Hindustan Aeronautics Limited (HAL) grapples with profound delays in delivering TEJAS MK-1A light combat aircraft to the Indian Air Force (IAF).
These indigenous jets represent a cornerstone of India's self-reliance in defence manufacturing. Yet, despite structural completion of nearly two dozen airframes at HAL's Nashik facility, the fleet sits idle.
The crux of the impasse lies in a crippling shortage of F404-IN20 turbofan engines. Supplied exclusively by GE Aerospace of the United States, these engines power the TEJAS MK-1A. HAL's production line halts without them, leaving a burgeoning queue of engine-less fuselages exposed on the tarmac.
GE's commitments under a landmark 2021 offset contract for 99 engines have faltered amid global supply chain turmoil. Post-pandemic disruptions, exacerbated by geopolitical tensions and raw material scarcities, have throttled production. Critical components like high-temperature alloys and precision forgings remain elusive.
By highlighting the fleet—even those currently without engines—HAL aims to demonstrate its robust manufacturing capacity and commitment to timely delivery, though geopolitical hurdles continue to stall their external suppliers
India placed its order expecting deliveries to commence by early 2023. However, as of April 2026, not a single F404-IN20 has arrived at HAL. GE cites cascading delays from suppliers in Europe and Asia, where labour shortages and shipping bottlenecks persist.
This shortfall imperils the IAF's squadron strength, already strained at 31 combat squadrons against an authorised 42. TEJAS MK-1A jets were slated to bridge this gap, bolstering border defences amid rising threats from China and Pakistan.
HAL has scaled up airframe production impressively, completing 18-20 MK-1A structures ahead of schedule. Facilities in Bengaluru and Nashik hum with activity on avionics, radar integration, and composite wings. Yet, without engines, these milestones ring hollow.
Even upon engine arrival, integration poses further hurdles. Each powerplant demands rigorous ground runs to verify thrust parameters and fuel efficiency. Software uploads for the full-authority digital engine control (FADEC) system follow, synchronising with the TEJAS' indigenous mission computers.
Captive carry flights then ensue, where engines undergo in-flight validation under aerodynamic loads. Safety certifications by the Centre for Military Airworthiness and Certification (CEMILAC) add weeks to months per aircraft. Thus, delays compound exponentially.
GE's parent company faces scrutiny in the US for prioritising commercial programmes like the Boeing 737 MAX over military exports. India's contract, valued at over $1 billion, competes with global backlogs. Diplomatic overtures from New Delhi have yielded assurances but scant shipments.
HAL explores workarounds, including engine allocation from existing TEJAS Mk1 stocks. However, this risks depleting trainer fleets and operational squadrons. Reluctance stems from IAF's need for surge capacity during exercises like Tarang Shakti.
The crisis underscores India's vulnerability to foreign dependencies in high-end propulsion. While the Kaveri engine program with DRDO advances, it trails by years for MK-1A certification. Hypersonic and stealth variants loom distant.
Indigenous alternatives gain urgency. Safran-HAL partnerships for co-production gather pace, eyeing the TEJAS MK-2. Yet, technology transfer timelines stretch into the 2030s, leaving MK-1A reliant on GE.
Geopolitically, the impasse invites scrutiny. China's J-20 fleets proliferate while Pakistan integrates JF-17 Block-IIIs. India's Atmanirbhar Bharat initiative falters visibly, prompting calls for diversified sourcing from Rolls-Royce or domestic breakthroughs.
HAL mitigates by prioritising Final Operational Clearance (FOC) variants for immediate induction. Twelve Mk1 aircraft already serve with No. 45 Squadron, proving combat efficacy. MK-1A upgrades promise AESA radars, electronic warfare suites, and mid-air refuelling probes.
Defence Minister Rajnath Singh has urged GE for expedited deliveries during recent US-India 2+2 talks. Incentives like expanded offsets in India's UAV sector dangle as bait. Still, analysts predict first MK-1A inductions slipping to late 2027.
Production ramp-up targets 16-24 jets annually post-2026, contingent on engine flow. HAL's new greenfield facility in Karnataka aims for 32 units yearly by decade's end. Supply chain resilience emerges as the new battleground.
For the IAF, delays erode deterrence credibility along the Line of Actual Control (LAC). TEJAS' agility suits high-altitude skirmishes, yet grounded jets undermine this edge. Procurement of 97 more MK-1A hangs in balance.
HAL's TEJAS saga reveals the perils of globalised defence supply chains. Resolution demands not just engines, but a strategic pivot towards unassailable indigenous capabilities. India's skies await their guardians.
Republic World
