Indian Military Aviation News and Discussion

[Arun_S]

The GE F414 option will only transfer jig and fixture, for the teh "F" model, and not the later versions that continue to evolve "E" version and nothing to speak of ceramic blade tech. Europeans have on teh other hand offered the complete technology from physics to jigs of SCBlade, as well as share research into ceramic blade tech that operateds at temp beyond the current Single crystal blade engines (much superior thrist, SFC as well as thust to weight ratios)



What can India expect in terms of controls on F414, when even very recently the marine turbine engine was refused by US govt. The GE F414 decision (if true) is causing lots of heartburn in IAF. It is such a blantently wrong choice for India. It will not only styme LCA operational value in realsistic time frame but also block MCA/NGFA prospects to success.









[url="http://www.defpro.com/daily/details/502/"]Eurojet may transfer single crystal blade technology to India[/url]

Eurojet technology is "a generation ahead of the competition." Company may be looking for long-term relationship with Indian industry



07:04 GMT, February 5, 2010 As 8ak ([url="http://www.8ak.in/"]http://www.8ak.in[/url]), a media partner of defpro.com reports, Eurojet management yesterday confirmed that, if required, they are willing to transfer their single crystal turbine blade technology to India. This is currently not under the scope of the Light Combat Aircraft (LCA) engine request for proposal (RfP) and a separate commercial agreement would have to be signed.



Under the license-production of the Russian Sukhoi Su-30MKI, it is believed that Russia transferred some of this technology to India. However, Harmut Tenter, Managing Director of Eurojet claims their own technology is a generation ahead of the competition. This is a complex process in which the entire blade is a single giant crystal which is grown, instead of having been cut. As a result, the blades can withstand up to 200 degree higher temperatures while also improving the efficiency, longevity and performance of the engine.



Regarding possible offsets, Tenter points to the good working relationship of European companies, such as with Hindustan Aeronautics Limited (HAL) for the gearbox of the ALH Dhruv helicopter, which is among the most advanced in the world. According to Tenter, Eurojet will happily partner with any company that the Indian Ministry of Defence designates, including HAL. In addition, Eurojet is open to partnerships within the Indian private sector. Meanwhile, in the UK, Rolls Royce has won a US$1.4 billion contract to maintain the Eurojet engines in their Eurofighter Typhoons. In this light, 8ak asked Mr Tenter if there could be a role for the Indian private sector in engine maintenance; he replied that this is entirely possible but remains for the Indian Air Force (IAF) and the Indian government to decide.



While low initial orders would mean that the volume may not justify setting up a complete production facility in India, Mr Tenter says this is something they could consider in the future, even in areas unrelated to the current engine order. Eurojet, like EADS, has repeatedly claimed that they are looking at long term partnerships and Mr Tenter points to the success of Airbus as an example of a successful, trans-national European consortium. Perhaps this was a hint that India needs to follow a co-development/global supply chain model, rather than pursuing a 100 per cent indigenous one (for example, look at the state of the Indian Saras regional aircraft).



On 2 February, after the LCA test and demonstration, Indian Defence Minister A.K. Anthony declared an additional 8,000 crores (approximately US$1.8 billion) to be devoted to the LCA Tejas programme. It is believed that a significant portion of this is for engine technology. While Snecma has offered to help resolve the problems with the Kaveri engine, the need of the IAF is immediate and it is felt that even the Indian research agencies cannot justify the delay that would arise from waiting for the Kaveri-Snecma engine to be developed. This means that only GE's F414 and Eurojet are in the competition for the LCA engine. GE has many advantages but would require redesigning the Tejas, whereas Eurojet claims that no redesign would be required with its engine. However, Shiv Aroor has pointed out that no proof may exist to support this claim.



Some analysts feel that India would be more susceptible to sanctions from Eurojet, since it is a consortium of companies from four countries, than from the US. In response, Tenter said European companies do not impose end-user controls on India and have proven to be reliable partners even during crises. As an example he pointed to the Kargil war, during which work on the Dhruv continued uninterrupted. This was even before Germany, the lead nation in the Eurojet consortium, signed a defence co-operation agreement with India in 2006, further improving defence collaboration. Tenter added that, should India choose Eurojet it would enter a minimum 40-year relationship akin to a marriage and that Eurojet and their partner countries would take their commitment very seriously.



Reading a two-year old article on the Kaveri-GE-Eurojet dilemma, it seems that even though the issue was just as urgent two years ago, no action has been taken since. 8ak believes that whether GE or Eurojet wins, the issue must be resolved quickly and the long-delayed Tejas must be brought into commercial production. The export of the Tejas will give India great international repute and the country’s local industries the boost it needs.





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By Manu Sood, Editor at 8ak.in