超级军网阿三的LCA
来源：百度文库 编辑：超级军网 时间：2024/04/28 05:04:23
<P>阿三为了庆祝2004年的科技日（每年5月11日），把三架LCA的试验机全部上天秀给大家看……</P>
<P>
</P>
<P>
</P>
<P>
</P>
<P></P>
<P></P>
<P></P>
[此贴子已经被作者于2004-6-1 14:57:24编辑过]
<P>
</P><P>
</P><P>
</P>[此贴子已经被作者于2004-6-1 14:57:24编辑过]
<P>阿三为了庆祝2004年的科技日（每年5月11日），把三架LCA的试验机全部上天秀给大家看……</P><P>
</P><P>
</P><P>
</P>[此贴子已经被作者于2004-6-1 14:57:24编辑过]
太他妈的难看了，比歼－10差远了
<P>分别是TD1, TD2 and PV1 ……</P><P>下面的是TD1</P><P>
</P><P>下面的是PV1……</P><P>
</P><P>还是PV1，不过是肚皮……</P><P>
</P>
</P><P>下面的是PV1……</P><P> </P><P>还是PV1，不过是肚皮……</P><P> </P><P>来张正脸……</P><P>
</P>
</P>进气口比IDF还小…………
<P>印度网站对LCA历史的介绍</P><P>LCA</P><P>priorities One, improve the quality of life of a third of its population. Two keep inviolate its borders, shores and skies. The latter requires military might.</P><P>The geo- politics of the region (South Asia and surrounds) is of such a complexity that, despite good intentions of all, major conflicts have erupted; border skirmishes and cross- border terror-ism continue. In fact, right from Day 1 (August 15, 1947) India has faced a military threat; because of this, there is a compulsion to achieve self-reliance in design,development and production of weapon systems e.g. the LCA. It may be noted that some Asian countries, with great economic wealth and technical know why/know how, do not have such a compulsion Further, success of the LCA program is a must for continuation and enhancement of India's aircraft industry. For these reasons, 33 R&D establishments 60 major industries and 11 academic institutions participate in the program. Unfortunately, there has been a great deal of hype by the Defence Research and Development Organisation (DRDO) as to its capabilities, contemporariness and when it will enter service. This has led to, not unwarranted, cynicism.</P><P>Background Information
An important recommendation of the Aeronautics Committee, which was accepted by Government in 1969, was that Hindustan Aeronautics Ltd (HAL) should design and develop an advanced technology fighter aircraft around a proven engine. Based on IAF 'air staff target' papers, HAL finally completed design studies for a Tactical Air support Aircraft in 1975 and it appeared that HAL would, after a lapse of twenty years, get down to developing a fighter. However, he selected proven engine' from abroad, could not be procured; the project fell through. HAL's design and development capability started to de-cline. The IAF' s requirement, for an air superiority fighter (primary role) with air support/interdiction capability (secondary role) in the tactical battle area, continued.</P><P>The DRDO obtained feasibility studies from three leading aircraft companies (British, French and German). Use was made of these studies in presenting a case to Government for design and development of an LCA. In an unusual step, a Society was set up to over-see the LCA development program. At its apex is a 15-member General Body, whose president is the Defence Minister. The next rung is a 10-member Governing Body, whose Chairman is the SA to the Defence Minister and Secretary DRDO. The third rung is a 10-member Technical Committee, headed by the DG Aeronautical Development Agency (ADA); the latter post has been vacant ever since the first DG resigned in 1986. ADA manages the development program while HAL is the principal partner. The initial projection for completion of the program was totally erroneous and is largely attributable to lack of knowledge and experience. Projections were: first flight in 1990; production to commence in 1994.</P><P>Delay in commencement of Project Definition (PD) gave ADA time to marshal national resources (80 work centers spread over the country); to construct buildings, recruit personnel and create infra-structure; and to get a clearer perspective of the advanced technologies that could be indigenously developed and those that would need to be imported. The IAF's Air Staff Requirement, finalized in October 1985 is the base document for development. Requirements of flight performance, systems performance, reliability, maintainability criteria, stores carnage, etc. are spelt out. Concessions or a higher standard of requirements have to be mutually agreed upon by the IAF (customer) and ADA (constructor). Having a Society and Committees is, perhaps, the quickest way to bring about agreement.</P><P>The Program
Project definition (PD) commenced in October 1987 and was completed in September I988. The consultant, chosen from four contenders, was Dassault Aviation, France. Engineers, connected with design and development of aircraft know how vital it is to get the 'definition' correct. From this flows detail de-sign, construction and eventually maintenance costs.</P><P>After examining the PD documents, the IAF felt that the risks were too high (likely shortfalls in performance, inordinate delay, Cost over-run, price escalations) to proceed further. A Review Committee was formed in May 1989. Experts from outside the aviation industry were included. The general view was that infrastructure, facilities and technology had advanced in most areas to undertake the project. As a precaution, Full Scale Engineering Development would proceed in two phases. Phase 1: design, construction and flight test of two Technology Demonstrator aircraft (TDI & 2); construction of a Structural Test Specimen; construction of two Prototype Vehicles (PVI &2); creation of infrastructure and test facilities. Phase 2: construction of three more PV '5, the last PV5, being a trainer; construction of a Fatigue Test Specimen; creation of facilities at various work centres. Cost of Phase I - Rs.2188 crores, of Phase II - Rs. 2,340 crores. Phase I commenced in 1990. However, due to a financial crunch, sanction was accorded in April 1993 and was marked by an upsurge in work. The critical path in this program has been the design, fabrication and testing of its fly-by-wire flight control system FCS). An electronic FCS is a must for an aircraft with relaxed static stability.</P><P>The FCS also provides the pilot 'care free handling'; flight limits cannot be exceeded, which at lower speeds on aircraft like the MiG-23/27 or Jaguar, results in the loss of the aircraft. The Aeronautical Development Establishment (ADE) is the nodal agency for development of the FCS. One reason for delay of the first flight could have been the Unexpectedly large effort required for coding control laws into the FCS software, which were then checked out on Minibird and Ironbird test rigs at ADE and HAL, respectively. The control laws were developed with the aid of real time simulators at ADE and BAe, UK. As a point of interest, a second series of inflight simulation tests of flight control software took place in July 1996 at Calspan USA on an F-16D VISTA (variable inflight stability aircraft); 33 test flight were carried out. Another reason for delay was the sanction imposed after Pokhran II in May 1999. Scientists working at Lockheed Martin, USA were sent hack; equipment, software and documents were impounded. Herculean efforts brought the FCS software to a standard where the FCS performed flawlessly over 50 hours of testing on TD 1 by pilots, resulting in the aircraft being cleared for flight in early 2001.</P><P>Space constraints prevent any meaningful description of materials, technology, facilities, processes developed for execution of the project. Military aviation enthusiasts may read a monograph on Aeronautical Technology that has attained maturity through DRDO efforts; much of this technology finds application in the LCA project. The monograph was brought out at Aero India 1998. The LCA is tailless with a double-sweep delta wing. Its wing span is 8.2 m, length 13.2 m, height 4.4 m. TOW clean 8.500 kg, MTOW 12500kg. It will be super-sonic at all altitudes, max speed of M 1.5 at the tropopause. Specific excess power and g-over load data has not been published. Maximum sustained rate of turn will be 17 deg per sec and maximum attainable 30 deg per sec. Funds have been sanctioned for a Naval LCA. PD and studies in critical technology areas have commenced. The aircraft will bee powered by a Kaveri engine (more information follows) and is to operate from the Indian Navy's Air Defence Ship, under construction. Launch speed over a 12 deg ramp is 100 kts; recovery speed during a no flare deck landing, using arrester gear, is 120 kts. Take off mass 13 tonne, recovery mass 10 tonne. Most stringent requirements! The airframe will be modified: nose droop to provide improved view during landing approach; wing leading edge vortexes (LEVCON) to increase lift during approach and strengthened undercarriage. Nose wheel steering will be powered for deck manoeuvrability.</P><P>During early flight development, the TD aircraft will be powered by a single GE F404 F2J3 engine (7,250 kg reheat thrust). The indigenous Kaveri engine, under development by the Gas Turbine Research Establishment (GTRE) is slated for installation in a PV aircraft. Over 7,000 hours of ground testing of the core engine (Kabini) and four prototype Kaveri engines, together with flights in a Tu-16 test-bed aircraft would have been completed. Engine components have been produced by several manufacturing units, including HAL, where the exclusive Cellular Manufacturing Facility (CNC machining) was established in November 1988. A concurrent engineering approach has been followed to provide engines early in the LCA's flight development. Salient engine features; 3 stage fan; 6 stage HP compressor with variable geometry IGV, I and II stators; annular combustion chamber; cooled single stage HP and LP turbines; modulated after-burner; fully variable, convergent-divergent nozzle; length 3490 mm; max diameter 910 mm; dry thrust 52 kN; reheat thrust 81 kN; thrust weight ratio 7.8. The 'Achilles heel; in the successful development of the LCA, in the opinion of this author, is the Kaveri engine.</P><P>Points of view
In the late eighties India's aircraft Industry was not as advanced as Sweden's; and yet India follows a more arduous design/development route for its LCA, compared to Sweden for its JAS-39 Gripen. The Gripen embodied a far higher percentage of foreign, off-the-shelf technology, including its RM-12 engine (improved GE F404). France (Dassault Aviation) built and exhaustively flew a demonstrator aircraft (Rafale-A) before embarking on construction of Rafale prototypes. Over 2,000 flights were completed by September 1994 when first Flight of a production Rafale was still 20 months away. At that point of time, Dassault Aviation had built or flown 93 prototypes, of which at least fifteen went into production Sixteen years elapsed from ‘first-metal-cut' of the Rafale demonstrator to entry into service. Current plans for the LCA is ten years. And what of India's past record? Just a hand-ful of trainer aircraft designed and productionised. The story is similar for the Typhoon (earlier Eurofighter 2000). It was seventeen years from 'first-metal-cut' (EAP) to squadron entry in 2000. One more timeframe needs to be noted. It took Gripen six and a half years from first flight (prototype) to entry into squadron. For the LCA, four and a half years is the target! The quantum of test flying hours required to attain Initial Operational Clearance (IOC) is about 2000 hours; an impossible task in four and a half years. Concurrent production will shorten service entry time, but this will not enable the present target to be reached.</P><P>The LCA remains a high-risk project. All too often glitches occur in development of a fly-by-wire FCS. The Typhoon is an example; this, despite vast experimental work for over a decade by leading aircraft manufacturers in the UK and Germany (Jaguar, F-104, EAP). Engine development is the most complex of all activities. There are sure to be problems during flight development of the Kaveri, GTRE's first engine. Teething problems after service entry will occur; and major reliability improvements will be required in the first decade of its exploitation. Engines of the Russian fleet of fighters operated by the IAF (MiG-21 BIS, MiG-23BN/27M MiG-29) have this in-service history. Proceeding from this, four points emerge:</P><P>(a) India has its best designers, engineers, scientists, academicians working on/contributing to the project. In the main, they are devoted and tireless in their efforts to success-fully complete the project. They need support (not blind sup-port) of the polity, defence services and bureaucrats. Public support will follow, provided there is honest transparency;
(b) Costs of the project will escalate. (checks and balance are necessary, but let there be no inordinate delays, as have occurred in the past;
(c) The future of the aircraft industry, military and civil, depends on success of the LCA (and ALH, Saras, HJT-36) project; and,
(d) It is unlikely that the LCA will attain initial operational clearance (IOC) before 2010 When it is achieved, it will be an industrial success of magnificent proportion, and is sure to receive the acclaim it deserves.</P><P>A few words on final operational clearance (FOC). The entire avionics and weapon systems are con-figured around three 1553 B data bus. Mission oriented computation/flight management is through a 32 hit computer. Information: from sensors (e.g. multi-mode radar, IRST, radar/laser/missile launch-warning receivers); from the inertial navigation System with embedded GPS; from targetting pod (FLIR, laser designator) are presented to the pilot on a head-up-display and head-down-displays. A helmet mounted target designator steers radar and missile seekers for early target acquisition (during a 'close-in' air-to-air engagement with a Vympel R-73 missile, currently the best dog-fight' missile in the world). Laser guided bombs and TV guided missiles, require a pilot to initially 'zero-in' the laser designator or missile-mounted TV camera, on the ground target. Considerable engineering effort and expertise is necessary to achieve avionics-weapon integration and to prove the integration by live trials. Success here means FOC. Depending on what is stated in the (updated) ASR, it could take two years and around 1,500 hours of flight testing to move from IOC to FOC.</P><P>There will he setbacks in the flight development phase. All major engineering projects suffer them e.g. India's first two SLVs failed disastrously. The Prime Minister was present at the first launch at Sriharikota; so was this author. Disappointment was everywhere, but no recrimination; only determination to get it right. Loss of a demonstrator aircraft or prototype could take place, lives could he lost, leading to questions/debate. Therefore, let the recent transparency in tile program continue, even intensify; let it he honest, 2010 is not far, for a first' program of this magnitude and complexity.</P><P>The author, Air Alarshal M.S.D. Wollen (Retd) was chairman Hindustan Aeronautics Limited from September 1984 to March 1988. This aricle is reproduced with permission of the author. It first appeared in. Indian Aviation, Opening Show report, Aero India 2001.
</P>
An important recommendation of the Aeronautics Committee, which was accepted by Government in 1969, was that Hindustan Aeronautics Ltd (HAL) should design and develop an advanced technology fighter aircraft around a proven engine. Based on IAF 'air staff target' papers, HAL finally completed design studies for a Tactical Air support Aircraft in 1975 and it appeared that HAL would, after a lapse of twenty years, get down to developing a fighter. However, he selected proven engine' from abroad, could not be procured; the project fell through. HAL's design and development capability started to de-cline. The IAF' s requirement, for an air superiority fighter (primary role) with air support/interdiction capability (secondary role) in the tactical battle area, continued.</P><P>The DRDO obtained feasibility studies from three leading aircraft companies (British, French and German). Use was made of these studies in presenting a case to Government for design and development of an LCA. In an unusual step, a Society was set up to over-see the LCA development program. At its apex is a 15-member General Body, whose president is the Defence Minister. The next rung is a 10-member Governing Body, whose Chairman is the SA to the Defence Minister and Secretary DRDO. The third rung is a 10-member Technical Committee, headed by the DG Aeronautical Development Agency (ADA); the latter post has been vacant ever since the first DG resigned in 1986. ADA manages the development program while HAL is the principal partner. The initial projection for completion of the program was totally erroneous and is largely attributable to lack of knowledge and experience. Projections were: first flight in 1990; production to commence in 1994.</P><P>Delay in commencement of Project Definition (PD) gave ADA time to marshal national resources (80 work centers spread over the country); to construct buildings, recruit personnel and create infra-structure; and to get a clearer perspective of the advanced technologies that could be indigenously developed and those that would need to be imported. The IAF's Air Staff Requirement, finalized in October 1985 is the base document for development. Requirements of flight performance, systems performance, reliability, maintainability criteria, stores carnage, etc. are spelt out. Concessions or a higher standard of requirements have to be mutually agreed upon by the IAF (customer) and ADA (constructor). Having a Society and Committees is, perhaps, the quickest way to bring about agreement.</P><P>The Program
Project definition (PD) commenced in October 1987 and was completed in September I988. The consultant, chosen from four contenders, was Dassault Aviation, France. Engineers, connected with design and development of aircraft know how vital it is to get the 'definition' correct. From this flows detail de-sign, construction and eventually maintenance costs.</P><P>After examining the PD documents, the IAF felt that the risks were too high (likely shortfalls in performance, inordinate delay, Cost over-run, price escalations) to proceed further. A Review Committee was formed in May 1989. Experts from outside the aviation industry were included. The general view was that infrastructure, facilities and technology had advanced in most areas to undertake the project. As a precaution, Full Scale Engineering Development would proceed in two phases. Phase 1: design, construction and flight test of two Technology Demonstrator aircraft (TDI & 2); construction of a Structural Test Specimen; construction of two Prototype Vehicles (PVI &2); creation of infrastructure and test facilities. Phase 2: construction of three more PV '5, the last PV5, being a trainer; construction of a Fatigue Test Specimen; creation of facilities at various work centres. Cost of Phase I - Rs.2188 crores, of Phase II - Rs. 2,340 crores. Phase I commenced in 1990. However, due to a financial crunch, sanction was accorded in April 1993 and was marked by an upsurge in work. The critical path in this program has been the design, fabrication and testing of its fly-by-wire flight control system FCS). An electronic FCS is a must for an aircraft with relaxed static stability.</P><P>The FCS also provides the pilot 'care free handling'; flight limits cannot be exceeded, which at lower speeds on aircraft like the MiG-23/27 or Jaguar, results in the loss of the aircraft. The Aeronautical Development Establishment (ADE) is the nodal agency for development of the FCS. One reason for delay of the first flight could have been the Unexpectedly large effort required for coding control laws into the FCS software, which were then checked out on Minibird and Ironbird test rigs at ADE and HAL, respectively. The control laws were developed with the aid of real time simulators at ADE and BAe, UK. As a point of interest, a second series of inflight simulation tests of flight control software took place in July 1996 at Calspan USA on an F-16D VISTA (variable inflight stability aircraft); 33 test flight were carried out. Another reason for delay was the sanction imposed after Pokhran II in May 1999. Scientists working at Lockheed Martin, USA were sent hack; equipment, software and documents were impounded. Herculean efforts brought the FCS software to a standard where the FCS performed flawlessly over 50 hours of testing on TD 1 by pilots, resulting in the aircraft being cleared for flight in early 2001.</P><P>Space constraints prevent any meaningful description of materials, technology, facilities, processes developed for execution of the project. Military aviation enthusiasts may read a monograph on Aeronautical Technology that has attained maturity through DRDO efforts; much of this technology finds application in the LCA project. The monograph was brought out at Aero India 1998. The LCA is tailless with a double-sweep delta wing. Its wing span is 8.2 m, length 13.2 m, height 4.4 m. TOW clean 8.500 kg, MTOW 12500kg. It will be super-sonic at all altitudes, max speed of M 1.5 at the tropopause. Specific excess power and g-over load data has not been published. Maximum sustained rate of turn will be 17 deg per sec and maximum attainable 30 deg per sec. Funds have been sanctioned for a Naval LCA. PD and studies in critical technology areas have commenced. The aircraft will bee powered by a Kaveri engine (more information follows) and is to operate from the Indian Navy's Air Defence Ship, under construction. Launch speed over a 12 deg ramp is 100 kts; recovery speed during a no flare deck landing, using arrester gear, is 120 kts. Take off mass 13 tonne, recovery mass 10 tonne. Most stringent requirements! The airframe will be modified: nose droop to provide improved view during landing approach; wing leading edge vortexes (LEVCON) to increase lift during approach and strengthened undercarriage. Nose wheel steering will be powered for deck manoeuvrability.</P><P>During early flight development, the TD aircraft will be powered by a single GE F404 F2J3 engine (7,250 kg reheat thrust). The indigenous Kaveri engine, under development by the Gas Turbine Research Establishment (GTRE) is slated for installation in a PV aircraft. Over 7,000 hours of ground testing of the core engine (Kabini) and four prototype Kaveri engines, together with flights in a Tu-16 test-bed aircraft would have been completed. Engine components have been produced by several manufacturing units, including HAL, where the exclusive Cellular Manufacturing Facility (CNC machining) was established in November 1988. A concurrent engineering approach has been followed to provide engines early in the LCA's flight development. Salient engine features; 3 stage fan; 6 stage HP compressor with variable geometry IGV, I and II stators; annular combustion chamber; cooled single stage HP and LP turbines; modulated after-burner; fully variable, convergent-divergent nozzle; length 3490 mm; max diameter 910 mm; dry thrust 52 kN; reheat thrust 81 kN; thrust weight ratio 7.8. The 'Achilles heel; in the successful development of the LCA, in the opinion of this author, is the Kaveri engine.</P><P>Points of view
In the late eighties India's aircraft Industry was not as advanced as Sweden's; and yet India follows a more arduous design/development route for its LCA, compared to Sweden for its JAS-39 Gripen. The Gripen embodied a far higher percentage of foreign, off-the-shelf technology, including its RM-12 engine (improved GE F404). France (Dassault Aviation) built and exhaustively flew a demonstrator aircraft (Rafale-A) before embarking on construction of Rafale prototypes. Over 2,000 flights were completed by September 1994 when first Flight of a production Rafale was still 20 months away. At that point of time, Dassault Aviation had built or flown 93 prototypes, of which at least fifteen went into production Sixteen years elapsed from ‘first-metal-cut' of the Rafale demonstrator to entry into service. Current plans for the LCA is ten years. And what of India's past record? Just a hand-ful of trainer aircraft designed and productionised. The story is similar for the Typhoon (earlier Eurofighter 2000). It was seventeen years from 'first-metal-cut' (EAP) to squadron entry in 2000. One more timeframe needs to be noted. It took Gripen six and a half years from first flight (prototype) to entry into squadron. For the LCA, four and a half years is the target! The quantum of test flying hours required to attain Initial Operational Clearance (IOC) is about 2000 hours; an impossible task in four and a half years. Concurrent production will shorten service entry time, but this will not enable the present target to be reached.</P><P>The LCA remains a high-risk project. All too often glitches occur in development of a fly-by-wire FCS. The Typhoon is an example; this, despite vast experimental work for over a decade by leading aircraft manufacturers in the UK and Germany (Jaguar, F-104, EAP). Engine development is the most complex of all activities. There are sure to be problems during flight development of the Kaveri, GTRE's first engine. Teething problems after service entry will occur; and major reliability improvements will be required in the first decade of its exploitation. Engines of the Russian fleet of fighters operated by the IAF (MiG-21 BIS, MiG-23BN/27M MiG-29) have this in-service history. Proceeding from this, four points emerge:</P><P>(a) India has its best designers, engineers, scientists, academicians working on/contributing to the project. In the main, they are devoted and tireless in their efforts to success-fully complete the project. They need support (not blind sup-port) of the polity, defence services and bureaucrats. Public support will follow, provided there is honest transparency;
(b) Costs of the project will escalate. (checks and balance are necessary, but let there be no inordinate delays, as have occurred in the past;
(c) The future of the aircraft industry, military and civil, depends on success of the LCA (and ALH, Saras, HJT-36) project; and,
(d) It is unlikely that the LCA will attain initial operational clearance (IOC) before 2010 When it is achieved, it will be an industrial success of magnificent proportion, and is sure to receive the acclaim it deserves.</P><P>A few words on final operational clearance (FOC). The entire avionics and weapon systems are con-figured around three 1553 B data bus. Mission oriented computation/flight management is through a 32 hit computer. Information: from sensors (e.g. multi-mode radar, IRST, radar/laser/missile launch-warning receivers); from the inertial navigation System with embedded GPS; from targetting pod (FLIR, laser designator) are presented to the pilot on a head-up-display and head-down-displays. A helmet mounted target designator steers radar and missile seekers for early target acquisition (during a 'close-in' air-to-air engagement with a Vympel R-73 missile, currently the best dog-fight' missile in the world). Laser guided bombs and TV guided missiles, require a pilot to initially 'zero-in' the laser designator or missile-mounted TV camera, on the ground target. Considerable engineering effort and expertise is necessary to achieve avionics-weapon integration and to prove the integration by live trials. Success here means FOC. Depending on what is stated in the (updated) ASR, it could take two years and around 1,500 hours of flight testing to move from IOC to FOC.</P><P>There will he setbacks in the flight development phase. All major engineering projects suffer them e.g. India's first two SLVs failed disastrously. The Prime Minister was present at the first launch at Sriharikota; so was this author. Disappointment was everywhere, but no recrimination; only determination to get it right. Loss of a demonstrator aircraft or prototype could take place, lives could he lost, leading to questions/debate. Therefore, let the recent transparency in tile program continue, even intensify; let it he honest, 2010 is not far, for a first' program of this magnitude and complexity.</P><P>The author, Air Alarshal M.S.D. Wollen (Retd) was chairman Hindustan Aeronautics Limited from September 1984 to March 1988. This aricle is reproduced with permission of the author. It first appeared in. Indian Aviation, Opening Show report, Aero India 2001.
</P>
<P>阿朱啊……你把文章翻了再贴吧……看的我眼睛痛……</P>
<P>讲的跟俺国差不多；如果要改善人民的生活，就要保证国家不被侵犯，所以印度要发展LCA。1969年印度开始研究新的战斗机计划-历史什么的还是蛮长的，1975年完成先进技术研究，设想研制一种机动性能好，能够执行空中优势和近距空中支援的多用途战机，计划得到了英国，法国和德国的技术支持，原计划；1990年试飞，1994年开始生产。-但这个计划被大大延迟了，到85年才结束基本技术指标的制订。包括系统的表现，可靠性能，可维护标准等。1987年10月到1988年9年完成发展计划包括；建造两架原型机TD1，2，并选择达索作为技术顾问。但由于财政原因，计划拖延到1993。主要技术障碍来自飞行控制系统-FCS。1996年7月，FCS第二阶段软件在美国由F-16D变稳机进行试飞。</P><P>LCA早期采用美国的GE F404 F2J3 ，生产型采用在燃气轮机研究建立 (GTRE) 研制的Kaveri涡扇发动机，包括核心机和4个原型发动机已经完成了7000小时的试验。</P><P>目前在俄罗斯的TU-16空中试车进行度飞，数据为：度 3490 毫米; 最大直径 910 毫米; 干推力 52 kN;加热推力 81 kN; 推力重量比 7.8. 。</P><P>然后讲了LCA的综合航电系统；3条1553B数据总线，任务计算机为32位，可以综合来自；雷达，红外，告警系统及GPS/INS的数据。HUD可以显示光电瞄准吊舱的数据以提高战机对地攻击能力，还展览为LCA配备的头盔瞄准具。</P><P>最后承认完成所有的计划的话要等到2010年以后。</P>
看上去还凑合，估计跟FC-1有的一拼。当然，前提是到时候能造出来。
<P>F404能和RD93一个价钱吗？</P><P>LCA和FC-1的价钱……呵呵……</P>
<P>阿三可真是大胆啊，就不怕三架一起摔了？！！</P>
还是俯视最漂亮，另外有点象幻影。
只能看,不能用!!!
哦,还是不错地
<P>LCA为了适应后来的F404还改过气动外形，发动机也一直是印度外伤。如果美国限制发动机对印出口，阿三的LCA又要改，真替阿三担心呀</P>
可以，体现了一个国家的经济和军事实力，只要给他们时间，应该还会做得更好，毕竟印度人也是聪明人，况且他们得到先进技术的途径比我们多和来得容易。
看外形还是很有特色的，可惜印度的工业基础比我国要相差太多了
破！
小版的幻影-2000!
<B>以下是引用<I>aytjm</I>在2004-6-1 14:58:00的发言：</B>
太他妈的难看了，比歼－10差远了
不可否认,不会很差!
照片不错呀（仅此而已）![em06]
<P>还行吧！</P><P>各位大侠，介绍一下将其击落的方法。</P>[em05]
<P>LCA是世界展弦比最小的战机，波阻低，应该强调了高速拦截能力，但其最大速度只有M1。6，说明其设计的确存在问题。</P>