IAF Eyes Airbus C-295M to Replace Aging An-32, Engine Upgrade for High-Altitude Performance Key

The Indian Air Force (IAF) is exploring the possibility of replacing its aging fleet of An-32 transport aircraft with the recently inducted Airbus C-295M.

While the C-295M was originally procured to replace the Hawker Siddeley HS 748, its capabilities have prompted the IAF to consider it for the more demanding role currently filled by the An-32.

The An-32, a rugged Soviet-era workhorse, has been the backbone of the IAF's tactical airlift operations for decades, especially in challenging high-altitude environments like the Himalayas. Replacing it will require an aircraft with comparable performance in demanding conditions.

To assess the C-295M's suitability, the IAF will closely monitor its performance in high-altitude missions. The initial batch of six C-295Ms will be deployed in these environments, providing valuable data and operational feedback. Sources suggest that enhancing the aircraft's power output for optimal high-altitude performance is a key consideration.

The C-295M is currently powered by two Pratt & Whitney Canada PW127G turboprop engines. While these engines are adequate for standard transport roles, they may require upgrades or modifications to deliver the necessary thrust in high-altitude, low-oxygen conditions. One potential solution is to consider the PW150A engine, a more powerful variant from the same engine family, previously used in the AN-132 transport aircraft program.

Beyond engine upgrades, the IAF is also likely to evaluate potential airframe modifications to enhance the C-295M's high-altitude performance. This could involve reinforcing the landing gear, improving pressurization capabilities, or making aerodynamic adjustments to optimize the aircraft for sustained operations in extreme conditions.

The IAF's internal assessments will form the basis of an upgrade roadmap, which will be addressed in collaboration with Airbus and Pratt & Whitney. This collaborative approach will be crucial for successfully integrating any proposed engine or airframe modifications.

If the C-295M proves successful after upgrades, its selection as the An-32 replacement would streamline the IAF's tactical airlift fleet modernization efforts. This move could also serve as a model for India's indigenous manufacturing ambitions, as the majority of the C-295M fleet will be manufactured in India by Tata Advanced Systems Limited.

 

[sanket]

with reliable New engine from pratt & whitney C-295M will serve for next 40 to 50 years

 

[SK]

This is a good approach as it will allow IAF to have capabilities alongside logistical synergy as well as create Economy of Scales for Indian Aerospace industry.

 

[Kira]

If the current engine powering the C-295M proves adequate for high altitude operations, then it's all too good, but they need a powerful engine, IAF better start talking with Airbus, P&W and TATA ASAP to deliver an upowered variant of the C-295M.

 

[GolGappa]

On similar lines to the C-295, give a large order for the A-400 and ask Airbus to set up assembly lines in India. People are saying the A-400 is costlier. We should know that for acquiring technological know-how, manufacturing lines, etc., no cost is too high. If we don't do it and keep crying about cost, in the long term, we will have to spend more, just like what we are doing with Rafales.

The Chinese knew Europeans were ready to sell their products and a lot of technology (if not 100%), so for two decades, they brought EU manufacturing to China at great cost each time, including their manufacturing lines. And today, many German factories are in China, and the Chinese have also built their own companies based on that model.

 

[Sandeep]

Any planes operating in the north will need a higher powered engines that gives it more thrust because of the low oxygen levels. This burns the fuel much slower in the engines compared to any ordinary altitude and region.

It would be ideal to use the C295 as we have already made a deal with a large amount of technology transferred and it’s manufactured in India with indigenous content. The plane already meets the specifications and requirements of the An-32 plane so we should use what we already have rather than start another long competition and contract.

 

[123Stormtrooper]

Should explore AE2100D3...for commonality with C130J. The surplus lower can be used for AWACS and for STOL from out small carriers.

 

[Anant]

Any planes operating in the north will need a higher powered engines that gives it more thrust because of the low oxygen levels. This burns the fuel much slower in the engines compared to any ordinary altitude and region.

It would be ideal to use the C295 as we have already made a deal with a large amount of technology transferred and it’s manufactured in India with indigenous content. The plane already meets the specifications and requirements of the An-32 plane so we should use what we already have rather than start another long competition and contract.

Agreed, but I would say the whole An-32 fleet shouldn't be replaced by the C295, only a large chunk of it. The rest can be replaced as part of the MTA tender, as we do need to scale up our heavy-lift capabilities.

 

[Anant]

Should explore AE2100D3...for commonality with C130J. The surplus lower can be used for AWACS and for STOL from out small carriers.

Boss, we aren't getting AWACS or STOL aircraft on our STOBAR carriers unless someone fits a catapult on the angled deck or something.

 

[Abs29]

If I remember correctly, IAF had a fleet of about 105 AN-32 aircraft. An upgrade contract valued at $400 million was given to Antonov sometime in 2009, to undertake service life extension, however before the war broke out in 2014, Antonov had only completed modernization of 45 airframes later on the Indian government with assistance of Ukrainian specialists managed to complete modernization of an additional 20 airframes taking the total to 65 modernized airframes as of 2024. The rest 40 are yet to be upgraded and they are unlikely to be upgraded anytime soon.

With service support dwindling and unlikely to continue. Indian Air Force and Indian Government is strongly considering replacing the entire stock of AN-32. Hence even those relatively modern AN-32 are likely to be scrapped due to impossibility of adequately maintaining them. If IAF and the Indian Government decided to pursue replacement of the entire AN-332 fleet, we could be looking at a net order of exceeding 160-170 airframes. TATA can them amortize the production of C--295 and churn out the platform in large volume to cut costs further. If we further add the possibility of commercial civil conversion then we could be looking at orders upwards of 220-350 airframes.

 

[123Stormtrooper]

Boss, we aren't getting AWACS or STOL aircraft on our STOBAR carriers unless someone fits a catapult on the angled deck or something.

Ae2100d is twice as powerful...so maybe it may help c295 to stol on our STOBAR carriers🤔. Remove one segment and we will have c235. That might work if this won't.

 

[Anant]

Ae2100d is twice as powerful...so maybe it may help c295 to stol on our STOBAR carriers🤔. Remove one segment and we will have c235. That might work if this won't.

Nope, it still won't work. The C295 is a pretty large aircraft, and its size makes it near-impossible for the aircraft to use the ramp, as there is a risk of the aircraft hitting the deck.

That then means you need any such aircraft fly off either the angled deck, or off the stern. In neither of those cases can you get the requisite airspeed to take off unless you have a very strong favourable wind with the carrier going flat-out at flank speed.

 

[123Stormtrooper]

Nope, it still won't work. The C295 is a pretty large aircraft, and its size makes it near-impossible for the aircraft to use the ramp, as there is a risk of the aircraft hitting the deck.

That then means you need any such aircraft fly off either the angled deck, or off the stern. In neither of those cases can you get the requisite airspeed to take off unless you have a very strong favourable wind with the carrier going flat-out at flank speed.

Its just a bit bigger than c22...but out carriers are small. Infact...i appreciate the chinese for their clarity when they understood that size matters and set their sights on 60k ton with su33.

 

[Abs29]

Boss, we aren't getting AWACS or STOL aircraft on our STOBAR carriers unless someone fits a catapult on the angled deck or something.

Maybe they can explore the JATO-type setup. Jet-assisted takeoff could theoretically allow even larger aircraft to take off from smaller carriers. Though not so sure about its relevance to the ski jump.

 

[Dipesh Debnath]

Should explore AE2100D3...for commonality with C130J. The surplus lower can be used for AWACS and for STOL from out small carriers.

C130 already landed on unpaved airstrip in ladakh. this issue is covered already by existing fleet.

 

[Anant]

Maybe they can explore the JATO-type setup. Jet-assisted takeoff could theoretically allow even larger aircraft to take off from smaller carriers. Though not so sure about its relevance to the ski jump.

Boss, something like JATO may just about work, but it wouldn't be used operationally. Why? Firstly, the ski-jump is a problem again. For a large aircraft, using the ski-jump may well result in something like a tail strike. Secondly, let's assume the aircraft cam physically take off and even land. Your deck elevators have a limited size, and cannot accommodate large aircraft. Hence, you'd have to park them on the deck permanently, which isn't something Navies prefer to do due to operational and weather-related reasons, not to mention the fact that prolonged exposure to seaspray on the deck can drastically shorten an aircraft's life and increase maintenance.