HAL Tejas | Updates, News & Discussions-[Thread 2]

[saurav]

There are talks of LCA-1 with AESA.. They will call it LCA-1P.

 

[Manindra]

There are talks of LCA-1 with AESA.. They will call it LCA-1P.

First they give us with simple MMR.

 

[GORKHALI]

HAL developing LCA-1P with AESA Radar


By Gulshan Luthra Published: May 2015

Bangalore. India’s Light Combat Aircraft (LCA) Tejas programme has been delayed indeed, but to make up for it, HAL is now working on developing a new variant, LCA-I P, which will be equipped with an advanced AESA Radar and an electro-optic Electronic Warfare (EW) sensor suite.


The timeline for this variant has been set at 2017, two years from now. The AESA radar will be supplied by Israel’s ELTA Systems, a subsidiary of Israel Aerospace Industries (IAI). ELTA had earlier supplied its AEW&C (Airborne Early Warning & Control) system for IAF’s IL-76 based Intelligence and surveillance aircraft, designated by IAF as AWACS (Airborne Warning & Control Systems) aircraft.

AESA, or Active Electronically Scanned Array radar, is the key component in the AWACS, enabling a 360 degree look-down-and-around capability to IAF for about 400 km. The aircraft is designed to guide combat fleets and ground assets in a war scenario. With no moving part, AESA is much faster in capability than earlier airborne radars in which rotodomes moved mechanically – and rather slowly – to scan different areas.

AESA in fact was always in the LCA programme, and there were discussions with some foreign companies as well as with the state-run BEL in developing it. Finally the choice has gone to ELTA, which in any case has been collaborating with BEL. LCA also has a sophisticated fly by wire system and glass cockpit. Once the programme gets going, HAL may manufacture some 200 aircraft for IAF and perhaps another 100 for the Navy.

AESA in the LCAs will obviously have a lower range, but it will be well integrated within the IAF network, and give a quantum technology jump to IAF’s combat capability. Notably, the 36 Rafales being acquired by IAF in the Government-to-Government deal will also have the AESA radar, developed by Thales.

IAF’s AWACS aircraft – three delivered, two on order – are already integrated with its combat, transport and land assets and also networked with aircraft of the Indian Navy.

HAL has in principle support from the Government, and is now working on the proposal with the IAF (Indian Air Force) in this regard. This variant will be developed on the existing LCA-MkI model, and will meet IAF’s requirements till the larger LCA Mk II is developed by 2021 with the more powerful GE 414 engine.

HAL Chairman and Managing Director (CMD) T Suvarna Raju told India Strategic in an interview that HAL shared the technology concerns of the user – IAF – as well as the urgency for production of the aircraft in view of the falling numbers of IAF combat squadrons due to obsolescence. The AESA and EW suite will make the new LCA variant more advanced than the supersonic MiG 21s in capability, even though it will be a subsonic aircraft compared to the ageing aircraft of the Soviet vintage.

A key technology being adopted now is 3D printing, which will cut design and production time by months. This is now being used for engines but it is being adopted for various aspects of aircraft design and production.

P in the LCA-I P stands for prototype, but once accepted by IAF, it could be designated LCA-MkI-A or whatever.



LCA-MkI, which achieved IOC-II (Initial Operational Capability, stage II) in January 2014 for acceptance by IAF as it is produced and tested, is yet to get the FOC (Final Operational Capability) but the focus now is on adding the EW package, originally planned for the LCA-MkII.

The aircraft will continue to have the same GE 404 engine however in this variant, but the lack of adequate power will be compensated by the warfare capability generated by the new sensors, with AESA providing a formidable force multiplication. This type of radar uses multiple frequencies to electronically scan several targets simultaneously.

The earlier radars used to have mechanically moving parts, whose output was painfully slow compared to the new generation electronic technology.

Notably, US companies Raytheon and Northrop Grumman have an established lead in the AESA systems while in Europe, Thales has just about achieved it for installation on Rafale and Eurofighter aircraft. In fact, AESA was a key requirement for India’s MMRCA (Medium Multi Role Combat Aircraft) competition, and the 36 Rafale jets being acquired from France should have both the AESA as well as the Infra Red Search and Track (IRST) system.

Israel is known for its excellence in electronic warfare systems, and ELTA should be able to meet IAF’s specific requirements.

Notably, IAF is not happy with the GE 404 engine, regarding it as underpowered for warfare. But only 40 aircraft are slated for production with this engine. For LCA-MkII aircraft, there is an agreement for 99 GE 414 engines already with the US engine maker. The production of that aircraft is due to begin from 2021.

The new LCA-MkI-P variant with the EW Package will also add some 50 kilos of more weight, but then, Mr Raju explained, the capability of the aircraft increases significantly, offsetting the disadvantage of a smaller engine.

The current LCA-MkI version uses 210 kilos with ballast in the nose to stabilize the aircraft. This will be removed, and the AESA and EW suite weighing about 250 kilos will be added. The net weight gain will be of about 50 kilos.

LCA-MkI and LCA-MkII are both single engine aircraft, hence the power of their engines to provide thrust to the aircraft and sustain their power-guzzling electric and electronic systems, particularly the radar, will always be critical.

There are two naval versions also with high landing gear as technology demonstrators. The naval version has to be much stronger than air force aircraft as every landing on the limited space of a carrier is like a crash landing, and the aircraft has to be stopped by one of the three onboard arrestor wires which latches on to a hook in the tail of the aircraft. If the attempt fails by chance, then the aircraft has to take off again, and that is why its engine(s) are kept on full power.

Mr Raju said that Defence Minister Manohar Parrikar was taking personal interest in the development of indigenous technologies and systems, including in the LCA, and HAL was working to speed up whatever it could do.

For one thing, it is proposing now to take full charge of the LCA development programme to become the single responsible agency. Right now, the design and development of the aircraft, engines, weapons package etc, are with DRDO and its Aeronautical Development Agency (ADA).

During a recent visit to HAL, this writer saw several young engineers, one of them trained in the UK. Like them, Mr Raju had joined HAL while young some 40 years back. He is as passionate now as he was perhaps then. He observed optimistically: We are taking steps in talent and technology to meet the timelines.

There is an emphasis on composite materials, for which Indian companies, both in public and private sectors, need to do a lot. Significantly, about half of the LCA is made of composite materials, which are lighter but stronger than the aircraft grade aluminum.

HAL has built seven LCA-MkI aircraft under LSP (Low Rate Series Production) and two under the SP (Series Production).

Significantly, LCA has passed several crucial tests in operating from tough summer and mountainous terrains as well as in firing missiles.

 

[GURU DUTT]

HAL developing LCA-1P with AESA Radar


By Gulshan Luthra Published: May 2015

Bangalore. India’s Light Combat Aircraft (LCA) Tejas programme has been delayed indeed, but to make up for it, HAL is now working on developing a new variant, LCA-I P, which will be equipped with an advanced AESA Radar and an electro-optic Electronic Warfare (EW) sensor suite.


The timeline for this variant has been set at 2017, two years from now. The AESA radar will be supplied by Israel’s ELTA Systems, a subsidiary of Israel Aerospace Industries (IAI). ELTA had earlier supplied its AEW&C (Airborne Early Warning & Control) system for IAF’s IL-76 based Intelligence and surveillance aircraft, designated by IAF as AWACS (Airborne Warning & Control Systems) aircraft.

AESA, or Active Electronically Scanned Array radar, is the key component in the AWACS, enabling a 360 degree look-down-and-around capability to IAF for about 400 km. The aircraft is designed to guide combat fleets and ground assets in a war scenario. With no moving part, AESA is much faster in capability than earlier airborne radars in which rotodomes moved mechanically – and rather slowly – to scan different areas.

AESA in fact was always in the LCA programme, and there were discussions with some foreign companies as well as with the state-run BEL in developing it. Finally the choice has gone to ELTA, which in any case has been collaborating with BEL. LCA also has a sophisticated fly by wire system and glass cockpit. Once the programme gets going, HAL may manufacture some 200 aircraft for IAF and perhaps another 100 for the Navy.

AESA in the LCAs will obviously have a lower range, but it will be well integrated within the IAF network, and give a quantum technology jump to IAF’s combat capability. Notably, the 36 Rafales being acquired by IAF in the Government-to-Government deal will also have the AESA radar, developed by Thales.

IAF’s AWACS aircraft – three delivered, two on order – are already integrated with its combat, transport and land assets and also networked with aircraft of the Indian Navy.

HAL has in principle support from the Government, and is now working on the proposal with the IAF (Indian Air Force) in this regard. This variant will be developed on the existing LCA-MkI model, and will meet IAF’s requirements till the larger LCA Mk II is developed by 2021 with the more powerful GE 414 engine.

HAL Chairman and Managing Director (CMD) T Suvarna Raju told India Strategic in an interview that HAL shared the technology concerns of the user – IAF – as well as the urgency for production of the aircraft in view of the falling numbers of IAF combat squadrons due to obsolescence. The AESA and EW suite will make the new LCA variant more advanced than the supersonic MiG 21s in capability, even though it will be a subsonic aircraft compared to the ageing aircraft of the Soviet vintage.

A key technology being adopted now is 3D printing, which will cut design and production time by months. This is now being used for engines but it is being adopted for various aspects of aircraft design and production.

P in the LCA-I P stands for prototype, but once accepted by IAF, it could be designated LCA-MkI-A or whatever.



LCA-MkI, which achieved IOC-II (Initial Operational Capability, stage II) in January 2014 for acceptance by IAF as it is produced and tested, is yet to get the FOC (Final Operational Capability) but the focus now is on adding the EW package, originally planned for the LCA-MkII.

The aircraft will continue to have the same GE 404 engine however in this variant, but the lack of adequate power will be compensated by the warfare capability generated by the new sensors, with AESA providing a formidable force multiplication. This type of radar uses multiple frequencies to electronically scan several targets simultaneously.

The earlier radars used to have mechanically moving parts, whose output was painfully slow compared to the new generation electronic technology.

Notably, US companies Raytheon and Northrop Grumman have an established lead in the AESA systems while in Europe, Thales has just about achieved it for installation on Rafale and Eurofighter aircraft. In fact, AESA was a key requirement for India’s MMRCA (Medium Multi Role Combat Aircraft) competition, and the 36 Rafale jets being acquired from France should have both the AESA as well as the Infra Red Search and Track (IRST) system.

Israel is known for its excellence in electronic warfare systems, and ELTA should be able to meet IAF’s specific requirements.

Notably, IAF is not happy with the GE 404 engine, regarding it as underpowered for warfare. But only 40 aircraft are slated for production with this engine. For LCA-MkII aircraft, there is an agreement for 99 GE 414 engines already with the US engine maker. The production of that aircraft is due to begin from 2021.

The new LCA-MkI-P variant with the EW Package will also add some 50 kilos of more weight, but then, Mr Raju explained, the capability of the aircraft increases significantly, offsetting the disadvantage of a smaller engine.

The current LCA-MkI version uses 210 kilos with ballast in the nose to stabilize the aircraft. This will be removed, and the AESA and EW suite weighing about 250 kilos will be added. The net weight gain will be of about 50 kilos.

LCA-MkI and LCA-MkII are both single engine aircraft, hence the power of their engines to provide thrust to the aircraft and sustain their power-guzzling electric and electronic systems, particularly the radar, will always be critical.

There are two naval versions also with high landing gear as technology demonstrators. The naval version has to be much stronger than air force aircraft as every landing on the limited space of a carrier is like a crash landing, and the aircraft has to be stopped by one of the three onboard arrestor wires which latches on to a hook in the tail of the aircraft. If the attempt fails by chance, then the aircraft has to take off again, and that is why its engine(s) are kept on full power.

Mr Raju said that Defence Minister Manohar Parrikar was taking personal interest in the development of indigenous technologies and systems, including in the LCA, and HAL was working to speed up whatever it could do.

For one thing, it is proposing now to take full charge of the LCA development programme to become the single responsible agency. Right now, the design and development of the aircraft, engines, weapons package etc, are with DRDO and its Aeronautical Development Agency (ADA).

During a recent visit to HAL, this writer saw several young engineers, one of them trained in the UK. Like them, Mr Raju had joined HAL while young some 40 years back. He is as passionate now as he was perhaps then. He observed optimistically: We are taking steps in talent and technology to meet the timelines.

There is an emphasis on composite materials, for which Indian companies, both in public and private sectors, need to do a lot. Significantly, about half of the LCA is made of composite materials, which are lighter but stronger than the aircraft grade aluminum.

HAL has built seven LCA-MkI aircraft under LSP (Low Rate Series Production) and two under the SP (Series Production).

Significantly, LCA has passed several crucial tests in operating from tough summer and mountainous terrains as well as in firing missiles.

its a very old news to me but cant understand why they made it publick so soon ?

as i said before there are two types of AESA radars one is israeli and the other is indian on russian design

 

[Ankit Kumar 001]

Hi
It's a good development. On the GE 404 being under powered can someone explain me, why it's slightly lower thrust varient is enough to power a heavier Gripen but an uprated one is not enough for a lighter Tejas?

And we need a second production line, a private one quickly to churn out improved mk1s at a greater rate.

Cheers
Regards

 

[SRP]

The AESA and EW suite will make the new LCA variant more advanced than the supersonic MiG 21s in capability, even though it will be a subsonic aircraft compared to the ageing aircraft of the Soviet vintage.

What loads of BS is this ?

 

[sathya]

Absolutely Big News, why no further discussion ?

Why would AESA of mk1 will have less range ?

Definitely not radome size restriction
Because of back end processor ?
GE 404 power ?
Israel cap ?

 

[The_Sidewinder]

HAL developing LCA-1P with AESA Radar


By Gulshan Luthra Published: May 2015

Bangalore. India’s Light Combat Aircraft (LCA) Tejas programme has been delayed indeed, but to make up for it, HAL is now working on developing a new variant, LCA-I P, which will be equipped with an advanced AESA Radar and an electro-optic Electronic Warfare (EW) sensor suite.


The timeline for this variant has been set at 2017, two years from now. The AESA radar will be supplied by Israel’s ELTA Systems, a subsidiary of Israel Aerospace Industries (IAI). ELTA had earlier supplied its AEW&C (Airborne Early Warning & Control) system for IAF’s IL-76 based Intelligence and surveillance aircraft, designated by IAF as AWACS (Airborne Warning & Control Systems) aircraft.

AESA, or Active Electronically Scanned Array radar, is the key component in the AWACS, enabling a 360 degree look-down-and-around capability to IAF for about 400 km. The aircraft is designed to guide combat fleets and ground assets in a war scenario. With no moving part, AESA is much faster in capability than earlier airborne radars in which rotodomes moved mechanically – and rather slowly – to scan different areas.

AESA in fact was always in the LCA programme, and there were discussions with some foreign companies as well as with the state-run BEL in developing it. Finally the choice has gone to ELTA, which in any case has been collaborating with BEL. LCA also has a sophisticated fly by wire system and glass cockpit. Once the programme gets going, HAL may manufacture some 200 aircraft for IAF and perhaps another 100 for the Navy.

AESA in the LCAs will obviously have a lower range, but it will be well integrated within the IAF network, and give a quantum technology jump to IAF’s combat capability. Notably, the 36 Rafales being acquired by IAF in the Government-to-Government deal will also have the AESA radar, developed by Thales.

IAF’s AWACS aircraft – three delivered, two on order – are already integrated with its combat, transport and land assets and also networked with aircraft of the Indian Navy.

HAL has in principle support from the Government, and is now working on the proposal with the IAF (Indian Air Force) in this regard. This variant will be developed on the existing LCA-MkI model, and will meet IAF’s requirements till the larger LCA Mk II is developed by 2021 with the more powerful GE 414 engine.

HAL Chairman and Managing Director (CMD) T Suvarna Raju told India Strategic in an interview that HAL shared the technology concerns of the user – IAF – as well as the urgency for production of the aircraft in view of the falling numbers of IAF combat squadrons due to obsolescence. The AESA and EW suite will make the new LCA variant more advanced than the supersonic MiG 21s in capability, even though it will be a subsonic aircraft compared to the ageing aircraft of the Soviet vintage.

A key technology being adopted now is 3D printing, which will cut design and production time by months. This is now being used for engines but it is being adopted for various aspects of aircraft design and production.

P in the LCA-I P stands for prototype, but once accepted by IAF, it could be designated LCA-MkI-A or whatever.



LCA-MkI, which achieved IOC-II (Initial Operational Capability, stage II) in January 2014 for acceptance by IAF as it is produced and tested, is yet to get the FOC (Final Operational Capability) but the focus now is on adding the EW package, originally planned for the LCA-MkII.

The aircraft will continue to have the same GE 404 engine however in this variant, but the lack of adequate power will be compensated by the warfare capability generated by the new sensors, with AESA providing a formidable force multiplication. This type of radar uses multiple frequencies to electronically scan several targets simultaneously.

The earlier radars used to have mechanically moving parts, whose output was painfully slow compared to the new generation electronic technology.

Notably, US companies Raytheon and Northrop Grumman have an established lead in the AESA systems while in Europe, Thales has just about achieved it for installation on Rafale and Eurofighter aircraft. In fact, AESA was a key requirement for India’s MMRCA (Medium Multi Role Combat Aircraft) competition, and the 36 Rafale jets being acquired from France should have both the AESA as well as the Infra Red Search and Track (IRST) system.

Israel is known for its excellence in electronic warfare systems, and ELTA should be able to meet IAF’s specific requirements.

Notably, IAF is not happy with the GE 404 engine, regarding it as underpowered for warfare. But only 40 aircraft are slated for production with this engine. For LCA-MkII aircraft, there is an agreement for 99 GE 414 engines already with the US engine maker. The production of that aircraft is due to begin from 2021.

The new LCA-MkI-P variant with the EW Package will also add some 50 kilos of more weight, but then, Mr Raju explained, the capability of the aircraft increases significantly, offsetting the disadvantage of a smaller engine.

The current LCA-MkI version uses 210 kilos with ballast in the nose to stabilize the aircraft. This will be removed, and the AESA and EW suite weighing about 250 kilos will be added. The net weight gain will be of about 50 kilos.

LCA-MkI and LCA-MkII are both single engine aircraft, hence the power of their engines to provide thrust to the aircraft and sustain their power-guzzling electric and electronic systems, particularly the radar, will always be critical.

There are two naval versions also with high landing gear as technology demonstrators. The naval version has to be much stronger than air force aircraft as every landing on the limited space of a carrier is like a crash landing, and the aircraft has to be stopped by one of the three onboard arrestor wires which latches on to a hook in the tail of the aircraft. If the attempt fails by chance, then the aircraft has to take off again, and that is why its engine(s) are kept on full power.

Mr Raju said that Defence Minister Manohar Parrikar was taking personal interest in the development of indigenous technologies and systems, including in the LCA, and HAL was working to speed up whatever it could do.

For one thing, it is proposing now to take full charge of the LCA development programme to become the single responsible agency. Right now, the design and development of the aircraft, engines, weapons package etc, are with DRDO and its Aeronautical Development Agency (ADA).

During a recent visit to HAL, this writer saw several young engineers, one of them trained in the UK. Like them, Mr Raju had joined HAL while young some 40 years back. He is as passionate now as he was perhaps then. He observed optimistically: We are taking steps in talent and technology to meet the timelines.

There is an emphasis on composite materials, for which Indian companies, both in public and private sectors, need to do a lot. Significantly, about half of the LCA is made of composite materials, which are lighter but stronger than the aircraft grade aluminum.

HAL has built seven LCA-MkI aircraft under LSP (Low Rate Series Production) and two under the SP (Series Production).

Significantly, LCA has passed several crucial tests in operating from tough summer and mountainous terrains as well as in firing missiles.

What a news???

 

[IND151]

HAL developing LCA-1P with AESA Radar | idrw.org

 

[sathya]

What happened to sp 2 ?

It s really late, and I can't take in annoying @Superboy comments.

What's the reason for delay ?

Adding DSI ?

 

[Sri]

Got this link while surfing, Looks pretty cool if its done. With such performance boast over Derby, LCA will be able to handle all its opponents,
I-Derby ER – All New Performance | Paris Air Show 2015 content from Aviation Week

PS read the last line is article.

 

[Superboy]

No SP-2 this year?

 

[rockstarIN]

More updates..!!

If reports are to be believed, Tejas is undergoing integration tests for the I-Derby ER missile.

I-Derby ER is the extended range version of the I-Derby active radar-guided BVR air-to-air missile from RAFAEL. It is equipped with a new seeker that employs an advanced solid-state Software Defined Radar (SDR), from the Tamir missile of the Iron Dome system. It is lighter and more compact than its predecessor, thus clearing valuable space which has been used to increase the propulsion system by adding a second mode (kick), accelerating the missile at the terminal phase of the flight. This new addition increases the range of the I-Derby ER beyond 100 km, significantly more than its current “short/medium” range capability.

This “second kick” greatly improves the missile’s performance and operates independently of the primary rocket propulsion as it is activated at any time during the fight, by the flight control system. The second pulse would likely kick in when the missile is closing on its target, accelerating it and increasing its kinematic envelope, thus increasing its “no escape zone. The I-Derby ER has the ability to lock onto targets before launch (LOBL) and after launch (LOAL), thus enabling the aircraft to engage targets at all ranges.

A major advantage of the I-Derby ER is that it uses the same missile envelope. Unlike the AAIM-120D or Meteor, I-Derby ER will be compatible with aircraft currently cleared to carry Derby. RAFAEL claims it will be able to deliver 80% of the Meteor’s performance at a third of its cost. It is also superior to the AIM-120C7 and more affordable, the company claims.

 

[migflug]

Saurav Jha ‏@SJha1618 2h2 hours ago >>

* The good news. No window for Gripen exists any more. Discussions on long term development related partnership underway.
* Cobham has not yet delivered either the bolt on IFR pod or the quartz radome for the HAL Tejas program.
* HAL Tejas MK 1.5, 1A is definitely on the cards with improved defensive aids and other product improvement features.
* Will be produced in the 2018-22 time frame as the MK-II gets ready.
* December 2015 FOC for the HAL Tejas is shaky at best if the new radome and IFR capability are kept as 'must haves

 

[Water Car Engineer]

* Cobham has not yet delivered either the bolt on IFR pod or the quartz radome for the HAL Tejas program.

Wtf?! Why? It's been delayed for a long time!