hitenray09
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actually it is getting better day by day
ADA Tejas (LCA) News and Discussions
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ok some thing from horse's mouth, posted by Austin:
http://forum.keypublishing.co.uk/showpost.php?p=1660038&postcount=789
'There Will Be Design Changes in LCA Mk-2 and all Design Changes will Lead to a Weight Penalty'
Air Marshal Philip Rajkumar (retd)
In your opinion what are the shortfalls the LCA could be facing currently because of an underpowered engine?
Lack of engine power leads to lack of performance. The main shortcoming would probably be in manoeuvring flight and the ability to take off with the required load from runways in hot and high conditions. There will be increase in time to climb to height and it won't accelerate as fast. So the Indian Air Force (IAF) in its wisdom has said that they are not happy with the performance of the LCA with its current engine. One of the points mentioned is that the sustained turn rate has been lower than specified. One must understand that the performance parameters laid down in the Air Staff Requirement (ASR) have been arrived after a lot of debate in Air Headquarters. I don't understand the argument of reducing the payload to meet performance. The IAF requires a certain level of performance to be delivered for the payload that is being asked for. Engine power is important and having arrived at the conclusion that thrust on the current GE-404 engine is insufficient, it is the GE-F-414 that has been chosen.
Now thrust is proportional to fuel consumption and increased thrust will lead to increased fuel consumption which will have a bearing on mission performance. Having a more powerful engine does not automatically increase performance.
What changes will the choice of a new engine require for the LCA Mk-2?
With regards to the LCA Mk-2 there will be design changes and all design changes will lead to a weight penalty. The outcome of this design exercise that ADA is undertaking on the LCA Mk-2 is yet to be seen. The LCA Mk-2 will have a slighter longer fuselage and may carry more fuel as well. Will the weight go up, will they add more fuel, will the aircraft be able to offer the performance demanded by the IAF with an engine offering more thrust and higher fuel consumption are questions I cannot answer, as these details have not been made public. We could however use this opportunity to lengthen the fuselage, look at the wave drag to improve aerodynamics, put a wider chord on the wings to generate more lift, etc. However, this would then essentially result in a new aircraft but it will be a more capable aircraft and this is a good opportunity to do so. The slightly larger LCA Mk-2 can also include essential operational equipment without which the LCA Mk-2 will not be able to fulfill its operational role. These changes would lead to increase in the All Up Weight (AUW) and result in the LCA Mk-2 being different from Mk-1 by 25 per cent.
By when do you see these changes being completed and the LCA Mk-2 taking to the air with the GE-F414 engine?
I will be extremely happy if the LCA Mk-2 flies by 2015 and all these changes are completed in the next five years. If they are changes in chord of wing and length of fuselage, then the FCS will also need changes. All these would again require flight testing, though not as extensive as that of the LCA Mk-1. This will require a flight test schedule that will take 2 to 2.5 years in my opinion. The LCA Mk-2 would then attain operational capability by 2018 and enter operational service with the IAF by 2020. If we can achieve this, it would be commendable.
Is it also time to review the role of the LCA in IAF, considering it will be operating next to the Su 30 MKI and MMRCA followed by the FGFA?
The LCA will be a frontline fighter capable of protecting itself and carrying out a useful strike role. But its theatre of operations will depend on the threat levels it will face. If we develop the LCA Mk-2 with the necessary Electronic Warfare (EW) and countermeasure dispensing capability, I don't see why it cannot be used in any theatre of war. Given our geographical size and the need to face two fronts, we still need numbers with the IAF talking about 40 squadrons. The LCA will be the 3rd tier after the Su-30 MKI/FGFA and MMRCA. The IAF says that they will take 40 LCA Mk-1 aircraft and those aircraft are important for the simple reason that it will enable both ADA and HAL to obtain spares consumption data as to how many maintenance hours are required per flying hour. This data can be accumulated by using the LCA Mk-1 over this decade to put product support in place. The hope is that by the time the LCA Mk-2 is ready to enter service; all these problems would have been ironed out. The LCA Mk-1 could also be used to create an Operational Conversion Unit (OCU) if required to feed pilots into the system as the IAF will be inducting large numbers of aircraft over the next two decades. The LCA Mk-1 will serve the IAF extremely well for at least the next three decades.
What needs to be done to improve performance and reduce the weight of the LCA?
The way to go about increasing the LCA's performance is by reducing its drag and weight including structural weight but this is a long drawn out exercise. The entire aircraft has to be instrumented so we can measure the loads existing in flight and then compare the data with design loads that have been catered for. A particular part of the structure could have been made too strong and another part too weak. So we have to perform a structural optimisation exercise that usually results in reduction in weight. The aerodynamic optimisation will lead to some configuration changes. Unfortunately our aeronautical institutions from the days of the HT-2 have never undertaken the task of measuring the aerodynamic loads during flight and optimising the structure. We did not do it for the 'Marut' or the 'Kiran'. I have always maintained that performing a structural optimisation exercise is the way to go. I am told that it is a time consuming exercise, but we have to start from somewhere. There is no easy way out. You can also reduce weight by looking at the Line Replaceable Units (LCA), Head-Up Displays (HUD), and Mission Computers etc.
Will the selection of the GE-F414 benefit any of the competitors in the MMRCA contract for the IAF?
The aircraft using the GE 414 engine in the MMRCA competition are the F/A 18 Super Hornet and the Gripen. If they factor in this development it will definitely benefit as the cost of acquisition of these aircraft would come down a little bit. Certainly if the GE 414 is made in India it will bring down the cost of that acquisition, maybe by about 10 per cent.
Do you see the Snecma-Kaveri engine entering service in the LCA?
I definitely do not see the Snecma-Kaveri engine powering either the LCA Mk-1 or Mk-2. However LCA Mk-1 will be used as a flying test bed to put the engine through its paces, before it enters service. However we have to develop the Snecma-Kaveri engine because we cannot call ourselves an aeronautical power in any sense of the word unless we have our own engine. As we speak the Kaveri engine is getting ready to fly in Russia which will give us an enormous amount of confidence. After the 100 hour programme we will have a significant amount of data. With the French coming in the Kaveri will now become a reality and it will get test flown on the LCA airframe at some point of time. My estimate is that this will happen sometime between 2015 and 2018, once we sign on the dotted line. That is the engine that the MCA will be designed around and it will power this aircraft.
What needs to be done to ensure that MCA flies with an Indian engine?
The first thing that needs to be done is to complete the 100 hour Flying Test Bed (FTB) programme on the existing Kaveri engine. That is an essential pre condition. The data generated from the 100 hour FTB programme, will enable us to communicate much better with the French as we would have flown an engine, compared to the static test beds so far. We will also be able to extract more out of the French if this is done. The next is to develop this engine as soon as possible and put this in a flying test bed and keep it ready by the time the MCA gets designed. If we get our sums right then we can fly the MCA with an Indian engine between 2020 and 2022. This will also require a large number of designers and currently there is a serious manpower constraint in the design bureaus of HAL, ADA and elsewhere. You just have to look at the number of projects ongoing currently, HAL is now developing the LCH, LUH another helicopter in the 10 tonne class followed by programmes for the LCA, MCA, FGFA, Multirole Transport Aircraft (MTA), Intermediate Jet Trainer (IJT), Hindustan Turboprop Trainer (HTT-40) followed by upgrades for Jaguar, Mig-29, Mirage 2000, etc. All this, requires a large number of designers working concurrently as these programmes are being run side by side.
http://forum.keypublishing.co.uk/showpost.php?p=1660038&postcount=789
'There Will Be Design Changes in LCA Mk-2 and all Design Changes will Lead to a Weight Penalty'
Air Marshal Philip Rajkumar (retd)
In your opinion what are the shortfalls the LCA could be facing currently because of an underpowered engine?
Lack of engine power leads to lack of performance. The main shortcoming would probably be in manoeuvring flight and the ability to take off with the required load from runways in hot and high conditions. There will be increase in time to climb to height and it won't accelerate as fast. So the Indian Air Force (IAF) in its wisdom has said that they are not happy with the performance of the LCA with its current engine. One of the points mentioned is that the sustained turn rate has been lower than specified. One must understand that the performance parameters laid down in the Air Staff Requirement (ASR) have been arrived after a lot of debate in Air Headquarters. I don't understand the argument of reducing the payload to meet performance. The IAF requires a certain level of performance to be delivered for the payload that is being asked for. Engine power is important and having arrived at the conclusion that thrust on the current GE-404 engine is insufficient, it is the GE-F-414 that has been chosen.
Now thrust is proportional to fuel consumption and increased thrust will lead to increased fuel consumption which will have a bearing on mission performance. Having a more powerful engine does not automatically increase performance.
What changes will the choice of a new engine require for the LCA Mk-2?
With regards to the LCA Mk-2 there will be design changes and all design changes will lead to a weight penalty. The outcome of this design exercise that ADA is undertaking on the LCA Mk-2 is yet to be seen. The LCA Mk-2 will have a slighter longer fuselage and may carry more fuel as well. Will the weight go up, will they add more fuel, will the aircraft be able to offer the performance demanded by the IAF with an engine offering more thrust and higher fuel consumption are questions I cannot answer, as these details have not been made public. We could however use this opportunity to lengthen the fuselage, look at the wave drag to improve aerodynamics, put a wider chord on the wings to generate more lift, etc. However, this would then essentially result in a new aircraft but it will be a more capable aircraft and this is a good opportunity to do so. The slightly larger LCA Mk-2 can also include essential operational equipment without which the LCA Mk-2 will not be able to fulfill its operational role. These changes would lead to increase in the All Up Weight (AUW) and result in the LCA Mk-2 being different from Mk-1 by 25 per cent.
By when do you see these changes being completed and the LCA Mk-2 taking to the air with the GE-F414 engine?
I will be extremely happy if the LCA Mk-2 flies by 2015 and all these changes are completed in the next five years. If they are changes in chord of wing and length of fuselage, then the FCS will also need changes. All these would again require flight testing, though not as extensive as that of the LCA Mk-1. This will require a flight test schedule that will take 2 to 2.5 years in my opinion. The LCA Mk-2 would then attain operational capability by 2018 and enter operational service with the IAF by 2020. If we can achieve this, it would be commendable.
Is it also time to review the role of the LCA in IAF, considering it will be operating next to the Su 30 MKI and MMRCA followed by the FGFA?
The LCA will be a frontline fighter capable of protecting itself and carrying out a useful strike role. But its theatre of operations will depend on the threat levels it will face. If we develop the LCA Mk-2 with the necessary Electronic Warfare (EW) and countermeasure dispensing capability, I don't see why it cannot be used in any theatre of war. Given our geographical size and the need to face two fronts, we still need numbers with the IAF talking about 40 squadrons. The LCA will be the 3rd tier after the Su-30 MKI/FGFA and MMRCA. The IAF says that they will take 40 LCA Mk-1 aircraft and those aircraft are important for the simple reason that it will enable both ADA and HAL to obtain spares consumption data as to how many maintenance hours are required per flying hour. This data can be accumulated by using the LCA Mk-1 over this decade to put product support in place. The hope is that by the time the LCA Mk-2 is ready to enter service; all these problems would have been ironed out. The LCA Mk-1 could also be used to create an Operational Conversion Unit (OCU) if required to feed pilots into the system as the IAF will be inducting large numbers of aircraft over the next two decades. The LCA Mk-1 will serve the IAF extremely well for at least the next three decades.
What needs to be done to improve performance and reduce the weight of the LCA?
The way to go about increasing the LCA's performance is by reducing its drag and weight including structural weight but this is a long drawn out exercise. The entire aircraft has to be instrumented so we can measure the loads existing in flight and then compare the data with design loads that have been catered for. A particular part of the structure could have been made too strong and another part too weak. So we have to perform a structural optimisation exercise that usually results in reduction in weight. The aerodynamic optimisation will lead to some configuration changes. Unfortunately our aeronautical institutions from the days of the HT-2 have never undertaken the task of measuring the aerodynamic loads during flight and optimising the structure. We did not do it for the 'Marut' or the 'Kiran'. I have always maintained that performing a structural optimisation exercise is the way to go. I am told that it is a time consuming exercise, but we have to start from somewhere. There is no easy way out. You can also reduce weight by looking at the Line Replaceable Units (LCA), Head-Up Displays (HUD), and Mission Computers etc.
Will the selection of the GE-F414 benefit any of the competitors in the MMRCA contract for the IAF?
The aircraft using the GE 414 engine in the MMRCA competition are the F/A 18 Super Hornet and the Gripen. If they factor in this development it will definitely benefit as the cost of acquisition of these aircraft would come down a little bit. Certainly if the GE 414 is made in India it will bring down the cost of that acquisition, maybe by about 10 per cent.
Do you see the Snecma-Kaveri engine entering service in the LCA?
I definitely do not see the Snecma-Kaveri engine powering either the LCA Mk-1 or Mk-2. However LCA Mk-1 will be used as a flying test bed to put the engine through its paces, before it enters service. However we have to develop the Snecma-Kaveri engine because we cannot call ourselves an aeronautical power in any sense of the word unless we have our own engine. As we speak the Kaveri engine is getting ready to fly in Russia which will give us an enormous amount of confidence. After the 100 hour programme we will have a significant amount of data. With the French coming in the Kaveri will now become a reality and it will get test flown on the LCA airframe at some point of time. My estimate is that this will happen sometime between 2015 and 2018, once we sign on the dotted line. That is the engine that the MCA will be designed around and it will power this aircraft.
What needs to be done to ensure that MCA flies with an Indian engine?
The first thing that needs to be done is to complete the 100 hour Flying Test Bed (FTB) programme on the existing Kaveri engine. That is an essential pre condition. The data generated from the 100 hour FTB programme, will enable us to communicate much better with the French as we would have flown an engine, compared to the static test beds so far. We will also be able to extract more out of the French if this is done. The next is to develop this engine as soon as possible and put this in a flying test bed and keep it ready by the time the MCA gets designed. If we get our sums right then we can fly the MCA with an Indian engine between 2020 and 2022. This will also require a large number of designers and currently there is a serious manpower constraint in the design bureaus of HAL, ADA and elsewhere. You just have to look at the number of projects ongoing currently, HAL is now developing the LCH, LUH another helicopter in the 10 tonne class followed by programmes for the LCA, MCA, FGFA, Multirole Transport Aircraft (MTA), Intermediate Jet Trainer (IJT), Hindustan Turboprop Trainer (HTT-40) followed by upgrades for Jaguar, Mig-29, Mirage 2000, etc. All this, requires a large number of designers working concurrently as these programmes are being run side by side.
quote from above post
I will be extremely happy if the LCA Mk-2 flies by 2015 and all these changes are completed in the next five years. If they are changes in chord of wing and length of fuselage, then the FCS will also need changes. All these would again require flight testing, though not as extensive as that of the LCA Mk-1. This will require a flight test schedule that will take 2 to 2.5 years in my opinion. The LCA Mk-2 would then attain operational capability by 2018 and enter operational service with the IAF by 2020. If we can achieve this, it would be commendable.
i seriously have doubts about these ADA guys ..........instead of going for ge414 engine ,they(gtre) could have have roped in french 2 years back and by 2013-2014 lca mk1 would have its first flight with higher powered engine. i could not understand the logic of developing amca and lca mk2 together ,in an attempt to build both of these we may end up in a situation where we have none ready( and living with such peace loving neighbours ) thus seriosly jeoperdizing our security.
I will be extremely happy if the LCA Mk-2 flies by 2015 and all these changes are completed in the next five years. If they are changes in chord of wing and length of fuselage, then the FCS will also need changes. All these would again require flight testing, though not as extensive as that of the LCA Mk-1. This will require a flight test schedule that will take 2 to 2.5 years in my opinion. The LCA Mk-2 would then attain operational capability by 2018 and enter operational service with the IAF by 2020. If we can achieve this, it would be commendable.
i seriously have doubts about these ADA guys ..........instead of going for ge414 engine ,they(gtre) could have have roped in french 2 years back and by 2013-2014 lca mk1 would have its first flight with higher powered engine. i could not understand the logic of developing amca and lca mk2 together ,in an attempt to build both of these we may end up in a situation where we have none ready( and living with such peace loving neighbours ) thus seriosly jeoperdizing our security.
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I think you have not read the post completely and jumped in to conclusion, from the same post:
has this changed any of ground reality that we wont be able to get lca mk2 2020 and amca before 2022 time frame, numbers does matter ...........remember lca started as a program to replace mig21
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So you think that IAF cheif and other sitting have no idea that numbers are falling and they are just sitting around and doing nothing, and here you sitting behind you system has more idea? Stop childish rhetorics
Rahul Singh
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Tejas Cockpit Better Suits 'Taller' Pilots, Ergonomics Corrected LSP-5 Onward
The ergonomics of India's Light Combat Aircraft (LCA) Tejas cockpit better suit the Indian Air Force's tallest pilots, compared to pilots who are of 'low' or 'medium' height. In other words, the cockpit wasn't configured and designed with a democratic mix of height permutations. Identified as a problem last year, the LCA's cockpit ergonomics have been reconfigured -- the 'new' cockpit will feature for the first time on the fifth limited series production aircraft (LSP-5) that is expected to make its first flight any time now. While specifics are not available yet, the changes include placement/configuration of the HUD, multifunction displays and function selector panels.
Issues with the cockpit ergonomics first figured in conclusions drawn by the Defence Institute of Physiology & Allied Sciences (DIPAS) after it was instructed late last year to conduct an ergonomic evaluation of twin-seat trainer PV-5 cockpit. According to sources, a digital model of the Tejas cockpit along with various digital human models (DHM) of different height percentiles among IAF pilots were fed into an evaluation program called Jack. The three DHMs were 2.5th percentile, 50th percentile and 97.5th percentile representing the shortest, average and tallest IAF personnel. The eval threw up the fact that the existing cockpit design and man-machine interface was best suited to the third DHM. Changes were recommended through a detailed report along with a fresh digital cockpit model. The new cockpit is ostensibly now optimal for a larger percentile of IAF pilots.
The ergonomics of India's Light Combat Aircraft (LCA) Tejas cockpit better suit the Indian Air Force's tallest pilots, compared to pilots who are of 'low' or 'medium' height. In other words, the cockpit wasn't configured and designed with a democratic mix of height permutations. Identified as a problem last year, the LCA's cockpit ergonomics have been reconfigured -- the 'new' cockpit will feature for the first time on the fifth limited series production aircraft (LSP-5) that is expected to make its first flight any time now. While specifics are not available yet, the changes include placement/configuration of the HUD, multifunction displays and function selector panels.
Issues with the cockpit ergonomics first figured in conclusions drawn by the Defence Institute of Physiology & Allied Sciences (DIPAS) after it was instructed late last year to conduct an ergonomic evaluation of twin-seat trainer PV-5 cockpit. According to sources, a digital model of the Tejas cockpit along with various digital human models (DHM) of different height percentiles among IAF pilots were fed into an evaluation program called Jack. The three DHMs were 2.5th percentile, 50th percentile and 97.5th percentile representing the shortest, average and tallest IAF personnel. The eval threw up the fact that the existing cockpit design and man-machine interface was best suited to the third DHM. Changes were recommended through a detailed report along with a fresh digital cockpit model. The new cockpit is ostensibly now optimal for a larger percentile of IAF pilots.
Rahul Singh
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HAL Ajeet or Folland Gnat also had similar problem. But in those days there was no such things like DIPAS resulting in pilots getting posting in GNAT squadron as per their sitting height in spite of having qualified to fly GNAT which at its time was undoubtedly the fighter pilot's(in those days there were two types of pilot FIGHTER and STRIKER) dream. Interestingly i know about one person who had qualified to fly GNAT but because of his head (which was touching canopy of GNAT) he was transfered into Mig-21 squadron which can said as for compensation.
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Tarmak007 Alert: LSP-5 to fly any time now
The fifth platform from Tejas LSP block (LSP-5) will kiss the sky any time now. Team Tejas seems to have sorted out last-minute issues and the flight might take place any time now, weather-permitting. The flight is expected today, tomorrow..."We are closing in on," says an engineer.
Latest Updates Soon
The fifth platform from Tejas LSP block (LSP-5) will kiss the sky any time now. Team Tejas seems to have sorted out last-minute issues and the flight might take place any time now, weather-permitting. The flight is expected today, tomorrow..."We are closing in on," says an engineer.
Latest Updates Soon
SHASH2K2
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No nitesh. Its still cloudy. It was fine for 2-3 hrs but its back to cloudy and may rain again. Hopefully it will be tomorrow.
neo29
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Tejas LSP-5 ready for its first flight
Fifth of Tejas limited serial production aircraft LSP-5 has been cleared for its first flight , LSP-5 has cleared its high speed taxi trials this week and the aircraft has been cleared for its first flight and Weather permit will take by this weekend .
LSP-5 will have changes in Cockpit instrumentation's to make it more user (pilot) friendly and changes were done on basis's of inputs and suggestions from Test pilots who are associated with the Tejas Test Program , First SP-1 Tejas which will be take to sky by April 2011 will have same standard instrumentation's has seen in LSP-5 .
While LSP-6 will be used has a Test aircraft to further explore Angle of Attack (AOA) , while LSP-7 and LSP-8 will be given to IAF for user trials , before 27 Dec when Tejas will be declared " Realized to service " and will attend IOC officially , while IAF will induct them officially into Air force only in April next year when first SP-1 along with two other aircraft will be handed over to IAF 's first Tejas Squadron, which will be initially be based in sulur but will be relocated to Frontal Airbase near Pakistani border as soon it acquires further aircraft for the its first Squadron.
http://idrw.org/?p=1297
Fifth of Tejas limited serial production aircraft LSP-5 has been cleared for its first flight , LSP-5 has cleared its high speed taxi trials this week and the aircraft has been cleared for its first flight and Weather permit will take by this weekend .
LSP-5 will have changes in Cockpit instrumentation's to make it more user (pilot) friendly and changes were done on basis's of inputs and suggestions from Test pilots who are associated with the Tejas Test Program , First SP-1 Tejas which will be take to sky by April 2011 will have same standard instrumentation's has seen in LSP-5 .
While LSP-6 will be used has a Test aircraft to further explore Angle of Attack (AOA) , while LSP-7 and LSP-8 will be given to IAF for user trials , before 27 Dec when Tejas will be declared " Realized to service " and will attend IOC officially , while IAF will induct them officially into Air force only in April next year when first SP-1 along with two other aircraft will be handed over to IAF 's first Tejas Squadron, which will be initially be based in sulur but will be relocated to Frontal Airbase near Pakistani border as soon it acquires further aircraft for the its first Squadron.
http://idrw.org/?p=1297
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The Satellite image shows most of India is cloudy! I dont see any chance for the cloud to clear this week.
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North Eastern Airfields Being Upgraded; HAL Tejas Mark I to be Inducted Mid-2011
Speaking on the sidelines of the Indradhanush Air Exercises with the Royal Air Force, Indian Air Force Air Chief Marshal P.V. Naik revealed that advanced landing grounds ALGs are being upgraded in the North East and upgrades to the Northern sector is to follow.
Here are some notable quotes from the Air Chief Marshal:
"We are going for composite upgradation of capabilities in the northeast. It should have been done a long time ago. Eight advance landing grounds are being upgraded and there are five to six major air fields where infrastructure will be improved to enable them to receive more modern aircraft."
"The air capabilities in the country's northern part will be upgraded next. A lot of things have happened on ground."
"LCA has taken a long way to come to the stage where it is now. By middle of the next year, LCA Mark-I will be inducted into the operationalized squadrons. At the same time, the process of selection of engine for LCA Mark-II is nearing completion."
http://www.india-defence.com/reports-4699
Speaking on the sidelines of the Indradhanush Air Exercises with the Royal Air Force, Indian Air Force Air Chief Marshal P.V. Naik revealed that advanced landing grounds ALGs are being upgraded in the North East and upgrades to the Northern sector is to follow.
Here are some notable quotes from the Air Chief Marshal:
"We are going for composite upgradation of capabilities in the northeast. It should have been done a long time ago. Eight advance landing grounds are being upgraded and there are five to six major air fields where infrastructure will be improved to enable them to receive more modern aircraft."
"The air capabilities in the country's northern part will be upgraded next. A lot of things have happened on ground."
"LCA has taken a long way to come to the stage where it is now. By middle of the next year, LCA Mark-I will be inducted into the operationalized squadrons. At the same time, the process of selection of engine for LCA Mark-II is nearing completion."
http://www.india-defence.com/reports-4699
vijay jagannathan
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its simply tiring waiting for the LSP -5 to take off and that too after a good 5 month delay. If everything thing that ADA does is going to be delayed like this heaven help us. I have always maintained Tejas was overweight. Imagine this is the scene with so much of composites which if hadn't been used the LCA would not even have taken off. If the weight reduction is achieved expeditiously I think the performance would be better with current engine itself. What a fictious name--Light combat aircraft!!! were the designers sleeping whilst designing? can't this have been rectified during the design stage itself? and Mark 2 will take another 10 years to be operational? Its simply ridiculous. If the agencies have some sense of urgency and focus which the chinese seem to display the whole thing can be overhauled in 3 years. But ADA? No sir!!! I feel India is wasting time on LCA. the file should be closed like Kaveri with Mark 1 considered as a technological demonstrator and please don't go on about how long it takes to design and fly a fighter jet. We have seen how long it takes around the world except India.
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I have been waiting for it since 1998 when i first started following defense issues!! :happy_2: :angry_1:
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