HAL Tejas | Updates, News & Discussions
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nitesh
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check this, empty weight of the much large typhoon is 11 tons and F16 later blocks around 9tons
Eurofighter Typhoon - Wikipedia, the free encyclopedia
F-16 Fighting Falcon - Wikipedia, the free encyclopedia
how is indian media claiming the weight of Tejas is 10 tons now ? is it
loaded weight i.e. with full internal fuel ? or mtow with full fuel & weapons?
IAF is doing mission-creepitis trying to make a day1 MRCA out of it.
imo for A2A:
internal radar + 2 wing tanks + 4 BVR missiles + 2 wvr is adequate +
60-100% internal fuel.
for A2G:
80-100% internal fuel + Litening + 2 x 1000lb LGB / 4 x 500lb LGB / 6 x 500lb unguided bombs + internal cannon should work fine in CAS/BAI
they seem to want turn performance of a F-16-block15 , climb rates of a
stripped down Mig31, acceleration of a F22 , wing loading of a piper moth,
cost of a Mig21FL and payload of a F15E with ECM of a F15I
all shoehorned into Tejas !
This is just to give the examples that most of the reports that are coming in media are from some "unnamed sources". Whereas reports of successful trials are from official sources. Now you are free to come to conclusion
shehbazi2001
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Radar tracking capabilities are the same if radar is the same and radar is the same in F-16A and B. Missile compatibility is same at least in PAF (Sidewinder).
Capability to carry Sparrow or Amraam depends on structural strength (pylon rating), wiring, software and radar. After Block 10, F-16s are qualified for Sparrow/Amraam. Wiring and software are just export-related regulations for USA.
You asked this question perhaps because the Mig-29's two-seater does not carry a radar and its clear from the smaller nose of Mig-29UB as compared to single-seat Mig-29.
That blind two-seater IAF Mig-29 can be an easy victims for PAF if there is a war in 6 months (no AWACS) as you said.
F-16B carries 17% less fuel than A and obviously range/endurance decreases a little.
Top speed figures are usually achieved in dive and they are said to be not sustained speeds. Speed may get affected due to change in external shape, even if the engine is the same.
References: Air Vectors on Greg Goebel / In The Public Domain (an excellent site on fighters)
x_man
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Shabazi is right
.there is absolute no difference between F-16 A/B operationally
B has the same radar and same choice of weapons as A model
Just off the record, the F-16 that shot the Indian Seeker II UAV in 2002 was also a B model
.
nitesh
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The Hindu : National : Move to seek Boeing help for LCA test programme
Move to seek Boeing help for LCA test programme
Ravi Sharma
The consultancy will need the clearance of the U.S. Department of State
It will help curtail number of sorties during flight test
It will shorten design, development phase of LCA
BANGALORE: The Aeronautical Development Agency (ADA) has moved forward to sign up with American aerospace major Boeing for consultancy on their Tejas Light Combat Aircraft’s (LCA) flight test programme. The tie-up suggests that the Bangalore based Indian defence laboratory is unable to, within the required time span, complete the testing on its own.
The tie-up which as per the United States laws concerning sale/consultancy of services and products in areas of defence will first have to be cleared by the U.S. Department of State. It is envisaged that the multi million dollar consultancy will shorten the design and development phase of the LCA.
The ADA sources told The Hindu that that the consultancy would help curtail the number of sorties that were to be flown in each phase of the LCA’s flight testing as the ADA attempts to obtain initial operational clearance (IOC) for the aircraft. The ADA’s latest revised schedule speaks of a 2010 deadline for the IOC.
The Boeing, with sufficient experience on flight test programmes like their F-18 Hornet, will provide the ADA with crucial inputs on which critical points of the flying envelope flight tests would have to be conducted.
This would avoid unnecessary flights and testing out every point of the flight envelope, saving on both costs, and even more importantly, time, enabling the ADA to compress the LCA’s flight test programme.
Under the agreement flight test data generated during flights undertaken by the Indian Air Force pilots attached to the National Flight Test Centre, would be handed over to the Boeing engineers for analysis. The Boeing would then advise the ADA what should be done, they said.
The consultancy is for a period of 42 months, with the option for the ADA to extend it if they need to.
The ADA over two years ago sent out a request for proposal to a number of global aerospace players including the Boeing, the Lockheed Martin, the Dassault and the Saab Gripen seeking this consultancy.
Official sources also said that the ADA had sought proposals from the Boeing and other aerospace players for help on the naval variant of the Tejas.
Move to seek Boeing help for LCA test programme
Ravi Sharma
The consultancy will need the clearance of the U.S. Department of State
It will help curtail number of sorties during flight test
It will shorten design, development phase of LCA
BANGALORE: The Aeronautical Development Agency (ADA) has moved forward to sign up with American aerospace major Boeing for consultancy on their Tejas Light Combat Aircraft’s (LCA) flight test programme. The tie-up suggests that the Bangalore based Indian defence laboratory is unable to, within the required time span, complete the testing on its own.
The tie-up which as per the United States laws concerning sale/consultancy of services and products in areas of defence will first have to be cleared by the U.S. Department of State. It is envisaged that the multi million dollar consultancy will shorten the design and development phase of the LCA.
The ADA sources told The Hindu that that the consultancy would help curtail the number of sorties that were to be flown in each phase of the LCA’s flight testing as the ADA attempts to obtain initial operational clearance (IOC) for the aircraft. The ADA’s latest revised schedule speaks of a 2010 deadline for the IOC.
The Boeing, with sufficient experience on flight test programmes like their F-18 Hornet, will provide the ADA with crucial inputs on which critical points of the flying envelope flight tests would have to be conducted.
This would avoid unnecessary flights and testing out every point of the flight envelope, saving on both costs, and even more importantly, time, enabling the ADA to compress the LCA’s flight test programme.
Under the agreement flight test data generated during flights undertaken by the Indian Air Force pilots attached to the National Flight Test Centre, would be handed over to the Boeing engineers for analysis. The Boeing would then advise the ADA what should be done, they said.
The consultancy is for a period of 42 months, with the option for the ADA to extend it if they need to.
The ADA over two years ago sent out a request for proposal to a number of global aerospace players including the Boeing, the Lockheed Martin, the Dassault and the Saab Gripen seeking this consultancy.
Official sources also said that the ADA had sought proposals from the Boeing and other aerospace players for help on the naval variant of the Tejas.
nitesh
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LCA thrust issues, all is open people are free to draw conclusions
All this talk about lack of thrust on Tejas got me thinking. So here is my analysis of LCA thrust.
ANALYSIS OF LCA/TEJAS THRUST WITH GE-404-IN20 ENGINE
INTRODUCTION
There has been number of articles appearing in media alluding to insufficient thrust in first lot of LCA/Tejas production aircraft with GE-404-IN20 engine. Most of these articles seem to reproduce misinformation spread by vested interests of import lobby. The objective of this analysis is to show that the first lot LCA/Tejas will be a very potent aircraft in terms of combat speed. We will use two other aircrafts for comparison to show this: Gripen C and Mirage 2000. The aircrafts were chosen because Gripen C is a contemporary light weight aircraft like LCA/Tejas, while Mirage 2000 was the gold standard used by IAF in specifying requirements for LCA/Tejas, though Mirage 2000 is a medium weight aircraft. We will use original manufacturer specification references as much as possible to prove our objective.
ANALYSIS
Per latest (2008) ADA specs [1], LCA/Tejas has an increased empty weight of 6500Kg and clean take off weight with 3000Kg of internal fuel, of 9500Kg. It can carry more than 4000Kg of external stores, but we will use 4000Kg for this analysis. The total weight is therefore equal to 13500Kg. GE-404-IN20 engine can develop maximum after burner thrust of 19000lb at sea level [2]. Though installed thrust in aircraft is not same as engine thrust, we will ignore it for this simple analysis. LCA/Tejas thrust to weight ratio at total weight is therefore 19000/(2.2*13500) ~= 0.6397.
Per Gripen specs [3], it has an empty weight of 6800Kg. Though Gripen C cannot carry 3000Kg of internal fuel, we will use 3000Kg of internal fuel for apples to apples comparison. We will also assume 4000Kg of external stores. The total weight is therefore equal to 13800Kg. Volvo Aero RM12 engine of Gripen C can develop a maximum after burner thrust of 18100lb [4]. Gripen C thrust to weight ratio at total weight is therefore 18100/(2.2*13800) ~= 0.5962.
Per Mirage 2000 specs [5], it has an empty weight of 7600Kg. We will assume 3000Kg of internal fuel and 4000Kg of external stores for an apples to apples comparison. The total weight is therefore equal to 14600Kg. M53-P2 engine of Mirage 2000 can develop a maximum after thrust of 21400lb [6]. Mirage 2000 thrust to weight ratio at total weight is therefore 21400/(2.2*14600) ~= 0.6663.
CONCLUSION
As can be seen LCA/Tejas will have better thrust to weight ratio than Gripen C which belongs to same light weight class. LCA/Tejas will have a thrust to weight ratio that is close to Mirage 2000. If the weight of LCA/Tejas can be reduced by 550Kg or alternately if the external stores is reduced by 550Kg, LCA/Tejas will have same thrust to
weight ratio as Mirage 2000, a medium weight aircraft. This shortage of performance, if it can be called as such, isn't bad considering it is just first production lot. One can also repeat this analysis for other internal fuel weights and external stores, but the results won't be dramatically different. Hence it can be concluded that first lot LCA/Tejas will be a very potent aircraft in terms of combat speed.
REFERENCES
1. LCA Infoboard on Flickr - Photo Sharing!
2. http://media.bharat-rakshak.com/4475-1/GE-engine-info.pdf
3. http://www.gripen.com/NR/rdonlyres/...A8C97CE11104/0/Gripen_Seeing_is_believing.pdf
4. RM12 : Volvo Aero - Volvo Aero Global
5. http://www.airramstein.nato.int/bold_avenger07_factsheet_mirage2000.pdf
6. http://www.snecma.com/IMG/pdf/M53-P2_Anglais.pdf
All this talk about lack of thrust on Tejas got me thinking. So here is my analysis of LCA thrust.
ANALYSIS OF LCA/TEJAS THRUST WITH GE-404-IN20 ENGINE
INTRODUCTION
There has been number of articles appearing in media alluding to insufficient thrust in first lot of LCA/Tejas production aircraft with GE-404-IN20 engine. Most of these articles seem to reproduce misinformation spread by vested interests of import lobby. The objective of this analysis is to show that the first lot LCA/Tejas will be a very potent aircraft in terms of combat speed. We will use two other aircrafts for comparison to show this: Gripen C and Mirage 2000. The aircrafts were chosen because Gripen C is a contemporary light weight aircraft like LCA/Tejas, while Mirage 2000 was the gold standard used by IAF in specifying requirements for LCA/Tejas, though Mirage 2000 is a medium weight aircraft. We will use original manufacturer specification references as much as possible to prove our objective.
ANALYSIS
Per latest (2008) ADA specs [1], LCA/Tejas has an increased empty weight of 6500Kg and clean take off weight with 3000Kg of internal fuel, of 9500Kg. It can carry more than 4000Kg of external stores, but we will use 4000Kg for this analysis. The total weight is therefore equal to 13500Kg. GE-404-IN20 engine can develop maximum after burner thrust of 19000lb at sea level [2]. Though installed thrust in aircraft is not same as engine thrust, we will ignore it for this simple analysis. LCA/Tejas thrust to weight ratio at total weight is therefore 19000/(2.2*13500) ~= 0.6397.
Per Gripen specs [3], it has an empty weight of 6800Kg. Though Gripen C cannot carry 3000Kg of internal fuel, we will use 3000Kg of internal fuel for apples to apples comparison. We will also assume 4000Kg of external stores. The total weight is therefore equal to 13800Kg. Volvo Aero RM12 engine of Gripen C can develop a maximum after burner thrust of 18100lb [4]. Gripen C thrust to weight ratio at total weight is therefore 18100/(2.2*13800) ~= 0.5962.
Per Mirage 2000 specs [5], it has an empty weight of 7600Kg. We will assume 3000Kg of internal fuel and 4000Kg of external stores for an apples to apples comparison. The total weight is therefore equal to 14600Kg. M53-P2 engine of Mirage 2000 can develop a maximum after thrust of 21400lb [6]. Mirage 2000 thrust to weight ratio at total weight is therefore 21400/(2.2*14600) ~= 0.6663.
CONCLUSION
As can be seen LCA/Tejas will have better thrust to weight ratio than Gripen C which belongs to same light weight class. LCA/Tejas will have a thrust to weight ratio that is close to Mirage 2000. If the weight of LCA/Tejas can be reduced by 550Kg or alternately if the external stores is reduced by 550Kg, LCA/Tejas will have same thrust to
weight ratio as Mirage 2000, a medium weight aircraft. This shortage of performance, if it can be called as such, isn't bad considering it is just first production lot. One can also repeat this analysis for other internal fuel weights and external stores, but the results won't be dramatically different. Hence it can be concluded that first lot LCA/Tejas will be a very potent aircraft in terms of combat speed.
REFERENCES
1. LCA Infoboard on Flickr - Photo Sharing!
2. http://media.bharat-rakshak.com/4475-1/GE-engine-info.pdf
3. http://www.gripen.com/NR/rdonlyres/...A8C97CE11104/0/Gripen_Seeing_is_believing.pdf
4. RM12 : Volvo Aero - Volvo Aero Global
5. http://www.airramstein.nato.int/bold_avenger07_factsheet_mirage2000.pdf
6. http://www.snecma.com/IMG/pdf/M53-P2_Anglais.pdf
QuickSilver
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Some interesting article for you guys.. have a look
ImageShack - Hosting :: lcabl7.jpg
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Khalsa
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India to launch Light Combat Aircraft Tejas by 2010
India to launch Light Combat Aircraft Tejas by 2010
NEW DELHI, June 8 (KUNA) -- In an effort to add firepower to its Air Force, Indias is developing -- Tejas-- a Light Combat Aircraft (LCA), which is expected to be launched by 2010. LCA was in the final stages of testing and by 2010 it was expected to be launched, a source in the Indian Defene Ministry told KUNA here Sunday. After LCAs are launched, the MiG-21 fighter jets of the Indian Air Force (IAF) would be gradually phased out, the source added. Tejas is being developed by Indias Defence Research Development Organisation. Tejas underwent hot weather flight trials at Air Force Station in the Western Indian city of Nagpur recently, the source said, adding, the trials were planned at Nagpur because of the high ambient temperature conditions prevailing there during this period. The aim of the trials was to check operation of the aircraft systems under high ambient temperature conditions of over 40 deg C, representative of the stringent conditions the aircraft would be expected to operate in, after induction into the IAF.
"All aircraft systems, specifically the avionics system, flight control system and air conditioning system of Tejas were tested extensively during the trials and functioned satisfactorily on ground as well in flight," the source said, adding, a total of seven flights of four hours duration were flown at Nagpur on two prototype aircraft PV2 and PV3. The tests included flights at 200 meters above the ground with a speed up to 1000 km per hour.
"It was the first time that the Tejas flew a non-stop distance of about 1, 000 km from Southern Indian city of Bangalore to Nagpur. This was possible due to the presence of external fuel tanks on the aircraft which were integrated recently. This was also the first time that the Tejas aircraft had been flown at such high ambient temperature conditions. A first look at the test data indicated that all the trial objectives were met satisfactorily," the source informed. The successful completion of the trial marked a significant step towards attainment of all important initials operational clearance and subsequent induction into the squadron service with the IAF. Tejas is now planned for delivering precision guided bombs in the deserts of Western Indian state of Rajasthan, later this year.
India to launch Light Combat Aircraft Tejas by 2010
NEW DELHI, June 8 (KUNA) -- In an effort to add firepower to its Air Force, Indias is developing -- Tejas-- a Light Combat Aircraft (LCA), which is expected to be launched by 2010. LCA was in the final stages of testing and by 2010 it was expected to be launched, a source in the Indian Defene Ministry told KUNA here Sunday. After LCAs are launched, the MiG-21 fighter jets of the Indian Air Force (IAF) would be gradually phased out, the source added. Tejas is being developed by Indias Defence Research Development Organisation. Tejas underwent hot weather flight trials at Air Force Station in the Western Indian city of Nagpur recently, the source said, adding, the trials were planned at Nagpur because of the high ambient temperature conditions prevailing there during this period. The aim of the trials was to check operation of the aircraft systems under high ambient temperature conditions of over 40 deg C, representative of the stringent conditions the aircraft would be expected to operate in, after induction into the IAF.
"All aircraft systems, specifically the avionics system, flight control system and air conditioning system of Tejas were tested extensively during the trials and functioned satisfactorily on ground as well in flight," the source said, adding, a total of seven flights of four hours duration were flown at Nagpur on two prototype aircraft PV2 and PV3. The tests included flights at 200 meters above the ground with a speed up to 1000 km per hour.
"It was the first time that the Tejas flew a non-stop distance of about 1, 000 km from Southern Indian city of Bangalore to Nagpur. This was possible due to the presence of external fuel tanks on the aircraft which were integrated recently. This was also the first time that the Tejas aircraft had been flown at such high ambient temperature conditions. A first look at the test data indicated that all the trial objectives were met satisfactorily," the source informed. The successful completion of the trial marked a significant step towards attainment of all important initials operational clearance and subsequent induction into the squadron service with the IAF. Tejas is now planned for delivering precision guided bombs in the deserts of Western Indian state of Rajasthan, later this year.
Myth_buster_1
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Officially the longest time consuming project in history of aviation.
So finally it will be reveled after 25 years?
So finally it will be reveled after 25 years?
BATMAN
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Where is the link Sardar jee and what exactly you understand with 'launch'
Will it be launched like Arjun?
Keysersoze
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WHo knows maybe they have a giant catapult. They have had a few engine problems
Seriously though, I would disregard this "promise", heard too many of them in the past.
Khalsa
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Sorry brother, here is the link.
http://www.khabrein.info/index.php?option=com_content&task=view&id=14705&Itemid=88
zeus
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FROM FORCE
‘The First AWACS Expected in October will be Based in Agra’
Chief of Air Staff, Air Chief Marshal Fali Homi Major PVSM AVSM SC VM ADC
What is the update on Indian Air Force’s activities on the eastern front against China?
Over the years, due to a paucity of resources, infrastructure in our Eastern parts has undergone a bit of a decline. We have now decided to beef up our assets and more importantly the infrastructure in the Eastern sector, in the 11th (2007-2012) and 12th (2012-2017) Defence Plans. We intend modernising our airbases to make them capable of undertaking operations of all types of aircraft, both heavy transport and fighters, including the Su-30 MKI. The philosophy being that all airfields to be brought up to a standard that is not aircraft specific, but can take all types of aircraft. The work on upgradation of Tezpur airfield has started and will be finished by end 2009. Similarly, we will be developing most of our airfields in that region including Jorhat. Kalaikunda is already developed. The airfield in Panagarh will be resurrected. We will also improve facilities and infrastructure at other air bases.
What are the IAF’s training priorities, joint warfare with land forces and simultaneous parallel warfare, and/or contingency-based joint warfare according to the Joint Doctrine issued by the Integrated Defence Headquarters in support of Operations Other Than War?
The Indian Air Force is fully committed to function as a cohesive and joint force as has been envisaged in the Joint Doctrine. Differing situations require accordingly appropriate responses. Airpower today, has ubiquitous capability and by virtue of that, provides the national leadership with a wide array of options to deal with the entire spectrum of conflict. It alone has the capability to respond swiftly and with precision from providing surveillance to destruction with minimum collateral damage.
Our procurement and modernisation plans are in consonance with the requirement to be able to conduct parallel and joint operations. We continue to prepare for these objectives and have developed considerable expertise towards this capability.
The IAF training pattern at operational and command levels is designed for smooth and efficient conduct of joint operations. A large number of joint courses with this specific objective are conducted regularly, to put in place structures and understanding of joint operations. We conduct joint exercises with the army and the navy, to strengthen, hone and refine our procedures.
What are the IAF’s capability-building targets in terms of combat strength?
IAF’s plan to have the authorised number of combat squadrons was adversely affected, as the procurement process did not keep pace with phasing out of aircraft. The strength of combat squadrons in the IAF by end of the 12th Plan, will be much closer to our authorised strength. IAF has planned the induction of additional Su-30 MKIs, M-MRCA and LCA to arrest the depleting trend. More specifically, two squadrons of the LCA in the IOC version will be inducted in 2010-11. After that, the IAF plan is to have six LCA squadrons by the end of the 13th Defence Plan. These squadrons should start joining the IAF by 2017. Induction of the MMRCA is also likely to commence in 2012. And as you know, induction of Su-30MKI is an ongoing process, where eventually we will have a total of about 230 aircraft. At present, we have three Su-30MKI squadrons. HAL manufactures about 13 Su-30MKI every year. The additional 40 Su-30 MKI’s will be inducted in 2009-2010.
What is the update on network-centric warfare, especially the inductions of Integrated Air Command and Control (IACCS)?
Success in contemporary warfare demands domination of information. This implies possession of capability to gather information and exploit it, strategically or tactically, in a time-cycle shorter than the adversary’s. The IAF had put in motion plans to develop these capabilities and it is that effort that is seeing fruition today. Project IACCS was conceived to automate the AD Command and Control setup of the IAF. We have laid down the fundamental architecture for the network and are in the process of establishing an IP/MPLS-based Fibre Optic network connecting all bases. Modern generation Mobile Communication Terminals (MCT) have been planned for last mile connectivity. All these networks are capable of high data transfer loads with redundancy.
When will the first AWACS be inducted and where will it be located?
The first AWACS is expected in October this year, followed by two more. The first AWACS will be based in Agra.
Are there plans of acquiring cargo version of C-130J Hercules and additional C-130J Special Operations Version?
The IAF is in the process of acquiring six C-130J (Hercules) aircraft from the USA through the Foreign Military Sales (FMS) route with an option to bid for six more. It is being written that these aircraft are for special operations role. The reality is that the aircraft has the special operations equipment but can also be used in the cargo role. It is a multi-role aircraft. The plan for induction of transport aircraft into the IAF is based on various factors like its strategic compulsions, operational tasks and required capability so as to meet the requisite tasks. Suitable aircraft are planned for induction in a phased manner.
Please give an update on medium lift, both aircraft and helicopter, capabilities. What steps have been initiated and what is in the pipeline?
The demand on our transport and helicopter fleets is very high and will only increase in the future due to enhanced national and international commitments. Transport aircraft commitment in support of troops to inhospitable and inaccessible areas like Ladakh, north eastern region and Andaman & Nicobar Islands has also increased. Our transport fleet is a mix of heavy, medium and light transport aircraft of varying vintage. A variety of upgradation and procurement schemes are being progressed to meet the enhanced task.
The helicopter is a versatile machine and has multiple utility in peace and war. The IAF’s requirement of helicopters will be met by inducting additional helicopters, in a phased manner during the next two ‘Five-Year-Plan’ periods. These new helicopters would be in the light, medium and heavy-lift categories, as also attack helicopters. In more specific terms, the IAF has a requirement for 125 Light Utility Helicopters (LUH). There are plans to procure 197 LUH of which 64 will be for the IAF and the remaining for the army. In addition to this, HAL will develop and manufacture 187 LUH. The Qualitative Requirements (QR) for the latter aircraft has not been decided yet. As the IAF will be working closely with HAL on this project, a better QR will be finalised closer to time.
Regarding the medium lift helicopters, we are looking at a payload of three to five tonnes and ‘all up weight’ in the region of 12 to 14 tonnes. We are very close to signing the contract in the next few months.
In the fixed wing transport category, we intend upgrading the An-32 with better avionics and systems.
The case for upgrading IL-76 will depend upon the cost-effectiveness of the project which needs to be assessed. As you know, in the medium category we have signed an agreement with Russia for design and development of MTA. The first aircraft should fly around 2013-2014.
The RFP for 22 attack helicopters has been issued recently. Which are the companies who have been issued the RFP?
The RFP has gone to most of the advanced helicopter manufacturing companies around the world.
What is the roadmap for UAV acquisition, both in terms of number of squadrons and capabilities?
The UAV is a potent force multiplier with immense capabilities, which can enhance our operational potential and preparedness, by optimally integrating the existing resources with other elements of air power. We also envisage that the requirement of these platforms would increase in future due to the emerging irregular and asymmetric threats. We have plans to upgrade the existing UAVs, as well as induct more with enhanced capabilities and performance. These systems are envisaged to play a crucial role in future operations. As far as the up gradation is concerned, we are basically looking at payload upgrades.
With such an induction of transport and fighter aircraft, do you visualise a pilots’ shortage as is being mentioned in the media reports?
Let me start by explaining that an air force pilot takes up to six-eight years of initial and operational training before he can be said to be fully operational on any type of aircraft. Pilots have to be trained over a period of time and you do not get them overnight. We are short of about 400 pilots presently, but with increased intakes and introduction of Short Service Commission in the flying branch, we will make good the shortage by 2010. Hence, this issue does not worry me too much.
In operational terms, what is the single thing that concerns you a lot?
The one thing that remains foremost in my mind is that while procurements and modernisation continue, we must always maintain a combat edge with whatever we have over our likely adversaries. At the same time, we should have the capability and knowledge domain to keep absorbing new technology that is being inducted.
What is the progress on the fifth generation aircraft with Russians? What capabilities is the IAF looking for in the fifth generation aircraft?
An Inter Governmental Agreement (IGA) has been signed between the two countries. An IGA has also been signed to formalise the co-development and co-production of the Fifth Generation Fighter Aircraft (FGFA). Presently, discussions are being held to finalise the technical specifications of the FGFA. Development of the MTA and FGFA, and their subsequent induction in the IAF, is planned in a phased manner during the next two ‘Five-Year-Plan’ periods.
How many aerostat radars are to be procured by the air force?
We have procured and set-up two aerostat radars, which are fully operational now. Eventually, we hope to have 11 aerostat radars by the end of 13th Defence Plan.
Provisioning of spares, especially of Russian origin platforms, continues to be problem area. What is being done with the OEMs and HAL in this regard?
IAF is taking the necessary measures by anticipating requirements and signing of long-term contracts spanning three to five years, and continuous interaction with OEMs/Vendors to ensure timely supplies. Indigenisation is also helping overcome shortages of some of the spares. As regards HAL, IAF is in constant touch with various HAL divisions to synergise efforts towards desired provisioning levels.
Is the IAF satisfied with the performance of Cheetal helicopters especially for Siachen and sub-sector North? How many Cheetal units will be raised in the 11th Defence Plan?
The Cheetal helicopters are planned to be inducted this year. Operational performance would be known only after extensive utilisation in field units. A comprehensive review of the helicopter fleet is undertaken regularly and plans are made to induct helicopters with specific capabilities. In fact, Cheetal owes its development to such a review in the past.
What IAF projects are underway and in the pipeline with HAL?
During the past decade, HAL has made rapid strides in delivering the desired products to the Indian Air Force. Interaction with HAL has grown manifold and we are on a daily dialogue on issues concerning us. During the next few years, HAL would be engaged in production, overhaul and upgrade of a number of aircraft and ground-based equipment for the IAF. HAL is currently engaged with more than 25 Air Force projects.
What is the ideal and realistic time table for induction of the 126 MMRCA? What steps are involved in the procurement of these combat aircraft?
The proposals have been received from the vendors and are now being scrutinised. Thereafter, the procedure as per the Defence Procurement Policy would be followed and efforts would be made to meet the laid down time frames.
Does the IAF practice for the strategic role to ensure a credible nuclear deterrence?
India has always propagated ‘No First Use’ in case of nuclear weapon employment. Deterrence has credibility only if there is demonstrated capability!
You were present at ILA 2008. What are your impressions of the show?
Indian aerospace industry made an impact on the European visitors. I must mention that the showcasing of indigenous Dhruv, both by the IAF’s ‘Sarang’ display team and HAL, had a major impact on the people. I would like to share with you that as I was going around with the German Air Force Chief, he was especially appreciative of the good capabilities displayed by the Indian DPSU’s and industry. He told me that the Indian indigenous electronic warfare equipment and sensors were world class. I think India did extremely well, given the fact that we partnered a world-class air show for the first time.
Besides ILA, did you have any other engagements in Germany?
Yes, I took the opportunity to visit German Air Force formations on the invitation of my German counterpart. I visited their Air Command in Köln, where I was given briefings about their operations with ISAF and NATO experiences in Bosnia. I also visited their air policing centre, which is jointly manned by Luftwaffe and civil aviation for air space management.
What about air space management in India?
The IAF is responsible for the Air Defence of the Indian air space. In India, we are working for a close interaction between the IAF and civil radars for better use of air space. This will ensure that the air force and civil aviation corridors are available to both for unrestricted flying, should it be required. In November-December, we tried this integration in the southern peninsular region and it worked very well. We are now in consultation with civil aviation authorities, for similar integration trials in other regions.
‘The First AWACS Expected in October will be Based in Agra’
Chief of Air Staff, Air Chief Marshal Fali Homi Major PVSM AVSM SC VM ADC
What is the update on Indian Air Force’s activities on the eastern front against China?
Over the years, due to a paucity of resources, infrastructure in our Eastern parts has undergone a bit of a decline. We have now decided to beef up our assets and more importantly the infrastructure in the Eastern sector, in the 11th (2007-2012) and 12th (2012-2017) Defence Plans. We intend modernising our airbases to make them capable of undertaking operations of all types of aircraft, both heavy transport and fighters, including the Su-30 MKI. The philosophy being that all airfields to be brought up to a standard that is not aircraft specific, but can take all types of aircraft. The work on upgradation of Tezpur airfield has started and will be finished by end 2009. Similarly, we will be developing most of our airfields in that region including Jorhat. Kalaikunda is already developed. The airfield in Panagarh will be resurrected. We will also improve facilities and infrastructure at other air bases.
What are the IAF’s training priorities, joint warfare with land forces and simultaneous parallel warfare, and/or contingency-based joint warfare according to the Joint Doctrine issued by the Integrated Defence Headquarters in support of Operations Other Than War?
The Indian Air Force is fully committed to function as a cohesive and joint force as has been envisaged in the Joint Doctrine. Differing situations require accordingly appropriate responses. Airpower today, has ubiquitous capability and by virtue of that, provides the national leadership with a wide array of options to deal with the entire spectrum of conflict. It alone has the capability to respond swiftly and with precision from providing surveillance to destruction with minimum collateral damage.
Our procurement and modernisation plans are in consonance with the requirement to be able to conduct parallel and joint operations. We continue to prepare for these objectives and have developed considerable expertise towards this capability.
The IAF training pattern at operational and command levels is designed for smooth and efficient conduct of joint operations. A large number of joint courses with this specific objective are conducted regularly, to put in place structures and understanding of joint operations. We conduct joint exercises with the army and the navy, to strengthen, hone and refine our procedures.
What are the IAF’s capability-building targets in terms of combat strength?
IAF’s plan to have the authorised number of combat squadrons was adversely affected, as the procurement process did not keep pace with phasing out of aircraft. The strength of combat squadrons in the IAF by end of the 12th Plan, will be much closer to our authorised strength. IAF has planned the induction of additional Su-30 MKIs, M-MRCA and LCA to arrest the depleting trend. More specifically, two squadrons of the LCA in the IOC version will be inducted in 2010-11. After that, the IAF plan is to have six LCA squadrons by the end of the 13th Defence Plan. These squadrons should start joining the IAF by 2017. Induction of the MMRCA is also likely to commence in 2012. And as you know, induction of Su-30MKI is an ongoing process, where eventually we will have a total of about 230 aircraft. At present, we have three Su-30MKI squadrons. HAL manufactures about 13 Su-30MKI every year. The additional 40 Su-30 MKI’s will be inducted in 2009-2010.
What is the update on network-centric warfare, especially the inductions of Integrated Air Command and Control (IACCS)?
Success in contemporary warfare demands domination of information. This implies possession of capability to gather information and exploit it, strategically or tactically, in a time-cycle shorter than the adversary’s. The IAF had put in motion plans to develop these capabilities and it is that effort that is seeing fruition today. Project IACCS was conceived to automate the AD Command and Control setup of the IAF. We have laid down the fundamental architecture for the network and are in the process of establishing an IP/MPLS-based Fibre Optic network connecting all bases. Modern generation Mobile Communication Terminals (MCT) have been planned for last mile connectivity. All these networks are capable of high data transfer loads with redundancy.
When will the first AWACS be inducted and where will it be located?
The first AWACS is expected in October this year, followed by two more. The first AWACS will be based in Agra.
Are there plans of acquiring cargo version of C-130J Hercules and additional C-130J Special Operations Version?
The IAF is in the process of acquiring six C-130J (Hercules) aircraft from the USA through the Foreign Military Sales (FMS) route with an option to bid for six more. It is being written that these aircraft are for special operations role. The reality is that the aircraft has the special operations equipment but can also be used in the cargo role. It is a multi-role aircraft. The plan for induction of transport aircraft into the IAF is based on various factors like its strategic compulsions, operational tasks and required capability so as to meet the requisite tasks. Suitable aircraft are planned for induction in a phased manner.
Please give an update on medium lift, both aircraft and helicopter, capabilities. What steps have been initiated and what is in the pipeline?
The demand on our transport and helicopter fleets is very high and will only increase in the future due to enhanced national and international commitments. Transport aircraft commitment in support of troops to inhospitable and inaccessible areas like Ladakh, north eastern region and Andaman & Nicobar Islands has also increased. Our transport fleet is a mix of heavy, medium and light transport aircraft of varying vintage. A variety of upgradation and procurement schemes are being progressed to meet the enhanced task.
The helicopter is a versatile machine and has multiple utility in peace and war. The IAF’s requirement of helicopters will be met by inducting additional helicopters, in a phased manner during the next two ‘Five-Year-Plan’ periods. These new helicopters would be in the light, medium and heavy-lift categories, as also attack helicopters. In more specific terms, the IAF has a requirement for 125 Light Utility Helicopters (LUH). There are plans to procure 197 LUH of which 64 will be for the IAF and the remaining for the army. In addition to this, HAL will develop and manufacture 187 LUH. The Qualitative Requirements (QR) for the latter aircraft has not been decided yet. As the IAF will be working closely with HAL on this project, a better QR will be finalised closer to time.
Regarding the medium lift helicopters, we are looking at a payload of three to five tonnes and ‘all up weight’ in the region of 12 to 14 tonnes. We are very close to signing the contract in the next few months.
In the fixed wing transport category, we intend upgrading the An-32 with better avionics and systems.
The case for upgrading IL-76 will depend upon the cost-effectiveness of the project which needs to be assessed. As you know, in the medium category we have signed an agreement with Russia for design and development of MTA. The first aircraft should fly around 2013-2014.
The RFP for 22 attack helicopters has been issued recently. Which are the companies who have been issued the RFP?
The RFP has gone to most of the advanced helicopter manufacturing companies around the world.
What is the roadmap for UAV acquisition, both in terms of number of squadrons and capabilities?
The UAV is a potent force multiplier with immense capabilities, which can enhance our operational potential and preparedness, by optimally integrating the existing resources with other elements of air power. We also envisage that the requirement of these platforms would increase in future due to the emerging irregular and asymmetric threats. We have plans to upgrade the existing UAVs, as well as induct more with enhanced capabilities and performance. These systems are envisaged to play a crucial role in future operations. As far as the up gradation is concerned, we are basically looking at payload upgrades.
With such an induction of transport and fighter aircraft, do you visualise a pilots’ shortage as is being mentioned in the media reports?
Let me start by explaining that an air force pilot takes up to six-eight years of initial and operational training before he can be said to be fully operational on any type of aircraft. Pilots have to be trained over a period of time and you do not get them overnight. We are short of about 400 pilots presently, but with increased intakes and introduction of Short Service Commission in the flying branch, we will make good the shortage by 2010. Hence, this issue does not worry me too much.
In operational terms, what is the single thing that concerns you a lot?
The one thing that remains foremost in my mind is that while procurements and modernisation continue, we must always maintain a combat edge with whatever we have over our likely adversaries. At the same time, we should have the capability and knowledge domain to keep absorbing new technology that is being inducted.
What is the progress on the fifth generation aircraft with Russians? What capabilities is the IAF looking for in the fifth generation aircraft?
An Inter Governmental Agreement (IGA) has been signed between the two countries. An IGA has also been signed to formalise the co-development and co-production of the Fifth Generation Fighter Aircraft (FGFA). Presently, discussions are being held to finalise the technical specifications of the FGFA. Development of the MTA and FGFA, and their subsequent induction in the IAF, is planned in a phased manner during the next two ‘Five-Year-Plan’ periods.
How many aerostat radars are to be procured by the air force?
We have procured and set-up two aerostat radars, which are fully operational now. Eventually, we hope to have 11 aerostat radars by the end of 13th Defence Plan.
Provisioning of spares, especially of Russian origin platforms, continues to be problem area. What is being done with the OEMs and HAL in this regard?
IAF is taking the necessary measures by anticipating requirements and signing of long-term contracts spanning three to five years, and continuous interaction with OEMs/Vendors to ensure timely supplies. Indigenisation is also helping overcome shortages of some of the spares. As regards HAL, IAF is in constant touch with various HAL divisions to synergise efforts towards desired provisioning levels.
Is the IAF satisfied with the performance of Cheetal helicopters especially for Siachen and sub-sector North? How many Cheetal units will be raised in the 11th Defence Plan?
The Cheetal helicopters are planned to be inducted this year. Operational performance would be known only after extensive utilisation in field units. A comprehensive review of the helicopter fleet is undertaken regularly and plans are made to induct helicopters with specific capabilities. In fact, Cheetal owes its development to such a review in the past.
What IAF projects are underway and in the pipeline with HAL?
During the past decade, HAL has made rapid strides in delivering the desired products to the Indian Air Force. Interaction with HAL has grown manifold and we are on a daily dialogue on issues concerning us. During the next few years, HAL would be engaged in production, overhaul and upgrade of a number of aircraft and ground-based equipment for the IAF. HAL is currently engaged with more than 25 Air Force projects.
What is the ideal and realistic time table for induction of the 126 MMRCA? What steps are involved in the procurement of these combat aircraft?
The proposals have been received from the vendors and are now being scrutinised. Thereafter, the procedure as per the Defence Procurement Policy would be followed and efforts would be made to meet the laid down time frames.
Does the IAF practice for the strategic role to ensure a credible nuclear deterrence?
India has always propagated ‘No First Use’ in case of nuclear weapon employment. Deterrence has credibility only if there is demonstrated capability!
You were present at ILA 2008. What are your impressions of the show?
Indian aerospace industry made an impact on the European visitors. I must mention that the showcasing of indigenous Dhruv, both by the IAF’s ‘Sarang’ display team and HAL, had a major impact on the people. I would like to share with you that as I was going around with the German Air Force Chief, he was especially appreciative of the good capabilities displayed by the Indian DPSU’s and industry. He told me that the Indian indigenous electronic warfare equipment and sensors were world class. I think India did extremely well, given the fact that we partnered a world-class air show for the first time.
Besides ILA, did you have any other engagements in Germany?
Yes, I took the opportunity to visit German Air Force formations on the invitation of my German counterpart. I visited their Air Command in Köln, where I was given briefings about their operations with ISAF and NATO experiences in Bosnia. I also visited their air policing centre, which is jointly manned by Luftwaffe and civil aviation for air space management.
What about air space management in India?
The IAF is responsible for the Air Defence of the Indian air space. In India, we are working for a close interaction between the IAF and civil radars for better use of air space. This will ensure that the air force and civil aviation corridors are available to both for unrestricted flying, should it be required. In November-December, we tried this integration in the southern peninsular region and it worked very well. We are now in consultation with civil aviation authorities, for similar integration trials in other regions.
zeus
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Keysersoze your concerned for the engine is appreciated ,but the engine issues seems to be sorted out and Air chief has told recently in the above interview about 6 squadrons will join iaf by 2017 first batch 20 with second batch 20 with 8 lsp make it 48 by 2012/13
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