Unknown
| Tejas | |
|---|---|
 | |
| LCA Tejas | |
| Role | Multirole fighter |
| National origin | India |
| Manufacturer | Hindustan Aeronautics Limited (HAL) |
| Designed by | Aeronautical Development Agency |
| First flight | 4 January 2001 |
| Status | In production |
| Primary users | Indian Air Force Indian Navy |
| Number built | 6 prototypes 8 LSP aircraft |
| Program cost | US$1.2 billion[1] |
| Unit cost | US$31 million[2] US$31.09 million (Naval version)[3] |
listen)) is a lightweight multirole jet fighter developed by India. It is a tailless,[4] compound delta wing design powered by a single engine. It came from the Light Combat Aircraft (LCA) programme, which was begun in the 1980s to replace India's ageing MiG-21 fighters. Later the LCA was officially named "Tejas"[5] by then Prime Minister Atal Bihari Vajpayee.[6]The Tejas has the delta wing configuration, with no tailplanes or foreplanes, features a single vertical fin. It integrates technologies such as relaxed static stability, fly-by-wire flight control system, advanced digital cockpit, multi-mode radar, integrated digital avionics system, advanced composite material structures and a flat rated engine.
The IAF is reported to have a requirement for 200 single-seat and 20 two-seat conversion trainers, while the Indian Navy may order up to 40 single-seaters to replace its Sea Harrier FRS.51 and Harrier T.60.[7] During its sea level flight trials off Goa, Tejas notched a speed of over 1,350 km per hour, thus becoming the second supersonic fighter manufactured indigenously by Hindustan Aeronautics Limited after the HAL Marut.[8] The Tejas was cleared in January 2011 for use by Indian Air Force pilots.
Contents
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Development
LCA programme
The LCA programme was launched in 1983 for two primary purposes. The principal and most obvious goal was the development of a replacement aircraft for India's ageing MiG-21 fighters. The MiG-21 has been the mainstay of the Indian Air Force since the 1970s. The "Long Term Re-Equipment Plan 1981" noted that the MiG-21s would be approaching the end of their service lives by the mid-1990s, and that by 1995 the IAF would lack 40% of the aircraft needed to fill its projected force structure requirements.[10]
The LCA programme's other main objective was to serve as the vehicle for an across-the-board advancement of India's domestic aerospace industry.[11] The value of the aerospace "self-reliance" initiative is not simply the production of an aircraft, but also the building of a local industry capable of creating state-of-the-art products with commercial spin-offs for a global market. The LCA program was intended in part to further expand and advance India's indigenous aerospace capabilities.[12]
To better accomplish these goals, the government chose to take a different management approach, and in 1984 established the Aeronautical Development Agency (ADA) to manage the LCA programme. Although the Tejas is most often described as a product of Hindustan Aeronautics Limited (HAL), responsibility for the development of the Tejas actually belongs to ADA, a national consortium of over 100 defence laboratories, industrial organisations, and academic institutions with HAL being the principal contractor.[13]
The Indian government's "self-reliance" goals for the LCA include indigenous development of the three most sophisticated — and hence most challenging — systems: the fly-by-wire (FBW) flight control system (FCS), multi-mode pulse-doppler radar, and afterburning turbofan engine.[14] Although India has had a policy of strictly limiting foreign participation in the LCA programme, these are the only major LCA systems on which the ADA has had to invite significant foreign technological assistance and consultancy. Moreover, the engine and radar are also the only major systems for which the ADA has seriously considered substituting foreign equipment.
The ambitiousness of the LCA programme in terms of pursuing self-reliance in aviation technologies is illustrated by the fact that out of a total of 35 major avionics components and line-replaceable units (LRUs), only three involve foreign systems. These are the multi-function displays (MFDs) by Sextant (France) and Elbit (Israel), the helmet-mounted display and sight (HMDS) cueing system by Elbit, and the laser pod supplied by Rafael (Israel). However, even among these three, when the LCA reaches the production stage, the MFDs are expected to be supplied by Indian companies. A few other important items of equipment (such as the Martin-Baker ejection seat) have been imported. As a consequence of the embargo imposed on India after its nuclear weapons tests in May 1998, many items originally planned to be imported were instead developed indigenously .
Of the five critical technologies the ADA identified at the beginning of the LCA programme as needing to be mastered for India to be able to design and build a "completely indigenous" fighter, two have been entirely successful: the development and manufacture of advanced carbon-fibre composite (CFC) structures and skins and a modern "glass cockpit." In fact, ADA has had a profitable commercial spin-off in its Autolay integrated automated software system for the design and development of 3-D laminated composite elements (which has been licensed to both Airbus and Infosys).[14] These successes have gone mostly unnoticed in the shadow of the problems encountered with the other three key technology initiatives. Nonetheless, as a result of the accomplishments of India's domestic industries, presently about 70% of the components in LCA are manufactured in India and the dependence on imported components used would be progressively reduced in the coming years.[15]
HAL serves as the prime contractor and has leading responsibility for LCA design, systems integration, airframe manufacturing, aircraft final assembly, flight testing, and service support.[13] The ADA itself has primary responsibility for the design and development of the LCA's avionics suite and its integration with the flight controls, environmental controls, aircraft utilities systems management, stores management system, etc.
Of particular importance are the initiatives to develop an indigenous flight control system, radar, and engine for the LCA. The National Aeronautics Laboratory (NAL)—now called the National Aerospace Laboratories—was selected to lead the development of the flight control laws, supported by the Aeronautical Development Establishment (ADE). HAL and the Electronics and Radar Development Establishment (LRDE)[16] are jointly developing the Tejas' Multi-Mode Radar (MMR). The GTRE is responsible for the design and parallel development of the GTX-35VS Kaveri afterburning turbofan engine for the Tejas.
The IAF's Air Staff Requirement for the LCA were not finalised until October 1985. This delay rendered moot the original schedule which called for first flight in April 1990 and service entry in 1995; however, it also proved a boon as it is gave the ADA time to better marshal national R&D and industrial resources, recruit personnel, create infrastructure, and to gain a clearer perspective of which advanced technologies could be developed indigenously and which would need to be imported.
Project definition commenced in October 1987 and was completed in September 1988. Dassault Aviation of France was hired as a consultant to review the PD and provide advice based on its extensive aviation expertise. The PD phase is a critical early element in the aircraft design and development process because from this flow key elements of the detailed design, manufacturing approach, and maintenance requirements.
Development history
Phase 1 would focus on "proof of concept" and would comprise the design, development and testing (DDT) of two technology demonstrator aircraft (TD-1 and TD-2) and fabrication of a structural test specimen (STS) airframe; only after successful testing of the TD aircraft would the Indian government give its full support to the LCA design. This would be followed by the production of two prototype vehicles (PV-1 and PV-2), and creation of the necessary basic infrastructure and test facilities for the aircraft would begin.
Phase 2 would consist of the manufacturing of three more prototype vehicles (PV-3 as the production variant, PV-4 as the naval variant, and PV-5 as the trainer variant) and a fatigue test specimen, and the construction of further development and test facilities at various work centres.
Phase 1 commenced in 1990 and HAL started work on the technology demonstrators in mid-1991; however, a financial crunch resulted in full-scale funding not being authorized until April 1993, with significant work on FSED Phase 1 commencing in June. The first technology demonstrator, TD-1, was rolled out on 17 November 1995 and was followed by TD-2 in 1998, but they were kept grounded for several years due to structural concerns and trouble with the development of the flight control system.[17]
One of the most ambitious requirements for the LCA was the specification that it would have "relaxed static stability" (RSS). Although Dassault had offered an analogue FCS system in 1988, the ADA recognised that digital flight control technology would soon supplant it.[14] RSS technology was introduced in 1974 on the General Dynamics YF-16, which was the world's first production aircraft to be slightly aerodynamically unstable by design. Most aircraft are designed with "positive" static stability, which means they have a natural tendency to return to level and controlled flight in the absence of control inputs; however, this quality tends to oppose the pilot's efforts to manoeuvre. An aircraft with "negative" static stability (i.e., RSS), on the other hand, will quickly depart from level and controlled flight unless the pilot constantly works to keep it in trim; while this enhances manoeuvrability, it is very wearing on a pilot relying on a mechanical flight control system.
Development of a FBW flight control system requires extensive knowledge of flight control laws and the expensive writing of a considerable amount of software code for the flight control computers, as well as its integration with the avionics and other electronic systems. When the LCA programme was launched, FBW was a state-of-the-art technology and such a sensitive one that India could find no nation willing to export it. Therefore, in 1992 the LCA National Control Law (CLAW) team was set up by the National Aeronautics Laboratory to develop India's own version. The CLAW team's scientists and mathematicians were successful in developing their control laws, but could not test them since India did not possess advanced real-time ground simulators at that time. Accordingly, British Aerospace (BAe) and Lockheed Martin were brought in to help in 1993, but the effort required for the Aeronautical Development Establishment to code the control laws into the FCS software proved a much larger job than originally anticipated.
Specific control law problems were tested on BAE's simulators (and on HAL's, once theirs became available). As it was being developed, progressive elements of the coding were checked out on the "Minibird" and "Ironbird" test rigs at the ADE and HAL, respectively. A second series of inflight simulation tests of the integrated flight control software were conducted on the F-16 VISTA (Variable In-flight Stability Test Aircraft) simulator in the U.S. in July 1996, with 33 test flights being carried out. However, Lockheed Martin's involvement was terminated in 1998 as part of an embargo enacted by the U.S. in response to India's second nuclear tests in May of that year.
The NAL's CLAW team eventually managed to successfully complete integration of the flight control laws indigenously, with the FCS software performing flawlessly for over 50 hours of pilot testing on TD-1, resulting in the aircraft being cleared for flight in early 2001. The LCA's maiden flight was made by TD-1 from National Flight Test Centre (NFTC), near Bangalore, on 4 January 2001, and its first successful supersonic flight followed on 1 August 2003. TD-2 made its first flight on 6 June 2002. The automatic flight control system (AFCS)of the Tejas has been highly praised by all of its test pilots, one of whom said that he found it easier to take off with the LCA than in a Mirage 2000.[18]
Another critical technology area tackled for indigenous development by the ADA team is the Multi-Mode Radar (MMR). It was initially planned for the LCA to use the Ericsson Microwave Systems PS-05/A I/J-band multi-function radar,[19] which was developed by Ericsson and Ferranti Defence Systems Integration for the Saab JAS-39 Gripen.[20] However, after examining other radars in the early 1990s,[21] the DRDO became confident that indigenous development was possible. HAL's Hyderabad division and the LRDE were selected to jointly lead the MMR program and the radar development effort began in 1997.[22]
The DRDO's Centre for Airborne Studies (CABS) is responsible for running the test programme for the MMR. Between 1996 and 1997, CABS converted the surviving HAL/HS-748M Airborne Surveillance Post (ASP) testbed into a testbed for the avionics and radar of the LCA. Known as the 'Hack', the only major structural modification besides the removal of the rotodome assembly was the addition of the LCA's nose cone in order to accommodate the MMR.
By mid-2002, development of the MMR was reported to be experiencing major delays and cost escalations. By early 2005 only the air-to-air look-up and look-down modes — two very basic modes — were confirmed to have been successfully tested. In May 2006 it was revealed that the performance of several modes being tested still "fell short of expectations."[23] As a result, the ADA was reduced to running weaponisation tests with a weapon delivery pod, which is not a primary sensor, leaving critical tests on hold. According to test reports, the crux of the problem is a serious compatibility issue between the radar and the advanced signal processor module (SPM) built by the LRDE. Acquisition of an "off-the-shelf" foreign radar is an interim option being seriously considered.[22][24][25]
Engine and propulsion
Initially, it was decided to equip the prototype aircraft with the General Electric F404-GE-F2J3 afterburning turbofan engine. Simultaneously, in 1986, a parallel programme to develop an indigenous powerplant was also launched. Led by the Gas Turbine Research Establishment, the GTRE GTX-35VS, named "Kaveri", was expected to replace the F404 on all production aircraft. However, progress in the Kaveri development programme was slowed by technical difficulties.Development snags with the Kaveri resulted in the 2003 decision to procure the uprated F404-GE-IN20 engine for the eight pre-production LSP aircraft and two naval prototypes.General Electric was awarded a US$105 million contract in 2004 for development engineering and production of 17 -IN20 engines, delivery of which began in 2006.The F404-GE-IN20 was trial-installed on the Tejas and the engine generated more than 19,000 pounds (85 kN) uninstalled thrust and completed 330 hours of Accelerated Mission testing, equivalent of 1,000 hours of flight operation. In 2007, an additional 24 F404-IN20 afterburning engines were ordereed to power the first operational squadron of Tejas fighters.[26]
In mid-2004, the Kaveri failed its high-altitude tests in Russia, ending the last hopes of introducing it with the first production Tejas aircraft.[27] In February 2006, the ADA awarded a contract to the French aircraft engine company Snecma for technical assistance in working out the Kaveri's problems.[7] The Kaveri engine based on Snecma’s new core, an uprated derivative of the M88-2 engine that powers the French Rafale fighter, providing 83-85 kilonewtons (KN) of maximum thrust was being considered a third option by DRDO which led the IAF to object that since Snecma had already developed the core of the engine it is offering the DRDO will not participate in any “joint development” but merely provide Snecma with an indigenous stamp.[28]
In 2008, it was announced that the Kaveri would not be ready in time for the Tejas, and that an in-production powerplant would have to be selected[29] in the 95 to 100 kilonewton (kN) (21,000–23,000 lbf) range to allow the aircraft to perform combat maneuvers with optimal weapons load. The contenders were the Eurojet EJ200 and the General Electric F414.[30] IAF sources said that the airframe will have to be redesigned to accommodate the heavier engine, which is to take up to three-four years.[31]
After evaluation and acceptance of the technical offer provided by both Eurojet and GE Aviation, the commercial quotes were compared in detail and GE Aviation was declared as the lowest bidder. The deal will cover purchase of 99 GE F414 engines. The initial batch will be supplied by GE and the remainder will be manufactured in India under a transfer of technology arrangement.[32][33]
Recent development
2,000 crore (US$444 million) order for 20 aircraft, with a similar purchase of another 20 aircraft to follow. All 40 will be equipped with the F404-GE-IN20 engine.[34] [35][36] A 14 member "LCA Induction Team" was formed at Bangalore to prepare the Tejas for service and assist in its introduction to service and support preparations for Tejas to receive Initial Operating Clearance (IOC) [37][38]The first production variant of the 'Tejas' (LSP-1) flew on June 2008. Tejas completed 1000 Test Flights by January, 2009 with more than 530 hours of in-flight testing.[39] By February 2009 officials of the Aeronautical Development Agency stated that the Tejas had started flying with weapons and integration of radars would be completed by March 2009. In addition, they stated that nearly all system development activity would be completed by that time.[40] In April 2010, the third production aircraft (LSP-3) flew with a hybrid version of the Elta EL/M-2032 multi-mode radar,[41][42] and by June 2010, the fourth production aircraft took flight in the configuration it would be delivered to the Indian Air Force in.[43]
By June 2010, Tejas had also completed the second phase of hot weather trials. The objective of the hot weather trials was to prove that the aircraft was in an IOC configuration with the weapon system and sensors integrated.[44] The sea trials of the aircraft are also being carried out.[45] LSP-5 with IOC standard equipment took to skies on November 19, 2010.[46]
The trainer variant prototype took to the skies in November 2009.[47] In December 2009, the Indian government sanctioned
8,000 crore (US$1.78 billion) to begin production of the fighter jet for the Indian Air Force and Indian Navy.[48] The Indian Navy has a requirement of 50 Tejas and the first prototype, NP-1 was rolled out in July 2010.[49] IAF ordered 20 additional Tejas fighters after the defence acquisition council cleared the plan.[50]Initial Operating Clearance (IOC) for the Tejas was awarded on 10 January 2011 by Defence Minister A K Antony to Chief of Air Staff Air Chief Marshal P V Naik. IOC allows IAF pilots to use the aircraft.The IAF plans to raise the first squadron in Bengaluru to iron out issues with ADA and HAL, and eventually base these fighters at a new airbase in Sulur in the southern state of Tamil Nadu. The first squadron is expected to be established by 2013.[51][52][53][35][36]
Design
The tailless, compound-delta planform is designed to keep the Tejas small and lightweight.[54] The use of this planform also minimises the control surfaces needed (no tailplanes or foreplanes, just a single vertical tailfin), permits carriage of a wider range of external stores, and confers better close-combat, high-speed, and high-alpha performance characteristics than comparable cruciform-wing designs. Extensive wind tunnel testing on scale models and complex computational fluid dynamics analyses have optimised the aerodynamic configuration of the LCA, giving it minimum supersonic drag, a low wing-loading, and high rates of roll and pitch.
All weapons are carried on one or more of seven hardpoints with total capacity of greater than 4,000 kg: three stations under each wing and one on the under-fuselage centreline. There is also an eighth, offset station beneath the port-side intake trunk which can carry a variety of pods (FLIR, IRST, laser rangefinder/designator, or reconnaissance), as can the centreline under-fuselage station and inboard pairs of wing stations.
The Tejas has integral internal fuel tanks to carry 3,000 kg of fuel in the fuselage and wing, and a fixed inflight refuelling probe on the starboard side of the forward fuselage. Externally, there are "wet" hardpoint provisions for up to three 1,200- or five 800-litre (320- or 210-US gallon; 260- or 180-Imp gallon) fuel tanks on the inboard and mid-board wing stations and the centreline fuselage station.
Airframe
The tailfin for the LCA is a monolithic honeycomb piece, an approach which reduced its manufacturing cost by 80% compared to the customary "subtractive" or "deductive" method, whereby the shaft is carved out of a block of titanium alloy by a computerized numerically controlled machine. No other manufacturer is known to have made fins out of a single piece.[56] A 'nose' for the rudder is added by 'squeeze' riveting.
The use of composites in the LCA resulted in a 40% reduction in the total number of parts compared to using a metallic frame. Furthermore, the number of fasteners has been reduced by half in the composite structure from the 10,000 that would have been required in a metallic frame design. The composite design also helped to avoid about 2,000 holes being drilled into the airframe. Overall, the aircraft's weight is lowered by 21%. While each of these factors can reduce production costs, an additional benefit — and significant cost savings — is realised in the shorter time required to assemble the aircraft — seven months for the LCA as opposed to 11 months using an all-metal airframe.[57]
The naval Tejas will also have a strengthened spine, a longer and stronger undercarriage, and powered nose wheel steering for deck manoeuvrability.[58][59] The Tejas trainer variant will have "aerodynamic commonality" with the two-seat naval aircraft design.[60]
Landing gear
India's Nuclear Fuel Complex (NFC) led the team that developed the titanium half-alloy tubes that are used for hydraulic power transmission and they are critical components in the LCA.This technology also has space applications.[61]
Flight controls
The digital FBW system of the Tejas employs a powerful digital flight control computer (DFCC) comprising four computing channels, each with its own independent power supply and all housed in a single LRU. The DFCC receives signals from a variety of sensors and pilot control stick inputs, and processes these through the appropriate channels to excite and control the elevons, rudder and leading edge slat hydraulic actuators. The DFCC channels are built around 32-bit microprocessors and use a subset of the Ada programming language for software implementation. The computer interfaces with pilot display elements like the MFDs through MIL-STD-1553B multiplex avionics data buses and RS-422 serial links.
Propulsion
The original plan was for the LCA prototype aircraft to be equipped with the General Electric F404-GE-F2J3 afterburning turbofan engine, while the production aircraft would be fitted with the indigenous GTRE GTX-35VS Kaveri turbofan being developed in a parallel. Continued development snags with the Kaveri resulted in a 2003 decision to procure the uprated GE F404-IN20 engine for the eight pre-production LSP aircraft and two naval prototypes and after accelerated trials an order was placed for 24 more IN20 engines for installation on the first 20 production aircraft. The Tejas Mark II will be equipped with the GE F414 engine.
Avionics
The Tejas has a night vision goggles (NVG)-compatible "glass cockpit" that is dominated by an indigenous head-up display (HUD), three 5 in x 5 in multi-function displays, two Smart Standby Display Units (SSDU), and a "get-you-home" panel (providing the pilot with essential flight information in case of an emergency[63]). The CSIO-developed HUD, Elbit-furnished DASH helmet-mounted display and sight (HMDS), and hands-on-throttle-and-stick (HOTAS) controls reduce pilot workload and increase situation awareness by allowing the pilot to access navigation and weapon-aiming information with minimal need to spend time "head down" in the cockpit.The MFDs provide information on the engine, hydraulics, electrical, flight control, and environmental control systems on a need-to-know basis, along with basic flight and tactical information. Dual redundant display processors produce computer-generated imagery on these displays. The pilot interacts with the complex avionics systems through a simple multifunction keyboard and function and sensor selection panels.
Target acquisition is accomplished through a state-of-the-art radar — potentially supplemented by a laser designator pod, forward-looking infra-red (FLIR) or other opto-electronic sensors — to provide accurate target information to enhance kill probabilities. A ring laser gyro (RLG)-based inertial navigation system (INS) provides accurate navigation guidance to the pilot. The LCA also has secure and jam-resistant communication systems such as theIFF transponder/interrogator, VHF/UHF radios, and air-to-air/air-to-ground datalinks. The ADA Systems Directorate's Integrated Digital Avionics Suite (IDAS) integrates the flight controls, environmental controls, aircraft utilities systems management, stores management system (SMS), etc. on three 1553B buses by a centralised 32-bit, high-throughput mission computer.
Radar
The coherent pulse-Doppler Multi-Mode Radar in development is designed to keep track of a maximum of 10 targets and allowing simultaneous multiple-target engagement. Jointly developed by the LRDE and HAL Hyderabad, the MMR is being designed to perform multi-target search, track-while-scan (TWS), and ground-mapping functions. It features look-up/look-down modes, low-/medium-/high-pulse repetition frequencies (PRF), platform motion compensation, doppler beam-sharpening, moving target indication (MTI), Doppler filtering, constant false-alarm rate (CFAR) detection, range-Doppler ambiguity resolution, scan conversion, and online diagnostics to identify faulty processor modules. While originally planned to be fitted on production aircraft, delays in the development of MMR prompted the DRDO to co-operate with Israel Aerospace Industries to integrate a Hybrid version of the EL/M-2032 radar for use with Tejas.[41][42] The EL/M-2032 radar used in LSP-3 has a detection and tracking range of up to 150 km in air-to-air mode, the air-to-ground mode generates high resolution radar imagery of locations at up to 150 km, and air-to-sea mode can detect and classify naval targets at ranges of up to 300 km.[64]The development of an AESA radar for the Tejas is expected to begin pending the selection of an developmental partner.The contenders for the contract are the European Consortium EADS and the Israeli company Elta.The initial contract will see the co-development of 10 prototypes.[65]
Self-protection
The electronic warfare suite is designed to enhance the Tejas' survivability during deep penetration and combat. The LCA's EW suite is developed by the Defence Avionics Research Establishment (DARE) with support from the Defence Electronics Research Laboratory (DLRL).[16] This EW suite, known as "Mayavi"(Illusionist), includes a radar warning receiver (RWR), self-protection jammer, laser warning system, missile approach warning system, and chaff/flare dispenser. In the interim, the Indian Defence Ministry has revealed that an unspecified number of EW suites had been purchased from Israel's Elisra for the LCA prototypes.[66]The ADA claims that a degree of "stealth" has been designed into the Tejas. Being very small, there is an inherent degree of "visual stealth", but the airframe's use of a high degree of composites (which do not reflect radar waves), a Y-duct inlet which shields the engine compressor face from probing radar waves, and the application of radar-absorbent material (RAM) coatings are intended to minimise its susceptibility to detection and tracking by the radars of enemy fighters, airborne early warning and control (AEW&C) aircraft, active-radar air-to-air missiles (AAM), and surface-to-air missile (SAM) defence systems.
Escape systems
Although two-seat variants of the LCA are planned, the examples built to date are crewed by a single pilot on a Martin-Baker zero-zero ejection seat. The British Martin-Baker ejection seat is planned to be replaced with a locally-developed alternative.[67] To improve pilot safety during ejection, the Armament Research and Development Establishment (ARDE), Pune, India created a new line-charged canopy severance system, which has been certified by Martin-Baker.Flight simulator
To support the aircraft a dome-based Mission Simulator has been developed by the Aeronautical Development Establishment (ADE), Bangalore. It was inaugurated by deputy chief of air staff of Indian Air Force. It has been used to provide design support during the initial phase of LCA development in particular handling quality evaluation and planning and practicing mission profiles.Variants
Prototypes
- Technology Demonstrators (TD)
- TD-1 (KH2001) - 4 Jan 2001
- TD-2 (KH2002) - 6 June 2002
- Prototype Vehicles (PV)
- PV-1 (KH2003) - 25 November 2003
- PV-2 (KH2004) - 1 December 2005
- PV-3 (KH2005) - 1 December 2006 - This is the production variant.
- PV-4 - Originally planned to be a Naval variant for carrier operations, but now a second production variant.
- PV-5 (KH-T2009) - 26 November 2009 - Fighter/Trainer Variant
- Naval Prototypes (NP)
- NP-1 - Two-seat Naval variant for carrier operations.Rolled out in July 2010.[68]
- NP-2 - Single-seat Naval variant for carrier operations.
- Limited Series Production (LSP) aircraft
- LSP-1 (KH2011) - 25 April 2007. This LCA is powered by F404-F2J3 Engine.[69]
- LSP-2 (KH2012) - 16 June 2008. This is the first LCA fitted with F404-IN20 engine.[69]
- LSP-3 23 April 2010. The first aircraft to have the Hybrid MMR radar[41][42] and will be close to the IOC standard.
- LSP-4 (KH2014) - 2 June 2010 The first aircraft that was flown in the configuration that will be delivered to the Indian Air Force[43] In addition to the Hybrid MMR, the aircraft flew with a Countermeasure Dispensing System and an identify friend or foe electronic system.[70]
- LSP-5 (KH2015) - 19 November 2010 IOC standard with all sensor including night lighting in the cockpit, and an auto-pilot.[71]
- LSP-6 - Will be used to increase the Angle of Attack.[72]
- LSP-7 to LSP-8 - Will be given to IAF for user trials.
- SP-1 to SP-40 - Planned to fly by late 2013.
Planned production variants
- Tejas Trainer – Two-seat operational conversion trainer for the Indian Air Force.
- Tejas Navy – Twin- and single-seat carrier-capable variants for the Indian Navy. The LCA's naval variant is to be ready for carrier trials by 2013 and is slated for deployment on the INS Vikramaditya as well as the Vikrant class aircraft carrier.[73] It will be equipped for carrier operation with ski-jump take-off and arrested landing. It will include strengthened airframe and landing gear and the nose is drooped for better cockpit vision.
- Tejas Mark 2 - Featuring more powerful engine and refined aerodynamics. The Mark 2 is being developed to meet the Indian Air Staff requirements.[34]
Operators
- Indian Air Force
- Indian Navy- Signed an order for six Naval LCAs at an approximate cost of US$31.09 million per aircraft.[74]
Specifications (HAL Tejas)
- Crew: 1
- Length: 13.20 m (43 ft 4 in)
- Wingspan: 8.20 m (26 ft 11 in)
- Height: 4.40 m (14 ft 9 in)
- Wing area: 38.4 m² (413 ft²)
- Empty weight: 6,560 kg (14,460 lb)
- Loaded weight: 10,500 kg (23,100 lb)
- Max takeoff weight: 13,300 kg (29,540 lb)
- Powerplant: 1× General Electric F404-GE-IN20 turbofan
- Dry thrust: 53.9 kN (11,250 lbf)
- Thrust with afterburner: 85 kN (19,000 lbf)
- Internal fuel capacity: 2458 kg
- External fuel capacity: 2x1200 litre drop tank at inboard, 1x725 litre drop tank under fuselage.
- Maximum speed: Mach 1.8 (2,376+ km/h at high altitude) at 15,000 m
- Range: 3,000 km (1,840 mi) without refueling
- Service ceiling: 15,000 m (49,200 ft (engine re-igniter safely capable))
- Wing loading: 221.4 kg/m² (45.35 lb/ft²)
- Thrust/weight: 0.91
- Guns: 1× mounted 23 mm twin-barrel GSh-23 cannon with 220 rounds of ammunition.
- Hardpoints: 8 total: 1× beneath the port-side intake trunk, 6× under-wing, and 1× under-fuselage with a capacity of 4000 kg external fuel and ordnance
- Missiles:
- Air-to-air missiles:
- Python 5
- Derby[81]
- Astra BVRAAM
- Vympel R-77 (NATO reporting name: AA-12 Adder)
- Vympel R-73 (NATO reporting name: AA-11 Archer)
- Air-to-surface missiles:
- Kh-59ME TV guided standoff Missile
- Kh-59MK Laser guided standoff Missile
- Anti-ship missile
- Kh-35
- Kh-31
- Bombs:
- KAB-1500L laser guided bombs
- FAB-500T dumb bombs
- OFAB-250-270 dumb bombs
- OFAB-100-120 dumb bombs
- RBK-500 cluster bombs
- Others:
- Drop tanks for ferry flight/extended range/loitering time.
- LITENING targeting pod[78][79][80]
Hybrid MMR radar (Israeli EL/M-2032 back end processor with Indian inputs)[41][42]
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