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

Looking at its trust to weight ratio and range i think its margenly better than mig-21. Both lack endurance. Radar range currently are equal. India should get mig-29 as mig-21 replacement. Its economical and licence production can also be negosiated.
 
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No SP-2 this year? One plane does not a squadron make.
 
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A second Tejas assembly line


By Ajai Shukla
Business Standard, 13th Oct 15

As this newspaper has reported, there has been a major breakthrough in one of India’s most ambitious and expensive weapons development projects --- the Tejas Light Combat Aircraft (LCA) --- with the Indian Air Force (IAF) now willing to accept 100 improved fighters. The Tejas Mark IA, as some call the improved version, will have air-to-air refuelling, improved radar, missiles to strike enemy aircraft beyond visual range and electronic jammers to blind enemy radar. For Hindustan Aeronautics Ltd (HAL), which is struggling to build even the first 20 fighters, the IAF’s acceptance constitutes an embarrassment of riches. Going by HAL’s current rate of assembly, delivering 120 Tejas fighters will take a decade.
The real Tejas numbers will, in fact, be well above 120. Given that the IAF has finally accepted the Tejas Mark 1A as a capable replacement for its 13 squadrons of MiG-21s and MiG-27s, it will need at least 250 Tejas fighters before the end of the decade, when the obsolescent MiGs must be retired. Furthermore, the IAF requires another 20 more Tejas Mark 1A for training. The navy, meanwhile, has declared it needs at least 56 Tejas Mark II (with more powerful engines) for its two indigenous aircraft carriers. That adds up to well above 300 Tejas fighters.
It should be obvious to planners in South Block that the Tejas cannot possibly be built in these numbers, in an acceptable time-frame, without establishing another assembly line to double the efforts of HAL’s current Tejas line in Bengaluru. This is the golden opportunity the defence ministry has been seeking for nurturing a private sector competitor to HAL. The ministry must select a private company, transfer to it the technology needed to build the Tejas, and order 150 fighters in short order.
The ministry is already attempting to build up a private sector aerospace manufacturer, but in a misconceived project. A Tata-Airbus consortium has been asked to build 56 transport aircraft to replace the IAF’s venerable Avro fleet. There are many problems with this proposal: It does not envisage building an indigenous aircraft; it makes no economic sense to set up full-scale production infrastructure, including an airfield, for just 56 aircraft; a multinational giant (Airbus) will hold disproportionate clout in the partnership, and most crucially, the Avro has never had an operational role beyond ferrying air marshals around the country. Neither will its replacement.
In contrast, a parallel Tejas production line would be a perfect launch pad for a private aerospace corporation. Unlike HAL, which has an aerospace empire sprawling across the country, a private sector aerospace entrant would per force have to develop a network of vendors and sub-vendors, upon which it would rely for systems, sub-systems and components, while reserving for itself only final integration --- assembling the parts and rolling out, inspecting and testing full-built Tejas fighters. In contrast, HAL avoids sub-vendors, keeping profits within the company by farming out manufacture to its own numerous divisions.
A parallel private sector production line would also create competition to make the Tejas cheaper. For this, the private company must be encouraged to partner an established western corporation like Saab, Eurofighter, Lockheed Martin or Dassault. Many have signalled interest in partnering India; Saab had even put forward a full-scale proposal that was largely ignored in New Delhi. The chosen foreign vendor should be incentivised to bring in contemporary aerospace manufacturing technologies and best practices.
While HAL’s single production line would not meet even the IAF’s requirements, adding a parallel line would open up exports. So far, with the IAF itself unwilling to accept the Tejas, there has been little prospect of exporting this excellent fighter --- buyers usually reason, “If the home air force is not interested, why should we be?” But, with the IAF now inducting the fighter in numbers, the Tejas can establish a presence in the global light fighter market. Even at its current cost of Rs 240 crore ($40 million), which includes the aircraft, ground equipment, test equipment and spares, it is reasonably priced, given its fourth-generation configuration --- a fly-by-wire fighter, built of composite materials.
The Tejas’ current price can be lowered, given that it is currently planned and built in the most uneconomical manner possible --- with little outsourcing, an inadequate assembly line and orders placed in penny-packets, which eliminates economy of scale. Instead of this, working on an assured order of 100-150 aircraft, with a vendor chain developed deliberately, and the incorporation of international best practices in assembly, would lower the Tejas’ cost substantially. This would boost the prospect of export, especially when backed by an international vendor’s marketing expertise and global marketing chains. This prospect of global export would be an added attraction for international vendors.
In sum, bringing in a private sector company to establish a parallel production line for the Tejas would do more than just create an aerospace alternative. It would also ensure the Tejas is inducted into IAF service at least twice as fast, filling up a worrying operational gap. Second, global standards and best practices would come into domestic aerospace manufacture. Third, modern assembly lines and competition would drive down the cost of the Tejas, benefiting the IAF as well as export prospects. Finally, the entry of the private sector into aerospace would spread dynamism and flexibility across the industry.
There are difficulties too, and the first is to select a private company that would benefit enormously from government largesse --- including access to airfield infrastructure, since demanding that the company establishes its own would raise the cost of entry unrealistically. Given the cutthroat competition between private sector aspirants in defence, the ministry would need a clear and transparent formula for selecting a winner, one that could withstand inevitably bitter scrutiny from the losers. This would naturally involve assessments of financial health, track records in manufacture, core areas of expertise, and past delivery records. Competition will be intense, given that the ministry would be giving the winner a leg-up into the ranks of global aerospace manufacturers, just as it spent taxpayer billions to make HAL what it is today. A clear public rationale will have to justify the decision.
A sceptical HAL unsurprisingly scoffs at the notion of a rival private sector assembly line. Senior executives point to what happened three months ago when HAL, already preoccupied with three simultaneous helicopter programmes (the light combat helicopter, light utility helicopter and weaponised Dhruv), issued a proposal offering the private sector full technology transfer to build the Dhruv advanced light helicopter in India. HAL officials say not a single private vendor accepted the challenge.

HAL also points out that the private sector Tejas line would run for, say, a decade, but the company would have to logistically support the fighter for the next thirty years. This is true, even if it betrays an unreasonable suspicion of the private sector that has a reasonable record of supporting products. What is true, though, is that if the private sector fails to respond to an invitation to build the Tejas, or does not support the fighter through its service life, this would be a black mark forever.
Posted by Broadsword at 08:23 12 comments:
 
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Concept of this age is miltiroll aircrafts. Point defence with mig-21 type jet is thing of past. As for close CAS this plane does not have rough air feild capability which mean it has to take off from well maintained airbase which are not and should not be closeby (for china and pak). LCA rang mean that a competant MLR system can takeout the base it is flying from. For example paf CAS squd is based in peshawar. War is not about making weapons that fails however history is full of such weaponry.
IAF still not USAF category, nor India is USA or Europe. US too have such role based planes in the past and present e.g F-15 Air Superiority, F-16 Strike, F-14 for the carrier , A-10 Thunderbolt for ground attack, SR-71 for Recce, B-52 bomber.

LCA doesn't have to provide DAS(Deep Air Support) rather CAS and the well prepared airfield will be in close proximity of the border, so Tejas mk1 with littering pod and LGB like Spice 250, and gravity bomb is more than enough for CAS.
 
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So at the end IAF is not going to order tejas mk2 or what?proposed mk2 spec is much Superior to proposed mk1A at least on paper.
 
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So at the end IAF is not going to order tejas mk2 or what?proposed mk2 spec is much Superior to proposed mk1A at least on paper.
I am not an expert, but my guess is that MK1a is just the MK1 with some added features or upgraded equipment what was earlier proposed for MK-1, so that the IAF don't have anything left to argue. E.g in the combined meeting of IAF, DRDO/ADA/HAL and MOD, the IAF have raised some concerned that it has limited capability, the the DRDO have proposed that ok then choose better subsystem, but the cost will be more. and the MOD nodded to go ahead.

MK-2 Which have different and powerful engine, whose airframe needs to be changed, and needs flight testing, is another project which is running in parallel.
 
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Concept of this age is miltiroll aircrafts. Point defence with mig-21 type jet is thing of past. As for close CAS this plane does not have rough air feild capability which mean it has to take off from well maintained airbase which are not and should not be closeby (for china and pak). LCA rang mean that a competant MLR system can takeout the base it is flying from. For example paf CAS squd is based in peshawar. War is not about making weapons that fails however history is full of such weaponry.


No fighter plane on earth can be multirole.. When the fighter plane is made, they are made with some objective.. Along with taht objective some other peripherals are added which make it usable for othre roles as well.

Making true multirole is waste of rrsources..

Example:
1. Rafael: Made mainly as ground attack fighter plane with added capability of A2A .
2. EFT: made an air superiority fighter with added capability of A2G.


Tejas: It basically a point defense fighter with added capabilities.. It can perform A2G and CAS role as well. But its most important role will be point-Defense..
 
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No fighter plane on earth can be multirole.. When the fighter plane is made, they are made with some objective.. Along with taht objective some other peripherals are added which make it usable for othre roles as well.

Making true multirole is waste of rrsources..

Example:
1. Rafael: Made mainly as ground attack fighter plane with added capability of A2A .
2. EFT: made an air superiority fighter with added capability of A2G.


Tejas: It basically a point defense fighter with added capabilities.. It can perform A2G and CAS role as well. But its most important role will be point-Defense..
exactly.jpg


and already with a EL-2032 MMR(80Km+ track range for 2m2squ target)+DASH HMDS+Lightning G4 LDP+ Python 5 -Derby-IDerbyER-R73 A-A missile combo and a 350Km combat radius(more than mig21 its going to replace) & 4tonne wepons/external feul load on its 8 wepon stations it is more than enof for that role
 
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IDN TAKE: UTTAM AESA RADAR PROGRESSING WELL
THURSDAY, OCTOBER 15, 2015 BY INDIANDEFENSE NEWS

UTTAM_AESA_Radar_IDN.jpg

INTRODUCTION

An Active Electronically Scanned Array (AESA) is an active antenna consisting of a large number of radiating elements and is commonly used in today’s radar systems. One of the major advantages with this kind of antenna system is the ability to steer the beam electronically from one direction to another without any mechanical motion.
ADVANTAGES
The inherent advantages of the active electronically scanned array (AESA) radar are the obvious inertia-less scanning and the minimal feeder loss as no lengthy feeder cables are involved. Unlike in the MSA radar, the AESA radar has the impudence to perform even with failure of some of its radiating elements. The AESA radar goes through a graceful degradation with cumulative failures in its battery of transmit-receive modules. The AESA radar helps build substantially compact radar systems resulting in low weight, minimal aerodynamic drag, and relatively smaller radar cross-section (RCS), all of which are of vital importance operationally for the platform aircraft. Besides, the AESA radar provides enhanced beam agility with higher reliability. The latest AESA sensor further helps track air- and sea-targets simultaneously as well as tracks continuously the high performance aircraft, while maintaining the routine scan over the operational area.
INDIGENOUS DEVELOPMENT
UTTAM_AESA_Radar_IDN_Main.jpg

Electronics and Radar Development Establishment (LRDE) is developing an indigenous AESA Fire Control Radar called UTTAM. It is being developed for the LCA Mk2 and Mk1 (presumably Mk-1A will be upgraded with the system) and also other aircraft upgrades such as the IAF's Jaguars and MiG-29Ks.
The timeline for the indigenous Active Electronically Scanned Array (AESA) Radar has been set at 2017, two years from now. At Aero India 2009, it was revealed that the 3D MMR project has been superseded by the new 3D AESA FCR project led by LRDE. This Radar has the capability for Air to Ground mapping and targeting. This "hybrid" MMR has successfully undergone trials, and will be supplied for the initial LCA Tejas fighters of which 2 Squadrons have been ordered.
DEVELOPMENT, TESTING

UTTAM_AESA_Radar_IDN_2.jpg

Realization and calibration of prototype Active Antenna Array Unit (AAAU) has been completed. The AAAU is configured to compactly house several transmit/receive multi-modules dividers, beam forming units, beam control units, power supply units and related electronic devices including cables and connectors. This has been achieved through an innovative and iterative process to arrive at the AAAU with minimal dimensions and optimum mass properties. A Liquid Circulation System (LCS) has also been developed as AAAU dissipates around 2650 watts of heat during operation and needs to be cooled considering the options available, space and geometry constraints. This cooling systems consists of pump & flow circuits and liquid to air heat exchanger.
Development of the Transmit-Receive Multi-Modules (TRMM) was a significant and high-value indigenous effort as the technology, hitherto available only to a handful of advanced nations, could be, for the first time, engineered successfully to fully meet the needs of the Indian AEW&C system. A unique feature of the indigenous TRMM design is that eight trans-receive modules are combined compactly to form a single TRMM, thus facilitating high density installation of 160 of them in the AAAU to power the surveillance radar. The important fact about the indigenous TRMM is that the quantity required for the Indian AEW&C program could be produced through the industry in the private sector at a cost less than one-fourth of that of its imported equivalent. The realisation of the TRMM is a boost to self-reliance in development of indigenous defence systems.

DRDO currently has completed an Airworthy Radar Processor and Exciter Receiver in Mechanically Scanned Array (MSA) configuration for validation of various algorithms and wave-forms of the fire control radar .
Software development for air-air sub-modes have been completed and DRDO is testing the radar in Air-to-Air mode, and the crucial software block testing which will allow aircraft to carry out air-to-ground modes for high resolution mapping, multiple ground moving target detection/racking, target identification, electronic warfare, and ultra high bandwidth communications.

CAPABILITIES

UTTAM has capabilities like, Identification friend or foe (IFF), electronic and communication support measures, C-band line-of-sight and Ku-band SATCOM datalinks, etc., similar to those on the AWACS and Conformal Airborne Early Warning & Control Systems (CAEW) systems.
The important modes of operation of the UTTAM radar system are the surface surveillance and the air surveillance. The sensor has the abilities to search, track-while-scan, priority tracking, high performance tracking, etc. In priority tracking, the targets will be placed in full track mode even if these cross the primary surveillance area. In high performance tracking, additional measurements are made to improve the tracking accuracy. Utilizing active aperture technology, the radar provides a fast-beam agile system that can operate in several modes concurrently.
FOCUS ON AIRBORNE RADAR FOR TEJAS
Hardware has already been realized for this radar which has a range of 100 km against small fighter sized targets and rooftop testing has been completed. Though the Uttam AESA currently weighs 120 kg which is some 40 kg more than the current MMR, there will be no problem in integrating it with the LCA Mk-II which can easily carry a radar of this weight. It is a 3D radar for fighters, a MMR follow on, the Active Phased Array Radar (APAR) project aims to field a fully fledged operational AESA fire control radar for the expected Mark-2 version of the Tejas.
This will be the second airborne AESA program after the AEW&C project and intends to transfer the success DRDO has achieved in the Ground based radar segment to airborne systems. The overall airborne program aims to prevent this technology gap from developing, with a broad based program to bring DRDO up to par with international developers in airborne systems: both fire control and surveillance. The earlier versions of radars has mechanically moving parts, whose output was painfully slow when compared to the new generation electronic technology. LCA also has a sophisticated fly by wire system and glass cockpit.
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 capabilities. Notably, the 36 Rafales being acquired by IAF in the Government-to-Government deal will also have the AESA radar, developed by Thales.
BEL has also developed a RADAR WARNING RECEIVER (RWR) which is designed for fitment on fighter aircrafts and helicopters. It intercepts, detects and identifies all types of ground and air borne emitters (Pulse, CW, ICW, Pulse Doppler, Pulse agile, Frequency agile) and presents them on Cockpit Display Unit with the help of alphanumeric/special colour symbols and audio tones.
It is worthwhile to note that US companies Raytheon and Northrop Grumman have established considerable lead in the AESA development, while in Europe, Thales has its AESA installed 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.
AESA COMPOSITION ON TEJAS

Tejas Mk 1 :: GE404 engine, No AESA
Tejas Mk 1.P :: GE404 engine, AESA, No design Change
Tejas Mk 2 :: GE414 is a more powerful engine compared to the earlier GE404, Several design changes and added electronic warfare capabilities


FUTURISTIC 360°-CAPABLE ANTENNA
Preliminary studies have been carried out at Center for Airborne Studies (CABS) for a possible optimal design of a futuristic antenna with the desirable 360°-vision for roles identified under various war situations. The unique aerodynamically-shaped delta radome will blend with the aerodynamics of the platform-aircraft to provide the required radar performance together with better operational economy by virtue of its better aerodynamics, reduced weight, and better or similar electro-magnetics. This radar may be dorsal or conformal fuselage mounted doubts still remain as not much is known about its specifications or configuration.
CONCLUSION
The foregoing summarises the efforts made by DRDO towards development of the AESA radar for its current and future AEW&C applications as well as for realising essential allied technologies. The necessary core competence to evolve futuristic applications in AESA radar has thus been adequately established.
 
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