Tragedy struck the entire IAF community and the nation at large when we lost Wing Commander Namansh Syal in Dubai on Friday. Sayal was performing an aerial display, at low levels, on the HAL-produced Tejas Light Combat Aircraft (LCA). It was the final day of the biennial Dubai Air Show at Al Maktoum International Airport, and the last flight for Sayal before the return ferry home.
An IAF contingent was in the UAE to display India’s indigenous defence capabilities, specifically the home-grown fighter, the Tejas. Various videos collected from eyewitnesses and display cameras seem to indicate that the aircraft nosedived into the ground just beyond the runway, as it was coming out of a negative-G turn. For reasons as yet unknown, the pilot did not eject. For the record, the Tejas is equipped with a zero-zero ejection seat capable of extracting the pilot even at low speeds and low altitudes.
Condolences have poured in from a grief-stricken nation, including from Prime Minister Narendra Modi, Defence Minister Rajnath Singh, and members of civil society, who all described the brave pilot’s death as an irrecoverable loss. The IAF has ordered an investigation and the experts will ascertain the cause of the accident in due course of time.
This unfortunate accident cast a dark shadow over what was meant to be a triumphant display of India’s growing aerospace prowess. The Tejas — designed by the Aeronautical Development Agency (ADA), produced by Hindustan Aeronautics Limited (HAL), and flown by the IAF — symbolises the nation’s push for self-reliance in military aviation. Tejas occupies pride of place. With 38 aircraft in service among two squadrons and orders for nearly 200 more, the HAL was scouting for export customers. Tejas is known for its agility, performance, and multirole capabilities, and the intention behind aerial displays is to showcase these capabilities to potential clients. Tragically, the demonstration ended in a disaster, raising immediate questions about the causes and broader implications for the programme.
The import of this accident travels far beyond the loss of an aircraft and an aviator. We can always build another aircraft and in good numbers; however, it would be difficult to recover from the loss of a brave and experienced pilot. Similarly, the reputational damage caused to the platform and the producers would be significant and would require sustained effort to repair. In this regard, it would serve us best if we base our arguments on facts shorn of hyperbole.
Historical precedents
This was not the first crash at an air show, and unfortunately, it would not be the last. Accidents are part of this profession. Air shows are thrilling spectacles of aviation skill and engineering marvels, however, carry inherent risks as the crew is pushing the aircraft as well as themselves to perform almost at the edges of the envelope, with razor–thin margins. The Dubai tragedy is a grim reminder of how quickly celebrations can turn catastrophic. History is replete with similar examples wherein aircraft engaged in low-altitude aerobatics, air-show fly-past, or low-level demonstration and crashed, resulting in devastating losses.
Within the IAF itself, we lost a Mirage 2000, and its pilot Wing Commander Ramesh Jog Bakshi, in 1989. He was performing low–level maneuvers on Air Force Day (8 October). More recently, in 2019, we lost two Hawk Mk-132 advanced jet trainers when they collided mid-air while practicing formation flying during rehearsals for Aero India in Bengaluru. The aircraft, which belonged to IAF’s Surya Kiran Aerobatic Team (SKAT), spiralled out of control and crashed near Yelahanka Air Force Station. Wing Commander Sahil Gandhi lost his life in the accident, while the other two pilots ejected to safety.
Such incidents have happened across the globe. More recently, in August this year, an F–16 belonging to the Tiger Demo Team of the Polish Air Force crashed during an airshow rehearsal in central Poland. The aircraft, performing a barrel roll at low altitude, entered a steep descent and failed to recover, impacting the ground in flames. The experienced pilot did not eject and was killed.
In another recent incident in July, a Spanish Air Force EF-18 Hornet came perilously close to disaster during a beachside airshow. While executing a high-speed pass at extremely low altitude over crowds, the pilot briefly lost control due to birds or turbulence. The aircraft was dangerously headed toward spectators before the pilot miraculously regained control and pulled away to safety. The videos were widely shared on social media. No crash occurred, but the incident highlighted how a split-second issue can turn a thrilling airshow into a nightmare— a narrow escape that served as a stark warning.
Also read: A tribute to Tejas. India’s delay culture is the real enemy in the skies
Spotlight on Tejas
The Tejas crash has inevitably sparked intense speculation and wide-ranging discussions on the viability of the programme. At this stage, we need to make some distinctions between the programme, the project, and the plane. While the Tejas programme has been rightfully accused of overpromise and under-delivery — and the project has overshot the initial estimates of time and cost — the aircraft itself is a wonderful flying machine. Pilots love to strap the Tejas onto their backs as it is a great aircraft to fly. The Tejas’s delta-wing design and quadruple-redundant fly-by-wire system contribute to its stability and provide for precise controls at high as well as low speeds.
In terms of flight safety, Tejas has one of the best records in the world. Tejas did not suffer even a single hull loss during the development phase — this, despite the fact that the design team was working under crippling sanctions. This is unprecedented for any single-engine fighter aircraft anywhere in the world. Even after induction into the IAF, this marks only the second catastrophic crash. The first one was caused due to engine trouble in March 2024 in Jaisalmer. The pilot had managed to eject in that incident.
This translates to a safety record that is among the best for modern fighters, better than many peers. A quick comparison with other single–engine fighters of the era would illustrate this fact. The JF-17 Thunder, operated by the Pakistan Air Force and co-developed by Pakistan and China, suffered at least five confirmed crashes. Sweden has lost about nine of its Saab JAS 39 Gripen aircraft, including two prototypes that suffered fly-by-wire glitches. Similarly, the Mirage development cycle in France saw several hull losses — it includes Mirage III/IV/F1. Only the F-16 compares well as it did not lose any aircraft during the development phase.
Overall, the safety record of the Tejas remains superior to most single-engine contemporaries, though the fatal Dubai incident — the first such loss on foreign soil — will invite intense scrutiny. Hopefully, the investigation would bring out the flaws (if any) in the crew, the aircraft, the procedures or the operating philosophy.
Also read: Tejas must not meet the fate of India’s first indigenous fighter jet
Making of a demo pilot
Performing at airshows like the one in Dubai demands a special skill set. These are not routine sorties; they require years of specialised training beyond standard combat qualification. The IAF selects its display pilots from operating units. A small group is identified based on overall experience on type, flying skills, temperament, and flying qualifications. The selected lot is then made to practice the entire sequence at medium altitudes before moving to low levels. The profiles are rehearsed over hundreds of times in simulators. Among the chosen few, further deep selection is carried out to nominate the main and the standby crew.
Maneuvers are chosen based on the capability of the aircraft and the aircrew. Contingencies are discussed and rehearsed. While adequate safety margins are kept in mind, the nature of display flying is such that you ought to operate at the edges of the performance envelope. The pilots also have to cater to environmental factors like change in wind speed/direction, cloud cover, sun angle, viewing area, obstructions in the vicinity and so on.
During a live show, the pilots are required to anticipate changes in environmental conditions and modify profiles on the go, while maintaining spatial awareness. At stake is the professional reputation of the Force and the manufacturer. The stress is immense, therefore, the IAF selects its very best.
Yet, as seen in Dubai, sometimes the luck runs out. Only time will tell whether it was a gap in skill, error in decision-making or a critical equipment like engine or flight control systems gave up. We need to wait for the investigation to conclude to know more. The only thing we know at this moment is that Wing Commander Syal has taken off one final time — climbing unrestricted to warrior heaven.
Travel safe, brother.
I conclude with some lines from a poem that hangs in every aircrew lounge in a fighter squadron.
The Troop Who Rides One In
We should all bear one thing in mind
when we talk about a troop who rode one in.
He called upon the sum of all his knowledge and judgement.
He believed in it so strongly that he knowingly bet his life on it.
That he was mistaken in his judgement is a tragedy…not stupidity.
Every supervisor and contemporary who ever spoke to him
had an opportunity to influence his judgement.
…so, a little bit of us all of us goes in with every troop we lose.
Group Captain Ajay Ahlawat is a retired IAF fighter pilot. He tweets @Ahlawat2012. Views are personal.
(Edited by Aamaan Alam Khan)