Smooth take off. But the ramp looks too steep. Actual Sheer in a carrier does not look so sharp. Anyway, gives the plane rocket like boost !
Naval LCA Tejas
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Rahul Singh
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Actual carrier does a pitching motion in addition to rolling and variable yaw. Due to this your point of reference keeps changing, which in case is horizon. Hence it looks less steep.
In reality ski jump at SBTF is exact replica of what is there on new Vikrant; both having 14 '.
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Naval LCA NP2 carrying out maiden night operations from the SBTF in Goa.
tejas warrior
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As Sea Harriers retire, Naval Tejas readies to fly off aircraft carrier next year
By Ajai Shukla
Business Standard, 11th May 16
At the end of thirty years of flying from Indian Navy aircraft carriers, the iconic Sea Harrier jump jet will make its ceremonial last flight on Wednesday. Readying to take its place is the naval version of the Tejas Light Combat Aircraft (LCA), which recently completed a successful flight-test campaign in Goa.
While the Sea Harriers operated from the INS Vikrant and INS Viraat, now both retired, the Naval Tejas will operate from the Vikrant’s successor, an indigenous aircraft carrier that is scheduled to be commissioned in 2018.
Commodore (Retired) CD Balaji, chief of the Aeronautical Development Agency (ADA), which oversees the Tejas development programme, told Business Standard that taking off from a 200-metre deck has been fully established. So has “hot-refuelling” --- topping up the aircraft after a sortie with the engine running and the pilot in the cockpit --- which allows a rapid turnaround between sorties.
For the navy, it is vital to ready the Tejas for the INS Vikrant and, subsequently, the next aircraft carrier, INS Vishal. The MiG-29K will be the medium fighter on INS Vikrant, as it already is on INS Vikramaditya. The Tejas is crucial for filling in the light fighter slot.
Balaji reveals a committed navy is funding 40 per cent of the development cost of the Naval Tejas. The MoD has allocated Rs 3,650 crore for the naval programme.
The ADA chief described the flight trials in Goa between March 27 and April 25, in which two Naval Tejas prototypes flew 33 sorties from a Shore Based Test Facility (SBTF) -- a full-scale replica of an aircraft carrier deck. Built on land, the SBTF allows carrier deck take-offs and landings to be validated, without unduly endangering an aircraft carrier, or an aircraft prototype and pilot.
When taking off from an aircraft carrier, a fighter revs up its engine to the maximum, while held back by a “restraining gear system” (RGS). Then, the RGS is disengaged, and the fighter shoots forward, accelerating to take-off speed in just 200 metres of deck. At the end of the deck runway, a “ski-jump” lifts the aircraft upwards, after which it flies on its own power.
In December 2014, the Naval Tejas had taken off from the SBTF ski-jump after rolling 300 metres. Now, the fighter has proven it can take off from just 200 metres, even carrying two R-73 close combat missiles.
“With this campaign, ski-jump launches are no longer a challenge. We will now explore the limits the fighter can be taken to. We will further fine-tune the control law software to take-off with higher payloads,” said Balaji.
In aircraft carrier combat operations at sea, the Naval Tejas must take off with up to 3.5 tonnes of payload--- more fuel for longer range; and more weapons for a lethal punch. For this, the aircraft carrier would steam into the wind, ensuring a “wind-over-deck speed” of up to 20 knots. That would provide added lift to the aircraft, allowing higher payloads.
In aircraft carriers with catapult launchers, as the navy’s next indigenous aircraft carrier, INS Vishal, could be, the catapult allows higher launch speeds and, therefore, higher payloads.
Similarly, fitting the Tejas Mark-2 with the more powerful General Electric F-414 engine (the current Mark -1 fighter has the smaller F-404 engine) will allow greater payloads and more ambitious mission objectives.
Even more challenging than taking off from a 200-metre carrier deck is to land an aircraft back on the carrier. This requires touching down precisely at the edge of the runway, aligning the approach with the help of an “optical landing system” and a “landing control post”. At landing, an “arresting gear system” --- including wire cables across the deck runway --- latches onto a hook on the fighter’s tail and rapidly decelerates it to a halt.
“In the current campaign, the Tejas did over 60 approaches (without actually touching down) to gather data for fine-tuning the control law software. In the next campaign this month, we will do “touch and go” approaches to validate the software and then graduate to full landings,” explains Balaji.
Finally, the Naval Tejas demonstrated its “fuel jettison” capability --- a safety feature that allows the fighter to quickly jettison on-board fuel if it encounters a problem soon after launch and must quickly return for an emergency landing on the carrier.
“By mid-2017, we will have established on the SBTF that the Naval Tejas can be flown off an actual carrier, and we will then graduate to ship-based testing. We currently have two prototypes in testing, and will build a third by then”, says a satisfied ADA chief.
By Ajai Shukla
Business Standard, 11th May 16
At the end of thirty years of flying from Indian Navy aircraft carriers, the iconic Sea Harrier jump jet will make its ceremonial last flight on Wednesday. Readying to take its place is the naval version of the Tejas Light Combat Aircraft (LCA), which recently completed a successful flight-test campaign in Goa.
While the Sea Harriers operated from the INS Vikrant and INS Viraat, now both retired, the Naval Tejas will operate from the Vikrant’s successor, an indigenous aircraft carrier that is scheduled to be commissioned in 2018.
Commodore (Retired) CD Balaji, chief of the Aeronautical Development Agency (ADA), which oversees the Tejas development programme, told Business Standard that taking off from a 200-metre deck has been fully established. So has “hot-refuelling” --- topping up the aircraft after a sortie with the engine running and the pilot in the cockpit --- which allows a rapid turnaround between sorties.
For the navy, it is vital to ready the Tejas for the INS Vikrant and, subsequently, the next aircraft carrier, INS Vishal. The MiG-29K will be the medium fighter on INS Vikrant, as it already is on INS Vikramaditya. The Tejas is crucial for filling in the light fighter slot.
Balaji reveals a committed navy is funding 40 per cent of the development cost of the Naval Tejas. The MoD has allocated Rs 3,650 crore for the naval programme.
The ADA chief described the flight trials in Goa between March 27 and April 25, in which two Naval Tejas prototypes flew 33 sorties from a Shore Based Test Facility (SBTF) -- a full-scale replica of an aircraft carrier deck. Built on land, the SBTF allows carrier deck take-offs and landings to be validated, without unduly endangering an aircraft carrier, or an aircraft prototype and pilot.
When taking off from an aircraft carrier, a fighter revs up its engine to the maximum, while held back by a “restraining gear system” (RGS). Then, the RGS is disengaged, and the fighter shoots forward, accelerating to take-off speed in just 200 metres of deck. At the end of the deck runway, a “ski-jump” lifts the aircraft upwards, after which it flies on its own power.
In December 2014, the Naval Tejas had taken off from the SBTF ski-jump after rolling 300 metres. Now, the fighter has proven it can take off from just 200 metres, even carrying two R-73 close combat missiles.
“With this campaign, ski-jump launches are no longer a challenge. We will now explore the limits the fighter can be taken to. We will further fine-tune the control law software to take-off with higher payloads,” said Balaji.
In aircraft carrier combat operations at sea, the Naval Tejas must take off with up to 3.5 tonnes of payload--- more fuel for longer range; and more weapons for a lethal punch. For this, the aircraft carrier would steam into the wind, ensuring a “wind-over-deck speed” of up to 20 knots. That would provide added lift to the aircraft, allowing higher payloads.
In aircraft carriers with catapult launchers, as the navy’s next indigenous aircraft carrier, INS Vishal, could be, the catapult allows higher launch speeds and, therefore, higher payloads.
Similarly, fitting the Tejas Mark-2 with the more powerful General Electric F-414 engine (the current Mark -1 fighter has the smaller F-404 engine) will allow greater payloads and more ambitious mission objectives.
Even more challenging than taking off from a 200-metre carrier deck is to land an aircraft back on the carrier. This requires touching down precisely at the edge of the runway, aligning the approach with the help of an “optical landing system” and a “landing control post”. At landing, an “arresting gear system” --- including wire cables across the deck runway --- latches onto a hook on the fighter’s tail and rapidly decelerates it to a halt.
“In the current campaign, the Tejas did over 60 approaches (without actually touching down) to gather data for fine-tuning the control law software. In the next campaign this month, we will do “touch and go” approaches to validate the software and then graduate to full landings,” explains Balaji.
Finally, the Naval Tejas demonstrated its “fuel jettison” capability --- a safety feature that allows the fighter to quickly jettison on-board fuel if it encounters a problem soon after launch and must quickly return for an emergency landing on the carrier.
“By mid-2017, we will have established on the SBTF that the Naval Tejas can be flown off an actual carrier, and we will then graduate to ship-based testing. We currently have two prototypes in testing, and will build a third by then”, says a satisfied ADA chief.
tejas warrior
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LCA NP-2 Undergoing Carrier Compatibility Tests and Night Trials at the shore-based test facility in Goa
Source: Tejas - LCA @FB
Source: Tejas - LCA @FB
Indibomber
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http://www.janes.com/article/61257/saab-offers-to-make-gripen-e-fighter-in-india
Saab is also offering to help the ADA resolve technical problems it is encountering with the locally developed Tejas LCA Mk I, which is fitted with F404-GE-IN20 engines, similar to Gripen's JAS-39 model.
@Yusuf do you know what all is wrong?
Saab is also offering to help the ADA resolve technical problems it is encountering with the locally developed Tejas LCA Mk I, which is fitted with F404-GE-IN20 engines, similar to Gripen's JAS-39 model.
@Yusuf do you know what all is wrong?
Saab cannot help with engines but Saab can help with nearly everything else. Problem is the IAF brass which will ask for the Gripen and try to do a Marut on LCA.
The way Rafale makes sense only at lesser costs, the Saab offer makes sense only when they come in to work on later versions of LCA.
Would love to see a bigger LCA pushing 9/9.5 tons empty and powered by the FGFA engines with TVC. Something like this if attempted with Saab will work wonders for us.
The way Rafale makes sense only at lesser costs, the Saab offer makes sense only when they come in to work on later versions of LCA.
Would love to see a bigger LCA pushing 9/9.5 tons empty and powered by the FGFA engines with TVC. Something like this if attempted with Saab will work wonders for us.
tejas warrior
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Surprised to hear technical problems with MK1 which performed wonderfully in airshow and is nearing FOC.
and regarding, MK1-A :
ASEA is coming from Isreal, what will SAAB do there ?
Quartz radome + Refueller is coming from Cobha, what will SAAB do there ? (In fact Tejas LSP-3 has already flying with new Cobham quartz radome)
It all looks Paid news to me.
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AESA from Israel is not a Make In India. Nor will any help come for Uttam AESA. And without Uttam AESA there is no hope for future. In fact the purpose of Israeli products can be easily understood if you track how exactly the 2032 and 2052 were offered. When the MMR was chugging along, the 2032 was allowed for export to India. When the Uttam reported progress in air to air mode, the 2052 also became available.
Swedes have a good practice going in radar tech. And if earlier Indian collaborations are any indicator then the DRDO may actually prefer collaboration with a lesser power instead of the industry top dogs. Radar and avionics for the next level, is something on which India can collaborate with the Swedes.
Such collaboration will open up other areas where collaboration with Swedes can be done to massive mutual benefits. Esp. for example the FOPEN where they are effectively the number 2 practitioners.
FYI, our allies the Americans have refused the FOPEN years back. Since they have the best, DRDO and others in the GoI approached them for the same. But no harm done there is still scope enough in collaborating with the Swedes. In fact you can bet, the moment FOPEN with swedes makes progress, the Forester and Tracer would be immediately made available.
What GoI must ensure is that the collaborations with Swedes does not end up merely as a marketing for "Make In Sweden, send to India as CKD/SKD". Even if the armed forces leadership say it is urgent.
With Indian Designed Developed and Manufacture (IDDM) category, the Swedes should be considered only if they are talking about a genuine collaboration for current cash and long term cash flows. I just hope GoI people can make the IDDM work.
Swedes have a good practice going in radar tech. And if earlier Indian collaborations are any indicator then the DRDO may actually prefer collaboration with a lesser power instead of the industry top dogs. Radar and avionics for the next level, is something on which India can collaborate with the Swedes.
Such collaboration will open up other areas where collaboration with Swedes can be done to massive mutual benefits. Esp. for example the FOPEN where they are effectively the number 2 practitioners.
FYI, our allies the Americans have refused the FOPEN years back. Since they have the best, DRDO and others in the GoI approached them for the same. But no harm done there is still scope enough in collaborating with the Swedes. In fact you can bet, the moment FOPEN with swedes makes progress, the Forester and Tracer would be immediately made available.
What GoI must ensure is that the collaborations with Swedes does not end up merely as a marketing for "Make In Sweden, send to India as CKD/SKD". Even if the armed forces leadership say it is urgent.
With Indian Designed Developed and Manufacture (IDDM) category, the Swedes should be considered only if they are talking about a genuine collaboration for current cash and long term cash flows. I just hope GoI people can make the IDDM work.
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Prashant12
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Prashant12
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LCA Naval Prototype (NP-2) - First Night Operations at Goa
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Few more ..
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Rizvi Khan
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Video not playing?
this is absolutely gorgeous and stunning
Naval LCA NP2 carrying out maiden night operations from the SBTF in Goa.
tejas warrior
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Rizvi Khan
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Rahul Singh
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Yellow markers on both edges of strip suggests it's a Taxi way on which NLCA is attempting a touch down. Possibly SBTF.
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This is interesting. Smoke from tire screeching is just behind main landing gear and nose gear has a touch down. This by all means a FLARE-LESS touch down. Good going. Can't wait to see wire trapping.
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abingdonboy
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Wrong assumptions here. The N-LCA will NEVER be the primary fighter asset of the Navy, it simply makes no sense. It is a LIGHT aircraft by definition and thus ill-suited for carrier ops to begin with. The IN is nurturing the N-LCA for the sake of the local industry and hoping bigger and better things come from it but do not confuse yourself that it will be used as the primary strike asset of the IN. At most the NLCA will support the fleet in CAP/BARCAP but IMO it will see limited operational/deployed service at sea.
It makes A LOT more sense to intergrate the Brahmos on the MiG-29K and Rafale-M that will serve the IN as their primary strike assets and are vastly more suited to do so.
abingdonboy
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This is 100% accurate though, what use does the Indian navy (or any navy) have for a light weight singled fighter like the NLCA Mk.2? I just don't see it.
His comments are clearly about the 1980s Mirage 2000s not the IAF's upgraded standard the 2000-5 Mk.2 which are easily some of the most deadly and advanced fighters in the world incorporating features from the Rafale.
Now this is the quesiton, the LCA Mk.2 makes PERFECT sense for the IAF, i don't understand why it seems thy are disinterested in it. I am hoping the positive expereince of the Mk.1A and actually getting their hands on the LCA will see them have a change of heart. I see no reason why the IAF can't commit to 300 LCA (100 Mk.1As and 200 Mk.2s).
