Difference between revisions of "Hindustan Aeronautics"
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Within months, the tiny Indian military had retreated out of state after state, and the Bedgellens were in possession of much of what once had been the Republic of India. The desperate need for fighter aircraft caused WIAC to open up over ten more facilities, mainly dedicated to assembling aircraft from Britain, in order to fill the IAF's requirements. Following in the footsteps of Rahman, Allistar was pressed into the airforce and flew Hawker Tempests in support of the retreating ground forces. | Within months, the tiny Indian military had retreated out of state after state, and the Bedgellens were in possession of much of what once had been the Republic of India. The desperate need for fighter aircraft caused WIAC to open up over ten more facilities, mainly dedicated to assembling aircraft from Britain, in order to fill the IAF's requirements. Following in the footsteps of Rahman, Allistar was pressed into the airforce and flew Hawker Tempests in support of the retreating ground forces. | ||
| − | During the 1950s, WIAC did little designing of its own, and concentrated on liscenced production and assemblies. WIAC remained a bastion of tolerance and non-violent attitudes through the 'troubles' (1950-1962), and Allistar's return from military service in 1958 saw the firm pick up much of its lost momentum. Designers were immediately put to work on such new technologies as turboprop engines, helicopters, and entirely new and up-to-date designs while he himself constantly shuttled back and fourth to England, negotiating liscence agreements with British companies like Hawker, DeHavilland, Westland, Blackburn | + | During the 1950s, WIAC did little designing of its own, and concentrated on liscenced production and assemblies. WIAC remained a bastion of tolerance and non-violent attitudes through the 'troubles' (1950-1962), and Allistar's return from military service in 1958 saw the firm pick up much of its lost momentum. Designers were immediately put to work on such new technologies as turboprop engines, helicopters, and entirely new and up-to-date designs while he himself constantly shuttled back and fourth to England, negotiating liscence agreements with British companies like Hawker, DeHavilland, Westland, Blackburn and Supermarine. In addition to meeting Sir Sidney Camm, he managed to negotiate what is doubtless the most important deal in the history of WIAC and the IAF. The arrival of the first liscence-built English Electric Lightnings into IAF service gave India a considerable level of technical superiority over Bedgellen machines, and this coupled with excellent pilots allowed the numerically inferior IAF to wage a successful campaign against the pilots of Llewellyn's principality. |
With the onset of the 1960s, which saw the Republic of India's new Polish-led all-proffessional army drive the Bedgellens back on a number of fronts, and generally stabilize things along today's border, WIAC looked back towards its own programs. During this time, WIAC built India's first helicopter, a highly successful design based on the Bristol Belvedere called the H.1, many of which are still in use today. | With the onset of the 1960s, which saw the Republic of India's new Polish-led all-proffessional army drive the Bedgellens back on a number of fronts, and generally stabilize things along today's border, WIAC looked back towards its own programs. During this time, WIAC built India's first helicopter, a highly successful design based on the Bristol Belvedere called the H.1, many of which are still in use today. | ||
Latest revision as of 02:18, 3 June 2007
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Hindustan Aeronautics Ltd.
A History
Humble Beginnings
In 1932, a young craftsman named Abdul V. Rahman opened up present-day Hindustan's first aircraft-making establishment. Called the West India Airplane Company, it started out making spare parts for the Royal Indian Air Force's Westland Wapiti biplanes and eventually graduated to entire Wapiti aircraft, building around fifteen in total by 1936.
In 1937, WIAC produced its first original design, a small glider called the P.1. While not entirely successful in terms of sales, it was an excellent glider with easy handling characteristics and a reputation for sturdiness and safety.
World War Two
At the start of the Burma campagin, WIAC was bolstered by British funding and expertise and soon opened up two new factories. At first, production was centered around the Lysander, but later WIAC began to build cannon-armed Hurricanes.
Abdul Rahman flew Hawker Hurricanes during the war, and was tragically killed in 1944 when his airplane was shot down by IJA forces. Rahman was a true visionary, and was the first businessman in India to organize his firm along democratic lines. His death was mourned by all at West India Aviation, and his predecessor vowed to carry on Rahman's legacy of both producing superb designs and generating a first-class work environment.
Into The Jet Age
With Abdul Rahman dead, John "Johnny" Allistar, a Maori from New Zealand, was faced with the task of managing WIAC postwar. With the need for warplanes like Hurricanes and Spitfires no longer dire, Allistar proposed that WIAC immediately seek a production liscence for the Douglas DC-3. This was granted, and WIAC's DC-3, known as the Boxkite, went on to become the most prolific Hindustani aircraft.
The year 1947 would be transitional for WIAC. In addition to seeing Hindustan (or rather India) become independent, the first jet aircraft arrived in the Subcontinent. Landing within walking distance of WIAC's main plant in Ahmadabad, a Royal Air Force Gloster Meteor drew nearly the plant's entire staff, and Allistar convinced the ground crew to let him look at the new jet engines.
Within six months, WIAC's engine department turned out its first Jet, and not long afterwords WIAC built the Indian Air Force's first Meteor fighter jet, ushering the nation into the jet age. Plans for a jet-powered transport based on the Boxkite, drawn up by Allistar himself, were on the table when war broke out with Beth Gellert.
The War Years, 1949-1982
Within months, the tiny Indian military had retreated out of state after state, and the Bedgellens were in possession of much of what once had been the Republic of India. The desperate need for fighter aircraft caused WIAC to open up over ten more facilities, mainly dedicated to assembling aircraft from Britain, in order to fill the IAF's requirements. Following in the footsteps of Rahman, Allistar was pressed into the airforce and flew Hawker Tempests in support of the retreating ground forces.
During the 1950s, WIAC did little designing of its own, and concentrated on liscenced production and assemblies. WIAC remained a bastion of tolerance and non-violent attitudes through the 'troubles' (1950-1962), and Allistar's return from military service in 1958 saw the firm pick up much of its lost momentum. Designers were immediately put to work on such new technologies as turboprop engines, helicopters, and entirely new and up-to-date designs while he himself constantly shuttled back and fourth to England, negotiating liscence agreements with British companies like Hawker, DeHavilland, Westland, Blackburn and Supermarine. In addition to meeting Sir Sidney Camm, he managed to negotiate what is doubtless the most important deal in the history of WIAC and the IAF. The arrival of the first liscence-built English Electric Lightnings into IAF service gave India a considerable level of technical superiority over Bedgellen machines, and this coupled with excellent pilots allowed the numerically inferior IAF to wage a successful campaign against the pilots of Llewellyn's principality.
With the onset of the 1960s, which saw the Republic of India's new Polish-led all-proffessional army drive the Bedgellens back on a number of fronts, and generally stabilize things along today's border, WIAC looked back towards its own programs. During this time, WIAC built India's first helicopter, a highly successful design based on the Bristol Belvedere called the H.1, many of which are still in use today.
By the 1970s, WIAC had become India's number one single employer, operating plants dedicated to engine making, export-assembling, upgrading, and even shipping, along with regular production lines. During this time WIAC acquired the production liscences for the Scottish Aviation Twin Pioneer, Westland Wessex, and even the Blackburn Buccaneer (although strict production limits were placed by the English on the latter type).
The Shadow of Sopworth, 1982-1989
When the Llewellyn principality fell to the Sopworth dictatorship in 1982, everyone in Hindustan could sleep more soundly. Despite assistance from the USSR, Sopworth was unable (or rather never entirely interested) to launch a worrying attack into Indian territory. Massive effort was devoted to upgrade programs for the Lightning and Hunter, and WIAC's first all-indigenous fighter jet project was launched. Known today as the PAf. 4, the F(J).4 was (and is) a spectacular success, and was immediately popular with pilots. It was able to take the energy of the EE Lightning and roll that into a much more cost-effective package, something that could outperform anything the Sopworth dictatorship or the USSR could offer.
In 1987, John Allistar died of natural causes. Per order of his will, the position of First Commissioner (basically CEO) was abolished and the company turned over entirely to democratic management. While there were some teething troubles, the success already built for WIAC by the turbo-Devon, Boxkite C.4, C(TP).6, and PAf.4 helped immensely with the transition.
Onto The International Stage, 1989-2002
With the decline in the need for military aircraft following the rise of the Igovian Soviet Commonwealth, WIAC was able to turn its efforts increasingly towards commercial products. During this time, WIAC expanded its African and Central Asian markets, offering users excellent customer support and very capable platforms. Liscenced production of the Britten-Norman Islander commenced in 1994, and the type soon became WIAC's most important product, for a short time overtaking even the Mi-8 and Alouette III.
In 1996, WIAC changed its name to Hindustan Aeronautics Limited, reflecting the company's new, nationwide status.
Into The Future
Although the international stage has become possibly even more dangerous for Hindustan than it was, HAL continues to produce highly successful designs. In addition to the PAf. 10, a new advanced trainer for the HADF, HAL has started another batch of PAf. 4s and is considering a considerable upgrade problem for the HMDF's Sea Harriers and Shackletons.
But by far HAL's most successful recent project is the Dhruv light helicopter. In addition to being purchased by numerous civilian operators, Beth Gellert and Strathdonia have already introduced the type to military service.
HAL has also recently purchased eight MD80 airframes from Quinntonia for conversion into tankers (and, no doubt, copying). Good relationships have been established with aerospace companies in Strathdonia, Beth Gellert, and the UK.
List Of Current HAL Products
Liscenced Production:
Pilatus/Britten-Norman Islander/Defender (light transport) Westland Sea King (helicopter) Scottish Aviation Twin Pioneer (light transport) Sud Alouette III (helicopter) Hawker Siddley Andover (medium transport) Fairey Gannet (maritime patrol/AEW) English Electric Lightning (fighter/reconaissance) Hunting/British Aerospace Jet Provost (basic trainer) Hawker Hunter (fighter-bomber) Westland Gazelle (helicopter) Percival Pembroke (light transport) DeHavilland Tiger Moth (introductary trainer/lightplane) DeHavilland Dove/Devon (light transport) Avro Shackleton (maritime patrol/AEW)
Indigenous Designs:
HAL Dhruv (helicopter) HAL Turbo-Devon (light transport) HAL HC. 1 (helicopter) HAL F(J).4 (fighter/attack) HAL Boxkite (medium transport) HAL CC.8 (medium transport) HAL CC.10 (liason/observation) HAL FT(J).10 (trainer) HAL CC.6 (light transport)
Engines:
Rolls-Royce RB.199, Rolls-Royce Adour, HAL J53-P2, Rolls-Royce Model 250, Bristol-Siddley Viper, Rolls-Royce Avon, Rolls-Royce T56, Rolls-Royce Spey, Turbomeca Astazou, Rolls-Royce Gem
