acetophenol
pls reply,its a question i am seeking answer for a lng time
Internal fuel capacity of tejas is 2500 liters in mk_1.Total external stores capacity is about 3.5 tons.
So if a conforrmal fuel tank is added tejas can stay airbourne with2 ton missile load typical of air to air mode and 1.5 ton fuel on external conformal fuel tanks in mk-I version.So total fuel load comes to about 4 tons for tejas mk-1 with 2 ton weapon load.
with 13.5 ton mtow and ge-404 engine and 4 ton fuel load , you can have a fair measure of it's loitter time comparing them to other like weight fighters.
There will be no drag with conformal fuel tank.
In mk-II this will increase,lenghtened fuselage will accomodate another ton or so of internal fuel ,clarity is not there.
So it will come close to other contemproary fighters.
altitude.'If GE-414-EPE- is choosen for mk_ii it will definetely enable it to supercruise resulting in a drastic increase in flight time
The cranked deltas like F-16 XL have significant loitter time improvement that plain F-16 fighters due to low drag cruise in high
http://www.f-16.net/f-16_versions_article1.html
The wing planform was altered in a cranked-arrow delta wing (120% larger than the original F-16 wing), with extensive use of carbon composite materials (in the upper and lower layers of the skin) to save weight. Weight savings in the wings alone amounted to 600lbs. or 272kg. The wing is of multi-spar design with the leading edge sweep angle ranging from 50º to 70º, and is 2,800lbs (1,179 kg.) heavier than the original. The increase in internal volume (both by lengthening the fuselage and expanding the wing) allowed for a 82% increase in internal fuel capacity, while the increased wing area allowed the incorporation of up to 27 stores stations. Despite the apparent lengthening of the fuselage involved with the program, the new XL designation does NOT stand for "extra large".
Through wing planform improvements and camber optimizations, the final configuration offered a 25% improvement in maximum lift-to-drag ratio over the F-16 supersonically, and 11% improvement subsonic. The handling of the F-16XL was reportedly quite different from that of the standard F-16, offering a much smoother ride at high speeds and low altitudes. The configuration had matured into a very competent fighter with a large wing that allowed low-drag integration of large numbers of external weapons.
Formation take-off of the two F-16XL ships. (Erwin Boone Collection)
The first of two F-16XL's (#75-0749) to be modified, A-5 (5th Full-Scale Development F-16A) had a single seat and was powered by an F100-PW-200 turbofan. It flew for the first time on July 3rd, 1982, with James McKinney at the controls. The second F-16XL (#75-0747), was originally powered by a 29,000 lb.s.t. General Electric F110-GE-100 turbofan. It was converted from the 3rd FSD aircraft (A-3), which was severely damaged in a landing accident (nose tire failure) during the Edwards Open House in August of 1980. The aircraft took-off and blew it's nose tire in the event. The decision was taken to land with gears up. As soon as the nose gear touched down, it dug into the lake bed and snapped off. This caused the trailing edge of the radome , the leading edge of the forward equipment bay and the intale to carry the load. The intake scooped up tons of dry lake. In the process it was ground off on a line even with the forward bulkhead, (where the radar antenna hangs and the main gear tires). The radome was trashed and the equipment bay was ripped up. When this airframe arrived at Fort Worth for use in the XL program, it was accordingly missing the entire front end, and a new 2-seat front section was constructed for this aircraft. XL no. 2 flew for the first time on October 29th, 1982, piloted by Alex Wolf and Jim McKinney
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but our radar will be based on it, This is a JV between DRDO and Elta.. 
