India’s ambition to fortify its aerial defense capabilities faces significant headwinds, largely exemplified by the persistent challenges plaguing the indigenous Light Combat Aircraft, Tejas. Despite its lofty initial promise as a cornerstone of national security, the Tejas program has become a symbol of the Indian Air Force’s (IAF) precarious position, grappling with an aging fleet and a concerning deficit in modern fighter jets. This critical shortfall, exacerbated by combat losses and operational phase-outs, casts a long shadow over India’s strategic military posture, demanding urgent and effective solutions to maintain aerial superiority against evolving geopolitical threats.
Conceived as a strategic necessity to reduce reliance on expensive foreign military procurements, particularly from traditional suppliers, the Tejas was envisioned in the 1980s. Its primary objective was to cement India’s defense autonomy through a domestically manufactured alternative to imported fighter platforms. This bold initiative aimed to provide the Indian military with a self-sufficient pipeline for advanced aerospace technology, thereby enhancing its readiness and reducing vulnerability to external supply chain disruptions or political pressures often associated with international arms deals.
However, the journey of the Tejas has been marred by a series of pervasive design failures and persistent production snafus, significantly limiting the state-owned Hindustan Aeronautics Limited’s (HAL) ability to deliver the much-anticipated fighter in adequate numbers. Instead of securing India’s military independence, these setbacks have paradoxically forced the IAF to continue its reliance on an aging inventory of foreign-manufactured aircraft, many of which are nearing their operational retirement dates. The dream of a robust, domestically produced fleet remains largely unfulfilled, undermining strategic goals.
A critical impediment was the initial plan to equip the Tejas with the locally-built Kaveri engine. When this engine failed to meet essential thrust requirements, the IAF was compelled to switch to General Electric’s F404. This crucial decision, however, inadvertently introduced further complications and delays; American sanctions imposed in 1998 notably prevented HAL from promptly procuring the required powerplants. This domino effect of technical and geopolitical hurdles pushed the aircraft’s projected delivery timeline back by an astounding two decades, showcasing the deep-seated challenges in domestic defense manufacturing.
Supply issues continued to plague HAL, delaying the fighter’s progression until it finally received its final operational clearance in 2019—nearly a quarter-century after its initial target launch date in 1994. Presently, India operates a modest fleet of merely 38 Tejas Mark-1 fighter jets, distributed across two squadrons. While these aircraft are assembled domestically, their ‘indigenous’ claim is often debated, given that over a third of their components are imported, highlighting the ongoing reliance on global supply chains for critical parts, challenging the program’s original autonomy goals.
The IAF’s operational capacity stands at a critical juncture, possessing only 31 operational squadrons against a sanctioned strength of 42. This deficit is acutely felt when juxtaposed against India’s primary geopolitical rivals, China and Pakistan, whose air forces are rapidly modernizing and expanding. Two of India’s current squadrons still rely on 60-year-old MiG-21s, scheduled for retirement, further exacerbating the squadron shortfall. The increasing sophistication of the Chinese aerial fleet, in particular, renders India’s developmental lags a matter of profound national security concern, demanding immediate attention to bridge the capabilities gap.
Despite these challenges, there have been efforts to upgrade the fleet. In 2021, the IAF placed an order for 83 units of the new Tejas Mark-1a variant, promising enhanced electronics, fly-by-wire hardware, and radar systems. However, four years later, none of these upgraded aircraft have been delivered, and an additional order of 97 is merely under consideration, adding to the uncertainty. The IAF’s leadership has publicly expressed a lack of confidence in HAL’s ability to meet delivery targets, underscoring the severe production bottlenecks that continue to hinder the program’s progress and the timely modernization of the air force.
To address the pressing need for increased production, HAL has explored collaborations with foreign and private sector partners, including outsourcing the manufacture of the rear fuselage. Yet, the projected delivery of only 6-16 Tejas jets in 2026 remains significantly below the IAF’s urgent requirements. Simultaneously, development of the more powerful Tejas Mark-2 continues, with aspirations to begin flight testing in 2026 and produce 120 units by 2034. With a reported 80% domestically manufactured engine, the Mark-2 aims to genuinely bolster India’s self-reliance in jet production, though engine concerns persist.
An infusion of upgraded Tejas aircraft is paramount for India to effectively maintain strategic parity with its rivals and address its dwindling fleet numbers. The sustained production delays and challenges in achieving full indigenous manufacturing threaten to leave India’s aerial defense capabilities vulnerable in the long term. The future of India’s air power hinges on overcoming these deeply entrenched issues, ensuring that the Tejas, a symbol of national ambition, can finally fulfill its potential and provide the robust, self-sufficient defense platform it was always intended to be.
