HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

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Indranil
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Indranil »

I disagree with you Chetak sir. Using these features, more training sorties can be completed between TBO of the engine, hence leading to better utilization of the airframe.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by chetak »

Indranil wrote:I disagree with you Chetak sir. Using these features, more training sorties can be completed between TBO of the engine, hence leading to better utilization of the airframe.
Indranil saar,

Not arguing but:

unfortunately, a lot of engines never run till their TBOs like good little children will normally do.

I never saw a single solitary one that did that "unto TBO" sort of thing married to one specific airframe. Multiple airframes over a number of years is the norm.

For various reasons, they get pulled in between and replaced. Then it's usually a shop visit for DI/DR, parts replaced, testing more often than not, some mandatory SBs, mods etc will get done and the engine is back to waiting.

The first IN chetak helo that was sent to HAL for its 2400 hrs airframe overhaul, IIRC, was after 22 odd years or thereabouts.

Engines follow a near similar pattern but due to more replacements of engines, they may spend about 10 - 12 odd years before TBO, maybe powering about 4-6 airframes in the meanwhile.

A lot of that time is spent cocooned, sitting idle and unproductive.

The commercial guys do things a lot faster
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Kartik »

ramana wrote:chetak/deejay,
Don't mind lekin why this feature of changing crew while hot refueling a requirement?
Of what practical use is this?
seems to be related to reducing the number of cycles. A cycle is defined as engine start -> take off-> landing -> engine off. But if, instead of switching off the engine before taking off again for another sortie, if you change the crew with teh engine running then you only need to count that sortie as a fraction of a cycle. So, by having to account for a fraction of a cycle for maintenance and fatigue considerations, you're reducing the airplane down time for maintenance and also not using up it's fatigue life as much.

So, by replacing the student pilot with another student with the engine running and hot refueling done, the number of cycles can be reduced thus conserving airframe and engine life.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Kartik »

chetak wrote:
Very true.

Multiple starts are hard on the internal battery if that is being used for all starts.

Starters are usually swapped out/serviced on a calendar/flying hour basis and these days all of them are starter generators. Rare to find separate starters and generators now. One accessory and multiple functions.

On the Do 228 for example, the starter switches to generator mode when the engine reaches 55% and the engine is already self sustaining by then.

BTW, the "fixed number of cycles" needs to be re checked. :)
The same is said to be true for car engines too..the engine is supposed to suffer the most damage during the starting operation.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Kartik »

Indranil wrote:
chetak wrote: BTW, the "fixed number of cycles" needs to be re checked. :)
I am pretty sure of it :D. This is directly from Honeywell. Please click here. I have quoted the parts pertinent to this discussion.
....
Likewise, numerous takeoffs and landings within only one engine start and one engine shutdown had historically been considered as one cycle; i.e. the additional takeoff and landing events had been ignored in the cycle calculations because no additional engine start and shutdown had occurred.
....
Service Bulletin TPE/TSE331-72-0019, for example, explains what engine components are life limited and thus require a Life Limited Part Log, which tracks flight hours, cycles, and maintenance performed over the life of the engine.

Recently, Alert Service Bulletin TPE331-A72-2130 warned TPE331 operators who are engaged in special-use operation that they must change the methodology of counting cycles. For the purpose of that service bulletin, special-use operation is defined as performing multiple takeoff and landings for each engine start/shutdown cycle.

The reason for this change is that “multiple takeoff and landing cycles without engine shutdown are minor cycles and result in LCF damage to the turbine wheels that is additive to the fatigue damage caused by a major cycle (engine start, takeoff, and landing and engine shutdown). The additive LCF damage can lead to an uncontained separation of the turbine wheel prior to the accumulated number of major cycles specified in Service Bulletin TPE331-72-0019. Such a separation could involve ejection of metal fragments from the engine and could cause serious injury or death to personnel and damage to the aircraft.” (Alert Service Bulletin TPE331-A72-2130, page 5)

To sum up, if you are engaged in special-use operations, such as multiple takeoffs and landings within one engine start and one engine shutdown, you must adjust your engine cycle count by adding a fraction of a cycle for each additional takeoff and landing. The amount of the fraction, also called damage fraction, varies with each turbine stage and is thoroughly explained in the alert service bulletin.
Deejay wrote: I think while the Instructor continues sitting, the trainee can be changed.
Both can change. They have tested this multiple times now. The chalks go in, the props are feathered, instructor and pilot exit the plane from the back of the wing. New instructor and pilot embark the aircraft in the same way. The fuel guys come from the side of the wing. It is perfectly safe.
Thanks for posting this IR! confirms the need for the requirement.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by deejay »

Abhibhushan wrote:Too much confusion about refuelling and crew change with the engine running.

Hot refuelling is safety design factor. If you design the refuelling activity to be safe while the engine(s) are running then there is no bar to hot refuelling. HTT-40 has achieved this; kudos to the designers.

Similarly, crew changeover with the engine running is dependent on the safety considerations for the activity. This is not related to hot refuelling capability of the aircraft. The factors are like.

* Does the the process bring you in front of an air intake?
* If so, can a debris protector be placed on the affected intake while the change over takes place?

It is a common practice for training aircraft that carry enough fuel for multiple sorties. I have done it in Tiger moths, Harvard’s, HT2, Prentice, Kiran I.

For considering the use of multiple sorties, one must remember that there are many structural elements and LRUs that are life-controlled independently. Some of these lives (like that of a tyre) can be pretty short. Thus, availability of hot refuelling may not always lead to unrestricted flying.
Yes Sir, and even the HPT 32 had more fuel than one sortie.

@ Ramana Sir - The flight line at a training base is a buzz of activity and with running changeovers as we practiced in Chetaks and Mi 8s, the number of details per aircraft increases. Obviously, this reduces aircraft on the flight line and eases the TRS pressures. Also allows instructors to handle their pupils better and also increases the number of details per day by reducing the turn around times between details.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Indranil »

Deejay sir,

Could you please expand TRS for me. Not familiar with this term.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by PratikDas »

Abhibhushan ji, thank you for this. Puts to rest questions like, "how is this an attribute of the aircraft?"
Abhibhushan wrote: Hot refuelling is safety design factor. If you design the refuelling activity to be safe while the engine(s) are running then there is no bar to hot refuelling. HTT-40 has achieved this; kudos to the designers.
Indranil, point taken about many hours of studying between flights. The same student might not going be up immediately, but a flight school with the HTT-40 should be able to pack in more instruction hours between service. As for CAS, yes, of course. Didn't want to count chickens before the eggs have hatched.

Deejay ji, one might not need to refuel between every sortie, but does eventually have to. Would be nice to not have to shut off the engine when time comes for it.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by chetak »

With the exception of a few aircraft where the engine may exhaust directly on to the same side as the refueling point, most aircraft can be hot refueled subject to abundantly safe precautions being taken and with trained crews who know how to react in case of any mishap.

even with hot refueling becoming a "design" feature, all the age old attendant risks of fuelling with a hot running engine closeby has not lessened in any way and the process is just no joke to be taken so lightly. Listing out advantages will not make this feature universally accepted in our establishments and an exception it will always remain.

You essentially have a hot running engine in rather close proximity to the open aircraft fueling point with a live fuel nozzle that is pushing fuel into the tank at the rate of many tens of gallons per minute and the attendant fuel bowser is lurking somewhere very close by connected by the fueling hose.

Even with all the advantages listed out, this is the recipe for an accident looking for a place to happen.

People have missed the most vital ingredient in this mix, the human factor. Additionally, one has wet behind the ears, tense, highly anxious and apprehensive trainee pilots as part of it all. All of their minds will not be focussed entirely on the crew changeover but a lot of it will be on the forthcoming training flight and their need to do well there.

One accident on the flight line during hot refueling will see the write off of many a promising career that will end prematurely even before the fire tenders reach the scene.

civil aircraft may not be permitted the same liberties due to regulatory issues and the proximity of other aircraft.

Hot refueling, as understood here is not normally done during training sorties.

weather and other local factors may necessitate this procedure sometimes.

It is more the exception than the rule and will remain so.

That said, training in a training establishment is a lot different than training in an operational squadron setting.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by chetak »

Indranil wrote:Deejay sir,

Could you please expand TRS for me. Not familiar with this term.

turn round servicing, perhaps
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Indranil »

Chectak sirji, great post. Allow we to put forth my observations in conjuction to comments on Abhibhushan ji's informed post (which I had completely missed :roll: )

Abhibhushan ji, I missed your great post. Please see my responses below.
Abhibhushan wrote:Too much confusion about refuelling and crew change with the engine running.

Hot refuelling is safety design factor. If you design the refuelling activity to be safe while the engine(s) are running then there is no bar to hot refuelling. HTT-40 has achieved this; kudos to the designers.
That is a great point and is a byproduct of the choice of engine too. If the HTT-40 uses the more prevalent PT6 engines, this most possible won't be possible. Instead, it uses the Honeywell/Garrett TPE-331-12 engines which is used by only one other basic trainer, the Short Tucano. This is a single shaft engine with exhaust placed at the back and bottom of the engine. The jet exhaust also has significant speed which expands behind the aircraft in stationary condition. The PT6, on the other hand has a back to front flow. The exhaust are from the front and side of the engine. The exhaust speed is also significantly less. Therefore, in stationary condition, expansion and heat dissipation happens closer to the aircraft and mostly by its side. This makes performing overwing gravity refueling TOO dangerous.
Abhibhushan wrote: Similarly, crew changeover with the engine running is dependent on the safety considerations for the activity. This is not related to hot refuelling capability of the aircraft. The factors are like.

* Does the the process bring you in front of an air intake?
* If so, can a debris protector be placed on the affected intake while the change over takes place?
The same as above. On aircraft with PT6, it is very common to see fuel stains all around the engine cowling, cockpit and fuselage. This gives you an idea of where the exhaust are. This is not the case with the Garretts. The stains are on the bottom. In the HTT-40, the pilot/copilot's ingress/egress is over the wing joint and from the trailing edge. Therefore, they don't come in the exhaust path, or the intake (which is in the front of the engine).
Abhibhushan wrote: It is a common practice for training aircraft that carry enough fuel for multiple sorties. I have done it in Tiger moths, Harvard’s, HT2, Prentice, Kiran I.

For considering the use of multiple sorties, one must remember that there are many structural elements and LRUs that are life-controlled independently. Some of these lives (like that of a tyre) can be pretty short. Thus, availability of hot refuelling may not always lead to unrestricted flying.
Accepted that the other LRU's cycle life could be short, but not to the point of a few sorties to be completed within a day.

Actually, this hot refueling capability is great for the choice of engines again. The PT6 is preferred over the TPE-331 because of maintenance issues. The TPE331 is what the pilots enjoy more. It has better TWR and fuel efficiency (especially at mid to high altitudes) because of it simplicity and jet exhaust thrust (which could be up to 20% IIRC). However, the TPE-331 is not as forgiving as the PT6 when it comes to maintenance. The propeller is not free spinning (like in the PT6). So when an engine shuts down, the propeller stops spinning and hot gases can get trapped in the engine. TPE-331 operators must be cognizant of that and there a few more maintenance steps to take after each engine stop. Nothing significant, but prone to human errors. Some thing like after the engine has stopped, go back after half an hour and spin the propellers a quarter turn. In a 4-bladed prop, this would turn the engine a full cycle pushing any possibly trapped hot air outside. Anyhow not having to do these can decrease these maintenance operations too and hence the chance of operator errors. This will be in addition to the reduced cycle count per day.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by deejay »

chetak wrote:
Indranil wrote:Deejay sir,

Could you please expand TRS for me. Not familiar with this term.

turn round servicing, perhaps
Yes. Turn Round Servicing.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by deejay »

PratikDas wrote:...

Deejay ji, one might not need to refuel between every sortie, but does eventually have to. Would be nice to not have to shut off the engine when time comes for it.
Yes. I would always prefer an engine off refueling. Hot Refueling is good to have feature but it does not mean we have to use it as part of daily flying.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by chetak »

Indranil wrote:Chectak sirji, great post. Allow we to put forth my observations in conjuction to comments on Abhibhushan ji's informed post (which I had completely missed :roll: )

Abhibhushan ji, I missed your great post. Please see my responses below.
Abhibhushan wrote:Too much confusion about refuelling and crew change with the engine running.

Hot refuelling is safety design factor. If you design the refuelling activity to be safe while the engine(s) are running then there is no bar to hot refuelling. HTT-40 has achieved this; kudos to the designers.
That is a great point and is a byproduct of the choice of engine too. If the HTT-40 uses the more prevalent PT6 engines, this most possible won't be possible. Instead, it uses the Honeywell/Garrett TPE-331-12 engines which is used by only one other basic trainer, the Short Tucano. This is a single shaft engine with exhaust placed at the back and bottom of the engine. The jet exhaust also has significant speed which expands behind the aircraft in stationary condition. The PT6, on the other hand has a back to front flow. The exhaust are from the front and side of the engine. The exhaust speed is also significantly less. Therefore, in stationary condition, expansion and heat dissipation happens closer to the aircraft and mostly by its side. This makes performing overwing gravity refueling TOO dangerous.
Abhibhushan wrote: Similarly, crew changeover with the engine running is dependent on the safety considerations for the activity. This is not related to hot refuelling capability of the aircraft. The factors are like.

* Does the the process bring you in front of an air intake?
* If so, can a debris protector be placed on the affected intake while the change over takes place?
The same as above. On aircraft with PT6, it is very common to see fuel stains all around the engine cowling, cockpit and fuselage. This gives you an idea of where the exhaust are. This is not the case with the Garretts. The stains are on the bottom. In the HTT-40, the pilot/copilot's ingress/egress is over the wing joint and from the trailing edge. Therefore, they don't come in the exhaust path, or the intake (which is in the front of the engine).
Abhibhushan wrote: It is a common practice for training aircraft that carry enough fuel for multiple sorties. I have done it in Tiger moths, Harvard’s, HT2, Prentice, Kiran I.

For considering the use of multiple sorties, one must remember that there are many structural elements and LRUs that are life-controlled independently. Some of these lives (like that of a tyre) can be pretty short. Thus, availability of hot refuelling may not always lead to unrestricted flying.
Accepted that the other LRU's cycle life could be short, but not to the point of a few sorties to be completed within a day.

Actually, this hot refueling capability is great for the choice of engines again. The PT6 is preferred over the TPE-331 because of maintenance issues. The TPE331 is what the pilots enjoy more. It has better TWR and fuel efficiency (especially at mid to high altitudes) because of it simplicity and jet exhaust thrust (which could be up to 20% IIRC). However, the TPE-331 is not as forgiving as the PT6 when it comes to maintenance. The propeller is not free spinning (like in the PT6). So when an engine shuts down, the propeller stops spinning and hot gases can get trapped in the engine. TPE-331 operators must be cognizant of that and there a few more maintenance steps to take after each engine stop. Nothing significant, but prone to human errors. Some thing like after the engine has stopped, go back after half an hour and spin the propellers a quarter turn. In a 4-bladed prop, this would turn the engine a full cycle pushing any possibly trapped hot air outside. Anyhow not having to do these can decrease these maintenance operations too and hence the chance of operator errors. This will be in addition to the reduced cycle count per day.
sirji,


The manufacturer recommended a shutdown procedure followed religiously by one operator at least, the TPE-331 garrett engine is normally run at its lowest power setting for three minutes prior to every shut down to cool the engine down. Despite extensive operational exploitation of the TPE-331 garrett engine, this operator had not lost a single engine due to mishandling either. I am not conversant with the latest figures though, but I imagine that their record continues as in the earlier days because of the strict procedural discipline enforced by the original leadership during the inception and formative years of this operator.

Another Indian operator managed to seriously damage over 20-25 of these engines during operations and all went back to the shop for some very expensive TLC. All the damage was caused very experienced crews (almost 95% of them being from one single source) operating in an uncontrolled wild west mode with no procedural discipline whatsoever.

I have neither heard of nor seen the propeller turning procedure that you describe being used.

That said, it however does not mean that others out there may not be using it.

On some russian turboprops, after shut down, there is a precautionary procedure to hand rotate the props a few turns to confirm that the power train remains free and hasn't seized up due to some damage sustained during the flight.

regarding this debate on the design of the aircraft to incorporate hot refueling, one wonders about the details of such a process.

The engine exhaust is fixed in most cases and the manufacturer will not normally agree to the repositioning of the same without extensive and very expensive testing all of which has very little practical value. This exhaust repositioning will invariably come with a lot of "ifs and buts" conditions laid down by the manufacturer.

The only choice practically open to the designer is the choice of the engine itself with the pre existing exhaust that he considers suitable for his design and that, in India, is governed by a lot of politics, middlemen and other totally extraneous factors, all of which are very very far away from the control of the designer.

The TPE-331 garrett engine is an excellent and a very fuel efficient engine but it is a tad sensitive and unforgiving of rough handling whereas the PT6A series is a more forgiving engine and better suited to the training environment where rough handling by trainee pilots is the expected norm. This may have been the driver for the choice of PT6A powerplant and the hot refueling is just a happy and coincidental fallout.

Like I said, practically any aircraft in the world is open to hot refueling subject only to the operator's willingness to accept the risk and oftentimes the very messy fallout of an operation like this going awry just to prove some dubious point.

It's a nice to have feature but it is not practical for everyday use.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Rakesh »

https://twitter.com/Chopsyturvey/status ... 39008?s=20 ---> Will you be at the stall tomorrow?

https://twitter.com/hvtiaf/status/12246 ... 39264?s=20 ---> Unfortunately no sir. Couldn't make it. Spinning the HTT everyday.

8)
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Raghunathgb »

Any reason why certification of htt-40 is still being held up ?
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by chetak »

Raghunathgb wrote:Any reason why certification of htt-40 is still being held up ?
sirji,

this is a question better asked of your erstwhile office friends, no :)

when you get the answer, please enlighten us too.

We are also keen to know why
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Raghunathgb »

chetak wrote:
Raghunathgb wrote:Any reason why certification of htt-40 is still being held up ?
sirji,

this is a question better asked of your erstwhile office friends, no :)

when you get the answer, please enlighten us too.

We are also keen to know why
I think you have mistaken my ID with raghuK who is HAL guy. I am newbee here. So take it easy on me sirjee.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Indranil »

<snip>

Let's not solicit him publicly for information that HAL has decided not to put in public domain yet. That applies to HTT-40. From HVT's posts and the recent videos on hot refueling, you can infer that the HTT-40 is undertaking spin tests everyday. That means that it is ticking the certification boxes one by one. Right now, no design changes are envisioned. So, the certification during DefExpo2020
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by nachiket »

somdev, move your post to International Aerospace Discussions. This is the HTT-40 thread.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Philip »

We shouldnt shy away from using COIN aircraft when faced with geurrilla forces like Naxals,etc., who use lethal weaponry against our paramil. forces,causing grievous casualties.These aircraft would also be useful in picking off infiltrators from across the border.An armed version of the HTT-40 is required. There could be some serious export potential if the price is ept reasonable accompanying a sizeable orderfrom the IAF .
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by hnair »

Using lethal airpower internally against Indian citizens, even if they are naxals has a perception issue, that shows the world that regular and functioning law-enforcement does not exist or has failed completely. It attracts criticism against elected governments at all levels and acts as a lightening rod for recruitment of disgruntled youth, even internally. No serious democratic power does that because of those reasons. However aerial surveillance and intelligence operations against naxals or any such insurgents is a different matter and that is what India is doing and doing it pretty well, considering the vast area and challenges in densely forested locales

Armed border patrol and border interdiction of hostile foreign nationals like the pakis sneaking in is a different case. HTT40 will be very useful in the long western borders, but can be vulnerable to MANPAD escalation by pakis
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Indranil »

Hnair sahab, please check your inbox.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by prasan »



HTT 40 nearing FOC
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Rakesh »

https://twitter.com/hvtiaf/status/12923 ... 39680?s=20 ----> Came across the original BTA (Basic Trainer Aircraft) promotion from Hindustan Aircraft Private Limited.

Anyone wanting to discover the journey from 1 to 40... and beyond?

HT-1, HT-2
HJT-16
HPT-32
HJT-36
HJT-39
HTT-40

Image
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Raghunathgb »

https://twitter.com/livefist/status/129 ... 85696?s=20 ---> BREAKING: Indian MoD approves procurement of 106 HAL HTT-40 basic trainers for the IAF. Our recent piece on the excellent strides the HTT-40 has made towards final certification:
Last edited by Raghunathgb on 11 Aug 2020 18:46, edited 1 time in total.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Raghunathgb »

https://twitter.com/DefenceMinIndia/sta ... 58240?s=19 ---> Post Certification 70 Basic Trainer Aircraft will be initially procured from HAL and balance 36 after operationalisation of HTT-40 fleet in IAF.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Raghunathgb »

I thought post spin trials test, HTT-40 would get certificate. Wonder why it's getting so late.

PS: checked prashant bhadoria tweets. He has mentioned year end for certification. So still have to wait couple more months I guess.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Bharadwaj »

Raghunathgb wrote:https://twitter.com/DefenceMinIndia/sta ... 58240?s=19 ---> Post Certification 70 Basic Trainer Aircraft will be initially procured from HAL and balance 36 after operationalisation of HTT-40 fleet in IAF.
What a moment.... Aircraft designed,built and tested by a young team at HAL.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by MeshaVishwas »

^
+1
Proud of the team, future is bright for the VayuSena
Edit: Remembering Sri. Manohar Parikkar Ji on this auspicious day. His contribution to the nation cannot be forgotten.
The best Raksha Mantri India ever had.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Vips »

106 locally made trainer aircraft in India’s Rs 8,700 crore buying blitz.

The defence ministry on Tuesday gave its go-ahead for the purchase of military equipment worth Rs 8,722 crore, including 106 locally made basic trainer aircraft, for the Indian Air Force to provide a push to the government’s Atmanirbhar Bharat Abhiyan’ (self-reliant India movement), a defence ministry spokesperson said.

Basic trainers figure on the government’s negative import list that seeks to ban the import of 101 different types of weapons, systems and ammunition over the next five years.

The ministry’s defence acquisition council (DAC) accorded its acceptance of necessity (AoN) for buying 106 Hindustan Turbo Trainer-40 (HTT-40) aircraft from state-owned Hindustan Aeronautics Limited (HAL) at a meeting chaired by defence minister Rajnath Singh.

Under India’s defence procurement rules, AoN by the council is the first step towards buying military hardware.

“With HAL having successfully developed HTT-40 prototypes and certification process underway, the DAC approved procurement of 106 basic trainers to address the training requirements of the IAF,” the ministry said in a statement. The IAF is expected to order 70 trainers initially, with the remaining 36 to be bought after the operationalisation of the HTT-40 fleet in the IAF.

This is the first step in a long journey ahead, said Air Vice Marshal Manmohan Bahadur (retd), additional director general, Centre for Air Power Studies.

“While it’s a thumbs-up for the design and development of the HTT-40, HAL has to rise to the occasion now and produce them to a time schedule that the IAF wants. Work ethics would require a change to do that,” Bahadur said.

The HTT-40 aircraft has undergone a string of elaborate tests at HAL to demonstrate that it is safe for rookie pilots and meets the IAF’s exacting standards for trainer planes. HAL could begin the production of the trainers by early next year.

Rookie pilots in IAF go through a three-stage training involving the Pilatus PC-7 MkII planes, Kiran trainers and finally the Hawk advanced jet trainers before they can fly fighter jets. As the Kirans are approaching the end of their service life, some amount of Stage 2 training is being done on the PC-7.

The defence ministry in July 2019 suspended business dealings with Swiss plane maker Pilatus Aircraft Limited for one year for violation of a pre-contract integrity pact in a Rs 2,900-crore contract for 75 basic trainers, and also factoring in Indian investigations against the plane maker for alleged corruption and irregularities.

The contract with Pilatus included a clause for follow-on purchase of 38 more planes.

The DAC - India’s apex procurement body - also cleared the purchase of an upgraded version of the super rapid gun mount (SRGM) which is fitted as the main gun onboard warships, to improve the navy’s firepower, the statement said. This weapon will be supplied by Bharat Heavy Electricals Limited (BHEL). “The upgraded version of SRGM has enhanced capability to perform against fast manoeuvring targets like missiles,” the statement said.

Other defence items cleared for purchase include tank ammunition – the 125 mm APFSDS (Armour Piercing Fin Stabilized Discarding Sabot). It will have 70% indigenous content. The statement said some of the other approvals given by the DAC will accelerate the purchase of AK-203 assault rifles and unmanned aerial vehicle (UAV) upgrades.

India on Sunday announced that it will ban the import of 101 defence items over the next five years, a significant step on the long road towards achieving self-reliance in the defence sector.

These include artillery guns, light military transport aircraft, conventional submarines, long-range land attack cruise missiles, assault rifles, sniper rifles, short-range surface-to-air missiles, beyond visual range air-to-air missiles, corvettes, missile destroyers, light combat helicopter, light combat aircraft, a variety of radars and different types of ammunition.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Rakesh »

https://twitter.com/zone5aviation/statu ... 83328?s=20 ---> Runway in sight for the HTT-40. Defence Acquisition Council today cleared procurement of 106 of these basic trainers for the Indian Air Force. Pictures from a flight last year with HAL’s Group Captain KK Venugopal (retd).

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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Rakesh »

https://twitter.com/hvtiaf/status/12932 ... 89058?s=20 ---> HTT-40 DAC approval a big thumbs up for the men at work.

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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Rakesh »

A few on the forum are surely going to get offended by the tweet below. I will have to hear it too! :lol:

https://twitter.com/writetake/status/12 ... 44800?s=20 ---> Please observe 2 minutes silence for all those who opposed/made fun of HTT-40 in the past & now.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by suryag »

Beautiful set of displays
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Rakesh »

Tweet below from Group Captain MJA Vinod (retd)...

https://twitter.com/MjaVinod/status/129 ... 21642?s=20 ---> The HTT-40 qualifies as a product with the fastest ever leap from design to acquisition kudos to the Indian Air Force and Group Captain HV Thakur (retd) for making it happen.
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by suryag »

We had lots of fun here debating around the exhaust burning the tires :)
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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Rakesh »

https://twitter.com/writetake/status/12 ... 38855?s=20 ---> None of us, is as strong as all of us - a saying. Remember, HTT-40 is a team story.

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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Rakesh »

https://twitter.com/writetake/status/12 ... 29763?s=20 ---> And, once again pranams to the one and only Manohar Parrikar-ji for establishing a direct rapport with Team #ARDC, hand-holding them and constantly monitoring the mission. A true Mentor who spoke from his heart. A great leader who knew the nuts & bolts of the story.

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Re: HTT-40 Basic Trainer Aircraft: News & Discussions - 08 September 2019

Post by Cyrano »

Time to give this aircraft a name: I propose "pravat" meaning height is Sanskrit
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