The official induction of the Tejas Light Combat Aircraft (LCA) into the Indian Air Force is a proud moment for the country. The defence research establishment’s inability to indigenously develop modern weapons has been among India’s stark failures leading to an overt dependence on arms imports. So when the LCA programme, initiated over three decades ago, in 1984, finally begins to deliver on its promise to replace the IAF’s ageing workhorses — the Soviet-made MiG-21s and the French-made Mirage 2000 — it is a moment for relief and celebration. The induction of the Tejas LCA is critical because the MiG-21s, of which the IAF still has over 200 in service, despite decades of exemplary service, are clearly outdated and have even earned the uncharitable epithet — flying coffins — for crash landings which have resulted in the death of several pilots. The delays notwithstanding, defence experts claim that the Tejas LCA is superior to others in its class like Pakistan’s JF-17, which was built with Chinese collaboration. 

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The Tejas is by no means a fully indigenous fighter plane. Its engine is manufactured by American giant GE and the radar and weapon systems are sourced from Israel. However, the computerised fly-by-wire flight control system and the air-frame, composed of 90 per cent carbon composites, are completely Indian, with IAF pilots giving high marks to the aircraft’s manoeuvrability and the cockpit design. The Aeronautical Development Agency (ADA) and the Hindustan Aeronautic Limited (HAL) are also involved in developing an advanced version with an improved radar system, a unified electronic warfare suite, mid-air re-fuelling capacity and advanced beyond-vision range missiles. Called the Tejas 1A, this is the version that the IAF is really eyeing. The LCAs inducted on Friday are from an Initial Operational Clearance model called the Mark 1 and the final battle-ready advanced version, 1A, may take some more years to be rolled out. The Indian Navy is also waiting with anticipation for the naval version which can be launched from aircraft carriers. Clearly, the Tejas LCA fits in neatly into the combat needs of the air force and navy. 

But the real challenge for the LCA project is to quickly speed up its production and upgradation processes to meet the needs of these two forces. India proposes to retire its considerable MiG-21 fleet of over 200 jets by 2022 and against the IAF’s demand for 16 Tejas LCAs every year, the HAL assembly line has capacity to manufacture only eight per year. The fact that only two Tejas LCAs were inducted to form the Flying Daggers squadron, when a normal squadron comprises 16 or 17 jets was lost on no one. In terms of helping the IAF come to terms with its fear of being saddled with obsolete aircraft, the LCA project’s rollout schedule does not inspire confidence.  

While the LCA has all the features of a stealth fighter jet, it is no replacement for the medium-weight multi-role combat aircraft (MMRCA) like the Dassault Rafale or heavy-weight fighter jets like the Sukhoi Su-30MKI. Having a limited range of over 400 kms, the Tejas can be used for close air-to-ground operations but for strikes deep in enemy territory, it does not fit the bill. The failure to close the Rafale deal and the maintenance-heavy nature of the Sukhois, along with the retirement of the MiG-21 fleet, is depleting the IAF’s fleet numbers. Recently, the government informed Parliament that the Su-30MKIs have been facing engine troubles and that the twin-engine aircraft has made 34 landings on a single engine since July 2014. The LCA programme has incurred an expenditure of nearly Rs8,000 crore against an outlay of Rs14,000 crore. The benefits of an indigenous programme are evident in the huge savings it can achieve. In contrast, India’s pending plans to purchase 36 Rafale jets will cost the exchequer nearly Rs55,000 crore. Despite the belated success of the Tejas LCA, the parlous state of our air preparedness will temper the satisfaction of having developed an indigenous jet fighter.