Technical Capabilities of Tejas Aircraft

TECHNICAL CAPABILITIES OF TEJAS AIRCRAFT 2020-21 TECHNICAL SEMINAR REPORT
ACKNOWLEDGEMENT
I express my sincere thanks to the management of RAJYA VOKKALIGARA
SANGHA and BANGALORE INSTITUTE OF TECHNOLOGY, Bangalore for
providing the necessary infrastructure and facilities to carry out our project work.
I am privileged to thank my internal guide Mr. GIRISH B, Assistant Professor of

Mechanical Department for providing help and guidance needed for successful completion of
this technical seminar.
I would like to thank our project Co-Ordinator Mr. M R PRAVEEN KUMAR,

Assistant Professor, Mechanical Department, BIT, Bangalore for providing all the helps and
guidance needed for successful completion of technical seminar.
I would like to thank Dr. T V SREERAMA REDDY, Prof. & Head of Department of
Mechanical Engineering, BIT for his help and guidance throughout the period of this
technical seminar.
I take great pleasure in expressing my sincere thanks to Dr. M U ASHWATH,

Principal, BIT, Bangalore for having provided the facilities to carry out this technical
seminar.
I would like to express my sincere thanks to all teaching and non-teaching staff of
Department of Mechanical Engineering, Bangalore Institute of Technology, Bengaluru, for
their continued support throughout the seminar.
RAKESH P | DEPARTMENT OF MECHANICAL ENGINEERING,

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ABSTRACT
Light Combat Aircraft – TEJAS, it is the only indigenous aircraft ever built by India
which meets the standards of 4th generation fighter aircrafts. Being developed for more than
couple of decades, the aircraft was named as TEJAS by Former Prime Minister Atal Bihari
Vajpayee in his term. LCA Tejas being a light category fighter aircraft, it is known to
dominate other aircrafts of the same category because of its advancement in modern
electronic warfare systems, aggressive maneuverability, all weather adoptability, maximum
take-off weight, weapons it can handle, etc., In this report, an effort is made to briefly explain
the technological aspects of Light Combat Aircraft – TEJAS.

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TABLE OF CONTENTS
SL. NO. CONTENTS PAGE NO.
1 ACKNOWLEDGEMENT 1
2 ABSTRACT 2
3 TABLE OF CONTENTS 3
4 LIST OF FIGURES, TABLES 4
CHAPTERS
1. INTRODUCTION 5-8
2. HISTORY OF LCA TEJAS 9
3. OVERVIEW 10-12
4. DIFFERENT SYSTEMS OF LCA TEJAS

4.1. ENVIRONMENTAL CONTROL SYSTEM
5 4.2. POWER PLANT AND FUEL SYSTEM
4.3. ELECTRICAL & ELECTRONICS
SYSTEM 13-39
4.4. AVIONICS SYSTEM
4.5. HYDRAULICS SYSTEM
4.6. SEAT AND SAFETY SYSTEM
4.7. ARMAMENT SYSTEM
4.8. FLIGHT CONTROL SYSTEM
4.9. CONTROL SURFACES OF TEJAS
6 CONCLUSION 40
7 REFERENCES 41

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LIST OF FIGURES
Fig 1: Divisions of HAL
Fig 2: Light Combat Aircraft (LCA) – TEJAS
Fig 3: Block Diagram of Environmental Control System
Fig 4: F404-GE-IN20 Turbofan Engine
Fig 5: Location of Internal Fuel Tanks
Fig 6: Block Diagram of Fuel System
Fig 7: Electrical Power Generation and Distribution System
Fig 8: Digital Avionics and Glass Cockpit
Fig 9: Hydraulic System Architecture
Fig 10: Martin Baker IN16G Ejection Seat
Fig 11: Weapons Stations
Fig 12: Flight Control System
Fig 13: Control Surfaces of Tejas
Fig 14: Elevon
Fig 15: Elevon Actuator
Fig 16: Rudder Actuator
Fig 17: Rudder
LIST OF TABLES
Table 1: Fuel Tank Capacity

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1. INTRODUCTION
1.1. ABOUT HAL
Hindustan Aeronautics Limited (HAL): a primary Aerospace Company in Asia is
engaged in design, development and manufacturing of military and civil aircraft for over 75
years. The product range covers basic piston engine trainer aircraft to helicopters to
sophisticated state of the art deep penetration strike aircraft. Hindustan Aeronautic Limited is
an organization where integrated air borne weapons platforms are conceived, developed,
manufactured and serviced. It is one of the few corporate giants in Asia whose capabilities
span the entire range of activities from product conception to after sale support. HAL is also
involved in the manufacturing and assembly of structures requires for Indian’s space
programs.
The company which had its origin as the Hindustan Aircraft Company was incorporated on
23 Dec 1940 at Bengaluru by shri Walchand Hirachand a foresighted visionary in association
with the Government of Mysore with an Authorized Capital of Rs.4crores (paid by capital
Rs.40 lakhs) and with the aim of manufacturing aircraft in India. In March 1941, the
Government of India became one of the shareholders in the company holding 1/3 of its paid-
up capital and subsequently took over its management in 1942.
Hindustan Aeronautic Limited (HAL) came into existence on 1st October 1964. The company
was formed by the merged of Hindustan Aircraft Limited with Aeronautic India Limited and
Aircraft Manufacturing Deport, Kanpur. HAL is a fully owned Government of India
undertaking under the administrative control of Ministry of Defense, Department of Defense
Production. HAL is the largest Public Unit (PSU) under the department of Defense
Production and is a Navaratna Company. The Company takes up maintenance and overhaul
services
to cover the life cycle requirement of all the old and new products. Presently 13 types of
aircraft/ helicopters and 17 types of engines are being overhauled. In additional, facilities exit
for repair/ overhaul of various accessories and avionics fitted on aircraft of Russian, Western
and Indigenous design.
HAL is currently meeting the requirement of structure for aerospace launch vehicles and
satellites of ISRO through its dedicated Aerospace Division. Infrastructure has also been set

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up to undertake completed assembly of the strap-on L-40 stage booster. Structures for GSLV
MK 3 has been productionised. HAL has also contributed to Mars mission by supplying
riveted structure assemblies and welded propellant tankages for the Polar Satellite Launch
Vehicle (PSLV-C25).
Today. HAL has 19 production Units and 9 Research and Design Centers in 7 locations in
India. The Company has impressive product track record-12 types of aircraft manufactured
with in house R&D and 14 types produced under license. HAL has manufactured 3550
aircraft (which includes 11 types designed indigenously). 3600 engines and overhauled over
8150 aircraft and 27300 engines.
HAL has been successful in numerous R&D programs developed for both Defense and Civil
Aviation sectors. HAL has made substantial progress in its current projects:
HAL has made substantial progress in its current projects:
➢ Dhruv-Advanced Light Helicopter – Weapon System Integration (ALH_WSI)

➢ Tejas-Light Combat Aircraft (LCA)
➢ Intermediate Jet Trainer (IJT)
➢ Light Combat Helicopter (LCH)
➢ Various Military and Civil upgrades.

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1.2. DIVISIONS OF HAL

There are several divisions under Hindustan Aeronautical Limited. They are as under:
Fig 1: Divisions of HAL
1.2.1. BANGALORE COMPLEX

➢ IGMT Division Bangalore ➢ Engine Division Bangalore
➢ Aircraft Services Bangalore ➢ Aerospace Division Bangalore
➢ Aircraft Division Bangalore ➢ Foundry and Forge Division
➢ Overhaul Division Bangalore
1.2.2. MIG COMPLEX
➢ Aircraft Division Nasik
➢ Engine Division Koraput
➢ Aircraft Overhaul Division Nasik
➢ Sukhoi Engine Division Koraput

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1.2.3. ACCESSORIES COMPLEX

➢ TAD-Kanpur Division
➢ Accessories Division Lucknow
➢ Avionics Division Hyderabad
➢ Avionics Division Korwa
1.2.4. HELICOPTER COMPLEX
➢ Helicopter Division Bangalore
➢ Helicopter MRO Division Bangalore
➢ Barrackpore Division
➢ CMD Division Bangalore
1.3. PRODUCTS OF HAL

1.3.1. FIGHTER AIRCRAFT
➢ HF-24 Maruthi: MK1 and MK1T
➢ Tejas: Light Combat Aircraft
➢ Su-30MKI: a derivative of the Sukhoi Su-27
➢ FGFA: under joint development with Sukhoi Corporation
➢ AMCA: India’s indigenous stealth fighter (under development)
➢ MiG series
➢ Jaguar
➢ MIRAGE 2000
1.3.2. PASSENGER AIRCRAFT
➢ Dornier 228
➢ Indian Regional Jet
1.3.3. HELICOPTER
➢ Dhruv (ALH)
➢ Cheetah
➢ Chetak
1.3.4. SATELLITE LAUNCHER VEHICLES
➢ PSLV, GSLV, IRS, INSAT

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2. HISTORY OF LCA TEJAS

In 1983, IAF realized the need for development of an Indian combat aircraft for two
primary purposes. The principle and most obvious goal were 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. The LCA program’s other main objective was to serve as the vehicle for an
across-the-board advancement of India’s domestic aerospace industry. 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 programme was intended in part to further expand and
advance India’s aerospace capabilities.
To better accomplish these goals, the government choose 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 the product of Hindustan
Aeronautics Limited (HAL), responsibility for the development of Tejas actually belongs to
ADA, a national consortium of over 100 defense laboratories, industrial organizations, and
academic institutions with HAL being the principal contractor.

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3. OVERVIEW
LIGHT COMBAT AIRCRAFT (LCA) - TEJAS
TEJAS is the smallest and lightest Multi-Role Supersonic Fighter Aircraft of its class.
This single engine, Compound-Delta-Wing, Tailless Aircraft is designed and developed by
ADA with HAL as the principal partner along with DRDO, CSIR, BEL, DGAQA and IAF to
meet diverse needs of the Indian Air Force (IAF). TEJAS is an amalgamation of
contemporary concepts and technologies such as relaxed static-stability, fly-by-wire Flight
control, advanced glass cockpit, integrated digital avionics systems and advanced composite
materials for the airframe.
Fig 2: Light Combat Aircraft (LCA) – TEJAS
PERFORMANCE
• Max speed Supersonic at all altitudes
• Service Ceiling 50,000 ft
• ‘g’ Limits +8/-3.5
DIMENSIONS
• Span 08.20 m

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• Length 13.20 m
• Height 04.40 m
WEIGHT
• Take-off Clean 9800 kg
• Empty 6560 kg
• External Stores 3500 kg
POWER PLANT
• F404-GE-IN20
SPECIAL FEATURES OF TEJAS
• Compound Delta Planform
• Relaxed Static Stability
• Composite Structure
• Fly-by-wire Flight Control
• Computer based monitor and control of Electro Mechanical Systems
• Multi-Mode Radar
LCA ASSEMBLY
Sequence of operations
➢ Front fuselage jig calibration and fabrication
➢ Centre fuselage jig calibration and fabrication
➢ Rear fuselage jib calibration and fabrication
➢ Coupling front, center and rear fuselage
➢ FOD check on fuselage
➢ Wing jig calibration and wing fabrication
➢ Nose box, slats, elevons, rudder jig calibration and fabrication

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Equipping and final assembly
➢ Environmental Control System
➢ Power-plant and Fuel System
➢ Flight Control System
➢ Hydraulic and Landing Gear System
➢ Seat and Safety System
➢ Electrical and Electronics System
➢ Pylons, drop-tanks, missiles, brake parachute
All systems are routed and looming is done. RFT-Request for Test is done. All line
replaceable units are tested and malfunction is corrected.
SUB-SYSTEMS OF LCA
1. Environment Control System (ECS)
2. Power-plant and Fuel System (PFS)
3. Electrical and Electronics System (E&E)
4. Hydraulic System (HYD)
5. Seat and Safety System (SSS)
6. Flight Control System (FCS)

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4. DIFFERENT SYSTEMS OF LCA TEJAS

4.1. ENVIRONMENTAL CONTROL SYSTEM
The Environmental Control System (ECS) makes the interior environment of the aircraft
comfortable and habitable for human beings. The ECS supplies a flow of fresh air through the
cabin, controls temperature for crew comfort and pressurizes the aircraft cabin to make the
environment acceptable. The ECS controls the interior environment of the aircraft for flight
crew and the equipment. The aircraft is provided with a simple and efficient environmental
control system consisting of high-pressure water separator, automatic temperature control and
cabin pressurization.
The major functions of environmental control system are
• Air conditioning system of cockpit

• Pressurization system
• Canopy sealing system
• De-mist system
• Fuel tank pressurization
• Avionics cooling system
• Radar pressurization system
• Radar cooling system
The air cycle refrigeration is the predominant means of air conditioning in TEJAS. Based on
Joule or Reversed Brayton air cycle, this system utilizes high pressure, high temperature
bleed air, extracted from the seventh stage of compressor of main engine. It is first routed
through a pre-cooler and then through a primary heat exchanger where temperature is brought
close to the ram-air temperature. After having passed through the cold air unit (CAU) it is
again, led through a secondary heat exchanger for further removal of heat. The air then passes
through a re-heater. It is finally expanded in the condenser to obtain sufficiently cold air. A
water separator placed at the exit of the condenser helps in removing the moisture condensed
during expansion process. This air is then delivered into various systems for cooling,
ventilation, and air pressurization requirements.

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Fig 3: Block Diagram of Environmental Control System

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4.2. POWER-PLANT AND FUEL SYSTEM

4.2.1.POWER-PLANT SYSTEM
The power-plant used in TEJAS is F404-GE-IN20. It is a low bypass ratio twin spool
turbofan engine with after burner. The engine operates on the basis of Brayton cycle, which is
a constant pressure cycle as combustion takes place at constant pressure in the combustion
chamber. During this period the volume increases with increase in velocity. The gasses
expand in the turbine and exhaust through the nozzle and produce the thrust.
The F404-GE-IN20 engine has six major modules and an accessories assembly. The engine
has two rotor systems. The low-pressure system consists of three-stage fan driven by a single
stage low-pressure turbine with maximum rpm of 13270. The high-pressure system consists
of seven-stage axial flow compressor driven by a single stage high-pressure turbine
maximum rpm of 16810. Both the fan and the compressor incorporate a variable geometry
system. The engine has an annular combustion chamber with 18 fuel injectors and the power
to drive the accessories is extracted from the engine by the engine mounted accessory
gearbox. The engine is fitted with after burner and variable exhaust converging-diverging
nozzle.
The engine specifications are as follows,
• Bypass ratio = 0.34
• Minimum air flow rate = 70.6 kg/s
• Overall pressure ratio = 27:1
• Dry thrust = 5544 kg at intermediate rated power rpm
• Maximum thrust = 8322 kg in after burner mode
• Maximum thrust = 8842 kg in combat rating mode
• Weight = 1059 kg
• Length = 3922 mm

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• Diameter = 883.92 mm
Fig 4: F404-GE-IN20 Turbofan Engine
The engine is fitted with FADEC Full Authority Digital Engine Control. It controls all the
performance of the engine. Compressed air is tapped from 7th stage for environmental control
system. The major components installed on the engine and the engine accessories are as
follows:
• Jet Fuel Starter (JFS)

• Alternator
• Variable Exhaust Nozzle (VEN) Power Unit
• Fuel Metering Unit (FMU)
• Main Fuel Pump (MFP)
• Afterburner Fuel Pump (ABFP)
• Afterburner Fuel Control (ABFC)
• Lube and Scavenge Pump
• N2 Core Speed Transmitter
• Hydraulic Pump
• Fuel Cooled Oil Cooler (FCOC),

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4.2.2.FUEL SYSTEM
The purpose of fuel system is to provide uninterrupted fuel supply to engine under all
conditions of flight. The fuel system has integral fuel tanks in the fuselage, in the port side
wing and starboard side wing. In addition to this the aircraft is capable to carry three Drop
Tanks (DT) i.e., one Center Drop Tank (CDT), two in-board Wing Drop Tanks (WDT).
The tanks F1A, F1 top, F1 bottom, F2 are located in fuselage. F1A tank is located under the
avionics bay. F1 top and F1 bottom is located between 22nd and 24th station. F2 tank is
located between 24th and 30th station. Except F1 and F2 other fuel tanks are pressurized. The
internal tanks are pressurized with 6.3 psi. Drop tanks of 1200 liters, 800 liters capacity is
fixed at the inboard, mid board and at belly pylons. They are pressurized with 10.3 psi. The
tanks are pressurized by environmental control system.
Fig 5: Location of Internal Fuel Tanks

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Table 1: Fuel Tank Capacity
Tank Capacity
F1/F2 Tank 798 Kg
F1A Tank 436 kg
Wing Tanks 1224 kg (2 x 612 kg)
Wing In-Board Drop Tanks 1872 kg (2 x 1200 liters) or 1248 kg (2 x 800 liters)
Center Drop Tank 566 kg (725 liters)
The fuel system incorporates a pressure refueling/defueling connector to refuel/defuel the

aircraft from a single point. This refueling/defueling connector is installed at port side of the
aircraft between stations 21 and 22. All tanks are provided with filler caps to enable gravity
refueling.
Environment Control and Fuel Management–Electronic Unit (ECFM-EU) does the fuel
management functions. The ECFM-EU is a microprocessor based digital electronic unit,
which performs the following:
- Fuel content estimation of all the internal tanks

- Refuel management functions in conjunction with Ground Refueling Panel (GRP)
- Fuel de-totalizing to estimate the fuel remaining at any instant.
- Fuel transfer monitoring.
- Fuel system monitoring and warning generation

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Fig 6: Block Diagram of Fuel System
The fuel used in the aircraft is DERD 2494 /AVTUR F- 35/ JET A-1. The following aircraft
systems are cooled by fuel:
- Hydraulic system 1
- Hydraulic system 2
- Aircraft Mounted Accessory Gear Box oil system
- Integrated drive generator oil system
The fuel system is provided with redundancy to enhance the system reliability. Two Booster
Pumps (BP1 and BP2) are installed in the supply tank for engine
fuel supply system redundancy. The BP2 comes into operation when BP1 fails or switched
off.

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When BP1 and BP2 are failed, the engine can suck the fuel through failed BP1 and operate
below 9.2 Km altitudes with certain degradation in performance. The gravity refueling is a
redundancy for single point pressure refueling. The aircraft fuel system pipelines are mainly
made up of aluminum alloys. These pipelines are joined by flexible coupling/rigid coupling.
This facilitates easy installation and disassembly of pipelines and also allows for structural
deflections at the pipe clamping points. These inter-flex couplings are used to join two
pipelines and also to join tubes to equipment.

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4.3. ELECTRICAL AND ELECTRONICS SYSTEM

4.3.1.ELECTRICAL SYSTEM
The TEJAS aircraft is provided with a Basic Hybrid Power Generating System (both
AC and DC generation) and two batteries for emergency backup. The main power system in
LCA is a 115 v 400 Hz ac system, rated 30/40 kVA capacity. The standby sources are a 5-kW
dc generator on engine gear box EGB and a 5 kVA 115/200 V AC hydraulic driven
generator. There are also 2 HMDGs dedicated to FCS. The main power source caters to the
entire electrical load requirements. DC loads are fed by two 250-amp transformer rectifier
units (TRUs) working in parallel. The batteries are kept float charged on DC emergency bus
bar.
One 44 AH, 24 V Nickel Cadmium (Ni-Cd) Battery (Battery-1) provides power to all
emergency DC loads, in case of electrical emergency/engine flameout. This battery is kept on
float charge, when either the 5 KW standby DC Generator or any TRU is on line. The other
44 AH, 24 V Nickel Cadmium (Ni-Cd) Battery (Battery-2) is exclusively for driving Electric
Motor Driven Pump (EMDP), in case of hydraulic emergency. This battery is also kept on
float charge, when either the 5 KW standby DC Generator or any TRU is on line.
AC and DC power will be available right from engine ground idle rpm to maximum rpm. The
power factor of the ac equipment will, under steady state conditions, be as near to 1 as to
practicable, in worst conditions of full load it will not be expected to be less than 0.7 AC and
DC power supply will confirm to requirements of MIL-STD-704D.

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Fig 7: Electrical Power Generation and Distribution System

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4.4. AVIONICS SYSTEM

Avionics system includes an Open Architecture Computer (OAC) designed and
developed by ADA, combines the functions of earlier mission computer, display processor,
video switching unit and mission preparation and retrieval unit. It is designed based on open
system interfaces standards, which provides interoperability, scalability, and portability. OAC
drives three Multi-Function Displays, HUD and the Helmet-Mounted Display. This open
architecture design will allow the designers to continuously adapt and upgrade Tejas to meet
the challenges of modern warfare.
The major functions performed by the LCA Avionics and Weapon System are:
• Operational (or mission) functions including fire control functions
• Mission preparation and data retrieval functions
• System-crew dialogue functions
• Aircraft communication functions
• Integrated maintenance functions
The operational functions include Navigation Guidance functions as well as Air-to-Air, Air-
to-Ground and Air-to-Sea weapon functions. Mission preparation involves the preparation of
a data cartridge on the ground and transferring this information onto the aircraft. Data
retrieval consists of the avionics system recording or storing information on the data
cartridge, which could then be read on the ground. System-crew dialogue functions include
cockpit controls/inputs management, display synthesis and management, and warnings
management. Aircraft communication functions include both voice and data communication.
Integrated maintenance functions include both in-flight maintenance and on-ground
supplementary maintenance.

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In the LCA, a number of utility system management systems (USMS) are integrated with the
AWS. These systems are for fuel/oxygen management, engine health monitoring,
environmental control system management etc. The above-mentioned functions are achieved
through integrated functioning of the Mission Computer, sensors, controls, displays and the
weapon systems - all software driven and in real time mode.
Fig 8: Digital Avionics and Glass Cockpit

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4.5. HYDRAULICS SYSTEM

The Tejas aircraft is provide with a reliable hydraulic power system for maximum combat
survivability and for operational readiness. The hydraulic power system consists of two
independent system namely system 1 (RH) and system 2 (LH). In addition to this an
emergency system provides hydraulic power in the event of system 1 and system 2 failure.
The hydraulic fluid pipe lines are routed sufficiently apart to enhance operational reliability.
System 1 and system 2 simultaneously supply power to primary flight control system. Two
more power sources namely Engine Driven Pump (EDP) and Electric Motor Driven Pump
(EMDP) provide emergency hydraulic power. The system 2 is coupled with EDP, which is
mounted on engine gearbox and supplies hydraulic power in case of pump 2 failures. The
EMDP provides emergency power when system 1 and system 2 fail.
The hydraulic power system consists of main hydraulic pump (RH & LH), engine driven
pump, electric motor driven pump, boot strap reservoir (RH & LH), accumulators (RH &
LH), accumulator (wheel brake), high pressure filters, low pressure filters and case drain
filters.
The different systems operated by hydraulic power are:
• Primary flight control actuators of in-board elevons, outboard elevons and rudder
• Two Hydraulic Motor Driven Generators (HMDG 1 and 2) supply independent
electrical power to Flight Control System (FCS)
• Secondary controls namely leading-edge slats and airbrakes
• Undercarriage system, wheel brake system (Brake Management System) and nose
wheel steering system
• Hydraulic Motor Driven Generator (HMDG 5 KVA) for emergency electrical power
generation and Hydraulic Motor Driven Fuel Pump (HMDFP) for emergency fuel
supply
• Parking brake

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4.5.1.WORKING
When engine of the aircraft is ‘ON’, a Power Take-Off (PTO) shaft drives an Aircraft
Mounted Accessory Gear Box (AMAGB), which in turn drives two independent hydraulic
pumps. During normal operation, these pumps deliver hydraulic power to hydraulic System
1, and System 2. The EDP supplies hydraulic power to System 2 when system pressure drops
below 260 bars. The Electric Motor Driven Pump is provided for emergency hydraulic power
at a rated pressure of 210 bars. These pumps are named as Pump 1, Pump 2, Pump 3 and
EMDP.
Pump 1 of System 1 supplies power to ‘Piston end’ of tandem actuators of Elevons, Rudder
and to Hydraulic Motor Driven Generator (HMDG - 1). The Pump 1 also supplies fluid
through an isolation valve to Undercarriage (normal operation), Wheel Brakes (normal
operation), Leading Edge Slats, Nose Wheel Steering, Hydraulic Motor Driven Generator
(HMDG 5KVA) and to Hydraulic Motor Driven Fuel Pump (HMDFP).
Pump 2 of System 2 supplies power to the ‘Mounting end’ of tandem actuators of Elevons,
Rudder and to the Hydraulic Motor Driven Generator (HMDG 2). This pump also supplies
fluid through an isolation valve to Undercarriage (Emergency operation), Wheel Brakes
(Standby), Airbrake and Parking brake.
Pump 3 (EDP) supplements Pump 2 output flow, if the pressure in System 2 drops below 260
bars. The EDP is a backup for System 2. This is mounted on engine gearbox LH side.
Electric Motor Driven Pump (EMDP) supplies fluid only to primary flight control actuators
in the event of failure of Pump 1, Pump 2 and Pump 3 or engine failure. The EMDP is
located between stations 30 and 31 LH side.

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Fig 9: Hydraulic System Architecture

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4.6. SEAT AND SAFETY SYSTEM

4.6.1.EMERGENCY ESCAPE SYSTEM (EES)
Emergency escape system EES from the aircraft in case of emergency is done by
means of an ejection seat on which the pilot sits. The ejection seat is designed to seat the pilot
comfortably in the cockpit where he can operate all controls and it provides a means of
escape aid in emergency.
The ejection seat used in Tejas is a Martin Baker IN-16G. It is a light weight, fully automatic,
cartridge operated; rocket assisted ejection seat providing safe ejection for most combinations
of aircraft altitude, speed, attitude within the envelope of 0 to 600 knots speed and o to 50000
ft altitude. The seat is specified to support zero level ejection and zero speed ejection.
Ejection is initiated by the pulling of the seat ejection handle situated on the front of the seat
pan. The seat has got a capability to eject through the canopy in case the canopy removal
system fails to function, the seat is provided with manual separation system to cater the
possible failure of automatic system.
The seat is ejected by the action of gas pressure developed within an ejection gun due to the
firing of cartridges. A rocket mounted under the seat pan fired as ejection gun approaches the
end of its stroke by a catapult operated rocket firing unit. The combined thrust will take the
seat/man mass to a sufficient height to enable the parachute to develop properly before the
pilot impacts the ground even if the ejection initiation has been done at zero altitude and zero
speed condition.
Behind the head rest of the seat the head box or parachute container is located which contains
the main parachute. A drogue container containing a drogue parachute, which is smaller than
the main parachute, is fitted with the head box. Immediately after ejection the drogue
parachute will open to initially stabilize the seat.

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Fig 10: Martin Baker IN16G Ejection Seat
The seat is provided with a survival pack, called the pilot survival pack PSP which contains
27 items which are essential to pilot’s survival for at least 2 days. The PSP includes a
dingy/sleeping bag and has the facility for carrying extra water for desert operation.
EES consists of 3 systems, namely
• Canopy Severance System
• In-flight Egress System
• Ground Egress System.

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4.7. ARMAMENT SYSTEM

The purpose of the armament system is to carry stores and missiles and be able to
release/fire them in all conditions of the flight. The Tejas aircraft has 8 stations where it can
carry store, missiles and a gun. Three stations are located under each wing, namely, in-board,
mid-board, out-board pylons. Two other stations are located on the left-hand side of central
fuselage where the central drop tank is rarely fitted. The gun will be fitted to the right side of
the central fuselage. The in-board and mid-board pylons are used to carry stores/bombs and
drop tanks while the out-board pylons used to carry missiles. The gun fitted on Tejas aircraft
is a Russian GSH-23. Each store is connected to an ejector release unit ERU fitted inside the
in-board and out-board pylons by means of suspension hooks. When the stores have to be
released the suspension hooks are actuated electromagnetically to first disconnect them.
Cartridges fitted into the ERU are ignited simultaneously and the heat generated from this
increases the pressure of gas filled in the ERU. This forces the release of stores. The out-
board pylon is fitted with the launcher to which the missiles are attached. When laser guided
bombs are used, a dedicated laser designated pod is fitted to the in-board pylon to guide them.
4.7.1.COUNTER MEASURE DISPENSING SYSTEM

The counter measure dispensing system (CMDS) is a microcontroller-based system.
Either pilot or rear warning radar RWR activated which protects the aircraft from ground and
air threats by dispensing chaffs and/or flares.
4.7.2.COUNTER MEASURE DISPENSING SYSTEM

The counter measure dispensing system (CMDS) is a microcontroller-based system.
Either pilot or rear warning radar RWR activated which protects the aircraft from ground and
air threats by dispensing chaffs and/or flares.

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Fig 11: Weapons Stations
4.7.3.BRAKE PARACHUTE
After touchdown, the end cap located above the exhaust at the aircraft rear is ejected
pulling out the drag chute or brake parachute. The drag chute opens up and provides air
resistance and thus drag required to assist the aircraft to decelerate and come to a halt.

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4.8. FLIGHT CONTROL SYSTEM

The flight control system converts pilot’s maneuver specific commands into electrical
signals that actuate control surfaces of the aircraft and enables the aircraft to achieve the
desired motion or trajectory. Rate gyro sensor assembly, Air Data Computers (ADC) and
Accelerometer sensor assembly sense the angular rates of the aircraft, its velocities and
accelerations. The sensed values are converted into electrical signals and depending upon the
differences between the sensed and commanded values, proportionate electrical signals are
given to primary and secondary actuators of the aircraft. The relationship between aircraft
motion and control surface positions are called Control Laws (CLAW). These laws are
incorporated in the DFCC. All these elements together constitute the flight control system of
the aircraft. As our project deals with leading edge slat actuators, it is essential to know to
detail about the flight control system.
Fig 12: Flight Control System.

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4.8.1.FLIGHT CONTROL SYSTEM OF TEJAS
Tejas is a single engine, tailless, compound delta wing aircraft, which is

longitudinally unstable. It is designed as a small delta wing machine which Relaxed Static
Stability (RSS) to enhance maneuverability performance. The conventional 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. This quality tends to oppose the
pilot’s efforts to maneuver. An aircraft with negative static stability i.e., RSS on the other
hand, quickly departs from level and controlled flight unless the pilot constantly works to
keep it in trim. This enhances the maneuverability, but it is very difficult for the pilot to
control with a conventional mechanical flight control system.
The relaxed static stability is made practical on the Tejas by a new technology i.e., the fly-by-
wire control system. This system uses digital flight control computer to electronically
stabilize the aircraft. This aircraft is equipped with a quadruplex digital fly-by-wire flight
control system for easy handling by the pilot. Its aerodynamic configuration is based on a
pure delta wing layout with shoulder-mounted wings. Its control surfaces are electrically
actuated and hydraulically operated.
The wings leading edge incorporates three sections of slats to generate vortex lift over the
inner wing and high energy airflow along the tail fin. This improves the high angle of attack
stability, improves lift/drag ratio and prevents departure from control flight. The wing trailing
edge is occupied by two segments of elevons to provide pitch and roll control. The only
empennage-mounted control surfaces are the single piece rudder and two airbrakes located in
the upper rear part of the fuselage, one each on either side of the fin.
The flight control system operates in various modes from take-off to up and away flight to
landing. Transition from one mode to other takes place gradually through suitable mode
switching logic and control law features. The software controlling these modes enables
smooth operation and prevents from in advert operation during mode transition.

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4.8.2.WORKING PRINCIPLE
The flight control system converts pilot’s maneuver specific commands into electrical
signals that actuate control surface of the aircraft and enables the aircraft to achieve the
desired motion or trajectory. Rate gyro sensor assembly, air data computers and
accelerometer sensor assembly sense the angular rates of the aircraft, its velocities and
accelerations. The sensed values are converted into electrical signals and depending upon the
differences between the sensed and commanded values proportionate electrical signals are
given to the primary and secondary actuators of the aircraft. The relationship between the
aircraft motion and control surface positions are called control laws. These laws are
incorporated in the digital flight control computer.

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4.9. CONTROL SURFACES OF TEJAS
Control surfaces of an aircraft can be broadly classified as
4.9.1. Primary Control Surfaces and

4.9.2. Secondary Control Surfaces
Fig 13: Control Surfaces of Tejas
4.9.1.PRIMARY CONTROL SURFACES

Elevons are aircraft control surfaces that combine the functions of the elevator (used
for pitch control) and the aileron (used for roll control), hence the name. Elevons are installed
on each side of the aircraft at the trailing edge of the wing. When moved in the same
direction (up or down) they will cause a pitching force (nose up or nose down) to be applied
to the airframe. When moved differentially, (one up, one down) they will cause a rolling
force to be applied. These forces may be applied simultaneously by appropriate positioning of
the elevons e.g., one wing's elevons completely down and the other wing's elevons partly
down.

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Fig 14: Elevon
In Tejas, there are two elevons installed in trailing edge of each wing. The pilot controls the
pitch angle of the aircraft with forward and aft movement of the control stick for pitch motion
of the aircraft. The pilot uses left and right movement of the control stick for roll motion of
the aircraft. The pilot gives command as roll input and pitch input by using modular control
stick assembly. The output from the control stick goes to the DFCC. The DFCC implements
the control laws to the pilot’s input and other sensor inputs and generates the output for
driving the elevon actuator for the required movement of the elevon control surface.
There are four elevon actuator used by Tejas for the accomplishment of its roll and pitch
function. Two elevon actuators are installed to either side of the aircraft at the trailing edge
underneath the wing. Each elevon actuator is mounted by means of two brackets namely
operating horn towards the flap side and a fixed bracket towards the wing side.

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Fig 15: Elevon Actuator
Rudder provides directional control of the aircraft along the vertical axis. It moves left or
right to control yaw. When the right rudder pedal is pressed in the cockpit, the rudder is
deflected to the right side and the aircraft is yawed to the right. The aircraft is yawed to the
left side when the left rudder pedal is pressed. In Tejas the rudder is attached to the trailing
edge of the vertical stabilizer. One rudder actuator is used for performing the control of yaw
motion. Extension of rudder actuator allows the aircraft to turn to left direction and retraction
of rudder actuator allows the aircraft to turn to right direction when viewed from the pilot’s
sitting position.
Fig 16: Rudder Actuator

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Fig 17: Rudder
The pilot gives command as a yaw input by using rudder pedal and the output from rudder
pedal goes to DFCC. The DFCC implements the control laws to the pilot’s input and
generates the output for driving the rudder actuator for the required movement of the rudder
control surface.

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4.9.2.SECONDARY CONTROL SURFACES

Slats and air-brakes are the secondary control surfaces of Tejas. Slats are movable
control surfaces that are attached to the leading edge of the wing. When the slat is retracted, it
forms the leading edge of the wing. When the slat is open (extended forward), a slot is
created between the slat and the wing leading edge. High energy air is introduced in to the
boundary layer over the top of wing. At low air speeds, this action improves the lateral
control handling characteristics. This allows the aircraft to be control at airspeeds below
normal landing speed.
The high energy that flows over the top of the wing is known as boundary layer control air.
Boundary layer control is intended primarily for use during operations from carriers.
Boundary layer control air aids in catapult takeoffs and arrested landings. Boundary layer can
also be accomplished by directing high pressure engine bleed across the top of the wing or
flap surface. There are three leading edge slats on each wing in Tejas. Each leading-edge slat
is actuated by one actuator, which is driven and monitored by DFCC.
Our project deals with design modification and analysis of slat actuator to arrest cover play
and wear out of fixed end lugs of the actuator. The details of slat installation and assembly
process, material used for slat components and the allowable design loads are given in the
next chapter.

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CONCLUSION
After almost 30 years of design and development, deliveries of India’s indigenous
lightweight fighter, the Tejas, to the air force are finally underway. But achieving full
operational capability, fielding a naval variant and developing a fully capable Mk.2 version
remain to be done.
The Light Combat Aircraft (LCA) program began in 1983 with a budget of around 5.6 billion
rupees ($91 million), which has escalated to almost 250 billion rupees over the last three
decades. Series –production aircraft may now cost 1.6 billion rupees each-still a fraction the
price of a western fighter.
A second series-production aircraft is in flight-testing, and the first three of the initial batch of
six are expected to be delivered by June, with the remaining three likely to be handed over
before the end of March 2016.HAL plans to produce six Tejas in fiscal April 2015-March
2016 and subsequently scale up to eight and then 16 aircraft per year.
The air force has formed its first squadron Tejas presently in HAL Bangalore set to be based
at Sulur in southern Tamil Nadu. The services have ordered an initial 40 Mk.1 aircraft, 20 of
which 6 aircraft have been delivered in IOC-2 configuration. Final Operation Clearance
(FOC) is now anticipated by year-end. HAL expects the air force ultimately to induct around
14 squadrons to replace approximately 250 MiG-21s still in its fleet.
The aircraft presented to the air force is a weaponized version. It is an all-weather aircraft and
can handle cold, heat and mountainous condition. It needs the requirements of any such
aircraft in its class.
In January, the Tejas began testing an indigenous electronic-warfare (EW) suite developed by
India’s Defense Avionics Research Establishment (DARE). LCA
is the first Indian fighter aircraft with the capability for both radar warning and jamming
using unified EW technology. Over the coming months, we will be scheduling further sorties
to evaluate the system in various signal scenarios.

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REFERENCES
1. "Tejas First Flights". Tejas.gov.in. Retrieved 28 June 2020.
2. PTI (17 January 2015). "After 32 years, India finally gets LCA Tejas
aircraft". Economic Times. Archived from the original on 29 March 2017.
Retrieved 17 January 2015.
3. "Tejas: IAF inducts HAL's 'Made in India' Light Combat Aircraft – 10 special facts
about the LCA". financialexpress.com. Archived from the original on 16 August
2016. Retrieved 1 July 2016.
4. "HAL rolls out 16th LCA Tejas for IAF". The Economic Times. 25 March 2019.
Retrieved 5 September 2019.
5. Thomas, Wilson (27 May 2020). "IAF operationalises second LCA squadron, inducts
first LCA Tejas in FOC standard". The Hindu. ISSN 0971-751X. Retrieved 27
May 2020.
6. With expected 83 Tejas MK1A orders, ARDC shapes India's upgraded fighter". On
Manorama. Retrieved 7 August 2020.
7. "HAL Tejas to replace aging fleet of MiG-21".
8. "LCA first prototype vehicle to fly next month". 21 August 2003. Archived from the
original on 27 September 2011. Retrieved 30 June 2014.
9. "Fit to fly: The Tejas, first India-designed fighter jet". BBC News South Asia.
BBC.com. 10 January 2011. Retrieved 12 July 2020. The clearance is a major
milestone in the fourth-generation aircraft's development, which began in 1985.
10. "Compound Delta Wing – Technology – Tejas – India's Light Combat

Aircraft". tejas.gov.in. Retrieved 25 February 2019.

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Technical Capabilities of Tejas Aircraft

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Technical Capabilities of Tejas Aircraft

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TECHNICAL CAPABILITIES OF TEJAS AIRCRAFT 2020-21 TECHNICAL SEMINAR REPORT

I am privileged to thank my internal guide Mr. GIRISH B, Assistant Professor of

I would like to thank our project Co-Ordinator Mr. M R PRAVEEN KUMAR,

I take great pleasure in expressing my sincere thanks to Dr. M U ASHWATH,

RAKESH P | DEPARTMENT OF MECHANICAL ENGINEERING,

RAKESH P | DEPARTMENT OF MECHANICAL ENGINEERING,

SL. NO. CONTENTS PAGE NO.

4 LIST OF FIGURES, TABLES 4

2. HISTORY OF LCA TEJAS 9

4. DIFFERENT SYSTEMS OF LCA TEJAS

RAKESH P | DEPARTMENT OF MECHANICAL ENGINEERING,

Fig 2: Light Combat Aircraft (LCA) – TEJAS

Fig 3: Block Diagram of Environmental Control System

Fig 4: F404-GE-IN20 Turbofan Engine

Fig 5: Location of Internal Fuel Tanks

Fig 6: Block Diagram of Fuel System

Fig 7: Electrical Power Generation and Distribution System

Fig 8: Digital Avionics and Glass Cockpit

Fig 9: Hydraulic System Architecture

Fig 10: Martin Baker IN16G Ejection Seat

Fig 11: Weapons Stations

Fig 12: Flight Control System

Fig 13: Control Surfaces of Tejas

Fig 14: Elevon

Fig 15: Elevon Actuator

Fig 16: Rudder Actuator

Fig 17: Rudder

RAKESH P | DEPARTMENT OF MECHANICAL ENGINEERING,

RAKESH P | DEPARTMENT OF MECHANICAL ENGINEERING,

HAL has made substantial progress in its current projects:

➢ Dhruv-Advanced Light Helicopter – Weapon System Integration (ALH_WSI)

RAKESH P | DEPARTMENT OF MECHANICAL ENGINEERING,

1.2. DIVISIONS OF HAL

Fig 1: Divisions of HAL

1.2.1. BANGALORE COMPLEX

RAKESH P | DEPARTMENT OF MECHANICAL ENGINEERING,

1.2.3. ACCESSORIES COMPLEX

1.3. PRODUCTS OF HAL

RAKESH P | DEPARTMENT OF MECHANICAL ENGINEERING,

2. HISTORY OF LCA TEJAS

RAKESH P | DEPARTMENT OF MECHANICAL ENGINEERING,

Fig 2: Light Combat Aircraft (LCA) – TEJAS

• Max speed Supersonic at all altitudes

• Service Ceiling 50,000 ft

• ‘g’ Limits +8/-3.5

RAKESH P | DEPARTMENT OF MECHANICAL ENGINEERING,

• Take-off Clean 9800 kg

• External Stores 3500 kg

SPECIAL FEATURES OF TEJAS

• Compound Delta Planform

• Relaxed Static Stability

• Fly-by-wire Flight Control

• Computer based monitor and control of Electro Mechanical Systems

➢ Front fuselage jig calibration and fabrication

➢ Centre fuselage jig calibration and fabrication

➢ Rear fuselage jib calibration and fabrication

➢ Coupling front, center and rear fuselage

➢ FOD check on fuselage

➢ Wing jig calibration and wing fabrication

➢ Nose box, slats, elevons, rudder jig calibration and fabrication

RAKESH P | DEPARTMENT OF MECHANICAL ENGINEERING,

Equipping and final assembly

➢ Environmental Control System