Indian Military News, Reports, Data, etc.
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Note the upward pointing exhausts of the helicopter. Similar to the latest Z-10.
The engine is a product of French collaboration.
Btw this LCH (Fancy Acronym again!) hasn't entered mass production.
Why? Seems like there are some issues related to the platform. Not very different from Tejas LCA I see.
Why are they importing Apaches if they've got this? Oh, I think I know the answer. Apache is bought as a bribe to USA. Simple.
Apache is in a different weight class if I am not mistaken.
Sure but the cost and the procurement numbers must be looked at.
This is an opinion piece.
They added canards. What about it?
They have to place the actuators for the Canards somewhere. This way, they won't be changing the internals of the aircraft vastly from the Mark 1.
Have they ploughed up new problems as they tried to bury the old problems (regarding low internal space)?
Perhaps that’s the reason they covered the canopy, which they have no reason to unlike the TEDBF, the changes for Tejas MK2 shouldn’t require so much change to the point of completely reconfiguring the pilot position... if they show the actual position of the ejection seat, questions such as your’s might be asked...
Earlier I posted about this curious opening. I thought that it was for compensating lift loss. That belief was lifted from other forum discussions.
This might not be the case.
I think it might just be a bleed air intake. And therefore I correct it -
There is an aviation stackexchange answer that may give some clues -
Wikipedia states, for the F-18 Hornet (which goes through a similar engine and size upgrade from the Hornet to SuperHornet like Tejas Mark 1 to Mark 2)
The engine air inlets of the Hornet, like that of the F-16, are of a simpler "fixed" design, while those of the F-4, F-14, and F-15 have variable geometry or variable air inlets. This is a speed limiting factor in the Hornet design. Instead, the Hornet uses bleed air vents on the inboard surface of the engine air intake ducts to slow and reduce the amount of air reaching the engine. While not as effective as variable geometry, the bleed air technique functions well enough to achieve near Mach number 2 speeds, which is within the designed mission requirements.
THE Turbofan to be used on Tejas Mark 2 is the GE F414 INS6EPE.
This might not be the case.
I think it might just be a bleed air intake. And therefore I correct it -
There is an aviation stackexchange answer that may give some clues -
Wikipedia states, for the F-18 Hornet (which goes through a similar engine and size upgrade from the Hornet to SuperHornet like Tejas Mark 1 to Mark 2)
The engine air inlets of the Hornet, like that of the F-16, are of a simpler "fixed" design, while those of the F-4, F-14, and F-15 have variable geometry or variable air inlets. This is a speed limiting factor in the Hornet design. Instead, the Hornet uses bleed air vents on the inboard surface of the engine air intake ducts to slow and reduce the amount of air reaching the engine. While not as effective as variable geometry, the bleed air technique functions well enough to achieve near Mach number 2 speeds, which is within the designed mission requirements.
THE Turbofan to be used on Tejas Mark 2 is the GE F414 INS6EPE.
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Or they can make them free floating or fixed canards.