Mix Pics Of Indian Armour, Avation and Infantry..
The Role Of Airborne Assets In Transporting Armour..
The spectre of Armoured Fighting Vehicles (AFV) appearing in a battle zone is most disconcerting to the enemy. This has been the case since the tank was invented in the First World War of 1914-18 as a counter to the Machine Gun. In India, the appearance of Stuart tanks of the 7th Light Cavalry at Zoji La under command of then Col Rajinder Singh ' Sparrow', unnerved the Pakistanis. It was the first time that tank tracks made their mark in Ladakh. Nothing happened for 14 years till the Sino-Indian conflict erupted in Oct / Nov 1962. Once again Ladakh demanded AFV's for its defence. This time the tanks had to be airlifted deep into Northern Ladakh, right on the border near Pangong Tso lake. The airfield was the Chushul airstrip, for really it was a strip, made of PSP sheets. Imagine the human and vehicular effort to get the PSP to Chushul, and prepare the strip at that altitude. The readers who go through this tale today in the first few years of the 21st century should wonder in awe that the AN-12's of No.44 Squadron did land at Chushul with AMX-13 tanks of the 20 Lancers. At that time they were flown in two parts, the hull and gun in one flight, and the chassis in the second.
Whether the course of battle turned in favour of India because of this airlift is difficult to say. But one thing was demonstrated; transport aircraft of the IAF could deliver AFV's into the battlefront right next to the infantry. It was a lesson not lost to the IAF and certainly not forgotten by No.44 Squadron. Many years were to pass before No.44 Squadron was once again tasked with airlifting AFVs into a battle zone. This story gives the reader an insight into what all it takes to first load, then fly and finally unload these fierce metallic monsters. While loading a tank has become common, it is still a nerve-wracking exercise for both the Flight Gunner and the tank Driver.
Training at Ivanovo.
Loading BMP's or BRDM's was not much of a problem. They are not too heavy, nor broad and fitted easily into the IL-76. Trials in Agra, Chandigarh and in Rajasthan were successful and these APC's were ferried into Leh and Thoise without any difficulty. The trick was to get the T-72 into the IL-76. We need to travel back to 1984-85 to the Soviet Air Transport Academy at Ivanovo, where IAF officers and men were trained on the IL-76. In that summer of 1984, when we went for walks on the airfield, the tarmac revealed an unending line of fins and tail planes of IL-76s, AN-22s and some TU's. It seemed to us that there must be at least 100 aircraft of all types at Ivanovo, which is about 300 km NNE of Moscow and at 57 deg N, 41 deg E. From 03 Jul 84 to 10 Jan 85 about 40 aircrew and 60 technical personnel were trained on the IL-76 To recapture this point in history, the Soviets had been in Afghanistan for 5 years plus. Things were not going their way. Chernienko was about to be replaced by Andropov and Indira Gandhi was into the last few months before her assassination in Oct'84. Blue Star was over, and militancy in Punjab was yet to raise its ugly head.
During our ground training, that lasted well into Nov 84, we sought much info from our Soviet trainers. One was how to load the T-72 into the IL-76. "Yes", they said, "the IL-76 was designed in the 70's specifically to carry the Soviet tanks of the 80's". Terrific, the T-72's are already in India, we would fly in the IL-76's by Apr 85 with full knowledge on how to airlift India's MBT. We were disappointed. Not once did we see a demo of how it done. We were aware that IL-76's and AN-22's of Ivanovo took Soviet armoured vehicles to Afghanistan via some place in Uzbekistan or Kazakastan. But how did they go about loading the metal giant into the belly? We returned totally ignorant in 1985. A remarkable matter of cuisine. We were offered the same menu from July 1984 to Jan 85 for breakfast, lunch and dinner. As a friend said while leaving Ivanovo, "These guys should engrave the daily menu on stone, it will not change in a 100 years".
Which Way is the Gun?
In 1986, having sorted out the airlifting of BRDMs and BMPs the Sqn under command of 'Raja' Goel, started trials for loading the 43-ton T-72 into the IL-76. The first option was to drive the tank up the ramp, and then winch it into the ac. The dual winches had the power to bring in the metal giant, trials began and we ran into trouble immediately. The reason was that the winch cable has to follow a particular routeing between the drum and the tank. The tank would come about three quarter way up the ramp, but the cable, because of its routeing, could not do the rest. Sqn Ldrs AK Singh & Vishu, Master Gunners, Prakadam, Kalra, Nandu, Srikrishna, Nair, and others, all stalwarts from AN-12's and MI-8s wracked their brains and used their collective imagination. It was no go. The winch was not the way to put a T-72 into an IL-76.No.44 Squadron started its tank loading trials in 1986 under the command of Gp Capt AK Goel (Left). In 1987, It was to use the knowledge in action under Gp Capt AG Bewoor (Right).
The other revelation was that some sort of padding would have to be laid on the ramp, its extensions and on the cargo floor to support the tank tracks. Without the padding there would be substantial damage to the aircraft floor. By now the tank had only got to 75% up the ramp. It had not seen the inside of the aircraft. Some other method or 'yukti' had to be found. This is where the 411 Para Field Coy, the Sappers of the Para Bde came into the picture. The company commander was Maj Babbaya (now Commandant Bombay Sappers & Miners in Pune). He with his JCO's and men got into the act. The first thing was that sheets of wood were placed on the ramp and its extensions and tied with nylon rope. Inside the cargo compartment railway sleepers were placed along the length of the floor over which the tank would travel. Between 411 Fd Coy and our Gunners, they had foreseen that as the tank transited from the ramp into the cargo compartment, it would drop from a fairly steep 30 deg nose up to level. Because, unless the C of G of the tank crossed the loading sill, the tank would continue to be inclined upwards. This fact decided once and for all that the gun would be pointing rearwards when the tank entered the ac.
The T-72 is In.
Now started trials in full earnest. A re-routeing of the winch cables allowed the tank to be winched in up to the point when it changed its alignment from nose up to level and further forward by about 6 feet. From here onward the tank had to move under its own power and the fun and games started. The tank would drive up the ramp extensions and climb up about 6 feet and stop. The gun pointing rearwards and the driver doing his best to be perfectly in the centre. Not an easy task for the driver who barely has his head sticking out. Then the Flight Gunners would fix the cables on either side of the tank, get them taut and the Load Master at the front end of the cargo compartment would run the two winches and the tank would start crawling up the ramp. A sight to be seen to appreciate the precision required. Imagine if you will, 43 tons of re-enforced steel with its 1st line ammunition and a 400 litre diesel barrel strapped on, moving ever so slowly up the ramp. Everyone is watching the T-72 move up inch by inch. The Load Masters (LM) task is not easy. The tension on each cable must remain exactly equal to make sure that the tank moves straight without drifting left or right. To help the LM, other Gunners are positioned along the cargo compartment giving inputs on intercom. Very often the process has to stop as the tank has drifted and readjustments are made. In the first dozen or so trials, the tank had to be repositioned frequently at its starting point, half on the tarmac half up the ramp extension. When the tank finally moves and comes to the loading sill, nose up, controlled by taut winch cables we reach that heart-stopping moment when the tank nose starts descending and all that everyone does is, watch and pray.A T-72 is ready to be driven off the ramp after it has been winched half way out of the aircraft to unload it. The Driver is actually facing the other way (looking towards the inside of the aircraft) and would effectively be reversing the Tank to get it off the aircraft.
On more than one occasion I have seen a tank see-saw on the loading sill, finally coming to a halt on its own weight. Imagine this 43 ton monster teetering thus, and everyone hoping it does not swing right or left. Very close to the tank tracks are the hydraulic jacks for operating the ramp. Even the slightest damage would ground the aircraft. Finally the tank would be in the level position, its tracks firmly resting on the thick wooden sleepers. For those not in the know, the sleepers cannot be secured to the cargo floor. They just lie on the floor, kept in place by 43 tons of steel on them. The tank is pulled in another 6 odd feet, the winch cables are removed and we are about to witness a T-72 driving inside the IL-76. How many readers have seen this spectacle?
T -72s Inducted into Jaffna with IPKF : At Madras for Induction.
Mr Rajiv Gandhi and Mr Jayawardhane signed the Indo-Sri Lanka Accord much to the chagrin of Prabhakaran of LTTE. In July '87 the IPKF was flown into Jaffna and Trincomallee and as is now known, all appeared to be hunky dory with a ferocious fire just under the surface. Rajiv Gandhi got hit on the shoulder by a Sri Lanka sailor during a Guard of Honour, and in Sep 87 LTTE fighters captured by IPKF were to be handed over to the Sri Lanka army. The LTTE boys chose their cyanide pills to interrogation by the Lanka army, and thus started the sordid saga of IPKF versus the LTTE, it would go on till the IPKF withdrew in 1990.
No.44 Squadron was deeply involved in the massive re-enforcement of the IPKF in those early days of Oct 87. Troops went in from Gwalior, Jaisalmer, Barmer, Bangalore and Chennai. The writer had assumed command of No.44 Squadron in late Sep 87 from Ashok Goel, and it was baptism under fire. It is pertinent to first read about the T-72 moves into Jaffna and Trincomalee, before we graduate to their induction into Leh. With the extremely violent response the IPKF got from the LTTE in Oct 87 and the heavy casualties inflicted on 13 Sikh LI in Jaffna University, it was decided to induct T-72's into Jaffna first and Trincomallee later. The tanks had come into Chennai by rail and by transporters to Meenambakam airport for loading into the IL-76 renamed Gajraj by the IAF. Three IL's came to Meenambakam. The date was 11 Oct 87. In the preceding 3 days infantry units that had been airlifted to Jaffna & Trico by the IL-76's had been committed directly into battle. The Gunners of our three aircraft were very much involved in that infantry move, and it was to have an electrifying effect on their efforts to load and offload tanks. The first two tanks were loaded into the aircraft and I took off for Jaffna in K-2666.
Half Moustache Off.
A total of eight tanks were put into Jaffna. They came out of Sri Lanka by sea, but their effectiveness against the LTTE is debatable. Maj Kaul, got into his tank to do his recce, since I had refused to fly in his jeep.. At one place in Jaffna town, toward the university, he came under fire. Kaul was standing in his tank, chest above the hatch. A RPG was fired at the tank, of course the RPG would do no damage to the 43 ton metal giant, but this particular RPG had Kaul's name on it, but obviously not his 'number and address'.The RPG hit the hull and in a freak case, got deflected upward near Kaul and exploded. Kaul lost an eye and some fingers. Had he been in a jeep, probably his address, number, regiment, and date of birth, might have been engraved on that RPG. Inducting tanks is not a routine operation as many would like to believe. With only a bare 12 inches between the steel track and the inner skin of the ac, many aircraft were damaged requiring repairs. To decrease the chances of damage to the aircraft because of the 'jhatka' or jerk, when the tracks are engaged to the engine, the tension on both tracks was made as equal as possible. This equalising is achieved by the tank crew using of all things, a plumb line. The cavalry are used to plus / minus 10 feet in accuracy of manoeuvrability. We wanted plus / minus 2-3 inches!
Today the IL-76 aircrew, acknowledge the determination of the mechanically minded armoured corps drivers who did the best they could, to make the T-72 compatible with the IL-76. Both weapon systems born in the Soviet Union, and used with great success in India, had to be married somehow.
It would be pertinent to conclude with this story. We had flown in a battalion of the 5th Gurkhas from Gwalior on 09 Oct 87 into Jaffna. When we went in with tanks on the 11 Oct our back load were several severely injured and killed Gurkhas of the same 'paltan'. I vividly recall Master Gunners Nair and Nand Gopal asking, " Sir, are these not the troops we flew in yesterday?" " Yes." I replied, and added, " This is what the LTTE has done to them." We knew by then that the CO, Col Bawa and his Adjutant had been killed in battle. It was then that I noticed a great change come over the gunners. " Sir, from now on each tank will take not more than 30 mins for loading and off-loading. If I do not do my bit now, I will cut off half my moustache." For the gunners it had become a personal war, and I write with great pride that they, all the Gunners, did a marvellous job in the tank inductions into Lanka and later into Leh. No Gunner had to shave off half a moustache.
Two Squadrons of Tanks move into Leh : The MBT into Leh.
In Jan 88 the Chief of Army Staff, Gen K Sundarji was about to retire. In a strategic plan that he had for mechanised forces in Ladakh, the T-72 was missing. The BMP's and BRDM's, along with fuel bowsers had already been put into Leh and Thoise by No.44 Squadron. It was now the turn of the T-72s of the Indian Army to make its presence felt above 10,000 ft in the sandy deserts of Ladakh. The experience of IPKF had prepared both Maj Babbaya and the Flt Gunners of No.44 Squadron for this formidable task. We were to induct 28 AFV's and 2 ARV's into Leh within the shortest possible time starting mid Jan 88, and certainly before the Army Chief retired. The regiments chosen for this honour were the 91 Independent Recce Squadron of Scinde Horse, commanded by then Maj Rajinder Singh, and No 1 Armoured Recce Squadron of 7 Cavalry commanded by Maj D P Singh.
The tanks with their crew, ammunition and those 400 ltr barrels these tank guys strap on for extra range, arrived in Agra Cantt. For a week we held trials and training on the tarmac for the tank drivers and our Flt Gunners. Tension on both tracks was equalised with that plumb line. Fascinating is it not, the T-72 had Laser range finders, but it's tracks were adjusted by a good old plumb line! The EME team was also present to fine tune the tank engine and adjust it for starting and operating at Leh, 10,000 ft above mean sea level (amsl). A very large number of loadings and off loadings were actually done to hone the skills of the drivers and our Gunners. The drill was perfected till everyone was satisfied with every ones else's level of proficiency. The aim was that there should be no delay in off loading the tank at Leh. Neither the engine, nor the track nor the sleepers or planks should be an impediment to quick off loading of the T-72. The temperatures by day would be close to zero deg C and the faster things moved, the better. For an IL-76, a night halt at Leh was unacceptable.
Is There Fuel in Leh?
Now came the matter of flying the IL-76 from Agra to Leh, keeping the outer engines running, and then returning to Chandigarh with back load of passengers, parachutes, and a variety of material which was reusable. There was a catch, as there always is in these things. It was the max AUW for landing at 140 tons. The basic weight of 90 tons, added to the 43 tons of the T-72 brought us to 133 tons. That left only 7 tons of fuel at landing. Since it was necessary to keep No.1 and No. 4 engines running at Leh for 30 mins plus, one more ton of fuel would be consumed. The 6 tons left was definitely not enough for the 35 min flight to Chandigarh. What was to be done? A meeting was held at HQ AOC J&K, then AVM Dushyant Singh's command. It was decided to position ATF in a bowser to refuel just 5 tons per sortie into each IL-76. With 30 sorties, it meant 130 tons. An enormous air effort because the ATF would have to be brought into Leh by IL-76s in 200 litre barrels. After being kept stationary for 2 days, the ATF would be transferred into a 9 kilolitre bowser by a hand pump and that meant 45 barrels. That fuel would be then pumped into the IL-76, and since it was 5 tons per sortie, it meant more than one bowser per day, each bowser has only about 8 tons of fuel. It was Jan 88, as cold as it can get. If this plan was accepted then it was clear that the fuel war reserves of Leh will not be touched and the 130 tons of ATF, about 143000 litres or approx 715 barrels of AFT would first have to be positioned at Leh by the IL-76s. Each IL-76 can carry only 108 barrels, so 7 sorties were required to position 715 barrels. The reader should consider all these inputs and weigh it against the need or otherwise of putting 30 tanks into Leh. The whole exercise would involve 37 sorties, 7 for the fuel and 30 for the tanks, and @ 2 flights per day, it would take 19 days. So finally what happened?
In the event ATF not be flown to Leh. But the tanks had to go, and serve with 3 Mtn Div under command of a Mechanised Battalion whose CO, then Col Panag (now Lt Gen) came to Staff College from Leh in 1992. What he told us about the usefulness of the T-72 in that sector is best left to the history of the Armoured Corps and Army HQ. Putting the T-72 in Leh was comparatively the easiest part of the whole deployment game. From Leh, these metal giants would have to cross Chang La and reach Darbuk to be deployed in the NE part of Ladakh. Chang La is not an easy pass to negotiate for wheeled vehicles, for tanks it is even more difficult. A truck on rubber wheels weighs about 6-8 tons and can be pushed. If a T-72 stops, who or what will push it along the road. Most surely Chang La cannot remain closed because of a reluctant T-72. The answer would have been to retrieve it with an ARV. Imagine the delay involved in all this. But to the credit of the cavalry officers and men, they went to Darbuk across Chang La, exercised in that area and had much to learn and teach their friends in the Armoured Corps, and strategic planners in New Delhi.
They Went In Only to Come Back.
An Il-76 landing at Leh Airfield, 10000 ft AMSL
In all these 40 odd hours of flying between Agra, Leh and Chandigarh, the operation went off without a hitch. The only aberration was an early touch down at Leh on RW 07 by Wg Cdr RV Kumar (later Air Cmde) due to which about 5 strands of the arrester barrier were damaged and needed repair. The arrester barrier was installed for fighter aircraft, and there were no fighters at Leh in January 88. The incident reminds me of a similar situation in Hasimara in 1986. Wg Cdr Ramachandran, our flight commander in 1988, now flying the Falcon for Mr Ratan Tata, was landing at Hashi when he did exactly the same thing, misjudged and touched down on the lowered arrester barrier and broke 6 strands. There was an uproar. I was moved from Pune via Agra to Guwahati on the Assam courier and thence by chopper to Hashi to conduct a Court of Inquiry. It took me one day to conclude that Ramu's was a case of limited experience on the aircraft and an error of judgement on approach, and he was not to be blamed, in my opinion. When I informed the CFSI0 in Shillong that no one was blameworthy, he was most distressed. When I added that I was mentioning that " the captain had made an error of judgement" he was quite satisfied. I checked with the STO in Hashi and was told that repairs to the barrier had cost not more than a few thousand rupees. I wondered at the cost incurred in conducting the inquiry for such a minor incident !
By 10 February 1988, 28 T-72 tanks, the very latest versions with laser range finders were in Leh. The first ARV was flown in on the 15th sortie and the second on the 30th. We said our farewells to the cavalry boys and held a very detailed debrief in Agra on the airlift. If this had to be done at Thoise, how would we do it? Now for the irony of it all. In 1990/91, the 28 tanks and 2 ARV's were retrieved from Leh by 25 Squadron IL-76's under command of then Gp Capt R V Kumar.
The usefullness of the T-72's seemed to have undergone a reversal in just 3 years. This too is an object lesson. Do doctrines and strategic dispositions of our defence forces have a validity of only 2-3 years? Should second rung of generals, air marshals and admirals accept demands that are personal whims and do not have long term strategic or tactical value? Apart from the financial investment, the cost in unwarranted stress and strain on equipment needs to be considered. Each tank was flown out of Leh in two sorties, one for the chassis and the other for the hull and gun. It is not possible to take off from Leh with 43 tons of load. The possibility of avoidable accidents or incidents is seldom considered, when ordering such operations in peace. Does anyone carry out a post action taken appreciation as classically taught in the service? Very rarely. True there is a training value in flying tanks into Leh, but 30 tanks into Leh and then pulling them out 3 years later, purely as a training exercise, is surely stretching the matter.
So today there are no tanks in Ladakh. Tomorrow, the IL-76s of No.44 Squadron or No.25 Squadron may be asked to do it again, they will do it, and they will do it right.
Mix Pics Of Indian Armour, Avation and Infantry..
Some DRDO equipment..
Laser Target designator..
Long range Thermal viewer..
Hand Held Thermal Viewer..
Credit to Godless-Kafir..
Some Pics Of Talwar Class Frigate..
Indian Naval Ship On Friendly Vist Over Russian Port of St peters burg..
T-72M Ajeya of 69 armored regiment ( Plastic Model )
More Here: http://www.network54.com/Forum/47751...+DiShow-2009++
Some Pics Of INS Viraat..
The Virat looks really good. How recent are these pics?
i read in wikipedia that Sri Lankan Air force has order HAL LCH, Can anyone give the source of the quote and one more thing what will will be the most suitable name for LCH? Appreciate a lots
Tejas Mk2 MRCA’s R & D Effort Gathers Pace
The full-scale engineering development efforts of India’s Tejas Mk2 multi-role combat aircraft (MRCA) recently took a significant step forward when the Bangalore-based Aeronautical Development Agency (ADA), in consultation with the Indian Air Force (IAF), froze the MRCA’s design, which will now have a length of 14.2 metres (1-metre more than that of the Tejas Mk1 for incorporationg a stretched nose section and a modified fuselage section aft of the cockpit for housing an expanded complement of mission avionics LRUs), height of 4.6 metres (as opposed to 4.4 metres of the Tejas Mk1) to accommodate an enlarged vertical tail-section, and a wingspan of 8.2 metres—same as that of the Tejas Mk1—that, however, will feature an increased wing area. External stores capacity will be boosted to 5,000kg (as opposed to 3,500kg for the Tejas Mk1), while the twin internal air-intake ducts will be minimally enlarged to cater to the increased airflow requirements of the 98kN thrust F414-GE-INS6 turbofan built by GE Aero Engines. The Ministry of Defence had, last January, sanctioned US$542.44 million (Rs2,431.55-crore) for ADA to develop the IAF’s Tejas Mk2 variant and the Indian Navy’s LCA Mk2 (Navy) variant so that the first Tejas Mk2 prototype can take to the skies by September 2013 and make this prototype fly by December 2014, following which the MoD-owned Hindustan Aeronautics Ltd (HAL) would begin series-producing the MRCA by 2016. While the IAF is committed to procuring an initial 83 Tejas Mk2s, the Navy has expressed its firm requirement for 46 LCA Mk2 (Navy). Just like the Tejas Mk1, the airframe of the Tejas Mk2 will incorporate 13 major composites-built structures fabricated by TATA Advanced Materials Ltd (TAML), which was awarded the contract after the state-owned National Aerospace Laboratory (NAL) expressed its failure to deliver the structures on time. Structures to be produced by TAML for each aircraft will include a rudder assembly, fin assembly, 60 carbon-fibre reinforced (CFC) wing spars, 38 wing fuselage fairing skins, 20 wing fuselage fairing blocks, 41 CFC centre fuselage components, two forward undercarriage doors and two aft undercarriage doors.
Vendor selection by the IAF for supplying various sub-systems for the Tejas Mk2 too is gathering pace. What has been confirmed thus far is that the two-way airborne operational data-links (ODL) will be supplied by HAL, which, among other systems, will be supplying a newly-designed mission computer (to cater to the increased processing requirements of the new fire-control system and IDAS), the RAM-1701AS radio altimeter, TACAN-2901AJ and DME-2950A tactical air navigation system combined with the ANS-1100A VOL/ILS marker, CIT-4000A Mk12 IFF transponder, COM-1150A UHF standby comms radio, UHF SATCOM transceiver, and the SDR-2010 SoftNET four-channel software-defined radio (working in VHF/UHF and L-band for voice and data communications), and the Bheem-EU brake control/engine/electrical monitoring system, all of which have been developed in-house by the Hyderabad-based Strategic Electronics R & D Centre of HAL. SAGEM Défense Sécurité will supply the Sigma-95N ring laser gyro-based inertial navigation system coupled to a GPS receiver (which is also on board the Su-30MKI and Tejas Mk1). The open-architecture integrated defensive aids suite (IDAS), which has been under joint development by the DRDO’s Bengaluru-based Defence Avionics Research Establishment (DARE) and Germany-based Cassidian since 2006, will include the AAR-60(V)2 MILDS F missile approach warning system, the EW management computer and Tarang Mk3 radar warning receiver (all to be built by Bharat Electronics Ltd), countermeasures dispenser built by Bharat Dynamics Ltd, and Elettronica of Italy’s Virgilius directional jammers (now being installed on the IAF’s MiG-29UPGs), which make use of active phased-array transmitters for jamming hostile low-band (E-G) and high-band (G-J) emitters. The redesigned digital flight-control computer will be built by BEL, while the HMD chosen is the Dash Mk5 from Elbit Systems. For tactical strike missions, the ‘Tejas’ Mk2 will be equipped with the Litening-3 LDP, supplied by RAFAEL Advanced Defence Systems of Israel. The actuated retractable aerial refuelling probe, mounted on the Tejas Mk2’s starboard cockpit section, will be supplied by UK-based Cobham Mission Equipment. The same vendor will also supply the pneumatic air-to-ground stores ejection systems like release units, practice bomb carriers, multiple stores carriers, AGML-3 triple-rail launchers, and high-velocity ejection launchers, almost all of which are already operational on the IAF’s fleet of BAE Systems Hawk Mk132 lead-in fighter trainers. Cobham will thus join a growing list of foreign vendors associated with both the Tejas Mk1 and Mk2, which include Intertechnique SA, SAFRAN Group’s SAGEM Défense Sécurité subsidiary and IN-LHC ZODIAC of France; US-based GE Aero Engines, Hamilton Sunstrand, EATON Aerospace, MOOG, and Goodrich Aerospace; UK-based CHELTON Avionics, Penny + Giles, and Martin Baker (supplier of Mk 16LG zero-zero ejection seats); Italy’s Secondo Mona; and Germany’s Cassidian and Faure Herman. Indian companies involved include HAL, TAML, Data Patterns Pvt Ltd, Government Tool Room and Training Centre (GT & TC), and SLN Technologies Pvt Ltd.
By the year’s end, the IAF is expected to select the foreign vendor for supplying the integrated fire-control system (including an infra-red search-and-track sensor, or IRST, integrated with an AESA-based multi-mode radar), and a frameless canopy actuation system. The former, which will, in essence, dictate the Tejas Mk2’s combat capabilities, is likely to keenly contested by vendors from the US, France, Israel and Italy. US-based OEM Raytheon intends to offer its RACR AESA-based MMR along with a chin-mounted IRST sensor, while THALES Avionics is likely to propose a scaled-down variant of its RBE-2 AESA-based MMR integrated with the nose-mounted Optronique Secteur Frontal (OSF) IRST, which comprises two optical modules. The right-side module has a long-wave (8-12 micron) infra-red sensor used for target search and track out to 90km in ideal conditions. The left-side module carries a CCD TV camera for daytime target identification. The system also includes a laser rangefinder for use against airborne targets. The OSF is primarily an air-to-air search, track, identification, and localisation sensor, with a limited air-to-ground localisation and identification function as of now. A future enhancement of the OSF will include a night target-identification function (for precision air-to-ground strikes and anti-ship operations) based on a mid-wave IR sensor that would replace the CCD TV camera. The ELTA Systems subsidiary of Israel Aerospace Industries (IAI) is expected to proposed its EL/M-2052 AESA-based MMR integrated with an in-house nose-mounted IRST sensor, while Selex Galileo of Italy will most likely propose its Vixen 1000ES AESA-based MMR integrated with its 55kg Skyward nose-mounted IRST. Choice of the optimum combination of air combat missiles (both within-visual-range and beyond-visual-range) will be totally dependent on which fire-control system is finally selected, with the principal contenders being Raytheon (AIM-9X/AIM-120C AMRAAM), RAFAEL of Israel (Python-5/Derby), MBDA (MICA family) and Russia’s Vympel JSC (RVV-MD/RVV-SD combination), which IAI/ELTA Systems will likely propose in case the Python-5/Derby solution is rejected by the IAF.—Prasun K. Sengupta
LCH will have a name, It depend on HAL, Personally i like Vajra..
Last edited by Kunal Biswas; 07-02-2011 at 08:42 AM.