indian_foxhound
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Accurate evaluation of risks present and their
effective management appears to be paying
dividends. The lowest ever accident rate of 0.22
achieved by the IAF last year is comparable to the
most advanced air forces of the world. Aerospace safety mission-statement of the Indian
Air Force (IAF) has been to ensure operational
capability by conserving human and material
resources through prevention of aircraft
accidents. The IAF believes that loss of aircraft
through accidents, undermines operational capability and hence the focus is on reducing the
accident rate. The aircraft accident rate is
calculated as number of accidents resulting in loss
of an aircraft per 10,000 hours of flying. It has
been declining steadily over the years. The
lowest accident rate of 0.35 was last achieved in the financial year 2006-07. Human error, either
by the operator or support service provider, and
technical defects have been the major reason
behind accidents in the IAF. In-depth analysis of the problem and focused
corrective measures were initiated in the last one
year in an effort to bring down the accident rate
significantly. These included strengthening of
initial basic training, review of flying training
syllabi, especially of inexperienced air crew, enhanced aircraft and system serviceability
through better resource management as also
renewed focus on technical supervision and
maintenance practices. The accident rate
achieved in the financial year 2012-13 was 0.22,
the lowest ever recorded. The aircraft inventory as well as support
equipment held by the IAF is spread over a wide
technology spectrum. The IAF continues to
operate old low technology aircraft such as the
MiG-21, MiG-27, HJT-16 Kiran, etc. Product support
by the original equipment manufacturers (OEMs) is often a major constraint. The older machines
are prone to technical defects and system failures.
The problem is countered by a slew of measures
such as strengthening of training, close
monitoring of maintenance activities, stringent
quality control during repair and overhaul at base repair depots and the Hindustan Aeronautics Ltd
(HAL). Technical defects have also been on the rise on
the newer fleets such as the Jaguar and Mirage
2000. Amalgamation of modern technology with
such platforms is feasible and a number of
upgradation programmes on these fleets are
under way to enhance the operational capability as well as improve safety and maintainability.
With the phasing out of ageing fleets and new
inductions yet to fructify, the IAF is facing
reducing numbers. Under such circumstances,
higher fleet serviceability will not only offset the
reduced strength of aircraft, but also more importantly, ensure adequate flying for the
aircrew. This is possible only through timely
provisioning of spares, especially those procured
from foreign sources. Increased flying training
for the aircrew will translate into reduced human
error accidents and better operational preparedness of the IAF. Preserving and strengthening training resources
is another focus area for the IAF. Untimely
retirement of the HPT-32, delay in the availability
of the intermediate jet trainer, repeated
extensions of life for the ageing Kiran fleet and
the need to increase intake of pilots to keep pace with new inductions, especially multi-pilot
fighters such as Su-30MKI, are inclined to increase
pressure on training resources. Fast track
induction of Pilatus PC-7 and accretion of Hawk
AJT along with embedded simulators are steps in
the right direction. Stringent compliance to training standards at various stages of flying
training as well as gradual progression of the
trainees to higher performance aircraft are
regarded essential to reduce accidents due to
human error. Development of training
infrastructure to cater to future induction of aircraft and systems as part of long-term
induction perspective plan is being pursued
expeditiously. With the induction of state-of-the-art equipment
and phasing-out of ageing fleets, a downward
trend in incidents of technical defects can be
expected. Modern technology demands stringent
quality control at production as well as overhaul
stages to reduce technical defects. Rigorous quality assurance standards and specifications as
laid down by the OEM have to be ensured during
licensed production. To reduce accidents on
account of technical defects, the IAF has initiated
joint quality audits along with HAL on the
different fleets. Shortcomings in production support infrastructure, availability of skilled
manpower, quality control, delay in setting up of
ROH facilities, lack of robust research and
development (R&D), etc do get highlighted. The IAF is striving hard to achieve a high degree
of safety while meeting the organisational
objectives. The issues related to flight safety are
being monitored at the level of the Chief of the
Air Staff himself. Accurate evaluation of risks
present and their effective management appears to be paying dividends. The lowest ever accident
rate of 0.22 achieved by the IAF last year is
comparable to the most advanced air forces of
the world.
http://idrw.org/?p=21394
effective management appears to be paying
dividends. The lowest ever accident rate of 0.22
achieved by the IAF last year is comparable to the
most advanced air forces of the world. Aerospace safety mission-statement of the Indian
Air Force (IAF) has been to ensure operational
capability by conserving human and material
resources through prevention of aircraft
accidents. The IAF believes that loss of aircraft
through accidents, undermines operational capability and hence the focus is on reducing the
accident rate. The aircraft accident rate is
calculated as number of accidents resulting in loss
of an aircraft per 10,000 hours of flying. It has
been declining steadily over the years. The
lowest accident rate of 0.35 was last achieved in the financial year 2006-07. Human error, either
by the operator or support service provider, and
technical defects have been the major reason
behind accidents in the IAF. In-depth analysis of the problem and focused
corrective measures were initiated in the last one
year in an effort to bring down the accident rate
significantly. These included strengthening of
initial basic training, review of flying training
syllabi, especially of inexperienced air crew, enhanced aircraft and system serviceability
through better resource management as also
renewed focus on technical supervision and
maintenance practices. The accident rate
achieved in the financial year 2012-13 was 0.22,
the lowest ever recorded. The aircraft inventory as well as support
equipment held by the IAF is spread over a wide
technology spectrum. The IAF continues to
operate old low technology aircraft such as the
MiG-21, MiG-27, HJT-16 Kiran, etc. Product support
by the original equipment manufacturers (OEMs) is often a major constraint. The older machines
are prone to technical defects and system failures.
The problem is countered by a slew of measures
such as strengthening of training, close
monitoring of maintenance activities, stringent
quality control during repair and overhaul at base repair depots and the Hindustan Aeronautics Ltd
(HAL). Technical defects have also been on the rise on
the newer fleets such as the Jaguar and Mirage
2000. Amalgamation of modern technology with
such platforms is feasible and a number of
upgradation programmes on these fleets are
under way to enhance the operational capability as well as improve safety and maintainability.
With the phasing out of ageing fleets and new
inductions yet to fructify, the IAF is facing
reducing numbers. Under such circumstances,
higher fleet serviceability will not only offset the
reduced strength of aircraft, but also more importantly, ensure adequate flying for the
aircrew. This is possible only through timely
provisioning of spares, especially those procured
from foreign sources. Increased flying training
for the aircrew will translate into reduced human
error accidents and better operational preparedness of the IAF. Preserving and strengthening training resources
is another focus area for the IAF. Untimely
retirement of the HPT-32, delay in the availability
of the intermediate jet trainer, repeated
extensions of life for the ageing Kiran fleet and
the need to increase intake of pilots to keep pace with new inductions, especially multi-pilot
fighters such as Su-30MKI, are inclined to increase
pressure on training resources. Fast track
induction of Pilatus PC-7 and accretion of Hawk
AJT along with embedded simulators are steps in
the right direction. Stringent compliance to training standards at various stages of flying
training as well as gradual progression of the
trainees to higher performance aircraft are
regarded essential to reduce accidents due to
human error. Development of training
infrastructure to cater to future induction of aircraft and systems as part of long-term
induction perspective plan is being pursued
expeditiously. With the induction of state-of-the-art equipment
and phasing-out of ageing fleets, a downward
trend in incidents of technical defects can be
expected. Modern technology demands stringent
quality control at production as well as overhaul
stages to reduce technical defects. Rigorous quality assurance standards and specifications as
laid down by the OEM have to be ensured during
licensed production. To reduce accidents on
account of technical defects, the IAF has initiated
joint quality audits along with HAL on the
different fleets. Shortcomings in production support infrastructure, availability of skilled
manpower, quality control, delay in setting up of
ROH facilities, lack of robust research and
development (R&D), etc do get highlighted. The IAF is striving hard to achieve a high degree
of safety while meeting the organisational
objectives. The issues related to flight safety are
being monitored at the level of the Chief of the
Air Staff himself. Accurate evaluation of risks
present and their effective management appears to be paying dividends. The lowest ever accident
rate of 0.22 achieved by the IAF last year is
comparable to the most advanced air forces of
the world.
http://idrw.org/?p=21394
