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Some Specs :
the above is the mock up of of proposed tejas mk-2
the above is the mock up of of proposed tejas mk-2
it was posted in Pakistani forum so guess who is saying it..........
despite all the obvious diferences still some call it a rip off!!!!!
these are he men who made india's aviation history .they all praised that tejas handles very well and especially SUNEET KRISHNA , "who said TEJAS is ours, and whatever we need in it, it is modularly upgradable.Tejas Pilots' Hall of Fame
An Indian Navy Official told the magazine-Aviation Week, "The naval variant of the LCA will require the F414 Enhanced Performance Engine [EPE-120KN] providing up to 26,500 pounds of thrust, a 20-percent boost."
LCA Navy - IDP Sentinel
India's Naval LCA Flies but Needs More Power | Aviation International News
well this shortfall in power of 5000 pounds between IN20 and 414 normal is the reason for some of the shortfalls of mk-1 compared to mk-2.India has ordered 99 F414-INS6 engines to power Mk2 versions of the Tejas, but they are believed to offer the standard 22,000 pounds of thrust. The prototype and limited series production Tejas Mk1s–including the naval prototype–are powered by GE F404-IN20 engines that produce 17,700 pounds. India ordered 41 of these after development problems with the indigenous Kaveri engine that was supposed to power the LCA.
RIP-OFF'' an assessment coming from beggars who use cheap Chinese rip-off's of Soviet now Russian and Israeli designs. The comment's on Pakistani forums are nothing more than public display of (Marshal Mental Mentality) :der:, a nation which is unable to make durable bicycler parts is commenting on a aircraft which has taken a better part of 2 decades in planning, conceptualization, prototyping, testing, not to mention the vast knowledge which has been created as a result of the aircraft. The induction may have taken time but self reliance is better than dependence.it was posted in Pakistani forum so guess who is saying it..........
Since they never made anything by themselves, therefore they have no idea what it takes to develop a fighter.
Often it is said GE F414-INS6 ordered for LCA Mk2 is same as GE F414-EPE.
Thrust of GE F404 variants in pounds
F404-1N20 > 19,000 (LCA MK1)
F404-F2J3 = 18,300 (LCA-TD)--Running on the tech demos,prototype vehicles(PV),Limited series production (LSP) versions of tejas mk-1.
F404/RM12 = 18,100 (Gripen)
F404-402 = 17,700
F404-400 = 16,000
I would think the F-16 had a lot of wing area. Any way after the end of cold war dedicated fighters are no longer required, today AFs have moved to Multi-roll fighters which can be a combination of many requirments.Then why every fighter manufacturer like LM , Boeing , Sukhoi , Dassault ,EADS ,chengdu,SAAB are building low wing loading fighters? 4th gen or 5th gen?
Why are they not building high wing loading energy retaining fighters like F-16 ,which has a wing loading of 400 plus kg/sq.met.?
if the wing design was wrong ADA had a chance to correct it for mk-2.if canards were needed ADA would have added them on mk-2.I would think the F-16 had a lot of wing area. Any way after the end of cold war dedicated fighters are no longer required, today AFs have moved to Multi-roll fighters which can be a combination of many requirments.
This following link beautifully explains the resurgence of low wing loading delta form.The primary advantage of the delta wing is that, with a large enough angle of rearward sweep, the wing's leading edge will not contact the shock wave boundary formed at the nose of the fuselage as the speed of the aircraft approaches and exceeds transonic to supersonic speed.
The rearward sweep angle vastly lowers the airspeed normal to the leading edge of the wing, thereby allowing the aircraft to fly at high subsonic, transonic, or supersonic speed, while the over wing speed of the lifting air is kept to less than the speed of sound.
The delta plan form gives the largest total wing area (generating useful lift) for the wing shape, with very low wing per-unit loading, permitting high maneuverability in the airframe. As the delta's platform carries across the entire aircraft, it can be built much more strongly than a swept wing, where the spar meets the fuselage far in front of the center of gravity.
Generally a delta will be stronger than a similar swept wing, as well as having much more internal volume for fuel and other storage.
Another advantage is that as the angle of attack increases, the leading edge of the wing generates a vortex which energizes the flow, giving the delta a very high stall angle. [citation needed] A normal wing built for high speed use is typically dangerous at low speeds, but in this regime the delta changes over to a mode of lift based on the vortex it generates.
The disadvantages, especially marked in the older tailless delta designs, are a loss of total available lift caused by turning up the wing trailing edge or the control surfaces (as required to achieve a sufficient stability) and the high induced drag of this low-aspect ratio type of wing. This causes delta-winged aircraft to 'bleed off' energy very rapidly in turns, a disadvantage in aerial maneuver combat and dogfighting.
With newer compound delta, and a part of the delta wing with lower sweep angle , mimics the old swept swings properties to off set the disadvantege, and postpones the onset of stall.e-x F-16 XL, TEJAS
Canards also serve the same purpose of creating helpful energising vortices over delta wing and delays the onset of stall. e-x grippen rafale,typhoon
Fly by wire software also helps the pilot for carefree flying.
A careful reading of the above link will help us all understand why tejas has such large low wing loading delta wing.By 1953, Convair's engineers had developed the YF-102 Delta Dagger, a radical design that lacked a horizontal tail and featured a large, sharply swept delta wing. Wind tunnel tests of small-scale models indicated that the aircraft could accelerate through Mach 1 (the speed of sound) with relative ease, rather than "punching" through it like earlier experimental planes that had to burn a lot of fuel to go faster than Mach 1. However, the first prototype unexpectedly encountered immense drag as it approached Mach 1. This so-called "transonic" region presented a major problem for the aircraft.
Near the same time, Richard T. Whitcomb, an aeronautical scientist at the National Advisory Committee for Aeronautics (NACA), was studying transonic drag. Whitcomb developed what he called the "supersonic area rule." This theory stated that aircraft that would fly at supersonic speed should increase in cross-sectional area from a pointed nose.
Anything that protruded into the air stream, such as the canopy over the cockpit, wings, or tail, should be accompanied by a reduction in cross-section elsewhere. In 1954, Whitcomb, who was then only 33-years old, was awarded the prestigious Collier Trophy for this contribution to aeronautics.
Convair's designers quickly applied the supersonic area rule to a new aircraft, the YF-102A, pinching the fuselage near its mid-point to give it a slightly hourglass (or Coke-bottle) appearance. This was a compromise for an existing aircraft; later airplanes included the area rule in their designs in much less obvious ways. When the first YF-102A with this new design took flight, it easily accelerated through Mach 1.
During the 1950s the delta wing was used on several aircraft that had a need for speed, including the B-58 Hustler and the cancelled XB-70 Valkyrie bomber. The Soviet Union used a delta wing for its failed Tu-144 supersonic passenger jet, and for its famed MiG-21, one of the most widely-used fighter jets of the Cold War. The French also adopted the delta for its successful Dassault Mirage III.
The two most famous current aircraft to use the delta wing are the Concorde and the Space Shuttle. The Concorde's delta wing made the plane's sustained cruising speed of Mach 2 possible. The Space Shuttle's wing, known as a "cranked delta" because the leading edge of the wing has a slight bend near its midpoint, is used for a different purpose. The Space Shuttle originally had what was known as a "high cross-range" requirement, which was the ability to glide for thousands of miles to either side of its flight path when landing. Conventional straight wings did not provide enough lift at high speeds and altitudes to achieve this type of range, and so the large delta wing was necessary.
While delta wings are critical to achieving high lift for supersonic flight, they also have a number of disadvantages for less high-performing aircraft. They require high landing and takeoff speeds and long takeoff and landing runs, are unstable at high angles of attack, and produce tremendous drag when "trimmed" to keep the plane level.
Of these disadvantages, pilots and designers usually consider the high landing and takeoff speeds the most important because they make flying the plane dangerous. Indeed, when the Concorde had its first ever crash in 2000, after two decades of safe operations, the high-speed takeoff was a factor in this terrible accident, for the plane's high ground speed before becoming airborne placed major stress upon the aircraft's tires, which exploded upon striking an object on the runway.
By the 1980s, except for the Concorde and Space Shuttle, the delta wing appeared headed for obsolescence. Its drawbacks made it unattractive and changes in fighter warfare reduced the requirement for sustained supersonic speed.
Few aircraft spend much time travelling at high supersonic speeds because it burns so much fuel, rendering the delta wing, which is primarily useful for supersonic flight, less attractive. But the computer and an additional flight control device called the canard and compound or cranked delta forms have rescued the delta wing from obsolescence.
Computer-controlled "fly-by-wire" flight control systems have allowed designers to compensate for some of the delta wing's poor control qualities. Canards are small horizontal fins (or small wings) mounted on the fuselage in front of an aircraft's main wings to provide greater control, particularly during high angles of attack. When they are part of a delta-wing aircraft, they improve its stability and manoeuvrability.
Several aircraft appeared in the 1980s and 1990s that incorporated both delta wings and canards. The latest delta-wing aircraft are the Swedish JAS 39 Grippen, the Dassault Rafale naval fighter (designed to be launched from the French aircraft carrier Charles de Gaulle), the Indian Light Combat Aircraft, or LCA, and the Eurofighter Typhoon.
The Typhoon, which had its first flight in the mid-1990s, is a joint European effort (Britain, Germany, Italy and Spain, with France withdrawing early) to develop an advanced fighter to replace a number of different aging aircraft in their air forces. Thus, the delta wing, which seemed destined for obsolescence, has gained a new lease on life.
Thanks for the post.Anyone who thinks that F414INS6 will be same as F414-400 is wrong. The EPE variant has only six HP stages as it has new wide swept fan. This has allowed them to increase thrust without the need of increasing its inlet diameter. F414-standard name of engine, IN-Indian variant, S6-six stage compressor. Of all F414 variants only EPE model has six stages and it was already tested to TRL-6 stage.
This variant will be delivered with full EPE power but derated to 108KN for IAF and a special bump feature for 118KN thrust for IN.
Thanks for the post.Anyone who thinks that F414INS6 will be same as F414-400 is wrong. The EPE variant has only six HP stages as it has new wide swept fan. This has allowed them to increase thrust without the need of increasing its inlet diameter. F414-standard name of engine, IN-Indian variant, S6-six stage compressor. Of all F414 variants only EPE model has six stages and it was already tested to TRL-6 stage.
This variant will be delivered with full EPE power but derated to 108KN for IAF and a special bump feature for 118KN thrust for IN.
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