Tejas LCA’s Middle East journey: From debut to setback and road ahead
By Gopal Sutar
Bengaluru. Years ago, I had proudly written in Gulf News about Tejas’s international debut at the Bahrain International Air Show (January 2016). The headline then read: ‘A Chance for Asia to Pull Out the Big Guns: India Shows the Way by Building a Fighter Jet and Taking on Western Domination’.
That moment marked a milestone. India’s Light Combat Aircraft (LCA) Tejas flew abroad for the first time, with two Limited Series Production (LSP) aircraft performing 8‑g pulls, vertical loops, slow flypasts and barrel rolls. It was a confident statement of India’s aerospace ambitions.
Hindustan Aeronautics Limited (HAL), the organisation behind Tejas’s development and production, has travelled a long road since. The first flight of the Tejas Mk1A took place only months ago. Yet, the programme suffered a tragic blow when a Tejas Mk1 crashed at Dubai’s Al Maktoum International Airport on November 21, 2025, killing the pilot. Many witnessed the crash live in the desert, an unsettling moment for India’s aviation community.
This was the second Tejas accident, the first occurring in 2024 near Jaisalmer, Rajasthan. The Indian Air Force (IAF) has ordered a court of inquiry, and HAL will face intense scrutiny. But it is important to remember that every test flight and every aerobatic manoeuvre carries inherent risk. Aviation, especially military aviation, has no room for complacency.
Aviation accidents: A global reality
The loss of the pilot is the most painful aspect of the tragedy. Tejas is a matter of national pride, and the crash has understandably hurt many. But before pointing fingers at HAL, the IAF or the pilot, one must acknowledge that major air forces across the world have lost aircraft at air shows. Accidents alone cannot define an aircraft. They demand accountability but not abandonment.
The Tejas programme faced delays largely due to technology denial regimes imposed after India’s nuclear tests. Despite these hurdles, the aircraft has completed over 10,000 successful sorties. To dismiss the programme now would be a setback to India’s defence self‑reliance and the broader ‘Make in India’ vision.
Scrutiny and support: HAL under the spotlight
HAL, the Ministry of Defence and the IAF will all be examined closely in the coming months. The government has shown strong confidence in the programme. Recently, it formalised a contract for 97 additional Tejas Mk1A fighters despite supply‑chain challenges. HAL remains in the news, for better or worse, but its role in India’s aerospace ecosystem is undeniable.
Asia’s aerospace aspirations
The global defence aerospace market is dominated by Western manufacturers, particularly the US and Europe, whose industrial ecosystems have matured over decades. Aerospace tolerates no error, and Western platforms have long set the benchmark. Yet, Asian players – India and China – are increasingly eyeing export opportunities, especially in the Middle East. Air shows in Bahrain and Dubai are crucial arenas where cost‑effective Asian fighters can compete for attention.
For many Asian and African nations, Western aircraft are simply too expensive. This creates space for platforms like Tejas, provided India can demonstrate reliability, timely delivery and strong after‑sales support. The Dubai crash is a setback, but setbacks are part of the defence business.
Success of the Tejas programme
Tejas remains one of India’s most significant aerospace achievements. As a 4.5‑generation multirole fighter, it reflects decades of scientific effort and engineering resilience. India chose the harder path, building a fighter from scratch and the result is a platform that has matured steadily.
The government has ordered over 180 Mk1A aircraft to replace the now‑retired MiG‑21 fleet. This marks a historic shift from Soviet‑era dependence to indigenous capability.
However, challenges remain and these include integrating the Israeli AESA radar, advanced EW suites and validating performance parameters that require meticulous testing. The IAF Chief has urged HAL to operate in “mission mode” to ensure deliveries begin by March 2026.
Why the Dubai crash does not define Tejas
Aviation accidents, civil or military, are a global reality. No major aircraft programme, whether American, European, Russian or Chinese, has been free of them. The court of inquiry will determine the cause. Corrective measures will follow. One incident cannot overshadow decades of progress. Once Mk1A squadrons begin flying, the aircraft will speak for itself.
International interest and a competitive market
HAL narrowly missed a 16‑aircraft deal with the Royal Malaysian Air Force, losing to the Korean FA‑50. Argentina has shown interest, but the global fighter market is complex. The geopolitics, pricing and offers of discounted used Western fighters (such as F‑16s) complicate every negotiation. Still, Tejas remains an attractive option for nations seeking affordability without compromising capability.
Future growth and production expansion
HAL’s delays are often criticised, but many stem from structural issues – especially engine supply constraints from GE. The availability of F404 engines for Mk1A and F414 engines for Mk2 will shape future timelines. To its credit, HAL has expanded production capacity, added manpower and streamlined processes. The first Tejas Mk1A recently completed its maiden flight from HAL’s new Nashik production line, inaugurated by Defence Minister Rajnath Singh. HAL now operates three dedicated Mk1A production lines. These steps should accelerate deliveries and strengthen India’s fighter ecosystem.
The road ahead: Building a continuous fighter line
Work on the Tejas Mk2 is progressing steadily at the design and prototype stages. With Mk1A entering production and Mk2 advancing, India is finally building a continuous fighter development ecosystem, something only a handful of nations possess.
The Dubai tragedy is a sobering reminder of the risks inherent in aviation. But it should serve as a catalyst, not a deterrent for India’s aerospace ambitions.
