|Date of Birth:|
|Date Commissioned||27 Mar 1965||Course||33 GDOC Course|
|Service End||Retired on 23 May 1990|
|Google the Bharat Rakshak Website for : "S Kailasam"|
|Vishist Seva Medal|
|Sqn Ldr||Sivaswamy Kailasam||9332 ADM||Award Date 26 Jan 1982||Announced 26 Jan 1982|
|Details :|| |
Squadron Leader Sivaswamy Kailasam (9322) was commissioned in the Administrative branch of the IAF on 27 Mar 65. During his tenure of 16 years he had handled a variety of assignments within the branch and has held with distinction a number of important positions like Instructor, Air Traffic Control Officer Training Establishment, Air Force Examiner Air Traffic Control Examining Team, Directorate of Air Staff Inspection and Instructor, Ground Control Approach (GCA) courses.
Provision of Air Traffic Services has become complex demanding high professional capability. This is more felt at this station due to different types of aircraft comprising fighters (Bis), Bombers (Canberras), Transport aircraft, civil and Air Force (Superconstellation), Indian Air Lines, private operators and the stream of visiting aircraft. Radar located at this Wing has gained more significance not only due to the complexity of the Air Traffic but also, due to the special requirement of radar approach control (RAPCON) and limited surveillance of aircraft in local flying area with no signal unit coverage, marginal weather conditions and the not dependable functional capabilities of the diversionary civil airfields have further enhanced the necessity of the radar.
True to the sense that it is the man behind the machine that matters, Sqn Ldr Kailasm during his short tenure of 13 months has made his presence felt in all fields of flying activities. He is a class by himself. His dedication to meet the service requirements and involvement are in toto. He has maintained exceptional standards through out his service career and set his personal example as a motivating factor to the juniors placed under him. Utter disregard to his personal comforts, he had applied himself fully to the task assigned. He was solely responsible for streamlining the GCA procedures, creating a feeling amongst the aircrew that radar is a most reliable asset even under exacting conditions.
The officer was entrusted with the task of conducting the Ground Control Approach courses in addition to his normal responsibility of Chief Ground Approach Controller. With his foresight and planning capability he had used the limited resources for optimisation utilisation in compilation of the radar prÃƒÂ©cis is highly commendable. In short he is an asset in any organization.
The officer is full of initiative and his outstanding professional competence. Due to his hard work and personal involvement he has set a personal example which is in the best traditions of the Indian Air Force.
For his outstanding ability, deep sense of dedication and distinguished service of very high order, the President is pleased to award Vishisht Seva Medal to Squadron Leader Sivaswamy Kailasam.
|Unit : 2 Wing|
|Reference : GoI19820126|
|Remarks: Obituary Notice (Via Air Marshal M McMahon) Note added: 2010-12-17|
|Gp Capt S Kailasam expired this evening @ his residence. Funeral on 16 Dec 10 ( evening ) @ Mumbai. In my book, the greatest and most stylish ATC officer it was my privilege to serve alongside. In 1968/69, when the term RVR was first being bandied about, the following dialogue took place on R/T at Ax. (Spoken with gusto and great confidence, and at fair speed) " Limca Lead Tower, The Flt Cdrs are wanting to launch unrated pilots. Much appreciated if you could give us the latest RVR" (Response, so as to gain some time and figure out the expansion of RVR) " Tower Limca 1. Short finals." "Roger Limca Lead. Take your time" The conversation continued after landing. (Confidently) " Tower Limca 1" (Expectantly) " Limca Lead go " " Tower Limca 1, Your earlier transmission unreadable. Please repeat - this time in English. Better still, will discuss on land line !" Pregnant silence all round. The discussion on land line was indecipherable as both participants couldn't control their mirth ! Recalled in sadness. MM|
|Remarks: Tribute by Air Marshal S Bhojwani (Email) Note added: 2010-12-17|
Kai was one of the most professional ait traffic controllers I have had the privilege of being associated with. Many singleton and multi-aircraft sorties were made memorable because Kai was on approach control and his voice used to assume greater excitement and authority as one pilot after another pilot declared multiple emergencies - U/S compass let down, 8/8 below, low fuel, U/S mic ..... he took all these challenges happily and brought us down accurately.
I know I speak for all pilots in Adampur during 1969-72 that just hearing his voice on R/T, especially when flying conditions were marginal, used to inspire confidence.
May his soul rest in peace.
|Remarks: Tribute by Air Commodore Arjun Subramaniam Note added: 2010-12-17|
If I recollect right, Kai Sir was commanding the TRU at Jaisalmer around 82-83. I was a rookie in 108 on my first armament detachment and was No 2 to Ashley Rodrigues when the vis suddenly dropped to less than 1km-Ashley wanted me to divert but when he heard KAI on R/T he asked him to vector us on approach and align us with he R/W and asked me to land despite the advice from the SFS. I spotted the dumbell straight ahead at 500m and landed without any hassle-such was his reputation.
May his soul rest in peace
Air Cmde Arjun Subramaniam
|Remarks: Tribute by Air Marshal N Menon Note added: 2010-12-17|
Kai was one of the finest officers I have served with. Pity that we lost contact in later years. Entirely my loss.
Must recount an event. Adampur March 1970. 24 aircraft flying at dusk. I had to go around twice because of being improperly positioned and the little MiG-21s getting in between us-the stately Su-7s!
It was getting dark and not being 'night qualified' was feeling a bit apprehensive. The r/w lights had come on. Turning finals I was told that I might have to go around again. Probably my voice quivered a bit when I replied 'not night qualified, permission to land'. Immediately Kai came on r/t, "MiG-21 on finals go round", "Mig-21 following go round." " Su-7 turning finals cleared to land"!.
That was Kai, who had some sort of telepathic relationship with pilots.
While we grieve at his passing, we must rejoice that he brought so much cheer into our lives.
|Remarks: From Air Marshal "Pinky" Pillai Note added: 2010-12-17|
Let me add my paean to Kai who was not just an exceptional Air Traffic Controller but a friend to all who belonged to the Aviator Fraternity. For me he was the best. Let me cite an incident in which he 'saved my chops'. An incident that made me realise that human relations mean more than all the technology combined.
Summer of '69 in Adampur. Dust haze and 's..t' visibility were the order of the day. I was airborne in a S22 Trainer with Major Karklin (USSR AF) who was 'attached' to the squadron. Just as we were completing the mission and recovering to base the visibility deteriorated dramatically. Though Karklin was captaining the aircraft (some odd rule in the contractual agreement required that), due to his being not-so-fluent in the English language, for all practical purposes it was my responsibility to ensure safety of the aircraft.
I asked ATC for weather status at alternate airfields (PKT & HAL) and was assured that diversions were OK.but may not stay as such for long. Anyway I thought I would attempt a Radar approach; if it worked out, fine. Otherwise I'd overshoot and go straight to Halwara. The next query to ATC and the answer I got made the decision easy for me .I had asked who was on duty at the GCA Radar and the answer was 'Kai".
An aside: I had done a number of practice radar approaches in clear weather prior to this with Kai at the 'scope'. The glide slope in almost all approach radars is calibrated to 3 degrees. The problem with S22 was that to follow a 3 deg.slope the throttle setting was very close to the 'bleed belt' opening figure. And if the 'bleed belt' opened during a critical stage of the approach there was no option but to bash the throttle to close it; plus the time delay made things scary. I had discussed this with Kai and suggested a shallower approach at 2.5 degrees which would need the power to be kept high all the way thus avoiding the risk of 'bleed belt' opening. I am not sure whether at the time of the incident the GCA radar had been re-calibrated for 2.5 deg.
Anyway I had absolute faith in Kai's ability, though this was not a 'practice' recovery. To cut to the chase, Kai brought us down perfectly down the centre-line at the perfect height. All I had to do was to throttle back fully and round off. At the post-flight brief, Major Karklin, said to me 'that was one good GCA' He was highly appreciative of the Controller's performance. I made light of it by telling him that all our controllers are good. But that is not quite true. We had and will have other controllers who are 'good', but Kai was, to me, the BEST.
Thanks, Kai, for helping me and others like me and for being our friend.
|Remarks: From Air Marshal Philip Rajkumar Note added: 2010-12-17|
As another of the Adampurites of the 1968-71 period I too am an unabashed fan of Kai. Absolutely, undoubtedly, most emphatically the best controller i have worked with world wide. A great human being too.