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NAVY’S LCA TEJAS MK 2 HOLDS PROMISE AND CAN BE HASTENED WITH FUNDING AND A DESIGN STEERING COMMITTEE
By IDF Analysis on June 15, 2015
India’s Light Combat Aircraft (LCA), later named Tejas (Speedy) by PM Atal Behari Vajpayee during his tenure, was approved in 1983 to be designed by DRDO’s Aeronautical Development Authority (ADA) and manufactured by the Hindustan Aeronautics Ltd (HAL) at Bengaluru. The Air Force’s requirement for the Tejas project specified that it was to develop an all-weather supersonic LCA which could replace the MiG-21s which were aging, with local airspace control ability and medium-range air defence. The development of the Tejas envisaged selection of a new single aero engine from abroad, avionics and weapon systems of global standards, till DRDO’S own Kaveri engine, and Astra Air to Air missiles were operational. The first Air Force prototype saw delays and a period of sanctions, and was rolled out only on 17th Nov, 1995 by PM Narishmha Rao from HAL’s hangar, and made its maiden flight on 4th Jan, 2001.
The LCA (Navy) programme parameters began later in 2003, and is a story of success over coming planning and challenges of co-ordination with the IAF programme. NHQ stated the development was of a Naval Carrier borne fighter aircraft capable of a 14 degree Ski-Jump Take-off and Wire Arrested Recovery for landing, in the STOBAR concept, employed by all aircraft carriers.
LCA Navy Cockpit
It was initially and ambitiously envisaged that the already flying LCA Air Force Tejas could be converted in to a Naval aircraft and would take about six to seven years with changes restricted to just 15%. The Navy which normally bears 40% of the development project cost, had advanced Rs 80 crores for two Naval prototypes. It was envisaged the two prototypes would be used primarily to demonstrate carrier compatibility and also achieve Initial Operational Capability (IOC) with an Air Defence configuration.
Contrary to these assumptions, the naval aircraft design and development phase posed challenges as the parameters laid down by NHQ became different from those at the time of sanction in 2003, and the challenges increased progressively. Further, there was a major constraint of design space in ADA due to the philosophy and challenges of conversion of an existing LCA based on the Air Force platform, which had advanced to series production levels. This has resulted in a sub-optimal designed LCA Navy Mk1 variant with compromises, leading to the fighter being heavier and less capable than anticipated for carrier operations.
NAVAL LCA MK 1 TAKES TO THE SKIES IN 2012
The first LCA Navy Prototype (NP1), a twin seat trainer, was rolled out in 2010 and its maiden flight took place on 27 Apr 2012, eight years after the sanction. The second prototype (NP2) is a single seater with Multi Mode Elta E/L 2032 radar. For a first time design and development of a Naval aircraft in country, it is indeed creditable for the LCA (Navy) team at ADA in particular and the country’s aviation industry in general to have achieved the maiden flight in this time frame. The Naval HQ LCA’s needs turned out to be different, and were being attended even when two prototypes (NP1 and NP2 ) began flying in 2013 but two prototypes for an aircraft carrier programme has proved deficient as it takes days to plan a test flight on computers first, and safety considerations are kept prime.
(PM Modi Inducting MiG-29K)
Overcoming challenges, on 20 Dec, 2014 at midday in a historic flight and with a sense of pride for every one in the LCA project led by Dr . PS Subramanyam Director ADA, Naval LCA project Director Cmde CD Balaji, NP1 aircraft piloted by Naval Chief Test Pilot Cmde JA Maolankar serving at the National Flight Test Centre (NFTC) at Bengaluru, carried out the ‘Maiden Ski-Jump’ launch of the Carrier borne Naval aircraft from Indian built Shore Based Test Facility (SBTF) at INS Hansa Goa. The SBTF was initially planned for the MiG-29Ks, for shore training of pilots and assisted deck landings (MADLs) to operate from 44,000 ton INS Vikramaditya (Gorshkov) now operational with the Western Fleet and the future Cochin Shipyard Ltd (CSL) built 37,500 ton Vikrant, due decommissioning in 2016.
Credit must go to the ADA, HAL and Navy that it was decided that the specification for SBFT at INS Hansa cater for both the heavier aircraft (MiG-29K) and lighter aircraft (LCA Navy). The specialized equipment in addition to design of the facility were provided from Russia as it had to be the same as in the aircraft carriers. These include the arresting gear with drums and variable pressure settings, optical landing systems as on INS Vikramaditya, and a TV monitoring set up, restraining gear and a lighted signaling system.
The other challenge was to ensure co-ordination. The overall programme management of LCA was with ADA, the construction of the STBF Facility was undertaken by Goa Shipyard Ltd., (GSL) and the construction arm of DRDO CCE R&D (W) Pune. The conceptualization and execution of this facility, one of the few in the world was in itself challenging and successfully completed in 2013, followed by the evaluation by Russian Test pilots from RAC-MiG using a MiG 29K. It is a matter of pride that Navy’s pilots were trained for carrier operations from Jan 2014 on the SBTF at Goa prior to embarking the INS Vikramaditya.
This successful first flight pf NP 1 was a historically defining moment to inspire confidence in the naval LCA project. The performance of the aircraft turned out to be a lot better than expected as all the designers and sortie planners had kept some margins up their sleeve for safety, being a first take off from a land based 14 degree ski platform, all fingers were kept crossed.
The attempt was fraught with uncertainties and potential surprises, given the “leap off the edge” nature of the first launch, all the major possibilities of failure were identified and options to handle them were built into the plan. Therefore it was planned to have a minimum climb angle of 5.7 degrees for the first launch. As “expected”, there was an “unexpected” bonus in terms of excess performance and the actual minimum climb angle was in excess of 10 degrees. This is a bonus for an aircraft that has been so often derided for lack of thrust, and this excess will be accounted for, in future launches. Also the angle of attack after ramp exit reached 21.6 degrees which augers well for utilisation of even greater angles of attack for launch. It should certainly allay fears over the use of such high angles of attack and remove much of the pessimism that has surrounded the utility of the programme.
The ADA team and pilots on completion of the FCS Software upgrade last year have planned next phase of the trials in mid 2015 for continuing on the ski-jump launches to progressively reduce margins, till final performance levels are achieved, along with initial activities towards arrested recovery starting with dummy approaches on the landing area, ‘taxi-in’ arrester hook engagements on to the arrester wire at the SBTF and final flight engagement. Whilst Mk2 will be heavier overall, the landing gear will be lighter and due to much higher thrust of the engine, mission performance will be better and MK 2 will have an in-built On Board Oxygen Generating System (OBOGS), improved sensor package to overcome issues of obsolescence.
The Navy funds only 40% of the development costs. The Tejas design has no horizontal tail-planes on its triangular structure, which is a unique feature of the Tejas, making it similar to the delta-wing configuration of the Dassault Mirage /Rafale carrier capable series of fighters, and IAF is acquiring 36 Rafales, which experience will help the Navy and HAL. The Tejas also has an angle of incidence from the main axis of the wing, which gives the whole plane a larger dihedral force, improving its supersonic fighting capabilities. It is in the light of the above, this writer an air controller trained in UK and with PERT experience of ship construction, states Navy’s Carrier Borne LCA -Tejas Mk 2 can be a reality sooner if funds are available and a design Steering Committee is set up.
By IDF Analysis on June 15, 2015
India’s Light Combat Aircraft (LCA), later named Tejas (Speedy) by PM Atal Behari Vajpayee during his tenure, was approved in 1983 to be designed by DRDO’s Aeronautical Development Authority (ADA) and manufactured by the Hindustan Aeronautics Ltd (HAL) at Bengaluru. The Air Force’s requirement for the Tejas project specified that it was to develop an all-weather supersonic LCA which could replace the MiG-21s which were aging, with local airspace control ability and medium-range air defence. The development of the Tejas envisaged selection of a new single aero engine from abroad, avionics and weapon systems of global standards, till DRDO’S own Kaveri engine, and Astra Air to Air missiles were operational. The first Air Force prototype saw delays and a period of sanctions, and was rolled out only on 17th Nov, 1995 by PM Narishmha Rao from HAL’s hangar, and made its maiden flight on 4th Jan, 2001.
The LCA (Navy) programme parameters began later in 2003, and is a story of success over coming planning and challenges of co-ordination with the IAF programme. NHQ stated the development was of a Naval Carrier borne fighter aircraft capable of a 14 degree Ski-Jump Take-off and Wire Arrested Recovery for landing, in the STOBAR concept, employed by all aircraft carriers.
LCA Navy Cockpit
It was initially and ambitiously envisaged that the already flying LCA Air Force Tejas could be converted in to a Naval aircraft and would take about six to seven years with changes restricted to just 15%. The Navy which normally bears 40% of the development project cost, had advanced Rs 80 crores for two Naval prototypes. It was envisaged the two prototypes would be used primarily to demonstrate carrier compatibility and also achieve Initial Operational Capability (IOC) with an Air Defence configuration.
Contrary to these assumptions, the naval aircraft design and development phase posed challenges as the parameters laid down by NHQ became different from those at the time of sanction in 2003, and the challenges increased progressively. Further, there was a major constraint of design space in ADA due to the philosophy and challenges of conversion of an existing LCA based on the Air Force platform, which had advanced to series production levels. This has resulted in a sub-optimal designed LCA Navy Mk1 variant with compromises, leading to the fighter being heavier and less capable than anticipated for carrier operations.
NAVAL LCA MK 1 TAKES TO THE SKIES IN 2012
The first LCA Navy Prototype (NP1), a twin seat trainer, was rolled out in 2010 and its maiden flight took place on 27 Apr 2012, eight years after the sanction. The second prototype (NP2) is a single seater with Multi Mode Elta E/L 2032 radar. For a first time design and development of a Naval aircraft in country, it is indeed creditable for the LCA (Navy) team at ADA in particular and the country’s aviation industry in general to have achieved the maiden flight in this time frame. The Naval HQ LCA’s needs turned out to be different, and were being attended even when two prototypes (NP1 and NP2 ) began flying in 2013 but two prototypes for an aircraft carrier programme has proved deficient as it takes days to plan a test flight on computers first, and safety considerations are kept prime.
(PM Modi Inducting MiG-29K)
Overcoming challenges, on 20 Dec, 2014 at midday in a historic flight and with a sense of pride for every one in the LCA project led by Dr . PS Subramanyam Director ADA, Naval LCA project Director Cmde CD Balaji, NP1 aircraft piloted by Naval Chief Test Pilot Cmde JA Maolankar serving at the National Flight Test Centre (NFTC) at Bengaluru, carried out the ‘Maiden Ski-Jump’ launch of the Carrier borne Naval aircraft from Indian built Shore Based Test Facility (SBTF) at INS Hansa Goa. The SBTF was initially planned for the MiG-29Ks, for shore training of pilots and assisted deck landings (MADLs) to operate from 44,000 ton INS Vikramaditya (Gorshkov) now operational with the Western Fleet and the future Cochin Shipyard Ltd (CSL) built 37,500 ton Vikrant, due decommissioning in 2016.
Credit must go to the ADA, HAL and Navy that it was decided that the specification for SBFT at INS Hansa cater for both the heavier aircraft (MiG-29K) and lighter aircraft (LCA Navy). The specialized equipment in addition to design of the facility were provided from Russia as it had to be the same as in the aircraft carriers. These include the arresting gear with drums and variable pressure settings, optical landing systems as on INS Vikramaditya, and a TV monitoring set up, restraining gear and a lighted signaling system.
The other challenge was to ensure co-ordination. The overall programme management of LCA was with ADA, the construction of the STBF Facility was undertaken by Goa Shipyard Ltd., (GSL) and the construction arm of DRDO CCE R&D (W) Pune. The conceptualization and execution of this facility, one of the few in the world was in itself challenging and successfully completed in 2013, followed by the evaluation by Russian Test pilots from RAC-MiG using a MiG 29K. It is a matter of pride that Navy’s pilots were trained for carrier operations from Jan 2014 on the SBTF at Goa prior to embarking the INS Vikramaditya.
This successful first flight pf NP 1 was a historically defining moment to inspire confidence in the naval LCA project. The performance of the aircraft turned out to be a lot better than expected as all the designers and sortie planners had kept some margins up their sleeve for safety, being a first take off from a land based 14 degree ski platform, all fingers were kept crossed.
The attempt was fraught with uncertainties and potential surprises, given the “leap off the edge” nature of the first launch, all the major possibilities of failure were identified and options to handle them were built into the plan. Therefore it was planned to have a minimum climb angle of 5.7 degrees for the first launch. As “expected”, there was an “unexpected” bonus in terms of excess performance and the actual minimum climb angle was in excess of 10 degrees. This is a bonus for an aircraft that has been so often derided for lack of thrust, and this excess will be accounted for, in future launches. Also the angle of attack after ramp exit reached 21.6 degrees which augers well for utilisation of even greater angles of attack for launch. It should certainly allay fears over the use of such high angles of attack and remove much of the pessimism that has surrounded the utility of the programme.
The ADA team and pilots on completion of the FCS Software upgrade last year have planned next phase of the trials in mid 2015 for continuing on the ski-jump launches to progressively reduce margins, till final performance levels are achieved, along with initial activities towards arrested recovery starting with dummy approaches on the landing area, ‘taxi-in’ arrester hook engagements on to the arrester wire at the SBTF and final flight engagement. Whilst Mk2 will be heavier overall, the landing gear will be lighter and due to much higher thrust of the engine, mission performance will be better and MK 2 will have an in-built On Board Oxygen Generating System (OBOGS), improved sensor package to overcome issues of obsolescence.
The Navy funds only 40% of the development costs. The Tejas design has no horizontal tail-planes on its triangular structure, which is a unique feature of the Tejas, making it similar to the delta-wing configuration of the Dassault Mirage /Rafale carrier capable series of fighters, and IAF is acquiring 36 Rafales, which experience will help the Navy and HAL. The Tejas also has an angle of incidence from the main axis of the wing, which gives the whole plane a larger dihedral force, improving its supersonic fighting capabilities. It is in the light of the above, this writer an air controller trained in UK and with PERT experience of ship construction, states Navy’s Carrier Borne LCA -Tejas Mk 2 can be a reality sooner if funds are available and a design Steering Committee is set up.
