Air power

GUEST COLUMN: Can ‘Make in India’ boost IAF combat fleet?

PTI10_24_2017_000030A (File) A Mirage-2000 of the IAF | PTI

These days, we are inundated with news and views on the capability of our military, mostly expressing concern on dwindling assets and the slow pace of modernisation and casting doubts on indigenous capabilities. Specific to the Indian Air Force, a recent article highlighted reduction in squadron strength and how the LCA program is failing. The situation, in my view, is not as grim as is being painted. Such criticism has prevailed for decades now and sometimes is wrongly motivated. But certainly, there is scope to enhance our capability and improve the ways that we function.

Combat Potential of IAF

Our current fleet inventory of the SU-30MKI and the soon-to-be-inducted Rafale together would have the ability to deliver far greater weapon loads, with greater accuracy, than what 40 combat squadrons had two decades ago. The BrahMos missile, which can currently only be carried by the SU-30MKI, has given us a strategic jump in the ability to strike precisely from the air over a range of couple of hundred kilometres with a speed close to three times that of sound. The Rafale, which is the first ever ‘swing-role' fighter to enter the IAF's inventory, can carry more advanced armament and missiles than a SU-30MKI along with being able to perform multiple missions on a single flight.

Columnist S. Krishnaswamy

In addition to these, advanced sensors, avionics and electronics offer improved effectiveness and survivability. But, the absolute numbers of combat aircraft in the inventory are also an important parameter. This is where we lack. A large fleet of Mirage-2000 and Jaguar aircraft would start retiring about 10 years from now and would need replacement. The Indian Air Force is authorised for 42 combat squadrons to deploy widely across the breadth of the country and ocean regions. The strength may dwindle to half the number if we do not replace ageing equipment.

All these come with a caveat. Maintenance and logistics support for these advanced machines is complex and expensive. The Rafale contract, we understand, assures support and a guarantee to maintain operational serviceability of 75%. The induction would include a large spread of sensors, stores and armament. The maintenance package and guarantee come at a cost, as also does the variety of stores and armament.

Air Force Program for Make in India

We have very rightly realised that the Make-in-India program is vital for the sustenance of our Air Force. The LCA spearheads the Make-in-India program for the Air Force. The indigenous route so far has not been easy. We must take a fresh look at the program as it exists today and find ways to achieve our next goal. Few LCA Mk-1s have entered squadron service and the pilots are happy with it.

This aircraft is a replacement for the MiG-21 but cannot match the Mirage-2000 or Jaguar in terms of weapon load and range. When these legacy aircraft start retiring, there would be a serious gap in our inventory unless replaced by a suitable aircraft. The LCA Mk-2 should fit this bill quite well. Currently, HAL has an order for 123 LCA Mk-1 and Mk-1A combined. The last of the 123 jets would be delivered not before 2026 or so. The LCA Mk-2 order would be larger than the Mk-1A. That would call for newer technologies and more advanced production methods like 'concurrent engineering.' We would need the support of multiple OEMs to develop and produce such an aircraft. We need to strategise on the best ways to go about building the newer version of the LCA.

We are hoping for the Kaveri engine to possibly power the LCA Mk-2 or the SU-30MKI's replacement, the AMCA, which is still on the drawing board. Developing and producing this new engine indigenously is an even a greater challenge than building the airframe and systems. We possibly would need the support of a world-class engine design and manufacturing group to speed up our Kaveri venture.

The task ahead is stupendous! Our existing organisation and infrastructure cannot cope with these demands and require to be augmented or restructured. A fresh organisation in the form of SPV would probably be a better suit that would permit integration of OEMs, DRDO, HAL and the private sector with the required independence. The BrahMos SPV proved very well and could be a good example to follow.

We need to think and plan out of the box. How do the Chinese design a new aircraft practically every year despite starting as late as 1958 and in a modest way? We need infrastructure and a strong organisation. We then need a management structure like the Program Office in the US or its equivalent in France and the UK (and not a committee system). All these are feasible if the government has the will. The usual ‘incremental mode’ will not take us far, and import dependence cannot be simply wished away without working hard at it. The Make-in-India program must not fail. We need to move mountains!

Retired air chief marshal S. Krishnaswamy served as the chief of the Indian Air Force from 2001 to 2004.

Disclaimer: The views expressed in this article are solely those of the author and do not necessarily represent the views of the publication.

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