HAL Tejas

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Tejas
HAL Tejas (LA-5018) of Squadron 18 Flying Bullets.jpg
Role Multirole light fighter
National origin India
Manufacturer Hindustan Aeronautics Limited
Design group Aeronautical Development Agency
Aircraft Research and Design Centre (HAL)
Defence Research and Development Organisation
National Aerospace Laboratories
First flight 4 January 2001[1]
Introduction 17 January 2015[2]
Status In production[3]
Primary user Indian Air Force
Produced 2001–present
Number built 40 as of 30 September 2021[4][failed verification]
Developed into HAL Tejas Mk2

The HAL Tejas is an Indian multirole light fighter designed by the Aeronautical Development Agency (ADA) in collaboration with Aircraft Research and Design Centre (ARDC) of Hindustan Aeronautics Limited (HAL) for the Indian Air Force and Indian Navy.[5] It came from the Light Combat Aircraft (LCA) programme, which began in the 1980s to replace India's ageing MiG-21 fighters but later became part of a general fleet modernisation programme.[6][7] In 2003, the LCA was officially named "Tejas".[8] It is the smallest and lightest in its class of contemporary supersonic combat aircraft.[9]

The Tejas is the second supersonic fighter developed by HAL after the HAL HF-24 Marut.[10] The Tejas achieved initial operational clearance in 2011 and final operational clearance in 2019. The first Tejas squadron became operational in 2016, as No. 45 Squadron IAF Flying Daggers was the first to have their MiG-21s replaced with the Tejas.[4]

The Tejas currently has three production models – Tejas Mark 1, Mark 1A and trainer variant. The IAF currently placed an order for 40 Tejas Mark 1 and 83 Tejas Mark 1A, including Tejas trainer aircraft. The IAF plans to procure 324 aircraft in all three variants - Mark 1, Mark 1A and the Tejas Mark 2, which is currently being developed by the HAL.[11] The Tejas Mark 2 is expected to be ready for series production by 2026–27.[12]

As of 2016 indigenous content in the Tejas Mark 1 was 59.7% by value and 75.5% by number of line replaceable units.[13]

Development[]

LCA programme[]

See also: Timeline of HAL Tejas
LCA Tejas production partners

The origin of LCA programme can be traced back to early 1980s. In 1983, the Government of India established the LCA project with the initial goal to develop a new light combat aircraft to replace the ageing IAF fighters, especially the MiG-21 variants,[14] which had been the mainstay of the IAF since 1963.[15] At one point the IAF had operated as many as 874 MiG-21s.[15] The "Long Term Re-Equipment Plan 1981" noted that most of these IAF fighters were approaching the end of their service lives by the early-1990s, and that by 1995, the IAF would be 40 percent short of the aircraft needed to fill its projected force structure requirements.[16]

In 1984, the Government of India established Aeronautical Development Agency (ADA) under the aegis of Defence Research and Development Organisation (DRDO) to manage the LCA programme.[14] The ADA was entrusted with the design and development of LCA while HAL was chosen as the principal contractor.[17] The government's "self-reliance" goals for the LCA included the three most sophisticated and challenging systems: the Fly-by-wire (FBW) flight control system, multi-mode pulse-doppler radar, and afterburning turbofan engine.[18]

The project definition phase was commenced in October 1986[14] with France's Dassault-Breguet Aviation as consultant. Dassault-Breguet's expertise was mainly utilised in the design and system integration of the Tejas.[19] In 1988, Dassault had offered a hybrid fly by wire flight control system for the LCA. It consists of three digital channels and one analogue channel, the French idea was to have a fourth analogue channel as a back up in case the digital channels fails. But the ADA was in favour of having a quadruplex digital FBW flight control system on LCA.[20]

The design of the Tejas was finalised in 1990 – a small tailless delta wing design with inherent relaxed static stability which necessitates the need for digital FBW flight control system (control configured vehicle concept) for enhanced manoeuvrability.[20] Kota Harinarayana was the Programme Director and Chief Designer of Tejas.[20][21] In 1992, a dedicated National Control Law (CLAW) team was set up by the National Aerospace Laboratories to develop India's own state of the art FBW flight control system for the Tejas. Earlier Lockheed Martin's consultancy was utilized for the development of fly by wire flight control system. However Lockheed Martin withdrew its assistance In 1998, owing to the US embargo in response to India's second nuclear tests in that year,[22] which delayed the programme.[20]

Tejas technology demonstrator in inverted flight

The NAL's CLAW team completed the design and integration of the flight control laws with the flight control system software, and put to test at the Iron-Bird test rig. The quadruplex digital fly-by-wire flight control system, performing flawlessly for over 50 hours of pilot testing on Technology Demonstrator TD-1 cleared for flight test by early 2001. On 4 January 2001, on its maiden flight, the TD-1 successfully flew with an indigenous quadruplex digital FBW flight control system.[20]

Another critical technology needed for LCA was the multi-mode radar (MMR). Initially, the Ericsson/Ferranti PS-05/A I/J-band multi-function radar, also used on Saab's JAS 39 Gripen, was intended to be used.[23] However, DRDO decided to develop an indigenous multi-mode radar for the Tejas. HAL's Hyderabad division and the DRDO's Electronics and Radar Development Establishment (LRDE) laboratory were selected to jointly lead the MMR programme, and work commenced in 1997.[24] The Centre for Airborne Systems (CABS) was responsible for the MMR's test programme. An HAL-748 airborne surveillance aircraft was converted for this purpose.[25] The development of multi-mode was not smooth, as it suffered some setbacks. By 2005, only two radar modes – the air-to-air look-up and look-down were confirmed to have been successfully tested. The performance of several other modes that had been tested were suboptimal.[25] The problem with the radar was mainly attributed to the lack of compatibility between the LRDE/HAL multi mode radar and the LRDE's advanced signal processor module.[24] Using an "off-the-shelf" foreign radar as an interim option was considered.[26]

ADA met with success in the development of two of the five key technologies identified at the beginning of the LCA programme. The successful endeavours were the development and manufacturing of carbon-fibre composite structures and skins, and a modern glass cockpit. The Autolay computer-aided design software developed as part of the LCA programme has been licensed to Airbus for its A380 wide-body aircraft project.[27][18] The development of a multi-mode pulse-doppler radar, once delayed[26] was completed as the Active electronically scanned array (AESA) radar and is currently undergoing flight trials.[28] India's self-reliance goal oriented development for the LCA programme has considerably increased the indigenous components in Tejas and contributed to an aviation industry expansion in the country.[29][30]

On 20 December 2021, Ministry of Defence (MoD) in a written reply during winter session of Rajya Sabha clarified that the HAL Tejas is no longer considered as a replacement for the Mikoyan-Gurevich MiG-21, instead it is now part of a general IAF fleet modernisation programme.[31]

Prototypes and testing[]

Prototype testing began in 2003, a year after the first flight of the second Technology Demonstrator (TD-2).[32] The first prototype aircraft, PV-1, made its maiden flight in 2003. The first trainer prototype PV-5 was rolled out in 2009 and made its first flight on 26 November 2009.[32] A total of two trainer prototypes were built and designated PV-5 and PV-06. The first naval prototype, designated NP-1, made its first flight on 27 April 2012. It was a twin-seater aircraft, while the second naval prototype, designated as NP-2, was a single seater. Both naval prototypes were used extensively for various aircraft carrier-related trials at the Shore Based Test Facility in Goa. NP-2 was used in the actual carrier trials, where it made an arrested recovery and ski-jump assisted take-off from the aircraft-carrier INS Vikramaditya in January 2020.[33]

Tejas Limited Series Production aircraft LSP-3 on landing run

The first Limited Series Production aircraft (LSP-1) performed its maiden flight on 25 April 2007.[32] A total of seven limited series production (LSP) aircraft were built. The LSPs were extensively used for developmental trials such as weapon testing – involving test firing of the R-73[34] and Python-5 close combat missiles, the I-Derby ER beyond visual range air-to-air missile[35] and guided–unguided munition releases.[36][37] The LSPs were also used for sensor trials involving integration and testing of the Israeli Elta EL/M-2032 multi-mode radar,[38] Indian Uttam AESA Radar[28] and Rafael Litening targeting pod.[25] The Uttam radar was integrated on the Tejas LSP-2 and LSP-3, and logged about 30 hours of flight testing on the Tejas alone.[28] The high altitude trials[39] and hot weather trials were carried out with the LSPs and the PV-3 prototype, in IOC[40] and FOC configurations.[39] These trials were mainly focused on assessing the performance of the various sensors and avionics onboard, at temperatures ranging from below -10 degree Celsius[39] to more than +45 degrees Celsius.[40]

Sea trials to assess the radar performance in air-to-air and air-to-sea modes, at various altitudes were carried out in 2010. Flutter vibration tests were also carried out in different configurations at high angles of attack (AoA) to assess the structural integrity across the flight envelope.[41]

In the second half of 2012, the Tejas fleet was grounded for over three months and the ejection system had to be modified to resume flight tests by the end of 2012.[42] In 2013, Tejas (LSP-7) conducted an inflight engine relight test at high altitude to assess the engine response on flameout, a critical parameter for operational clearance. The inflight engine relight test is crucial for single engine combat aircraft.[43]

Operational clearance[]

Tejas FOC on wet contact trial from Ilyushin Il-78 tanker

In December 2006, the IAF announced that it would form an "LCA Induction Team" to manage the aircraft's service introduction.[44] The Tejas was awarded initial operational clearance-I (IOC-I) in January 2011.[45] To ease up the process of FOC, an interim IOC-II was issued to Tejas in December 2013. The IOC-II expanded the g-limit, angle of attack and allowed the aircraft to carry precision guided munitions and close combat missiles. The IOC-II Tejas have an operational radius of 400–500 km.[46][47] The first squadron, consisting of Tejas in IOC-II configuration, became operational in 2016.[48] The No. 45 Squadron IAF based at Sulur Air Force Station, Coimbatore was the first to have their MiG-21s replaced by Tejas aircraft at the base.[4]

The FOC campaign began in December 2014.[49] Two critical parameters set by IAF for FOC clearance was expansion of angle of attack from 24 degree in IOC-II to 28 degree in FOC and inflight refueling capability.[47] In February 2018, as part of the FOC campaign, the Tejas carried out a "hot refuelling" - refuelling with engine running,[1] which shortens the turnaround time[50] by 30% and doubles the sortie rate.[51] In September 2018, the Tejas successfully completed its mid-air refuelling trials required for the aircraft to obtain its FOC.[1] In January 2019, HAL received permission from CEMILAC to start production of the FOC standard Tejas.[52]

On 20 February 2019, during the Aero India 2019 show, FOC was formally awarded to the Tejas.[53] The second Tejas squadron – No.18 Flying Bullets was formed at Sulur Air Force Station on 27 May 2020 with the first four serial production FOC aircraft.[48][54]

Upgrades and further development[]

Tejas IOC aircraft, each carrying two drop tanks on inner pylons

In May 2015, the Comptroller and Auditor General of India (CAG) noted some shortcomings in the then-delivered Tejas Mark 1 IOC standard aircraft, which according to the CAG would limit the survivability and operational deployability of the aircraft in actual combat.[55] A few of these shortcomings, including lack of combat endurance was addressed in the Tejas Mark 1 FOC configuration aircraft.[1] The shortcomings, such as the increased weight and reduced speed would be addressed in the upcoming Tejas Mark 1A aircraft by increasing the use of composites in manufacturing and reducing the supersonic drag by using more aerodynamic pylons. The MK1A will also have AESA radar, a self-protection jammer,[56] updated avionics and electronic warfare capabilities, among other improvements.[57] The shortcomings identified by CAG that require redesign and structural modification such as increasing internal fuel capacity, are planned to be rectified in the Tejas Mark 2.[56]

Tejas Mark 1A[]

The Tejas Mark 1A, which has more than 40 improvements over the Mark 1 variant,[58] is expected to begin production in 2023–24.[59] The upgraded Mark 1A aircraft will retain basic Mark 1 airframe while featuring a new avionic suite centered on EL/M-2052 AESA Radar and Uttam AESA Radar, DARE Unified Electronic Warfare Suite (UEWS), an externally mounted self protection jammer (SPJ) for enhanced survivability, instrument flight rules (IFR) capability, Onboard Oxygen Generation System (OBOGS) developed by Defence Bioengineering and Electromedical Laboratory (DEBEL) for endurance and an expanded weapon suite consisting of Astra BVRAAM and ASRAAM.[56][4] The upgraded Tejas Mark 1A will have a reduced turnaround time.[59]

According to HAL Chairman and Director R Madhavan, the design activity of Tejas Mark 1A is moving ahead and the testing of subsystems will be completed by 2021. The taxi trials will commence in the first half of 2022 and the first flight of Mark 1A prototype will happen in second half of 2022. Delivery of the aircraft for the IAF will begin from March 2024.[60]

Tejas Mark 2[]

Main article: HAL Tejas Mk2

The HAL Tejas design has been further developed into the Tejas Mark 2, incorporating a more powerful General Electric F414 INS6 engine, canards and other design changes. The Tejas Mark 2, which is expected to be rolled out in 2022, will have an increased payload carrying capacity and internal fuel capacity, more external hardpoints, improved combat range, a completely redesigned cockpit, and an integrated IRST system, in addition to the AESA radar.[61][51] The Defence Institute of Advanced Technology (DIAT) is developing aircraft health and usage monitoring systems (HUMS) to integrate the various sensors onboard the Tejas Mark 2.[62] The first flight of Tejas Mark 2 is expected to be in 2023.[63]

Naval variant[]

LCA Navy prototype NP-1

The Naval LCA programme was commenced in 2003.[64] According to ADA, the Naval LCA (N-LCA) Programme was envisaged to be completed in two phases, under Phase-1 two naval prototypes were developed - the two-seat NP-1 and the single-seat NP-2, based on the Tejas Mark 1 design, to carryout carrier suitability certification and weapons integration. Under Phase 2, two single-seat prototypes were planned to be built, based on the Tejas Mark 2 design, with further design optimisation and integration of the General Electric F414 INS6 engine.[65] The first naval prototype NP-1 was rolled out in July 2010,[66] and made its first flight on 27 April 2012.[67] The naval LCA has stronger landing gear to absorb the forces generated during carrier take off and arrested recovery.[64][68]

In December 2014, the LCA Navy successfully made its first ski-jump assisted take off from a SBTF at INS Hansa. The navy variant has a distinctive flight control law mode which allows hands-free take-off.[68]

In December 2016, the Indian Navy (IN) opted out of the programme, owing to the long delay and technical reasons – such as inadequate thrust to weight ratio of N-LCA for carrier based combat operations,[69] and issued a fresh RFI for the procurement of 57 multi-role carrier borne fighters.[70]

Because the technologies developed for the Tejas programme will be carried over to other platforms currently being developed by the ADA, test flying was continued.[71]

In 2019, an LCA navy prototype successfully carried out the first arrested landing at the SBTF in Goa in day time[72] and night time.[73] As of December 2019, the Naval LCA programme completed 209 test flights,[72] of these 50 were ski jump take-offs.[74]

Tejas NP-1 landing on INS Vikramaditya

In January 2020, the naval prototype NP-2 successfully carried out its first arrested landing and ski-jump assisted take-off from the aircraft-carrier INS Vikramaditya.[33][72]

In July 2020, the DRDO announced that the plan to develop an LCA Mark 2 Navy had been dropped and they were working on a new carrier-borne fighter according to the Indian Navy's multi-role carrier borne fighter requirement floated in 2016 to replace the current fleet of MIG-29K/KUB carrier-based fighters.[75] In Aero India 2021 a new twin engine naval fighter was unveiled, the Twin Engine Deck Based Fighter (TEDBF).[76][77] The experience gained in the N-LCA programme will help in the development of TEDBF.[74]

Program costs[]

Development costs[]

  • LCA Programme - ₹9,063.96 crore (US$1.2 billion) (up to March 2020)[78]
  • Kaveri engine programme - ₹2,032 crore (US$270 million)[78]
  • ₹1,202 crore (US$160 million) additional design and development (Jan 2021)[79]

Flyaway costs[]

  • ₹146.2 crore (equivalent to ₹198 crore or US$26 million in 2020) for IOC Mark 1 (2014)[80][81]
  • ₹156 crore (equivalent to ₹297 crore or US$39 million in 2020) for FOC Mark 1 (2010)[81]
  • ₹303 crore (US$40 million) for Mark 1A and ₹309 crore (US$41 million) for export variant (2021)[82][83][84]

Design[]

Overview[]

The Tejas is a single-engine multirole combat aircraft which has a tailless, compound delta wing design with "relaxed static stability" for enhanced manoeuvrability and agility. The Tejas is a multi-role combat aircraft and its flexibility permits it to carry out Interception, air-to-surface and anti-shipping roles in a single mission.[85] The wind tunnel testing and computational fluid dynamics analysis have optimised the design of Tejas for minimum transonic and supersonic wave drag, as well low wing-loading.[20]

Tejas airshow demo

Tejas has eight hardpoints – one beneath the port-side air-intake, one under the fuselage (centreline station) and three hardpoints under each wing, of these, three are wet hardpoints which can carry drop tanks. The hardpoint beneath the port side air-intake is dedicated to carrying sensor pods such as FLIR, IRST or laser rangefinder/designator. These can also be carried on the centreline pylon and inboard pairs of wing stations.[86] The Mark 1A has an aerial refuelling probe on the starboard side of the forward fuselage.[87] The Tejas weapon suite consists of I-Derby ER and Astra beyond visual range air-to-air missiles and R-73, Python-5 and ASRAAM close combat missiles.[51] The Tejas has an internal 23 mm Gryazev-Shipunov GSh-23 twin-barreled autocannon under the starboard side air-intake.[88] The BrahMos-NG supersonic cruise missile is being developed for the Tejas.[89]

The relatively smaller size, extensive use of airframe composites, the Y-duct inlet which shields the engine compressor blades, the application of radar-absorbent material (RAM) coatings[25] and so on, reduces the overall radar cross-section of the aircraft.[85]

Airframe[]

Apart from aluminium-lithium alloys and titanium alloys,[90] carbon-fibre composite materials are used in the construction of the Tejas. The composite materials constitute 45% of the airframe by weight and 90% by surface area,[91] the highest among contemporary aircraft.[92] The upper and lower wing surfaces, wing spars and wing ribs are also made out of carbon-fibre composites,[93] while the fin tip is made out of glass-fibre.[94] The extensive use of composite materials in the airframe not only makes the aircraft lighter but also gives high strength. This also reduces the number of joints or rivets, increases the aircraft's structural integrity and lowers its susceptibility to fatigue cracks.[85] The tailfin is a monolithic honeycomb structure structure, reducing the manufacturing cost by 80% compared to traditional methods.[95] Initially the Tejas prototypes were equipped with a radome made out of Kevlar which was replaced with a quartz radome in the production aircraft.[51]

The naval LCA has a nose droop to provide improved view for carrier landings. In addition to the elevons, the naval LCA have wing leading–edge vortex controllers (LEVCON) control surfaces that extend from the wing-root leading edge, which could be deflected to a downward angle or an upward angle to increase lift and reduce airspeed during approach. The LEVCONs also provides better low-speed handling and increase controllability at high angles of attack (AoA).[25] The naval Tejas also has a strengthened undercarriage, stronger landing gear,[68] and an arrestor hook system for carrier landings.[96] The two-seat LCA Navy variant (NP-1) have aerodynamic commonality with the trainer variant.[97]

Avionics[]

The Tejas has a night vision goggles compatible glass cockpit, equipped with a domestically-developed head-up display (HUD), three multi-function displays, two Smart Standby Displays by Central Scientific Instruments Organization (CSIO). The Tejas has hands-on-throttle-and-stick (HOTAS) arrangement to reduce pilot's workload.[87][25] The displays provide key information on a need-to-know basis, the pilot interacts with onboard systems through a multi-functional keyboard and several selection panels. The Tejas has a "get-you-home" panel coupled with an air data computer developed by Bharat Electronics Limited to assist the pilot in case of an emergency. The cockpit is equipped with Martin-Baker 16LG zero-zero ejection seat[94] and canopy severance system developed by the DRDO for safe ejection.[87][98] For life support, Tejas Mark 1 relies on conventional liquid oxygen LOX system, while an onboard oxygen-generation system (OBOGS) has been developed for Tejas Mark 1A.[99] The ADA has developed virtual reality assisted cockpit simulator for Tejas,[100] and N-LCA.[68] Currently Tejas pilots are flying with Elbit DASH IV helmet-mounted display system.[25][101]

The avionics of the Tejas Mark 1 is centered around Elta EL/M-2032 radar.[51] Its digital flight control computer and air data computer are developed by BEL.[102] It has an electronic warfare (EW) suite domestically developed by Defence Avionics Research Establishment (DARE), which consists of a radar warning receiver (RWR), integrated self-protection jammer,[103] chaff and flare dispenser system.[104][105] The upgraded variant of the Tejas Mark 1, named the Tejas Mark 1A, will have an AESA radar, new digital flight control computer, new EW suite and updated avionics.[56] Some of the production Mark 1A fighters will be equipped with the Elta EL/M-2052 AESA radar,[4] while rest are expected to fly with the domestically developed Uttam AESA radar.[28] The new EW system for the Mark 1A, developed by DARE and known as the Unified Electronic Warfare suite (UEWS), will have electronic countermeasures and electronic counter-countermeasure capabilities, digital radio frequency memory based[106] jamming and deception capabilities.[59] The Tejas Mark 1A will also carry a pod-mounted self-protection jammer[51] – the Elta EL/L 8222WB.[107] The Mark 1A will have software-defined radio-based secure communications and network-centric warfare capabilities.[108]

The Tejas can also carry pod-based sensors such as forward looking infrared (FLIR). Currently the Tejas is cleared to carry the Rafael Litening III targeting/reconnaissance pod,[109] while an advanced version named Litening 4I will be integrated on the Tejas. The Litening 4I pod, developed by the C4I systems division of Rafael, enables the aircraft to carry out reconnaissance, surveillance and intelligence gathering, in addition to target acquisition.[110] The Tejas has an integrated health-monitoring system.[87]

Flight control system[]

N-LCA has additional flight control laws (source codes) for LEVCON and hands-free take off

The aerodynamic configuration of Tejas is based on a delta-wing layout with shoulder-mounted wings. The control surfaces include three-section slats on the wing's outer leading edge while the inboard sections of the wings have additional slats to generate vortex lift over the inner wing and high-energy air-flow along the tail fin to enhance high-AoA stability. The wing trailing edge fits two-segment 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.[86] Since the Tejas is a relaxed static stability design, it is equipped with a NAL-developed full authority quadruplex digital fly-by-wire flight control system[20] and an open architecture[111] digital flight control computer developed by BEL.[102] Its flight control surfaces are controlled by hybrid electro-hydraulic actuators through the digital flight control computer.[112] The fly-by-wire flight control system of the Tejas has an advanced feature called auto low-speed recovery. This enables envelope protection at low speed and high angles of attack. It prevents the aircraft from entering into uncontrolled flight while maneuvering. Another feature is disorientation recovery function, once engaged it will recover the aircraft to an optimal altitude, airspeed and level flight. Some of the flight control laws for these features were formulated by the IIT Bombay research university.[113]

Propulsion[]

Further information: GTRE GTX-35VS Kaveri

Developing an indigenous jet engine for Tejas was one of the five self-reliance goals identified at the beginning of the LCA Programme. A programme led by the Gas Turbine Research Establishment (GTRE) to design and develop an indigenous powerplant, the Kaveri, was launched as early as in 1986.[114] However Kaveri jet engine development faced some setbacks, hence the General Electric F404-GE-F2J3 afterburning turbofan engine was procured as an interim solution.[114] Since 2004, uprated General Electric F404-GE-IN20 engines are powering Tejas variants.[115]

The Tejas Mark 1 is currently powered by the F404 IN20 engine. The Mark 1A variant will be powered by the same powerplant,[116] while the heavier Tejas Mark 2 will be powered by a General Electric F414 INS6 engine.[116] On 17 August 2021, HAL placed an order of ₹5,375 crore (US$710 million) for 99 F404-GE-IN20 engines.[116][117]

Operational history[]

Tejas (LSP-07) firing Python-5.

The formation of the first Tejas-equipped squadron started in July 2011. The first Tejas squadron—No. 45 Squadron IAF (Flying Daggers) became operational in July 2016,[48] based at Sulur Air Force Station in Coimbatore.[118] The second Tejas Mark 1 squadron, Squadron 18, was formed at Sulur on 27 May 2020.[119] The Tejas Mark 1 made its international debut on 21 January 2016, at the fourth Bahrain International Airshow.[120]

In April 2018, the IAF's entire fleet of Tejas Mark 1 aircraft participated in the Gagan Shakti 2018 exercise. It was the IAF's largest air exercise, involving 1,100 aircraft and 15,000 military personnel. During the exercise, the Tejas were deployed to forward bases and demonstrated their reliability and precision strike capability.[11] In 2019, six Tejas fighter jets participated in the Vayu Shakti air exercise, where it has demonstrated its "swing role" capability.[121]

According to the commanding officer of No. 45 Squadron – Group Captain Samrath Dhankhar, DASH IV HMDS enables the Tejas pilot to take full advantage of high off-boresight close combat missiles,[122] such as – Python-5 and R-73.[123]

On 18 August 2020, IAF deployed the No. 45 Squadron "Flying Dagger" on the western front along the Pakistani border (line of control). It was the first operational deployment of Tejas.[124]

On 27 April 2021, Tejas Mark 1 successfully test fired Python-5 high off-boresight (HOBS) close combat missile and further validated enhanced capability of I-Derby ER (extended range) BVR missile. Both missiles scored direct hits on targets during the trial.[35]

Potential operators[]

HAL proposed exporting the Tejas, with preliminary talks taking place with several friendly countries.[12] It was reported in March 2020 that HAL is willing to set up logistic facilities in Indonesia, Malaysia, Sri Lanka and Vietnam as part of potentially exporting the Tejas.[125]

Argentina[]

Tejas is a candidate to fill the Argentine Air Force's need for a lightweight multipurpose fighter.[9]

Australia[]

According to the HAL Annual Report for 2020-21, the company has offered the Tejas via Lift configuration to the Australian Defence Department.[126]

Malaysia[]

In January 2019, the Royal Malaysian Air Force issued a request for information to HAL regarding the Tejas for their light combat aircraft requirement.[127] The main contenders for Malaysia's Light Combat Aircraft (LCA)/Lead-In Fighter Trainer (LIFT) are China/Pakistan joint venture JF-17 and South Korea's KA-50 along with HAL Tejas.[128]

According to the HAL Annual Report for 2020-21, the company signed an agreement with M/s MMTC to potentially import Malaysian palm oil as a means of countertrade in case the Malaysian Air Force adopts the Tejas.[126]

Sri Lanka[]

It has been reported that Sri Lanka has shown interest in purchasing the Tejas to replace its aging fleets of IAI Kfir and Chengdu J-7 aircraft.[129] The programme is for the acquisition of 8 to 12 aircraft and is to be pursued through a government-government basic agreement.[130] In 2021, it was decided to overhaul the Kfirs, instead of buying new aircraft, which would cost around $40 million per unit compared to $49 million in total for overhauling the five Kfirs.[131]

United Arab Emirates[]

The Tejas has attracted interest from the United Arab Emirates (UAE), with some discussions held during a visit by UAE Minister of State and Defence, Mohammed Ahmed Al Bowardi Al Falacy, during a state visit in October 2018, as part of growing defence relations between India and UAE. Although, as of November 2021, there has been little follow-up on the aforementioned interest, there is a higher likelihood of UAE's acceptance of the LCA Tejas, and its array of Israeli-origin avionics since the Abraham Accords.[132]

United States[]

In December 2020, in response to the US Navy's request for information (RFI) for its Undergraduate Jet Training System (UJTS), HAL offered its Tejas-LiFT (Lead in Fighter Trainer) as a contender to replace US Navy's T-45 Goshawk.[133]

Variants[]

Ski-jump takeoff of by Tejas NP-2 at INS Hansa

Prototypes[]

Aircraft already built and projected models to be built. Model designations, tail numbers and dates of first flight are shown.

Technology Demonstrators (TD)
  • TD-1 (KH2001) – 4 January 2001.[32][134]
  • TD-2 (KH2002) – 6 June 2002.[32]
Prototype Vehicles (PV)
  • PV-1 (KH2003) – First flight on 25 November 2003.[135]
  • PV-2 (KH2004) – First flight on 1 December 2005.
  • PV-3 (KH2005) – First flight on 1 December 2006.
  • PV-5 (KH-T2009) – First flight on 26 November 2009 – Fighter/Trainer variant.[32]
  • PV-6 (KH-T2010) – First flight on 8 November 2014 – Fighter/Trainer variant.[136]
Naval Prototypes (NP)
  • NP-1 (KHN-T3001) – Two-seat naval variant for carrier operations. Rolled out in July 2010.[66] NP-1 made its first flight on 27 April 2012.[137]
  • NP-2 (NAVY3002) – Single-seat naval variant. First flight on 7 February 2015 with ski-jump take-off and arrested landing required in STOBAR carrier.[138]
Limited Series Production (LSP) aircraft
  • LSP-1 (KH2011) – 25 April 2007. This LCA is powered by F404-F2J3 Engine.[139][32]
  • LSP-2 (KH2012) – 16 June 2008. This is the first LCA fitted with F404-IN20 engine.[139]
  • LSP-3 (KH2013) – 23 April 2010. The first aircraft to have the Hybrid MMR radar[38] and will be close to the IOC standard.
  • LSP-4 (KH2014) – June 2010. The first aircraft that was flown in the (Mark 1) configuration that will be delivered to the Indian Air Force.[140] The aircraft flew with the Hybrid MMR, a Countermeasure Dispensing System, and an identify friend or foe electronic system.[141]
  • LSP-5 (KH2015) – 19 November 2010. IOC standard, with all sensors including night lighting in the cockpit, and an auto-pilot.[142]
  • LSP-7 (KH2017) – First flight on 9 March 2012.[143]
  • LSP-8 (KH2018) – First flight trial completed in March 2013. LSP 8 is the final version upon which production is based.[144]

Production variants[]

HAL Tejas Mark 1 in FOC standard
  • Tejas Mark 1 − Single-seat operational variant for the Indian Air Force. 16 aircraft have been delivered in IOC standard constituting No. 45 Squadron IAF. Delivery of the Tejas Mark 1 in FOC standard has begun and 18 Squadron (Flying Bullets) was equipped with the first aircraft in May 2020.[48] Delivery of balance 15 aircraft to No. 18 Squadron is expected to be completed by September 2021.[145] FOC standard Tejas Mark 1 are BVRAAM capable, with general flight envelope expansion, increased angle of attack, higher g-limit of +9 g,[146] updated avionics and flight control software suite, as well as capable of hot refueling and aerial refueling.[48]
  • Tejas Trainer - Two-seat operational conversion trainer for the Indian Air Force; also act as LiFT (Lead-in Fighter Trainer) and ground-attack aircraft.
  • Tejas Mark 1A - an enhanced Tejas Mark 1 equipped with EL/M-2052 and Uttam AESA radar, self-protection jammer, radar warning receiver, as well as being able to mount an external ECM pod.[147][59]

Future developments[]

  • SPORT  - Supersonic Omni-Role Trainer (SPORT) aircraft is a two-seater Lead-in Fighter Training [LiFT] aircraft being developed from the LCA Trainer Mark 1 for export purposes as light fighter.[133]
  • Tejas Mark 2 - or Medium Weight Fighter, is an enhanced Tejas Mark 1 design which is expected to have a more powerful engine and an increased payload carrying capacity.[148] The Tejas Mark 2 will feature an AESA radar, an on-board oxygen generation system and a built-in electronic warfare suite among other improvements to avionics.[149] In January 2019, Air Chief Marshal Birender Singh Dhanoa said that the IAF has committed to procure twelve squadrons of Tejas Mark 2 aircraft.[150]
  • Twin-engine deck based fighter (TEDBF) - A new twin-engine carrier based fighter variant, to be developed independently. It is a totally different program based on the requirements of the Indian Navy. The aircraft will operate from INS Vikrant and INS Vishal and is expected to replace the current MiG-29K in service. The Indian Ministry of Defence approved the TEDBF project in June 2020. The aircraft is expected to start flight tests in 2026.[151]
  • Omni Role Combat Aircraft (ORCA) - An air force variant of the TEDBF for the Indian Air Force.[152][153]
  • CATS MAX - The main component of HAL Combat Air Teaming System (CATS), CATS MAX will be a twin seater Tejas Mark 1A modified with CATS interface to act as the mothership of CATS components. The CATS MAX is to be crewed by a pilot and a weapon system officer (WSO), with the later controlling the CATS.[154][155]
  • Tejas Trainer - NP-5 based operational conversion trainer for the Indian Navy, with IFR-probe. Indian Navy was reported to be considering HAL's proposal to reestablish a "Carrier Training Squadron" with 18 Naval Tejas, that would be posted on both of India's carriers and additionally serve as point defence interceptors.[156]

Cancelled variants[]

  • Tejas Mark 1 Navy - Naval Variant based on HAL Tejas Mark 1 powered by F404 engine. Cancelled in favour of the new twin-engine naval fighter HAL TEDBF.[157]
  • Tejas Mark 2 Navy - Proposed naval variant based on the Tejas Mark 2. Cancelled in favour of the HAL TEDBF.[151]
  • Tejas Trainer IN - Two-seat operational conversion trainer for the Indian Navy. Cancelled in favour of HAL TEDBF.[151]

Operators[]

 India

Indian Air Force – 123 aircraft to be built.[158] 40 Tejas Mark 1 ordered in March 2006 with deliveries beginning in 2016[159][51] (16 Mk1 IOC and 16 Mk1 FOC single-seater aircraft, 8 Mk1 FOC twin-seat trainers). 83 aircraft ordered in February 2021[160] (73 Mk1A single-seater aircraft, 10 Mk1 FOC trainers).

Specifications (Tejas Mark 1)[]

HAL Tejas drawing

Data from tejas.gov.in,[164] DRDO Techfocus,[165] Jane's All the World's Aircraft,[94]

General characteristics

  • Crew: 1 or 2
  • Length: 13.2 m (43 ft 4 in)
  • Wingspan: 8.2 m (26 ft 11 in)
  • Height: 4.4 m (14 ft 5 in)
  • Wing area: 38.4 m2 (413 sq ft)
  • Empty weight: 6,560 kg (14,462 lb)
  • Gross weight: 9,800 kg (21,605 lb)
  • Max takeoff weight: 13,500 kg (29,762 lb) [166]
  • Fuel capacity: 2,458 kg (5,419 lb) internal; 2 × 1,200 l (260 imp gal; 320 US gal), 800 l (180 imp gal; 210 US gal) drop tank inboard, 725 l (159 imp gal; 192 US gal) drop tank under fuselage
  • Payload: 5,300 kg (11,700 lb) external stores[166]
  • Powerplant: 1 × General Electric F404-GE-IN20 afterburning turbofan with FADEC, 85 kN (19,000 lbf) with afterburner[167]

Performance

  • Maximum speed: 2,220 km/h (1,380 mph, 1,200 kn)
  • Maximum speed: Mach 1.6[166]
  • Range: 1,850 km (1,150 mi, 459 nmi)
  • Combat range: 500 km (310 mi, 270 nmi) with internal tanks[168]
  • Ferry range: 3,200 km (1,986 mi, 1,726 nmi) with 2x external drop tanks[168]
  • Endurance: 4 hours
  • Service ceiling: 16,000 m (52,500 ft) [166]
  • g limits: +9/−3.5[169]
  • Wing loading: 255.2 kg/m2 (52.3 lb/sq ft)
  • Thrust/weight: 0.94[170]

Armament

Avionics

See also[]

Related development

Related lists

References[]

Citations[]

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Bibliography[]

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