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IndiaPosted at: May 1 2016 5:57PM


AgustaWestland chopper deal: All you need to know

By Mukesh Kaushik New Delhi, May 1 (UNI) With the nitty-gritty of the infamous VVIP helicopter deal still unfolding, the Government is set to present a detailed chronology of the controversial procurement, which is spread over a decade and a half, full of twists and turns that marred the entire process. The saga, which began some time in 1999, is worth recalling as the events of the past are coming to hound the previous and the present dispensations with both sides equally prepared to take on each other inside and outside Parliament. UNI is presenting here a fact sheet of the deal, which is largely based on the official versions put out by the Defence Ministry and other official organs. In August 1999, the IAF which is responsible for carrying out VVIP communications task, proposed the replacement of Mi-8 VIP helicopters due to severe operational constraints, such as, inability of Mi-8 to operate at night and in adverse weather and inability to operate safely at places in elevation beyond 2000 meters. IAF felt the need for the replacement of Mi-8 helicopters as they were completing their total technical life. A global Request For Proposal was issued in March 2002 to which 4 vendors responded. The Technical Evaluation Committee shortlisted 3 helicopters and accordingly flight evaluations were conducted. Since, EH-101 of M/s. AgustaWestland was not certified for an altitude of 6000 meters, it did not participate in the flight evaluation. The Russian helicopter Mi-172 could not comply with 7 mandatory Operational Requirements (ORs). After flight evaluation, EC-225 of M/s. Eurocopter, France was found suitable for acquisition. On November 19, 2003, a meeting was taken by Principal Secretary to PM on this subject. In the meeting, Principal Secretary observed that his main concern was that the framing of the mandatory requirements has led effectively into a single vendor situation. It was also noted that PM and President have rarely made visits to places involving flying at an altitude beyond 4500 meters. In the meeting it was decided to make the mandatory requirement for operational altitude 4500 meters. The higher flying ceiling of 6000 meters, and a cabinet height of 1.8 meters could be made desirable operational requirements. It was observed that with these revisions, several helicopters which otherwise met all requirements but had been rejected due to the altitude restriction, would now come into the reckoning. More UNI MK RP1757
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