The Declining Strength of IAF’s Fighter Squadrons
Urgent Steps Needed to Bring Them to Authorised Numbers
Against an authorised number of 42 fighter squadrons to cater for a two-front war, IAF is literally teetering at 30 which is likely to go down further to a dismal figure of 29 with the closing down of the last remaining MiG-21 Bison squadron in September 2025, unless urgent steps are taken to stop any further slide and rejuvenate the fighter force to authorised levels in a time-bound manner with the process starting as soon as possible. It is not that IAF (Indian Air Force) had not foreseen the scenario that is obtaining now and had advocated remedial measures years ago for the timely induction of new aircraft. These included the indigenous under-development LCA (Light Combat Aircraft) to reequip the large number of MiG-21 squadrons as also direct import and under-license production of the MMRCA (Medium Multi-role Combat Aircraft). Unfortunately, there have been inordinate delays in both the programmes which has resulted in the sorry state of affairs that IAF finds itself in.
Notably, LCA programme has been in the making since 1983 when it was first conceived as a replacement for the MiG-21 force. During its massively turbulent era of development spanning four decades, during which period it was even recommended for foreclosure a number of times, the programme – though still beset with number of problems including engine availability – has come to some sort of maturity for it to be not only continued but counted upon in the single engine aircraft segment. The recent repeat orders and the fast maturing Mk 1A are good indicators for the eventual success of the programme with the planned induction of 200+ aircraft into IAF’s inventory.
The biggest worry however is the existing extremely low rate of production of these aircraft that stands at around eight per annum. The IAF had suggested a PPP (Public Private Partnership) model to establish additional production lines for Tejas. HAL had earlier opened up a second assembly line at Bangalore to increase the production to 16 aircraft per annum. Further, in response to IAF’s request, HAL was to open up another assembly line at Nasik, but it has yet to become fully functional. The aim is to increase production of aircraft to 24 per annum and then possibly increase it to 32 per annum.
the IAF’s outgoing Chief VR Chaudhary had recommended the PPP model for IAF to get 300 or more aircraft in the coming decade. The same has been more than supported by the present incumbent Air Chief Marshal A P Singh. Right from the beginning, IAF had shown interest in acquiring 97 more aircraft in continuation to 83 already ordered which are in addition to the first batch of 40 aircraft ordered long ago. Ironically, 4 aircraft are still left to be delivered to the IAF from the first batch.
The breakdown in the supply of GE F404 engines has adversely affected the assembly of the Tejas Mk I/Mk IA aircraft. GE blamed it on the components’ suppliers because of problems associated with Covid outbreak. But by mid 2025 has promised resumption of F404 engine supplies. However, even the resumption of wouldn’t be sufficient to bring the IAF to the desired force levels of fighter squadrons in the reasonable timeframe. Realising this, the IAF had taken up a separate case for acquisition of 114 advanced fighter jets which has been languishing due to more emphasis being given to Atmanirbharta (self-reliance).
After much dilly-dallying, the Government has now accepted IAF’s proposal to acquire 114 additional Rafales. Under the present circumstances and taking everything into account, it would perhaps be prudent for the IAF to go in for additional Rafale 4.5 gen fighters. IAF presently has two Rafale Squadrons, No.17 Squadron at Ambala and No. 101 Squadron at Hasimara, to cater to the operational requirements in the Western and Eastern sectors, respectively. As single squadrons of the type in each sector they are not only inadequate to cater to the operational needs of each sector, they also deny IAF full use of the ground infrastructure, created with great pains which could easily absorb at least two squadrons at each location without incurring additional expenditure as far as this aspect is concerned.
But, how does this match with the drive for self-reliance. When contacted, Dassault appeared to have agreed to set up a Rafale manufacturing facility in India provided the minimum requirement is for 100 aircraft, which is indeed the case with 114 aircraft on the anvil. IAF could form four additional Rafale squadrons by locating one additional sqn at each of the existing Rafale bases and locating the remaining two in the central sector where apart from their sector specific duties they could also act as backup for the western/eastern sectors. In the long run it would be prudent for Indian companies to get themselves dovetailed into Rafale global ecosystem. It is noteworthy that Dassault is also moving ahead with the 5th generation Rafale 5 in the coming years which could also be imbibed by the IAF, while indigenous efforts for the AMCA Gen 5 fighter stay firmly on track.
IAF cannot afford to lose any more time to put a well thought out fighter rejuvenation plan on track.
– Air Marshal VK ‘Jimmy’ Bhatia (Retd)
