2024 Marked as Speed Breaker for India's Tejas Mk1A Jet with F-404 Engine Supply Disruptions and Certification Delays

2024 has proven to be a challenging year for Hindustan Aeronautics Limited (HAL) and its ambitious Tejas Mk1A fighter jet program. Despite high expectations and the strategic importance of this project for both the Indian Air Force (IAF) and India's indigenous defence manufacturing capabilities, HAL has faced significant hurdles and criticism due to production delays and inefficiencies.

The Tejas Mk1A, an advanced variant of the Light Combat Aircraft (LCA) Tejas, was poised to bolster the IAF's combat capabilities with its enhanced avionics, radar systems, and increased weapon-carrying capacity. However, HAL's production has been plagued by a series of setbacks.

At the core of the problem lies the delay in the delivery of GE F-404 engines. Initially scheduled to align with the production timeline, supply chain disruptions, particularly from a South Korean supplier facing financial difficulties, have significantly pushed back engine deliveries. To keep production moving, HAL has resorted to using Category B engines, which are essentially used or reserve units, a less-than-ideal solution.

Consequently, the first delivery of the Tejas Mk1A has been postponed multiple times, from an initial target of March 2024 to later dates in July, November, and now potentially into 2025. This has not only delayed the operational readiness of the aircraft but also raised concerns about HAL's ability to meet future production targets.

Beyond the engine issue, HAL has encountered broader supply chain problems affecting the timely procurement of various components, leading to a reduced production rate. The company's goal of increasing output to 16 aircraft per year has been hampered by these inefficiencies.

Furthermore, several new systems integrated into the Tejas Mk1A require certification, which has yet to be completed. These delays are critical as they prevent the aircraft from being fully combat-ready upon delivery.

The slow rollout of the Tejas Mk1A has direct implications for the IAF's combat strength. With the phasing out of older MiG aircraft and the need to maintain sufficient squadron numbers, these delays could affect strategic readiness, particularly in a region where air superiority is crucial for maintaining military balance.

While HAL has implemented contingency plans, such as using interim engines, these measures do not fully mitigate the impact of the delays. Efforts are underway to expand production capabilities with new lines in Nashik, but the effectiveness of this move remains to be seen given the ongoing challenges.

HAL's experience with the Tejas Mk1A in 2024 serves as a stark reminder of the complexities involved in scaling up indigenous defence production. While the ambition to produce state-of-the-art aircraft domestically is commendable, the execution has exposed vulnerabilities in supply chain management, production planning, and the potential need for greater focus in technology and manufacturing processes.

 

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[Ajay Singh]

Maybe better to limit the Mk 1A to the current order of 83 aircraft, junk the proposed order for a further 97 (or limit it to only another 20-40 units) and step on the gas to deliver the Mk2 asap. The latter is the real deal, Mk 1A is just a stopgap which the IAF now wants to make up for the gap as the last remaining MiG 21s retire. It’s time to have faith in the Mk2 development rather than go for another stopgap, poor compromise.

 

[sanket]

Hope GE will restore supply chain problems and start production with 2 per month. There's an almost 16-month delay from the schedule. Last-minute IAF demands, software changes, and Israeli radar delays and integration from 2032 to EL-2052 delay caused testing and certification. I think HAL might deliver the first Tejas MK1A with reserve engines if GE-404 engine delivery is further delayed by March 2025.

 

[Rajesh]

Take the heat off this issue. It was the Americans who delayed the engine delivery.

 

[obiwankenubi jedi]

Would be interesting to know where we are with the Tejas Mk1a, Mk2, or will we really start work on the prototype for Tejas Mk2 only after the contract is signed?

Remember, Tejas made its first flight in 2001, and yet the contract was signed only in 2006 for IOC and 2010 for FOC, and the first production jet was received in 2019. Expect similar milestones for Tejas Mk2 and AMCA too.

For Tejas Mk2 and AMCA, the MoD must insist on seeing the final product or prototype fly with all systems in place before orders are placed.

After the current 83 Tejas Mk1a order disaster, even the 97 new jets must be ordered only after a considerable number of Tejas Mk1a are delivered and adequate F404 engines are available for the initial 83, to begin with.

And the Tejas Mk1 FOC variant trainers must be delivered before any further contracts are signed or executed.

When the Tejas Mk2 or AMCA prototype flies with F414 engines, with a working Uttam AESA radar, SDR, IRST, EW pods with RWR, jamming, self-protection suites, OBOGS, Akash 1, Rudram 1 integrated, with mid-air refueling, then we can talk numbers and contracts, with Meteor, Storm Shadow, and BrahMos A integration to follow before production variant acceptance. So really FOC is needed now, not IOC for contract signing.

And for once, a backup option to switch to Kaveri with 90kN of thrust in each engine, as F414 is sure to face bigger issues, and so is the new 110kn engine.

When the F414 manufacturing setup is completed and local manufacturing starts, then we can sign the AMCA contract.

The F414 engine contract needs to be in place, and the manufacturing setup needs to be funded through this contract with GE and, say, Godrej and GTRE.

If HAL has no funds for the prototype, then MoD and IAF can sign a separate contract for the POC phase, but no new contract is to be made available beyond the POC until the prototype is complete.

No Indian "jugaad" anymore, please, for Tejas Mk1a, Mk2, TEDBF, and AMCA, even if it means waiting 10 more years for it.

And do not forget that we have Tejas Mk2 and TEDBF to produce before AMCA production starts.

Each project needs a set of public, private vendors and partners working on them. So 3-4 organizations and multiple teams are needed, really, but we have just HAL.

So we really need to split HAL into 3-4 organizations/divisions:

1. For Tejas Mk1a
2. For Tejas Mk2
3. For TEDBF
4. For AMCA

With Indian manufacturing giants such as Tata, L&T, Mahindra, Adani, Reliance, Godrej, Kalyani, etc., this could be a radically new approach for HAL, IAF, and MoD. Say we try:

1. Wings, bay doors, canopy by Tata with ADA
2. Fuselage, tail, quartz radome by Mahindra and NAL
3. L&T for overall engineering, assembly with HAL, DRDO, ADA
4. Engines by Godrej and GTRE, and ISRO, with backup as Kaveri/110kn engine with Safran/GE/RollsRoyce with an Indian JV partner
5. Adani along with DRDO, DARE, BEL, ADA for radar, electronics; with IITs, RCI and the Israeli ELTA
6. BrahMos, BDL with Kalyani, Godrej for weapons, with RCI, Solar Industries
7. Reliance for fuel systems, refueling probe, ejection seats, landing gear, tires, parachutes, with BHEL; working with Martin-Baker UK
8. Tata, Jindal, etc. with MIDHANI for metals, alloys, carbon composites for stealth, and IITs
9. TCS/Infosys for software, mission computers and CDAC/IITs, with Israeli ELTA
10. MoD with IAF on program/product management with IAS and PMO for governance, with IIMs, with CAG as auditors
11. And most importantly, MSMEs for parts, spares, MRO across aircraft led by IAF, HAL, and with BRDs involved from the initial phase
12. RAW, NIA, IB to secure the overall project with CISF, CRPF for security, counter-intelligence, anti-espionage, and sabotage prevention

The IPR lies then with this collective group of Indian entities and with the Government of India overall, with strong legal contracts and CAG auditing and reviewing the program.

This Plan A is already looking very difficult, if not impossible, so we need a Plan B, which we never seem to have, a short-term solution that works.

We need, in the interim, F-35 or Su-57 or even KAI KF-21 in limited numbers, say 36 like the earlier Rafale for the IAF.

But if the MRFA is scrapped, then maybe even 72 5th-gen fighters would be good to have, in 2 tranches of 36 each, but ideally with local assembly if possible.

This can follow the same model as the above projects, with back-to-back agreements with performance-based reward and penalty clauses.

This soft customer approach from MoD with HAL and DRDO will not work anymore. Rather, form the consortium forcibly, with the only option to either join or not participate in any defence or government projects henceforth.

What we really would have needed, though, was to pitch the public sector with DRDO against the private sector with OEMs, but that seems impossible now for the last 20 years.

 

[Vijay Halli]

HAL is dependant on Its overseas supplier for engines. It's a cause for worry. Unless HAL finds an alternate source for this, delays will be eminent.

 

[Andy]

Take the heat off this issue. It was the Americans who delayed the engine delivery.

So why are no planes delivered using reserve engines? Why Mk1 trainers still pending. Truth is that HAL is hiding behind engine issue to hide other inefficiencies. It's certifications for Mk1A still not done.

 

[abhinav srivastava]

Every year is a challenge for them. They have not yet delivered orders for FOC which they have engines. HAL should have kept airframes for Tejas MK1A ready without the engines

 

[Muthu.Kumar]

Obviously this is bound to happen if India is so orgasmic, riding on the western shoulders.

FOCUS ON KAVERI AND MAKE IT INDIAN F-414.

AREN'T WE HAVING IITs, IISc ETC ? HOW DIFFICULT IS IT TO WORK WITH THEM TO FAST TRACK, PLUG IN THE DEFICIENCIES OF KAVERI AND MAKE IT THE WORLD CLASS, STATE OF THE ART INDIAN ANSWER TO ITS WESTERN COUNTERPARTS ?

WHY SHAMELESSLY PIGGYBACKING ON THEM AS IF WE'RE INTELLECTUALLY PARALYSED ?