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TRISHUL: LCA-AF Mk.2 Can Still Become A Reality. Here's How:

Discussion in 'Indian Air Force' started by Gessler, Aug 15, 2017.

  1. zebra7

    zebra7 Captain FULL MEMBER

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    The conclusive part latter added by Prasun on the same article


    What Is Required For Design/Performance Optimisation Of LCA-AF Mk.2




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    For achieving the required angles-of-attack, instantaneous/sustained turn-rates and climb-rates (i.e. agility metrics), the LCA-AF Mk.2’s airframe will have to sport LEVCONs of the type already developed for the IN’s LCA (Navy) Mk.1 MRCA.
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    For all-passive target acquisition-cum-tracking beyond the range of the biological Mk.1 eyeball, an infra-red search-and-track sensor will have to be mounted aft of the nose-section and just ahead of the nose landing gear section, since this will get rid of the obstruction of field-of-view posed by the fixed aerial refuelling probe (supplied by UK-based Cobham) mounted in the MRCA’s starboard side. Two IRST sensor options ought to be explored for installation: either UK-based Selex ES’ Skyward, or the IRST-21 from Lockheed Martin.
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    The selected IRST sensor will have to be seamlessly integrated with the Elbit Systems-developed TARGO helmet-mounted display system (HMDS) so that it can present a synthesized image of the tracked target on the HMDS’ visor along with superimposed fire-control cueing data required for slaving the IIR sensor on-board the all-aspect RAFAEL-built Python-5 SRAAM when operating in both lock-on-before-launch and lock-on-after-launch modes.
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  2. zebra7

    zebra7 Captain FULL MEMBER

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    For the on-board AESA-MMR, the modes of operation should include multi-target detection and concurrent tracking/fire-control (for mid-course guidance for the Astra-1 BVRAAM), terrain avoidance, weather search, traffic collision avoidance, moving ground target indication, Doppler beam-sharpening, and synthetic aperture ground mapping. Although the DRDO’s LRDE laboratory began developing the ‘Uttam’ AESAR-FCR since 2012, its full-scale model displayed at the Aero India 2017 expo in Bengaluru last February revealed that a lot more work is required in the area of weight reduction. In addition, unless an environment control system (ECS) is indigenously developed for meeting the AESAR-FCR’s co9oling requirements, additional developmental work will have to be undertaken to integrate the AESAR-FCR with an imported ECS.
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    This, in turn, will necessitate the acquisition by the DRDO’s LRDE and CABS laboratories of a turbofan-powered airborne testbed that, apart from hosting the prototype AESAR-FCR/ECS combination, will also have to accommodate all the data servers required for the real-time recording-cum-monitoring of all the performance parameters of the prototype AESAR-FCR/ECS combination. An alternative option—if available—would be to ship the prototype AESAR-FCR/ECS combination abroad to a country which is willing to offer the services on a commercial basis of a suitable airborne test laboratory.
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    The ADA-designed cockpit for the LCA-AF Mk.2 (which was unveilled in 2013) has already been deemed as ‘deficient’ by the IAF, which has since then been showing its preference for the Cockpit-NG suite that was originally developed by Israel’s Elbit Systems and can easily be provided by the HALBIT joint venture of Elbit Systems and HAL.
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    In fact, the IAF also prefers the same Cockpit-NG suite for the F-16 Block 70s that are on offer from Lockheed Martin and it needs to be noted that Elbit Systems had originally developed the Cockpit-NG suite for the global F-16 mid-life upgrade market, and now even Saab has selected the Cockpit-NG for its JAS-39 Gripen-Es.
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  3. zebra7

    zebra7 Captain FULL MEMBER

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    For comprehensive self-protection, the LCA-AF Mk.2 will be required to internally accommodate a wide-band self-protection jammer, integrated digital radar warning receivers-cum-jamming transmitters, laser warning receivers and missile approach warning system (MAWS) sensors (similar to what Sweden’s SaabTech has developed and is now supplying for installation on-board the HAL-developed Rudra, LCH and LUH helicopters).
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    While the DRDO’s Bengaluru-based DARE laboratory has already developed the jammer as well as the integrated digital radar warning receivers-cum-jamming transmitters (that have already been installed on the upgraded Jaguar IS/DARIN-3 flying prototypes), the LEDS laser warning receiver will have to come from SaabTech, with the MAWS being the AAR-60V2 MILDS-F from Cassidian of Germany.
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    The LCA-AF Mk.2’s airframe will be required to internally host four integrated digital radar warning receivers-cum-jamming transmitters, two LEDS laser warning receivers (preferably on re-designed wingtips) and six MAWS sensors in a distributed-architecture layout in order to ensure all-aspect hemispheric coverage.
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    The LCA-AF Mk.2’s airframe will be required to internally host a new-generation jet-fuel starter, as well as an on-board oxygen generation system (OBOGS).
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  4. zebra7

    zebra7 Captain FULL MEMBER

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    The DRDO-developed aircraft stores release and ejection mechanism (ASREM) will have to be incorporated into yet-to-be-developed dual ejector-racks and triple-ejector-racks similar to RAFAUT of France’s AT-730 triple ejector-rack (that contains three TG-480 ejectors) and AUF-2 dual ejector-rack.
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    Incorporation of an actuated cockpit canopy opening/shutting mechanism, along with a retractable aerial refuelling probe (also available from Cobham), should be desirable for incorporation as well.
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    It is only after incorporation of all the above-mentioned elements that a final call ought to be taken on the required quantum of fuselage stretch and increase in wing area of the LCA-AF Mk.2. It, therefore, may well be that the current estimate of a 1-metre fuselage stretch required for incorporation is premature and needs to be worked out again in finer detail in close consultations with the IAF and IN.
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    Shekhar Singh and Blackjay like this.
  5. zebra7

    zebra7 Captain FULL MEMBER

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    PAC did have a good experience of maintaining Mirage 3 and 5, its upgradation and weapon integration. They have also shown good result in maintaining older Chinese aircraft and MRO capability, but comparing it with the HAL is not justified here, which have its own R&D, and Development department and producing fixed wing aircraft to hellicopter to turbofan engine to Mission computer to LRU's and Avionics. When you mentioned trainers produced by PAC aka Mustaq, you failed to mentioned the trainers produced by HAL like Deepak, Kiran, and Hawk

    ]

    First of all no JF17 got the export order, it is the FC1 and former is the tailored variant of FC1 designated by Pakistan as JF17.
     
  6. ranadd

    ranadd 2nd Lieutant FULL MEMBER

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    Opinions of a self appointed defense journalist.
     
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  7. Sancho

    Sancho Lt. Colonel Technical Analyst

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    And there you have the proof for the trolling I predicted, because you have no idea of what you are talking and just want to use this thread to blame HAL, to make a point for Dassault.
    Neither is HAL developing MK2, nor are they responsible for development delays of aircrafts that ADA or NAL are responsible for.

    Again a poor try to blame HAL, out of your desperacy. But once again you just show your lack of understanding and denial. HAL is responsible for the work that it does in the LCA program, just as it would had been responsible for it's own work in a Rafale licence production. The guarantees in the RFP / DPP, are about foreign OEMs supplying the lead integrator, with everything needed to do his work on time. So if Thales doesn't provide DRAL the necessary tools to integrate or maintain the radar, the guarantee clauses come into play and IAF can hold Thales (not DRAL) responsible, just as they would hold Dassault responsible for any mistakes, that causes delays at DRAL, that Dassault is responsible for.
     
    Last edited: Aug 17, 2017
  8. Picdelamirand-oil

    Picdelamirand-oil Lt. Colonel MILITARY STRATEGIST

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    IF it was like that, Dassault would have signed.
     
  9. zebra7

    zebra7 Captain FULL MEMBER

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    I think HAL/BAE Combat Hawk could be added.
     
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  10. X_Killer

    X_Killer Lieutenant FULL MEMBER

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    HTFE-25 will boost the chances of Hawk-i export.

    And for TEJAS,
    HAL should pitch LCA in the international market to get its further orders.
    They should not be fully rely on IAF orders.
     
  11. zebra7

    zebra7 Captain FULL MEMBER

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    Nope they should pitch the LCA Trainer cum LIFT segment and concentrate on the induction of LCA MK1/1a into IAF service and flight conversion. The rest will automatically comes later, when IAF, the prime customer induct it into numbers. The probable customer could be Vietnam -- with 150 MIG 21, which have SU 30 in service, have threats from the PLAAF and PLAN, have been customer to the HAL service bis MIG 21 upgradation and spares and support, a potential customer of Brahmos Mini ALCM, started to have good relationship with the Israel, and have provided India with the Fuel and supplies replenishment in the far east plus the space for setting observatory center for the ISRO, and have parnership in the joint Oil search and dwelling project in the region. However the Vietnam would look for the MK2 version which should be put up on the fast track by the ADA/HAL with marketing, FOC/IOC lead by the HAL.
     
  12. X_Killer

    X_Killer Lieutenant FULL MEMBER

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    If HAL succeed to convince Vietnam for LCA tejas, than they can easily raise the production rate without waiting for IAF's further orders?
    I'm expecting atleast 150+ LCA tejas MK1A for global consumers.
     
  13. zebra7

    zebra7 Captain FULL MEMBER

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    The reason I mentioned MK1 LIFT is because it could be powered with the current Kaveri, which have the required Dry thrust, since Wet military thrust is not needed, that would make sure that the Project took the logical end, and iron out all the issues with the service and make the system mature. But IAF and IN should first feel confident and order few squadrons first. If the customer demands much reliable powerplant, than we had GE F404 engine and will give HAL more experience and exposure before jumping in the competitive marketing and support in the International market.


    I think, the Vietnam would be more interested in MK2 version,

    Now My Dream Part

    HAL marketing the LCA MK2 with Indian (Kaveri, Uttam, Astra/R73 Package) and with the western/foreign package (F-404/414, EL/2032, Derby/Python V) or with the French (Safranized Kaveri, RBE-2, MICA IR/RF), or Russian Package (RD-33, Zhuk XX, R77/R73) or European (EJ-200, Vixen-500 e, MICA/Ashraam). :respect::respect::respect: With Airforce Variant, Carrier/Naval Variant and Superlative Trainer cum LIFT variant IN Front of SAAB Gripen-E in International Market.

    I Intentionally left the Chinese Package for the Pakistani :****::****::****::****::****:
     

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