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The Indian Air Force (IAF) relies heavily on its fleet of three Phalcon Airborne Warning and Control System (AWACS) aircraft. Mounted on Russian IL-76 heavy lifters and fitted with Israeli EL/M-2090 radar systems, these planes form the backbone of India's airborne surveillance.
They offer 360-degree radar coverage, long-range tracking, and vital command-and-control functions that are crucial during times of peace and conflict alike.
However, these essential assets are growing old. First inducted into service between 2009 and 2011, both the aircraft and their radar systems are beginning to show their age.
To address this, the IAF has started talks with the Defence Research and Development Organisation (DRDO) to map out a long-term upgrade plan. The ultimate goal is to ensure these high-value platforms remain effective and ready for combat for another twenty years.
The need for this modernisation is driven by two main issues.
Firstly, while the Israeli EL/M-2090 radar remains a highly capable system, its core technology belongs to an older generation of early warning networks.
Since the Israeli Air Force has largely moved on to newer radar systems mounted on smaller business jets, it is highly unlikely that the older EL/M-2090 will receive major updates from its original manufacturer in the future.
Secondly, the Russian IL-76 aircraft themselves present a growing challenge. Although they have been dependable heavy transport planes for decades, keeping them flying is becoming much harder.
Maintenance is growing more complicated, spare parts are tougher to source, and the overall cost of operating them over their lifetime is increasing rapidly.
To overcome these hurdles, defence sources indicate that the IAF and DRDO are currently looking at two different paths for modernisation.
The first option is a safer, more straightforward approach. It involves keeping the existing Israeli radar hardware but completely revamping the aircraft's internal electronics.
This would mean installing Indian-made processors, secure communication data links, mission computers, and electronic warfare suites.
Upgrading these internal systems would allow the aircraft to connect seamlessly with India's modern air defence networks, such as the Integrated Air Command and Control System (IACCS).
This path is seen as less risky and could be completed relatively quickly.
The second option is far bolder. It suggests completely removing the Israeli radar and replacing it with a brand-new, Indian-made Active Electronically Scanned Array (AESA) radar designed by DRDO.
This ambitious plan would benefit immensely from the experience DRDO has gained through the ongoing Netra Airborne Early Warning and Control (AEW&C) projects.
This approach has gained significant credibility recently; in mid-2025, the government cleared the massive Rs 19,000 crore Netra Mk2 project, which involves integrating indigenous 360-degree AESA radars onto Airbus A321 airframes.
Choosing to install a homegrown radar would give India total control over all future upgrades, software changes, and system integrations.
Importantly, it would end the nation's long-term reliance on foreign suppliers for the most vital piece of technology on the AWACS aircraft.
Furthermore, the technology created for this radar replacement could be used in other future airborne surveillance projects.
Successfully building an advanced 360-degree radar at home would be a massive leap forward for India's continuous push toward self-reliance in the defence manufacturing sector.
Despite these clear benefits, swapping out an active AWACS radar is an incredibly difficult task. These systems are some of the most complex pieces of military technology in existence.
The entire process would demand years of strict testing, software integration, and electromagnetic safety checks before the newly upgraded aircraft could return to active duty.
