![](https://bharatshakti.in/wp-content/uploads/2024/03/LT-BSI-Defence.gif")
A recent visit by India’s Mahindra Group to Brazil has added fresh momentum to the Indian Air Force’s long-awaited Medium Transport Aircraft (MTA) programme, even as global competitors await the formal issuance of the tender.
Brazilian aerospace major Embraer confirmed that it hosted a delegation from Mahindra to advance technical discussions and deepen their partnership around the joint offering of the C-390 Millennium aircraft for India.
With the MTA tender still pending, the real competition is only just beginning, but the groundwork for an intense, multi-billion-dollar campaign is now firmly in place.
MTA programme gathers pace in New Delhi
The push comes after India’s Defence Procurement Board recommended moving forward with a proposal to acquire around 60 medium transport aircraft for the Indian Air Force. The programme is central to the force’s efforts to modernise and streamline its airlift capabilities.
As reported previously, the MTA is expected to replace the ageing fleets of An-32 and Ilyushin Il-76, both of Russian heritage.
Presently, the Indian Air Force operates a mix of European, Russian, and American platforms. In an effort to align with modern operational demands, the IAF is seeking fleet commonality in maintenance and logistics.
Tender awaited
The IAF is in the process of finalising its Request for Proposal (RFP), expected to be issued later this year. Once released, it will formally trigger competition among leading global aircraft manufacturers.
At present, the main contenders include Embraer’s C-390 Millennium, Airbus’s A400M Atlas, Lockheed Martin’s C-130J, and potentially Kawasaki Heavy Industries’ C-2 transport aircraft.
Earlier Requests for Information (RFI) outlined a payload requirement in the 18–27 tonne range, later reportedly extended to around 30 tonnes—parameters that shape the competitive landscape. While the C-390 fits the upper band, the A400M exceeds it, and the final specifications could determine whether the contest remains narrow or widens further.
What is each offering?
The C-390, a jet-powered platform with a 26-tonne payload, has higher cruise speeds.
With its turboprop configuration, the A400M delivers greater payload capacity of up to 37 tonnes—and strong short-field performance.
The C-130 J has the ability to refuel fast jets and slow-flying rotary-wing aircraft from the same tanker,
The C-2 sits between them in capability and is seen as a potentially cost-effective alternative.
Operational requirements add further complexity. The IAF needs aircraft capable of operating from high-altitude Advanced Landing Grounds such as Daulat Beg Oldie in Ladakh, one of the world’s highest airstrips. And the performance in such extreme weather could prove decisive.
Industrial strategy takes centre stage
Beyond aircraft performance, industrial participation and lifecycle support are emerging as key differentiators.
The Brazilian aerospace company has already proposed setting up a maintenance, repair and overhaul (MRO) ecosystem for the C-390. This would ensure long-term operational autonomy.
This aligns with India’s broader push for defence indigenisation and “Make in India” manufacturing. Under current expectations, a portion of the aircraft would be delivered in fly-away condition, with the majority to be assembled domestically.
Embraer has also signalled ambitions to integrate Indian suppliers into its global supply chain and potentially position India as a regional support hub for the C-390 fleet.
The MTA programme, expected to involve 60 to 80 aircraft, represents one of the largest transport aircraft procurements globally. It will not only shape the future of the IAF’s airlift capability but also influence India’s aerospace industrial ecosystem for decades.
Huma Siddiqui
