Updated MiGs still not flying high for IAF

[KashifAsrar]

Updated MiGs still not flying high for IAF

Only 1/3rd Of All ‘Bisons’ Can Operate At Any Point
Rajat Pandit | TNN



New Delhi: If you thought only the older MiG-21 variants were a headache for IAF, think again. Even the upgraded MiG-21s, called ‘Bisons’, are proving a nightmare for pilots.
At any given time, only onethird of the 113 MiG-21 Bisons inducted into IAF so far are fully operational to undertake combat missions. ‘‘The rest are usually grounded for lack of spares, maintenance and overhauling,’’ say sources.
‘‘The serviceability of Bisons, which IAF will fly till 2020, is as low as 33%. Since the rest cannot be certified to be 100% airworthy, they are now usually not flown to avoid crashes,’’ they add. Incidentally, three Bisons have already crashed since their induction began in 2001-2002.
IAF would ‘‘officially’’ like to contest the 33% figure. It claims the Bison serviceability has now improved to ‘‘around 55-60%’’. But even this means almost half the Bison fleet is grounded at all times.
This has serious implications for IAF at a time when Pakistan is on course to acquire more American F-16s and JF-17 ‘Thunder’ jets jointly developed with China, which itself is expanding its air force at a rapid clip.
As reported first by TOI, IAF has also complained to Hindustan Aeronautics Ltd about the air-unworthiness and tardy serviceability of the 90-odd Jaguar strike fighters it has. Similar problems are being faced by the 100-plus MiG-27MLs in the fleet.
To top it all, as also reported by TOI earlier, IAF is facing a steady depletion in the number of its fighter squadrons (each has 12 to 18 jets). This is likely to touch an alltime low of 28 next year from a high of 39.5 barely two decades ago.
The IAF says ‘‘various contracts’’ have been signed to improve ‘‘the spares situation and serviceability’’ of Bisons. ‘‘Supplies have already commenced. In addition, HAL has signed long-term repair agreements with various vendors,’’ said the IAF spokesperson.
‘‘Repair and overhaul facilities for Russian spares are also being set up at HAL. Lab facilities in all air bases have been set up for better reliability of the systems. To improve the MTBF (mean time between failure) of various systems, design deficiencies are being resolved,’’ he added.
Things have come to such a pass since the indigenous ‘Tejas’ Light Combat Aircraft, which was to replace MiG-21s, is still nowhere near becoming operational.

Turbulent Path

$626 million sanctioned in 1996 for upgrading 125 MiG-21s into Bisons

113 MiG-21 Bisons inducted since 2001-02

3 have already crashed

2/3rd of the rest grounded due to lack of spares & maintenance facilities

Of 793 MiG-21s inducted over the years, over 330 have crashed

$6.5 billion contract to acquire 126 multirole combat aircraft will take years to materialise



IAF’s Bison project running late


New Delhi: Bureaucratic bottle-necks have delayed new acquisition programmes of the Indian Air Force. The project to acquire 126 multirole combat aircraft at a cost of $6.5 billion, for instance, is yet to take-off.
Like all IAF modernisation programmes, the Bison project to upgrade 125 MiG-21s at HAL facilities in Nashik, with Russian collaboration, is also running years behind schedule.
It was way back in 1996 that $626 million ($ 472.85 million towards cost of upgrade of 125 aircraft and $ 153.15 million for procurement of weapons) was sanctioned for upgrading the MiG-21s with better avionics and armaments. This was the much cheaper option. An upgraded MiG-21 Bison costs Rs 20 crore, whereas a new fighter would come for upwards of Rs 150 crore. IAF has to be especially careful with the MiG-21s, which have several design limitations due to their 1960s and 1970s vintage.

 

[Chukkar]

Teething problems are true for the induction of any complex weapons system, and serviceability ramps up with the induction of maint. and overahul facilities, and greater stabilized processes available at the squadron level (as compared to interim main. procedures).

IAF would ‘‘officially’’ like to contest the 33% figure. It claims the Bison serviceability has now improved to ‘‘around 55-60%’’. But even this means almost half the Bison fleet is grounded at all times.

Individual squadrons are at 70% level. Note this from the award given to Wing Commander Nayani Harish, 2005 for his performance wrt the same.

 

[blain2]

Teething problems are true for the induction of any complex weapons system, and serviceability ramps up with the induction of maint. and overahul facilities, and greater stabilized processes available at the squadron level (as compared to interim main. procedures).



Individual squadrons are at 70% level. Note this from the award given to Wing Commander Nayani Harish, 2005 for his performance wrt the same.

Teething problems and serviceability are two different issues. I could compare the serviceability problem here to the F-16 sanctions in Pakistan which led to grounding of a large # of F-16s by the PAF. The aircraft were not grounded due to the typical teething challenges arising out of induction of a new type. Problem happening 10 years down the road after the induction of the type is not a teething problem. From the looks of it, it looks like a supply chain issue.

 

[Chukkar]

Teething problems lead to serviceability issue.
And the Bisons are being inducted now, whatever made you think that they were inducted ten years back?

 

[blain2]

Teething problems lead to serviceability issue.
And the Bisons are being inducted now, whatever made you think that they were inducted ten years back?

2001 was the year the type was inducted...more than 5 years ago (my apologies about 10 years)

I am sorry but I disagree with your linking up of teething problems to those of serviceability. Teeting problem is something that you face during the induction or employment of a platform. Serviceability issues point to either lack of spares (supply chain) or problems with maintenance procedures and/or possibly even lack of trained manpower (I doubt this simply because Bison is essentially the exact same aircraft as the rest of the IAF fishbed inventory aside from avionics).

Also the basic airframe and engine on the bison are pretty much the same as the older fishbeds. Not exactly a new type being inducted here that would cause it to have teething problems 5 years after the type was first inducted.

 

[Chukkar]

You are mistaken and let me tell you why.

The Bisons may have been nominally ready five years back, but series delivery has only been going on for the past three years. In the meanwhile, the systems have gone through further refinement in Indian service, only after which the agreements for maintenance and spares were allowed to be cleared and inducted.

The avionics play a HUGE role in the overall serviceability of the fleet. The Kopyo radar was failing every now and then, because the IAF was operating it far more intensively than the Russians had planned for, and because the IAF operates in heated areas, which had not been totally factored in by Sokol. So to rectify the Kopyos original computer eqpt was replaced, and this increased the MTBF. Only after this was agreed, were everything else cleared, and this is why present serviceability is round 60% and should stabilized at 80% level in another couple of years which is good for an aircraft the vintage of the Bison.

There is no lack of trained manpower or spares - the Bis platform dates from the 80' and spares are available. Also get your hands on a Janes from the mid 90's which goes into this program in detail. Much of the interiors of this aircraft have been replaced and modified, from its entire wiring system, its power distribution modules, its environmental and cooling system and several hydraulic components, plus the entire airframe and aircraft has been certified for another 1K hours, plus simulators are being inducted as well.

In every respect, this is but a storm in a teacup, and other AF's - such as the PAF have also faced likewise.