Putin to be chief guest for R-day

[joey]

Putin to be chief guest for R-day

http://www.newindpress.com/NewsItem...e=L&Title=B+R+E+A+K+I+N+G++++N+E+W+S&Topic=0&

NEW DELHI: Russian President Vladimir Putin will be the chief guest at the next Republic Day celebrations.

During the visit, the two sides will also hold the annual summit aimed at taking the bilateral ties between the traditional allies to higher level.

Putin had visited India last in December 2004 for the summit at the end of which a joint declaration was issued emphasising the strategic partnership between the two countries.

The two sides had also signed 10 pacts covering energy, outer space exploration, navigation, visa services and banking.

The two countries three years back established the mechanism of annual summits which are held alternately in India and Russia.

India and Russia have recently been making serious efforts to re-build the strategic partnership that existed between the two countries during the Cold War period.

At the last Republic Day celebrations, King of Saudi Arabia Abdullah Bin Abdul
Aziz al-Saud was the chief guest.

I have nothing to say expect some crazy *** deals to get signed...

 

[Neo]

I don't expect new major defense purchases in near future but India is likely to push for a new nuclear deal with Russia to put further pressure on Washington.
Just my two cents...

 

[Neo]

Tuesday, October 17, 2006

India tying up with Russia on nuclear energy

* Hopes to secure nuclear cooperation deal during Putin’s January visitg Set to acquire cooperation from other countries to maintain defence self-reliance

NEW DELHI: As India’s civilian nuclear deal with the United States continues to hang in the balance more than one year on, New Delhi appears to be intent on maximising its options on the defence front by cosying up to Russia in the realm of nuclear cooperation and the possible development and production of nuclear weapons.

According to Indian sources, New Delhi has been compelled once again to lean on the shoulders of the Russian bear due to American reluctance to provide it with high-tech equipment such as electronic warfare gadgets and avionics.

Thus the expected visit by Russian President Vladimir Putin to India in January 2007 assumes heightened significance. The Russian president will likely be the chief guest at the Indian Republic Day celebrations on January 26, which are traditionally marked by a display of Indian military might. Accompanying him will be the Russian defence minister, expected to sign an agreement with New Delhi on strategic defence systems.

Although the presidential visit has been officially described as an opportunity to tie up military technical cooperation between Moscow and New Delhi as well as to enter into new defence deals, Indian sources stress that the highlight of the meeting could be possible partnership in the nuclear sector, which may also include India purchasing Russian nuclear fuel and technology.

If the latter occurs, it would serve as a clear indication that the Indian government has realised that it cannot depend exclusively on the US for its defence needs, especially given that high-tech military supplies from Washington require clearance both from the US Congress and Senate, moves which India believes cannot be taken for granted given what it describes as the presence of powerful pro-Pakistan lobbies within these two American bodies.

In addition, New Delhi cites the languishing Indo-US nuclear deal, still in limbo since being signed by Prime Minister Dr Manmohan Singh and US President George W Bush in July 2005, as evidence that it cannot expect much from Washington’s pledges of cooperation.

It therefore seems that the Singh government is adopting the strategy of the previous Vajpayee government, which had made a conscious effort to spread defence purchases to several countries, rather than leave itself dependent on a single source.

Enter Russia, which India is increasingly recognising as a trusted ally that can be banked upon to deliver on a whole range of defence deals.

However, India is not likely to restrict acquired cooperation to Russia. Instead, it will look to other nations, focusing on technology transfers of high-tech defence equipment to avoid becoming dependent on foreign suppliers for spares, which it deems would impinge the independence of its defence strategy.

Under this new scenario, India will therefore consider the MiG-35 fighter aircraft, as well as half a dozen other manufacturers in various countries, in proposal requests currently being prepared for the Rs 200,000-million contract for supplies of 126 medium multi-role combat aircrafts.

Currently, India and Russia are engaged in only one joint venture project: production of the Brahmos cruise missile. However, India is eyeing new draft agreements with Russia to focus on expanding cooperation in the joint venture field to transform the bilateral traditional defence relationship from that of mere buyer-seller.

Indeed, Indian sources say that this vision represents part of India’s long-term goal of realising a self-reliant defence strategy, including unhindered access to technology from all countries that supply New Delhi with defence supplies.

http://www.dailytimes.com.pk/default.asp?page=2006\10\17\story_17-10-2006_pg7_27

 

[joey]

I expect one of these things talks to get forward.

1> involvement of india in pakfa in broader level or assurance from our side of buying a couple squadrons of it
2> SERIOUS involvement of MIG in MCA project specially engine tech. give us the brad and whiteney F22 engine and we can make a smimilar craft its engine tech which we seriously lag. "no wonder mechinal engg is taken by worst kids in college"
3> ATV-Severodivsnk class SSN a further developement of AKULa 2 to get forwarded as we need ssn's asap.
4> talks on when akula 2 will come.
5> talks about Blackjack if US dont gives us P8 as MPA as we have asked boeing.
and loads of stuffs....including space GLonass -2 with recent indian hype of galilio pullout by india.

russia-india meet there is bound to be defence deals.
thanks to our LCA it has developed the whole industry for the next gen a/c as they share a lot of similar components[ so does the eagle and f22 its like a overhaul ...]....and believe it or not LCA each year now is having some SERIOUS additions...

download this PDF file its worth reading look the last pages too.
Integrated Flight and Propulsion Systems - MV rao

in the file check these slides
105 to 120,146-156 too...

and hers a article to tell u tht how important LCA was..

India's "Radiance": ADA/HAL LCA TEJAS

By Paul Dreger

India has for a long time pursued the strategic objective to become at least partially independent from foreign sources for the procurement of weapon systems, that are considered as strategic. Within this long-term goal, the capability to design, develop and manufacture a state-of-the-art combat aircraft has been a recurring and firm reference point.

The first attempt in this direction launched in the second half of the '50s, was the HAL HF-24 MARUT (“Wind Spirit&#8221. The aircraft, designed by a team headed by the legendary Prof. Kurt Tank who had been responsible among others for the FW-190 and Ta-152 of WWII fame was only partially successful due to its inadequate performance. The MARUT had been intended as a potentially Mach-2 capable multi-role combat aircraft but because of the insufficient power of its licence-built Rolls-Royce ORPHEUS Mk703 engine it could actually only go supersonic in dives. Despite this a total of 147 MARUTs were built, and the type saw combat service in ground-attack roles during the war against Pakistan in 1971. The proposed HF-73 derivative was to use more powerful engines for full supersonic performance but the programme was cancelled after a crash leading to the decision to procure the JAGUAR. The last MARUT was finally withdrawn in 1985.

In addition to the main LCA series production run for the Indian Air Force, the Indian Navy is expected to eventually procure some 40 naval derivative aircraft to equip its carriers.

After this very limited success not to say partial failure more than twenty years elapsed before the launch of another fresh attempt. The idea for what eventually became the Light Combat Aircraft (LCA) programme was formulated back in 1983 - a timeframe which also saw the start of other combat aircraft projects such as the US ATF (Advanced Tactical Fighter) which eventually resulted in the Lockheed Martin F/A-22 RAPTOR, the EUROFIGHTER or the RAFALE all of which have been plagued by interminable delays and cost overruns for the most disparate reasons.

Programme Background

It should be stressed that the LCA programme was since the very beginning aimed not only at the design and manufacture of new state-of-the-art combat aircraft per se! but more broadly at the establishment of an integrated scientific/industrial capability to develop and put in production a complete airborne weapon system in all its elements: airframe engine, avionics fire control system based on multi-mode radar electronic countermeasure suite on-board systems and components and so on. In other words the true final goal is to leverage on the LCA programme for the creation of a new technology base in India covering the whole spectrum of disciplines related to the design and manufacturing of combat aircraft.

It is quite clear that such a very ambitious effort necessarily implies accepting substantial risks, particularly as regards the development schedule. Such risks however must be evaluated and assessed in view of the long-term goal as mentioned above, and not simply in relation to the timeframe for the development and operational deployment of the LCA. This point is apparently lost to many of those who criticise or even ridicule the LCA for being years behind schedule.

The LCA project definition phase was launched in 1987 by ADA (Aeronautical Development Agency), with a first flight very optimistically planned for 1990 and entry into service five years later. Industrial activities are the responsibility of Hindustan Aeronautics Ltd (HAL).

Needless to say, the original programme schedule quickly proved to be grossly unrealistic; indeed, the Full Scale Engineering Development (FSEO) Phase1 was launched in June 1993, this being financed by the government to the tune of Rs. 2,188 crore (1 crore = 10 million rupees). The first technology demons-trator, designated TDI (serial number KH2001), was actually rolled out on 17 November 1995. Here again innumerable delays, due to technical difficulties but also to political reasons contributed to the first flight being postponed until 4 January 2001. Several critical systems and components, including most notably the Fly-by-Wire flight control system (developed in collaboration with Lockheed Marlin) and the General Electric F404 engine (planned for the TD aircraft pending availability of the indigenous GTRE GTX-35VS KAVERI), are American imports and hence suffered from the embargo, enforced by the US Government in 1998 due to the Indian nuclear programme.
The two LCA technology demonstrators in formation flight.
The FSED Phase II started in November 2001 under an additional budget of Rs. 3,302 crore. The overall programme financing included not only the manufa-cture of two technology demonstrator aircraft, but also five prototypes (PV1 to PV5) and eight limited series production (LSP) planes.
The second demonstrator (TD2, #KH2002) was rolled out in August 1998 and flew for the first time on 6 June 2002. The fight test programme has since progressed, although not at the pace sought and expected after such long delays, and by early January 2004 a total of 140 flights had been performed. An important achievement although perhaps more from the psychological rather than technical point of view, was the first supersonic flight by TDI on 1 August 2003, followed on 27 November by TD2 which reached Mach 1.1 on its 66th flight.

After the two demonstrators, the development programme is to continue with five prototypes. PV1 was rolled out on 4 May 2003 and flew for the first time on 24 November and PV2 is expected to have also been completed by the times these lines appear in print. The prototypes are to be progressively more representative of the production aircraft with a lighter composite fuselage (-746kg), more and more capable flight control software (implementing variable gain control laws) aerial refueling probe and possibly the radar, to be installed in the PV2, PV3 and PV4. One PV aircraft is to be manufactured in a single-seat naval configuration and another as a two-seat, the remaining three being representative of the basic, Indian Air Force single-seat configuration.

All the prototypes as well as most probably the whole first series production run of about 30-40 aircraft are now planned to be powered by the F404 engine, this being due to the development programme of the KAVERI being even more beyond schedule than the aircrafts. Indeed. General Electric is offering India a dedicated more powerful version of the F404 for the production TEJAS. Designated F404-GE-IN20, this offers 20,000lb thrust (9070kg, 89.1kN) with afterburning. The new version would use elements of the RM12 derivative of the F404, built by Volvo Flygmotor for the JAS 39 GRIPEN, as well as a FADEC similar to the system as used on the F414 engine which equips the F/A-18E/F Super HORNET. The proposed initial contract is rumoured to be for 35 engines, which would point to a batch of 30 aircraft plus spares.

Three Main Versions

The TEJAS (“Radiance'' or “Glorious'' in Sanskrit) as the LCA has been officially named, has been conceived to satisfy a number of different operational requirements for both the Indian Air Force and the Indian Navy. The basic single-seat IAF version will be a multi-role combat aircraft capable of performing air superiority missions as well as ground-attack and anti-ship roles. A still unspecified variety of guided and unguided weapons will supplement the 23mm twin-barrel GSh-23 cannon with 220 rounds, semi-recessed in a slightly protruding fairing under the starboard engine intake trunk.

The planned dedicated carrier-borne variant will also be a single-seater but will feature a number of adaptations and changes including e.g. a new Landing gear with stronger legs and long-stroke shock absorbers tail hook and enhanced high-lift aerodynamic devices (retractable canard surfaces wing leading edge vortex controllers replacing the slat of the ground-based variants) to reduce approach speed and improve low speed controllability. The naval TEJAS will also have a lowered nose to enhance forward visibility during approach: and a retractable in-flight refueling probe replacing the fixed type. The maximum weapon load will be slightly reduced (from 4,000kg to 3,500kg) to partially compensate for the higher empty weight, while an additional weight reduction is planned to be obtained by further increasing the already large contents of composite material of the basic version which amount to 45% of the airframe by weight and 95% of its surface.

The other member of the family will be a tandem two-seater for operational trainer roles at OCUs (Operational Conversion Units) the PV5 prototype being manufactured in this configuration. The aircraft will have aerodynamics commonality with the naval version. The attrition problems frequently encountered in the last years in the pilot training by the Indian Air Force makes it essential to introduce such a variant in adequate numbers.

The Way Ahead

Coming to the operational deployment of the TEJAS and while a certain caution is advisable in view of the many development problems that have been encountered so far current plan calls for IOC (Initial Operational Capability) to be hopefully achieved by 2007 in coincidence with enough aircraft having been delivered to equip half a squadron, with FOC (Full Operational Capability) following by 2009. It will probably be necessary to wait until 2010-2012 for the aircraft to attain its full multirole potential. Some independent Indian commentators have put forward much more pessimistic forecasts and they don't see series delivery starting before 2008 with IOC in around 2010 or even 2012.

Be this as it may, as already indicated the current financing of the LCA programme includes a first batch of eight limited series production (LSP) aircraft, which were ordered in early June 2002. Given that the first prototype has just flown, the LSP order is mostly intended to allow HAL to prepare the necessary facilities. This first order is expected to be followed by a first series batch of some 30-40 aircraft.

The Indian Air Force looks at the TEJAS programme as the direct replacement of its fleet of MiG-21s, while at the same time progressing from the specialised air-to-air roles of the small Russian fighter to multirole capabilities. This translates into a total requirement for 220 aircraft, including 20 two-seat conversion trainers.

The TEJAS would thus complement the much larger Su-30MK1, with the two types coming to represent the bulk of the IAF combat line until the new fifth generation combat aircraft (currently designated PAKFA) to be developed in cooperation between Russia and India will enter service.

The 220 TEJAS for the IAF should be supplemented by an additional 40 aircraft for the Indian Navy. In the first quarter of 2003 the Indian Government approved the relevant development programme to the tune of the equivalent of $210 million with clearance for carrier operation planned for 2007 and entry into service not later than in 2010. However, considerable uncertainties still seem to surround the programme. On the one hand, the real wisdom of developing a naval variant of the LCA in view of such a limited production run could be questioned. On the other hand and arguably more ominously, the Indian Navy is finally completing negotiations for the purchase and radical reconstruction of the moothballed Russian aircraft carrier ADMIRAL GORSHKOV in a package deal that includes, amongst other items at least 20 MiG-29K fighters. The Russians are reported to have reacted ''furiously'' to recent attempts by the Indian naval authorities at including non-Russian items (such as the Israeli BARAK SAM system) in the modernisation programme for the GORSHKOV, and they would most likely cancel the deal if the Indians were to refuse the MiG-29Ks. Suggestions have also been floated to the effect that the ex-GORSHKOV is to operate the MiG-29Ks while the future planned 37,000 tons Air Defence Ship (ADS) would receive the navalised TEJAS, but such a twin solution appears highly perplexing unless the ADS is postponed to a distant future.

The Prime Minister of India, Shri Atal Bihari Vajpayee with ADA and HAL managers, technicians and military personnel at the roll-out ceremony of the first LCA prototype (PV1).

Mention has also been done, from time to time, of the TEJAS supposedly having good export prospects. Surely, if the aircraft will live up to its designers’ expectations, and if its selling price will be reasonable, then some export success is possible - if not for other reason then for the political advantages of not having to buy from either Russia or the West. The series production price ofthe TEJAS is currently projected at the equivalent of $17-20 million for the first batch, and efforts are being implemented to reduce this figure down to $15 million once production ramps up. Timing would seem to be a critical factor, however, in that China is also pushing ahead with the development of a similar combat aircraft and will most probably aim at the same export market.

Technical Description

Looking in some detail to the LCA design features, the effort by the designers to apply a variety of state-of-the-art technologies in order to achieve the required flight performance together with multirole operational capabilities in such a small airframe is evident. The TEJAS is in the same weight and size class as the JAS-39 GRIPEN, which however could capitalise on the superb experience Saab and its associated industries had matured in over 60 years of continuous combat aircraft design - and despite this suffered from not-so-negligible development problems with the loss of two prototype aircraft during flight tests. In fact the two aircraft are currently powered by variants of the same engine. It is however interesting to note that some of the most significant peculiarities of latest-generation Russian combat aircraft have found room on the TEJAS, including e.g. the IRST (Infrared Search and Track) sensor, the HMD/S (Helmet Mounted Display/sight) as well as 'TVC' (Thrust Vectoring Control) as a future pre-planned improvement.

The aerodynamic configuration is based on a pure delta wing layout with shoulder-mounted wings. The forward wing-fuselage junctures cover the side-mounted fixed-geometry air intakes thus straightening the airflow entering the intakes even at high angle of attack (AoA) to obtain a smooth distortion-free airflow to the engine. The wing's outer leading edge incorporates a three-section slats while the inboard sections have additional slats to generate vortex lift over the inner wing and high-energy air-flow along the fin to enhance high AoA stability and prevent departure from controlled flight. The wing trailing edge is occupied by a two segment elevons to provide pitch and lateral control. Two airbrakes are located in the upper rear part of the fuselage to the side of the fin.

The aircraft is naturally unstable, stability and control being provided by a full-authority quadruplex digital Fly-by-wire (FBWI flight control system).
The structure of the TEJAS is mostly made in advanced materials, and even the metallic parts are aluminum-lithium and titanium alloys. The demonstrators have about 30% of the in structure by weight built by carbon composite and 57% by aluminum alloy these percentages shifting to 40% and 43% respectively in the prototypes and production aircraft. In particular, the wing upper and lower skin are single composite (CFRP Carbon Fiber Reinforced Plastic) elements bolted on the wing box whose spars and ribs are built of carbon composite (the same solution as adopted on the F/A-22). The same material is used for the elevons, fin and rudder, and airbrakes, while most of the fuselage skin is also made of composite as are the landing gear doors.
The fuselage-mounted retractable landing gear uses single wheels on trailing arms for the main units and a twin-wheel for the nose unit. A brake parachute is located in the fairing under the rudder. The fuel is carried in integral fuselage and wing tanks, while a fixed in-flight refueling probe (retractable in the naval variant) is a standard fit. A significant increase in fuel capacity (actually superior to internal tankage) can be provided by three 1,200lt or up to five 800lt external tanks carried on the four inner store stations and the under fuselage one.

There are a total of seven hard points (three under each wing and one under the fuselage), with the four inner pylons and the central one being “wet”. A Stores Management System (SMS) with 32 bit single-chip micro-controller based dual-redundant architecture and MIL-STD-1553B armament bus for intra-system communication and weapon interface will provide integrated control of air-to-air and air-to-ground weapons. The range of these weapons does not appear having been defined yet, or at least no information have been released.

The TEJAS avionics architecture is configured around MIL-STD-1553B data buses with built-in redundancy. The Mission Data Processor's design follows Open Architecture Computing (OAC) criteria which overcome hardware obsolescence and enable software reusability. Commercial Off-The-shelf (COTS) components duly tested to military standards have been extensively used. The Digital Flight Control Computer (DFCC) takes inputs from the pilot inertial platform and air data sensors and generates appropriate commands to the control surfaces (rudder elevons slats and air brakes) actuators for effecting necessary deflections for aircraft maneuvers as per pilot's demand. The Flight Control System software has been developed using Ada language and follows DOD standards. An Independent Verification & Validation (IV&V) process ensures correctness, consistency, completeness and adherence to MIL standards of all safety-critical onboard software.

As already indicated, in addition to the basic airframe and the KAVERI engine, the LCA programme also envisages an ambitious development effort for several systems and equipment. One of the most significant such items is a multimode radar offering all the modes that are nowadays expected by such a state-of-the-art system including track-while-scan for the simultaneous engagement of multiple aerial targets Doppler beam sharpening, moving target indicator, ground mapping, and more. The antenna will be a light-weight, low-profile slotted waveguide array with a multilayer feed network for broadband operation. This radar being developed by the ERDE (Electronic Research and Development Establishment) in cooperation with HAL has however run into major delays and cost escalations. It is thus not totally inconceivable that in order to avoid adding further uncertainties to the LCA programme as whole a foreign solution could be adopted for at least the initial TEJAS production batch.

Mention has been made of French types (such as the RDY already installed in the IAF's MIRAGE 2000s), Russian and Israeli models and perhaps even the Italian FIAR GRIFO which however could be at a disadvantage due to it being in service on Pakistani aircraft.

GRTE KAVERI

As already commented, the real long-term goal of the LCA programme is to establish the required industrial capabilities to design and produce all the main components of a combat aircraft. It is thus logical that the power plant should be regarded as one of the critical elements in the overall LCA effort.

Responsible for the design and development of the KAVERI engine is the Gas Turbine Research Establishment (GTRE). GTRE was created back in 1959, and its activities have since progressed through a number of medium-thrust experimental engines starting with the GTX-37-14U afterburning turbojet, the GTX37-14UB low bypass turbofan derivative and finally the GTX-35VS turbofan, the forerunner of the KAVERI.

The actual launch of the programme for the KAVERI dates back to 1986, just before that of the LCA. The first bench run of the core engine was performed in early 1995 with the initial test of the complete engine following in September. A total of 17 development engines have been planned to contribute to the development programme, which however has suffered from significant delays. Some help has been obtained from Russia in the form of additional tests being conducted at the well-equipped Russian test centres in particular high-altitude chamber tests, which should account for at least 1,000 hours out of the estimated total of 8,000 test hours deemed necessary to complete the engine development. A subsequent evaluation campaign, announced but not yet started, foresees initial actual flight tests being carried out with an engine mounted in a pod under a Tu-16. It is however clear that the engine's development schedule is out of synch with the LCA programme, hence the decision to equip at ;least the initial production batch of TEJAS with an improved version of the General Electric F404-GE-F2J3 which already powers the demonstrators and the pre-production aircraft.
One peculiar design target of the KAVERI has been to tailor it to the specific local operating conditions in particular the high ambient temperature' which have given way to the flat rating of thrust to be maintained up to ISA +20OC external temperature condition. The KAVERI is a two-shaft low by-pass ratio (about 0.4) turbofan with afterburner with a mass flow of 78kg/s. The low pressure rotor is based on a three-stage fan/low pressure compressor, designed to produce a 3.4:1 pressure ratio and driven by a single-stage turbine with cooled blades. The high pressure core uses a six-stage compressor, with variable inlet guide vanes on the first two stator vanes, designed to generate a 6.4:1 compression ratio. It is also driven by a single-stage turbine with cooled blades built using directional solidified technology. The engine's overall design pressure ratio of 21.5:1 (by comparison the conceptual similar F404 and EJ200 reach a value of 26:1) is still a target, the actual value reached so far being less than 20:1. The annular combustion chamber uses air-blast fuel atomisers while the high-pressure turbine inlet temperature is 1,700K. The afterburner is fully modulable and ends with a convergent-divergent Variable nozzle which should in the future give way to a multi-axis thrust-vectoring unit to enhance aircraft's maneuverability. Finally the engine Control is via a FADEC (Full Authority Digital Engine Control) developed by GTRE itself in collaboration with HAL.
The engine current Weight is in the range of 1,150kg, the target for the production Version being 950kg, i.e. about 100kg lower than the F404. The maximum sea level static thrust flat rated to ISA+20-C condition is 52/81kN (5,300/8,260kg), respectively in dry/afterburning regime, with a related specific fuel consumption of 22.1/57.5 mg/Ns (0.78/2.03 kg/h/kgst).

if u feel its not the right section u can delete it

btw happy ramdan

 

[EagleEyes]

Hey joey,

PAK-FA? I am not sure if it will be signed this soon, and not sure either if India can fund it properly. India has yet to sign for its MRCA deal, and fund LCA so it can match the JF-17 Thunder fighter. I am sure Indians will come up with something, since the LCA is much expensive than the JF-17.

 

[Neo]

PAK-FA isn't happening anytime soon, even if a deal is brokered it has a long way to go.
It took US almost two decade to develop the Raptor and the JSF.
Russia yet has to develop its first Stealth fighter.

Btw, Indian participation would most probably funding rather than technical.
What amount are we talking about?
Anyone?

 

[EagleEyes]

Participation? Not much. India can't handle it, just like Pakistan.

 

[Neo]

Russia needs participation, she can't pull it up all alone...way too expansive.
China isn't interested, so Putin will be pushing for India...

 

[joey]

Yes its participation is what i'm talking about.
btw if you guys dont know works on MCa have been silently started.
once a complete aerospace industry is overhauled much similar components can be used for the next one.

like the ECCM suite Mawavi we r developing with israel will be LCa/MCa too.
I believe there will be some Mig's involvement in MCA and that is what might get signed.

Neo and Webmaster sir please downthis pdf file very very informative on aviation!!
click on it and wait 10 seconds it'll redirect you then download :d
http://files.filefront.com/Rao+ADApdf/;6026502;;/fileinfo.html