😀 ofcourse not. all Indian projects are not headed by HAL is my opinion 😀
the fact that you cannot compare aviation industries like this as a whole is also my opinion. 😀 but you ofcourse state facts.

So which areas do you think India is ahead? Specify with independent sources. Now don’t start composites BS.

i am not the ones making retarded claims here. you are. so kindly prove it. as i asked in my last post how do you decide that the entire chinese aviation industry is ahead of India’s entire aviation industry.

So show me that one area where India is ahead. The only area India is ahead that there is no direct embargo on imports :p

do you even know what an aviation industry consists of? they are ahead in some fields no doubt. but in some fields only. but ofcourse mine are opinions. your arew facts 😀
you seem to have done extensive research to reach such a conclusion.

So explain what is Aviation Industry?. Now don’t start with Pilot training as part of Aviation Industry. 😀 😀

see what i mean? you are entirely clueless. now how does anyone go about debating with someone like you? get your facts right kid. and for god’s sake go do some reading. i aint wasting my time with a 13 yr old clueless kid. but these are FACTS ofcourse. you seem to have done well with your research.

You haven’t provided any clue about advancement of Indian aviation industry.

i never said it was stronger or weaker. infact there is no basis to decide such a thing. if you havent noticed already the two countries have taken different paths altogether. so you see a comparison is not easy at all.

So what else is your meaning of your statement?. One country is clearly ahead in entire spectrum of aviation from Jet Trainers to Fighter to Transports to AWACS (remember previous Indian effort couldnot callcuate Antenna weight. truly pathetic)

that hardly means anything. how you go about making something is a different process altogether.

It means something. Just some people doesnot want to appreciate it. 😀

we will see when that happens.

Everything is so obvious. No need to see. There is 65 page report about China at pentagon. Virtually no fear from Indian tech. 😀

in the same league with regard to what? you really are clueless arent you?

What is definition of league. J-10 and FC-1 are 4Th generation comparable to any western fighter in Aerodynamics. Only Avionics part is uncertain.

nortmally i would try and have a constructive dailogue but seeing how well you are versed in such things i feel sorry for ever getting into this with you.
I am sorry for dragging you into something that you have no knowledge about. my fault. apologies.

I havent seen anything constructive from you untill now. It is better that you leave this thread. 😀

neither does calling ALH and BK clone.
but ofcourse you and your “pal” here did all the research for that didnt you? 😀

Size and enigines are similar for ALH and BK and official consutlancy is documented.

Hello Yahoo, I’m glad you brought up the subject of cost versus capabilities offered, because this is the point where I want to focus on with the Golden Eagle.

For the most part, I’m going to focus on the potential because quite obviously, the Gripen is already out and at a more advance stage of development.

However similar to how you could probably afford 2 Gripens at the price of 1 Typhoon (i think it’s more like 3 Gripens for 2 Typhoons), with the high price of the Gripen itself (about the same as the F-16I which offers more capabilities), you can probably get twice the number of Golden Eagles. This is where I think a light fighter should be.. good, but cheap enough to be bought in quantity. This is assuming that the A-50 variant of the Golden Eagle stays around the 20-22m mark.

As for weapons systems, the APG-67 radar that will be used (not sure if it’s already installed in it) should be capable of launching the same AMRAAM that the Gripen uses, furthermore mock ups also include Mavericks as well. I’m not sure if larger guided A2G missiles or PGMS/JDAMs will be integrated with the Golden Eagle, but I would assume yes as the ROKAF intends to use the A-50 for ground attack roles. Also, should Israel choose this aircraft, it will probably be likely that the Israeli’s will integrate their own weapons, which could include the Derby and Python series.

Unfortunately I cannot provide you with any more specs for the Golden Eagle as it’s still under flight testing, and as stated, it’s more of the potential of the aircraft than what actually exists at the moment. However given it’s quick pace of development, flights and testing, I have high hopes for this aircraft.

I do like the Gripen, but for it’s price, especially as Crobato once best stated “an F-20 with a delta wing and canards”, I don’t think it’s worth it.

It is more like 3 Gripens for 1 EF or Two Gripens for One late model F-16.
Gripen fly away cost is $35M with $2000 cost per hr operations versus $3600 per hr for F-16 and around $8000 per hr for EF. EF fly away cost is closer to $90M.
JAS-39C can carry 5300KG with 8 hard points (just one less than F-16) with 6 BVR missiles.
I have yet to see any single engine aircraft matching the acceleration or agility of Gripen. Only F-22 seems better. EF and Rafale should provide similar
Flight performance.
for future there is NORA AESA is there with 200 degree scanning.
So considering Sophisticated Swedish technology and ERIEYE in one package it is the most cost effective solution for Airdefence and offence. The only problem is sweden export policy.
http://www.ericsson.com/microwave/products_sensors_nora.shtml
A complete radar system demonstrator will be installed in a Swedish fighter for flight tests in 2004.

The new radar will use an Active Electronically Scanned Array, AESA, built up with approximately 1 000 individual transmit/receive modules. The antenna, mounted on a single-axis platform, will give well over 200ฐ coverage in azimuth.

NORA offers superior performance by virtue of a number of core capabilities at Ericsson – beam agility, beam widening, multi-channel processing, target-specific waveforms and low radar cross-section.

The new radar system will make a vital contribution to information superiority for fighter pilots, to long-range fighter combat and the precision engagement of ground

http://www.global-defence.com/2003/sam_03.htm
Saab Avionics EW suites being fitted to Batch 3 JAS Gripens include an advanced RWR system that is in the final development phase for the German Tornado fleet. It is an ultra- violet (UV) based passive missile-approach warner operating in the solar-blind UV spectrum that ensures very low false alarm rates because it is immune to those coming from the sun. The company’s range of innovative ECM dispensers are fitted to the F-14 Tomcat, F-15 Eagle, Tornado and Typhoon as well as Gripen. Conventional flares have been replaced by a technique that forms clouds of hot particles, creating a decoy that emits the correct heat signature and is also spatially convincing

It would seem that it has a better thrust to weight ratio than the Gripen, it’s climb rate is certainly better

TWR is not every thing.
how its climb rate is better than Gripen? Gripen flight performance is more in class of EF,Rafale and Su-35.
Swedes have also improved the engine with 40% components made in Sweden. weopon load is greater at 5300KG and is continous 9G machine.

GRIPEN PILOT REPORT

Gripen Key to Sweden’s Air Defense Force Quick turnaround time, improved information warfare capability give Saab fighter an edge against larger foes

DAVID M. NORTH

6 December 1999
Aviation Week & Space Technology

Vol. 151, No. 23
English
Sweden is constructing one of the most effective air defense structures in the world using its air force’s Saab Gripen multirole fighter, Saab/Ericsson Erieye airborne early warning platform, tactical information data link, and a modern command and control system.

While the Swedish air force has had its tactical information data link system in operation since the mid-1980s, it is the replacement of the Saab Viggen with the Gripen and the addition of the Ericsson-developed early-warning system on a Saab 340B that has addressed modern information warfare and made the service a fourth-generation operational force. While the cost of the air national defense system is a large part of Sweden’s military budget, it does not bear the high total cost of similar systems either being evaluated or installed by other countries.

I was fortunate to be invited to visit the F7 Wing at Satenas in late October to fly the Gripen. The air base had been chosen to be the primary training base for Draken and Viggen pilots transitioning to the Gripen. There are two JAS 39 training squadrons here, and the first 16 Draken pilots from the F10 Wing are undergoing training to be the nucleus of the first operational Gripen squadron at Angelholm. However, both JAS 39 training squadrons are considered to be combat operational by the air force.

The training facility here is housed in a “Y”-shaped building adjacent to the Gripen ramp and hangars. It is specifically designed for training operations, with two full-mission simulators, four multimission simulators and numerous study rooms in one wing. The squadron offices and flight operations are contained in another wing, while associated units and the ground mobile command and control units are in the remaining wing. The facility is one of the best of its kind I have seen in military operations.

Transitioning pilots will receive 5-6 months of training in the Gripen here and then return to their respective squadrons for a year of advanced tactical training. New pilots joining the F7 Wing after a year of primary flight training and some 240 flight hours will train for one year in F7, receiving 40 hr. in the simulator and 62 hr. in the Gripen prior to going to a squadron for more advanced tactical training. The first group of these new pilots is expected at Satenas late next year.

Prior to the flight, I had to be fitted for an exposure or “poopy suit” as well as lower and jacket g-suits, all designed by the Swedish air force for its own operations. Because of the cold water temperatures in and around Sweden, an exposure suit is worn most months. The suit, once donned, is quite comfortable.

I was also able to sit in one of the four multimission trainers (MMT) for 30 min. to get acquainted with the Gripen cockpit. The cockpit briefing was given by Lt. Col. Bjorn Johansson, an air force test pilot attached to the Swedish Defense Material Administration (FMV). I was to fly with him the following day in the Gripen.

The Loral MMT is equipped with a Evans & Sutherland three-screen vision display, a head-up display (HUD) and the Gripen cockpit. The MMT can be linked with the dome simulators and other MMTs to show scenarios involving four aircraft. The cockpit is designed with three multifunction displays in a “Y”or left, right and lower display arrangement, much like the Boeing F/A-18 series of multirole aircraft. An upfront controller is below the HUD, but a good adaptation of the hands-on-throttle-and-stick (HOTAS) concept eliminates having to reach up and use the up-front controller.

The left multifunction display (MFD) is used for flight data, including the HUD and defensive aids and sensor images that might be shown on the HUD. The right MFD is used to show the image from the Ericsson PS-05/A radar, as well as other images from a Flir or reconnaissance pod. Neither of these two capabilities are under contract for the Gripen at this time. The lower MFD contains the tactical picture shown on the horizontal situation display format.

MMT time was very valuable, and I had difficulty differentiating all of the functions of the radar, target acquisition, speed control and different map scales controlled from the throttle and throttle guard as my time ran out. While Saab has investigated voice activation of many of these functions, it is not a high priority program for the Swedish air force. The use of a trigger guard and a single trigger on the control stick to launch air-to-air and air-to-ground weapons was much easier to absorb in my training.

I also had a problem distinguishing the symbols shown on the radar and tactical displays for targets, threats and wingmen. This was related to my recent lack of practice in evaluating tactical air-to-air situations as well as the monochromatic display.

Symbols for wingmen are shown with “tails,” the number of tails representing the wingman’s number. Their altitude is shown behind the symbol, and threats are shown as designated by the pilot, the wingman or ground control. I also found it hard to get accustomed to the symbology that designates target priorities. My slowness in comprehending all that was happening in the tactical area could be overcome, I learned, with more simulator time.

To further help the pilot’s situational awareness, Ericsson has developed larger, color 6.2 X 8.2-in. displays to replace the smaller monochromatic ones in the existing Gripens. The newer displays should be available in the third batch of Gripens to be delivered beginning in the 2001-02 time frame. The day after my Gripen flight, I flew in a dome simulator at Saab’s Linkoping facility. The simulator had the new displays, and I found that my ability to comprehend what was occurring in the tactical displays was greatly increased.

Doing the walkaround while the fighter was in the hanger gave me the opportunity to observe just how small the single-seat Gripen really is. If you take a Lockheed F-16C and reduce its wingspan by some 3.5 ft., length by 3 ft. and height by almost 2 ft., you have the JAS 39A. The Gripen’s empty gross weight of 14,600 lb. is some 4,000 lb. lighter than the F-16C.

Seeing the Gripen with its access panels open also underlined the compact design of its interior. Because of the dense interior, I was surprised when Saab test pilot Magnus Ljungberg explained that the inflight refueling probe for the export version of the aircraft fits over the right engine intake without changing the aircraft’s fuselage. This is one of the modifications being developed with BAe Systems for the export version of the Gripen. The extended probe is located approximately 90 deg. to the pilot, and Ljungberg said that refueling was quite easy.

There was clear access to maintenance panels from the hangar floor. The Gripen was designed by Saab to be repaired easily and quickly, with a low life cycle cost.

The Swedish concept of using dispersed bases for flying operations puts a unique demand on maintenance and reliability. The Gripen is equipped with a maintenance fault localization and diagnostic system that helps speed repair work. The bases often consist of a road with a turnaround area and some shelter under trees. The crew required to handle a Gripen at one of these dispersed bases is one officer and seven conscripts. F7 pilots claim that the ground crew is able to refuel and rearm the Gripen in less than 10 min. for an air-to-air mission and less than 20 min. for an air-to-ground mission.

With more than 14,000 missions flown in the Gripen, the air force is finding that the new aircraft is requiring at least 40% less maintenance man-hours and 50% of the fuel usage of the Viggen.

The following morning, the day of the scheduled flight, there was a low overcast, fog and rain and the only suitable alternate was to the far north. So we we did as many pilots had done before us–sat and drank coffee, discussed previous flying operations and waited for the weather to get better. By noon, the conditions had improved–the visibility had increased, and there were suitable alternates, although the overcast was still well below 500 ft.

Johansson and I walked to JAS 39B No. 802 in front of the training facility, while a second flight crew manned another JAS 39B. The two-seat aircraft are owned by FMV (F7 is not scheduled to receive a two-seater until late next year).

The first impression on reaching the two aircraft being prepared to fly was the noise level of the auxiliary power units. Saab is replacing the Gripen’s Microturbo units with quieter Sundstrand APUs during the next year.

I took the rear seat while Johansson occupied the front seat. The two-seat Gripen is 2.2 ft. longer than the single-seat version, and the internal gun has been removed. Fuel capacity is the same for both aircraft. Unlike the Dassault Rafale, there is no HUD in the back seat, although HUD and video information can be depicted on the flight data display. I found that once strapped into the Martin-Baker ejection seat, with leg and arm restraints attached, the cockpit was very comfortable. The functions I needed to operate on either side panel were easily accessible. The recline angle of the seat is less than that of a F-16, but more than that of the Viggen and the Boeing Hornet.

THE SWEDISH APPROACH to fuel capacity and fuel usage is quite simple–when the internal fuel capacity is full, the gauge registers as 100% in the cockpit. There is no fuel quantity in kilograms or pounds, nor is there a fuel flow meter. Internal fuel is approximately 5,000 lb., and when a full center drop tank is flown, it shows 140%. Fuel bingo also is shown in percentage remaining. While we were carrying a center drop tank, there was no fuel in the tank. Ramp weight of the JAS 39B was close to 24,000 lb.

JOHANSSON STARTED the single Volvo Aero RM12 turbofan engine, and following a short after start and system check, we taxied to the active runway. He deactivated some of the radar modes and the defensive electronic countermeasure systems which were deemed to be sensitive. He also demonstrated the agility of the aircraft on the ground by using the nosewheel steering to make several 360-deg. turns. This capability is especially necessary when operating from dispersed bases.

Johansson advanced power and acceleration was especially brisk in afterburner, with a takeoff roll of close to 1,700 ft. (518 meters) Once the landing gear was raised, the close-coupled canard-delta configured aircraft was clean with no other inputs needed. We entered the overcast at about 400 ft. and came out in the clear about 8,000 ft. The single-seat Gripen has the ability to climb to 33,000 ft. in less than 2 min.

Once leveled near 20,000 ft., Johansson gave me control of the aircraft. He then proceeded to demonstrate many of the features of the Gripen in the air-to-air role and the air-to-ground roles. One of the most impressive features of the aircraft is the ability to remain in a passive radar mode while targets are fed to the aircraft by data link from either a wingman or a ground controller. A ground controller in our area designated our wingman some 30 naut. mi. away as a target, and his altitude appeared behind the target symbol. While still passive, we choose the Raytheon Amraam for launch and fired the simulated missile for a hit.

The Gripen is currently capable of carrying four Amraams on the underwing stations, and a center fuselage station launcher is under study that would be capable of carrying two more Amraams. Full integration of the radar missile into air force operations was accomplished in April.

Early warning and battle management for the Swedish military has been further enhanced by the introduction of the Ericsson Erieye early-warning system mounted in a Saab 340B turboprop. The active phased array pulse Doppler radar offers an increased range of land-based radar out to 450 km. (243 naut. mi.), and a detection range for small fighter type aircraft of close to 350 km. (189 naut. mi). The Erieye uses S-band radar for a sharp and narrow main beam with low sidelobes. This configuration also is more resistant to jamming. The Swedish air force has four Erieye in operation, while two will be loaned to the Greek air force for several years prior to their receiving similar Ericsson Erieye systems mounted on Embraer 145s. The Swedish air force will eventually operate a total of six Erieye aircraft in two operational squadrons.

Johansson then identified a ground target that showed up on our multisensor display, that had been designated by our wingman and data-linked to us. Additional information from our wingman, included his fuel state, weapons available, targets selected and the view through his HUD, all appeared on the multisensor display. We selected a simulated RBS-15 antiship missile and launched it some 30 naut. mi. away from the ship in a harbor on Lake Vanern near Satenas.

THE PS-05/A RADAR was turned on and the antenna removed from its near horizontal park position. In the air-to-ground mode, the resolution mapping of the lake was quite good, but it had the capability to be better. The radar has ground/sea moving target indication and tracking, as well as air-to-ground ranging. In the air-to-air mode, the Gripen’s radar has an all-altitude look-down capability and can track up to 10 targets. Its track-while-search feature in the automatic mode assures good situational awareness, and the mission computer predicts the greatest threat to the aircraft.

Ericsson is looking to the U.S. and France to help in the development of an active electronically scanning antenna for the Gripen. A contract for joint development is planned for next June with the intent of having a demonstration of the new radar in 3-4 years.

With the radar still in the air-to-air mode, we picked out our wingman/target at near our 10 o’clock position and switched to the heat-seeking missile mode. While we did not receive a tone, the wingman was well within the range of the Sidewinder-type missile. The range circle around the pipper showed maximum, no escape and minimum range of the missile’s envelope, although I still could not see our wingman. Johansson attempted to point out our wingman passing across our nose and moving to the one o’clock position. A helmet-mounted sighting system is in development for the Gripen, and a prototype is being flown at Saab in its dome simulator.

Another virtue of the Gripen is its small size, a not-to-be-underestimated positive factor when it comes to within visual range combat. I had difficulty picking the wingman out over the overcast until he reached our two o’clock position low. I rolled in on the wingman, and switching to guns, saw the symbol on the gunsight indicating hits on the other Gripen. While Johansson had to coach me through the switching of radar displays and weapon selection, I realized Saab and the Swedish air force have achieved a low pilot workload for the combat scenario. Compared with other multirole aircraft I have flown recently, the situational awareness and workload in the Gripen appeared to have the edge for intuitive movements and simplicity.

A session in the planning and analysis room after the flight showed all of the parameters of our flight from a digital recorder. The tape verified our missile and gun hits, as well as indicated generic maximum and no-escape ranges. The tape records all button or switch activations as well as flight parameters, weapon delivery envelope and results, and ongoing tactical situation. Four aircraft can be flown together in the evaluation scenario.

I DID NOT MAKE a very good rendezvous with the wingman, missing our closing rate by a large factor, even though his speed was shown on my airspeed indicator. The airspeed is shown in km./hr. and the altitude in meters. While the conversion was my problem, not the Swedes, I had some difficulty in adjusting to the layout of the altimeter, where an even 1,000-ft., (or even-meter) altitude is not shown by a needle arm at the 12 o’clock position, as it is on a regular altimeter.

Flying formation on the wingman was quite simple. This is when I realized that the triple digital flight control system in the Gripen made flying easy. The position of the throttle and the stick mounted on a pedestal below the instrument panel were very comfortable to operate, making another point for good machine-man interface. The Gripen’s stick is designed for movement, some 9 deg. forward, 13 deg. aft and 7 deg. left and right.

Stick movement became more of a factor later when I did a full-throw aileron roll at Mach 0.79. Roll rate was on the order of 240-deg./sec, Johansson said. The altitude was near 15,000 ft. at the time. An initial 6g pullup to a loop was done at 450 kt., and I came out at 10 deg. off heading. A 6.5g turning pull in military power showed the excellent turning capability of the Gripen. Sustained turn performance of the 9g aircraft is given at 20-deg./sec. As Johansson said, the delta wing Viggen seemed to push the air around in a turn, while the Gripen cuts through the air almost effortlessly. The aircraft also provides a very steady gun platform, which I learned as I flew some steep gun attacks against the top of clouds.

The clean lines of the Gripen were apparent as Johansson and I had to keep track of my power setting and speed so as not to break Mach 1.0. The Gripen will do Mach 1.05 at low level in military power. Advertised maximum speeds for the Gripen are Mach 1.2 at low level and close to Mach 2 at high altitude. Maximum aerodynamic speed of the Gripen has been calculated to be 1,400 kph. or 755 kt.

Johansson said that there have been no problems with the Volvo RM12 engine in the Gripen development or during its some 14,000 missions. The RM12 is a cooperative engine program with General Electric based on the F404 engine in the Boeing F/A-18 Hornet.

The Gripen has been taken to a deep stall, where power was moved continuously between flight idle and military power without any stall stagnation problems. The engine also has operated well at 160-deg. angle of attack and 90 deg. of slideslip, Johansson said.

Volvo redesigned the fan in the F404 engine to give a 10% increase in airflow, with a 6% increase in thrust while increasing the turbine temperature slightly for the RM12 design. The front frame of the engine also was modified to better withstand bird strikes. Volvo also is working on a new full-authority digital engine control (FADEC) and a redesigned afterburner flame holder for the RM12 engine. The 18,400 lb. of thrust in afterburner gives the aircraft excellent acceleration characteristics, and Saab says the Gripen will go from Mach 0.5 to Mach 1.1 in approximately 30 sec. at low altitude.

Similar to other aircraft of like design, such as the French Rafale, test pilots have found that the Gripen is spin-resistant. The aircraft has been put in spins during testing, but some of the control laws and the spin recovery mode in the flight control system had to be modified. The spin recovery mode in the Gripen first stops roll oscillation, then yaw, before pitching the nose of the aircraft down.

By this time, the fuel remaining in the Gripen was reading 40%, and Johansson indicated the steering cue on my HUD display that would get me back to Satenas. A descent was made in the clouds to 800 meters (2,624 ft.) at 500 kph. (270 kt.). The Swedish air force uses a tactical landing system, similar to that of the U.S. Navy, with a slight offset from the runway, Johansson said. At 600 meters (1,970 ft.) and 450 kph. (243 kt.), the autothrottle was engaged by depressing a button on the throttle. The symbology for the approach was easy to follow, although I found myself looking for a rate of descent indication. There is not one installed in the Gripen, because the pilots believed it was not needed.

The aircraft was very steady on the approach and aircraft response matched control input at the lower speeds. Once we broke out below the overcast at some 100 meters (328 ft.), Johansson took the aircraft and landed at near 130 kt. with a angle of attack near 13 deg. for the final approach.

All three landing gear have carbon brakes installed and an antiskid system. On landing, the leading edge of the canard goes down and the elevons go up and the fuselage mounted speedbrakes extend. Stopping distance was about 600 meters (1,970 ft.), although Johansson did not apply maximum braking.

WHILE NOT ABLE TO MAKE the landing in the Gripen, I did land on a road in the high-fidelity Gripen dome simulator at Saab, and found the landing characteristics exactly as I had observed at Satenas. The aircraft was stable on approach, and landing without flare at 130 kt., the Gripen was easily stopped within 600 meters. All in all, I had flown approximately one hour in the Gripen from blocks to blocks. This is a fairly standard flight with internal fuel and more than ample reserves, Johansson said.

There are a number of upgrades and new equipment planned for the Gripen. After flying the aircraft with its smaller monochromatic displays, the larger color Ericsson displays, as flown in the dome simulator, will make a big difference to improve the pilot’s situational awareness. An OBOGS on-board oxygen generating system will replace the traditional oxygen system in later aircraft. A new inertial navigation system with GPS also is under development. An integrated infrared search and track system is being developed for the Gripen by Saab Dynamics, and it appears that an advanced electronically scanned array (AESA) radar will eventually replace the Ericsson PS-05A radar.

While I was not able to fly the Gripen for a low level flight, my impression is that it would behave quite well at 450 kt. at 200 ft. A digital terrain following feature, such as flown in the Rafale earlier this year, is under discussion for the Gripen, especially if required by an export customer.

Any multirole fighter/attack aircraft is a compromise these days, and the Gripen is no exception. When developing the Gripen, the Swedish air force, FMV and Saab opted for a small aircraft, with good performance and with emphasis on excellent warfare information capabilities. After flying the Gripen aircraft and simulator, and observing the Swedish air force operational philosophy and capabilities, I believe the Swedes hit the mark.

The Gripen is about half the weight of the Boeing Super Hornet I flew last year and the Dassault Rafale flown earlier this year (AW&ST Aug. 31, 1998, p. 50; July 5, p. 48). It also is considerably lighter than the Eurofighter. With this lighter weight comes a less expensive airframe, with the Gripen coming in at close to half the flyaway price of the Super Hornet, Rafale and Eurofighter. The lighter weight also means less payload capability. But, with the Gripen’s current payload, the reliance on smart weapons and the quick-turnaround capability from dispersed bases, a high payload requirement is not as important.

While high performance was not the Swedes’ highest priority in its compromise package, the balance between the aircraft’s speed, acceleration, turning rate and overall maneuvering capability makes the Gripen an excellent multirole combat aircraft. While not a stealthy aircraft, or in the same league as the Lockheed Martin-Boeing F-22 Raptor, its small size and design does give it advantages against larger foes.

Where the Gripen has the current advantage over many of its competitors is its information warfare capability and pilot’s situational awareness. The aircraft’s secure tactical data link system is the key to the pilot’s ability to understand and exploit the tactical combat situation. This system also allows one aircraft to be the radar emitter, while transmitting all of the necessary target data to four passive aircraft spread out for tactical advantage. That same tactical information can come from ground control or from the Swedish air force Erieye early-warning aircraft. The low workload coefficient built into the Gripen also allows the pilot improved situational awareness when it is most needed.

The downsizing of the Swedish air force has been one of the driving forces to not only develop an efficient multirole aircraft, but also one that is reliable and maintainable. The Gripen will eventually replace the Viggen flown in the separate fighter, attack and reconnaissance roles. In the late 1980s, the Swedish air force had 425 combat aircraft in some 26 squadrons. By 2007, the 204 Gripens on order will have been delivered, and there are plans to have them operational with eight squadrons, although the basing and potential further base closures is still under discussion in the Swedish Parliament.

FROM MY TIME WITH the Swedish air force, both this recent visit and flying the Viggen with the F13 Wing some time ago from the closed Norkkping base, it would appear that the service is successfully trading in quantity of aircraft for the quality of tactical air operations offered by the Gripen, Erieye and the Swedish military command and control system.

During dinner following the flight, Maj. Gen. Jan Jonsson, inspector general of the Swedish air force, said that he was hoping the service would expand its international scope and participate in NATO-type peace-keeping operations. I have to believe that any tactical operational theatre commander would welcome a squadron of Gripens on the ramp[/quote]

http://www.iol.co.za/index.php?click_id=11…47P100&set_id=1

Inside SA’s hi-tech warbird

By Helmoed R๖mer Heitman

Air warfare is a complex thing. Its effectiveness is determined by a host
of factors, among them fighting strategy, aircraft numbers,
manoeuvrability, weaponry, defensive capability, communications,
maintenance, ground support and intelligence.

Oh, and something the experts refer to as “an edge”.

The South African Air Force will soon become one of fewer than a dozen air
forces operating fighters of the “4th generation”, ensuring that world’s
second-oldest independent air force keeps its edge through the first
decades of the 21st century. Its new Saab Gripen fighters will replace the
present Cheetah C between 2007 and 2012, and are likely to remain in
service until 2030 or longer.

What makes these 4th generation fighters so special?
The Gripen was the first of the “4th generation” fighters to enter service,
and is so far the only light fighter of that generation in operation (the
American F-35 Joint Strike Fighter is still in development). The
American-built F-22 Raptor, the Eurofighter Typhoon and the French Rafale
are much larger and considerably more expensive.

So what makes these 4th generation fighters so special? Stealth technology,
for a start, together with fully integrated digital systems and inherently
unstable – and thus very manoeuvrable – airframes made flyable by
“fly-by-wire” computer-controlled systems.

Development of the Gripen began back in 1982. It first took to the air in
December 1989, becoming operational (in the Swedish Air Force) in 1996. The
first JAS-39C, on which the SAAF version is based, was delivered in
September 2002.

The Swedes chose a light fighter for several reasons, one of the most
important being its lower acquisition and operating costs. It also comes
with operational advantages: a small aircraft is also a smaller radar and
visual target; and is better suited to the dispersed operations of the
Swedish Air Force, which regards large bases as too vulnerable. In action,
its fighters would disperse to small tactical bases and hardened and
prepared stretches of road 800m long and 17m (sometimes only nine metres) wide.

A key requirement was the ability to conduct operations with minimal ground
support equipment and technical personnel at these dispersed bases – and
here the Gripen excels. It can be turned around between missions by just
one technician and five conscripts – within 10 minutes for air defence
missions and 20 minutes for strike missions, depending on the weapons load.

A further critical requirement was for a true multi-role fighter that would
be equally effective in air combat and ground attack. In fact, the Swedes
go further and use the term “swing role”, referring to the Gripen’s ability
to swing from air-to-air to air-to-ground during a mission. In reality,
this flexibility would be limited by the weapons already loaded for the
mission, but the concept does underline the flexibility of modern digital
avionics and mission systems.

The final critical requirement was that the new fighter would fit into the
concept of “net-centric” operations, with full data exchange between
aircraft and other systems by datalink to gain maximum force flexibility
and effectiveness. The aircraft was also required to operate independently
of the full command and control system.

All of these factors are important to a small air force that can afford
only a few fighters, and one that is not exactly over-endowed with
technicians. They will be particularly valuable to the SAAF, which operates
a very small fighter force in a very large theatre, and needs all the
flexibility that it can squeeze out of its aircraft.

The design that meets this stringent requirement is a single-engine,
close-coupled canard delta-wing aircraft that’s both small and agile, and
makes optimal use of modern technologies. The 45ฐ delta wing is mid-mounted
to provide clearance for under-wing weapons. The all-moving 45ฐ delta
fore-planes are higher, to optimise the airflow over the wing. They also
improve short-field performance by generating lift during the critical
nose-high take-off and landing phases, where conventional tail surfaces
have to generate a downforce to raise the nose.

They tilt to almost 90ฐ during the landing run to act as enormous
airbrakes, allowing the Gripen to do without a thrust-reverser. The main
wing has leading-edge flaps and trailing edge “elevons” (combined ailerons
and elevators) to enhance short field performance.

This canard layout – coupled with the low wing loading of 341 kg/mฒ –
results in a very agile aircraft with a 30ฐ per second instantaneous turn
rate (the F-16 achieves 20ฐ per second), a 20ฐ per second sustained turn
rate, and a roll rate of 240ฐ per second.

Power is provided by a Volvo Aero RM-12 turbofan developed from the General
Electric F404, a variant of which powers the US Navy’s F/A-18s. It has a
larger fan to increase the airflow and power, giving 5 400kg of dry thrust
and 8 359kg of thrust in afterburner, for a thrust-to-weight ratio of 0,94.
Although this is not in the league of some modern fighters, which boast
ratios in excess of 1, the Gripen is anything but a wimp, and has plenty of
power for good overall agility. As a turbofan it is relatively thrifty,
burning 50 litres a minute in dry thrust and 150 litres a minute in
afterburner.

A full-authority digital engine control (FADEC) system optimises engine
operation and automatically switches to back-up systems when necessary. It
also monitors the engine’s performance and ongoing condition. The engine is
modular is design, which greatly simplifies maintenance and repair in the
field. When an entire engine has to be removed, it can be done by a team of
four using mini-hoists and normal hand tools.

The Gripen C, developed with BAE Systems, has a retractable in-flight
refuelling probe and an on-board oxygen generating system to allow longer
missions.

A Lockheed-Martin/BAE Systems full-authority triplex digital “fly-by-wire”
flight control system allows full use of the agility inherent in the
Gripen’s “relaxed” static stability by giving “carefree” handling
characteristics: the pilot can throw the aircraft around with abandon,
secure in the knowledge that the flight control system will not allow it to
depart from controlled flight.

To that end it limits the load factor (the amount of “G”), the angle of
attack (the difference between the attitude of the aircraft and its
direction of flight), the angle of sideslip and the roll rate. It also
prevents the aircraft from entering a spin, and has an auto-recovery
function. It harmonises the control surfaces to give good damping and gust
alleviation – particularly important during low-level tactical flight.

Given its absolute dependence on the electronic flight control system, the
Gripen needs a backup – and it comes in the form of a “get you home”
analogue flight control system that disconnects the canard fore-planes to
stabilise the aircraft in pitch, enabling the pilot to fly without computer
assistance. There is also a multiple power supply backup that includes
batteries and an emergency thermal battery pack providing nine minutes of
power.

The Gripen has an “all-glass” cockpit with no analogue instruments – not
even as backup. Everything is shown on colour flat-panel multifunction
displays. The flight controls are more conventional, with a central
“mini-stick” and normal throttle and rudder pedals. The seat is raked at
27ฐ for high-G manoeuvring.

All time-critical functions are controlled by buttons and switches on the
throttle and the stick, allowing the pilot to keep his hands where they’re
needed in combat, with no need to reach for switches. That simplifies his
task and reduces the risk of a fumble, particularly during high-G
manoeuvring. The throttle (also termed “system hand controller”) has no
fewer than 14 functions.

The core philosophy underlying the avionics and navigation/attack systems
is “don’t need, don’t show”, with the pilot selecting what he needs and the
system injecting critical or emergency information when necessary.

The cockpit has five displays: wide-angle (297ฐ x 22ฐ) head-up display,
three 152mm x 203mm interchangeable colour multifunction displays MFDs),
and an integrated helmet-mounted sight and display system. The MFDs are
fully compatible with night-vision
goggles.

HUD (Head-Up Display) shows weapon aiming data (cannon lead angle and
missile firing cues in the air-to-air role; continuously-predicted impact
point, continuously-predicted release point and so on in the air-to-ground
role).

FDD (Flight Data Display) is usually the left-hand MFD. Shows flight data
(speed/ Mach number, rate of climb, angle of bank and so on), fuel status
and system status information for the aircraft, the engine and the stores
carried (weapons, reconnaissance pod, etc).

HSD (Horizontal Situation Display) is usually the centre MFD. Shows
navigation and tactical data on a selectable-scale moving map display.

MSD (Multi-Sensor Display) is usually the right-hand MFD. Shows the radar
picture, imagery from the forward-looking infrared or infrared search and
track sensors, data from the electronic warfare system, and information
from a real-time reconnaissance pod if one is being carried. Flight and
fire-control data are superimposed.

IHMD (Integrated Helmet-Mounted Display) shows key flight and weapons data
by projecting them into the pilot’s field of view, allowing him to monitor
critical information while keeping his opponent or a ground target in
sight. It can be used to cue sensors and weapons, and can be used with
night-vision goggles.

The IHMD is the Cobra system developed by BAE Systems, Saab and the Kentron
division of South Africa’s Denel. Kentron’s element is the unique optical
head position sensor sub-system that keeps track of where the pilot is
looking, which is essential if accurate data is to be presented regardless
of the pilot’s head position.

It uses an array of LEDs on the helmet, monitored by receivers in the
cockpit, and has proven more accurate than electromagnetic systems. It is
also immune to electromagnetic changes in the cockpit when new equipment is
installed. The Striker helmet of the Eurofighter Typhoon of the Royal Air
Force, German Air Force and Spanish Air Force will also use the Kentron system.

The Gripen’s datalink allows it to exchange tactical picture and target
data with other fighters, command aircraft and ground radars. Quite apart
from enhancing the pilot’s situation awareness, it enables an aircraft to
“illuminate” targets for others, allowing them to approach radar-silent
(pilots call this “nose cold”), with no emissions to give them away. One
aircraft can also pass updated target data to a ground attack strike
package, enabling the mission leader to update the attack plan on the basis
of the current situation before his aircraft enter the immediate target area.

The core philosophy underlying the sensor system is data fusion, presenting
the pilot with a tactical picture that’s compiled by fusing the information
gathered using all of the aircraft’s own sensors and the information passed
to it by other aircraft or the ground command post by means of the
datalink. The idea is to give the pilot the best possible situational
awareness at all times.

The Gripen’s primary sensor is its multi-mode Ericsson radar (it’s also
equipped with an integral electronic warfare system). It can carry an
optronic night navigation and targeting pod, and will in the future have an
infrared search and track system. For reconnaissance missions it can carry
pods with “wet film” or optronic/digital sensors. In the latter case the
imagery can be displayed in the cockpit.

Then there’s the radar system. The Gripen’s Ericsson PS-05A long-range
multi-mode pulse Doppler radar uses the I/J-Band (8 to 20 GHZ) and employs
low-, medium- and high-pulse repetition frequency modes for different
applications.

The radar is claimed to have excellent “look down” performance, able to
distinguish targets in the clutter of ground radar reflections, and has a
full suite of electronic counter-counter measures, optimised by using fully
programmable signal and data processors.

The Zeiss Optronik Litening pod has been integrated with the Gripen, and
can be used for low-level night/poor weather navigation, and for target
acquisition and precision engagement. It mounts a high-resolution
forward-looking infrared sensor with wide (search) and narrow (acquisition/
targeting) fields of view, a charge-coupled device TV camera for daylight
operations, a laser range-finder, and a laser designator for
laser-marked-target seeking bombs and missiles. There is also a video
downlink that can be used for reconnaissance or surveillance situations.

An on-gimbal inertial navigation sensor establishes line of sight and
bore-sighting with the aircraft systems, and an automatic target-tracker
provides fully stabilised tracking throughout normal ground target
engagement manoeuvres. The pod’s sensors can be cued using the helmet
display to designate a target.

The Gripen has also been designed to mount an infrared search and track
(IRST) system for passive acquisition and tracking of aerial targets,
giving the obvious and very real advantage of not announcing to the target
aircraft that it has been acquired and is being tracked.

The IRST system will be integrated with the helmet sight to alert and cue
the pilot, and can be used to cue the radar and the aircraft’s missiles.
The system being developed for the Gripen is the Saab IR-OTIS, an imaging
IR system that can be used to identify a target. It will be mounted in a
dome on the nose ahead of the cockpit.

The Gripen’s integrated electronic warfare system warns the pilot of
threats, alerts him when his aircraft has been acquired, is being tracked
or is being engaged, protects the aircraft against radar acquisition and
tracking, and records electronic threats for later downloading and
analysis. The SAAF aircraft may receive the standard system, but may
alternatively use the South African multi-sensor warning system developed
by Avitronics, which offers the same functions and is highly regarded.

The warning portion of the system comprises radar warning receiver, laser
warning and missile approach warning sub-systems. The self-protection
portion comprises an internal jammer and chaff/ flare dispensers in two
weapons pylons.

The Gripen can also carry an external jammer pod, and a BO2D towed radar
decoy in place of one of the chaff/flare dispensers. The BO2D is a two
kilogram unit towed 100m behind the aircraft. The final element of the
electronic warfare suite is an IFF (identification, friend or foe) system,
which interrogates other aircraft prior to engagement to prevent “blue on
blue” incidents, and identifies the Gripen to other friendly systems. In
SAAF service this system will use a transponder developed locally by Tellumat.

The Gripen is intended primarily to use air-to-air missiles and “smart”
air-to-surface weapons, but can also deliver “dumb” bombs when these are
better suited to a target, and the single-seat variant also has a 27mm
Mauser BK27 cannon armed with 120 rounds.

Short-range air-to-air missiles will generally be carried on the wing-tip
rails, leaving the centreline station and four under-wing stations free for
heavier weapons and fuel tanks. Those stations can be fitted with
Nato-standard weapons pylons developed and manufactured in South Africa by
Denel Aviation, allowing the Gripen to carry a wide range of weapons.

Among the air-to-air weapons being qualified on the Gripen are the latest
generation of the American Sidewinder IR-homing “dogfight” missile, the
American AIM-120 AMRAAM beyond-visual-range missile, and the European BVR
Meteor and ASRAAM and IRIS-T short-range IR-homing “dogfight” missiles. The
SAAF will employ Kentron’s V4 BVR missile and may use the V3C U-Darter
short-range missile until a new generation weapon is acquired. It is
considering the IRIS-T, but might support Kentron’s advanced A-Darter project.

Air-to-surface weapons to be qualified on the Gripen include the Saab
RBS-15 missile, an anti-ship and anti-land target weapon; the
German-developed Taurus KEPD-150 and 350 weapons (with 150km and 350km
range respectively); and a full range of laser-marked target and other
precision-guided and unguided bombs.

Pilots for the Gripen will first learn to fly on the turboprop Pilatus
Astra at the Central Flying School, and then go on to the BAE Systems Hawk
lead-in fighter trainer at 85 Combat Flying School to learn the ins and
outs of fast jets and air combat, and to gain experience. Once they join 2
Squadron (“Flying Cheetahs”), they will spend time in a full mission Gripen
simulator to become acquainted with the aircraft and then fly the dual seat
version before transition to the single-seater.

A small group of pilots on the project team has already begun flying the
Gripen, but the first formal course will comprise combat instructors with
Cheetah C experience, who will be trained in Sweden and who may join a
Swedish Air Force Gripen squadron as part of a pilot exchange programme.
They will then present the first SAAF Gripen course at AFB Makhado in 2009,
training a mixed group of experienced Cheetah C pilots and new fighter
pilots fresh from the Hawk.

Technical personnel will initially be trained by Saab, with support from
the Swedish Air Force.

———-

Fighter generations

The fighter aircraft since WW II are often divided into “generations”
grouped by basic characteristics:

1st Generation: The subsonic/transonic day fighters of the 1950s, which
differed from the WW II fighters mainly in being jet powered and much
faster – F-86 Sabre, MiG-15, Hunter, Mystere and Saab’s J-29 Tunnan.
Generation 1.5: the first supersonic fighters, but still relatively simple
day fighters – F-100 Super Sabre, MiG-19, Lightning, Super Mystere.

2nd Generation: The supersonic single-role fighters of the 1960s, which had
a limited night and poor weather capability, and which had integrated
analogue avionics and weapon systems – F-104 Starfighter, MiG-21, Mirage
III and Saab’s J-35 Draken.

Generation 2.5: the fighters of the 1970s, which had better secondary role
capability but did not mark a real generation change – F-4 Phantom, MiG-23,
Mirage F1 and SAAB’s J-39 Viggen.

3rd Generation: The multi-role fighters of the 1980s, which had
“fly-by-wire” control systems, digital but separate avionics and weapons
systems, and which were largely optimised for one role but had capability
in the other – F-16 Falcon, MiG-29, Tornado, Mirage 2000.

Generation 3.5: Upgraded 3rd Generation aircraft, much more capable but
still with 1970s aerodynamics and separate systems – F-16C, Mirage 2000-5.

4th Generation: The fully-multi-role fighters of the 1990s, developed from
the outset as fully integrated digital systems with a databus and
standardised interfaces, and also incorporating stealth features – F-22,
Rafale, Eurofighter, Gripen.

———-

Maximum Speed
1 400 km/h at sea level (just over Mach 1)
2 120 km/h at high altitude (Mach 2)
Note: The Gripen is supersonic at all altitudes. It can sustain supersonic
speed without afterburner at high altitude.

Thrust to weight ratio
0,94

Acceleration
Mach 0,5 to Mach 1,1 in 30 seconds at sea level

Take-off
400 m

Landing
500 m

Climb
100 seconds from brakes-off to 10 000 m
180 seconds from brakes-off to 14 000 m

Roll rate
240 degrees per second at Mach 0,79

Turn rate
30 degrees per second instantaneous
20 degrees per second sustained

360-degree turn
12 to 18 seconds

Load factor
+9G to -3G

Length
14,1 m

Wingspan
8,4 m

Wing area
30 mฒ

Maximum take-off
14 000 kg

External load
5 000 kg

Air-to-air range
800 km with two medium- and two short-range missiles

This article originally appeared in the June issue of the South African
edition of Popular Mechanics magazine [/quote]

http://www.indiadefence.com/ALH.htm

On 12 September 2000 a MoU was signed between HAL and Turbomeca to develop a more powerful version of the TM333-2B2 turbo-shaft. The new engine, called Shakti in India and Ardiden in France, is slated to be available for flight tests in 2003 and certification by 2005.

Work on ALH design began in 1984 with MBB now Eurocopter. The IAF was expected to be the largest customer and the total order of the series, which includes 120 for the Army, was expected to rise to 600 and hence much hope is placed on this endeavour.

http://www.hindustantimes.com/news/5922_91…02200000104.htm
Air Chief: Mirage deal to be renegotiated
Vishal Thapar
New Delhi, July 31

The contract for the acquisition of 10 Mirage 2000 multi-role jet fighters for the Air Force will be renegotiated, Air Chief Marshal S. Krishnaswamy said on Friday. The fighters are meant to be replacements for ‘wastages’.

The jets are reportedly lying in a ready-to-fly condition in France but have been mothballed due to a contractual dispute with India.

The contract was signed with French aviation company Dassault in 2001, with delivery of 10 aircraft of the type already flown by the IAF scheduled within a few years. Delivery will now be delayed pending re-negotiation of the contract.

The IAF operates two Mirage 2000 squadrons. They were acquired in the mid-’80s. The Mirage squadrons are now short of 10 fighters, which have been lost either to accidents or otherwise rendered unfit for flying.

Krishnaswamy says the contract has to be amended as certain parts, like the Tactical Air Navigator on the replacement aircraft, don’t match the specifications stipulated in the contract. “The contract has to be renegotiated to incorporate this amendment.”

the ROSE-I Mirages have the Grifo-M radar dont they ? so if it
indeed did fire the BVR AAM, how come the PAF chief states in the recent AFM that PAF is eagerly awaiting its “first shot” (bvr) capability in the shape of FC-1 ?

I would have thought they can install the AAM on all the ROSE Mirages that got the Grifo radar and also the F-7 to impart BVR to a large no of fighters.

the aeronautics.ru site is still run by Venik ? 😮

AFM interview was in early April. The Dawn news item is from mid April.
It is just anouncement and offcourse behind every anouncement years of operational testing is behind.