Desi Delight | BrahMos becomes first Indian missile to receive fleet release clearance (FRC)

Tejas needs to cross 6 milestones in 15 months ahead of FOC

By Anantha Krishnan M

Express News Service

Bangalore: The Tejas fighter will have to cross 6 milestones in the next 15 months before the aircraft is given the final operational clearance (FOC). Tomorrow's (December 20) initial operational clearance (IOC) event, ahead of the expected induction of the first series production aircraft into the Indian Air Force (IAF) by March 2013, would pave way for the IAF pilots to undertake independent flight evaluation of Tejas.

Dr K Tamil Mani, Director-General (Aeronautical Systems), DRDO and Chief Executive Centre for Military Airworthiness and Certification, told Express that the integration of new missiles identified by the IAF will top the agenda in the FOC phase. “The aerodynamics, structures and the integration of the missiles with the radar are important events for Tejas now. We need to evolve the algorithm,” Tamil Mani said. The beyond visual range (BVR) missiles from Israel – Derby and Python -- with a range of 70 km and each weighing 150 kg, have been identified for Tejas.

The Russian-made 23 mm GSH gun is the next in line to be integrated on the aircraft. Capable of firing at 3600 to 4000 rpm, the integration of this gun is seen as a challenge considering the vibrations involved during action. “Lots of surrounding LRUs need to be certified again for higher level of vibration. Ground firing or butt firing needs to be done initially before getting the gun onboard Tejas. The projectile speed of the gun is around 750 meter per second,” he said.

Tejas will also have an air-to-air refuelling probe (Cobham, UK) in the FOC configuration. “We have started the integration work. Similar work was done on Jaguar and AEW&C (Airborne Early Warning and Control) platform. We have the expertise now,” he said. The Tejas will also increase the angle of attack (AoA) from 22 to 24 degrees enabling the pilot to go for care-free manouvering.

The braking system of Tejas will also need to be improved. “The heat capacity needs to be increased. Else we will have to put a better cooling mechanism for the brakes, similar to the fans in the MiGs,” Tamil Mani said.

The nose cone radome of Tejas is another part that is expected to get a re-look. “Now the radome is made of composite materials and we will change it to quartz. Today we are getting a radar range of 45-50 km and we need to improve the same to 80-plus km with the new material,” the official said.

Copyright@The New Indian Express

CEMILAC says certifying Tejas test parameters was a challenge | 2445 incident-free flights | 500-odd page RSD ready

Tejas cross-wind landing with chute.

Night flying. 

Tejas flying with assymmetric store configuration.

Takeoff with bombs and drop tanks.

By Anantha Krishnan M

Express News Service

Bangalore: Scientists attached to the Centre for Military Airworthiness and Certification (CEMILAC) are giving the final touches to the 500-plus pages Release to Service Document (RSD) – which will be handed over to the Indian Air Force (IAF) as an assurance of the test points completed by Tejas variants ahead of its second initial operational clearance (IOC-2). Every since the first IOC-1 event held on January 10, 2011, the CEMILAC team had their task cut out to go through a series of complex certification processes to ensure the supreme safety of the aircraft.

In an interview to Express on Tuesday, Dr K Tamil Mani, Director-General (Aeronautical Systems), DRDO and Chief Executive CEMILAC, admitted that the certification process of Tejas was the most challenging task his team has undertaken so far. “All the aspects what we have handled are directly related to the safety of the aircraft. In the initial days the term certification and the nuances involved were alien to many but today we are the final word. There are no compromises ever made,” Tamil Mani said. The CEMILAC officials had on many occasions rejected the inputs provided by various stakeholders of Tejas.

The fact that Tejas had no major incidents reported since its maiden flight on January 4, 2001, is seen as the strict flight clearance mechanisms put in place by CEMILAC and other certifying agencies. “Regulatory bodies, no longer isolate themselves to the rule book. Their concurrent participation in all development activities has enhanced better understanding of the safety implications of the aircraft and eventually leading to a smoother certification,” Tamil Mani said.

During the IOC-2 period, the stores integration and release (including missile firing) were undertaken on several occasions, clearing crucial test points. “The multi mode radar (Elta from Israel) was integrated and completely tested. The operational capabilities of Tejas at high altitude and low temperature was tested at Leh, in addition to expanding the flight envelope to 6 G,” says P R Baghel, Group Director (Systems), CEMILAC.

The IOC-2 period also saw the AoA (Angle of Attack) of the aircraft being increased from 17 to 22 degrees. The aircraft also demonstrated its capability to touch the AoA of 24 degrees as well. (Higher AoA is not a regular phenomenon and it happens only during carefree manouvering.) Among other critical parameters cleared by Tejas include: emergency jettisoning of all stores at one go (ensuring they don’t collide with each other after the release), engine relight, wake penetration, night flying and all weather clearance.

The aircraft has touched a maximum speed of 1.4 Mach and a maximum height of 50,000 feet so far. Barring minor snags like tyre burst, increase in brake temperature, wrong indication of fuel quantity and non-deployment of brake parachute, the 2445 flights logged by Tejas have been incident-free.

Copyright@The New Indian Express

Decks cleared for IOC-2 on Dec 20 in Bangalore | Most test points cleared ahead of D-Day: DRDO | SP plans on track: HAL

By Anantha Krishnan M

Express News Service

Bangalore: India's Light Combat Aircraft (LCA) Tejas cleared a critical test point on Saturday, for its much-awaited Initial Operational Clearance (IOC-2), by firing an infrared (IR) seeking air-to-air R-73 E missile. The missile destroyed a target being towed by a pilotless target aircraft Lakshya, launched by an Indian Navy ship. The test was conducted off the coast of Goa and the flight was piloted by Gp Capt Suneet Krishna (retd), a Test pilot working with the Aeronautical Development Agency (ADA).

It was for the first time the Tejas proved its air defence role by firing a missile at a target using an onboard fire control radar, while the earlier tests were done using a helmet-mounted display (HMD) system. The test also paved the way for the IOC-2 declaration, now confirmed to be held in Bangalore on December 20. Defence Minister A K Antony will lead a power-packed delegation for the December 20 event, for which the preparations have already begun at the Old HAL airport.

K Tamilmani, Director-General (Aeronautical Systems), DRDO, told Express that the missile firing has almost closed all test points remaining in the programme, ahead of IOC-2. “The pilot took the aircraft to around 4.5 km above sea level, locked-on to the target (considered as an interceptor) and 'killed' it with pin-point precision. There are no major test points remaining and we are on track for the historic event on December 20,” Tamilmani said. The braking systems of Tejas (with maximum all-up weight) was also tested in Goa to ensure that they don't get excessively heated up, while landing.

While the programme has to go some more distance before the fighters get inducted into the Indian Air Force (IAF), the onus post-IOC-2 will shift towards HAL for rolling out the production version aircraft. Hindustan Aeronautics Limited chairman R K Tyagi said with the R-73 E missile firing, Tejas has proven some of its independent capabilities. “Our aim now is to aid IAF quickly with the series production (SP) aircraft so that the squadron formation takes place as planned. There is definitely excitement in the air following the Goa trials, and we are on track to get the SP version out in phases,” Tyagi said.

Sources associated with the programme said every test point demanded by the certification agencies had been met. “All queries and counter-queries were demonstrated and relevant data was brought out. No more outstation trials are remaining ahead of IOC-2 and the last bit of surprises that might arise will be dealt locally,” an official said.

For the past few months engineers, designers and Test pilots from both ADA and HAL were on their toes clearing all test parameters for IOC-2. “There has been tremendous pressure on the Tejas team with the MoD monitoring the progress on a daily basis. The defence minister was personally tracking the progress of the missile firing, which was delayed by a couple of weeks owing to logistical reasons,” the official said. The missile firing was originally planned at Jamnagar and later shifted to Goa.

Copyright@The New Indian Express

[Look out for some inspiring stories on Tarmak007 as Tejas gets closer to IOC-2.]

Rudra to receive IOC officially today | Begins validation flights ahead of Aero India, along with LCH

PHOTOS: SUDHAKAR JAIN | THE NEW INDIAN EXPRESS | SHOOT COURTESY: P SOUNDARA RAJAN, MD (HELICOPTERS), HAL | LOCATION: HAL HELICOPTER  DIVISION

 By Anantha Krishnan M

Express News Service

Bangalore: Rudra, the weapon system integrated (WSI) Advanced Light Helicopter (ALH), MK-IV, along with the Light Combat Helicopter (LCH) began the flight validation exercises ahead of Aero India. In an interview to Express on Saturday, Hindustan Aeronautics Ltd’s (HAL’s) Chief Test Pilot Wg Cdr (retd) Unni Pillai said that both choppers are in fine form and ready for the thrillers during the show.He said Rudra will be HAL’s star performer during the show, with LCH leaving no effort to match up to the big brother.

“This air show is special to us because we are handing over two Rudras to the Army Aviation. Like last year, one LCH will be painted in a special camouflaged painting and put on duty at the static display area,” Unni said.HAL is also gearing up for an in-house event on Sunday, when the Centre for Military Airworthiness and Certification (CEMILAC) officially gives the green signal to Rudra in the form an Initial Operational Clearance (IOC).

“Rudra is a marvel and we have cleared all systems and weapons. The Army can now fly Rudra for all support roles during frontline operations. It is definitely a significant moment for Indian military programme,” CEMILAC CEO Dr K Tamilmani told Express.

Barring the air-to-ground (A-2-G) missile, which the Services are yet to finalise, Rudra has a mix of weapons already cleared for operation. An air-to-air Mistral missile (MBDA, France) with 10 km range, 20 mm cannon (Nexter, France) and 700-mm rockets (Belgium make) form Rudra’s killer menu.

“The Helina which was initially meant for Rudra as a A-2-G missile, is currently undergoing changes at DRDO facilities in Hyderabad. It will then have to be tested on ground and later onboard Rudra, before the Services accepts it. We are confident that Helina will make it finally to Rudra,” Tamil Mani said.

HAL chairman R K Tyagi felt that Rudra will give the much-needed brand identity to the company during Aero India. “The Dhruv programme has gone through various good and bad phases. But, ultimately what emerges as a product matters, and Rudra is an answer. It has one of the world’s finest features embedded onboard and we will be exhibiting the same to the customers during the show. The IOC is a morale-boost to team HAL,” Tyagi said.

Tomorrow: Lines, pilots fear

Copyright@The New Indian Express

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CEMILAC boss bats for an integrated national project for aero-engines

By Anantha Krishnan M
Express News Service

Bangalore: India's attempts towards achieving self-reliance in aeronautics is only possible if an autonomous body is formed to design, develop, test and produce aero-engines. Batting for such an initiative is K Tamilmani, Chief Executive, Center for Military Airworthiness and Certification (CEMILAC) – a DRDO facility in Bangalore. Speaking to Express, he said that India can claim to be an aerospace nation only  through an amalgamation of the competence available in private and government sectors.
“Today rough estimates say that 4000 engines are needed for Advanced Light Helicopters and 500 engines for Intermediate Jet Trainers. These are low-thrust engines of 25 KN (Kilo Newtons. For engines we need material technology which are not critical and can be internally-outsourced. You need engines for 180 Light Combat Helicopters, 187 Light Utility Helicopters and many more. The marriage between R&D and the industry to meet the requirements is not happening,”  Tamilmani said.
Sighting that the Gas Turbine Research Establishment (GTRE) has around 1000 technical people with expertise and Hindustan Aeronautics Ltd's (HAL) Engine Division around 400-plus engineers, Tamilmani felt that their strengths need to be shared. “We have demonstrated our might by developing jet fuels starters, which starts the engine. We have also developed pilot-less target aircraft (PTA) engine for Lakshya. There are five engine test-beds with GTRE, while the Engine Division too has got the same facility. If the two teams are put together, then we will have doable targets,” he said.
Justifying his views, the airworthiness expert said that with every engine that is imported, India will have to depend upon others for its maintenance and overhaul support. “We have now L&T, Godrej, MTR (Hyderabad) and other private companies supporting India's missile (including BrahMos) and Indian Space Research Organisation programmes. If we start the process of unifying our expertise, we can reduce our dependency on others,” Tamilmani said.
He said India can never declare self-reliance in aeronautics without having state-of-the-art manufacturing facilities, quality assurance and quality production of international standards. “We have not integrated our R&D and appropriate man power is not getting trained for induction. Some of the futuristic cruise missiles also requires engines. India has the capacity, teams, technology, demand and industry. We need to integrate them to be in the race,” Tamilmani said.

Copyright@The New Indian Express

EXPRESS INVESTIGATION: 2 | IAF had enough time to build shelters for Sukhois

By Anantha Krishnan M

Express News Service

Bangalore: Exposed Sukhois are in the danger of having nick marks on the engine blades, though the thrust vector part is generally covered. With a transparent (opaque) canopy, the heat gets settled inside, slowly, but surely impacting on multiple non-metallic parts, including those linked to ejection systems. While the Indian Air Force (IAF) failed to give a detailed response to our queries, sources flying and feeding the Sukhois told Express that the shelter-less state of affairs of a modern fighter is 'shocking.'     

HAL officials are amused as to why the IAF didn't bother to provide shelters to the fighters' biggest bases at Pune and Barelley. “The IAF had enough time from 2002 onwards to put up shelters in Pune. Weather has an impact on the fighters if they are parked outside,” sources said. HAL's first official communication, expressing serious concerns, is said to have been sent to the IAF's Maintenance Command in October 2010. The IAF operates over 150 Sukhois from its bases in Pune, Barelley, Chabua, Jodhpur and Tezpur.

Sources said that even lightning strike didn't spare a Sukhoi in 2009 causing serious emergency. “The aircraft suffered structural damages, which is unheard of in modern times. All these are definitely pointing towards quality and design issues. If we don't address them now and take corrective steps, it will be a bad publicity for the IAF, HAL, and to both friendly nations of India and Russia. At what cost are we losing them?” a veteran pilot, who were among the first to fly the Sukhois, said.

An official with the Centre for Military Airworthiness and Certification (CEMILAC) says that the all Russian aircraft are designed for safe operations in minus temperatures. “If the Sukhois are parked outside, even with a canvass cover, it cannot escape from the trapped temperature inside, which will be very high as compared to the reflected temperature. We don't have much insight into the Russian qualification process,” the official said. He claimed that for Indian military platforms (Tejas, Dhruv, Sitara) the rubber parts are tested and qualified to a maxim temperature of 71 degrees Celsius.

Air  Marshal (Retd) T.S. Randhawa, an expert with Sukhoi platforms, said that the IAF is already in the process of getting shelters. “We understand that there can be an effect due to exposing the fighter to sun. The weather varies –  like hot, cold, dust, breeze and over a longer period of time, YES, there could be an impact. But, these fighters are serviced as per the IAF SOPs,” he said.    

SUNBURN: The possible damage to Sukhois due to prolonged exposure to the sun: 

• Flexing on fuel tanks leading to leakages
• Effect on avionics resulting in premature failures
• Impact on ejection system due to transparent canopy
• Damage to fabric material of pilot seats
• Wakening of harness units
• Nick marks on engine blades due to dust particles

| Copyright@The New Indian Express |

PART-1 HERE

Tough nuts to crack, but here comes a safe Tejas

“We are not here to win hearts. Safety of Tejas is paramount and we have mastered the art of saying NO with a smile, if things were not in place. Once, I was even summoned by Delhi for not clearing a flight for a long time. I explained point by point and everyone was convinced. We were given an uphill task and we did it with all the honesty and sincerity. There might have been delays due to our firm stand, but our mission was to clear an aircraft that was Safe to Fly,” CEMILAC Chief Executive Tamil Mani, Distinguished Scientist, In-charge of Airworthiness and Certification was candid, as ever.

“We were attempting everything for the first time in the country. Tejas is an advanced fighter aircraft with cutting edge, state-of the-art technologies. Hence, the challenge was equal to the designers and the certification agencies. We are an independent  organization that takes  the responsibility to declare that the aircraft thus produced is Safe, Reliable and meets the desired performance as specified for IOC Phase-1, and is therefore ‘Fit to Fly’ by the squadron pilots,” Tamil Mani adds.

Certification team got activated the moment ASR was out

The Regional Centre for Military Airworthiness (Aircraft) (RCMA-A/C), a unit of CEMILAC, was tasked with the Airworthiness Certification of LCA, right from the time the Air Staff Requirement (ASR) were out for the LCA project in 1985. Certification of a complex project like LCA can be done only through a concurrent approach, where the certification team is involved in the project right from its conceptual stage. The first phase is the design evaluation phase, where RCMA (A/C) has carefully examined the design of all systems and evaluated the design as against the Requirements, Standards, Performance and Safety.

The proof of the pudding lies in testing the systems, which is the next phase of Certification. Test schedules are made to cover the functional and failure evaluation of the system. RCMA (A/C), by way of complete scrutiny of the requirement specifications and standards, ensured that the test schedule is correct and adequate. Before the first flight a Flight Clearance Note (FCN) is generated, capturing all the operational conditions, limitations and flight envelopes. Safety of flight is thereafter ensured through adherence to the FCN. Every test flight is accompanied by a Flight Test Schedule, thoroughly scrutinized and coordinated by RCMA (A/C) for its safety. It is a matter of pride that, today with 11 platforms flying, logging a total of 1500-plus flights, there has not been a single incident, which no other aircraft producing country in the world could boast off. This is a clear testimony to the focus and dedication of the LCA team, especially the certification authorities, CEMILAC and DGAQA, who have ensured adherence to stringent safety and inspection norms.

To ensure timely Certification of LCA for IOC-1, RCMA(A/C) drew a Route to Certification Document. This document took stock of all the completed activities for IOC and highlighted the activities that needed to be completed. Based on RCMA’s involvement at every stage of the program and also by careful examination of the requirements and test reports both ground and flight, involving local and outstation trials, activities such as Line Replaceable Unit (LRU) clearance, ASR compliance, Military Standard compliance, ground testing, flight testing and closures of all pilot and ground snags were clearly highlighted in the ‘Route to Certification Document.’

17 major systems, 346 LRUs, 33 software-embedded systems, 43 MilStds

To ensure systematic approach to clearance, RCMA (A/C) evolved a novel System Certification methodology. The aircraft was categorized into 17 major systems, with 346 LRUs and 33 software embedded systems. All the LRUs were certified by the issuance of Type approval. This ensured that the LRU has undergone complete qualification tests as stipulated by RCMA (A/C) and has met all Safety and Performance standards as laid down by CEMILAC. Each of the 17 systems is individually cleared and certified for its performance and safety over 1,500 test flights including outstation trials such as the hot weather, cold weather, high-altitude, sea-level and weapon trials. The design and testing of individual systems were evaluated as against compliance of top level requirements of the ASR and relevant Military Standards. There are 43 top level and several associated Military Standards to comply. RCMA (A/C) has ensured that Tejas is of an international product by complying with each and every requirement of all the relevant Military standards.  

Being an advanced fighter, there has been an extensive use of software in the flight controls, avionics and weapon management systems. A failure of which could infringe safety or a mission. Software was hence certified through stringent independent verification and validation through out its development life cycle, right from specification, design, implementation and testing at various levels.

We cleared the Tejas based on the demonstrated capabilities, says Tamil Mani, Distinguished Scientist, CEMILAC Chief Executive,   

We are responsible to identify the likely flaws. We conduct a series of tests and even fail many systems (at ground level) to see what happens. Not once, but many times. Every flight of Tejas is coordinated by us. We cleared the aircraft based on the demonstrated capabilities, and not on the design capabilities, not once but many times. Release to Service Document (RSD) defines the operational capabilities of the aircraft. Tejas has flown up to a maximum speed of 1,350 kmph and pulled 6G, so far. The remaining design parameters will be demonstrated in the next phase. ADA will have to do the full tests required by CEMILAC for approval. The journey so far has been very exciting and even we have evolved over the years. It is a mammoth task and great achievement by the designers, engineers, flight crew, pilots and many more. Remember, when the fly-by-wire system was designed, none of us really knew what it was. We have learned over the years. Everybody felt that we (CEMILAC) can’t do it. India is a country, were people say that the cup is half empty, instead of half full.

The arrival of PMT from IAF propelled Tejas project

During the course of the interview with the CEMILAC team, it was very evident that the Tejas program got a major boost with the arrival of the Program Management Team (PMT) from the IAF. According to CEMILAC officials, the PMT changed the face of Tejas program. “The communication became better and the correct feedback went to IAF. The Appreciation while executing various complexities of work started to pour in. There was better bonding between the user and the rest,” the CEMILAC team said.

MCA will be the biggest beneficiary of Tejas project: Kanchan Biswas, Sc G, Associate Director (Aircraft)

We were doing everything of this nature for the first time, though we had enough experience working on 14 platforms (including upgrades), before taking up the Tejas certification. The knowledge levels were also low and test facilities were not available initially. Today, with CAD-CAM, you can walk through an aircraft before it’s made. I am confident that the future programs will now become faster. The MCA project will gain immensely from Tejas. MCA will be the biggest beneficiary.

We had the guts to tell foreign suppliers to give quality products: P.R. Baghel, Regional Dir., RCMA

It’s a fact that we have set very tough quality standards. I remember an incident when rain drop test were to be done on Tejas ComSet and fungus test on some components. It had to be done on Indian conditions. It was a South African firm and there were some issues. They were trying to pass the buck on to our systems and eventually we put our foot down and said what went wrong. We have the guts to tell that what’s wrong. We won’t allow an iota of doubt to fall on us. Nobody should take us for granted. Our mission is to make Tejas safe.

I have grown with Tejas and she‘s like my child: Nirmala, Technical Officer ‘C’, Assistant Head of Electrical and Avionics Systems

We follow the SEIZE (Satisfaction, Experience, Inspiration, Zeal and Enhancement) philosophy of work.  I look after the hardware systems from the Avionics side. If there was delay in the program, then it was due to the lack of awareness and we are admitting it. But, that’s a thing of past and we have evolved. I am with this project for the last 10 years and I must tell that my male colleagues respected the technical capabilities. As a mother, I can say LCA is my baby. We have very strong sentimental attachment to this program and remember that we withstood all onslaughts.  Eventually, the program is the winner.

I was shivering when I cleared Tejas for its maiden flight on Jan. 4: Gracy Philip, Scientist F, Software Group Head

I joined the program when I was 22 years. The digital-fly-by-wire systems are very safety critical. Ours is a very demanding job and I have seen it inside out for the last 18 years. Our job was to get into a detailed analysis whenever a failure happened. I am grateful to God that everything has been smooth. I still remember my hands were shivering and heart beat doubling when I cleared the first flight of Tejas on January 4, 2001. When we look back, we have crossed many milestones. We are wedded to this project and very much insulated from all the bad publicity. Ultimately, the truth has arrived. You can call it by any name – IOC, FOC, Induction.

We cleared a system that’s a safe home for pilots: Pradeep Mahuli, Additional Regional Director, Aircraft Escape Systems

We have built in safety features in consultations with all the pilots. Today, even though there are a couple of non-safety critical issues to be closed, I can proudly say that Tejas is definitely a world-class product. I am responsible for clearances of aircraft escape system, environmental control system, life support system, brake parachute system and flying clothing. Here my hero is the pilot and I do everything for him. The ejection seats are tested in UK and also we carry out various flight-critical assessments. Having traversed this far and interacted with leaders in the world, we have today cleared Tejas with complete satisfaction.

We endured every bit of polite sledge: Peter Arun, Scientist E, Head IFCS

We are the people who give the Flight Clearance Note (FCN). Nobody could rock our boat and our focus was protected from all the negative and one-sided remarks on Tejas. We had a strong devotion for the program. We have waited, nurtured, grown and achieved. We knew it will happen. We endured every bit of polite sledge. We were given the space within CEMILAC to debate. To me, LCA is a joy for designers, delight for pilots and with great pleasure we cleared it for IOC.

We hope to find some time for our families now: Jeba Kumar, Scientist E (Head Aero & CLAW) and Giri, Scientist E (Head Structures)

Jeba: When I cleared the fixed CLAW in 1996, there were very few admirers even from within the project. We ignored all our personal pleasures in life and just focused on the project. All the accolades started to come late, when people realized our worth.

Giri: We understand the needs of designers and they too understand our needs. There are many things we have sacrificed in our lives. I hope we will find some time to be with our families now. I used to share this joke with my friends: After 6 pm if we reach home and the wife smiles. After 7, it’s a stare; after 8 verbal abuse and beyond that ‘out of control’!

That’s all folks from CEMLIC in this edition of Tejas’ story. At the end of it all, CEMILAC says there has been a paradigm shift in the project. Earlier they were branded as bureaucrats and now they are treated as partners. “When it comes to certification, we don’t have any attachment to any one unit or individual. Our attachment is to the program and we wanted to ensure its safety. We are the impartial on-field umpires,” concludes CEMILAC CEO Tamil Mani.
THE TEAM:  Venkatesha T.V., Sc D, Head Mechanical Systems; S.N. Giri, Sc E, Head Structures; S.K. jebakumar, Sc E, Head Aero & CLAW; M. Peter Arjun, Sc E, Head IFCS; S. Nirmala, Technical Officer "c", Asst. Head of Electrical 7 Avionics Systems; Gracy Philip, Sc F, Head, Software Group, Pradeep Mahuli, Addl. Regional Director, Aircraft Escape Systems; P.R. Baghel, Reg. Director RCMA (A/C); K. Tamil Mani, Distinguished Scientist & Chief Executive, CEMILAC; P.S. Deshmukh, Sc G, Grp. Director (Systems); G. Gouda, Grop. Director (Propulsions); R. Kamala Kannan, Sc F, Addl. Director and Kanchan Biswas, Sc G, Associate Director (Aircraft)

(Next, Part-3: FCS Team, ADE)

Backroom Boys: Part 1 (CLAW)
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Tracking the Tejas: LSP-5 gearing-up for first flight; lit cockpit for night flying & new com set onboard; will fly on autopilot mode for first time

LCA LSP-4 during the June 2, 2010 maiden flight. LSP-5 is now gearing up for first flight. Photo: DRDO
| By Anantha Krishnan M. | AVIATION WEEK |

Bangalore |  India | October 28, 2010 |

India’s fifth limited-series production (LSP-5) Tejas Light Combat Aircraft is ready for its first flight.

Indian sources confirm to AVIATION WEEK that a flight readiness review meeting was held recently and the LSP-5 will fly “soon,” weather permitting. LSP-4 had its first flight in June. 

“Two more high-speed taxi trials are remaining and after that we will be ready for the first flight,” says a senior official associated with the program. “It will have internal cockpit lighting for enabling night flying, with all corrections being done. We are also testing a new communication set, similar to that on the Dhruv chopper. This would again ensure commonality of inventory in the country.”

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CEMILAC set to complete Tejas' certification by Dec 27; it will signal the start of a key phase, ADA chief P.S. tells BDAJF

| By Anantha Krishnan M. | AVIATION WEEK |

Bangalore |  India | September 14, 2010 |

India has set a Dec. 27 deadline to complete the certification process for its Tejas Light Combat Aircraft (LCA)

According to P.S. Subramanyam, director for combat aircraft at the Aeronautical Development Agency, the deadline was set to make sure Tejas enters its much-awaited initial operational clearance phase. The certification process is monitored by the Center for Military Airworthiness and Certification.

“We are at it, and close to 400 scientists and engineers are currently working on the certification program,” he says. “We need to consolidate all that we have done in the last 20 years and put it to the scrutiny of the certification agency. We have set ourselves a target to complete the certification process and December 27 will be a significant day for India’s military aviation program.”

Subramanyam spoke before a select group of defense correspondents during the official logo launch of the Bangalore Defense and Aerospace Journalists’ Forum.

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