This is the detailed second part of the report.Thank you.

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1. INTRODUCTION
The HAL Tejas is an Indian single-seat, single-jet engine, multirole light fighter plane
designed by the Aeronautical Development Agency (ADA) and Hindustan Aeronautics
Limited (HAL) for the Indian Air Force and Navy. The aircraft has a tail-less compound
delta-wing configuration, which provides for high manoeuvrability. It came from the
Light Combat Aircraft (LCA) programme, which began in the 1980s to replace India's
ageing MiG-21 fighters. LCA was officially named "Tejas" in 2003, meaning "Radiant"
in Sanskrit by the then Prime Minister Atal Bihari Vajpayee.
The Tejas is the second supersonic fighter developed by Hindustan Aeronautics Limited
(HAL) after the HAL HF-24 Marut. As of 2016 the Tejas MK1 was in production for
the Indian Air Force (IAF) and the naval version was undergoing flight tests for Indian
Navy (IN). The projected requirement for IAF is 200 single-seat fighters and 20 twin-
seat trainers, while the IN expects to operate 40 single-seat fighters. The first Tejas IAF
unit, No. 45 Squadron IAF Flying Daggers was formed on 1 July 2016 with two
aircraft. Initially being stationed at Bangalore, the first squadron will be placed at its
home base at Sulur, Tamil Nadu.
Fig.1: Tejas

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Table 1: Tejas Features
Role Multirole light fighter
National origin India
Manufacturer Hindustan Aeronautics Limited (HAL)
Design group Aeronautical Development Agency
First flight 4 January 2001
Introduction 17 January 2015
Status In service
Primary user Indian Air Force
Produced 2001–present
Number built 21 (including prototypes as of July 2017)
Program cost ₹7,399.69 crore (US$1 billion) (LCA total
in 2015)
Unit cost ₹160 crore (US$25 million) for Mark I
₹602.71 crore (US$94 million) for Mark
IA
2. DEVELOPMENT
2.1 ORIGIN
In 1969, the Indian government accepted the recommendation by its Aeronautics
Committee that Hindustan Aeronautics Limited (HAL) should design and develop a
fighter aircraft around a proven engine. Based on a 'Tactical Air Support Aircraft' ASR
markedly similar to that for the Marut.HAL completed design studies in 1975, but the
project fell through due to inability to procure the selected "proven engine" from a
foreign manufacturer and the IAF's requirement for an air superiority fighter with
secondary air support and interdiction capability remained unfulfilled.

3. 3
In 1983, IAF realised the need for an Indian combat aircraft for two primary purposes.
The principal and most obvious goal was to replace India's ageing MiG-21 fighters,
which had been the mainstay of the IAF since the 1970s. The "Long Term Re-
Equipment Plan 1981" noted that the MiG-21s would be approaching the end of their
service lives by the mid-1990s, and that by 1995, the IAF would lack 40% of the
aircraft needed to fill its projected force structure requirements. The LCA programme's
other main objective was an across-the-board advancement of India's
domestic aerospace industry. The value of the aerospace "self-reliance" initiative is not
simply the aircraft's production, but also the building of a local industry capable of
creating state-of-the-art products with commercial spin-offs for a global market. In
1984, the Indian government chose to establish the Aeronautical Development
Agency (ADA) to manage the LCA programme. While the Tejas is often described as a
product of Hindustan Aeronautics Limited (HAL), responsibility for its development
belongs to ADA, a national consortium of over 100 defence laboratories, industrial
organisations, and academic institutions with HAL being the principal contractor. The
government's "self-reliance" goals for the LCA include the three most sophisticated and
challenging systems: the fly-by-wire (FBW) flight control system (FCS), multi-
mode pulse-doppler radar, and afterburning turbofan engine.
Fig.2: Tejas Trainer at 62nd Republic Day Parad of India, New Delhi
2.2 LCA PROGRAMME
In 1990, the design was finalised as a small tailless delta winged machine with relaxed
static stability (RSS) and control-configuration for enhanced manoeuvrability. A review
committee was formed in May 1989, which reported that infrastructure, facilities and
technologies in India had advanced sufficiently in most areas and that the project could

4. 4
be undertaken .In October 1987, project definition commenced with France's Dassault
Aviation in a reviewing/advisory role; this phase, costing ₹560 crore (equivalent
to ₹49 billion or US$760 million in 2016), was completed in September 1988. A two-
stage full-scale engineering development (FSED) process was opted for.
Phase 1 commenced in April 1993, and focused on "proof of concept" and comprised
the design development and testing (DDT) of two technology demonstrator aircraft
which were named as TD-1 and TD-2. This would be followed by the production of
two prototype vehicles (PV-1 and PV-2), TD-1 finally flew on 4 January 2001. FSED
Programme Phase-I was successfully completed in March 2004 and cost ₹2,188 crore.
The relaxed static stability (RSS) was an ambitious requirement. In 1988, Dassault had
offered an analogue flight control system (FCS), but the ADA recognised that digital
FCSs would supplant it. First flying in 1974, the General Dynamics F-16 was the first
production aircraft designed to be slightly aerodynamically unstable to improve
manoeuvrability .Many aircraft have positive static stability to induce them to return to
a straight, level flight attitude when the controls are released, maneuverability is
reduced as the inherent stability has to be overcome. Aircraft with negative stability are
designed to deviate from controlled flight and thus be more manoeuvrable.
In 1992, the LCA National Control Law (CLAW) team was set up by the National
Aeronautics Laboratory to develop India's own state of the art fly-by-wire FCS for the
Tejas. In 1998, Lockheed Martin's involvement was terminated due to a US embargo in
response to India's second nuclear tests in May of that year.
Another critical technology is the Multi-Mode Radar (MMR). The Ericsson/Ferranti PS-
05/A I/J-band multi-function radar was initially intended to be used, as used
on Saab's JAS 39 Gripen. However, after examining other radars in the early 1990s, the
Defence Research and Development Organisation (DRDO) became confident that local
development was possible. HAL's Hyderabad division and the LRDE were selected to
jointly lead the MMR programme, and work commenced in 1997. The DRDO's Centre
for Airborne System (CABS) is responsible for the MMR's test programme. Between
1996 and 1997, CABS converted the surviving HAL/HS-748M Airborne Surveillance
Post (ASP) into a testbed for the LCA's avionics and radar.
The NAL's CLAW team completed integration of the flight control laws by themselves,
with the FCS software performing flawlessly for over 50 hours of pilot testing on TD-1,

5. 5
resulting in the aircraft being cleared for flight in January 2001. The automatic flight
control system (AFCS) has been praised by all test pilots, one of whom remarked that
he found the LCA easier to take off in than in a Mirage 2000.
Phase 2 commenced in November 2001, and consisted of the manufacturing of three
more prototype vehicles (PV-3, PV-4 and PV-5), leading to the development of the final
variant that would join the air force and the navy and 8 Limited Series Production (LSP)
aircraft, and establishment of infrastructure for producing 8 aircraft per year. The phase
cost ₹3,301.78 crore, and an additional amount of ₹2,475.78 crore was given for
induction into Indian Air Force by obtaining IOC and FOC. The total cost for
development of Tejas (including PDP, Phase 1 and Phase 2) was ₹7,965.56 crore as of
August 2013.
By mid-2002, the MMR had reported suffered major delays and cost escalations. By
early 2005, only the air-to-air look-up and look-down modes — two basic modes —
were confirmed to have been successfully tested. In May 2006, it was revealed that the
performance of several modes being tested "fell short of expectations." As a result, the
ADA was reduced to running weaponisation tests with a weapon delivery pod, which is
not a primary sensor, leaving critical tests on hold. According to test reports, there was a
serious compatibility issue between the radar and the LRDE's advanced signal processor
module (SPM). Acquisition of an "off-the-shelf" foreign radar is an interim option being
considered.
Of the five critical technologies the ADA identified at the programme's onset as
required to design and build a new fighter, two have been entirely successful: the
development and manufacture of carbon-fibre composite (CFC) structures and skins,
and a modern glass cockpit. ADA has a profitable commercial spin-off in its Autolay
integrated automated software for designing 3-D laminated composite elements (which
has been licensed to both Airbus and Infosys). By 2008, 70% of the LCA's components
were being manufactured in India, the dependence on imported components was stated
to be progressively reduced over time. Successes have often been overshadowed by
problems encountered with the other three key technology initiatives however.
Kota Harinarayana was the original Programme Director and Chief Designer for the
Tejas Programme.

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Fig.3: Tejas parked
2.3 PROTOTYPES AND TESTING
In March 2005, the IAF placed an order for 20 aircraft, with a similar purchase of
another 20 aircraft to follow. All 40 were to be equipped with the F404-GE-IN20
engine. In December 2006, a 14-member "LCA Induction Team" was formed
at Bangalore to prepare the Tejas for service and assist with its induction into service.
On 25 April 2007, the first Limited Series Production (LSP-1) Tejas performed its
maiden flight, achieving a speed of Mach 1.1 (1,347.5 km/h; 837.3 mph). The Tejas
completed 1,000 test flights and over 530 hours of flight testing by 22 January 2009. In
2009, a Tejas achieved a speed of over 1,350 kilometres per hour (840 mph) during sea
level flight trials at INS Hansa, Goa.
On 16 June 2008, LSP-2 made its first flight. In November 2009, the trainer variant
prototype took to the skies. On 23 April 2010, LSP-3 flew with a hybrid version of
the Elta EL/M-2032 multi-mode radar; in June 2010, LSP-4 took its first flight in an
IAF Initial Operating Clearance (IOC) configuration. By June 2010, the Tejas had
completed the second phase of hot weather trials in an IOC configuration with the
weapon system and sensors integrated. Sea trials were also being carried out on 19
November 2010, LSP-5 with IOC standard equipment took to skies.
In December 2009, the government sanctioned ₹8,000 crore to begin production of the
fighter for the Indian Air Force and Indian Navy. The Indian Navy has a requirement
for 50 Tejas aircraft and the first prototype, NP-1 was rolled out in July 2010. IAF
ordered 20 additional Tejas fighters after the defence acquisition council cleared the
plan. In December 2014 the LCA Navy successfully conducted ski-jump trials at SBTF
Goa. The navy variant has a special flight control law mode which allows hands-free

7. 7
take-off relieving the pilot workload, as the aircraft leaps from the ramp and
automatically puts the aircraft in an ascending trajectory.
In November 2010, it was reported that the Tejas MK1 reportedly fell short of the
relaxed Air Staff Requirements stipulated for limited series production (LSP) aircraft.
The areas that did not meet requirements were power to weight ratio, sustained turning
rate, maximum speeds at low altitudes, AoA range, and weapon delivery profiles; the
extent of the deficiencies was classified.
On 9 March 2012, LSP-7 took to its maiden flight from HAL airport. The Naval LCA
made its first flight, almost two years after being rolled out, on 27 April 2012.
In September 2011, weapon tests, including bombing runs, begun at Pokhran range, to
be followed by missile tests at Goa. On 27 June 2012, three Tejas (LSP 2, 3 and 5)
aircraft completed precision bombing runs in the desert of Rajasthan, having deployed
laser-guided 1,000 lb bombs and unguided bombs. The Tejas had completed 1,941
flights by July 2012.
In the later half of 2012, the Tejas was grounded for over three months due to a serious
safety issue with the pilot's helmets, which extended above the ejection seats,
potentially prevented smooth ejection by striking the canopy before the latter was blown
off. Flight tests resumed in November 2012 after the ejection systems were modified in
response LSP 8 had a successful maiden test flight on 31 March 2013, and the
programme had completed 2,418 test flights by 27 November 2013. On 31 March 2013,
LSP-8 took to its maiden flight from HAL airport. On 8 November 2014, PV-6(KH-
T2010), a trainer variant, completed its first test flight.
Fig.4: Tejas under construction

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2.4 OPERATIONAL CLEARANCE
On 10 January 2011, IOC, allowing IAF pilots to fly the Tejas, was awarded by
Defence Minister A K Antony to Chief of Air Staff Air Chief Marshal P V Naik. The
IAF plans to raise the first squadron in Bangalore to iron out issues with ADA and
HAL, and eventually base these fighters at Sulur Air Force Station, Coimbatore in the
southern state of Tamil Nadu. In October 2011, Tejas' Final Operational Clearance
(FOC) was reportedly delayed from December 2012 until mid-2013 or later. In mid-
2012, some sources claimed that the aircraft would not reach FOC and become fully
combat capable until 2015. This was later pushed to June 2017.
HAL was instructed by the Indian government to strictly adhere to deadlines to ensure
Initial Operational Clearance-II by the end of 2013 and Final Operational Clearance
(FOC) by the end of 2014. On 20 December 2013, the IOC-II was issued, after which
the aircraft was cleared to be flown by regular IAF pilots and begin induction into
squadron service. The first squadron of 18 to 20 Tejas will be based at Sulur Air Force
Station, Coimbatore in the state of Tamil Nadu, and it will work to achieve FOC by
December 2014. To fulfill the IOC-II standard, the aircraft was certified to carry close
to three tons of weapons which include laser-guided 500 kg bombs and short-range R-
73 missiles, reach top speeds of 1,350 km per hour, withstand turns up to 7 g,
reach angle of attack of 24 degrees (from 17 degrees initially), and have an operational
radius of 400–500 km.
To obtain FOC, the fighter will have to be certified for six more criteria. Integration
of Derby and Python BVR missiles weighing 150 kg, with a range of 70 km, as well as
a Gryazev-Shipunov GSh-23 gun will be undertaken. An air-to-air refuelling probe
supplied by Cobham will be added. The angle of attack will be increased from 24 to 28
degrees, the braking system will be enhanced, and the existing nose cone random made
of composites will be replaced by a quartz model in a bid to increase the current radar
range of 45–50 km to more than 80 km. These modifications are expected to be
completed within 15 months of IOC-II. In order to expand the flight envelope to meet
service requirements, the programme enlisted assistance from EADS.
The Final Operational Clearance (FOC) campaign began in December 2013, with three
aircraft from Tejas flight-line successfully completing advanced weapon trials. The
campaign was held in Jamnagar. New weapons were integrated on the aircraft. As part

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of the FOC, the aircraft is being readied for all-weather trials in Bangalore and in
Gwalior. Tejas took its maiden flight in January 2001, and by December 2013, it had
completed 2,587 sorties covering over 1,750 hours. In July 2014, the FOC was pushed
back as six or more aircraft were needed for testing and only one had been produced
then. Tejas received IOC-II clearance on 17 January 2015 and the FOC was expected by
year's end for induction in the Indian Air Force, but has been further pushed down to
end of 2016.
In May 2015, the Mark I aircraft was criticized by the Comptroller and Auditor General
of India (CAG) for not meeting IAF requirements, such as a lack of a two-seat trainer,
electronic warfare capabilities, the Radar Warning Receiver/Counter Measure
Dispensing System, weight increases, reduced internal fuel capacity, non-compliance of
fuel system protection, forward-facing pilot protection, and reduced speed. Most of
these issues are expected to be rectified in the future Mark II version.
In October 2015, IAF Air Chief Marshal Arup Raha confirmed that the air force had
ordered 120 (six squadrons) of Tejas Mark 1A, triple the 40 aircraft it had previously
committed to buying. NDTV reported that IAF agreed to accept 40 aircraft even though
the CAG had found serious operational shortfalls, including engine thrust, weight and
pilot protection in front against 7.62 mm rifle calibre ammunition. The IAF agreed to
accept the flawed Tejas to keep the programme alive; the DRDO and HAL promised an
improved Tejas Mark 1A version; changes to the ballast and landing gear will reduce its
weight by 1,000 kg and the delivery will begin by 2016. Tejas Mark 1A shall also have
electronic warfare equipment, better air to air capability, aerial refuelling and improved
ease of maintenance.
In February 2016, LSP-7 test-fired the BVRAAM Derby missile on a BNG (Ballistic
Non Guided) mode in Jamnagar as part of its scheduled weapon trials. These weapon
trials are part of the Final Operational Clearance (FOC) mandate. It was the 169th flight
of LSP-7 and was piloted by Group Capt Rangachari of National Flight Test Centre.
The aircraft is also scheduled to fire a Close Combat Missile (CCM) Python-5
missile as part of the FOC trails. The LSP-7 along with LSP-4 were part of Indian flying
assets at the just-concluded Bahrain International Air Show (BIAS-2016).
On 26 February 2016, Defence Minister Manohar Parrikar said in the Lok Sabha that
the Indian Air Force will accept three to four Tejas this year and stand up a total of eight

10. 10
squadrons in eight years. He also said, "We are also in the process of approving the
second line of manufacturing to the HAL so that they can produce 16 aircraft per year."
On 7 November 2016, Parrikar approved procurement of 83 Tejas for the IAF, at a cost
of ₹50,025 crore (US$8 billion).
In December 2016, the Indian Navy announced that the fighter is overweight, and they
will look for other alternatives. The Indian Navy eventually issued an RFI for 57 naval
multirole fighters.
On 12 May 2017, Tejas successfully demonstrated an Air-to-Air Beyond Visual Range
(BVR) missile firing capability by releasing Derby Air-to-Air BVR missile in RADAR
guided mode. The missile launch was performed in lock-on after launch model .The
missile destroyed its manoeuvrable aerial target with pinpoint precision at the Interim
Test Range, Chandipur in Odisha.
As of 13 July 2017, the Tejas fleet has flown 3,478 test sorties and 4,200 hours without
any accidents.
Fig.5: Tejas trainer variant

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Fig.6: Naval LCA during flight testing
3. DESIGN
The Tejas is a single-engine multirole fighter which features a tailless, compound
delta wing and is designed with "relaxed static stability" for enhanced manoeuvrability.
Originally intended to serve as an air superiority aircraft with a secondary ground-attack
role, its flexibility permits a variety of guided air-to-surface and anti-shipping weapons
to be integrated for multirole and multi mission capabilities. The tailless, compound-
delta platform is designed to be small and lightweight. This platform also minimises the
control surfaces needed (no tail planes or fore planes, just a single vertical tailfin),
permits carriage of a wider range of external stores, and confers better close-combat,
high-speed, and high-alpha performance characteristics than comparable cruciform-
wing designs. Extensive wind tunnel testing on scale models and
complex computational fluid dynamics analyses have optimised the aerodynamic
configuration for minimum supersonic drag, a low wing-loading, and high rates of roll
and pitch.
The maximum payload capability of Tejas is 4,000 kg (8,818 lb). All weapons are
carried on one or more of seven hard points with total capacity of greater than 4,000 kg:
three stations under each wing and one on the under-fuselage centreline. An eighth
offset station beneath the port-side intake trunk can carry a variety of pods
like FLIR, IRST, laser rangefinder/designator, as can the centreline under-fuselage
station and inboard pairs of wing stations. Auxiliary fuel tanks of 800 and 1,200 litres
can be carried under the fuselage to extend range. An aerial refuelling probe on the
starboard side of the forward fuselage can further extend range and
endurance. RAFAEL's Derby fire-and-forget missile will serve as the Tejas' initial
medium range air-air armament. The Brahmos NG supersonic cruise missile is being
developed for the Tejas. The long range Nirbhay cruise missile is being considered for

12. 12
use on the Tejas, but will require extensive modifications, including being shortened by
25%, to fit the aircraft.
Stealth features have been designed into Tejas. Being small provides an inherent degree
of visual stealth, the airframe's high usage of composites (which do not reflect radar
waves), a Y-duct inlet which shields the engine compressor face from probing radar
waves, and the application of radar-absorbent material (RAM) coatings are intended to
minimise its susceptibility to detection and tracking.
Although two-seat variants are planned, the examples built to date are crewed by a
single pilot on a Martin-Baker zero-zero ejection seat; a locally developed ejection seat
is planned for future installation. Tejas requires a very short runway and "rockets off the
runway and into the air in a mere 500 metres".
3.1 AIRFRAME
The LCA is constructed of aluminium-lithium alloys, carbon-fibre composites (C-FC),
and titanium alloy steels. The Tejas employs C-FC materials for up to 45% of its
airframe by weight, including in the fuselage (doors and skins), wings (skin, spars and
ribs), elevons, tailfin, rudder, air brakes and landing gear doors. Composite materials are
used to make an aircraft both lighter and stronger at the same time compared to an all-
metal design, and the LCA's percentage employment of CFCs is one of the highest
among contemporary aircraft of its class. Apart from making the plane much lighter,
there are also fewer joints or rivets, which increases the aircraft's reliability and lowers
its susceptibility to structural fatigue cracks. The wing and fin of the compound-delta
aircraft are of carbon-fibre-reinforced polymer, and were designed to provide a
minimum weight structure and to serve as integral fuel tanks. The tailfin is a
monolithic honeycomb structure piece, reducing the manufacturing cost by 80%
compared to the "subtractive" or "deductive" method, involving the carving out of a
block of titanium alloy by a computerised numerically controlled machine. No other
manufacturer is known to have made fins out of a single piece.
The use of composites resulted in a 40% reduction in the total number of parts,
including half the number of fasteners required, compared to a metallic frame design.
The composite design also helped to avoid about 2,000 holes being drilled into the
airframe. Overall, the aircraft's weight is lowered by 21%. While each of these factors
can reduce production costs, an additional benefit — and significant cost savings — is

13. 13
realised in the shorter time required to assemble the aircraft — seven months for the
LCA as opposed to 11 months using an all-metal airframe. The wing-shielded, side-
mounted bifurcated, fixed-geometry Y-duct air intakes with splitter plates, can ensure
buzz-free air supply into the engine compressor for thrust generation.
Fig.7:.A Tejas at Aero-India 2009
The airframe of the naval variant will be modified with a nose droop to provide
improved view during landing approach, and wing leading edge vortex
controllers (LEVCON) to increase lift during approach. The LEVCONs are control
surfaces that extend from the wing-root leading edge and thus afford better low-speed
handling for the LCA, which would otherwise be slightly hampered due to the increased
drag that results from its delta-wing design. As an added benefit, the LEVCONs will
also increase controllability at high angles of attack (AoA). The naval Tejas will also
have a strengthened spine, a longer and stronger undercarriage, and powered nose wheel
steering for deck manoeuvrability. The Tejas trainer variant will have "aerodynamic
commonality" with the two-seat naval aircraft design.
3.2 AVIONICS
The Tejas has a night vision goggles (NVG)-compatible "glass cockpit", dominated by
an CSIR-CSIO domestically-developed head-up display (HUD), three 5 in x 5 in multi-
function displays, two Smart Standby Display Units (SSDU), and a "get-you-home"
panel providing the pilot with essential flight information in case of an emergency. The
displays provide information on key flight systems and controls on a need-to-know
basis, along with basic flight and tactical data. The pilot interacts with onboard systems
through a multifunctional keyboard and several selection panels. The CSIO-developed
HUD, Elbit-furnished DASH helmet-mounted display and sight (HMDS), and hands-

14. 14
on-throttle-and-stick (HOTAS) controls reduce pilot workload and increase situation
awareness by allowing access to navigation and weapon-aiming information with
minimal need to spend time "head down" in the cockpit.
The first 20 production Tejas Mk1 equipped with hybrid version of the EL/M-
2032 radar. It features look-up/look-down/shoot-down modes, low/medium/high pulse
repetition frequencies (PRF), platform motion compensation, doppler beam-
sharpening, moving target indication(MTI), Doppler filtering, constant false alarm
rate (CFAR) detection, range-Doppler ambiguity resolution, scan conversion, and
online diagnostics to identify faulty processor modules. The Tejas Mark IA will be
equipped with an improved version of the EL/M-2052 AESA radar being developed
jointly by Elta and HAL. The Mark 2 will feature an indigenously-developed AESA fire
control radar named Uttam.
The Tejas is equipped with both GPS and a ring laser gyroscope based inertial
navigation system; for flying in poor conditions, a Very-High Frequency Omni
Range/Instrument Landing System (ILS), TACAN for bearing and distance to ground
indication and a ground proximity warning system based on the Terrain Referenced
Navigation (TRN) system is also employed. The LCA also has secure and jam-resistant
communication systems such as the IFF transponder/interrogator, VHF/UHF radios, and
air-to-air/air-to-ground datalinks. The ADA Systems Directorate's Integrated Digital
Avionics Suite (IDAS) integrates the flight controls, environmental controls, aircraft
utilities systems management, stores management system (SMS), etc. on three 1553B
buses by a centralised 32-bit, high-throughput mission computer.
The electronic warfare suite is designed to enhance combat survivability during deep
penetration. The EW suite is developed by the Defence Avionics Research
Establishment (DARE) with support from the Defence Electronics Research
Laboratory (DLRL). This EW suite, known as Mayavi, includes a radar warning
receiver (RWR), Missile Approach Warning (MAW) and a Laser warning
receiver (LWR) system, Infrared & Ultraviolet Missile warning sensors, self-protection
jammer, chaff, jaff and flares dispenser, an electronic countermeasures (ECM) suite and
a towed radar decoy (TRD). In the interim, the Indian Ministry of Defence has revealed
that an unspecified number of EW suites had been purchased from Israel's Elisra for the
LCA prototypes.

15. 15
Tejas is also to be equippable with an Infra-red search and track (IRST) sensor, which
can detect and track thermal energy emissions. This system shall be pod-based,
additional sensor pods are to include a Drop tanks for ferry flight/extended
range/loitering time, FLIR targeting pod, ECM pods, Flares/Infrared decoys dispenser
pod and chaff pod, EO/IR sensor pod, LITENING targeting pods Forward looking
infrared (FLIR) sensor, and a laser designator/laser rangefinder, which can be used in
various capacities, including reconnaissance, training, or attack.
3.3 FLIGHT CONTROLS
Since the Tejas is a relaxed static stability design, it is equipped with a
quadruplex digital fly-by-wire flight control system to ease pilot handling. The Tejas
aerodynamic configuration is based on a pure delta-wing layout with shoulder-
mounted wings. Its control surfacesare all hydraulically actuated. The wing's outer
leading edge incorporates three-section slats, while the inboard sections have additional
slats to generate vortex lift over the inner wing and high-energy air-flow along the tail
fin to enhance high-AoA stability and prevent departure from controlled flight. The
wing trailing edge is occupied by two-segment elevons to provide pitch and roll control.
The only empennage-mounted control surfaces are the single-piece rudder and
two airbrakes located in the upper rear part of the fuselage, one each on either side of
the fin.
The digital FBW system of the Tejas employs a powerful digital flight control
computer (DFCC) made by Aeronautical Development Establishment (ADE)
comprising four computing channels, each with its own independent power supply and
all housed in a single LRU. The DFCC receives signals from a variety of sensors and
pilot control stick inputs, and processes these through the appropriate channels to excite
and control the elevons, rudder and leading edge slat hydraulic actuators. The DFCC
channels are built around 32-bit microprocessors and use a subset of the Ada
programming language for software implementation. The computer interfaces with pilot
display elements like the MFDs through MIL-STD-1553B multiplex avionics data
buses and RS-422 serial links. The aircraft features in-flight refuelling capability via
retractable probes on the aircraft's starboard side, and an on-board oxygen-generating
system for longer missions.

16. 16
Fig.8: A Tejas conducting an inverted pass
3.4 PROPULSION
Early on, it was decided to equip prototype aircraft with the General Electric F404-GE-
F2J3 afterburning turbofan engine while a program to develop a domestic powerplant
led by the Gas Turbine Research Establishment was launched. In 1998, after Indian
nuclear tests, US sanctions blocked sales of the F404, leading to a greater emphasis on
the domestic Kaveri. In 2004, General Electric was awarded a US$105 million contract
for 17 uprated F404-GE-IN20 engines to power the eight pre-production LSP aircraft
and two naval prototypes; deliveries began in 2006. In 2007, a follow-on order for 24
F404-IN20 engines to power the first operational Tejas squadron was issued.
Cost overruns and delays were encountered in the Kaveri's development. In mid-2004,
the Kaveri failed high-altitude tests in Russia, ruling out it powering the first production
Tejas aircraft. In February 2006, the ADA awarded a contract to French engine
company Snecma for technical assistance on the Kaveri. Using Snecma's new core, an
uprated derivative of the Dassault Rafale's M88-2 engine, providing 83–85 kilonewtons
(kN) of maximum thrust was being considered by DRDO. The IAF objected that since
Snecma already developed the core of the engine, the DRDO will not be participating in
any joint development but merely providing Snecma with an 'Indian-made' stamp. In
November 2014, the DRDO was submitting documents to cancel development of
Kaveri.
In 2008, it was announced that an in-production powerplant would have to be selected;
this was required to be in the 95 to 100 kilonewton (kN) (21,000–23,000 lbf) range to
execute combat manoeuvres with optimal weapons load. After evaluation and
acceptance of technical offers for both the Eurojet EJ200 and the General Electric F414,
the commercial quotes were compared in detail and GE's F414 was declared as the
lowest bidder. The deal covered the purchase of 99 GE F414 engines, an initial batch

17. 17
will be supplied directly by GE and the remainder to be manufactured in India under a
technology transfer arrangement. According to the IAF, adopting the new powerplant
required a three-to-four years of redesign work.
4. OPERATIONAL HISTORY
The formation of the first Tejas-equipped squadron started in July 2011. The Tejas
entered service with No. 45 Squadron IAF (Flying Daggers) based at the Yelahanka Air
Base at Bangalore on 1 July 2016 before being moved to Sulur Air Force
Station in Coimbatore. The squadron will initially have four aircraft. The IAF's Aircraft
& Systems Testing Establishment will receive four aircraft already built including two
development aircraft.
The Tejas made its international debut on 21 January 2016, when two aircraft flew in
the Bahrain International Air Show.
In June 2017, Hindustan Aeronautics stated that it expects to have delivered 123 Tejas
aircraft to the Indian Air Force by 2024-25. HAL outlined a three–pronged approach to
accelerate aircraft production. It will build an additional assembly line, reuse the Hawk
assembly line, and outsource major components to the private sector.
4.1 PROTOTYPES
Aircraft already built and projected models to be built. Model designations, tail numbers
and dates of first flight are shown.
Technology Demonstrators (TD)
i. TD-1 (KH2001) – 4 Jan 2001
ii. TD-2 (KH2002) – 6 June 2002
4.1.1 PROTOTYPE VARIENT (PV)
i. PV-1 (KH2003) – 25 November 2003
ii. PV-2 (KH2004) – 1 December 2005
iii. PV-3 (KH2005) – 1 December 2006. This is the production variant.
iv. PV-4 (KH-T2009) – 26 November 2009 – Fighter/Trainer Variant
v. PV-5(KH-T2010) - 8 November 2014 - Fighter/Trainer Variant.
4.1.2 NAVAL PROTOTYPES (NP)

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i. NP-1 (KH-T3001) – Two-seat Naval variant for carrier operations. Rolled out in
July 2010.NP-1 made its first flight on 27 April 2012.
ii. NP-2 (KH3002) – First flight on 7 February 2015 with sky-jump take-off and
arrested landing required in STOBAR carrier.
iii. NP-3 & NP-4 – Single-seat LCA MK 2 Naval variant for carrier operations to
be powered by the GE-414 engines. The design work on the two aircraft is
nearly complete.
iv. NP-5 – Another Single-seat LCA MK 1 Naval variant is planned so as to
enhance the pace of certification process for Naval LCA.
4.1.3 LIMITED SERIES PRODUCTION (LSP) AIRCRAFT
Currently, 8 LSP series aircraft plus 40 aircraft are on order.
i. LSP-1 (KH2011) – 25 April 2007. This LCA is powered by F404-F2J3 Engine.
ii. LSP-2 (KH2012) – 16 June 2008. This is the first LCA fitted with F404-IN20
engine.
iii. LSP-3 (KH2013) – 23 April 2010. The first aircraft to have the Hybrid MMR
radar and will be close to the IOC standard.
iv. LSP-4 (KH2014) – 2 June 2010. The first aircraft that was flown in the
configuration that will be delivered to the Indian Air Force. In addition to the
Hybrid MMR, the aircraft flew with a Countermeasure Dispensing System and
an identify friend or foe electronic system.
v. LSP-5 (KH2015) – 19 November 2010. IOC standard, with all sensors including
night lighting in the cockpit, and an auto-pilot.
vi. LSP-6 – Not built.
vii. LSP-7 (KH2017) – 9 March 2012. APU intake has been aerodynamically
reshaped.
viii. LSP-8 – First flight trial completed in March 2013. LSP 8 is the version that
will go for production.
ix. SP-1 to SP-20 – First production batch, the first aircraft had its first flight on 30
September 2014. On 17 January 2015 SP-1 was handed over to Indian Air
Force by Defence Minister Shri. Manohar Parrikar.

19. 19
4.2 PLANNED PRODUCTION VARIENTS
1. Tejas Trainer - Two-seat operational conversion trainer for the Indian Air
Force.
2. Tejas Mark 1A HAL is now working on developing a new d an electro-optic
Electronic Warfare (EW) sensor suite. It will also incorporate weighvariant named
Tejas.Mark IA which will be equipped with an advanced AESA Radar ant
reduction along with easier service maintainability which will thus reduce
downtime of each aircraft. It will also have a mid-air refuelling probe to enhance
its endurance and operational range. The timeline for this variant has been set at
2017. On 25 October 2015, it was reported that 100 Tejas aircraft will be
equipped with an improved version of the EL/M-2052 AESA radar being
developed jointly by Elta and HAL.
3. Tejas Trainer IN - Two-seat operational conversion trainer for the Indian
Navy.
4. Tejas MK1 Navy - Single seat prototypes (NP1 & NP2) powered by F404
engines are used for the initial testing. The Naval variant of Tejas successfully
completed testing in Goa during which the short take off (200 meter) from Shore
Based Test Facility were carried out along with hot refueling. The flight test from
aircraft carrier is scheduled for 2017. In December 2016, the navy stated that the
aircraft is overweight for carrier operations.
5. Tejas Mk2 Navy -Twin- and single-seat carrier-capable variants for the Indian
Navy. It will be equipped for carrier operation with ski-jump take-off and arrested
landing. It will include strengthened airframe and landing gear and drooped nose
for better cockpit vision. The Tejas Mk 2 Navy will have a length of 14.2 metres
(1 metre more than that of the Tejas Mk 1, for incorporating 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 Mk 1, to accommodate an enlarged vertical tail-section)
and a wingspan of 8.2 metre, same as that of the Tejas Mk 1, however with an
increased wing area. External stores capacity will be boosted to 5,000 kg (as
opposed to 4,000 kg for the Tejas Mk 1), while the twin internal air-intake ducts
will be minimally enlarged to cater to the increased airflow requirements of the
98 kN thrust F414-GE-INS6. The Ministry of Defence had sanctioned US$542.44

20. 20
million (Rs 2,431.55-crore) for ADA to develop the Indian Navy's LCA Mk 2
(Navy) variant. The IAF is committed to procuring an initial 83 Tejas Mk 2s and
the Indian Navy has expressed a firm requirement for 46 LCA Mk2 (Navy). The
Mark 2 may feature an indigenously developed active electronically scanned array
(AESA) fire control radar named Uttam. The Mk2 will also see the incorporation
of a new electronic warfare suite which is being jointly developed with Israel.
This is to have a new glass cockpit with larger 8 x 12 inch displays. The Mk2 will
have some 25-30 percent commonality in parts with the Mk1 and these parts are
already in production. The Mark 2 is scheduled for flight testing by 2018, but this
may be delayed by two or three more years to allow time to engineer the
installation of the GE 414 engine. In August 2015, the Indian defence minister
stated the first flight is likely to be 2019 with an entry into service in 2022.
6. Tejas Mark 2 - The Tejas Mark 2 is to feature the more powerful General
Electric F414-GE-INS6 engine with 98 kN of thrust and refined aerodynamics.
The Mark 2 is being developed to meet the latest IAF requirements and will
incorporate fifth-generation jet fighter elements which are intended to make way
into the FGFA and AMCA. The Tejas Mk 2 will have a length of 14.2 metre (1
metre more than that of the Tejas Mk 1, for incorporating 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 metre (as opposed to
4.4 metres of the Tejas Mk 1, to accommodate an enlarged vertical tail-section)
and a wingspan of 8.2 metres, same as that of the Tejas Mk 1, however with an
increased wing area. External stores capacity will be boosted to 5,000 kg (as
opposed to 4,000 kg for the Tejas Mk 1), while the twin internal air-intake ducts
will be minimally enlarged to cater to the increased airflow requirements of the
98 kN thrust F414-GE-INS6. The Ministry of Defence had sanctioned US$542.44
million (Rs 2,431.55-crore) for ADA to develop the IAF's Tejas Mk 2 variant. The
IAF is committed to procuring an initial 105 Tejas Mk 2s. The Mark 2 may
feature an indigenous developed active electronically scanned array (AESA) fire
control radar named Uttam. The Mk2 will also see the incorporation of a new
electronic warfare suite which is being jointly developed with Israel. This is to
have a new glass cockpit with larger 8 x 12 inch displays. The Mk2 will have
some 25-30 percent commonality in parts with the Mk1 and these parts are

21. 21
already in production. The Mark 2 is scheduled for flight testing by 2018, but this
may be delayed by two or three more years to allow time to engineer the
installation of the GE 414 engine. In August 2015, the Indian defense minister
stated the first flight is likely to be 2019 with an entry into service in 2022. In
October 2015, media reports suggested the government has decided to order the
modified Tejas Mk 1A instead the Tejas Mk of 2.
4.3. OPERATORS
Indian Air Force – 123 LCA aircraft [40 x Mk 1 + 83 x Mk 1A], aircraft planned to be
acquired. Four squadrons of LCA Mk 2 aircraft planned to be acquired after completing
production of LCA Mk 1. The IAF was considering at least 14 Tejas squadrons with
294 aircraft in February 2014, with each squadron to have 21 aircraft.
i. No. 45 Squadron IAF (Flying Daggers) - Bangalore, Karnataka
ii. Indian Navy – Signed an order for six Naval LCAs at an approximate cost of
US$31.09 million per aircraft. The Indian Navy has a requirement for 40 Tejas
aircraft. In December 2016, the Indian Navy announced that Tejas is overweight
for carrier operations and rejected it.
Fig.9: Tejas carrying Astra missile, R-73 missile and drop tank

22. 22
5. HAL MK TEJAS -1 (SPECIFICATIONS)
Table.2: General Characteristics
Crew 1 person
Length 13.20 m
Wingspan 8.20 m
Height 4.40 m
Wing area 34.40 m2
Empty weight 6560 kg
Loaded weight 9500 kg
Maximum takeoff weight 13500 kg
Internal fuel capacity 2458 kg
External fuel capacity 200 litre inboard tank(2),800 litre tank
under fuselage
Powerplant 1 × General Electric F404-GE-
IN20 turbofan
Dry thrust 53.9 kN
Thrust after burner 89.9kN
Performance:
i. Maximum speed: Mach 1.8 (2,205 km/h) for FOC version; Mach 1.6 (2,000
km/h) for IOC version
ii. Combat radius: 500 km (270 nmi, 311 mi)
iii. Ferry range: 1,700 km (1,056 mi)
iv. Service ceiling: 16,000 m (52,500 ft)
v. Wing loading: 247 kg/m² (50.7 lb/ft²)
vi. Thrust/weight: 1.0
vii. g-limits: +8/−3.5 g
Armament:
a) Guns: 1× mounted 23 mm twin-barrel GSh-23 cannon with 220 rounds of
ammunition
b) Hardpoints: 8 (1× beneath the port-side intake trunk for targeting pods, 6×
wing, and 1× fuselage) with a capacity of 3,500 kg external fuel and
ordnance and provisions to carry combinations of:
c) Rockets: S-8 rocket pods, standoff missile)

23. 23
a. Kh-59MK (Laser-guided standoff missile)
b. Anti-ship missiles(Kh-35,Kh-31)
c. Bombs: KAB-1500L laser-Bofors 135 mm rocket
d. Missiles:
i. Air-to-air missiles :(Astra,Derby,Python-5,R-77,R-73)
ii. Air-to-surface missiles: (DRDO Anti-Radiation Missile,Kh-
59ME)
e. OTHER WEAPONS :(guided bombs,GBU-16 Paveway II,FAB-
250,ODAB-500PM fuel-air explosives,ZAB-250/350 incendiary
bombs,BetAB-500Shp powered concrete-piercing bombs,FAB-500T
gravity bombs,OFAB-250-270 gravity bombs,OFAB-100-120 gravity
bombs,RBK-500 cluster bomb stake, Drop tanks for ferry flight/extended
range/loitering time, LITENING targeting pod.)

24. 24
CONCLUSION
The nucleus of Tejas Aircraft is Aeronautical Development Agency (ADA) whose
principal partner is Hindustan Aeronautics Limited. Indian Air Force, Indian Navy,
DGAQA, BEL, various DRDO and CSIR Laboratories, Private and Public Sector
undertakings and several academic institutions have actively participated and
contributed to this truly national venture which has directly and indirectly bridged major
technological gaps in several disciplines.
National Flight Test Centre is the directorate of ADA dealing with flight testing of
LCA. All the flight test and aircraft instrumentation related activities are planned,
coordinated and executed by NFTC which is headed by a Test Pilot from the Indian Air
Force. NFTC has Indian Air Force and Indian Navy test pilots and flight test engineers
along with the scientists and engineers for instrumentation who are professionally
carrying out the flight testing of the LCA.
The MK2 is an improvement over LCA AF Mk1 with higher thrust engine. This aircraft
will have improved survivability, maintainability and obsolescence mitigation. Active
Electronically Scanned Array (AESA) Radar, Unified Electronic warfare Suite (UEWS)
and On-Board Oxygen Generation System (OBOGS) are some of the state of the art
technologies planned to be integrated. The cockpit design has been improved with
bigger size, smart Multi function Displays (MFD) and smart Head Up Display (HUD).
LCA Navy Programme to design and develop a Carrier Borne Fighter Aircraft was
sanctioned in 2003 after the successful initial flight testing of LCA (Air Force) variant,
Tejas. Two prototypes, a two seat Trainer (NP1) and a single seat Fighter (NP2) with
more internal fuel have been developed in Phase-1 of the programme.
Phase-2 of LCA Navy Programme envisages development of two single seat Fighter
aircraft with a new higher thrust engine (GE-F414-INS6) and further design
optimisation to reduce drag. LCA Navy MK2 would undergo weight reduction through
a redesigned landing gear and associated structure and increased internal fuel as critical
driving factors in its design. LCA Navy Mk2 will have enhanced mission performance
and better maintainability.

25. 25
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