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Due to increasing instability in the geopolitical situation in the world, every country must increase its military strength, and military aircraft plays an important role in this. This comes at a huge cost and puts pressure on the military budget. It is very important to ensure maintenance of the existing aircraft to ensure full availability during emergencies. This inspired a faculty member of IIM Kashipur to carry on the related research on aircraft maintenance along with his PhD student who is a seasoned expert in the field. Their research aims at the development of a generic framework for estimating trade-offs between cost and availability at the equipment level due to corrective maintenance in aircraft maintenance, repair, and overhaul (MRO).

A military aircraft is a rotary-wing or fixed-wing aircraft operated by a legal or insurrectionary armed service of any type. An aircraft is made of several small replaceable equipment, which are known as line replaceable units (LRUs). A LRU is an independently functioning modular equipment that takes very little time to replace in an aircraft. The use of avionics in LRUs has increased with more acceptance of the “fly by wire” technique in post-1990 aircraft manufacturing. These avionics are the electronic systems used in aircraft communications, navigation displays, management of multiple systems, and controlling other functions. In aircraft, repair of failed LRU or avionics equipment is a cost and time-consuming event. In aircraft MRO, aircraft on the ground (AOG) is a condition when aircraft cannot stay in service due to a problem in any LRUs/equipment/system. The replacement of these LRUs is often unavailable with the Air Force and original equipment manufacturer (OEM). This severe stock out of LRUs may also severely impact the defense forces’ mission capability, resulting in further country security implications. This necessitates efforts to reduce the MRO turn-around time (TAT) and availability of LRUs at minimum cost. In reducing the TAT, the key challenges faced in military aircraft MRO are complex technology, unpredictable fault occurrences, fluctuation of demand, variation in supplier response time, and resource sharing among different shops.

ALSO READ: French aerospace major Safran to set up engine MRO facility

While doing MRO, the repair activities can be mainly in the form of preventive maintenance (PM) and corrective maintenance (CM). PM in aircraft includes regular inspections and testing of LRUs to identify probable failures beforehand to prevent a breakdown during mission deployment. The “run to failure” principle governs CM, where fault correction happens upon occurrence. In military aircraft, the full PM schedule of aircraft is a costly affair. CM actions negatively affect availability and constitute a significant portion of an aircraft’s non-operational life cycle. In military aircraft, the effectiveness of every piece of equipment is crucial in achieving the required performance during a mission. To achieve this performance, factors like reliability, maintainability, and logistics support of LRUs play a very important role. The objective of the MRO shop here is to determine the optimal strategy that can ensure the desired system performance, like the earliest availability of equipment to the customer at a minimum cost. An integrated MRO management process can lead to a comprehensive strategy for CM while leveraging existing resources in terms of equipment availability. Nowadays, a significant portion of this military budget is the aircraft MRO activity. In recent times, the cost of MRO has become a key factor for awarding defense contracts to OEMs with a liquidity damage clause. Liquidated damages are the amount, the parties agree at the time of contract formation to receive as compensation upon a specific breach. Therefore, the research addresses the key research questions concerning the CM activities in aircraft MRO. This relates to the constraints in the MRO shop which causes a delay in CM, the effect of the input distribution of LRUs on the delay in CM, and the effect of change in input distribution on liquidity damage and availability trade-off.

The researchers used a dynamic simulation to represent the trade-off between availability and cost, after the study of more than five hundred corrective maintenance cases for impact analysis. The developed model has been tested for the fix, Gaussian, and triangular distribution in an aircraft MRO shop to calculate the liquidity damage cost due to delivery overrun of equipment.  Simulation results of multiple queues indicate that input distribution plays a significant role in the trade-off between cost and availability of LRUs in aircraft MRO. Academically, this is the first study focusing on the impact of multiple queuing distributions on cost and equipment availability in military aircraft MRO. The proposed framework may help in more precise projection in MRO scheduling, benchmarking, and decision-making while signing the commercial contract between the original equipment manufacturer and the customer. In the current study, authors have interacted with many industry experts to develop a basic understanding of the problem. The model developed was an exact representation of an aircraft MRO shop. The framework developed in the study is generic and useful for decision-making at the strategic decision-making level at the time of contract signing. The model will also help in process improvements at the shop floor level by better scheduling strategies. The framework and model developed in the research use actual data from the industry for its authenticity.  It is more critical for OEMs to prioritize resource management on repair stations in place of diagnosis and test stations to safeguard the commercial interest.

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The MQ-9Bs, which will be assembled in India, will enhance the Intelligence, Surveillance, and Reconnaissance (ISR) capabilities of India’s armed forces across domains. As part of this plan, General Atomics will also establish a Comprehensive Global Maintenance, Repair and Overhaul (MRO) facility in India in support of India’s long-term goals to boost indigenous defence capabilities.

According to a senior MoD official, India is negotiating to increase the indigenous content under the deal. “The current indigenous content proposed is 8-9% while India is hoping it can be increased up to 15-20%. Discussions are underway. General Atomics is positive to it and the US government has to accept it,” the official said. General Atomics is in talks with several Indian companies for domestic manufacture of components as part of the deal, officials said. This could expand further to potentially include the manufacture of some electronics, sensor and avionics if the indigenous content goes up.

The MQ-9B has two variants — the SkyGuardian and the SeaGuardian, its maritime variant. The MQ-9B is designed to fly over the horizon via satellite for up to 40 hours, depending on configuration, in all types of weather and safely integrate into civil airspace, according to its manufacturer. For instance, the SeaGuardian configuration can include a 360-degree surface-search maritime radar, automatic identification system, sonobuoy monitoring system, and sonobuoy dispensers for persistent anti-surface and anti-submarine warfare missions.

According to General Atomics, the MQ-9B can provide roughly 80% of the capability of a large human-flown maritime patrol aircraft at about 20% of its cost per hour. That makes it much more economical for navies to, for example, send out SeaGuardians to clear big volumes of air or sea and then, if anything of interest is discovered, vector in a human-crewed aircraft to save it the time, cost, and wear that it otherwise might have expended, the company stated. This is the primary reason the Indian Navy is keen on these UAVs as it significantly reduces the wear and tear on manned aircraft, its fleet of 12 P-8I long range maritime patrol aircraft, as well as reduce crew fatigue in keeping an eye over the wide expanse of the Indian Ocean Region and beyond.

For the Army and Air Force, the MQ-9Bs can provide round-the-clock surveillance looking far beyond the borders, for instance on the movement of Chinese military build-up and troop movement along the Line of Actual Control (LAC) and deep inside. It also seamlessly integrates with other US-origin platforms that India operates, the P-8Is, AH-64 Apache attack helicopters, MH-60R multi-role helicopters among others expanding MQ-9B’s multi-domain mission set.

Deal Likely by March 2024

On June 15, the Defence Acquisition Council headed by Singh accorded the Acceptance of Necessity (AoN) or initial approval for the acquisition of 31 MQ-9B drones from the US under the foreign military sale (FMS) route.

India is looking at sealing a landmark deal to procure 31 MQ-9B Predator armed drones from the US under a government-to-government framework by March, according to a news agency report. The report said that government officials from the two countries will hold the final series of negotiations on the procurement after Washington responds to India’s Letter of Request (LoR) for the acquisition of drones from US defence major General Atomics (GA).

The procurement would cost around $3 billion as per estimates, though the price of the drones will be finalised during the negotiation process.

About the Drones

In 2020, the Indian Navy had taken on lease two MQ-9B Sea Guardian drones from General Atomics for a period of one year for surveillance in the Indian Ocean. The lease period has been extended subsequently.

The Sea Guardian drones can carry out a variety of roles, including maritime surveillance, anti-submarine warfare and over-the-horizon targeting and are being procured for the three services. While the Navy will get 15 Sea Guardian drones, the Indian Air Force and the Army will each get eight Sky Guardian drones.

Known for its high-altitude long-endurance, MQ-9B drones are capable of remaining airborne for over 35 hours and can carry four Hellfire missiles and around 450 kgs of bombs.

The Indian Navy plans to equip the Sea Guardians with sonobuoys, enhancing their ability to detect and track Chinese submarines in the Indian Ocean Region (IOR).

The drone can carry four SDS pods on its four wing pylons, allowing it to carry 40 ‘A’ size or 80 ‘G’ size sonobuoys, according to General Atomics. A sonobuoy is a small device used for underwater acoustic surveillance. It contains hydrophones that detect underwater sounds, especially those made by submarines. These devices are deployed from aircraft or ships and transmit real-time acoustic data, helping pin-point potential submarine threats. These systems, along with the P-8I long-range anti-submarine warfare aircraft, will enable the Navy to hunt Chinese and Pakistani submarines lurking deep in the IOR.

The Sea Guardian, with its 1,200 nautical mile range and significant on-station time, low maintenance, and low operating cost, can loiter over a designated area for a long time, deploying sonobuoys for locating submarines. After the detection of a submarine, the P-8I, with its high speed, can reach the designated area in a short period and drop torpedoes.

These drones also have the ability to patrol the entire IOR in one go, owing to their 30-hour endurance and 4,000 to 8,000-kilometre range.

The MQ-9 Predator drones saw action in Afghanistan, Iraq, Pakistan and Syria, where they were used for reconnaissance operations, close air support and for targeted killings. These drones were used for taking down high profile terrorists like Mullah Omar – the founder of the Taliban, and, Ayman Al-Zawahiri– the late emir of Al-Qaeda in Afghanistan.

The MQ-9B Predator is an upgraded and much more advanced version of the MQ-9 Predator. It is fitted with sophisticated surveillance facilities, bombs and armed with American made surface to ground – AGM-114 Hellfire missiles.

In the last few years, the India-US defence cooperation has been on an upswing. Prime Minister Narendra Modi and US President Joe Biden in their talks on the sidelines of the G20 summit in Delhi, vowed to “deepen and diversify” the bilateral major defence partnership while welcoming forward movement in India’s procurement of 31 drones and joint development of jet engines. The US designated India a “Major Defence Partner” in June 2016, paving the way for sharing of critical military equipment and technology.

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This decision was achieved thanks to a dynamic common work cycle between the two companies, following a Memorandum of Understanding (MoU) signed on 8th July 2022 and an agreement on workshare reached between the two partners during Aero India 2023.

ALSO READ: HAL and Safran sign MoU to extend cooperation for new helicopter engines

The collaboration the Indian and French Aerospace majors is clearly supporting the development of the aerospace strategic roadmap between the two countries while once again endorsing the Indian Government’s vision of “Atmanirbhar Bharat” – particularly in defence technologies. Safran Helicopter Engines and HAL see this joint venture as a natural further step in their robust, well balanced and growing relationship.

Mr. Cedric Goubet, Safran Helicopter Engines CEO, said: “We at Safran Helicopter Engines are truly elated to partner with HAL and India to craft this new turboshaft engine joint venture set to address the Indian market and also future export opportunities. It marks a turning point in not only the longstanding relationship between our two companies but also between India and France. Together we will remain fully dedicated to our customers in India, proud to designing and producing new efficient helicopter engines.”

Mr. C.B. Ananthkrishnan, CMD, HAL said: “Safran Helicopter Engines has been our valued partner for several decades. We both have embarked on a new journey, leveraging HAL’s experience in manufacturing of more than 15 types of aircraft and helicopter engines and Safran Helicopter Engines’ expertise in desiging turboshaft engines. The objective is to co-develop and co-produce turboshaft engines in India – with immediate focus on IMRH and DBMRH. This partnership will engage and harness the Indian Defence manufacturing ecosystem towards realising Atmanirbhar Bharat vision of our Honble PM”.

Safran Helicopter Engines and HAL already have multiple successful partnerships on helicopter powerplants, including the Shakti engine, which powers HAL-produced helicopters, comprising the Dhruv, Rudra and the Light Combat Helicopter (LCH Prachand). More than 500 Shakti engines have already been produced. The new joint venture further extends the sphere of current cooperation and explores opportunities for strategic business collaboration that leverage the complementary talents and capabilities of the two aviation firms.

Through HE-MRO joint venture in Goa, Safran Helicopter Engines and HAL will also provide MRO (Maintenance, Repair and Overhaul) services for TM333 and Shakti engines in the service of Indian Armed Forces.

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In March, the IAF had invited the industry to participate in the Mi-17 overhaul programme to overcome the shortfall in the IAF’s existing in-house capacity, speed up the overhaul process and boost the country’s aviation capability.

The industry will now be associated with the overhaul process under the ‘plant-in-plant’ concept where six newly defined tasks will be executed by the successful bidder at the IAF’s No.3 Base Repair Depot under supervision of the depot’s staff. Provision of manpower, tools and specified spares will be the responsibility of the industry while initial technical training to the private crew on the Mi-17 will be provided by the IAF.

The IAF envisions 15 helicopters to be overhauled under this arrangement during 2022-23 and this arrangement will be in place for at least two years. It takes about three months to overhaul one helicopter.

Earlier, the entire overhaul process, right from accepting the helicopter to post-overhaul ground and flight tests, including overhaul of aero-engines, replacement of all spares, hoses, seals and consumables, as well as certification, was to be undertaken by the industry before handing the aircraft back to the IAF. It was to be undertaken over 10 years with the possibility of further extension.

In a fresh expression of interest, issued mid-May, the IAF has listed out six processes that can be taken up by the private industry. These include dismantling of the helicopter and its aggregates, paint removal and cleaning of complete helicopter and its parts, defect analysis of the structure, including visual checks, non-destructive test for cracks, dents, loose or missing rivets, corrosion and carrying out necessary repairs, removal of the electrical loom and its refurbishment followed by testing and relaying, cockpit and cargo compartment ceiling, side and floor panel repairs and refurbishment, and finally re-painting and marking of the helicopter.

The IAF operates three variants of the Mi-17 class, including the latest Mi-17 V5, Mi-17 1V and older versions, which form the backbone of its medium-lift rotary component. These are overhauled at No.3 Base Repair Deport in Chandigarh, which is the largest helicopter maintenance establishment for Soviet or Russian origin helicopters.

The IAF reportedly operates over 220 Mi-17 helicopters that began entering service in 1991. These gradually replaced the earlier Mi-8 and are extensively used for tactical missions such as troops transport, assault, ferrying and air dropping supplies in remote areas, special operations, search and rescue and disaster management.

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In March, the IAF had invited the industry to participate in the Mi-17 overhaul programme to overcome the shortfall in the IAF’s existing in-house capacity, speed up the overhaul process and boost the country’s aviation capability.

The industry will now be associated with the overhaul process under the ‘plant-in-plant’ concept where six newly defined tasks will be executed by the successful bidder at the IAF’s No.3 Base Repair Depot under supervision of the depot’s staff. Provision of manpower, tools and specified spares will be the responsibility of the industry while initial technical training to the private crew on the Mi-17 will be provided by the IAF.

The IAF envisions 15 helicopters to be overhauled under this arrangement during 2022-23 and this arrangement will be in place for at least two years. It takes about three months to overhaul one helicopter.

Earlier, the entire overhaul process, right from accepting the helicopter to post-overhaul ground and flight tests, including overhaul of aero-engines, replacement of all spares, hoses, seals and consumables, as well as certification, was to be undertaken by the industry before handing the aircraft back to the IAF. It was to be undertaken over 10 years with the possibility of further extension.

In a fresh expression of interest issued this week, the IAF has listed out six processes that can be taken up by the private industry. These include dismantling of the helicopter and its aggregates, paint removal and cleaning of complete helicopter and its parts, defect analysis of the structure, including visual checks, non-destructive test for cracks, dents, loose or missing rivets, corrosion and carrying out necessary repairs, removal of the electrical loom and its refurbishment followed by testing and relaying, cockpit and cargo compartment ceiling, side and floor panel repairs and refurbishment, and finally re-painting and marking of the helicopter.

The IAF operates three variants of the Mi-17 class, including the latest Mi-17 V5, Mi-17 1V and older versions, which form the backbone of its medium-lift rotary component. These are overhauled at No.3 Base Repair Deport in Chandigarh, which is the largest helicopter maintenance establishment for Soviet or Russian origin helicopters.

The IAF reportedly operates over 220 Mi-17 helicopters that began entering service in 1991. These gradually replaced the earlier Mi-8 and are extensively used for tactical missions such as troops transport, assault, ferrying and air dropping supplies in remote areas, special operations, search and rescue and disaster management.

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AEPL will be the in-country authorised partner for RAC MiG for providing post-warranty Product Support for MiG 29K/KUB aircraft, Associated Systems, Ground Support Equipment (GSE) and Special to Type Test Equipment (STTE) in the inventory of the Indian Navy.

Speaking on the partnership, Rear Admiral Srinivas Kanugo, VSM (Retd), Head of Aerospace Engineering and CEO Aviatech Enterprises Pvt. Ltd. (AEPL), commented,”We are proud to be the preferred Partner of Choice for JSC RAC MiG, Russia’s premier aerospace and defence company. The ‘Framework Agreement’ is an enabling agreement which paves the way for enhanced in-country Product Support at the doorstep of the Indian Navy establishments operating or maintaining the MiG-29K/ KUB fleet of aircraft.  It drastically reduces the turnaround timelines of the aggregates through the contracts on a long term basis as per MOD (Dept of Defence Production) guidelines. The association of Indian partner, AEPL in the follow-on support contracts addresses critical Maintenance, Logistic and Supply chain issues on 24X7 basis, thus enhancing the availability of the aircraft and associated systems.”

The Agreement has been concluded under the spirit of ‘Inter-Governmental Agreement (IGA)’ signed between GOI and Russian Federation in September 2019.  It is also in line with the area of focus of IAF to engage with the Industry to set up repair and overhaul (ROH) facilities within India for high value rotables/ repairables and encouraging in-house MRO facilities, thereby leading to reduced timeframes for repair and enhanced operational availability of assets.

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