<![CDATA[Full Afterburner

<![CDATA[Full Afterburner - AeroSpace]]>Sun, 25 Aug 2024 09:24:37 -0700Weebly<![CDATA[DRDO RUDRAM - 1 NGARM]]>Tue, 27 Apr 2021 20:30:29 GMThttp://fullafterburner.weebly.com/aerospace/drdo-rudram-1-ngarmINTRODUCTION

Neutralising enemy's radar and SAM systems is one the primary tasks performed by an attacking force. Doing SEAD/DEAD without an Anti Radiation missile is extremely dangerous and costly even with light aircarfts. Indian Airforce with an aim to bolster it's strike capabilities is spearheading development of many air launched bombs and missiles. In similar line the Airforce has taken multiple agencies in the country primarily the DRDL, ARDE, DLRL, HEMRL, RCI, TBRL, NTAF for development of NGARM Next Generation Anti Radiation missile, now named Rudram-1. Surface to Air missiles may not be 100% perfect but guarantee a strong deterrence against air raids. Chinese have made immense progress in this particular area. The deployment of SAM puts a no flying zone over a land mass. Unless air superiority is achieved an attack or defence on surface is useless.

Air Marshal (retd.) Daljit Singh, a former IAF fighter pilot and highly respected electronic warfare expert, broadly welcomes the IAF’s NGARM acquisition, although he warned MONCh that, “to be really relevant and effective, the ARM would have to be capable of multimode operations. It must also be upgradable to match emerging radar technologies.”

He stressed that the missile’s seeker must be capable of detecting and locking onto contemporary radar threats employing a myriad of low probability of deception/interception and electronic counter-countermeasure tactics and techniques to hide in the ether. AM Singh also urges the IAF to invest in escort jammers for strike packages, an area he argues where the air force is currently deficient.

DESIGN

DRDO NGARM / RUDRAM-1 is the effect of stringent requirements laid out by the Indian Air Force. It can be launched from a height ranging from 500 m to a height of 15 km and speeds ranging from Mach 0.6 to Mach 2.0 .Its overall range is 200 km. The Missile weighs 600 kg and it approximately 5.5 M long. Drop Flight Trial (DFT) was completed by December 2016 with the missile released by Sukhoi Su-30MKI at a speed of 0.8 Mach, from 6.5 km altitude. The Front section of the missile contains the passive homing head needed there to seek enemy RF waves, behind it their is navigation system. The fixed cruciform wings are attached to the motor casing. In the aft section we have dual pulse Solid rocket motor. Popular journalist Saurav Jha said that design is similar to dual pulse propulsion of LRSAM and both LRSAM and NGARM's rocket motors are manufactured by the same company named Primier Explosives Limited. At the end their is a nozzle surrounded by what looks like actuators for control and stabilisation. Their is almost zero information and pictures about the control mechanism that moves the missiles fins for maneuvering. Basically just an enlarged Astra mk1 with nozzle.

The Passive homing head ( PHH ) tracks sources of radiation of a wide range of frequencies. It is also equipped with a MMW seeker transmitting on frequencies of 30 Ghz or higher, to seach locate and hit moving emitters. It can lock into a target not only before launch but also after it has been launched.

The combination of Passive Homing Head , MMW seeker and INS-GPS guidance system allows RUDRAM-1 to not only engage relocatable air defence targets like mobile SAM systems but other emitting targets equipped with shutdown capability. This means that even if the enemy shuts down the radar / emitter after the missile is launched, it will still find and hit the target.

MMW seeker is especially used, if the target is a mobile SAM system which has shutoff it's emissions and is attempting to scoot. In this case the multimode seeker will fly under GPS/inertial control to a search footprint, within which the MMW seeker will search for the target, allowing a precision homing attack. Existing MMW seeker technology has the ability to recognise a specific target type by shape and fine Doppler modulations. The operational deployment of multi sensor NGARM will spell the end of the mobile SAM system, as it effectively nullifies the shoot and scoot and the go off the air tactics.

NAVIGATION SYSTEMS.

The Navigation systems usage on an Anti Radiation missile which most people believe goes in the direction of RF source is a bit tricky. In one of the operational modes of Lock On After Launch, where the location of the target is known, NGARM would fly in a area of intrest and turn on it's receives afterwards, such an operation needs guidance from other sensors. In a dense EW environment where sidelobes of the target radar and other waves from other sources limit the ability of NGARM to follow the path of generated tracks, GPS-INS guidance helps in to implement successive position corrections until the missile is near enough to see the target waves clearly. Their are a lot of technicalities in implementing a satellite based navigation system combined with inertial navigation system. The inertial navigation system provides input and output for course correction during flight. The exact photo and design details of the type of GPS-INS guidance to be used in NGARM hasn't been revealed by DRDO yet.

There is another reason why inertial navigation is needed in an ARM. ARMs are designed to home primarily upon the mainlobe and other sidelobes, mainly horizontal sidelobe and backlobe emissions of the target, attacking the target in a shallow dive trajectory. Modern radars with very low sidelobe antennas will thus present a "blinking" target to an approaching ARM, which must estimate the real position of the target from the intervals of active emission, when the antenna is radiating in the direction of the inbound missile. In the terminal phase of the NGARM's flight, a slow rotating antenna on the target may be looking away from the missile virtually emitting nothing from the source. The NGARM will follow an inertially steered trajectory based upon previous measurements of the radar's position. As a result the missile will not smash the target directly, but pass within few metres of the target, employing its proximity fuse to set off the warhead. This is why apart from satellite navigation systems whose accuracy vary for various geographical locations we also need inertial navigation in an Anti Radiation Missile.

Ejector Launch type launcher of NGARM.

WARHEAD

The NGARM has a 60 Kg pre fragmented warhead. In a typical DRDO designed PF warhead their are tungsten fragments packed in such a way that the surround an explosive filled column and wound by filament which acts as a casing. The explosive column made by filling a new explosive called DENTEX inside a FRP tube. It is detonated to disperse the high density tungsten fragments in surrounding causing severe damage. These warheads are lethal even at large distances. The high density tungsten alloy fragments are manufactured using powder metallurgy techniques. DENTEX is a new explosive DRDO which is a mixture of RDX and TNT and other substances. DRDO through these years have designed many warheads of this type and developed testing methodologies and mathematical models to predict the performance of PF warheads.

By seeing at photos of brochures available on various blogs, it seems that warhead design is highly similar to the 65 kg PF warhead of Akash SAM.

LASER PROXIMITY FUSE.

The Fuse of NGARM is very unique, and employs a laser rangefinder to asses it's distance from target. It looks like Rudram-1 is designed to dive down vertically and pass a beam on the target emitter, this specialised fusing arrangement is designed to measure the altitude of the missile precisely, and trigger the warhead detonator as the missile passes near the radar's antenna. This ensures that the warhead is as close as possible to the target when it is fired. The exact information on design of DRDO'S laser proximity fuel is not available, I tried my best to find it.Because of certain unpredictability in calculating the exact position of RF frequency source and drifting of the missile from that source due to inertia, the missile never directly smashes itself on the target. It only goes as close as possible. Because of this proximity fuses are employed to detonate the warhead once they are sufficiently close to cause damage.

AN EXAMPLE OF WORLD WAR 2 ERA OPTICAL PROXIMITY FUSE

Typically such devices consist of optical ranging apparatus where a laser generates light pulses illuminating a surface. The mirror arrangement inside enables a single lens to emit and receive a reflection of these pulses. An optical fiber bundle is used for delaying the optical reference pulses to correspond to a predetermined distance from the target. The optical ranging apparatus includes circuitry for providing a first signal depending upon the light pulses reflected from the target, a second signal depending upon the light pulses from the optical delay fiber bundle, and an output signal when the first and second signals coincide with each other. The output signal initiates circuitry that would enable detonator. An additional circuit clarifies difference between received laser pulse and any other light reflected by target surface. The system knows type of radar it is attacking, and therefore also knows what the elevation of the antenna is above the ground. This information is then used to select the most suitable altitude for warhead firing.

Su-30 MKI armed with Astra Mk1, NGARM and BrahMos ALCM, a typical DEAD configuration.

PROPULSION

NGARM uses dual pulse Solid rocket motor. The dual pulse solid rocket motor design consists of two burning chambers, separated by a bulkhead, designated as pulse separation device (PSD) and a nozzle. The pulse separation device protects the propellant grain in the second pulse chamber against high temperature and pressure impact during the first pulse operation. At initiation of the second pulse, the PSD reliably opens for the gas flow and the combustion gas from the second pulse chamber passes through the empty first pulse chamber and the nozzle. This design allows the initiation of the second pulse at any time after burn out of the first pulse. The use of one central nozzle for both pulses and the avoidance of lateral nozzles help the missile to show outstanding aerodynamic stability in manoeuvres during the second pulse phase. Number of dual pulse rocket motors were designed, manufactured and successfully tested in missile flights and the utility of this technology is demonstrated.

The first pulse chamber is filled with a fin-o-cyl shaped aluminized composite propellant. It has a moderate burn rate. moderate. In the second pulse chamber a star-shaped low aluminized composite propellant is cast. Its burn rate is high. Both chambers are screwed together. Between both chambers the PSD is jammed. A nozzle is attached to the rear of the first pulse chamber. Typical thrust time curve of a dual pulse rocket motor is shown in diagram below.

Pic posted by Saurav Jha on twitter.

The Dual Pulse Rocket motor of NGARM is similar in design with LRSAM and is manufactured by same company.

PASSIVE HOMING HEAD

The NGARM has a passive homing head. It means that this seeker doesn't emit any radio frequency emissions it only receives them. The direction and distance of the received emissions are accurately detected and the head homes in or goes towards that direction in an attempt to hit the source of that radio frequency emission. The PHH is a wide band system with compact front end made of medium monolithic integrated circuit for identification of RF waves.

The Passive homing head on NGARM has been developed by DLRL and Astra Microwave based in Hyderabad. The passive homing head performs complex functions of detecting, direction finding and generating tracks for each target that has been detected. It has been designed to identify military operated radars in spectrum of 1 to 10 and 6 to 18 Ghz. The system has a typical design of cavity backed spiral antennas that is usually found in other passive homing heads of other nations Anti Radiation Missiles. Their is a Digital Instantaneous Frequency Measurement DIFM receiver which is used to measure frequency characteristics of target emitter. Their is also a processor which helps in direction finding, electronic support measures. It measures emitter parameters like pulse repeatation frequency, amplitude, azimuth/elevation and time of arrival. It then performs de-interleaving and generates emitter tracks identified targets.

In terms of radars Interleaving is the calculation done to find the least error value of all the multiple values collected, it is done by spacing the consecutive data collected by emitter. It is a continuous process and makes radar beams more focused. Deintreleaving puts data back into original sequence. The pulse repeatation frequency is the number of pulses repeated per unit time. The change of a variable value in a single period is called amplitude, it is the highest value achieved by wave's Crest(peak) if you see a wave on graph. Azimuth is a horizontal angle measured clockwise from a north base line or meridian and elevation is the distance of target from horizon.

OPERATION

The operation of Rudram 1 or NGARM can be predicted by the fact the most of the technologies point towards western design trends. The west speaks primarily about their experience of their wars in west asia. As per reports that have come until now talks about Lock On Before Launch LOBL and Lock On After Launch LOAL. NGARM is likely to be programmed with threat liabriers of known Radar parameters, operation modes, fusing altitudes and a program that prioritizes certain targets over others. The LOAL and LOBL may have sub-modes classified amongst them.

Lock On Before Launch-
A Lock-on-before-launch (LOBL) mode uses missile receiver before launch to acquire the target. This mode allows off axis attacks on emitters within the field of view of the seeker. It is typically used as an by non-dedicated strike aircraft to suppress emitters. Non dedicated strike aircraft do not carry specific emitter locator podded hardware with them and rely on RWR or missile sensor to locate enemy emitters. In LOBL defensive mode, which is a short to medium range mode NGARM engages targets within 360 degrees of the launch aircraft. The missile receives target information from aircraft's RWR and given a prioritised list of threats. The highest priority threat will be engaged after launch. Usage of RWR instead of missile sensor provides a larger FOV of emissions across the battle space.

Lock On After Launch -

A Lock On After Launch (LOAL) mode is used for standoff maximum range attacks on emitters of a known type and location, within several degrees of the missile boresight. In this mode an onboard sensor of aircraft gets information about identity, type, etc of the radar and uploads the information into missile constantly while missile is in flight. The launch aircraft will then hurls the missile to impart the best possible range. The missile flies on inertial guidance until it acquires the target, and then homes to impact. During a dense EW environment a specific mode may be applied that is more accurate in terms of target selection, and can engage off axis if required, but requires more precise target position information than the baseline LOAL mode. The de Interleaving and selection of target frequency would be more precise and the launch would likely happen at closer ranges than normal LOAL modes.

Once the missile begins terminal phase it doesnt matter which mode it had selected previously. In terminal phase it begins homing in directly and it's performance solely depends upon the homing algorithm. The optical fuse would be armed from this point and incase emitter shutoff GPS/INS and millimetres wave seeker would be used for further trajectory correction. The overall performance of this missile thus largely depends upon operation conditions and the type of aircraft used. If an aircraft podded with dedicated EW-ESM emitter detection capability the missile can be launched from a larger standoff range. The missile can also recieve data from data links.

THE DRDO NGARM RUDRAM-1 WILL BRING A PARADIGM SHIFT IN INDIAN FORCE AND MAKE IT A TRUE STRIKE CAPABLE FORCE WITH ABILITY TO CONDICT WARTIME AND PEACETIME OFFENSIVE MISSIONS AGAINST ANY TYPE OF CHINESE RADARS. NGARM WILL FURTHER ENHANCE MISSILE TECHNOLOGY IN INDIA MATURING THE ALREADY FLOURISHING MISSILE MAKING INDUSTRY.

Sources :-

https://www.strategicfront.org/forums/threads/indian-missiles-and-munitions-discussion.75/page-37

http://www.ausairpower.net/alarm-armat.html

https://defenceforumindia.com/threads/indigenous-next-generation-anti-radiation-missile-thread.75954/page-2

https://www.monch.com/mpg/news/ew-c4i-channel/5402-nargm.html

http://www.ausairpower.net/API-AGM-88-HARM.html

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]]><![CDATA[INDIAN NAVY NUH COMPETITION DRAMA.]]>Sun, 21 Feb 2021 08:57:58 GMThttp://fullafterburner.weebly.com/aerospace/indian-navy-nuh-competition-dramaIndian Navy NUH competition

Continuing the glorious traditions of DELAY in procurement the Indian Navy is still in hunt for a decent helicopter to replace HAL CHETAK. The current retirement of Navy RFI states that, The helicopter should be able to perform the following roles by day and night:-

a. Search and Rescue.
b.Medical Evacuation (MEDEVAC).
c. Communication Duties.
d. Anti-Piracy and Anti-terrorism.
e. Humanitarian Assistance and Disaster Relief (HADR).
f. Surveillance and Targeting.

Until now Indian Navy has failed to care for the Naval variant of HAL DHRUV, about which a strong case has been made by HAL. Many prominent voices are lobbying for Dhruv.

India is increasing ships in it's armada and also plans to have 4 helicopter carriers and 2 - 3 aircraft carriers in future to bolster its Defence capabilities and become a net security provider in type Indian Ocean as well as station its Naval assets in Vietnam. Indian Navy is also building Missile Range Instrumentation Ship and Ocean Surveillance Ship. The modernisation plans of Navy asks for a scalable technologically advances multirole helicopter with indigenous content to manage supplychain efficiently. The foreign OEM have to enter into an agreement with an Indian company under the strategic partnership model and has to agree on Transfer of Technologies of certain critical components.

Desired Capabilities.

Starting from the basic, The NUH must have twin engine with blade folding capability and wheeled landing gear and a maximum weight of 5 Tonnes. The helicopter is expected to have two people crew and should be capable of rescuing two survivors with rescue hoist. It should also have search light and EO/IR sensors for night operations. In casualty evacuation role the Helicopter should ferry two stretchers and one medical attendant. In normal transportation mode it should carry minimum 6 passengers 420 Kgs load inside cabin and 500 kgs slung under with a hook. All these above stated capabilities are necessary for Search and Rescue, Medical Evacuation and Casualty Evacuation. In our article we will compare the capabilities of all contenders as to how they would fray. The NUH must satisfy corrosion resistance standards as mentioned in RFI.

Indian Navy also needs the NUH for antipiracy roles whilst it would be fitted with Weapons. The helicopter is expected to have capability of at least one 12.7 mm machine gun, detachable or fixed light armour protection (at least for cockpit floor or crew seats), 4 commando seats, rappelling installation. The NUH is also expected to have other contemporary sub systems for ship based and shore based operations and should be reliable in all weather day and night conditions.

STRATEGIC PARTNERSHIP

Indian private Defence Technology companies do not have the same level of Research & Development capabilities, manufacturing infrastructure, skilled manpower and ecosystem of vendors as that of Defence Public Sector Undertakings. Foreign Defence Technology companies who had been selling their products since world war 2 have a huge experience and expertise giving extra quality to their products and level of technology. India has a huge potential in terms of Defence FDI and to properly exploit that the government's Defence Procurement Policy is tweaked constantly so that Foriegn companies can make long term strategic investments with assured returns and Local companies should absorb the R&D methodology and high level manufacturing infrastructure.

With this aim in mind the Strategic Partnership model has been detailed in the new DPP. The Government can select an Indian manufacturer to collaborate with a foreign OEM to setup manufacturing and R&D facility in India and create a sustainable local vendor ecosystem and skilled manpower for long term strategic benefits. The Indian Navy NUH RFI details about the technologies that must necessarily be transferred to local company for manufacturing.

CONTENDERS

Some popular helicopters in competition are listed below. We would compare capabilities of each and every of them to check how much they can live up to the hopes of Indian Navy. The strategic partnership model may rope in Indian companies like Larsen and Touro, TATA Advanced Systems Limited, Kalyani Group, Reliance Defence, etc.

Airbus AS565 Panther.

Indian Navy has been offered the AS565 MBe variant. It has originally been designed to perform operations like maritime surveillance, search and rescue, casualty evacuation, offshore patrolling and Anti-Piracy. It is powered by two Safran Arriel 2N turboshaft engines with power output of 842kW each and controlled using a full authority digital engine control (FADEC) system. The AS565 MBe satisfies almost all of the stated requirements and exceeds some of them. Some key design features include a Starflex main rotor head with four glass / carbon-fibre blades. Its Fenestron shrouded type tail rotor is equipped with composite blades, retractable tricycle landing gear. The Main rotors being constructed out of Carbon fiber composites are corrosion resistant and can be folded for adjustment in close spaces on ship deck. The tail rotor has 11 blades and them being faired-in type increases ground crew and passenger safety while maneuvering at low altitudes. The AS565 MBe is capable of withstanding a vertical impact from 7m. The fuel system is rated to withstand a 14m crash and the fuel tanks are self sealing.

It fares very well to the requirements of Indian Navy. The Panther has the capacity to transport ten commandos and weighs 4.5 Tonnes. For medical evacuation, it can accommodate up to four patients and one doctor. A sling with a 1,600kg capacity or a 90m-long electrical hoist for loads up to 27.2kg can be fitted. Panther provides a maximum speed of 287km/h and a range of 780 to 790km. Main components of the helicopter’s transmission system are one main gearbox and one tail gearbox. The AS565 MBe has a rate of climb of 6m/s and an IGE hover ceiling of 2,548m. It can stay in air for four hours and eight minutes when flying at a speed of 140km/h.
The ferry range and service ceiling of the helicopter are 827km and 5,865m respectively.

Airbus H-145M

Originally developed as a light battlefield support helicopter, the H145M's Naval variant has a 4-axis autopilot combined with a weather and search radar, emergency floats, a life raft and an emergency locator transmitter (ELT), allow the H145M to fulfill day and night maritime security missions. These include exclusive economic zone surveillance and control; maritime counter-terrorism/piracy; ship replenishment; and search and rescue (SAR) and medical evacuation at sea, among others. Key features of the H145M are the wide range of available optional mission equipment packages that can be rapidly installed and removed, based on the requirements of the mission. Within minutes, the aircraft can be reconfigured from troop transport with seats to a search and rescue mission with rescue hoist and stretchers, or to an armed helicopter with a set of weapons and ballistic protection. The H145M is powered by two Turbomeca Arriel 2E engines equipped with dual-channel full authority digital engine controls (FADEC). Each engine develops a maximum continuous power of 771shp (575kW). It has a fast cruise speed of 244km/h, maximum speed of 250km/h and maximum range of 662km. Its outstanding hover performance allows for operations at altitudes of 2,700m (8,858ft).

H145M can seat up to 11 personnel including crew and troops. The large cabin space accommodates up to 10 troops in a high-density air assault layout, or a fully-equipped force for special operations. Troops can rapidly ingress / egress through large sliding side doors and the rear clamshell door. The rotorcraft can be fitted with mission equipment kits including a fast rope system, cargo hooks and hoists for transport and utility missions. The helicopter has a maximum take-off weight of 3.7t and can carry a useful load of 1,769kg, whereas its sling load capacity is 1,500kg. It measures 13.6m in length when rotors are in operation and has a width of 2.7m when blades are folded. The height and main rotor diameter of the helicopter are 4m and 11m, respectively.

Kamov Ka-226T

Ka-226T's case regarding Indian Armed Forces is the most unique. The Ka-226T has been selected for Indian Army's requirement of light helicopters and is supposed to have it's production line in India. India`s MoD is planning to acquire a total of 200 Ka-226Ts, including 60 set to be supplied by Russia in flyaway condition and 140 set to be produced under license in India by the HLC. The HLC JV has been established by India`s Hindustan Aeronautics Limited (HAL; owns a 50.5% stake) corporation and Russia` Russian Helicopters holding (a subsidiary of Rostec state corporation; owns a 49.5% stake). According to the Jane`s think tank, of 140 helicopters set to be built in India, 100 will incorporate an increased share (between 30% and 40%) of Indian-made components. So apart from technical benefits the already available production line in India saves time required for negotiations.

The Kamov Ka-226T is available in two medical versions – one for evacuation purposes and one for intensive care. The medevac version comes with stretchers for two patients, oxygen tanks and essential medical equipment. It also has adjustable seats for medical staff. The intensive-care version has room for one patient and for two medical workers to administer treatment in flight. The Ka-226T makes it easy to load and unload stretcher patients through a wide door at the back of the transport cabin. The on-board medical equipment meets international requirements and helps medical staff to operate highly efficiently. The Ka-226T’s coaxial main rotors give it incredibly precise hovering ability, and make it easy to fly and highly manoeuvrable. The helicopter can take off and land in small spaces. It has a range of 500 km and top speed of 250 km/h. Ka-226T is powered by Turbomeca’s Arrius 2G1.

The detachable cabin module is unique to many Kamov helicopters and the Ka-226T perfects this design and offers a lot of flexibility in operations. The module can be removed or attached in only 2 hours. Co-axial rotors impart exceptional stability while hovering which is very vital during troop insertions and cargo delivery. Ka-226T can lift 1.5 tons slung load. The cabins with their 7 man capacity will be of great help while inserting troops and evacuating them. Ka-226T has a maximum internal load capacity of 1100 kgs. Its cruise speed is 220 km/hr and hover ceiling is 4600m. The Ka-226T makes a good case for selection reducing the number of diversified helicopters being operated in India and saving time and expenses on spare parts

Sikorsky S76D.

The S-76 originally designed as a commercial utility Helicopter has its latest S-76D variant Powered by two Pratt & Whitney Canada PW210S. Also features a Thales Topdeck avionics suite and improved noise signature over all previous variants. Sikorsky's 76 has been sold in India as an executive personnel carrier. The US intends to break in India's defence market even offering supply chain partnership and manufacturing units in India itself. Moreover S-76 and its variants are one of the most widely used helicopters all across the world.

The helicopter in SAR configuration can mount hoist, searchlight, EO/IR imaging devices, flotation raft, etc. The cabin can comfortably accommodate two stretchers and a medical attendant. The sling load capacity is 1.5 tonnes. The newly designed wider cord tail rotor ensures positive handling characteristics in cross winds up to 35 kts, another critical performance feature of the S-76D flown in air medical missions. Its maximum speed is 287 km/hr. Maximum range of around 870 km. It can carry a load of 2.3 tonnes. It weights 5.4 tonnes which is way higher than requirement. Moreover it's dimensions are large making it's fitment in hangars difficult. The S-76D is very unlikely to make a good case for this competition. Although we can never say what would happen. Because of the unlikeliness itself I think its discussion shall be just concluded.

HAL DHRUV

Indian Navy is reluctant to induction of HAL Dhruv even though a strong push is being made. Many voices have even accused the Navy of being biased and it's RFI tweaked in favour of Airbus AS565 Panther. Indian HAL Dhruv program is an undoubted success story and the wide range of variants is a proof of what HAL is capable of delivering. Already, Sonar winch, torpedo and many other trials were carried out for the Indian Navy at their behest (even though it was known that they may not accept the naval variant). The ship envelope was demonstrated on the smallest deck the Indian Navy could provide. An article on LiveFist website said that, ALH Mk III with 5.75 T is under production as per present on-going contract with Indian Navy. HAL is offering a re-configured version of Mk III ALH as NUH by removing some systems which are not required for NUH (rear main tank, surveillance radar, sonar/sonics, conventional VUHF system and high intensity strobe light) while adding some other systems (two segment blade folding, tail boom folding, software defined radio, torpedo, slewing SL, weather radar, weight reduced LRUs) to meet NUH NSQR including performance and mission requirements within a truncated All Up Weight of 5T.

However, as the basic ALH platform is capable of an All Up Weight of 5.75 T, Navy will have the flexibility to carry additional payload of 750 kgs or have longer range/endurance in certain missions. The ALH will thus offer the Indian Navy the flexibility to add 1.25 T of useful load (fuel or mission payload) in case a mission so demands. This is a valuable option which the Indian Navy seems to be ignoring at this point of time. Other key advantages being ignored are that no new production facility will be needed for manufacturing as per strategic partnership model. Being a common platform with other variants the spare parts supply will not just be smooth,but since it is procured by local vendors, these vendors will get an additional income and experience. When the product reaches its end phase of service a huge amount of costs have to be poured in just to keep the foreign vendors alive while that product is dead in that country, take MiG-27 and MiG-21 for example. If Navy selects a HAL product this drain of foreign exchange will be controlled.

Capabilities of HAL's Helicopters

HAL has come a long way in developing helicopters and have seen it's own ups and downs, mostly after sanctions on India post Pokhran Nuclear Tests. But what HAL has been able to achieve nobody in India did. Many HAL employees who either retired or leave voluntarily are highly sought after in private sector because of their knowledge and skills, obviously this is a result of a technology filled work culture. Initially it began with transfer of technologies of HAL Cheetah and Chetak. Today HAL can manufacture them independently. HAL developed the ALH initially with consultancy support from MBB of Germany, it said that the consultants abruptly left the project unfinished and HAL had to pull up socks. But some internet trolls who watch ₹2 worth videos on youtube made by another Internet trolls who have zero knowledge of work culture in manufacturing and R&D complain about delays in work. Today many private companies in India and DRDO can supply the avionics necessary for a flying machine.

HAL has a good experience in weapons integration and integration of various subsystems. India has the capability to manufacture components made of super alloys, carbon composites, single crystal blades, avionics, optronics, radar components, communication equipments, mission computers and what not. The level of experience HAL gained while developing multiple ALH varinats, the LCH and LUH gives it the confidence to bring in more development in an NUH. Even many components of the Shakti engine are made in India from scratch.

Problem with Foreign Weapons.

For the sake of example imagine a just married 25 year old girl has been put into competition with a 60 year old woman who had been a housewife all her life, who do you think would make better food. I am not trying to be misogynistic here but you got the point. the experience of a mature woman is seen in her work and cannot be matched by a naive young person. Whenever a foreign experienced weapons manufacturer comes in India as a partner and helps us make weapons it would definitely bring their experience induced expertise, their manufacturing precision, industrial safety, stringent quality standards with them. When our industry partners would see this world leader of weapons in action for first time it is obvious that we would get to learn a lot.

These world leaders in weapons manufacturing have devoted money, resources, emotions and national pride in what they have produced. They will bring us the technology but nobody can conquer their knowledge. Because of the criticality of technology or the additional costs in setting up of advanced manufacturing facilities in India and creating skilled labour to operate those facilities here, foreign vendors tend to just directly supply critical parts as "kits", for ex. the transmission and critical engine components. If asked for setting up manufacturing facilities in India for a greater level of transfer of knowledge of critical components, they ask for an extortionate costs which results in huge cost price of the end product. For ex. Su-30MKI manufactured in India is costlier than what Russians spend on manufacturing of Su-30SM. So even after Indian industries gaining the expertise the cost of manufacturing still drains money.

HAL has through the years developed a network of vendor support base that can produce spare parts at an even more cheaper rates if more and more orders are given. Thus a repeat order of an offshoot of any product costs much less. The best solution is partnership of HAL that's being a PSU has the financial capability of taking risks in R&D and private sector who has the capability of making cheap durable products. The private sector if involved from Design stage produce excellent results as seen during the IGMDP program. This same is being done for HAL AMCA.

Conclusion:-

Out of all the above mentioned contenders the Airbus AS565 Panther seems the front runner. India's newfound emotional attachment with France being a supporter at UNSC just like Russia may drive the weapons procurement. It must be understood that in Geopolitics their are no friends or enemies either. The AS565 Panther and other contenders are obviously good and in some aspects better than HAL Dhruv based NUH. But their are many reasons why HAL NUH should be the one.

REFERENCES.

https://www.livefistdefence.com/2020/10/indian-navy-ignoring-crucial-advantages-of-dhruv-as-nuh.html

https://www.livefistdefence.com/2020/06/angry-hal-replies-to-ex-indian-navy-chiefs-dhruv-attack.html

https://alphadefense.in/the-nuh-saga/

https://www.google.com/url?sa=t&source=web&rct=j&url=https://www.lockheedmartin.com/content/dam/lockheed-martin/rms/documents/s-76/Sikorsky-S76D-SAR-Brochure.pdf&ved=2ahUKEwj3y5T4_qHtAhVjyDgGHb6GChEQFjALegQIFhAB&usg=AOvVaw3l4GaPWKBNdfkddfFBpqge&cshid=1606455039172

https://www.google.com/url?sa=t&source=web&rct=j&url=https://www.lockheedmartin.com/content/dam/lockheed-martin/rms/documents/s-76/Sikorsky-S76D_EMS_Brochure.pdf&ved=2ahUKEwi8x7mW_6HtAhVsxTgGHUHbBOMQFjAAegQIEBAB&usg=AOvVaw1FBkZu_8BE-RmRuzBdJxzZ

https://helihub.com/2013/12/05/russian-helicopters-showcases-new-ansat-and-ka-226t-at-ems-event/

https://defencyclopedia.com/2015/05/22/ka-226t-russias-unique-helicopter-now-in-india/amp/

https://www.google.com/amp/s/thaimilitaryandasianregion.wordpress.com/2016/03/05/h145m-battlefield-support-helicopter-france/amp/

https://www.airbus.com/helicopters/military-helicopters/light/h145m.html

]]><![CDATA[27 FEB 2019 IND-PAK AIR SKIRMISH ANALYSIS.]]>Mon, 15 Jun 2020 06:57:36 GMThttp://fullafterburner.weebly.com/aerospace/27-feb-2019-ind-pak-air-skirmish-analysis

IAF MIG 21

On February 27, 2019, an attack package consisting of 24 PAF (Pakistan Air Force) aircraft headed for Kashmir, aiming to attack targets in Indian territory. It was retaliation and occurred the day after IAF Mirage 2000 fighters (Indian Air Force) bombarded an alleged terrorist training camp in Balakot with SPICE bombs.

The well-organized attack package violated Indian airspace and took the IAF by surprise. In response, the Indians managed to send 8 of their aircraft, departing from closer bases, in order to fight the enemy. However, only 1 Su-30 MKI fighter and 2 MiG-21 Bison met face to face with the enemy. The Su-30 and one of the MiG-21s returned to their bases after “fury blasts” from alleged Pakistani F-16 fighters. However, one of the pilots did the unthinkable: disobeying ground control recommendations, crossed the LoC ( Line of Control ) and entered enemy airspace.

From then on, there was a succession of facts that until the present date have not been properly clarified. It is true that the MiG-21 of the bold Indian pilot Abhinandan Varthaman was shot down and that the real cause of that shot is still a mystery. The IAF, however, claims that, before Abhinandan ejected and was captured, it shot down an F-16 fighter using an R-73 missile.

IAF MIG-21

A series of “proofs” - such as radar images from EW and ground aircraft, transcription of radio conversations between Pakistanis, testimonials from POK ( Pakistan Occupied Kashmir ) residents , videos showing two ejections, among others - was assembled by the Indian Air Force, but Pakistan strongly denies the loss of any aircraft, nor does it show evidence of the 2 Indian planes allegedly shot down (1 Su-30 and 1 MiG-21, both by J-17), nor as such clashes have occurred. Worse, at the beginning, Pakistan officially claimed the capture of 2 pilots and the non-use of F-16s in combat. A few days later, both claims were dismissed by the Pakistanis themselves.

From the list of Pakistani "tests" in this regard, the 4 missiles of the MiG-21 Bison from Abhinandan were presented - which, according to Pakistan, fell with the 4 missiles intact. The missiles were presented on top of 4 beds, in a low resolution photo. Then, other photos were shown by several sources, but with only 1 or 2 of the missiles in the same photo. However, recent research shows serious evidence of “fraudulent evidence” in ALL photos submitted as evidence. This is the main object of our analysis.

Photo presented by Pakistan, claiming the recovery of the wreckage of the 4 mig-21 missiles. This photo was presented in April, more than a month after the fight (Photo: PAF).

We will number the 4 missiles on tables 1 through 4, from left to right. Number 1: an almost intact R-73; number 2 is a fairly complete R-77; missile number 3 is a partially burned R-77; and number 4 is an R-73 that fell attached to the pylon and caught fire along with the fuselage wreckage. Based on a high-quality video (see below) taken at the site of the MiG-21 crash, we can identify various parts of these missiles in the wreckage.

relevant excerpt from the video “ Wreckage of Indian Air Force MiG-21 Bison Shot Down By Pakistan Air Force ” published on the Media Talk channel (if you prefer, click here to watch the full video on YouTube).

Our goal is not to say what each missile is or is not - this Pakistanis have already done - but to show where each of the parts shown on the tables can be seen in the fall scenario.

Below, all parts of missiles 2, 3 and 4, amid the wreckage, as well as the ammunition of the GSh-23 cannon (compare the photos of the missiles with the parts that are in the beds).

Fragment of the warhead and the section with solid propellant of the missile nº 2, an R77 (image extracted from the video).

Missile finder nº2 (image extracted from the video).

Front of missile no. 2 at another angle and finder of no. 4, R77 and R73 (image extracted from the video).

Fragments that appear to be from missile # 2, finder and front directional control section of missile # 4 (image extracted from the video).

Fragment of the actuator (tail control) of missile nº 3, an R77 (image extracted from the video).

Wide view of the place where the front part of missile no. 3, an R77, was found (image extracted from the video).

Search engine and inertial control system for missile nº 3, an R77 (image extracted from the video).

Section that houses solid propellant and directional control surfaces of missile nº 4 (image extracted from the video).

Rear part of missile R73 nº 4 from another angle (image extracted from the video).

Seeker, front directional control system for missile # 4 and a piece of actuator / tail control of an R77. Note: this piece of R77 does not appear in the photos of the tables (image extracted from the video).

MiG-21 23mm gun ammunition (image taken from video).

Missile parts 3 and 4 appear in all official Pakistani photos, just as they were seen on the scene. However, no part of missile # 1 (R-73 Archer) can be seen in the video . Precisely the missile that the IAF claims that Abhi used to shoot down the F-16. In the photo of the beds, you can see an almost new R-73 . Did the Pakistanis go to the MiG wreckage and remove just one of the missiles from the scene? Not likely.

In another photo, you can see missile # 1, and part of its serial number. The serial numbers of the R-73, however, are 13 digits. The final two digits of the R-73's serial number were purposely covered with cloth , according to the analysis of the researcher and former Indian fighter pilot Sameer Joshi.

R73 (1) and R77 (2) with suspected adulteration in the same photo. The R73 without the complete serial and the R77 with a section that looks new and without the rear of the tail control (Photo: Sameer Joshi)

The scary thing is to know that a replica of the R-73 can be yours for $ 225.

Replica of R-73 missile for sale on the e-Bay website (Image: e-Bay website screen).

In addition to the R-73 in question, the IAF does not allow any other missile to be fired by any of its fighters. That's where we have the “icing on the cake”. When analyzing the photos of the missile nº 2 (R-77 Adder), it is possible to notice strong signs of adulteration. The “million dollar question” is: why adulterate parts of a missile that the IAF confirms has not been fired, instead of just taking the parts that were in the wreckage and presenting them, as was done with the missiles 3 and 4?

When comparing the pictures of the wreckage with the pictures of the beds, it can be seen that some parts of the R-77, which appear in the official photos, have been replaced by pieces in better condition. In other words, they are not burned, as can be seen in the wreckage. The missile section, just after the warhead , looks like it has just left the factory, and the fins are very aligned for a part that has suffered a major collision. In the wreckage, no similar section could be seen.

Two pieces of actuators / tail control of 2 R77 missiles. Only one part (missile no. 3) appears in the photos of the tables (image extracted from the video).

When you look at the photo of the beds, you can see that the final section of R-77 nº 2 is not burned.

Another photo presented by Pakistan, with four parts of missiles in a different order (Image: PAF).

The time to resolve any doubts would be after the release of a high-resolution photo of the R-77 nº 2. The photo exists, but, for an undisclosed reason, it omits the rear section of the R-77. In short: there are 3 rear sections (where the directional fins are) for only 2 missiles.

R77 missile with almost all its parts in the photo, only the actuator does not appear. In the photo opposite, the missile actuator nº 3. The photo of the missile actuator nº 2 should be in the photo on the left (Image: PAF).

Many theories can be created after finding an R-77 tampered with. Was Abhinandan shot down by his own wingman , whose name remains secret? Did Abhinandan fire an R-77 unsuccessfully, right after his wingman was attacked with an AIM-120 shot? Was Pakistan using Chinese copies of R-77 in its fighters?

All of these issues are unlikely. Most likely, the R-77 has been tampered with to validate the fake R-73, shown in the photo of the beds. Two very well-preserved missiles on the same side of the plane give the impression that, depending on how the plane hit the ground, the parts on the same side that came off after the crash were unaffected by the fire that destroyed the other parts of the aircraft .

R73 (missile nº 1) in high resolution photo. Absolutely none of its parts appear in the video of the wreckage. The real missile was probably fired at the F-16 (Image: PAF).

But, what about the tail of the plane, the nozzle, the drift and the overflow tank? These parts fell elsewhere. There is a video (see below) of Shiv Shastry, an Indian military columnist, showing all these parts being collected and placed in a Pakistani military truck. No armaments where the other parts of the wreck are.

Relevant excerpt from Shiv Shastry 's video “ The Mystery of the Missing F-16 ” (if you prefer, click here to watch the full video on YouTube).

Finding out the truth of a kill in air combat is sometimes very complicated, which can last for decades. That is not our goal! However, very quickly and conclusively, India awarded Abhinandan Varthaman a “Vir Chakra” (India’s third highest honor for heroic deeds on the battlefield) in September 2019, for understanding that his action repelled a attack that was aimed at targets in Indian territory, and that it shot down an invasive aircraft.

By way of comparison, in the Indo-Pakistani War of 1965, the IAF credited the Ajjimada Bopayya Devayya, then pilot of Mystére, with the shooting down of a Pakistani F-104. He would go on to become a hero, for chasing a Starfighter, to help other IAF pilots who were being lured into a trap set by the PAF. Even with the recognition of the IAF and his fellow pilots, the referred pilot only received his “Maha Vir Chakra” (posthumously) in 1988. Ajjimada died after the fall of his Mystére in Pakistani territory, due to damage suffered in the fight against F- 104. Its merits were only recognized after India was quite sure of its achievements.

Thus, it is very difficult to believe that the Indian Government would act lightly in decorating Abhinandan without any evidence of what he did. Especially at a time when collecting evidence is easier and faster due to the technologies available.

In aerial combat, shooting does not always mean taking down. It's fact! However, with each new piece of information, it becomes clear that Abhinandan actually fired at least one air-to-air missile at opposing aircraft.

CONCEIVED BY : Everton Luiz Pedroza

LINK TO THE ORIGINAL ARTICLE -

https://velhogeneral.com.br/2019/09/20/a-primeira-vitima/amp/?__twitter_impression=true

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]]><![CDATA[The Curious case of unusual Mark 2 Tejas.]]>Sat, 16 Mar 2019 22:32:39 GMThttp://fullafterburner.weebly.com/aerospace/the-curious-case-of-unusual-mark-2-tejas

In the year 1961 this land called India successfully made an indegeneous fighter aircraft, highly capable in terms of technology, so advanced that no other asian nation except Russia possessed such. The spinoff development from HAL HF-24 Marut gave rise to many new test configurations which ultimately produced greater aerospace expertise in our country. But a huge unsustainable political pressure killed this expertise and India’s aviation sector had to be sacrificed for the sake of diverting money and attention to development of Nuclear Capable Missiles.

Since then, the air of India is waiting for formidable fighters made by Indians, to take flight and secure us. The development of HAL Tejas mk1 is nearing completion and mass production would begin soon, this means our R&D labs would have had to wait until similar development activity for HAL’s AMCA project aren't started, moreover these labs need to run more to achieve more and develop an aerospace industry so strong that it shouldn't ever get destroyed due to political pressure like what happened last time with Marut.

It was imperative that HAL would undertake technically challenging projects that would not just prove a base for future platforms but also increase the knowledge and understandings of aerodynamics. This knowledge vin today's time would pass on in our universities our private aerospace firms and would root in so deep that could never be uprooted. HAL’s Mk2 LCA developments echo the same sense of feeling even though critics can always judge the projects adversely. Actually it shouldn't be called LCA now as it is a medium weight fighter. The cranked delta wing design of HAL Tejas had it's own disadvantages and even though mk1 and mk1A's design is freezed HAL needed breathing time to work on the airframe and spring out better solutions. This is an excellent strategy used by Soviet/Russian Space Agency during their times of high competition. They kept on making iterative improvements over their rocket engines and spacecrafts, as a result even modern rockets of NASA use 80’s era Russian Rocket engine's also their Soyuz Spacecraft is the most successful manned spacecraft. The LCA mk2 gives two particular opportunities to Indians first is to test out and produce 5th generation fighter capabilities like AI based swarm drones control, High end sensor fusion etc. Second opportunity is to test aerodynamic responses on airframe to use that knowledge and make a mature AMCA.

Unusual Canard Location in MK2

A fan art that appeared few years ago.

Everyone was surprised with this thing. A few years ago when I saw picture on defence discussion blogs about LCA getting canarded, I personally didn't believe it. Because the location of these Canards looked very creepy. Yes creepy, because we are habitual of looking at the Eurocanards like Gripen, Typhoon and Rafale. Also China's J-10. But these unusually placed Canards have their own significance. Back in time when an indegeneous Flight Control System was getting developed for LCA for the first time in India, an FCS for a non-canarded aircraft seemed less complex and that for a canarded aircraft seemed more complex for a first timer. Now that a robustly succesful FCS exists the Canarded Tejas is an iterative development. The Canards are located very closely aft of the cockpit and below the avionics bay cover. They lie in a plane above to that of the main wings. Tejas mk1 is a tailless double delta wing aircraft and the AOA of such aircrafts need to be restricted because these designs experience a ‘pitch up’ during high AOA during flight at transonic speeds. This happens due to vortex breakdown over the wing. Vortex Breakdown is an abrupt change in smooth flow structure that occurs in swirling flows and even today the mechanisms that lead to it are poorly understood.

To avoid vortex breakdown over the wing ADA studied multiple positions of Canards. These studies are revealed in research papers published by ADA over years. After multiple CFD studies the position displayed in recent pictures has been finalised as of now. This current position generates more vortices which continue upto the aft region of the wing this negates the 'pitch up’ during high AOA and allows the designers to set the airframe for a higher AOA. This is a major takeaway of adding Canards on a double delta / cranked delta aircraft.

Apart from aerodynamic considerations mentioned above there was a need for additional avionics on MWF / LCA mk2 which in turn needed more space inside the airframe. To address this requirement airframe was stretched to a length of 14.6m. The positions to be lengthend were carefully chosen, one in the nose (probably to add supportive hardware for IRST device) other behind the cockpit. These lengthening increased the weight in bow portion of fuselage and shifted CG towards the bow. To negate this extra added weight the Canards were designed to generate additional lift. For a highly maneuvreable unstable aircraft the centre of lift must be towards the bow side and centre of gravity toward aft side. This feature of instability exists in mk1 and due to Canards and extra weight in bow portion complementing each other, this feature continues in mk2 as well. Overall the mk2 has a greater lift that mk1 and this contributes to a greater payload carrying capacity. The other advantages of Canards like they act as airbrakes during landing and reduce takeoff distances, act as control surfaces …….blah blah blah……...also come along.

Naval Tejas mk2 'Tailed Delta’

This is another unusual looking aircraft. Instead of Canards the Naval designers chose to go with 'Stabilators’. The word Stabilator is a portmanteau between Stabiliser and elevator. Instead of Canards the Naval Tejas has vortex flaps which are said to be primarily intended for reducing approach speeds during a carrier landing.

Stabilators in modern avaition terminologies are also called 'all moving tail' Although stabilator existed on historic biplanes, modern supersonic fighters find their application in providing a greater degree of pitch control. Usually used on non-delta supersonic fighters the stabilators were design solution to avoid Mach Tuck. The Mach tuck is an aerodynamic effect whereby the nose of an aircraft tends to pitch downward as the airflow around the wing reaches supersonic speeds.

This happens because while approaching supersonic speed a fixed stabilator with aerodynamic shape that generates lift, moves through the air, the air flowing over the top surface accelerates to a higher local speed than the air flowing over the bottom surface. When the aircraft speed reaches its critical Mach number the accelerated airflow locally reaches the speed of sound and creates a small shock wave, even though the aircraft is still travelling below the speed of sound. The region in front of the shock wave generates high lift. As the aircraft itself flies faster, the shock wave over the wing gets stronger and moves rearwards, creating high lift further back along the wing. This rearward movement of lift causes the aircraft to tuck or pitch nose-down.

As a design correction the stabiliser is made movable so that it can move as control surface to negate any pitch down effect anytime when required.

Tejas being a delta wing Aircraft experiences Mach Tuck due to either a rearward movement of the centre of pressure of the wing and a decrease in wing downwash velocity at the tailplane both of which cause a nose down pitching moment. In all modern fighter aircrafts including Tejas, movement of stabilators aren't directly linked to Pilot's control stick but the Fly By Wire system has more authority over it. Mach Tuck is experienced only on particular delta wing designs as some other designers might choose to adjust thickness of the aerofoil, the sweep angle of the wing to negate this problem.

In Future HAL's AMCA would also feature stabilators or a more advanced control surface called tailerons. Tailerons are basically stabilators that can move differentially to perform the roll maneuvre. HAL's experiments on stabilators would make them learn more and provide knowledge for better controlability on AMCA design.

Overlapping Timelines with AMCA

Armchair experts, Facebook based bloggers, Pessimistic Indians who aspire to go to Amrika criticise every R&D effort also our dear lobbyists. All these would be very quick in undermining the R&D efforts taken by HAL and complain that LCA is a 30+ year old design, So much time has been wasted, we should focus on AMCA completely this and that. These people who can barely identify terminologies of aerodynamics, judge the development activity based on public views produced by foreign and shitty Indian media. Neither in the past people took care to admire the painstaking efforts taken by HAL to convince the IAF and MoD about the relevance of HF-24 MARUT, neither today such people would be bothering to praise innovative solutions offered by HAL. The Design and Development activity of any fighter aircraft spans through many decades refining out the best ‘ versions’ take for example F-16 evolving to F-21. Gripen, Chengdu J-10 or MiG-29 evolving into MiG-35. This long journey does not end with designing and proving just the first version of aircraft.

The Aerospace industry needs a huge overhaul for production of any Aircraft. This stage involves finding 1000s of vendors and making them technologically competent and feeding them with constant orders to keeping them financially sustained. As well as constantly help them upgrade their manufacturing capabilities so that when they have to manufacture a next generation platform the transition could be smooth. Their is a huge drama involved in almost every Indian Defence indegenisaton program, constant shifting of goal posts due to delays and further delays due to designers adjusting for a shifted goalpost. Upon that a beurecratic drama realted to funding, negative news in market spread by rival aerospace firms and all.

Making a 5th generation fighter is no joke even Japan, China and Russia are pulling up their avaition industries to their furthest extents to build 5G fighters. India's avaition industry needs to stay afloat until AMCA comes up and IAF needs a fallback to prevent them from pressuring on team AMCA to meet deadlines. The mk2 Tejas platforms would use high end sensor fusion, next generation weapons, AESA radars and AI based Swarm drones controlling and all these would straightaway taken in AMCA.

People are fantasizing 6th generation fighters and saying India’s experimentation with 4th Generation Tejas would produce a White Elephant and current models are just intended to please the public. And that mk2 Tejas won't bring any significant Capability to IAF. Such people live far away from reality. I wish the work of Fullaftetburner website helps the emancipation of avaition enthusiasts especially Indians.

Sources ~

https://defenceforumindia.com/forum/threads/ada-lca-tejas-mark-ii.45058/page-128
https://www.strategicfront.org/forums/threads/lca-tejas-mk2-medium-weight-fighter-news-and-discussions.2754/page-5
http://delhidefencereview.com/2019/02/23/tracking-the-tejas-the-tejas-mk2-grows-a-pair-becomes-the-medium-weight-fighter/
https://defence.pk/pdf/threads/naval-and-iaf-tejas-mark-2-designs-revealed.603189/
https://en.m.wikipedia.org/wiki/Stabilator
https://en.m.wikipedia.org/wiki/Mach_tuck

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]]><![CDATA[F/A-18 vs Rafale which fighter is suitable for Indian Navy ?]]>Sun, 07 Jan 2018 11:39:35 GMThttp://fullafterburner.weebly.com/aerospace/fa-18-vs-rafale-which-fighter-is-suitable-for-indian-navy

China has constructed 10 Naval bases in Indian Ocean. They will not just have a huge military presence in Indian Ocean, but an entire carrier battle group explicitly for the Indian Ocean. India has started to catch up to the challenge both at home and abroad by making military and diplomatic relations nations threatened by China's bullying in South China Sea as well as starting Naval base in Andaman and Nicobar and signing the LEMOA pact with US by which we can refuel and resupply our ships at Diego Garcia, situated south of Maldives. India has deep rooted cultural influence over all the Island nations in Indian Ocean, and has forayed into developing similar relations with African and Gulf nations.

But strategic purposes do need tactical tools to be successful and in this big chess board called Indian Ocean we have to place our pawns, knights, rooks, bishops and queen very tactfully so as to keep the enemy and check. India already operates INS Vikramaditya, a heavily upgraded ex Soviet carrier with MiG-29K onboard. As of today India not just have more experience in handling an aircraft carrier but India's MiG-29K is superior to China's Shenyang J-16 flying shark. The currently under construction INS Vikrant would offer just a little bit more counter offensive capability compared to Vikramaditya and would be stationed as such that it protects India's west coast while the east coast would be secured by the presence of the CBG of Vikramaditya.

The Requirement

Indian Navy currently operates 45 MiG-29K/KUB maritime fighters out of which 26 operate onboard INS Vikramaditya. The rest operate performing the role of shore based defence and training. The INS Vikrant which is currently under construction would likely feature a mix of MiG-29K and HAL Naval LCA mk2. This current requirement of 57 new carrier based fighter largely focuses on CATOBAR ( Catapult Assisted Take Off but Arrested Landing) capability. It makes some winds clear that future Vikrant class aircraft carrier rumoured to be named INS Vishal would have a catapult and would be a flat top carrier. It would most likely feature Electromagnetic Catapult. And would feature more than 50 fixed wing fighter aircraft. The Navy wants that the next fighter to embark upon IAC-2 ( INS Vishal ) must match or exceed the speed, range, endurance of MiG-29K and dominate the future threats from Chinese upgraded J-16 variants. This is why Navy was skeptical about HAL Naval LCA.

After the RFP floated by Indian Navy four offerers responded, The Swedish Maritime Gripen, Russia's MiG-29K, French Dassault Rafale M F3R (modified) and US’ Boeing F/A-18 Block lll Super Hornet. This was for Multirole Carrier Borne Fighter (MRCBF) project to induct 57 new carrier borne fighters. Now the news is that Navy is giving more emphasis on the two specific requirements from France and US as these two offers pack a proper punch sought by Navy. The navy is in the process of fine tuning operational staff requirements before freezing naval air staff requirements (NASR).

Comparison

It must be noted that nations develop fighter aircrafts according to the tactical and strategic needs of their own forces, which may not match or suite the needs of other nations. This doesn't mean a certain fighter failing in front of other is weak altogether. We would compare the Rafale M F3R and Block lll Super Hornet based on Indian Navy's needs. The Indian Navy in past has used aircraft carriers in support of land attack as well staging a Naval Blockade. A carrier vs carrier battle haven't occurred since world war 2. Indian Navy wants easy access to the Afro-Asian regions so s to secure relations because of the huge Indian population living in these nations as well as secure the Islands. It is unlikely that India would use it's aircraft carriers for a long distance strike role sending it in South China Sea to counter China, but may go there for wargames.

Another thing which we need to understand before we start comparison that carrier borne fighters are at a decisive advantage in comparison their land based brothers. The land based fighters have to ferry themselves to the mission area far away from airbase and their performance would be degraded after such a lengthy flight. But because of having a mobile launch platform carrier commanders can place themselves directly into the theatre and attack the target in least time with least compromise with performance.

The comparison between Boeing F/A-18 Block lll Super Hornet and Dassault Rafale M F3R would consider :

1 Low Observability.
2 Electronic Warfare and Targeting Systems.
3 Kinematic performance.
4 Fighter Specific Weapons.
5 Pilot Comfort.
6 Operating and per unit costs.

Capabilities of fighters would be awarded certain points out of 5 based on their effectiveness.

The aircraft scoring maximum out of possible 30 points would be preferable choice.

Low Observability :

Advanced Super Hornet - 3 / 5

The Advanced Super Hornet is believed to have measures that reduces 50% of the frontal radar cross section than the F /A 18 Super Hornet. There aren't any indications of the nose being faceted for deflecting radio waves. The conformal fuel tanks are shaped as such that they does not increase the frontal radar cross section. There are next generation jammers that jam enemy radar waves mostly those which would possibly expose engine fan blades to enemy radars. There is a stealth optimised external weapons pod. Weapons are carried inside this pod and hence they turn out to be safer for mission needing stealth capability.

There is no indication but it is highly likely that the surface must be painted with Radar Absorbing Paints. This would be a major boost to stealth feature. The cockpit canopy also looks like being treated with special tint just the same as F 35. Because of new Next Generation Jammer the spoofing and Deceiving of enemy radars would add on to the decreased RCS against both air to air and air to ground radar. But this jammer needs to be carried on separate dedicated jamming support aircraft rather than internally which restricts the amount of total weapons being taken to a mission.

Rafale M - 4 / 5

Although not a full-aspect stealth aircraft, the cost of which was viewed as unacceptably excessive, the Rafale was designed for a reduced radar cross-section (RCS) and infrared signature . In order to reduce the RCS, changes from the initial technology demonstrator include a reduction in the size of the tail-fin, fuselage reshaping, repositioning of the engine air inlets underneath the aircraft's wing, and the extensive use of composite materials and serrated patterns for the construction of the trailing edges of the wings and canards. 70% of the Rafale's surface area is composite. The minimal RCS of Rafale, according to Dassault engineer (1/10~1/20 of Mirage-2000's frontal RCS), should be 0.05 to 0.1 m2 class.

Rafale makes extensive use of radar-absorbent material (RAM) in the form of paints and other materials. RAM forms a saw-toothed pattern on the wing and canard trailing edges, for instance. The aircraft is designed to, so that its untreated radar signature is concentrated in a few strong "spikes," which are then suppressed by the selective use of RAM. 75% of Rafale surface structure and 30% of its mass are made of composites. Besides, the high amount of composites and RAM materials, ducted air intakes, Rafale also has a sawtooth design feature all over the airframe and even in the air intakes.

To achieve Stealth Dassault combine four factors:

• RCS reduction of the most reflective parts of the structure
• Development of passive detections
• EW suite capable of jamming and decoying
• Terrain following system

Electronic Warfare and Targeting Systems :

Advanced Super Hornet - 4 / 5

~ AN / APG 79 AESA radar

With its active electronic beam scanning — which allows the radar beam to be steered at nearly the speed of light — the APG-79 optimizes situational awareness and provides superior air-to-air and air-to-surface capability. The agile beam enables the multimode radar to interleave in near-real time, so that pilot and crew can use both modes simultaneously. It has a range of some 70km against 1m² targets. With its open systems architecture and compact, commercial-off-the-shelf parts, it delivers dramatically increased capability in a smaller, lighter package. The array is composed of numerous solid-state transmit and receive modules to virtually eliminate mechanical breakdown. Other system components include an advanced receiver/exciter, ruggedized COTS processor, and power supplies.

~ Next Generation Jammer

The Next-Generation Jammer consists of two 15-foot long PODs beneath the EA-18G Growler aircraft designed to emit radar-jamming electronic signals; one jammer goes on each side of the aircraft. Radar technology sends an electromagnetic ping forward, bouncing it off objects before analyzing the return signal to determine a target's location, size, shape and speed...etc. However, if the electromagnetic signal is interfered with, thwarted or "jammed" in some way, the system is then unable to detect the objects, or target, in the same way.

It is able to jam multiple frequencies at a same time. The technology is designed to block, jam, thwart or “blind” enemy radar systems such as ground-based integrated air defenses – so as to allow attack aircraft to enter a target area, conduct strikes and then safely exit. It is slated to become operational by 2021.

~Internal Infrared Search & Track

It is capable of long-range infrared scan and detection of airborne threats, as it works on passive detection and ranging. It has a large field of regard and being passive makes it is immune to electronic deception. The programmable scan modes relives much of the pilot's workload. Low false-alarm rate is the cherry on cake. The automatic target detection algorithms are very helpful. Even if the picture obtained isn't clear.

Rafale M - 4 / 5

~ RBE2-AA / AESA – “Active Electronically Scanned Array” radar.

The RBE2-AA radar system is an active electronically scanned array (AESA) radar system derived from the Rafale’s RBE2 radar. It replaces the mechanically steered array antenna by electronically steering exerted by up to several thousand of transmit-receive modules which enable maximum performance and versatility as well as enhanced reliability. The radar is using about 1000 GaAs T/R modules and is reported to deliver a greater detection range of 200 km, improved reliability and reduced maintenance demands over the preceding radar. Active electronic scanning makes it possible to switch radar modes quickly, thereby enabling operational functions to run simultaneously.

The cherry on the cake is it's terrain following capability by which it flies very near to surface which enables Rafale to fly under radar very easily compared to other radars.

~ Front Sector Optronics – FSO

Front Sector Optronics (FSO) provides a tele-lens picture of the target. It allows target tracking, through IR (Infra-red search and track) and visual sensors: air targets at ranges up to 100 kilometers, surface or sea targets at up to 6 kilometers. The covert approach capability of the FSO is especially valuable in air policing and intercepts, where the TV picture of the target provides early visual identification and detection of suspect manoeuvres. The IR Search and Track channel uses sophisticated processing algorithms for the automatic detection and tracking of airborne threats and targets on the ground.

~ SPECTRA – internal Electronic Warfare suite.

SPECTRA -Self-Protection Equipment to Counter Threats for Rafale Aircraft. Jointly developed by THALES and MBDA, the SPECTRA internal “Electronic Warfare” (EW) system is the cornerstone of the RAFALE’s outstanding survivability against the latest airborne and ground threats. SPECTRA is divided into different modules and sensors strategically positioned throughout the airframe to provide all-round coverage.

Using sophisticated techniques, such as interferometry for high precision DOA and passive ranging, digital frequency memory for signal coherency and active phased-array transmitters for maximum effectiveness and covertness, the highly advanced multi-sensors and artificial intelligence data fusion capabilities of SPECTRA provide the Rafale aircraft with the best chance to survive in harsh and lethal environments. The Rafale combat aircraft and the SPECTRA system are fully operational onboard the French Navy's Rafale.

Kinematic Performance

Advanced Super Hornet - 3 / 5
Because of the two conformal fuel tanks the range of Advanced Super Hornet has increased 130 miles making total range more than 700nm. The range differs with difference in what payload is carried or external fuel tanks are carried or not, also on the altitude and speed chosen by the pilot.

Combat radius specification:

Interdiction with four 1,000 lb bombs, two Sidewinders and two 1,818 liter (480 U.S. gallon: 400 Imp gallon) external tanks, navigation FLIR and targeting FLIR: Forward Looking Infra-Red hi-lo-lo-hi = 390 nm / 627 km. With CFTs = 748 km.

In hi-hi-hi profile with two AIM-9, four Mk.83 bombs, three tanks, two sensor pods = 1,230 km.

Fighter escort with two Sidewinders and two AMRAAMs = 410 nm / 660 km. With CFTs = 778 km.

Combat endurance: maritime air superiority, six AAMs,
three 1,818 liter external tanks. = 150 nm / 240 km. With CFTs = 283 km.

Flight Performance of F/A-18 E ( would minimally differ for Advanced Super Hornet )

Max Speed at Service Ceiling : Mach 1.6
At Low flying : Mach 1.0
Minimum Flying Speed : 125 ~ 135 knots.
Carrier Landing Approach Speed : 142 knots.

Service Ceiling : 15,240m.

G Limits : +7.6G / -3.0G

Thrust to Weight Ratio ( For air to air load at sea level ) : 1.05 ~ 1.08 with afterburners, 0.67 ~ 0.69 without afterburners.

Rafale M - 4 / 5

The Rafale M F3R is the latest version to be inducted in 2018 in French services, it does not come with conformal fuel tanks so the range increment based on internal fuel won't be significant. Rafale carries less fuel internally compared to Advanced Super Hornet, but could carry 3 external fuel tanks without losing much of it's kinematics. The M F3R would be come up with Meteor missiles.

Combat Radius Specifications:

With three tanks, four MICA AAMs, and twelve 1,000 Ib bombs = 1,100 km.

With three tanks, four MICA AAMs, and four 500 Ib GBU-12 LGBs = 1,480 km.

Combat Air Patrol : More than 2 hours Rafale M with six AAMs and three 1,250L tanks = 185 km away from the carrier.

With three tanks, four MICA AAMs and four Meteor AAMs = 1,155 km.

Rafale M flight performance

Max Speed at service ceiling : Mach 1.8
At low flying : 750 knots
Minimum Flying Speed : 100 ~ 115 knots.
Carrier Landing Approach Speed : 120 knots.

Service ceiling : 18,400m

Climb Rate at Sea level : 305 m/sec.

G Limits : +9.0G / - 3.2G

Thrust to Weight Ratio ( for air to air load at sea level ) : 1.10 ~ 1.15 with afterburners , 0.73 to 0.77 without afterburners.

Fighter Specific Weapons

The Advanced Super Hornet comes up with AIM-120D as standard air to air missile. JDAMs and SDBs for air to ground missions. Here having SDBs would be considered a significant advantage because a huge number of precision bombs could be carried. Plus new missiles like AGM-158 JASSM and LRASM are the most advanced missiles in their category providing guaranteed precision strike capability to Advanced Super Hornet. But a disadvantage here is less amount of available hard points for carrying significant number of weapons.

On the other hand Rafale M carries MBDA MICA and MBDA Meteor world's best BVRAAM. For strike missions a hugely successful MBDA Storm Shadow / SCALP-EG cruise missile and AM-39 Exocet for Anti-Ship roles. Because of customisation options available the air launched versions of BrahMos and BrahMos NG can be flown away on Rafale M. Plus Rafale M comes with 13 hardpoints (14 on air force version) out of which even if 3 would be dedicated for fuel tanks a great mix of air to air and air to ground load can be carried.

For this category Advanced Super Hornet gets - 3 / 5
And
Rafale M gets - 4 / 5.

Pilot Comfort

The Advanced Super Hornet comes with next generation cockpit featuring a single screen touch input display and highly advanced level of sensor integration takes pilot comfort straight to the level of a fifth generation fighter. It has a centre joystick HOTAS control. Now HAL has a JV with Elbit whom are making next generation cockpit for India's AMCA fighter. Besides Boeing has showed assertiveness towards supporting India's AMCA program.Having lower G Limits than a conventional high agility fighter and superior slow speed maneuverability adds to pilot comfort.

Rafale’s net centric warfare capabilities and sensor integrated data shown on head level display , the PCWRITE for managing this totally revolutionise the way this omnirole fighter manages flight and combat. The impressive display system do work but the integration of sensors is of the level of 4++ generation fighter. For the sake of comfort the side stick controls do a thing. It's terrain following radar makes low level flight Very very comfortable, just control the throttle and be realised about losing altitude or hitting the ground.

Both fighters get equal score for this category as both have their own advantages and disadvantages.

Advanced Super Hornet - 4 / 5
Rafale M - 4 / 5

Operating and per unit costs.

The operating costs vary depending upon availability of spare parts , maintenance procedures applied and intended availability of the fighters onboard the Aircraft Carrier. The stated operating costs for F/A-18 E/F is around USD 10,000 per hour but these figures would vary for the Block lll Super Hornet because it's maintenance involves radar absorbing paints, it's external weapon pods and reduced downtime because of an entirely new maintenance management system. On flightglobal website the quoted maintenance costs are USD 17000. The Quoted per unit cost for Block lll Super Hornet is USD 75 million as of 2017. But these figures are quoted by company and involves little bit advertisement considerations too. So the real price would be surely more. Boeing won't like to lose an opportunity here in India.

There aren't any reliable accurate data about current operating costs , only the data that during operations in Mali in 2012 the operating costs of Rafale M were USD 19,000. Rafale M F3R also have new maintenance simulators to train the crew and computerised maintenance system eases things down. This increases operating costs after 2018 but would be worth the price. The same F3R standard Rafale's modified to fit in Indians requirements costed 7.8 billion Euros for 36 units. That is 216.6 million Euros. The French know that Rafale M would then me a more likely choice so they would use this opportunity and open up a big mouth next time. By the way 216.6 million Euros as of today means 1648.8 crore Rupees that is per piece cost.

Here surprisingly the Hornet is more horny. I would give more more to it than Rafale M. But wait, It came to attention in 2017 that the availability rate on Super Hornets on US carriers is worryingly low. As high as 60% of Navy and Marines planes were grounded. This cuts the advantage Advanced Super Hornet offers. On the other hand Rafale has really impressive uptime. Since the air force's Rafale deal involves transfer of technology, most spare parts would be manufactured in India only.

Both Advanced Super Hornet and Rafale M tie up here and get - 3 / 5.

Total Score -

Advanced Super Hornet
1 Low Observability - 3 / 5
2 Electronic Warfare - 4 / 5
3 Kinematic Performance - 3 / 5
4 Fighter Specific Weapons - 3 / 5
5 Pilot Comfort - 4 / 5
6 Operating and per unit costs - 3 / 5

Rafale M
1 Low Observability - 4 / 5
2 Electronic Warfare - 4 / 5
3 Kinematic Performance - 4 / 5
4 Fighter Specific Weapons - 4 / 5
5 Pilot Comfort - 4 / 5
6 Operating and per unit costs - 3 / 5

Total =
Advanced Super Hornet = 20 / 30
Rafale M = 23 / 30

So on overall aspects Dassault Rafale M F3R has a slight edge over Boeing F/ A-18 Block lll Super Hornet.

Remember that does not mean Rafale M is better in combat that Block lll Super Hornet.

There are still some questions that must be considered even though we have completed our comparison.

What happens to MiG-29K ?

= MiG 29K is a heavily upgraded fighter and tailored to Indian requirements, it is also capable of taking off from carrier deck with full combat load which makes it more formidable at sea than China's J-16 shark.

But MiG-29K does not offer any significant further upgrade prospects, in terms of low observability and maintenance costs it's performance isn't good. So Navy decided to seek an entirely new fighter for it's flat top carriers.

Why not go for a Navalised Gripen ?

It doesn't matter how good a fighter plane is in looks or how amazingly in the animated simulation it beats Sukhoi Su-35. Swedes’ offer isn't readily available now. We don't have time for experimentation , China won't hold up there plans. For the sake of time we need fighters that are readily available and have proven themselves in combat.

What happened to LCA Navy Mk2 ?

= During February last year the media dropped a bomb by falsely reporting that Tejas’s Navy version has been rejected. First thing is Naval variant will have it's down name not Tejas. And second thing is that Navy never said they would induct NLCA mk1, they knew since the beginning that NLCA mk1 won't be able to take off with full combat load. And now popular Defence website Livefist reported that even Naval LCA mk2 has been delinked from the flat top carrier IAC-2 INS Vishal. It would go up with Navalised AMCA only. But still Naval LCA mk2 isn't dead. HAL would continue with it and Naval LCA would serve on INS Vikrant. While N-LCA mk1 would serve as a carrier testbed for validating a proof of concept of an indigenous naval fighter.

Sources :

https://fas.org/man/dod-101/sys/ac/f-18.htm

http://www.f-16.net/forum/viewtopic.php?t=6094

http://fullafterburner.weebly.com/next-gen-weapons/rafale-the-omnirole-stealth-fighter

http://fullafterburner.weebly.com/aerospace/boeing-fa-18-advanced-super-hornet-rebound-of-a-striker

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]]><![CDATA[Astra BVR missile - deadly weapon of Vayusena.]]>Sat, 30 Dec 2017 10:39:31 GMThttp://fullafterburner.weebly.com/aerospace/astra-bvr-missile-deadly-weapon-of-vayusena

Beyond Visual Range combat may not be a new phenomenon but seeing the modern doctrines of air to air combat , it can be considered to be the most effective tactic for achieving a kill in an air to air duel. Since the basic tactic of seeing the enemy and killing the enemy by our own self being out of enemy's reach is what the latest trend stimulates us to follow, nations across the world intending to achieve self sufficiency in weapon development are pursuing the development of missiles that are capable of hitting the target which is even away from the line of sight of naked eyes.

The era of Beyond Visual Range combat began with introduction of Sparrow missiles of the USAF. These missiles were simply semi active guided, where radar of the fighter would 'paint’ the target with high power radio waves which when reflected from enemy fighter would be used as 'feed’ for the seeker of the missile. To achieve this, radars would need to achieve a 'lock-on’ on the enemy fighter. As a counter tactic against a lock on by the enemy a defending fighter would then try to out maneuver the missile by flying close to ground through valleys and mountains to break lock-on. With passage of time newer missiles having 'infrared guidance’ came into existence which would home-in on reflected radiation coming from heated parts of a target aircraft, the most significantly heated part was the exhausts of jet engine. These kind of missiles relieved the launcher aircraft from following the missile, because earlier for missiles using radar guidance it was needed that target should be constantly painted in an order to guided the air to air missile. Now with heat seeking missiles available one can just shoot and scoot. But heat seeking missile's drawbacks came into foray when flare decoys were introduced. The flare decoys were heated balls of fire released by the defending aircraft in an order to divert the attention of heat seeking missiles to the flare and hence get saved. This problem could be addressed only when if we have a radar guided missile which does not need constant guidance from the aircraft which is firing it.

Fire and forget

To overcome the drawbacks stated above an entirely new series of missiles with active seekers came into existence. These new “fire and forget” kind of missiles were able to seek the target on their own. They were equipped with terminal active seeker.This relieved the launch platform of the need to illuminate the target until impact putting it at risk. This was also the first time, multiple enemy aircrafts could be targeted at one same time. The F-14 Tomcat became a horror amongst it's adversaries all because of this. Now taking this to a new evolution modern BVR missiles like R-77 and AIM-120 AMRAAM came into existence. These missiles instead used an inertial navigation system (INS) combined with initial target information from the launching aircraft and updates from a one or two-way data link in order to launch beyond visual range, and then switch to a terminal homing mode, typically active radar guidance. These types of missiles have the advantage of not requiring the launching aircraft to illuminate the target with radar energy for the entire flight of the missile, and in fact do not require a radar lock to launch at all, only target tracking information. Having two way data links means the target information can also be provided by another aircraft or an AWACS.

Introduction

Astra is an active radar homing beyond-visual-range air-to-air missile (BVRAAM)developed by the Defence Research and Development Organisation (DRDO), India. With the development of Astra India have developed such sleek missiles capable of detecting, tracking and destroying highly-agile hostile supersonic fighters packed with ``counter-measures'' at long ranges.The highly agile, accurate and reliable missile features high "single-shot kill probability" (SSKP) and is capable of operating under all weather conditions. Length of the weapon system is 3.8m, while its diameter is 178mm, and an overall launch weight is 154kg. Its low all-up weight provides high launch range capability and the system's airborne launcher can be used with different fighter aircraft.

Development of Astra missile

In the late 60s India realised that if they have to defend their nation against a heavy aggression of hostile and expansionist neighbours they would need to have a formidable indigenous defence technology that can be mass produced within the nation independently. The simplest way of doing so was going forward with an integrated program for development of a wide range of tactical and strategic missiles. Hence Integrated Guided Missile Development Program was launched under the leadership of Dr A.P.J. Abdul Kalam. Except Nag missile anything that came from this program was a world beating success that any Indian would be proud of. One such success is Astra missile. DRDO carried out mission analysis, system design, simulation and post-flight analysis of the weapon system. The Mk-I variant of the Astra missile was first tested in May 2003.

The initial design had wings on rear side of the body.

But as a later development, the wings moved more towards middle section of the body.

The Astra Missile development like any usual DRDO program faced multiple challenges primarily because of sanctions against India after nuclear tests. Moreover Indian Air Force came under fire from the Comptroller and Auditor General of India for the ‘not so worthy’ purchase of few AAMs, which did not home in on targets during evaluations or failed ground tests because they were ageing much before their shelf lives. No doubt, the failed missile test has affected the “operational preparedness” of the IAF. There are too many conflicting requirements for an air-to-air missile such as stability and safe release coupled with high agility during engagement against the target aircraft. Astra project is a tech-treat considering the miniaturization of the systems, including on-board computer, data links for transmitter/receiver and rotary electro-mechanical actuators. A smokeless, non-metalized high-specific impulse propellant was developed for the rocket motor.

In the latest Configuration Astra’s mid body wings are shortened and clipped.

All this development involved over 50 private Indian companies partnering with DRDO. Captive flight trials (a total of eight) have been conducted on the aircraft in 2010-11 for establishing the structural integrity of the aircraft with the missiles for the complete flight envelope. After which successive firing trial the latest one conducted in sep 2017 were termed a success.

Warhead

The warhead is 177mm in diameter and 288mm in length. It contains 2050 cuboids each of dimensions 6x8x4.5mm. The total weight of warhead is 15kg. During tests this warhead cuboid sub-projectiles moved away at 20m distance from core housing and penetrated through 8mm MS plate. Total 4.8kgs of explosives used. The explosive used is HMX called High Melting Explosive sometimes also Her Majesty's Explosive. IUPAC name
1,3,5,7-Tetranitro-1,3,5,7-tetrazocane.

The Astra contains a high explosive pre-fragmented warhead which has a radio proximity fuse. This type of warhead design may differ from country to country but have one same principle behind them. A set of small sub projectiles is packed around a big explosive device. As the warhead nears the target, the explosive blows out the sub-projectiles sharply penetrating into target aircraft’s body. This damages the streamline body, control surfaces and engine parts also which are highly critical for continued stable flight. Thus effectively destabilising the aircraft and making it fall down.

Effects of cuboid sharpnel on a fighter aircraft’s body.

The radio proximity fuse here is used to trigger the explosive device. Radio proximity fuze is a unit combining a miniature radio transmitter and a receiver. The transmitter begins emitting radio waves, which are reflected by the target and are picked up by the receiver in the fuze. The reflected signals differ from those radiated in frequency and amplitude, and, as a result, an error signal is produced. When the distance between projectile and target becomes sufficiently short, the error signal exceeds the triggering threshold of the detonator mechanism; a current is generated through the electric detonator, and the projectile explodes.

This RPF used in Astra weighs approximately 2.5kg and has a detection range of up to 30m, a detonation range of 20m and a missile target velocity between 100m/s and 1,600m/s.

Rocket Motor

Astra is a single stage solid propulsion fuel based missile. It uses HTPB as fuel. HTBP is a very interesting fuel.HTPB is a mixture rather than a pure compound. It binds the oxidizing agent and other ingredients into a solid but elastic mass. The cured polyurethane acts as a fuel in such mixtures. It is used by ISRO’s PSLV and also Japanese SLV called M5. JAXA describes the propellant as "HTPB/AP/Al=12/68/20", which means, proportioned by mass, HTPB plus curative 12% (binder and fuel), ammonium perchlorate 68% (oxidizer), and aluminium powder 20% (fuel).

HTPB is a non-metalized high-specific impulse propellant developed for the rocket motor. This all makes Astra a smokeless missile. The missile's maximum speed is Mach 4.5+ and can attain maximum altitude of 20 km. The missile can handle 40 g turns near sea level while attacking a maneuvering target.

Solid rocket motor comprises of a cylindrical casing enclosing a propellant grain, a combustor/igniter at either ends of the cylinder and a nozzle to force out hot gases burnt after combustion. The igniter can be mounted either at the nozzle end or at head end. There can be one or many nozzles. The shape of the cross section of propellant grain is very significant, because it influences the manner in which burning would take place. When ignited, the propellant grain burns out radially outward forcing the hot gases through nozzle. The nozzles are designed to maintain some level of chamber pressure inside the casing, and casing design should also be in accordance to that.

Dual Pulse Rocket Motor.

The Astra mk2 will use a dual pulse rocket motor which will be a major technology upgrade.

The dual pulse solid rocket motor design consists of two burning chambers, separated by a bulkhead, designated as pulse separation device (PSD) and a nozzle. The pulse separation device protects the propellant grain in the second pulse chamber against high temperature and pressure impact during the first pulse operation. At initiation of the second pulse, the PSD reliably opens for the gas flow and the combustion gas from the second pulse chamber passes through the empty first pulse chamber and the nozzle. This design allows the initiation of the second pulse at any time after burn out of the first pulse. The use of one central nozzle for both pulses and the avoidance of lateral nozzles help the missile to show outstanding aerodynamic stability in manoeuvres during the second pulse phase. Number of dual pulse rocket motors were designed, manufactured and successfully tested in missile flights1-6 and the utility of this technology is demonstrated

The first pulse chamber is filled with a finocyl-shaped aluminized composite propellant. It has a moderate burn rate. moderate. In the second pulse chamber a star-shaped low aluminized composite propellant is cast. Its burn rate is high. Both chambers are screwed together. Between both chambers the PSD is jammed. A nozzle is attached to the rear of the first pulse chamber. Typical thrust time curve of a dual pulse rocket motor is shown in diagram below.

Seeker.

As we know Astra uses a terminal active radar seeker, let's see the philosophy behind it. Other seekers are only receivers, but the one used in Astra is a transceiver a transistor cum receiver, it is basically a mini radar itself radars can be fooled and can be deceived , but the more a radar is closer to the target the lesser are the chances of fooling it. Since terminal guidance stage goes active when it is 'enough near’ the target the question weather the terminal active seeker be spoofed, jammed or decoyed is a big question. To counter the spoofing and jamming their is an effective technique, which is passive radiation homing. Spoofing the active seeker means using the radio waves coming from it and showing a false target, Jamming means shooting heavy pulses at an antenna in an order to overload and burn it from inside.

Astra's Russian Seeker

Here in both spoofing and jamming the enemy would be giving radio waves and the technique of passive radiation homing uses these same waves as 'feed’ and homes in on a target. During tests in March 2016 conducted near Pune, Astra Missile was tested, it was sought to be jammed to see how it performs in such a scenario at the time of war when the enemy tries to jam its operation. The ECCM (electronic counter-countermeasure) features of the missile to overcome any jamming were evaluated. “The trials were vigorous. But the state-of-the-art missile did very well,” said a source that reported this event.

Astra used 9B-1103M seeker which is used in R-77 missile variants. It is a multi-function doppler-monopulse active radar seeker. The seeker features two modes of operation, over short distances, the missile will launch in an active "fire-and-forget" mode. Over longer distances the missile is controlled by an inertial guidance autopilot with occasional encoded data link updates from the launch aircraft's radar on changes in spatial position or G of the target. As the missile comes within 20 km (12 mi) of its target, the missile switches to its active radar mode. The host radar system maintains computed target information in case the target breaks the missile's lock-on. Later on DRDO’s RCI developed an indigenous seeker it is a Ku band seeker which is manufactured by VEM technologies. During tests this new seeker performed very well and hit the PTA Lakshya. DRDO has now mated the Astra missile with indigenous KU-band Active radar seeker which is a miniaturised version of the seeker which DRDO developed some time ago for PAD.

Indigenous seeker for Astra

In India, R & D work began in 2016 for developing AESA-based X-band and Ku-band active seekers for both the XR-SAM long-range surface-to-air missile and the SFDR-powered Astra-2 BVRAAM, with Hyderabad-based Astra Microwave already having developed two types of such seekers, with work now underway on developing their Ka-band successors that too will be compatible with the Meteor BVRAAM. The Ka-band seeker with an active phased-array antenna (with 20km-range) and a secondary X-band passive channel will replace existing Ku-band seekers (with 6km-range) and provide higher resolution and countermeasures resistance. Such seekers can effortlessly work across multiple frequencies simultaneously, which makes them not only better at finding objects, but are also more difficult to detect. In addition, electronically steered antenna beams also offer other improvements: it is possible to perform an adaptive antenna beam-forming based on antenna sub-group transmit (Tx) and receive (Rx) channels or even adjusting all the single antenna transceiver elements. This put us into a position to use algorithms of super resolution in order to recognise and localise jammer sources while concurrently conducting target acquisition and tracking.

Range of a BVRAAM

The range of BVRAAMs given in the brochures don't tell the whole truth about them. Actually range of any BVRAAM isn't one single fixed value. The range is different at different altitudes of the launching aircraft. It increases with increase in altitude as the air at upper atmosphere is thin and offers least resistance in the form of drag. Their is an exponential relation here between launch altitude and range of a BVRAAM. So the range of any BVRAAM stated in the brochure is range at a standard service ceiling of a particular fighter aircraft.

Now the success of any BVRAAM depends on it's kinematics, is an important factor universally ignored by western military enthusiasts / analysts (except those who designed F-22 Raptor). The impact of the launch aircraft's kinematics at the point of missile launch. A supersonic Su-35 sitting at Mach 1.5 and 45,000 ft will add of the order of 30 percent more range to an R-27 or R-77 missile. High speed of the launch platform adds-on to the speed and range of the missile fired by it. This isn't something controversial, it is plain basic newtonian physics taught in school. The fighters which have lower speed during launch of missile, or which have lower kinematic performance at all do not enjoy this advantage of add-on increased range. So a missile fired by low performance fighter is dependent wholly upon whatever fuel it has got and on the mercy of correctness of it's mid-course guidance algorithms who should direct the missile towards its target without wasting time and energy.

The Astra is designed to be capable of engaging targets at varying range and altitudes allowing for engagement of both short-range targets (up to 20 km) and long-range targets (up to 80 km).It uses smokeless propulsion system to evade enemy detection and has the capacity to engage in multi-target scenario. Astra can reach up to 110 km when fired from an altitude of 15 km, 44 km when launched from an altitude of 8 km and 21 km when fired from sea level.

Astra is believed to have a “No Escape Zone” of 30kms at ideal conditions. Based on seeker technology and missile kinematics the no escape zone is adjudged. This zone is defined as a conical shape with the tip at the missile launch. The cone's length and width are determined by the missile and seeker performance. No Escape Zone isn't practically an area where hit is guaranteed, it's just that when enemy is in your NEZ he/she cannot outrun the missile, but may outmaneuver it. Astra also have a high offbore-sight capability of +-45° by which it can shoot down enemy at a wider level.

Indian BVR combat tactics.

Earlier MiG-21 was the poster boy of Indian Airforce and Indians surrounded their tactics based on what MiG-21 can do the best. We see the developed nations have got strategies and they design their weapons according to these strategies, but developing countries tweak and adjust their strategies based on whatever weapons they manage to receive from developed nations. Although late but Indians decided to make their own strategies and tweak the foreign weapons suiting that. That's why the baseline Su-30mk was modified to MKI.

Induction of MKI brought new dominance for the IAF. Although MiG-29’s induction was the first time in history that IAF clearly knew that they have got a weapon superior than anyone in region. Having gained BVR capability IAF practiced real hard initially during an exercise which was conducted back in time, where all missiles fired missed their targets at high ranges. Those are Russian made R-77 missiles which both India and China operate in heavy numbers but not Russia itself. Unlike this Pakistan have got AIM-120s in the form of BVR and SD-10s as latest. Rising up to the reality IAF went major change in its BVR tactics that were akin to the actual capabilities of its missiles. This is why IAF who have so much loved foreign material is highly admanant of getting an indigenous Astra missile.

Now the tactics differ at different levels for a heavy class fighter like Su-30MKI, IAF choses to fire two missiles in one volley at a time per aircraft. This overwhelmes a usual target that IAF may potentially face. In fact there is a weapon select mode in MKI that makes it fire two missiles but this is only about R-77. While using R-27 it's just one missile in one volley because R-27 is relatively more reliable this is used in a later stage of BVR combat only if the first volley of R-77s have failed because the variants of R-27 used by IAF are semi active and at longer ranges using semi active radar seeking guidance is giving away your position.

If you see the Su-30MKI in air superiority configuration with maximum air to air loadout, it carries some 8 to 12 missiles in total. IAF believes that 'more the number of missiles in one volley more would be the kill probability’ Since if you fire just one missile the enemy have a number of countermeasures to get away and respond. But for a lower tier of fighters like MiG-29 the Navy's MiG-29k, Dassault Mirage 2000 or the latest HAL Tejas IAF puts it's bet on single shot kill probability being so high that a single missile is enough. Both Astra and the currently unnamed SFDR missiles are optimised for future scenarios and would be armed onto Indian 5th generation fighters. This is why IAF has French and Israeli AAMs in their arsenal. If there's any nation that has fired the most number of AAMs in actual combat that is Israel, they have huge experience in this. This is why Python 5 and Derby are some new favorites of IAF and recently tested and integrated with HAL Tejas.

Astra Mark 2

Astra mk2 which will begin testing in the upcoming years, experience with mk1 will come in handy and will boost in meeting the timeline of mk2. Astra mk2 will be using dual pulse rocket motor(cheap alternative of ramjet) which will boost it range to 125km if launched from 12km altitude and will gradually increase the NEZ (no escape zone) of the missile. Astra will be the mainstay of Indian airforce and Navy A2A missile arsenal in the future. Currently about 50 Astra missiles have entered in the initial production will be handed over to the airforce for some more testings, and will be inducted after the all the tests are done and bugs are sorted out. It is also said that mk2 may feature 3D thrust vectoring capability as it won't have those mid body control surfaces.

The main purpose of Astra is to replace the R77 from IAF. Being a fifth generation missile , it would provide true beyond visual range capability with greater strategic depth for the Indian Air Force. Being smoke free and having two way data link it provides very less chances to enemy to be alert about it.

Image Source: Click on the respective images

Info Sources :

http://trishul-trident.blogspot.in/2017/02/aero-india-2017-highlights-2.html?m=1

https://www.google.co.in/amp/s/m.economictimes.com/slideshows/infrastructure/astra-indias-first-indigenous-bvr-air-to-air-missile/astra-drdos-air-to-air-missile/amp_slideshow/35329826.cms

http://www.ausairpower.net/APA-Rus-BVR-AAM.html

https://en.m.wikipedia.org/wiki/Astra_(missile)

http://www.airforce-technology.com/projects/astra-beyond-visual-range-bvr-air-to-air-missile/

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]]><![CDATA[BAe Taranis - The god of thunder.]]>Wed, 04 Oct 2017 10:22:33 GMThttp://fullafterburner.weebly.com/aerospace/bae-taranis-the-god-of-thunder

BAE Systems' Taranis unmanned combat air system demonstrator is designed to defeat new counter-stealth radars, and may use thrust vectoring as a primary means of flight control and an innovative high-precision, passive navigation and guidance system.

The Taranis has been designed to be operated by sophisticated on-board computers which follow a set path to avoid targets and adjust itself as required. It is designed to do this without being detected and upon identifying threats it will “request” clearance from the controller before engaging any targets. It is also a technology demonstrator which will undoubtedly lead to a future UCAV system sometime beyond 2030.

Taranis made its maiden flight at the Woomera test range in South Australia on Saturday 10th August 2013, under the command of BAE Systems’ test pilot Bob Fraser. The first flight lasted only 15 minutes, in which the demonstrator aircraft took off, rotation,climb-out and returned for landing.

RAF's need of an UCAS.

The age of Bomber began when Sikorsky's Muromets dropped bombs on a German Railway station during world war 1 in a daring raid. Since then the technology of combat aircraft have steeply progressed. The increment happening, was better situational awareness, better targeting, better flight. Crew safety had always been considered most crucial part of a combat aircraft design and taking it to the next level. The US made unmaned combat drones that could deliver bombs at longer distances precisely. These unmanned bombers even if crashed isn't a big risk to the crew operating it.

But as technology advanced the adversaries also developed greater level detection technologies that could detect and destroy drones even before drones can achieve their mission objective. For example the Chinese after receiving the threat of stealth fighters like F-22 developed VHF radars that work in L band and as per claims could detect even the super stealthy F-22 Raptor. The Chinese KJ-2000 AWACS has L-band radar. The Chinese Aegis Type 052C/D destroyers have a VHF radar.

As of now the US and it's allies have the brand new F-35, partly funded by US allies. The US allies got pissed off when they came to new that the coveted core tech of F-35 won't be shared with allies. The most pissed off were the British.

As Britishers faced a really tough time convincing fellow Europeans to develop the Eurofighter an air superiority multirole fighter which has Anti Stealth capabilities, they missed the development of a homegrown fifth generation fighter. To counter Chinese VHF radar the British have come up with Taranis. It is designed to avoid detection by very high frequency (VHF) early warning radars such as those being developed by Russia and China as counter-stealth systems. VHF radars can detect some stealth shapes with wing and tail surfaces close in size to their meter-range wavelengths. When that happens, radar scattering is driven by “resonant” phenomena not affected by the target's shape. Taranis is just a demonstrator not a full scale developed model that would enter production.

Nations around the world are quite secretive about development of stealth armed drones. The Germans are developing Barracuda, The French have been involved in nEUROn, The US has X-45 and X-47 and may be many programs, The Chinese, Russians and Indians also have similar programs running. But rarely anything is reported about progress in development of these drones.

Design

Taranis is a blended wing-body shape with no tail surfaces, like most UCAS designs for wide-band, all-aspect stealth. It has a triangular top-mounted serpentine inlet and 2-D V-shaped exhaust nozzle. Two small doors are visible on either side of the raised centerbody, and are likely to be auxiliary inlets used at low speeds. The demonstrator's gear comes from the Saab Gripen. The underside is flat, with visible outlines representing weapon-bay doors.

The weapon-bay outlines are on either side of the engine and the forward-retracting main landing gears are outboard of the weapon bays. Panels under the leading edge point to provision for a dual-antenna radar like a smaller version of that fitted to the B-2 bomber. The demonstrator may be designed so that functional weapon bays and sensors can be installed for a follow-on program.

Powerplant

As per reports Taranis is powered by a Rolls Royce Adour mk951 Turbofan. They are mounted low in the center fuselage, behind a serpentine air inatke, duct.

The engine itself isn’t anything special as it is also in service on the similar sized BAE Hawk but the exhaust system (which is of course, top secret) takes the lower powered turbofan’s heat signature down several steps.

Flight Controls

Taranis's flight controls arouse one’s curiosity being an aviation enthusiast. Taranis have two large elevon surfaces on the trailing edge, with deep cut-outs at both ends who's shape is observed to be similar to cat’s eyes. These prevent formation of right-angle shapes when the elevons move, and are large because the surfaces are thick. Outboard of the elevons are upper and lower “inlay” control surfaces, set into the wing surface.

The elevons will provide pitch and roll force. The one-piece elevons cannot provide yaw input that is independent of pitch or roll. The inlay surfaces can act as roll spoilers and speedbrakes, and differentially for yaw control. (Similar surfaces were used on the upper side of the X-47B.) But the inlay surfaces are non-stealthy when open, so they must mainly be used at low speeds, including take-off and landing.

There is no visible source of yaw control, which points to the use of thrust vectoring now there is a Rolls-Royce patent filed in the U.K. in 2005 outlines a fluidic vectoring system designed to generate yawing moments in a high-aspect-ratio 2-D nozzle.

Interestingly BAe and some British universities had been involved in development of a fluidic thrust vectoring for a small UAV called Demon. This was back in in 2010 when they conceived using air injection inside the exhaust to vector the thrust, with no moving parts externally or in the exhaust stream—as part of a flight-control system with no moving surfaces. In 2010, BAE teamed with two British universities to build a small UAV called Demon with fluidic vectoring—using air injection inside the exhaust to vector the thrust, with no moving parts externally or in the exhaust stream—as part of a flight-control system with no moving surfaces. A Rolls-Royce patent filed in the U.K. in 2005 outlines a fluidic vectoring system designed to generate yawing moments in a high-aspect-ratio 2-D nozzle.

Stealth Capability

Being designed to defeat the new Anti Stealth VHF radars the Taranis have highly swept wing leading edges as a measure to reduce frontal radar cross section. The serrated contour of the weapon’s bay is clearly seen in this photo, where the stealthy Taranis shows its belly and underwing area on a banking turn. The double-V trailing edge is swept more acutely than on most blended wing-body UCAS designs. Unlike the Northrop Grumman X-47B or the Dassault-led Neuron, there are no short-chord wing sections or short edges: The shortest edge is more than 11 ft. long.

By observing the pictures of Taranis taken from rear one comes to the conclusion that the engine might be buried somewhere deeper in the airframe similar to how the B-2’s engines were buried in the wing. It might have active cooling incorporated at the exhaust nozzles to reduce temperature of exhaust air as a measure of IR signature management. But no confined reports or indications have come up to support this guess as such matters are a highly guarded secret. Composite materials will no doubt be used extensively which when coupled with a lower speed and the aforementioned engine tech will serve to greatly reduce the aircraft’s infrared signature.

Navigation

The navigation and guidance system for Taranis, perhaps not yet installed, very probably uses an advanced concept called simultaneous localization and mapping (Slam). BAE Systems Australia has been developing a highly autonomous Slam-based system and is responsible for the Taranis navigation and guidance gear, which it refuses to discuss (AW&ST April 1, 2013, p. 24).

Slam is suited to a stealth aircraft because it can use passive sensors—day video, IR or passive RF. Nor does it rely on a sometimes inaccurate terrain database. The sophisticated on-board computers which follow a set path to avoid targets and adjust itself as required. It is designed to do this without being detected and upon identifying threats it will “request” clearance from the controller before engaging any targets.

Strategic Importance

If implemented correctly, Taranis should render VHF radar useless. However, there might be a compromise in aircraft performance due to the lack of meter-length tail control surfaces.

The Taranis has to be careful and dodge around carefully implementing tactics plus technology to counter Chinese KJ-2000 AWACS with L-band radar. If the Taranis is found to be detectable in lower S-band or C-band, it will have to stay away from ground-based radar stations too. Definitely the Chinese will secretly build their own version of the Taranis to defeat VHF radar and test their other radar spectrums against the Chinese Taranis ending up making a more capable dete tion system. But as of now they are f….

Image Sources : Click on respective images

Info Sources :

http://m.aviationweek.com/awin/broadband-stealth-may-drive-taranis-design

http://defense-update.com/20140216_taranis.html

https://onfinalofficial.wordpress.com/2015/07/21/channeling-the-celtic-god-of-thunder-taranis/

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]]><![CDATA[Should India select MiG-35, or reject it ??]]>Fri, 08 Sep 2017 19:19:01 GMThttp://fullafterburner.weebly.com/aerospace/should-india-select-mig-35-or-reject-it

India's market is always hot and attractive. As per foreigners the always available chaotic situation in India where people are more interested to gain self glory instead of community’s interest, can be manipulated easily. Everyone is making aggressive efforts to grab the big pie and demanding high costs. India actually have a requirement of nearly 200 medium class and nearly 100 light class fighters. After the cancellation of MMRCA competition discussions were slow, projects are slow, establishment of specific requirements are slow and decision making is slow the only thing running fast is time.

India has not shown any interest in MiG-35 officially and after it's knock out from MMRCA competition anyone amongst officials rarely talked about it. All the claims of India interested in MiG-35 originate from Russian media.

MiG-35 is Russia's most advanced 4++ generation multipurpose fighter jet developed on the basis of the serial-produced MiG-29K/KUB and MiG-29M/M2 combat aircraft. Asked if India has expressed any interest in the MiG-35, Mr Tarasenko said, "Of course they have." He further added that the MiG-35 was "the best" and definitely better than Lockheed Martin's fifth-generation combat aircraft F-35. He claimed that the MiG-35 would beat the American jet in air to air combat.

Now MiGs have been used by India for almost 50 years and Mig-35 is probably the last bet to rejunevate the Mikoyan Corporation by selling jets to India. Russia is keen on selling its new fighter jet MiG-35 to India with the MiG corporation's chief saying the country has evinced interest in the aircraft and talks were on to understand its requirements.

So let's we also talk from the point of view of Defence Enthusiasts and take a keen look on weather we should have it or not have it one by one analysing the pros and cons. And make a clear view at the end.

Should we purchase MiG-35 ??

The MiG-35/MiG-35D exhibits advancements on MiG-29K/KUB and MiG-29M/M2 fighters in combat efficiency enhancement, universality and operational characteristics improvement. The most important changes are the Phazotron Zhuk-AE active electronically scanned array (AESA) radar, the RD-33MK engines and the newly designed Optical Locator System, OLS-35. The final configuration of the MiG-35's on-board equipment has been left open intentionally using theMIL-STD-1553 bus. The main advantage of an open architecture configuration for its avionics is that future customers will have options to choose from components and systems made by French, Israeli, Russian and United States companies. That means India can customize Mig-35 as per its requirements just like SU-30 MKI.

On EW and EO front

> The new AESA radar Phazotron Zhuk AE / FGA-35 and the uniquely designed optical locator system (OLS) make the aircraft less dependent on ground-controlled interception (GCI) systems and enable the MiG-35 to conduct independent multi-role missions. The radar is thought to have detection range of 160 km (86 nmi) for air targets and 300 km (160 nmi) for ships. An another radar Zhuk AM/AME which is a further evolution of FGA-35 can track up to 30 targets and can simultaneously attack up to six aerial targets and has detection range up to 260 km and detection and tracking up to 160 km. The source added that the new radar weighs about 100 kg. It was also marketed for HAL LCA.

> Like radar, OLS allows the MiG-35 to detect targets and aim weapon systems. But, unlike radar, OLS has no emissions, meaning it cannot be detected. The MiG -35 will also incorporate a powerful electronic warfare suite—an area where the Russians excel. OLS includes a complex of powerful optics with IR vision that makes it impossible for any plane to hide. Similar IRST systems have claimed to detect even F-22 Raptor at around 50km ranges. OLS solves the problem of blurred vision. At speed, each piece of dust can cause harm to the glass of the OLS. The new OLS uses leuco-sapphire, the next-hardest material after artificial diamonds, making the lifetime for such glass much longer.

OLS UEM

> Along with this their are many EO systems like the integrated OLS-K, SOLO station detection laser irradiation, T-220 targeting pod are also evolutionary advancements over the respective class of their operation. The EW systems on MiG-35 like MSP-418K Kedr (cedar)active jamming pod. And a built in radar warner jammer from Elettronica has proven their worth in tests.

OLS-K -The NPK-SPP OLS-K is an state-of-the-art electro-optical targeting system

SOLO station detection laser irradiation

MSP-418K Kedr (cedar)active jamming pod

On Engine front

> The new RD-33MK "Morskaya Osa" engine is latest version of the RD-33 and was intended to power the MiG-29K and MiG-29KUB. It has 7% more power compared to the baseline model due to the use of modern materials in the cooled blades, providing a higher thrust of 9,000 Kgf. In response to earlier criticism, the new engines are smokeless and include systems that reduce infrared and optical visibility. The engines may be fitted with vectored-thrust nozzles, which would result an increase in combat efficiency by 12% to 15%.

RD-33 Morskaya Osa

> RD-33OVT engine variant can be fitted with KliVT swivel-nozzles and a thrust vectoring control (TVC) system and can direct thrust in two directions or planes. The MiG-35's combination of TVC and advanced missile-warning sensors gives it the edge during combat. RD-33 engines are smokeless and include systems that reduce infrared and optical visibility.

Other general matters and Myths regarding MiG-35.

> Some defense analysts believe that the MIG 35 is an MIG 29 with a new name and have the similar engine problems as in the MIG 29 but let me inform you that the new RD 33 MK engines already fix the problems with the MIG 29 engines and the Indian government has already brought these new engines for the existing MIG 29 in India. And if the MIG 29 is such a useless platform that IAF dislikes, then why India is interested in buying Malaysian MIG 29N? The MIG 35 is 30% bigger than an MIG 29. Average Cost per flight hour is 2.5 times less than the MIG 29 and its weapon carrying capacity is double to that of the MIG 29.

> We already have the infrastructure for MIG 29s, and it can be easily adopted for the new MIG 35s. Apart from that, one must understand that the IAF is facing huge depletion in its fighter jet fleet and the requirements are huge. If we go for a costly fighter jet we cannot get the required numbers due to a limited budget as we saw with Rafale.

A large number of capabilities have been deliberately excluded from this article as it would have shifted the focus to a detailed one topic MiG-35 itself.

Should we reject MiG-35 ??

Many in the social media claiming that the MiG 35 is the better low cost option to ramp up the number of fighter jets in Indian Air force, without knowing the actual reason behind why IAF didn’t say any words about MiG 35. Many people even advocate by saying that having open architecture we can fit western avionics and as we can manufacture the spare parts the supplies won't be the problem. But let's get back to basics let's see why exactly MMRCA competition was started and why IAF chose Rafale over Typhoon ?

How many of the readers would know that, MiG 35 was forced out, without even tested by IAF in many conditions, This is recently declassified by the MiG CEO. This due to some reasons, one is during the evaluation trails two MiG 29’s crashed in Russia, which forced all MiG 29 grounded. Although the MiG-35 has been made on wide number of evolutions based on MiG-29 but ultimately it's the MiG-29 inside it-that is a problem. The problem not in the sense regarding capabilities but MiG-29 was originally designed as a medium class air superiority fighter with secondary air to ground roles. Whereas IAF’s primary requirement is that of a strike fighter.

The IAF’s intentions ARE clear, that they want their MMRCA to be more of a strike fighter and less of an air superiority type. This is due to the IAF’s serious discussion after the evolving ground threats and need of good close air support platform. The IAF is so happy with the usage of western fighter jets like Jaguar and Mirage 2000 and planned to keep those fighters upto 2030. those fighters are very good in precision bombing missions.

> Russia has a limited production of MiG-35 aircraft, and are currently only exported to Egypt. Also, in spite of its high maneuverability, the plane sacrifices in range and weight to attain agility. It boasts of some advanced avionics though they are not as advanced as modern western day fighters like F/A-18 Super Hornet or Saab Gripen-E. Mig-35 though edges F-16 Bk.70 is lacking in front of Saab Gripen-E.

> A troublesome history regarding MiG-29 has created a sense of negativeness amongst many Indians who won't really be happy getting what they always stupidly describe “ another Russian junk “. Mig-29A which was first acquired by India for India air force in mid 80’s suffered from low operational availablity for a long time due to the collapse of the Soviet union and also due several issues with Klimov RD-33MK after burning turbofans used on the jets. When Mig-29K Carrier variant was offered to Indian Navy with much more advanced avionics and weapons, it was expected that History will not repeat its self and India will get an aircraft which will be able to meet high standards required to fly from aircraft carriers , but recent CAG report again has exposed poor serviceability of the jets and frequent breakdowns of parts way before their service interval.

> The upgraded MiG-29 UPG also offers relatively similar capabilities of that of MiG-35 and would stay in service and would be replaced by HAL AMCA. The UPG’s radar warner jammer and an increased fuel capacity clearly makes it a potent force projection on the enemy. It's not like MiG-35 is bad or lacks the capability, it's just that we really don't need it as we already have most of it in sufficient quantity.

So as of now MiG-35 is not on IAF’s wish list no matter how much the propaganda press of Russia try to make false impressions and lame Indian press republishes their news for sensationalism purposes. IAF’s requirements are very specific and Dassault Rafale is the only choice - only until an F-35 like thingy isn't offered. Because F-35 is also a medium class strike fighter and is the best one.

Enjoy reading more about MiG-35 on our detalied article.

Mikoyan MiG 35

ImageSources : Click on respective images

Info Sources :

https://thaimilitaryandasianregion.wordpress.com/2015/10/15/mikoyan-mig-35/amp/

Main Material Source :

https://www.quora.com/Why-is-India-looking-forward-to-buy-Mig35-from-Russia-yet-again

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]]><![CDATA[Eurofighter Typhoon - Quick Reaction - Alert.]]>Sun, 13 Aug 2017 07:56:07 GMThttp://fullafterburner.weebly.com/aerospace/eurofighter-typhoon-quick-reaction-alert

The world was impressed by the Fourth Generation Air Superiority fighters. Everyone watched the new advanced fighters from America, The F-15s and F-16s. Later came the Soviet Su-27 and MiG-29 which showed an another dimension of advanced combat planes. The European Nations realised they were not able to fund any fourth generation fighter program single handedly at national level. Extreme Agility, Powerful Radar, Electro Optic passive detection and targeting, Long Range operations, Heavy weapon carrying capability and Ability to perform multiple roles were key features.

The Eurofighter have a very interesting history and expanses many political and economic matters. The collaborative program also involves many companies from many European partners except the “Big Four” customers of Eurofighter. An Air Superiority fighter with multirole abilities with precision strike being one of them was everyone's anticipation.

The Eurofighter Typhoon today is a premiere European air superiority fighter with robust strike capabilities. It is a 4++ generation fighter having built in ESM and wingtip podded ECM systems along with an AESA radar and IRST. It is a twin engine canarded delta design multirole fighter, designed and is manufactured by a consortium of Alenia Aermacchi (Leonardo since 2017), Airbus, and BAE Systems that conducts the majority of the project through a joint holding company, Eurofighter Jagdflugzeug GmbH formed in 1986. NATO Eurofighter and Tornado Management Agency manages the project and is the prime customer.

Background.

In 1977 the British sought to replace their Jaguar strike fighters and BAE Harrier jumpjets. Also stung by the infamous title of Widowmaker the West Germany wanted their F-104 starfighters to be replaced. In the same time many European air forces were looking for a high end combat aircraft with multirole capabilities. The British were more interested to have robust air to air capabilities to be of the level of an Air Superiority fighter, they also wanted an advanced aircraft to replace jumpjets. It came later to their mind that having such wide anticipations are too ambitious for a single fighter development program. So they finalised two main requirements namely "Air Staff Target (AST) 403" for air to air roles; and a short-takeoff Harrier replacement, designated the "AST 409". In the meanwhile the British also conducted a series of small-scale technology-demonstration programs to help develop useful subsystems for such a new aircraft.

The AST 409 requirement later fructified in the form of F-35B Joint Strike Fighter. The BAE considered many concepts for the AST 403 and later selected "P.106B", lightweight fighter. It was a single engine canarded delta wing design which looks quite similar to Saab JAS-39 Gripen. The design was rejected because RAF felt that it had "half the effectiveness of the two-engined aircraft at two-thirds of the cost".

While an another proposal under AST 403 was the P-96 conventional "tailed" design, which actually came earlier in the 70s itself. This concept was quite similar to McDonnell Douglas F/A-18 Hornet. It was later though out that the the P.96 design would have had little potential for growth, had it entered production, it would have had secured few exports in a market in which the Hornet would have been well established.

P.96 design iteration

At around the same time West Germany came up with concepts for multirole fighter. The Messerschmitt-Boelkow-Blohm (MBB) in Germany was considering a number of different concepts for an air-superiority fighter under the Luftwaffe's "Taktisches Kampfflugzeur 1990 (TKF-90 / Tactical Combat Aircraft 1990)" requirement. It was also a canarded delta design. With two air intakes similar to what we later saw in Mikoyan Project 1.44. The TKF-90 was a very big inspiration for the EAP demonstrator which was later developed into Eurofighter Typhoon.

MBB TKF-90 of West Germany

BAE and MBB then began to discuss a collaboration, resulting in 1979 in a proposed design for a "European Collaborative Fighter (ECF)", later the "European Combat Aircraft (ECA)". The ECA resembled the MBB TKF-90 design. France joined ECF in October 1979 as Dassault began to make up it's mind, although they had their own work going on in the same direction and didn't mind telling others about it. It was at this stage of development the Eurofighter name was first attached to the aircraft. The French however wanted to lead the design and were more interested to make a strike fighter platform. The British and French wanted their respecive RB199 and Snecma M-88 to power the ECA.

Dassault ACX

The ACX is said to have inspired Dassault Rafale.

The French attitude led to the collapse of intergovernmental talks on collaboration in 1980. The British government canceled AST 403 in 1981, while the West German government showed no interest in funding development of the TKF-90. That might have been the end of the whole thing, but BAE management realized that European air forces would need a new fighter sooner or later, and pressed on. BAE had been working on an export fighter-bomber design, the "P.110", basically a follow-on from the P.106B concept with ECF influence, but couldn't find a buyer to fund production.

After this collapse, In April 1982 the Panavia partners (MBB, BAe and Aeritalia) launched the Agile Combat Aircraft (ACA) programme.They decided to collaborate on another machine, the "Agile Combat Aircraft (ACA)", which was based on TKF-90 and P.110 concepts. The Italians were very interested in the ACA since they had an urgent need for a replacement for their F-104 Starfighters. A mockup of the ACA was displayed at the Farnborough Air Show in the UK in 1982 and at the Paris Air Show in 1983. As response the French started working aggressively on "Avion de Combate Experimentale (ACX)" program, which later became Dassault Rafale although prior to France's joining of the ECA, Dassault received contracts for the development of project ACT 92 Avion de Combat Tactique, meaning "Tactical Combat Airplane".

Later on ACA went ahead for the moment, with plans generated for the production of two demonstrators under the "Experimental Aircraft Programme (EAP)" -- if building a new fighter seemed to be taking time, production of acronyms was at full steam. On 26 May 1983, the British Ministry of Defense awarded BAE and Aeritalia, the Italian partner, a contract for one of the EAPs, and the expectation was that the Germans would quickly commit to construction of the second demonstrator.

EAP ( Experimental Aircraft Programme ) Demonstrator.

Initially the West Germany govt was reluctant to partner the British and was more interested in French one. They even stopped funding of MBB. But MBB itself was more interested in EAP and supported it even in times of fund crunch. The EAP demonstrator performed its first flight on 8 August 1986 and conducted 259 test flights up to its retirement on 1 May 1991. Pilots were wildly enthusiastic about the machine, one of them saying: "It goes like a ferret with a firework up its bum!" It was fast, it was agile, and it was great fun to fly.

The EAP demonstrator featured the cranked-delta / canard-delta configuration of the various concepts that led up to it, but differed from them in having a single tailfin instead of twin tailfins. That was because MBB had been expected to provide the rear fuselage elements of the EAP, but when their funding was cut, BAE simply used the rear section of a Tornado, including the tailfin. The EAP also used the Tornado's twin TurboUnion RB.199 afterburning bypass turbojet engines. The intakes were placed under the belly, and had a hinged panel on the lower lip that could be dropped open to ensure airflow at high angles of attack.

This rear section was made mostly of aircraft alloys, but the rest was mostly graphite-epoxy composite assemblies, leading jokers to call it the "plastic plane". It also incorporated a quadruple-redundant fly-by-wire (FBW) flight control system (FCS) -- which was a necessity, since the EAP demonstrator was "dynamically unstable", meaning it would quickly go out of control unless computers performed tiny flight adjustments at all times. Dynamic instability helped give the aircraft high agility, though it required many lines of tricky software.

The EAP demonstrator featured a "glass cockpit", with three Smiths Industries "multifunction displays (MFDs)" using color picture tubes; a GEC-Marconi wide-angle "head-up display (HUD)"; and center-mounted "hands on throttle and stick (HOTAS)" controls. BAE also included a voice-warning system and the company also tinkered with a "direct voice input (DVI)" command system with the aircraft. Test pilots had been part of the design team for the cockpit layout, and the result was regarded as outstanding.

Birth of Eurofighter Typhoon.

First Flight of Eurofighter

By early 1985, Britain, West Germany, Italy, and Spain had settled on a design along the lines of the EAP demonstrator, in construction at the time, Although Britain and Spain wanted a multi-role fighter, West Germany and Italy were only interested in an air-superiority machine. The group managed to hammer out their differences, with a general agreement on specifications reached in December 1985. A formal specification for the "EFA (European Fighter Aircraft)" was released in September 1987, with production expected to begin in 1992. As it turned out, this was short of the mark by a decade.

The EFA was focused on air superiority, but could perform ground attack as a secondary mission. It was to have high performance, high maneuverability, and have docile handling characteristics. It was also to have a low radar cross section (RCS) and be capable of operating from short forward airstrips. A formal development contract was awarded to the "Eurofighter" consortium on 23 November 1988, specifying delivery of eight prototypes.

The Eurofighter became politically controversial, with the German government teetering on the edge of pulling out of the project. However Luftwaffe brass insisted that they needed the aircraft, and that it was the aircraft they needed. Attempts to define a cheap-and-dirty version of the Eurofighter led to a similar result: a cheaper machine could be built, but it wouldn't do the job.

The principal manufacturers in the consortium were, in order of workshare: BAE Systems of the UK (33%); MBB (later DASA) of Germany (33%), Aeritalia (later Alenia) of Italy (21%); and CASA of Spain (13%). DASA and CASA later became part of the EADS aerospace group, now the Airbus group. The "EJ.200" engine for the new fighter was to be developed by the parallel "EuroJet" group, which includes Rolls-Royce, MTU, Fiat Avio, and SENER (now ITP) of Spain. The EJ.200 is an evolution of the RB.199, derived from the Rolls-Royce "XG40" demonstrator engine built in the early days of the Eurofighter program. The EJ.200 was to provide better performance and feature 30% fewer parts than the RB.199.

While everything was going smooth, shit just got real. The Cold War was over, Germany was re-united. The threat that the Eurofighter had been originally intended to meet had evaporated, though as it would turn out new threats would raise their ugly heads only too soon, and German reunification was proving painfully expensive. 1992 was an election year in Germany and many of the voters were pacifistic, with a strong aversion to weapons programs.

The first prototype Eurofighter, designated "DA1", finally flew on 27 March 1994. That prototype was built by DASA, wore Luftwaffe markings, and was flown by German pilot Peter Weger from an airfield at Manching, Germany. It was named EF-2000. Total 8 prototypes were built out of which DA4 and DA6 were two seaters. The formal decision to go ahead with production was made in 1997, with production contracts awarded in 1998. In September 1998, the Eurofighter organization announced the aircraft's name of "Typhoon". This name was assigned for export aircraft, and the organization stressed that member nations would be free to name it what they liked.

First two seat airframe DA4

Design

The Eurofighter since beginning itself was designed keeping air superiority operations in mind to provide a solution for quick reaction for securing the Euro airspace,unlike an another Eurocanard the Rafale which was designed having primary focus on air to ground operations. The Typhoon has been designed aerodynamically unstable which provides a high level of agility (particularly at supersonic speeds), low drag and enhanced lift. It features a canarded delta wing design with various control surfaces. From the perspective of airframe optimisations, the Typhoon is without doubt optimised for its two primary design objectives, which are supersonic BVR interception and close in combat at transonic speeds, with no obvious concessions made to the secondary objective of strike.

There are small strakes on the fuselage below the cockpit and above and behind the canard fins to make sure that airflow over the wing remains effective at high angles of attack. The canard fins are of "all-moving" configuration and have a strong anhedral droop. The loosely coupled canard is intended to provide high control authority at high angles of attack, by placing the surfaces ahead of the main vortices, but also to provide lower trim drag in supersonic flight. The straight-edged tailfin also differs from the curved Tornado tailfin used on the EAP demonstrator. There is a large dorsal airbrake behind the cockpit. The hinged lower lip used in the EAP demonstrator was not carried over to the Eurofighter. Unlike the EAP demonstrator, which had a compound-delta wing, the Eurofighter has a simpler cropped-delta wing. The low wing loading will confer excellent climb performance for the installed thrust, and the the delta configuration lower supersonic drag, in comparison with the F/A-18. The low wing loading is not optimal for low level strike profiles, but the gust sensitivity will be alleviated by the large sweep angle and the use of artificial stability and canards. The airframe is rated to +9/-3G at an undisclosed combat weight, pylon G ratings have also not been disclosed. The trailing edge is straight and features full-span split "flaperons (flap-ailerons)".

Eurofighter Typhoon IPA6 ZJ938 blasts down the runway at Bae systems Warton.

The pilot sits on a Martin-Baker Mark 16A "zero-zero (zero altitude, zero speed escape)" ejection seat, under a frameless clamshell canopy. The back-seater in the two-seat version features the same control layout as the pilot, but with a "HUD repeater" instead of a HUD, and of course uses the same type of ejection seat. Roll control is primarily achieved by use of the wing flaperons. Pitch control is by operation of the foreplanes and flaperons, the yaw control is by rudder. Control surfaces are moved through two independent hydraulic systems, which also supply various other items, such as the canopy, brakes and undercarriage; powered by a 4,000 psi engine-driven gearbox. In comparing the Typhoon to established fighters, the aerodynamic design exploits basic ideas used in F-16 family, but combines them with a strongly swept delta and canard configuration to extend the supersonic envelope, although not as aggressively as GD did with the 660 ft2 cranked arrow F-16XL/E wing. The simpler wing design in the Typhoon in turn required canards to achieve the desired supersonic drag and manoeuvre envelope.

Eurofighter Typhoon FGR4 (ZK349) from 29(R) Squadron painted in camouflage to represent a Hawker Hurricane from 249 Squadron during the Battle of Britain, specifically Flt Lt James Brindley Nicolson's aircraft - coded GN-A. The only Victoria Cross awarded to an RAF Fighter Command pilot during the Battle of Britain, was won by James Brindley Nicolson while serving with 249 squadron.

Engines are fed by a chin double intake ramp situated below a splitter plate. It features two-spool afterburning bypass turbojets, with the intakes on the belly of the aircraft under the cockpit. This position helps ensure airflow at high angles of attack.The paired inlet is optimised for high AoA performance, using forebody flow to promote air ingestion, as well as a boundary layer splitter above the inlet. The combination of vortex lift and inlet geometry used by the Typhoon exploits the same ideas used in the F-16A/C/XL/E. The arrangement is similar to that used on the EAP demonstrator, except that the Eurofighter's intakes curve up against the belly while the EAP demonstrator's intakes had a straight rectangular cross-section. The canard fins are of "all-moving" configuration and have a strong anhedral droop. The straight-edged tailfin also differs from the curved Tornado tailfin used on the EAP demonstrator.

First Tranche 3 aircraft

Eurofighter Tranches :

Like any normal modern combat aircraft the Eurofighter was introduced into service with basic capabilities which were later to be upgraded and developed into a series called Tranches.

Tranche 1 : - This version only had the capability to do air-to-air combat, with support for AAMs like the AIM-9L Sidewinder, the ASRAAM, and the AIM-120B AMRAAM -- with a limited air-to-ground capability added at British request on a "fast track" basis. The initial units of Tranche 1 were basically for training, with an emphasis on two-seaters. They did not support or had limited suppory for advanced systems such as datalinks and DASS, and there was limited qualifications of weapons.

Tranche 2 :- It was introduced in 2008 with speed for air-to-air combat, But a later version introduced from 2010, added a proper air-to-ground capability, with additional work that brought the machine to the levels of specifications stated in brochures.

Tranche 3 :- Capability to fire new generation weapons like the Meteor BVRAAM, the Storm Shadow standoff missile, and the SPEAR series of air-to-ground munitions. Also multiple-ejector rack to allow carriage of up to three Brimstone missiles, or other small stores, on a single pylon. To deal with parts obsolescence a new processsor.

Eurofighter with conformal fuel tanks.

The upgrades further involve :-

Captor E radar, Provision for conformal fuel tanks (CFTs), Improvements to the EJ.200 engine, focusing on weight reduction with thrust and reliability improvements.

Their is a proposal for thrust vectoring and offers thrust deflection angles of up to 23.5 degrees. It is seen as useful for combat agility and for reducing takeoff run in "hot and high" conditions.

Stealth

Having a low observable airframe to delay early detection became a key requirement in the times when Typhoon was developed. Although a high degree of stealth wasn't anticipated, several key design aspects surely make this euro canard a ‘semi stealth’ aircraft. The frontal fuselage design shows key features, like the canard's and wing's leading edge are swept back at angles where most reflected radar waves won't reach back to it's source. The EADS/DASA also developed radar absorbent materials that coat the Typhoon's wing leading edges, Rudder and strakes, edges of air intakes and it's surroundings. The manufacturers have carried out tests on the early Eurofighter prototypes to optimise the low observability characteristics of the aircraft from the early 1990s. Testing at BAE's Warton facility on the DA4 prototype measured the RCS of the aircraft and investigated the effects of a variety of RAM coatings and composites.

The four hard points beneath the fuselage of Eurofighter are semi recessed inside the aircraft so that when air to air missiles would be mounted, a partial shielding could be provided to these missiles from incoming radar waves. The usage of passive detection sensors like IRST and passive RF sensors make it possible to stay undetected at certain conditions.

Normally usage of canards is criticised for having poor stealth capability. The Typhoon has such an arrangement in flight control software that it maintains the elevon trim and canards at an angle at which they have the smallest RCS. McDonnell Douglas and NASA's X-36 featured canards and was considered to be extremely stealthy.

Strong, lightweight composite materials were key to the design of Eurofighter Typhoon to give it deliberate instability. Using them means the weight of the airframe is 30% less than for traditional materials, boosting range and performance as well as reducing the radar signature.

GENERAL MATERIALS

Carbon Fibre Composites -70%
Metals - 15%
Glass Reinforced Plastics (GRP) - 12%
Other Materials - 3%

Attack and Identification System

This is the sensor fusion system of Typhoon. Traditionally each sensor in an aircraft is treated as a discrete source of information; however this can result in conflicting data and limits the scope for the automation of systems, hence increasing pilot workload. To overcome this, the Typhoon employs what are now known as sensor fusion techniques (in a similar fashion to the U.S. F-22 Raptor).

In the Typhoon fusion of all data sources is achieved through the Attack and Identification System, or AIS. The AIS combines data from the major on-board sensors along with any information obtained from off-board platforms such as AWACS, ASTOR, and Eurofighter own Multi-function Information Distribution System (MIDS). Additionally the AIS integrates all the other major offensive and defensive systems such as the DASS, Navigation, ACS and Communications.

In practice the AIS should allow the Eurofighter to identify targets at distances in excess of 150 nm and acquire and auto-prioritise them at over 100 nm. In addition the AIS offers the ability to automatically control emissions from the aircraft, so called EMCON (from EMissions CONtrol). This should aid in limiting the detectability of the Typhoon by opposing aircraft further reducing pilot workload.

AIS comprises an avionic computer and a navigation computer. These identical-hardware computers, developed under Teldix leadership, are each based on Motorola 68020 central processing units (CPUs) with 68882 math coprocessors, together with RISC-based processors to facilitate floating point and matrix computations. The Typhoon includes a Smiths utilities management system (UMS), which provides stores management functions, including weapons arming and release.

Avionics and Sensors

Being a 4++ generation fighter it's heavily upgraded sensors stack up to be globally competent even comparable to fifth generation fighters to some extent giving Typhoon a clear edge over any kind of adversary it faces now or in future. The sensors and avionics suite of any 4++ generation fighter are classified into two categories the Electronic Warfare and Electro Optic. The EW sensors consist of radar and other active and passive Radio Frequency antennas. The Electro-Optic sensors consist of IRST and Targeting pods that optically detect, track and target the enemy.

EuroRadar Captor

1. Captor M

It is a multimode pulse doppler radar developed from the Blue Vixen radar of Harrier. Initially the Germans wanted a separate radar developed on the philosophy of AN/APG-65 radar family. But later on mergers and take overs of many companies made it one single common radar for all. The Captor M ability to "priority track", interrupting the normal scan pattern in order to concentrate on a particular area of interest. Captor is the only mechanically scanned radar that does this. Even though electronically-scanned radars can scan more quickly, searching and tracking up to 33% more quickly than mechanically-scanned radars, the Captor-M has greater range and azimuth coverage, especially towards the edges of the scan, where energy losses due to phase shifting can dramatically reduce the performance of AESA radar.

Captor-M is referred as a "high-end multifunction X-band (10 GHz) pulse-Doppler radar with a modular architecture and more than 30 operational modes for air-to-air and air-to-ground operations". The radar has a high resistance against electronic countermeasures and multitarget capability including track-while-scan.

Scanning, however, is done by mechanically pointing the radar's antenna, which means that "a lot of time is wasted moving the antenna so that relatively little time can be spent on analysing targets", Compans added, "particularly if several targets spread out in space have to be tracked.

Design Characteristics:
The Captor is a digital impulse doppler multi-mode fire control radar.
- Modulare designe comprising 6 LRIs, which consist of 61 SRIs
- weight ~170 kg
- TWT with output of 30-50 kVA
- Receiver with 3 data processing channels (detection, tracking and ECCM)
- mechanically steered planar array with a diameter of 70 cm, driven by 4 smarium-cobalt servomotors.
- Data Adaptive Scanning
- X-Band frequency range (8-12 GHz)
- Variable pulse repetition frequency between 1000 and 200000 pulses/sec
- Radar computer consists of 17 processors, 5 of which are fully programmeable (including digital signal processing) and performs up to 3 bln operations/second
- Software written in ADA to the MIL STD 2167A standard consisting of a 1.2 million lines long code
- 31 operating modes and submodes and functions

Modes:
The CAPTOR provides a wide range of different AA- and AG-modes. The following modes are available:

BVR AA-modes:
- RWS (Range While Scan)
- TWS (Track While Scan)
- VS (Velocity Search)

CAC AA-modes:
- Boresight Acquisition
- Vertical Acquisition
- Slaved Acquisition
- HUD Acquisition.

AA-submodes:
- STT (Single Target Track)

AG-modes:
- Sea
- DBS/SAR (Doppler Beam Sharpening/Synthetic Aperature Radar)
- GMTI/T (Ground Moving Target Indication/Track)
- AG-Ranging
- PVU (Precision Velocity Update)
- TA (Terrain Avoidance).
- FTT (Fixed Target Track)

The radar also provides look up/down and shoot up/down capabilities, raid assessment and a non cooporative target recognition (NCTR) function.
It is also able to create a 3-D picture from the airspace which provides the pilot a better overview about the situation into the airspace. It features an automatic IFF system, an integrated fighter-missile datalink and automatically prioritizes all threats in TWS mode.

2. Captor E

It is an AESA radar for Eurofighter Typhoon based on the CAPTOR radar currently in service on Eurofighter production aircraft. The new generation of radar is intended to replace the mechanically steered antennas and high-power transmitters used on current Eurofighter aircraft with an electronically steered array This enables new mission capabilities for combat aircraft such as simultaneous radar functionalities, air surveillance, air-to-ground and weapon control.

Initially the AMSAR /Airborne Multi-Mode Solid-State Active-Array Radar) programme was started back in 1993 by the government founded GTDAR consortium with the aim to research and develope the AESA fighter radar technology. In 2003 german and british industry started the CECAR as a strand of AMSAR to develope a Captor specific AESA. The industry founded CAESAR (Captor AESA Radar) demonstrator developed by the EuroRadar consortium was fully integrated and tested on the ground before it made its first flight aboard a BAC-1-11 on 24th February 2006. The current modell is close to a production modell and is available since 2010 as a retrofit to the Captor-D or as a new radar for Tranche 3 aircraft. The AESA antenna consists of 1500 T/R-modules with an output of 10 W each.

Specifications:
The CAPTOR E radar is able to lock onto a large target (like a transporter) at distances of over 300 km and on a fighter sized target at distances above 160 km. The radar is able to track up to 20 targets at once and can engage 6 of them. All targets are tracked by priority and the radar can collect detailed informations about the primary tracked one. A target change will be automatically undertaken when a missile is fired at one target.
The array can be moved +-60° in azimuth and elevation.

Handling:
The radar functions can all be handled with the VTAS controls. Much functions are automatized. The array will be normally moved automatically and the radar switches automatically between the different modes.

Features:
Multimode Air/Air and Air/Ground fire control radar with WFoR re-positioner
Increased Air-to-Air Range -Faster detection and tracking of targets
Improved Tracking Performance
Interleaved/ 'simultaneous' Air/Air & Air/Ground
Extended Missile Guidance -Increased Operational Availability
Reduced Life Cycle Cost -Growth Potential for Future Enhancements.

PIRATE IRST

In modern air warfare where a large number of counters have been developed to cheat radars, passive EO systems like IRST have become an effective tool to detect enemy passively without letting them know. So here the Typhoon has something which it claims has detected the Stealthy F-22 Raptor also.

Developed by the optronics giant Thales, the Passive Infra-Red Airborne Track Equipment (PIRATE) infrared sensor provides passive Air-to-Air target detection and tracking performance in the IRST mode for covert tracking and Air-to-Surface operations in the Forward Looking Infrared (FLIR) mode.Being a passive sensor, it enables the aircraft to gather early intelligence of threats and to manoeuvre stealthily into an advantageous tactical position without being detected by hostile electronic warfare systems.

Operation:
PIRATE operates in two IR bands, 3–5 and 8–11 micrometres. When used with the radar in an air-to-air role, it functions as an infrared search and track system, providing passive target detection and tracking. In an air-to-surface role, it performs target identification and acquisition. By supercooling the sensor even small variations in temperature can be detected at long range. Although no definitive ranges have been released an upper limit of 80 nm has been hinted at, a more typical figure would be 30 to 50 nm.

The operating modes of PIRATE are Multiple Target Track (MTT), Single Target Track (STT), Single Target Track Ident (STTI), Sector Acquisition and Slaved Acquisition.

In MTT mode the system will scan a designated volume space looking for potential targets. Up to 200 targets can be simultaneously tracked. In STT mode PIRATE will provide high precision tracking of a single designated target so that this potentially more important target could be looked upon more peculiarly. While STTI mode allows for visual identification of the target, while it provides the picture of the target much as an outline indented. The processing techniques further enhances the output, giving a near-high resolution image of targets, the resolution is superior to that of CAPTOR.

In Sector Acquisition mode PIRATE will scan a volume of space under direction of another onboard sensor such as CAPTOR. So it can just follow whatever the the radar sees, so that even an electronic attack is attempted on CAPTOR the pilot won't lose target. In Slave Acquisition, off-board sensors are used with PIRATE being commanded by data obtained from an AWACS or a friendly Typhoon the PIRATE would automatically designate it and switch to STT.

Capabilities:
It accurately tracks multiple high-speed targets, prioritizes them and provides the on board Attack & Identification computer with target positional, velocity, acceleration, and approach/recede data. In addition it provides high-resolution images for visual identification. It provides highly reliable information for air-to-air and air-to-ground use.

It is integrated with other on-board sensor systems for maximum sensor fusion effectiveness. The continuous steerable image is provided directly on Pilot's HMD. It can perform automatic detection and multiple target tracking, track while scan and has high angular resolution & track accuracy.

It provides data and imagery to head-up and multi-function head-down displays, facilitating navigation and terrain avoidance in adverse weather conditions and also locates and provides cueing information on ground targets. Navigation and landing aid is another nice feature. Additionally PIRATE has a passive ranging capability although the system remains limited when it comes to provide passive firing solutions, as the PIRATE lacks laser rangefinder.

Electronic Warfare Systems.

Defensive Aids Subsystems

For Electronic warfare purposes,Typhoon has a sophisticated and highly integrated Defensive Aids Sub-System named Praetorian (formerly called EuroDASS). Praetorian monitors and responds automatically to air and surface threats, provides an all-round prioritised assessment, and can respond to multiple threats simultaneously. Although the MAWS is an electro-optic thingy.

Threat detection methods include a Radar warning receiver (RWR), a Missile Warning System (MWS) and a laser warning receiver (LWR, only on UK Typhoons). Protective countermeasures consist of chaff, flares, an electronic countermeasures (ECM) suite and a towed radar decoy (TRD). The ESM-ECM and MWS consists of 16 AESA antenna array assemblies and 10 radomes.

DASS is fully integrated with the Eurofighter's avionics systems. DASS elements include:

> A wideband "radar warning receiver / electronic support measures (RWR/ESM)" system, with antennas on the wingtips and fuselage. The system covers 360 degrees around the aircraft and spans a frequency range from less than 100 megahertz to 10 gigahertz, and can categorize radars from their operating wavelength, pulse patterns, and scan patterns.

> A set of "missile approach warning (MAW)" sensors on the wing leading edges and the tailcone, based on the GEC-Plessey PVS2000 MAW and using pulse-Doppler radar technology. RAF Eurofighters have a laser-warning sensor in front of the cockpit.

> An active jammer transmitter system in the left wingtip pod, with RWR/ESM antennas on front and back. There is an RWR/ESM antenna on the front of the right wingtip pod, but other functions in this pod vary with national user. On RAF aircraft, the right wingtip pod carries two Marconi Ariel expendable towed radar decoys. On Italian Eurofighters, the right wingtip pod contains a "crosseye" deceptive jamming module. The countermeasures fit of other users is unclear. It is possible to fit the Eurofighter with a right wingtip pod that carries crosseye and a single towed radar decoy.

> Chaff and flare dispensers, provided by SAAB and fitted at the rear of the wing in the actuator fairings for the flight-control surfaces. The chaff can be illuminated by the active-jamming system to increase its effectiveness, a scheme known as "jaff".

Elettronica Cross Eye Deception Jammer

The Italian company Elettronica is developing “ CROSS EYE “ a deception jammer that the creates significant angular deviation in the waves being reflected back to the radar of enemy aircraft or enemy's missile's active seeker. It fools the enemy into judging the exact position of Eurofighter, and the enemy sees EFT at a false position. It is for Italian Typhoons.

An Italian Air-Force Eurofighter Typhoon

Crosseye targets are produced by interference between two signal sources of similar strength. The interference leads to angular glint of the same type as in complicated radar targets. If two signals nearly cancel each other the phase front will be distorted and the direction of the target is seen to fluctuate.

THE CROSSEYE PRINCIPLE
The basic idea of crosseye jamming is to produce a false target sufficiently far away from a platform using antennas onboard a ship or aircraft. The false target is produced by repeating radar signals in order to make it as realistic as possible. It is also possible to add modulations and fluctuations to make the signal similar to a real target. This process is easily performed with digital components. Analogue components have been used in many previous crosseye experiments, but digital radio frequency memories (DRFM) are superior in this application Progress was based on the appearance of digital radio frequency memories (DRFM). Improved tactical analysis was also important to clarify under which conditions crosseye jamming may be used. By selecting phase and amplitudes correctly one can produce a false target with optimal parameters instead of requiring a system to work under all circumstances.

Italian Eurofighter Typhoon IIs at Gioia del Colle.

Brite Cloud

Active lure new generation Typhoon aircraft will have the new generation of active missile decoy "BriteCloud". Once dropped, the "BriteCloud" threaten research priority using standalone digital memory technology (DRFM). The radar pulses are received in the onboard computer of the "BriteCloud" then copied using the frequency of repetitions and then simulate a "false target." This false target, so convincing that the threat system can not detect the deception. The "BriteCloud" will seduce even the most modern threats, away from the firing platform.

BriteCloud is expected to provide an off-board capability to decoy radar guided missiles and fire-control radars, producing large miss distance and angle break lock. Such capability is provided by self-contained coherent technique generation processing and high-power batteries that allow at least ten seconds of life after firing activation, in addition to rapid response capabilities. Dispensed in the initial format from standard 55 mm flare cartridge, BriteCloud is to equip at least three main platforms – Eurofighter Typhoon, Saab Gripen and Panavia Tornado.

Electro-Optic Sensors

Technically these sensors convert change in light into electrical signals. They measures the physical quantity of light and then translates it into a form that is readable by an instrument. An optical sensor is generally part of a larger system that integrates a source of light, a measuring device and the optical sensor. This is often connected to an electrical trigger. The trigger reacts to a change in the signal within the light sensor. An optical sensor can measure the changes from one or several light beams. When a change occurs, the light sensor operates as a photoelectric trigger and therefore either increases or decreases the electrical output.

These sensors because of their robust imaging capability have found application in the field of Defence. The ones used on Typhoon are listed and described below.

1, Raptor Recce pod.

Originally developed for Panavia Tornado. The Reconnaissance Airborne Pod for Tornado, RAPTOR is a new stand-off electro-optical and infrared (IR), long-range oblique-photography pod.

Raptor pod on Panavia Tornado

The pod contains a dual-band (visible and IR) sensor, which is capable of detecting and identifying small targets from either short range or long range and from medium or high altitudes, by day or by night. This observation system has been designed for operations at medium and high altitude (10,000- to 80,000-ft) and low subsonic and supersonic speed (0.1 to 1.6 Mach) delivering high resolution infrared and visible bands imagery at extremely long ranges.

The images received by the pod can be transmitted via a real-time data-link system to image analysts at a ground station, or can be displayed in the cockpit during flight. The imagery can also be recorded for post-flight analysis. The RAPTOR system can create images of hundreds of separate targets in one sortie; it is capable of autonomous operation against preplanned targets, or it can be re-tasked manually for targets of opportunity or to select a different route to the target. The stand-off range of the sensors allows the aircraft to remain outside heavily-defended areas, to minimise the aircraft’s exposure to enemy air-defence systems.

2, Damocles and TALIOS (targeting pod).

The DAMOCLES laser designator pod designed by THALES brings full day and night laser designation capability to the RAFALE, with metric precision. It is also proposed for Eurofighter. It permits laser-guided weapons to be delivered at stand-off range and altitude. The IR sensor of the DAMOCLES pod operates in the mid-wave infrared band, allowing it to retain its effectiveness in warm and / or humid conditions. DAMOCLES is interoperable with all existing laser-guided weapons. THALES is now working on TALIOS, a new generation multifunction targeting pod.

Thales Damocles targeting pod on Dassault Rafale.

TALIOS is an acronym for Targeting Long-range Identification Optronic System. It is follow-on from the company’s Damocles navigation and targeting pod, for which Thales took 120 orders, two-thirds of them for export. This pod is offere

Like other such pods from competing suppliers, operators found a new role for Damocles as an imagery sensor–the so-called Non-Traditional Intelligence, Surveillance and Reconnaissance (NTISR) role. Thales says that in designing TALIOS with the latest sensors and stabilization techniques, and by adding a third optical window, it has eliminated some of the shortcomings of previous pods when collecting imagery. For instance, it has a wide field of view, and is able to operate throughout the mission.

TALIOS targeting pod on Eurofighter (animated)

Further, Thales claims that TALIOS is the only pod to provide color imagery to NATO standards, while other new features include day or night operation from any altitude; scene-matching; and automatic detection and tracking of mobile targets. TALIOS was previously known as the Pod de Désignation Laser de Nouvelle Génération (PDL-NG). The TALIOS pod is the same shape as Damocles, and approximately the same weight, and can therefore be substituted easily.

3, Sniper Advanced Targeting Pod.

AN/AAQ-33 Sniper XR is an advanced targeting pod having capability to pick out individual enemy troops on the ground from outside jet noise ranges. It is highly reliable, having anMTBF value (mean time between failures) of over 600 (!) hours. The pod features a high-resolution, advanced third-generation mid-wave FLIR, a dual mode laser and a CCD-TV along with a laser spot tracker and a laser marker. The pod fits comfortably under the intake, just in front of countermeasure (chaff and flare) dispenser bays and does not deny their use.

The pod contains a laser designator/rangefinder to aid the delivery of precision guided munitions (PGM's) plus the software necessary to automatically track the selected target regardless of the maneuvering of its host plane. It is possible to designate for the aircraft's own weapons and for the weapons of other aircraft as well (this latter technique is called 'buddy-lasing'). In case of unguided ('dumb') bombs the laser is used to determine target range and the pod feeds this input to the aircraft's fire control system.

Kuwaiti Eurofighter Typhoon with Sniper pod.

To be able to follow the target within wide limits, the nose section of the targeting pod can rotate all the way around, thus giving an unlimited (or continuous) field of regard in roll direction. Because of the wedge shaped 'window' at the nose of the pod, field of regard in pitch direction ranges from +35 to -155 degrees.

The laser the pod can operate in two modes: training mode and combat mode. For training purposes and in urban warfare the pod uses an eyesafe laser beam to avoid accidental damages to the eyes of people around the jet. Since the training version is much less powerful, its range is much smaller than the full range of the combat version. The combat version has a wavelength compatible with the standard LGB's currently in service, which means it should be 1.06 micron.

4, LITENING III laser targeting pod.

It is used to laser-designate ground targets for attack by other assets, and ground reconnaissance and scanning capability, even when the aircraft is flying at maximum speed at low altitudues and undertaking combat manoeuvres.

Eurofighter Typhoon with Litening lll pod.

The Eurojet EJ-200

The Engine has been a very big issue in fighter aircraft making business and it's failure is always a big reason for failure of many big fighter programs. The Eurofighter is powered by twin EJ-200 afterburning turbofan jet engines. It is a collaborative effort between between Rolls-Royce, MTU, Avio and ITP, who formed in the late 1980s as EUROJET Turbo GmbH. The Eurojet EJ200 features many state of the art design elements, including integrated blade/disk construction, (blisks) wide chord fan airfoils without a need for inlet guide vanes, single crystal turbine blades, an airspray fuel delivery system, and an advanced FADEC system for engine control and onboard diagnostic systems.

The maximum dry thrust of this engine is 60 KN and maximum thrust with afterburner is 90 KN and T/W ratio of 9.31:1 . The new stage 2 EJ2x0 engine plan to increase the output 30% more power compared to the original EJ200. The engine will have dry thrust of around 78 kN (or 17,500 lbf) with a reheated output of around 120 kN (or 27,000 lbf). Experiments have also been done to adapt the platform for 3D thrust vectoring.

The engine is fed by a variable geometry inlet duct on the Eurofighter, making it difficult for enemy radar to home in on its spinning fan blades, while tailoring the airflow for varying inlet conditions. The air is drawn into the compressor inlet, which features no inlet guide vanes. The three stage wide chord low pressure compressor is classified as a fan, because apart from feeding the high pressure compressor in the engine core, it also feeds the bypass duct, which bypasses air around the engine core, surrounding it in a cooling blanket, which allows for higher combustion temperatures and turbine inlet temperatures. Compressor discharge air is fed to an annular through-flow burner which utilizes air spray injectors to distribute fuel into the burner. Discharge air is injected into the fuel vaporizing nozzles which aids in the atomization of the fuel, allowing for more complete fuel distribution and more complete combustion, which of course leads to better fuel efficiency.

Ej-200 low bypass augmented turbofan.

For more detailed information click on the button below.

Eurojet EJ-200

Controls

The aircraft is controlled by means of a centre stick (or control stick) and left hand throttles, designed on a Hand on Throttle and Stick (HOTAS) principle to lower pilot workloads.

Direct Voice Input

A workload reduction tool, the DVI system is incorporated as a speaker-dependent recognition module in the Typhoon’s communications and audio management unit (CAMU). The module employs a frequency/time ratio that maps a person’s voice sound, and it converts audio input into command words. The Typhoon Direct Voice Input (DVI) system uses a speech recognition module (SRM), developed by Smiths Aerospace (now GE Aviation Systems) and Computing Devices (now General Dynamics UK). It was the first production DVI system used in a military cockpit.

DVI provides the pilot with an additional natural mode of command and control over approximately 26 non-critical cockpit functions, to reduce pilot workload, improve aircraft safety, and expand mission cap the HOTAS.

A filter diminishes aircraft noise. Pilots push the com switch to switch back and forth between external communications and DVI communications within the aircraft. All functions are also achievable by means of a conventional button-press or soft-key selections; functions include display management, communications, and management of various systems.

Typhoon's unique HOTAS

The Typhoon pilot can control the aircraft manually using a short conventionally located hands on throttle and stick (HOTAS) control column. Beyond its use to control the aircraft and its twin Eurojet EJ200 digitally controlled engines, the HOTAS has some 24 finger-tip functions for sensor and weapon control, defense aids management, communications handling, target manipulation and x/y cursor control.

HOTAS is augmented by a Smiths Aerospace direct voice input (DVI) system, which permits voice selection of modes, radio and navaid management, checklist rundowns, display setups, and entry of data that is not flight safety critical. For example, to change a mode with DVI, the pilot merely says the word shown next to a button on a display menu. For verification of, say, a verbally fed data entry, corresponding text is scrolled along the bottom of the head-up display–a kind of instant proofreading.

Cockpit

The Typhoon features a glass cockpit without any conventional instruments. It incorporates three full colour multi-function head-down displays (MHDDs) (the formats on which are manipulated by means of softkeys, XY cursor, and voice (Direct Voice Input or DVI) command), a wide angle head-up display (HUD) with forward-looking infrared (FLIR), a voice and hands-on throttle and stick (Voice+HOTAS), a Helmet Mounted Symbology System (HMSS), a Multifunctional Information Distribution System (MIDS), a manual data-entry facility (MDEF) located on the left glareshield and a fully integrated aircraft warning system with a dedicated warnings panel (DWP).

Reversionary flying instruments, lit by LEDs, are located under a hinged right glareshield. Access to the cockpit is normally via either a telescopic integral ladder or an external version. The integral ladder is stowed in the port side of the fuselage, below the cockpit.

User needs were given a high priority in the cockpit’s design; both layout and functionality was created through feedback and assessments from military pilots and a specialist testing facility. Emergency escape is provided by a Martin-Baker Mk.16A ejection seat, with the canopy being jettisoned by two rocket motors.

In the event of pilot disorientation, the Flight Control System allows for rapid and automatic recovery by the simple press of a button. On selection of this cockpit control the FCS takes full control of the engines and flying controls, and automatically stabilises the aircraft in a wings level, gentle climbing attitude at 300 knots, until the pilot is ready to retake control. The aircraft also has an Automatic Low-Speed Recovery system (ALSR) which prevents it from departing from controlled flight at very low speeds and high angle of attack.

Helmet Mounted Symbology System.

Earlier pilots had to point the aircraft in the direction they want to fire to get the enemy in a field of view before they engage their weapons. The HMSS allows the pilot to let his helmet do the pointing without having to waste vital time manoeuvring the aircraft,giving a big advantage in combat.

The bumps (infra-red LED’s) are used to calculate the pilot’s head position and its angle. The LEDs on the helmet flash and the 3 sensors in the cockpit detect the flashing. The data is then used to calculate where the pilot is looking. As the pilot turns his head, the system continually re-configures to use the best sensor and LED combination to give the most accurate result. Accurate targeting is immediate; there’s no delay.

Wherever the pilots head turns, his sensors and weapons face the same direction. Imagery projected onto the pilot’s visor gives, amongst other information, speed, heading and height – and crucially, it also gives the precise position of any enemy aircraft or missiles. The imagery, which remains stable and accurate at all viewing angles, means the pilot can make rapid decisions without ever having to take their eyes off the target.

Pilot can even lock-on the enemy who is flying beneath the Typhoon, who is out of field of view of the pilot.

Firepower

Eurofighter has the capabilities of an Air Superiority fighter. It can carry 7,500 kgs of load on its 13 hard points the load may also include external fuel tanks and targeting pods and also wingtip ECM pods. As Eurofighter has been adapted as a multirole fighter based on type of missions it's payload configuration has been categorised. Except the British one all Typhoon carry 27mm Mauser cannon.

Their are six configurations as per the images on Eurofighter’s official website.

Air Superiority - 6 BVRAAMs , 2 SRAAMs, 3 external fuel tanks.

Interdiction / Strike - 4 Laser Guided Bombs, 3 BVRAAMs , 2 SRAAMs, 1 targeting pod, 3 fuel tanks.

Suppression / Destruction of Enemy Air Defence - 2 Laser Guided Bombs, 2 Anti Radiation Missiles, 3 BVRAAMs, 2 SRAAMs, 1 targeting pod, 3 fuel tanks.

Multirole / Swing Role - 2 stand-off range air to ground missiles, 4 BVRAAMs, 4 SRAAMs, 1 fuel tank.

Close Air Support - 4 air to ground rocket launchers, 2 Laser Guided Bombs, 3BVRAAMs, 2 SRAAMs , 1 targeting pod, 1 fuel tank.

Maritime Strike - 2 Anti-Ship Missiles, 4 BVRAAMs, 4 SRAAMs, 1 fuel tank.

Apart from these their can be more combinations with more new weapons appearing in.

Apart from these, It is planned to equip Eurofighter with many amazing weapons in future as per future requirements some of these weapons have been featured below and carefully explained in detail. An anti ship capability has also been anticipated for Eurofighter beyond 2017, Eurofighter is studying integrating the Boeing Harpoon or MBDA Marte or Sea Brimstone missiles onto the Typhoon for a maritime attack capability.The Typhoon can accommodate two RBS-15 or three Marte-ERP under each wing but neither has been integrated yet.

1 MBDA Meteor.

Meteor is the next generation of Beyond Visual Range Air-to-Air Missile (BVRAAM) system designed to revolutionize air-to-air combat in the 21st Century. The weapon brings together six nations with a common need to defeat the threats of today as well as the future emerging ones developed by MBDA. Guided by an advanced active radar seeker, Meteor provides all weather capability to engage a wide variety of targets from agile fast jets to small Unmanned Aerial Vehicles and cruise missiles.

The Meteor is installed with an active radar target seeker, offering high reliability in detection, tracking and classification of targets. The missile also integrates inertial measurement system (IMS) supplied by Litef.The missile has a range in excess of 100km. It is designed for a speed greater than Mach 4. The missile has a large no escape zone.

The Meteor missile is powered by a solid fuel variable flow ducted rocket (ramjet) supplied by Bayern-Chemie. The ramjet provides the Meteor missile with a capability to maintain consistent high speeds. This ability helps the missile to chase and destroy fast moving flexible targets. The Meteor includes an electronics and propulsion control unit (EPCU). The EPCU adjusts the rocket’s air intake and duct covers based on the cruise speed and the target’s altitude.

2 AIM-132 ASRAAM

AIM-132 Advanced Short Range Air to Air Missile ASRAAM design and featuresThe ASRAAM air-to-air missile can outperform all existing short-range missiles in close-in combat missions. It features low-drag design concept incorporating body lift technology. The tail-controlled missile measures 2.9m in length, 166mm in diameter and 88kg in weight. It is fitted with high-explosive blast fragmentation warhead with impact and laser proximity fuses. The missile is also equipped with seeker detector cooling and self contained cooling engine.

The missile can be deployed using lock before launch capability to engage targets in the forward hemisphere. It can be launched in ‘lock after launch’ mode to engage targets beyond the seeker acquisition range.
The missile gathers target positional data from aircraft sensors including radar or helmet mounted sight during close-in combat missions when target is located outside the off-boresight and visual limits of seeker. This capability ensures the aircraft’s crew to perform over-the-shoulder firing in ‘lock after launch’ mode.

Missile guidance and sensors
The ASRAAM weapon is guided by an advanced, accurate focal plane array Imaging Infra-Red (IIR) seeker developed by Raytheon. The passive homing guidance system provides the ability to significantly track, acquire and engage targets beyond visual range (BVR) under severe clutter and countermeasures environmental situations.
Imaging Infra-Red (IIR) seeker developed by RaytheonThe missile collects the target data using fibre optic gyro sensors and solid state accelerometers, stabilised in three axes. It can also gather target information from autonomous infrared search and track system.

Propulsion for the short range air-to-air missile
A low signature rocket motor is fitted to drive the ASRAAM short range missile. It provides superior acceleration and range throughout the flight. The motor also allows ASRAAM to quickly intercept any target and gives it a speed of about Mach 3.

3 MBDA Spear 3.

Spear 3 is a mini cruise missile intended for precision strike and can be carried in large numbers for targeting specific small sized targets. SPEAR is equipped with the latest generation precision effects warhead, designed to meet the demands of the future combat mission. This next generation air launched Surface Attack Weapon reduces the numbers of different weapons within inventory while also extending the operator’s ability to engage mobile, fleeting and re-locatable targets far beyond the horizon.

Fitted with the latest generation multi sensor seeker designed to operate in all combat conditions and to be able to engage a wide range of target types both on land and sea. SPEAR is effective against:
• Naval vessels
• Air Defence Units
• Defended structures
• Ballistic Missile launchers
• Fast moving and manoeuvering vehicles
• Main Battle Tanks, Self-Propelled Guns, Armoured Personnel Carriers

This 80 kg mini-cruise missile can be launched even when not facing the target (differently from SDB) and with more freedom regardless of launch height and weather conditions that affect gliding. The weapon is to be able to engage fixed and mobile targets alike, with a data link enabling post-launch control and retargeting.The propulsion is also fundamental in order to achieve the range of at least 100 km that the British MOD wants. SDB is a 45 nautical miles glide weapon, while the UK MOD and MBDA believe they can achieve north of 62 nautical miles for SPEAR.

4 MBDA Storm Shadow.

Storm Shadow also known as SCALP EG in France is a long range precision stike heavy air launched cruise missile. It was designed earlier as an upgraded version of APACHE missile. The SCALP EG/Storm Shadow is 5.1 m in length, 0.63/ 0.48 m in body width/height diameter, and 1,300 kg in launch weight. The payload is slightly less than the APACHE at 400 kg. The notable distinction between the APACHE and the SCALP/Storm Shadow missiles are the warhead types and the effective range. The SCALP carries a single HE penetrator warhead, making it a far more versatile system than the submunitions carried by the APACHE. Additionally, the range for the SCALP/Storm Shadow is 250 to 400 km.

Image Sources : Click on the respective images.

Info Sources :

Main Material Sources

1 http://www.airvectors.net/aveuro.html

2 https://www.google.co.in/amp/s/thaimilitaryandasianregion.wordpress.com/2015/12/05/eurofighter-typhoon/amp/

3 https://en.m.wikipedia.org/wiki/Eurofighter_Typhoon

Other Sources :

http://www.defensereview.com/tag/radar-captor-m/

http://www.secretprojects.co.uk/forum/index.php?topic=19.5;wap2

http://www.leonardocompany.com/en/-/captor-e-radar

http://www.aviationtoday.com/2003/06/01/typhoon-europes-finest/

https://www.eurofighter.com/the-aircraft

http://www.baesystems.com/en/product/typhoon-helmet

http://www.baesystems.com/en/product/typhoon

http://defence.airbus.com/portfolio/eurofighter/eurofightercapabilities/

http://defence.airbus.com/portfolio/eurofighter/

GOOGLE PAY

]]><![CDATA[Sukhoi 35 - The Super flanker]]>Wed, 09 Aug 2017 02:13:09 GMThttp://fullafterburner.weebly.com/aerospace/sukhoi-35-the-super-flankerIn 2003, Sukhoi launched a project to produce a fighter to bridge the gap between upgraded variants of the Su-27 and Su-30MK, and Russia's fifth-generation Sukhoi PAK FA. And the result was Su-35. Su 35 is a 4++ generation aircraft. The Sukhoi Su-35 Flanker-E is the top Russian air-superiority fighter in service today, and represents the pinnacle of fourth-generation jet fighter design. It will remain so until Russia succeeds in bringing its fifth-generation PAK-FA stealth fighter into production. Distinguished by its unrivaled maneuverability, most of the Su-35’s electronics and weapons capabilities have caught up with those of Western equivalents.

Air-frame

Su 35 is a considerably modified Su-27 fighter. the fighter got an improved airframe, which dramatically increased its service life to 6,000 hours, 30 years of operation (the time before the first test and recondition and the between-repairs period has been increased to 1,500 hours, or 10 years of operation). The reinforced airframe sees extensive use of titanium alloys. The reduced weight raised the maximum takeoff weight to 34.5 tonnes.

The aft-cockpit avionics bay was shortened, and the remaining volume now houses an extra fuel cell. The upper surface of the fuselage centre section lacks the air brake, with his job now being handled by differentially operated rudders. The rudders were enlarged and now have the vertical trailing edge, while the tail tips are made of metal.

The central and side tail booms have extra room to house fuel. The fuel load grew by more than 2 t, totalling 11,500 kg. In addition, the Su-35 is the first in the Flanker family able to carry two drop tanks 2,000 litres each. Another first for the aircraft of the type is the Aerosila TA14-130-35 gas-turbine auxiliary power unit (APU). The fighter also has an integral oxygen generation unit to enhance its self-contained operation capabilities.

Aerodynamically it is similar to the Su-27. But unlike the Su-30MKI it will feature no canard fins. Technological advancements have produced more compact and lighter hardware, thus shifting the centre of gravity to the aircraft's rear. These improvements removed the need for canards and saw the abandonment of the "tandem triplane" featured on several Su-27 derivatives. Other aerodynamic refinements include a height reduction of the vertical stabilizers, a smaller aft-cockpit hump.

Among the Su-35 design features, worthy of note is the absence of an overhead brake flap, a standard characteristic of the Su-27. Its functions are performed by an active rudder. The Su-35 chassis has been reinforced because of the increased takeoff and landing weight of the aircraft. For the same reason, the front bearing has two wheels.
The intakes of the engines are larger to allow a better flow of air, flaperons are large and the tail sting is smaller. The fuselage has better aerodynamics and lifting ability in general.

Wrapping up this outline of the basic airframe modifications, mention should be made of the total revamping of numerous antennas on the fuselage, wings and empennage due to the introduction of advanced avionics. The fighter carries a radically advanced digital integrated quadruple-redundant control system KSU-35 from Avionika company. It allows both manual and automatic control of the aircraft in all axes, ensures the fighter’s stability, controllability and centre of gravity, controls the swiveling nozzles, ensures super-maneuverability, flight conditions constrains, aircraft control while on the ground, and wheel braking.

Cockpit

The cockpit of the Su-35 is one of the most advanced in the world. The core of the Su-35 cockpit instrumentation suite are two full-color multi-function liquid crystal displays of MFI type, a multi-function panel with a built-in display processor, a wide angle collimatory display on the windshield and a control and indication panel.

MFI multi-function displays with a built-in processor measure 9 x 12 inches (diagonal 15 inches) and have a resolution of 1400x1050 pixels. They are intended for reception, processing and production, in a multiple window mode, of graphic, numeric, alphabetic and symbolic information. They also present televised information received from onboard TV sensors and impose on it synthesized numeric, alphabetic and symbolic information. Besides, they produce and send video signals in a digital format to the video record unit. The multi-function panel with a built-in display processor presents the required information and issues commands by pushing the buttons on the button array at any time in flight. The airborne collimatory display with a built-in processor monitors the space beyond the cockpit. The information is processed by control signals. The collimator angle of view is 20x30о.

The onboard systems and armament in the new cockpit of Su-35 are controlled by buttons and switches on the aircraft control joystick and engine control levers as well as by a button array on multi-function displays. Thus the HOTAS concept is realized on this type of aircraft. The LCD functions are to receive, process, and transmit data in various ways, whether these are graphics, numbers, TV images, etc.. They also produce and send video signals in digital format to the video recording unit.

The HUD has a control panel and a viewing angle of 30 ° by 20º, and its the IKSh-1M. The control column of the engine and the control stick have HOTAS capability. The helmet has a built in sight (HMS) and a small display.

All key system and weapon controls are on the stick and throttles in line with the HOTAS concept. There is a helmet-mounted target designator at the pilot’s disposal. To reduce the workload on the pilot, his information support involves the so-called ‘dark cockpit’ approach, with prompting messages issued to him in an emergency only. Piloting and navigating are made much easier owing to a precision laser strapdown inertial/satellite navigation system, digital moving terrain map and radio-technical navaids.

Cockpit Details

Multifunction display MFD-35 with a diagonal of 15 inches. With a rocker driver can split the display into several parts and provide them with all the necessary information about the flight mission, navigation, weapons and technical condition of the aircraft. The multifunction buttons work according to the nature of the information displayed, the appropriate tips are displayed next to the buttons.
The line of CCD control modes (complex avionics). There are only five CCD modes: short-range and long-range combat in the air, close and remote combat in the field, plus the mode of navigation. Each mode provides a specific set of information displayed on screen and predefined selection of weapons. The driver selects the right CCD mode and thus has access to virtually all functions of the aircraft, without getting rid of the controls.
An integrated system of backup devices (PSOE) - a minimum set of essential equipment, such as the altimeter and attitude indicator to help the pilot return to the domestic airfield in the event of failure of the aircraft, Main avionics. Earlier, the PSOE was realized in the form of switching devices (the drivers called them "alarms"), now it has its own multi-function screen with battery.
The multifunctional IR LED with a 4 x frame and 5-inch push button is used to configure all aircraft systems, including radar and radar observation equipment, weapons, video recording.
Indicator of aviation collimator and remote display. It appears as basic flight information, including altitude, speed, attitude indicator, heading and current selection of weapons, as well as any other driver required at the moment.
The control unit and the automatic traction control system. Allows the pilot to maintain the set speed in all maneuvers and under all conditions, or to automatically maintain the aircraft on the route in accordance with the flight plan. In this pilot task, it is only a matter of taking off and landing, as well as the decision on the use of weapons.

Central Stick

The automatic control system deactivation button (ACS). In addition, under the pilot's finger, the lever allows the automatic control to be temporarily deactivated: while the pilot is moving on the autopilot, the pilot presses the lever and manually maneuvers, after which ACS continues to direct the aircraft at the new rate.
The four-mode CCD mode allows you to select complex combat and navigation avionics modes.
To carry the key on the horizon. In the event of loss of orientation in space, including if you feel bad due to an overload; the pilot can press this button to automatically return to the straight plane movement with zero rolling and no pitch.
The firing button for arming the guns. The flares work with the trigger.
The "switch maneuver" - control of the trajectory. "Transforms the airplane into super-maneuverability mode.
The Joystick control marker (joystick) is responsible for the position of the cursor on the screen

Engine Control levers

The system control switches four monitoring attacks. It is focused on 14 different functions.
Enter the command.
Radio - a control switch with two radios.
Enter - button to lock the pilot action (reaffirmation of the choice).
The choice of weapons. Each combat mode of the CCD corresponds to a set of standard weapons, but the pilot can, at any time alone, clarify his choice.

Avionics

The distinctive feature of Su-35 is the employment of a new suite of onboard instruments. Its core is the information management system (IMS), which integrates functional, logical, informational and software subsystems into a single complex that ensures the interaction between the crew and equipment. The IMS includes two central digital computers, commutation and information devices and an indication system built on the “all-glass cockpit” concept.
The aircraft features many other upgrades to its avionics and electronic systems, including digital fly-by-wire flight-control system, and the pilot is equipped with a head-up display and night-vision goggles. The use of a new integrated control system (developed by MNPK Avionika) simultaneously performing functions of several systems – remote control, automatic control, limiting signals system, air signals system, chassis wheels braking system – will enhance the fighter’s handling capability and maneuverability.

The hydrodynamic control actuators from the power system are replaced with electric ones this not only saves room and weight, but also helps introduce a parallel, remote guidance of the machine. In practice this means that the pilot's role becomes less conspicuous. That is, the computer decides at which speed and in which regime the machine will find its target and at which moment it will allow the pilot to use the weapons. Also, the fighter will perform a part of the complex piloting maneuvers, such as flying at low altitudes over the terrain, by itself. The electronics will make sure that the pilot uses the weapons in a safe manner for the machine or does not have the plane go off in an uncontrollable spin.

The avionics include networking, with an ‘intraflight’ datalink, based on the 1990s TKS-2 series that can network 16 Flankers, but also a new ‘Link-16 type’ terminal, effectively a Russian ‘JTIDS-ski’, which equalises the wide area networking recently introduced in the West. Voice and data crypto modules are included. The navigation package includes a strap-down inertial system, with integrated satellite navigation, radio navaids, and a digital moving map system. Optical fibre and mux bus technology is used in the system.

Irbis E Radar

This is a development V V Tikhomirov Research Institute of Instrument Production. In design, this is an X-waveband multi-role radar with a passive phased antenna array (PAA) mounted on a two-step hydraulic drive unit (in azimuth and roll). The antenna device scans by an electronically controlled beam in azimuth and angle of elevation in sectors not smaller than 60°. The two-step electro-hydraulic drive unit additionally turns the antenna by mechanic means to 60° in azimuth and 120° in roll. Thus, in using the electronic control and mechanical additional turn of the antenna, the maximum deflection angle of the beam grows to 120°.

The Irbis-E is a direct evolution of the BARS design, but significantly more powerful. While the hybrid phased array antenna is retained, the noise figure is slightly worse at 3.5 dB, but the receiver has four rather than three discrete channels. The biggest change is in the EGSP-27 transmitter, where the single 7 kiloWatt peak power rated Chelnok TWT is replaced with a pair of 10 kiloWatt peak power rated Chelnok tubes, ganged to provide a total peak power rating of 20 kiloWatts. The radar is cited at an average power rating of 5 kiloWatts, with 2 kiloWatts CW rating for illumination. NIIP claim twice the bandwidth and improved frequency agility over the BARS, and better ECCM capability. The Irbis-E has new Solo-35.01 digital signal processor hardware and Solo-35.02 data processor, but retains receiver hardware, the master oscillator and exciter of the BARS. A prototype has been in flight test since late 2005.

The performance increase in the Irbis-E is commensurate with the increased transmitter rating, and NIIP claim a detection range for a closing 3 square metre coaltitude target of 190 - 215 NMI (350-400 km), and the ability to detect a closing 0.01 square metre target at ~50 NMI (90 km). In Track While Scan (TWS) mode the radar can handle 30 targets simultaneously, and provide guidance for two simultaneous shots using a semi-active missile like the R-27 series, or eight simultaneous shots using an active missile like the RVV-AE/R-77 or ramjet RVV-AE-PD/R-77M. The Irbis-E was clearly designed to support the ramjet RVV-AE-PD/R-77M missile in BVR combat against reduced signature Western fighters.

In terms of characteristics, the radar is similar to the one in the F-22. The Irbis can detect an approaching target 350-400 km away. At such a distance the fighter can see an aircraft carrier, at 150-200 km a railroad bridge, at 100-120 km a motorboat and at 60-70 km operative-tactical missile systems or groups of armored vehicles and tanks, and it can strike them all.

The radar can also map the ground using a variety of modes, including the synthetic aperture mode. The Irbis-E is complemented by an OLS-35 optoelectronic targeting system that provides laser ranging, TV, Infra-red search and track (IRST) functionality. The Irbis is also resistant to electronic warfare.
In air-to-surface mode the Irbis-E provides mapping allowing to attack four surface targets with precision-guided weapons while scanning the horizon searching for airborne threats that can be engaged using active radar homing missiles.It is one of the most powerful PESA radar used in an operational aircraft.

The Irbis can do many functions without ever leaving to monitor the airspace, this means, it is able to monitor and track air and ground targets previously identified while looking for new targets at the same time. The system EKVS-E BTsVM SOLO 35 is responsible for the fire control.

The Su-35 BM also has a radar in the tail, and for this function there are available the Phazotron NO12 and NO15 and Leninets VOO5 used in the Su-34.

OLS – 35

The second information channel of the Su-35’s fire control system is the infrared search and track (IRST) sensor – uses targets’ IR signature to acquire and track them at a range of 90 km in the pursuit mode. The IRST ranges aerial and surface targets with its integral laser rangefinder at 20 km and 30 km respectively. In addition, the IRST can be used to paint ground targets for laser beam-riding missiles. Surveillance/targeting optronic pod will provide the fighter with even greater capabilities in the lookdown mode and in the navigation and piloting roles.

The system also measures the distance to air targets up to 20km and ground targets up to 30km, it can monitor and follow up to 4 different air targets and can designate targets for laser guided missiles. OLS 35cdoes not only measure the distance to the target, but also create an invisible spot, which sees missiles and bombs with laser homing. The video image and information obtained through RL displayed on the HuD. Pilots see the target through a video camera and determine its angular co-ordinates and the laser measuers the distance. This information is transmit to the sighting system of Su 35, the on board computers calculates the required parameters to accurately hit the target.

Su-35 resettled more perfect board ,NPK SEC Infrared warning of missile consists of six sensors located in the front part of the fuselage to provide all-aspect coverage. The system can capture the rocket launch MANPADS at a range of 10 km. Two sensors detect laser irradiation on boards placed in the forward fuselage. They can be found at a range of laser rangefinders 30 km.

Navigation

Among other new onboard systems of the Su-35 is modern navigation and radio communication equipment, systems maintaining fighters operation in a formation and a highly efficient electronic countermeasures suite. The component package of the latter and its complementation with specific jamming devices can be determined by the customer.
The plane has 2 UHF radios and two VHF radios, voice and radio coding systems and Link-16 system to exchange data. All these elements as well as data from radar, IRST and pods are controlled by 2 modern computers that enable the processing and transmission of data to the pilot at crucial moments, easing its workload. The plane has sensory fusion.

BINS-SP inertial/satellite navigation system

The Su-35’s BINS-SP inertial/satellite navigation system was developed by the Moscow Institute of Electromechanics and Automation in cooperation with other members of the Aviapribor-holding company. Several other navaids and the display system were developed by the Ramenskoye Instrument Design Bureau and other members of the Technocomplex scientific production centre. The navigation system can identify the aircraft’s location independently from satellite positioning and without communicating with ground-based systems

The composition of BINSSP1 monoblock and links between functional subunits are presented in Fig. 3. Inertial measurement unit (IMU) contains three LGs and three QAs oriented in orthogonal air craft frame XYZ. ADC synchronously converts the sensor data and auxiliary signals to digital form and generates control signals for the gyro functional electronics. Data exchange rate between ADC and the computer is 2.4 kHz, with complete volume of required data coming to the computer each cycle. A high-performance computer which would solve all the required problems in real time has not yet been created at the development stage, so we had to use two computers. The functions were distributed as follows: the first computer generates the inertial data, controls the ADC, provides embedded control of inertial sub systems and receives external data from the integrated navigation system; the second computer processes inertial and satellite data and checks the validity of satellite data. The secondary power supply (SPS) generates all the required voltages from the board power. The system communicates with the integrated navigation system and other users by the interfaces show

The data inputted to the system are the radiofre quency (RF) data from GNSS constellation, projec tions of angular velocity vector and specific force vector on the aircraft axes XYZ, barometric height from the air data system (ADS) and the command “Landing gear compressed” (LGC) generated during the takeoff. The output data include three types of navigation information: inertial, integrated and satellite data. Inertial data are generated from sensor signals by primary processing using the known algorithms [6], with numerical solution of Poisson equation using the ele ments of quaternion algebra . Nondisturbance of horizontal channels is provided using the Schuler tun ing, and of vertical channels, using ADS barometric height. Air speed generated by ADS can significantly differ from the true speed, so this information is not used for damping the vertical of SINS mathematical platform. Primary processing of sensor data includes the electronic compensation for dither effect, account for calibrated bias of gyros and accelerometers, scaling of data signals, correcting the nonorthogonality of sensor sensitive axes, compensation of distance between QA sensitive masses and temperature dependences of these parameters. All preprocessing is performed within the data exchange cycle between ADC and the computer. Using the joint processing of satellite and inertial data, the Kalman filter generates updates for inertial data, estimates the instrument errors not compensated algorithmically, and generates updates in prediction mode. The filter order is set at the step of software debugging and covers all the significant and observable instrument errors, initial alignment error, and data delay in GNSS channel.

During the flight, the obtained estimates are used only to generate the ade quate updates in prediction mode and are not applied to update the inertial loop since it can degrade its noise immunity. Integrated navigation data are generated based on inertial data with account for the Kalman filter updates. On the completion of alignment mode, when the true heading is generated using the geographical coordinates by gyrocompassing method, the system automatically enters the navigation mode, then realignment mode is realized when the aircraft is in the airfield (during parking, taxiing or takeoff). In this case zero velocity update of the vertical (in parking mode), or update of the heading, vertical and acceler ometer noncompensated zeroes (in taxiing mode) is performed using the Kalman filter estimates (the mode is selected by analyzing the available data) . It should be noted that during taxiing at the airfield the aircraft is not exposed to the translational air velocity, so the filter estimates the error in true heading. More over, this is a flat and shortterm motion, which makes it impossible to adequately estimate noncompensated gyro drifts as weakly observable parameters. These statements are confirmed by mathematical simulation and testing the real realignment mode . As the air craft lifts off the runway, the realignment mode is com pleted (command “Landing gear compressed”).

S-108 communications suite

The S-108 communications suite from the Nizhny Novgorod-based Polyot company includes two UHF/VHF radios and a short-wave one and Link-16 datalink capability. The S-108 allows voice and data communication between the aircraft and ground control stations, among aircraft within a mixed package, etc. Automatic data swapping is exercised through the radios’ channels with both voice and data communications being encrypted.

Power Plant

The Su-35 is powered by a pair of izdeliye (Product) 117S (AL-41F1S) turbofan engines. Developed jointly by Sukhoi, NPO Saturn and UMPO, The engines are substantially modified AL-31F production engines employing fifth-generation technologies and draws on the design of the fifth-generation PAK FA's Saturn 117 (AL-41F1) engines.

They use a new fan, new high and low pressure turbines, and a new digital control system. The modernization has increased the engine special mode thrust by 16%, up to 14,500 kgf. In the maximum burner-free mode it reaches 8,800 kgf. Compared to today’s AL-31F engines, their capabilities will grow substantially, by 2 to 2.7 times. For instance, the between-repair period will grow from 500 to 1,000 hours (the operating period before the first overhaul is 1,500 hours). The designed period will vary between 1,500 and 4,000 hours. Its thrust output is estimated at 142 kN , 20 kN more than the Su-27M's AL-31F.

It has a service life of 4,000 hours, compared to the AL-31F's 1,500; the two engines feature thrust-vectoring capability. Each thrust vectoring (TVC) nozzle has its rotational axis canted at an angle, similar to the configuration on the Su-30MKI. The thrust vectoring nozzles operate in one plane for pitch, but the canting allows the aircraft to produce both roll and yaw by vectoring each engine nozzle differently. A similar thrust vectoring system is also implemented on the PAK FA.

The engine may give the Su-35 limited supercruise capability, or sustained supersonic speed without the use of afterburners. It features a fan 3% larger in diameter (932 millimetres (36.7 in) versus 905 millimetres (35.6 in)), advanced high- and low-pressure turbines

Stealth

Su 35 has manged to reduce its RCS better than other Su 27 variants. The improved radar stealth reduces the reflectance of the Su-35 in the X radio waveband and in the angle range of ±60°. Radar-absorbent material is applied to the engine inlets and the front stages of the engine compressor to halve the Su-35's frontal radar cross-section (RCS); the canopy was also modified to deflect radar waves.
Stealth measures:

Use of RAM layers throughout the structure.
Treatment of the air inlets with a RAM layer with a thickness between 0.7 and 1.4 mm.
Treatment of the face of the engine with RAM material
Treatment of the canopy with electro conductive materials that prevent reflection of radar waves.

With these measures Su 35 managed to reduce its RCS between 0.7 and 1 m2.

In terms of the thermal signature Sukhoi may have used ceramic materials in parts that reach higher temperatures, such as in the exhaust of the engine.

Electronic Warfare

The Su-35 uses the KNIRTI L175M Khibiny-M for this function. It consists of a small torpedo-shaped wingtip pod that covers the aircraft with radio-electronic protective hood once a missile attack has been detected. The protective hood prevents the missile from reaching the target and makes it deviate from the course. This intelligent system creates a digital cloud making the device equipped with Khibiny invisible for enemy radars and guided search heads.
This system is similar to the one in the F-18 G and operates on 3 modes:

Individual protection
Escort protection
Attack group protection

It is able to identify, coordinate and jam enemy threats, in addition it designates targets for anti-radiation missiles such as the Kh-31P.
The system has an individual display in the cockpit and works together with the radar, sending energy to the threats and to the disposable counter-measures , increasing the chance to evade enemy missiles.

It also has a MAWS to detect missiles at approach, a RWR , disposable counter-measures such as chaff, flares and in the future towed counter-measures such as the ones in the Eurofighter Typhoon.
Khibiny-M consists of the intelligence unit, which captures radiation from radar or air-based air defense, electronic warfare unit also. Part of the system operates at a high frequencies of favorite (wave H and J) and is embedded in the airframe. If necessary, the Su-35 containers can be suspended, which extends the capability of the system due to the addition of the ability to operate at medium wavelengths (E through G).

According to KRET corporation the Khibiny increases the aircraft's survivability by 25-30 times. This pod development is the result of the lessons learned during the conflict with Georgia in 2008 where all the aircraft lost were not fitted with an EW system which is the main cause of them being shot down.

The Khibiny jamming system was tested successfully for some time on the ground in Buryatia, Russian Federation. The Russian Air Force plans call for the installation of the Khibiny jammer on all its advanced jets such as Su-30SM, Su-30M2, Su-34 and Su-35 (Khibiny-10V). The Khibiny-10V is a version installed internally instead of the wingtips.

In Addition to chaff and flare dispencers Su 35 equiped with integrated NPK Of SPP electronic survival system , consisting of series of optical sensors . (SAR and OLO)

Aerosila TA14-130-35 gas-turbine auxiliary power unit (APU)

TA14-130-35 is a state-of-the-art gas-turbine engine with the power up to 105 kW. This engine is designed for SU-35 aircraft APU. It is used for supplying on-board AC electric power 200/115 V, up to 30 kV and providing air conditioning for cockpit and cabin.

The engine is equipped with a highly efficient turbo compressor and integrated system of oil cooling. As a result, fuel consumption and the weight are reduced.
The engine is compliant with the contemporary engineering requirements and is equipped with a full-authority electronic digital control system that provides regulation, control and error detection as well as operating time count.

Technical features:

Absorbed electric power of AC, kVA - 30
Bleed air consumption, kg/s - 0,55
Bleed air pressure, kgf/sm2 - 3,70
Bleed air temperature, °C - 210
Start and operation altitude, m - 10000
Environmental temperature, С - ± 60
Weight (without generator), kg - 62
Overall dimensions, mm - 868х481х426

Phazotron N-012

The fuselage tailboom was extended and enlarged to fit the N012 tail warning radar, although the Russians never disclosed how many aircraft were equipped with this equipment. A tail warning radar was a short-lived class of aircraft-mounted radar systems used to provide warning of another aircraft approaching from the rear.

HUD

In the field of military aviation, the head-up display allows the pilot to monitor his environment together with information provided by his instruments. This method consists of superimposing information necessary for piloting, navigation or the realization of the mission, on the external environment, by means of a small projector displaying the image on one or more semi-transparent mirrors System uses diffraction in a specially prepared transparent material. It has a wide 20°x30° field of view.

Zvesda K-36D-5 zero-zero ejection seat

In flight, a crewmember is held in the seat with a suspension/restraint harness system. The crewmember may be restrained in the seat with the shoulder and waist restraint mechanisms. The seat features stepless height adjustment, which makes the seat occupation comfortable for work and vision.
The crewmember protection against the dynamic pressure G-loads at ejection is provided with the protective gear, windblast shield, forced restraint in the seat, seat stabilization as well as the selection of one of three operation modes for the energy source depending on the suited pilot mass. At the aircraft speed exceeding 850 km/h, the MRM steady-state mode is adjusted by the automatics depending on the acceleration.
After automatic separation of the pilot from the seat, the recovery parachute canopy is inflated providing the pilot’s safe descent. A portable survival kit, which is separated from the seat together with the pilot, supports his/her vital functions after landing or water landing, makes the pilot search easier, and the PSN-1 life raft supports the pilot floatation on the surface of water.
In comparison with the К-36D-3,5 seat, the К-36D-5 ejection seat has improved operating characteristics:

increased range of operating temperatures;
increased range of flight personnel anthropometry;
improved characteristics regarding minimal safe-ejection altitudes without on-board flight data;
Electric heating on the seat bottom and back.

Specifications:

The К-36D-5 ejection seat realizes the crewmember emergency escape within the range of equivalent airspeed (VE.) from 0 to 1300 km/h, at Mach number up to 2.5 and aircraft flight altitude from 0 to 20,000 m, including takeoff, landing run and «Н=0, V=0» mode. The seat is used with the KKO-15 set of protective gear and oxygen equipment.
Seat installation mass does not exceed 100 kg, including the survival kit.

KS – 129The KS -129 oxygen system is designed to provide one or two pilots of the front-line aircraft with oxygen during flights at the altitudes up to 20 km. (KS -130 oxygen system is used at the altitudes up to 12 km). The oxygen source is the BKDU -130 onboard oxygen-generating system, which produces oxygen from compressed air tapped from the aircraft gas turbine compressor.

Major advantages of the bottle-free oxygen system:

There are no onboard oxygen bottles in the system and, correspondingly, there is no need in pre-flight charging of the system with oxygen;
The mission duration is not limited with the onboard oxygen reserve;
The system features less line maintenance man-hours than the system with the bottle oxygen source.

Apart from Su 35 the KS-129 oxygen system is used onboard the MiG-29K (KUB), MiG-29UPG, MiG-35, Su-30МКМ, Su-30МКI(A)

ZSh-7ap -HMD

Based on the original ZSh-7 design of 1987, it was introduced in 1990. Worn by pilots flying SU-27's and MiG-29's, it is equipped with a bracket where a Night Vision Equipment (NVE) or Sh-3UM-1 target designator is fitted. Those devices allow the pilot to fire Air to Air missiles locking on targets by looking at them. The ZSh-7 uses, as the ZSh-3 and -5, an occipital bladder to tighten the pilot's face to the KM-34 Series 2 oxygen mask during High "G" maneuvers. It has anti-jamming communications system integrates low impedance.

N036B-1-01

Su 35 also carries N036B-1-01 X-band AESA radars with 358 T/R modules embedded in the wings leading edge for increased angular coverage.

Performance and Characteristics

Crew: 1
Length: 21.9 m (72 ft 11 in)
Wingspan: (with wingtip pods) 15.3 m (50 ft 2 in)
Height: 5.9 m (19 ft 5 in)
Wing area: 62 m² (667 ft²)
Empty weight: 18,400 kg (40,570 lb)
Loaded weight: 25,300 kg (56,660 lb) at 50% internal fuel
Max. takeoff weight: 34,500 kg (76,060 lb)
Fuel capacity: 11,500 kg (25,400 lb) internally
Powerplant: 2 × Saturn AL-31F1S afterburning turbofans
- Dry thrust: 86.3 kN (19,400 lbf) each
- Thrust with afterburner: 142 kN (31,900 lbf) each

Performance

Maximum speed:
- At altitude: Mach 2.25 (2,400 km/h; 1,490 mph)
- At sea level: Mach 1.13 (1,400 km/h; 870 mph)
Range:
- At altitude: 3,600 km (2,240 mi; 1,940 nmi)
- At sea level: 1,580 km (980 mi; 850 nmi)
Ferry range: 4,500 km (2,800 mi; 2,430 nmi) with 2 external fuel tanks
Service ceiling: 18,000 m (59,100 ft)
Rate of climb: >280 m/s (>55,000 ft/min)
Wing loading:
- With 50% fuel: 408 kg/m² (84.9 lb/ft²)
- With full internal fuel: 500.8 kg/m² ()
Thrust/weight: 1.13 at 50% fuel (0.92 with full internal fuel)
Maximum g-load: +9 g
Acceleration:
_ 600Km / h to 1100Km/h- 13.8 seconds
_1000Km / h to 1300Km/h- 8 seconds

Armament

Guns: 1 × internal 30 mm Gryazev-Shipunov GSh-301 autocannon with 150 rounds
Hardpoints: 12 hardpoints, consisting of 2 wingtip rails, and 10 wing and fuselage stations with a capacity of 8,000 kg (17,630 lb) of ordnance and provisions to carry combinations of:
- Rockets: S-25
- Missiles:
  - Air-to-air missiles:
    - 8 × R-27RE/TE
    - R-40
    - R-60
    - 6 × R-73E
    - 12 × R-77M/P/T
    - 6 × R-74
  - Air-to-surface missiles:
    - Kh-25ML
    - 6 × Kh-29L/TE
    - 3 × 3M-14AE
  - Anti-ship missiles:
    - 3 × 3M-54AE1
    - 6 × Kh-31A/AD
    - 5 × Kh-59MK
    - 1 × Yakhont
  - Anti-radiation missiles:
    - Kh-25MP
    - 6 × Kh-31P/PD
    - 5 × Kh-58UShE
- Bombs:
  - 8 × KAB-500KR TV-guided bombs
  - 8 × KAB-500L laser-guided bombs
  - 8 × KAB-500OD guided bombs
  - 8 × KAB-500S-E satellite-guided bombs
  - 3 × KAB-1500KR TV-guided bombs
  - 3 × KAB-1500L laser-guided bombs
  - GBU-500 laser-guided bomb
  - GBU-500T TV-guided bomb
  - GBU-1000 laser-guided bomb
  - GBU-1000T TV-guided bomb

Avionics

Irbis-E passive electronically scanned array radar
OLS-35 infra-red search and track system
Khibiny electronic countermeasures system

]]><![CDATA[Why Su-30 MKI is a blessing for indigeneous aerospace industry ?]]>Mon, 31 Jul 2017 02:36:52 GMThttp://fullafterburner.weebly.com/aerospace/why-su-30-mki-is-a-blessing-for-indegeneous-aerospace-industry

( Su-30 MKI at AeroIndia 2015 )

The Russians offered Sukhoi Su-27 and MiG-29 to Pakistan at almost the same time they did it for India. The Russian negotiations team landed in Pakistan and PAF evaluated Su-27s at PAF base Mushaf in Saragodha. A point in history when India was also considering a tailor made variant of Su-30MK, The advanced Su-30 variant.

Even back then and also today certain aviation enthusiasts media reports point out this event and say that Russia offered Su-27 and MiG-29 to Pakistan just to pressurise Indians for having a bigger order of Su-30s. They are of the opinion that Su-30MKI deal was a disaster and many critical indegenisation opportunities could have been drawn out from this deal. Many journalists’ written articles on prominent news websites have also claimed that Su-30 MKI’s indegensation did not propel the development program for a homegrown fighter in a manner expected. Many serious, baseless and false accusations that Su-30 MKI is a lost opportunity or IAF is struggling to meet operational readiness has been levelled.

( Su-30 MKI at Aero India 2015 )

This “well intentioned” criticism of made in India defence equipment is affecting the minds of general public and making them have a false belief that Indians cannot be self dependent. This has led to a sense of ignorance to the painstaking efforts taken by numerous people for the development program of modern combat aircraft system and the ecosystem that keeps them flying.

(Su-27S in Pakistani Colours)

Well, this isn't first time in history that Russian weapon is anticipated to be seen in Pakistani arsenal. Soviet Russia also offered MiG 21 and Su-7 to PAF. But a relatively better deal came in the form of F-7 Skybolt. How does this doesn't sound odd that at the exact same time China itslef made a Request for Tender ( Russians didn't offer it themselves Chinese made the request ) for an advanced variant of Su-30. So if the logic , that Su-27 offer to Pakistan was designed to make India jealous holds truth, we can also say that Russia's offer of Su-30 to India compelled China into purchasing the same in good numbers. Actually those who handle these acquisition affairs aren't any propaganda believers to be jealous for silly things. Even one of the most reliable sources here can be seen reporting that China got triggered and ordered 50 Su-30 MKK from KNAAPO. Yes, corruption can definitely influence the decisions of acquisition………..but jealousy , seriously ?????

( PLAAF Sukhoi Su-30MKK )

( Indian Air Force Sukhoi Su-30 MKI at AeroIndia 2017 )

Both India and China had their own reasons for such an acquisition. Indian's needed to have an unchallenged Superiority over adversary’s skies so that striking the high value targets would be uninterrupted for that purpose an advanced multirole fighter was needed.

Russians actually offered to Pakistan the Su-27 which was half a generation older than the latest variant and was to be supplied by Sukhoi’s dying factory in Ukraine.

In China's context they just had their security concerns vis a vis US. They signed the deal to get Su-30 at the end of 1996. Just the same year when India did. Chinese were already operating Su-27SK since 1992. Final details for the procurement of Su-30 MKK went on till 1998-99. I won't go any detail in this that isn't our topic of discussion.

( image taken from Air Power Australia )

The MKI deal October 2000.

When the indigeneous weapons programs were stalled because of western sanctions and the risk of a Nuclear war loomed over. The headlines were filled with news of floods in eastern states including West Bengal. The deal was signed to manufacture Sukhoi Su-30 MKIs in phased manner.
In October 2000, a Memorandum of Understanding (MoU) was signed for Indian licence-production of 140 Su-30MKIs; in December 2000, a deal was sealed at Russia's Irkutsk aircraft plant for full technology transfer.

( Su-30 MKI production facility at Nashik )

The MKI deal was signed for producing 140 Su-30MKI to be locally manufactured by HAL, Nashik. It was probably the first time when an export customer was delivered a weapon which is half a generation ahead than that operated by the home air force. Even before this deal India already had Su-30K and Su-30MK. After two years of evaluation and negotiations, on 30 November 1996, India signed a US$1.462 billion deal with Sukhoi for 50 Russian-produced Su-30MKIs in five batches. The first batch were eight Su-30MKs, the basic version of Su-30. The second batch were to be 10 Su-30Ks with French and Israeli avionics. The third batch were to be 10 Su-30MKIs featuring canard foreplanes. The fourth batch of 12 Su-30MKIs and final batch of 10 Su-30MKIs were to have the AL-31FP turbofans. This was a necessary and correct decision taken to neutralise the strategic advantage that China was getting by ordering heavy numbers of Su-27SK.

( Su-30 MKI production facility at Nashik )

The MKI production was since the beginning supposed to happen in four phases, gradually increasing the indigenous content in the aircraft. In the first stage the Sukhois were built from completed knocked down kits moving to semi knocked down kits in subsequent stages.

In the fourth phase it is largely made from our own manufactured equipment. It is incorrectly said by many that IAF did a jugaad ( ontime adjustment ) by pushing in indigenous content in Su-30 MKI thus making it a little bit viable for the force.

The number of indigenous components used on Su-30 MKI can be seen by downloading the document below.

HAL_INDIA

Project Vetrivale

-It was started in DRDO as an attempt to develop indigenous avionics for Su-30MKI. Under this project Defence Avionics Research Establishment (DARE) has developed Mission Computers, Display Processors and Radar computers which are now manufactured by HAL'S Hyderabad Division. The other DARE product Tarang RWR which is manufactured by BEL at its Bangalore facility, alerts the pilot to all surrounding "threats" such as radar-controlled guns and missiles for initiating evasive action or counter-measures.

Read more about Project Vetrivale : Click on the button below.

Project Vetrivale

The Aviation Ecosystem

-We used to be highly dependent on foriegn suppliers prior to the 90s and even very basic components had to be routinely ordered from outside by the industrial giants. This situation was supposed to be changed. The sanctions imposed on India after 1998 nuclear tests paralised many of our needs. Their was no single entity in the Ganarajya (Republic) that had the capability to build composite airframes, aerospace-grade actuators, ruggedised (or even commercial-grade) avionics, multi-function displays, or high-performance jet engines. Today TASL is making frames of helicopters in which US Presidents would fly. The BHEL is manufacturing gas turbines for powerplants with technologies meant for Kaveri Engines. The mission computers, electronic warfare systems, man machine interface, flight control systems, composite airframe technology, onboard oxygen generating system are all flying in various IAF fighters like Jaguar, MiG 21 and MiG 27 and Su-30 MKI. All these components are developed and manufactured by local entities.

i Hyderabad based Astra Microwave Products Ltd. has posed itself as the manufacturing partner for foreign OEM’s looking to Make their Products in India and supplying to the swiftly increasing demands of defense forces in India for modern equipment.

You will be more fascinated to know about Astra Microwave Products limited when you would see this video.

ii Data Patterns is India's leader in indigenously developed electronic systems in the Defence and Aerospace domain. Data Patterns' key strength is founded on it's 30-year history of developing high reliability products in this domain with the broad capability to develop and manufacture any high reliability product.

iii Samtel Display Systems has gone it alone in developing the Su-30MKI MFDs, despite having a JV with Thales. Starting with liquid crystal display (LCD) screens, commercially procured from Japan and Korea, Samtel has ruggedised them for use in military avionics. The display must be easily readable even in bright sunlight.

AND THESE ARE JUST A FEW SELECTED NAMES.

The nation can now take (or threaten ) military action against nations that pressurise us directly or by indirectly supporting militancy. Having manufacturing units and economic might our forces gain unlimited supply of war fighting equipment.

The Upgrades of IAF Fighters

The upgrade programs of many old fighter planes in IAF was facilitated due to the advanced avionics developed for Su-30 MKI. It all happened because of Project Vetrivale. That we were able to use them thus creating greater orders for the big aviation ecosystem in India.

HAL has designed radar altimeters and communication equipment. DRDO developed a new Core Avionics Computer CAC which is a modular platform that has formed a basis for upgrades of MiG-27 and Jaguars. The original equipment manufacturers of spare parts and avionics of MiG-27 are dead, They died just after the fall of USSR. Had it been DRDO wouldn't have got an opportunity to develop CAC for Su-30 MKI the Jaguars and MiG-27s would have to be phased out seriously hindering operational readiness of the Air Force. The success of Su-30 MKI and Project Vetrivale also heralds a new environment of cooperation between IAF and Defence PSUs. Not only the Air Dominance fighter provides superiority over Subcontinent’s skies but the high level efficient management done by various organisations for such a complex weapon system like Su-30 MKI had been quite unparalleled in independent India's history.

The Sepecat Jaguar DARIN lll ( Display Attack Ranging and Inertial Navigation ) will receive two Smart Multi-Function Displays and Engine & Flight Instrumentation System, Navigation Systems, Software updates, integrated around an advanced Mission Computer on DARIN Jaguar aircraft for improved operational capabilities significantly furthur increasing indigenous content in it. The possibility of an indigenous AESA radar couldn't be neglected.

India has accrued a long term economic and strategic benefits by believing in self and relieving the forces from dependency on foreign manufacturers.

Conclusion :

The industrial ecosystem being developed in India as of today would surely make the development of an indegeneous fifth generation fighter relatively smoother, quick and facing less obstacles that were faced by LCA program. The manufacturing sector ecosystem developed by Su-30 MKI and advanced test facilities developed by LCA program. This why we must celebrate the success of Sukhoi Su-30 MKI.

The endless bickering over minute technical details must stop. - Mihir Shah, swarajyamag.com

For Image Sources : Click on Respective Image.

Sources of Information

http://www.spsshownews.com/aero-india-2015/news/?id=12&h=Astra-Microwave-Make-in-India-Partner-for-manufacture-of-Strategic-Electronics

https://www.datapatternsindia.com/aboutus/aboutus.php

http://www.business-standard.com/article/economy-policy/samtel-cockpit-displays-for-sukhoi-30mki-109111200105_1.html

http://www.hal-india.com/Mission%20%20Combat%20System/M__153

https://en.m.wikipedia.org/wiki/Sukhoi_Su-30MKI

Main Material Source :-

https://www.google.co.in/amp/s/swarajyamag.com/amp/story/defence%252Fthe-naysayers-are-wrong-here-is-why-india-must-celebrate-the-tejas

Information regarding Pakistan’s interest in Su-27 and related information.

https://www.flightglobal.com/pdfarchive/view/1994/1994%20-%202857.html?search=pakistan%20air%20force%20su-27

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]]><![CDATA[HAL Light Combat Helicopter ( LCH ) : Light-Lethal-Multirole]]>Thu, 20 Jul 2017 06:09:30 GMThttp://fullafterburner.weebly.com/aerospace/hal-light-combat-helicopter-lch-light-lethal-multirole

Light Combat Helicopter developed by Hindustan Aeronautics Limited ( HAL ) is a multirole combat helicopter for use by Indian Army and Indian Air Force. It is an attack helicopter derived from the existing HAL Dhruv helicopter. The LCH can be deployed in various roles, including tracking slow-moving aerial targets, insurgency, destroying enemy defences, search and rescue, anti-tank and scouting. It is one of the best weapon systems developed in India presently and has ushered Indian defence market in a new era of modernization and Indigenisation. Read on to know more about this magnificent attack chopper :

Background :

During the 1999 Kargil War, operations of Indian Air Force were hampered as the only combat helicopter, the Mi-35, couldn’t operate at extremely high altitudes where most of the conflict was concentrated.
"The Mi-35 couldn’t even cross the Banihal pass. We were handicapped and badly needed a chopper that can even launch assaults at high altitudes,” (Retd) Wing Commander Unni Pillai, the chief test pilot of Hindustan Aeronautics Ltd. (HAL) reminisced. India has always been at a back foot regarding attack helicopters in comparison to its regional rivals like Pakistan which operates nearly 48 Bell AH-1F/S Attack helicopters which it acquired from U.S. and will be getting CAIC Z-10 from China and T-129 'Atak' from Turkey in addition to Bell AH-1Z Viper from U.S. and Mi-35 'Hind-E' from Russia.

India on the other hand operated some 20 Mi-35 some of which has been donated to Afghanistan and indigenous HAL Rudra which is an armed variant of HAL Dhruv utility helicopters. India lacked any sort of offensive attack helicopters fleet and India needed dedicated attack helicopters to keep up its offensive teeth. Loopholes were highlighted when India could not deploy any attack helicopters for troop support in high altitude warfare during Kargil War.

The inability of the MI-25/MI-35 and even the armed MI-17 to operate at these heights resulted in a critical weapon system being left out of the battle, for which India paid a heavy price in terms of casualties. Accordingly, the government approved the development of the Light Combat Helicopter (LCH) by the state owned Hindustan Aeronautics Limited (HAL) in 2006.

Development :

HAL LCH is derived from existing Dhruv helicopter and share many commonality with Dhruv. This is being termed as advantageous because the countries which operate HAL Dhruv can also use those same spares employed for Dhruv in LCH also.

LCH ground run, was carried out for the first time on February 4, 2010 . The first prototype Technology Demonstrator TD-1 first took to air on 29 March, 2010. It flew a 20-minute flight from HAL's Helicopter Complex, Bengaluru piloted by Group Captains Unni Pillai and Hari Nair. It carried out low speed, low altitude checks on the systems on board. The crew reported that the performance of the helicopter and systems were satisfactory.

“It is a big day for all of us, especially those involved in the LCH’s design and fabrication,” Ashok Nayak, chairman and managing director of HAL, told Business Standard. “We were going to have the first LCH flight in December but, for one reason or another, it kept getting delayed.” HAL’s Helicopter Complex, R Srinivasan, told Business Standard that the LCH’s weight would be progressively reduced over the first three Technology Demonstrators (TDs) of the LCH. “We will find ways of cutting down TD-1 by 180-200 kg; TD-2, will be another 100 kg lighter; and TD-3 will shave off another 65-75 kg. That would leave the LCH about 200 kg heavier than originally planned, but the IAF has accepted that.”HAL chief Ashok Nayak today confirmed to Business Standard that this schedule was on track. “The weight reduction that we had targeted for TD-1, which flew on Monday, has been met. The second prototype, TD-1, which will make its first flight by September, will be lighter still.”

HAL LCH TD-1 during flight

LCH TD-2 took to air on 28 June 2011. The TD-2 also had lots of Indian Army specific inputs like the revolutionary digital camouflage. Also the TD-2 is 100kgs lighter than the TD-1. TD-2 is also equipped with a fully functional target acquisition and pilots vision pod a feature which was not seen in TD-1. HAL Chairman and Managing Director (CMD) Ashok Nayak told India Strategic in interviews at the Paris Air Show and New Delhi that the second aircraft was a "considerable improvement" over the first prototype as HAL and DRDO scientists had been able to achieve substantial weight reduction. Mr Nayak said the second prototype was flown to a height of 1.5 km with an All Up Weight (AUW) of 4900 kgs. The parametres successfully tested by HAL test pilots included general handling, slow speed handling, basic Automatic Flight Control System (AFCS) checks, up to 1.5 km altitude and with 60 degree bank turns.

HAL LCH TD-2 in a digital camoflauge

The second prototype (TD-2) of Light Combat Helicopter (LCH) successfully completed the sea-level trials at Air Force Station, Tambaram in Chennai which commenced on 1 July 2012. LCH's air speed measurement system was trialed and various component stresses gauged were measured.

HAL LCH TD-3 took to air on 12 November, 2014 as it was piloted by Wg Cdr Unni Pillai (Retd), HAL's Chief Test Pilot (CTP), Rotary Wing (RW) and ably assisted by Gp Capt Hari Nair (Retd), Deputy CTP (RW), the 20-minute maiden outing of LCH TD-3 was a flawless affair.

HAL Chairman R K Tyagi told OneIndia, "This is a mean machine and we have made many changes to TD-3, compared to TD-1 and TD-2. The users gave us many feedbacks and our designers were quick to respond to the challenges". "We have ensured that LCH TD-3 and TD-4 will have more ‘Made in India' systems and components including Integrated Avionics and Display System and Automatic Flight Control System. Not a single snag was reported during today's flight," he added.

HAL LCH TD-3

The cold weather trials of the LCH were carried out at Air Force Station, Leh in early 2015. The engine starts were satisfactory in the temperature of -18 °C at 4.1 km altitude. The flight trials at Leh have established hover performance and low speed handling characteristics of the helicopter under extreme weather conditions at different altitudes (3200 to 4800 m). During the trials, the helicopter and systems performed satisfactorily. LCH also has proven its capability to land and take off at Forward Landing Base in Siachen. LCH is the first attack helicopter to land in Forward Bases at Siachen,” said T. Suvarna Raju, CMD, HAL. The trials were carried out on the third prototype of LCH (TD-3) at Leh at the temperatures ranging from 13 to 27 degree centigrade with the participation of user pilots from air force, army and representatives from CEMILAC and DGAQA. Various tests included assessment and validation of flight envelope in ‘Hot-and-High’ conditions, culminating in landing at forward bases at geographic elevations of 13,600 feet to 15,800 feet. These landings and take-offs were demonstrated with reasonable amount of weapon load and fuel.

LCH at Leh

LCH TD-4 completed its maiden flight on December 1,2015. LCH now had completed performance trials paving way for certification of basic configuration and a letter to this effect was handed over to HAL by CEMILAC in the presence of Defence Minister on Oct 16, 2015.

HAL Press Release then informed that LCH has passed rocket trials and will participate in Iron Fist Exercise. According to HAL has now satisfactorily fired Rockets (70 mm) from its prototype, TD-3 in weaponized configuration. "The initial rocket firing trials have been carried out at Jaisalmer, establishing satisfactory integration of hardware and software, structural integrity and safe separation of rocket ammunition. Integration of weapons such as Rocket, Turret Gun (20 mm) and Air to Air Missile on LCH will further continue", said HAL 's CMD T. Suvarna Raju. The LCH TD-3 was integrated with Electo-Optical (EO) System, Solid State Digital Video Recording System (SSDVR) and 70mm Rocket system in conjunction with an updated Glass Cockpit software to cater for rocket firing.

HAL LCH TD-3 during rocket trials

During Iron Fist 2016 HAL LCH fired rockets on simulated tanks. See HAL LCH performance at Iron Fist 2016 :

The last buzz was that HAL LCH is undergoing weapons integration and will start weapons trials.

“LCH is ready, we are integrating its weapons, we tried rockets and it was good, we need to try missiles ATGM — anti-tank guided missile, (these) are the ones which we are integrating and we just have to demonstrate that,” the chairman of HAL, Suvarnu Raju told The Times of India. Speaking to the Times of India, Raju also revealed that HAL is undertaking limited serial production of the LCH. “We have launched a limited series production, with a confidence and hope that we get definite orders on this. We have also inquiries on this platform from other countries, and so we will start making five helicopters this year,” Raju said.

The Indian Army’s Army Aviation Corps (AAC) has expressed its intention of acquiring 114 helicopters and the IAF 65. However, no contract has been signed so far. “It has to turn into a contract between the Services and HAL,” according to Raju. The AAC helicopter fleet is only at 70 percent of its authorized strengths, according to the Indian Ministry of Defense. LCH is envisioned to fill that requirement. The LCH is now in an in an advanced stage of induction.

According to media sources India is in talks with "certain" countries in Africa for possible export of the indigenous Light Combat Helicopter even as the Indian Defence Ministry has set a target of $2 billion worth of exports over the next two years. "We are in talks with certain countries in Africa who have evinced interest in the LCH. With great value for money, the helicopter is an attractive buy for many countries," a senior defence official said.

Asked why the countries would be interested in a chopper which is yet to get final certification, the official said, "The certification is a formal process. The countries interested in the LCH in the current form do not need high features like air to air missiles. For them turret gun along with some other features work."

Design and Airframe:-

The aircraft was originally conceived as Light Attack Helicopter in 1989 based upon early IAF requirements. The early model has a far aft tail wheel and a stepped canopy. After a design revision in 2002 HAL moved to a fixed cannon design and a nose wheel configuration. In August 2013, IAF issued a new Air Staff requirement, and it was designated LCH and the design was approved by Defence Acquisition Council in 2006 and a mockup was displayed at Aero India 2007 with final design frozen in March 2008 .LCH is derived from the existing Dhruv Helicopter. The flight controls and hydraulics of Dhruv have been redesigned for the LCH. It will be again a wonder that the LCH was designed from Dhruv, a utility helicopter and HAL’s most successful plan which is used in other nations too, knowing the fact that both are totally different in their design as well as their role. But it is the very reality. Initially HAL had done some major changes on Dhruv to develop LAH (light attack helicopter) in Jun 2001. Later this Light Attack Helicopter’s (LAH) model was discarded and was restyled to Light Combat Helicopter (LCH) signifying light combat roles. Original slimmed-down ‘gunship’ fuselage was discarded and basic Dhruv airframe was curtained except the forward fuselage which was modified to tandem crew seating.

Main and tail rotor diameters are 13.3m and 2.05m respectively. It has increased survivability features like Crash worthy under floor structure and Crash worthy fixed tricycle type with tail wheel landing gear. It supports some stealth features like Canted flat panels for low Radar Cross Section. Composites Manufacturing Division of HAL has carried out Monolithic & sandwich construction structural parts for LCH. Composites have been used in Rotor systems (Main Rotor Blades, Tail Rotor Blades, Hub Plates and Torque plates etc.). The excessive use of composite materials makes the airframe both light and sturdy the basic philosophy LCH wanted to achieve as a light attack helicopter. The LCH design exhibits a sleek exterior. The weapons specialist and pilot are seated in a stepped tandem arrangement cockpit with the gunner in front and the pilot at the rear.

( A digital MockUp of HAL LCH )

The engine nacelles are contoured nicely along the sides of the fuselage at amidships and power a low-mounted, four-bladed main rotor mast and four-bladed tail rotor, the latter driven by a shaft running inside the empennage. The tail rotor is set to face off of the starboard side of the aircraft. The empennage is elevated in the design and requires a special rear landing gear leg for support when on the ground. The undercarriage, as a whole, consists of the rear support leg and a pair of main landing gear legs to either side of the forward fuselage. Each leg is heavily strutted for the rigors of daily operation and to absorb a full-impact crash landing. The undercarriage will remain fixed during flight as is not retractable. The empennage also fits a single vertical tail fin and horizontal planes. There are two short wingstubs for the mounting of munitions, external fuel stores and specialized equipment pods as needed.

Its design is Stealthier than Apache and Mi-28 and is superior to other modern attack chopper like Chinese ZW 19.

The capability of the airframe is well understood by the fact that HAL LCH ( 5800 kg ) maximum-take off weight is more than double of its empty weight ( 2250 kg ).

Features :-

It sports some advanced features like Anti Resonance Isolation System ( ARIS ) which helps in Vibration damping. This feature is already present in ALH Dhruv comprising of four isolator elements between the fuselage and the main gearbox. The dynamic systems of the Dhruv have been adapted in it, making it both formidable and dependable. It is equipped with four-axis auto stabilization system and anti-resonance isolation system (ARIS) for a comfortable and easy flight.

Like the ‘Dhruv’, the LCH too adheres to the following FAR/MILSPEC standards:
·         US Army Aeronautical Design Standard-33E (ADS-33E)
·         Flaw-Tolerant Rotor System: FAR/JAR 29.571, AM 29-28
·         Crashworthy Fuel System: FAR/JAR 29.952, AM 29-35
·        Flaw-Tolerant Drive Train with Over Torque Certification: FAR/JAR 29.952, AM 29-28
·         Turbine Burst Protection: FAR/JAR 29.901, AM 29-36
·         Composite Spar Main & Tail Rotor Blades with Lightning Strike Protection: FAR/JAR 1309(h), AM 29-40
·         Engine Compartment Fire Protection: FAR/JAR 29.1193
·         Redundant Hydraulics & Flaw Tolerant Flight Controls: FAR/JAR 29.571, AM 29-28
·         Aircraft-Wide Bird Strike Protection: FAR/JAR 29.631, AM 29-40
·         Crashworthiness Standard: NATO’s MIL-STD-1290
·         Crashworthy Seats Conforming to MIL-STD-1472B
·         Cockpit Instrumentation Lighting Conforming to MIL-STD-85762A
·         Avionics Databus: MIL-STD-1553B or ARINC-429
·         Autopilot Accuracy: MIL-F-9490D
·         Embedded MIL-STD-188-141B ALE Link Protection
·         Embedded MIL-STD-188-110B data modem

HAL LCH sports an Electronic Warfare Suite and a state-of-the-art sensor suite which includes electronic warfare suite with a radar warning receiver, laser warning receiver and missile approach warning system. The LCH’s four-axis auto-hover and digital automatic flight control system have been developed in-house, while the DRDO’s Bangalore-based Defence Avionics Research Establishment (DARE) is developing the defensive aids suite, which includes a combined radar/laser warning system (this being SaabTech’s MILDS AR-60V2) and Bharat Dynamics Ltd-developed countermeasures dispensers.

DARE has also developed in-house the digital mission computer and pylon interface boxes. The flight control actuator system has been co-developed by HAL and the UK-based APPH. The SAGEM subsidiary of France’s SAFRAN Group, which has had a presence in India since the 1960s, has supplied the piloting inertial reference system (APIRS), more than 100 of which are already on board the Dhruv ALH. The APIRS uses new-generation inertial technologies like fibre-optic gyroscope (FOG) and silicon accelerometer. Other SAGEM-supplied items on board are the digital autopilot (which is also on the ‘Dhruv’), and the Sigma-95L RLG-INS. It will also feature a 25kg C-Music directional infra-red countermeasures (DIRCM) suite.

HAL LCH also sports a Elbit Compact Multi Purpose Advance Stabilisation System (CoMPASS) electro-optic/infrared turret that is integrated into the nose . The CoMPASS is a day-and-night surveillance system that includes a colour TV daylight camera, third generation 3-5 µm forward-looking infrared (FLIR) sensor; laser target designator and rangefinder; and automatic tracking capabilities. It is being license built in India by Bharat Electronics Limited.

LCH Electronic Warfare Suite shown in the diagram

The similarity with Dhruv includes Integrated Dynamic Systems , transmission system , basic electrical lines replaceable units ( LRUs ) such as AC and DC power generating systems , indicators , battery junction box , control grips and fire detection systems and avionics LRUs such as communication systems ( VHF/UHF ) , cockpit voice recorders and flight data recorders. Primary changes from the Dhruv includes tandem seating, flat cockpit transparencies for reduced glint , flat faceted fuselage panels radar absorbing materials for a reduced RCS , crashworthy structure and landing gear , pressurized cockpit cabin ( with filters for NBC cabin ) , armour panels and IR engine suppressors. It also has a Digital Video Recording System ( DVRS ).

Digital Audio Control System (DACS) onboard HAL LCH eases the Pilot’s burden by efficiently minimizing the controls, interfacing all the signals in a logical manner and provides the following functions:
1. Intercommunication between Flight Crew and Ground Crew.
2. Interface and control of mike and headset audio signals of various transceivers.
3. Interface of warning signals.
4. Interface to the Cockpit Voice Recorder and Voice Data Recorder. Digital Audio Control System (DACS) implements audio signal conditioning in digital domain using digital signal processing techniques and provides better signal quality by using efficient Adaptive Noise Cancellation

Solid-state modular design and rugged construction provides long life, high reliability and excellent maintainability for both new and retrofit applications on fixed wing and rotary wing platforms. The DACS is a compact, lightweight and low cost system. The DACS 2300A series meets stringent MIL STD requirements like MIL STD 810F and MIL STD 461C/E.

Non-retractable and crashworthy tricycle type landing gear has been used to eliminate the possibility of crash landing and making it easier to land on unstable platforms or terrains.

A datalink system transmits mission data to mobile platforms and ground stations operating within the network. Such network-centric operations facilitate the transfer of mission data to the other airborne platforms and ground stations operating in the network, facilitating force multiplication. A Automatic Flight Control Computer (AFCC) onboard LCH processes various pilot commands from pilot control unit for various mode selections, and provides indications, warnings and failure status to cockpit . Automatic Flight Control Computer (AFCC) is PowerPC-7448 based system. It has two processing channels with inter-processor synchronization and data communication, and is interfaced with various sensors, cockpit controls and actuators. It performs all the processing and computations in real time It generates commands for Series and Trim actuators, in pitch, roll, yaw and collective axes for basic control and stabilization of Light Combat Helicopter. It has built in safety functions to with-hold actuator commands in case of failure detection, and has automatic reset features to restart after removal of failures. It processes various pilot commands from pilot control unit for various mode selections, and provides indications, warnings and failure status to cockpit .

HAL LCH can well operate in "hot and high conditions" .In “hot and high” conditions, a helicopter operates in summertime temperatures at extreme altitudes of over 15,000 feet. In these conditions, oxygen in the air is depleted not just by the altitude, but also by the expansion of air due to high temperatures of 13-27 degrees Centigrade. This combination of conditions taxes the helicopter’s engine to the maximum. According to sources it has a “stealthy” fuselage that is hard to detect with radar. The machine is a Low Observable (LO) design with reduced visual, aural, radar and infra red signatures. The redesigned fuselage incorporates tandem seating (the two pilots in the LCH sit one behind the other), compared to side-byside in the Dhruv. The design provides lower radar cross section and the Infra Red (IR) signature due to hot exhaust gases is lowered by providing IR suppressors for the engines. A crash-resistant landing gear enables pilots to survive even when the LCH impacts the ground at 10 metres/second. To operate at high altitudes HAL LCH also has a Helicopter Oxygen System developed by DRDO . The oxygen system consists of a light weight 2 litre composite cylinder (service pressure of 200 bar) fitted with a pressure reducer cum regulator valve and a Dilution Demand Oxygen Regulator (DDOR). The DDOR supplies the breathing gas of appropriate concentration of oxygen depending on the altitude to the pilot through an oxygen mask attached to aircrew helmet. Helicopter Oxygen System has been qualified for airborne & is planned for bulk production and induction into service. [ Citation needed ].

Cockpit :

The LCH has a glass cockpit accommodating two crew, who sit one behind the other. The cockpit is equipped with multifunction displays, target acquisition and designation systems, and a digital video recorder to capture footage of the battlefield for use in debriefing. A helmet-mounted target system controls the turret guns mounted on the helicopter’s fuselage.The term Glass Cockpit refers to a modern cockpit in which all the round dialled electro-mechanical instruments have been replaced with Multi-Function Displays (MFDs) and a Head Up Display (HUD). A glass cockpit uses several displays driven by flight management systems, which can be adjusted to display flight information as needed. This simplifies aircraft operation and navigation and allows pilots to focus only on the most pertinent information. The MFDs are colour Active Matrix Liquid Crystal Displays (AMLCDs) Information required by the pilot to take-off, navigate, perform his operational mission, deliver his weapons, cope with enemy threats, return to base and land is gathered by sensors on board the aircraft, processed by a mission computer and then displayed on the MFDs and HUD.

Light Combat Helicopter Cockpit and Displays Systems displayed at Aero India

To make the LCH a survivable platform, HAL has designed its own impact absorbing landing gear and will improve on the Dhruv ALH’s ballistic tolerance with up to 100kg of composite-/ceramics-based modular armour, whose positioning is based on an IAF study of the areas most likely to suffer bullet damage. The tandem-seat cockpits each have twin side-by-side AMLCDs, will be NVG-compatible, will provide NBC protection to the crew, and have a ‘JedEyes’ helmet-mounted targetting system co-developed by HAL and Israel’s Elbit Systems. JedEyes is designed for day, night and brownout flight environments. JedEyes TM has a 70 x 40 degree FOV and 2250x1200 pixels resolution. JedEyes addresses the special needs of helicopter pilots and offers dramatic improvements over existing HMDs, not only through its ultra-wide Field of View (FOV), but also by providing razor-sharp, high resolution imagery and allowing pilots to take in wider than ever areas of ground and sky, with everything in sharp focus. Exciting features and unique technologies combine to provide dual vision 3D imagery on the See-Through Visor as well as processing and manipulation of a variety of visual cues and video sources such as UAVs, digital maps and on and off-board sensors.

A Tadiran SDR-7200AR multi-bandwidth software-defined radio, and the QuadEye panoramic night vision goggle is also on the proposed list. The IAF has also demanded that the LCH be equipped with anti-missile defence system like BAE Systems’ ‘Boldstroke’, which uses modular open-system architecture and non-proprietary standard interfaces that support interchangeability, technology insertion, and diminishing manufacturing sources resolution. It allows for direct and fibre-coupling between the laser and pointer/tracker, providing installation flexibility to meet the size, weight, and power requirements of both light and heavy rotary-winged platforms. It is much lighter, has fewer moving optical parts and uses mirrors instead of a physical ‘light pipe’ to shoot its laser. The entire unit is housed in one box. A helicopter with ‘Boldstroke’ mounted on either side would have 360 degrees of assured protection from IR-guided anti-aircraft missiles.

LCH Glass-Cockpit. A Hindi video documentary on HAL LCH. You can als

Armour :

HAL LCH though light in its configuration is pretty well armoured to protect itself against 12.7 mm and 7.62 mm rounds.

Light weight Ceramic Faced Composite Armour Panels for Advanced Light Helicopter and Mi-17-IV helicopter have successfully undergone integration and flight-trials. This provides protection to aircrews and critical parts of helicopter against hits of bullets of 12.7 mm AP.
Composite laminates were made using kevlar fabric as reinforcement and modified epoxy resin for matrix. Kevlar-epoxy composite laminates of different thicknesses were prepared by compression moulding process.
Kevlar-epoxy composite laminates were bonded with alumina ceramic cylindrical pellets with the help of epoxy structural adhesive. Gaps between the ceramic pellets were filled with modified epoxy resin.

A Snap highlighting LCH armour from DRDO Newsletter

LCH is tested against Armour piercing incendiary 12.7×108mm of Russian Heavy Machine Gun which is powerful than Western 12.7x99mm ammunition.

Composite armour panels :

This makes LCH effective as both an anti-infantry and anti-armour helicopter as it can survive direct hits from Heavy Machine gun and Medium Machine Guns during a mission and return to base safely.

Armaments :

The weapons package of HAL LCH makes it no less than a "flying tank". Its weapon package is derived from that of HAL Rudra . It has 4 (two under each wing) hardpoints and has provisions of carrying 4 × 70/80 mm rocket-pod or 4 × two-round MISTRAL Air-to-Air Missiles or 2 x 4-round LAHAT or HELINA Anti-Tank Guided Missile or 4 × 250 kg (550 lb) bombs in varying configuration.
1. 20mm M-621 Cannon on THL-20 Turret :

THL-20 Helicopter Gun Turret

M621 20mm cannon on a Nexter THL-20 turret

HAL LCH sports a M621 20mm cannon on a Nexter THL-20 turret which can be cued towards the target using a helmet-mounted target system . M621 is a French 20 mm automatic cannon, designed by GIAT now known as Nexter Systems which is used on armoured vehicles, aircrafts, helicopters and small coastal vessels in France, India among other nations. Its variants include THL 20
(Turreted cannon for helicopters) , POD NC 621 (Cannon pod for helicopters and light aircraft ) , SH20 (Door mounted cannon for helicopters ) and others. Its specifications are :-
1.Calibre: 20×102 mm
2.Gun Weight: 45.5 kg
3.Gun Length: 220.7 cm
4.Muzzle velocity: 985-1030 m/s depending on ammunition type
5.Bore Length: 146 cm
6.Rate of fire: 800 rpm
7.Feed system : Open-link M12 belt
8.Capacity: Belt fed, platform dependent capacity (160 for model 15A naval mounting, 300-750 for THL 20)

LCH will be able to carry 800 rounds of ammunition, with an effective range of 2500 feet and can effectively ground based armoured targets and other targets.

2. HELINA ( Helicopter launched-Nag ) Anti-Tank Guided Missile :

HAL Rudra launching a HELINA missile

HELINA is the air-launched version of Prospina ( Nag ) Anti-Tank Guided Missile which has a maximum range of 7 km-8 km. It is a 3rd generation fire-and-forget type missile. It has an 8 kg tandem HEAT warhead. The Prospina is a top attack missile. During flight it when approaching the target it flies upwards and then suddenly dives towards the target. This method of attack is very suitable to destroy tanks, because most of them have only a minimum level of armor protection in the upper part of the turret. The Prospina can penetrate the latest generation armor, like explosive reactive armor and composite armor.For guidance the Prospina uses imagining infrared passive seeker system which is difficult to jam. The guidance system is also equipped with a CCD camera. Before the launch missile locks on the infrared image of the target. In flight it automatically guides itself onto the target. Hit probability with a single missile is 77%.
The body of the missile is fully made of fiberglass structure. The rocket motor of the missile uses nitramene-based double base sustainer propellant which is smokeless and makes hard to trace the shooter. Missile has a flight speed of 230 m/s. It can be launched from twin-tube stub wing-mounted launchers on board the armed light combat helicopters and advanced light helicopters. This missile is airborne and has a lock-on-after system. India’s Defence Research & Development Laboratory (DRDL) plans to extend the range of the HELINA (Helicopter-mounted Nag) anti-armour missile into a >20-km range strike munition for combat aircraft and helicopters. HELINA project director KS Vara Prasad has indicated that his team is building a “miniaturised inertial navigation package” to enhance the existing weapon without adding weight or too much cost.

HELINA being fired from HAL Rudra :

However HELINA is still under development is not likely to be ready in near future leaving a critical void in operational capability of its firepower.Indian army chief General Bipin Rawat speaking to media has lambasted that both Indigenous Attack/combat helicopters HAL Rudra and HAL Light Combat Helicopter have major shortcomings, that is in their current configuration both do not have suitable anti-tank guided missile (ATGM), which is the main weapon of any Attack/combat helicopters around the world.

Reportedly Dhruvastra twin-rail launcher will be used for HELINA missile which was show cased at Aero India 2017.

Besides here is the animation of HELINA missile :

3. LAHAT ( (Laser Homing Attack or Laser Homing Anti-Tank ) Anti-Tank Guided Missile :

LAser Homing Attack Missile, or LAHAT, is an advanced missile developed and manufactured by the MBT Division of Israel Aerospace Industries (IAI). It is a light weight missile suitable for precision attack missions.
The gun or canister launched missile can be fired from a range of platforms such as armoured vehicles, tanks and helicopters. The missile is effectively used in urban areas requiring a low collateral damage solution. It can hit both stationed and moving targets while avoiding the air defence of hostile forces.
LAHAT has a length of 975mm, diameter of 104.5mm and a weight of 12.5kg. A LAHAT launcher equipped with four missiles weighs less than 80kg. The compact dimensions of the missile allow easy integration on light-weight helicopters, light vehicles and armoured fighting vehicles (AFVs).

Launching of LAHAT requires minimal exposure in the firing position. The commander's sight is provided with LRF / laser designator to maintain line of sight to the target during the flight of the missile.
The detection of firing position is very difficult due to low launch signature of the missile. The trajectory can be set to match either top attack or direct attack engagements. LAHAT has a semi-active laser guidance system using direct and indirect laser designation. The missile uses a tandem warhead which is capable of defeating all types of modern armour, including add-on reactive armour. High penetration capability of the main warhead allows the missile to penetrate the armour of major armoured vehicles at high impact angles.

It has a speed of 285–300 m/s and has a range of 8000 m- 13000 m from an air-launched platform. It has a 10 kg warhead which can defeat armour of Main Battle Tanks.

LAHAT was also planned for Indian Arjun Main Battle Tank but that plans were dropped for an indigenous Cannon-Launched Guided Missile. Here is a great video on the capacity of LAHAT Missile :

4. Mistral ATAM ( Air-to-Air Mistral ) Air-to-Air Missile :

MISTRAL ATAM is based on the MISTRAL missile with its fire-and-forget engagement mode, ease of operation and unrivalled kill probability.
The system is based on two launchers, each bearing two missiles and can be connected to the helicopter’s combat system, when mounted on combat helicopters, or through simplified control equipment if installed on multi-purpose helicopters.
In both cases, it is characterised by simplicity of operation, a very low crew workload and a high level of performance.
The system can be operated within the whole flight envelope of the launch helicopter, at speeds of up to 200 knots and at altitudes exceeding 15,000 ft. Its specifications are :

Weight : 18.7 kg
Length : 1.86 m
Diameter : 90 mm
Maximum intercept range : 6.5 km
Minimum intercept range : 500 m

MISTRAL ATAM ensures a large off-boresight capability, together with the ability to aim the missile seeker very precisely at a given target.
The missile has a shaped trajectory in order to intercept targets top-down or at long range, the crew can also select the proximity fuze mode.
MISTRAL ATAM is currently the only helicopter mounted air-to-air missile in full operational service.
MISTRAL ATAM is operated by the French Army Aviation on the Gazelle and is also in service on the Tiger attack helicopter. It has also been integrated upon HAL Rudra.

Mistral ATAM ( Air-to-Air Mistral) are currently being integrated into HAL’s Light Combat Helicopter (LCH) and are on schedule confirmed MBDA spokesman to Flightglobal. Mistral ATAM already has been integrated into Dhruv Mk IV Weapon System Integrated (WSI) and also has been test fired from Dhruv Mk IV successfully. Mistral ATAM with its fire-and-forget engagement mode, ease of operation and unrivalled kill probability ( about 95 % ) makes LCH quite a formidable platform against aerial targets.

5. Unguided Rockets :

LCH is armed with 4 stub-wing mounted Forges de Zeebrugge built rocket launcher FZ-231 carrying 70mm (2.75“) rockets.
It can be used in wide number of roles :

Attack
Ground fire support
Armed reconnaissance
Air-to-ground combat
Close air support
Anti-infantry
Anti-armour

This launcher has a versatile firing control system and this 70 mm unguided rocket system (change of rocket type without change of any fixed part on helicopter ) acn be mixed loaded with different types of warheads.

6. Iron Cluster Bombs and Anti-Radiation Missile :

According to official database , HAL LCH will also carry 4 x 250 kg bombs which include gravity bombs, cluster bombs and grenade launchers. Also it will carry Anti-Radiation Missile which is unclear as which ARM will it carry ( currently DRDO NGARM is indigenously being developed in India ).

A HAL LCH TD-2 under construction

An earlier mockup of HAL LCH

Capability :-

HAL LCH in short is nothing less than a "flying tank" able to operate at nearly every terrain which most modern attack helicopters are not capable off. The LCH, which made its maiden flight in May 2010, has been specifically developed in response to the lack of an attack helicopter capable of performing high-altitude operations during the 1999 Kargil War. Compared to other Light combat Helicopter platforms like Chinese Z-19 and Eurocopter Tiger , the LCH is designed for Indian conditions, to conduct operations in High Altitudes like Leh and low altitudes like Thar, Rajastan also it can perform missions in Minus zero degree Ladakh’s to hot Thar conditions.

HAL LCH during “hot and high” trials in Ladakh made the world record when it flew at one of the worlds highest landing bases located in Siachen with a decent weapons payload. The attack helicopter scaled an altitude of 4.8 kms from sea level to one of the most remote, inhospitable environment known to human beings. With deployment of LCH in this region it will tilt the favour of any army to defeat their enemy in high altitude region especially AH-1 Cobra of Pakistan and Chinese Z-19 and Z-10 which can operate at such high altitudes.

(Retd) Wing Commander, Unni Pillai, Chief Test Pilot, HAL told that: “We have a particular operating environment and we are the best people to make as per our requirement. American machines don’t have a requirement to operate above 10,000-12,000 feet. Hence to enhance our operation capabilities, it is important we make in our country.” Speaking on its digital camouflage system he spoke ,"impossible for it to be seen through any thermal image devices".

LCH TD-3 showing off its “Splinter” paint scheme at Aero India 2015 :

TD-3 which was part of Aero India 2015 got high praise for its new paint scheme from its visitors . “Splinter” pattern was also seen on Russia’s 5th generation Pak-Fa fighter aircraft Prototypes . Splinter camouflaged paint scheme was made famous by Russians on their aircrafts which has ability to blend aircraft in Weather conditions depending on paint colours used for particular weather conditions or Natural geographical surroundings of operations. “Splinter” pattern have smaller, sharp-edged patches and can use two or three color camouflage to make them visually difficult to spot in air . Splinter camouflaged paint scheme is now also catching up with Western aircraft types which are also moving away from Single paint schemes lately .

HAL LCH carries many aerodynamic changes to reduce drag and flight performances which was highlighted during prototypes stage. The LCH can fly to extreme angles of 70 degree-80 degree nose down, demonstrating high maneuverability. Dr.Prasad Sampath general manager of RWDC, claimed the LCH , "probabaly the most agile design in the world because of its rotor". Its main rotor with swept blade tips gives it good maneuverability. At higher altitudes which is LCH-dominated LCH will turn out to be more agile and have higher performance than legacy attack helicopters in general because it is custom-designed to fight at higher altitudes.

By capacity, LCH is multirole as LCH is expected to play a major role in air defence against slow moving aerial targets, destruction of enemy air defence operations, escort to special heliborne operations, support of combat search and rescue operations, anti-tank role and scout duties. According to broucher , LCH is able to execute air defence role operations against slow moving targets like UAVs , DEAD ops along with Escort to Special Heliborne Operations and offensive employment in Urban Warfare and Counter-Surface Force Operations and COIN operations along with support of combat SAR operations. It can take off from an altitude of 10,000 feet, operate weapons at 16,300 feet, and engage targets like UAVs that are flying at altitudes of up to 21,300 feet.

In the anarchy of the modern battlefield, the attack helicopter is the ultimate predator. Operating from a forward base --- usually a small square of synthetic material tacked down onto a clearing in the fields --- the attack helicopter flies missions against enemy tanks, which are spotted by friendly scout helicopters and unmanned aerial vehicles (UAVs). Flying barely 20 feet above the ground, the attack helicopters close in with the enemy, often with rifle and machine-gun bullets spattering against their armoured bodies. Then popping up from behind a tree line, they fire missiles and rockets to destroy their targets; meanwhile sophisticated onboard electronics confuse the enemy’s radars for the couple of minutes it takes to finish the job. Then it’s back to the base to refuel and rearm, patch up the bullet holes, and leave for another mission against another target. LCH is well a cut above than its traditional rivals in such roles.

Engines :

HAL LCH is powered by two HAL/Turbomeca Shakti turboshaft engines, each of which can generate up to 871kW and can run for up to 3,000 hours without maintenance. Each engine weighs 205kg and has an output speed of 21,000rpm.

Shakti features a remarkably compact modular architecture. The gas generator includes two centrifugal stages attached to a reverse-flow combustion chamber, a single-stage gas generator turbine and a two-stage power turbine. This design ensures that the engine remains very cost-effective, particularly in terms of maintenance and cost of ownership. The engine received European Aviation Safety Agency certification in 2007. It features a Full Authority Digital Electronic Control system, which decreases the work of the pilot by automatically counting engine cycles. It is called Ardiden 1H1 by Turbomeca and its engines have a radial air intake and a two-stage centrifugal compressor driven by a single stage axial gas generator turbine. Airflow is directed through a reverse flow annular combustion chamber, through the gas generator turbine and then through and a two-stage axial free power turbine. Output power is transmitted to a front-mounted reduction gearbox by a shaft concentrically mounted within the gas generator rotor assembly. The accessory gearbox, also mounted at the front end, is driven by the gas generator. Control is by means of a dual-channel DECU.

Its Specifications are :

Power :-

Emergency Power: 1,204 kW (1,614 hp)
Max Continuous Power: 880 kW (1,180 hp)
Max Power at TakeOff: 1,053 kW (1,412 hp)
OEI 2 min: 1,099 kW (1,473 shp)
OEI Continuous: 1,024 kW (1,373 shp)

Time :-

Time Between Overhaul: 3,000 hour

Weight :-

Dry Weight: 180 kilogram (397 pound)

Comparison to other Attack Helicopters :

1. AH-64 Apache

India has ordered AH-64E for it as well when development of LCH was underway. While this procurement raised many eyebrows towards the capability of LCH , the role-difference was found the reason for the procurement. The Apache will be the first ( imported ) pure attack helicopter in India's possession. While the Russian origin Mi 35 has been operated for years and is now on the verge of retirement, it was an assault chopper that was designed to carry troops into heavily defended territories. Since India is phasing out its vintage Mi-35 fleet India needed a heavy-attack helicopter which can be filled by Apaches.

The rate-of-climb (ROC, measured here in meters/second) is a true measure of the maneuvering capability of an attack helicopter. Typically, a ROC of 0.5 m/sec is used to evaluate service ceiling conditions. If the hover performance is evaluated at altitudes varying from 0 ft (SL) to 25,000 ft. Altitudes in the Himalayan Mountains regularly require flights above 10,000 ft and often up to 22,000 ft. The data is presented for the LCH and the Apache for payload and available maximum ROC capability versus altitude. A threshold ROC line is shown for the reference 8 m/sec combat ROC. sea-level performance of the LCH and the Apache are similar. The Apache, with a 1,000 kg payload is able to generate a maximum vertical ROC capability of 12.77 m/sec. By comparison, at sea-level, the LCH is able to carry the 1,000 kg and is able to provide a power excess for a theoretical max ROC of 15.16 m/sec. It is instantly apparent how the Apache is able to use its outstanding source of power to lift its much heavier mass and still come close to the LCH performance. This heavier bulk involves greater armor and protection for the Apache pilots.

Now consider how the change in altitude affects both helicopters. The Apache, trying to maintain the 1,000 kg payload, begins to tail-off its ROC capability from 12.77 m/sec at sea-level to 0 m/sec ROC at ~18,000 ft. Beyond 18,000 ft altitude, the Apache also cannot carry its 1,000 kg payload and the tail-off in that capacity is visible, although less dramatic than the Z-10 from the previous articles. The Z-10 cannot operate beyond 10,000 ft under any conditions. The Apache, on the other hand, flies and fights up till ~15,000 ft altitude.

The LCH, on the other hand, once again utilizes its light-weight structure to great effect. It can not only maintain the 1,000 kg payload for another 3,000 ft altitude (i.e. up to ~21,000 ft), the tail-off in the ROC does not drop below 8 m/sec until ~11,000 ft. The tail-off does not drop below the minimum 2.5 m/sec until ~15,000 ft.

In rest feature comparison Apache edges out LCH in almost every aspect. The LCH will turn out to be more agile and have higher performance in general because it is custom-designed to fight at higher altitudes. The Apache, on the other hand, is a brute-force machine, matching the LCH up to the Himalayas for payload, but losing out in agility. The Apache will be less agile than the LCH but will take more hits and keep flying. Where the LCH will look to evade and survive, the Apache will turn to its armor.

2. Z-10 :

The Z-10 is already operational and in service with the PLA but very little is known about its operations after induction into service and the problems being encountered which is normal in a newly manufactured aircraft – every new aircraft needs a period of two to three years to stabilise. The LCH, on the other hand, is still in its final developmental stage and yet to become operational and enter service. However, going by the comparative analysis of the stated capabilities of both attack helicopters as brought out earlier in the article, the basic configuration and key specifications are almost similar. Even the design features related to the cockpit, avionics, sensor suites and weapons /armament package are similar barring the different types/ origin of equipment being used. The present engine of the Z-10, the WZ- 9 is, in fact, a liability, restricting the full exploitation of the combat potential of the helicopter. However, the development of the WZ-16 engine for the Z-10 is going to be a complete game changer, giving it enhanced weapon carriage capability( 16 missiles compared to the earlier 8) as well greater flexibility to operate in mountainous terrain. Its stated flyby-wire capability gives it a clear edge over the LCH as it reduces the load of the pilot, thereby facilitating efficient mission management. The main weapon of the AH is the Air-to-Ground Missile (ATGM) and the Chinese HJ-10 missile being comparable to the Hellfire is a very potent weapon with range of more than 7 km. The Helina anti-tank missile for equipping the Rudra and LCH is not likely to be ready in the near future, leaving a critical void in the capability of the above Indian armed/attack helicopters. The targeting systems in both AHs are electo-optical which have similar capability but if the MMW radar is installed on the Z-10 as claimed in the documents, it will give a distinct edge for multiple targeting even in adverse weather conditions, However, the MMW with the present technology needs a bigger platform like the Apache. This claim/development by the Chinese needs to be closely monitored. The only aspect where the LCH scores over the Z-10 is in its high altitude operations capability but this will only manifest itself once the LCH enters service and actually operates at these altitudes. Hence, based on the above facts in the overall analysis, presently, the Z-10 certainly has an edge over the LCH – however, this assessment could undergo a change once the LCH is fielded and justifies its stated claims.

Going by the way LCH was compared to AH-64 "Apache" if LCH is compared to Z-10 the hover performance is evaluated at altitudes varying from 0 ft (SL) to 25,000 ft. Altitudes in the Himalayan Mountains regularly require flights above 10,000 ft and often up to 22,000 ft. The data is presented for the LCH and the Z-10 for payload and available maximum ROC capability versus altitude. A threshold ROC line is shown for the reference 8 m/sec combat ROC. Notice how the sea-level performance of the LCH and the Z-10 are significantly different. The Z-10, with a 500 kg payload (not counting weapons and fuel) is able to generate a maximum vertical ROC capability of 3.6 m/sec. By comparison, at sea-level, the LCH is able to carry the 500 kg and is able to provide a power excess for a theoretical max ROC of 21 m/sec! Of course, this will not be allowed in reality. The LCH powertrain transmission limitations will bring that max ROC to about ~10 m/sec for structural safety reasons. Both helicopters are able to lift the 500 kg requirement at sea-level.

Now consider how the change in altitude affects both helicopters. The Z-10, trying to maintain the 500 kg payload, begins to tail-off its ROC capability from 3.6 m/sec at sea-level to 0 m/sec ROC at ~8,000 ft. Beyond 8,000 ft altitude, the Z-10 also cannot carry its 500 kg payload and the tail-off in that capacity is dramatic. The Z-10 cannot operate beyond 10,000 ft under any conditions.

The LCH, on the other hand, utilizes its light-weight structure to great effect. It can not only maintain the 500 kg payload for all altitudes from sea-level to the Himalayan mountain tops, the tail-off in the ROC does not drop below 8 m/sec until ~12,000 ft. The tail-off does not drop below the minimum 2.5 m/sec until ~19,000 ft. The LCH can fly, and fight, at all altitudes in the Himalayas. Mi-35 performance numbers is because Pakistanis went for the Mi-35 option when the spanking-new Z-10s were on the table.

This shows that LCH is well above the cut than Z-10 in terms of maneuverability.

Comparison with other attack helicopters is shown above in the table based upon specifications.

Since India envisions HAL LCH to be exported to other countries as well so , TAI/AgustaWestland T129, Euro-copter Tiger and Harbin Z-19 are some of the helicopters which can directly complete with HAL’s LCH in Light attack helicopter categories in Export market, but each helicopter has different technical parameters and its own set of technical advantages which will leave it to Users requirements to decide which Gunship will suit their needs . LCH specifically designed for support of ground troops at high altitudes will also find prospective customers in South America which have similar terrain, African countries too in lookout of cheaper attack helicopters can be potential clients along with Countries in Asia .

Achievements :

Currently HAL is manufacturing SU-30 MKI, HAWK, DO-228, Advanced Light Helicopter (ALH), Cheetah / Chetak / Cheetal Helicopters and pilotless target aircraft. Besides it undertakes repairs and overhaul of these aircraft / helicopters and other aircraft like Jaguar, Mirage, Kiran, Mig-21, HS-748, AN-32. HAL has taken up design and development of Light Combat Helicopter (LCH), Light Utility Helicopter (LUH) and Basic Turboprop Trainer (HTT-40). Co-development of Fifth Generation Fighter Aircraft (FGFA) and Multirole Transport Aircraft (MTA) with Russia is also under progress.

The basic achievement of LCH programme was to cater to IAF and Indian Army needs for a dedicated attack helicopter which can operate at high altitudes like Himalayas which act as a border between India and Pakistan-China with which India has hostile relations and has fought wars as well. The development of ecosystem for helicopter development with HAL successful development of HAL Dhruva was successfully utilized in development of HAL LCH by using some of the advanced developmental procedures to develop the HAL LCH. Also, a need has been felt to increase the numbers beyond the present two squadron strength to cater for the current employment philosophy in support of the Cold Start Doctrine which India has been allegedly planning against Pakistan for which attack helicopters need to be an integral part.

Speaking to Mathrubhumi, Dr M Vijaya Kumar, Executive Director, Rotary Wing Research and Design Centre, HAL said that the fourth technology demonstrator (TD-4) is very close to the delivery standards. “The IOC is expected any time now and the first limited series production (LSP) copter should be coming out by 2018.” says Dr Kumar. He said the production drawings for LSP have been finalised.

Part of a handout brochure on the day of the inaugural flight :

HAL LCH by standards is one of the best attack helicopters and not a low-end solution to "what a desperate air force and army needs" as is claimed by some. Its high maneuverability coupled with ability to operate at high altitudes and rugged conditions with an impressive EW suite makes it one of the most formidable weapons platform in India. HAL start work on it from 3rd October 2006 and the design and development of LCH, and completed the task over a 24-month period. They reduced its weight from 5 ton to 2.5 ton to achieve grant it the caption of light helicopter. For India it is a military-marvel after LCA Tejas with which India has ushered in a new area of military modernization as well as self-reliance as this will pave way for development for future developments. HAL has committed to "Make-in-India" drive as HAL has finalised a major plan to manufacture nearly 1,000 military helicopters and over a hundred planes, in tune with government's focus on speeding up defence indigenisation. "We are going to build around 1,000 helicopters including Kamov 226, LCH (Light Combat Helicopter) ALH (Advanced Light Helicopter) in the next 10 years," HAL Chairman and Managing Director T Suvarna Raju told PTI in an interview.

What’s the most important thing to develop a technology/ product? Different peoples have different opinions some may say money, someone may find human resource is the most important thing. Yes all these are very important but one thing stood up above all these that is the research and test facilities; these are the most important thing to develop anything.

HAL well utilised the ecosystem already started with Dhruv in development of HAL LCH. The ecosystem started with HAL LCH now will be well continued by future plans forthwith.

In Service :

On 26th August 2017 HAL LCH was dedicated to nation by Defence Minister Arun Jaitley. The mass production of LCH started in full swing. An initial order of 15 units was given.

With Light Combat Helicopter India and HAL has established itself as a major player in aviation industry. HAL played well in development of LCH catering to the armed forces demands in making a combat helicopter much above the world standards and capable to wreak havoc on enemy hardware and defend itself with much survivability features in hostile environment. Its composite airframe makes it light,durable yet sturdy and well armoured comparing to any helicopter gunship of 21st century era.

Myanmar Armed Forces Commander-in-Chief Senior General Min Aung Hlaing checking the India's HAL Light Combat Helicopter (LCH) :

Specifications :-

Length : 15.8 metres
Main rotor diameter : 13.3 metres
Height : 4.7 metres
Weight (empty) : 2250 kg
Weight (maximum take off) : 5800 kg
Maximum speed: 265 Kmph
Range: 550 Km
Service Ceiling: 6.5 km
Climb rate: 5 m/s

HAL Light Combat Aircraft Enthralling Pictures :-

References :-
1. Wikipedia
2. Military Factory
3. Military Today
4. Army Technology
4. India Strategic
5. www.oneindia.com
6. LiveFist Defence
7. thestrategictimes.com
8. http://www.hal-india.com/Common/Uploads/TabbedContentTemplate/1_Down_Combined_brochures.pdf
9. Trishul Trident
10. http://thebetacoefficient.blogspot.com/2015/04/why-apache-is-brute-and-lch-is-elegant.html
11.http://thebetacoefficient.blogspot.com/2015/04/why-lch-is-sports-car-compared-to.html
12. aermech.in
13. Defence Forum India
14. Hindustan Aeronautics Limited ( HAL )
15. https://www.safran-helicopter-engines.com/engine-partnerships/partnerships/shakti/shakti
16. https://thaimilitaryandasianregion.wordpress.com/2015/10/30/hal-light-combat-helicopter-lch-india/
17. Janes
18. Elbit
19. Various Indian Media Outlets
20. idrw.org
21. IADN / Deb Rana
22. Indian Defence Review
23.CLAWS Research Team
24.IDN-Takes
25.Deagel
26.DRDO official website.

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]]><![CDATA[Boeing F/A 18 Advanced Super Hornet - rebound of a striker.]]>Tue, 28 Mar 2017 11:01:44 GMThttp://fullafterburner.weebly.com/aerospace/boeing-fa-18-advanced-super-hornet-rebound-of-a-striker

Introduction

The McDonnell Douglas YF 17 was the first defining aircraft of this family taking design experiences from F 5E. The YF 17 lost to YF 16 in the light fighter competition. But failures are stepping stones of success and here is the proof. The YF 17 airframe was bulked into a bigger F 18 A/B as a mid range complement to the bigger F 14 Tomcat. After the cancellation of Naval Advanced Tactical Fighter NATF program. The US Navy wanted a heavy class combat aircraft that could replace all it's F 14s and F/A 18 C/D Hornet aircrafts. A heavily upgraded F 14 was supposed to do the job but US congress went ahead with a more cheaper alternative of developing a bigger F 18 with powerful engines. Certainly they later found F 35 C as a fitting contender but, still their was a need of a twin engine fighter that has better range and electronic attack capability. This requirement was fulfilled by the F/A 18 Super Hornets and E/A 18 Growlers. The F/A 18 Super Hornets are the Growlers are 25% bigger in size than the original hornets. They have square cross section intakes with partial serpentine intakes, that partially hides the engine fan blades. They are powered with a more powerful engine. The E/A 18 Growler is an Electronic Attack variant based on Super Hornet airframe.

Their are unique leading edge root extensions on the Super Hornet airframe. They provide a substantial lift to the heavy body. The Super Hornet is whole lot a new aircraft that apart from maintenance procedures and ejection seat thier is rarely any old thing taken. The Super Hornets later received heavy upgrades like an AESA radar , avionics from the cancelled X 32 and various other podded mission specific sensors.

The F / A 18 Advanced Super Hornet is an upgrade program initiated to add more capabilities to the current existing fleet of Super Hornets and Growlers. As well as possible procurement of more F / A 18s to complement the F 35 C.

Unlike popular belief the Advanced Super Hornet isn't a secondary option or competition for F 35 C but it is here to complement it.

Their are many improvements over the Super Hornet airframe and shall be discussed below.

Stealth

The Advanced Super Hornet is believed to have measures that reduces 50% of the frontal radar cross section than the F /A 18 Super Hornet. Their aren't any indications of the nose being faceted for deflecting radio waves. The conformal fuel tanks are shaped as such that they does not increase the frontal radar cross section. Thier are next generation jammers that jam enemy radar's waves mostly those which would possibly expose engine fan blades to enemy radars. Their is a stealth optimised external weapons pod. Weapons are carried inside this pod and hence they turn out to be safer for mission needing stealth capability.

Their is no indication but it is highly likely that the surface must be painted with Radar Absorbant Paints. This would be a major boost to stealth feature. The cockpit canopy also looks like being treated with special tint just the same as F 35.

Conformal Fuel Tanks

The conformal fuel tanks of F/A 18 Advanced Super Hornet are fitted just above the fuselage and are supposed to increase internal fuel. Thus increasing the airplane's range and endurance. The most notable thing is that they have facilitated the usage of two pods for jamming purpose which were otherwise used for external fuel tanks.

The two conformal fuel tanks, fitted atop the fuselage, hold 3,500 pounds of useable fuel, adding either 260 nautical miles in range or 130 nautical miles of combat radius, an impressive boost in capability for an aircraft this size. Range is an ever more important topic in U.S. military, especially in the Pacific theater, given the large distances to cover. Adding only 870 pounds of structural weight, the wing-top fuel tanks create no additional drag at subsonic speeds.

Tests have shown the CFTs installed on the upper fuselage increase the Super Hornet’s mission radius by up to 130 nm, for a total radius exceeding 700 nm. The CFTs add no drag to the aircraft at subsonic speed; at transonic or supersonic speeds they produce less drag than a centerline fuel tank, Boeing said. Enhancements to the aircraft’s radar cross section, including the EWP, produced a 50-percent improvement in its frontal low-observable (LO) signature. “We have worked very hard to make sure that the CFTs were not a negative contributor to the [radar] signature,” said Paul Summers, Boeing Super Hornet and Growler director.

Avionics

1 AN / APG 79 AESA radar

The APG-79 AESA radar system represents a significant advance in radar technology – from the front-end array to the back-end processor and operational software. This combat-proven AESA radar system substantially increases the power of the U.S. Navy's F/A-18E/F Super Hornet, making it less vulnerable than ever before.

With its active electronic beam scanning — which allows the radar beam to be steered at nearly the speed of light — the APG-79 optimizes situational awareness and provides superior air-to-air and air-to-surface capability. The agile beam enables the multimode radar to interleave in near-real time, so that pilot and crew can use both modes simultaneously.

Now in full rate production for the U.S. Navy and Royal Australian Air Force, the APG-79 demonstrates reliability, image resolution, and targeting and tracking range significantly greater than that of the previous mechanically scanned array F/A-18 radar. With its open systems architecture and compact, commercial-off-the-shelf parts, it delivers dramatically increased capability in a smaller, lighter package. The array is composed of numerous solid-state transmit and receive modules to virtually eliminate mechanical breakdown. Other system components include an advanced receiver/exciter, ruggedized COTS processor, and power supplies.

( range vs target RCS of various radars )

The APG-79 AESA uses transmit/receive (TR) modules populated with Gallium arsenide Monolithic microwave integrated circuits. In the F/A-18E/F, the radar is installed in a slide-out nose rack to facilitate maintenance. The APG-79 features an entirely solid-state antenna construction, which improves reliability and lowers the cost compared to a traditional system. The radome of the APG-79 for the F/A-18E/F slides forward instead of hinging to the right, which saves space in aircraft carrier hangars.

The APG-79 is compatible with current F/A-18 weapon loads and enables aircrew to fire the AIM-120 AMRAAM, simultaneously guiding several missiles to several targets widely spaced in azimuth, elevation or range. The APG-79 radar completed formal operational evaluation (OPEVAL) testing in December 2006. As of January 2007 the radar was installed in 28 aircraft; some were experiencing software problems but that issue was expected to be resolved by the end of fiscal year 2007. As of July 2008, Raytheon had delivered 100 APG-79 sets to the Navy; on 3 June 2008, the Navy received the first APG-79-equipped Boeing EA-18G Growler. The Navy expects to order approximately 400 production radars.

In January 2013, the Director of Test & Evaluation (DOT&E) disclosed a long history of problems for the APG-79 radar in initial operational testing.

• DOT&E reported on APG-79 radar IOT&E [initial operational test and evaluation] in FY07, assessing it as not operationally effective or suitable due to significant deficiencies in tactical performance, reliability, and BIT functionality.

• The Navy conducted APG-79 radar FOT&E [follow-on test and evaluation] in FY09 in conjunction with SCS H4E SQT. The Navy’s Commander, Operational Test and Evaluation Force subsequently reported that significant deficiencies remained for both APG-79 AESA performance and suitability; DOT&E concurred with this assessment.

• The APG-79 AESA radar demonstrated marginal improvements since the previous FOT&E period and provides improved performance relative to the legacy APG-73 radar. However, operational testing does not demonstrate a statistically significant difference in mission accomplishment between F/A-18E/F aircraft equipped with AESA and those equipped with the legacy radar.

2 Internal Infrared Search & Track

It is an inbuilt infrared search and track device. The last American fighter to sport a builtin IRST was the Grumman F 14 Tomcat. After that F 15 and F 16 did not have it. They chose to carry podded sensors capable of IRST functions. But now while making F 35 and Advanced Super Hornet they finally realised importance of such passive detection systems. The built in IRST 21 can also act as a targeting pod.

It is capable of long-range infrared scan and detection of airborne threats, as it works on passive detection and ranging.
It has a large field of regard and being passive makes it is immune to electronic deception. The programmable scan modes relives much of the pilot's workload. Low false-alarm rate is the cherry on cake. The automatic target detection algorithms are very helpful. Even if the picture obtained isn't clear. These algorithms identify as to which weapon has been deployed but the enemy. It can differentiate between a tank and an APC and can even tell which particular model that tank is. It displays the NATO name of that weapon system and then suggests an action to eliminate it.

Image of F 22 Raptor taken from IRST

3 Raytheon next generation jammer

Raytheon's Next Generation Jammer solution was selected by the U.S. Navy in 2013 to replace the legacy ALQ-99 systems used on the EA-18G airborne electronic attack aircraft. In 2016, the U.S. Navy awarded Raytheon a $1B Next Generation Jammer Engineering and Manufacturing Development contract.

Raytheon's NGJ solution will provide innovative airborne electronic attack and jamming capabilities.

Increasingly complex threats require airborne electronic attack to be more sophisticated than ever, providing greater precision, power, reactive speed and directivity. Raytheon's NGJ will integrate the most advanced electronic attack technology into the EA-18G to ensure superior mission performance.

Built with a combination of high-powered, agile beam-jamming techniques, and cutting-edge solid-state electronics, our NGJ systems will meet the U.S. Navy's current mission needs while providing a cost-effective open systems architecture for future upgrades. The proven expertise we bring to the NGJ effort will yield a low-risk, highly reliable baseline solution with opportunities for growth on additional manned and unmanned platforms.

Building on a strong history of creating and integrating advanced solutions for the warfighter, Raytheon's NGJ effort will produce the most reliable, dependable and affordable system to deny, degrade and disrupt threats while protecting U.S. and coalition forces.

The Next-Generation Jammer consists of two 15-foot long PODs beneath the EA-18G Growler aircraft designed to emit radar-jamming electronic signals; one jammer goes on each side of the aircraft. Radar technology sends an electromagnetic ping forward, bouncing it off objects before analyzing the return signal to determine a target's location, size, shape and speed...etc. However, if the electromagnetic signal is interfered with, thwarted or "jammed" in some way, the system is then unable to detect the objects, or target, in the same way.

“It is able to jam multiple frequencies at the same time -- more quickly and more efficiently, The emerging system uses a high-powered radar technology called Active Electronic Scanned Array, or AESA. It will be the only AESA-based carrier offensive electronic attack jamming pod it DoD. What it is really going to bring to the fleet is increased power, increased flexibility and more capacity to jam more radars at one time,” - Cmdr. Ernest Winston, Electronic Attack Requirements Officer

NGJ, slated to be operational by 2021, is intended to replace the existing ALQ 99 electronic warfare jammer currently on Navy Growler aircraft. The new jammer is designed to interfere with ground-and-air based threats such as enemy fighter jets trying to get a missile "lock" on a target. One of the drawbacks to ALQ 99 is that it was initially designed 40-years ago and is challenged to keep up with modern threats and digital threats with phased array radars, increased power, increased processing and more advanced wave forms. The Next-Generation Jammer is being engineered with what’s called “open architecture,” meaning it is built with open computing software and hardware standards such that it can quickly integrate new technologies as threats emerge. For example, threat libraries or data-bases incorporated into a radar warning receiver can inform pilots of specific threats such as enemy fighter aircraft or air defenses. If new adversary aircraft become operational, the system can be upgraded to incorporate that information.

“We use threat libraries in our receivers as well as our jammers to be able to jam the new threat radars. As new threats emerge, we will be able to devise new jamming techniques. Those are programmable through the mission planning system through the mission planning system of the EA-18G Growler, With surface-to-air missile systems, we want to deny that track an engagement opportunity. We try to work with the aircraft to jam enemy radar signals,” - Winston explained.

While radar warning receivers are purely defensive technologies, the NGJ is configured with offensive jamming capabilities in support of strike aircraft such as an F/A-18 Super Hornet or F-35 Joint Strike Fighter. The jammer is intended to preemptively jam enemy radars and protect aircraft by preventing air defenses from engaging. The NGJ could be particularly helpful when it comes to protecting fighter aircraft and stealth platforms like the B-2 bomber, now-in-development Long Range Strike-Bomber and the F-35 multi-role stealth fighter. The technology is designed to block, jam, thwart or “blind” enemy radar systems such as ground-based integrated air defenses – so as to allow attack aircraft to enter a target area, conduct strikes and then safely exit.

This is useful in today’s modern environment because radar-evading stealth configurations, by themselves, are no longer as dominant or effective against current and emerging air-defense technologies.
Today’s modern air defenses, such as the Russian-made S-300 and multi-function S-400 surface-to-air missiles, will increasingly be able to detect stealth aircraft at longer distances and on a wider range of frequencies. Today’s most cutting edge systems, and those being engineered for the future, use much faster computer processors, use more digital technology and network more to one another.

“Multi-function radars become much more difficult because you have a single radar source that is doing almost everything with phased array capability. However, with the increased power of the next-generation jammer we can go after those, It is a constant cat and mouse game between the shooter and the strike aircraft. We develop stealth and they develop counter-stealth technologies. We then counter it with increased jamming capabilities, The target engagement radar or control radar has a very narrow scope, so enemy defenses are trying to search the sky. We are making enemies search the sky looking through a soda straw. When the only aperture of the world is through a soda straw, we can force them into a very narrow scope so they will never see aircraft going in to deliver ordnance,” Winston said.

The NGJ is engineered to jam and defeat both surveillance radar technology which can alert defenses that an enemy aircraft is in the area as well as higher-frequency “engagement” radar which allow air defenses to target, track and destroy attacking aircraft.

Winston would not elaborate on whether the NGJ’s offensive strike capabilities would allow it to offensively attack enemy radio communications, antennas or other kinds of electronic signals.

“It can jam anything that emits or receives and RF frequency in the frequency range of NGJ -- it could jam anything that is RF capable,” he explained. The U.S. Navy recently awarded Raytheon Company a $1 billion sole source contract for Engineering and Manufacturing Development (EMD) for Increment 1 of the Next Generation Jammer (NGJ), the advanced electronic attack technology that combines high-powered, agile, beam-jamming techniques with cutting-edge, solid-state electronics,” a Raytheon statement said.

Raytheon will deliver 15 Engineering Development Model pods for mission systems testing and qualification, and 14 aeromechanical pods for airworthiness certification. The NGJ contract also covers designing and delivering simulators and prime hardware to government labs and support for flight testing and government system integration, Raytheon officials said. Overall, the Navy plans to buy as many as 135 sets of NGJs for the Growler. At the same time, Winston did say it is possible that the NGJ will be integrated onto other aircraft in the future.

"This is a significant milestone for electronic warfare," said Rick Yuse, president of Raytheon Space and Airborne Systems. "NGJ is a smart pod that provides today's most advanced electronic attack technology, one that can easily be adapted to changing threat environments. That level of sophistication provides our warfighters with the technological advantage required to successfully prosecute their mission and return home safely."

Cockpit

The new cockpit backed by its advanced increased computing power would be "near fifth generation". The cockpit includes an 11- by 19-inch touch screen. The screen shows all the battlefield scenario in 3D format which helps pilot in decion support. The HAL of India and Elbit systems have formed a JV named HALBIT which would be making next generation cockpit displays for India's HAL AMCA. That would be modelled on Adcanved Super Hornet's cockpit. It is rugged enough to sustain battlefield roughness. The backlights efficiently deliver high brightness for direct sun viewability while allowing extreme dimmability for night operation in excess of 20,000:1
ANVIS compatibility with both Class A and Class B requirements, wide-viewing angles, and preservation of the red color system. Powerful real-time and non real-time processors backed with our high-performance and high visual quality graphics accelerators and generators.

It has optimized video processing for image clarity and resolution, Multiple picture-in-picture windowing with a comprehensive interface suite, System software with powerful applications including: primary flight display, situational awareness, digital real-time moving map, fusion of sensor video with digital maps, digital terrain elevation, threat intervisibility, data sharing, messaging, and EFB.

All of this packaged in the smallest volume possible with the lowest power consumption and weight.

Meanwhile, the robust high-definition touch screen monitor replaces four separate cathode ray tube (CRT) displays, providing more area for presenting information and giving pilots more choices in the data they want to see. That minimizes the need to look around the panel or seek data on underlying pages during flight and combat operations. The consolidated displays also reduce the number of line replaceable units (LRUs) that have to be kept in inventory.

Engines

In the future, the Advanced Super Hornet also may incorporate an enhanced version of its current GE F414-400 engines. General Electric Aircraft Engines has introduced modular upgrades to the motor that boost its power to 22,000 pounds of thrust and reduce fuel consumption from 3 to 5 percent. For combat missions, the enhanced engine could be operated at higher temperatures than previously allowed, providing an additional 20 percent thrust, a critical improvement for its air combat role.

Characteristics :-

General Electric F414 turbo-fan engines
Manufacturer: General Electric Co.
Thrust: 22,000 pounds
Overall Pressure Ratio at Maximum Power: 30
Thrust-to-Weight Ratio: 9
Compressor: Two-spool, axial flow, three-stage fan
LP-HP Compressor Stages: 0-7
HP-LP Turbine Stages: 1-1
Combustor Type: Annular
Engine Control: FADEC
Length: 154 in (3.91 m)
Diameter: 35 in (88.9 cm)
Dry Weight: 2,445 lbs (1,109 kg)
Platforms: F/A-18E/F Super Hornet; EA-18G Growler

The enhanced powerplant is also more durable and maintainable. Technology changes extend the time between overhaul from 2,000 to 4,000 hours for the hot section, and from 4,000 to 6,000 hours for the turbine fan.

Currently, flyaway cost of an F/A-18 E/F for the U.S. Navy is about $52 million, while the EA-18G Growler costs about $62 million. The Advanced Super Hornet capabilities would add about 10 to 15 percent to the cost of the aircraft. Meanwhile, estimates for the true costs of the F-35C range from about $85 million per aircraft to almost $300 million.

The next step is a multi-ship, multi-spectral fusion demonstration, referred to as Fleet Exercise (FLEX) ’15, scheduled for next spring. That will involve multiple Super Hornets and Growlers using data link, which provides us with broadband Internet in the sky and a distributed targeting network that allows us to trade sensor information among all the airplanes in a strike package.

The U.S. Navy has a Program of Record for 563 Super Hornets and 138 Growlers, for a total of more than 700 retrofittable platforms. Boeing will continue to deliver Super Hornets and Growlers to the U.S. Navy, as well as the Royal Australian Air Force, through 2016 based on the current Program of Record.

Armament.

Gun

20mm M61A1 Vulcan

The M61A1 Vulcan cannon is a six-barrel 20mm gun capable offiring 6,600 rounds per minute. Its operation is based upon the principle used in the rapid-firing gun invented byRichard J. Gatling in the 1860s. The six rotating barrels,firing one at a time, permit a high rate of fire while at thesame time reducing the problem of barrel wear and heat generation.The gun can be driven electrically, hydraulically, or by a ram-air turbine. The Vulcan has equipped such USAF aircraft as the F-104, F-105, F-15, F-16, F/A-18, A-7D,F-111A, F-4E, B-58, and B-52H.

General characteristics

Type : Cannon Gatling
Contractor : General Electric
Range : 1 mile / 1.6 km
Caliber : 0.79 in / 20mm
Weight : 255 lb / 102 kg Mounted Internally
Muzzle velocity : 3,400 ft/s, 3,730 km/h
Rate of fire : 6,600 rounds per minute
Magazine capacity : 515

Air to Air missiles

1 AIM 120 AMRAAM

The AIM-120 Advanced Medium-Range Air-to-Air Missile, or AMRAAM (pronounced "am-ram"), is a modern beyond-visual-range air-to-air missile (BVRAAM) capable of all-weather day-and-night operations. Designed with 7-inch diameter instead of 8-inch diameter form-and-fit factors, and employing active transmit-receive radar guidance instead of semi-active receive-only radar guidance, it is a fire-and-forget upgrade to the previous generation Sparrow missiles. When an AMRAAM missile is being launched, NATO pilots use the brevity code Fox Three.

AMRAAM has an all-weather, beyond-visual-range (BVR) capability. It improves the aerial combat capabilities of US and allied aircraft to meet the threat of enemy air-to-air weapons as they existed in 1991. AMRAAM serves as a follow-on to the AIM-7 Sparrow missile series. The new missile is faster, smaller, and lighter, and has improved capabilities against low-altitude targets. It also incorporates a datalink to guide the missile to a point where its active radar turns on and makes terminal intercept of the target. An inertial reference unit and micro-computer system makes the missile less dependent upon the fire-control system of the aircraft.

Once the missile closes in on the target, its active radar guides it to intercept. This feature, known as "fire-and-forget", frees the aircrew from the need to further provide guidance, enabling the aircrew to aim and fire several missiles simultaneously at multiple targets and perform evasive maneuvers while the missiles guide themselves to the targets. The missile also features the ability to "Home on Jamming," giving it the ability to switch over from active radar homing to passive homing – homing on jamming signals from the target aircraft. Software on board the missile allows it to detect if it is being jammed, and guide on its target using the proper guidance system.

Air to Ground weapons

1 Small Diameter bombs

Since stealth aircraft have a restricted size of weapon bays. It needs a bomb that has smaller cross section. Without compromising lethality. The solution is Small Diameter Bomb.

The GBU-39 Small Diameter Bomb (SDB) is a 250 lb (110 kg) precision-guided glide bomb that is intended to provide aircraft with the ability to carry a higher number of more accurate bombs. Most US Air Force aircraft will be able to carry (using the BRU-61/A rack) a pack of four SDBs in place of a single 2,000 lb (907 kg) bomb. The Small Diameter Bomb II (SDB-II) / GBU-53/B, adds a tri-mode seeker (radar, infrared homing, and semiactive laser guidance) to the INS and GPS guidance of the original SDB. The original SDB is equipped with a GPS-aided inertial navigation system to attack fixed/stationary targets such as fuel depots, bunkers, etc. The second variant (Raytheon's GBU-53 SDB II) will include a thermal seeker and radar with automatic target recognition features for striking mobile targets such as tanks, vehicles, and mobile command posts.

The small size of the bomb allows a single strike aircraft to carry more of the munitions than is possible using currently available bomb units. The SDB carries approximately 38 lb (17 kg) of AFX-757 high explosive. It also has integrated "DiamondBack" type wings which deploy after release, increasing the glide time and therefore the maximum range. Its size and accuracy allow for an effective munition with less collateral damage. Warhead penetration is 3 feet (0.91 m) of steel reinforced concrete and the fuze has electronic safe and fire (ESAF) cockpit selectable functions, including air burst and delayed options.

2 JDAM Joint Direct Attack Munitions

The JDAM is an improvement over Laser Guided Bombs which are susceptible to failed targeting due to bad weather. It is a guidance kit that converts unguided bombs, or "dumb bombs", into all-weather "smart" munitions. JDAM-equipped bombs are guided by an integrated inertial guidance system coupled to a Global Positioning System (GPS) receiver, giving them a published range of up to 28 km. JDAM-equipped bombs range from 227 kg to 907 kg.

The term GBU Guided Bomb Unit is attached when JDAM kit is attached to a bomb. Their ate many GBUs , but the particular one used in F 22 is GBU 32. Its length is 303.5 cm. Weight is 460 kgs and wingspan of 49.8 cm.

JDAM is a guided air-to-surface weapon that uses either the 2,000-pound BLU-109/MK 84, the 1,000-pound BLU-110/MK 83 or the 500-pound BLU-111/MK 82 warhead as the payload. JDAM enables employment of accurate air-to-surface weapons against high priority fixed and relocatable targets from fighter and bomber aircraft. Guidance is facilitated through a tail control system and a GPS-aided INS. The navigation system is initialized by transfer alignment from the aircraft that provides position and velocity vectors from the aircraft systems.

Once released from the aircraft, the JDAM autonomously navigates to the designated target coordinates. Target coordinates can be loaded into the aircraft before takeoff, manually altered by the aircrew before weapon release, or automatically entered through target designation with onboard aircraft sensors. In its most accurate mode, the JDAM system will provide a weapon circular error probable of 5 meters or less during free flight when GPS data is available. If GPS data is denied, the JDAM will achieve a 30-meter CEP or less for free flight times up to 100 seconds with a GPS quality handoff from the aircraft. JDAM can be launched from very low to very high altitudes in a dive, toss or loft and in straight and level flight with an on-axis or off-axis delivery. JDAM enables multiple weapons to be directed against single or multiple targets on a single pass.

3 BLU 109 ER

The BLU-109/B is a hardened penetration bomb used by the United States Air Force (BLU is an acronym for Bomb Live Unit). As with other "bunker busters", it is intended to smash through concrete shelters and other hardened structures before exploding. The BLU-109/B has a steel casing about 1 inch (25.4 mm) thick, filled with 530 lb (240 kg) of Tritonal. It has a delayed-action tail-fuze. The BLU-109 entered service in 1985. It is also used as the warhead of some marks of the GBU-15 electro-optically guided bomb, the GBU-27 Paveway III laser-guided bomb, and the AGM-130 rocket-boosted weapon. This weapon can penetrate 4–6 feet of reinforced concrete, which is greater than the 3 foot capability of the Small Diameter Bomb.

Sources : Official websites of Boeing, Raytheon,aionline.com, airforcetechnology.com , wikipedia, GE Aviation, Air Power Australia, defencesystems.com

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]]><![CDATA[Chengdu J 20 - Dragon Rage from the east.]]>Wed, 08 Mar 2017 18:12:38 GMThttp://fullafterburner.weebly.com/aerospace/chengdu-j-20-dragon-rage-from-the-east

Introduction

Chengdu Aerospace Corporation's J 20 is an advanced fifth generation twin engine single seat Air-Superiority aircraft. It has been intended to replace the 3rd generation aircrafts in inventory of People's Liberation Army - Air Force and serve as a deterance to the deployment of advanced US fifth generation aircrafts in South China sea and anywhere around. There are no known post production variants of Chengdu J 20 and its development program has been funded entirely by Chinese Government. It features all attributes of being an advanced Chinese development which sure would challenge superiority of US , Russia and would dominate Europe in the field of fighter aircraft design.

The Chengdu J 20 has been designed keeping in mind the Chinese Anti Access / Area Denial strategy. According to this strategy, the forces must have minimum fire power to deny access to a powerful enemy over the area of interest. Chengdu J 20 may not be able to match the level of stealth of US fighters but would surely be enough to deny access. The Chinese have given equal importance to Stealth and kinematic performance of an aircraft and have made a high thrust engine, high internal fuel and more number of external fuel tanks being able to carry. The J 20 has been designed to match the level of combat effectiveness of Lockheed F 22 raptor as well as to overpower combat effectiveness of Lockheed F 35 lightning ll. The J 20 may not be able to reach the technological advancement level of F 35 but can perform more tasks and provides a kinematically superior airframe.

There is a sensible case to be made that a confrontation between opposing stealth fighters may be decided at within-visual-ranges, where elements of classic dogfighting and close in air combat manoeuvring may apply.

The Chengdu J 20 airframe has been designed with parts that can be easily manufactured at a fast rate , signaliing that J 20 would be a mass produced aircraft. By the end of 2017 PLA-AF would have 20 active J 20s and by 2020, there will be two minimum operational squadrons. The US does not have considerable number of Stealth Air Superiority fighters and wont be having until their 6th gen. fighter arrive. The Japanese 5th generation fighter Mitsubishi F 3 have a projected time of being operational in 2027. The Indian HAL FGFA exists only in minds , not even on paper. The design of HAL FGFA hasn't yet freezed. The Chengdu J 20 a kinematically superior , air superiority fifth generation aircraft is here to dominate everyone around.

Program History

The origins of J 20 lies within China itslef. It is not a copied design like many fourth generation air superiority aircrafts which has been copied from Sukhoi Su-27 design. The Chengdu Aerospace corporation tested in wind tunnel a single engine aircraft named J 9 which was rechristened into Chengdu J 10. A twin engine variant of J 9 named the J 9VI was also made. The J 9VI was designed as a multirole strike aircraft. But later cancelled because of design complications and availability of Su 30 MKK. Now it was rechristened into J 20. The design was tweaked at many places to decrease it's radar cross section and increase its effective stealth signature. As per popular sources initially a J-XX program was initiated in the 90s by Chengdu Aerospace Corporation which was designated as Project 718.

( first flight of LRIP model 2011 )

The Shenyang also proposed a design for the same place but its design was larger. The J 20 prototype had taxxing trials in December 2010. It had its first flight next month in January 2011. The second prototype appeared on 10 May 2012. On 16th January 2014 a prototype serial number 2011 was revealed. It had several designic improvements showing a new intake and stealth coating, as well as redesigned vertical stabilizers, and an Electro-Optical Targeting System. The same year three more prototypes serial numbers 2012, 2013, 2015 were flown.

On 13 September 2015, a new prototype, marked '2016', begun testing. It had noticeable improvements, such as apparently changed DSI bumps on the intakes, which save weight, complexity and radar signature. The DSI changes suggested the possibility of more powerful engines being used than on its predecessors, likely to be an advanced 14-ton thrust derivative of the Russian AL-31 or Chinese WS-10 turbofan engines, though, by 2020 theJ-20 is planned to use the 18-19 ton WS-15 engine, enabling the jet to super-cruise without using afterburners. The trapezoidal flight booms around the engines were enlarged, possibly to accommodate rearwards facing radars or electronic jamming equipment. The fuselage extends almost entirely up to the engine’s exhaust nozzles. Compared to its “2014” and “2015” predecessors, the J-20’s fuselage contains more of engine’s surface area inside the stealthy fuselage, providing greater rear-facing stealth against enemy radar.

In November 2015, a new J-20 prototype, numbered '2017', took to the sky. The most significant change in the new prototype is the reshaped cockpit canopy, which provides the pilot with greater visibility. The lack of other design changes suggest that “2017” is very close to the final J-20 production configuration.

At least six J-20s stealth fighters are in active service, with four tail numbers 78271，78272，78273 and 78274 identified. And another six are ready to be delivered by end of Dec 2016

According to the Chinese aviation expert Dafeng Cao who posts under the Twitter handle @xinfengcao, six J-20 stealth fighters were inducted into the Chinese air force at a formal ceremony.

Design

Unlike popular bellief , Chengdu J 20 is a well worked indigeneous design derived from J 9vi and not a copy of Mikoyan MiG 1.44 as judged by many.

The Chengdu J 20 features a canarded delta wing design that resembles a more prominent focus on manoeuvrability. The details of design once largely had been shrouded in secrecy but we do have some clues. In 2001 Chinese Aircraft Designer ,Dr. Song Wencong who designed Chengdu J 10 aircraft and mentored Mr. Yang Wei , the designer of CAC FC 1 Xiaolong ( JF 17 Thunder ) and J 20, published a research paper regarding design of an aircraft. It was described as a design intended to achieve significant radar cross section reduction (radar stealth), as well as supercruise, high manoeuvrability and unconventional manoeuvres such as post-stall manoeuvres. The paper settled on an aerodynamic configuration with delta wings, canards, leading edge root extensions, and lifting body and all moving vertical stabilizers (Siegecrossbow, 2012). This of course, is almost a word for word description of J-20’s exact aerodynamic configuration.

( CGI of Chengdu J 9 )

( wind tunnel model of J9VI )

( 3 views of J 9vi )

( CGI of J 9vi )

There does exist one more small – but arguably credible – base of literature which may suggest that J-20’s design is intended to be aerodynamically competitive in air combat manoeuvring.
One source is from a Chinese Air Force officer, Colonel Daixu, who was quoted by a Global Times state media article in 2009 as saying the “Chinese 4th generation aircraft” will feature “4 S characteristics” (Deng, 2009), one of the “S” being super-manoeuvrability. Super-manoeuvrability is a term that has been applied to various highly manoeuvrable aircraft ranging from the Su-27 family to the F-22. (Note, in Chinese parlance, “4th generation” is equivalent to the rest of the world’s “5th generation” and Chinese “3rd generation” is equivalent to the rest of the worlds “4th generation”. E.g.: an F-22 would be described as “4th generation” in Chinese articles and an F-16 would be described as “3rd generation”)

The Chengdu J 20 have all moving vertical, outward canted tails. They are very large in size to provide roll moment and yaw moment to the aircraft. Since J 20 does not have thrust vectoring capability neither 2D nor 3D it has to rely on its surface controls to achieve super manoeuvrability. Many analysts noted that J 20's nose section , particularly it's cockpit , which features a frameless bubble canopy has been copied from F 22 and F 35. This is just a mummble amongst those people who may have difficulty in digesting a Chinese design. If you look at the design configuration of Dassault Rafael, Eurofighter Typhoon and Saab JAS 39 Gripen. All of them have large number of similarities but they are never noted as a copy of each other. The usage of frameless bubble canopy , and DSI inlets is definitely an inspiration taken from western stealth designs , but it is just provocative to call it a copy.

All-moving canard surfaces with pronounced dihedral are placed behind the intakes, followed by leading edge extensions merging into delta wing with forward-swept trailing edges. The aft section features twin, outward canted all-moving fins, short but deep ventral strakes, and conventional round engine exhausts. One important design criterion for the J-20 describes high instability. This requires sustained pitch authority at a high angle-of-attack, in which a conventional tailplane would lose effectiveness due to stalling. On the other hand, a canard can deflect opposite to the angle-of attack, avoiding stall and thereby maintaining control. A canard design is also known to provide good supersonic performance, excellent supersonic and transonic turn performance, and improved short-field landing performance compared to the conventional delta wing design.

Leading edge extensions and body lift are incorporated to enhance performance in a canard layout. This combination is said by the designer to generate 1.2 times the lift of an ordinary canard delta, and 1.8 times more lift than an equivalent sized pure delta configuration. The designer claims such a combination allows the use of a smaller wing, reducing supersonic drag without compromising transonic lift-to-drag characteristics that are crucial to the aircraft’s turn performance. The Chengdu J 20 is only available option for China to match the capabilities of American F 22 raptor but an underpowered engine makes it inferior. Still it was quoted by Jamestown Foundation that J 20 could have been superior to F 22 if it would have had been powered by appropriate engines.

The usage of Canards also drew a meaningless criticism, That canards would negate all the efforts made for reducing RCS. Later a counter point was presented that usage of canards were also seen in designs like X 36 of NASA which features canards and is still considered extremely stealthy. So Canards aren't a minus point as far as stealth is concerned.

( from left to right - internal weapon bays of F 22 , F 35 and J 20 )

Engines.

The Initial prototypes were seen fitted with WS-10G , the Chinese copy of Al-31 F which was used in Chinese Su 27 derivatives. It was clear from the nozzles. But in the mid term they are using an engine believed to be upgraded version of WS 10 G afterburing turbofan. The afterburners have been made bigger and nozzles are redesigned and jagged to decrease its radar reflections. The peculiar thing to be noted is that later versions will be powered by WS 15 , a chinese derivative of Saturn Lyuka 117s engines. The Chinese despite having inducted J 20 in operational service ordered Russia's Sukhoi Su 35. Largely suspected to be only for its engines alone.

The WS 15 would be far superior in thrust than PAK-FA's Izdeliye 30 and F 22's F 119 engines. It would provide nearly 180 kN of thrust with afterburner. But the actual requirement is of an engine with 190 kN maximum thrust to achive the J 20 airmframe's full designed capability and supercruise. The J 20 can carry more than 11,000 kgs of fuel which is superior to PAK-FA and F 22 and it can also carry four external fuel tanks. This is an indication that J 20's range is far superior than both F 22 and PAK-FA.

( nozzles have been jagged and painted with radar absorbants to reduce RCS )

the only photo of WS-15 known, here depicted is the turbofan’s core

Avionics.

Disclaimer : All the information given about sensors have been noted by prominent analysts mostly based on photos only, the writing should not be considered an extensive research work on avionics. All the things available there are only clues which may turn out to be false.

1 Type 1475 X band AESA radar.

The Chinese had many AESA radars earlier and this one may be one of the finest. There is only the photo given below available which may be Type 1475 available for comparison.

The comparison between radars of fighter aircraft is not done only on the basis of number of Transmit Receive modules or T/R modules but also on the basis of probability of interception, differing modes available, peak power, electronic counter counter measure (ECCM) capabilities, quality of manufacturing of T/R modules, material used ( ex GaN or GaAs ). Now we don't have this much of data but the clues suggest that peak power of this radar would be somewhere around 18 to 20 kW. Observers noted from the available photos and the large bulky radome of J 20 suggets that it's radar would be having more T/R modules than that on radars of F 22 & Sukhoi PAK-FA.

The only partial photo of what may depict the J-20’s AESA radar

Another widely circulated computer image which may depict the J-20’s radar. It appears to correspond with certain features of the partial photo above

The closests guesses are somewhere between 1800 to 2000 T/R modules. The experience gained while development of Chengdu J 10's radar is pricelessly helping them for making a larger AESA radar. It has been strongly noted that the diameter of radar antenna would be 1m and would be housing around 1800 T/R modules. The Wikipedia article states that Type 1475 or KLJ-5 AESA radar has 1875 T/R modules. It is unknown wheather the radar consists GaN or GaAs based modules. In terms of range , number of targets being detected , there is no idea what it could be.

2 Beijing A Star's EOTS 86

A private Chinese company's poster appeared on various blogs showing advertisements of some EOTS products. Their EOTS 86 is largely suspected to have made it's way in both J 20 amd J 31. The company displayed it's products, with specifications and performance details, as well as illustrations depicting their products equipped aboard both J-20s and FC-31s, however at present there is no evidence to suggest that the the company is a contractor for any Air Force project, let alone the secretive and high priority J-20. Indeed, it would be a major change in Chinese military operational security if such a major subcontractor for a vital system on J-20 were allowed to openly display the specifications of its sensor on the open market.

( the diamomd shaped thingy just below the nose is EOTS )

Early prototypes fielded a mock up and later ones fielded the actual one. We have close image of J 20 for observation purpose. The F 35's EOTS also looks similar, it has faceted windows optimised for radar waves reflection and it is made up of lucco sapphire the next strongest material after diamond. The J 20's EOTS - 86 also have faceted surface looking similar but having different dimensions. The Americans have earlier side that sensitive data related to F 35 program was leaked and was hacked by computers in China. This theory has strong believers and it may even be true. It is not still clear wheather with which material EOTS -86 is made.

The EOTS - 86 may not have the capabilities of EOTS of F 35 beacuse both aircrafts are made for different roles.

( F 35's EOTS )

( a poster of A Star company )

The Avionics of Chengdu J 20 shows a considerable focus on situational awareness of the next generation aircrafts. The quality of who being world class. The J 20's sensors if assumed the best case, make it tye most powerful aircraft in South China sea

3 Electro-Optic thermal detection system.

Some rhoumbus shaped windows were seen around later prototypes of J 20 supposed to be some kind of electro optical system used for detection purpose. Fifth Generation aircraft like F 22 raptor and Sukhoi PAK-FA have Ultra Violet missile approach warning system. These UV-MAWS of both look quite similar to that of J 20's system. Since missile approach warning systems recieve thermal imagery of threats or objects around in ultraviolet spectrum hence the name Electro-Optical thermal detection system. Well the term detection system is used here because that system could most probably be used to detect threats and not just provide warning. It would show in pilot's HMD the detected threat. The F 22's AN/AAR 56 UV- MAWS or MLD are slated to be upgraded to perform IRST functions too. So if such a thingy happens it can be a function if J 20's system too.

( locations of J 20's thermal detection system similar to F 35's DAS )

( location of F 22 Raptor's UV-MAWS / MLD )

The rhoumbus shaped windows have been placed around the J 20 airframe in a such a manner that it gives 360° spherical coverage. This placement is just similar to Distributed Aperture System of F 35. The DAS of F 35 is a one of a kind device. This observation gave rise to a theory that these windows would be featuring Electro - Optical Precision Detection System for J 20. But if properly observed the shape and color of DAS' cameras and compared with MAWS windows , they both look different. So these systems may not be DAS. DAS is very unique and the epitome of F 35's high situational awareness. See the pic below of why we feel this system isn't DAS.

( location of F 35's DAS )

F-35’s DAS is capable of providing traditional missile approach and warning functions, but is also capable of providing specific launch point detection, automatically tracking contacts and cueing sensors or weapons, and also assist day and night navigation, all within the spherical field of view around the aircraft. Most impressively, when integrated with the F-35’s helmet mounted display system, the DAS allows the pilot to essentially “see” through the DAS apertures seamlessly, such that they can even “look through” the floor of the aircraft to what is occurring immediately below the aircraft.

4 Side looking, Back looking radar and Wing Slat mounted radar.

To the fancy of some observers who are comparing observed stripes with each and every sensor available, it was observed that they grey strip seen on portside of J 20's nose could be a cheek mounted side looking radar. The trapezoidal backward facing stings were judged to be backward looking radars, two tail stings are present, and have been steadily modified in geometry throughout the prototype stage. Again, the distinctive grey dielectric cover of the tail stings suggest the presence of an antenna within each tail sting, and the location of an antenna in such a location would be sensible for any sort of transmitting or receiving array or an array capable of both.

( side looking cheek mounted radar )

( backward facing radars )

Wing mounted radar, such as in the leading edge slats of an aircraft like in the PAK FA/T-50, provide additional forward sector situational awareness. The physical characteristics of the leading edge slat allows radars of greater size and different frequency bands to be mounted to provide complementary surveillance capabilities to the main X band radar of an aircraft. In the case of the PAK FA, L band AESAs are mounted, which provide superior anti stealth characteristics compared to the X band. The leading edge slats of J-20’s main wings appear to also be wholly grey, suggesting a dielectric covering consistent with an antenna, therefore one possible explanation for the grey covering over the leading edge slats could be the presence of a wing mounted radar. However, as with the case for the side looking radar, the grey dielectric paint could be indicative of any sort of antenna.

But there is problem.

The grey strip observed on portside of J 20's nose has been too small too house any considerable size of array. With small numbers of T/R modules nothing less than a low range scanning can be done. Just see and compare it with the size of PAK-FA's radar. So it is difficult to belive that it is an array

The theory of radars being housed inside backward facing trapezoidal stings have the basis that Sukhoi Su 47 , a Russian experimental aircraft also features two stings and thier is radar in one of them and drag chute in another one. The two stings of J 20 are of same shape. Why would anybody make two radars look at a same direction??

The theory suggesting wingslat mounted radar can be assumed true at this point of time but not the side looking cheek mounted radars and the backward facing radars.

Those stings may house ESM or ECM antennas.

5 Datalinks

High bandwidth datalinks to provide communication and coordination and transference of information between friendly aircraft, ships and other combat forces are also a vital fixture for fifth generation fighter aircraft, as well as past generations of fighter aircraft as well.
The J-20 will likely be equipped with a datalink that could at least receive the Chinese military’s Joint Service Integrated Datalink System (JSILDS), a system which is said to be similar to the Link 16. It is possible that J-20 may also feature advanced iterations of other datalinks, such as an equivalent to the Multifunction Advanced Datalink of the F-35, or the F-22’s Intra Flight Datalink, to provide effective stealthy and secure communications between aircraft which JSILDS may be incapable of.

Many grey and slightly protruding fairs are present on J-20, suggesting they could be antennae of any sort, such as datalinks, ESM, ECM or even secondary radars
Many grey and slightly protruding fairs are present on J-20, suggesting they could be antennae of any sort, such as datalinks, ESM, ECM or even secondary radars.

6 Integrated Computer Processor for J 20.

In one of the early released images of J 20 one can see an access panel just aft the radome is open. At the exactly similar place F 22 raptor's CIP is placed. The CIP of F 22 provides processing functions for all the onboard systems. It is also similar to F 35's ICP. According to a Chinese source, The F 22's CIP have some limitaions as it uses a fourth generation level ( 3rd generation as per Chinese ) 1553B data bus. It has some limitations at the core level to achieve the data synthesis, in some minor systems also retains the third generation fighter system, using the 1553B data bus to exchange data, so the whole system structure is more complex, while the function is also limited, with the progress of information technology was also less when F 22 was developed.

The F 22's CIP have some limitaions as it uses a fourth generation level ( 3rd generation as per Chinese ) 1553B data bus. It has some limitations at the core level to achieve the data synthesis, in some minor systems also retains the third generation fighter system, using the 1553B data bus to exchange data, so the whole system structure is more complex, while the function is also limited, with the progress of information technology was also less when F 22 was developed.

J 20's computer processor is claimed to have reached the level of F 35. As per the processor displayed during Zhuhai Air Show it has about 24 slots, now has 6 modules, in general, should be data, signal, video / image, storage, input and output control, power, etc., these modules constitute the system's signal, data processing system, respectively, the relevant subsystems to complete the signal and data processing System, and through high-speed data bus connected to achieve real-time data processing and exchange, from a variety of open situation, China's public display of ICP and F-35 ICP roughly the same, according to the relevant information, F-35 Of the two ICP ICP has 24 and 7 slots, a total of 31 modules, has been used 22, reserved for 9 for the upgrade, which uses a common data processing module POWERPC G4 processor, data processing speed of 40. 8O per second operation (OPS), the signal processing speed is 75.6G per second floating point operation (FLOPS), the image processing is a special signal processing method, the speed of 225.6G per second / plus the number of operations ( MACS).

7 ESM suite:

An advanced Electronic Support Measures suite is an essential part of a modern fighter aircraft’s mission avionics. An ESM suite helps to detect, identify, locate, record, analyze and even geolocate sources of electromagnetic energy, which for a fighter aircraft typically means an opposing force’s radar system. Modern ESM suites have grown in capability and complexity from mere warning systems to alert a pilot when their pilot was possibly being targeted by radar, to being capable of simultaneously geolocating multiple sources of radar emissions in real time and automatically activating counter measures, targeting solutions and cueing weapons.
Such suites are immensely difficult to identify, and may only sometimes be visible as small, low profile conformal antennae around an aircraft. Multiple sites that could hold small conformal antennae have been identified on J-20 through picture analysis, and there are likely multiple other sites with antennae which are not outwardly visible. Either way, it is certain that J-20 will be equipped with an ESM suite of some kind, and if trends for other fifth generation ESM suites are anything to go by, it is likely the Chinese Air Force would have similarly high requirements for J-20’s ESM suite.

Cockpit.

The Cockpit of Chengdu J 20 is quite similar to F 35 using one single large wide screen, touch input capable display. It is called as Luoyang photoelectric display ( rough translation ).

China's Luoyang Optoelectronic System also exhibited with the F-35 considerable overall cockpit system, we know that although the fourth generation of combat aircraft also achieved a glass cockpit hands from the lever, but in weapons and other aspects of operation The F-16C / D pilot launches an AIM-9X missile, which first launches the weapon system from the monitor and then presses the relevant switch to select the AIM-9X missile, and then press the switch again. Start the missile, open the cooling system, etc.

But the fifth generation fighter cockpit will be more advanced, the first of its screen larger, more information displayed, the pilot can get a wider range of tactical situation map, and the screen can be divided into several Sub-window, if a window of information is more important, you can also zoom in, while the display is more simple, some of the system test information into the back-end to deal with, the pilot saw the situation after the deal, so that you can Reduce the burden of system management, focus on tactical thinking and decision-making. From the air show open screen, the domestic integrated cockpit display system shows the right side of the superposition of tactical information on the digital map, the left is divided into multiple display areas, including plug-in management, flight information, while Luoyang photoelectric experts to accept The interview also said that the cockpit to achieve the "most pilots need to provide information to the pilot" concept, so that pilots do not need to directly deal with massive amounts of data, you can get the most needed information.

Stealth.

The cockpit and nose of J 20 have been optimised for low RCS largely taking inspirations from F 35 lightning ll. The usage of divertless supersonic inlets to hide the engine fan blades and provide efficient airflow to engines is one of them. Analysts have noted that the J-20 DSI reduces the need for application of radar absorbent materials. Additionally, the “bump” surface reduces the engine’s exposure to radar, significantly reducing a strong source of radar reflection.

( the production version featured a gold tinted cockpit )

Not seen on earlier prototypes but the production versions of J 20's various doors such as access panels, doors of weapon bays , doors of landing gear have their edges sawtooth shaped. This is a necessary design to reduce radar reflection of the edges of these lines. The surface at the joints of canards , and joints at wing slats and vertical tails and various surface controls have been shaped to defelect radar waves. The outward canted vertical stabilisers also deflect radar waves. All in all Chengdu J 20 despite being bigger in size than F 22 Raptor and Sukhoi PAK-FA shows considerable attention being provided for stealth. Guessing the number for radar cross section is a tough challenge for the analysts. It is important to note what kind of material is being used and how much radar waves it absorbs and how much reflects back. A considerable research is required in the field of radar absorbing paints, structural composites, nanotechnology, radar absorbant materials etc. Many sites and blogs are giving numbers like J 20's RCS may be 0.01 m² and have -20 to -30 db reflection losses. We have little trust on that figure. Without the knowledge of materials used in making its outer surface any number cannot be assumed.

The F-22A is clearly well shaped for low observability above about 500 MHz, and from all important aspects. The J-20 has observed the ‘Shaping, Shaping, Shaping’ imperative, except for the axisymmetric nozzles, and some curvature of the sides that smears a strong, but very narrow specular return into something of a more observable fan. The X-35 mostly observed the ‘Shaping, Shaping, Shaping’ rule, but since then, to quote a colleague, ‘hideous lumps, bumps, humps and warts’ have appeared on the JSF to disrupt the shaping imperative, forcing excessive reliance on materials, which are at the rear-end of the path to ‘Low Observability’.

To read a comprehensive assesment on J 20 click below.

J 20 peace in our time

Armament.

Disclaimer - Their is no official commitment from PLA-AF about what weapons be carried by J 20. Their are a large number of weapons in China that can be carried by aircrafts, but only selected weapons that the writer thinks can be accommodated inside the constricted size of J 20's weapon bays and were seen in photos. Their may be a posiibility that J 20 may not be armed with some of these.

Air to air

1. PL 10

Each of J-20’s two side weapons bays are small, and designed to accommodate a single short range air to air missile, similar to that of the F-22. Photos of J-20 prototypes have openly displayed carriage of the new generation PL-10 SRAAM in J-20’s side bays, and given the relatively narrow width of these side bays, it is likely that PL-10 will be J-20’s only primary SRAAM when it enters initial service and would be unable to carry older generation SRAAMs with larger wingspans such as the PL-8 family.

PL-10 is widely considered to be a SRAAM in the same generation as AIM-9X, R-73M, ASRAAM, IRIS-T, and AAM-5, among others, and likely includes high off boresight capabilities, a decoy resistant imaging infrared seeker, and possibly lock on after launch capabilities.

2. PL 12

In mid 2012, J-20 prototype 2002 was seen carrying a pair of crop wing PL-12 missiles, sometimes called PL-15 or PL-12C. From those pictures it appeared like J-20 was capable of carrying four beyond visual range weapons within its main weapons bay, however there has been speculation as to whether the weapons bay may have experienced minor widening in the 201X series of prototypes, to accommodate six BVR weapons similar to the F-22.

The PL-12C/PL-15 is thought to be an advanced derivative of the PL-12 BVR air to air missile, and has been considered to be the Chinese Air Force’s equivalent to the AIM-120D. Speculation has persisted as to whether the PL-12C/PL-15 may be equipped with a more advanced active/passive seeker, advanced propulsion such as dual pulse motor, and advanced datalinking capabilities.

PL-12C/PL-15 have yet to be seen onboard other aircraft apart from a J-11B (for testing purposes), but it is expected that the missile will become the new standard BVR AAM for Chinese military aviation, and rumours in late 2015 suggested the missile had been successfully fired from a J-16 strike fighter.

Needless to say, no reliable range figures or other specifications for the missile exists, though it has been suggested the PL-12C/PL-15 may have an effective range of nearly 200km.

3 PL 15 / PL 21

PL 15 is a ramjet powered BVR AAM, sometimes called PL-21 but sometimes also called PL-15, which creates substantial confusion given the crop wing PL-12 is sometimes also called PL-15.

No clear pictures of PL-21 exist as of yet, and it is unclear as to whether the programme is still under development, however in the late 2000s there were persistent rumours surrounding the designation for a new ramjet powered BVR AAM.

The configuration of PL-21 from various semi official illustrations depict a missile with relatively large fins (suggesting J-20 may only be able to carry four such missiles even with a minor weapons bay enlargement), and two ramjet intakes. The overall configuration is not dissimilar to that of the European Meteor missile, and would likely offer similarly advanced kinematic capabilities.

Air to Surface Missiles.

TL-7 ( Export version KD-88 ) Air Launched Cruise missile.

The KongDi 88 (KD-88 or C-802KD) is an air launched land attack cruise missile (LACM) derived from the YJ-83/C-802 anti-ship cruise missile (ASCM). The deployment of this missile by the People's Liberation Army Air Force (PLAAF) was confirmed in November 2006. The KD-88 is able to deliver a 165 kilogram High Explosive (HE) warhead at ranges of up to 200 kilometers cruising at a highly subsonic speed of Mach 0.9. The guidance system combines an inertial measurement unit (IMU) with a radar homing head for terminal guidance and a data-link to update the target location in-flight at midcourse.

( the JH 7 fighter bomber carrying TL 7 missile )

Their are specific reasons why we feel that KD-88 could be featured on J 20. It is because it has a diameter of just 0.7m and that too with wings extended. A folding wing variant can be developed or may have been developed. Their is a smaller version of this missile which has been featured in Wing Loong UCAVs. Their are both land attack and AntiShip versions of this missile.

The JH-7 fighter bomber has been armed with TL-7 missiles and they usually are seen carrying two such missiles. So it is very likely that J 20 may also carry two such missiles along with two Pl-12s in main weapon bays and two PL-10s in side weapon bays.

To know more about Chinese cruise missiles click on the button below.

Chinese ASMs

Bombs.

1. Luoyang/CASC FT-3/FT-4/ FT-5/ FT-6 Satellite Aided Inertially Guided Bomb family.

The FT-3/FT-4 are satellite/inertial guidance kits for a 250 kg / 500 lb class general purpose bomb body. The FT-3 employs a unique cruciform strake arrangement on the tailkit. The variant displayed at Zhuhai 2008 is different in many respects from demonstrators previously displayed, which appeared to use a modification of the LS-6 tailkit. The FT-4 employs a planar wing kit similar to the Kerkanya/JDAM-ER.

The FT-5 is the smallest guidance kit in the Luoyang/CASC FT series, intended for a 100 kg bomb body. The strake kit design and tail kit are modelled on the FT-1 configuration. The bomb casing geometry displayed in 2009 is relatively conventional and evidently not intended for deep penetration of concrete in the manner of the GBU-39/B SDB warhead.

The FT-6 displayed in 2010 at Zhuhai employed a slimline low drag bomb casing, with a set of planar glide wings similar to those employed with the FT-2, FT-4 and LS-6. This weapon would appear to the planar wing derivative of FT-3 variant with a low drag 250 kg / 500 lb bomb body.

2. Luoyang/CASC LS-6 Satellite Aided Inertially Guided Bomb Family.

The 500 kg / 250 kg LS-6 glidebomb design is modelled in many respects on the concept of the Australian developed planar wing Kerkanya glidebomb kit, more recently adapted to form the JDAM-ER. Unlike the Kerkanya which uses a low wing monoplane configuration with a blended adaptor fairing, the LS-6 glide wing kit is much simpler in design and the weapon flight configuration is that of a high wing monoplane. Cited range for an 11 km release altitude at 900 km/h is 60 km, considerably less than the Kerkanya/JDAM-ER design.

In 2010 Luoyang displayed 100 kg and 50 kg derivative designs, which are clearly intended to be analogues to the US GBU-39/B Small Diameter Bomb (SDB) which has been developed to fit the weapon bays of the F-22A Raptor.

These weapons are clearly designed for compact internal carriage, and it is reasonable to conclude that the intended launch platform is the J-20 stealth fighter.

Both the 100 kg and 50 kg derivatives are fitted with nose mounted electro-optical seekers, with high quality planar windows. JDW's Hewson reports this to be a semi-active homing laser seeker, however, such a seeker is not compatible with a weapon intended to be released in multiple round salvos.

The regime of operation is however compatible with a scene matching area correlator seeker, such as that employed in the Russian GNPP KAB-500/1500Kr series, or trialled in the US Navy DAMASK/HART effort. A seeker modelled on the DAMASK or KAB-500/1500Kr would provide high accuracy, and a redundant guidance regime should the satellite navigation channel be successful jammed.

The type of satellite navigation receiver and inertial unit employed in the LS-6 series have not been disclosed to date. While the Luoyang website states the use of GPS, other sources claim the use of Glonass. It is likely the receiver is like a number of Russian designs, a dual mode device which can use C/A GPS or secure Glonass concurrently.

Technical data：

a) Kill Area：
For normal target：5,000 - 10,000 m2
For armored targe：100 - 500 m2
b) Operational Altitude and Speed：
Launch altitude：4,000 - 11,000 m
Launch speed：600 - 1,000 km/h
c) Maximum Launch Range：No less than 60 kilometers with a launch altitude of 11,000 meters and an initial speed of 900 km/h.
d) Guidance Mode：Combined GPS/INS guidance.
e) Guidance Accuracy： ≤15 meters CEP

3. Luoyang/CASC LT-3 Laser / Satellite Aided Inertially Guided Bomb.

The “Lerting” (Thunderbolt) LT-3 is 3.58m long, has a diameter of 0.38 m and the unfolded wings have a [cited] span of 0.95m. It weighs 564 kg and has a range of up to 24km. It can penetrate up to 1.5 m of steel reinforced concrete.

The LT-3 is the most sophisticated guided bomb developed to date by Chinese industry. This weapon combines a satellite/inertial guidance package in a tailkit derived from the LS-6 250 kg glidebomb, and a gimballed proportional navigation semi-active laser homing seeker.

The weapon employs a strap-on strake kit similar to that used with the GBU-31/32 JDAM series. The gimballed detector platform is closest in concept to the TI Paveway III LLLGB design - the LT-3 occupies the same capability niche as the US enhanced EGBU-24 or GBU-54/55/56(V)/B Laser JDAM (LJDAM) weapons.

General Characteristics

Crew: one (pilot)

Length: 20 m (66.8 ft)

Wingspan: 13 m (44.2 ft)

Height: 4.45 m (14 ft 7 in)

Wingarea: 78 m2 (840 sq ft)

Emptyweight: 19,391 kg (42,750 lb)

Gross weight: 32,092 kg (70,750 lb)

Max take off weight: 36,288 kg (80,001 lb) upper estimate.

Fuel capacity: 11,340 kg (25,000 lb)

Powerplant:

1. 2 × WS-10G (prototype), 76.18 kN (17,125 lbf) thrust each dry, 123 KN (27,500 lbf) thrust with afterburners.

2. 2 x AL31F (prototype) or Xian WS-15 (production) afterburning turbofans, 76.18 kN (17,125 lbf) thrust each dry, 179 kN ( 40,450 lbf ) with afterburners.

Wing loading: 410 kg/m2 (84 lb/sq ft)

Thrust/weight: 1.06 (prototype with interim engines)

Armament

Air to air

1 Pl 10 SR-AAM.
2 Pl 12 MR-AAM.
3 PL 15 / PL 21 MR-AAM.

Air to Surface

1 TL-7 (KD-88) air launched crusie missile.
2 FT series Beidou/INS guided bombs.
3 LS-6 Beidou/INS guided bombs.
4 LT-3 Laser Guided Bombs.

More Fifth Generation Aircraft Studies available on FullAfterburner.

Images & Info Sources

plarealtalk.com , thai military and asian region blog , sino defence forum , air power australia, airforcetechnology.com, militaryfactory.com, wikipedia, china.com, chinaarms.com, huntingnut.com

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]]><![CDATA[Lockheed Martin F 35 Lightning II, The Smartest Guy Around.]]>Wed, 01 Mar 2017 19:43:36 GMThttp://fullafterburner.weebly.com/aerospace/lockheed-martin-f-35-lightning-ii-the-smartest-guy-around

Introduction

It is an American Single Engine, Medium Capability Fifth Generation Fighter. There is a family of different aircrafts based on F 35. The F 35 is currently being introduced in service. F 35 is a single engine, single seat, stealth, multirole, fifth generation fighter aircraft. deployed for combat by the United States Air Force and various other Air Forces allied to US. It is an outcome of the erstwhile Joint Strike Fighter (JSF) Program initiated by the US to replace various aircrafts in service with US military. It is also thus the most costly Fifth Generation Fighter Program because it aims to satisfy multiple requirements in a single airframe. The JSF was intended to replace F 14 Tomcat, F 16 Falcon, F/A 18 Hornet, A-10 Thunderbolt and AV-8B Harrier aircrafts and all their variants.

F-35 JSF development is being principally funded by the United States with additional funding from partners. The partner nations are either NATO members or close U.S. allies. The United Kingdom, Italy, Australia, Canada, Norway, Denmark, the Netherlands, and Turkey are part of the active development program; several additional countries have ordered, or are considering ordering, the F-35. All the partner nations have started receiving F 35 aircrafts.

To keep development, production, and operating costs down, a common design was planned in three variants that share 80 percent of their parts:

1 F 35A (CTOL) conventional take off and landing variant.

2 F 35B (STOVL) short-take off and vertical-landing variant.

3 F 35C catapult assisted takeoff but arrested landing ( CATOBAR ) carrier-based (CV) variant.

On 31 July 2015, the first squadron was declared ready for deployment after intensive testing by the United States.

The F 35 program heralds beginning of a new generation of smart aircrafts capable of accomplishing mulitiple tasks in minimum collateral damage. Unlike F 22 Raptor F 35 is an omnirole aircraft. It is all set to define many standards that would guide fighter aircraft programs in coming years. The F 35 shows a shift in comprehensive strategy of military. Earlier a high firepower capable strengthened airframe was used for dedicated strike role. But now strike aircrafts will have just enough firepower to accomplish a specific task with utmost perfection.

Pilots flying older generation aircraft used to be menatlly prepared that a battlefield is a highly uncertain enviornment where matters could turn up against us within a fraction of time any moment. But The smart fighter F 35 owing to it's avionics is always alert about all kinds of threat in nearby enviornment virtually eleminating surprises. The F 35 pilot would know very early and would be able to guess what would happen in next few moments, and thus pilot would be able to take a counteraction and would be having enough time to make a decision.

Program History

Originally two different programs named Common Affordable Lightweight Fighter (CALF) and Joint Advanced Strike Technology (JAST) were started for US Marine Corps, US navy and US Air Force. The CALF was a DARPA ( Defence Advanced Research Projects Association) program to develop a STOVL strike fighter (SSF) for the United States Marine Corps and replacement for the F 16 Fighting Falcon. The United States Air Force passed over the F 16 Agile Falcon in the late 1980s, essentially an enlarged F-16, and continued to mull other designs. In 1992, the Marine Corps and Air Force agreed to jointly develop the Common Affordable Lightweight Fighter, also known as Advanced Short Takeoff and Vertical Landing (ASTOVL). CALF project was chosen after Paul Bevilaqua persuade the Air Force that his team's concept (if stripped of its lift system) had potential as a complement to the F-22 Raptor. Thus, in a sense the F-35B begat the F-35A, not the other way around.

The Joint Advanced Strike Technology (JAST) program was created in 1993, implementing one of the recommendations of a United States Department of Defence (DoD) "Bottom-Up Review to include the United States Navy in the Common Strike Fighter program." The JAST program office was established on 27 January 1994 to develop aircraft, weapons, and sensor technology with the aim of replacing several disparate US and UK aircraft with a single family of aircraft; the majority of those produced would replace F-16s. Merrill McPeak, former Chief of Staff of the United States Air Force, has complained that Les Aspin's decision to force all three services to use a single airframe greatly increased the costs and difficulty of the project.

In November 1995, the United Kingdom signed a memorandum of understanding to become a formal partner, and agreed to pay $200 million, or 10% of the concept demonstration phase.

In 1997, Canada's Department of National Defence signed on to the Concept Demonstration phase with an investment of US$10 million. This investment allowed Canada to participate in the extensive and rigorous competitive process where Boeing and Lockheed Martin developed and competed their prototype aircraft.

Thus The JSF program was born. The JSF program started in 1993 and led to STOVL submissions to the DOD by Boeing, Northrop Grumman, McDonnell Douglas & Lockheed Martin

1) McDonnell Douglas proposed an aircraft powered by a reheated turbofan, with a remote gas-driven fan to augment lift in the STOVL mode. Later, General Electric did a ground demonstration of this engine configuration.

2) The Northrop Grumman aircraft featured an auxiliary lift engine augmenting the dry thrust from a reheated turbofan fitted with a pair of thrust-vectoring nozzles.

3) The Lockheed Martin aircraft concept used a reheated turbofan with thrust augmentation from a remote shaft-driven lift fan. This engine configuration was to lead eventually to the F 119-PW-600 which powers the F 35 B JSF production aircraft.

4) Boeing decided against thrust augmentation. They proposed an aircraft powered by a reheated turbofan that could be reconfigured (in the STOVL mode) into a direct lift engine with a pair of thrust-vectoring nozzles located near the aircraft centre-of-gravity. This led to the F119-PW-614S which powered the X32B JSF demonstrator.

Two contracts to develop prototypes were awarded on November 16, 1996, one each to Lockheed Martin and Boeing. Each firm would produce two aircraft to demonstrate conventional takeoff and landing (CTOL), carrier takeoff and landing (CV version), and short takeoff and vertical landing (STOVL). McDonnell Douglas' bid was rejected in part due to the complexity of its design. Lockheed Martin and Boeing were each given $750 million to develop their concept demonstrators.

Also in 1996, the Ministry of Defence of UK launched the Future Carrier Borne Aircraft project. This program sought a replacement for the Sea Harrier (and later the Harrier Gr7); the Joint Strike Fighter was selected in January 2001.

The projected average annual cost of this program is $12.5 billion with an estimated program life-cycle cost of $1.1 trillion.

Boeing X 32

The Boeing's entry in JSF competition designated as X 32 was a single engine, single seat, Vertical Landing capable, Technology Demonstrator aircraft. And mind it, it looks really ugly to me. The most weird looking one. But the production version was supposed to look much different and cool than the prototype. Boeing’s strategy for a competitive advantage was to offer substantially lower manufacturing and life-cycle costs by minimizing variations between the different JSF versions. The X-32 therefore was designed around a large one piece carbon fiber composite delta wing. The wing had a span of 9.15 meters, with a 55-degree leading edge sweep and could hold up to 20,000 pounds of fuel. The purpose of the high sweep angle was to allow for a thick wing section to be used while still providing limited transonic aerodynamic drag, and to provide a good angle for wing-installed conformal antenna equipment. The wing would prove a challenge to fabricate.

By comparison, the Lockheed entry looked like, if anything, a smaller version of the F-22 Raptor stealth fighter. The Boeing in-house nickname of the X-32 was the “Monica”. Yet another effect of the selection of the direct-lift system was the large chin-mounted air intake, akin to the Vought F-8 Crusader and LTV A-7 Corsair II. This was required to feed sufficient air to the main engine (to provide the thrust necessary to hover) during the zero horizontal velocity phase, when it could not exploit ram-air pressure. A knock on effect of this large intake, was the potential direct visibility of the compressor blades to radar (see radar cross-section). Mitigation possibilities included variable baffles designed to block incoming radio waves without adversely affecting airflow.

Eight months after construction of X 32 tech demonstrator. The US navy refined the requirements for manoeuvrability and payload. The X 32A the first demo fell short and Boeing decided to make some changes.Engineers altered the aircraft’s design with a conventional canted twin tail (narrowly beating out a Pelikan tail) that reduced weight and improved agility, but it was too late to change the aircraft. It was judged that they would be sufficient to demonstrate Boeing’s technology.

The X-32B achieved STOVL flight in much the same way as the AV-8B HarrierII with thrust vectoring of the jet exhaust. A smooth Transition (between STOVL and Normal modes) was obtained by maintaining a constant engine match, facilitated by the control system algorithm maintaining a fixed total nozzle effective area. Thus the engine was unaware of various nozzles being opened up and closed off to complete the Transition. Basically the F119-PW-614S was a Direct Lift engine, whereas the Lockheed Martin STOVL team used a more complex and riskier alternative, known as the F119-PW611, which comprised a remote shaft-driven lift fan powered by the main engine. However, this generated more lift thrust than possible with only direct exhaust gases. A successful design would have greater payload, and thus longer range than a simple thrust vectored turbofan.

Lockheed Martin X 35

The entry of Lockheed Martin designated X 35 looked much like a single engine version of F 22 Raptor which was selected winner in ATF competition but had a much complex mechanism for achieving vertical lift. The design was relatively less safe than X 32 but was capable of producing superior thrust. Elements of the X-35 design were pioneered by the F-22 Raptor. In June 1994, Lockheed revealed that it had entered into a collaborative relationship with Yakovlev on their bid for the Joint Advanced Strike Technology competition, consisting of the purchase of design data from the Russian company; according to Jane’s All the World’s Aircraft 2000–2001 this was data from the cancelled Yak-141 program which employed a similar propulsion system. While developing Yak-141 the Russian Company Yakolev faced financial problems and received funding from Lockheed Martin to complete the project.

[ yakolev Yak 141 STOVL concept]

X 35 Demonstrator

The X-35B which was converted from X 35A was powered by the F119-PW-611 which used an innovative shaft-driven lift fan, patented by Lockheed Martin employee Paul Bevilaqua, and developed by RollsRoyce. In normal wing-borne flight, the F119-PW611 was configured as a normal reheated turbofan. Somewhat like a turboprop embedded into the fuselage, engine shaft power was diverted forward via a clutch-and-bevel gearbox to a vertically mounted, contra-rotating lift fan located forward of the main engine in the center of the aircraft. Bypass air from the cruise engine turbofan exhausted through a pair of roll-post nozzles in the wings on either side of the fuselage, while the thrust from the lift fan balanced the thrust of the core stream exhausting through vectored cruise nozzle at the tail.

The X-35B powerplant effectively acted as a flow multiplier, much as a turbofan achieves efficiencies by moving unburned air at a lower velocity, and getting the same effect as the Harrier’s huge, but supersonically impractical main fan. Like lift engines, this added machinery was dead weight during flight, but the increased lift thrust enhanced take-off payload by evenmore. The cool fan also reduced the harmful effects of hot, high-velocity air which could harm runway pavement or an aircraft carrier deck.

The X 35B took off in just 150m. It achieved supersonic flight and was relatively more stealth. It also achieved Vertical Landing safely. Three separate production variants were planned having 80% commonality between them. The X 35C which had larger wings represented the the production version of the carrier variant which would replace the legacy F/A 18 A/B Hornet aircraft.

[ X35 B & X35 C flying in formation ]

Design

The basic idea for F 35 was concieved from the Yakolev Yak 141 as it was a successful STOVL aircraft. If you see the top view of F 35 and Yak 141 the aft body looks very similar. The horizontal stabilisers of both are very strikingly similar. To keep the aircraft stealth the bow ( front) part of the body was designed taking inspirations from F 22 Raptor. In fact Lockheed Martin intended to offer a small single engine version of F 22 to the USAF. The exhaust duct design was inspired by the General Dynamics Model 200 design, proposed for a 1972 supersonic VTOL fighter requirement for the Sea Control Ship.

Lockheed Martin states the F35 is intended to have close-and long-range air-to-air capability second only to that of the F-22 Raptor. Lockheed Martin has said that the F-35 has the advantage over the F-22 in basing flexibility and “advanced sensors and information fusion”. Lockheed Martin has suggested that the F-35 could replace the USAF’s F-15C/D fighters in the air superiority role and the F-15E Strike Eagle in the ground attack role.

Structural composites in the F-35 are 35% of the airframe weight (up from 25% in the F-22). The majority of these are bismaleimide (BMI) and composite epoxy material. The F-35 will be the first mass produced aircraft to include structural nanocomposites, namely carbon nanotube reinforced epoxy. Experience of the F-22’s problems with corrosion led to the F35 using a gap filler that causes less galvanic corrosion to the airframe’s skin, designed with fewer gaps requiring filler and implementing better drainage. The relatively short 35-foot wingspan of the A and B variants is set by the F-35B’s requirement to fit inside the Navy’s current amphibious assault ship parking area and elevators; the F-35C’s longer wing is considered to be more fuel efficient. A United States Navy study found that the F-35 will cost 30 to 40 percent more to maintain than current jet fighters.

The F-35 has a maximum speed of over Mach 1.6. With a maximum takeoff weight of 60,000 lb (27,000 kg), the Lightning II is considerably heavier than the lightweight fighters it replaces.

[ F 35 C preparing to take off from a steam catapult assisted launch system ]

Improvements over a Fourth Generation Aircraft

Elimination of need of Pilot's head up display.
Better identification of friendly and enemy aircraft during high intensity close range combat.
360° Spherical View with the help of Distributed Aperture System. Same view in day or night.
Electro-hydrostatic actuators run by a power-bywire flight-control system.
A modern and updated flight simulator, which may be used for a greater fraction of pilot training in order to reduce the costly flight hours of the actual aircraft.
Lightweight, powerful Lithium-ion batteries potentially prone to thermal runaway, similar to those that have grounded the Boeing 787 Dreamliner fleet. These are required to provide power to run the control surfaces in an emergency, and have been strenuously tested.
Integrated avionics and sensor fusion that combine information from off-and on-board sensors to increase the pilot’s situational awareness and improve target identification and weapon delivery, and to relay information quickly to other command and control (C2) nodes.
Durable stealth coatings requiring less maintenance than legacy stealth platforms like F 117, U 2 and B 2.

A large number of people argue that F 35 being able to carry less number of weapons internally won't be able to match the fire power capability of those aircraft that it is going to replace in US military. (Noobs sometimes even say A 10 was better) But actually F 35's total payload capability in non-stealth configuration is 8000 kgs which is equal to Sukhoi Su 30 SM a heavy fighter and fairly better than F 16 varaints. The F 35's stealth capability is only for missions inside contested airspace guarded by long range Surface to Air Missiles. For missions in a less contested or uncontested / unchallenged airspace F 35 would work in non stealth configuration and would deliver greater fire than the aircrafts it is replacing.

Engines

The Pratt & Whitney F 135 engine derived from F 119 is the power source of F 35. It was not designed to supercruise but can make F 35A and F 35C fly at Mach 1.2 for around 120 kms. The top achievable speed is Mach 1.6. The testings of F 35 has demonstrated Maximum thrust of 220 kN making it the most powerful jet engine ever installed on any fighter aircraft. But for safety reason the maximum thrust is restricted to 190 KN. For F 35B STOVL aircraft their is a shaft driven lift fan at the frontal part of the fuselage. It is called as Rolls Royce Lift system. The Lift System is composed of a lift fan, drive shaft, two roll The Pratt & Whitney F135 engine with Rolls-Royce LiftSystem, including roll posts, and rear vectoring nozzle for the F-35B, at the 2007 Paris Air Show posts and a “Three Bearing Swivel Module” (3BSM). The 3BSM is a thrust vectoring nozzle which allows the main engine exhaust to be deflected downward at the tail of the aircraft. The lift fan is near the front of the aircraft and provides a counterbalancing thrust using two counter-rotating blisks. It is powered by the engine’s low-pressure (LP) turbine via a drive shaft and gearbox. Roll control during slow flight is achieved by diverting unheated engine bypass air through wing-mounted thrust nozzles called Roll Posts.

The origins of the F135 lie with the Lockheed Corporation Skunk Works's efforts to develop a stealthy STOVL strike fighter for the U.S. Marine Corps under a 1986 DARPA program. Lockheed employee Paul Bevilaqua developed and patented a concept aircraft and propulsion system, and then turned to Pratt & Whitney (P&W) to build a demonstrator engine. The demonstrator used the first stage fan from a F119 engine for the lift fan, the engine fan and core from the F100-220 for the core, and the larger low-pressure turbine from the F100-229 for the low-pressure turbine of the demonstrator engine. The larger turbine was used to provide the additional power required to operate the lift fan. Finally, a variable thrust deflecting nozzle was added to complete the “F100-229 plus" demonstrator engine. This engine proved the lift fan concept and led to the development of the current F135 engine.

The lift for the STOVL version in the hover is obtained from a 2-stage lift fan (about 46% in front of the engine, a vectoring exhaust nozzle (about 46%) and a nozzle in each wing using fan air from the bypass duct(about 8%). In this configuration most of the bypass flow is ducted to the wing nozzles, known as roll posts. Some is used for cooling the rear exhaust nozzle, known as the 3-bearing swivel duct nozzle (3BSD). At the same time an auxiliary inlet is opened on top of the aircraft to provide additional air to the engine with low distortion during the hover. The lift fan is driven from the LP turbine through a shaft extension on the front of the LP rotor and a clutch. The engine is operating as a separate flow turbofan with a higher bypass ratio. The power to drive the fan (about 30,000 SHP ) is obtained from the LP turbine by increasing the hot nozzle area. A higher bypass ratio increases the thrust for the same engine power as a fundamental consequence of transferring power from as mall diameter propelling jet to a larger diameter one. The thrust augmentation for the F-135 in the hover using its higher bypass ratio is about 50% with no increase in fuel flow. Thrust augmentation in horizontal flight using the afterburner is about 52% but with a large increase in fuel flow. The transfer of approximately 1/3 of the power available for hot nozzle thrust to the lift fan reduces the temperature and velocity of the rear lift jet impinging on the ground.

A Separate Alternative F 136 engine was also designed by General Electric and Rolls Royce which was also not capable of supercruise but was believed to be capable of producing more than 191 KN of maximum thrust. The General Electric/Rolls-Royce F136, was being developed until it was cancelled by its manufacturers in December 2011 for lack of funding from the Pentagon. I am avoiding any specific details of F 136 for the same reason. F136 funding came at the expense of other program elements, impacting on unit costs. The F136 team stated their engine had a greater temperature margin, potentially critical for VTOL operations in hot, high altitude conditions. The F135 team is made up of Pratt & Whitney, RollsRoyce and Hamilton Sundstrand. Pratt & Whitney is the prime contractor for the main engine, and systems into The F135-PW-600 engine with lift fan, roll posts, and rear vectoring nozzle, as designed for the F-35B V/STOL variant, at the Paris Air Show, 2007 . Rolls-Royce is responsible for the vertical lift system for the STOVL aircraft. Hamilton Sundstrand is responsible for the electronic engine control system, actuation system, PMAG, gearbox, and health monitoring systems. Woodward, Inc. is responsible for the fuel system.

To know more about aircraft propulsions , click the button below.

Description of Propulsion

Avionics

1 Northrop Grumman Electronic Systems AN/APG81 AESA radar.

This is the primary sensor of F 35. The radar is designed to enable F-35 pilots to effectively engage air and ground targets at long range, while also providing outstanding situational awareness for enhanced survivability.

The AN/APG-81 is a successor radar to the F-22's AN/APG-77. Over three thousand AN/APG-81 AESA radars are expected to be ordered for the F-35, with production to run beyond 2035, and including large quantities of international orders. As of October 2013, over one hundred APG-81s have already been produced and delivered. The first three blocks of radar software have been developed, flight tested, and delivered ahead of schedule by the Northrop Grumman Corporation.

Capabilities of the AN/APG-81 include the AN/APG-77's air-to-air modes, plus advanced air-to-ground modes, including high resolution mapping, multiple ground moving target indication and track, combat identification, electronic warfare, and ultra high bandwidth communications. The current F-22 production radar is the APG-77v1, which draws heavily on APG-81 hardware and software for its advanced air-to-ground capabilities.

The APG 81 has 1676 T/R modules. Usage of GaAs modules make it even more advanced. Their isn't an official word on range. But speculated to be 150 km for target RCS of 1 m² and 400 km for target RCS 3 m². The F 35 would face challenges from adversary stealth aircraft in future and hence it's radar must have a fair detection range against VLO ( very low observable ) aircraft. Whose RCS is below 0.01 m². A chart is give below showing range vs target RCS data about AN / APG 81 here one can clearly see that detection range is just 30 km.

The data has been taken from an analysis done by ausairpower. To visit the analysis click on the link below.

analysis

2 Lockheed Martin AAQ-40 E/O Targeting System (EOTS)

It offers short-wave infrared, high-definition television, infrared marker, and superior image detector resolution capabilities.

The Electro-Optical Targeting System (EOTS) for the F-35 Lightning II is an affordable, high-performance, lightweight, multi-function system that provides precision air-to-air and air-to-surface targeting capability. The low-drag, stealthy EOTS is integrated into the F-35 Lightning II's fuselage with a durable sapphire window and is linked to the aircraft's integrated central computer through a high-speed fiber-optic interface.
As the first sensor to combine forward-looking infrared and infrared search and track functionality, EOTS enhances F-35 pilots’ situational awareness and allows aircrews to identify areas of interest, perform reconnaissance and precisely deliver laser and GPS-guided weapons. Lockheed Martin has delivered more than 170 systems for the F-35 Lightning II.

Advanced EOTS, an evolutionary electro-optical targeting system, is available for the F-35’s Block 4 development. Designed to replace EOTS, Advanced EOTS incorporates a wide range of enhancements and upgrades, including short-wave infrared, high-definition television, an infrared marker and improved image detector resolution. These enhancements increase F-35 pilots’ recognition and detection ranges, enabling greater overall targeting performance

3 Northrop Grumman Electronic Systems AN/AAQ37 Distributed Aperture System (DAS) missile warning system.
Six passive infrared sensors are distributed over the aircraft as part of Northrop Grumman's electro-optical AN/AAQ-37 Distributed Aperture System (DAS), which acts as a missile warning system, reports missile launch locations, detects and tracks approaching aircraft spherically around the F-35, and replaces traditional night vision devices. All DAS functions are performed simultaneously, in every direction, at all times. The electronic warfare systems are designed by BAE Systems and include Northrop Grumman components. The DAS imagery for both day and night are very similar and provides pilot the ability to see through the floor of aircraft to see what is happening just below the aircraft. So even in a combat F 35 pilot overshoots the target area he/she can see down and lock on the enemy on ground. Simultaneous detection of ground and aerial targets and engagement is achieved. It works as a warning systems detecting nearby aerial threats.

It can reportedly see an aircraft as hot as F 15 at a range more than 400 kms. Even if an adversary aircraft is optimised for low RCS it cannot hide from DAS. In tests DAS has detected missile launches 1900 km away ( claimed in wikipedia article ). The Russian Sukhoi PAK-FA's current prototypes does not show any signs of optimisation of reduced heat signature risking it's ability to keep itself stealthy from F 35. The engines of Chinese stealth fighters J 20 and J 31 ( WS 15 and WS 13 ) are derivatives of engines made for fourth generation aircraft. They have superior thrust but aren't optimised for reduced heat signature. It keeps them an inferior quality combat aircraft no matter what electronics they apply ( or hack from Northrop's computers ). Their is no way anyone can prevent detection from DAS. The fourth generation aircrafts rarely stand any chance in front of F 35 unless they have anything that can prevent an F 35's missile hitting them mid air ( like jammers and DIRCM). Otherwise F 35 owing to a combined strength of DAS , EOTS and APG-81 can perform first view , first shoot , first kill.

4 BAE Systems AN/ASQ-239 (Barracuda) electronic warfare system.
The AN/ASQ-239 (Barracuda) system is an improved version of the F-22’s AN/ALR-94 electronic warfare suite, providing sensor fusion of Radio frequency and Infrared tracking functions, advanced radar warning receiver including geolocation targeting of threats, multispectral image countermeasures for self-defense against missiles, situational awareness and electronic surveillance, employing 10 radio frequency antennae embedded into the edges of the wing and tail.

The ASQ-239 system provides fully integrated radar warning, targeting support, and self-protection, to detect and defeat surface and airborne threats.

While F-35 is capable of stand-off jamming for other aircraft providing 10 times the effective radiated power of any legacy fighter F-35s can also operate in closer proximity to the threat (‘stand-in’) to provide jamming power many multiples that of any legacy fighter.

Advanced electronic warfare capabilities enable the F-35 to locate and track enemy forces, jam radio frequencies and disrupt attacks with unparalleled precision. All three variants of the F-35 carry active, electronically scanned array (AESA) radars with sophisticated electronic attack capabilities, including false targets, network attack, advanced jamming and algorithm-packed data streams. This system allows the F-35 to reach well-defended targets and suppress enemy radars that threaten the F-35.

The system provides the pilot with maximum situational awareness, helping to identify, monitor, analyze, and respond to potential threats. Advanced avionics and sensors provide a real-time, 360-degree view of the battlespace, helping to maximize detection ranges and provide the pilot with options to evade, engage, counter or jam threats. Always active, AN/ASQ-239 provides all-aspect, broadband protection, allowing the F-35 to reach well-defended targets and suppress enemy radars. The system stands alone in its ability to operate in signal-dense environments, providing the aircraft with radio-frequency and infrared countermeasures, and rapid response capabilities

6 Northrop Grumman AN/ASQ-242 CNI system.

The CNI system is a critical part of the F-35 mission systems suite, and we're proud of the excellent performance of the AN/ASQ-242 in flight tests and ongoing pilot and maintainer training activities," said Mike Twyman, vice president and general manager of the Defense Systems division of Northrop Grumman Information Systems. "This milestone underscores our commitment to advanced design, quality manufacturing, affordability and supportability.

"By incorporating lessons learned from previous programs and early F-35 low-rate production lots, we're delivering highly robust and reliable CNI systems that demonstrate extensive fifth-generation fighter capabilities. The Northrop Grumman team is focused on continuous improvement, lot to lot, for schedule, quality and cost as we prepare for high-rate F-35 production," said Twyman.

Northrop Grumman's integrated CNI system provides F-35 pilots with the capability of more than 27 avionics functions. By using its industry-leading software-defined radio technology, Northrop Grumman's design allows the simultaneous operation of multiple critical functions while greatly reducing size, weight and power demands on the advanced fighter. These capabilities include Identification Friend or Foe, precision navigation, and various voice and data communications, including the Multifunction Advanced Data Link, which was approved by the U.S. Department of Defense Joint Requirements Oversight Council for use on all low-observable platforms.

As a principal member of the Lockheed Martin-led F-35 industry team, Northrop Grumman performs a significant share of the work required to develop and produce the aircraft. In addition to developing and producing the AN/ASQ-242 CNI system, Northrop Grumman produces the center fuselage; designed and produces the aircraft's radar and electro-optical subsystem; develops mission systems and mission planning software; leads the team's development of pilot and maintenance training system courseware; and manages the team's use, support and maintenance of low-observable technologies.

The F-35 Lightning II is a 5th Generation fighter, combining advanced stealth with fighter speed and agility, fully fused sensor information, network-enabled operations and advanced sustainment. Lockheed Martin is developing the F-35 with its principal industrial partners, Northrop Grumman and BAE Systems, headquartered in the U.K. The U.S. Marine Corps plans to declare Initial Operational Capability with the STOVL in 2015.

Above video shows all sensors of F 35 !

Cockpit

The F-35 features a full-panel-width glass cockpit touch screen “panoramic cockpit display” (PCD), with dimensions of 20 by 8 inches (50 by 20 centimeters). A cockpit speech-recognition system (DVI) provided by Adacel has been adopted on the F-35 and the aircraft will be the first operational U.S. fixedwing aircraft to employ this DVI system, although similar systems have been used on the AV-8B Harrier II and trialled in previous aircraft, such as the F-16 VISTA. A helmet-mounted display system (HMDS) will be fitted to all models of the F-35.

While some fighters have offered HMDS along with a head up display(HUD), this will be the first time in several decades that a front line fighter has been designed without a HUD.

The F35 is equipped with a right-hand HOTAS side stick controller. The Martin-Baker US16E ejection seat is used in all F-35 variants. The US16E seat design balances major performance requirements, including safe-terrain clearance limits, pilot-load limits, and pilot size; it uses a twin-catapult system housed in side rails. This industry standard ejection seat can cause the heavier than usual helmet to inflict serious injury on lightweight pilots. The F-35 employs an oxygen system derived from the F-22’s own system, which has been involved in multiple hypoxia incidents on that aircraft; unlike the F-22, the flight profile of the F-35 is similar to other fighters that routinely use such systems.

[ the cockpit does not have an HUD ]

The F-35 does not need to be physically pointing at its target for weapons to be successful. Sensors can track and target a nearby aircraft from any orientation, provide the information to the pilot through their helmet (and therefore visible no matter which way the pilot is looking), and provide the seeker-head of a missile with sufficient information.

Each helmet costs $400,000.

[ this is how the " see through " capability of F 35 works.

watch video F 35 HMD, you aint gotta miss this !

Stealth

The F-35 was designed for very low-observable characteristics. Besides radar stealth measures, the F-35 incorporates infrared signature and visual signature reduction measures also. The small bumps just forward of the engine air intakes form part of the diverterless supersonic inlet (DSI) which is a simpler, lighter means to ensure high-quality airflow to the engine over a wide range of conditions. These inlets also crucially improve the aircraft’s very-low-observable characteristics (by eliminating radar reflections between the diverter and the aircraft’s skin). Additionally, the “bump” surface reduces the engine’s exposure to radar, significantly reducing a strong source of radar reflection because they provide an additional shielding of engine fans against radar waves. The Y-duct type air intake ramps also help in reducing radar cross-section (RCS), because the intakes run parallel and not directly into the engine fans. F-35A front profile in flight. The doors are opened to expose the aerial refueling inlet valve. The F-35’s radar-absorbent materials are designed to be more durable and less maintenance-intensive than those of its predecessors.

To know it in detail about how aircrafts are designed stealthy , click on the button below.

Secrets of Stealth

At optimal frequencies, the F-35 compares favorably to the F-22 in stealth, according to General Mike Hostage, Commander of the Air Combat Command. Like other stealth fighters, however, the F-35 is more susceptible to detection by lowfrequency radars because of the Rayleigh scattering resulting from the aircraft’s physical size. However, such radars are also conspicuous, susceptible to clutter, and have low precision. Although fighter-sized stealth aircraft could be detected by low-frequency radar, missile lock and targeting sensors primarily operate in the X-band, which F-35 RCS reduction is made for, so they cannot engage unless at close range. Because the aircraft’s shape is important to the RCS,special care mustbe taken to match the "boilerplate" during production. Ground crews require Repair Verification Radar (RVR) test sets to verify the RCS after performing repairs, which is not a concern for non-stealth aircraft.

The nozzle of F 35's engine the F135 is designed for a fifth generation jet fighter, it is the second afterburning jet engine to use special “low-observable coatings”. It is still not optimised for low RCS the way F 22's F 119 engine was. The F 22's F 119 engies have nozzles optimised for low heat exhausts. The F 22 can supercruise at Mach 1.8 without firing it's afterburners thus can fairly remain cool enough not be detected by the IRST devices. But F 35's engines can be detected by both enemy radars and IRST devices.

Upgrades

Lockheed Martin’s development roadmap extends until 2021, including a Block 6 engine improvement in 2019. Theaircraft are expected to be upgraded throughout their operational lives.

In September 2013, Northrop Grumman revealed the development of a company-funded Directional Infrared Counter Measures system in anticipation of a requirement to protect the F-35 from heat-seeking missiles.

A laser jammer is expected to be part of the F-35 Block 5 upgrade; it must meet low-observability (LO) requirements and fit in the F-35’s restricted space. Called the Threat Nullification Defensive Resource (ThNDR), it is to have a small, powerful laser, beam steering and LO window, use liquid cooling, and fit alongside the distributed aperture system (DAS) to provide spherical coverage with minimal changes; the DAS would provide missile warning and cue the jam head.

Combat capabilities of the F-35 are made possible through software increments to advance technical abilities. Block 2A software enhanced simulated weapons, data link capabilities, and early fused sensor integration. Block 2Bsoftwareenables the F-35toprovidebasic close air support with certain JDAMs and the 500 lb GBU-12 Paveway II, as well as fire the AIM-120 AMRAAM. The Air Force is to declare the F-35 initially operational with Block 3i software. Full operational capability will come from Block 3F software; Block 3F enhances its ability to suppress enemy air defenses and enables the Lightning II to deploy the 500 lb JDAM, the GBU-53/B SDB II, and the AIM-9X Sidewinder.

Block 4 software will increase the weapons envelope of the F-35 and is made to counter air defenses envisioned to be encountered past the 2040s. Block 4 upgrades will be broken into two increments; Block 4A in 2021 and Block 4B in 2023. This phase will also include usage of weaponry unique to British, Turkish, and other European countries who will operate Lightning II. Lockheed has offered the potential of “Higher Definition Video, longer range target detection and identification, Video Data Link, and Infrared (IR) Marker and Pointer” for the EOTS in future upgrades. The contract for follow-on modernization work (after Block 4) is expected to be awarded in late 2018, with a new block upgrade every two years thereafter as threats evolve. These will alternate hardware and software upgrades, with each refreshed once every four years.

Arguments and Counter Arguments on Performance Issues.

There were many performance issues related to F 35 program primarily because of the Complexity of the system. Many issues were just a normal thing that occor while development of any aircraft.

Former RAND author John Stillion has written of the F-35A’s air-to-air combat performance that it “can't turn, can't climb, can't run"; Lockheed Martin test pilot Jon Beesley has stated that in an air-to-air configuration the F-35 has almost as much thrust as weight and a f light control system that allows it to be fully maneuverable even at a 50-degree angle of attack. Consultant to Lockheed Martin LorenB. Thompson has said that the “electronic edge F-35 enjoys over every other tactical aircraft in the world may prove to be more important in future missions than maneuverability”.

U.S. defense specialist Winslow T. Wheeler and aircraft designer Pierre Sprey said that, any air force would be better offmaintaining its fleets of F-16s and F/A-18s compared to buying into the F-35 program, because of it's fire safety issues and less weapon payload capability.

A senior U.S. defense official was quoted as saying that the F-35 will be “the most stealthy, sophisticated and lethal tactical fighter in the sky,” and added “Quite simply, the F-15 will be no match for the F-35.” After piloting the aircraft, RAF Squadron Leader Steve Long said that, over its existing aircraft, the F-35 will give “the RAF and Navy a quantum leap in airborne capability.”

[ an image showing a tactical situation , uploaded on Air Power Australia Website

In a negative assessment of the Joint Strike Fighter, the think tank Air Power Australia declared that the Joint Strike Fighter is not designed to perform air superiority roles and also is not adapted to performing the long range penetration strike role filled by previous Australian aircraft like the General Dynamics F-111C. Critically, they also stated that the F-35’s “intended survivability and lethality are mismatched against the operational environment in which the aircraft is intended to be used.”

In June 2012, Australia’s Air Vice Marshal Osley responded to Air Power Australia’s criticisms by saying, “these are inconsistent with years of detailed analysis that has been undertaken by Defence, the JSF program office, Lockheed Martin, the U.S. services and the eight other partner nations. While aircraft developments, such as the Russian PAK-FA or the Chinese J20, as argued by Airpower Australia, show that threats we could potentially face are becoming increasingly sophisticated, there is nothing new regarding development of these aircraft to change Defence’s assessment.” He then said that he thinks that the Air Power Australia’s “analysis is basically flawed through incorrect assumptions and a lack of knowledge of the classified F-35 performance information.”

link to the assessment - http://www.ausairpower.net/APA-JSF-Analysis.html

[ another image on Air Power Australia]

In a report released in 2013 it was noted that performance degradation of the three variants; the sustained turn rates had been reduced to 4.6 g for the F-35A, 4.5 g for the F-35B, and 5.0 g for the F-35C. The acceleration performance of all three variants was also downgraded, with the F-35C taking 43 seconds longer than an F-16 to accelerate from Mach 0.8 to Mach 1.2; this was judged by several fighter pilots to be a lower performance level than expected from a fourth generation fighter.

On 30 August 2013, it was reported that the F-35B and F-35C models take several complex maneuvers in order to “accelerate” to their top speed of Mach 1.6, which consumed almost all of the onboard fuel. The F-35 program officeis reconsidering addition of previously removed safety equipment.

Maintenance problems were determined to be so severe that the F-35 is only able to fly twice a week. To address the issue of wing drop and buffet maneuvering, the required control law modifications will reduce the maneuverability of the F-35, “only exacerbating the plane’s performance problems in this area”. The F-35C’s wing drop problem is “worse than other variants”. Testing to investigate the impact of buffet and transonic roll-off (TRO or “wing drop”) on the helmet-mounted display and offensive and defensive maneuvering found that “buffet affected display symbology, and would have the greatest impact in scenarios where a pilot was maneuvering to defeat a missile shot.” Buffeting also degrades the gyroscopes in the inertial platforms which are essential for flight control, navigation, and weapons aiming.

Variants

F 35 A
The conventional take-off (CTOL) variant. Primarily intended to replace F 16 Falcon variants and A 10 Thunderbolt in USAF. The F 35 A variant is the only variant having an internally mounted gun. It is the smallest and the lightest of all variants. The USAF alone have a requirement of 1763 units and this same variant be mass produced for all US allies across the world who are planning to get it.

F 35 B
It is the Short Take Offf Vertical Landing (STOVL) variant. It is similar in size but comprises lesser internal fuel capacity than A variant because of Vertical Lift System. It's G limits are also restricted to 7 Gs only. The maximum speed being Mach 1.6. The US marine corps would replace their AV-8B harrier and F/A 18 A/B/C/D variants in its inventory with this F 35 B variant. The USMC have a requirement of around 450 such units. The same configuration has been selected for the Super Carriers of Royal Navy. The royal navy plans to order a total of 48 F 35s to repalce Harrier GR9 and also Tornado GR4 in strike roles. Their were reports about nations like Australia and India being interested in these variants but no confirmation. The USMC have a unique job given to F 35. The job of providing air support to the vertical lift MV 22 Osprey aircraft while performing missions in contested airspace.

F 35 C
The Catapult Assited Take Off But Arreted Landing (CATOBAR) variant is the biggest F 35 variant and is even bigger than F/A 18 series aircrafts. Compared to the F-35A, the F-35C carrier variant features larger wings with foldable wingtip sections, larger wing and tail control surfaces for improved low-speed control, stronger landing gear for the stresses of carrier arrested landings, a twin-wheel nose gear, and a stronger tailhook for use with carrier arrestor cables. The larger wing area allows for decreased landing speed while increasing both range and payload. The United States Navy intends to buy 480 F-35Cs to replace the F/A-18A, B, C, and D Hornets and complement the Super Hornet fleet.

The U.S. Navy may use theF-35C as part of its UCLASS effort to operate a carrier-based unmanned aerial vehicle. Thoughit has been suggested that the UCLASS could carry air-to-air weapons, an unmanned aircraft lacks situational awareness and is more vulnerable to electronic countermeasures than manned aircraft, and autonomy for deploying lethal weapons is not under development. With the F-35C as the center of a network of naval systems, it could feed information to the UCLASS and order it to fire on a certain target. Large numbers of F-35Cs operating in contested environments can generate a clear picture of the battlespace, and share it with unmanned assets that can be directed to attack.

[ right to left F 35A, F 35B and F 35C ]

F 35 I

The Israeli variant of F 35 A which they call as Adir ( meaning : mighty ) is to be equipped with Israeli electronics. Th F 35 I mission computer will have plug-and-play feature to add Israeli avionics, weapons and also an external Jamming pod. The Israelis are of the opinion that F 35's stealth superiority will overcome in next 5 years but it will stay in service for about 30 years, hence they increased it's survivability. Israeli Air Force has a requirement of 75 F 35 I adirs.

CF 35

The Canadian CF-35 is a proposed variant that would differ from the F-35A through the addition of a drogue parachute and may include an F-35B/C-style refueling probe. In 2012, it was revealed that the CF-35 would employ the same boom refueling system as the F-35A. One alternative proposal would have been the adoption of the F-35C for its probe refueling and lower landing speed; the Parliamentary Budget Officer’s report cited the F-35C’s limited performance and payload as being too high a price to pay.

F 35 D

Early-stage design study for a possible upgrade of the F35A to be fielded by the 2035 target date of the Air Force Future Operating Concept.

[ image only for representation, not confirmed]

Armament

1. AIM 9x

The AIM-9 Sidewinder is a short-range air-to-air missile developed by the United States Navy in the 1950s. Entering service in 1956, variants and upgrades remain in active service with many air forces after six decades. The United States Air Force purchased the Sidewinder after the missile was developed by the United States Navy at China Lake, California. It is one of the most widely used missiles in the world: The AIM-9 is equipping most western-aligned air forces, as well as indirectly many nations which received the Soviet K-13 missile, a reverse-engineered copy of the AIM-9.

AIM 9X Missile in the side weapon bays
The guidance and control unit (GCU) contains most of the electronics and mechanics that enable the missile to function. At the very front is the IR seeker head utilizing the rotating reticle, mirror, and five CdS cells or "pan and scan" staring array (AIM-9X), electric motor, and armature, all protruding into a glass dome. Directly behind this are the electronics that gather data, interpret signals, and generate the control signals that steer the missile. An umbilical on the side of the GCU attaches to the launcher, which detaches from the missile at launch. To cool the seeker head, a 5,000 psi (35 MPa) argon bottle (TMU-72/B or A/B) is carried internally in Air Force AIM-9L/M variants, while the Navy uses a rail-mounted nitrogen bottle.

The AIM-9X model contains a Stirling cryo-engine to cool the seeker elements. Two electric servos power the canards to steer the missile (except AIM-9X). At the back of the GCU is a gas grain generator or thermal battery (AIM-9X) to provide electrical power. The AIM-9X features high off-boresight capability; together with JHMCS (Joint Helmet-Mounted Cueing System), this missile is capable of locking on to a target that is in its field of regard said to be up to 90 degrees off boresight. The AIM-9X has several unique design features including built-in test to aid in maintenance and reliability, an electronic safe and arm device, an additional digital umbilical similar to the AMRAAM and jet vane control.

2. AIM 120 AMARAAM

The AIM-120 Advanced Medium-Range Air-to-Air Missile, or AMRAAM (pronounced "am-ram"), is a modern beyond-visual-range air-to-air missile (BVRAAM) capable of all-weather day-and-night operations. Designed with 7-inch diameter instead of 8-inch diameter form-and-fit factors, and employing active transmit-receive radar guidance instead of semi-active receive-only radar guidance, it is a fire-and-forget upgrade to the previous generation Sparrow missiles. When an AMRAAM missile is being launched, NATO pilots use the brevity code Fox Three.
AMRAAM has an all-weather, beyond-visual-range (BVR) capability. It improves the aerial combat capabilities of US and allied aircraft to meet the threat of enemy air-to-air weapons as they existed in 1991. AMRAAM serves as a follow-on to the AIM-7 Sparrow missile series. The new missile is faster, smaller, and lighter, and has improved capabilities against low-altitude targets. It also incorporates a datalink to guide the missile to a point where its active radar turns on and makes terminal intercept of the target. An inertial reference unit and micro-computer system makes the missile less dependent upon the fire-control system of the aircraft.

Once the missile closes in on the target, its active radar guides it to intercept. This feature, known as "fire-and-forget", frees the aircrew from the need to further provide guidance, enabling the aircrew to aim and fire several missiles simultaneously at multiple targets and perform evasive maneuvers while the missiles guide themselves to the targets. The missile also features the ability to "Home on Jamming," giving it the ability to switch over from active radar homing to passive homing – homing on jamming signals from the target aircraft. Software on board the missile allows it to detect if it is being jammed, and guide on its target using the proper guidance system.

The AIM 120 D AMRAAM missile would make F 35 an aircraft that does not need to be as maneuverable as its enemies. With AIM 120D the F 35 can shoot down a target 360 degrees around even at its back. The missile takes a U-Turn to hit the adversary aircraft just behind F 35. This has been explained in the DAS video above.

3. AIM-132 Advanced Short Range Air to Air Missile ASRAAM

ASRAAM design and featuresThe ASRAAM air-to-air missile can outperform all existing short-range missiles in close-in combat missions. It features low-drag design concept incorporating body lift technology.
Image @janes.comThe tail-controlled missile measures 2.9m in length, 166mm in diameter and 88kg in weight. It is fitted with high-explosive blast fragmentation warhead with impact and laser proximity fuses. The missile is also equipped with seeker detector cooling and self contained cooling engine.

The missile can be deployed using lock before launch capability to engage targets in the forward hemisphere. It can be launched in ‘lock after launch’ mode to engage targets beyond the seeker acquisition range.
The missile gathers target positional data from aircraft sensors including radar or helmet mounted sight during close-in combat missions when target is located outside the off-boresight and visual limits of seeker. This capability ensures the aircraft’s crew to perform over-the-shoulder firing in ‘lock after launch’ mode.
Missile guidance and sensors
The ASRAAM weapon is guided by an advanced, accurate focal plane array Imaging Infra-Red (IIR) seeker developed by Raytheon. The passive homing guidance system provides the ability to significantly track, acquire and engage targets beyond visual range (BVR) under severe clutter and countermeasures environmental situations.
Imaging Infra-Red (IIR) seeker developed by RaytheonThe missile collects the target data using fibre optic gyro sensors and solid state accelerometers, stabilised in three axes. It can also gather target information from autonomous infrared search and track system.
Propulsion for the short range air-to-air missile
A low signature rocket motor is fitted to drive the ASRAAM short range missile. It provides superior acceleration and range throughout the flight. The motor also allows ASRAAM to quickly intercept any target and gives it a speed of about Mach 3.

4. GBU 39 SMALL DIAMETER BOMB

Since stealth aircraft have a restricted size of weapon bays. It needs a bomb that has smaller cross section. Without compromising lethality. The solution is Small Diameter Bomb.

The GBU-39 Small Diameter Bomb (SDB) is a 250 lb (110 kg) precision-guided glide bomb that is intended to provide aircraft with the ability to carry a higher number of more accurate bombs. Most US Air Force aircraft will be able to carry (using the BRU-61/A rack) a pack of four SDBs in place of a single 2,000 lb (907 kg) bomb. The Small Diameter Bomb II (SDB-II) / GBU-53/B, adds a tri-mode seeker (radar, infrared homing, and semiactive laser guidance) to the INS and GPS guidance of the original SDB. The original SDB is equipped with a GPS-aided inertial navigation system to attack fixed/stationary targets such as fuel depots, bunkers, etc. The second variant (Raytheon's GBU-53 SDB II) will include a thermal seeker and radar with automatic target recognition features for striking mobile targets such as tanks, vehicles, and mobile command posts.

The small size of the bomb allows a single strike aircraft to carry more of the munitions than is possible using currently available bomb units. The SDB carries approximately 38 lb (17 kg) of AFX-757 high explosive. It also has integrated "DiamondBack" type wings which deploy after release, increasing the glide time and therefore the maximum range. Its size and accuracy allow for an effective munition with less collateral damage. Warhead penetration is 3 feet (0.91 m) of steel reinforced concrete and the fuze has electronic safe and fire (ESAF) cockpit selectable functions, including air burst and delayed options.

5. GBU 32 JOINT DIRECT ATTACK MUNITION

The JDAM is an improvement over Laser Guided Bombs which are susceptible to failed targeting due to bad weather. It is a guidance kit that converts unguided bombs, or "dumb bombs", into all-weather "smart" munitions. JDAM-equipped bombs are guided by an integrated inertial guidance system coupled to a Global Positioning System (GPS) receiver, giving them a published range of up to 28 km. JDAM-equipped bombs range from 227 kg to 907 kg.

The term GBU Guided Bomb Unit is attached when JDAM kit is attached to a bomb. Their ate many GBUs , but the particular one used in F 22 is GBU 32. Its length is 303.5 cm. Weight is 460 kgs and wingspan of 49.8 cm.

JDAM is a guided air-to-surface weapon that uses either the 2,000-pound BLU-109/MK 84, the 1,000-pound BLU-110/MK 83 or the 500-pound BLU-111/MK 82 warhead as the payload. JDAM enables employment of accurate air-to-surface weapons against high priority fixed and relocatable targets from fighter and bomber aircraft. Guidance is facilitated through a tail control system and a GPS-aided INS. The navigation system is initialized by transfer alignment from the aircraft that provides position and velocity vectors from the aircraft systems.

Once released from the aircraft, the JDAM autonomously navigates to the designated target coordinates. Target coordinates can be loaded into the aircraft before takeoff, manually altered by the aircrew before weapon release, or automatically entered through target designation with onboard aircraft sensors. In its most accurate mode, the JDAM system will provide a weapon circular error probable of 5 meters or less during free flight when GPS data is available. If GPS data is denied, the JDAM will achieve a 30-meter CEP or less for free flight times up to 100 seconds with a GPS quality handoff from the aircraft. JDAM can be launched from very low to very high altitudes in a dive, toss or loft and in straight and level flight with an on-axis or off-axis delivery. JDAM enables multiple weapons to be directed against single or multiple targets on a single pass.

6 IRIS-T Missile

The IRIS-T (Infra Red Imaging System Tail/Thrust Vector-Controlled) is a German-led program to develop a short-range infrared homing air-to-air missile to replace the AIM-9 Sidewinder found in some NATO member countries. Any aircraft capable of firing the Sidewinder is also capable of launching the IRIS-T.

In comparison to the AIM-9L Sidewinder, the IRIS-T has higher ECM-resistance and flare suppression. Improvements in target discrimination not only allows for 5 to 8 times longer head-on firing range than the AIM-9L, it can also engage targets behind the launching aircraft, the latter made possible by the extreme close-in agility allowing turns of 60 g at a rate of 60°/s.
The Royal Norwegian Air Force (RNoAF) has tested a new air-to-surface capability developed by Diehl BGT Defence for the IRIS-T. A proof of concept test firing to acquire, track, and engage a target representing a small fast attack boat was conducted in Norway in September 2016, where the IRIS-T missile was launched from an RNoAF F-16AM multirole aircraft. For the air-to-surface role, the missile retains the same standard IRIS-T AAM hardware configuration, including the HE warhead and IIR guidance package, with only an updated software insertion required to deliver the additional ground attack capability. This basic air-to-ground capability provides the ability to acquire, track and engage individual ground targets like boats/ships, small buildings and vehicles.

7. Joint Strike Missile JSM

The JSM weapon system is being developed by Kongsberg based on the proven Naval Strike Missile (NSM). The NSM is currently under series production for the Royal Norwegian Navy (RNoN) and the Polish Navy. The Joint Strike Missile incorporates advanced composite materials and employs low-signature / stealth technology, thus offering a low radar signature. It offers superior flexibility in target engagement planning. The missile system is equipped with air intakes, wings and tail fins. It has a length of 4m and a weight of 400kg. The front section of the JSM incorporates an imaging target seeker to discriminate between land and non-targets. The middle section is equipped with fuel tank and a 125kg HE fragmentation warhead.

Propulsion for the Joint Strike Missile system is provided by a small jet engine fitted at the rear. The engine provides high manoeuvrability, enabling the missile to intercept a range of targets. The propulsion system ensures the missile to reach a maximum range of more than 150nmi.

8. AGM-158 JASSM

The JASSM is intended to arm the US Teen series fighters and F 35 -, the USN/USMC withdrew and opted for SLAM-ER on their F/A-18s. The JASSM was devised as a cheaper replacement for the cancelled Northrop AGM-137 Tri-Service Standoff Attack Missile (TSSAM). Uniquely, JASSM was designed from the outset for a lower than US$400k unit mass production cost, half or less the cost of a typical US$1M cruise missile or stand-off missile. Like the TSSAM, JASSM was designed for high performance stealth. An 500+ nautical mile range AGM-158B JASSM-Extended Range, powered by a turbofan, has been proposed as a replacement for the legacy AGM-86C/D Conventional Air Launched Cruise Missile (CALCM) carried by the B-52H. Other proposed evolutionary upgrades to the JASSM include submunition payloads and a specialised deep penetrating warhead, as well as a Synthetic Aperture Radar imaging all weather seeker. While the US Air Force intends to acquire 4,900 JASSMs, the missile has been bedevilled by political problems, mostly as a result of test failures.

9. SOM Air-to-Surface Cruise Missile, Turkey

Stand-Off Missile (SOM) is Turkey's first indigenous long-range, autonomous, high-precision air-to-surface cruise missile. It was designed and developed jointly by TUBITAK Defense Industries Research and Development Institute (TUBITAK SAGE) and Roketsan to defend ground- and sea-based targets.

The SOM cruise missile features a modular design, offers high-lethality and delivers enhanced operational flexibility. It has a low detectable capability and a longer range compared to surface-to-air missiles. It is compatible with the Nato UAI standard. The missile is capable of performing in-flight re-targeting as well as in-flight mission selection among pre-planned missions. Its rear section is fitted with control fins for providing lifting and improved manoeuvrability. Suspension lugs fitted to the missile provide mechanical interface between the missile and the launch aircraft. The weapon system also incorporates a power system, fuel tank, air inlet, wing deployment system, and a missile computer. The missile system weighs 600kg and is equipped with a 230kg blast fragmentation and dual stage tandem penetration warhead. It features selectable impact parameters.

SOM is equipped with an imaging infrared (IIR) seeker and an inertial measurement unit (IMU) for high-precision guidance. The IIR seeker incorporates a high-resolution imaging system and allows detection of predefined targets with long ranges, high-agility, and resistance to electronic countermeasures / clutter. The Stand-Off missile is powered by a turbojet engine and has a range of more than 180km. It is operable under all weather conditions, and also in hostile environments.

10. GAU-22/A gatling gun

The GAU-22/A is the latest application of the GAU-12/U, which is a four-barrel version designed for use on the F-35 Lightning II.The CTOL version of the aircraft will carry the gun internally, while the STOVL and CV versions use it as an external podded gun. The GAU-22/A's major difference is the use of four barrels, rather than the five barrels on the GAU-12/U. The GAU-22/A is lighter, has a reduced rate of fire of 3,300 rounds per minute and an improved accuracy of 1.4 milliradians as compared to the GAU-12. This system is undergoing intensive testing and qualification. The weapon is currently produced by General Dynamics Ordnance and Tactical Systems.

[ this gun is only for Air Force variant, The B & C variants of F 35 does not carry an internally mounted gun, but has a provision to carry a gun pod. Image of which is given below.

General Characteristics

Crew : 1
Length: 50.5 ft (15.67 m)
Wingspan: 35 ft (10.7 m)
Height: 14.2 ft (4.33 m)
Wingarea: 460 ft² (42.7 m²)
Emptyweight: 29,098 lb (13,199 kg)
Loadedweight: 49,540 lb (22,470 kg)
Max. takeoff weight: 70,000 lb (31,800 kg)
Powerplant: 1 × Pratt & Whitney F135 afterburning turbofan
Drythrust: 28,000 lbf (125 kN)
Thrust with afterburner: 43,000lbf (191 kN)
Internal fuel capacity: 18,498 lb (8,382 KGS)

Performance-
Maximumspeed: Mach1.6+ (1,200 mph, 1,930 km/h) (tested to Mach 1.61)
Range: >1,200 nmi (2,220 km) on internal fuel
Combat radius: 625 nmi[656] (1,158 km)
interdiction mission on internal fuel, 760 nmi (1,407 km) for internal air to air configuration
Wingloading: 107.7 lb/ft² (526 kg/m²; 745 kg/m² max loaded)
Thrust/weight: • With full fuel: 0.87 • With 50% fuel: 1.07
Maximumg-load: 9 g

Armament-
Guns: 1 × General Dynamics 25 mm (0.984 in)
GAU-22/A 4-barrel Gatling gun, internally mounted with 180 rounds.
Hardpoints: 6 × external pylons on wings with a capacity of 15,000 lb (6,800 kg) and two internal bays with two pylons with a capacity of 3,000 (1,360 kg) for a total weapons pay load of 18,000 lb (8,100 kg) and provisions to carry combinations of
Missiles:
Air-to-air missiles:
1 AIM-120 AMRAAM
2 AIM-9XSidewinder
3 IRIS-T
4 MBDA Meteor (pending further funding)

Air-to-surface missiles:
1 AGM-88AARGM
2 AGM-158JASSM
3 Brimstone missile / MBDA SPEAR 2
4 SPEAR3
5 Joint air to ground Missile (JAGM)
6 SOM ( only Turkish F 35 )

Anti-ship missiles:
1 Joint Strike Missile (JSM) Missile
2 Long Range Anti-Ship Missile (LRASM)

Bombs:

Mark 84 or Mark 83 or Mark 82 GP bombs
Mk.20 Rockeye II cluster bomb
Wind Corrected Munitions Dispenser (WCMD) capable Paveway series laser-guided bombs
Small Diameter Bomb (SDB)
Joint Direct Attack Munition (JDAM) series
AGM-154 JSOW
B61 mod 12 nuclear bomb

Avionics-

Northrop Grumman Electronic Systems AN/APG81 AESAradar
Lockheed Martin AAQ-40 E/O Targeting System (EOTS)
Northrop Grumman Electronic Systems AN/AAQ37 Distributed Aperture System (DAS) missile warning system
BAESystems AN/ASQ-239 (Barracuda) electronic warfare system
Northrop Grumman AN/ASQ-242 CNI system which includes

Harris Corporation Multifunction Advanced Data Link (MADL) communication system
Link 16 data link
SINCGARS
An IFF Interrogator and transponder
HAVEQUICK
AM,VHF,UHFAM,and UHFFM Radio
GUARD survival radio
Aradar altimeter
An Instrument landing system
A TACAN system
Instrument carrier landing system
AJPALS
TADIL-J JVMF/VMF

Thanx For Reading !

Read about more Aircrafts of same generation

F 22 Raptor

Sukhoi PAK-FA

Shenyang J 31

You may repost the article on your social media page or website but do mention the link to original article at the end.

Images and Info Sources

official websites of Lockheed Martin and Northrop Grumman
Thai Military and Asian Region.
Wikipedia
The Aviationist blog
missiletechnology.com

]]><![CDATA[Lockheed F22 Raptor The Definition of Stealth.]]>Thu, 16 Feb 2017 02:32:32 GMThttp://fullafterburner.weebly.com/aerospace/lockheed-f22-raptor-the-definition-of-stealth

- Introduction

The super-fighter for the 21st century F22 Raptor is worlds first fifth generation fighter aircraft. The first to employ stealth, supersonic cruise, agility and advanced integrated avionics into one single aircraft, it currently dominates the skies over battlefield and bring unequaled capability into the hands of US Air Force fighter pilots.

The high cost of the aircraft, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile and comparatively lower cost F-35 led to the end of F-22 production. A final procurement tally of 187 operational production aircraft was established in 2009 and the last F-22 was delivered to the USAF in 2012.

Lockheed Martin, Boeing and Pratt & Whitney have joined with the U.S. Air Force to develop and produce the revolutionary F-22. The world’s first stealth air-to-air fighter, the F-22 is mostly unseen and deadly at long range and unmatched at close-in dog fighting. As a true multi mission fighter, it has superb, precision-strike ground attack capability. A multimode electronically scanned radar, internal weapons carriage, vectored thrust and a sophisticated fully integrated sensor array are only some of the revolutionary advantages that Raptor brings to the air combat arena.

The F-22 has the ability to super cruise – flying at supersonic speeds without the use of afterburners. The Raptor achieves this by combining efficient aerodynamic design with two Pratt & Whitney F119-PW-100 engines, rated in the 35,000-lb thrust category.

When the cold war at it's peak. The USAF got worried out of the new Sukhoi Su 27 and Mikoyan MiG 25. The USAF sought a replacement to its F 15. A futuristic aircraft that would combat any Soviet design being derived from Su 27 and MiG 25. Just one single airframe that can first see ! first shoot ! and first kill !. Having their previous experiences with the stealth optimised U 2 spy plane and F 117 night hawk. The Americans planned stealth as the basic principle for the next generation fighter aircraft.

The USAF in 1981 developed a requirement for an Advanced Tactical Fighter (ATF) as a new air superiority fighter to replace the F-15 Eagle and F-16 Fighting Falcon. Code named “Senior Sky“, this program was influenced by the emerging worldwide threats, including development and proliferation of Soviet Su-27 “Flanker”- and MiG-29 “Fulcrum”-class fighter aircraft. It would take advantage of the new technologies in fighter design on the horizon, including composite materials, lightweight alloys, advanced flight control systems, more powerful propulsion systems, and stealth technology. The request for proposals (RFP) was issued in July 1986 and two contractor teams, Lockheed/Boeing/General Dynamics and Northrop/McDonnell Douglas, were selected on 31 October 1986 to undertake a 50-month demonstration phase, culminating in the flight test of two technology demonstrator prototypes, the YF-22 and the YF-23.

Each design team produced two prototype air vehicles, one for each of the two engine options. The Lockheed-led team employed thrust vectoring nozzles on YF-22 for enhanced maneuverability in dogfights.

After the flight test demonstration and validation of the prototypes, on 23 April 1991, Secretary of the USAF Donald Rice announced the YF-22 as the winner of the ATF competition. The YF-23 design was considered stealthier and faster while the YF-22 was more maneuverable.

-Design

The Raptor features clipped delta wings with a reverse sweep on the rear, four empennage surfaces, and a retractable tricycle landing gear. Flight control surfaces include leading and trailing-edge flaps, ailerons, rudders on the canted vertical stabilizers, and all-moving horizontal tails; these surfaces also serve as speed brakes.

The F-22's wings, which function as fuel tanks, have undergone a series of pressure tests to ensure they are leak proof. Boeing applied several advanced manufacturing processes to build the wings, which are made primarily of titanium and composites.The wings of the F-22 are the so-called large area clipped delta type, being efficient at high speed. The wings have large leading edge flaps, which make the aircraft capable of also being efficient at low speeds and to enable it to reach extreme Angles of Attack (AOT) of over 60 degrees.

The Era of Third Generation Fighter Aircraft was the era of dedicated role combat aircraft. Some aircrafts were designed solely for the purpose of Interception. While some of them solely for bombing. The era of Fourth Generation aircrafts was the era of Multirole capability , wherein one single aircraft can be assigned different combat roles. But tactically important non combatant roles like aremed reconaissance, Electronic Attack still needed different dedicated aircraft. The Fifth generation era is the era of Omnirole aircraft. One single aircraft could be capable of all sorts combat roles even anti-ship roles amd non combatant tactical roles also.

The welded booms of the aft fuselage are extremely weight-efficient and reduce the use of traditional fasteners by approximately 75 percent Most of the structural loads are absorbed by 5 titanium bulkheads in the middle section of the F-22 (shown black here). The largest one has a dimension of 16 ft by 6 feet, weighing 149 kg (329 lb).The fins are located at the back end of the plane and when viewed from the side, the large fin blocks the heat radiation of the aircrafts engine exhausts as well as any radar search scan.

The surfaces and edges are positioned on the F-22 in groups. The horizontal aileron edges are aligned parallel with the main wings, as well as the fins which are angled the same as the sloped body sides of the plane looked at from the front.The vertical fins contain besides the steering rudders, several antenna's and sensors, used by the avionics for target acquisition as well as communications .The air intakes are located to the sides of the narrower part of the fighter's nose. The inner tubes, where gas and liquid flow, curves inward then upward, to cover the front part of the engine. Looking at the F-22 from the front, the face of the engine is completely invisible dramatically decreasing the chance of radar detection.

How an aircraft is made stealth and how is it designed to be low observable on radar. To know read a detailed article. Click on the link below.

Secrets of Stealth

Computerized flight control system and full authority digital engine control (FADEC)make the aircraft highly departure resistant and controllable. The Raptor’s relaxed stability and powerful thrust-vectoring engines enable the aircraft to turn tightly and perform very high alpha (angle of attack) maneuvers such as the Herbstmaneuver(J-turn) and Pugachev’s Cobra. The aircraft is also capable of maintaining over 60° alpha while having some roll control.

Because of having superior radar system and superior accuracy than legacy Fourth Generation Fighters. The F 22 naturally requires less weapons to carry with itself. Thus the decreased weapon storage capacity in stealth mode against large weapon carrying capability of big fourth generation aircrafts is still not a negative factor.

-Production

Lockheed Martin in Marietta constructs the forward fuselage, the fins, flaps, ailerons and front-end flaps and for mating the three major fuselage components. In fortworth they build the Mid Fuselage. This is the largest and most complex of the F-22 assemblies. It is approximately 17 feet long, 15 feet wide, and six feet high and weighs about 8,500 pounds as shipped. Most of the wiring and tubing for the aircraft subsystems is integrated here. While Boeing builds the Aft fuselage, main wings, power supplies, auxiliary power units, auxiliary power generation systems, airframe-mounted accessory drives and the fire-protection system. Boeing oversees the aircraft's environmental control system and fuel, electrical, hydraulic and engine subsystems. A completed aft fuselage weighs 5,000 pounds and measures 19 feet long by 12 feet wide. The aft fuselage is 67 percent titanium, 22 percent aluminum and 11 percent composite by weight.

The F-22 program also heralds the first application of titanium castings in the aircraft primary structure. Using an advanced process that involves subjecting castings to intense heat and pressure in an autoclave, the F-22 team was able to cast multiple complex shapes as a single high-strength titanium structure. The process avoids weight by eliminating mechanical joints and reduces material costs and machining time. Laser-guided precision drilling eliminates expensive tooling, ensures quality and eliminates the costly rework associated with manual drilling.

The wings are the first to contain spars produced by resin-transfer molding (RTM), an advanced process for manufacturing complex composite parts that reduces cost and improves quality and consistency. Also, the spars use a corrugated "sine-wave" design that makes them stronger and lighter than the traditional "I-beam" design. The wings, along with the first F-22 rear fuselage, herald industry's first use of an automated, laser-guided drilling machine. Developed by Boeing, the system uses lasers with a targeting feature and automated data feedback software to guide the drill exactly to the correct location before drilling. It does so by measuring the relative position of the drill to the structure and automatically making positional adjustments. Holes are drilled to within .007-inch tolerance of engineering specifications and their location, size and depth are controlled by engineering data fed into a computer. Operated by machinists, the system drills about 7,000 holes in each wing. The holes are used for wing-skin, fairing and door attachments.

-Avionics

The F-22's avionics and software system were the most advanced ever integrated into an aircraft when it was inducted. It is the first aircraft to use integrated avionics, where the radar, weapons management system and electronic warfare system work as one, giving the pilot unprecedented situation awareness.

Most fighters currently in use do have similar sensing capabilities and subsystems as used for the F-22, although these fighters avionics have a so-called federated systems architecture. This means that each avionics function has its own processor and essentially works independently. This makes the pilot the integrator of data and the manager of all the supporting subsystems, distracting him/her from more relevant tasks during air-combat. The F-22 avionics concept however, integrates all of the various systems like radar, communications, navigation, identification, electronic warfare, stores management, sensor control and the displays that are the primary means of communication with the pilot.

The package of avionics include BAE Systems EI&S AN/ALR94 radar warning receiver (RWR), Lockheed Martin AN/AAR-56 infrared and ultraviolet Missile Launch Detector (MLD) and Northrop Grumman AN/APG-77 active electronically scanned array (AESA) radar. The MLD features six sensors to provide full spherical infrared coverage. The capabilities if these avionics are explained here. These unique avionics are one of a kind and provide an edge to F 22 over it's adversaries who dies not possess such capabilities.

1 Northrop Grumman AN / APG -77 AESA Radar.

The radar featuresalow-observable, active aperture, electronically scanned array that can track multiple targets under any weather conditions. Radar emissions can also be focused to overload enemy sensors as an electronic-attack capability. The radar changes frequencies more than1,000 times per second to lower interception probability and has an estimated range of 210 km. though planned upgrades will allow a range of 400 km or more in narrow beams.

This radar system can sometimes identify targets “many times quicker than the AWACS”. The IEEE 1394B bus developed for the F-22 was derived from the commercial IEEE 1394 “FireWire” bus system. In 2007, the F22’s radar was tested as a wireless data transceiver, transmitting data at 548 megabits per second and receiving at gigabit speed, far faster than the Link 16 system.

to know more about this awesome radar, its different modes click on the button below.

AN/APG 77 RADAR MODES

2 Computer Integrated Processor CIP

Radar information is processed by two Raytheon Common Integrated Processor (CIP)s, each capable of processing up to 10.5 billion instructions per second. In a process known as sensor fusion, data from the radar, other sensors, and external systems is filtered and combined by the CIP into a common view, reducing pilot workload.

The Hughes-built Common Integrated Processor (CIP) is the 'brain' of the avionics system. The CIP, which is quite literally the size of a oversized bread box, supports all signal and data processing for all sensors and mission avionics. There are two CIPs in each F-22, with 66 module slots per CIP. They have identical backplanes, and all of the F-22's processing requirements can be handled by only seven different types of processors. Currently, 19 of 66 slots in CIP 1 and 22 of 66 slots in CIP 2 are not in use and can be used for future growth.

Each module is limited by design to only 75 percent of its capability, so the F-22 has thirty percent growth capability with no change to the existing equipment. There is space, power, and cooling provisions in the aircraft now for a third CIP, so the requirement for a 200 percent avionics growth capability in the F-22 can be met easily.

CIP also contains mission software that uses tailorable mission planning data for sensor emitter management and multisensor fusion; mission-specific information delivered to system through Fairchild data transfer equipment that also contains mass storage for default data and air vehicle operational flight programme; General purpose processing capacity of CIP is rated at more than 700 million instructions per second (Mips) with growth to 2,000 Mips; signal processing capacity greater than 20 billion operations per second (Bops) with expansion capability to 50 Bops.CIP contains more than 300 Mbytes of memory with growth potential to 650 Mbytes.

3 BAE Systems EI&S AN/ALR 94 radar warning receiver (RWR)

The RWR is a passive radar detector with more than 30 antennas blended into the wings and fuselage for all-round coverage. The most technically complex piece of equipment on the aircraft. The range of the RWR (250+ nmi) exceeds the radar’s, and can cue radar emissions to be confined to a narrow beam (down to 2° by 2° in azimuth and elevation) to increase stealth. Depending on the detected threat, the defensive systems can prompt the pilot to release countermeasures such as flares or chaff. The ALR-94 can be used as a passive detection system capable of searching targets and providing enough information for a radar lock on. The RWR also pics up signals of enemy navigation systems being interfaced. Enemy's ground interface links and even enemy's data links.

4 Lockheed Martin AN/AAR-56 infrared and ultraviolet Missile Launch Detector (MLD)

Lockheed Martin’s AN/AAR-56 Missile Launch Detector (MLD) is a mature, affordable, defensive system capable of providing long-range detection and declaration of both airborne and surface-launched threats. An MLD shipset for each aircraft is comprised of six sensors, three common interface processing cards, and six low observable window frame assemblies. Currently in production for the U.S. Air Force, the MLD is suited to high speed, fixed-wing aircraft. PD079-163 Top view of digital signal processor MLD integrated onto F-22 Window frame assembly PD079-164 PD079-165 An established and tested algorithm provides maximum performance that matches the aircraft platform mission with threat environment. Lockheed Martin continues to advance the modular design of MLD with the development of both high resolution and multi-spectral sensors and an expanded algorithm that incorporates situational awareness and defensive Infrared Search and Track (IRST).

Features

• IR staring focal plane sensors for long range threat detection and declaration

• Low observable windows for improved survivability

• State-of-the-art image processing

• Real-time threat warning

• Mature missile detection algorithms

• On-camera rate sensors for improved threat tracking

• Two-level maintenance for reduced life cycle cost

• Modular design for technology refresh

5. Communication Navigation Identification.

The F-22's Communications/Navigation/Identification (CNI) 'system' is really a collection of communication, navigation, and identification functions, once again employing the CIP for signal and data processing resources. Each CNI function has its associated aperture installed throughout the aircraft.

Boeing 757-200 F-22 Avionics testbed, N757A. The aircraft was used as a testbed for CNI and various other avionics.

6. Inter / Intra-Flight Data Link (IFDL)

Included in the CNI system is an Inter/Intra-Flight Data Link (IFDL) that allows all F-22s in a flight to share target and system data automatically and without radio calls. One of the original objectives for the F-22 was to increase the percentage of fighter pilots who make 'kills'. With the IFDL, each pilot is free to operate more autonomously because, for example, the leader can tell at a glance what his wing man's fuel state is, his weapons remaining, and even the enemy aircraft he has targeted. This link also allows additional F-22 flights to be added to the net for multi-flight coordinated attack.

7. Litton LN-100F ring laser gyroscopes

Two Litton LN-100F ring laser gyroscopes in the forward fuselage provide the aircraft a self-contained method of knowing where it is. These inertial measurement units, placed nose to nose behind the radar on the aircraft's centerline, are operated off separate data buses to provide independent measurement data. In normal flight, IRS data is fused with Global Positioning System (GPS) data to provide an extremely reliable navigational capability.
The IMUs are the only completely reliable source of data for the aircraft at attitudes above 30 degrees angle of attack (AOA). One of the IRS units feeds data directly into the CIP for gun control steering.

image just for representation.

- CockPit

The new F-22 cockpit redefines the standard of the way fighter aircraft cockpits are supposed to look. It will be designed to let the pilot act as a tactician, as opposed to a simple sensor operator. Pilots of the F-22 will do what humans execute flawlessly, think. The pilot will totally utilize the computer power of the F-22. A few distinct improvements worth mentioning are:

The first baseline (NVG) Night Vision Goggle compatible cockpit
Traditional analog/ standby dials and gauges, are absent. The F-22 will have the first all modern glass cockpit in a tactical fighter.
Canopy is the made of the largest piece of polycarbonate material in the world. # 1 quality and compatibility with Helmet Mounted systems which enable the pilot to keep his head focused on the target at all times.
Inherent design for growth and development of HMS's.

The F-22 features a side-stick controller (like an F-16) in addition to two throttles that are the aircraft's primary flight controls. Located on the right console, the GEC-built stick also serves as a swing-out, adjustable arm rest. The stick is force sensitive and has a throw of only about one-quarter of an inch. The throttles are located on the left console.

An on-board oxygen generation system (OBOGS) that supplies breathable air to the pilot. An integrated breathing regulator/anti-g valve (BRAG) that controls flow and pressure to the mask and pressure garments. A chemical/biological/cold-water immersion (CB/CWI) protection ensemble. An upper body counter pressure garment and a lower body anti-G garment acts a partial pressure suit at high altitudes. An air-cooling garment, which is also going to be used by pilots on the Army's RAH-66 Comanche helicopter provides thermal relief for the pilot. Helmet and helmet-mounted systems including C/B goggles and C/B hood; and the MBU-22/P breathing mask and hose system. The Boeing-led life support development and its suppliers designed the life support system with the F-22's advanced performance capabilities in mind.

The separate components of the life-support system must simultaneously meet pilot protection requirements established by the Air Force in the areas of higher altitude flight, acceleration, heat distress, cold water immersion, chemical and biological environments, fire, noise, and high-speed/high-altitude ejection. Escape-system tests have demonstrated that the life-support system will protect pilots when exposed to wind speeds of up to 600 knots. Current life-support systems are designed to provide protection only up to 450 knots. The head mounted portions of the life-support system are approximately 30 percent lighter than existing systems, which improves mobility and endurance time for pilots. With its advanced design, the HGU-86/P helmet that will be used by F-22 pilots during EMD reduces the stresses on a pilot's neck by 20 percent during high-speed ejection compared to the current HGU-55/P helmets.

The F-22's canopy is approximately 140 inches long, 45 inches wide, 27 inches tall, and weighs approximately 360 pounds. It is a rotate/translate design, which means that it comes down, slides forward, and locks in place with pins. It is a much more complex piece of equipment than it would appear to be. The F-22 canopy's transparency (made by Sierracin) features the largest piece of monolithic polycarbonate material being formed today. It has no canopy bow and offers the pilot superior optics (Zone 1 quality) throughout (not just in the area near the HUD) and it offers the requisite stealth features. The canopy is resistant to chemical/biological and environmental agents, and has been successfully tested to withstand the impact of a four-pound bird at 350 knots. It also protects the pilot from lightning strikes. The 3/4" polycarbonate transparency is actually made of two 3/8" thick sheets that are heated and fusion bonded (the sheets actually meld to become a single-piece article) and then drape forged.

- Stealth

The F 22 is the first air superiority aircraft which is designed on the concept of stealth. Grammatically stealth means hiding in surrounding in a way that your enemy won't be able to see you clearly. At longer ranges A Fighter aircraft sees another Fighter aircraft by means of a Radar. The USAF therefore emphasised to build an aircraft that absorbs the waves of enemy's radar and deflects the remaining waves in a direction other than back to radar. The USAF's previous experiences with U 2 spy plane , F 117 night hawk having displayed reliability during spy missions and precision strikes missions. The USAF operates B 2 Spirit which is extremely stealthy and has been uninterceptable till now.

The Joint of Vertical Stabiliser and Horizontal stabiliser with aft body of F 22 has been thoughroughly optimised to reduce radar reflection.

The F-22 was designed to be highly difficult to detect and track by radar. Measures to reduce radar cross-section include airframe shaping such as alignment of edges, fixed geometry serpentine inlets that prevent line-of-sight of the engine faces from any exterior view, use of radar absorbent material (RAM), and attention to detail such as hinges and pilot helmets that could provide a radar return. The F-22 was also designed to have decreased radio emissions, infrared signature and acoustic signature as well as reduced visibility to the naked eye. The aircraft’s flat thrust vectoring nozzle reduces infrared emissions to mitigate the threat of infrared homing (“heat seeking”) surface-to-air or air-to-air missiles. Additional measures to reducetheinfrared signature include special paint and active cooling of leading edges to manage the heat buildup from supersonic flight.

The F 22 Raptor's frontal aspect radar cross section is assumed to be 0.0001 m² and the overall aspect radar cross section is assumed to be 0.00016 m². This makess F 22 look of the size of a honey bee. Actually even honey bees have greater radar cross section than F 22 raptor. The current fourth generation Su 27 derivatives of Russia and China and their onboard PESA radars are surely incapable of seeing a honey bee mid air. In a battle they would be completely surprised by seeing a missile launch warning and missile approach warinig very near to them.

Various access panels , doors of internal weapon bays, doors of landimg gear compartments have been shaped with sawtooth edges to reduce radar reflection.

Compared to previous stealth designs like the F-117, the F-22 is less reliant on RAM, which are maintenance intensive and susceptible to adverse weather conditions. Unlike the B-2, which requires climate-controlled hangars, the F-22 can undergo repairs on the flight line or in a normal hangar. The F-22 features a Signature Assessment System which delivers warnings when the radar signature is degraded and necessitates repair. The F-22’s exact radar cross-section (RCS) is classified; however, in 2009 Lockheed Martin released information indicating it has an RCS (from certain angles) of −40 dBsm –equivalent to the radar reflection of a “steel marble”. Effectively maintaining the stealth features can decrease the F-22’s mission capable rate to 62–70%.

-Engine

For a fifth generation fighter it was necessary to have superiority kinematic performance and superior thrust of engine. The F 22 can achieve speeds of Mach 1.8 without firing it's afterburners and can achieve even more than Mach 2 with afterburners. This is because of the super duper engine of F 22.

Each F-22 is powered by two of these 35,000-pound-thrust-class engines. By comparison, the engines powering the Air Force’s current F-15 and F-16 fighters have thrust ratings ranging from 23,000 to 29,000 pounds. The F119 can push the F-22 to supersonic speeds above Mach 1.4 even without the use of afterburner, which gives the fighter a greater operating range and allows for stealthier flight operation. The product of more than 40 years' research into high-speed propulsion systems, the F119 is proof that high-technology doesn't have to be complicated. The F119 engine develops more than twice the thrust of current engines under supersonic conditions, and more thrust without afterburner than conventional engines with afterburner.

Features

Integrally bladed rotors: In most stages, disks and blades are made from a single piece of metal for better performance and less air leakage.

Long chord, shroud less fan blades: Wider, stronger fan blades eliminate the need for the shroud, a ring of metal around most jet engine fans. Both the wider blades and shroud less design contribute to engine efficiency.

Low-aspect, high-stage-load compressor blades: Once again, wider blades offer greater strength and efficiency.

Alloy C high-strength burn-resistant titanium compressor stators: Pratt & Whitney's innovative titanium alloy increases stator durability, allowing the engine to run hotter and faster for greater thrust and efficiency.

Alloy C in augmentor and nozzle: The same heat-resistant titanium alloy protects aft components, permitting greater thrust and durability.

Floatwall combustor: Thermally isolated panels of oxidation-resistant high cobalt material make the combustion chamber more durable, which helps reduce scheduled maintenance.

Fourth-generation full-authority digital electronic engine control (FADEC): Dual-redundant digital engine controls - two units per engine, two computers per unit - ensure unmatched reliability in engine control systems. The same experience that introduced full-authority digital control to fighter engines works with the aircraft system to make engine and aircraft function as a single flight unit.

No visible smoke: Reduces the possibility of an enemy visually detecting the F-22.

Improved Supportability: All components, harnesses, and plumbing are located on the bottom of the engine for easy access, all line replaceable units (LRUs) are located one deep (units are not located on top of one another), and each LRU can be removed with just one of the six standard tools required for engine maintenance.

to know more about propulsion systems in detail click on the link below.

Description of Propulsion

F-22 Engine Nozzle

The F119 engine nozzle for the F-22 is the world's first full production vectoring nozzle, fully integrated into the aircraft/engine combination as original equipment.

The two-dimensional nozzle vectors thrust 20 degrees up and down for improved aircraft agility. This vectoring increases the roll rate of the aircraft by 50 percent and has features that contribute to the aircraft stealth requirements.

Heat-resistant components give the nozzles the durability needed to vector thrust, even in afterburner conditions.
With precision digital controls, the nozzles work like another aircraft flight control surface. Thrust vectoring is an integrated part of the F-22's flight control system, which allows for seamless integration of all components working in response to pilot commands.
The nozzle is manufactured at Pratt & Whitney's West Palm Beach facility, home to the company's military engine design and prototype construction.

- Upgrades

The upgrade programs of F 22 called as increments are executed in a planned and periodic manner. Although by 2012, the update schedule had slipped seven years due to instability in requirements and funding. In 2012 the F-22 was upgraded with a backup oxygen system, software upgrades and oxygen sensors to address the frequent oxygen deprivation issues and normalize operations. In 2013, the faulty flight vest valves were replaced and altitude restrictions lifted; distance restrictions will be lifted once a backup oxygen system is installed.

Other upgrades being developed include infra-red search and track functionality for the AN/AAR-56 Missile Launch Detector (MLD) and integration of a helmet-mounted cuing system (HMCS) to enable off-boresight missile launches by 2020. The upgrades / increments are as follows.

Increment 2

The first F-22 upgrade program, was implemented in 2005 and enabled the aircraft to employ Joint Direct Attack Munitions (JDAM).

Increment 3.1

It provided improved ground-attack capability through synthetic aperture radar mapping and radio emitter direction finding, electronic attack and the GBU-39 Small Diameter Bomb (SDB); testing began in 2009 and the first upgraded aircraft was delivered in 2012.

Increment 3.2

It is a two-part upgrade process

Increament 3.2A focuses on electronic warfare, communications and identification, while 3.2B will allow the F-22 to fully exploit the AIM-9X and AIM-120D missiles.

Increment 3.2B

This upgrade planned for 2018 will include a new stores management system to show the correct symbols for the AIM-9X Sidewinder and AIM-120D AMRAAM and improved control of them.

Increment 3.3

They may include the adoption of an open avionics platform and air traffic control updates.

Upgrades in 2015 will allowed the F-22 to employ the AIM-9X and have full Link 16 reception and transmission capability, and an upgrade scheduled in 2018 will integrate the AIM-120D into the weapons suite. The F-22 fleet is planned to have 36 Block 20 training and 149 Block 30/35 combat aircraft by 2016.

The upgrades may also include a stealth optimised external wing station carried ordnance pod

- Challenges from the New Russian and Chinese Designs

The Advanced Tactical Fighter program proposers I think may not have thought that the USAF would still be using their fourth generation F 15 and F 16 even in the second decade of 21st century. Where America's prime enemies Russian Federation and People's Republic of China has grown tougher and challenging the superiority which the ATF would acchive. The Russian designed Sukhoi PAK-FA whose production version would be named Sukhoi Su 50 and mass deployed by 2020 would posses a greater challenge. Although not as stealth as F 22 but by having substantial stealth to look almost the size of a tennis ball forcing the F 22 to come closer in a WVR fight. The design trend of Sukhoi Design Bureau of making Fighters of high kinematic performance and tapping F 22's inability to properly employ 2D thrust vectoring while stall has made the Sukhoi PAK-FA a formidable design level challenge in combat.

Read what a Eurofighter Pilot wants to say after having a combat exercise with F 22 Raptor. Click on the button below.

HERE.

Out of the produced F 22 36 are for Training and 149 are for combat deployment. With service availability rate of nearly 60 to 63%, 93 of them could flown to missions at any time anywhere in the world at short notice. On the other hand RuAF would never be having more than 3 squadrons of Sukhoi Su 50 because of the crippled Russian economic condition. The service availability rate is also expected to be around 65%. Hence at any given time only 39 Su 50s would be available for combat deployment. This much number isn't enough either to deter F 22 or prevent it's fleet's from performing any mission even close to Russian borders. Despite having superior capability Sukhoi PAK-FA won't be strategically challenging for F 22 Raptor unless deployed in heavy numbers.

to see awesome Sukhoi Pak-Fa in detail , click

Sukhoi PAK-FA

The PLAAF poses a different challenge for USAF and F 22 raptor at strategic levels. The Chengdu J 20 made operational in 2016/2017 was managed according to China's Anti Access/ Area Denial strategy. The J 20 would be a mass produced fighter along with Shenyang J 31 whose additive manufacturing technique significantly reduces maintenance and manufacturing time. There aren't any numbers available for statistical guessing but with no doubt a large number of J 20s and J 31s would be deployed in South China Sea. After analysing the research papers published in Chinese scientific journals the Stealth capabilities of J 20 and J 31 was assumed to be stealthy enough to force F 22 into a WVR fight.

To see Chinese Shenyang J 31 in detail click

Shenyang J 31

Being capable of deployment in large numbers any fight between a fleet of F 22 and a fleet of J 20. It could be analysed from similar from findings of a similar study made by Rand corporation. That F 22 would run out of missiles. More J 20s would be available for combat than the number of missiles being carried by F 22. It would at the end be just a simple thing for J 20 to penetrate deep into US air defences and do a non retrievable considerable damage. The Chinese know that they don't need an aircraft to match the capabilities of F 22. They just need numbers to deny access to the South China sea. While pitching aircraft like Shenyang J 31 for exports to cut customers of F 35.

F 35 lightning ll

( click here to see details of F 35 )

- Variants

Their are four known possible variants of this aircraft.

1. YF 22

A technology demonstrator meant for ATF competition. 2 were bulid.

2. F 22 Raptor

The main production version.

3. F 22B

It was planned two seat variant , but was cancelled in 1996 to save development costs.

4. FB 22

A fighter bomber variant based on F 22. It is also called strike raptor. The FB-22 was a proposed medium-range bomber for the USAF. The FB-22 was projected to carry up to 30 Small Diameter Bombs to about twice the range of the F-22A, while maintaining the F-22’s stealth and supersonic speed. However, the FB-22 in its planned form appears to have been canceled with the 2006 Quadrennial Defense Review and subsequent developments, in lieu of a larger subsonic bomber with a much greater range possibly the B 21

5. X 44 Manta

A tailess design based on F 22 for study purpose. The X-44 MANTA, or multi-axis, no-tail aircraft, was a planned experimental aircraft based on the F-22 with enhanced thrust vectoring controls and no aerodynamic surface backup. The aircraft was to be solely controlled by thrust vectoring, without featuring any rudders, ailerons, or elevators. Funding for this program was halted in 2000.

6. Naval Variant of F 22

A carrier-borne variant of the F-22 with variable-sweep wings for the U.S. Navy's Navy Advanced Tactical Fighter (NATF) program to replace the F-14 Tomcat. Program was canceled in 1993. Actually design work was even started and it was a variable wing version of Raptor which was to be designated as F 24.

- Armament

1. M61A2 Vulcan 20 mm cannon

The M61 Vulcan is a hydraulically or pneumatically driven, six-barrel, air-cooled, electrically fired Gatling-style rotary cannon which fires 20 mm rounds at an extremely high rate (typically 6,000 rounds per minute). The M61 and its derivatives have been the principal cannon armament of United States military fixed-wing aircraft for fifty years.

The door opening of the gun

Each of the cannon's six barrels fires once in turn during each revolution of the barrel cluster. The multiple barrels provide both a very high rate of fire—around 100 rounds per second—and contribute to prolonged weapon life by minimizing barrel erosion and heat generation. Mean time between jams or failures is in excess of 10,000 rounds, making it an extremely reliable weapon. The success of the Vulcan Project and its subsequent progeny, the very-high-speed Gatling gun, has led to guns of the same configuration being referred to as "Vulcan cannon", which can sometimes confuse nomenclature on the subject.

2. AIM 9x

The AIM-9 Sidewinder is a short-range air-to-air missile developed by the United States Navy in the 1950s. Entering service in 1956, variants and upgrades remain in active service with many air forces after six decades. The United States Air Force purchased the Sidewinder after the missile was developed by the United States Navy at China Lake, California. It is one of the most widely used missiles in the world: The AIM-9 is equipping most western-aligned air forces, as well as indirectly many nations which received the Soviet K-13 missile, a reverse-engineered copy of the AIM-9.

AIM 9X Missile in the side weapon bays

The guidance and control unit (GCU) contains most of the electronics and mechanics that enable the missile to function. At the very front is the IR seeker head utilizing the rotating reticle, mirror, and five CdS cells or "pan and scan" staring array (AIM-9X), electric motor, and armature, all protruding into a glass dome. Directly behind this are the electronics that gather data, interpret signals, and generate the control signals that steer the missile. An umbilical on the side of the GCU attaches to the launcher, which detaches from the missile at launch. To cool the seeker head, a 5,000 psi (35 MPa) argon bottle (TMU-72/B or A/B) is carried internally in Air Force AIM-9L/M variants, while the Navy uses a rail-mounted nitrogen bottle.

The AIM-9X model contains a Stirling cryo-engine to cool the seeker elements. Two electric servos power the canards to steer the missile (except AIM-9X). At the back of the GCU is a gas grain generator or thermal battery (AIM-9X) to provide electrical power. The AIM-9X features high off-boresight capability; together with JHMCS (Joint Helmet-Mounted Cueing System), this missile is capable of locking on to a target that is in its field of regard said to be up to 90 degrees off boresight. The AIM-9X has several unique design features including built-in test to aid in maintenance and reliability, an electronic safe and arm device, an additional digital umbilical similar to the AMRAAM and jet vane control.

3. AIM 120 AMARAAM

The AIM-120 Advanced Medium-Range Air-to-Air Missile, or AMRAAM (pronounced "am-ram"), is a modern beyond-visual-range air-to-air missile (BVRAAM) capable of all-weather day-and-night operations. Designed with 7-inch diameter instead of 8-inch diameter form-and-fit factors, and employing active transmit-receive radar guidance instead of semi-active receive-only radar guidance, it is a fire-and-forget upgrade to the previous generation Sparrow missiles. When an AMRAAM missile is being launched, NATO pilots use the brevity code Fox Three.

Once the missile closes in on the target, its active radar guides it to intercept. This feature, known as "fire-and-forget", frees the aircrew from the need to further provide guidance, enabling the aircrew to aim and fire several missiles simultaneously at multiple targets and perform evasive maneuvers while the missiles guide themselves to the targets. The missile also features the ability to "Home on Jamming," giving it the ability to switch over from active radar homing to passive homing – homing on jamming signals from the target aircraft. Software on board the missile allows it to detect if it is being jammed, and guide on its target using the proper guidance system.

- General Characteristics

Crew: 1

Length: 62 ft 1 in (18.92 m)

Wingspan: 44 ft 6 in (13.56 m)

Height: 16 ft 8 in (5.08 m)

Wing area: 840 ft² (78.04 m²)

Airfoil: NACA 64A?05.92 root, NACA 64A?04.29 tip

Emptyweight: 43,340 lb (19,700 kg)

Loaded weight: 64,840 lb (29,410 kg)

Max. takeoff weight: 83,500 lb (38,000 kg)

Powerplant: 2 × Pratt & Whitney F119-PW-100 pitch thrust vectoring turbofans

Drythrust: 26,000 lb (116 kN) each

Thrust with afterburner: 35,000+ lb (156+ kN) each

Fuel capacity: 18,000 lb (8,200 kg) internally, or 26,000 lb (12,000 kg) with two external fuel tanks Performance

At altitude: Mach 2.25 (1,500 mph, 2,410 km/h) [estimated]

Supercruise: Mach 1.82 (1,220 mph, 1,960 km/h)

Range: >1,600 nmi (1,840 mi, 2,960 km) with 2 external fuel tanks.

Combat radius: 460 nmi (with 100 nmi in supercruise clean)

Hope you have recieved something , which is not usually available. Feel free to ask any query if you have. Have a look around the website.

Images and Info Sources

Largely taken from F22fighter.com F16.net, Lockheed Martin, Thai Military and Asian Region Blog, Wikipedia, The Aviationist , The Busissiness Insider

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]]><![CDATA[Sukhoi Su-57 - The Anti-Stealth Game Changer.]]>Mon, 06 Feb 2017 18:03:33 GMThttp://fullafterburner.weebly.com/aerospace/sukhoi-pak-fa-the-anti-stealth-gamechanger

- Introduction

Sukhoi PAK-FA abbreviated in Russian language as Prospective Airborne Complex of Front line Aviation is a program to develop fifth generation fighter aircraft. The prototype aircraft designated as T 50 which had its first flight on 29 Jan 2010. It is expected to enter service with designation Sukhoi Su 50 in Russian Airforce. The aircraft is being co-developed in collaboration with Hindustan Aeronautics Limited HAL with 50% sharing of fundings. The HAL would develop an Indian specific variant named Fifth Generation Fighter Aircraft (FGFA) whose final contract is expected to be signed at the mid of 2017 after which aircraft will be developed within 7 years. The FGFA will be tailored for requirements of Indian Air Force according to Indian Military doctrine. While the aircraft is expected to be exported in large numbers in Asia Pacific. It was reported at Paris Air Show 2017 that the name FGFA is now completely replaced and the aircraft now be called Prospective Multirole Fighter PMF. The Sukhoi Aviation Corporation claims it to be better than any other fifth generation aircraft currently available for export. It will be the first aircraft in both Russian and Indian service to use stealth technology by which they could evade detection by enemy radar to some extent. It will replace Su 27 and MiG 29 in Russian Service and MiG 21 in Indian service.

The Conventional menatality of the Americans of considering every non American things inferior to them has drawn a lot of downplaying and criticism of T 50 program even at it's development stage. The Sukhoi PAK-FA shifts focus from the basic ideology of western military planners that a fifth generation aircraft needs to be stealth and situationally aware.

The Russians have a different thought. They have made a counter-stealth machine which itself is just enough stealth to force adversary stealth aircrafts come closer to detect it and get detected by it's own detection systems. All this by maintaining similar level of unprecedented situational awAreness. AS FUTURE BVR BATTLES ARE CONCERNED, THE PERFORMANCE OF BVRAAM depENDS UPON THE SPEED AND ALTITUDE OF LAUNCH PLATFORM, THUS IMOARTING GREATER RANGE TO A BVRAAM. FOR THIS THE SUKHOI SU-57 HAS HIGH SUPERCRUISING SPEEDS AND GREATER SERVICE CEILINGs over it's entire flight envelope, better than those 5th generation fighters it is supposed to compete with. For battle at close ranges Superior kinematic performance and wide availability of weapons along with robust self protection ECM and DIRCM devices are needed, which is where Sukhoi Su-57 claims to be superior. Along with eliminating the need of a Jamming support aircraft and to some extent an awacs and reconnaisance aircraft, Sukhoi Su-57 isn't just multirole , but omnirole.

- Program History

( picture credits Hesja Air Art )

In the late 1980s, the Soviet Union outlined a need for a next-generation aircraft intended to enter service in the 1990s. The project was designated the I-90 (Russian: Истребитель, Istrebitel, “Fighter”) and required the fighter to have substantial ground attack capabilities and would eventually replace the MiG-29s and Su-27s in frontline tactical aviation service. The subsequent program designed to meet these requirements, the MFI (Russian: МФИ, Russian: Многофункциональный фронтовой истребитель, Mnogofunksionalni Frontovoy Istrebitel, “Multifunctional Frontline Fighter”), resulted in Mikoyan’s selection to develop the MiG 1.44. But due to the collapse of Soviet Union in the 1991. The funding for the project dried up and the MiG 1.44 program was closed. Although not selected for the MFI program the Sukhoi developed a forward swept/ aft swept wing aircraft named Sukhoi Su 47 but it met the same fate as MiG 1.44.

Following a competition between Sukhoi, Mikoyan, and Yakovlev, in 2002, Sukhoi was selected as the winner of the PAK FA competition and selected to lead the design of the new aircraft. Sukhoi’s new aircraft project code name is Τ-50, while according to the Russian Air Force, the aircraft will be called Ι-21 and the “construction” code will be “Izdelie 701”.

Mikoyan's Submission for PAK FA

Yakolev's Submision of PAK-FA

Procurement

In 2007, Russia and India agreed to jointly develop the Fifth Generation Fighter Aircraft Programme (FGFA) for India. In September 2010, it was reported that India and Russia had agreed on a preliminary design contract where each country invests $6 billion; development of the FGFA fighter was expected to take 8–10 years. The agreement on the preliminary design was to be signed in December 2010 but was then expected to be signed in mid 2017 and after that aircraft would be developed within 7 years. Even during the yearly press breifings of 2017 year, the Indian Air Force chief kept his words reserved for the 5th generation fighter.

Planned deliveries and development

The Russian Air Force is expected to procure more than 150 PAK FA aircraft, the first of which is slated to be delivered in 2016. India plans on acquiring modified PAK FA as a part of its Fifth Generation Fighter Aircraft (FGFA) program. It originally planned on buying 166 single-seat and 44 two-seat variants, but this has been reduced to 130-145 single-seat aircraft and the requirement for 45-50 twin-seat fighters has been dropped by 2014. The Russian Defence Ministry planned on purchasing the first 10 evaluation example aircraft after 2012 and then 60 production standard aircraft after 2016.

In December 2014, the Russian Air Force planned to receive 55 fighters by 2020. But Yuri Borisov, Russia’s deputy minister of defence for armaments stated in March 2015 that the Air Force will slow PAK FA production and reduce its initial order to 12 jets due to the nation’s deteriorating economy. Due to the aircraft’s complexity and rising costs, the Russian Air Force will retain large fleets of fourth-generation Sukhoi Su-27 and Su-35S. Moreover it is unwise to have a large fleet of 5th generation fighters that are equipped with 4th generation engines. The new engines once running into production will propell the purchase of Sukhoi Su-57 and just like Su-27 the Su-57 will also have advanced variants in future.

A 3D model rendered as HAL FGFA , taken from aermech.in

Flight testing

The T-50’s maiden flight was repeatedly postponed from early 2007 after encountering unspecified technical problems. In August 2009, Alexander Zelin acknowledged that problems with the engine and in technical research remained unsolved. On 28 February 2009, Mikhail Pogosyan announced that the airframe was almost finished and that the first prototype should be ready by August 2009.

The first taxi test was successfully completed on 24 December 2009. Flight testing of the T-50 began with T-50-1, the first prototype aircraft, on 29 January 2010. Piloted by Hero of the Russian Federation Sergey Bogdan, the aircraft’s 47-minute maiden flight took place at KnAAPO’s Dzemgi Airport in the Russian Far East.

On 3 March 2011, the second T-50 completed a 44-minute test flight. The first two prototypes lacked radar and weapon control systems; the third and fourth aircraft, first flown in 2011 and 2012, are fully functional test aircraft. On 14 March 2011, the T-50 achieved supersonic flight at a test range near Komsomolsk-on-Amur.

The T-50 was displayed publicly for the first time at the 2011 MAKS Airshow, Russian Prime Minister Vladimir Putin was in attendance. On 3 November 2011, the T-50 reportedly performed its 100th flight. More than 20 test flights were made in the next nine months.

The third prototype, T-50-3, was the first prototype to fly with an AESA radar. Originally scheduled for the end of 2011, these flights occurred in August 2012, and showed performance comparable to existing radars. On 22 November 2011, T-50-3 took its first flight from KnAAPO’s airfield in Komsomolsk-on-Amur, piloted by Sergey Bogdan. The aircraft spent over an hour in the air, and was subjected to basic stability and powerplant checks. It differs from the other prototypes in the way it lacks a pitot tube. All 14 test aircraft are scheduled to fly by 2015.

The fourth prototype had its first flight on 12 December 2012 and joined the other three aircraft in testing near Moscow a month later. By the end of 2013, five T-50 prototypes were flown, with the fifth prototype having its first flight on 27 October 2013; with this flight the program has amassed more than 450 flights. The first aircraft for State testing was delivered on 21 February 2014. However the VVS lacks facilities for testing some of the aircraft’s performance parameters.

During the tests in 2013 the prototype 054 took off in just 310 m. It achieved a climb rate of 384 m/sec. The aircraft climbed 24,300 meters and was not allowed to climb further for safety reasons. It achieved a maximum speed of 2610 km/hr. The cruising speed of 2135 km/hr was achieved. All this was achieved with a full load of fuel and weight and size mock-ups of arms.

The fifth flying prototype T-50 ‘055’ was severely damaged by an engine fire after landing in June 2014. The aircraft was returned to flying condition after cannibalizing components from the unfinished sixth prototype.

It flew again on 16 October 2016 and was renamed T-50-5R. Currently this prototype was seen performing gun tests.

The sixth flying prototype 056 also the first prototype with heavily restructured airframe flew on 27th April 2016. It shocked the world as the stage ll prototypes were grossly improved over previous prototypes, changes were noted mostly on aft section of the fighter aircraft. Also radiation alert markings were noted on wings leading edge slats etc. A static test airframe also named T-50-6 is available for structural ground tests.

The seventh flying prototype named 058 took to skies on 17 November 2016, it's pictures took social media by storm as it was seen completed with all electro optical plus EW systems. Then flew the prototype 509 which is carrying the final version of avaionics for tests and it flew on 24th April 2017.

Then while everyone was waiting for 510, for reasons unknown it's construction got delayed and on 6th August 2017 the prototype 511 flew many pictures came with this prototype carrying two external fuel tanks this was supposed to be the last prototype but flew early. Later on 23rd December 2017 the last prototype 510 flew which was completely hidden from public eye, it's pictures were made available only after February 2018.

In the year 2018 the production versions T-50S1 and T-50S2 would mark formal induction of Sukhoi Su-57 in service.

[ image taken by Marina Lystseva]

To reduce the PAK FA’s developmental risk and spread out associated costs, as well as to bridge the gap between it and older previous generation fighters, some of its technology and features, such as propulsion and avionics, were implemented in the Sukhoi Su-35S fighter, an advanced variant of the Su-27.

The Novosibirsk Aircraft Production Association (NAPO) is manufacturing the new multirole fighter at Komsomol’sk-on-Amur along with Komsomolsk-on-Amur Aircraft Production Association (KnAAPO), and final assembly is to take place at Komsomol’sk-on-Amur. Following a competition held in 2003, the Tekhnokompleks Scientific and Production Center, Ramenskoye Instrument Building Design Bureau, the Tikhomirov Scientific Research Institute of Instrument Design (NIIP), the Ural Optical and Mechanical Plant (UOMZ) in Yekaterinburg, the Polet firm in Nizhny Novgorod and the Central Scientific Research Radio Engineering Institute in Moscow were selected for the development of the PAK-FA’s avionics suite. NPO Saturn is the lead contractor for the interim engines; Saturn and MMPP Salyut will compete for the definitive second stage engines.

Sixth prototype of T 50 , image taken from knaapo official website.

Phase ll airframes

After the tests done on static test frames and early prototypes it was seen that internal structure wouldn't be able to sustain the stress developed while performing extreme manoeuvres envisioned by the design team. Hence the internal structure of T 50 was heavily reworked and its strength was beefed up significantly in the latest airframes. The static test frame T 50-7 and flying frame T 50-8 was delivered. The new test frame was flown to Zhukovsky where tests begun.

The new test frame have engines better covered in cowlings. The repositioned airbleed doors, side looking cheek mounted radars. IRST devices and protection devices. The sting was seen enlarged which houses the backward looking X band AESA radar.

8th prototype of T 50 image taken from gallery of Knaapo official website

improved stealthy airbleed doors on phase ll airframes

- Design

Images taken from defence.pk

The Su-57 has a blended wing body fuselage and incorporates all-moving horizontal and vertical stabilizers; the vertical stabilizers toe inwards to serve as the aircraft’s airbrake the vertical stabilisers are all movable just like those of YF 23. It is stealthy, supermaneuverable, have supercruise capability, incorporate substantial amounts of composite materials to remain enough stealth to force it's fifth generation adversaries come close to it and do a WVR combat where it excels. The aircraft incorporates thrust vectoring and has adjustable leading edge vortex controllers (LEVCONs) designed to control vortices generated by the leading edge root extensions, and can provide trim and improve high angle of attack behaviour, including a quick stall recovery if the thrust vectoring system fails. Something which it's main rival the F 22 does not have. In the design of PAK-FA program the Sukhoi Design Bureau is said to have addressed the drawbacks of F 22 program.

The high end kinematic capabilities of Sukhoi Su-57 has been designed keeping in mind BVR fights in nature. In a BVR air to air engagement the tail chase range of a typical BVR missile is three times smaller than a head-on engagement range, due to which as soon as a fighter detects the adversary it has to accelarate and acquire maximum possible speeds and altitude to impart greater kinetic energy to the fired missile. Stealth Fighters like Su-57 cannot be detected even by advanced radars and optical detection systems until they are around 30-40 kms close, hence a reaction be it head on engagement or be it tail chase engagement must be fast. The advanced kinematics, built in missile jamming capability, DIRCM,360° situational awareness are the features in Su-57 designed keeping BVR air to air engagements as well as WVR engagements in mind.

The advanced flight control system and thrust vectoring nozzles make the aircraft departure resistant and highly maneuverable in both pitch and yaw, enabling the aircraft to perform very high angles of attack maneuvers such as the Pugachev’s Cobra and the Bell maneuver, along with doing flat rotations with little altitude loss. The aircraft’s high cruising speed and normal operating altitude is also expected to give it a significant kinematic advantage over prior generations of aircraft. The T-50 makes extensive use of composites, comprising 25% of the structural weight and almost 70% of the outer surface. The new phase ll airframes incorporates more features like cowling covers on engines and radar blocker meshed screen doors made of composites installed at the air intakes. The doors are retractable. Weapons are housed in two tandem main weapons bays between the engine nacelles and smaller bulged, triangular-section bays near the wing root. Internal weapons carriage eliminates drag from external stores and enables higher performance compared to external carriage.

Image taken from defence.pk

Advanced engines and aerodynamics enable the T-50 to supercruise, sustained supersonic flight without using afterburners. Combined with a high fuel load, the T-50 has a supersonic range of over 1,500 km, more than twice that of the Su-27. In the T-50’s design, Sukhoi addressed what it considered to be the F-22’s limitations, such as its inability to use thrust vectoring to induce roll and yaw moments and a lack of space for weapons bays between the engines, and complications for stall recovery if thrust vectoring fails.

the inflight refueling probe of Sukhoi PAK-FA

See here Sukhoi PAK-FA's patent document in pdf format.

Sukhoi Patent document.pdf
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Stealth

The T-50’s design emphasizes frontal stealth, with RCS-reducing features most apparent in the forward hemisphere; the shaping of the aft fuselage of the early prototypes seemed to be much less optimized for radar stealth compared to the F-22 But the revised phase ll airframes which are close to operational airframes suggest huge attention being given on stealth capabilities. The combined effect of airframe shape and RAM of the production aircraft is estimated to have reduced the aircraft’s RCS to a value thirty times smaller than that of the Su-27. It will be the first operational aircraft in Russian Air Force service to use stealth technology. Similar to other stealth fighters such as the F-22, the airframe incorporates planform edge alignment to reduce its radar cross-section (RCS); the leading and trailing edges of the wings and control surfaces and the serrated edges of skin panels are carefully aligned at several specific angles in order to reduce the number of directions the radar waves can be reflected.

Weapons are carried internally in weapons bays within the airframe, and antennas are recessed from the surface of the skin to preserve the aircraft’s stealthy shape. The IRST housing is turned backwards when not in use, and its rear is treated with radar-absorbent material (RAM) to reduce its radar return. To mask the significant RCS contribution of the engine face, the partial serpentine inlet obscures most, but not all, of the engine’s fan and inlet guide-vanes (IGV). The production aircraft incorporates radar blockers similar in principle to those used on the F/A-18E/F in front of the engine fan to hide it from all angles. The aircraft uses RAM to absorb radar emissions and reduce their reflection back to the source, and the canopy is treated with a coating to minimize the radar return of the cockpit and pilot.

Engine inlet incorporates variable intake ramps for increased supersonic efficiency and retractable mesh screens to prevent foreign object debris being ingested by the engines
Image @img-new.cgtrader.com

RCS Reduction in various sectors of the forward hemisphere is achieved by using S-shaped air intake duct and the coating of radar absorbing materials. But if you look closely to those images available in the public domain, diagrams and photographs, it can be concluded that the inlet guide motor vehicle (GMV), or more simply - the first stage of the compressor to blades, it seems to be very clearly visible to enemy radar.

S-shaped channel provides only reduction of RCS in the axial directions to reduce the visibility of other sectors in the forward hemisphere, engineers in Sukhoi applied shielding to the GMV. (Something which people seem to be unaware about)

In the intake passage their is set special device, partially overlapping in the axial direction of the GMV preventing electromagnetic waves. In addition to screening, this constructive solution separates inlet channel into several different cylindrical or planar voids, and, flat surface of the cavities can be both parallel and intersecting. Such a complex segmentation and channel air intake cover wall segments with radar absorbing materials to reduce the power of the electromagnetic waves reflected from the GMV and from wall cavities, thus providing a decrease of the RCS in the forward hemisphere of the aircraft.

In all likelihood, the screen, installed in the intake passage, is a structure of fine-meshed nets, whose linear size of the cell is less than a quarter of the electromagnetic wavelength, irradiating plane. Thus fine-meshed net performs the role of screen for electromagnetic waves from a radar and reduces the entire aircraft’s frontal RCS.

Western analysts who dubbed PAK-FA less stealthy than F-22 and F-35 from frontal RCS aspects did not consider this fact or rather they may do not even have knowledge of this. It is imperative that PAK-FA’s RCS should be recalculated / reassessed by them.

( canopy glass is probably treated with Indium Tin Oxide as an RCS reduction measure )

It would seem at first glance that the Su-57 is less stealthy compared with the F-22 and the F-35 but in reality, the Russian designers gave up some stealth in exchange for aerodynamic agility because aerodynamic agility is also important for BVR engagements and hence cannot be kept secondary. At -20dBsm, the Su-57 is still several magnitudes more stealthy than legacy 4th and 4++ generation fighters like the Rafale or the US Teen-series fighters. It should probably be stealthy enough to delay detection by advanced AESA radars like the F-22’s APG-77 until the enemy fighter is within its own BVR missile ranges. The RCS of Su-57 quoted by it's chief designer be around 0.01 m². This figure was quickly taken by western bloggers and was used to dub Su-57 less stealthy. But in reality the method of assesing RCS is different in Russia. The manner in which average value of overall RCS is taken is different, the chief designer of Su-57 also said that the overall RCS of F-35 would be around 0.3 to 0.4 m² (according to Russian methods of average RCS assesment). Below given is graph of radar engagement range versus target RCS of F 22's AN/APG 77. The detection range for 0.01m² target is below 40 kms. Somewhere between 35 to 40 km as there are no other means of targeting with F 22. The F 22 has to wait until Su-57 comes as close as 40 kms. All this if Su-57's currrent RCS figures are jugded true. But keep in mind that Both Su-57 and F-22 would surely recieve an early warning of each other due to numerous ground based, airborne and self contained EW systems.

This is a close engagement range.

This is what the program has achieved. The Sukhoi Su-57's entry into market would make western aircraft like all legacy US fighter aircraft the US teen series fighters, and the F-35 Lightning II Joint Strike Fighter, strategically irrelevant and non-viable.

image taken from ausairpower

To know more about how an aircraft is made low observable Stealth design, click on the button below.

secrets of stealth

One must also keep in mind that although a one to one engagement isn't rare. The scenarios are highly case specific.

9th flying prototype 511

- Avionics

The main avionics systems are divided into two based on their functions the EW system is Sh121 multifunctional integrated radio electronic system (MIRES) and the EO system is 101KS Atoll electro-optical system. The Sh121 consists of two systems one meant for target localisation, tracking and detection and other meant for electronic warfare, although the redundant systems can switch each others tasks in case one of them fails if Su-57 comes under an electronic attack. They are N036 Byelka (Squirrel) radar system and L402 Gimalai (Himalayas) electronic countermeasures system. The N036 system consists of main nose-mounted N036-1-01 X band active electronically scanned array (AESA) radar, or active phased array radar. Developed by Tikhomirov NIIP Institute, the N036 consists of the main nose-mounted N036-1-01 X band active electronically scanned array (AESA) radar, or active phased array radar (Russian: Активная фазированная антенная решётка, Aktivnaya Fazirovannaya Antennaya Reshotka, Russian: АФАР, AFAR) in Russian nomenclature, with 1,552 T/R modules and two side-looking N036B-1-01 X-band AESA radars with 358 T/R modules embedded in the cheeks of the forward fuselage for increased angular coverage.

( sensors round the fuselage )

Backward facing tail array also meant for electronic warfare purposes.

Cheek mounted X-Band AESA radars for better angular coverage as well as GMTT GMTI functions.

The suite also has two N036L-1-01 L band transceivers on the wing’s leading edge extensions that are not only used to handle the N036Sh Pokosnik (Reaper) friend-or-foe identification system but also for electronic warfare purposes. Computer processing of the X- and L-band signals by the N036UVS computer and processor enable the system's information to be significantly enhanced.

The L-402 Gimalai consists of various active and passive antennas spread over PAK-FA’s airframe providing ‘smart skin’ capability. These antennas do the traditional function of sniffing enemy radio waves just like an RWR as well as perform electronic attack on enemy planes. The system can break the link between an adversary fighter and the missile fired by it thus jamming the incoming missiles mid air. It can perform a variety of electronic warafare jobs.

( wing slat mounted L band AESA radar can also perform tasks of a jamming pod )

all above 4 images are taken from militaryrussia.ru

Radiation alert markings on movable LERXs suggests that there must be L band radar antenna inside. Image taken from sturgenhouse.ibphost.com

Byelka N036 AESA radar.

N036 Byelka (Russian: Белка, literally Squirrel) is an advanced active electronically scanned array radar system developed by Tikhomirov NIIP for the fifth generation Sukhoi T-50 fighter aircraft. NIIP developed the radar from the N035 Irbis-E that was equipped on the Su-35S fighter aircraft.

The radar is a part of the T-50's Sh121 multifunctional integrated radio electronic system (MIRES). The N036 radar system is developed by Tikhomirov NIIP Institute and consists of a main nose-mounted X-band AESA radar with 1,552 T/R modules, designated the N036-1-01, and two smaller X-band AESA radars with 358 T/R modules mounted on the sides of the forward fuselage designated N036B-1-01. The suite also has two N036L-1-01 L-band arrays on the wing's leading edge extensions that are not only used for friend-or-foe identification but also for electronic warfare purposes, these electronic warfare purposes are mentioned below. Computer processing of the X- and L-band signals enable the system's information to be significantly enhanced.

400km detection target for 1m radar cross section. Ability to track 62 targets and shoot 16 simultaneously. Ability to engage 4 targets on land simultaneously. The L402 "Himalayas" electronic countermeasures (ECM) suite made by the KNIRTI institute uses both its own arrays and that of the N036 radar. It makes use of the Russian processors Elbrus.

The radar will reduce pilot load and make use of a new data link to share information between aircraft. The T-50 will have secure communication links to share data with all other friendly aircraft in the area, as well as airborne and ground-based control points. In 2012 ground tests of the N036 radar began on the third T-50 aircraft. The L402 Himalayas electronic countermeasures (ECM) suite made by the KNIRTI institute uses both its own arrays and that of the N036 radar system. One of its arrays is mounted in the dorsal sting between the two engines. The system was mounted on the aircraft in 2014.

Optiko-elektronnaya the integrated system (OEIS) of the plane the product 101КS consists of six elements:

1. N036UVS computer and processor / IMA-BK

It has a central baget digital computer system, which has now been replaced by an even more smarter IMA-BK management system. This new system has taken sensor integration to the next level and prefers to show the data collected by all sensors as one big cohesive picture on the right hand side screen of operator console. The central computer’s software volume has exceeded 4 million lines of code, with several sophisticated aircraft control and integrated data processing modes more to be added.

T-50’s integrated avionics suite, the central computer controls the aircraft systems, weapons employment and self-defense and provides multifaceted intellectual support for the pilot. The central computer triple-hatted as electronic pilot, electronic navigator and electronic flight engineer, performs real-time automatic target identification and prioritization, optimal route plotting, optimal weapons use and self-defense, and system reconfiguration in case of failure. The cutting-edge control system assumes control of almost all key instruments of the fighter - the radars, navaids and comms, while each of the systems of the preceding aircraft prototype called for a computer of its own.

2. 101 KS-0 (About – defensive) – system of counteraction of IK GSN

101KS-O is a directed infrared energy counter measure (DIRCM). It works by directing a beam of energy towards the incoming heat seeking missile to confuse or destroy its tracking mechanism. In this case the directed energy takes the form of a laser beam. Laser beam fired towards incoming enemy missile confuses and disrupts it's electronics making it's targeting mechanism blind. The 101KS-O turrets are located on the dorsal spine and the forward fuselage. As shown here in the image below. The image was taken from official website of knaaz.

3. 101 KS-V (In – air) – quantum optical lokatsionny system

The UOMZ 101KS Atoll electro-optical system includes the 101KS-V infra-red search and track turret mounted on the starboard side in front of the cockpit. This sensor can detect, identify, and track multiple airborne targets simultaneously. It is particularly an Anti-Stealth measure which Sukhoi claims can see F 35 and F 22 at good enough ranges to engage them.

It is designed to detect heat emissions from aircraft and missiles passively. IRST are essentially thermographic cameras that detect and track heat sources without emitting any radiation in the process ( passive ). Older generation IRST systems have been an integral part of all Russian 4th and 4++ generation fighters like the MiG-29 Fulcrum and the Su-35 Flanker as well as the Euro-canards like the Rafale and the Typhoon. The 101KS-V is also sometimes referred to as the OLS-50M which is an advanced IRST based on the revolutionary Quantum Well Imaging Photodetectors ( QWIP ) technology. These new generation IRST systems have the potential to operate in a much wider spectral bandwidth that includes the very longwave 15 micron band to detect very cool targets. They can also be made to operate simultaneously in several different bandwidths.

4 101 KS-U (At – ultra-violet) – optical system of delivery of TsU for KS-O.

The 101KS-U is a missile approach warning system against infra-red homing missiles. MAWS using ultraviolet technology can operate under all weather conditions and will not be affected by solar clutter. They provide good directional information of the incoming missile for good decoy dispensing decision making, maneuvering and to cue the DIRCM system into action.

(above images from paraley )

5 101 KS-N (N – land) – the pendant aim container.

The 101KS-N is an advanced navigation and targeting system similar in function to the AN/AAQ28 Litening and AN/AAQ33 Sniper advanced targeting pods of the US military. To minimize the PAK-FA's RCS it would be integrated into the airframe and would not be hanging as an external pod like the Litening or Sniper ATP on a F-16. It gives the PAK-FA precision ground attack capabilities in all weather, day or night.

( image taken from knaapo official site )

6 101 KS-P ( Optic-electronic subsystem)

It has four electro optical cameras placed in frontal portion of the cockpit, these cameras allow the pilot to 'see through’ aircraft's body as the video feed is projected directly into the Helmet Mounted Display. This is not used for targeting purposes but for efficient low altitude flight and night landing operations.

The chief test pilot Sergei Bogdan once in an interview said that the usage 'see through’ feature gave him the delusion of an independent flight outside the aircraft.

The two wing mounted L-Band AESA radars of PAK-FA designated N036L-1-01 which is unlike anything that the West has. The L-Band occupies the 1.0GHz to 2.0GHz region of the radio spectrum corresponding to wave lengths of between 15cm to 30cm. It is of a significantly lower frequency and therefore longer wavelengths compared with the X-Band which straddles the 8.0GHz to 12.0GHz region and have wavelengths between 2.5cm to 3.75cm. The L-Band is also a very congested band utilized by both military and civilian applications.

When fully functional and mature, this L-Band AESA radar has the potential to be a game changer in aerial warfare. Firstly it stands a better chance of detecting fighter-sized stealth aircraft compared with its X-Band counterparts as most low observable aircrafts have designs optimized for stealthiness in the X-Band. Many stealth shaping features such as jagged exhaust nozzles, faceted surfaces and specially shaped engine inlets become ineffective in the controlled scattering of incoming radar waves when their size approximates the wavelength of the inbound pulse.

So a L-Band radar might just pick up a faint signature where the X-Band sees nothing. Larger VLO aircrafts like the B-2 bomber are more or less immune as they have structures larger than the typical 15cm to 30cm wavelength of the L-Band waves. At the same time the L-Band radar may also have a secondary function as a IFF transponder since the process utilizes a similar frequency band, thus reducing weight, volume and cooling requirements by saving on antennae and T/R module numbers.

And ,since the L-Band is utilized by so many applications, the L-Band radar may also be used to passively track and locate L-Band radar emissions from AWACS/AEW airborne radars, ground based search radars, emissions from JITDS/MIDS/Link-16 and hostile IFF / SSR emissions at long range.

It can then be used to execute high powered active jamming on those individual L-Band sources, an electronic attack to blind hostile AWACS radars and sever command and communications datalinks. Broad area jamming of GPS / satnav receivers may also be possible rendering navigation more difficult for hostile forces and the accurate delivery of GPS guided munitions to those jammed areas quite impossible.

To see Sukhoi PAK-FA's main rival, The Lockheed F 22 Raptor in detail. Click on the button below.

F 22 Raptor

(The final frontal section of PAK- FA should look somewhat like this. The image has been taken from paraley.net)

PAK FA Glonass reciever antennae cover is placed behind the cockpit, see that white plate.

BINS-SP2 strapdown inertial navigation system

Strapdown inertial navigation system , it is a backup navigation system to be used in case GLONASS fails. If PAK-FA comes under an electronic attack and the links to the satellite navigation system gets disrupted. It still does not need to worry as the inertial navigation system would be there.

The BINS-SP2 architecture is based on three laser gyroscopes and three quartz accelerometers. The system can establish the platform’s coordinates and motion variables in the absence of external data inputs.

-Cockpit

The T-50 has a glass cockpit with two 38 cm (15 in) main multi-functional LCD displays similar to the arrangement of the Su-35S. Positioned around the cockpit are three smaller control panel displays. The cockpit has a wide-angle (30° by 22°) head-up display (HUD), and Moscow-based Geofizika-NV provides a new NSTsI-V helmet-mounted sight and display for the ZSh-10 helmet. Primary controls are the joystick and a pair of throttles. The aircraft uses a two-piece canopy, with the aft section sliding forward and locking into place. The canopy is treated with special coatings to increase the aircraft's stealth.

The T-50 employs the NPP Zvezda K-36D-5 ejection seat and the SOZhE-50 life support system, which comprises the anti-g and oxygen generating system. The 30 kg (66 lb) oxygen generating system will provide the pilot with unlimited oxygen supply.The life support system will enable pilots to perform 9-g maneuvers for up to 30 seconds at a time, and the new VKK-17 partial pressure suit will allow safe ejection at altitudes of up to 23 km.

THE PHOTONIC RADAR

While all fifth generation programs are grabbing a hold on GaN based AESA radar, Russians have decided to break the trend and develop a completely new and relatively advanced radar called the Photonic Radar or the Radio Optic Phased Array Radar ( Russian Acronym : ROFAR ).

Russians does not possess the technological capabilities in microelectronics to make a powerful AESA radar in the manner the west does. The west leads in microelectronics. But in terms of photonics the Russians seem to have an upper hand. The Russian school of photonics is considered one of the best in the world. Suffice it to recall the Nobel Prize in Physics awarded in 1964 to Alexander Prokhorov and Nikolai Basov for research leading to the creation of the laser and again in 2000 to Zhores Alferov for the development of optoelectronics. In future optics and electronics will be called commonly as photonics.

Because photons have no mass and fly faster, the size of devices operating on the principles of photonics can be hundreds of times smaller than the usual modern servers. At the same time, data speed is ten times higher. The network will have a unique resistance to electromagnetic pulses from solar magnetic storms or nearby lightning strikes. The resolving power of communications systems and radar will increase tenfold. If modern radar has a radar radiation frequency of 10 GHz, with a 3 cm wide range of 1-2 GHz, then the radio-optical phased array antennas will be able to simultaneously operate at this frequency at a range from 1 Hz to 100 GHz.

( this above picture is not ROFAR , It is Phazotron Zhuk AE FGA-35 AESA radar )

Photonic Radar Explained

( read detailed explanation on how photonic radar works )

~ A Press Report on capabilities of ROFAR

Photonic technology greatly expand the possibilities of communication and radar ─ their weight decreased by more than half, and the resolution will increase tenfold. Ultra-wideband signal ROFAR allows you to get virtually the TV picture in the radar range. Radiofotoniki technology, in particular, should open up new opportunities for improvement "smart skin" on Russian airplanes and helicopters of the latest generation.
"The output of our work on ROFAR will get a full list of aircraft - manned and unmanned - which we plan to offer equipped with radar-based radio-optical phased arrays. I think that the PAK FA will also be on this list and it will be given to specific proposals "- said Mikheyev reporters, adding that the final decision will take the Department of Defense.

"ROFAR allow us to see the plane, located 500 kilometers away, as if we are standing 50 meters away from him at the airport, his portrait in the baseband. Moreover, if needed, this technology will look in the aircraft itself, to know what kind of people and Appliances are there, because the signal can pass any obstacles, even lead-meter wall, "- he said Mikheyev told reporters.

An analysis of capabilities of ROFAR , particularly the range of detection (detection not tracking) is available in this link below. The analysis is based on imprirical relations , it states that ROFAR would be more than a match and detect all 4 th and 4.5th generation at BVR ranges and engage them. For VLO aircrafts like the PAK-FA's main competion F 22 Raptor and F 35 litening ll. The detection ranges being fair enough to engage it's opponents before it is exposed to theirs.

ROFAR can detect an object sized 0.001 m² ( F 35 ) at a distance of more than 60 km. and VLO targets of the size 0.00016 m² ( F 22 ) at a distance of more than 40 km. The PAK-FA program's main intention being seen fulfilled as the detection range of F 22's radar against targets of RCS 0.01 m² ( PAK-FA) is below 40 km. If the self protection capabilities like ECM and DIRCM of both live up to the promises then a dogfight between F 22 and PAK-FA would likely be occurring in WVR ranges and the fight be more dependent on missile capabilities and manoeuvrability of both.

To see the complete analysis of PAK-FA's radar click

here

Coverage of Different Radars of Sukhoi PAK-FA

Apart from these their is a different set of antennas as a part of L-402 system to perform Electronic warfare duties.

-Sensor Integration.

One greater part of being a fifth generation fighter aircraft is ‘ SENSOR INTEGRATION’

Any fifth generation fighter aircraft currently in active service or being in test phase boasts a large number of active and passive, Radio Frequency based, Infrared based or Thermal Vision based sensors integrated into its airframe. All the fancy underbelly pods which 4++ generation fighters carry, fifth generation fighters have got them integrated inside their body.

Earlier data from various pods was shown on various screens. So pilot used to look at multiple screens constantly and make a picture of battlespace in his mind. The sensor integration, fuses all the data from various sensors and displays it on a single screen as one big cohesive picture.

All this is done as an aspect of crew comfort. In Sukhoi PAK-FA the makers have provided the hiegest possible sensor integration providing unmatched situational awareness to the crew. Here long range target localisation and electronic warfare functions are to be performed simultaneously while in a complex highly contested battles of the future where it is necessary that pilot must not get overloaded while making decisions. The package of PAK-FA’s L-402 Himalayas Electronic Warfare station and N036 radar station are so redundant that they can comfortably swap roles in between each other. The roles of target localisation and electronic warfare.

The L-402 system consists of various active and passive antennas spread over PAK-FA’s airframe providing ‘smart skin’ capability. The N036 radar system consists of 6 on board AESA radars working on X and L band.

Taking crew comfort to the 5+ generation level PAK-FA has a second electronic co-pilot ( something just like IRON MAN’s Jarvis ). This e-pilot can take up the jobs of an actual copilot and can perform them flwalewssly. So if PAK-FA pilot finds itself in a highly contested battle. He/She can ask Jarvis to do EW jobs while He/She focuses on targeting the enemy.

No other fifth generation fighter have this capability.

-Variants

Image taken from Indian Defence News

1 Sukhoi/ HAL Perspective Multirole Fighter / Fifth Generation Fighter Aircraft.

The HAL FGFA (now PMF) will be an India Specific Variant of T 50. As India is contributing 50% of the funding India is slated to receive the technological know how. The Indians spent loads of money on development of Su 30 MKI whose later variants Su 30 MKM of Malaysia and Su 30 SM of Russia were sold, but India did not receive any royalties for that. It was because such a clause wasn't written in the contract.

The completed joint Indian/Russian versions of the single-seat or two-seat FGFA will differ from the current T-50 flying prototypes in 43 ways with improvements to stealth, supercruise, sensors, networking, and combat avionics.

In June 2010, the Indian Air Force planned to receive 50 of the single-seat “Russian version” before receiving the two-seat FGFA. Then in an October 2012 interview the Chief of Air Staff of India, NAK Browne, said that the IAF will purchase 144 of the single-seat FGFA. To reduce development costs and timelines, the IAF planned to begin induction of the FGFA in 2020.

Under a new offer, India will have to pay $3.7 billion, instead of $6 billion, for the technological know-how and three prototypes of PAK FA fighters. The proposal awaits a decision from Indian Side.

2 Naval Variant

Navalized Sukhoi T-50 PAK FAs will be deployed on the Russian aircraft carrier Admiral Kuznetsov and future Russian aircraft carriers. There will be a competition between the Sukhoi, Mikoyan and Yakovlev design bureaus to choose the new naval aircraft.

A model of Naval Variant of PAK-FA was shown on the mockup of Russia's future Shtorm Super Carrier confirming that a naval variant will definitely be developed. From the beginning itself Su PAK-FA is developed for STOL capabilities.

- Armament

The Sukhoi PAK-FA isn't just a multirole aircraft. I chose to call it as omnirole aircraft. A multirole fighter aircraft means that the fighter would be able to perform multiple tasks. But an omnirole aircraft can perform all the tasks of all types of combat aircrafts. Being equipped with not just air to air but also air to ground weapons, it also offers considerable flexibility in naval strike role.

The T-50 has two tandem main internal weapon bays each approximately 4.6 m (15.1 ft) long and 1.0 m (3.3 ft) wide and two small triangular-section weapon bays that protrude under the fuselage near the wing root. Internal carriage of weapons preserves the aircraft’s stealth and significantly reduces aerodynamic drag, thus preserving kinematic performance compared to performance with external stores. The T-50’s high cruising speed is expected to substantially increase weapon effectiveness compared to its predecessors. Vympel is developing two ejection launchers for the main bays: the UVKU-50L for missiles weighing up to 300 kg (660 lb) and the UVKU-50U for ordnance weighing up to 700 kg (1,500 lb). The aircraft has an internally mounted 9A1-4071K (GSh-301) 30 mm cannon near the right LEVCON root.

9A1-4071K (GSh-301) 30 mm cannon.

A new canon was seen being tested for PAK-FA at the scientific test range aircraft systems, located near the village of Faustovo Moscow region. It has been developed by specialists of JSC “Instrument Design Bureau” in late 2014. It was previously tested on a Su 27 SM multipurpose fighter.

the gun being tested

It weighs around 50 kgs and its unique mechanism allows one if the highest rate of fire of around 1800 rounds per minute. It's rounds are high explosive inncendiary projectiles and armor-piercing tracer shells, capable of striking even lightly armored ground, surface and air targets. On ground targets gun is effective when shooting at a distance of 1800 meters, in the air – to 1200.

The gun has a stand-alone system vodoisparitelnogo cooling barrel. Its principle of operation is simple: the gun in the casing is water, which is heated in the barrel (during firing) is converted into steam.

Air to Air weapons

T 50 already has a large number of choices for air to air missiles of all types. But being a next generation aircraft. New missiles are being developed. These new missiles must have significant resistance to jamming and should get least confused by flares. They should also have reduced cross section in an order to be fitted inside the restricted size of the weapon bays of PAK-FA. The two central weapon bays are designed to carry six mid range and four long range AAMs.

1. K-77M (izdeliye 180)

It is a Medium-range missile having active radar-homing K-77M (izdeliye 180), an upgraded R-77 variant with AESA seeker and conventional rear fins

The Vympel NPO R-77 missile (NATO reporting name: AA-12 Adder) is a Russian medium range, active radar homing air-to-air missile system. It is also known by its export model designation RVV-AE. It is the Russian counterpart to the American AIM-120 AMRAAM missile.

Another improvement program was designated the R-77M, which made the missile longer and heavier, making use of a two-stage motor as well as an improved seeker. A further product-improvement of the R-77, designated the R-77M1 and then the R-77-PD, was to feature a ramjet propulsion device. This missile was destined for the MiG 1.44 that for the MFI program. The weapon has a laser fuse and an expanding rod warhead that can destroy the variable sized targets.

According to specifications, the R-77-1 and its export variant RVV-SD is 15 kg (33 lb) heavier than the basic R-77 / RVV-AE, weighing 190 kg (420 lb) rather than 175 kg (386 lb). Maximum range is increased to 110 km (68 mi) from 80 km (50 mi). The missile is also slightly longer at 3.71 metres (12.2 ft), rather than the 3.6 metres (11.8 ft) of the basic variant. Additional improvements include upgrades to the missile’s radar seeker and boat tail rear section to reduce drag.

Russian missile manufacturer Agat previously confirmed it was working on seeker upgrades for the R-77, implying that at least two projects were underway, one for export and one for the Russian air force.

2. K-74M2 (izdeliye 760)

It is the infrared-homing (“heat seeking”) short range missile. K-74M2 (izdeliye 760), an upgraded R-74 variant with reduced cross-section for internal carriage. For the PAK FA, Vympel is developing two new missiles based on R-73/R-74 technology. The first of these is izdeliye 760. Based on the K-74M, this is intended to match the performance of the MBDA Advanced Short-Range Air-to-Air Missile (ASRAAM) and the Raytheon AIM-9X Sidewinder. It will have an improved IR seeker, an inertial control system, a datalink receiver for target updates and an advanced rocket motor with a longer burn time. To make the missile suitable for internal carriage, its cross-section will be reduced to 320×320 mm.

To maximise the weapon’s coverage, it can be fired in lock-on-after-launch (LOAL) mode, starting under inertial control before achieving in-flight lock-on. It will be able to engage targets up to 160° from the aircraft’s heading.

The follow-on K-MD (izdeliye 300) is intended to outperform the ASRAAM and AIM-9X. Although it will draw on the experience gained with the R-73/R-74 series, for most practical purposes it will be an all-new missile.
Its guidance system will be based on a new IR seeker incorporating a focal-plane array (FPA). This will have more than twice the lock-on range of the izdeliye 760 seeker, a high resistance to countermeasures and a target-recognition capability.

Air To Ground weapons.

The air to ground weapons for T 50 would be mostly the improved versions of previous Russian air to surface missiles. But some of them are said to be optimised with square cross section for proper fitting and have improved performance.

1. Kh-38M air-to-ground missiles

Kh-38 is a family of highly modular air to surface missiles. Kh-38ME family consists of the following missiles: Kh-38MAE, Kh-38MKE, Kh-38MLE and Kh-38MTE modular aircraft guided missiles designed to shoot down a broad range of armored, reinforced and soft ground targets, sea surface and coastal targets, as well as groups of targets.

The Kh-38ME series is a comprehensive battlefield weapon, also launched from positions in tactical depth. Modularity brings high combat effectiveness against a variety of targets owing to the use of different payloads and guidance methods:

– Kh-38MAE – inertial + active radar guidance;

– Kh-38MKE – inertial + satellite guidance;

– Kh-38MLE – inertial + semiactive laser guidance;

– Kh-38MTE – inertial + thermal-imaging guidance.

The 250-kg payload (half of the missile total weght) consists of HE-Frag or penetrating warhead in Kh-38MAE, Kh-38MLE and Kh-38MTE, or a cluster warhead in Kh-38MKE.

The two-phase solid-propellant motor allows the missile to attain a speed twice as high as the speed of a sound. Kh-38MEs are carried by both FW and RW aircraft.

Performance:

Launch range in km :- 3 – 40

Launch speed km/h (max Mach number) :- 2.2

Max missile turn angle, degrees in horizontal plane after launch :- (+;-) 80

Target destruction probability under enemy’s attack/without enemy’s attack :- 0.8/0.6

Shelf life :- 10 years.

Warhead weight :- up to 250 KGS.

Fuse type :- contact fuse

Motor :- Two-phase solid-propellant motor

Max launch weight :- 520 kgs

Dimensions LengthxDiameterxWing span :- 4.2 x 0.31 × 1.14 m.

Launch conditions: launch range :- 200 to 1200 m.

speed range 15 to 450 m/sec.

2. Kh-31PD anti-radiation missile

The Kh-31P is based on the normal aerodynamic scheme with X-shaped arrangement of the wing and rudder. The missile consists of three compartments. Each compartment is a structurally and functionally complete unit. In the case in a plane bearing surfaces there are four round side supersonic inlet closed in flight discharged plugs conical shape. The Kh-31P is equipped with high-explosive fragmentation warhead, upgraded X-31PD – universal tape, weighing 110 kg, increased lethality.

Engine 31DPK – ramjet, created in the ICD “Soyuz” (city Turaevo Moscow region). It consists of: air intakes, fuel tanks with a system of repression and fuel metering equipment, front-line unit, the combustion chamber with a fixed supersonic nozzle, electrohydraulic control system roszhiga.

Kh-31P/31PD
Range, km: – Maximum 110 km. , – Minimum :- 15 km.

Flight speed, m / s: – Maximum :- 1000, – Mean :- 600-700.

Airspeed carrier km / h :- 600 -1250.

Height start, km :- 0.1-15.

Dimensions, mm:
– Length :- 4700 mm
– Maximum body diameter :- 360 mm
– Wingspan :- 778 mm
– Swing rudders :- 914 mm

Starting weight, kg :- around 600 to 715

Weight of warhead, kg :- 87-90

Bearing angle goal at the start:

– Takeover target by carrier :- ± 15 °
– A takeover target in the path :- ± 30 °

Developer :- IBC “Vympel”

Empty weight PU, kg :- 185.

3 Korrektiruyemaya Aviatsionnaya Bomba (KAB) family of bombs.

Developed by JSC KABs are a family of precision guided bombs consisting various explosive weights and various guidance systems.

KAB 250

It is having 250 kgs explosives. It has a laser-guided version (the KAB-250LG-E) and the GLONASS/INS-guided KAB-250S-E. Its circular error probable (CEP) for ground targets is 3-5 m.

KAB-500 precision guided bombs

KAB-500Kr CONTROLLED AIR BOMB
Size, kg 500
Weight of warhead , kg 380
Guidance system TV correlation
homing head ensuring target lockon
while aboard the carrier
and automatic guidance during fall
Warhead HE concrete-piercing
Combat use conditions in daytime
at visually discernible targets
during level flight or dive
Guidance accuracy (CEP), m up to 4

KAB-500-OD CONTROLLED AIR BOMB

Size, kg 500
Weight of warhead , kg 250
Guidance system TV correlation
homing head
Warhead fuel-air explosive
Combat use conditions in daytime at visually
discernible targets
during level flight
or dive on the
drop-and-forget principle
Guidance accuracy (CEP), m up to 4

4 OFZAB-500

High-explosive incendiary bomb aviation OFZAB-500 was established use in high speed with low altitudes against manpower and easily vulnerable field installations, warehouses and fuel depots. The bomb is intended to replace in the Russian Air Force obsolete FOZAB-500. It is used at altitudes of 300 – 20,000 m at speeds of 100 – 1200 km / h. OFZAB-500 allows the wearer to carry out maneuvers with large congestion.

Length, m
Diameter, mm
span, m
weight bombs, kg
Weight of explosive, kg 2.5
450
0.5
500
250 kg incendiary + 37.5 kg PF

5 ODAB-500PMV (ОДАБ-500ПМВ – Объемно-детонирующая авиационная бомба) thermobaric air bomb

Bomb manufactured by the Russian company basalts. Furthermore, the term thermobaric air bomb can meet even the names vacuum bomb, fuel, bomb, aerosol bomb, v detonujúca bomb or a high-explosive bomb.

The bomb is designed to control industrial zones, unprotected or protected by live force (eg. In enclosures, tunnels, caves), nepancierovanej technology and military equipment. The bomb is scheduled for troop (front) airplanes and helicopters. It can be used for the destruction of anti-personnel mines and anti-tank.Planes can toss a bomb from a height of 200 to 12,000 m at speeds of 500-1500 km / hr. Helicopters can toss a bomb from a height of 1100 – 4000 M at speeds of 50-300 km / h.

Bomb has built a lighter.
Diameter Bomb: 500 mm
Length: 2380 mm
Weight bombs: 525 kg
Weight of filling: 193 kg
equivalent of TNT explosions: 1000 kg

6 BrahMos supersonic cruise missiles.

It is based on the Russian P-800 Oniks cruise missile and other similar sea-skimming Russian cruise missile technology. The name BrahMos is a portmanteau formed from the names of two rivers, the Brahmaputra of India and the Moskva of Russia. It is the world’s fastest anti-ship cruise missile in operation. The missile travels at speeds of Mach 2.8 to 3.0

BrahMos-A

The BrahMos-A is a modified air-launched variant of the missile which will arm the Sukhoi PAK-FA of the Indian air force as a standoff weapon. To reduce the missile’s weight to 2.55 tons, many modifications were made like using a smaller booster, adding fins for airborne stability after launch, and relocating the connector. It can be released from the height of 500 to 14,000 meters (1,640 to 46,000 ft). After release, the missile free falls for 100–150 meters, then goes into a cruise phase at 14,000 meters and finally the terminal phase at 15 meters.

BrahMos-NG

BrahMos-NG (Next Generation) is a mini version based on the existing BrahMos, will have same 290 km range and mach 3.5 speed but it will weigh around 1.5 tons, 5 meters in length and 50 cm in diameter, making BrahMos-NG 50 percent lighter and three meters shorter than its predecessor. The system is expected to be inducted in the year 2017. BrahMos-NG will have lesser RCS (radar cross section) compared to its predecessor, making it harder for air defense systems to locate and engage the target. BrahMos-NG will have Land, Air, ship-borne and Submarine tube-launched variants. First test flight is expected to take place in 2017–18. Initially Brahmos-NG was called as Brahmos-M.

BrahMos-II

BrahMos-II is a hypersonic cruise missile currently under development and is estimated to have a range of 290 km. Like the BrahMos, the range of BrahMos II has also been limited to 290 km to comply with the MTCR. With a speed of Mach 7, it will have double the speed of the current BrahMos missile, and it will be the fastest hypersonic missile in the world. Development could take 7–8 years to complete.

7 Kh-59MK2

The Kh-59MK2 cruise missile bears little external resemblance to the earlier Kh-59 (AS-18 Kazoo), which is a conventional glide bomb with an externally mounted Saturn 36MT turbofan engine, but uses the same powerplant, warhead and guidance system. It has a redesigned airframe to reduce its radar signature and fit in the Sukhoi T-50’s weapon bays. The 1,700-lb. weapon has a design range of up to 160 nm.

The Kh-59MK2 features a stealth-contoured nose with short, swept horizontal chines, which avoids a radar cross-section (RCS) spike from a rounded nose but takes up less space in the length-limited (4.2-meter-long) T-50 bays than a pointed or wedge nose. Flat sides result in strong RCS spikes at 90-deg. to the missile’s axis, but if the weapon is at low altitude these are not exploitable by an airborne radar, because a radar at that position cannot detect any Doppler signal from the missile. The flush inlet is located under the body.

A third, modified weapon was the Kh-58UShKE-IIR (imaging infrared). The basic Kh-58UShKE, seen at previous MAKS shows, is a modernized, shortened, folding-wing version of the veteran Mach 4 Kh-58 (AS-11 Kilter). The new model adds two IIR sensors under the forebody, allowing the weapon to engage emitters that have been shut down.

The new weapons underscore the fact that the T-50 cannot be regarded as an analog to the Lockheed Martin F-22. It is designed for both air-to-air and air-to-surface missions, with the ability to carry four large weapons internally (versus two 1,000-lb. bombs on the F-22) as well as having provision for Kh-31 anti-radar missiles under the wings.

Anti-Ship Missile.

KH 35

Kh-35UE (AS-20 “Kayak”) anti-ship missile

Kh-35UE (AS-20 “Kayak”) anti-ship missile (wings extended)

The Zvezda Kh-35U (‘Star’, Russian: Х-35У, AS-20 ‘Kayak’) is the jet-launched version of a Russian subsonic anti-ship missile. The same missile can also be launched from helicopters, surface ships and coastal defence batteries with the help of a rocket booster, in which case it is known as Uran (‘Uranus’, SS-N-25 ‘Switchblade’, GRAU 3M24 ) or Bal (‘Ball’, SSC-6 ‘Sennight’, GRAU 3K60). It is also nicknamed “Harpoonski”, because it looks like and functions very similar to the American Harpoon Anti-Ship missile. It is designed to attack vessels up to 5000 tonnes.

The Kh-35 missile is a subsonic weapon featuring a normal aerodynamic configuration with cruciform wings and fins and a semisubmerged air duct intake. The propulsion unit is a turbofan engine. The missile is guided to its target at the final leg of the trajectory by commands fed from the active radar homing head and the radio altimeter.

Target designation data can be introduced into the missile from the launch aircraft or ship or external sources. Flight mission data is inserted into the missile control system after input of target coordinates. An inertial system controls the missile in flight, stabilizes it at an assigned altitude and brings it to a target location area. At a certain target range, the homing head is switched on to search for, lock on and track the target. The inertial control system then turns the missile toward the target and changes its flight altitude to an extremely low one. At this altitude, the missile continues the process of homing by the data fed from the homing head and the inertial control system until a hit is obtained.

The Kh-35 anti-ship missile can be employed in fair and adverse weather conditions at sea states up to 5-6, by day and night, under enemy fire and electronic countermeasures.

The Kh-35’s aerodynamic configuration is optimized for high subsonic-speed sea-skimming flight to ensure stealthy characteristics of the missile. The missile has low signatures thanks to its small dimensions, sea-skimming capability and a special guidance algorithm ensuring highly secure operational modes of the active radar seeker.

Its ARGS-35E active radar seeker operates in both single-and-multiple missile launch modes, acquiring and locking on targets at a maximum range of up to 20 km. A new radar seeker, Gran-KE have been developed by SPE Radar MMS and will be replacing the existing ARGS-35E X band seeker.

Weapon Configurations Of PAK-FA

- Engines

Pre-production and initial production batches of the T-50 will use interim engines, a pair of NPO Saturn izdeliye 117, or AL-41F1. Closely related to the Saturn 117S engine used by the Su-35S, the 117 engine is a highly improved and uprated variant of the AL-31 that powers the Su-27 family of aircraft. The 117 engine produces 93.1 kN (21,000 lbf) of dry thrust, 147.1 kN (33,067 lbf) of thrust in afterburner, and has a thrust to weight ratio of 10.5:1. The engines have full authority digital engine control (FADEC) and are integrated into the flight control system to facilitate maneuverability and handling.

The cited TVC capability of the 117S engine is ±15° in the vertical plane, and ±8° in the horizontal plane, with deflection angle rates of now up to 60 °/sec, putting them in the same onset rate category as fighter-type aerodynamic flight control surfaces. The engine employs a larger diameter fan, at 932 mm vs. the 905 mm fan in the earlier Al-31FP TVC engine. Key hot end components in the core were redesigned to employ the cooling system technology developed in the 1990s Al-41F, permitting much higher TIT ratings and a commensurately reduced thrust lapse rate with altitude, in turn permitting supercruise operation.

The auxiliary power unit and the starters for the T-50 aircraft designed and manufactured by the factory “Red October” (St. Petersburg). Probably, on the T-50 model is used, the gas turbine engine power unit GTDE-117M / GTDE-117-1M, which is a turboshaft engine with free turbine, has a modular design. Turbocharger module – single shaft with a single-stage centrifugal compressor and turbine. Reducer power turbine is made by a two-stage multi-threading scheme. Purpose: providing standalone preflight preparation of the aircraft without starting the main engines and their subsequent launch ..

Power in starter mode – 110 hp
Dimensions – 680 x 260 mm
Weight – 40 kg

Phase ll Engines

Production T-50 from 2020 onward will be equipped with a more powerful engine known as the izdeliye 30, a clean sheet design engine that will supersede the 117. NPO Saturn and MMPP Salyut are competing to supply this definitive second stage engine. Compared to the 117, the new powerplant will have increased thrust and fuel efficiency, greater reliability, and lower costs.

The izdeliye 30 has fewer fan and compressor stages than the 117, thus reducing the number of parts compared to its predecessor. The engine is designed to produce approximately 107 kN (24,050 lbf) of dry thrust and up to 167 kN (37,500 lbf) in afterburner. Full scale development began in 2011 and the engine’s compressor began bench testing in December 2014. The first test engines are planned to be completed in 2016, and flight testing is projected to begin in 2017. The new powerplant is designed to be a drop-in replacement for the 117 with minimal changes to the airframe. Some more reliable sources have quoted a figure of 24,054lbs dry thrust and 39,566lbs of afterburning thrust.

To briefly understand the propulsion systems in detail, click on the button below.

Description of Propulsion

General characteristics

Crew: 1
Length: 19.8 m (65.0 ft)
Wingspan: 13.95 m (45.8 ft)
Height: 4.74 m (15.6 ft)
Wing area: 78.8 m2 (848.1 ft2)
Empty weight: 18,000 kg (39,680 lb)
Loaded weight: 25,000 kg (55,115 lb) typical mission weight, 29,270 kg (64,530 lb) at full load
Max. takeoff weight: 35,000 kg (77,160 lb)
Fuel capacity: 10,300 kg (22,700 lb)[139]
Powerplant: 2 × NPO Saturn izdeliye 117 (AL-41F1) for initial production
Izdeliye 30 for later production, thrust vectoring turbofan
Dry thrust: 93.1 kN ( izdeliye 117) / 107 kN (21,000 lbf / 24,300 lbf) each
Thrust with afterburner: 147 kN ( izdeliye 117) / 167 kN (33,067 lbf / 37,500 lbf) each or 176 kN ( 39,566 lbf) each.

For Izdeliye 30
Dry Thrust : 107 KN
Thrust with Afterburner : 167 KN

Performance

Maximum speed:
At altitude: Mach 2.0 (2,140 km/h, 1,320 mph)
Supercruise: Mach 1.6 (1,700 km/h, 1,060 mph)
Range: 3,500 km (2,175 mi) subsonic
1,500 km (930 mi) supersonic[86]
Ferry range: 5,500 km (3,420 mi) [141]
Service ceiling: 20,000 m (65,000 ft)
Wing loading: 317–444 kg/m2 (65–91 lb/ft2)
Thrust/weight:
Saturn 117: 1.02 (1.19 at typical mission weight)
izdeliye 30: 1.16 (1.36 at typical mission weight)
Maximum g-load: +9.0 g

Armament

Guns: 1× 30 mm (1.181 in) 9A1-4071K (GSh-301) cannon in right LEVCON root

Air to air loadout:
4× K-77M or 4× izdeliye 810
2× K-74M2 or 2× izdeliye 300

Air to ground loadout:
4× Kh-38M or 4× Kh-58UShK or 8× KAB-250 or 4× KAB-500
2× K-74M2 or 2× izdeliye 300 or 2x Kh-31 PD
1x Kh-61 BrahMos -A.

Air to sea loadout:
4× Kh-35
2× K-74M2 or 2× izdeliye 300

Hardpoints: Six external hardpoints , Six to Eight internal.

Other weapons:
Kh-31
R-73
R-77

Avionics

Sh121 multifunctional integrated radio electronic system (MIRES)
N036 Byelka radar system
N036-1-01: Frontal X-band AESA radar
N036B-1-01: Cheek X-band AESA radars for increased angular coverage
N036L-1-01: Slat L-band arrays for IFF
L402 Himalayas Electronic countermeasure suite
101KS Atoll electro-optical system
101KS-O: Laser Directional Infrared Counter Measures
101KS-V: Infra-red search and track
101KS-U: Ultraviolet Missile Approach Warning system
101KS-N: Targeting pod

Know about Chinese 5th Generation Fighter Shenyang J 31 in detail. Click on the button below.

Shenyang J 31

India's first indegeneous stealth , Fifth generation aircaft HAL AMCA. Click on the button below to know about it.

HAL AMCA

Info and Image Sources

Diasetsuzan Blogspot
Thai Military and Aviation Region
Combat Aircraft Magazine
Asian Military Review
Wikipedia
The Aviationist Blog
paraley.net
ausairpower.net
sukhoi.org
Knnaz press centre gallery

Some Private Sources working at Knaapo and HAL

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]]><![CDATA[ANALYSIS OF THE LATEST PROTOTYPE OF SHENYANG J 31]]>Mon, 16 Jan 2017 17:50:08 GMThttp://fullafterburner.weebly.com/aerospace/analysis-of-the-latest-prototype-of-shenyang-j-31After the unveiling of J 31 or FC 31's new model and a new flying prototype of J 31. There were significant improvements being analysed about it. These improvements would catapult J 31 in the export market and would fulfill the Chinese dream of ending the monopoly of US in sale of fifth generation fighter aircrafts. Unlike old juice in a new bottle the Shenyang J 31 has the capability to outrun any regional adversaries like F 15 of Japan or Su 30 MKI of India. It is therefore very important to analyse the capabilities of this new aircraft and to see how it shifts the power balance equations.

Program history :-

Reportedly officially designated Project 310, the original prototype ‘31001’ is a technology demonstrator built and reportedly financed as a private venture by the AVIC and Shenyang. The aircraft was officially named FC-31 ‘Falcon Eagle’ during the Zhuhai airshow in 2014.
Pakistan is reportedly very interested in this twin-engined ‘fourth-generation multi-purpose medium fighter’.(this is exactly what was written "fourth" ).
In addition, there are still strong rumors concerning secret PLA participation or at least an interest in considering the J-31 as a future land-based and carrierborne medium-weight fighter to complement the larger J-20. In theory, it could even replace some of the remaining J-7/8 series fighters while complementing the modernized fourth-generation J-10 and J-11 fighters.

Improvements in physical attributes :-

J 31's airframe has completely been made as one single structure. It is known in China as the additive manufacturing technique which reduced number parts and components to be manufactured by 50% and thus its manufacturing can be done faster. The J31 cannot be disassembled. It features extensive revisions, apparently including a revised, F-22-style forward fuselage including single-piece cockpit canopy, and re-profiled tailfins. The J-31 has a flatter fuselage than the F-35; which suggests a more pronounced air superiority focus for the J31, since a flatter fuselage results in a smaller weapons bay but improves fuel efficiency and speed.

Improvements in Electronic Warfare Capabilities :-

Notice the picture we uploaded featuring the black dot on the backside of J 31 atop the dorsal spine. At the exact same location on PAK-FA a device called DIRCM is located. On the chin an EOTS can be noted which is similar to that of F 35. The function of EOTS ( electro optical targeting system) is to provide necessary information to the aircraft's missiles and guided bombs about the target's heat signature. It helps in targeting and works in cue with radar. A close observation of J 31's belly shows rhombus shaped markings which could possibly be similar to F 35's DAS and function as ultraviolet missile approach warning system. It could give a multi spectral image to the pilot. It provides image of surrounding environment in many different spectrums be it IR spectrum or any other. The EOTS of J 31 is very very similar to that of F 35 and this gives support to the claim that the Chinese hacked data of F 35. The EOTS having faceted VLO profiling in front on two sides and one beneath shows it won't just be used for targeting purpose but for Infrared search and track also. The EOTS of F 35 has it's glass made of Lucco-Sapphire, the next strongest material after diamond. It is unclear wheather Chinese have done that or not.

It was seen placed on the front starboard side of the J-31 canopy, A-Star’s EORD-31 serves as an IRST, similar to the OLS-27 series used by the Russian Sukhoi Su-27 fighter. However, instead of a spherical dome cover, the EORD-31 is flat and faceted. Chinese press reports claimed the system may be able to detect a Lockheed Martin F-22A at 110 km and a Boeing B-2 at 150 km. If speculated to do the same thing that Su 27's OLS does the EORD 31 would just be receiver that picks up heat signatures of Stealth fighters. The F 22 incorporates active cooling of leading edges to suppress its heat build up when viewed from front. The EORD may have faring that reduces it's own radar return still does not seem to be any big development from OLS,but it isn't easy to detect F 22 at BVR ranges.

Improvements in stealth characteristics :-

A new engine was represented by redesigned, stealthy nozzles. This is said to be a ‘new’ Chinese 10-11-tonne thrust unit that will ultimately replace the Russian RD-93. Exactly what this engine is, remains unknown. In the pictures of 3D art appeared on a Chinese website and many other images it was noted that the edges of the engine nozzles have sawtooth shape. Which is quite similar to sawtooth shapes of F 35. This shape is very important as it reduces radar cross section and significantly improves the anti-IR detection of the aircraft. Such sawtooth shaped edges were also seen on doors of internal weapon bays and doors that hide landing gear.

The updated design includes radar cross-section improvements such as clipped wing edges, revised vertical stabilizers, a re-profiled forward section with a single-piece canopy. The wings can also be seen quite reprofiled and look more like that of F 22 Raptor. The wingtip edge's smooth blend of leading edge and trailing edge reduces the heat build up on edges and also reduces aerodynamic drag. One more stealth aspect is usage of bubble canopy single piece cockpit.

Possible Weapon Package :-

FC-31 features a single internal weapon bay inside its belly housing up to 6 AAMs including PL-10, PL-12 and PL-21. The aircraft is also thought to have a secondary surface attack capability where it can carry 50kg class SDBs internally such as LS-6/FT-7 satellite guided bomb and GB50 LGB, or the larger YJ-83K AshM and YJ-91 ARM externally under 6 hardpoints. An internal gun is thought to be installed as well but its exact location is still unknown.

For Air to ground strike capability the J 31 simply has got many missiles to chose from. Many people think that even the upgraded model of J 31 has shallow weapon bays and cant carry cruise missiles. But the new TL 7 export version KD 88 missile has a diamter of just 0.7 m and 180 km range. It also has air launched antiship version which has recently been installed on JH 7 fighter bomber. It can be possibly a package.

This poster taken from errymath blogspot shows side weapon bays but they were not seen on the model displayed at Zhuhai Air Show and not even on the prototypes.

Another Chinese poster showing J 31 as a carrier borne fighter. The Chief designer of J 31 was reported indicating possibility of this aircraft. The carrier borne version will be named J 18 ( export version F 60).

Strategic Implications :-

J 31 thus is becoming a serious concern for neighbors of China. Pakistan is reportedly interested in J 31's export variant the FC 31. The FC 31 would be ready by 2018 for induction as per SAC. So if Pakistan becomes it's first customer then It can be safely assumed that FC 31 would arrive in Pakistan by 2019 or 2020. On the other hand Indian fifth generation programs like HAL FGFA and HAL AMCA won't have any flying prototype before 2023. And the Sukhoi PAK-FA would have been plagued with technical glitches that even Russian Air Force is ordering it in limited numbers. Russians would like to keep the first batch for themselves and Indians won't be getting PAK-FA before 2020 because without izdeliye 30 engine and Radio Optical Phased Array Radar ( ROPhAR), procuring PAK-FA is meaningless. Although these are just possibilities but it will be a big embarrassment if Pakistan acquires a fifth generation fighter before India. Considering additive manufacturing technique J 31 can be manufactured really fast.

The cockpit of J 31 as diplayed at an exibition during Zhuhai Air Show.

Info Source : Combat Aircraft Magazine ,alternativenews.tk

pic sources :-

Pic J 31 firing Pl 15 missile :- pic source :- lt.cdjby.net via errymath

Pic of J 31 models credits :- Tamir Eshel, Defense-Update

Other pictures from Combat Aircraft Magazine.

Repost with credits and link to our website.

]]><![CDATA[Heavy Launch Vehicle of ISRO , the next big thing]]>Sun, 25 Dec 2016 09:02:56 GMThttp://fullafterburner.weebly.com/aerospace/heavy-launch-vehicle-of-isro-the-next-big-thingBelieve in yourself You will be successful. Believe in ISRO India will be successful. The Indian Space Research Organisation is now readying itself to jump to the next level. Once again putting everyone in a surprise. After the testing of Indegeneous Cryogenic Engines like CE 7.5, CE 20 and SCE 200. ISRO is putting them and their variants in use to make our larger dreams into reality. ISRO has taken up the challenge to develop Unified Launch Vehicle and Heavy Launch Vehicle. These new series of Rockets shows ISRO'S modular approach where the rockets can be customised to certain limits to make them capable for variety of space launch applications. The output of a cryogenic engine is pure H2O so we won't even be doing any pollution either. Here we introduce these two in a descriptive, balanced, interesting and easy to understand manner.

ULV

The Unified Launch Vehicle of ISRO.

It is a future expendable launch vehicle concept. It is modular in shape, comprising semi-cryogenics as booster, a cryogenics as upper stage and strap-ons of different magnitudes made of solid rockets. It can be S-200, S-139 or S-9, depending on the payload requirement. The ULV is slightly futuristic. All major Space Powers are developing new series of Rockets. The Ruskies are up to Angara rockets. The Chinkies have Long March 9 as the heavy duty rocket. Murica has got SLS.

The Angara system of Roscosmos is also modular just like ULV. The modular approach is when we can attach different stages of rockets for different load requirements and adjust the software program for any suitable flightpath. You can see in the picture below the largest ULV variant have two S 200 boosters and it can carry 15 tonnes of mass in LEO. It is very likely that these spacecrafts would be used by ISRO for launch of Manned Space Capsule. While for Manned mission on Moon , ISRO have got something even more better. Which we would bee seeing soon in this article.

The four booster options are:

• 6×S-13, slightly larger than the S-12 on PSLV, to burn longer;

• 2 × S-60, which appears to be a new solid motor development;

• 2 × S-139, which is the first stage of PSLV and GSLVMkI/II;

• 2×S-200, like on the LVM3.

HLV

The Indian Space Research Organisation (ISRO) is developing a series of heavy lift launch vehicles (HLV) capable of lifting satellites up to 10 tonnes into the orbit.

Mindful of the need to keep development costs under control, we have adopted a modular approach to the design of the HLV, Vikram Sarabhai Space Centre Director M.C. Dathan told mediapersons here on Friday. “While the GSLV Mk3, scheduled to undergo operation flight test in December 2016, will be capable of carrying satellites up to four tonnes, the standard size of satellites is expected to go up to six tonnes in the near future, requiring rockets with more heft,” he explained.

A Heavy-lift variant (HLV) of the unified launcher capable of placing up to 9 ton class of spacecrafts into Geosynchronous Transfer Orbit would include:-

• A larger dual S-250 solid strap-on boosters as compared to the S-200 boosters used in LVM3;

• A semi-cryogenic core stage similar to LVM3 with SCE-200 engine;

• A semi cryogenic third stage with a new CE-50 engine;

• A new fourth stage with cryogenic C10 engine.

The Diagram of all these is given below.

ISRO is toying with the idea of adding a semi-cryogenic stage to the GSLV Mk3 to generate a lift up to six tonnes. A more powerful cryo upper stage is expected to add the required muscle to handle satellites up to 10 tonnes. “What we have in mind is a progressive development to come up with need-based variants of the Mk3 instead of coming up with a new rocket altogether,” Mr. Dathan said.

Explaining the rationale behind the modular approach, he said the miniaturisation of electronics could lead to the development of lighter satellites requiring lesser lift capability. “This is where the modular design makes sense.”

Mr. Dathan said ISRO was developing an orbiter, lander, and rover for Chandrayaan-2, India’s second mission to the moon planned for 2017. “The initial proposal for a Russian lander was dropped after they changed the design, making it too heavy for the PSLV rocket.”

This concept seems quite relevant in the times when ISRO is managing its resources and time to achieve the goal of Manned Space Flights. ISRO has developed basic concepts, definitions and designs to perform manned space flights till 2020 at the best. The HLV variant of ULV will have an increased size of fuel tank from the SCE 200 engine as illustrated here. The Heavy Launch Vehicle will also have a big sized upper stage to carry almost 10 tonnes of cargo, in case ISRO plans a space station or something.

To The Moon and Beyond

Mean while to land an Indian Vyomnaut on Moon , the ISRO developed more concepts which one ISRO Scientist explained in a seminar. The concept is quite similar to same used by NASA to send Niel Armstrong on moon. The moon lander will be carried by a separate launch vehicle and Crew module separately. These will then be boosted into Moon's orbit and then the booster separated. The crew will be transferred from Crew module into Moon Lander which will land on moon, do some Research work and return. The upper stage of lander called decent stage would lift off from moon and join the crew module back. The crew module will return to Earth carrying the Vyomnauts.

All the process is illustrated here below. Just view the image properly.

One more aspect of modular approach is seen here as marked in the image above the engine's fuel tank has been increased in size for the core stage of the rocket. This is actually based on ISRO'S newest semi-cryogenic engine, The SCE 200. Rumoured to be purchased patents from a Ukrainian company. On June 2, 2005, India and Ukraine signed the Framework Agreement between the Government of Ukraine and the Government of the Republic of India on Cooperation in the Peaceful Uses of Outer Space, which would enter in force on February 15, 2006. As per unconfirmed information obtained by Wikileaks this contract involved the transfer of blueprints for a rocket engine by the Yuzhnoye Design Office. According to official press release on March 26, 2013 by Ukrainian Ministry of Economic Development and Trade, development of a rocket engine for Indian launch vehicles initiated in 2006 under a joint Indian-Ukrainian project named “Jasmine”

It was said by wikileaks that while Soviet Russia disentigrated. Many Private Space Tech. companies sold thier patents and research work to a large number of buyers in India and China. All the Progress of India and China you see in the field of Space Tech. most of that depends upon those former soviet patents.

This new space launch system offers flexibility as we can launch commercial communication sats which are big in size and have weights of almost 2-3 tonnes. And also large number of Nano Satellites which are small but have thier own delicate complexities. Finally this system is nice enough to launch Space Research/ Earth Observation / Weather Monitoring kind of satellites which carry large number of components.

This image explains very nicely the configuration of Manned Space Capsule under study by ISRO. This capsule was designed by HAL and if Compared with recent capsules such as Dragon of USA and PTK-NP of Russia the design is advanced. It's crew module has been tested recently. The image in the right shows crew module kept inverted for a test launch.

Hope you have enjoyed the introduction of these new Space Launch Vehicles of ISRO. We would post more details about it. Stay Tuned. Have a look around the website and feel free to ask any question.

Info credits:

defence.Pk
indiandefenceforum
Official website of ISRO.
Times of India

Image credits:

defence.Pk
available on pic

you may repost this on your website or social media page but with credits and link to our website only.

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]]><![CDATA[How Effective is BrahMos against Chinese Ship based SAMs??]]>Wed, 21 Dec 2016 09:02:21 GMThttp://fullafterburner.weebly.com/aerospace/how-effective-is-brahmos-against-chinese-ship-based-samsAfter The Announcement of India selling BrahMos missile to Vietnam and probably Philippines also, Many Fanboys went gala over it. It is true that BrahMos is a very effective antiship weapon. But without technical comparison it will be a daydream to think that BrahMos can stop an Invasion on Vietnam's Waters. To know the effectiveness it is important to study how BrahMos performs against Chinese Ship Based SAMs and how much punch does it pack. For that purpose we must study the PLAN ships deployed at it's Borders with Vietnam and their effectiveness. It is very important for India to contain China and create more troubles for it in it's own backyard. Hats Off to the Indian Govt.'s decision to sell BrahMos to Vietnam and even perform Oil exploration there. This would keep China too busy in their own backyard where they would increase the concentration of their assets and won't be able to deploy any formidable force in Indian Ocean.

We need to study the Chinese ship based Air Defence Missiles and their probability to hit BrahMos. This would give us clear idea/analysis of our main attack missile BrahMos being capable of high manouvering and accurate Chinese Surface to Air Missiles. The Chinese Ships have been armed with mainly 3 types of Missiles that are used for air defence. The Mach 3 capable BrahMos which is (almost) the fastest Cruise missile in the world definetely have got chances that could be intercepted. The three types are..........................

1. H Q 7 small range Surface to Air Missile.

2. HQ 16 medium range SAM. Ship based version named as HQ 26.

3. HHQ 9 long range SAM.

All Explained below.

1. HongQi 7 / Red Flag 7 FM-7

The HQ 7 is a short range surface to air missile developed by China Aerospace Science and Technology Corporation. It became PLAN's standard short range SAM in this 1990s. It has got an 8 cell launchers with reload units where missiles are stored in multiples of 8 (8, 16, 24 ). The Type 360s E/F band Doppler radar can detect 30 targets and engage 12 targets simultaneously at its best shot. This is quite an old technology it is something like a 2++ generation SAM. Its minimum engagement altitude is 50m. But BrahMos can fly even as low as 10m. So HongQi 7 does not offer much resistance. Its warhead is of 15 kgs.

The HongQi 7 is used in Type 054 frigate. But the next one is quite a formidable challenge. I have avoided to go too much in detail in this missile because of that. But there are chances , if BrahMos is launched from very near then it's early detection is possible and an expert crew on Type 054 can intercept BrahMos even if its chances are less. But the chances exist !

Against BrahMos :-

The terminal velocity of BrahMos is Mach 2.8. It is a sea skimming missile and flys very low, almost hugging the ground. Whereas HQ 7 can't intercept targets that low and has a poor reaction time. It simply does not offer any resistance to BrahMos. Many people claim that this missile might cause problem when BrahMos could be in it's terminal phase. As when moments before BrahMos warhead is about to struck the ship the HQ 7 could stop it. But seeing the available figures about reaction time of a whopping 12 seconds it simply cannot stop BrahMos.

2. HongQi 16 / HQ 16 / Red Flag 16
Naval variant HQ-26.

This is one killer medium range ship based air defence missile , which can be ripplingly accurate. The naval variant of this missile has been named as HQ 26 , but it has been doomed in secrecy and no technical details are available so at the best we can have comparable data with land version that is HQ 16. In 2011 first time HQ 16 was reportedly made operational and was deployed by PLA in the Shenyang Military Region. It is said to be able to intercept sea skimming and medium altitude targets like cruise missiles and helicopters but the CEP , its response time and and minimum altitude of interception is something which matters the most. If BrahMos has to move through it effectively then we also have to take its active radar into account.

(HQ 26 being fired from a Type 054A class frigate)

Being a copy its radar is said to be similar in performance to Russian SA-N-12 radar , which is an old active target designator for this missile. I am not pressing much on certain things like guidance system of this one as that wouldn't crucial here. At mid range physical characteristics matter more. The technical capabilities are as below............................

Effective Range :- 1.5 - 40 km (for aircrafts) , 3.5 to 18 km (for cruise missiles)

Effective Altitudes :- 10-6000 meters,

Single Hit Probability :- 0.7-0.98 some sources say 0.85 against normal targets and 0.6 against crusie missiles like Tomahawk.

Reaction Time :- 5 - 8 seconds

Length :- 2.9 m long

Projectile Diameter :- 0.232 m

Warhead Weight :- 17 kg

Flight Speed :- Mach 2.0

Maximum flight speed :- Mach 2.8

(HQ 26's 32 cell VLS on a Type 054A class frigate)

(An HQ16 mock up)

Against BrahMos :-

So this is how the Chinese 3rd generation medium range active radar guided and highly maneuverable Surface to Air missile is.Whether it can stop BrahMos or not is what we leave up to you , but as per me It seriously can't and I have reasons to believe so.

The terminal velocity of Supersonic BrahMos blk l is Mach 2.8, Blk ll is even higher. But the terminal speed of HQ 26 is just Mach 2.0. Brahmos flies at an altitude of just 10 m. And this missile can't intercept targets flying below 10 m that much effectively. It's hit probability against cruise missies is questionable.

BrahMos has no problem getting over it. But its still up to our readers choice what and how they judge this Missile.
The real challenge is the next one.

3 Hong Qi 9 / HQ 9 / Red Flag 9

This is a contemporary Chinese SAM that has completely being based on Russia's S 300. It has got a land version operational since a very long time.
HHQ 9A is the ship borne variant of this SAM. It has been deployed on Chinese Type 52C and Type 52D destroyers. The formidable challenge to Superiority of BrahMos is offered mainly by this missile, which PLA-Navy's mainstay air defence missile. Experts believe that it has chances of Engaging the Mach 3 capable BrahMos at close ranges like 25-30 km , If detected early. This makes our position vulnerable. The Type 52 is equipped with 48 HHQ 9A missiles with 6 cell VLS. The capabilities of HHQ-9 are sometimes further confused with that of the land based HQ-9 SAM (from which HHQ-9 is derived) and the export variant FD-2000, but there is reason to believe the naval HHQ-9 may feature some substantial differences to the land based HQ-9 and export FD-2000. The HHQ-9 may have considerable advances and tweaked physical attributes as it is a naval SAM.

(Naval HHQ 9 missile's mock up being displayed)

It is a matter if hot debate among experts. Generally the range of any specific long range SAM is maxed at 100 to 150 km. The export variant of HQ-9 is called as FD 2000. The Brochure of FD 2000 has speculated the max range to be 120 kms. A general consideration that HHQ-9 is an inproved version makes us assume that its range would definitely be more. A report by US Office of Naval Intelligence has stated the range of HHQ-9 to be 55 nautical miles, which is roughly above 100 km. The Chinese language news on state media CCTV has reported that Type 052C destroyers are equipped with SAMs having 150 kms of range.

Whatever the max range be fellas. It is just not a concern for us in this debate as BrahMos isn't going to fly that high. BrahMos naval version is sea skimming missile which flies at a minimum altitude of 10m. And any Chinese SAM has to counter that to be safe.

(Note the cruciform tail geometry and the TVC vanes being coupled with aerodynamics controls)

Minimum Altitude :

The data from the Brochure of FD-2000 shows minimum altitude to be 25m. But for a land based SAM that is a realistic figure because of wide diffreces on a plain terrain the calculation related to minimum altitude is always misunderstood. Moreover trees and small hillocks further add to misses. It can be assumed that the improved naval version HHQ9 may have minimum altitude of just 15m or who knows even lower than that. The HHQ 9 is equipped with a proximity fuse HE blast fragmentation type warhead so even if it doesn't reach up to the altitude of 10m at which BrahMos flies. It still be safely able to kill BrahMos.

The maximum probability of killing BrahMos is at the range of 25 to 30 km. This is the ranginto where mostly terminal phase of this missile is activated. The terminal phase is highly manoeuvrable and owing to that it may take steep down towrds it's target and being guided by an onboard active radar. The HHQ 9 thus have a high probability to kill BrahMos.

(An HHQ 9 being launched from a Type 052D destroyer)

(6 cell VLS of HHQ 9 on a Type 052)

Guidance System :

Popular beliefs of HQ 9 being a S 300 copy and observations based on Radar systems of Type 052C and Type 052D destroyers. The missile is assumed to have a Active Radar Homing guidance system. The FD 2000's brochures also cliams to have the same. It is foolish to consiedr that any naval SAM would be having semi active guidances. As a Destroyer must be capable of engaging multiple targets simultaneously. It cannot rely on semi active guidance.

Effective Range :- 120 km, slant range claimed to be 200 km.

Effective Minimum Altitude :- 15 to25 m.

Projectile Diameter :- less than 0.56m.

Single Hit Probability :- 0.65 to 0.8 against cruise missiles.

Reaction Time :- 5 to 8 seconds.

Length :- 6.8 m.

Warhead Type :- 180 kg HE Blast Fragmentation proximity fuse.

Maximum Flight Speed :- Mach 4

Against BrahMos :

The maximum speed of HHQ 9 is Mach 4 as claimed by many chinese sources. And that figure is quite true. It thus proves its worth and have high, I repeat high chances of intercepting BrahMos. As even the terminal velocity is Mach 3 for BrahMos. The slight chances for BrahMos are in tactics because a one to one fire would never make any good deal. If 2-3 BrahMos are fired simultaneously and before that even some more projectiles are launched from nearly 90 to 100 kms away the enemy fire control radar's reaction time can be increased which decrease the chances of the second or third BrahMos being intercepted. The upgraded BrahMos would have Mach 6.5 speeds but can't pull it up here until it becomes operational.

Seeing the minimum altitude and Blast Fragmentation Proximity fuse warhead. It create blast in a very large area thus can effectively stop a missile flying even at altitudes little bit lower than itself. The terminal phase is active and very manoeuvrable making it difficult for BrahMos to evade. The Max current range if BrahMos is 290 km. If BrahMos is fired from this much long range then it isn't a big deal for Type 052C destroyer to activate its SAMs and prevent a BrahMos at ranges of 20 to 30 km. If multiple BrahMos missles are fired after a gap of almost 5 seconds and that too at ranges less than or equal to 100 km. Then for the Active Radar Guidance system of HHQ 9 it will be difficult to track all of them so neatly. Moreover Missiles with active guidance needs mid-course updates. Giving mid course updates to multiple missiles at multiple timings against multiple targets would be a hectic matter for any onboard computer of a ship. This increases kill probability. There are many variables if a practical situation is considered which may favourably or adversly affect BrahMos's performance. Still one thing is clear that among overall possibilities the HHQ 9 is the biggest challenge to BrahMos.

We leave it up to the understanding of our readers to decide whether BrahMos can go pass HHQ 9 to destroy a Type 052D destroyer or not.

That was all from our side to study the effectiveness of BrahMos against Chinese Ship Based Surface to Air Missiles and vice versa. Feel free to ask any query regardy the article which we will be glad to entertain. Have a look around our website to know more about related topics.

Image credits :-

Indian Defence News.
army-technology.com
Indian Defence Review.
Asian Defence News.
Pakistan Defence.
SanjeevPearlji Blogspot

Info Credits :-

Indian Aerospace Defence News
Defence.Pk
Army-Technology
Globalmilitaryreview.blogspot
Tonnel-ufo.ru

]]><![CDATA[India's Ballistic Missile Defence Shield : A Strategic Analysis.Part B of it]]>Fri, 18 Nov 2016 09:01:43 GMThttp://fullafterburner.weebly.com/aerospace/indias-ballistic-missile-defence-shield-a-strategic-analysispart-b-of-itThank You everyone for the amazing response we had yesterday. Hope you all enjoyed now here are more details. The exact thing we all want.

Phase Two

Radars ~

The Phase 2 system will have longer range radars (Detection range of 1,500km as opposed to 600 km for LRTR radar), and new hypersonic interceptor missiles flying at Mach 6-7 (As opposed to Mach 4-5 for Phase 1 missiles) with agility and the capability to discriminate against ballistic missile defence counter measures. Unlike the Phase 1 Swordfish radar developed by India in partnership with Israel, the radar to support Phase 2 interception will have 80% indigenous component, DRDO chief VK Saraswat told the press on May 15, 2011.

"Only some of the equipments and consultancy would be provided by Israel," Saraswat said

Working

Step One :~

Any enemy activity is detected through the systems, primary tracking and acquisition radar or the Long Range Tracking Radar (LRTR) known as ‘Swordfish ’. Targets as far as 800+ kilometres can be immediately detected.

Step Two :~

If a threat is detected, control centres are immediately warned of the impending threat. The system is devoid of any human intervention, the launch sequence for PAD/AAD is initiated and the system stands-by for launch authorization. Simultaneously, LRTR
tracks the detected threat continuously.

Step Three :~

The acquired data is continuously beamed to Mission Control Centre (MCC) . Powerful computational systems present in the centre immediately classify the threat.

Step Four :~

The acquired raw data is processed in
MCC . The LRTR further classifies the threat based on its range. The system also computes the trajectory, altitude and speed of the incoming threat.

Step Five :~

This information is further rechecked by multiple systems and a collated image is formed. The collated data sheet is now capable of pin-pointing the trajectory of the acquired threat. All these information are immediately assigned to an on-filed PAD/ AAD system.

Step Six:~

The information is picked up at the
Launch Control Centre (LCC) . The missile system now has minimal information about the impending threat. In an effort to drastically reduce the reaction time, LCC fires a volley of interceptor missiles.

Step Seven :~

The raw data is continuously processed and then valuable information is updated. The missile is continuously updated about the incoming threat. The missile system receives multiple mid-course updates through the flight with the help of the tracking radar. The missile is gradually guided towards the inbound threat.

Step Eight :~

As the missile closes in, the gas thrusters are fired along with the actuators. These systems guarantee that the missile can obtain a flawless intercepting trajectory.

Step Nine:~

As the intercepting missile nears its terminal phases, specially designed terminal seekers are remotely fired. These systems manoeuvre the missiles further towards the intended target.

Step Ten:~

Homing radars are activated at the final stages. A Radio Proximity Fuse (RPF) is used to detonate the charged warhead at a designated point. The projectiles then further penetrate through the intended target and results in the total annihilation of the incoming threat.

Phase Two in Detail

The Phase 2 missile defense system will be based on the AD-1 and AD-2 interceptor missile that are currently under development.

Phase 2 interceptors will have speeds of 6-7 Mach and they will be hypersonic. Missiles will have lesser time to intercept. Guidance systems have to be far more energetic and quick responsive.

"Ground testing of the AD-1 will begin next year and the AD-1 missile will be test-fired in 2012," Saraswat told India Today in June 2010.

These interceptors would be capable of shooting down missiles that have ranges greater than 5,000 km, which follow a distinctly different trajectory than a missile with a range of 2,000 km or less. During their final phase, ICBMs hurtle towards their targets at speeds twice those of intermediate range missiles.

The Phase 2 system will match the capability of the THAAD or Terminal High Altitude Area Defence missiles deployed by the United States as part of its missile shield beginning this year. THAAD missiles can intercept ballistic missiles over 200 km away and track targets at ranges in excess of 1,000 km.

Unlike the Phase 1 Swordfish radar developed by India in partnership with Israel, the radar to support Phase 2 interception will have 80% indigenous component, DRDO chief VK Saraswat told the press on May 15, 2011.

"Only some of the equipments and consultancy would be provided by Israel," Saraswat said.

Analysis

Effects and Responses

The Main Effect if viewed form an Indian Point of View would be that , India would safeguard it's big cities and Border Area from a direct strategic nuclear attack from Pakistan. As China and India both have a 'No First Use' policy they won't use any nukes against each others. Pakistani Analysts say that Indian BMDS disturbs the strategic balance in the region. Pakistan has said that as it cannot afford any BMDS type system it maintains the 'first use' policy and have deployed at border military bases that thing that they call 'Tactical Nuclear Weapons'. In case of Imbalance of Power in South Asia region , Pakistan has to take a more aggressive step with regards to it's nuclear arsenal and even consider more aggressive options to maintain Balance of Power. The BMDS practically does not guarantee a 100% safety from any Nuclear attack to an entire country , so Big in landmass as India but at least gives a confidence to Perform 'Massive Retaliation' in case nuclear deterrence fails. Pakistan has clearly stated that if the existence and sovereignty of thier nation would be under threat from an Indian invading force under cold start doctrine, then they would be using Suicidal Nukes called Nasr Missile on it's own land on Indian Troops.

Many Retired Senior Analyst and even the current ones have firmly assured that usage of Nuclear weapons on Indian troops on Pakistani soil can't be counted as a nuclear attack on India and hence Indians won't perform 'Massive Retaliation'. To this Indians are now adjusting thier Nuclear Doctrines and this matter is under discussion in India.

Satellite Kill Vehicle

ISRO is developing a satellite kill vehicle as part of its BMD system, according to DRDO Defence Research and Development Organisation Director General V.K. Saraswat.The hit-to-kill vehicle will use an imaging infra-red seeker and a 3-D laser image of a target satellite in low earth orbit to guide itself to impact. No tests of the system have been scheduled so far. "We are working to ensure space security and protect our satellites. At the same time we are also working on how to deny the enemy access to our space assets," Saraswat told newsmen at the Science Congress on January 04.

This satellite kill weapon would also have serious strategic issues vis a vis China and May be USA too. It is no secret that all Major Space Powers use spy satellites for surveillance and intelligence gathering purpose, even for communication and guidance of advanced long range weapons. During the 70s and 80s it was reported that US spy satellite constantly spy on South Asia to keep track on Nuclear weapons development programs of India and Pakistan. A satellite live feed was available in Pentagon and White House during the operation of US Navy SEALs in Pakistan which performed to kill Osama Bin Laden. It is quite safe to assume that despite US and India having friendly relations US would have spy satellites over India also. To safeguard India's strategic interests An Anti Satellite weapon becomes necessary. It also becomes necessary as an interceptor for those who would attempt to destroy Indian Satellites.

Conclusion

In comparison with US THAAD, Russian , Israeli The Indian BMDS offer's a nice reliance on protection against Strategic Medium Range and Long Range Missiles. The world is moving further and US and CHINA are developing a Hypersonic weapon that would be more effective delivery system for a nuclear attack. We made an article on these hypersonic weapons which you can find here on our website. These Hypersonic weapons in ReEntry fashion follows similar path as that of a ballistic missile. The BMDS provides protection from such futuristics weapons systems also. This makes BMDS a safety guarantor in any region wherever deployed.

Considering strategic balances in South Asia. Indians are of the opinion that they can't wait for the day that a radical takeover of power in Pakistan would through it's nuclear weapons in Vulnerable hands. So they would deploy BMDS over it's major cities. Being a nation that follows No First Use. It is important that India must survive the first use by it's adversary only then it's leaders would be in a position to order a retaliatory strike.

Feel free to ask any doubt regarding this article and express what you feel about this weapon system.

Part A

Image credits :-

Indian Defence News.

army-technology.com

Indian Defence Review.

Asian Defence News.

Pakistan Defence.

SanjeevPearlji Blogspot

Info Credits :-

Indian Aerospace Defence News

Defence.Pk

Army-Technology

]]><![CDATA[India's Ballistic Missile Defence Shield : A Strategic Analysis.]]>Fri, 18 Nov 2016 05:57:44 GMThttp://fullafterburner.weebly.com/aerospace/indias-ballistic-missile-defence-shield-a-strategic-analysis

The Ballistic Missile Defence shield prepared by India's DRDO involves India's extensively funded works in defence fields and Top class scientists involved. It is one of the most ambitious projects of DRDO. India is the 4th country to develop a Ballistic Missile Defence Shield. Development of BMDS in India began in 1999 as after the Kargil conflict India realised that it's cities need to be protected from Nuclear Tipped Ballistic missiles of Pakistan and China. India's worst fears are that their will be a radical change of Power in Pakistan that would throw Pakistan's Nukes in the hands of Insurgents. Practically a Democratic Pakistan never had any war with Democratic India (except kargil). War has happened only when Pakistan had been under Military Dictatorship. Right now Democracy is in strong phase in Pakistan but The future is always uncertain. Seeing the strategic depth of this matter Indians want a permanent solution to counter the Nuclear threat. Definitely BMDS then becomes a strategic weapon.

Practically a Democratic Pakistan never had any war with Democratic India (except kargil). War has happened only when Pakistan had been under Military Dictatorship. Right now Democracy is in strong phase in Pakistan but The future is always uncertain.

Around 40 public and private companies in India are involved in development of this system. They are.........

Bharat Electronics Ltd and Bharat Dynamics Ltd, Astra Microwave, ASL, Larsen & Toubro, Vem Technologies Private Limited and KelTech. Development of the LRTR and MFCR (Multi-function Fire Control Radar) was led by Electronics and Radar Development Establishment (LRDE).

Defence Research and Development Laboratory (DRDL)

They developed the mission control software for the AAD missile. Research Centre, Imarat (RCI) developed navigation, electromechanical actuation systems and the active radar seeker.

Advanced System Laboratory (ASL)

They provided the motors, jet vanes and structures for the AAD and PAD.

High Energy Materials Research Laboratory (HEMRL)

They have supplied the propellants for the missile.

Program Overview

The System consists of two phases. Endo-Atomspheric and Exo-Atmospheric. The Endo Atmospheric phase of program consists of two tired protection. The two tiers are AAD and PAD. While the Exo Atmospheric phase's two tiers are AD1 and AD2. The PAD Prithvi Air Defence is for high altitude interception upto 80km. While AAD Advanced Air Defence is for mid range interception altitude upto 30km. The missiles AD1 and AD2 are futuristic and would be used for interception of enemy missiles which have beyond 2000km range. It is believed to be capable of intercepting satellites. The missiles in system are guided by Swordfish Long Range Tracking Radar (LRTR). The system consists of four parts

1Launch vehicles (PAD and AAD)
2 Radars (LRTR and MFCR)
3 Launch Control Centers (LCC)
4 Mission Control Center (MCC).

All these are geographically distributed and connected by a secure communication network.

Phase One

The phase one system consists of PAD and AAD. The DRDO former chief V.K. Saraswat has said that the PAD can be developed into a long range SAM system named Pradyumn. While the AAD can be developed into a mid range SAM system named Ashwin.

Prithvi Air Defence ~

The Prithvi Air Defence (PAD) is an anti-ballistic missile developed to intercept incoming ballistic missiles of the range up to 2000km . Based on the Prithvi Ballistic Missile's core, PAD is a two stage missile with a maximum interception altitude of 80 km. The first stage is a liquid fuelled motor while the second stage is solid fuelled. It has manoeuvre thrusters which can generate a lateral acceleration of more than 5 Gs at 50 km altitude. Guidance is provided by an inertial navigation system with mid-course updates from LRTR and active radar homing in the terminal phase. PAD has capability to engage the 300 to 2,000 km class of ballistic missiles at a speed of Mach 5.

In 2009, reports emerged of a new missile named the PDV. The PDV is said to be a two solid stage hypersonic anti-ballistic missile similar in class to the THAAD. The PDV is intended to replace the existing PAD in the PAD/AAD combination. The PAD-1 missile is now being replaced with the PDV missile, which does away with the liquid fuel first stage and has two solid fuel stages. The PDV will armed with a 'kill vehicle' which destroys the enemy missile and equipped with a innovative system to allow the missile to manoeuvre at altitudes approaching 30km, where the air is thinner.

The improved missile will utilise a gimbaled directional warhead, a technology that until now has only been used by the US and Russia. This technology allows for a smaller warhead to destroy the target missile.

The improved missile will utilise a gimbaled directional warhead, a technology that until now has only been used by the US and Russia. This technology allows for a smaller warhead to destroy the target missile.

Test Launches

On March 6, 2006 a PAD missile successfully intercepted a modified Dhanush surface-to-surface missile fired from INS Rajput anchored inside the Bay of Bengal, towards Wheeler Island, simulating a target enemy missile with a range of 1,500 km.

On November 27, 2006 a PAD missile intercepted a Prithvi ballistic missile at 48 km altitude as a live test intercept.

Advanced Air Defence ~

Advanced Air Defence (AAD) is an anti-ballistic missile designed to intercept incoming ballistic missiles in the endo-atmosphere at an altitude of 30 km. AAD is single stage, solid fuelled missile. Guidance is similar to that of PAD: it has an inertial navigation system, midcourse updates from ground based radar and active radar homing in the terminal phase. It is 7.5 m tall, weighs around 1.2 tons and a diameter of less than 0.5 metres.

The AAD is quite different than any normal missile. For high level manoeuvring at low altitudes the missile has got 3D thrust vectoring capability. This capability enables the missile to turn its direction very swiftly and move even in those directions where its nose isn't pointing.

P-Charge Interceptor Warhead of AAD is a unique feature. The AAD interceptor is equipped with a P-charge [projectile charge] warhead that can penetrate thick steel and cause damage with a high hit [repeat hit] density. "That means the number of holes you create per unit area is very high," a DROD official told the press in October, 2009.

The endo-atmospheric interceptor AAD is a 7.5m long, single stage solid fueled missile, equipped with a ring laser gyro based inertial navigation system, a hi-tech computer and an electro- mechanical actuators totally under command by the data up-linked from the sophisticated ground based radars to the interceptor.

P-Charge Interceptor Warhead of AAD is a unique feature. The AAD interceptor is equipped with a P-charge [projectile charge] warhead that can penetrate thick steel and cause damage with a high hit [repeat hit] density. "That means the number of holes you create per unit area is very high," a DROD official told the press in October, 2009.

Test Launches

In December 2007 an AAD missile intercepted a target missile at an altitude of 15kms. The interceptor used a 'gimbaled directional warhead' or a warhead only one side of which explodes close to an incoming ballistic missile, shattering it.

A test of the AAD missile on March 15, 2010 at 10010 was aborted after the modified Prithvi (Dhanush) missile launched to simulate the target deviated from its flight path.

A Prithvi target missile lifts off during a BMD test on July 26, 2010. A test of the AAD interceptor missile was conducted on Monday, July 26. The test was partially successful as the missile failed to score a direct hit.

AAD Interceptor missile test on Sunday, March 6, 2011. An AAD interceptor missile armed with a P-charge directional warhead was successfully tested on Sunday, March 6, 2011.

The SwordFish Long Range Tracking Radar ~

LRTR is the target acquisition and fire control radar for the PAD missile. It is an active phased array radar having capability to track 200 targets at a range of 600 km. 'Swordfish' Long Range Tracking Radar (LRTR). The Swordfish LRTR has been developed jointly by India and Israel. It is based on the Israeli Green Pine early warning and fire control radar imported by India from Israel in 2001-2002

Mission Control Centre ~

The MCC is the software intensive system of the ballistic missile defence system. It receives information from various sources such as radars and satellites which is then processed by ten computers which run simultaneously.

The MCC is connected to all other elements of the defence through a WAN. MCC performs target classification, target assignment and kill assessment. It also acts as a decision support system for the commander.

It can also decide the number of interceptors required for the target for an assured kill probability. After performing all these functions, the MCC assigns the target to the LCC of a launch battery.

Launch Control Centre ~

The LCC starts computing the time to launch the interceptor based upon information received from a radar based on the speed, altitude and flight path of the target. LCC prepares the missile for launch in real time and carries out ground guidance computation.

After the interceptor is launched, it is provided target information from the radar through a datalink. When the interceptors close onto the target missile, it activates the radar seeker to search for the target missile and guides itself to intercept the target. Multiple PAD and AAD interceptors can be launched against a target for high kill probability.

Phase Two

The phase two system consist of two missiles AD1 and AD2. These are hypersonic missiles. The Phase 2 missile defence system will be based on the AD-1 and AD-2 interceptor missile that are currently under development. Phase 2 interceptors will have speeds of 6-7 Mach and they will be hypersonic. Missiles will have lesser time to intercept. Guidance systems is far more energetic and quick responsive.

A floating test range is being developed for developing the Phase 2 system. Scientists have started designing the ship and associated systems such as radar, mission control centre, launch control centre, communication network and many other equipment needed for phase-II trials, Sarsawat told the press.

A floating test range is being developed for developing the Phase 2 system. Scientists have started designing the ship and associated systems such as radar, mission control centre, launch control centre, communication network and many other equipment needed for phase-II trials, Sarsawat told the press.

Missiles AD1 and AD2 ~

India's future plans include two new anti ballistic missiles that can intercept Inter Continental Ballistic Missiles (ICBM) namely Advanced Defence (AD-1 and AD-2) which would be capable of intercepting and destroying a missile at a range around 5,000 km.These interceptors would be capable of shooting down missiles that have ranges greater than 5,000 km, which follow a distinctly different trajectory than a missile with a range of 2,000 km or less. During their final phase, ICBMs hurtle towards their targets at speeds twice those of intermediate range missiles.

To view Part ll click ....

here

]]><![CDATA[Gripen E VS F 16 block 70 which one is best choice for replacement of MiG 21??]]>Wed, 26 Oct 2016 08:28:38 GMThttp://fullafterburner.weebly.com/aerospace/gripen-e-vs-f-16-block-70-which-one-is-best-choice-for-replacement-of-mig-21

Now once again here we are where we have to chose between some more new variants of the 4Gs. After cancelling MMRCA tender because of being fucked up by Dassault's price changes. The new tender floated to locally manufacture single engine fighter aircraft have fighters for it. The tender has attracted two wonderful aircrafts throwing a whole new competition for Indians. And of course a whole new debate topic for Aviation geeks. The F 16 Block 70 which is dubbed to be the most advanced variant of F 16 and The Saab Gripen NG/ E.

Here we are bringing to you the full spectrum of EW capabilities, Weapons and Other warfare capabilities plus potential weaknesses. So that we can make a proper choice as to which one could be better.

Number 1 :- Block 70 F-16

This came up as a Surprise as nobody thought Lockheed Martin would make any further advancement to the system after making Block 60 for the Arabs. The F 16 IN Super Viper a contender in MMRCA competition is considered to be quite close to Block 70. But still Block 70 packs much masala in it to be an attractive choice for the EW dominated battlefield of the future and today. The strategic advantage as what being talked in defence circles is that Last Production line of F 16 will be shifted in India.

In an interview Lockheed Officers Randall L Howard and Abhay Paranjpe told that Lockheed Martin isn't just installing a production line to satisfy IAF but wants to export the new variant globally from here. While taking about Stealth Capabilities they said that Originally the F 16 airframe wasnt designed to be stealth but for the sake of survivability the Block 70 has many follow on features. It is still unclear that If F 16 spare parts be made in India and it be exported to PAF or not.

Radar and Sensor Suite :~

It is equipped with AN/ APG 83 AESA radar. Described as Agile beam it can perform Air to Air and Air to Ground Search and Track simultaneously. The noise reduction features of this one has made its range improved to almost 70 miles almost 84 km for engagement. The image quality in air to ground mode is described as imagery-class. Just the same that is acquired from satellites. They can be acquired from long distances for air to ground targets and using its synthetic aperture radar mode pilots can locate and recognise the ground targets. Prioritise them and engage.

The new MMC modules of it's computers are said to be 30 % faster than previous ones. Which allows sensor data fusion from the EW sensors for better situational awareness , here notably the data transfer network is quite faster than previous systems like Link 16. It is also equipped with Off boresight aiming sensor which allows pilot to sense and target something out of his field of view.

It also features a pilot friendly automatic ground collision avoidance system. Which continuously tracks pilot's awareness with respect to decreasing altitude. It makes pilot aware and turns up the aircraft automatically if it goes too close to ground. Because while manoeuvring the aircraft to follow an enemy aircraft. The enemy may try to run wmaway by staying low and outmatching F 16 whike taking ups and downs. The F 16 may then be hitting a Mountain or be directed towards the ground then this system becomes 'Tactically Important'.

Reasons for India to select F16

1 Single Supply Chain. More availability of parts. Faster Availability in wartime.

2 Battle Proven platform and sold to many NATO countries and various countries worldwide. So India can sell F 16 spare parts.

3 One of the most advanced Variant of F 16. With almost Medium Weight Category like capabilties.

4 Strategic advantage of grounding F 16s of Pakistan Air Force.

Reasons for not selecting F 16

1 High Operating and Life cycle costs as compared to Gripen.

2 Less Sensor packed than Gripen.

3 Adversary Air Forces know F 16 better so they can formulate Strategies to counter it.

4 No sepecific advantage to Other Indian Indegeneous products like LCA.

Here are some specification of Block 70.

Crew :~ 1 Pilot.

Engine :~ Pratt and Whitney F 119 Turbofan engine. ( The same as that on F 22)

Service Ceiling :~ 50000 ft.

Thrust :~ 39000 LBS.

Other Systems :~

Digital fiber optic, integrated flight control system, Full glass, full color cockpit, Full color, Helmet Mounted Sight, DVI(Direct Voice Input) cockpit input system.

Stealthy engine inlet, reduced frontal RCS, Strengthened airframe with titanium in key areas for greater mechanical strength in 9+ gs to pull greater weights.

Full super cruise capability, push for Mach 1.8 completely owing to the Swiss made external pylons designed for lower drag for F 18s.

Armament :~

Gun : M61 Vulcan.

Missiles:

Air-to-air missiles:
2 × AIM-7 Sparrow
6 × AIM-9 Sidewinder
6 × AIM-120 AMRAAM
6 × IRIS-T
6 × Python-4
Air-to-ground missiles:
6 × AGM-65 Maverick
4 × AGM-88 HARM
AGM-158 Joint Air-to-Surface Standoff Missile (JASSM)
Anti-ship missiles:
2 × AGM-84 Harpoon
4 × AGM-119 Penguin
May include 6X MBDA Meteor.

Bombs:

8 × CBU-87 Combined Effects Munition
8 × CBU-89 Gator mine
8 × CBU-97 Sensor Fuzed Weapon
4 × Mark 84 general-purpose bombs
8 × Mark 83 GP bombs
12 × Mark 82 GP bombs
8 × GBU-39 Small Diameter Bomb (SDB)
4 × GBU-10 Paveway II
6 × GBU-12 Paveway II
4 × GBU-24 Paveway III
4 × GBU-27 Paveway III
4 × Joint Direct Attack Munition (JDAM) series
4 × AGM-154 Joint Standoff Weapon (JSOW)
Wind Corrected Munitions Dispenser (WCMD)

Seeing the requirement of IAF , the track record of F 16. This could be a better choice. Many people feel that Usage of F 119 engine could be a deal breaker but maintenance of that is quite expensive. It is unconfirmed yet. Even the USAF finds it hectic to maintain it. The F 16 has been used in wargames all around the world and therefore it wouldn't be a formidable challenge for IAF's enemies to develop counter strategies. The 16000m service cieling allows it to fly over himalayas comfortably.

Now let's see what the Swedes have got in their giftpack.

Number 2 :~ Saab JAS 39 Gripen E.

The Gripen makers since the days of MMRCA competition are quite desperate to make sale to IAF. So much that we all know they even gave an advertisement on a Bus Stop in New Delhi. Be it Draken Viggen or Gripen the Swedes have always impressed the world with thier designs. Now Gripen is something truely solid and comes with an proven combat service. The Canarded Delta Wing design is better in manoeuvrability as we all know. But what the Gripen E offers here is a Contemporary Electronic Warfare abilities that is what truly matters in Next Gen. warfare. The price is high but that is because Gripen has got so much to offer.

Sensor Suite :~

This one is quite impressive amongst all the 4Gs.

Selex Galileo-Raven ES-05 AESA. This radar offers a 200° Coverage owing to its swashplate technique it sees where others are blind. This becomes quite important while on a CAS mission.

IRST (Infra-Red Seach and Track) passive sensor system / Skyward G-infrared active product by Selex-ES is synchronized (acquisition data transmission between devices) and also provides the ability to hang missiles reconciliation to fight.

Gripen E has a new electronic architecture (Net Centric Warfare - NCW). Judged ten times faster than its competitors. The new central system PPLI (Participant Precise Location and Identification) and connects all the slopes internal and external sensors (RAVEN, IRST, EW39, ATFLIR pod) and then offer the best responses to threats. This is right now best thing in Gripen as per me and after F 35 it is the only fighter to be able of that.

Active lure new generation Gripen aircraft will be the first to have the new generation of active missile decoy "BriteCloud". Once dropped, the "BriteCloud" threaten research priority using standalone digital memory technology (DRFM). The radar pulses are received in the onboard computer of the "BriteCloud" then copied using the frequency of repetitions and then simulate a "false target." This false target, so convincing that the threat system can not detect the deception. The "BriteCloud" will seduce even the most modern threats, away from the firing platform.

Ericsson MACS highly modular multiprocessor real time computer designed for severe airborne environment. The best situational awareness provider and highly pilot friendly. Modular and Multifunctional Defensive Information System MIDIS meets the requirements of survivability and sensor fusion and works good in complex signal environment.

Reasons for India to select Gripen.

1 Gripen has lowest per unit life cycle and operating costs almost USD 4000.

2 Gripen is the most sensor packed and smartest fighter amongst the Fourth Generation Fighter Aircraft.

3 Gripen makers. The Saab has offered to help India manufacture LCA Tejas and Offer Naval Version of Gripen to Indian Navy IAC and IAC 2.

Reasons for not selecting Gripen.

1 Gripen uses American Engine so it will be difficult to manage supply chain.

2 Gripen's per unit manufacturing cost is higher than that of LM F 16 blk 70.

3 Relatively less battle proven than F 16.

Some Specifications of Gripen E.

Crew :~ 1 or 2

Engine :~ GE F 414 G the same which is on F 18s with "supercruise" mode which allows to take off without afterburners at full load and achieve Mach1.2 . In this mode, the decibel drop to 99 against with 123 afterburning

Thrust :~ 97.9 KN.

Service Ceiling :~ 15,240 m

Armament :~

Guns: 1× 27 mm Mauser BK-27 Revolver cannon. 120 rounds.

Diehl-BGT Irish-T with view finder Cobra helmet 3 rd generation

LR-AAM MBDA Meteor

GBU-29 bomb

Recce Pod :~ laser-guided / GPS with laser designator AN / ASQ-228 ATFLIR of American Raytheon and reconnaissance pod "RecceLite" (Days / Night) Israeli Rafael Systems.

Possibility for AIM-120C AMRAAM (Raytheon) in service on the F / A-18C / D Hornet.

Missiles:

6× AIM-9 Sidewinder (Rb.74) or IRIS-T (Rb 98) or A-Darter
4× AIM-120 AMRAAM (Rb.99) or MICA
4× Meteor
4× AGM-65 Maverick (Rb.75)
2× KEPD.350
2× Rbs.15F anti-ship missile

Bombs:

4× GBU-12 Paveway II laser-guided bomb
2× Bk.90 cluster bomb
8× Mark 82 bombs

Conclusion :~

So these were the awesomest 4Gs we have got as a choice for replacing the MiG 21s of Indian air force. Seeing the depleting squadron strength it is critical that the decision be taken fast. The F 16 is experienced, comes with a strategic advantage and is versatile. It is relatively cheaper. While the Gripen is costlier is tactically more dominant and has got much greater amount of smart functions and sensors but have the lowest per unit operating cost.

It is up to you my readers which one you chose. But on my personal account I favour the Gripen

Let us know what do you feel about this article by commenting here.

]]><![CDATA[Next Generation Tactical Indian Missiles.]]>Tue, 20 Sep 2016 12:03:00 GMThttp://fullafterburner.weebly.com/aerospace/next-generation-tactical-indian-missiles

Keeping Alive the legacy of having most accurate Missiles made by the Missile Man Dr. A.P.J. Abdul Kalam. India has now made missiles that are more capable than the previous ones. These missiles have been designed keeping in mind the terrain at India's national borders, road connectivity, weather and Cold Start Military doctrine. For the sake of cold start it is very critical that Indians should be able to deploy missiles within minimum time. The missiles are..................
1 Shaurya.
2 Prahaar.
3 Nirbhay.
4 BrahMos ll.

1 Shaurya.

Shaurya is a hybrid missile. It is a mix of cruise missile and ballistic missile. There are many missiles made on this concept like the Russian Yu 71 and the Boeing X 51. It is hypersonic as its terminal velocity is a combined effect of Gravity and Ramjets.

~Construction

Shaurya is a two stage missile like any normal cruise missile. It is stored in canisters which not just makes it easier to store for longer period without maintenance but also makes it less detectable to spying satellites. It also makes it's deployment easy. Only one missile is carried in one vehicle , this is done keeping in mind that the Truck carrying the missile must be able to reach the battlefield quickly. The missile has six motors in total. Many times it is said to have been designed specifically to be launched from submarines. Many people also believe it to be land version of K 15 missile.

~ Launch Profile.

Shaurya is launched vertically. It is ejected from it's canisters with the help of a gas generator and then It's solid boosters hurl it upwards up to almost 50 km. in sky. Then it's second stage begins. It flies like a hypersonic missile flying almost parallel to ground. It should be noted that Shaurya is a hypersonic missile and its speed is around Mach 7.5. During its last leg of deployment of warhead Shaurya rapidly decrease its altitude and spins around itself making it almost impossible for any SAM to intercept it.

~Role

Of course it is a tactical missile meant to be used in battlefield but an optional nuclear warhead and a maximum range of 1900 kms make it deployable at strategic situations. Shaurya is a hypersonic missile and it is to be used by army to take out enemy's land assets within a minimum range of 750 km.

After the Chinese deployment of HQ9 SAMs, Construction of Weapon Storage/Depots , a new railway line and around 27 runways all near to Indian borders it became necessary for India to respond with equal force.

Meanwhile a new breakthrough Pakistani Missile Nasr became operational which claimed to have 'killed Cold Start Doctrine' surfaced. Shaurya is believed to have developed to counterbalance the Nasr threat.

As of Sept. 2011 the missile has entered production.
Their are Fixed land Silos planned to setup launchers for this missile.

2 Prahaar.

Prahaar in Hindi means 'Attack' and just like it's name. Prahaar is meant to do prahaar on India's enemies. It was thought to be replacement and of Prithvi Missile but it actually complemented Prithvi. The Missile is a quick reaction , all weather ,all terrain, battlefield support highly accurate Missile.

~Construction

The Prahaar system is a little bit bulky than Shaurya as the size of Shaurya is big. This system consists of 6 missiles kept in canisters with doors closed. Mounted on a truck. Being a battlefield support missile it may be needed to launched either one after another in multiple directions or just one missile could be launched and others stored for some time. The system can be camouflaged quickly.

~ Launching.

Prahaar is a quick reaction missile means an enemy action is neutralised quickly by using this missile. The enemy action could be deployment of troops within our territory or large movement of tanks. The Prahaar can be launched within 3 minutes without any prior preparation. And can reach a maximum range of 150 km. in 250 seconds with accuracy as precise as CEP 10m.
DRDO scientists have said that Prahaar can be equipped with omnidirectional warheads and can take out any tactical target with minimum time. Speed of deployment being a critical factor in Cold Start doctrine. The mobile launch platform will carry six missiles, which can have different kind of warheads meant for different targets and can be fired in salvo mode in all directions covering the entire azimuth plane.

The Prahaar can be launched within 3 minutes without any prior preparation. And can reach a maximum range of 150 km. in 250 seconds with accuracy as precise as CEP 10m.

~Role

The missile fills the short-range tactical battlefield missile role as required by the Indian Army and the Indian Air Force, to take out strategic and tactical targets.The Missile is said to act as a gap filler in the 150 km (93 mi) range, between the Pinaka Multi Barrel Rocket Launcher and Smerch MBRL in one end and the Prithvi ballistic missiles on the other.

~Export

The Export variant of this missile was unvield at ADEX 2016 in Seoul South Korea. The name of the export version is Pragati and is said to be ready for exports as of Nov. 2014. It is cheaper in comparison with similar category missiles such as MGM 140 ATACMS.

3 Nirbhay.

When US invaded Iraq. They launched nearly 1000 tomahawk cruise missiles to destroy all the high value assets of Iraqis. Then they sent their Carrier Borne Air Superiority F 18 fighters to neutralise Iraqi air force. All other actions were then just a formality.

This example shows how much it is important in modern warfare to have a Cruise missile. Cruise missiles are very accurate and with advancement in technology Cruise missiles can be stealth and of ranges up to 1000 kms. We in India have BrahMos , world's fastest Cruise missiles but it's range is just 290 km. While the Chinese have a better thing as C-J 10 and Pakistan have an Operational Babur Cruise Missile. This is Simply a Serious Situation if we understand the tactical importance of a cruise missile.

All these things are an enough reason for India to have an Indegineous Cruise missile with ranges up to 1000 kms. The Solution to this came in the form of Nirbhay.

~Construction

Nirbhay is a low cost all weather missile having its surface made of Carbon Composites. It has a solid rocket booster as it's first stage which was developed by Advanced Systems Laboratory and a Russian turbofan engine. It is mounted on an all terrain all wheel drive Tata LPTA 5252-12 X-12 Vehicle. It has foldable wings.

~ Operation

Nirbhay is launched vertically and the Solid booster helps it to attain a desired height and velocity after which the missile goes Horizontal and wings are deployed. The missile can travel at different altitudes. During tests it has been flown at the altitude of 4800 m and gradually bringing down to 20m.

It is said to have designed to fly as low as 10m to avoid detection. It has an inertial guidance system which was a little bit faulty but later corrected and It can carry 24 different types of Warheads including a nuclear one. One unique feature if thus missile , what I like is it said to be capable of loitering. That means it can go round about the target manoeuvre like an aircraft and reengage and can pick out a target.

Once Dr. Abdul Kalam while speaking to Shri Sivathanupillai spoke about a cruise missile that can deploy warhead and return back and land in a friendly territory.

Once Dr. Abdul Kalam while speaking to Shri Sivathanupillai spoke about a cruise missile that can deploy warhead and return back and land in a friendly territory. There aren't official details available but seeing the versatile warhead carrying capacity it would be safe to assume that Nirbhay can launch multiple warheads at multiple timings. That means it would launch warhead, manoeuvre around and launch another warhead on an another target. But all this is just fancy until officially confirmed.

~ Role

Seeing the images from official DRDO website. It seems that IAF would be more interested in this missile than army. The missile would most likely be employed to do SEAD/DEAD missions against Chinese HQ-4 and HQ-9 SAM systems, that the Chinese have deployed in Tibet. The IAF may use it to take out the weapon storage Depots of PLA, which exist there since 1962.

The Army's Tactical requirements would be different. Army would require it neutralise high value assets on Pakistani borders. It may be used for battlefield support to destroy targets precisely. If any invading force gets support from their MLRS or MBRS then to destroy that target Nirbhay will be an ideal weapon.

4 BrahMos ll.

This is another hypersonic missile under development between India and Russia. It is a joint project between Mashinostroeyenia of Russia and BrahMos Aerospace Private Ltd. of India. Many people assume it to be 3M22 Tsirkon missile's local variant and I think it may even be.

~Construction
Have you seen the air intakes of Sukhoi 30. Well just separate the assembly of one if the air intake of Su 30 attached with engine. The BrahMos ll has got looks quite similar to that. BrahMos ll will have a scramjet air breathing engines. But as we know scramjets cannot accelerate from zero speeds it will have a solid rocket booster as it's first stage. It is believed that scientists are working one some special kind of secret formula that would be used in this missile. The missile is designed to acchive a peak speed of Mach 7. It has acchived Mach 5 speeds in lab tests.

~ Operation.
Can't say things about it because it hasn't been published anywhere yet as to what specific flight path it is going to have but I think it will be Just like other cruise missiles. Their may be anti ship version too.

Earlier Its range was restricted to just 290 km just like BrahMos l as Russia was signatory of Missile Technology Control Regime which barred it from exporting technology that would help any non-memener develop missile beyond 300km. But as India has also joined as a member of MTCR it is highly likely that the range of this missile will be increased up to 600kms or even more.

But as India has also joined as a member of MTCR it is highly likely that the range of this missile will be increased up to 600kms or even more.

Do tell us what do you feel about this article

To know the basics about Missiles Click on the Button below

Missile Technology

]]><![CDATA[Radiance Thunder Clash LCA vs. JF 17. Part Two]]>Sat, 17 Sep 2016 08:57:02 GMThttp://fullafterburner.weebly.com/aerospace/radiance-thunder-clash-lca-vs-jf-17-part-two

Many articles have been written and many debates with filthy language has gone , but nobody has talked about tactical comparisons of both. Indian authors are seen always presenting only those points in which LCA scores better than JF 17. Indian authors rarely discuss about the small weapon package of LCA, While Pakistani authors neglecting the contribution of Chinese talk like JF 17 is just theirs, they also claim JF 17 to be 'semi stealth' just because it has DSI inlets...........huh.

Nobody talks about how would they work in battlespace. Many people escape argument by saying comparison cannot happen between LCA and JF 17 as both are of Different class/category. Yes it is true that both are of different category but comparison can happen as we all know they may face each other in a battle and many countries may buy them so comparison is necessary.

Design :-

Both LCA and JF 17 have got unique designs. Based completely on the requirements of both. LCA was designed to do Air to Ground Attacks with secondary air to air roles. While JF 17 was designed to do primarily air to air roles with secondary air to ground and other kinds of precision attacks. The designers of both had a different approach. The purpose of LCA was to develop a firm ground and infrastructure related to aviation research in India. So while designing it , A customised CAD software was developed with the help of Parametric Technologies Corporation (PTC). While for JF 17 focus was on saving time and cheap product so the general AutoCAD was used to design its parts.

Some Cool Features of Both :-

1 The hydraulic brakes of JF 17 have an automatic anti-skid system. Which prevents it from skidding off the runway.

2 The position and shape of the JF 17's inlets is designed to give the required airflow to the jet engine during manoeuvres involving high angles of attack.

3 Tejas requires a very short runway and “rockets off the runway and into the air in a mere 500 metres”.

4 LCA uses patented RAM coatings for being semi-stealth, carbon fibre composites are rust free and greatly reduces maintenance costs.

Avionics

Once again the approach was decided by the focus. The programming of JF 17s software codes was done with simple C and C++ languages but ..... As LCA had to develop something else than developing itself. A new programming language was developed, named The ADA programming language. The language development took a long time and then for writing codes. Here one thing should be noted that JF 17 is less software based than LCA as it uses conventional controls at many places. Whereas the LCA was designed for relaxed static stability and have to be more software related work on it. The conventional controls of JF 17 carry forward the reliability and LCA's Software controls carry software glitches.

The JF 17's conventional controls offer less options for pilot's relaxation but LCA's controls give the pilot many Automatic features like the 'get you home' feature and automatic landing.
As a result JF 17 was developed quite fast. But LCA was slow because the infrastructure needed for it was not available at first place. Most of the research work of JF 17 was done at
CAC's facilities. Earlier The Super 7 (early designation of JF 17) was to be equipped with western avionics from France and Italy but the sanctions after nuclear tests led to the usage of Chinese avionics. The west had been quite critic about Chinese avionics and its quality and so were the Russians but till now we haven't heard any bad news about it, did we??. Nevertheless JF 17 has got sensor fusion, digital electronic engine control and a robust computer from NRIET. HOTAS in it's flight controls, KlJ 7 radar that can look up targets upto 50 to 60 km. The JF 17 can extend it's range for targeting with the help of AEW&C. The Block ll uses targeting pods housed with IRST for passive targeting. This could be very effective in battlefield scenario.

LCA also has HOTAS, a multimode radar on Mk1 and AESA radars on next variants. An AESA radar usage is confirmed in JF 17 block lll. It is largely possible that Mk2 of LCA may use DRDO Uttam AESA radar. The IAF had already set the bar high and that's why whatever be LCA it will always be a contemporary reliable platform that any Air force will be happy to operate.

The EW suit of LCA known as 'Mayavi' includes....
1 RWR ( radar warning receiver ).
2 UV MAWS ( Ultraviolet Missile approach warning suite).
3 LWR ( laser warning receiver ).
4 Chaff Despenser.
5 ECM ( Electronic Countermeasures Suite ).
6 TRD ( Towed Radar Decoy ).
7 Litening Targeting Pod.

The EW suite of JF 17 known as 'Defensive Aids System (DAS)' includes.

1 RWR.
2 EW suite.
3 MAWS.
4 Radar Jamming Pods.
5 Targeting pods like FLIR.
6 Chaff Despenser.

The LCA has an extra pylon for carrying pods but JF 17 carries pod on its Centreline Pylon it's later variants may sport an extra pylon for future.

This is a follow on standard comparison between them, a large technical comparison about possible combat scenarios was uploaded by us some time back. To visit that Click on the below link.

part one

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DESIGN

NAVIGATION SYSTEMS.

WARHEAD

LASER PROXIMITY FUSE.

PROPULSION

PASSIVE HOMING HEAD

OPERATION

Desired Capabilities.

STRATEGIC PARTNERSHIP

CONTENDERS

Airbus AS565 Panther.

Airbus H-145M

​Kamov Ka-226T

​Sikorsky S76D.

​HAL DHRUV

Capabilities of HAL's Helicopters

Problem with Foreign Weapons.

Conclusion:-

REFERENCES.

Unusual Canard Location in MK2

Naval Tejas mk2 'Tailed Delta’

Overlapping Timelines with AMCA

The Requirement

Comparison

Low Observability :

Electronic Warfare and Targeting Systems :

Kinematic Performance

Fighter Specific Weapons

Pilot Comfort

Operating and per unit costs.

Total Score -

There are still some questions that must be considered even though we have completed our comparison.

What happens to MiG-29K ?

Why not go for a Navalised Gripen ?

What happened to LCA Navy Mk2 ?

Fire and forget​

Introduction

Development of Astra missile

Warhead

Rocket Motor

Dual Pulse Rocket Motor.

Seeker.

Range of a BVRAAM

Indian BVR combat tactics.

Astra Mark 2

RAF's need of an UCAS.

Design

Powerplant

Flight Controls

Stealth Capability

Navigation

Strategic Importance

Should we purchase MiG-35 ??

On EW and EO front

On Engine front

Other general matters and Myths regarding MiG-35.

Should we reject MiG-35 ??

Background.

EAP ( Experimental Aircraft Programme ) Demonstrator.

Birth of Eurofighter Typhoon.

Design

Stealth

Attack and Identification System

Avionics and Sensors

Electronic Warfare Systems.

Defensive Aids Subsystems

Elettronica Cross Eye Deception Jammer

Brite Cloud

Electro-Optic Sensors

1, Raptor Recce pod.

2, Damocles and TALIOS (targeting pod).

3, Sniper Advanced Targeting Pod.

4, LITENING III laser targeting pod.

The Eurojet EJ-200

Controls

Direct Voice Input

Typhoon's unique HOTAS

Cockpit

Helmet Mounted Symbology System.

Firepower

Kamov Ka-226T

Sikorsky S76D.

HAL DHRUV

Fire and forget

Capability :-

Comparison to other Attack Helicopters :

Achievements :

In Service :

Boeing X 32