quadbikeIt is not licence production of those parts. Bit it is still licence production of the aircraft.
Consider the F-4 built in the UK for the RN. It is universally agreed to have been licence-produced, despite having British engines, some other British parts, & having design modifications done at British expense, largely in the UK.
The UK built the F-4 under a licence from the USA. That is what makes it licence-produced: the permit, the licence, to build it. Whether it has zero or 25% local content does not affect that.
The PAK FA is a joint project. It is akin to the F 35 to the tier one partner (UK). It is very different to license production and unlike the F 35/UK context India will get access to critical technologies including radar source code and considerable ToT.
:rolleyes:
I was taking a break but when things like this pop up :confused:
quadbikeare you sure the turkish pilot is really Israeli? if so, HAF pilots are sure talented 🙂
You just resurrected a 5 year old Flame-thread for the sake of commenting on a non-aviation related topic. :rolleyes::(
quadbikeAgni 3 does seem to be a more stable platform than the Agni-2.
quadbikequadbikeRahul,
With all do respect i do think moderation in BR is a bit easier, BR usually caters for Indian posters and any sort of anti-india sentiments are not tolerated. Being an international forum keypubs is harder to mod.
I think the mods need to understand the real grievience of the sub-continental posters, they see themselves getting points and threads being locked/moved while the same treatment is not given to some of the Euro Canard and Usa vs Europe threads, which if you really look at it are worse at trolling than the IAF thread.
quadbikeIndia’s fighter jet will be reality at last: Antony
Bangalore, Feb 2 : The indigenously developed Light Combat Aircraft (LCA) Tejas would be a reality at last and will soon join the Indian Air Force (IAF), Defence Minister A.K. Antony said here Tuesday.
“I can declare that LCA is going to be a reality, at last. I can tell you with confidence that by December 2010, the initial operational clearance is going to take place and the final operational clearance by the end of 2012,” Antony told reporters.
Scoffing at skeptics for writing off the ambitious project as a total failure, Antony said he was convinced of the multi-role supersonic aircraft after witnessing a flying display of its first version of the limited series production, its fifth prototype (PV-V) and its trainer variant earlier in the day.
“Today is a historic day, as the LCA achieved a milestone with a spectacular performance of its variants. I know the project has still to go a long way. When I took over three years ago, there was skepticism about its success. It has completed trials in all weather conditions with over 1,000 sorties,” Antony noted.
The state-run Hindustan Aeronautics Ltd (HAL) has already started the limited series production to deliver eight Tejas fighters to the Indian Air Force, which has placed an order for 20 aircraft (one squadron).
“The defence acquisition council (DAC) has cleared another 20 for the IAF. Very soon, we will take it to the cabinet for final clearance. In the years to come, we will be able to induct more squadrons of LCA,” Antony said.
The Cabinet Committee on Security (CCS) has recently cleared Rs.8,000 crore (Rs.80 billion) for further development of the LCA’s air version, navy version and a new engine, as the prototypes and the eight aircraft under production use GE-404 engines.
“At last, India can also be proud that we will also have our own fighter aircraft. Everybody is convinced of the LCA success. I extend my total support to the LCA team,” Antony added.
According to the state-run Aeronautical Development Agency (ADA), which designed and developed the LCA with HAL as its principal partner, Tejas is the smallest, lightest, multirole supersonic fourth generation aircraft in the world.
“The LCA is in the critical phase of weapon carriage and release and flight envelope expansion towards initial operational clearance. It is expected to be inducted into IAF by 2014,” an ADA official told IANS on the margins of the event.
quadbikeBoeing Shift your base to India Please.
quadbikeEven today the established aerospace firms have delays in their first attempt. Unless IAF changes too many things for LCA MK2, it is pretty much doable and preferable than buying somebody’s obsolete SUV-in-air with humiliating treaties.
We have fighters like Rafale which were inducted many years ago still waiting for clearence of many weapons. IAF cannot afford to wait on the LCA MK2 to be integrated with all weapons. SAM is not the answer when you need deep strike capabilities. MRCA will be money well spent.
quadbikeFor all the people who is saying LCA MK2 for MRCA.
1. ADA/HAL track record of delivering things in time is so poor for IAF to even contemplate it.
2. It is going to take ages for the LCA MK2 to get certified with all the weapons it needs to be truly multirole fighter IAF needs all the capabilities and do not have time for wait for it. So inducting a matured figther as MRCA is the sensible choice.
3. Just because the PAK FA prototype flew does not mean it is going to come into IAF service any time sooner than anticipated.
quadbikehttp://forum.keypublishing.co.uk/showthread.php?t=96639
Already a thread for that
quadbikewhats the likelihood of seeing both the F-35 (IN) and Pak-fa (IAF) together in service of the same country :diablo:
Very Very Likely :diablo:
quadbikeExactly what I am thinking Soyuz. And Indians have never abused the ToT like some other countries did making copies of the fighters and giving a different name.
If people think a nation which has shared Nuclear Sub technology, Missile tech and Space tech with India will with-hold know how about a fighter. They are so mistaken.
India is getting Soyuz and redesigning it a bit for our manned space program.
Has the USA ever offered its shuttles to any ? :rolleyes:
quadbikeTYPHOON TOUR Part 2: The Typhoon For The Indian Navy?
MANCHING, GERMANY: “We are very interested in responding to the RFI that we have received from the Indian Navy. We plan to be a contender in the competition to be the Indian Navy’s next-generation fighter aircraft,” Dr Matthias Schmidlin told me during a brief interaction at the Eurofighter’s final assembly facility forty minutes outside Munich. The Vice President of the rather lofty sounding India Campaign Directorate for EADS Military Air Systems has a nervous air about him — he constantly glances at pre-prepared notes for a television interview, even though my for-the-record questions are mostly of a general nature. But when I rounded off the brief interview with a question about the Indian Navy’s interest in the Typhoon, he smiles for the first time.
For one thing, a Sea Typhoon isn’t a new idea from any stretch. In the past, there has been talk of the Royal Navy pulling out of the JSF programme in favour of a navalised Eurofighter. The navies of Italy and Spain have also sporadically put forward the idea of putting together a Sea Typhoon and hawking it in the global market. However, so far, no single point of interest has been incentive enough for EADS to proceed with anything even closely resembling a Sea Typhoon prototype. What they do have, however, is a fully finished concept study just waiting to fly off the drawing board. At least, that’s what they say.
“A navalised Typhoon may soon be a reality. In fact, we have completed the groundwork for navalising the Typhoon since long and may pursue the respective entry into service based on ongoing campaigns,” says Schmidlin. Eurofighter was mildly surprised to receive a request for information, alongside Boeing for its F/A-18E/F Super Hornet and Saab for the conceptual Sea Gripen.
Notwithstanding EADS’ claim to have completed “all the groundwork” on the Sea Typhoon concept, navalising the Typhoon, like navalising any fighter jet not initially planned for deck-based operations, will be a onerous task to say the least. Even the fundamental airframe architecture of the Eurofighter seems to suggest that the platform would face serious issues over a range of areas, for instance the placement and configuration of its intakes, which may preclude the possibility of reinforced landing gear. That, in the event, would be only one of the questions that EADS claims it has solved with the Sea Typhoon concept, though it doesn’t say how.
Doctrinally, it so happens, the concept of operating a heavy fighter (of the Su-33-class for instance) off aircraft carriers is something the Indian Navy has been toying with for long, though such ideas have been severely pushed about by the fact the very concept of an aircraft carrier force stands doctrinally questioned, albeit not in practice — India still stands to receive the troubled Vikramaditya and at least two indigenously built aircraft carriers from the Cochin shipyard.
quadbikeEurojet for LCA story
TYPHOON TOUR Part 1: Eurojet Heats Up For Tejas
HALLBERGAMOOS, GERMANY: Emerging from the airport into a desperately snowblown bit of country, I am taken in a small Daimler hatchback to this little commercial spread just outside Munich, southern Germany. On the many slightly deserted buildings, there are no signboards, and everything is covered in fresh powdered snow. My host finally steers his auto into a cavernous subterranean parking lot, where he inserts the vehicle into a slot marked “EJ Visitor”. This is the headquarters of Eurojet Turbo GmbH, a four-way partnership of engine-makers from the UK, Italy, France and Germany, that makes the EJ200 turbofan engine, a hunk of metal wizardry that competes hard to power the Indian Light Combat Aircraft (LCA) Tejas. For an organisation that will have some very important visitors in a few weeks, the offices of Eurojet are surprisingly empty. But then it’s clear — most staff are at test sites and development centers making absolutely sure that everything is spot-on for the gentlemen scheduled to touch down this March.
A team comprising India’s Aeronautical Development Agency (ADA) and the Center for Military Airworthiness & Certification (CEMILAC) are booked to arrive in Munich early March for what will be their most crucial visit. In what is giving the people at Eurojet, particularly Managing Director Hartmut Tenter great hopes for their product, is the knowledge that the Indian visitors want to discuss certification of the EJ200 for the Tejas. The team has asked to visit test-beds, manufacturing facilities and development centers during their stay.
Discussions between the Indian government and Eurojet are currently at the Q&A phase — a period post-RFP, where the buyer smoothens out details and calls upon the vendor to explain, clarify or expand anything put forth in their technical bid. A few days ago, Eurojet received a set of 32 such questions from the ADA (Tenter says he is surprised there weren’t more), out of which 26 are associated with engineering aspects, while the remaining six pertain to transfer of technology issues. Eurojet faces formidable competition to power the LCA from the American General Electric F-414-400.
OK, now here’s the juice. According to Tenter and his team, for the Tejas to be able to take in an EJ200 engine, the engine will need “minor” modifications. These include some changing to the mounting assembly, a different hydraulic pump and an additional generator pack for starters. In addition, engine interfaces might need changes depending on how the LCA is configured. All in all, Eurojet believes its tailor-made EJ200 for the LCA can be ready — certification tests and all — in two years flat. Officials at the company point out that one of the biggest downers for their competition is that the F-414-400’s intake interface assembly is markedly larger than the F-404 (and, thus, the LCA) and its selection would therefore imply some very serious modifications to the LCA’s centre fuselage and intake architecture (in addition to the use of a cone director for airflow). Eurojet insists that the EJ200’s installation will require absolutely no airframe and intake changes to the LCA. Both contentions remain unconfirmed at this point.
Even though the LCA new-engine competition and the MMRCA competition are linked for Eurojet (the Eurofighter Typhoon is powered by the EJ200), the company has chosen to keep both campaigns strictly separate.
“When we demonstrated the engine’s performance to a team from HAL and DRDO in November last year, they were amazed that there was no thrust droop in the EJ200. The engine is designed to compensate for thrust droop,” says Tenter, confident that this and a rapid-fire list of other ostensible unique selling points make the Eurojet a frontrunner in the race.
quadbikeZIL & Over G. I will keep you updated about Indian contribution in PAK FA.
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