ADA Tejas (LCA) News and Discussions

[Parthy]

EJ paid their cost for not being honest with their quotation... Best example for "Integrity will not be compensated".

 

[Sridhar]

http://www.acig.org/artman/uploads/nal_wtmodels.jpg

This confirms that at one of the early LCA concepts was a Gripen-esque canard-double-delta. Note the wing-tip Magic-2 AAMs. Constructing the models themselves and the actual wing tunnel testing, are both expensive ventures, meaning that there must have been a level of seriousness behind the design. The other model is that of the HAL HF-73 concept.

 

[hitenray09]

LCA was oviously a serious project had it not been then today it would have been history for us

 

[marcos98]

India To Fly Tejas LSP-5 Soon​

http://www.aviationweek.com/aw/generic/story_generic.jsp?topicName=india&id=news/awx/2010/10/28/awx_10_28_2010_p0-265678.xml&headline=India%20To%20Fly%20Tejas%20LSP-5%20Soon

LSP-5 gearing-up for first flight; lit cockpit for night flying & new com set onboard; will fly on autopilot mode for first time​

India's fifth limited-series production (LSP-5) Tejas Light Combat Aircraft is ready for its first flight.

Indian sources confirm to AVIATION WEEK that a flight readiness review meeting was held recently and the LSP-5 will fly "soon," weather permitting. LSP-4 had its first flight in June.

"Two more high-speed taxi trials are remaining and after that we will be ready for the first flight," says a senior official associated with the program. "It will have internal cockpit lighting for enabling night flying, with all corrections being done. We are also testing a new communication set, similar to that on the Dhruv chopper. This would again ensure commonality of inventory in the country."

LSP-5 will be the first to test the Tejas' auto-pilot mode. "The autopilot is indigenously developed by the national control law team of National Aerospace Laboratories," the official says. "With LSP-5, we are demonstrating all the final configuration of Tejas Mk-1, which will also be a final cockpit version." The LSP-5 will be the 11th test vehicle to join the Tejas flight line.

The Aeronautical Development Agency is working toward a Dec. 27 deadline for the crucial release-to-service certification. For this, the Center for Military Airworthiness and Certification is working with the agency, the Defence Research & Development Organization, the National Aerospace Laboratories and aircraft provider Hindustan Aeronautics Ltd. "Almost 70 percent of equipment has been type approved, while 70 percent of systems also have been type certified," the official says.

If the delivery schedules are met, then the Indian Air Force will have LSP-7 and LSP-8 for user evaluation trials by March 2011. LSP-6 will be a test vehicle for high angle of attack. The Tejas squadron is expected to be in Bengaluru by mid-2011 and the first two series production aircraft (SP-1, SP-2) also should be ready by then.

 

[nirmal]

Marcos,

Thanks for the latest update.It is really heartening news.

 

[Parthy]

India To Fly Tejas LSP-5 Soon​

http://www.aviationweek.com/aw/generic/story_generic.jsp?topicName=india&id=news/awx/2010/10/28/awx_10_28_2010_p0-265678.xml&headline=India%20To%20Fly%20Tejas%20LSP-5%20Soon

India's fifth limited-series production (LSP-5) Tejas Light Combat Aircraft is ready for its first flight.

Indian sources confirm to AVIATION WEEK that a flight readiness review meeting was held recently and the LSP-5 will fly "soon," weather permitting. LSP-4 had its first flight in June.

"Two more high-speed taxi trials are remaining and after that we will be ready for the first flight," says a senior official associated with the program. "It will have internal cockpit lighting for enabling night flying, with all corrections being done. We are also testing a new communication set, similar to that on the Dhruv chopper. This would again ensure commonality of inventory in the country."

LSP-5 will be the first to test the Tejas' auto-pilot mode. "The autopilot is indigenously developed by the national control law team of National Aerospace Laboratories," the official says. "With LSP-5, we are demonstrating all the final configuration of Tejas Mk-1, which will also be a final cockpit version." The LSP-5 will be the 11th test vehicle to join the Tejas flight line.

The Aeronautical Development Agency is working toward a Dec. 27 deadline for the crucial release-to-service certification. For this, the Center for Military Airworthiness and Certification is working with the agency, the Defence Research & Development Organization, the National Aerospace Laboratories and aircraft provider Hindustan Aeronautics Ltd. "Almost 70 percent of equipment has been type approved, while 70 percent of systems also have been type certified," the official says.

If the delivery schedules are met, then the Indian Air Force will have LSP-7 and LSP-8 for user evaluation trials by March 2011. LSP-6 will be a test vehicle for high angle of attack. The Tejas squadron is expected to be in Bengaluru by mid-2011 and the first two series production aircraft (SP-1, SP-2) also should be ready by then.

India's fifth limited-series production (LSP-5) Tejas Light Combat Aircraft is ready for its first flight.
Indian sources confirm to AVIATION WEEK that a flight readiness review meeting was held recently and the LSP-5 will fly "soon," weather permitting. LSP-4 had its first flight in June.

"Two more high-speed taxi trials are remaining and after that we will be ready for the first flight," says a senior official associated with the program. "It will have internal cockpit lighting for enabling night flying, with all corrections being done. We are also testing a new communication set, similar to that on the Dhruv chopper. This would again ensure commonality of inventory in the country."

http://tarmak007.blogspot.com/

 

[nitesh]

DRDO develops structural health monitoring technology, tests on Nishant UAV

 

[Parthy]

Tejas Mk-1 is expected to have an empty weight of 5500Kg.. But the actual weight is 6500 Kg with LSP4. They used CF-C composite for the airframe to reduce the aircraft weigh to 40-45 % (Claimed by HAL).

MK-2 is going to be bigger than Mk-1 and how they're planning to keep weight under control??? Any mock of Tejas Mk-2 is there??

 

[Parthy]

India To Fly Tejas LSP-5 Soon​

http://www.aviationweek.com/aw/generic/story_generic.jsp?topicName=india&id=news/awx/2010/10/28/awx_10_28_2010_p0-265678.xml&headline=India%20To%20Fly%20Tejas%20LSP-5%20Soon

India's fifth limited-series production (LSP-5) Tejas Light Combat Aircraft is ready for its first flight.

Indian sources confirm to AVIATION WEEK that a flight readiness review meeting was held recently and the LSP-5 will fly "soon," weather permitting. LSP-4 had its first flight in June.

"Two more high-speed taxi trials are remaining and after that we will be ready for the first flight," says a senior official associated with the program. "It will have internal cockpit lighting for enabling night flying, with all corrections being done. We are also testing a new communication set, similar to that on the Dhruv chopper. This would again ensure commonality of inventory in the country."

LSP-5 will be the first to test the Tejas' auto-pilot mode. "The autopilot is indigenously developed by the national control law team of National Aerospace Laboratories," the official says. "With LSP-5, we are demonstrating all the final configuration of Tejas Mk-1, which will also be a final cockpit version." The LSP-5 will be the 11th test vehicle to join the Tejas flight line.

The Aeronautical Development Agency is working toward a Dec. 27 deadline for the crucial release-to-service certification. For this, the Center for Military Airworthiness and Certification is working with the agency, the Defence Research & Development Organization, the National Aerospace Laboratories and aircraft provider Hindustan Aeronautics Ltd. "Almost 70 percent of equipment has been type approved, while 70 percent of systems also have been type certified," the official says.

If the delivery schedules are met, then the Indian Air Force will have LSP-7 and LSP-8 for user evaluation trials by March 2011. LSP-6 will be a test vehicle for high angle of attack. The Tejas squadron is expected to be in Bengaluru by mid-2011 and the first two series production aircraft (SP-1, SP-2) also should be ready by then.

First they told that they're pushing it hard to fly Lsp-5 by June End.

http://www.business-standard.com/india/news/tejas-boosts-test-programme/397143/
"I am pushing for LSP-5 to fly by June-end," says D Balasunder, the managing director of HAL's Bangalore Complex.

Then they changed it to Aug-end.. And now they're telling soon...

We have the country's worst Project Management in HAL, NAL and ADA who call themselves as Nation's best defence Agencies// :angry_10:

 

[Anshu Attri]

http://www.drdo.gov.in/drdo/English/index.jsp?pg=Recovery.jsp


RECOVERY PARACHUTE SYSTEM FOR LIGHT COMBAT AIRCRAFT

It is mandatory for a combat aircraft to demonstrate its spin recovery capability during flight test programme. The purpose of this system is to provide emergency recovery of aircraft from an inadvertent spin in case the aircraft controls are ineffective and are unable to pull it out of spin. The recovery is achieved by deployment of a parachute, which applies an anti-moment force at the rear of the out of control aircraft bringing its nose down further. This brings the aircraft into a controlled stabilized dive and helps it to come out of spin/deep stall. DRDO has developed such parachutes for the flight test of LCA. The test altitude envelope for LCA (9500 kg weight) is 2 km to 12 km. The sequence of operation is as follows:

hen a drogue gun is fired, the slug mass of the drogue gun moves rearwards and sequentially deploys the pilot chute at an aircraft wake distance of 23 m. When the pilot chute is stretched, snapping of the weak tie (48 kg) separates the slug mass of the drogue gun along with deployment bag of pilot chute. The chute then inflates and consequently pulls the packed main parachute. As the pilot chute moves rearwards the main parachute deploys sequentially. As soon as the main parachute is stretched, snapping of the weak tie (100 kg) separates the pilot chute and the deployment bag of main parachute. This allows the main parachute to inflate and produce necessary drag force of 32 kN, resulting in a yawing movement of aircraft. It then steepens the flight path angle (a-angle) of the aircraft. The aircraft can then be pulled out of spin by increasing its speed. The total operational time of the system is 3 s. When the aircraft comes out of spin, pilot jettisons the parachute by operating the release mechanism. The system has various redundancy/safety devices. When the release system fails, parachute can be separated through failure of weak link by accelerating the aircraft by 30 per cent. Development work at sub-system level has been successfully completed and final qualification tests are under progress.

 

[Anshu Attri]

Bangalore IAF HAL TEJAS LSP - 4 Maiden Flight June 2010

 

[LETHALFORCE]

CROSS POSTED

http://www.spacewar.com/reports/Germ...India_999.html

German aviation agent expelled from India

An agent working for Eurojet in India has been expelled for alleged fraudulent activities involving company's bid for a major $822 million jet engine deal.

The agent, a German, was allegedly caught trying to bribe Indian defense officials to replace a Eurojet commercial bid with that of a lower one after discovering that the bid was higher than others, the 24-hour English-language news television channel News X said.

But the attempt backfired, News X said. Shortly after his alleged bribery was discovered, he was told to leave the county immediately, which he did last month. The agent, identified as "von Schoenfeld," had worked in New Delhi for eight years.

After leaving India, he reportedly told Indian media -- before any announcement by Indian defense officials -- that the Eurojet bid was the lowest bid, in particular 18 percent lower than that of General Electric.

A report in India's Business Standard newspaper said it had knowledge that the European consortium Eurojet bid $666 million for the 99 engines, against General Electric's bid of $822 million.

The agent's disclosures to the media prompted the military's Defense Research and Development Organization to issue a statement ahead of officially awarding the contract, saying that GE Avionics with their GE F414 engine was the lowest bidder for the contract.

"After evaluation and acceptance of the technical offer provided by both Eurojet and GE Aviation, the commercial quotes were compared in detail and GE Aviation was declared as the lowest bidder," the statement said. "Further price negotiations and contract finalization will follow."

The tender for the engines also noted that only 10 engines could be built abroad with the rest being made in India through a technology transfer agreement with Indian businesses. First deliveries of the engine are expected in 2014.

The apparent win for GE is a blow for Eurojet's hope of placing its EJ200 unit in the indigenously produced Indian light combat aircraft the Tejas, nearing the end of its development by Hindustan Aeronautics Limited, based in Bangalore.

The EJ200 is a turbofan unit developed in 1991 and built by Eurojet in Germany. The unit is based on the Rolls-Royce XG-40 technology demonstrator engine that was developed starting in 1984. The EJ200 also powers the Eurofighter Typhoon.

The General Electric F414 is an afterburning turbofan engine developed from F404 turbofan for use in the Boeing F/A-18E/F Super Hornet. It was first run in 1993.

The first Tejas flew in January 2001. GE already has experience of working with HAL because its earlier version of the F414, the F404, is used in the several test planes.

The Tejas -- Sanskrit for "radiant" -- is a lightweight multi-role fighter. The compound delta-wing design plane is powered by a single engine. Winning the initial engine order could place the manufacturer a position to win many more.

The Indian air force is likely to need 200 single-seat and 20 two-seat trainers. The Indian navy is said to want up to 40 single-seaters to replace its aging fleet of Sea Harrier FRS.51 and Harrier T.60. The first Harriers, made by Hawker Siddeley in the United Kingdom, first flew in 1969. Subsequent development of the aircraft has been by McDonnell, Douglas and British Aerospace, as well as Boeing and BAE Systems.

During its sea level flight trials off Goa on India's western coast, the Tejas reached more than 840 miles per hour, becoming the second supersonic fighter manufactured indigenously by HAL, after the Marut.

 

[Anshu Attri]

Work Officially Set To Begin On LCA Tejas MK-II

http://livefist.blogspot.com/2010/11/work-officially-set-to-begin-on-lca.html

India's Aeronautical Development Agency (ADA) is currently in a blur trying to meet two heavy-duty milestones in the Light Combat Aircraft (LCA) programme -- the first flight of the carrier-borne LCA Navy in the next few weeks and initial operational clearance (IOC) of the primary air force variant of the light fighter by Christmas. But with a decision finally made recently that the GE F414 will power the MK-II, work has officially started at ADA on a part of the programme that will finally deliver a full-fledged multirole fighter plane -- the Tejas MK-II.

The next one year will see most of the Tejas team focused on the landmark induction of the LCA into operational service with the Indian Air Force. But a wing of ADA, headed by Principal Director H Siddesha, will kickstart a string of parallel processes to get the souped up MK-II variant of the fighter jet going.

Along with a team from GE, ADA will shortly begin multidisciplinary design optimisation (MDO) of the Tejas airframe for its new engine, and therefore, operational envelope, computational fluid dynamic (CFD) studies of all new aerospace components, failure mode, effect & analysis of aeroengine components, fresh numerical master geometry & inboard drawings, a digital mockup of the entire MK-II, and of course, a wind tunnel model. Immediately, however, the team will embark on the all-important tasks of F414 engine-airframe bay interference studies and clearance, powerplant and fuel systems design and optimisation, integration and then ground tests.

 

[Parthy]

Nice Information on LCA

With the LCA on the threshold of entering service with the Indian Air Force, it is time to take a critical review of the LCA and its performance versus its contemporaries in service. The LCA is expected (and has been for quite some time) to replace the Mig-21 series aircraft in IAF service in both the role and numbers. The IAF fleets of Su-30MKIs, Mirage-2000s and Mig-29s have taken over the air dominance and superiority role. The fleet of upgraded Jaguars and Mig-27s are in place for the deep and tactical strike operations respectively. Mig-21s (in the Bison as well as the other remaining variants) are employed in the EW role as well as the point defense interceptor roles. It is therefore interesting to see what capability the LCA brings to the table.

The comparison of any aircraft with its contemporary is not simple. There are literally hundreds of issues to consider. For example, a comparison of electronics alone would render one aircraft obsolete with respect to another in the Beyond-Visual-Range (BVR) environment even if it brings aerodynamic superiority with its design for fights Within-Visual-Range (WVR). Range and endurance values are function of altitude, speed and role (and hence the external storage carried). Each weapon type carried causes a different drag effect on the aircraft based on its design. A thin long air-to-air missile with a high Length-to-Diameter (L/D) ratio will have different drag values than a small bomb with a small L/D ratio. Flight profiles affect the range and endurance as well. And the list goes on.

As such, this analysis is split up into several parts and several sections in each part. Each part will consider one crucial aspect of the aircraft design (such as flight performance, electronics, maneuverability etc) versus a number of different contemporaries with each section comparing the LCA versus one contemporary. The analysis is conducted entirely by the author unless otherwise stated with a reference. Since the issue of the LCA and its effectiveness vis-à-vis other IAF aircraft it is expected to replace still a controversial issue in India, the analysis will restrict itself to the presentation of the raw analysis data with cursory generalization of the results and the author hopes that the reader will come to his or her own conclusions. Any questions may be directed towards the author should the need arise.

http://mach-five.blogspot.com/search?q=lca

 

[Parthy]

Nice Information on LCA

With the LCA on the threshold of entering service with the Indian Air Force, it is time to take a critical review of the LCA and its performance versus its contemporaries in service. The LCA is expected (and has been for quite some time) to replace the Mig-21 series aircraft in IAF service in both the role and numbers. The IAF fleets of Su-30MKIs, Mirage-2000s and Mig-29s have taken over the air dominance and superiority role. The fleet of upgraded Jaguars and Mig-27s are in place for the deep and tactical strike operations respectively. Mig-21s (in the Bison as well as the other remaining variants) are employed in the EW role as well as the point defense interceptor roles. It is therefore interesting to see what capability the LCA brings to the table.

The comparison of any aircraft with its contemporary is not simple. There are literally hundreds of issues to consider. For example, a comparison of electronics alone would render one aircraft obsolete with respect to another in the Beyond-Visual-Range (BVR) environment even if it brings aerodynamic superiority with its design for fights Within-Visual-Range (WVR). Range and endurance values are function of altitude, speed and role (and hence the external storage carried). Each weapon type carried causes a different drag effect on the aircraft based on its design. A thin long air-to-air missile with a high Length-to-Diameter (L/D) ratio will have different drag values than a small bomb with a small L/D ratio. Flight profiles affect the range and endurance as well. And the list goes on.

As such, this analysis is split up into several parts and several sections in each part. Each part will consider one crucial aspect of the aircraft design (such as flight performance, electronics, maneuverability etc) versus a number of different contemporaries with each section comparing the LCA versus one contemporary. The analysis is conducted entirely by the author unless otherwise stated with a reference. Since the issue of the LCA and its effectiveness vis-à-vis other IAF aircraft it is expected to replace still a controversial issue in India, the analysis will restrict itself to the presentation of the raw analysis data with cursory generalization of the results and the author hopes that the reader will come to his or her own conclusions. Any questions may be directed towards the author should the need arise.

http://mach-five.blogspot.com/search?q=lca

According to above analysis LCA has very low ferry range less than 1000Kms (with internal fuel).

Even, JF17 has a ferry range of 3000Km (with internal fuel)

 

[shuvo@y2k10]

it is very disheartening to know that the hal has still not begun work on tejas mk2 which is in talks for quite a few years now.

 

[Rahul Singh]

First of all, its ADA which is the organisation responsible for developing LCA. Secondly as you might be aware of it is only recently when engine for LCA got finalized. So question arises how can work progress without knowing what to work on and for? BTW ADA has in past designed two new engine bay for MK-2 in parallel in order to save time. Apart from engine bay design LRDE is already in process to develop AESA MMR for MK-2, various other vendors are also developing things like HMSD, IRST, Drop Tanks, Mission Computers, Avionics, EW suit etc for MK-2. Considering these things in account i will say work on MK-2 is already on. However any report on progress regarding airframe design optimization is due but few have already reported on what ADA people feel necessary to be done.

 

[SHASH2K2]

it is very disheartening to know that the hal has still not begun work on tejas mk2 which is in talks for quite a few years now.

There is nothing to be sad about LCA. LCA Mk2 will be improved version of LCA MK1 and will not be a completely new design from scratch. As Rahul has mentioned work is already on for various critical components . Lca MK2 will be ready and flying much before we will finish production of MK1 for Airforce and Navy.

 

[Parthy]

There is nothing to be sad about LCA. LCA Mk2 will be improved version of LCA MK1 and will not be a completely new design from scratch. As Rahul has mentioned work is already on for various critical components . Lca MK2 will be ready and flying much before we will finish production of MK1 for Airforce and Navy.

Any deadline has been provided for Mk2?? Hoping No-Delay at least in this case!! :emot0:

 

[Parthy]

DRDO hands over Indian Integrated Life support technology for Tejas fighter aircraft Project

DRDo today handed over nn integrated life support system (ILSS) for fighter aircraft is a state of the art technology for the IAF's LCA Tejas fighter aircraft project. ILSS enables a fighter pilot to venture to the limits of the aircraft capability in terms of flight altitudes and G-forces. This technology had hitherto been the hallmarks of the few highly advanced countries. Now Defence Bioengineering & Electro medical Laboratory (DEBEL) Bangalore, under DRDO, has taken a lead in this technology that, to start with, will go into Tejas aircraft. The engineering model of ILSS prototype has been rolled out from DEBEL Bangalore by Dr W Selvamurthy, Distinguished Scientist and Chief Controller R&D (Life Sciences) of DRDO. The ILSS consisting of 12 Line Replacement Units (LRUs) has been handed over to Dr PS Subramanyam, Distinguished Scientist, Program Director-CA and ADA, for fitment and further trials.

ILSS essentially performs the tasks of protecting the pilots against the extremes of altitudes, severe G forces imposed during aerial combats and also provide breathing 100% oxygen in the case of ejection from aircraft. The On-board Oxygen Generation System (OBOGS) keeps the pilots' oxygen status always to the sea level condition despite being at high altitudes. The OBOGS enables the aircraft to undertake long endurance task, free from the burdens of recharging the Oxygen gas. The Demand Oxygen Regulator (DOR) ensures that the breathing gas is delivered as per requirement at various altitudes and also during anti-G straining maneuvers (AGSM) that the pilot undertakes during combat operations. The anti-G valve (AGV) renders adequate G-suit inflation pressure to prevent G-induced loss of consciousness (G-LOC). There is a unique electronic control unit (ECU) that ensures proper OBOGS functioning with changing altitudes, monitoring the ILSS and also activates the back-up system in the case of any failure. It is a unique technology that takes care of both single and dual pilot operations.

This important milestone could be achieved due to the untiring effort of the DEBEL scientists led by its Director, Dr VC Padaki with the guidance of Chief Executive of CEMILAC, Dr K Tamilmani and able support of the teams from ADA, HAL, RCMA(a/c), DGAQA, NFTC and IAM. L&T has played a big role as development partner to DEBEL in manufacturing of the ILSS. The ILSS at a later date, can also be customized to the needs of other Indian aircraft capable of long duration flights like MiG-29, SU-30, Mirage-2000 etc.

http://frontierindia.net/drdo-hands...technology-for-tejas-fighter-aircraft-project