Sunday 9 July 2017

Creating an Indian Weapons Industry- the Total Matrix approach

Successful weapons development programmes require the united efforts of the Political, Bureaucratic , Armed Forces and the Technological Establishments ( POBAT) . Individually none of them have the capability to develop a suitable weapon but together, as always, the whole is greater than the sum of its parts. The sustained poor performance of the Indian weapons development programmes is a result of a situation where the first three have abdicated their responsibilities to the Technical Establishment. Contrary to popular belief ,Technology, Facilities and funding are not the main constraints to developing a viable weapons Industry. Thinking in terms of a Matrix, as used in Mathematics to solve complex multi variation problems, India is repeatedly failing because it is focusing on the Technical sub matrix whilst ignoring the other critical sub matrices. The pursuance of the above model for the past seventy years has resulted in India perhaps the fourth largest economy in the World being leading importers of Weaponry. This can be changed by the total matrix approach.
The Indian Space Research Organization  (ISRO is not the most well funded of  Space Organizations.The performance of ISRO has been entirely satisfactory on counts such as utility and contribution to the nation building process, professionalism and credibility. It has evolved its own philosophy and path without aping others and is arguably the most cost effective of all such organizations with particular skills in long range telemetry and control e.g.the Mangalyan project. ISRO has earned the grudging admiration of its peers which is rare praise indeed. Unfortunately the same cannot be said of its sister Organizations engaged in Weapons development.
To the Indian Citizen this great difference in results is baffling. On one hand we have brilliant results on a modest budget in an area that is literally “rocket science” and on the other hand we have “performance “so pathetic it has the dimensions of a swindle. We have projects that have lingered for years despite considerable funding. There have been suggestions of involving the private sector and that delightful (to the recipients!) panacea of increased funding. This is putting the cart before the horse. Funding and private sector are necessary but not sufficient. Unless Systemic changes are made, involvement of the private sector may lead to wastage of trust. This contrasting performance in Space Research and Weapons development can only be explained by viewing the problem as a Matrix.
The Matrix Approach
In Mathematics a matrix is a series of factors arranged in rows and columns. These factors are “weighted” according to the influence it has on all the other factors and are used to solve complex multi factor situations. The point of the Matrix is all the factors have to be solved to arrive at the correct solutions. The emphasis is to identify and adjust for all the factors irrespective of the “visibility” or importance of the problem.
The HF 24 project is a good example of what happens when some “small” factor in the matrix is ignored. The Government of the day wishing to develop a supersonic warplane paid due attention to all the major problems of developing a supersonic warplane in India of the Fifties. Foreign design leaders were recruited, factories and facilities were built up, funding to the tune of several tens of Crores was sanctioned, but there was a fatal “oversight”. Prof.Kurt Waldemar Tank, the Chief designer had chosen the Bristol B.Or.12engine for the HF 24. It was a decision which even with hind sight can be faulted. The chosen engine had good prospects of being selected by NATO for its light fighter programme. The Bristol B.Or.3 Orpheus were already under production at Bangalore. The Bristol Siddely Company had completed the bench tests and had flown the uprated B.Or.12 engine for 150 hours on a Sabre test bed and had asked for a further one crore  per year  to complete the certification. This was refused by someone! The immediate result was that the HF24 was doomed to having only 55% of its design installed thrust- and that too in a tropical country where thrust and lift are both significantly eroded by the temperature.  The HF 24 was an aircraft of which a respected UK journal wrote that if the HF 24 can meet its technical objectives it could find an enormous market amongst the world’s smaller air forces for fulfilling the demand for a low cost ground attack aircraft with a supersonic dash performance. The cost of the loss of this opportunity cannot be computed. The further move to remove the core German team of about six Designers in 1969 just as the HF 24 squadrons were being built up resulted in the expected IOC related problems not being tackled and the aircraft had  limitations of gun induced vibration of the cockpit and control locking problems. The decision not to fund the 2 crores resulted in severely curtailing the potential of the investment of crores. The reason for the decision which sabotaged the entire project could be many –  political disinterest after 1962, ignorance by the concerned Ministry,  “covert” marketing by the existing weapons supplier or sheer corruption but it illustrates the need of  for sustained “weeding” of apparently trivial issues even after major  decisions have been made..
The TSR 2 story
The story of the TSR 2 programme of UK in the 1960s is relevant because it shows the typical “soft” problems that beset the development of an advanced weapons system. There are excellent references about the often painful details but the summary is as given below.
In the late ‘fifties the UK wished to have a submarine launched nuclear deterrence system ( SLBM) independent of the USA. With hindsight such a need was preposterous and an overreaction to a nonexistent Russian threat.
Due to the anticipated delays in the SLBM submarines programme it was desired to have an aircraft based nuclear delivery system- the Tactical Strike Reconaissance 2 system.
The RAF which wanted to have  the aircraft set about getting the specifications as different as possible from the RN’s Blackburn Buccaneer subsonic carrier borne strike aircraft. The Table 1 shows the successive increases of requirements were all “justifiable” but added exponentially to the cost. The last straw was that the bomber was required to take off from a grass “Dakota” aircraft airstrip because it was felt that the existing runways would be bombed. Whilst justifiable to design a “soft field” undercarriage with balloon type tyres  requires more airframe volume as opposed to thinner higher pressure tyres that are sufficient for concrete runways This increases weight and cost ! It is not surprising undercarriage resonance was one of the major problems encountered during development.  More capability can be justified but it may break the camel’s back often technically but certainly always in terms of cost and time!
There was competition between the Navy and the RAF. The Navy wanted funds for its super carriers and saw the TSR2 as a competitor for funds. Lord Louis Mountbatten, the First Sea Lord, played a role in this which was subsequently described as “beyond the limits of propriety”. He discouraged the Australians, who were initially interested in the aircraft to counter a perceived threat from the Indonesians about the prospects of the TSR2 thus helping to kill off its export potential which could have brought down its unit costs.
The Americans played a role by offering the UK the TFX which at that time was not even ready. They then offered the Phantom both for the RAF and the RN. Here the British made the mistake of insisting on a british engine, the RR Spey and much British avionics. The subsequent redesign of the airframe was a heavens sent opportunity for the Americans to jack up quoted prices by about 30%. This will have relevance in the way we negotiate our “Make in India” programmes.
The UK Government, reorganizing the British Aviation Industry under pressure from the Americans, formed the BAC consisting of the former Vickers Weybridge works because it had experience in large airframes ( civil Viscount airliners it may be noted!) and the English Electric Warton works which had actually designed the aircraft and had been building the Lightning Mach 2 interceptor but gave the programme leadership to Weybridge! The time and energy lost in overcoming initial cultural frictions and rivalries wasted time and money.
The final and perhaps the most disgraceful act of the episode was that when the programme was eventually cancelled expectedly on grounds of cost the outgoing Labour Government ordered that not only would all  the 20 prototypes be destroyed or rendered unflyable but also the tooling and jigs were to be destroyed so that the project could not be restarted when the Tories came back to power! We in India condemn ourselves that we are unique in our chicanery!
The purpose of citing the above is to show that every country and not only India faces ‘subsurface” problems in the process of weapons development. The successful ones manage to solve them by painstaking diligence. as a National policy. Any of the components alone cannot do it and the old adage “The whole is greater than the sum of its part”!
It is necessary to illustrate what can be achieved by painstaking common sense from the example of France under De Gaulle who faced the identical problem of an independent nuclear strike force. France decided that the possession of the bomb was sufficient deterrence. A ‘viable” deterrence was adequate and affordable; an “unstoppable” deterrence whilst ideal was not. Accordingly they chose a much simpler profile of low altitude but not the terrain following tree top level of the TSR2 penetration and the aircraft was to operate from standard Armee d’l Air bomber bases. This simplified technical problems and costs. Accordingly they upscaled the proven Mirage 3 by 50% into a twin engine version using the same engines and much of the systems already proven. Led by Marcel Bloch Dassault with a team of fifty engineers and focusing on having the aircraft aerodynamics right,  the Mirage IV-01 prototype was flying within two years of signing of the contract. Though the aircraft was in every way technically inferior to the TSR 2 it fulfilled an identified need to a a tight timescale and budget. Such was the soundness of the decision and perhaps indicating how threats are routinely over assessed the aircraft was supposed to be in service for only ten years, the so called “inferior” solution,  actually remained in service for close to forty years.
To Indian readers there would be an uncanny similarity between the TSR 2 and what is happening in India. This is nothing to be surprised at rather it is that we should recognize that such problems are inherent in a democracy and having acknowledged the existence of the problem and acknowledging some additional problems as an ex-colonial country diligent efforts must be made to solve them. These problems are what constitute a sub matrix of the Indian Matrix.
The Indian Matrix.
Any weapons development programme will have a set of universal problems. These are Challenges of developing new technology, Inter services and intra services rivalry, Unrealistic assessment of threat etc.
There is usually a hidden sub-matrix of interactions on which any weapons development programmes run. These are, in India‘s case:
An overly powerful bureaucracy whose threat perception is: The Indian Armed Forces, Pakistan and then China -unfortunately -in that order of priority.
A political establishment, particularly post 1969 and the beginning of coalition politics, where political survival took priority over national interests.
Higher than usual levels of corruption which leveraged the ever present pressures   from the existing arms suppliers?
These resulted in efforts being vectored in different directions so the net vector was much smaller and weaker than sum of the efforts and resources put in.
Encouragingly however here have been very successful programmes run in the areas of missiles, sonars and radars, AWACs and helicopters. This would indicate that the malignant matrix is not overwhelming in strength. The pro and counter development strengths are in near equilibrium and corrections in even one of the above three could make significant changes in the situation. Corrections in all and we could surprise the world.
The malignant submatrix
It is said that a carpenter does not look at tree, he sees twenty chairs. Given the evident, long sustained and regrettable hostility between our bureaucracy and the Armed forces  our bureaucracy sees the demands for a mountain strike corps not only as complete waste of money on an unrealistic threat assessment but behind that lurks the fear of tanks clattering up the slopes of Raisina Hill. Not unrealistically, the Bureaucracy feels they would be the prime targets! They are therefore inimical to any suggestions from the Armed Forces for increases in effectiveness.
The Armed Forces ,long accustomed of getting a fraction of what the demand have made a habit of exaggerating threats and the consequent demands for funding. This is not granted and over the years of finally making do without, its credibility as an informed experts have been devalued.
The political element, habitually it seems, interested in its own personal well being has abdicated its role as the harnessers of these two powerful, competent and organized bodies resulting in bitterness and chaos. Indeed the possibility exists that the common ploy of playing of two very organized and powerful bodies to keep oneself in the seat may have happened.
All the above points can be discussed and debated but gives the crux of the real problem; the sub-matrix within the matrix. It is not funding and technical issues. ISRO is successful despite being literally “rocket science” but because much of this malignant sub matrix is not present in its sphere of activity.
Solving the Matrix.
Technical challenges are not the critical problems in Indian weapons development. All  serious technical challenges were met ,usually within time. Neither is funding. Though often used as an excuse never has a project actually ground to a halt solely because of running out of funds. There has been chaos because the political establishment failed to yoke the two others. This has resulted in each contender fighting its own perception of the problem with no respect for the others expertise rather than as a team working as a all arms battle group.
It is therefore not enough to form a CDS. That is a necessary secondary step. The relevant Ministries and the Armed Forces must be yoked to form a Weapons Development Group WADOG (by whatever name!). This task is cut out for the Political Leadership.
The benefits of a WADOG
Today we are shooting ourselves in the foot by trying to produce Weapons to International Brochure Specifications. It will take us no more than ten years to reach sanction free weapons capability.During this period the Armed Forces will suffer from covert sanctions to coerce us to continue imports. This is beyond the AFs competence and ability to resist.  The benefits of a Cabinet WADOG vis a vis of individual players as of now will be the following :
i)                    Clear, moderated, multi input identification of expected threats and their likelihood of requiring armed action.
ii)                  Planned action to contain such a threat
iii)                The National policy about our military posture for say the next ten years. It will f necessity be a defensive, tactical rather than any grandiose strategic global one.
This can only be done by the three (Political, Bureaucracy and the  Armed Forces PBAF) acting in coordinated concert with mutual respect for each other’s knowledge and competence. It is beyond the competence or the scope of any of the individual PBAF components to see the  full picture any more than the blind men could  “see” the elephant.
Once the likely threat and scenarios are identified and a realistic and curtailed war task is agreed with expert inputs from the PBAF the following consequences will flow.
i)                    Given the climatic and terrain conditions a significant two front threat is low in probability.
ii)                  The nature in warfare is different. Within limits of logic the defence of the Northern front will be labour intensive.
iii)                      Rather than numerical goals e.g. 45 squadron air force, address on priority the real       weaknesses which seems to be the tactical strike capability.
iv)                Nevertheless a large armed forces has a deterrent value well beyond the treasury costs
                  Toughness, the ability to continue to fight even after taking substantial losses can only come from a sizable force. It is necessary if not sufficient.
If the high level plans are carefully made we shall see realistic specifications emerging for our equipment. No country even super powers over equips its weapons as costs is always a constraint. The following examples will clarify.

Any American aircraft will have to cross either the Atlantic or the Pacific before it can fire it weapons in anger. To cross the ocean Flight refueling is a must. Even the AT 37, an aircraft in the same category as out HJT 16 Kiran has FR capability. Is it for us as a general requirement?
i)                    To stage from Hawai to Wake Island the distance is 2600 miles and Wake Island is only twelve miles long. This requires a navigation accuracy of .00024 radians. Striking Sukkur Bridge over the Indus (only as an illustration, please) from Jaisalmer is a distance of 150 miles. The accuracy required is eight times less and this can make the difference between possible and impossible.Much simpler less accurate equipment can be used rather than ransoming our capabilities to sanctions.
ii)                  The B2 bomber has an endurance of 40 hours and has a crew of 4.Any conventional crew oxygen system would add to size and reduce performance. The OBOGS become critical if not essential. For us its development should have been lower priority.
iii)                Western aircraft are routinely certified to +/-50 centigrad. This requires special engineering and materials. Given our anticipated theater of operations should we change the temperature certifications to + 50/ - 25?
iv)                 
The point of citing these examples is to state that we could, if the choice was between being sanction proof during the take off stage of our weapons development and importing then clearly a lower than international standard but adequate for our anticipated task has to be accepted by everyone. We can significantly reduce our immediate technical challenges and loads. The fixing of battle scenarios by is thus the critical first step.
The Decline of Force levels.
Any country wishing to develop its independent weapons industry will run in into a decline of its force levels . This is because the existing suppliers of weaponery will be loath to lose a lucrative source of income and influence. Soviet Russia in the early 1920s by decree destroyed its imported war equipment. Such drastic action would be inadvisable in today’s context but Iran’s maintaining of pre-Islamic revolution American weaponry for fifty years through war and peace is both a source of inspiration and knowledge. Equally relevant is the case of the Chinese. Between 1960 and 1986 the Chinese faced to actively hostile superpowers without blinking by relying on the huge size (which we have) and its nuclear deterrence ( which we also have) to buy time until its four modernizations were in place. Today the calm patient Chinese have moved forward to the power projection phase.
Summary
The present “fire and forget” style of weapons development has not worked and willnot work in a hundred years. The development of weapons independence will need the active and sustained collaboration of the four constituents of the POBAT and that too in an atmosphere of mutual trust and respect. This Cabinet must lead and ensure.
Left to the politicians alone they will ignore it till too late.
Left solely to the Bureaucrat the threat will be downplayed in the name of looking for seeking diplomatic solutions.
Quite understandably, the Armed Forces, acting alone, will over prepare for a worst possible scenario.
Left to the Technocrat we will have we shall a technical chaos – an enjoyable technical picnic but too often very little by way of timely hardware in service.
Yet the solution lies in the combined efforts of all the four above. An important side benefit  of a combined ops type POBAT/WADOG is that it will eliminate the ability of an isolated individual  or group to sabotage by taking a malignant decision.
The first task will be to realize that t5hat any attempts to become weapons independent will take about ten years and during this period the country will be vulnerable to various coercive measures from those who are presently supplying weaponry. Relying therefore on the passive deterrence of a large Armed Forces and the possession of nuclear weapons the groupmust identify and quantify the following:
i)                    Forewarned is forewarned; The intelligence gathering and analysis systems must be augmented to be the best  in the world.
ii)                  Identify the possible threat scenarios during this time and plans for their  resolution as a total combined package.
iii)                Discuss the military stance of the nation which will be generally dissuasive and defensive during this period of weakness.
iv)                Make a holistic assessment of the forces level required. For example theAir Force has a serious weakness in tactical strike and CAS. The LCA has to have priority over AMCA.
v)                  If needed prioritize development programmes across the services.
vi)                Bring into focus the real needs and specifications. The superpowers specifications are actually minimalist- for their needs. Our specifications must also be minimalist for our needs.
vii)              The reduced technical tasks will lead  to swifter completion of projects and we shall see a reduction of expenditure of individual projects.



Prof. ( retd. 2014) Prodyut Kumar Das has thirty years experience in the Industry.

References:
1.TSR2  McCelland T, Ian Allen 2010
2. Not much of an Engineer. Hooker, Sir.Stanley, Airlife 2010




Table 1
The growth of the TSR 2 specifications compared with the Mirage IVA

Aircraft
Role
Max. Speed
Min. Altitude
Radius
Airfield
TSR2 1st
Nuclear
M 1.3
330mts
350n.m.
Normal
TSR2-2nd
Nuclear /Conventional
M1.5
150 mts
500 n.m.
Normal
TSR2-3rd
Nuclear/Conventional/Recce
M1.7
50mts terrain following
600@M0.9
Grass Dakota
Mirage IVA
Nuclear
M1.7
Low altitude penetration, high altitude dash to target
1000n.m with FR
Normal


It would be clear to any engineer how much more difficult it would be to develop the TSR 2 in 1960s. It is little wonder that this superior solution was unaffordable and finally cancelled.

Saturday 25 February 2017

Falcon, Griffon, Tejas- Crisis and Opportunities


Ceremonial IOCs apart the date of the effective IOC of the LCA continues to be uncertain. The current bets are on for June 2017 but only the congenitally gullible will believe this. Worn out by overuse, these occasions usually mark not progress but the retirement of someone who had joined the project as a young man. The latest date for the Mk.1A given by the DRDO Chief is of significance.The Mark 1A’s first flight is given as 2018 with a completion of testing by 2021 and production starting from 2022. These dates, normal for a new project, indicate comprehensive redesign is required to make a Mk1 into a Mk.1A. New readers are referred to Vayu I/2015.
 The truth is that this LCA project has done more to reduce the frontline strength of the IAF than the two attempts by the Pakistan Air Force. Precisely for this reason if the LCA Mk1 was even half decent the IAF would be glad to have the forty Mk1s if only to work out its SOPs whilst waiting for the Mk1A. This was what the RAF did with the less than satisfactory Hunter Mk.1.This has not happened. The official rumour, as Sir Humphrey Appleby of Yes Minister would say is that the production is constrained by supply of composite parts produced by NAL. It will be noted that three  limited series (italics mine)  production aircraft LSPs 3, 4, 5 were turned out within a period of six months in 2010 i.e. So if the IOC 1 was not purely ceremonial we should have had at least 36 aircraft, admittedly hand built and admittedly below par by now. It would have given us something better than the Hawk as a close support aircraft in an emergency. The despair is that five years after an IOC the production rate is one per year and dates continue to remain uncertain. Given such, below is my unkind but perhaps not unreasonable assessment of the situation.
i)                    The IOCs etc are “Nautankis”- a form of rural folk entertainment often noted for not following of scripts.
ii)                  The aircraft has severe technical flaws and is unfit for service. No one can clear it for mass production.
iii)                Aircraft debugging is not some form of black magic. Is the problem cultural? I mention this because I have noticed this in the CAD/CAE Industry. When things do not come out right the people know what needs to be done but lack the faith and the energy to put it right on the actual product.
iv)           Or worst ,were the delays condoned so that things slid to imports?

The Prognosis
 The story is told of a RAF twin engine light bomber of WW2 whose engine speed governor required “a look at” every fifteen hours. Unfortunately the cowling had  for aerodynamic reasons not been provided with a suitable access panel and it was in one piece so the entire cowling had to be taken off. To take the cowlingoff first the propeller had to be taken off. In the LCA where the customer was kept at arm’s length to “fast track the project” (official “pomp” in the ‘90s, if I remember aright) serviceability related issues would be quite likely.
There have also been reports of an engine /inlet mismatch. This would be more serious at take off - at high speed the ram effect would help- so we have an engine which is giving less than max. thrust at take off. MTOW from standard fighter fields would be degraded. Recall that the LCA has operated so far from civil airfields. Does this tie up with the extraordinary keenness at this pre IOC stage- I am sorry I do not believe 45 squadron being raised- for a FR capability? That way one could take off with a lower load and then tank up on fuel once flying. Sounds ridiculous? So does two IOCs! It is disappointing that we could not get the intake reasonably right first time; Intake sizing is not rocket science. The shame and the pity is that this problem was sat on for sixteen years!
If the above prognosis is roughly right this is what needs to be done:
i)                 Presuming individual systems are working reliably the Mk1 airframe has to be stripped skin inwards of every system and frame and redesigned for weight improvement, inlet modification etc.
ii)               The airframe will then have to be re-engineered for ease of production, re stressed and tested for fatigue.
iii)             The systems have to be repackaged for and of servicing. This last means that on the ramp the armourers do not get in the way of re-fuellers and so on. The ballast weight has to be reduced to the minimum, perhaps less than 30 kg.
All this will take about two years  to get together and may be another two years to test so we are looking at four years from start date before we can think of producing in series. Assuming that the new government put pressure on by end of 2014 we are looking at 2018 for the first series production Mk1 and Dr. Christopher’s dates are right for the Mk.1A. Even though the Mk.1A’s dates are breathing down the neck of the  Mk.1’s, going directly to the Mk.1A is not the best because we still don’t know all the “gremlins” in the aircraft until it gets into some kind of normal service assuming of course that the Mk.1 can be IOC’d by 2018/2019.
The Crisis
Without doubt the biggest”enemy” to this project has been its progenitor organization which by delays and “unreliable” (and that is putting it very very mildly) promises has now caused a condition where two very good generically similar aircraft are on offer to be built in India. If we have two hundred Gripen Es or Super Falcons then the LCA will slip into the “why bother” category.  To avoid this we need firm and sustained political action. The order for the eighty three Mk.1As is welcome but it should be followed by larger orders for the  specialist versions.



The LCA and the MMRCA.  Drawing the boundaries.
There is little point in discussing here  the capabilities of the MMRCA contenders. In a way they are as with the Howitzers, as alike as peas in a pod. My view is that the even the most painstaking selection could be subject to parliamentary criticism or one could get the dumbest AC2 to pick a name out a hat and that choice could be logically defended! These are products which are competing in peace and will compete in anger and win. They are designed for certain scenarios-mainly North European wars where they will fly in an environment of densely packed, sophisticated as well as well trained and equipped opposition in appalling fog and mist and low or non- existent daylight conditions. They are obscenely over equipped for our kind of war. In winter North Europe compared to India all flying is night/dusk flying. The Radar, RLG,IN, GPS, IR and GPWS ( Ground proximity warning system) is essential and will be needed even in peace just to get safely back to base- bailing out over the Tundra in winter from fuel starvation due to navigation error or CFiT (controlled flight into terrain) in low visibility is not an alternative. The question to be asked repeatedly and carefully is: are they too well equipped for India’s wars? The Israelis were delighted with the performance of their Mirage IIICJs in the 1967 war but being Jewish when they reordered it as the Mirage 5 they sensibly deleted the Cyrano search radar and the Matra 530 and took the cheaper limited capability Aida ranging radar it being correctly argued that the better radar did not give significant advantage over the Sinai; BVR made reduced sense at the low levels. The Israelis used the weight savings to increase range payload and reduce costs. Continuous value analysis is at the heart of the LCA philosophy and the key to its survival as a contender. Only someone with cloven feet will argue that all the “abbreviations” AESA, BVR, MAWS, ECM, ESM, IRST, NV etc do not add to the capabilities but these capabilities exact a price in terms of cost and vulnerability. More is not always better and in a LCA intelligent frugality has to be enforced if the concept is to succeed. The “pro capability” argument that much of these equipment are often carried externally and the aircraft is only plumbed for the equipment is evasive. The “plumbing”- cables, wires, brackets, pipes, power sources, clamps, the additional airframe space and pylons add to the weight. Northrop did a study in the 1960s and found that each kg of electronics adds five kgs. to the final empty weight.  This figure is still too true. In the F16/ Gripen E these capacity enhancers increased empty weight by about three tons with significant effect on handling and prices. External carriage be it a LANTIRN or Towed decoy or a BVRM adds to the weight and the drag en route and over the battlefield.

Further from War further from reality
Just after the ’71 war during planning for the Ajeet we received a request from Air HQ to modify the ISIS F 124 sight .The focus was on simplicity and all features- gyro tracking, ranging, span settings were to be deleted and the sight became almost a simple collimating sight- just one step short of the proverbial chewing gum on the windscreen. Just as we (at least my friend dear V. Pramod ) had worked the mods. out they came back with a request for getting the radar ranging input in. Further change requests followed with uncanny timings until by about 1975 we got back the original ISIS F 124 configuration! The need for all round vision even at the expense of performance was hard learned in WW2 but quickly lost in peace. Study the Mustang P 51 A- P51B-P51C-P 51D- F86Sabre-F 100 Super Sabre-F4Phantom- F 15- F 35 canopy styles with time for example you will see two cycles of the same mistake! Further studies since then leads me to believe that the further one is away from combat experience the sweeter sounds the salesmen. The F 16 story is worth recounting because it reinforces two truths.
i)                    The repeated folly of ignoring lessons hard learned in War.
ii)                  Though everyone loves a fighter finally the main job to be done is Offensive Air Support.
 After Vietnam when the “swing role” (they had not thought up of this jargon at that time!)  Phantom II fared badly against the “non-swinging” (!)  MIG 17/19/21 the USAF went in for the “not a pound for the ground” approach” This resulted in the F 15 which was too expensive ( pl. note well!) and so a cheaper solution was also desired as a supplement. The F 16 started life as Light Weight Fighter (LWF) an aircraft using only one of the F 15s engine. The first F 16 weighed only 6857 kilos- which justifies my view that the much smaller and lower powered LCA empty weight should be around 5300kilos- , used a 108.57 kN F 100 engine and with two Sidewinders and 3162 kilos of fuel and pilot weighed in at 10,952kilos giving a clean combat  T/W of 1.02. It was sensibly equipped – a AN/ APG 66 radar, Marconi HUD, FBW, SKN 2400 INS, Sperry CDAC, AN-ALR 69 RWR, UHF, VHF, ILS,TACAN in addition to all the usual avionics. Today the same fighter has put on around three tons of weight, can handle all the current abbreviations that can be mounted on its pylons and there has been no growth in its wing area though now the engine is bigger at 131 kN to help attract the IR missiles like Stingers and its cousins. It is undeniably a more versatile fighter but is it a more ‘sensible” fighter? Do we need all the Night/Low daylight/ long distance navigation, Ferry capabilities essential in the Global policing role for all our platforms? The AESA is essential for the Western scenario because he may have to fight without ground based radar coverage. Is it true for us? If we ape the West we will get a ”barn door” and not a fighter and in fewer numbers because of the cost push.
The Table 1 below is illustrative. It compares an early model A of a bestselling contemporary fighter with a gun armament and two IR CCMs and the latest standard model F of the same aircraft but plumbed for all the updates and with enhanced capability and carrying full internal fuel, two IR CCMs and four BVRs. 




Table 1 MKS units
Type
W/L
T/W
ID/T
FF
MIG 21 Bis
354
0.87
0.39
0.27
Model A
393
1.05
0.244
0.29
Model F
533
0.86
0.36
0.256
Degradation A to F
0.36
0.18
0.16
0.12

 The following is to be noted:
i)                    The model F is a better ‘all rounder” but inferior in performance both to the Model A and  the MiG 21 which was the original “to beat” target.
ii)                  The combined increase of Wing loading and Power loading means handling at cruise and landing speeds will be noticeably inferior..
iii)                The T/W ratio has gone down by 18%.The noteworthy point is the same “philosophers” had expounded the dire necessity about 1:1 T/W earlier. Marketing people sell not the truth but their products!
iv)                ID/T is a poor man’s index of Specific Excess Power and gives the amount of engine thrust that is eaten away by the induced drag as the aircraft executes a 3 g turn at 350 kts. The reduction is significant. In reality it will be worse because the drag of those BVRs and the increase in Cdo has not been factored in. Is it any wonder that BVRs have been jettisoned before entering combat? Why carry them on marginal platforms?. Let some bigger “power surplus” platforms e.g the Su 30 MKI. carry them. They will be very effective on the Su 30MKI.
v)                  FF is the fuel fraction and gives the amount of max internal fuel divided by the engine thrust in Kgs. It is an indicator of combat persistence i.e. who has to break off first he usually loses. The model F has 12% less persistence than the Model A. In reality, allowing for standard reserves the case would be worse.
Keep the L in the LCA!
In the ‘80s the Soviets did not hesitate to use four different types- MiG 21, SU 17, MiG 23BN/ 27 and the SU 24-  just to meet the battlefield Air needs of their Frontovaiya Aviatsya. The IAF has wisely gone in, like the Soviets, for a combination of LCA, MMRCA and the MKI. Let us reap the benefits of this stratification to the maximum .The LCA has a niche position and it can survive only if it stays within its “Laxman rekha” of being a limited capability fighter which is its raison de etre. Whether the fighter should be small and adequate or large and versatile for a penalty of 50% increase in IR/ visual signature is a question that only pilots climbing 1500 mts AGL in bright sunshine to make rocket attacks will have to decide. In an LCA something has to go- range, payload or equipment levels. 
The Beastie and the beasts - a comparison of the MMRCA.
Below is a personal assessment of the MMRCA contenders and why the selection went the way it did.
The MIG 29 was my personal favourite. Having worked in technology transfer projects of various Soviet military engineering projects I am admittedly biased but I found them robust –in war the Su 7 never missed a sortie due to unreliability- enormously sensible and fascinatingly effective. The MIG 29 SMT/K should have won on grounds of commonality (with the Navy), familiarity, just right equipment fit, great performance and, one hopes, lower prices. The fact it was not chosen means that there was sustained move to disengage from Russia.
The F 16/Gripen E These pose the most direct threat as they are generically similar i.e. single engine single seat to the Tejas, particularly the Tejas Mk2. However these aircraft have put on between two and three tons since inception and are no longer the cheerful things they were though they remain very effective for global wars. We need something smaller and simpler. Again in its non selection the reason is probably political. Having gingerly disengaged from the Russian Bear it is hardly wise to rush into the arms of the American Grizzly! Both these countries are large enough to twist our arms! The Gripen, like the Viggen earlier is “sanctionable”. I am also leery of buying any single engine warplane from the West. These things cost half their weight in gold and single engines have a five time higher attrition rate than twins in peacetime .
The Rafale is the median aircraft in the Table 2.France is economically manageable- hopefully cannot “bully” us. They have been reliable suppliers-In the Falklands Affair they supplied equipment impartially to both sides. The fact that they also go by principles (hard cash only, please!) must have also played a role. It is an excellent choice and role wise a good replacement for the Jaguars and the Mig 23 BNs. I am sure we shall buy some more.
The Typhoon was another excellent contender and could have been chosen but was dropped for commercial reasons. The project is Multi-national but there is no truth in the rumour that it was feared that after the next World Cup Italy may invade Germany and then where would we be? Remember what happened with difficulties about Ukrainian spares for Russian equipment.
The Super Hornet is also excellent but falls nearer to the Su 30 but more oriented now to strike roles and suffers from being American.
All these aircraft claim to have been “blooded” in combat but that is sales jargon. Fighting poorly trained North African Armed Forces which are often racked by internal dissensions-one has had the Air Force bombing the Army etc  or Jihadi Militias out to conquer the world is really not even Spain 1936 i.e a half decent proving ground.. Successes and achievements in these “colonial” wars are irrelevant- specially regarding effectiveness of advanced equipment effectiveness. I am still waiting for results of PGMs and BVRs in a full blown professional war. The Chinese or the Pakistan Armed Forces are professional forces and the mayhem in North Africa has little relevance on what we may expect from our two neighbours- they are in a different league altogether.
Size is “armour”
In the last “one and a half ”front war” in 1971, even with the PAF partially crippled by disaffected Bengali personnel, we lost about 75 combat aircraft due to all causes. Of these about sixty were involved in OAS (offensive air support).Nineteen of the very capable SU 7 was lost to cheap AAA whilst about fifteen Hunters fell equally to AAA and fighters in this role. The Mig 21 losses were just two to AAA in OAS roles and the little Gnat still unreliable and  hobbled by the lack of 250 kg. bombs which confined it to RP attacks did a very creditable job being visually and aurally stealthy. Out of over three hundred OAS Gnat sorties only one was hit by a few bullets but even that recovered to base. There is strong correlation between size and losses. These lessons are still relevant. The latest F 16 and the Gripens are like the Hunters of the past and the Tejas is the Gnat of the present. Technology can improve the Gnat’s lacunae of range /payload and safety to very acceptable levels. It should be debugged and more specialized OAS versions for strict VFR roles should be developed and ordered after the present orders for eighty three Mk.1 As.
The need for numbers
The final argument for the Tejas is a question of numbers and, therefore, costs. Numbers are also capability. Given the improvement in Air Defence technologies since ’71 we must prepare for a combat loss in a “one and a half front war” of around one hundred and twenty aircraft in the first two weeks. If you do not believe this ask the Israelis about the Ramadan/Yom Kippur War losses. Post the Yom Kippur/Ramadan War’s devastating losses the Israeli IDFAF took ten years to recover their former arrogant elan. They also doubled the number of their combat squadrons from eleven to twenty. The lessons are stark and clear. One hundred and Twenty aircrafts equal about seven squadron’s worth. To remain a viable fighting force without any resupply by any Uncle (Sam!) as was available to the Israelis we must have be having an OAS element alone of about twenty five squadrons i.e. about four hundred aircraft with a suitable establishment in pilots of whom we should expect a loss of about fifty- just to sustain the force for re growth!  A large air force is needed. Economics limits the MMRCAs numbers and technology limits the LCA’s versatility. We must break up the Tejas into “cheap” specialist variants and strictly leave the multi role function to the MMRCA and the Su 30 MKI which is superb in its own way.


The LCA variants
The Western philosophy of ‘One size fits all” does not fit us. We can neither afford nor design “swing role” aircraft and they do not make sense for India. The LCA must be developed in specialist variants to keep within the 5300-6000kg empty weight limits..
In the following section the definitions are as follows: LCA Mk.1 is the “as is” aircraft and has a dry empty weight of 6600 kgs. The LCA Mk 1A is the structurally and aerodynamically refined version with a weight of 5300 kilos. The LCA Mk.IN  is a Mk1A with a cranked delta wing with a span of 10 mts, an area of 40 sq. mts and an AR of 2.5. (Ref.LCA 5400/2.5) Vayu I/2015)
The LCA Mk 1 This seems to be pretty much a “gone case” and we should induct it in the same spirit as the Hunter F 1- a good aircraft for extended field trials of the other systems- perhaps just the forty or until the LCA Mk 1A catches up. Reduction in empty weight and with the intake sorted out it will be a fair strike aircraft. Historically it would be like the Hurricane Mk IIB- a good fighter bomber but wary when it ran into the Hayabusa on the Burma front.  40 units .
The LCA Mk 1 A   Standard VFR light attack aircraft with self defence capability for short range i.e. 180 n.m.at SL radius of action with a three ton war load. Typical equipment fit would be a non AESA radar, VHF, UHF, TACAN, IFF, Autopilot, HUD,INS,FBW,RWR,HMD,HUMS and CCM. No BVR, FR, NV capability. 100 units.
LCA Mk 1B As above but optimized for VFR close support with armoured cockpit and armoured  “get home” systems. GSh 30-2 cannon. This is technically like a “tailless” miniaturized MiG 27  replacement in a much smaller aircraft with better handling. This would be the ideal time to introduce ‘cranked wing” version. (see Vayu I/2015)  200 units.
LCA Mk 1C  are the 40 Mk1s to be withdrawn and rebuilt to 1C standards with cranked wing to serve as VFR escort fighters with BVR capabilities including AESA radar and flying top cover forMk1. 40+20 units
LCA Mk 1N Two seat night capable aircraft for LLXC intruder roles. LANTIRN, NVG compatible cockpits, Conformal tanks. This would be a replacement for the Jaguar. This may use the more powerful GE 414 engine. 60units
LCA LIFT/Maritime   As in Mk 1N but specialized with capability of carrying Anti Shipping missiles. Trainer is fully equipped including BVRand Night capabilities but with reduced energy and speed performance. 60+ 60 units.
LCA F414 Mk 2 In theory thanks to having half the wing loading of the Sea Harrier FRS Mk.1 the LCA Mk1a with the F 404 should actually be doing a better than the Sea Harrier provided its empty weight is held to around 5500 kilos. This weight target is not unreasonable because the Sea Harrier FRS Mk1 weighs 5891 kg empty and it is a bigger aeroplane without composites and with a heavier engine. If the NLCA is not doing better than the Sea Harrier it is because of the overweight airframe and the inlet engine mismatch problem. The risk with the F 414 solution is that the additional weight of the engine ,systems, fuel, structure, airframe mods means fairly extensive redesign of a tailless planform which is more “touchy” of such things. Another point to watch out for is that the LCA Mk1 has a record low aspect ratio (AR) of 1.8. This makes it especially critical of any weight overruns. The configurations shown in open source that wing area has been added in a manner to further reduce AR. This is a risky path to disappointment should weight control supervision fall below “outstanding” levels.
The best we can do is to try the cranked wing of the Mk1c (10mts span, 40 sq.mts. wing area, AR 2.5) perhaps with folding tips to assist stowage and an empty weight of less than 5600kgs.
The above break up is to illustrate the need so as to stay within weight limits so as to stay within the LCA advantages of good performance at low costs. If one needs all the capabilities in one platform – which I feel is difficult for us to justify- then we are looking at something in the range of Rafale upwards.
Conclusions
The only certainty Western Military Planners is certain about the next war he may be asked to fight is that it will not be over home territory. The ferry distance from his peacetime base, the weather, the terrain, the type of targets, the quality and numbers of the bases he has to be prepared to operate form and indeed the whole logistics of warfare is unknown to him. The equipment he must therefore is of ‘ready for anything and for any eventuality” comprehensiveness with a high degree of independence from ground /base located systems. Despite complex and expensive equipment he pays the price for “swing role” capability in terms of complexity reduced numbers and reduced performance.
By contrast the Indian Military planner knows everything about the war he is going to fight- targets, distances, routes, terrains, tactics ,the bases he will use, the extent of situational awareness support he will get from AWACS and ADGES systems, the likely time of the year he will be asked to fight and in some cases the profiles and personalities of his opponents.
It cannot be that these two completely different tactical situations will require the same and identical level of equipment. The Light Combat Aircraft fits into this scenario like a glove whereas for the Western commander it is a non starter from the word go.
 Our equipment can be simpler. India must persist with the introduction of a large number of LCA Mk1As and its variants as the core of its operational strength.  
The possibility of manufacturing 200 F 16s/Gripen Es is a direct threat to the LCA. These fine aircraft are too well equipped, too expensive, too general purpose and may be “too global policing “to be economical in our scenario and budget. The prospect of export is ‘sales talk”. It will be six years before we ourselves get even one! Our Bureaucracy will ensure that!
The reengineered LCA Mk1a will be an effective solution comparable or better than the  to the others. The unpardonable delays happened because such delays were condoned in the past by the Establishment. One hopes this is now past.
If we are forced by politics to go in for the F 16 /Gripen we should go for the simpler “tailored” versions of the Block 5/10/15 for the major part of the fleet and may be Block 60/70 for just two three squadrons.
Since the 1960s the IAF has handled a polyglot variety of aircraft with panache. The IAFs decision to use three categories LCA/MMRCA/MKI is extremely sound though with development of the LCA the MMRCA category could be of lesser numerical importance in our threat scenario. We may look at a mix of 30/4/10 squadron mix of the respective types.
The cost of these six hundred LCAs will be less than two hundred of any of the two hundred MMRCAs.
The Rafale selection is very good –its supply is reliable, it is a twin and it is sufficiently differentiated between the LCA and the Su 30MKI. We may need some more.
3.                  Given the inherent limitations of the LCA concept we must develop role specific variants for our air superiority/OAS/Night and Maritime roles. Trying to do it all in one airframe is foredoomed. The LCA’s engineering problems require a different approach than hitherto. The LCA and its variants, well re- engineered, offer an economical but effective solution to our essentially “defensive” or “non-policing” scenario. We cannot afford to accept the more glamourous Western concepts. We need a large core force of LCAs beyond the eighty three Mk1As.









1.                   
Table 2
Type
U We
UDL
UDL/UWe
U vol
U thrust
LCA mk1
1.18
0.87
0.74
0.96
   1
LCA mk.1A
1
1
1
1
    1
Gripen E
1.42
1.3
0.92
1.24
1.3
F 16 Bl.40
1.81
1.63
1.1
1.44
1.46
Rafale C
1.85
2.0
1.08
1.85
2.25
Typhoon
2.03
1.84
0.91
1.85
2.25
Mig 29
1.98
1.34
0.82
1.95
2.6
Super Hornet
2.65
2.3
0.87
2.46
2.9
Sukhoi Su 30
3.36
2.31
0.7
4.15
4.25

Notes:
1.U We.  is empty weight unitized using the LCA Mk1A’s dry weight of 5400 kgs as unit. It can be used to compare costs also by factoring approx $17,000/kg as the asking price for current Western equipment. The LCA in established production should cost at the rate of $ 6000-8000/kg.
UDL .is the unitized disposable load and is the difference between the empty and MTO weights reduced by 500 kgs to allow for pilot, parachutes, hydraulic fluids etc. It indicates how much more the type carries compared to the LCA Mk1A’s unit of approx 6500 kgs. It indicates how much more payload the type has compared to the LCA Mk1A range range.
The UDL/We gives how much offensive capability we are getting per kilo of aircraft weight.”Bangs per buck” is the appropriate slang!
UTV the unified target volume compares the visual signature of the aircraft and is also the index of the aircraft’s vulnerability to AAA. It is based on the span x Length x Height of the aircraft compared to those of the LCA’s.
UT is the Unified thrust and compares the type’s installed max thrust with the LCA’s. It is being used as an index of the IR signature of the aircraft.
What do these figures indicate?
1. The re-engineered LCA Mk1 A and its variants will be an effective solution comparable or better than the others. The unpardonable delays that have happened, I feel, are because these delays were repeatedly condoned. One hopes this is now past.
2. The Su 30s large visual and IR signature indicates it should be only for the air dominance role where its UDL/UWe indicates a very formidable performance even when carrying its entire ordinance such s BVRs. It would be a disaster in low cost roles. If used in such roles it will repeat the history of the Su7.
4.      There is little to choose between the various contenders in terms of cost effectiveness in our scenario.

5.                  The Rafale’s selection is very good- its supply is reliable, it is a twin and it is sufficiently differentiated between the LCA and the SU 30 MKI.For a one and half front war we will need an OAS component of 25 squadrons. The MMRCA contenders, are unsuitable, uneconomical and an unproven solution for this role as we will fight it.. We need to look at a production of around six hundred role specific LCAs over the next decade.