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The lack of progress on the Twin Engine Deck Based Fighter (TEDBF), the Indian Navy’s (IN) decision not to join development of naval variants of the LCA Mk-2 and the Advanced Medium Combat Aircraft (AMCA), and the absence of orders for the LCA (Navy) could adversely impact the trajectory of self-reliance in military aviation. Course corrections are needed.
The LCA Mk-1 (Navy) project was approved by the Cabinet Committee on Security in 2003, two years after the first flight of the Air Force variant in 2001. The naval prototype had its maiden flight in 2012, achieved its first arrested landing at the Shore Based Test Facility in Goa in 2019, landed on INS Vikramaditya in 2020, and on INS Vikrant in 2023. However, the aircraft was about 500 kg heavier than planned, and with a payload capacity of only 2.5 tonnes, it was deemed inadequate by the Navy. Proposals by DRDO for a limited induction of the aircraft were not accepted, which could prove a setback for self-reliance.
The Navy also chose not to participate in the development of the naval variant of the LCA Mk-2—a 4.5 generation fighter with greater range and a payload capacity of around 6.5 tonnes. Instead, it sought development of the TEDBF, a twin-engine 4.5 generation fighter with higher payload, greater range, and better power reserves. The rationale was that an aircraft carrier, given its limited air wing size, needed more capable fighters to counter increasing Chinese presence in the Indian Ocean.
However, the induction of China’s fifth-generation J-20 and J-35 fighters, and flight testing of the J-36 and J-50 in 2024, has changed the threat landscape. In comparison, a 4.5 generation TEDBF may prove less potent. Though the TEDBF was conceptualised over a decade ago, the project is still awaiting approval. Meanwhile, AMCA—envisaged as a 5.5 generation fighter—is already approved by the government and would be better positioned to meet emerging challenges. The Navy does not need fresh approvals to join the AMCA program.
The TEDBF is yet to complete its design reviews, and being a new project, will require integration, testing, and certification of multiple systems—a time-consuming process. Separate supply chains, inventories, and lifecycle support for a limited number of TEDBFs would add further complexity. In effect, its development timelines are likely to be similar to AMCA.
Globally, several fighters have both land and naval variants—such as the MiG-29 and Rafale, both in service with the Indian Navy. AMCA, though a stealth aircraft, can carry larger payloads on external hardpoints for naval missions. With the induction of 26 Rafale-M fighters, the requirement for TEDBF has reduced, eroding its cost competitiveness and making logistics and lifecycle management even more difficult. Large-scale import of naval fighters could also tempt license production of the Rafale-M, undermining indigenous naval fighter programs—a setback for Atmanirbharta in a critical technology where India has made notable progress over two decades. Importantly, the experience of developing the LCA (Navy) remains valuable for building a marine variant of AMCA.
The induction of the LCA Mk-1 (Navy) is still awaited, while the future of indigenous naval fighters remains uncertain. Former Naval Chief Admiral Arun Prakash and former LCA (Navy) test pilot Commodore Maolankar have both advocated limited induction of the LCA Mk-1 (Navy) in an air defence role. Such induction would generate operating data, allow design improvements, and strengthen future development. The aircraft could be deployed on carriers for air defence, at coastal bases, or as a naval fighter trainer.
In the current context, AMCA appears to be a better option than TEDBF, particularly given the pace of Chinese fifth- and sixth-generation fighter developments. TEDBF risks being outdated before it arrives, while also posing supply chain challenges. Reliance on imports will not ensure a long-term technological edge, as China continues narrowing the gap with global leaders.
Limited induction of the LCA Mk-1 (Navy), coupled with the Navy joining development of a naval AMCA, is therefore essential to maintain the trajectory of self-reliance in naval aviation technologies and to prepare for the emerging strategic environment.
Gp Capt (Dr.) RK Narang VM (Retd.), Senior Fellow, MP-IDSA
Group Captain (Dr.) Rajiv Kumar Narang, Vayu Sena Medal (Retd.) is Senior Fellow at the Manohar Parrikar Institute for Defence Studies and Analysis (MP-IDSA). He is former Indian Air Force (IAF) helicopter pilot, qualified Flight Safety and Accident Investigator, Centre Seat Qualified Instructor on Chetak/ Cheetah helicopters and holder of Commercial Helicopter Pilot License (CHPL). He is an alumnus of the 57 Defence Services Staff College, Wellington, India, M Sc. in Defence & Strategic Studies and PhD in International Relations. He was awarded Vayu Sena Medal for meritorious service in 2000.
