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    Tejas Radiance PDF

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    lupiv059330

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    © All Rights Reserved
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    Radiance of the Tejas The Brawn and Brains of the Light Combat Aircraft Lite most of te cent IAF Nee, the Teas is Ika to wear 8 fowsiz grey camauage scheme as wel as RAM texting, once tenors operational sevice. LCA above ¢ dei win Mpical Taoe sare BVRAAN and RSE COMS. The Elta Liening pod wil ato be standard. (Artwork by BHery) ‘ndia’s Light Combat Aircraft (named the Tejas or radiance) has made considerable progress since the fist flight of ‘Technology Demonstrator -1 (TD-1) on 4 January 2001. ‘The year 2004 saw launch ofthe Limited Series Production phase ofthe programme, which will oversee the production of 8 hnew aircraft to enter IAF squadron service. The LSP programme, running. parallel, will ensure faster development and induction of the LCA. However, itcannot be denied thatthe aircraft has had a somewhat protracted and tortured history, not assisted by some unrealistic intial projections and an unsupportve attitude in some Indian media ‘which was quick to mock, ridicule and condemn the project 10 failure atthe slightest sign of delay. ‘Yet, the LCA sagais fr froma litany of failure. Prom virtually nothing, India has created the infrastructure and technical prowess necessary to bring a modern combat aircraft from the drawing ‘board to operational induction Its testimony tothe persistence ‘and dedication of the Aeronautical Development Agency which shrugged off the invectives of naysayers and self-proclaimed experts toachieve what was undoubtedly a mammoth ask by any standard. TThe Aeronautical Development Agency (ADA) manages the development programme while HAL and DRDO labs constitute the principal partners. The initial projection for completion ofthe programme was far too optimistic andi largely attributable to a Jack of experience on the part of the design team and not alittle rnisinterpretation by an inept media. This was however not toaffect the high standards of requirements and technology to which the new fighter was going 1 be built, although these features, on the cutting edge of th generation technologies, could inno conceivable ‘way, correlate with the originally projected timelines and service entry date estimates. Despite inevitable delays and prolonged Schedules, the LCA’s capabilities wll remain not only contemporary butalso very scalable and upgradeable, all thanks to its technical features and avionics, both of which have actually seen further development and uperadation throughout the programme's various stages. They willbe discussed in depth in order to illustrate what ‘exactly the aircraft offers as a combat type for its operations. wartead of Mate BGL-1000 TECHNICAL CHARACTERISTICS OF THE AIRFRAME ‘Often ignored are the innovative and modern aerodynani concepts adopted in the Tejas, which includes a highly adapted ‘compound wing design with extensive wing-body blending andan arearuled fuselage. AL first glance, te aircrafts similar othe low aspect ratio tail-less delta design of the Mirage 2000 and smilie fighters but there is eal a word of difference inthe conextotie aerodynamic features discussed above and as follows. The programme has seen more extensive use of Computational Fi Dynamics (CFD) over wind tunnel esting, specially forthe The Tejas tort combat ate & ia) ratona vedo Imeet the deterce ods oi in te eaty 21s Cony ada be the foundation er hase Combat aircraft progamnes. The two LCA technology demonstrators and frst prototype vehicle in formation over Bangalore, design ofthe wing and optimisation of the fuselage shape The results obtained from light testing have not only be found to be extremely close to wind tunnel and CFD ‘computed data but also serve to demonstrate the LCA's Superiority to studied contemporaries suchas the Mirage 2000-5, inthe explored light regimes, Being adel, optimal performance is achieved inthe higher-speed, high-altitude flight regimes with low Supersonic and wave drag. Certain low speed and high alpha (AOA) performance and handling issues inherent to the delta wing design, are addressed through both FBW contro and certain aerodynamic features which also serve ‘ofully exploitthehigh-iftcharactecstics of the delta wing, not done on previous designs. The high-set wing ofthe ‘Tejasis essentially compound deta with a CFD optimised camber and twist and a unique low-swveep leading edge Detection of airborne and surface targets employing LPRF, MPRF and HPRF waveforms, depending onthe selected mode Platform motion compensation MTTand Doppler filtering (CFAR Detection Range-Doppler ambiguity resolution Scan conversion Display of target and ground map data on MFDs Realtime configurable to adopt to different modes of ‘operation > Online diagnostics : Built-in Test signals to identify faulty processor modules. ‘MMR Pulse-coupled Cavity TWT Developed by the Microwave Tube R&D Centre (MIRDC), the MPC 4068 isan inverted slot-mode Coupled -Cavity (inter- Toprepare the aircraft and systems for the intended missin In this mode, datas transfered to the various avionics and sess through the Data Preparation Cartridge (DPC), > The Acquisition and collection of mission data forte ‘updation ofthe inteligence database. Accumulated information ding the Operational Fiying Profile (OFP) stored on a Resident Cai Card (RCC). > Ground maintenance. Display processor (DP) and Video switching unit (VSU) ‘The Display processor acts as the symbol generation ut (SGU) for the MFDs and HUD and is based on four Intel 8940, ‘microprocessors. Dual redundant DPs feature in the technology «demonstrators. The VSU, located inthe main avionics bay posh the video signals onto displays. Multiple video signals fromtie sensors and camera are to be dynamically displayed aspertie convenience of the pilot and stored in a Video Tape Recon (VTR). The VSU switches monochrome and color video sign ‘nto any display based upon pilot command though the Misiaa ‘Computer (MC). Concurrently, the WSU can switch one ofthe Video signals for storage onto the VTR based on the MC command From PV-2 onwards, the DP, MC and VSU functions willle performed by the OAC, which replaces them and drives the HUD, MEDs and HMS. 86 —_——, _—_—________——_- UTILITY SYSTEMS MANAGEMENT SYSTEM (USMS) AND ECS Four LRUs featured on the Technology Demonstrators, the Environment Control System Controller (ECSC), Hydraulics, Engine and Electrical Monitoring System Electronics Unit (HEEMS-EU),, Digital Fuel Monitoring System Electronics Unit (DFM-EU), and ‘he Digital Hydraulics and Brake Management System Electronics Unit DE-EL), willbe combined into a dual redundant USMS on the PV-2. The USMS catersto control and monitoring, datalogging for fault diagnosis and maintenance. ‘Dual Redundant USMS The LCA’s Environment Control and Fuel Management Electronic Unit (SCFM-EU) and a dual lane digital controler with resident software code, interfaces with the aircrafts Environment ‘Control System (ECS) and manages the aircraft environment in ua! Redundant USUS terms of cooling and pressurisation, the oxygen system, bleed air, cooling pack temperature, ant-icing, cabin temperature control as wellas the cooling and pressurisation ofthe avionics bay, radar ancl sensors, engine bay ventilation, cabin sealing and wind screen demisting. Bleed air is routed from the 7th stage of the engine ‘compressor at a maximum of 600° C and 37 bars, following which, sixheat exchangers and aCold Air Unit (CAU) reduce the temperature and pressure for use in the ECS. The entire system is designed for performance under the extremes of IAF operating conditions, including tropical conditions. The controller LRU also operates and ‘manages the fuel system and refueling operations. ‘The HEEMS-EU, based on a 64 bit Power PC-750 processor, ‘operating at 500 mhz, manages and controls ll hydraulic, engine and electrical systems as well asthe secondary power system, starting system and fire detection system. Other functions include engine accessory bay and undercarriage system management, adaptive whee! brake management during take-off and landing, and nose wheel ‘ering management control COMMUNICATION AND NAVIGATION ‘The LCA’ secure and jam-proof voice and data communication system operates in the V/UHF band and employs a single LRU based, software driven, Integrated Communication Unit INCOM). ‘The operating frequency range is 108 to 399.975 Mhz, for communication in AM/FM and Data modes over 9240 channels, Thesingle-LRU unit was introduced in TD-2, replacing the 3 LRU comm, system featured on TD-I. It features frequency hopping, Direct Sequence Spread Spectrum technology and Secrecy among ‘other BOCM features, ‘The COM 1150A standby UHF unit use for sr-o-airand air {o-ground voice telephony conversation, isa 7000 channel UHE transceiver with an operating frequency range between 229 and 399.975 Mhz. ‘Tomeet the highly stringent navigation accuracies required, the LCA’ hybrid navigation system is centered around an inertial navigation system (INS) with a ing-laser-Gyro (RLG) combined with a GPS/GLONASS receiver. The RLG developed by RCI, is. based on Total Internal Reflecting Prism (TRP) technology and features a unique square laser cavity of 28 ems cavity length. Specifications include a Scale Factor Stability of Spm, a Non stability of 0.01°/Hr and Random Walk of 0.003°/Hir. The integration of GPS greatly enhances reliability, robustness as ‘well as the complete dependency on a stand alone system. This is system is however, still under development and PV-2 has been equipped with a Sagem Sigma-95 INS/GPS, which was also extensively tested on the “Hack” aircraft. Datalink ‘The LCA is provided with a separate secure multi-directional digital datalink, capable of a data rate of ® KB/s (min). Fitted along with the INCOM unt itenables el time reception and transmission of tactical and sensor information orfrom the Ground Control station, AWACS and/or other aircraft or buddy-buddy formation groups of ‘other LCA. Providing realtime multiplexed voice and data on the ‘threat environment or scenario, it considerably reduces dependency ‘on onboard sensors and ensures maximum situational awareness ‘withthe fusion of data from various platforms. Italso enbiances the coordination ofa strike group, Identification Friend or Foe (FF) ‘This IFF system, developed by CABS, basicaly consists of interrogator and transponder sub systems for air-to-air (IFF-AA) and air-to-ground (IFF-AG) interrogation. Targetircraft ited with acompatible transponder (IFF-1410A) receive the coded signal sent by the interrogator and replies in the specified direction with another ‘coded signal. These ae received by the interrogator, processed and sentio the radar data processor on the MIL-STD- 1553 Bus and the display units. RAM-1701A Radio Altimeter (RADALT) ‘This modular, solid state system acts asthe height finder forthe airraft over terrain, between O and 1500 meters of altitude. As with all major LRUs, the RADALT is provided a MIL-STD-1553 interface. SELF DEFENCE AND COUNTERMEASURES ‘Though very litte is known about the EW equipment used in the LCA, the mention ofa “softkill” capability by ADA hints at systems ‘geared to much morc than jus self-protection. Despite the availailty ofthe ver advanced Taran High Accuracy Direction Finder (HADF) Mk.II Radar-Warning-Receiver (RWR) system for the demonstrators, an even more advanced and further evolved system is expected to equip the production aircraft, The system traces it's roots to the, now obsolete, Tranguil RWR, originally destined to replace the RWRson the MiG-27ML and MiG-2, and was eventually, «evolved into the improved Mk.II variant which equips the MiG-21 Bison and the Su-30MKI in IAF service and represents a very advanced development, arguably the best of The entire Tarang system consists of a digital signal processing unt, a compatibility and control unit, radiofrequency Ese te ome a7 LIST OF LRUs and AVIONICS ponent javeloper 0 and LRDE, HAL, CABS MTADC MMR. MMR TW Pv2 LOP. Elta / alae! PV2 OP ‘ADE, DARE CU. RCL ADA TD-1/2, PV-1 S10, ADE / BEL $5 0-1/2, PV-1 (C810, ADE Pe Sextant Avionique 10-172, PV-1 Ett PV-2 HAL, HAL, HAL HAL z T-1/2, PV-1 iP LRDE PV-2 SU 7 SGU LRDE ‘TO-1/2, PV-2 TFF 14108 AB: V2 O TRE "TDs and Pre. Tis INCOM (single LRl HAL KADECU DARE | GTRE Kaver ae SSCOR HAL “TDs and PYS unit, an auxiliary power supply and an AMLCD multifunction display unit mounted inthe cockpit (ie the SSDU). Operating in the 2-18 GHz. frequency range, itis capable of intercepting and evaluating up to 64 hostile emissions from any type of airborne or ground based source, distinguishing and clasifying them separately. After identifying their type, direction and lethality levels, 16 emitter sources, based upon the threat situation, are displayed on the SSDU/MED along with audio(voice warning. An integral bezel control panel provides the necessary user interface and options to test the Self-Protection Jammer (SPJ) and the RWR. ‘When up against new and unknown emissions, the system records and captures threat emission data for subsequent analysis and exploitation. The existing threat database is then periodically updated. Apart from the basic functions of threat identification, the system is also capable of appropriately responding with jamming, countermeasures and/or cueing the pilot to initiate the appropriate evasive ‘measures. The Tarang is a software intensive system and provides 2 MIL-STD- 1553B communication interface for integration with the avionics and weapon systems and accesses the radar and FDR through the ARINC 429 interface. ‘The LCA’ self defence suites also equipped with a Laser Warning Receiver (LWR) and a Missile Approach Warning System (MAWS). For the intemal Self- Protection Jammer (SPJ), DLRL offer the Tempest EW unit, under production at HAL Hyderabad, whichis capable of noise CW and Pulse Repeater Jamming. Although TO 2 PV thisis another piece of standardised equipment he LCA’s Jammer is once again expected to be something of a further development, For Countermeasures, the LCA will havea range of dispensable payloads including chaff, IRCM aes ‘and aerosols launched from a countermeasures dispensing system (CMDS). 360° coverage forthe RWRis provided through four cavity backed spin antennae mounted on top of the tail ina speci fairing ENGINE CONTROLS Like most modem aircraft engines, the Kare engine forthe LCA being developed by GTRE, will ave adual redundant FADEC unit. GTREand the Mission Avionies Wing (MAW) of DARE ie ‘developed the Kaveri Digital Engine Control int (KADECU) with independent sensors foracquing Tho cgi engine contol unt of the Kav. RADE) (Photo © 8 Hany ) state of the engine and its feedback, The uni ‘mounted on the engine itself and operating 125° Cof ambient temperature, has fault tolerance with dual redundant configuration over operatingrange of the entire engine. In the case of conta uit failure, the control system components are design to gointoafail-freeze state giving the pilotenoagh time to change over to manual fuel contol mot TEJAS NOW, AND FOR THE FUTURE ‘Considering the in-heuse design an deepest ‘ofall major components, the Tejasis, witout dou ‘one ofthe most ingigenows aircraft in recent hist, ‘The programme asa whole, has not only createla state ofthe art combat aircrafttype but ako esta an entire level of infrastructure for the design evelopment and manufacture of technology wich will serve as abase for future projects, boheiilan and military. Several examples are acd stone, including the uperaded Jaguar 1S and MiG-27M, ‘besides Su-30MIKI, all using mission computes ‘ther avionics modules from the LCA progam and the HAL HIT-36 Sitara, which uses 120%) ‘equipment components fromthe LCA. Equippedto counter most potential thease 2istcentury air combat scenario, the Tejas willtd

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