A tale of two hydraulic systems
http://www.bharat-rakshak.com/IAF/histo ... aguar.html
Four specialists from BAe arrived at Ambala on the 19th of December and left on the 23rd to be back in UK for Christmas. During their stay, they made extensive notes on all their observations and spoke to the pilot and maintenance crew. They were noncommittal on the possible cause of twin hydraulic failure, an unusual problem. BAe team stated that they would study the problem after they got back to UK and then respond.
There were several insinuations from BAe: IAF aircraft were being subjected to excessive number of cycles of slat operation. Strictures were passed on IAF maintenance practices, permitting entry of air into the system, during the process of charging hydraulic fluid. The first allegation of excessive slat operation was negated after our Air Advisor in London checked with the RAF and found that their slat operation cycle was identical to that of IAF. The second allegation was negated after it was pointed out that the Jaguar had a self-bleeding hydraulic system and there was no scope for air remaining within the system.
Jam presented the detailed analysis to BAe who were very reluctant to accept the findings. After a number of meetings and presentation of accurate facts and figures, BAe did accept the shortcoming. In the meantime, BAe had also examined RAF aircraft with about 1500 flying hours and found that the brake bodies of slat motors with lower corner radius showed signs of impending failure. BAe then took action to correct the design requirements and advise AVIACA accordingly. The reluctance on the part of BAe was probably to avoid any liability or legal hassles. We had learnt our lesson at the cost of one aircraft and almost another one.
In June 94 it was found that BAe introduced these modifications as applicable to the Jaguar fleet all over the world. Interestingly the Company Notice of BAe was identical to that of HAL, word for word; expect that the letters BAe substituted letters HAL. There was a very fine print (visible only through a magnifying glass) that the modifications were based on work done by HAL.
Since the modifications were developed in India and adapted by BAe, it was decided to examine the possibility of claiming "Intellectual Property Rights" from them. Some interesting features of the Jaguar contract and licence agreement signed in 1978 by Government of India with the BAe emerged. The gist without actual legal terminology is given below: Operator (India) may introduce modifications on their own aircraft, the details of which are to be communicated to BAe. If we (BAe) have any technical observations, we will inform you within two months. In any case, the introduction of modification is at your own risk and cost. If we (BAe) find that the modification is useful and should be introduced on the entire Jaguar fleet world over, we shall do so. However, this does not attract any "Intellectual Property Rights" or commercial considerations.
The thoroughness with which BAe drew up contracts is to be admired. Hopefully our experts have learnt to be as thorough.