Saturday, December 7, 2019
Friday, December 6, 2019
How Nylon Necklaces Were Developed For Conducting OP TRIDENT & OP PYTHON in December 1971
During
summertime in 1970, a group of group of 40 Indian Navy (IN) officers and 18
non-commissioned men—after learning the Russian language over a four-month
period, were sent to the headquarters of the Soviet Navy’s Pacific Fleet in
Vladivostok for an eight-month technical training course for mastering the
operational and serviceability aspects of the 249-tonne Project 205 ‘Moskit’
FAC-M. After the crews returned in April 1971, the IN secretly commissioned its
eight newly-acquired FAC-Ms (costing Rs.40 crore in total) in the 25 Missile
Boat ‘Killer Squadron whose deliveries had commenced in November 1970. These
FAC-Ms were delivered from Vladivostok by merchant vessels to Kolkata’s
Kidderpore docks since the Bombay Port Trust (BPT) at that time had no heavylift
unloading capability and the BPT’s in-house crane ‘Shravan’ had a maximum lift
capacity of 90 tonnes. The handling agents at Kolkata were Chinoy-Chablani who
had experience of heavylifts, having done the unloading of all the
USSR-supplied machinery of the Bhilai Steel Plant. The IN next intended to tow
the eight FAC-Ms from Kolkata with the help of the training vessel INS Cauvery.
Each of the
FAC-Ms, designed by Almaz Central Design Bureau for Marine Engineering and
built by the Shipyard No.602 in Vladivostok, came fitted with three 4,000hp
M-503G diesel engines that could attain over 35 Knots at full power in good sea
state for short ranges. Vice Admiral Krishnan, who had steered the procurement
of these FAC-Ms since 1969 1969 as Vice Chief of the Naval Staff in his book,
‘No Way But Surrender’, stated: “To me, the acquisition of these missile boats
had become an obsession. The thyen Chief of the Naval Staff (CNS), Admiral
Adhar Kumar Chatterji, was a forward-looking man and it was easy to convince him
that we must, under every circumstance, buy at least six boats”, and the
project for the eight FAC-Ms and TP for storing and preparing their
liquid-fuelled P-15 Termit missiles was codenamed ‘Alpha Kilo’ after Admiral
Chatterji.
Back in Mumbai,
Vice Admiral Surendra Nath Kohli, the Flag Officer Commanding-in-Chief of
the IN’s Western Naval Command, began constructing shore-based facilities at
INS Angre next to the Naval Dockyard, where the FAC-Ms were berthed for
commissioning. The Technical Position (TP) for the Raduga P-15 Termit anti-ship
guided-missile’s testing and stowage was set up in advance under USSR-trained
Cmde B G Madholar at Mankhurd in suburban Mumbai, from where the P-15s were
transported to The Naval Dockyard at Lion’s Gate after preparation by young
electrical officers trained in Vladivostok like Lt Pramod Bhasin and B V M Rao.
Later the TP shifted to Karanjia and became known as INS Agnibahu. This in turn
greatly facilitated the Western Command’s efforts to plan, simulate and
exercise missile attacks on a harbour (like Karachi).
In November 1970
after a very successful training cruise to the Australian ports of Fremantle
and Bunbury to take part in Capt Cook’s Centenary celebrations, INS Cauvery and
its complement of trainee Sub Lieutenants under Cdr H M L Saxena as Commanding
and Senior Officer, and INS Tir under Cdr Hiranandani with trainee cadets
cleared Customs at Port Blair. INS Tir’s Executive Officer (XO) was Lt Cdr S K
Chand and Lt Cdr Ranjit B Rai was INS Cauvery’s XO and both were ordered to
proceed to Kolkata to tow two newly-arrived Project 205 FAC-Ms to Mumbai.
Meanwhile, a change of command took place and Cdr Inder Kumar Erry took over command
of INS Cauvery and it proceeded towards Diamond Harbour. In Kolkata the FAC-Ms
were taken in stern wire-rope tow configuration and the two towing vessels (Cauvery and Tir) cleared Diamond
Harbour, and proceeded to Vishakhapatnam for the three days-plus passage at a
cruising speed of about 8 Knots. The wire-rope catenary (length when the wire-rope
dips/sinks into the water) was increased as the weather and sea state had deteriorated
and the Chief Bosun mate and duty crew kept wetting the nips through the aft
towing-rings and also on the bow-rings of the FAC-Ms. To pass food, mainly
Parathas and Sabzi, to the skeleton crew on the FAC-Ms, both the towing vessels
had to stop cruising and pass food by sea-boats. The wire-ropes parted twice and another berthing hawser was used and some seamanship
of splicing was re-studied and attempted from the Seamanship Volume-1 of the
Royal Navy. All in all, it was a tortuous tow from Kolkata to Vizag.
The arrival and
entry into Vizag in December 1970 was uneventful and the Supply Officer Lt Cdr
A J B Singh put in a demand for the supply of extra wire-towing hawsers and
Naval Dockyard at Vizag was approached to see the ship’s Chief Bosun Mate who
supervised the splicing, while some seamen were taken to ND(V) for training. The
COs of both the towing vessels went to call on the Chief of Staff of the IN’s
Eastern Naval Command, Commodore M S Grewal, and related to him the ordeal of
towing and stated that they were all skeptical of going round the Gulf of Mannaar
south of Dondra Point (south of Sri Lanka) where the seas can be challenging. Commodore
Grewal then recalled that some marketing officials from Garware Ropes Ltd had
come to his office to introduce nylon berthing hawsers (which were then being
used only by Chowgule Shipping), and he immediately rang up the Admiral
Superintendent of Vizag Naval Dockyard (ASD-ND) to see if some towing-trials
could be conducted on the Cauvery and Tir.
This is when
young naval constructors came on board and noticed that the towing ring on the
FAC-Ms was a tight fit for the nylon hawsers and noticed the lifting brackets
welded to the FAC-Ms. They next conferred with Soviet Navy specialists (part of
the warranty team then based in India) and decided to fit such brackets all around
the FAC-Ms at regular intervals to make a nylon rope into a ‘necklace’ and
spliced it to extend the hawser to become a tow-rope for the towing vessel to
easily warp the ropes around the quarter-deck bollards. It was ingenious and
easy to handle and it worked wonders at sea, and the drill for towing two
FAC-Ms by one ship was what was perfected for the towing of the FAC-Ms all the
way to Karachi during the 1971 war. It was the trials executed in December 1970
that was the harbinger. Later, all the remaining FAC-Ms were towed from Kolkata
to Mumbai in early 1971 using nylon hawsers. Thus, it was luck and providence
and ingenuity of the young naval architects of the IN that the ‘necklace’ was
the starting point to plan the naval attacks on Karachi in December 1971. Since
then, both IN naval architects/young officers as well as Garware-Wall Ropes Ltd
have made several innovations befitting a rising Navy.
Planned under
the leadership of CNS, Admiral Sardarilal Mathradas Nanda and masterminded by then Fleet
Operations Officer of the Western Naval Command, Cdr Gulaab Mohanlal Hiranandi, OP TRIDENT and OP PYTHON involved the
subcontinent’s anti-ship guided-missile warfare engagements. OP TRIDENT on the
night of December 4 was conducted by the Project 205 ‘Moskit’ FAC-Ms INS Nipat,
INS Nirghat and INS Veer. Out of 11 (seven P-15U and four P-15T) Termits fired,
only one malfunctioned, giving a 91% success rate. This task group was led by
the Commanding Officer of the 25th Squadron, Commander Babru Bhan Yadav who was
embarked on INS Nipat. In OP PYTHON, conducted on the night of December 8, the Project 205 Moskit FAC-M INS Vinash,
fired four Termits at Karachi in a six-minute action. One Termit hit an oil
tank, destroying it. The British ship Harmattan was sunk, while the Panamanian ship Gulfstar was set on fire. In addition, the
Pakistan Navy fleet tanker, PNS Dacca,
was badly damaged and only survived because the commanding officer, Capt S
Q Raza, ordered the release of steam in the pipes that prevented the fire
reaching the tanks.
The 2.5-tonne Raduga P-15 cruised at an altitude
of about 150 to 300 metres (500 to 1,000 feet) under the direction of a
gyroscopic stabilisation system and a barometric altimeter. Speed was about
Mach 0.95 and range was about 40km (25 miles). It performed its terminal attack
with an active radar seeker, striking with a 4G15 513kg (1,000 lb) conventional
shaped-charge warhead. The Termit was powered by an Isayev P-15 liquid rocket
rated at 1.213-0.554 tonnes thrust, using toxic AK-20K/TG-02 propellant based
on the Luftwaffe’s Wasserfall fuel. This highly toxic and corrosive fuel
presented serious handling problems in fuelling up and defuelling the missile,
the propellant mix comprising AK-20K/F oxidiser (80% nitric acid, 20%
N2O4 with fluorine or iodine additives) and TG02 fuel (50% xylidine and
50% triethylamine). The pre-programmed midcourse cruise altitudes varied
between 25, 50 and 250 metres. Mid-course guidance used an inertial autopilot,
with two terminal seekers available.
The WB Explained
Wednesday, November 20, 2019
Updates From Ongoing Seminar on “Future Armoured Vehicles” Organised By The Centre for Joint Warfare Studies (CENJOWS) & Fuelling High Expectations By Manufacturing FAKE NEWS
The Indian Army (IA) has put into the
deep-freezer futuristic projects like the FRCV and FICV, and is now focussed
entirely on upgrading its existing fleets of main battle tanks (MBT) and
infantry combat vehicles (ICV), in addition to procuring new-build MBTs of
existing designs—both imported and ‘desi’.
T-90S
MBT Fleet
The total number of 46-tonne T-90S MBTs
planned for procurement is 1,657—a figure that was firmed up way back in 2007.
To date, 640 units have been procured from Russia (both as off-the-shelf units
and those in semi-knocked-down condition, while only 125 have been built under
licence (with dismal levels of indigenisation) by the state-owned, Avadi-based
Heavy Vehicles Factory, with another 464 now awaiting to be built (for
equipping 10 Armoured Regiments). This leaves another 428 of these MBTs to be
ordered.
The IA now wants to upgrade its 640 T-90S (that came from Russia)
through the installation of a new digital hunter-killer fire-control system developed
by TATA Power SED, which will include an autotracker correction-input device
and a related muzzle reference system. In addition, a locally-developed auxiliary
power unit (APU) will be installed, as will laser warning receivers. But most
importantly, the IA has decided not to opt for active protection systems and
has instead mandated that 360-degree augmented situational awareness systems be procured.
Such systems are presently available
from Israel’s ELBIT Systems, and Germany’s Hensoldt (known as the SETAS local
situational awareness system (LSAS), and also from Rheinmetall Defence
Electronics GmbH, whose solution is called eLSAS (extended Local Situational
Awareness System). More data on such systems can be found here:
Elbit Systems' IronVision helmet-mounted augmented situational awareness system uses a number of externally mounted cameras to
project the 360-degree view of an MBT’s surroundings onto the helmet-mounted
displays (HMD) of its crew members. The IronVision transmits real-time,
high-resolution color video to the commander and/or driver, providing them with
a natural, bi-ocular, conformal view of the vehicle's surroundings, together
with relevant symbology and data. Using the Iron Vision ‘See-Through’ HMD,
a crew of two (commander and gunner) is capable of operating the MBT entirely
under closed hatches. The system transmits real-time, high resolution video to
the crews’ HMDs. In addition, Iron Vision enables the crew to acquire targets,
conduct line-of-sight (LOS) driving and navigation and enslave the MBT’s
weapons systems to their LOS.
T-72U
Upgrade
For the 1,000 T-72Ms to be retrofitted
with the ELBIT Systems/Alpha Technologies-supplied TIFCS fire-control systems, the
earlier plan for powering them with an indigenously turbocharged V46-6 engine has
gone horribly wrong since an uprated 1,000hp engine also requires a brand-new
gearbox (which the Avadi-based Combat Vehicles R & D Establishment, or CVRDE
has been unable to develop), since the existing gearbox of the T-72M is
optimised for operating with only the 780hp variant of the V46-6 engine.
Consequently,
the only option now is to import both the 1,000hp V92S2 engine (of the T-90S)
and its associated gearbox as a complete powerpack from Russia’s Chelyabinsk
Tractor Plant, with HVF undertaking the final installation on the T-72U hulls
at Avadi. The T-72Us too will contain ‘desi’ APUs.
The IA has also tasked the DRDO to
develop a 125mm-diameter variant of the 120mm cannon-launched guided-missile
(CLGM), despite the DRDO’s inability so far to develop the 120mm CLGM.
Arjun
Mk.1A Status
The IA is now fully satisfied with the
enhancements carried out by CVRDE on the MBT’s powerpack. However, the
installation of the RCWS mounting on the turret is offering very limited LOS to
the MBT’s port-side. Consequently, the only remedy now being readied is a
raised commander’s periscope—believe it or not! In addition, the IA has also specified
a 360-degree situational awareness system for fitment on the turret. And as for
the futuristic Arjun Mk.2, no one is even willing to utter a word about it as
of now.
After subjecting this wheeled APC to mobility and firepower tests in the North-East, the IA had mandated several modifications, which are now in the process of being carried out. No firm contracts for this APC has been placed to date.
The 3K55 Bastion-Ps
started arriving in Vietnam back in 2011, with each Regiment including four
motorised self-propelled launcher vehicles carrying K340P (two
cannistered missiles on each launcher vehicle); vehicles carrying ammunition
reserves; a Monolit-B fire-control radar; and a command vehicle. Since then, Vietnam
has expressed interest in procuring another two Regiments of this very coastal
defence system, as revealed here:
A more recent FAKE NEWS that has been circulating
concerns speculation about exporting the Tejas LCA to Malaysia. This piece of
disinformation originated early this year through such news publications:
The most recent example of such manufactured
but ill-informed concoctions is this:
And here is the reality: Malaysia’s Tentera
Udara Diraja Malaysia (TUDM) will in the first quarter of next year formally
launch a procurement effort for up to 36 light combat aircraft/fighter lead-in
trainer (LCA/FLIT), with an option for 26, to eventually replace a number of
its current combat platforms like the 14 BAE Systems Hawk Mk.208s, 13 MiG-29Ns,
and seven Aermacchi MB-339CMs. According to the TUDM HQ, eight candidate OEMs
have so far made unsolicited offers, comprising the Korean Aerospace Industries (KAI) FA-50
Fighting Eagle from South Korea; from India the Hindustan Aeronautics Ltd (HAL)
Tejas Mk.1; Leonardo of Italy’s M-346FA; Czech Republic’s Aero Vodochody
L-39NG; China’s Hongdu Aircraft Industry Group-developed L-15A/B; the JF-17
Thunder from the Sino-Pakistani Chengdu Aerospace Corp/Pakistan Aeronautical
Complex industrial partnership; the Saab JAS-39 Gripen-C’s
MS20 sub-variant from Sweden; and from Russia’s the ROSTEC-promoted Yakovlev
Yak-130.
The TUDM has to date specified that the
selected LCA/FLIT must be able to conduct air-to-air and air-to-ground missions,
with a future maritime strike capability; that it must be able to conduct
counter-insurgency operations; that it be economically viable; and that enough
be bought to be able to conduct operations in two theatres simultaneously, and
at very short notice. What this means is that the chosen LCA/FLIT’s fleet will
comprise both single-seaters and tandem-seaters, and its primary roles will be air
combat and all-weather precision-strike. Consequently, this will require to the
LCA/FLIT to possess the kind of performance parameters that will easily
disqualify platforms like the M-346FA, L-39NG, L-15A/B and the Yak-130. This
then leaves behind the FA-50, Tejas Mk.1, JF-17 and the JAS-39 Gripen-C’s MS20 sub-variant.
Coming now to cost-effectiveness, the
first one to be disqualified will likely be the JF-17, whose direct operating
costs will be higher than its competitors on account of its 1980s-era Klimov
RD-93 turbofan, which has a total technical service life of only 350 hours of
operation. Also to be disqualified will be the Tejas Mk.1 LCA due to three
primary deficiencies: 1) Its as-yet-undetermined direct operating costs. 2) Its
usage of Israel-origin mission-critical avionics (like the Elbit Systems TARGO
HMDS, RAFAEL’s Litening-2 LDP and the ELTA Systems-built EL/M-2032 multi-mode
radar on the Tejas Mk.1). 3) The absence of mission-critical hardware on the
Tejas Mk.1 like an internally-mounted cannon and a self-protection jammer.
During the Aero India 2019 expo last
February in Bengaluru, the Tejas Mk.1s belonging to both the IAF and the
Aeronautical development Agency (ADA) that were displayed in static form were
shown without their GSH-23 cannon-mountings, as illustrated by the two slides
below:
As for those expecting the Tejas’ Mk.1A
variant to be offered to Malaysia, they need to bear in mind that the TUDM will
not accept any solution that includes any Israel-origin avionics and armament.
And since the Tejas Mk.1A will use the ELTA Systems-delivered EL/M-2052
AESA-MMR, TARGO HMDS. Litening-2 LDP and ELTA Systems’ EL/L-8222 airborne
self-protection jamming pod, the Tejas Mk.1A too will be disqualified by the
TUDM. And although the IAF has specified a pod-mounted cannon for both the
Tejas Mk.1 and tejas Mk.1A variants, it is anybody’s guess as to when such a
solution will be procured (either as a locally-developed product or an imported
off-the-shelf product).
And yet, despite these shortcomings
being flagged way ahead in advance, for entirely unknown reasons a large
contingent of officials from India’s Ministry of Defence, the Indian Air Force
(IAF) and HAL was authorised to participate in the Langkawi International
Maritime Aero Expo (LIMA-2019) that was held in Langkawi, Malaysia, from March
26 to 30 earlier this year.
The Only Viable LCA/FLIT
Contenders
As of now, therefore, the FA-50 is the leading
contender for fulfilling the TUDM’s LCA/FLIT requirement. Powered by a single General
Electric F404-GE-102 turbofan developing 17,700lbf of thrust with
afterburner, this turbofan provides a maximum speed of 1,837.5kph (Mach 1.5). The
‘Golden Eagle’ family of LCA/FLIT platforms, jointly developed by KAI and US-based
Lockheed Martin, has already bagged lucrative export contracts in both
Southeast Asia and West Asia.
Indonesia’s Tentara Nasional Indonesia-Angkatan
Udara (TNI-AU) awarded a US$400 million contract to KAI in May 2011 for the supply of 16 FA-50s. Deliveries were
completed by the end of 2013.
In December 2013 Iraq ordered 24 of the
FA-50s worth $1.1 billion. On October 19, 2013, The Philippines and South Korea
signed a Memorandum of Understanding (MoU) on the former’s procurement of
FA-50s. On February 13, 2014, Manila approved the payment scheme for
purchasing 12 FA-50s at a cost of $415.7 million. On March 28, 2014, The
Philippines’ Department of National Defense signed a contract for 12 FA-50s for
$421.12 million. Deliveries
began in November 2015 and were completed in May 2017. In September 2015, the Royal Thai Air Force (RTAF) chose the TA-50TH
variant for the Hongdu L-15 to replace its L-39 Albatros advanced jet trainers.
The four TA-50THs were delivered by March 2018.
Notably, while the
TA-50/FA-50 aircraft of the ROKAF, Philippine Air Force and RTAF make use of
the EL/M-2032 MMR, the FA-50s of Indonesia and Iraq have on-board the APG-67(V)4
multi-mode radar, supplied by Lockheed Martin, since both these countries, like
Malaysia, have a declaratory policy of not procuring any Israel-origin military
hardware.
Saab, on the other hand, is proposing a
cheaper variant of its JAS-39, known as the JAS-39C MS20 sub-variant, that will use new-generation but cost-effective
mission avionics like Leonardo of Italy’s Vixen 500E or Grifo-E AESA-MMR. In
addition, Saab is also offering this MRCA with Kongsberg’s NSM anti-ship cruise
missile, which has already been ordered by the Tentera Laut Diraja Malaysia (TLDM,
or Royal Malaysian Navy). The Swedish National Export Credits Guarantee
Board (EKN) is now gearing up to offer export credit support and be the
possible solution for the budgetary scarcity issues faced by the TUDM.
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