How has the ALH changed since program launch?

Wing Commander C.D. Upadhyay, Chief test pilot at HAL

In fact, the ALH program was launched in 1982, but it was delayed because of changes in specifications. For instance, we changed from a single-turbine helicopter to a twin-turbine model! This involved changes in the airframe, higher performance specs for the engine-maker, etc. I have participated in ALH tests, first with the TM333 2B1 in 1992, then the 2B2, at the same time as the LHTEC. We carried out over 200 hours of ground tests, with a special focus on the FADEC. Engine control was a fundamental issue for us. Our FADEC units evolved along with the tests, and in line with changing specifications. Then we started the flight tests: more than 1,500 hours over land, sea and mountains, in all configurations, at all altitudes, all climates, and with different loads. The LHTEC was more powerful, but power isn’t everything. An engine is also chosen for how well it suits the airframe.

Are tests still continuing today?

Wing Commander C.D. Upadhyay and the ALH

Right from the outset, we wanted the ALH to be a multirole, multi-mission aircraft, and also suited to civilian applications. Our army still deploys the Cheetah and Cheetak, reengined with the Turbomeca Artouste. But we also wanted to develop our own helicopters with modern engines, avionics and materials (65% of the materials used on the ALH are composites). Given India’s geography and terrain, the ALH’s engines would have to operate under extreme climate and altitude conditions. Our tests at Leh, in Ladakh [1], under really extreme temperature and altitude conditions (51°C and 9,000 ft), amply proved the qualities of the ALH under what I would call “worst case” conditions for a rotorcraft engine. Today, the test program is equally intense, given the mission profile for the ALH: deck landings on helicopter carriers, missile carriage, offshore tests, slope landings and one-engine landing. The same is true for loads: we quickly demonstrated MTOW of 4.1 metric tons, and we’re gradually increasing that to 5.5 metric tons. I think we’ll quickly reach 6 metric tons without any problems.

What about the possibility for export sales?

For the moment, our priority is obviously domestic, and for deployment by all three services. Ten ALHs have already been delivered to the army, and another eight are planned. Our team is also providing the first initial training course for future pilots. But the ALH was developed just as much for the civil sector, including VIP transport, police, search & rescue, etc. From this standpoint, civil certification is slated for March 2003, which should expand prospects for domestic sales, and probably in export markets as well. The ALH’s ability to fly in extreme conditions of temperature and altitude are a strong sales argument for mountain rescue operations. The ALH is exceptionally maneuverable, and I think that’s what most impressed potential export clients during private demonstrations.