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AMCA: Updates and Discussions

Discussion in 'Indian Air Force' started by DaRk KnIght, Oct 6, 2010.

  1. Sancho

    Sancho Lt. Colonel IDF NewBie

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    Which only leads to the same problems we have now with LCA, besides there is a high probability that we will miss weight and drag requirements again, so calculating with low power is not the way to go. Besides, even if you look at the aviable options, only the GE414 offers 98kN so far. EJ200 with 90kN might be too underpowered for IAF requirements and Kaveri is just a paper project at this point. We don't know if it meets it's own 81kN, or if 90kN can be achieved to meet LCAs requirements, which makes AMCA a long shot.

    We see the same problems between the 3 forces too, everyone wants to be at the top and neither the former, nor the current GoI is willing to lead and take action.
     
    SR-91 likes this.
  2. X_Killer

    X_Killer Captain FULL MEMBER

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    If we proceed today for AMCA plan, than most probably it will be available for taxi trials by 2022-23, it means we have 5-6 years which is sufficient to select off the shelf engine (if Safranized Kaveri or a new JV Development failed to deliver required thurst of 110KN). Also we can do taxi trials and few initial flights by using LCA's F-404 which will provide further 2-3 years for procurement of desired powerplant (either by JV or off the shelf procurement). If they still failed to get desired powerplant than we can't do nothing instead of wait.
     
  3. Picdelamirand-oil

    Picdelamirand-oil Lt. Colonel MILITARY STRATEGIST

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    There are many examples of aircraft that started their tests before having their final engine. This is the case of the Rafale, which started with American engines and this is also the case of Pak Fa. But we get the good performance only if the final engine is finally available.

    For the LCA the final engine had to be the Kaveri. It has not been available with the necessary performance and the LCA has problems.

    We try to revive Kaveri engine with the requested performances that is to say less weight and more thrust. On this basis performance will be comparable to M-88 due to same technology and to same Core.

    But M-88 core is able to be used for an engine in the range of 7.5 t to 11 t. And to go from 7.5 t to 9 t the M-88 needs to increase the air volume from 65Kg / s to 72 Kg / s, so to reach 11t it would need 81.5 kg / s.

    The diameter of the front fan of the M-88 is less than 696 mm while that of the Kaveri is 909 mm. The volume of air being proportional to the square of the diameter, that means that with the dimensions of the Kaveri the M-88 type fan is able to feed at 111 kg / s above the required 81.5 kg / s. So there is no difficulties to make a Kaveri variant reaching 11t thrust.
    We just need a planning, some money, some tests, the design is already done.
     
  4. Sancho

    Sancho Lt. Colonel IDF NewBie

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    That's why ADA is suggesting to use GE414 engines with 2 x 98kN at the beginning, while the thrust requirement for the final fighter is aimed at 110kN. Kaveri so far reached hardly around 70kN and even with the M88 core is only aimed around 90 to 95kN.
     
  5. Picdelamirand-oil

    Picdelamirand-oil Lt. Colonel MILITARY STRATEGIST

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    For the moment.
     

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