Prashant12
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LCA Tejas Update:
ADA Tejas Mark-II/Medium Weight Fighter
- Thread starter Kunal Biswas
- Start date
Bengaluru, Feb 05: Continuing with its successful stride of flight trails in 2016, India's Light Combat Aircraft (LCA) Tejas achieved a major milestone on Friday.
One of the limited series production (LSP) platforms fired a Beyond Visual Range Air-to-Air Missile (BVRAAM) missile Derby for the first time.
According to sources associated with the project, the LSP-7 from Tejas flightline fired the missile in Jamnagar as part of its scheduled weapon trials. These weapon trials are part of the Final Operational Clearance (FOC) mandate.
Sources confirmed to OneIndia that LSP-7 fired the BVRAAM Derby missile on a BNG (Ballistic Non Guided) mode.
It was the 169th flight of LSP-7 and was piloted by Group Capt Rangachari of National Flight Test Centre. Tejas is also scheduled to fire a Close Combat Missile (CCM) Python-5 missile as part of the FOC trails.
The LSP-7 along with LSP-4 were part of Indian flying assets at the just-concluded Bahrain International Air Show (BIAS-2016)
As reported earlier, the current trials are aimed at validating the accuracy of the missile. Apart from Python and Derby, Tejas has in weapon menu Russian-made CCM R-73, laser-guided bombs (LGB) Griffin and Paveway and Russian-made gun Gsh-23.
"It's a great achievement. We are awaiting the test results. The next schedule will be decided based on our analysis. We are awaiting the data," an official attached to the weapon trials programme said.
http://www.defencenews.in/article/Tejas-fires-Derby-missile-in-Jamnagar-2628
One of the limited series production (LSP) platforms fired a Beyond Visual Range Air-to-Air Missile (BVRAAM) missile Derby for the first time.
According to sources associated with the project, the LSP-7 from Tejas flightline fired the missile in Jamnagar as part of its scheduled weapon trials. These weapon trials are part of the Final Operational Clearance (FOC) mandate.
Sources confirmed to OneIndia that LSP-7 fired the BVRAAM Derby missile on a BNG (Ballistic Non Guided) mode.
It was the 169th flight of LSP-7 and was piloted by Group Capt Rangachari of National Flight Test Centre. Tejas is also scheduled to fire a Close Combat Missile (CCM) Python-5 missile as part of the FOC trails.
The LSP-7 along with LSP-4 were part of Indian flying assets at the just-concluded Bahrain International Air Show (BIAS-2016)
As reported earlier, the current trials are aimed at validating the accuracy of the missile. Apart from Python and Derby, Tejas has in weapon menu Russian-made CCM R-73, laser-guided bombs (LGB) Griffin and Paveway and Russian-made gun Gsh-23.
"It's a great achievement. We are awaiting the test results. The next schedule will be decided based on our analysis. We are awaiting the data," an official attached to the weapon trials programme said.
http://www.defencenews.in/article/Tejas-fires-Derby-missile-in-Jamnagar-2628
abingdonboy
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Above reasons and it is a pretty cr@ppy engine when it comes to service life, the M88s on the Rafales have something like 50% longer service life and can go much longer between overhauls. The AL-31s have been a bit of a weak spot for the MKI fleet all along.
abingdonboy
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-------------------------
PaliwalWarrior
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sorcerer
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Tejas: The Flight of Freedom
by Kota Harinarayana & V S Arunachalam
Dr Kota Harinarayana was the program director and chief designer of LCA program. Dr V.S. Arunachalam, former scientific adviser to the defence minister, is Chairman, Center for Study of Science, Technology & Policy (CSTEP), Bangalore
The news from Bahrain Air Show is exhilarating. The Indian Light Combat Aircraft, Tejas, captured everybody’s imagination by its flight manoeuvres. The two ace pilots Commodore Maolankar and Group Captain Rangachari made the nation proud with impressive aerobatics that pushed the aircraft against eight times the gravity pull, the so-called 8G. If we have to believe the rumour mills of the air show, a few countries have shown interest in acquiring our Tejas for their fleet.
The dream of every Indian aircraft designer is now being realised. It has been a long time coming, almost two decades after the country decided to design and build an indigenous fighter aircraft.
The story of indigenous design in those decades before the LCA program was launched was a depressing one. After the HF-24 Marut, there were no indigenous design efforts to speak of. India lost a generation of aeronautical engineers to other countries since we had no aircraft programs of our own worth speaking about. In spite of Bengaluru having many aeronautical laboratories, there was no program to integrate the expertise. In the early ’80s, the country’s political leadership realised the importance of an indigenous aircraft to replace the MiG fleet.
In 1982, one of us (V.S. Arunachalam) was appointed as a scientific adviser to the defence minister. His appointment was considered unusual at that time as this was the first time a DRDO scientist was appointed to that post, was much younger than the conventional appointee to the post of secretary. He in turn chose a young design engineer (Kota Harinarayana) as program director for an indigenous aircraft program.
There were many steps that were considered unusual at that time. We insisted that this program should not be run by a government department or by a corporation, but by a society. Unlike a government program with the attendant bureaucracy, the society format provided both financial and organisational flexibility.
Thus, the Aeronautical Development Agency (ADA) was born. As we wanted the program to start immediately, we bypassed the conventional methods of recruitment. We invited and took on deputation over hundreds of professionals from HAL and many scientists and engineers from DRDO and Council of Scientific & Industrial Research laboratories.
Overnight, ADA became a viable dynamic society with a clear mandate to build an outstanding fighter aircraft. This was also one of the rare occasions where the laboratory, industry and academia, irrespective of their organisational structure, worked as a single unit. The political and administrative leadership, enthused by ADA’s commitment and the speed of implementation, joined in the chorus.
The administrative and financial decisions came fast and in affirmation. For validating our designs we planned to work with a few foreign design bureaus and also gain access to some of their facilities and design tools. This was during the Cold War. Foreign countries jealously guarded their technical capabilities and refused to share it.
They were also not confident of India’s capability of building an aircraft. A few other countries sent their senior defence officials, ostensibly to persuade us to abandon the program: “Too hard and too difficult to build good aircraft”, they argued. Newspaper articles were also plenty, criticising ADA’s reckless ambition with little competence and track record. But we persevered.
For the design, our engineers chose a compound tailless delta configuration, different from other aircraft of this class. We also chose advanced carbon composite material for most of the airframe and airwings that made the aircraft light with minimal radar image. The cockpit was designed to be most up-to-date where everything was digital and software driven. For the fly-by-wire system that controls the flight, we chose a digital system with sufficient redundancy. Our foreign consultants were hesitant to recommend this design and, in fact, walked out.
All these technologies were subject to embargos and denials by Western nations. In fact, at one stage, the US prevented our acquiring even normal electronic components in reaction to the Pokhran tests. These denials and embargos only made us determined. The Tejas’ carbon composite airframe, utility systems, quadruplex digital flight control system, and the weapon management system — all considered complex — were designed and built in India. Thanks to the indigenous capabilities, all the core technologies were developed here.
Thousands of men and women, have worked tirelessly for over two decades to bring the aircraft to this stage. Thus, the LCA program not only enabled design and development competence in ADA, but also setup the National Flight Test Centre to test the aircraft’s flight performance. At the time of writing, the Tejas has flown 3,061 sorties totalling 1,954 flight hours without a single accident. This may be a world record in prototype development. Soon, it will enter service and perform on the frontline. Our responsibility now is to provide the defence services with aircrafts in adequate time.
Source>>
by Kota Harinarayana & V S Arunachalam
Dr Kota Harinarayana was the program director and chief designer of LCA program. Dr V.S. Arunachalam, former scientific adviser to the defence minister, is Chairman, Center for Study of Science, Technology & Policy (CSTEP), Bangalore
The news from Bahrain Air Show is exhilarating. The Indian Light Combat Aircraft, Tejas, captured everybody’s imagination by its flight manoeuvres. The two ace pilots Commodore Maolankar and Group Captain Rangachari made the nation proud with impressive aerobatics that pushed the aircraft against eight times the gravity pull, the so-called 8G. If we have to believe the rumour mills of the air show, a few countries have shown interest in acquiring our Tejas for their fleet.
The dream of every Indian aircraft designer is now being realised. It has been a long time coming, almost two decades after the country decided to design and build an indigenous fighter aircraft.
The story of indigenous design in those decades before the LCA program was launched was a depressing one. After the HF-24 Marut, there were no indigenous design efforts to speak of. India lost a generation of aeronautical engineers to other countries since we had no aircraft programs of our own worth speaking about. In spite of Bengaluru having many aeronautical laboratories, there was no program to integrate the expertise. In the early ’80s, the country’s political leadership realised the importance of an indigenous aircraft to replace the MiG fleet.
In 1982, one of us (V.S. Arunachalam) was appointed as a scientific adviser to the defence minister. His appointment was considered unusual at that time as this was the first time a DRDO scientist was appointed to that post, was much younger than the conventional appointee to the post of secretary. He in turn chose a young design engineer (Kota Harinarayana) as program director for an indigenous aircraft program.
There were many steps that were considered unusual at that time. We insisted that this program should not be run by a government department or by a corporation, but by a society. Unlike a government program with the attendant bureaucracy, the society format provided both financial and organisational flexibility.
Thus, the Aeronautical Development Agency (ADA) was born. As we wanted the program to start immediately, we bypassed the conventional methods of recruitment. We invited and took on deputation over hundreds of professionals from HAL and many scientists and engineers from DRDO and Council of Scientific & Industrial Research laboratories.
Overnight, ADA became a viable dynamic society with a clear mandate to build an outstanding fighter aircraft. This was also one of the rare occasions where the laboratory, industry and academia, irrespective of their organisational structure, worked as a single unit. The political and administrative leadership, enthused by ADA’s commitment and the speed of implementation, joined in the chorus.
The administrative and financial decisions came fast and in affirmation. For validating our designs we planned to work with a few foreign design bureaus and also gain access to some of their facilities and design tools. This was during the Cold War. Foreign countries jealously guarded their technical capabilities and refused to share it.
They were also not confident of India’s capability of building an aircraft. A few other countries sent their senior defence officials, ostensibly to persuade us to abandon the program: “Too hard and too difficult to build good aircraft”, they argued. Newspaper articles were also plenty, criticising ADA’s reckless ambition with little competence and track record. But we persevered.
For the design, our engineers chose a compound tailless delta configuration, different from other aircraft of this class. We also chose advanced carbon composite material for most of the airframe and airwings that made the aircraft light with minimal radar image. The cockpit was designed to be most up-to-date where everything was digital and software driven. For the fly-by-wire system that controls the flight, we chose a digital system with sufficient redundancy. Our foreign consultants were hesitant to recommend this design and, in fact, walked out.
All these technologies were subject to embargos and denials by Western nations. In fact, at one stage, the US prevented our acquiring even normal electronic components in reaction to the Pokhran tests. These denials and embargos only made us determined. The Tejas’ carbon composite airframe, utility systems, quadruplex digital flight control system, and the weapon management system — all considered complex — were designed and built in India. Thanks to the indigenous capabilities, all the core technologies were developed here.
Thousands of men and women, have worked tirelessly for over two decades to bring the aircraft to this stage. Thus, the LCA program not only enabled design and development competence in ADA, but also setup the National Flight Test Centre to test the aircraft’s flight performance. At the time of writing, the Tejas has flown 3,061 sorties totalling 1,954 flight hours without a single accident. This may be a world record in prototype development. Soon, it will enter service and perform on the frontline. Our responsibility now is to provide the defence services with aircrafts in adequate time.
Source>>
sorcerer
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Tejas: The Flight of Freedom
by Kota Harinarayana & V S Arunachalam
Dr Kota Harinarayana was the program director and chief designer of LCA program. Dr V.S. Arunachalam, former scientific adviser to the defence minister, is Chairman, Center for Study of Science, Technology & Policy (CSTEP), Bangalore
The news from Bahrain Air Show is exhilarating. The Indian Light Combat Aircraft, Tejas, captured everybody’s imagination by its flight manoeuvres. The two ace pilots Commodore Maolankar and Group Captain Rangachari made the nation proud with impressive aerobatics that pushed the aircraft against eight times the gravity pull, the so-called 8G. If we have to believe the rumour mills of the air show, a few countries have shown interest in acquiring our Tejas for their fleet.
The dream of every Indian aircraft designer is now being realised. It has been a long time coming, almost two decades after the country decided to design and build an indigenous fighter aircraft.
The story of indigenous design in those decades before the LCA program was launched was a depressing one. After the HF-24 Marut, there were no indigenous design efforts to speak of. India lost a generation of aeronautical engineers to other countries since we had no aircraft programs of our own worth speaking about. In spite of Bengaluru having many aeronautical laboratories, there was no program to integrate the expertise. In the early ’80s, the country’s political leadership realised the importance of an indigenous aircraft to replace the MiG fleet.
In 1982, one of us (V.S. Arunachalam) was appointed as a scientific adviser to the defence minister. His appointment was considered unusual at that time as this was the first time a DRDO scientist was appointed to that post, was much younger than the conventional appointee to the post of secretary. He in turn chose a young design engineer (Kota Harinarayana) as program director for an indigenous aircraft program.
There were many steps that were considered unusual at that time. We insisted that this program should not be run by a government department or by a corporation, but by a society. Unlike a government program with the attendant bureaucracy, the society format provided both financial and organisational flexibility.
Thus, the Aeronautical Development Agency (ADA) was born. As we wanted the program to start immediately, we bypassed the conventional methods of recruitment. We invited and took on deputation over hundreds of professionals from HAL and many scientists and engineers from DRDO and Council of Scientific & Industrial Research laboratories.
Overnight, ADA became a viable dynamic society with a clear mandate to build an outstanding fighter aircraft. This was also one of the rare occasions where the laboratory, industry and academia, irrespective of their organisational structure, worked as a single unit. The political and administrative leadership, enthused by ADA’s commitment and the speed of implementation, joined in the chorus.
The administrative and financial decisions came fast and in affirmation. For validating our designs we planned to work with a few foreign design bureaus and also gain access to some of their facilities and design tools. This was during the Cold War. Foreign countries jealously guarded their technical capabilities and refused to share it.
They were also not confident of India’s capability of building an aircraft. A few other countries sent their senior defence officials, ostensibly to persuade us to abandon the program: “Too hard and too difficult to build good aircraft”, they argued. Newspaper articles were also plenty, criticising ADA’s reckless ambition with little competence and track record. But we persevered.
For the design, our engineers chose a compound tailless delta configuration, different from other aircraft of this class. We also chose advanced carbon composite material for most of the airframe and airwings that made the aircraft light with minimal radar image. The cockpit was designed to be most up-to-date where everything was digital and software driven. For the fly-by-wire system that controls the flight, we chose a digital system with sufficient redundancy. Our foreign consultants were hesitant to recommend this design and, in fact, walked out.
All these technologies were subject to embargos and denials by Western nations. In fact, at one stage, the US prevented our acquiring even normal electronic components in reaction to the Pokhran tests. These denials and embargos only made us determined. The Tejas’ carbon composite airframe, utility systems, quadruplex digital flight control system, and the weapon management system — all considered complex — were designed and built in India. Thanks to the indigenous capabilities, all the core technologies were developed here.
Thousands of men and women, have worked tirelessly for over two decades to bring the aircraft to this stage. Thus, the LCA program not only enabled design and development competence in ADA, but also setup the National Flight Test Centre to test the aircraft’s flight performance. At the time of writing, the Tejas has flown 3,061 sorties totalling 1,954 flight hours without a single accident. This may be a world record in prototype development. Soon, it will enter service and perform on the frontline. Our responsibility now is to provide the defence services with aircrafts in adequate time.
Source>>
by Kota Harinarayana & V S Arunachalam
Dr Kota Harinarayana was the program director and chief designer of LCA program. Dr V.S. Arunachalam, former scientific adviser to the defence minister, is Chairman, Center for Study of Science, Technology & Policy (CSTEP), Bangalore
The news from Bahrain Air Show is exhilarating. The Indian Light Combat Aircraft, Tejas, captured everybody’s imagination by its flight manoeuvres. The two ace pilots Commodore Maolankar and Group Captain Rangachari made the nation proud with impressive aerobatics that pushed the aircraft against eight times the gravity pull, the so-called 8G. If we have to believe the rumour mills of the air show, a few countries have shown interest in acquiring our Tejas for their fleet.
The dream of every Indian aircraft designer is now being realised. It has been a long time coming, almost two decades after the country decided to design and build an indigenous fighter aircraft.
The story of indigenous design in those decades before the LCA program was launched was a depressing one. After the HF-24 Marut, there were no indigenous design efforts to speak of. India lost a generation of aeronautical engineers to other countries since we had no aircraft programs of our own worth speaking about. In spite of Bengaluru having many aeronautical laboratories, there was no program to integrate the expertise. In the early ’80s, the country’s political leadership realised the importance of an indigenous aircraft to replace the MiG fleet.
In 1982, one of us (V.S. Arunachalam) was appointed as a scientific adviser to the defence minister. His appointment was considered unusual at that time as this was the first time a DRDO scientist was appointed to that post, was much younger than the conventional appointee to the post of secretary. He in turn chose a young design engineer (Kota Harinarayana) as program director for an indigenous aircraft program.
There were many steps that were considered unusual at that time. We insisted that this program should not be run by a government department or by a corporation, but by a society. Unlike a government program with the attendant bureaucracy, the society format provided both financial and organisational flexibility.
Thus, the Aeronautical Development Agency (ADA) was born. As we wanted the program to start immediately, we bypassed the conventional methods of recruitment. We invited and took on deputation over hundreds of professionals from HAL and many scientists and engineers from DRDO and Council of Scientific & Industrial Research laboratories.
Overnight, ADA became a viable dynamic society with a clear mandate to build an outstanding fighter aircraft. This was also one of the rare occasions where the laboratory, industry and academia, irrespective of their organisational structure, worked as a single unit. The political and administrative leadership, enthused by ADA’s commitment and the speed of implementation, joined in the chorus.
The administrative and financial decisions came fast and in affirmation. For validating our designs we planned to work with a few foreign design bureaus and also gain access to some of their facilities and design tools. This was during the Cold War. Foreign countries jealously guarded their technical capabilities and refused to share it.
They were also not confident of India’s capability of building an aircraft. A few other countries sent their senior defence officials, ostensibly to persuade us to abandon the program: “Too hard and too difficult to build good aircraft”, they argued. Newspaper articles were also plenty, criticising ADA’s reckless ambition with little competence and track record. But we persevered.
For the design, our engineers chose a compound tailless delta configuration, different from other aircraft of this class. We also chose advanced carbon composite material for most of the airframe and airwings that made the aircraft light with minimal radar image. The cockpit was designed to be most up-to-date where everything was digital and software driven. For the fly-by-wire system that controls the flight, we chose a digital system with sufficient redundancy. Our foreign consultants were hesitant to recommend this design and, in fact, walked out.
All these technologies were subject to embargos and denials by Western nations. In fact, at one stage, the US prevented our acquiring even normal electronic components in reaction to the Pokhran tests. These denials and embargos only made us determined. The Tejas’ carbon composite airframe, utility systems, quadruplex digital flight control system, and the weapon management system — all considered complex — were designed and built in India. Thanks to the indigenous capabilities, all the core technologies were developed here.
Thousands of men and women, have worked tirelessly for over two decades to bring the aircraft to this stage. Thus, the LCA program not only enabled design and development competence in ADA, but also setup the National Flight Test Centre to test the aircraft’s flight performance. At the time of writing, the Tejas has flown 3,061 sorties totalling 1,954 flight hours without a single accident. This may be a world record in prototype development. Soon, it will enter service and perform on the frontline. Our responsibility now is to provide the defence services with aircrafts in adequate time.
Source>>
The Bengaluru-based public sector aviation monolith says its engineers are already stretched with existing projects, including the Tejas production line, design and prototype manufacture of a basic trainer aircraft, the Hindustan Turbo Trainer - 40 (HTT-40); and the testing and production of the Sitara Intermediate Jet Trainer (IJT).
sorcerer
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India's Tejas Closer to Final Ops Clearance with Missile Firing
India's LCA Tejas fighter aircraft moved a step closer to its final operational clearance (FOC) with the firing of a Beyond Visual Range Air-to-Air Missile (BVRAAM) "Derby".
One of the limited series production (LSP) aircraft called LSP-7 from tje Tejas flightline fired the missile in Jamnagar (air base) as part of its scheduled weapon trials. These weapon trials are part of the Final Operational Clearance (FOC) mandate, One India News website reported on Friday.
The website said quoting sources that LSP-7 fired the BVRAAM Derby missile on a BNG (Ballistic Non Guided) mode. It was the 169th flight of LSP-7 and was piloted by Group Capt Rangachari of National Flight Test Center.
The LCA Tejas is also scheduled to fire a Close Combat Missile (CCM) Python-5 missile as part of the FOC trails.
"It's a great achievement. We are awaiting the test results. The next schedule will be decided based on our analysis. We are awaiting the data," the website quoted an official attached to the weapon trials programme as saying.
The LSP-7 along with LSP-4 were part of Indian flying assets at the just-concluded Bahrain International Air Show (BIAS-2016). India is trying to accelerate the final trials of the LCA Tejas as it wants to induct over a 100 fighters into the air force as replacement for the MiG-21.
In addition, the Indian government wants to tap the export market for light strike fighters similar to the Pakistan-Chinese JF-17.
Source>>
India's LCA Tejas fighter aircraft moved a step closer to its final operational clearance (FOC) with the firing of a Beyond Visual Range Air-to-Air Missile (BVRAAM) "Derby".
One of the limited series production (LSP) aircraft called LSP-7 from tje Tejas flightline fired the missile in Jamnagar (air base) as part of its scheduled weapon trials. These weapon trials are part of the Final Operational Clearance (FOC) mandate, One India News website reported on Friday.
The website said quoting sources that LSP-7 fired the BVRAAM Derby missile on a BNG (Ballistic Non Guided) mode. It was the 169th flight of LSP-7 and was piloted by Group Capt Rangachari of National Flight Test Center.
The LCA Tejas is also scheduled to fire a Close Combat Missile (CCM) Python-5 missile as part of the FOC trails.
"It's a great achievement. We are awaiting the test results. The next schedule will be decided based on our analysis. We are awaiting the data," the website quoted an official attached to the weapon trials programme as saying.
The LSP-7 along with LSP-4 were part of Indian flying assets at the just-concluded Bahrain International Air Show (BIAS-2016). India is trying to accelerate the final trials of the LCA Tejas as it wants to induct over a 100 fighters into the air force as replacement for the MiG-21.
In addition, the Indian government wants to tap the export market for light strike fighters similar to the Pakistan-Chinese JF-17.
Source>>
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Thanks to modi the LCA is being forced down the airforce throat and rightly so. If not the corrupt bloke just take kick backs and order more foreign jets. There was a deliberate attempt to kill the lca and keep us reliant on foreign contracts that come with great kick backs. The kaveri is not so lucky.
sorcerer
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Sri Lanka Shows Interest in Indian Combat Aircraft: Colombo Gazzette
Light combat aircraft (LCA) Tejas is the multi-role light fighter that is in development with Hindustan Aeronautics Limited (HAL), and recently showcased its acrobatic skills successfully at Bahrain International Airshow 2016, a first such display outside India.
Though the aircraft has been in development for some years now, India’s southern neighbour Sri Lanka is said to be interested in LCA Tejas, the International Business Times reported. Sources close to India Today have said Sri Lanka could be a possible export customer.
It had been previously reported that Sri Lanka had shown interest in the Sino-Pakistani collaborative multi-role jet fighter JF-17 Thunder, but the country’s defence minister denied such reports. It was also suggested that the one of the reasons for the cancellation could be New Delhi’s “diplomatic missive” deferring it from buying the JF-17 Thunder.
During the recent Bahrain International Airshow 2016, the HAL chief had revealed several countries had enquired about LCA Tejas after its successful showcase.
LCA Tejas was seen performing 8-G (gravity) pull, vertical loop, slow fly-past and barrel roll, and the officials present at the event termed the flight a “historic event”.
Recently, LCA Tejas test-fired Derby Beyond Visual Air-to-Air missile and there will be more such tests.
The aircraft is yet to obtain its Final Operational Clearance (FOC) as it has to receive certification of the integration of Derby BVR missiles and GSh-23 autocannon, air-to-air refuelling probe, increase in the angle of attack, enhanced braking system and installation of quartz model of nose cone radome.
An upgraded LCA Tejas MK-1A will feature modern AESA radar, and aerial refuelling probe better for service maintenance. The Indian Air Force has reportedly ordered over 100 Tejas MK-1As.
The Mark 2 version of the aircraft is a more advanced version that will feature a powerful engine and incorporate fifth-generation jet fighter elements.
Source>>
Light combat aircraft (LCA) Tejas is the multi-role light fighter that is in development with Hindustan Aeronautics Limited (HAL), and recently showcased its acrobatic skills successfully at Bahrain International Airshow 2016, a first such display outside India.
Though the aircraft has been in development for some years now, India’s southern neighbour Sri Lanka is said to be interested in LCA Tejas, the International Business Times reported. Sources close to India Today have said Sri Lanka could be a possible export customer.
It had been previously reported that Sri Lanka had shown interest in the Sino-Pakistani collaborative multi-role jet fighter JF-17 Thunder, but the country’s defence minister denied such reports. It was also suggested that the one of the reasons for the cancellation could be New Delhi’s “diplomatic missive” deferring it from buying the JF-17 Thunder.
During the recent Bahrain International Airshow 2016, the HAL chief had revealed several countries had enquired about LCA Tejas after its successful showcase.
LCA Tejas was seen performing 8-G (gravity) pull, vertical loop, slow fly-past and barrel roll, and the officials present at the event termed the flight a “historic event”.
Recently, LCA Tejas test-fired Derby Beyond Visual Air-to-Air missile and there will be more such tests.
The aircraft is yet to obtain its Final Operational Clearance (FOC) as it has to receive certification of the integration of Derby BVR missiles and GSh-23 autocannon, air-to-air refuelling probe, increase in the angle of attack, enhanced braking system and installation of quartz model of nose cone radome.
An upgraded LCA Tejas MK-1A will feature modern AESA radar, and aerial refuelling probe better for service maintenance. The Indian Air Force has reportedly ordered over 100 Tejas MK-1As.
The Mark 2 version of the aircraft is a more advanced version that will feature a powerful engine and incorporate fifth-generation jet fighter elements.
Source>>
Lions Of Punjab
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PaliwalWarrior
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I don't understand o e thing about modi govt
They are willing to sign for all contract for rafales at 65000 crore and pay 15% contract signing amount
But for last 1 year haven't released 2400 odd crores for amca phase 1
Neither have they shown willingness to give another 1200 crores to increase the production rate of LCA ?
Why ?
They are willing to sign for all contract for rafales at 65000 crore and pay 15% contract signing amount
But for last 1 year haven't released 2400 odd crores for amca phase 1
Neither have they shown willingness to give another 1200 crores to increase the production rate of LCA ?
Why ?
archie
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I am not in the know of details... But is rafel a govt to govt deal.. and AMCA and HAL more like contract with IAF and respective departments
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Not an expert, but my guess would be that the difference is that rafale is a finished product and the other two are still in development stage.
And moreover rafale deal had become the symbol of lethargic babudom in defence acquisitions, something has to be done to change the status quo. Whether the strategy paid off, is yet to be seen.
Lions Of Punjab
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Taking Off Contrary to official claims, Tejas is a winner
http://idrw.org/taking-off-contrary-to-official-claims-tejas-is-a-winner/
SOURCE: BHARAT KARNAD / EXPRESS NEWS SERVICE
For an indigenous light combat aircraft (LCA) disparaged by the Indian Air Force brass as “overweight”, “underpowered”, “obsolete”, “a three-legged cheetah” and, in technical terms, as a plane that “cannot fly without telemetry, pull more than 6G or an angle-of-attack (AoA) greater than 20 degrees” and “with an air intake that starves the engine”, is supposedly afflicted with “53 identified shortfalls”, and fails to meet the “minimum air staff requirements (ASRs)”, the Tejas, entirely unreported by the Indian media, performed phenomenally well at the recent Bahrain International Air Show.
It has silenced the naysayers. The minimum that this success ought to do is get the government to reconsider the deal with France, because the fact is Tejas’ future will be inversely affected by the Rafale deal. If one is up, the other is out.
The LCA’s composites-built airframe and small size enhance its stealth features, translating into a small radar signature and the greatest difficulty for enemy aircraft to detect it. Bahrain proved that fighting quality. There can be no complaints.
Price-wise, India is willing to pay only $7 billion, France expects $11 bn. To put these figures in perspective, the Rafale programme was originally pegged at $10 bn for 126 aircraft, including transfer of technology (ToT). So how come, after reducing the demand for Rafales by two-thirds and deducting 18 per cent of the cost as value of ToT, the new price tag exceeds the original cost by a billion dollars? Worse, Paris is disinclined to offer sovereign guarantee regarding the delivery timeline and spares supply but is prepared to provide a letter from President Francois Hollande, which is worth nothing. Yet, the defence ministry is reconciled to forking out Rs 63,000 crore for 36 Rafales. This works out to Rs 1,750 crore or nearly $270 million per aircraft — a sum that could fetch three Tejas or two Sukhoi-30 MKIs, rated the best combat aircraft in the world.
Tejas, a 4.5 generation aircraft like Rafale, has always been underfunded by government and undermined by the IAF with periodic rewriting of ASRs. Three years ago, for instance, a mid-air refuelling probe was included, necessitating aircraft redesign that cost time, money and delays in the certification and induction cycles.
Scarcity of money is the real problem and requires making hard choices. Should the Indian government commit Rs. 63,000 crore to the Tejas and Advanced Medium Combat Aircraft (AMCA) programmes rather than sustaining the French aviation industry, it will signal serious intent, bring the streamlined Defence Production Policy-2016 guidelines into play, permitting the DRDO to transfer source codes and flight control laws to Indian private-sector companies, incentivise small- and medium-scale technology innovation companies comprising an Indian mittelstand to take root, motivate foreign suppliers of components and assemblies that currently comprise 70 per cent of Tejas to manufacture these in India and, conjoined to a policy pushing its export, germinate a viable, comprehensively capable, aerospace sector-led Indian defence industrial growth. This infusion of funds will fast-track the synergistic development of follow-on versions of Tejas, its navalised variant, along with the AMCA, and the fifth generation fighter project in partnership with Russia. It will be the cutting-edge of a “Made in India” policy showcasing indigenous capability.
With Rafale facing production problems — only eight aircraft were outputted in 2014 — all the contracted Rafales won’t be in IAF service before 2030. It is not the answer to India’s immediate need. A more economical solution that will also satisfy the IAF’s apparent craving for French aircraft is to procure the 30-plus upgraded Mirage 2000-9s the United Arab Emirates want to be rid of, and a third Mirage squadron (with 80 per cent of its life intact) available from Qatar. Infrastructure already exists to service and operate the Mirages. It will not complicate the logistics nightmare created by the diversity of combat aircraft in the IAF’s inventory, which Rafale’s entry will do.
http://idrw.org/taking-off-contrary-to-official-claims-tejas-is-a-winner/
SOURCE: BHARAT KARNAD / EXPRESS NEWS SERVICE
For an indigenous light combat aircraft (LCA) disparaged by the Indian Air Force brass as “overweight”, “underpowered”, “obsolete”, “a three-legged cheetah” and, in technical terms, as a plane that “cannot fly without telemetry, pull more than 6G or an angle-of-attack (AoA) greater than 20 degrees” and “with an air intake that starves the engine”, is supposedly afflicted with “53 identified shortfalls”, and fails to meet the “minimum air staff requirements (ASRs)”, the Tejas, entirely unreported by the Indian media, performed phenomenally well at the recent Bahrain International Air Show.
It has silenced the naysayers. The minimum that this success ought to do is get the government to reconsider the deal with France, because the fact is Tejas’ future will be inversely affected by the Rafale deal. If one is up, the other is out.
The LCA’s composites-built airframe and small size enhance its stealth features, translating into a small radar signature and the greatest difficulty for enemy aircraft to detect it. Bahrain proved that fighting quality. There can be no complaints.
Price-wise, India is willing to pay only $7 billion, France expects $11 bn. To put these figures in perspective, the Rafale programme was originally pegged at $10 bn for 126 aircraft, including transfer of technology (ToT). So how come, after reducing the demand for Rafales by two-thirds and deducting 18 per cent of the cost as value of ToT, the new price tag exceeds the original cost by a billion dollars? Worse, Paris is disinclined to offer sovereign guarantee regarding the delivery timeline and spares supply but is prepared to provide a letter from President Francois Hollande, which is worth nothing. Yet, the defence ministry is reconciled to forking out Rs 63,000 crore for 36 Rafales. This works out to Rs 1,750 crore or nearly $270 million per aircraft — a sum that could fetch three Tejas or two Sukhoi-30 MKIs, rated the best combat aircraft in the world.
Tejas, a 4.5 generation aircraft like Rafale, has always been underfunded by government and undermined by the IAF with periodic rewriting of ASRs. Three years ago, for instance, a mid-air refuelling probe was included, necessitating aircraft redesign that cost time, money and delays in the certification and induction cycles.
Scarcity of money is the real problem and requires making hard choices. Should the Indian government commit Rs. 63,000 crore to the Tejas and Advanced Medium Combat Aircraft (AMCA) programmes rather than sustaining the French aviation industry, it will signal serious intent, bring the streamlined Defence Production Policy-2016 guidelines into play, permitting the DRDO to transfer source codes and flight control laws to Indian private-sector companies, incentivise small- and medium-scale technology innovation companies comprising an Indian mittelstand to take root, motivate foreign suppliers of components and assemblies that currently comprise 70 per cent of Tejas to manufacture these in India and, conjoined to a policy pushing its export, germinate a viable, comprehensively capable, aerospace sector-led Indian defence industrial growth. This infusion of funds will fast-track the synergistic development of follow-on versions of Tejas, its navalised variant, along with the AMCA, and the fifth generation fighter project in partnership with Russia. It will be the cutting-edge of a “Made in India” policy showcasing indigenous capability.
With Rafale facing production problems — only eight aircraft were outputted in 2014 — all the contracted Rafales won’t be in IAF service before 2030. It is not the answer to India’s immediate need. A more economical solution that will also satisfy the IAF’s apparent craving for French aircraft is to procure the 30-plus upgraded Mirage 2000-9s the United Arab Emirates want to be rid of, and a third Mirage squadron (with 80 per cent of its life intact) available from Qatar. Infrastructure already exists to service and operate the Mirages. It will not complicate the logistics nightmare created by the diversity of combat aircraft in the IAF’s inventory, which Rafale’s entry will do.
pmaitra
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Well, it was reported in the India media. It is not true it was entirely unreported.
Overall, good article. BK has swung from one side to the other side over the years.
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