A review committee was formed in May 1989, which reported that infrastructure, facilities and technologies in India had advanced sufficiently in most areas and that the project could be undertaken.
A two-stage full-scale engineering development (FSED) process was opted for.
In 1990, the design was finalised using the "control configured vehicle" concept to define a small tailless delta winged aircraft with relaxed static stability (RSS) for enhanced manoeuvrability.

Phase 1 commenced in April 1993, and focused on "proof of concept" and comprised the design development and testing (DDT) of two technology demonstrator aircraft which were named as TD-1 and TD-2.
This would be followed by the production of two prototype vehicles (PV-1 and PV-2); TD-1 finally flew on 4 January 2001.
FSED Programme Phase-I was successfully completed in March 2004 and cost ₹2,188 crore.

The relaxed static stability (RSS) was an ambitious requirement.
In 1988, Dassault had offered an analogue flight control system (FCS), but the ADA recognised that digital FCSs would supplant it.
First flying in 1974, the General Dynamics F-16 was the first production aircraft designed to be slightly aerodynamically unstable to improve manoeuvrability.

In 1992, the LCA National Control Law (CLAW) team was set up by the National Aeronautics Laboratory (now called National Aerospace Laboratories) to develop India's own state of the art fly-by-wire FCS for the Tejas.
In 1998, Lockheed Martin's involvement was terminated due to a US embargo in response to India's second nuclear tests in May of that year.

Another critical technology is the multi-mode radar (MMR).
Initially, the Ericsson/Ferranti PS-05/A I/J-band multi-function radar, also used on Saab's JAS 39 Gripen, was intended to be used.
However, after examining other radars in the early 1990s, the Defence Research and Development Organisation (DRDO) became confident that local development was possible.
HAL's Hyderabad division and the Electronics and Radar Development Establishment (LRDE) were selected to jointly lead the MMR programme, and work commenced in 1997.
The Centre for Airborne Systems (CABS) is responsible for the MMR's test programme.
Between 1996 and 1997, CABS converted the surviving HAL/HS-748M Airborne Surveillance Post (ASP) into a testbed for the LCA's avionics and radar.

The NAL's CLAW team completed the integration of the flight control laws with the FCS software performing flawlessly for over 50 hours of pilot testing on TD-1, resulting in the aircraft being cleared for flight in January 2001.
The automatic flight control system (AFCS) has been praised by all the LCA test pilots.
Phase 2 commenced in November 2001, and consisted of the manufacturing of three more prototype vehicles (PV-3, PV-4 and PV-5), leading to the development of the final version that would join the air force and the navy and 8 Limited Series Production (LSP) aircraft, and the establishment of infrastructure for producing 8 aircraft per year.
The phase cost ₹3,301.78 crores, and an additional amount of ₹2,475.78 crores was given for induction into Indian Air Force by obtaining IOC and FOC.
The total cost for development of Tejas (including PDP, Phase 1 and Phase 2) was ₹7,965.56 crore as of August 2013.

By mid-2002, the MMR had reportedly suffered major delays and cost escalations.
By early 2005, only the air-to-air look-up and look-down modes — two basic modes — were confirmed to have been successfully tested.
In May 2006, it was revealed that the performance of several modes being tested "fell short of expectations."
As a result, the ADA was reduced to running weaponisation tests with a weapon delivery pod, which is not a primary sensor, leaving critical tests on hold.
According to test reports, there was a serious compatibility issue between the radar and the LRDE's advanced signal processor module (SPM).
Acquisition of an "off-the-shelf" foreign radar is an interim option being considered.

Of the five critical technologies the ADA identified at the beginning of the programme as required to design and build a new fi
A review committee was formed in May 1989, which reported that infrastructure, facilities and technologies in India had advanced sufficiently in most areas and that the project could be undertaken. A two-stage full-scale engineering development (FSED) process was opted for. In 1990, the design was finalised using the "control configured vehicle" concept to define a small tailless delta winged aircraft with relaxed static stability (RSS) for enhanced manoeuvrability.
Phase 1 commenced in April 1993, and focused on "proof of concept" and comprised the design development and testing (DDT) of two technology demonstrator aircraft which were named as TD-1 and TD-2. This would be followed by the production of two prototype vehicles (PV-1 and PV-2); TD-1 finally flew on 4 January 2001. FSED Programme Phase-I was successfully completed in March 2004 and cost ₹2,188 crore.
The relaxed static stability (RSS) was an ambitious requirement. In 1988, Dassault had offered an analogue flight control system (FCS), but the ADA recognised that digital FCSs would supplant it. First flying in 1974, the General Dynamics F-16 was the first production aircraft designed to be slightly aerodynamically unstable to improve manoeuvrability.
In 1992, the LCA National Control Law (CLAW) team was set up by the National Aeronautics Laboratory (now called National Aerospace Laboratories) to develop India's own state of the art fly-by-wire FCS for the Tejas. In 1998, Lockheed Martin's involvement was terminated due to a US embargo in response to India's second nuclear tests in May of that year.
Another critical technology is the multi-mode radar (MMR). Initially, the Ericsson/Ferranti PS-05/A I/J-band multi-function radar, also used on Saab's JAS 39 Gripen, was intended to be used. However, after examining other radars in the early 1990s, the Defence Research and Development Organisation (DRDO) became confident that local development was possible. HAL's Hyderabad division and the Electronics and Radar Development Establishment (LRDE) were selected to jointly lead the MMR programme, and work commenced in 1997. The Centre for Airborne Systems (CABS) is responsible for the MMR's test programme. Between 1996 and 1997, CABS converted the surviving HAL/HS-748M Airborne Surveillance Post (ASP) into a testbed for the LCA's avionics and radar.
The NAL's CLAW team completed the integration of the flight control laws with the FCS software performing flawlessly for over 50 hours of pilot testing on TD-1, resulting in the aircraft being cleared for flight in January 2001. The automatic flight control system (AFCS) has been praised by all the LCA test pilots. Phase 2 commenced in November 2001, and consisted of the manufacturing of three more prototype vehicles (PV-3, PV-4 and PV-5), leading to the development of the final version that would join the air force and the navy and 8 Limited Series Production (LSP) aircraft, and the establishment of infrastructure for producing 8 aircraft per year. The phase cost ₹3,301.78 crores, and an additional amount of ₹2,475.78 crores was given for induction into Indian Air Force by obtaining IOC and FOC. The total cost for development of Tejas (including PDP, Phase 1 and Phase 2) was ₹7,965.56 crore as of August 2013.
By mid-2002, the MMR had reportedly suffered major delays and cost escalations. By early 2005, only the air-to-air look-up and look-down modes — two basic modes — were confirmed to have been successfully tested. In May 2006, it was revealed that the performance of several modes being tested "fell short of expectations." As a result, the ADA was reduced to running weaponisation tests with a weapon delivery pod, which is not a primary sensor, leaving critical tests on hold. According to test reports, there was a serious compatibility issue between the radar and the LRDE's advanced signal processor module (SPM). Acquisition of an "off-the-shelf" foreign radar is an interim option being considered.
Of the five critical technologies the ADA identified at the beginning of the programme as required to design and build a new fi
HAL Tejas