B (Photo by Angad Singh)
Owing to protracted development of some of the advanced equipment and their integration, deliveries of the Mk.42Bs were delayed, but the bulk of these arrived by sea in late 1989. The first five Mk.42Bs completed acceptance trials at the intensive Flying Training Unit, the first two going to INAS 336 at INS Garuda, for training of pilots and observers. Some 40 former Sea King Mk.42 aircrew were trained in the UK, but training courses were shortly all conducted in India. The Indian Navy also ordered six Sea King Mk.42C Commandos, being the utility transport version the Advanced Sea King, without the MEL radar, but incorporating a nose-mounted Bendix RDR 1400C radar. The Mk.42Cs were divided between the Western and Eastern fleets, operating in support of the newly-raised Indian Marine Security Force (IMSF), with one Mk.42C embarked on the LST INS Magar. The Mk.42Cs were soon to be in action in Sri Lanka during 1987 and off the Maldives in November 1988, when Indian Marines were flown in to capture a mercenary ship on the high seas.
Sea King Mk.42C returning to IN aircraft carrier (photo by Captain Navtej Singh)
However, following the pattern of operating both British and Soviet equipment as an integral part of the overall ship-aircraft system, the Indian Navy also received a sizeable Soviet ASW helicopter component. Five Kashin-class guided-missile destroyers were ordered for the Indian Navy in the late seventies, with each embarking an anti-submarine helicopter as an integral part of the ship's weapon system. Accordingly, eight Indian naval aircrew were sent to Kacha, near Sevastapol in Soviet Georgia, for conversion training during 1980. Seven Kamov Ka-25s were on order, all being ex-Soviet Navy and these (IN 571-577) formed the equipment of the new INAS 333 (Eagles) commissioned in December 1980. Each operated by a two-man crew, the Ka-25s had search radar, dipping sonar in the cabin rear and a canister of sonobuoys externally, and could carry a homing torpedo plus depth bombs. The Ka-25s were essentially for ASW, with secondary surveillance and SAR duties. Endurance was three hours, but limited night and all-weather sonar-dipping capability resulted in the Soviet Navy progressively replacing the Ka-25 by the far more capable Ka-27. The Indian Navy did likewise, ordering the export version of the later Kamov helicopter, the Ka-28, for operation from the latest Kashin-class GW destroyers, the INS Ranvir and Ranijay, and also eventually to supplant the Ka-25s aboard other vessels.
Four IN aircrew were given conversion training on the Ka-28 at Kacha, HQ of the Soviet Black Sea Fleet, from mid-August 1985, each crew comprising pilot, tactical co-ordinator and ASW operator. The INS Ranvir was commissioned in May 1986 at Poti, and the first IN Ka-28 (IN 581) embarked on this warship in July off Sevastapol, the ship then sailing to Bombay via Varna, Athens, Port Said and Aden, to arrive at its home port on 20 August. A total of 13 Ka-28s were ordered, including three equipped for the tuitional task. The first of the trainers arrived at INS Hansa in Goa on 1 July 1989, all conversion training thereafter taking place at this base.
Kamov Ka-28 at INS Dega, Vizakapatnam (Photo by Angad Singh)
The Ka-28 was considered a quantum jump ahead of the Ka-25 in terms of ASW capability and versatility, with an endurance in the ASW mode for over four hours. There is no commonality between the two types, the Ka-28 representing a 20-year technology leap, being equipped with advanced sensors, search radar, computers, dipping sonar, data-link and MAD equipment. The lower-centre fuselage houses sonobuoys, attack torpedoes and depth charges. The two TV3-117BK engines each of 2,225 shp, drive contra-rotating blades which have been shortened in length by comparison with those of the Ka-25 for better manoeuvrability on deck.
INAS 339 (Falcons) which initially operated Sea Kings, were re-equipped with the Kamov Ka-28s in May 1993, moving from INS Kunjali to INS Hansa thereafter. In 2004, the first Kamov Ka-31 AEW (Airborne Early Warning) helicopters were received by the Navy and these too were allotted to INS 339 which has a triple role : ASW, AEW and operational conversion training.
Kamov Ka-31 in hover (photo by Captain Navtej Singh)
The Ka-31 is fitted with a NIIRT E-801M Oko (Eye) airborne radar, with the 6 x 1 metre planar array mounted beneath the fuselage. The 200-kg array is stowed flush to the fuselage for take-off and landing, only unfolding once the helicopter is above a certain speed and altitude. Once deployed, the radar can conduct a 360-degreee mechanical scan every ten seconds, and is able to simultaneously track up to 40 air-borne or surface threats. Detection ranges for fighter-sized targets are well in excess of 100 krn, while warships can be detected out to the radar's horizon. Capable of operating between 200-300 km from a parent ship, the Ka-31 significantly extends the air-and-sea picture of a fleet. Target co-ordinates, speed and heading can be transmitted via encrypted data-link to a ship or shore-based command post. Although typically based on the frigates that they were delivered with, the IN now operates 14 Ka-31s, freeing up several to fly from other capital ships, including Vikramaditya.
Kamov Ka-31 with radar antenna deployed (photo by Captain Navtej Singh)
With the increasing requirement for helicopter pilots, a training unit was commissioned at INS Garuda on 15 September 1971 as INAS 561, with four Hughes 300C helicopters and two Alouette Ills. The light Hughes 300s were phased out in the mid-1980s, and the present INAS 561 has half dozen HAL Chetaks for the training task at INS Rajali in Arakkonam.
In April 2007, the Indian Navy inducted the large amphibious transport vessel (or landing platform dock) USS Trenton (now INS Jalashva) along with six SH-3 helicopters which are embarked on this large ex-USN warship. This has considerably augmented the IN's strategic sea-lift capabilities and at a displacement of 16,900 tonnes, became its second largest warship after the aircraft carrier.
The versatile but aging Sea King Mks.42/42A were finally retired from service in the IN some decade back and its replacement particularly for ship-based application, has not been forthcoming, inspite of the Navy’s urgent follow ups.
Indian Navy Sea King Mk.42C during exercises with the fleet at sea
Critical requirements : the NMRH and NUH
As per the Navy’s Maritime Capability Perspective Plan (MCPP) as guiding document, some 300 new helicopters are to be acquired by the Indian Navy, the majority of them being the long awaited Naval Multi Role Helicopter (NMRH) which is required not only for replacing the phased out Seaking Mk.42/42A in various roles but to meet the increased requirement for ship-borne helicopters of this type. The selected helicopter would be mainstay for the Navy’s anti-submarine, anti-ship warfare and allied tasks, the case for which was first initiated in 2002 and the acceptance of necessity (AoN) accorded by the Government of India on 13 August 2005 under the ‘buy’ category. To meet its comprehensive requirements, the Indian Navy has projected the need for 123 NMRH, comprising 90 for the anti-submarine warfare task and 33 for ‘Special Operations’, planned to be progressed under the ‘Strategic Partnership’ model, to meet the requirement during the period 2025-2050.
Sikorsky MH-60R, originally LAMPS Mark III Block II Upgrade
The three shortlisted helicopters were Sikorsky’s S-70B Seahawk, NH Industry’s NH-90 and US Navy International Programme Office (NIPO) MH-60R, which is a Lockheed Martin programme originally known as “LAMPS Mark III Block II Upgrade’.
The MH-60R was originally known as ‘LAMPS Mark III Block II Upgrade’ when development began in 1993. Two SH-60Bs were converted by Sikorsky, the first of which made its maiden flight on 22 December 1999. Designated YSH-60R, they were delivered to NAS Patuxent River in 2001 for flight testing. The production variant was redesignated MH-60R to match its multi-mission capability, using the same airframe as the S-70B but with major upgrades to its cockpit and avionics plus modifications to the tail wheel to ease handing on a ship deck. The MH-60R was formally deployed by the US Navy in 2006.
The first RFP was retracted on 12 January 2007 as all OEMs were considered “non-complaint” at the technical evaluation stage itself, relating to the maximum all up weight (AUW) and endurance for the ASW task. A second RFP was issued on 29 August 2008 which was once again responded to by the same three OEMs, the bid of NIPO however being rejected as this was considered to be a ‘hybrid case’ with respect to the procurement procedure. This was attributed to the takeover of Sikorsky aircraft by Lockheed Martin which impacted on price negotiations as the MoD’s Commercial Negotiation Committee had to deal with new management.
The US Administration, reportedly offered the S-70B Seahawk to India under G2G, also regarded as a foreign military sales programme. At the same time, the commercial bid of NHI was returned ‘unopened’ owing to extraneous reasons and the DAC directed that this case now be progressed solely with Sikorsky and price negotiations thereafter commenced, Sikorsky offering its best and final offer on 1 June 2016, which expired on 30 September 2016, with the OEM expressing inability to extend the validity of its commercial bid any further. This dilemma was compounded by the CNC then recommending retraction of the RFP itself referring to the higher price compared to the ‘bench marking’.
However, as the requirement to induct the NMRH was considered ‘critical’ the Defence Minister’s approval was sought to progress negotiations for one of the two options, in effect clearing procurement of 24 MH-60R helicopters through the FMS route, these including eight helicopters under the option clause. Several warships commissioned after 1997, including the INS Delhi and Brahmaputra, Shivalik-class, Kolkata-class, Kamorta-class and the aircraft carrier INS Vikramaditya have been operating without integral air ASW capability which has adverse impact on war fighting potential of the Fleet.
Just 10 days before the long awaited 2+2 India-US strategic dialogue on security, on 25 August 2018 the Defence Ministry’s DAC approved procurement of 24 Lockheed Martin-Sikorsky MH-60R (‘Romeo’) multirole helicopters for reported Rs 13,000 crores from the US under G2G contract with other helicopters, missiles and advanced towed artillery gun systems.
The G-to-G deal for 24 MH-60Rs will give the Indian Navy some relief even as acquisition of the 123 follow on helicopters of this type is to be executed under the ‘strategic partnership model’, with a global tender expected to be floated in 2019. These NMRH are to operate not only from the indigenous aircraft carriers (IAC) but also the present INS Vikramaditya, and various destroyer-types (Delhi-class, Kolkata-class and Visakhapatnam-class) and equip the Marine Commando Flight currently operating Seaking Mk.42Bs and UH-3Hs, the latter on INS Jalashwa, the amphibious transport dock.
Naval Utility Helicopters (NUH)
Equally urgent is need to meet the Navy’s requirement for utility helicopters (NUH) to supplant its present, and obsolescent, single-engined HAL Chetaks (Alouette III) which have been in service for nearly half a century. Hindustan Aeronautics Limited (HAL) had originally obtained a licence to construct the Alouette III from the OEM in France, known in-country as the Chetak, which HAL produced at their Helicopter Division facilities in Bangalore. An excess of 300 units were built by HAL, the company upgrading this light helicopter and continuing low rate production for various air arms in India over several decades. The HAL Chetak continues to serve with all branches of the Indian Armed Forces, including the Army, Navy, Air Force and Coast Guard, the IN having inducted some 80 examples of this versatile light helicopter, including for the MATCH (Medium-Range Anti-Submarine Torpedo-Carrying Helicopter) role. The versatile Chetak has been utilised for SAR duties, communication, light stores transfer at sea, and deployed on board the Navy’s fleet tankers services, survey ship, Nilgiri (Leander)-class frigates as also serving as plane guard on board the aircraft carriers.
The Naval Light Utility Helicopter (NUH) is planned as a replacement for the HAL Chetak and proposed to be a light weight, twin-engined, wheeled version. The Government accorded an acceptance of necessity (AoN) for 56 NUH on 6 August 2010 to meet the immediate requirement of the Navy, the RFP then issued to eight OEMs of which Eurocopter (heirs to the original Aerospatiale) and AgustaWestland Helicopters (AWHL), responded with technical bids opened on 4 March 2013, the evaluation commencing shortly thereafter. However, owing to extraneous reasons the RFP issued on 3 August 2012 was withdrawn on 13 October 2014 as it had become a ‘Single Vendor’ situation.
On 29 August 2014, the Ministry of Defence directed that, in order to balance both the criticality of the requirement as also serving the country’s strategic interest, the RFP for light utility helicopters for the for both the Army and Navy was to be re-initiated and the Navy directed to initiate a new proposal under the ‘Buy and Make (Indian)’ clause of the prevailing Defence Procure Procedure (DPP). In early September 2014 the MoD met to determine the way ahead for meeting the requirement of light utility helicopters but considering the Navy’s particular requirement of having a utility helicopter with twin-engines for safety at sea, folding blades to facilitate hanger-storage on board ships and wheeled configuration fir ease of deck operations the Navy was to proceed independently and separately from the requirements of Army and Air Force.
Airbus Helicopters AS565 MBe Panther
The Navy’s specification for its NUH is that it should be twin-engined, under 5-tonnes AUW have flotation gear, wheeled landing gear with folding blades and able to carry a torpedo. Helicopter types could include the AS565 MBe Panther Bell 429, Super Lynx 300, S-76D and Ka-226 while the SPs reportedly include the Tata’s, M&M, and L&T, although HAL could also participate.
111 numbers of the NUH are required, the case to be progressed under Chapter VII Amendment of DPP 2016 where an enforced project Committee, headed by a three-star Admiral and Joint Secretary Rank officer of the MoD would issue the ‘expression of interest’ to selected OEMs and the same time identified strategic partners (SPs) after which the DAC would clear the next step by March-April 2019.