Aero India 2025, Asia’s largest such exhibition, held in Bengaluru this week, was one of the biggest shows in recent years. It however got overshadowed by poor arrangements for exhibitors and people alike and an unavoidable controversy over a private conversation that went public between IAF Chief ACM AP Singh and Hindustan Aeronautics Ltd (HAL) officials.
Air Chief Singh openly criticised HAL for failing to meet delivery schedules. His remarks, caught on camera, went viral. During the supposedly private dialogue, Singh underscored IAF’s mounting frustration with HAL. “You have to alleviate our worries and make us more confident. At the moment, I am just not confident about HAL, which is a very wrong thing to happen,” Singh stated.
He pointed out that during his visit to HAL earlier this year, he was assured that 11 Tejas Mk1A jets would be ready, but none had been delivered. He also pulled up HAL for labelling a displayed aircraft as Mk1A despite lacking the requisite weapons and systems. The Air Chief further reiterated the need for private sector participation to introduce competition and enhance efficiency in defence manufacturing. His remarks made headlines with veterans commending the Air Chief for being so blunt about HAL.
HAL’s Structural Issues
Going beyond the immediate headlines however, the challenges plaguing HAL are not new. Old timers point out that successive Air Force Chiefs have raised similar concerns over HAL’s inefficiency and delays. They say the major issue is HAL’s reluctance to outsource components, unlike global aerospace giants such as Boeing and Dassault, which integrate outsourced parts to streamline production. HAL insists on retaining control over all aspects of fighter jet manufacturing, limiting private sector involvement and stifling competition, they add.
HAL’s reluctance to reform and adopt a “mission mode” approach has also hindered production efficiency. The Air Chief has therefore called for a comprehensive overhaul of HAL’s structure to allow greater private sector participation and ensure better quality and timely deliveries.
Defence Ministry Steps In
Taking note of the unnecessary negative publicity that the Air Chief’s remarks were garnering, the Ministry of Defence (MoD) has reportedly told both Air headquarters and HAL top brass to sit across the table and thrash out issues in a professional manner and make sure deliveries are expedited. Refusing to join issues with the Air Chief publicly, HAL Chairman-cum-managing Director DK Sunil has said subject to General Electric, the US engine makers delivering the aero engines on time starting March, the company will be able to manufacture 12 aircraft in 2025 and ramp up production to 24 annually from next year. Defence Minister Rajnath Singh has also reportedly advised HAL and the IAF to resolve their differences privately, emphasizing that internal disagreements should not be publicly aired. However, senior officials acknowledge that such discussions are routine and part of ongoing efforts to streamline India’s indigenous fighter jet programme.
That controversy apart, the Yelahanka Air Force Station tarmac witnessed an unprecedented face-off: the US Air Force’s F-35 and Russia’s Su-57 stood just metres apart at Aero India 2025. However, despite the global display of airpower, all eyes were on India’s own fifth-generation stealth fighter, the Advanced Medium Combat Aircraft (AMCA). With a full-scale model on display, the AMCA generated both excitement and speculation. While Russia is aggressively pushing for co-production of the Su-57 and the US is keen to pitch the F-35, India’s aerospace planners remain committed to the indigenous AMCA program.
While President Donald Trump has personally pitched for sale of F-35s to India on Friday morning during his joint press conference at the White House with Prime Minister Narendra Modi, the reality is, F-35 is not the IAF’s preferred aircraft, for a variety of reasons.
Why IAF is Not Interested in F-35 or Su-57
The F-35, priced at approximately $80 million per unit, comes with additional costs for avionics, missiles, and force multipliers, making its total expense significantly higher. Furthermore, its life-cycle maintenance costs are steep, and India remains uncertain about the US as a reliable long-term strategic partner. Additionally, there is no provision for the Transfer of Technology (ToT) with the F-35, as it would be a Foreign Military Sales (FMS) transaction. Moreover, the US puts several restrictions in operating the aircraft, going by previous discussions on this.
On the other hand, while the Su-57 is a capable fighter, its combat effectiveness remains unproven. Russian aircraft typically suffer from high maintenance costs and poor serviceability, as evidenced by the Su-30 fleet, where nearly 40 per cent of aircraft have remained grounded at times. The Su-57’s high turnaround time and complex maintenance requirements further deter the IAF from considering it as an option.
Why IAF Favours Indigenous Fighters
Given these concerns, the IAF has so far fully backed the AMCA project, even though currently, it remains in the developmental stage. In the interim, the IAF had planned to rely on the LCA Tejas to fill the void left by the phased retirement of MiG-21s. However, delays in the delivery of the Tejas Mk1 and Mk1A variants have disrupted the force’s modernization plans. The IAF expected the Tejas Mk1A and the proposed Mark II to serve as a crucial bridge until the AMCA becomes operational, but continued setbacks have frustrated the leadership.
Delivery Delays Hamper IAF’s Modernization Plan
Currently, the IAF operates only 31 fighter squadrons, well below the sanctioned strength of 42. Timely induction of the Tejas Mk1A is critical, as the aircraft is expected to form the backbone of India’s air defence. However, delays persist. The IAF is still awaiting four of the 40 Tejas Mk1 jets ordered in 2010 and has yet to receive any of the 83 Tejas Mk1A jets ordered in 2021. Although HAL is set to sign orders for 97 additional Tejas Mk1A aircraft within six months, production bottlenecks remain a concern.
HAL originally planned to produce 16 aircraft annually, but supply chain disruptions, particularly delays in engine deliveries from GE, have stalled production. The GE F-404 engines for the Mk1A, which were supposed to arrive in 2023, have been delayed by two years. Additionally, the contract for the GE F-414 engine for the Tejas Mk2 is still pending.
The Road Ahead
Meanwhile, India is advancing talks with France to co-develop a 110 KN jet engine for the AMCA project. The US, however, continues to push for GE F-414 engines to be used for India’s future fighter jets. With HAL under increasing pressure to deliver and likely private sector involvement gaining traction, the future of India’s indigenous fighter aircraft programme hinges on swift reforms and efficient execution.
Ravi Shankar
