
[Tejas — up in the air]
There’s leadership transition at HAL, and Director (Engineering and R&D) DK Sunil is expected to take over at company HQrs in Bengaluru, replacing CB Ananthakrishnan, a former Chief Finance Officer. However this CFO got to be head of HAL, the results are there for everyone to see. HAL’s flagship programmes — the Tejas light combat aircraft and the Prachand Light Combat Helicopter are floundering in terms of production schedules. That’s what happens when a bean counter is put in charge of a strategically important programme.
(Look what David Calhoun, an accountant, did to the venerable Boeing Company. He ‘strip-mined’ the company’s industrial and other assets to pad up the revenues, drive up notional profit and the company’s stock price as also his own remuneration package, and ran a once great aerospace giant into the ground with the laxly manufactured Boeing 737 MAX — doors flying off mid-flight, etc.)
Dr Sunil is a software radio designer with several patents, who won his spurs at the Strategic Electronic Research Design Centre (SLRDC), Hyderabad, working on combat avionics systems. One can expect that his engineer’s mindset will help him to sort out some basic problems. So, what’s the trouble?
The same old ailment afflicting all defence public sector units, in the main, no honest acknowledgement of its limitations as a production entity. Having done little else than produce, under license, various foreign aircraft, starting with, as a private enterprise — Hindustan Aircraft Ltd, assembling the Harlow Trainer, Curtiss Hawk Fighter and Vultee Bomber during the Second World War, and after its nationalisation — a whole series of fighter aircraft — Gnat, MiG-21, Jaguar, Su-30, it did not know how to sell its own indigenously-designed combat aircraft. So, the Dr Raj Mahindra-designed Marut HF-71 happened. It was the successor fighter aircraft to, and derived from, the remarkable HF-24 engineered in Bengaluru by the German chief designer of the Focke-Wulfe fighter bombers for Hitler’s Luftwaffe, Dr Kurt Tank.
Even though underpowered, the 24 was so aerodynamically perfect, it could supercruise without afterburners! IAF veterans who flew it, can’t stop praising it as the stablest aircraft for low level flying they had ever piloted, certainly better than the Jaguar that IAF Chief, PC Lal, and defence minister Jagjivan Ram contrived to buy from the UK, and which deal kicked the legs from underneath the HF-71. Oldies may recall that during the post-Emergency government of Morarji Desai, Jagjivan Ram in MOD, was accused in an article in the magazine ‘Surya’ published by Maneka Gandhi, of taking millions of pounds sterling in commissions from British Aerospace for approving the Jaguar purchase.
The HF-71 was, like the 24, optimised for several roles but was more advanced, more capable, with longer range, and manifestly more effective in low level strike operations than the imported Jaguar. But between Lal and Jagjivan, it didn’t have a chance. The HF-71 programme was thus deliberately killed and, along with it, the country’s painstakingly cultivated homegrown capacity to design and make its own combat aircraft. So began the air force’s inglorious record of ensuring nothing came in the way of West European imports — the latest in the line of such acquisitions being the Rafale, and of HAL screwdrivering foreign aircraft together! The disheartened chief designer of the 71, Dr Mahindra, resigned — not that anyone in the IAF, the defence ministry, or the government of India, cared.
In fact HF-71 and that episode isn’t mentioned in any online official history of HAL, and even the HF-24, gets only a passing mention. Perhaps, it reminds too many people of why so much has gone wrong.
With the passing from the scene of Mahindra, that entire generation of aircraft designers trained by Dr Tank was lost. So, when in the mid-1980s, the indigenous Tejas project was cranked up, it had to start from a near zero baseline — the reason why the regaining of all the necessary designing skills and competencies took time. Something the illiterate Indian Press and media fed on Vayu Bhavan PR never questioned. Rather, the Tejas programme was blamed and still is, for time and cost over runs and for imperilling national security! It was a prelude to making the case for the air force needing imported aircraft to continue to keep in fighting trim — an exercise that included joy rides for TV reporters in pressure suits going gaga over Gripen, Rafale, and whichever other foreign aircraft was in the running for the multi-billion dollar Medium Multi-Role Combat Aircraft contract!
Meanwhile, Russian aircraft buys tootled along. But after the demise of the Soviet Union, when the Russian arms industry found it had to survive by itself, it discovered what the Western suppliers had done late 1940s onwards with the first purchases of the French Fuga-Mystere and the British Vampire, that a liberal distribution of commissions, etc to any and everybody in the Indian defence procurement loop, helped make the sale. Starting with the Su-30, the Russians too joined in this game of arms procurement bonanzas.
This diversion into a bit of history is to contextualise what the next chairman, HAL, Dr Sunil shouldn’t do. However full HAL’s orderbooks and however limited its production capabilities, his predecessors in office did what all DPSU heads do — insist every piece of hardware produced in the country be made within the DPSU’s premises. It is a wrong tack for HAL to take because it is impossible for it to produce 324 Tejas LCAs to equip 18 squadrons in any reasonable timeframe. Considering, its annual production rate is only 6-9 aircraft per year. With an additional production line that number will go up to 18 Tejas annually, meaning it will take HAL 18 years to fulfill the order if everything else works tickety-boo. Because the 2nd Tejas line is yet to get on stream, it will be the centenary year of the republic or later before the last of HAL’s LCAs enters service.
Except, Tejas is a 4.5 gen combat aircraft at a time when 6-gen combat aircraft will soon begin flying. Are you getting a whiff of what the IAF may be up to? How long, do you think, it will be before IAF and the media begin canvassing for a 5.5 gen or 6 gen MMRCA costing hundreds of billions of dollars because, well, HAL is falling way short of producing the Tejas? It is a fine way of also killing the successor Advanced Medium Combat Aircraft. Neat, and a very successful strategy!
This is the reason why I have been advocating for some 20 years now that GOI at least wise up and instruct NAL/DRDO to onpass the Tejas source codes to private sector majors — L&T, Tata, and Mahindra Aerospace and, if GOI is serious, for these three companies to be incentivised with tax holidays and whatnot, to open two production lines each for the 1A and subsequent models of Tejas and the AMCA, for a total annual production of 144 Tejas aircraft, such that the entire IAF requirement is met inside of THREE years from the green signal. It may end for good the military’s foreign fixation.
This is the way, hear me Pradhan Mantri Narendra Modiji, for high value employment to be generated at home rather than in France, UK, US and elsewhere, for the atmanirbharta programme to acquire teeth, for the rapid manufacture of Tejas also for the Trillion-dollar export market, for the Indian defence industry of private and public sectors working in tandem to become an aerospace tech power, and for India finally to take wing as a self-respecting, arms self-reliant nation!











