ADA Tejas (LCA) News and Discussions

Which role suits LCA 'Tejas' more than others from following options?

  • Interceptor-Defend Skies from Intruders.

    Votes: 342 51.3%
  • Airsuperiority-Complete control of the skies.

    Votes: 17 2.5%
  • Strike-Attack deep into enemy zone.

    Votes: 24 3.6%
  • Multirole-Perform multiple roles.

    Votes: 284 42.6%

  • Total voters
    667
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Rahul Singh

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Hopefully it does go way. By the way back in 2008 there was rumor that CSIO is developing wide angle holographic HUD (similar to one in Gripen) for LCA. Did not heard anything regarding after that. Do you have information?
 

LETHALFORCE

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http://livefist.blogspot.com/2010/12/cost-to-develop-tejas-mk-2-542-million.html

Cost To Develop Tejas Mk-2: $542-million, Mk-1 FOC Only By Dec 2012


The Aeronautical Development Agency (ADA), which oversees the development of India's Light Combat Aircraft Tejas programme will be sanctioned $542.44-million (Rs 2431.55-crore) to develop the Tejas Mk-2, making up Phase-III of the programme's full scale engineering development (FSED). Also, the deadline for final operational clearance for the Tejas Mk-1 is December 2012.

5 EUROFIGHTER=WHOLE LCA MK-2 PROGRAM
 

Rahul Singh

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5 EUROFIGHTER=WHOLE LCA MK-2 PROGRAM
Well said LF. By the way some rumors suggests MK-2 as M-MRCA, which in my opinion will be made possible by scaling up LCA. GE has already conveyed that F-414 INS6 will be most powerful version (thrust wise) produced so far. So requirement for surplus thrust will be meet considering my assumptions regarding MK-2 true.
 

Tshering22

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5 EUROFIGHTER=WHOLE LCA MK-2 PROGRAM
LF, it is obvious that the MK2 will cost really less compared to the original development since in MK2, there is no new platform to work on from scratch but only a few important improvements. By MK1 programme, our designers are familiar with aerodynamics that actually go into making a true cutting edge fighter and hence they would find it easier and faster to make improvements.

However I doubt the authenticity of our media; the keep changing dates and glamorizing news articles to attract readers' eye rather than deliver substance: ESP Times of India which has become more or less a Page 3 paper.
 

ppgj

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Hopefully it does go way. By the way back in 2008 there was rumor that CSIO is developing wide angle holographic HUD (similar to one in Gripen) for LCA. Did not heard anything regarding after that. Do you have information?
no idea about that rahul.

however seems the HUD on the LCA is going to remain same atleast for the first 20 SP aircraft if you go thro' this -

feb 28, 2010 report -

The CSIO recently completed the last phase of transfer of total 20 units of HUD to Hindustan Aeronautics Limited (HAL) which would be fabricated in the Light Combat Aircrafts (LCA) to be used by the Air Force.
meaning first 20 atleast will have this HUD.

however this is very interesting -

the CSIO has also received order to develop 200 more items of equipment for the next generation aircrafts.
is it for FGFA?? AMCA??

also note -

The CSIO is now in the process of development of the HUD systems for SU-30 MKI, Jaguar and MiG series aircraft.
interesting bit -

The HUD is supposed to be superior to similar systems in the international market.

According to Dr Kapur, "The CSIO equipment is noiseless and offers a better field of view. It is compact, reliable, non-reflective and designed for high-performance aircraft.
now this -

the HUD technology has been successfully developed and integrated with these aircrafts and also the feasibility study of HUD for HJT aircrafts is completed. The HUD for the HJT, a follow-up project of the Tejas HUD, is more compact and lighter, with some more features incorporated into it.
http://www.indianexpress.com/news/c...-in-next-generation-fighter-aircraft/585363/0

they have, it seems, an aim to go completely indian HUD on all aircrafts. :happy_2:

also emphasising on the totally indigenousness of the HUD is this -

old report (july 19, 2000)

CSIO scientists said they had initiated the HUD project in 1992 and developed their unit "from scratch, with no reverse engineering involved". In laymen's terms this means they made it all themselves.
however i have not heard anything on the HMD (below). seems has not gone further considering SAMTEL is manufacturing Top Owl I (in a JV or under license??) which is there on Mig 29Ks.

CSIO scientists will next work on a helmet-mounted display, specifications for which are being worked out by the ADA. The institute is also working fire safety sensors for LCA.
what fire safety sensors?? any idea??

http://www.rediff.com/news/2000/jul/19lca.htm

a jan 6, 2001 report -

According to sources, the locally developed HUD has already been installed in the second prototype, TD-2, which is presently undergoing ground tests. The TD-1 had to do with a foreign made HUD because when it was initially assembled several years ago, the requirements for this instruments had not been forwarded to the CSIO. The HUD unit for installation in TD-2 was sent to the Aeronautical Development Agency (ADA) about one-and-a-half years ago.
Though the Rs 5 crore project was initiated in 1992 under the aegis of the Defence Research and Development Organisation and was expected to be complete in five years, initial setbacks delayed the project. Finalisation of the design took more time and the designing team also faced problems in getting certain electronic components.

Some specifications of HUDs manufactured by foreign firms were ''borrowed from catalogues and technical literature". The initial units will be using imported cathode ray tubes and certain electronic components.
Technology is reported to have been transferred to BEL by CSIO for the purpose.

Although the 18 Kg, 72 cms long and 39 cms high HUD was meant for the LCA, scientists say that with slight dimensional modifications, it can also be installed in the cockpits of other aircraft in the IAF's inventory, doing away with the need for importing this system.
http://www.tribuneindia.com/2001/20010106/cth1.htm

cheers.
 

Rahul Singh

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however this is very interesting -
the CSIO has also received order to develop 200 more items of equipment for the next generation aircrafts
is it for FGFA?? AMCA??
May be they are talking about other subsystems. BTW it is almost certain that HUD for AMCA will be developed by either CSIO alone or in joint with SAMTEL. And FGFA's HUD will surely be develop by HAL-SAMTEL JV which recently developed and operationalized MFDs on MKIs.

what fire safety sensors?? any idea??
Specific fire detecting sensors are there in processing section and fuel sections, may be they are referring to that.
 
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BunBunCake

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What are these pictures of? The HUD looks rather old. LSP-5 has a new cockpit.
 

RPK

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Light Combat Aircraft is 10, and fighting fit


http://www.dnaindia.com/bangalore/special_light-combat-aircraft-is-10-and-fighting-fit_1490039

Published: Tuesday, Jan 4, 2011, 8:47 IST
By Hemanth CS | Place: Bangalore | Agency: DNA

When an all-white aircraft with the tricolour painted on its tail fin took off from the HAL Airport on January 4, 2001, at 10.18 am, India took a small but significant step towards realising its capability of manufacturing and operating an indigenous fighter aircraft.

Precisely a decade later to the day, the Light Combat Aircraft (LCA) has not just transformed from a mere technology demonstrator to a multi-role combat aircraft, it is on the verge of being inducted into the Indian Air Force (IAF) as a formidable fighter aircraft.

On the occasion of the 10th anniversary of the LCA's maiden flight, two important people shared their experience with DNA about that historic flight.

Wg Cdr (Retd) Rajiv Kothiyal, the pilot who took off on LCA's maiden flight, recalls that the 18-minute sortie was the most challenging one in his life as years of efforts by the designers, engineers, scientists and pilots was to be put to test during the flight.

"Until that day we had done ground trials. During this flight, the aircraft had to demonstrate that it was capable of taking off and landing. The moment the aircraft was airborne, I was really on top of the world and when I landed I felt the task was accomplished," said Wg Cdr Kothiyal, currently a commercial pilot. Asked if he had any apprehensions on piloting a technology demonstrator, he said a lot of rigorous training had gone before the first flight and that it made it easy for him.

"There were apprehensions because I was piloting a brand new aircraft. But once I got into the cockpit and got the nod for the take-off it was like any other flight," he said.

Expressing similar views Air Marshal (Retd) P Rajkumar, the man in charge of the flight test programme during the historic first flight, said: "Considering that 90% of the aircraft's development took place in 10 years, it is a great achievement. A major plus-point for the programme is that no mishaps have taken place during any of the flights."

Since January 4, 2001, the LCA has completed 1,425 flights including hot weather, cold weather, desert, high altitude and sea trials.
 

RPK

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The man who flew LCA first Rajiv Kothiyal and the man who shaped the project and led it from the front for 17 years Dr Kota Harinaraya hold a metallic model of Tejas to mark the 10th anniversary of Tejas' first flight that falls on January 4, 2001. The Tejas duo, obliged a request from Tarmak007, for a quiet sit-down-chat to remember India's dream machine -- Tejas.
 

RPK

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Today is January 4, 2011. It was exactly on this day, 10 years back, Wg Cdr Rajiv Kothiyal created history when he piloted the technology demonstrator (TD-1) of LCA, now Tejas, for the maiden flight. The blogger was a Chief Copy Editor with The Times of India, Bangalore, when LCA first flew. On that day, there was one man who was chased by the national media along with the pilot (Koti). The man in question -- Dr Kota Harinarayana –- revered as the Father of India's LCA program. An honest and dedicated soul, who sacrificed his entire life for LCA. He was (is) a great leader and came from the same school of thought as that of Dr Kalam, but younger to him by 13 years. He inspired a whole generation of plane-makers and led his team against all odds.
Today, 10 years later, sadly India has forgotten Kota (LCA Program Director from December 1985 to June 2002) and Koti, the first man who flew LCA. Kota (67) is now the Pratt & Whitney Chair Professor at University of Hyderabad. He also teaches at IIT Mumbai the art of aircraft design. Kothiyal (52), is a Senior Pilot with the Kingfisher Airlines and also the Examiner for A-320.
Tarmak007 met up with the K-factors of Tejas (Kota & Koti) for a freewheeling chat in Bangalore, to mark 10 years of Tejas' maiden flight. It was an emotionally-charged meeting for all of us. I quickly realized that my one-time sources, rather one-time heroes, are today forgotten by many. While I handed over a small metallic model of Tejas for the purpose of taking a photograph, I could see a mist in their eyes.
While stepping out of the hotel, I realized how cruel we all are at times. Sometimes as individuals, sometimes as a whole Nation! In any other country, Dr Kota would have been a national hero.
Forgetting our heroes? Shame! Really, Shame!
(Thanks to the Forum of Defense and Aerospace Journalists, Bangalore – FDAJB – some journo friends too are also running stories on Tejas@10, today. Here's a verbatim of my conversation with Dr Kota and Koti.)
I have achieved nothing in my life, but only Tejas. It was Ratan Tata, who saved the program from closure in '91, says Dr Kota


Antony played a key role in backing 2 projects: All said and done, Mr Antony has to be given the credit for pushing LCA and Arjun programs. He did it in a very subtle way because there was stiff opposition to both these national projects from within. But, he stood his ground and convinced everyone that we shall overcome all the hurdles. And, we did it. Additional orders for Arjun MBT after it outperformed the Russian T-90. And, now IOC for Tejas. It is because of his extremely pro-active role that we got additional orders of 20 for Tejas. Still, I feel 40 is a too low an order. Today, putting together all projections, roughly we can say around 200 LCAs of different Marks and variants will come out. This included the ones for IAF, Navy and the trainers.
Tejas will become more Indian soon: Today, engine, the INS and portions of radar are imported. The rest are all coming out of India – a result of our scientific and technological might. I am sure in near future, barring engine, everything else will be Indian.
Lessons from Kaveri engine: While we deal with critical technologies you should be open and transparent. We should not be afraid of anything. Networking is the key. Unless, you expose the problem, you will not get to know the solution. It should be a culture"¦ a way of life. Even the youngest member of your team should be given a choice to come out and speak.
The role of academics & industries: If the defense industry has to grow, then we must first have a mindset that we will buy only from India. This would give tremendous confidence to our industries. Today, the industry is showing great sparks and it must be fanned into a huge flame. We must wipe out the fears of industry as the investments are huge in defense. But unless we have competition, unless we have more players and unless the monopoly of a single player goes (read as HAL), nothing much can be done. Academic institutions should be part of every new project. They would give us new ideas and they are our strength.
Ratan Tata saved the Tejas program: I give a lot of credit to Mr Ratan Tata for the Tejas program. Not many know this story. To me, he was one among the few who saved this national project from closure. In 1990-91, I attended a LCA program review meeting in Delhi. Prior to this meeting, a high-level committee involving MPs had visited the facilities in Bangalore to see what progress we had made. I knew that the agenda of the meeting was to close the program. While some appreciated our work and commitment, they wanted it to be shut. But, Mr Ratan Tata completely backed us and said: "It will be a shame if the project is closed. I have seen the technology and I am convinced that the project will definitely see the light of the day. I want private industries to come up and play an active role in the Tejas program." The rest is history.
We were a minority chasing a dream: I must admit that 99/100 believed that LCA was a thrash and the aircraft will never come. Today, I am happy that we are about to enter a historic phase with IOC in sight. In spite of extra-ordinary cynicism, extra-ordinary disbelief, extra-ordinary negative publicity, in spite of Sanctions and in spite of not many showing interest in LCA 'within' the country, we held on to the project. I used to feel very hurt at times. All those who opposed it, including the Media, were speaking and writing against LCA purely because of their ignorance.
We made LCA for the pilots: We made the LCA for the Nation. But, we also made LCA for the pilots. For me, pilots are the real heroes. It is their lives we are putting into risk and hence the product has to be world-class. Rajiv Kothiyal is a great pilot. I have seen his commitment. Today, a dozen pilots have come after him and I am not undermining their contribution to the program. But, the first man is always special. In Koti's case, I can say he literally risked his life. We would have flown LCA in 1999 or 2000, but kept on conducting various tests and high-speed trials again and again. Even, I was asked by many why we are not going for the first flight. Finally, after extensive flight trials, we had the maiden flight on January 4, 2001. George Fernandez was the Defense Minister then, and he told me the moment, Tejas took-off: "Kota, you might be a happy man now?" I replied: "No Sir. Not yet. I will be happy only when Koti lands."
Navy backed us to the hilt from Day 1: Indian Navy supported the project steadfast from Day-1. We don't have any doubt about their commitment.
The future of Tejas will be linked to its quality: The aircraft must be produced to high quality standards. The future of Tejas will be directly linked to the high production standards being put in place by the agency involved. Absolute need to bring in product improvement block by block and the tooling plan must be for 20 aircraft per year. My real worry is that unless we produce the aircraft, we cannot make the project a success.
I don't want them to remember me"¦ Let people remember the good work we did. Let them hail the team. I don't want anyone to remember me. I created a team, who believed in themselves and actually delivered the result. We created a team that not only made LCA, but also many future programs. Remember, I had to work with a group of people (not from my team), who believed I can't deliver.
I have achieved nothing in life"¦ but only Tejas: Dear"¦ (as he would call everyone), we are all forgotten now (looking at Koti). May be, we have achieved nothing in life, but only Tejas! But I am happy that Tejas is getting IOC, finally. It is a historic day. Okay dear. When will I see what you write?
 

RPK

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I flew without a telemetry link during my maiden flight: Koti
I can't forget that day. The ground telemetry had failed the moment I took-off. I was in touch with the ground station only via radio. Those at the ground telemetry, especially manning the flight control systems, avionics, and hydraulics had blank terminals in front of them till I landed. "The telemetry link is broken," I was told via radio. "Great!" I replied. I had to be extra alert while flying now. That made the maiden flight more memorable even today, as I had to fly without a telemetry link. There was some frequency interference from a nearby IT firm, which was sorted out during the subsequent flights. When I received the prestigious Iven C. Kincheloe Award for the Best Test Pilot of the Year 2001, they had also taken this point into consideration. (Incidentally, Kothiyal is the only Test Pilot in India to win this award – often described as the Oscar for Test Pilots. He has in his company, the legendary Neil Armstrong.) January 4 will be always an emotional moment for me. It's 10 years, now. Tejas is a great aircraft. Well, they say time flies. And for pilots like me, destination too matters, as much as the paths we crossed. I have to reach the airport by 4.30 pm and I am flying the Delhi sector today. Convey my regards to Tejas team. When is the IOC? On Jan. 10th you said, right? Cheers!
And, a page from the history...

An official photo call (on left) after the maiden flight on January 4, 2001. (Right) The TV news crew knew exactly how to get the shots as the Media was not permitted inside the airport during the flight. Media had to shoot from a long distance, outside the HAL boundary wall.


http://tarmak007.blogspot.com/2011/01/today-is-january-4-2011.html
 

nitesh

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time to salute the CLAW clan :) the usual thing ridicule, envy and gradual acceptance....... long journey
http://tarmak007.blogspot.com/


We were given freedom and it mattered: Shyam Chetty
The team's strength hovered around 30 always and never went below 15. We were always transparent. We were given freedom and it mattered. The freedom to ask, the freedom to differ, and the freedom to challenge. It made all the difference. There was no hierarchy within the young team. We were called a bunch of jokers, when we started the project. We were not accepted initially by the flight crew, since we didn't have the experience. The Americans looked at the CLAW and said it will never work. When it was taken to the US to be flown on an in-flight simulator, there were some problems. They blamed the CLAW, but later it was found out that their inflight simulator had some issues that needed sorting and the CLAW was fine.
In focus in the first part of this series of TB2 (Tejas Backroom Boys) is the CLAW Team working from NAL in Bangalore. This piece is an attempt to capture what they have done over the past 18 years. As I was struggling hard to decipher my own handwriting, came a SMS from a military source, which read: "The 15th pilot (Gp Capt Venugopal) flew Tejas today and he said: Great handling qualities (HQ) and very pleasant to fly. Proud of our CLAW & Systems". Today the CLAW Team has people drawn from NAL, ADA, DRDO, ARDC working as one team and has been so for the past 18 years. "
CLAW is the only element in LCA which has to take inputs from several other onboard systems. We breakdown the LCA flight envelope into 30,000 models and each model has 24 criteria to guarantee safety and provide good performance. We stitch the designs back into one software, the whole objective is to give the pilot predictable flying qualities throughout the flight envelope. The man-machine interface is really challenging. Our systems have been flown by a whole range of Test pilots, as NFTC had test pilots who had flown different platforms from the IAF inventory. We are the only aircraft project team who don't have dedicated project pilots; all are on deputation from IAF or Navy for one to three years. That's the beauty of the LCA CLAW, it has been appreciated by each and every one of the pilots who have flown it. The challenge in CLAW design is not about how fast you fly, but also how slow you can also fly. This matters especially during combat.
Lot of good people left our team due to the poor salary structure. I remember my salary was just Rs 7,000 and once went in search of a water purifier which was costing me Rs 6,000. I had to abandon the plan. Actors get paid much more than us India and Cricket stars limitless. Scientists and engineers working for national programs, what can I say? I must admit, things have changed post 6th Pay Commission.
Believe it or not! The CLAW team had to face a very unique problem back home. 10-15 years back, though. Nobody was willing to give them brides. Poor salary, poor publicity, and a project only on paper and parts till then! "My marriage was almost fixed, and I liked the girl, her father said that he would get back in a week. And, that week never came! Finally, we came to know that CLAW was the villain. No problems. I got married later," says a Scientist D, who requested: "Don't put my name." Says Shyam: "It's a fact and I had to sit with some youngsters to counsel them, when they came back and told me that no one was willing to marry them, because of the job profile and lower government salaries. That's to you guys (Media), our branding was that great, then!"
Today, the CLAW team is in demand with their reach going to Space, RLVs, UAVs and many more complex national programs. Yet, with no spotlight, the backroom boys of Tejas project say that their best friend is the pilot. "They are our best advertisers. We live and work for them." Even the pilots who have flown the Mirages, Su-30s have commented on the excellent LCA CLAW and Systems. The Regional Centre for Military Airworthiness (RCMA) issued a System Certification to the Integrated Flight Control Systems Team just hours before Tarmka007 checked in to meet them – a milestone for which they had waited 18 long years.
 
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