ADA Tejas (LCA) News and Discussions

[Prashant12]

While all attention is on FOC target and 45 Sqn expansion of the fighter version, the Trainer has been silently contributing either the VIP flyings or Sqn training. Both, the USAF Chief and the France Chief flew the trainer and they were impressed with the overall performance during the various phases of flight.

We present this glamorous image of the trainer as a Sunday treat to all the Tejas fans.

https://www.facebook.com/tejas.lca/

 

[Rahul Singh]

Was there ever a plan to move to the F16XL type cranked arrow wing design for the LCA?

LCA is also called cranked delta present avatar. Well not like F-16XL but still.

 

[Suryavanshi]

LCA is also called cranked delta present avatar. Well not like F-16XL but still.

This is the sexiest pic of LCA that I've ever witnessed

 

[Rahul Singh]

That still doesn't deal with the lack of hardpoints, but at least would make Tejas compliant to a decade old ASR and useful enough for the interceptor role it was meant for.

7 hardpoints with an option for 2x MER on inner board pylons not enough for you?

Do you know that the decade-old ASR did not require LCA to be true multirole platform something that Tejas is today?

Anyone who has ever been in conversation with J Maolankar at Aero India knows that the ASR for Tejas was prepared listing the best features of F-16, Mirage-2000 even Mig-29. Something which is not unusual for our import happy armed forces. Even Unni Pillai had mentioned it (wrt. Dhruv) in one AI seminar............Still, the only place where present Tejas is unable to meet ASR is STR with a certain load.

Just not a medium one and that's why Yusuf is right, that it doesn't change anything for Tejas, which has it's own requirement in the light segment.

The original MRCA in 2004 for IAF was Tejas MK-2 class Mirage-2000-9.

Isn't it interesting that the people who were saying that GOI going for SEF is a testimony of Tejas's failure. Those people are saying today that cancellation of SEF does not change anything for Tejas.

The truth is, in-service Tejas is giving confidence to every stakeholder so much so that two very interesting developments have taken place. First being sanction for Tejas MK-2 and second being cancellation of SEF.

 

[tejas warrior]

View attachment 23457

7 hardpoints with an option for 2x MER on inner board pylons not enough for you?

Do you know that the decade-old ASR did not require LCA to be true multirole platform something that Tejas is today?

Anyone who has ever been in conversation with J Maolankar at Aero India knows that the ASR for Tejas was prepared listing the best features of F-16, Mirage-2000 even Mig-29. Something which is not unusual for our import happy armed forces. Even Unni Pillai had mentioned it (wrt. Dhruv) in one AI seminar............Still, the only place where present Tejas is unable to meet ASR is STR with a certain load.



The original MRCA in 2004 for IAF was Tejas MK-2 class Mirage-2000-9.

Isn't it interesting that the people who were saying that GOI going for SEF is a testimony of Tejas's failure. Those people are saying today that cancellation of SEF does not change anything for Tejas.

The truth is, in-service Tejas is giving confidence to every stakeholder so much so that two very interesting developments have taken place. First being sanction for Tejas MK-2 and second being cancellation of SEF.

Bang on !!

With small budget, there is no fund available to Import anything in numbers.

So, I believe we would only buy something like Rafael in smaller number in between till AMCA comes.

 

[tharun]

If we can increase tejas length to 16 meters.
It can carry more ordinance and more range.

Sent from my AO5510 using Tapatalk

 

[Rahul Singh]

Bang on !!

With small budget, there is no fund available to Import anything in numbers.

So, I believe we would only buy something like Rafael in smaller number in between till AMCA comes.

In any case, a larger fleet of Rafale does not make a sense. Pakistan is multiple times covered with Flanker fleet alone or a mixed fleet of Migs, Mirages, Jaguars and now Tejas. Rafale is overkill for PAF.

For PLAAF, however, no amount of imported jets would ever be enough for conducting an aggressive campaign. A campaign like that, in my opinion, would require at least 1000 jets i.e 50 IAF size squadrons. The only route to fulfil that is the indigenous way.

 

[Rahul Singh]

If we can increase tejas length to 16 meters.
It can carry more ordinance and more range.

Sent from my AO5510 using Tapatalk

Don't worry. Tejas MK-2 will be carrying enough combat load to a greater distance. For similarity, Tejas MK-2 will be similar only in name to its predecessor.

 

[Prashant12]

Uttam AESA Update:

Ketan Gandhi: Sir any update on Project Uttam?

M.V. Reddy: Project Uttam LRDE has completed the development part of it and only the aircraft integration
part is left and that they are working out with ADA and once it is proved and then probably we
will get orders. We are in the fray and it may take some more time for us to get the production
quantity so the discussions are going on with, the DRDO is discussing with users so we are yet to
finalize the quantity and all sort of a thing.

Ketan Gandhi: Sir user trial is completed for Uttam or still under process?

M.V. Reddy: Not completed in fully.

Ketan Gandhi: So we are not sure whether it will be as soon as it is complete then only we will come to know
that whether it is we are getting that order or not?

M.V. Reddy: Yes I think, they are confident that it will be completed soon so we are hoping that this will be
completed in next year so I think that is a model way we have followed.

Ketan Gandhi: So after the initial quantity it might be if it is a stressful then we might see Project Uttam to be
fitted in the Tejas?

M.V. Reddy: Yes.

Ketan Gandhi: Thank you.

http://www.moneycontrol.com/stocks/...oducts-earnings-call-transcript-10642881.html

 

[darshan978]

Uttam AESA Update:

Ketan Gandhi: Sir any update on Project Uttam?

M.V. Reddy: Project Uttam LRDE has completed the development part of it and only the aircraft integration
part is left and that they are working out with ADA and once it is proved and then probably we
will get orders. We are in the fray and it may take some more time for us to get the production
quantity so the discussions are going on with, the DRDO is discussing with users so we are yet to
finalize the quantity and all sort of a thing.

Ketan Gandhi: Sir user trial is completed for Uttam or still under process?

M.V. Reddy: Not completed in fully.

Ketan Gandhi: So we are not sure whether it will be as soon as it is complete then only we will come to know
that whether it is we are getting that order or not?

M.V. Reddy: Yes I think, they are confident that it will be completed soon so we are hoping that this will be
completed in next year so I think that is a model way we have followed.

Ketan Gandhi: So after the initial quantity it might be if it is a stressful then we might see Project Uttam to be
fitted in the Tejas?

M.V. Reddy: Yes.

Ketan Gandhi: Thank you.

http://www.moneycontrol.com/stocks/...oducts-earnings-call-transcript-10642881.html

 

[WolfPack86]

It is good news i hope they will fast track Kaveri engine project also.

 

[tejas warrior]

Single Engine Fighter Cancellation Provides An Opening For Tejas MK-2

The recent withdrawal of the move to import 114 ‘single-engine fighters’ (SEF) by India’s Ministry of Defence (MoD) opens a window of opportunity for the Aeronautical Development Agency (ADA), controlled by the Defence Research & Development Organization (DRDO), to rekindle its effort to develop a MK-II variant of the Tejas light combat aircraft (LCA). Because, even though reports suggest that MoD is planning to replace the SEF competition with a larger competition that will see both single and twin- engined jet fighters in contention (in a manner reminiscent of the failed multi-role medium range combat aircraft (MMRCA) tender from a decade ago), the most realistic way to augment the Indian Air force’s (IAF’s) combat strength continues to be the building of more Tejas variants, as we have argued before. As such, it is now time for DRDO to use its internal allocations to fund the further development of the Tejas MK-II, with full support from MoD, in order to be future ready given that fighter import tenders take a lot of time in India and may never actually reach fruition, judging by recent experience.

The MK-II design must return

ADA, has long proposed a Tejas MK-II with a more powerful engine than the baseline MK-I, as well as aerodynamic refinements, to address the IAF’s 1995 air staff qualitative requirements (ASQR) with respect to kinematic performance. After all, one of the regrets of the IAF has been the fact that the MK-I design does not meet the ASQR in terms of sustained turn rate (STR), transonic acceleration and climb rate. The developers of the Tejas, i.e. ADA, however believe that the MK-II design, which will also incorporate a pair of canards, will be able to address MK-I’s shortfalls in terms of aerodynamic performance. The 1995 ASQR apparently requires a STR of 18 degrees (same as the F-16’s) and Mk-II will close in on that. The climb rate will also be more or less satisfactorily reached. Transonic acceleration is expected to be realized fully. Moreover the Mk-II airframe will be able to reach a top speed of Mach 1.8 at altitude.





Development work on MK-II had been progressed by ADA over the years as part of the overall allocations for the LCA programme. Currently, ADA’s work on the Tejas is being financed via the LCA Phase-III project which was sanctioned in November 2009 with an allocation of Rs 2431.55 crores and is scheduled to be complete by December 2018. Most of this allocation has gone towards developmental activities related to achieving operational clearances for the MK-I design as well general development work on the Tejas design family (Air force version). However, while funds from this allocation have helped advance the Tejas MK-II design to a level where the ‘inboard’ i.e the complete layout for Mk-II is ready and plenty of wind tunnel work into adding a pair of canards has also been done, it is not enough for ADA to develop a pair of MK-II prototypes. For that, fresh allocations are required.





Now while the SEF proposal was in vogue, there was this general belief in the fighter development community in India that there was perhaps no point in pursuing the Mk-II variant, since it was unlikely to receive orders given that the IAF seemed to be keen on importing a fighter in the same class instead. However, with the SEF proposal going nowhere and its successor unlikely to yield early returns either, the time is ripe for DRDO to fund ADA on its own to develop a pair of MK-II prototypes. The finance wing of India’s MoD must greenlight such an effort along with the total support of the Defence Minister. Development work on the MK-II has progressed sufficiently for ADA to achieve first flight with a prototype within 2-3 years of funds being allocated.


ADA’s confidence with respect to this timeline also stems from the fact that modifications to the 98 kilo newton generating F414-GE-INS6 (F414), in order for it to fit the MK-II design, have already been certified by the Center for Military Airworthiness and Certification (CEMILAC). What is more, eight of the 99 F414 engines ordered by ADA earlier have already been delivered to it by GE. Clearly, ADA now has some engines waiting for an airframe, i.e MK-II. The F414-GE-INS6 is course more powerful than the F-404-GE-IN20 engine that currently powers MK-I.


.


Moreover, the Mk-I design has some 25-30 percent commonality in parts with MK-I and these parts (i.e not requiring any modification) are already in production. For the MK-I parts that have to be replaced, thousands of new drawings have being worked upon jointly by DRDO- Hindustan Aeronautics Limited (HAL) along with the private sector and these are now ready. Clearly, the stage is set for the early creation of two prototypes that will probably cost some Rs 3000-4000 crores and can be funded by DRDO directly. Once the efficacy of this effort is demonstrated to the ‘user’ i.e the IAF, they can fund the rest of the development effort all the way to certification which is expected to take 2 years from first flight. If sanctioned early this year, Tejas MK-II could be easily be in production by the time HAL finishes producing the last of the 83 Tejas MK-1A for which it recently received a request for proposal from the IAF. The IAF is of course fully aware of the nature of Tejas MK-II given that it has positioned 23 officers to support the overall Tejas program and according to sources ADA has had several discussions with the IAF about it.

Not just more agile

While the Mk-II design is expected to achieve a 5 percent improvement in drag characteristics through ‘production improvements’ related to further streamlining (reduced contour variations etc) of the Mk-I airframe, it is actually a step up from the baseline MK-1 and even the improved MK-1A in other ways as well.

With only 25-30 percent parts commonality with Mk-I or Mk-IA, MK-II will have many modernized line replace units (LRUs) which will serve the purpose of both obsolescence management and improved maintainability. MK-II will also have a higher maximum take-off weight reflected in the carriage of more on-board fuel thereby increasing endurance. (endurance will also be helped by its better aerodynamics). MK-II will have a new indigenous flight control computer and will see refinements in the control law for the LCA design as well.The glass cockpit for the Mk-II is going to be new as well. For one it is going to feature bigger 8 x 12 inch displays rather than the 5 x 5 and 6 x 6 inch displays currently featured in the MK-I cockpit. A prototype of the Mk-II cockpit already exists. The MK-II displays are likely to be supplied by India’s Samtel.


While HAL is looking to outfit MK-1A with an imported active electronically scanned array (AESA) and a foreign self-protection jammer, MK-II should fly with the indigenous Uttam AESA being developed by DRDO’s Electronics and Radar Development Establishment (LRDE) and the ‘unified electronic warfare suite’ (UEWS) created by the Defence Avionics Research Establishment (DARE), another DRDO lab, in partnership with Israel’s Elisra. Uttam, which weighs 120 kg, has been put through extensive ground evaluation by LRDE and is reportedly ready for integration onto a Tejas test vehicle. UEWS is currently undergoing tests on the Tejas PV-6 prototype vehicle.

A modular ‘Make in India’

Not only is MK-II supposed to be a superior product in terms of performance, it will also lend itself to being produced quicker, as is the need of the day. ADA has done of a lot of work together with HCL with the objective of making the Mk-II design ‘modular’. In this modular scheme of things, HAL as the integrator will receive 8-10 Tejas MK-II ‘modules’ as sub-assemblies from domestic private companies such as L&T and will then put them together to build a complete aircraft ready for checkout and flight testing. Each of these module suppliers will therefore be ‘Tier-I’ suppliers to HAL and will receive LRUs from Tier-II suppliers (w.r.t to HAL) for integration into the modules, which will then be dispatched to HAL. According to Dr K.Tamilmani, former Director General Aeronautics, DRDO, ‘The idea is to ‘terminate’ things like electrical looms, hydraulic pipes, fuel line pipes etc. at the module level which can then be connected with other such modules.’


Of course, for the Tejas Mk-II program to be an all-round success in the industrial sense, the time has come for India to get GE to produce the complete F-414 engine on Indian soil in association with a domestic partner. In this light, the setting up of a joint venture between GE and Tata Advanced Systems Limited (TASL) in Adibatla for the manufacture of various components of GE engines looks like a timely development. This JV which will see the setting up of tooling that can produce F-414 parts, can be encouraged by the Indian Government to take on the production of the entire F-414 engine under manufacturing know how transfer from GE.


The F-414 can actually be retro-fitted onto the Mk-I/IA airframes also since the existing intake of these aircraft can can easily handle the additional mass flow from the F-414 as compared to the F-404. Of course, other modifications to the Mk-I/IA airframe will be required for this purpose. In the course of its lifetime any single engined jet fighter needs about 3.5 jet engines. So a hypothetical run of at least 200 Tejas MK-II in addition to the 123 Mk-1/1A (modified to field the F-414) that are on order will mean that the IAF’s future fleet will require north of 1100 F-414 engines in the course of their service life. Clearly, GE should not have any compunctions in transferring know how for even the F-414 core for an order of that size. Perhaps, the India-US ‘joint working group on jet engine technology’ should burn some midnight oil to explore this potential.

Saurav Jha is the Editor-in-Chief of Delhi Defence Review. Follow him on twitter @SJha1618

http://www.delhidefencereview.com/2...for-tejas-mk-2/amp/?__twitter_impression=true

 

[patriots]

uttam is progressing well ....but kaveri is not....Tejas with kaveri ...uttam aesa ...with Astra ....is my dream

 

[cyclops]

uttam is progressing well ....but kaveri is not....Tejas with kaveri ...uttam aesa ...with Astra ....is my dream

Its every Indian fanboy's dream.

 

[Prashant12]

Inching close to Final Operational Clearance (FOC), HAL carried out a hot refueling on indigenous Light Combat Aircraft-Tejas followed by a sortie at HAL airport, Bengaluru.

 

[WolfPack86]

It is very good news HAL keep it up good work.

 

[rockrocky]

...........................

 

[Prashant12]

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[vishnugupt]

Is it a preparation before going for a in flight refueling?? Because if I am correct hot refueling has already been done in past, may be during IOC-ll

 

[indiatester]

=================================

Why was hot refueling a FOC requirement if no other IAF aircraft has it?
We know that aerial refueling is available for multiple of IAF jets. If that is possible, I don't understand why HAL claims this is the first IAF aircraft that has hot refueling.