比二泉映月更悲凉，印度放弃HAL产初级教练机后，HAL中级 ...

比LCA的试飞进度“毫不逊色”的HJT-36 Sitara，作为结构很简单的中级教练机2003年首飞，2013年仍入役无望

瑞士精品PC-7初级教练机到货之前，印度空军用中级教练机应付没有初级教练机可用的局面，PC-7到货之后，印度空军又要面对没有中级教练机，用初级教练机应付的局面，印度空军正在考虑用即将获得的PC-7螺旋桨飞机作为中级教练机使用的可能性

公开消息HJT-36 Sitara已造2架原型机PT-1和PT-2

西西河daharry ：


2011年4月，一架原型机发生事故坠毁。据称HAL目前正在制造第3架原型机，以维持有2架原型机用于试飞

搞不好最后印度空军又失去耐心，转而外购中级教练机了，HAL产的HPT-32初级教练机因为各种事故频出已被印度空军停飞并弃用

初级教练机、中级教练机都如此，LCA达不到指标不得已搞MK2，又再搞AMCA和FGFA（T-50）。三哥总是在放飞梦想

http://www.business-standard.com ... 113020500066_1.html



IAF laments HAL delays in delivery of intermediate trainer

The Indian Air Force (IAF) continues to grapple with difficulties in training its pilots. While quality basic training will become possible as the Pilatus Aircraft Company delivers the 75 PC-7 Mark II basic trainers that India bought last year for Rs 2,900 crore, the next stage of training remains an issue. IAF officials say the failure of Hindustan Aeronautics Ltd (HAL) to develop an Intermediate Jet Trainer (IJT) is now a serious hurdle to training.



HAL has been developing an IJT, called the Sitara, since 1999. The IAF has forked out R&D costs of Rs 600 crore (up from an initial estimate of Rs 180 crore), and assured HAL of an order of 12 prototypes and 73 operational trainers. But, with the IJT delayed by almost a decade and still at least three years from delivery, rookie pilots will continue to train on outdated and inadequate aircraft.

The IAF trains its fighter pilots in three phases. Stage-1 training will now be carried out on the propeller-driven Pilatus PC-7 Mark II. From there, pilots graduate to Stage-2 training on jet aircraft, which is currently carried out on the vintage Kiran Mark I since the IJT Sitara, which was supposed to replace the Kiran long ago, has not been delivered. Finally, pilots carry out Stage-3 training on the vaunted Hawk Advanced Jet Trainer (AJT), which was acquired in the mid-2000s.

“The IJT has been a very poorly planned programme by HAL and a decade-long delay is unacceptable in a trainer aircraft. Given how much time and money the IAF has already committed, we have to stick with the IJT programme and induct it into service as a Stage-2 trainer,” a top IAF official bitterly complained.

But patience is running out in Vayu Bhawan, the IAF headquarters. A senior air marshal told Business Standard that, if the IJT was not delivered within three years, the IAF would consider using the Pilatus PC-7 Mark II as a Stage-2 trainer, in addition to its primary job as a Stage-1 trainer.

“The Pilatus could also be used for Stage-2 training until the IJT is ready. This could be done using the same aircraft, by putting the trainee pilots through more complex flying exercises,” explains the IAF official.

The IAF brass believes that HAL made a major blunder in deciding to change the IJT’s engine, replacing the French Larzac engine around which the Sitara was designed, with a more powerful AL-55I engine built by Russian engine-maker, NPO-Saturn. In 2005, HAL signed a $350 million contract with Russian defence export agency, Rosoboronexport, to build 250 AL-55I engines under license in Bangalore, with an option for 1000 more. After developing the engine, Moscow insisted on payment of another $64 million.

“HAL should never have gone in for a new engine mid-way, because an aircraft is always designed around its engine. Instead, they should have upgraded the Larzac,” points out a top IAF planner.

Contacted for comments, HAL has not responded. According to engineers involved in the IJT’s development, the testing regime that governs the new Russian engine has delayed the flight-testing of the IJT. This was predictable, since any new engine requires extensive and progressive testing. In this, the Russian certification agency allows the engine to fly only a fixed number of hours, after which the agency examines the engine and then clears it to fly a small number of additional hours. This progressive certification often holds up flight-testing.

Business Standard has followed the IJT Sitara’s development since the early 2000s, on regular visits to HAL. Design began in 1999, and the aircraft flew in 2003, a remarkably quick development process. But then, the engine was changed and problems began. Last year, an IJT prototype crashed, fortunately without loss of life.

HAL has said that it intends to build the IJT in its Kanpur facility, at a cost of about Rs 50 crore per aircraft.


比LCA的试飞进度“毫不逊色”的HJT-36 Sitara，作为结构很简单的中级教练机2003年首飞，2013年仍入役无望

瑞士精品PC-7初级教练机到货之前，印度空军用中级教练机应付没有初级教练机可用的局面，PC-7到货之后，印度空军又要面对没有中级教练机，用初级教练机应付的局面，印度空军正在考虑用即将获得的PC-7螺旋桨飞机作为中级教练机使用的可能性

公开消息HJT-36 Sitara已造2架原型机PT-1和PT-2

西西河daharry ：

HJT-36进度一拖再拖，到了2007年，还没有一架HJT-36有限量产系列出现在人们视野中。HAL为此极度忧虑，于是他们开始想办法补救。2月份正好是两年一度的印度航展，HAL便抓紧时机派PT-1出去为观众表演，希望给不知情的人们留下个好印象。谁想到，灾难就在此时降临了。PT-1在班加罗尔附近的亚拉汗卡基地起飞，去印度航展为公众做飞行表演时出了大事故。

在起飞滑跑中的PT-1在离地前座舱盖不知什么原因突然解锁，在风力作用下被吹到打开位置。PT-1瞬间就变成敞篷的了。向右侧掀开的座舱盖立即改变了PT-1的气动特性，使它失去平衡向右侧偏离。PT-1冲出跑道边线。在短短的几秒钟之内，PT-1的一个油压减震器被打烂，还爆了一只轮胎。当PT-1在一团烟雾中停下来后，人们发现PT-1的右翼严重受损，左翼尖也被切掉。所幸飞机没有起火，飞行员也没事，这真是不幸中的万幸。不过，PT-1在被彻底修复之前，承担不了试飞任务，只能用于地面静态展示，搞搞公关。

红色的PT-2担当了剩余试飞任务。然而祸不单行，2009年灾难再次降临。2月4日，PT-2为印度航展再次进行飞行表演时也出了事故。在它返航着陆时，起落架放下后未能锁定，试飞员不得已进行了机腹迫降。

2011年4月，一架原型机发生事故坠毁。据称HAL目前正在制造第3架原型机，以维持有2架原型机用于试飞

搞不好最后印度空军又失去耐心，转而外购中级教练机了，HAL产的HPT-32初级教练机因为各种事故频出已被印度空军停飞并弃用

初级教练机、中级教练机都如此，LCA达不到指标不得已搞MK2，又再搞AMCA和FGFA（T-50）。三哥总是在放飞梦想

http://www.business-standard.com ... 113020500066_1.html



IAF laments HAL delays in delivery of intermediate trainer

The Indian Air Force (IAF) continues to grapple with difficulties in training its pilots. While quality basic training will become possible as the Pilatus Aircraft Company delivers the 75 PC-7 Mark II basic trainers that India bought last year for Rs 2,900 crore, the next stage of training remains an issue. IAF officials say the failure of Hindustan Aeronautics Ltd (HAL) to develop an Intermediate Jet Trainer (IJT) is now a serious hurdle to training.



HAL has been developing an IJT, called the Sitara, since 1999. The IAF has forked out R&D costs of Rs 600 crore (up from an initial estimate of Rs 180 crore), and assured HAL of an order of 12 prototypes and 73 operational trainers. But, with the IJT delayed by almost a decade and still at least three years from delivery, rookie pilots will continue to train on outdated and inadequate aircraft.

The IAF trains its fighter pilots in three phases. Stage-1 training will now be carried out on the propeller-driven Pilatus PC-7 Mark II. From there, pilots graduate to Stage-2 training on jet aircraft, which is currently carried out on the vintage Kiran Mark I since the IJT Sitara, which was supposed to replace the Kiran long ago, has not been delivered. Finally, pilots carry out Stage-3 training on the vaunted Hawk Advanced Jet Trainer (AJT), which was acquired in the mid-2000s.

“The IJT has been a very poorly planned programme by HAL and a decade-long delay is unacceptable in a trainer aircraft. Given how much time and money the IAF has already committed, we have to stick with the IJT programme and induct it into service as a Stage-2 trainer,” a top IAF official bitterly complained.

But patience is running out in Vayu Bhawan, the IAF headquarters. A senior air marshal told Business Standard that, if the IJT was not delivered within three years, the IAF would consider using the Pilatus PC-7 Mark II as a Stage-2 trainer, in addition to its primary job as a Stage-1 trainer.

“The Pilatus could also be used for Stage-2 training until the IJT is ready. This could be done using the same aircraft, by putting the trainee pilots through more complex flying exercises,” explains the IAF official.

The IAF brass believes that HAL made a major blunder in deciding to change the IJT’s engine, replacing the French Larzac engine around which the Sitara was designed, with a more powerful AL-55I engine built by Russian engine-maker, NPO-Saturn. In 2005, HAL signed a $350 million contract with Russian defence export agency, Rosoboronexport, to build 250 AL-55I engines under license in Bangalore, with an option for 1000 more. After developing the engine, Moscow insisted on payment of another $64 million.

“HAL should never have gone in for a new engine mid-way, because an aircraft is always designed around its engine. Instead, they should have upgraded the Larzac,” points out a top IAF planner.

Contacted for comments, HAL has not responded. According to engineers involved in the IJT’s development, the testing regime that governs the new Russian engine has delayed the flight-testing of the IJT. This was predictable, since any new engine requires extensive and progressive testing. In this, the Russian certification agency allows the engine to fly only a fixed number of hours, after which the agency examines the engine and then clears it to fly a small number of additional hours. This progressive certification often holds up flight-testing.

Business Standard has followed the IJT Sitara’s development since the early 2000s, on regular visits to HAL. Design began in 1999, and the aircraft flew in 2003, a remarkably quick development process. But then, the engine was changed and problems began. Last year, an IJT prototype crashed, fortunately without loss of life.

HAL has said that it intends to build the IJT in its Kanpur facility, at a cost of about Rs 50 crore per aircraft.