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Here’s why former Navy chief wants India’s next Raksha Mantri to personally guide Tejas

India’s aeronautics industry has suffered from politicians’ neglect, allowing countries like China, Brazil and Turkey to overtake us.

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Having retired many years ago, my request to fly in the naval version of the light combat aircraft, also ‘Tejas’, may have seemed whimsical or eccentric to naval headquarters. Actually, it was motivated by intense curiosity to see for myself how an ‘outlandish’ concept visualised by the naval staff, a quarter of a century ago, in the face of scepticism and opposition, had survived many challenges to materialise into a flying prototype.

Given my long association with the light combat aircraft (LCA)-Navy project, now that a two-seat (trainer) version of the aircraft was available, I had an irresistible urge to get a feel of this ‘dream machine’. The Navy Chief, very graciously, acceded to my request and I flew a quick sortie on the LCA-Navy, earlier this week.

In the early 1990s, when the LCA programme was languishing, the naval headquarters (NHQ) made enquiries about the possibility of a ship-borne version of the aircraft. On receiving a positive response about its feasibility, the NHQ formally sanctioned the LCA-Navy project. It soon emerged that a number of major design and engineering hurdles would have to be overcome, to make the land-based LCA carrier-capable. In addition to complex aerodynamic issues, the problem areas included insufficient engine thrust, a stronger undercarriage, installation of an arrester hook, and need for cockpit and fuselage re-design. Undaunted, the navy affirmed its faith in the Defence Research and Development Organisation (DRDO) by initiating a jointly-funded developmental programme and providing engineers and test pilots for the project.

An important spin-off of this project has been the creation of a ‘shore-based test facility’ (SBTF) in Goa. Just one of two such facilities worldwide (the other one is a Russian-owned complex at Saki in Ukraine), it offers a simulated aircraft-carrier flight-deck ashore, including a ski-jump for take-off, optical aids for landing, and arrester gear for ‘trapping’ aircraft. Complementary to the SBTF is a unique and highly sophisticated telemetry centre for real-time monitoring and analysis of flight-test parameters — created by Indian scientists.


Also read: Indian Army chief Bipin Rawat flies in LCA Tejas, calls it ‘experience of a lifetime’


Having surmounted huge challenges and suffered many delays, the Indian Air Force (IAF) version of Tejas was inducted into service in 2011 and is now in serial production. The prototype LCA-Navy had emerged in July 2010, and its first flight took place in April 2012. The complex flight-test programme is now at an advanced stage, and data is being gathered from ski-jump take-offs and high-speed arrester-wire engagements to validate its unique design and structural features. On successful completion of shore testing at the Goa facility, the LCA-Navy will commence extensive aircraft-carrier trials for obtaining ‘initial/full operational clearances’ (IOC/FOC) – a year or two from now.  

By preferring a ‘tail-less delta-wing’ configuration and an aerodynamically ‘unstable’ design, for a ‘light-weight fighter’, Indian designers had chosen a thorny path. Since an ‘unstable’ aircraft can only be flown via a computerised flight control system (FCS), billions of lines of software programmes had to be written for this and other computers that process air-data, weapon-aiming, and navigational information. Weight shedding demanded development of pioneering carbon-fibre technology for airframe parts. To adapt this design for ship-borne operations added immense complexities.

Should it, then, have surprised anyone that a pioneering project of such difficulty (for a developing nation) should fall well behind schedule? In 2016, the navy, faced with uncertainties related to development of the LCA-Navy and accord of shipborne IOC/FOC, reluctantly took a decision to exclude it, for the time being, as a contender for its future aircraft-carrier programmes. Does this mean that we should abandon the LCA-Navy project? Before addressing this question, let me describe my recent flight.

My brief exposure to the LCA-Navy was merely an ‘experience flight’ with a test-pilot at the controls; not quite a joyride, but certainly far from an ‘evaluation’ sortie. However, having undertaken similar flights over the past two decades in aircraft like the MiG-29 (M2),  Sukhoi-27 (KUB), the Rafale-M and F/A-18(F) Hornet, it did provide useful insights into some characteristics of the LCA-Navy, which I summarise here.


Also read: Behind final clearance for Tejas, 10 concessions given to fighter jet


Given its weight/size constraints, the LCA cockpit is a tight fit, but ergonomically designed, easily accessible and logically laid-out. Strapping into the (zero-zero) rocket ejection-seat and connecting up with aircraft services is swiftly accomplished. Multiple switches, buttons and toggles, have been squeezed in to provide the pilot a ‘hands on throttle and stick’ (HOTAS) facility for sensor-control and weapon-selection. The state of the art ‘glass cockpit’ has multi-function displays (MFD) to provide thousands of selectable pages of flight, navigation and sensor information as well as weapons/systems-status, emergency check-lists and much else.

The pre-start routine and start-up were crisp and simple, and sensible nose-wheel steering, via rudder-pedals, made for relaxed taxiing to the runway. I was shown a quick line-up and after-burner take-off, with the jet surging forward eagerly to get airborne. In the air, handling the Tejas was easy enough, given its responsive and well-harmonised controls and prompt engine-response. I lacked a head-up display (HUD) in the rear cockpit but an eye-level multi-function displays (MFD) made up somewhat.

A few turns and manoeuvres served to demonstrate the aircraft’s agility and high instant turn-rates. I had been told that the flight computer would assure ‘carefree handling’, and at no stage did we encounter judder, wing-rock or instability under g-loading. I was shown a typical carrier approach and a ‘touch and go’ before coming in for a final landing. The aircraft was stable on both approaches and the front cockpit afforded good visibility. 

I left the Tejas cockpit with a distinct feeling of elation, for three main reasons. 

1. I had just flown an Indian designed, ‘Made in India’ fighter that incorporated contemporary technologies, and was as good (better?) as any of its peers world-wide.

2. Despite long delays and sustained scepticism, the LCA-Navy would soon embark the aircraft-carrier, making India one of four countries capable of designing and producing a carrier as well as a carrier-compatible aircraft. 

3. The LCA’s computers and avionics software have been designed by Indian programmers, using ‘open architecture’. They can change, modify or update them in-house at will. We know that foreign companies guard such ‘source codes’ jealously and charge millions for modifying/updating them.


Also read: The desi LCA is defence ministry’s low-hanging fruit and it needs to be plucked now


India’s promising aeronautics industry has suffered from egregious neglect by users and politicians alike, allowing countries like China, Brazil and Turkey to overtake us. In the next few days, there will be a new Raksha Mantri in South Block and I would like to offer the following unsolicited advice to her/him:

1. The Ministry of Defence (MoD), and preferably the new RM personally, should monitor, guide and nurture the LCA programme so that the priceless experience and data generated by designers, engineers and flight-test teams does not go waste. This database should be used to sustain an ongoing, long-term fighter design/production process. 

2. Even if the LCA-Navy does not come up to the navy’s qualitative requirements for a ‘deck-based fighter’, its induction as a carrier-borne ‘air-defence fighter’ should be pursued as a prelude to development of the ‘naval advanced combat aircraft’.

3. An issue related to the LCA that demands urgent attention of the MoD is that of the indigenous Kaveri turbo-jet engine – another unfinished DRDO project of national importance that must be taken to its logical conclusion.

The author is former Indian Navy Chief.

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13 COMMENTS

  1. The Air Force in particular and the Armed Forces in general should Institute Special chairs for undertaking time bound research in, armaments design and development and warfare techniques.

  2. We have enough Knowledge and Capabilities to Fly our own designed and Manufacturered defence aircrafts.Our Speed in doing the Same has to be improved otherwise we will be superceded by Our Competitors.

  3. Nice critical summary coming from highly authentic source. Thoughtful comments hv supplementally added technical and strategic views.

    In our country research and development of particularly defence technologies do not reflect the scientific, economic and international political order.

    1, we seriously lack the art of management of research. Most of the agencies including ADA. DST. DRDO laboratories would like to do all by themselves. Look at the Europe where many groups including MSMEs, universities, research labs and even nations pool their resources to meet the economical, human resource and technical challenges.

    2. As early as forties many technologies have been developed by armed forces in the west. In India this culture could never take to its feet. We remained very conventional and orthodox.

    3. Arms offer good market. Americans, and European have made huge investments. It is but natural that these forces would not appreciate development of technologies else where. It is but natural. In India different lobbies are the reflection of it.

    4. Users of arms do also suffer with a syndrome. A simple example. We had Hunters, Vampires, Mistrels, MIGS, MIRAJs, SUs etc. Did we have the qualitative requirements of Rafel or SUs at the time of Mistrel. Answer is a big NO.

    We have to put a break for imports through a lagislation for 10 years. It would result in very rapid technological developed. We need intervention to come out of equilibrium trap.

    Issues are many, solution lies in an honest national attitude.

    • Defence imports have been a lucrative source of additional income for politicians and bueruecrats all these years. Why any right minded person earning millions by a mere nod ever want to give up his authority to nod one way or other. If ISRO could develop, why couldn’t the DRDO get the same attention. Why kill the goose that lays the golden egg.

  4. It is a foregone conclusion that if India has dreams of becoming an economic and military power, it has to develop it’s own technology and military capabilities. It is surprising that Indian engineers, scientists and doctors perform so we’ll in foriegn countries but here their performance remains below par. Therefore it seems we donot provided, time, fund and neccessary infrastructure to them. I grew with Admiral Prakash that no matter what we must not stop our developmental projects, otherwise we will forever be duped, blackmailed and fleeced by arm lobbies and greedy countries.

  5. Indian Air Force (IAF) version of Tejas was inducted into service in 2011 ??????? great example of misguiding

    • He meant to say that the IAF Tejas got the IOC-1 in 2011 to initiate the final process of induction. This was inherent from his words

  6. Arun, a well articulated and balanced assessment of the LCA Navy.
    Not only the Naval Hq/ MoD encourage the project, ADA must pursue the next projects, Mk-2 and the MCA.

  7. It is good a former decorated pilot Adm Arun Prakash who has flown off the aircraft carrier and has been the Chief of Naval Staff has flown one of the two Naval LCA which is recognised as a very stable and easy to fly delta winged fighter . He seems to feel it will be a good fighter flying off the
    carrier. Younger pilots in the Navy shared their impressions too as also Navy test pilots and a former naval ADA Head at Aero India Exhibition and stated the LCA Mk 2 in the future with a more powerful GE engine could make a good Lead in Aircraft Carrier Pilot Trainer at best not a fighter and their views need to be taken into account. No off the cuff decision by an old timer may help as that has led to why the IAF today is short of fighters. That is another story as professional air forces seek opinion of current young pilots as they will bear the brunt to fight the war.

  8. Issues of war and peace tend to be dealt with above Raksha Mantri’s altitude. So that leaves time and managerial bandwidth to focus on defence production. The 42 ordnance factories are unable to produce high quality ammunition. There are widely reported deficiencies with HAL. Mazagon Dock builds submarines. The effort should be to tie up with the world’s leading manufacturers, steadily increase local content.

  9. Finally someone knowledgeable gives thumps up for LCA Tejas Naval. One can see that DRDO performance on the whole, has improved over last couple of years. If it is due to involvement from political level, so much the better. Admiral has rightly referred to completion of Kaveri program at any cost. India needs its own aircraft engine and DRDO must take it as a strategic national mission just like AST or nuclear submarine projects. Overall, ISRO and DRDO are now delivering what is expected of them. One must acknowledge initiative of Admiral Prakash to undertake this sortie and give us this report. I hope he also takes a dive with Arihant and give us his report!

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