Up to 120 existing SEPECAT/HAL-built Jaguar IS interdictor/strike aircraft of the Indian Air Force (IAF) will be re-engined as well as re-equipped with a fourth-generation combined cockpit/mission avionics suite along with a related defensive aids suite, all of which will result in the twin-engined Jaguar IS being reborn as a formidable all-weather platform with enhanced technical service life, enhanced weapons carriage capability (especially precision-guided munitions, or PGM), and also a platform capable of undertaking dedicated suppression of enemy air defence (SEADF) missions.
Last month, the IAF set up a high-level systems evaluation committee whose first task will be to identify a suitable turbofan for the re-engining component of the massive upgrade-cum-service life extension programme. The engine evaluation-sum-selection process will be overseen by K V L Rao, the former Project Director (propulsion systems) of the Defence Research & Development Organisations (DRDO) Aeronautical Development Agency (ADA), which is leading the R & D efforts of the Tejas Mk1 and projected Mk2 light combat aircraft (LCA). Bidding for supplying up to 280 turbofans (including 40 spare engines) are UK-based Rolls-Royce and US-based Honeywell, with the competitive evaluation process being expected to reach its conclusion by next month. Honeywell is offering its F125IN, a 43.8kN thrust (with afterburning) turbofan, while Rolls-Royce, whose Adour Mk811 (rated at 32.5kN thrust with afterburning) presently powers the Jaguars, has proposed its Adour Mk821 turbofan. Honeywell, which first showcased the F125IN at the Aero India 2009 expo in Bangalore last February, claims that its proposed solution boasts improved pilot safety, lower maintenance costs and outstanding reliability. Honeywell has also since stated that the F125INs modular construction and integral dual full-authority digital engine control system (FADEC) would save the IAF US$1.5billion in life-cycle costs as compared to its competitor. Rolls-Royce, on the other hand, claims that its Mk821, which is built on the proven technology of the preceeding Adour engines, offers a low-risk route to the twin benefits of greater thrust and lower life-cycle costs. According to the aero-engine manufacturer, choosing the Mk821 will also offer a high degree of commonality with the Adour Mk871 turbofan that currently powers the BAE Systems/HAL Hawk Mk132 lead-in fighter trainers now in delivery to the IAF. Rolls-Royce recently demonstrated the successfull installation and ground-testing of an Adour Mk821 engine in an ex-Royal Air Force Jaguar at Cosford, which was witnessed by IAF officials. During these tests the Adour Mk821 ran at full reheat and reportedly passed all performance targets set down by the IAF. The tests were conducted by Rolls-Royces Chief Test Pilot Phill ODell, who said: As a former RAF Jaguar pilot myself I was impressed with the performance and functionality that the Mk821 delivered. This had no adverse affect on the aircraft, highlighting the ease of the integration process and the compatibility of the engine with the airframe. This is no real surprise as they were literally made for each other. Martin Fausset, Managing Director of Rolls-Royce Defence Aerospace, said: As the only engine certified for the Jaguar we were always confident that the Adour Mk821 could be successfully installed without any aircraft modification, even with the new technologies and enhanced performance, but this exercise has allowed us to demonstrate this high level of compatibility to the IAF. We believe that we have proved that the Adour Mk821 meets all IAF performance requirements at the lowest risk. The Mk821, according to Rolls-Royce, includes several technology inserts from other civil and military programmes and has been specifically designed for the IAFs operational requirements, offering the twin benefits of greater thrust and lower life-cycle costs.
Vicki Panhuise, Honeywells Vice President for Military Aircraft, claimed that the F125N will transform the IAF Jaguars by improving mission performance, enhancing pilot safety, reducing pilot workload, and reducing maintenance events and costs. The F125IN powerplant is significantly lighter and much more powerful than the aircrafts current engine. It has an advanced FADEC system, modular construction, integrated engine health monitoring system and best-in-class thrust-to-weight ratioall designed to give the IAF the best engine with the lowest operating and maintenance costs, Panhuise added. It was in 2007 that the F125IN was successfully demonstrated to the IAF in Bangalore on board an existing IAF Jaguar IS. Its on-condition engine maintenance design leads to maximum time-on-wing, extending the first off-wing inspection interval to more than 10 years of service.
As far as the to-be-upgraded Jaguar IS cockpit/mission avionics go, Hindustan Aeronautics Ltd (HAL) last February revealed a prototype DARIN-3 suite at the Aero India 2009 expo, which includes an all-glass cockpit, HOTAS controls, core avionics computer, new-generation stores management system and digital map generator, wide-angle HUD, and an integrated defensive aids suite (IDAS) now being co-developed by the DRDOs Defence Avionics Research Establishment (DARE) and EADS Defence Electronics. The IDAS will include a radar/laser warning receiver, full multi-spectral detection-capable missile approach warning system, and a towed-decoy, this being the Ariel Mk3 high-power, fibre-optic linked system. Once a threat has been detected, located, and identified by the on-board radar warning receiver, a jamming signal is generated by the towed-decoy by using a techniques generator based on digital-RF-memory (DRFM) components, which will produce a full range of noise and deception signals between 4.5GHz and 18GHz. The RF signal is converted into modulated laser pulses and transmitted down the 100 metre-long fibre-optic cable to the decoy, which contains a transmitter. The Ariel Mk3 also incorporates a phased-array beam-steering device, providing full spherical coverage with 1.2 kW of power. The twin modular lightweight countermeasures dispensing systems will probably be pylon-mounted. As for mission avionics, the Jaguar IS will be retrofitted with a modified nose section (like that on board the IAFs existing Jaguar IM maritime strike aircraft) to accommodate a lightweight active phased-array multi-mode radar (like the Vixen 500e from Selex Galileo or SABR from Northrop Grumman) for both scanning for and tracking hostile airborne targets, as well as moving ground target indication. In addition, for engaging in all-weather precision strikes as part of effects-based air operations, the upgraded jaguar IS will be equipped with two pod-mounted sensors: the 196kg EL/M-20600 radar targetting pod (RTP) from Israel Aerospace Industries ELTA Systems Division, and RAFAEL Advanced Defence Systems Litening-3 laser designator pod. The former integrates synthetic aperture radar (SAR) imaging, ground moving target indication (GMTI) and precision target tracking into a single sensor. The RTP thus provides high-quality radar images of ground targets and terrain from standoff ranges, even through clouds, rain, fog, battlefield smoke and man-made camouflage, thus also catering for immediate post-strike bomb damage assessment (BDA). For undertaking SEAD missions, the upgraded Jaguar IS will be equipped with twin wide-band jammers and up to four high-speed anti-radiation missiles of an as yet undetermined type.
A wide range of PGMs will available for the upgraded Jaguar IS, including the AASM from SAGEM (belonging to Frances SAFRAN Group), Raytheons JSOW, MBDAs Diamond Back, Israel Military Industries (IMI) modular standoff vehicle (MSOV) and Delilah multi-role cruise missile, and Raytheons Paveway 4 or Israel Aerospace Industries Griffin-3 laser-guided bombs. The Diamond Back features a unique joined tandem-wing design that extends the wings from a compact storage position. The deployed wings provide a diamond-shaped platform with excellent manoeuvrability and glide characteristics. The Diamond Backs wing assembly has successfully demonstrated low-cost range extension technology that can triple the standoff range of of direct-attack munitions. This unique wing assembly, when integrated with tail-controlled GPSW-guided weapons like smaller diameter bombs, provides standoff and cross-track manoeuvrability for a significantly expanded footprint. The larger footprint not only provides additional survivability for the delivery aircraft, but also allows the attack of multiple, widely separated targets from a single release point, and attacks against multiple targets from a single release point. The MSOV is a glide weapon using GPS navigation to reach a pre-planned target at maximum range before dispersing its load of sub-munitions or exploding a unitary warhead. Weighing 1,050kg (2,310lb), including a payload of up to 700kg, the MSOV is 3.97 metres (13 feet) long and has a deployed wingspan of 2.7 metres. The weapon is designed for release from an altitude of up to 35,000 feet ASL, and has a maximum range greater than 120km (65nm). Raytheon, meanwhile, has started integrating its munitions control unit (MCU) on an existing IAF Jaguar IS testbed.
The MCU is a plug-and-play system that enables integration of modern weapons on legacy aircraft with minimal modifications to aircraft wiring and no changes to the flight and stores management software. Once the MCU is integrated on an aircraft, aircrews can employ both existing standofff PGMs and air combat missiles while using the aircrafts existing weapons management system. Raytheon began integrating its MCU on the Jaguar IS in the second quarter of 2009 and plans to finish the work in less than 24 months. For self-protection, a wide range of within visual range air combat missiles are available, these including RAFAELs Python 5 (already on board the Jaguar IM), Raytheons AIM-9X, DIEHL/BGTs Iris-T, and MBDAs AIM-132 ASRAAM.
