IAF needs to follow a two-pronged approach to bring its fighter fleet to desired levels
Stung by the inevitable drawdown of its fighter fleet to less than 30 squadrons in the coming months against an authorised strength of 42 squadrons, IAF had signalled acquisition from an external source through another international competition quite some time back. The first 16 aircraft out of the proposed 114 aircraft were to be acquired directly while the remaining were to be built under-license in India. The aircraft were to be of medium multi-role class. However, while the separate heavy-weight Su-30 MKI programme continued to move forward with its indigenous production, the MMRCA programme has languished which has resulted in the unacceptable draw down in the number of fighter squadrons.
In the meantime, design, develop and manufacture in India programme, in tune with the Atmanirbharta slogan (and rightfully so) has strived to develop India’s own fighter aircraft. After decades of efforts, it is heartening to see that the LCA programme has finally taken off with the induction LCA MK1(Tejas) aircraft into the IAF. The first lot of 36 out of 40 LCA MK1 aircraft have been inducted into the IAF forming two squadrons
Tejas programme envisages three variants- Mk I, Mk IA and a trainer version. The IAF has placed an order for 123 Tejas with a commitment for 97 more. IAF’s steadfast support for the Tejas programme is evident from the fact that it plans to procure at least 324 aircraft or 18 squadrons of Tejas in all variants including the heavier Tejas MK 2 which is under development.
It may be recalled that following an agreement with IAF in 2015 when Manohar Parrikar was the defence minister the Tejas Mk 1A was introduced. The Mk 1A version includes significant upgrades over its predecessor, including an advanced electronic radar, enhanced communication systems, the capability to deploy Beyond Visual Range Missiles, and improved maintenance features. The IAF had also expressed interest in acquiring additional 97 Mk 1A aircraft, as stated earlier.
In view of the growing delays, in an effort to meet future demands, the IAF has proposed a public-private partnership (PPP) model to establish additional production lines for the Tejas. Recently, the outgoing Air Chief Marshal VR Chaudhary had stressed the need to expand production capabilities to match the IAF’s requirements. The plan involved diversifying production lines and exploring joint ventures with private sector partners to support the induction of nearly 300 Tejas variants over the next fifteen years.
This strategic move aims to bolster the IAF’s fighter fleet while fostering collaboration between public and private sectors in India’s aerospace industry.
However, while the planning for indigenous development has been meticulous, it is in execution that the plans have faltered. IAF had planned to have 42 squadrons by 2035. IAF had hoped that by that time it would have sufficient number of fighters to be able to deploy 450-500 modern 4.5 gen jet fighters each along the Pak and China borders to cater for a two-front scenario. THE IAF presently has 36 Rafales, 35 Tejas, 259 Su-30 MKIs, 60 MiG-29s and 40 Mirage 2000 fighter jets. The sole Mig-21 Bis squadron is all set to be disbanded and will not be available for future operations. The LCA induction into IAF has been painfully slow. It is only recently that HAL has tried to ramp up Tejas production by opening up a second assembly line at Bangaluru and another at Nasik. HAL needs to produce at least 24 aircraft per annum to make the programme viable, even if, partially.
Another big problem that has surfaced is the non-availability of GE404/414 jet engines contracted from US engine maker General Electric. This is nothing short of arm-twisting by US in a way and should have been foreseen. The best alternative would be to go full throttle for the indigenous Kaveri engine programme and in the interim diversify acquisition from diversified sources such as French Safran, etc. India is already in discussions with the French engine maker for joint development of an appropriate engine for its AMCA (Advanced Medium Combat Aircraft). In any case it would not be prudent to literally put ‘All Eggs in One Basket’ as far as the engines are concerned, and this aspect should have been taken care of ‘ab initio’ in the multifarious Tejas programme.
Taking everything into account, the planners had decided to go in for a multi-vendor option for 114 aircraft to be acquired in a mix of direct purchase and license-production in India. It is however debatable as to why the Govt was going for another laborious procedure to select an aircraft of 4/4.5 gen class when a similar exercise was conducted earlier involving practically all the aircraft that had participated in the earlier contest which was won by Dassault Rafale aircraft. Wouldn’t it be prudent to simply go in for additional Rafale aircraft as an extension to the earlier contract. The IAF needs at least two more squadrons of Rafales, apart from operational necessity, to justify huge expenditure it has incurred in establishing ground infrastructure at its bases in western and eastern theatres.
Incidentally, Dassault is reportedly ready to open a separate assembly plant in India for assembling Rafales if the quantity was not less than 100 aircraft. It could meet the requirements of both the Air Force and the Navy while fulfilling the drive for ‘atmanirbharta’.
– Air Marshal VK ‘Jimmy’ Bhatia (Retd)
