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Indian Military Aviation - 21 Sept 2015

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Re: Indian Military Aviation - 21 Sept 2015

Postby Kartik » 14 Feb 2017 00:15

Seen for the first time, an IAF Mirage-2000TI with a Popeye (reportedly Popeye II aka Crystal Haze) stand-off precision guided bunker busting munition.

It is also armed with MICA IR with a live seeker and a dummy booster on the portside outerwing station and another one with an inert seeker and active booster at the front portside fuselage station along with a LITENING 3 LDP on the front starboard side station and 2 RP-522 1300l supersonic drop tanks.

Credits - Angad Singh


Image

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Re: Indian Military Aviation - 21 Sept 2015

Postby Kartik » 14 Feb 2017 00:18

HAL's Light Utility Helicopter in a new desert splinter camo
Image credit- Tarmak FB page
Image

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Re: Indian Military Aviation - 21 Sept 2015

Postby Cain Marko » 14 Feb 2017 05:16

Kartik wrote:
Seen for the first time, an IAF Mirage-2000TI with a Popeye (reportedly Popeye II aka Crystal Haze) stand-off precision guided bunker busting munition.

It is also armed with MICA IR with a live seeker and a dummy booster on the portside outerwing station and another one with an inert seeker and active booster at the front portside fuselage station along with a LITENING 3 LDP on the front starboard side station and 2 RP-522 1300l supersonic drop tanks.

Credits - Angad Singh


Image


Is this an upgraded bird since it is mica capable although doesn't mention a mica em suggesting the old radar could still be In play.

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Re: Indian Military Aviation - 21 Sept 2015

Postby Kartik » 14 Feb 2017 07:09

Its a Mirage-2000 TI. Upgraded, see the different radome, gray in colour- earlier ones were black. That tells you that its the RDY-2 inside.

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Re: Indian Military Aviation - 21 Sept 2015

Postby Sid » 14 Feb 2017 08:00

This particular Mirage was one of the first two upgraded I/TI standard.

Notice the tail no KT201 of the shop floor during upgrade in France and during handover ceremony

Image

Image

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Re: Indian Military Aviation - 21 Sept 2015

Postby Singha » 14 Feb 2017 08:14

this may be a scooter helmet question or a matter of photography skills, but why do the bideshi shopfloor gear and lighting always look more tfta and our HAL ones crude, dimly lit, with ladders and frames that look like a changu mangu iron workshop that makes house gates welded them together?

long ago I read that to build to mm precision of ef/rafale the shopfloor eqpt itself needs some precision civil engineering and alignment with ati adhunik bideshi instruments and that HAL was hoping to get that with MRCA assembly line

Image

Image

I think finally figured it out
- the photos are carefully done for best lighting and angle
- people are asked to get busy rather than just stand around even if there is no real work - this shows euro dynamism and work ethic
- the assembly buildings themselves are more modern glass and steel sheds than our old school cinder block CPWD construction, this frames the picture well
- their jigs, ladders etc ARE better finished, lighter and not over engineered thick designs from some workshop who does not care for looks just function.

lockheed boeing are the masters at this game ... just look at it - bursting with power, work ethic, technology, nm precision carbon fibre...

Image

its not that we do not have good photographers but the defence journos have no accompanying pro to take good photos and often use cellphones or just take whatever casual handouts are given. our good photographers work for magazines and event photography.

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Re: Indian Military Aviation - 21 Sept 2015

Postby shiv » 14 Feb 2017 08:52

Singha wrote:this may be a scooter helmet question or a matter of photography skills, but why do the bideshi shopfloor gear and lighting always look more tfta and our HAL ones crude, dimly lit, with ladders and frames that look like a changu mangu iron workshop that makes house gates welded them together?

its not that we do not have good photographers but the defence journos have no accompanying pro to take good photos and often use cellphones or just take whatever casual handouts are given. our good photographers work for magazines and event photography.

Even the worst areas can be made to look good by simple photograph composition skills which our press people lack. So far, in India, I think that anyone who owns a camera is a photographer. The point is to look through the camera and understand what will look bad and then leave that out or seek a better angle. No better way to tell lies than with photos.

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Re: Indian Military Aviation - 21 Sept 2015

Postby Sid » 14 Feb 2017 09:37

It looks dimly lit because it is. None of the HAL shop floor pictures has lights switched on, always relying on natural light.

Our shop floors also have striking resemblance to Su or Mig factories (in terms of arrangement to shop floor design), and that's because of huge influence from building Soviet machines for 3-4 decades.

Form follows function, simple.

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Re: Indian Military Aviation - 21 Sept 2015

Postby Singha » 14 Feb 2017 10:12

The nasik sukhoi line look good perhaps because its full of the big beasts under production so no dark empty hindu spaces

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Re: Indian Military Aviation - 21 Sept 2015

Postby Austin » 14 Feb 2017 11:14

Kartik wrote:HAL's Light Utility Helicopter in a new desert splinter camo
Image credit- Tarmak FB page
Image


Looks more pretty than the Dhruv in that desert cammo

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Re: Indian Military Aviation - 21 Sept 2015

Postby Indranil » 14 Feb 2017 13:03

They have done it! Come Aero India 2017, come TSR002.

Image
Photo courtesy: Writetake

Image
Photo courtesy: Livefist

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Re: Indian Military Aviation - 21 Sept 2015

Postby JTull » 14 Feb 2017 13:20

Singha wrote:
lockheed boeing are the masters at this game ... just look at it - bursting with power, work ethic, technology, nm precision carbon fibre...

Image


I don't see any of that in that picture.

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Re: Indian Military Aviation - 21 Sept 2015

Postby Neela » 14 Feb 2017 15:27

Image

Livefist:
We’ve received a ton of queries on the NAL Saras light civil aircraft, which has pretty much fallen off the radar in the eight years since a tragic crash of its second prototype killed an entire test crew outside Bengaluru. Livefist is happy to report that the reconfigured first prototype has just been handed over to the IAF’s Aircraft & Systems Testing Establishment (ASTE), which has conducted a few low-speed ground runs. The National Aerospace Lab’s (NAL) director Jitendra J. Jadhav is said to be looking at putting the Saras back into the air by June-July, though officers on the programme we met at the show said August-September was a more likely timeframe. In 2009, not long after a successful showing at that year’s Aero India, Saras Prototype 2 crashed about 30 km from Bengaluru. The tragedy nearly destroyed the programme itself. It’s taken eight years for these first tentative steps back towards development flight operations. Livefist wishes the team the very best.


Still no word on the spin and stall tests.

Confusing wording in the above.
1st one was overweight.
2nd crashed.
The 3rd is now the new "1st" prototype as mentioned above.
Last edited by Neela on 14 Feb 2017 15:32, edited 1 time in total.

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Re: Indian Military Aviation - 21 Sept 2015

Postby shiv » 14 Feb 2017 15:31

Neela wrote:Still no word on the spin and stall tests.

Are you conphusing this with Sitara? A 15 seat passenger aircraft is unlikely to be put into a deliberate spin test - unlike a jet trainer where trainee pilots will learn how to handle spin

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Re: Indian Military Aviation - 21 Sept 2015

Postby Neela » 14 Feb 2017 15:33

shiv wrote:
Neela wrote:Still no word on the spin and stall tests.

Are you conphusing this with Sitara? A 15 seat passenger aircraft is unlikely to be put into a deliberate spin test - unlike a jet trainer where trainee pilots will learn how to handle spin

Sorry. Yes..mixed it up with IJT. My mistake.

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Re: Indian Military Aviation - 21 Sept 2015

Postby Neela » 14 Feb 2017 15:37

No news on IJT Sitara too as of today from AI2017

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Re: Indian Military Aviation - 21 Sept 2015

Postby Kartik » 15 Feb 2017 01:32

Image

From Ananth Krishnan's twitter page

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Re: Indian Military Aviation - 21 Sept 2015

Postby Atmavik » 15 Feb 2017 01:37

Singha wrote:this may be a scooter helmet question or a matter of photography skills, but why do the bideshi shopfloor gear and lighting always look more tfta and our HAL ones crude, dimly lit, with ladders and frames that look like a changu mangu iron workshop that makes house gates welded them together?


The Sikorsky S-92 facility at TASL's Hyderabad unit

Image

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Re: Indian Military Aviation - 21 Sept 2015

Postby Indranil » 16 Feb 2017 03:21

High-resolution picture of the HTT-40 in flight.
Image

One might notice the modified tail from the first flight. No horn-balance and servo tabs on the rudder. Servo tabs on the elevators and ailerons have been retained.

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Re: Indian Military Aviation - 21 Sept 2015

Postby Indranil » 16 Feb 2017 11:08

Some more pics.

Image

Image

Image

Image

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Re: Indian Military Aviation - 21 Sept 2015

Postby Cybaru » 16 Feb 2017 11:13

Did anyone ask if the tires get super hot? :lol:
Gorgeous pictures by the way!!

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Re: Indian Military Aviation - 21 Sept 2015

Postby Venu » 16 Feb 2017 12:13

Indranil wrote:Some more pics.

Image


Gorgeous looking plane. A little streamlining of the canopy, in the lines of NLCA canopy, will make it look perfect.

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Re: Indian Military Aviation - 21 Sept 2015

Postby Philip » 16 Feb 2017 12:20

HAL Must establish a strict timeframe for testing the prototypes and bring it into prod. asap. Prod. rate and the chain of vendors,etc. req. for supporting the bird could begin.This will give confidence to the IAF which dumped its earlier offering which crashed all too frequently.

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Re: Indian Military Aviation - 21 Sept 2015

Postby Pratyush » 16 Feb 2017 12:31

Love the nose / side art on the side of the plane.

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Re: Indian Military Aviation - 21 Sept 2015

Postby jamwal » 16 Feb 2017 14:01

http://www.financialexpress.com/industr ... as/553575/

Modi revives three-decade-old plan to build India’s first passenger jet, a 14-seat aircraft, called Saras
India is reviving a three-decade-old plan to build its first passenger aircraft as the South Asian country struggles to join an exclusive club of Asian nations that have advanced far ahead in creating their own home-made jets.

HomeIndustry Modi revives three-decade-old plan to build India’s first passenger jet, a 14-seat aircraft, called Saras
Modi revives three-decade-old plan to build India’s first passenger jet, a 14-seat aircraft, called Saras
India is reviving a three-decade-old plan to build its first passenger aircraft as the South Asian country struggles to join an exclusive club of Asian nations that have advanced far ahead in creating their own home-made jets.
By: Bloomberg | Published: February 16, 2017 1:10 PM
The development of the twin-turboprop plane suffered a setback in 2009 when a test flight ended in a fiery crash, killing all three crew on board. (PTI) The development of the twin-turboprop plane suffered a setback in 2009 when a test flight ended in a fiery crash, killing all three crew on board. (PTI)
India is reviving a three-decade-old plan to build its first passenger aircraft as the South Asian country struggles to join an exclusive club of Asian nations that have advanced far ahead in creating their own home-made jets. A 14-seat aircraft, called Saras, is undergoing preliminary tests, Jitendra Jadhav, director of Council of Scientific and Industrial Research at state-controlled National Aerospace Laboratories, said in an interview in Bengaluru on Wednesday. The development of the twin-turboprop plane suffered a setback in 2009 when a test flight ended in a fiery crash, killing all three crew on board.
India may need a few hundred small planes that can carry less than 30 people over the next five to seven years for Prime Minister Narendra Modi to succeed in his plan to boost air links in remote areas of the country, according to Sydney-based CAPA Centre for Aviation. India’s air force, which has committed to purchasing 15 of the Saras planes, needs to test the aircraft before certifications and sale to commercial airlines, Jadhav said.
The process of getting full certification could take as long as three years, he said

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Re: Indian Military Aviation - 21 Sept 2015

Postby shiv » 16 Feb 2017 22:23

Pratyush wrote:Love the nose / side art on the side of the plane.

Apparently the Phoenix - a trainer symbolically arising from the ashes of the HTT 34

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Re: Indian Military Aviation - 21 Sept 2015

Postby ShauryaT » 16 Feb 2017 23:00

x-post from AMCA thread.

What if we focus AMCA to be an unmanned stealthy sensor detector, so with an AESA, IR, EOTS, RF, RWR, ESM, ECM providing the observation and orientation functions. But let the decision and action functions be controlled by a larger aircraft, staying a few 100 KM's from the sensor detector. The larger aircraft would have the sensor fusion functions on larger processors, with the ability to carry all type of LR A2A, A2G missiles and subsequently uses the stealthy sensor detector craft to cue in these long range weapons.

Advantages:

1. Such an unmanned stealthy AMCA would be cheaper to build and deploy. It would not need supercruise or even supersonic. No sensor fusion needed on the craft. No subsequent safety measures. Being relatively cheaper and unmanned the risk of it being shot down is affordable. You can deploy in mass.
2. All this data being collected from multiple sensor drones is collected and fused on a much large system, say on an IL-76 or C-130 type, let us call this the mother ship
3. Based on mission profile, the C-130 may stock up with A2G or ER BVR A2A weapons or both.
4. The mother ship is also accompanied by 4G fighters as backup
4. The costs for this system in offensive mode would be the relatively low cost sensor detectors and the relatively low cost A2G weapons. The ability to carry them in mass on larger mother ships or non stealthy fighters would be an advantage that will overwhelm most SAM systems.
5. In A2A mode, the cueing offered by the unmanned sensor detector will raise the pK of BVR missiles.

What's the purpose of this. The costs to build a bull blown 5G fighter with all its gizmos for India in meaningful timeframes is not an easy exercise. We are at least 20 years away from it. Instead, should we not focus on building an aircraft that can penetrate enemy air space but yet does not have the all the qualities of a fighter to escape if detected and that is affordable. Also focus on LR, low cost mass deployable weapons.

One huge issue with all 5G fighters is the payload they can carry, while remaining stealthy. The costs simply go up astronomically, when trying to build all this capabilities of a fighter, A2G, sensor detector and fusion on one single manned platform.

Thoughts?

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Re: Indian Military Aviation - 21 Sept 2015

Postby Indranil » 16 Feb 2017 23:29

Philip wrote:HAL Must establish a strict timeframe for testing the prototypes and bring it into prod. asap. Prod. rate and the chain of vendors,etc. req. for supporting the bird could begin.This will give confidence to the IAF which dumped its earlier offering which crashed all too frequently.

Believe it or not, changing HAL is easier than changing your opinion. The latter is impossible.

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Re: Indian Military Aviation - 21 Sept 2015

Postby Karan M » 16 Feb 2017 23:31

^^ just put a cyrillic sticker and see how fast that "opinion" changed

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Re: Indian Military Aviation - 21 Sept 2015

Postby Indranil » 17 Feb 2017 04:35

For now, let us see him side step this.

EXCLUSIVE: How A Secretive DRDO Lab Is Saving The IAF Su-30MKI

Image
DARE scientists Suneeta Awasthi Singh, Durga Prasad and Regu Kumar at their Aero India stand.

India’s Defence Research & Development Organisation (DRDO) has a rough time dealing with a reputation for waste and delays. To be sure, most criticism it faces is justified. Which is perhaps why it’s always heartening to hear about success. Scientists quietly working behind the scenes on small projects that are truly contributing to the lofty ideal of self-reliance. The story your correspondent reports on today isn’t doing just that — it’s also set to save the Indian Air Force precious capital going into the future.

It all begins with the Russian SAP51A* jammer pod that Moscow supplied with the Su-30MKI. After grappling for years with the pod, the Indian Air Force finally in 2015 realised it simply couldn’t use them for two reasons. One, they were heavy — and when slung onto wingtip hardpoints, they cut into flying envelope like a butcher’s knife.

‘With the Russian pods, the Sukhoi is basically a transport aircraft,’ one of the scientists says.

Image
The second issue is even worse. The IAF realised the SAP51A pod hadn’t been properly interfacing with the indigenous on-board radar warning receiver (RWR), therefore killing pilots’ chances to exploit both systems fully. While the reasons why the IAF took their time remains unclear (but at one level understandable), DRDO’s Defence Avionics Research Establishment stepped in immediately, offering to help. The result is the pod you see those three scientists standing next to in the photograph above.

DARE’s High Band Jammer (HBJ) pod begins dummy carriage trials in six months on an IAF Su-30MKI, with full integration within the year. By 2019, DARE has committed to seeing the pod become fully operational with the IAF’s Flanker fleet.

Significantly, the HBJ pod will be a fully indigenous one. A DARE scientist explains that the HBJ pod currently has three major systems: the integrated EW suite, the active array phased transmit-receive unit and the cooling system. While the first two have been rapidly developed in-house, the complex cooling system is in process, with DARE sourcing an Israeli system for the moment. The team says they’ll have a fully functional Indian cooling system on the HBJ pod before full integration trials by the end of the year.

Better still, the HBJ pod, the scientists tell Livefist, will spawn a family of EW sensors and systems for platforms like the LCA Tejas, MiG-29 and any other fighter the IAF chooses to operate.

The Indian Air Force, which has embraced the wares from DARE more than kit from most other DRDO labs is expectedly thrilled. An IAF Su-30MKI pilot at the show confirmed that the HBJ pod was a ‘very promising system’ and that ‘more than anything, it is our own in-house development, so I don’t have to run to the Russians if something doesn’t work’.

A DARE scientist associated with the project tells a familiar story: Russia’s unwillingness to share codes (or its insistence on an additional commercial understanding)
that could have helped manage the interfacing issues between the SAP51A pod and Indian RWR better and faster.

Incidentally, the indigenous DARE RWR on the IAF’s Su-30MKIs will also be replaced soon. The lab is in final testing of an all digital RWR (the existing system is analog) christened ‘Dhruti’ that will begin ground testing in May this year, followed by a phased installation across the fleet.

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DARE is one of the DRDO’s most low-profile laboratories and also one of its most successful. Its systems populate virtually every combat aircraft currently in service, including missile approach warning systems, mission computers and avionics of every kind.

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A final little flourish from the unassuming DARE stand at Aero India is the SIVA pod, a development from the nineties that didn’t quite work out and was quietly abandoned. Recently, scientists dusted out from the corner of a DARE warehouse when a team of scientists suddenly realised they could help the people at BrahMos save a penny on testing the airborne seeker on the BrahMos-A.

With the new DRDL-led imaging and monopulse RF seeker (IMR, for a future variant of the BrahMos) fitted into the Siva pod in a matter of days (the DRDL had tendered out for the integration process), the pod was quickly slung onto a Su-30MKI and sent up for the required airborne tests. It was an immediate success, with BrahMos Corp. sending a special word of thanks to the DARE team. Without that flash of brilliance from DARE, BrahMos would have had to hot-step it to Russia or elsewhere to get a testbed. And the Siva pod would have forever remained a failed relic from DARE’s early days. Instead it is now a valuable, cheap test-bed for high-performance systems.

‘Now we have a very capable in-house testbed capable of testing a variety of electronics and systems in the airborne regime. This is the beginning of a testbed capability that is normally very expensive to hire. It will be finetuned and evolved before being offered as a full-fledged service, perhaps even to foreign customers,’ says a DRDO officer.

1. *I think Aroor meant SAP518
2. I know how Philip saar will side-step this. IAF doesn't know how to use it. RuAF has shown us how to use it in Syria.

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Re: Indian Military Aviation - 21 Sept 2015

Postby nachiket » 17 Feb 2017 04:44

^^Karan's excellent post from SU-30 thread regarding the same issues is also relevant. So cross-posting here:
Karan M wrote:That's a great story at one level & is worrisome at others.

Aroor has heard SAP-518 as SAP-51A.

Looks like both Option 1 (EL/L-8222 SPJ) and Option 2 (SAP-518) haven't worked out. The good part is we finally have a new RWR and SPJ coming up, fingers crossed that these work. The Tarang faced masking issues (canards) and the EL/L-8222 faced interface and timing issues with the Bars radar. And now we hear the Tarang had issues with the SAP-518 (envelope due to the size of these massive pods apart http://www.ausairpower.net/VVS/KNIRTI-S ... VVK-1S.jpg).

Is it any surprise the Russians didn't help with Tarang issues with the SAP-518?

BARS did not work with EL/L-8222 and we had to go for the SAP-518.

Now if the Tarang does not work with the SAP-518, we would have had to go with a new Russian RWR as well.

I am hoping the DR-118 and this new pod work with Bars and DR-118 solves the issue of masking as well. Tarang had masking issues but not Bars compatibility issues so we seem to have worked out the timing aspect (radar ON, ESM recieve, ECM OFF etc).


Also tells us we need to be circumspect around bean counter (CAG reports) when they talk of tech. CAG had alluded RWR program for Su-30 MKI had been foreclosed. I had trawled through MOD reports and noted it made no sense to keep talking of DR-118 if the program was closed. Now we know it does exist and is an active program.

Lets hope it works and clears trials.

The DR-118 has a digital receiver. These are considered essential for detecting LPI signals. Very likely the DR-118 can possess this capability (DRDO does, its DLRL's Varuna ESM can classify LPI).

The other worrisome aspect - the Siva pod withdrawal. Siva was basically a higher capability RWR packaged into a pod for Kh-31 strikes. Per news reports, the Kh-31 was a dud and did not work. Very likely that has meant the Siva pod never got ordered in bulk and hence the need for the NGARM.

Like the Astra, the NGARM better come fast.

Basically, apart from their pre-FSU munitions, pretty much all "new" Russian stuff seems to have been handed to us with bugs galore. Some fixable (Bars radar, engines), some a continuing mess (munitions).

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Re: Indian Military Aviation - 21 Sept 2015

Postby srai » 17 Feb 2017 04:56

HTT-40 Aerobatics AeroIndia 2017
https://youtu.be/2OiBrTDb2p4?t=267

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Re: Indian Military Aviation - 21 Sept 2015

Postby srai » 17 Feb 2017 05:01

Surya Kiran Aerobatics AeroIndia 2017
https://youtu.be/2OiBrTDb2p4?t=2710

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Re: Indian Military Aviation - 21 Sept 2015

Postby Viv S » 17 Feb 2017 13:52

[X-posting from AMCA thread.]

Its good to see ADA being realistic about its targets. Its often hurt its credibility badly by making promises on delivery that it knew (or ought to have known) weren't doable. Though given the timelines it may be more practical to focus on a UCAV (AURA) instead rather than reinvent the wheel.

AMCA:
First flight - 2030
Low Rate Production - 2035
Series production/IOC ~ 2040

(Just for context; the F-35 production is scheduled to conclude in 2037. Roughly coinciding with the advent of the F/A-XX or alternative 6th gen models.)

EXCLUSIVE: India’s 5th Gen AMCA Targets 2030
Shiv Aroor Feb 16 2017

Cmde C.D. Balaji, chief at the Aeronautical Development Agency (ADA) met with Livefist at the Aero India show for a chat on the programme. ‘This will be our first big learning process. We need to be sure about the conformal antennas and shapes before we finalise the airframe,’ he says. Another very crucial application the team plans to bring into play is computational electromagnetics, to simulate in parallel how the concept jet deals with radar and other assaults built to beat stealth.

‘About 60-70% of the stealth we intend will come from the aircraft’s shape. The rest we are discovering as we develop the aircraft. Nothing like this has ever been attempted before,’ Balaji says. An AMCA model debuted at Aero India 2009, the first time anyone got a sense of what the ADA was looking to build.

The team at ADA expects full-scale engineering development till the prototype stage to take at least a decade. Livefist also learnt that the team now has a specific timeframe for a first flight: 2030, with low-rate production to begin in 2035. ‘If you consider that the LCA Mk.1 will be built till 2024 and the LCA Mk.2, when ordered, should be built between 2030-35, then 2035 is good target for production of the AMCA,’ Balaji says.

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Re: Indian Military Aviation - 21 Sept 2015

Postby rohitvats » 17 Feb 2017 15:52

^^^If the news about AMCA becoming available in 2035 time-frame is correct, then I finally know where the 200-300 requirement of fighters is coming from. And why we've separate categories for single and twin fighters. By 2030, IAF will need minimum of 250 more fighters to replace Mig-29, Mirage-2000 and Jaguar. I was hoping AMCA will start replacing them from 2028 onward. But does not seem to be the case.

Modi and Parrikar are thinking long-term and know more about our programs than we give them credit for. Also, I hope we persist with a genuine, full blooded Tejas Mk2 to fill some of the gap arising in the future - most of which will end-up with an imported twin engine fighter.

brar_w
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Re: Indian Military Aviation - 21 Sept 2015

Postby brar_w » 17 Feb 2017 16:05

For a design that is still evolving (at least till recently) and one that is still shopping for an engine, a 2028 induction target would be quite ambitious and would have made it the fastest fifth generation fighter development program in the world. For a historical context, the ATF saw DemVal prototypes appeared on the scene in 1990 and IOC was achieved with just air to air modes in 2005, or 15 years later. The X-35 flew in 2000 and IOC with limited multi-role capability was achieved in 2015, again around 15 years from full scale EMD commitment.

Don't have J series timelines and PAKFA is into its 8th year of flight testing and what we have is less than a dozen prototypes that have finished contractor testing and have transitioned to air force testing. This without its final engine. Both the F-35 and PAKFA engineering and development contracts were awarded 6 months apart so 15 years seems to be a pretty good timeframe to aim for between full scale development start to having production jets with initial operational capability handed over to operational units.

AdA's approach is in sharp contrast to that of KAI in Korea that has publicly claimed that it will complete a fifth generation, ground and flight test program in around 4 years :) including concurrent development testing and production. Even for mature and experienced design teams, doing a 5th generation program is hard and time consuming. Glad that the design team has established a realistic timeline. Having done that they can now work towards beating it.

arshyam
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Re: Indian Military Aviation - 21 Sept 2015

Postby arshyam » 18 Feb 2017 12:55

The armed advanced Hawk:

Image

arvin
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Re: Indian Military Aviation - 21 Sept 2015

Postby arvin » 18 Feb 2017 13:23

brar_w wrote:..........
AdA's approach is in sharp contrast to that of KAI in Korea that has publicly claimed that it will complete a fifth generation, ground and flight test program in around 4 years :) including concurrent development testing and production
....... .


Seems to be inspired from samsung note 7 Leadership. Hope the end product doesnt meet note7's fate.

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Re: Indian Military Aviation - 21 Sept 2015

Postby Viv S » 18 Feb 2017 14:45

rohitvats wrote:^^^If the news about AMCA becoming available in 2035 time-frame is correct, then I finally know where the 200-300 requirement of fighters is coming from. And why we've separate categories for single and twin fighters. By 2030, IAF will need minimum of 250 more fighters to replace Mig-29, Mirage-2000 and Jaguar. I was hoping AMCA will start replacing them from 2028 onward. But does not seem to be the case.

Could you please develop that argument? What difference does single engine/double engine make? And how does either substitute a stealth fighter like the AMCA?

Austin
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Re: Indian Military Aviation - 21 Sept 2015

Postby Austin » 20 Feb 2017 15:03

HAL to sign orders for 73 Advanced Light Helicopters, 106 HTT-40 trainers

http://economictimes.indiatimes.com/art ... aign=cppst


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