Daily Archives: July 7, 2016

Thailand and Ukraine consider co-production of military vehicles

 

07 July 2016

Thailand and the Ukraine are considering a programme of collaboration featuring the joint production of military vehicles in Thailand, it has been announced.

The project was the subject of discussion in Bangkok on 6 July between Thailand’s defence minister General Prawit Wongsuwan and Andrii Beshta, Ukraine’s ambassador to Thailand.

The Thai government’s public relations department said that during the meeting Ukrainian officials offered to support the development of Thailand’s defence industry by transferring technologies to local enterprises.

It added that the proposal is with a view to establishing a jointly run facility to manufacture and provide full maintenance support for military vehicles in Thailand.

Original post janes.com

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Ukraine will produce armored vehicles in Thailand

20:29, 3 November 2015

The signed agreement provides the production of armored vehicles of BTR-3 family

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Facebook Arsen Avakov

November 2, in Bangkok, Thailand, the international exhibition of triple purpose armament (for Army, Navy and Air Force) “Defense & Security-2015” started its work. The exhibition will run until November 5.

The Ukrainian delegation was headed by Minister of Defense Stepan Poltorak. Representatives of the State Concern “UKROBORONPROM” and State Enterprise “UKRSPETSEXPORT” also joined the event.

In the course of exhibition the negotiations between members of the Ukrainian delegation, Vice-Prime Minister – Minister of Defense of Thailand Prawit Wongsuwan cand the senior military leadership of the country took place. The negotiations concerned the extension of military cooperation between two states.

Ukrainian product of the Defense Industrial Complex as part of joint stand of the State Concern “UKROBORONPROM” was presented by “UKRSPETSEXPORT”. In particular, the exhibition presented new samples of anti-tank guided missiles, demonstrated MBT “OPLOT” APC-3E1and other military equipment. This year the exhibition “Defense & Security-2015” is attended by 37 official delegations from all around the world and 400 defense companies from 50 different countries.

Earlier it was reported that Ukraine and Thailand discussed the possibility of joint production of Ukrainian armored vehicles, including BTR-3E1. Production will be concentrated on the territory of Thailand.

Source 112.international

BTR-3E1 wheeled armoured vehicle personnel carrier

The BTR-3E1 is an 8×8 wheeled combat vehicle designed to carry infantry troops, arms and supplies on the battlefield while providing fire support from a turret mounted gun. It can also carry out reconnaissance, combat support, and patrol missions. The BTR-3E1 armored personnel carrier is designed, manufactured and marketed by the Ukrainian Defence Company UkrespectExport. The BTR-3E1 is based to the BTR-3U Guardian which was developed as a private venture in 2000 by Ukrainian and Unired Arab Emirates companies. The BTR-3U is an improved variant of the Russian made wheeled armoured personnel carrier BTR-80. The BTR-3E1 is the export variant of the BTR-3U. Thailand has placed an order for 96 BTR-3E1 series vehicles and the first of these were delivered early in 2009. The first 2 of 96 BTR-3E1 have been delilvered at U Tapao Airport on 17 September 2010. The second batch of 121 BTR-3E1 with a price tag of 5 billlion Baht have been ordered by Royal Thai Army and 14 BTR-3E1 has been ordered by Royal Thai Navy to be used by Royal Thai Marine Corps.

Armament

ztm-1_30mm_cannon_turret

The BTR-3E1 is fitted with the BM-3 Shturm turret. The turret is armed with a ZTM-1 30 mm automatic gun which can be remotely operated to provide increased solider protection in hostile environments. The 30mm gun has a maximum firing rate of 330 rounds per minute and can fire AP-T (Armour Piercing – Tracer), HEF-I (High Explosive Fragmentation – Incendiary) and HE-T (High Explosve – Tracer) rounds.A 7.62 mm machine gune is mounted at the left side of the main armament. Three smoke-grenades discharger are mounted to each side at the front of the turret. Anti-tank missile launcher “Barrier” are mounted at the right side of th turret and a 30 mm automatic grenade launcher AGS-17 is mounted at the left side.The Turret is equipped with a fire control system with SVU-500 weapon stabilizer and on track sighting system with TV screen day/night and integrated laser range finder.

Protection

The hull and turret of the Guardian APC are of all-welded steel armour, providing the occupants with protection from small arms fire and shell splinters. A Kevlar liner can be provided for increased protection.The driver is seated at the front of the hull on the left side with the vehicle commander to his right.

Propulsion

The BTR-3E1 used a 8×8 chassis. The BTR-3E1 is powered by a Diesel engine UTD-20 mounted at the rear of the vehicle, coupled to a mechanical transmission. The engine compartment is fitted with an automatic double-action fire extinguishing system. The BTR-3E1 can run at a maximum road speed of 95 km/h with a range road of 850 km. source armyrecognition.com

Thai BTR are fitted with MTU 6R106TD21

3231741_MTU_DEF_SPEC_6R106EURO3_1_14_000001

Engine data according to source kbtz.com.ua

1388892712-1-o

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HAL must be modernised, if Tejas are to be saved: Admiral Arun Prakash

 

With obsolescence eroding its aircraft strength and the Rafale deal in limbo, there seem to be no inductions from abroad on the horizon; other than a few more Sukhoi SU-30s to attain the target strength of 272 heavy fighters. The IAF, while still seeking a medium fighter, may have to make do with the Tejas (and its future derivatives) — in terms of numbers as well as capability – till something else turns up.

Since much of the IAF’s combat fleet is assembled, overhauled and supported in-country, this would make the service totally dependent on India’s monolithic aerospace giant: Hindustan Aeronautics Ltd (HAL). This is a thought that would strike dread in the heart of any air warrior. Having flown many HAL products and been associated with its aircraft and helicopter projects, I can put my fingers on (at least) four good reasons for the IAF’s leadership to be apprehensive in this regard. Most of them are attributable to HAL’s public-sector work-ethos, nurtured by a protective Department of Defence Production.

Firstly, the lackadaisical approach of HAL’s unionised employees that engenders low productivity. Secondly, poor production-engineering standards that create maintenance and inter-changeability problems on aircraft. Thirdly, the high failure rate of HAL manufactured components and systems with attendant safety implications. Lastly, sub-optimal product-support that frequently leaves HAL customers high and dry — without any options.

Given the acceptance of Tejas by the IAF — whether voluntarily or under duress — this aircraft now assumes a key role in India’s national security matrix. It must, therefore, not only be inducted in sufficient numbers in a compressed time-frame but also be accorded Final Operational Clearance at the earliest, to enable combat exploitation over its full envelope.

Concurrently, improvements, upgrades and modifications have to be wrought in the Tejas to enhance its capabilities. Given low production rates and the other attributes of HAL, mentioned above, all this is unlikely to happen unless the Ministry of Defence (MoD) thinks out of the box, adopts an innovative approach and acts with alacrity.

Going by past precedent, it would be unrealistic to expect the MoD to undergo an overnight transformation in outlook and it would, therefore, have to be the end-users who must provide the initial impetus and sustain momentum of desired changes. At this juncture, a digression is necessary to highlight the Indian Navy’s interest in the LCA and to illustrate the critical importance of customer involvement in project management.

Unbeknownst to many, the Indian Navy, in keeping with its commitment to indigenisation, has been a steadfast supporter of the LCA for decades. In its quest for a ship-borne version of the aircraft, the navy commenced discussions with the LCA’s designer, the Aeronautical Development Agency (ADA), in the early 1990s.

Initial feasibility of a naval version having been established, an engineering development programme was commissioned to seek thrust-enhancement, fitment of an arrester hook and extensive re-design of the undercarriage and fuselage for carrier operations.

Having drawn up Qualitative Requirements for the aircraft, the navy also contributed Rs 400 crore ($60 million) to the LCA (Navy) project, becoming the only potential customer to have done so. The level of the navy’s commitment can be gauged from the fact that a naval test pilot deputed to the National Flight Test Centre rose to become its head, and the current ADA Director is a naval aeronautical engineer who was originally sent to oversee the LCA (Navy) a decade ago.

The prototype LCA (Navy) was rolled out in July 2010, and has been undergoing trials on a specially constructed carrier simulation facility at the naval air station in Goa. With three aircraft-carriers projected in its plans, the navy would need 100-150 ship-borne fighters in the next two decades.

While the LCA (Navy) — if successful — would make up some of these numbers, the navy (like the IAF) would also need a medium fighter to equip its carriers, but one which is carrier-compatible for catapult-launch and arrester-hook recovery. Currently there happen to be three such examples in the market — the US F/A-18 Hornet and F-35C Lightning II and the French Rafale.

Against the backdrop, of the latest dispensation permitting 100 per cent FDI in defence production, coupled with Prime Minister Narendra Modi’s passionate advocacy of Make in India and Make for India, the IAF and the navy need to make common cause and capitalise on new windows of opportunity. Given the historical inability of our public sector to reform itself, the two services should urge the government to form multiple public-private joint ventures (JV) involving ADA, divisions of HAL, the Indian private sector and foreign aerospace companies.

These initiatives, which will not only transform India’s aerospace industry but also bolster national security, must include joint ventures for: (a) the modernisation and streamlining of HAL’s existing production facilities; (b) creation of additional assembly lines to boost LCA production rate; (c) exploring, with ADA, upgradation of the LCA and design of LCA Mark II; and (d) setting up a new aero-engine production plant for the LCA.

Should the IAF and the navy be able to agree upon a common medium fighter, they would have a powerful lever to persuade the government to set up another JV for its collaborative production in India.

Any move to loosen the deadly grip of the PSUs and allow private sector participation in defence will see the dinosaurs of the Left (embedded in all political parties) as well as the status quoist Department of Defence Production up in arms against it. This is where the Service Chiefs and the techno-savvy Defence Minister could take a common stand and pull together — in the interest of national security.

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Military suspends flight of Surion choppers over defective gearbox

 

Published : 2016-07-07 11:43
Updated : 2016-07-07 11:43

Korea’s military has suspended the flight of locally-developed KUH-1 Surion helicopter after defects in the imported gearbox were reported following the deadly crash of a Norwegian chopper using the same European component, the defense procurement agency said Thursday.

The EC-225 Super Puma chopper of Norwegian oil company Statoil crashed off the Scandinavian country’s southwest coast on April 29, killing all 13 people aboard.

Korea has recently been informed by the chopper’s manufacturer, Airbus Helicopters, that the crash was due to the defective main gearbox that connects the aircraft’s engine with the rotor system.

“Some of Surion choppers are equipped with the same main gearbox, so the flight of these aircraft has been put on hold to prevent potential accidents,” an official at the Defense Acquisition Program Administration  said.

The multi-role Surion chopper was produced by Korea’s sole aircraft manufacturer Korea Aerospace Industries Ltd. as part of a 1.3 trillion won military procurement project. About 57 percent of the military-use Surion choppers are equipped with the gearbox made by Airbus Helicopters.

Since its first flight test in 2010, the indigenous aircraft has been adapted for military purposes as well as other non-military missions for the police and the firefighters.

With financial reimbursement from Airbus Helicopters, the DAPA plans to replace the defective components by the end of this year, the official said. (Yonhap)

Original post koreaherald.com

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EC225 Main Rotor Head and Main Gear Box Design

EC225/H225 Main Rotor Head and Main Gear Box Design

Following the recent tragic accident at Turøy near Bergen, Norway involving EC225/H225 LN-OJF there is a lot of interest in the Main Rotor (MR) and Main Gear Box (MGB) design of the EC225.  Here we provide some background information on the design and updates on the investigation and regulatory action.

The EC225/H225 MRH/MGB Design

CIMG4051-300x225EC225 MRH and MGB (c) Aerossurance

Unlike some other types, the 11t+ lift load from the Main Rotor is not imposed on the casing of the MGB, but is instead transferred via a Double Taper Bearing to the Lift Housing (see the diagram below).  When static the Double Taper Bearing also transmits the weight of the MR assembly to the Lift Housing.

The Lift Housing is connected to the fuselage via three Suspension Bars (which connect to fittings secured to the fuselage by 4 bolts).  The Lift Housing also takes the suspended weight of the MGB via the Flared Housing.  The MGB is supported underneath by the flexible titanium Barbeque Plate which absorbs the MR torque, longitudinal and transverse loads and damps out vibrations.

ec225-mgb-mrhEC225 MRH and MGB (Credit: Airbus Helicopters via Aerobuzz with Aerossurance Labelling)

The EC225 has a integral Main Rotor Head (MRH) and MR shaft, which mates with output of the MGB Epicyclic Module via a spline.  The five Blade Sleeves (and their associated Blade Dampers) are attached to the MRH.  The composite Main Rotor Blades (MRBs) are fitted to the Blade Sleeves.

As is conventional on a helicopter, the pitch of the MRBs is controlled by Pitch Change Rods connecting the Rotating Swashplate to the Blade Sleeves.  The Rotating Swashplate follows the position of the Non-Rotating Swashplate, which is moved by three flying control Servo Units (not shown above), in responses to movement of the pilot’s Cyclic and Collective Controls.  The Rotating Swashplate oscillates around a ball joint which can also slide up and down a Guide Tube that surrounds the MR Shaft.  Each part of the Swashplate has a two part articulating Scissor.  The one connected to the MRH drives the Rotating Swashplate, while the one connected to the Lift Housing prevents the Non-Rotating Swashplate from rotating.

The MGB is modular, with a main module which drives an epicyclic module and two accessory modules.  Drive from the two 2101 shp Turbomeca Makila 2A engines enters the front of the MGB via two high speed (22962 rpm) shafts (known as Bendix shafts). The MGB Main Module and the 2 stage Epicyclic Module reduce the speed to the nominal Main Rotor speed of 265 rpm.  The Main Module also drives various accessories and the Tail Rotor Drive Shaft (TRDS).

ec225-mgbEC225/H225 MGB Schematic (Credit: Airbus Helicopters via Step Change in Safety)225mgbClose Up on EC225/H225 MGB Main Module and Epicyclic Module (Credit: Airbus Helicopters via AIBN)

The LN-OJF Investigation

The independent Accident Investigation Board Norway (AIBN – the Statens Havarikommisjon for Transport [SHT] in Norwegian) is leading the LN-OJF accident investigation in accordance with the International Civil Aviation Organisation (ICAO) Annex 13 on air accident investigation.

The AIBN have issued the following press releases:

Read entire article: Here

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France agreed to provide 50 percent offsets to India for Rafale fighter sale

 

Jul 06, 2016 00:59 UTC by Defense Industry Daily staff

France has agreed to provide 50 percent offsets to India as part of its Rafale fighter sale to the Indian Air Force. The Paris concession comes as the government aims to have the fighter’s engine manufacturer, Safran, take over and complete the development of India’s Kaveri turbofan engine. This will see an investment to the tune of $1.1 billion poured into the Kaveri project which engineers say needs 25-30 percent more research to see it to completion.

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There are conflicting news from both camps!

France offers EUR 1 billion to revive India’s combat jet engine project

Sources said that since January, several rounds of discussions have taken place between Indian authorities and French company Safran, which developed the M88 engine that powers the Rafale as well as the Shakti engine for Indian advanced light helicopters.

French experts who assessed the Kaveri engine — which was more or less abandoned for aviation use in 2014 due to shortcomings on power —indicated that 25-30% more work would be needed to make it flight-worthy.

The air force is committed to buying at least 80 of the LCA Mk 1 A fighters that will meet higher technical requirements than the version inducted this year. It is currently powered by GE 404 engines.

“The proposal is to have the Kaveri ready for the next version of the LCA that would then boast of an indigenous engine as well. The French are confident that this can be done and are willing to put in money into the project,” a person involved in the discussion said.

France Imposes New Conditions on Rafale Deal With India

, Defense News12:04 p.m. EDT July 6, 2016

NEW DELHI — France has quietly insisted that an $8.9 billion government-to-government (G2G) deal with India be signed before a 50 percent offset deal for Rafale fighters is finalized, according to a French Embassy source in India.

“We have concluded multiple discussions with state-owned Defence Research and Development Organisation (DRDO) and other agencies to execute 30 percent offsets in India’s ongoing and futuristic military aerospace programs, but no [offset] deal will be finalized until the final Rafale contract is signed,” said the source, who spoke on condition of anonymity.

As part of the Rafale deal, France has made a 30 percent offset commitment for military aerospace research and development programs and a 20 percent offset commitment for making components for Rafale fighters with domestic firms in India.

French defense companies Safran, Thales, MBDA and Dassault have also committed to proving stealth, radar, thrust vectoring for missiles technologies and materials for electronics to DRDO and domestic defense companies.

“We simply cannot make [Rafale] negotiations public”, said an Indian Ministry of Defence (MoD) procurement official, who also spoke on condition of anonymity.

As part of G2G discussions, France has also agreed to kick-start the unsuccessful Kaveri gas turbine jet engine for the homemade light combat aircraft Tejas.

At present, the Kaveri engine lacks sufficient power thrust, efficiency and dependability.

An upgraded Kaveri engine with 90 kN thrust can be developed in two years’ time with French cooperation, according to the French Embassy source.

Currently the Tejas is powered by a General Electric F404 engine.

“We have detailed discussions with the French teams to revive [the] Kaveri engine project and it is now for MoD to take a final call,” according to a senior DRDO scientist, who spoke on condition of anonymity.

Meanwhile, the MoD is yet to respond to the Indian Ministry of Law and Justice’s findings on the Inter-Governmental Agreement (IGA) on the Rafale deal, the MoD defense procurement official said.

Defense Minister Manohar Parrikar had informed the parliament May 3 that the federal ministry had reviewed the IGA and that the findings would be taken into account when finalizing the deal.

And prior to that, Dassault chairman Eric Trappier said in an April 13 radio report that he expected a contract could be signed “in the next few days,” adding: “I have high hopes this contract could be signed fairly quickly.”

The MoD procurement official said that no negotiations on the Rafale deal between France and India have taken place in more than six weeks, and the next meeting is yet to be scheduled.

In addition to 36 Rafale fighters, India is also buying Mica air-to-air missiles, Scalp air-to-ground missiles, Meteor beyond-visual-range missiles and precision-guided munitions at a cost of $1 billion for immediate requirements, and India is expected to order five years’ maintenance and engineering support at a cost of $500 million.

@defensenews.com

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rafale_omnirole