Thorough discussion on Tejas, LCA

The Tejas (Sanskrit: तेजस् "Radiant", Hindi pronunciation: [t̪edʒəs]) or as it is as formerly called Light Combat Aircraft (LCA), is a lightweight multi-role, all weather, day and night fighter jet being developed by India. It is a single seat, tailless, compound delta wing design powered by a single engine. Designed to replace the aging MiG-21 aircraft from the Indian Air Force, the Tejas is being designed as a 4.5 Generation fighter aircraft with the latest avionics.



The Engine, Radar and ECM package would be imported while rest of the aircraft would be built completely in India by Hindustan Aeronautical Limited. The glass cockpit and hands on throttle and stick (HOTAS) controls reduce pilot workload. Accurate navigation and weapon aiming information on the head up display helps the pilot achieve his mission effectively. The multi-function displays provide information on engine, hydraulics, electrical, flight control and environmental control system on a need-to-know basis along with basic flight and tactical information. Dual redundant display processors (DP) generate computer-generated imagery on these displays. The pilot interacts with the complex avionics systems through a simple multifunction keyboard, and function and sensor selection panels.
A state-of-the-art multi-mode radar (MMR), laser designator pod (LDP), forward looking infra-red (FLIR) and other opto-electronic sensors provide accurate target information to enhance kill probabilities. A ring laser gyro (RLG)-based inertial navigation system (INS), provides accurate navigation guidance to the pilot. An advanced electronic warfare (EW) suite enhances the aircraft survivability during deep penetration and combat. Secure and jam-resistant communication systems, such as IFF, VHF/UHF and air-to-air/air-to-ground data link are provided as a part of the avionics suite. All these systems are integrated on three 1553B buses by a centralised 32-bit mission computer (MC) with high throughput which performs weapon computations and flight management, and reconfiguration/redundancy management. Reversionary mission functions are provided by a control and coding unit (CCU).




Multi-mode radar (MMR), the primary mission sensor of the Tejas in its air defence role, will be a key determinant of the operational effectiveness of the fighter. This is an X-band, pulse Doppler radar with air-to-air, air-to-ground and air-to-sea modes. Its track-while-scan capability caters to radar functions under multiple target environment. The antenna is a light weight (<5 kg), low profile slotted waveguide array with a multilayer feed network for broadband operation. The salient technical features are: two plane monopulse signals, low side lobe levels and integrated IFF, and GUARD and BITE channels. The heart of MMR is the signal processor, which is built around VLSI-ASICs and i960 processors to meet the functional needs of MMR in different modes of its operation. Its role is to process the radar receiver output, detect and locate targets, create ground map, and provide contour map when selected. Post-detection processor resolves range and Doppler ambiguities and forms plots for subsequent data processor. The special feature of signal processor is its real-time configurability to adapt to requirements depending on selected mode of operation.


Following are the important avionics components:

Mission Computer (MC): MC performs the central processing functions apart from performing as Bus Controller and is the central core of the Avionics system. The hardware architecture is based on a dual 80386 based computer with dual port RAM for interprocessor communication. There are three dual redundant communication channels meeting with MIL-STD-1553B data bus specifications. The hardware unit development was done by ASIEO, Bangalore and software design & development by ADA.

HUD: The Head-up-Display of the LCA is a unit developed by the state-owned CSIO, Chandigarh. The HUD is claimed to be superior to similar systems in the international market. According to Mr. CV M L Narasimham, head of CSIO's Applied Optics division, compared to Israel's HUD, the CSIO equipment is noiseless, silent, and offers a better field of view. It is compact, reliable, non-reflective and designed for high-performance aircraft. It was first put on the PV-2 version of the LCA.

Control & Coding Unit (CCU): In the normal mode, CCU provides real time I/O access which are essentially pilot's controls and power on controls for certain equipment. In the reversionary mode, when MC fails, CCU performs the central processing functions of MC. The CCU also generates voice warning signals. The main processor is Intel 80386 microprocessor. The hardware is developed by RCI, Hyderabad and software by ADA
.
Display Processors (DP): DP is one of the mission critical software intensive LRUs of LCA. The DP drives two types of display surfaces viz. a monochrome Head Up display (HUD) and two colour multifunction displays (MFDs). The equipment is based on four Intel 80960 microprocessors. There are two DPs provided (one normal and one backup) in LCA. These units are developed by ADE, Bangalore.

Mission Preparation & Data Retrieval Unit (MPRU): MPRU is a data entry and retrieval unit of LCA Avionics architecture. The unit performs mission preparation and data retrieval functions. In the preparation mode, it transfers mission data prepared on Data Preparation Cartridge (DPC) with the help of ground compliment, to various Avionics equipment. In the second function, the MPRU receives data from various equipment during the Operational Flight Program (OFP) and stores data on Resident Cartridge Card (RCC). This unit is developed by LRDE, Bangalore.

USMS Electronic Units: The following processor based digital Electronics Units (EU) are used for control and monitoring, data logging for fault diagnosis and maintenance: Environment Control System Controller (ECSC), Engine and Electrical Monitoring System Electronics Unit (EEMS-EU), Digital Fuel Monitoring System Electronics Unit (DFM-EU) and Digital Hydraulics and Brake Management System Electronics Unit (DH-EU)
Changes in PV-2: The production standard cockpit has no electro mechanical standby instruments. The cockpit is dominated by three 5"x 5" AMLCD MFD's, two Smart Standby Display Units (SSDU) and the indigenous HUD. The HUD has an Up Front Control Panel (UFCP) which is a significant man machine interface (MMI) enhancement which allows the pilot to program, initialize the avionics and enter mission and system critical data through an interactive soft touch keyboard. Although the FOV of this HUD is slightly less than that of contemporary units on other aircraft of this generation it is not considered significant because the ELBIT, Israel furnished DASH helmet mounted display and sight (HMDS) will form an integral part of the avionics suite.
The four utilities system monitoring LRUs have been reduced to two dual redundant units. These units perform the control, monitoring, data logging for fault diagnosis and maintenance functions.
A HAL Korwa developed Flight data recorder will be fitted after the initial flights.
The PV2 is a much lighter aircraft and possesses advanced software technology, unlike the Test Demonstrator I, II and PV1. There is an advancement in the build standard of PV2, which is a software intensive fourth generation combat aircraft built to production standard. Besides having a high percentage of composite materials in its airframe structure, it incorporates a state-of-the-art, integrated, modular avionics system with open architecture concepts to facilitate easy hardware and software upgrades and re-usability.

MMR HYBRID : Another critical technology area tackled for indigenous development by the ADA team is the Tejas' Multi-Mode Radar (MMR). It was initially planned for the LCA to use the Ericsson Microwave Systems PS-05/A I/J-band multi-function radar, which was developed by Ericsson and Ferranti Defence Systems Integration for the Saab JAS-39 Gripen. However, after examining other radars in the early 1990s, the DRDO became confident that indigenous development was possible. HAL's Hyderabad division and the LRDE were selected to jointly lead the MMR program; it is unclear exactly when the design work was initiated, but the radar development effort began in 1997.

The DRDO's Centre for Airborne Studies (CABS) is responsible for running the test programme for the MMR. Between 1996 and 1997, CABS converted the surviving HAL/HS-748M Airborne Surveillance Post (ASP) testbed into a testbed for the avionics and radar of the LCA. Known as the 'Hack', the only major structural modification besides the removal of the rotodome assembly was the addition of the LCA's nose cone in order to accommodate the MMR.

By mid-2002, development of the MMR was reported to be experiencing major delays and cost escalations. By early 2005 only the air-to-air look-up and look-down modes two very basic modes were confirmed to have been successfully tested. In May 2006 it was revealed that the performance of several modes being tested still "fell short of expectations." As a result, the ADA was reduced to running weaponisation tests with a weapon delivery pod, which is not a primary sensor, leaving critical tests on hold. Due to delay in development of MMR, government have come out with the collaboration with IAI for development of Radar the sensor for the new radar is supposed to be EL/M-2052 AESA from Elta and the remaining item and software will be combination of MMR and IAI developed products. Varadarajan, (Director - LRDE) has said that LRDE has initiated development of active electronically scanning array radar for airborne applications. And that these radars will be integrated with Tejas light combat aircraft-Mark II by 2012-13.

EW suite:. Primary responsibility for development of the EW suite is that of the Defence Avionics Research Establishment (DARE), Bangalore.but recently (DARE) has entered a joint venture with israeli aircraft industry (IAI) for development of EW suite called " Mayavi " an ancient sanskrit word ,which (IAI) will intergrate it with Jsf F-35 and (DARE) in lca-tejas.

Armament

* Guns:
1× mounted 23 mm twin-barrel GSh-23 cannon with 220 rounds of ammunition.
* Hardpoints:
8 total: 1× beneath the port-side intake trunk, 6× under-wing, and 1× under-fuselage with a capacity of 4000 kg external fuel and ordnance.
Missiles:

* Air-to-air missiles:
Astra BVRAAM
Vympel R-77 (NATO reporting name: AA-12 Adder)
Vympel R-73 (NATO reporting name: AA-11 Archer)

* Air-to-surface missiles:
Kh-59ME TV guided standoff Missile / Laser guided standoff Missile

* Anti-ship missile
Kh-35
Kh-31
* Bombs:
KAB-1500L laser guided bombs
FAB-500T dumb bombs
OFAB-250-270 dumb bombs
OFAB-100-120 dumb bombs
RBK-500 cluster bombs




Tejas time line
* 1983 - DRDO obtained permission to initiate a programme to design and develop a Light Combat Aircraft.
* 1984 - Government of India set up Aeronautical Development Agency ADA in 1984 as the nodal agency for managing and developing the LCA.
* 1985 - IAF submits Air Staff Requirements (ASR) for LCA in October 1985. This was initiated by the then Air Chief Marshal Idris Hassan Latif.
* 1986 - Programme to develop an indigenous powerplant (engine) was launched at GTRE.
* 1987 - Project definition commenced in October 1987 with French Dassault Aviation as consultants.
* 1988 - Project definition completed in September 1988.
* 1989 - Government review committee expresses confidence in LCA programme. It was decided that the programme will be carried out in two phases.
* 1990 - Design of LCA was finalised as a small delta winged reverse static stability aircraft.
* 1990 - Phase 1 of the development was commenced to create the proof of concept system. Financial problems with in India prevented full scale operations from starting.
* 1993 - Full funding started from April 1993 full-scale development work for phase 1 started in June.
* 1995 - First technology demonstrator, TD-1, rolled out on 17 November 1995 and was followed by TD-2 in 1998. However, technical problems in flight control systems and structural deficiencies plagued the prototypes and they remained grounded.
* 1997 - Multi-Mode Radar (MMR) for LCA design work started at HAL’s Hyderabad division and the LRDE.
* 2001 - LCA’s maiden flight successfully completed by Technology Demonstrator TD-1 , on 4th Jan, 2001. Prime minister Atal Bihari Vajpayee renames LCA as Tejas.



Official Specifications

General characteristics
" Crew: One
" Length: 13.20 m (43 ft 4 in)
" Wingspan: 8.20 m (26 ft 11 in)
" Height: 4.40 m (14 ft 9 in)
" Wing area: 38.4 m² (413 ft²)
" Empty weight: 6,500 kg (14,300 lb)
" Loaded weight: 10,500 kg (23,100 lb)
Power plant: 1× General Electric F404-F2J3 turbofan 80.5 kN (18,100 lbf),
1x F404-GE-IN20, 85kn (19,000 Ibf)


Performance
" Maximum speed: Mach 1.8, 1,920 km/h (1,195 mph) at high altitude
" Range: 850 km (530 mi)
" Service ceiling: 15,250 m (50,000 ft)
" Wing loading: 221.4 kg/m² (45.35 lb/ft²)
" Thrust/weight: 1.07

Flight Envelope:
" AoA: 25 deg.
" Roll-rate : 290-300 deg/sec
" Sustained load G-limit : 8/-3.5g
" Short take-off and landing capabilities.



http://www.bharat-rakshak.com/IAF/Images/9823-3/LCA-3D.jpg

Well, what I know is that all the hula hu was abt LCA bieng Indian. Now the LCA we see has imported
1. Radar
2. Engine.
3. ECM suite.

Why did they waste all that money in the first place? Why did they not make a airframe like Israelis did for Lavi.
Bad planning and waste of lots of Tax payers hard earned money.

EJ200 or GE 414 engines for Tejas.

According to :
http://www.dnaindia.com/money/report_iaf-wants-ej200-engines-for-tejas-but_1320196

The IAF wants EJ2000 over Ge414 but could the usage of GE-414 be better. According to the newspaper :

A defence analyst, who did not want to be named, said looking at direction of the winds in the Indo-US relationship, which is very positive at the moment, the aircraft engine deal could well fall in the lap of the US aerospace company.

He said the order for F-414 would also work in favour of HAL and ADA. "It (F-414 order) will mean more money and work for both of them (HAL and ADA) as the aircraft require redesigning. This way we will get more business. Everybody is trying to push their own agenda," he said. "My guess is that F-414 will be thrust upon the IAF despite the fact that they want the EJ200 because Americans are pushing hard for it.

This could mean, increasing the dimension. Could this be a good thing from a long term perspective?

http://www.business-standard.com/india/news/iaf-orders-more-tejas-lcas-to-replace-mig-21s/377296/

From the link above:

“The Tejas, even with its current GE-404 engine, is a better fighter
than the MiG-21,” explained a senior IAF officer who is familiar with
equipment policy. “By 2015, the first Tejas squadron will be ready for
IAF. HAL’s assembly line will be free; while the Tejas Mark II finishes
testing, HAL can build a second squadron with the GE-404 engine,” he
added.

The Tejas is currently undergoing weapon trials to obtain its Initial
Operational Clearance, most likely by early 2011. Then starts the
two-year process for obtaining Final Operational Clearance, after which
it can enter service in early 2013. Then, if HAL can deliver 10 Tejas
fighters per year, the first squadron will be ready by the end of 2014.
And, if all of that goes smoothly, the second Tejas squadron will join
IAF by the end of 2016.

Link suggested by Peregrine

how much have we spent on this LCA?

Around 2 billion$$$

GE414 engine means that LCA's has to undergo design changes as it is bigger than the GE404 engine of LCA. The new design mean more time and more testing. But on the other hand we can make an aircraft which is slightly bigger and can carry more fuel and payload.

So should the govt go ahead with GE414 or it Ej2000 which would fit Tejas in its current design good enuf?

Designing the LCA into a larger version would mean even more design and testing time and still they will have to make changes to accommodate the engine so it makes no sense. IMO EJ-200 should be chosen as time is a critical factor.


Why doesn't HAL start the manufacturing of the bird and store them so when new engines and other sub-systems are completed they could be integrated. So this will save time and larger number of LCA's could enter service by 2015 than just 40.