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News18
5 days ago
- Business
- News18
HAL receives first set of wing assemblies for Tejas LCA from L&T
New Delhi, Jul 17 (PTI) State-run aerospace major Hindustan Aeronautics Ltd (HAL) on Thursday received the first set of wing assemblies for its Tejas Light Combat Aircraft (Mk1A) programme. The wing assemblies have been produced by Larsen & Toubro. HAL Chairman and Managing Director D K Sunil described it as a 'testament" to years of 'dedicated hand-holding and a shared commitment to excellence" by the aerospace major and the L&T. 'The HAL is working with suppliers, both large and SMEs, as an initiative towards achieving Aatmanirbharta in the aerospace and defence sector," he said. 'The HAL has effectively built a parallel aircraft structural assembly line in the private sector which will help in capacity augmentation of the LCA Tejas programme," he said. The wing assemblies were handed over to HAL in Coimbatore. In February 2021, the defence ministry sealed a Rs 48,000 crore deal with HAL for the procurement of 83 Tejas Mk-1A jets for the IAF. The ministry is also in the process of procuring 97 more LCA Mk-1As at a cost around Rs 67,000 crore. The single-engine Mk-1A will be a replacement for the IAF's MiG-21 fighters. The IAF is looking at inducting the warplanes as the number of its fighter squadrons has gone down to 31 from officially sanctioned strength of 42. Tejas is a single-engine multi-role fighter aircraft capable of operating in high-threat air environments. It has been designed to undertake air defence, maritime reconnaissance and strike roles. PTI MPB ZMN (This story has not been edited by News18 staff and is published from a syndicated news agency feed - PTI) view comments First Published: July 17, 2025, 20:15 IST Disclaimer: Comments reflect users' views, not News18's. Please keep discussions respectful and constructive. Abusive, defamatory, or illegal comments will be removed. News18 may disable any comment at its discretion. By posting, you agree to our Terms of Use and Privacy Policy.
Time of India
5 days ago
- Business
- Time of India
HAL receives first set of wing assemblies for Tejas LCA from L&T
State-run aerospace major Hindustan Aeronautics Ltd (HAL) on Thursday received the first set of wing assemblies for its Tejas Light Combat Aircraft (Mk1A) programme. The wing assemblies have been produced by Larsen & Toubro. Explore courses from Top Institutes in Select a Course Category healthcare Data Science Data Science Artificial Intelligence Digital Marketing Others Operations Management MBA MCA Healthcare Design Thinking Degree Cybersecurity Project Management others Management Finance Leadership Product Management PGDM CXO Technology Data Analytics Public Policy Skills you'll gain: Duration: 11 Months IIM Lucknow CERT-IIML Healthcare Management India Starts on undefined Get Details HAL Chairman and Managing Director D K Sunil described it as a "testament" to years of "dedicated hand-holding and a shared commitment to excellence" by the aerospace major and the L&T. "The HAL is working with suppliers, both large and SMEs, as an initiative towards achieving Aatmanirbharta in the aerospace and defence sector," he said. "The HAL has effectively built a parallel aircraft structural assembly line in the private sector which will help in capacity augmentation of the LCA Tejas programme," he said. Live Events The wing assemblies were handed over to HAL in Coimbatore. In February 2021, the defence ministry sealed a Rs 48,000 crore deal with HAL for the procurement of 83 Tejas Mk-1A jets for the IAF. The ministry is also in the process of procuring 97 more LCA Mk-1As at a cost around Rs 67,000 crore. The single-engine Mk-1A will be a replacement for the IAF's MiG-21 fighters. The IAF is looking at inducting the warplanes as the number of its fighter squadrons has gone down to 31 from officially sanctioned strength of 42. Tejas is a single-engine multi-role fighter aircraft capable of operating in high-threat air environments. It has been designed to undertake air defence, maritime reconnaissance and strike roles.
Indian Express
15-07-2025
- Business
- Indian Express
Second GE 404 engine delivered to HAL, 12 Tejas Mk 1 A to be delivered by year-end: Officials
Twelve Light Combat Aircraft (LCA) Tejas will be ready to be rolled out by December this year, of which six have already been lined up, government officials privy to the latest developments have said. Officials confirmed to The Indian Express that the second GE F404 engine from US defence major GE Aerospace has already landed in India as of Monday and would be taken to the state-owned Hindustan Aeronautics Limited (HAL) facility in Bengaluru, where they will be integrated with the indigenous Tejas Mk 1 A aircraft. In August 2021, HAL placed an order worth Rs 5,375 crore for 99 F404 engines with GE Aerospace to power the indigenously made Tejas Mk-1A. The first of these jet engines was delivered to HAL after a delay of nearly a year and a half, in April this year. The Indian Air Force has placed an order to procure 83 Mk 1 A fighter jets. The defence ministry is also in the process of procuring 97 more LCA Mk-1As at a cost of around Rs 67,000 crore Officials said that GE Aerospace has said it will deliver 10 engines by the end of this year. 'It takes about a month to integrate the engines and do the tests. The process first involves building the fuselage, then getting the lobing and piping done, followed by combining the landing gear,' an official explained. 'After integrating the engines, the ground runs, including the high-speed runs, are carried out for all thorough checks,' the official added. The deliveries of LCA Tejas Mk 1A were scheduled to begin in March 2024, but were delayed by over a year. Last month, HAL Chairperson and Managing Director D K Sunil attributed the delay to GE Aerospace missing the deadline to supply the aircraft engines to HAL for Tejas Mk 1A. The development came weeks after IAF Chief Air Marshal AP Singh expressed concerns over delays in the delivery of the jets. The timely induction of the indigenous fighter jets, including Tejas Mk 1A, is crucial to hold the IAF's dwindling squadron strength. The IAF has phased out most of its MiG-21 squadrons, and early next decade, it is likely to begin phasing out other ageing fighter squadrons. According to officials, HAL plans to produce 16 fighter jets next year, provided the engine deliveries from the US are on schedule. The original plans were to produce 16 aircraft every year and complete deliveries of all jets by 2030. The Tejas Mk 1 A jets have multiple upgrades over the Tejas Mk 1 version, including integration of the AESA radar, Advanced Electronic Warfare Suite with a jammer, and Beyond Visual Range (BVR) capabilities with integration of Derby and the indigenous ASTRA missile. Officials said testing for the indigenously-made ASTRA missile firings from the aircraft is underway at present. Earlier this month, Defence Minister Rajnath Singh asked US Secretary of Defense Pete Hegseth to expedite the deliveries of GE F404 engines that will power the Tejas Mk 1 A. The engine deliveries from GE Aerospace were originally scheduled to begin in 2023, but were delayed due to COVID-19 pandemic and supply chain issues.
News18
10-07-2025
- Business
- News18
Cheaper Than Rafale And F-35, Armed With BrahMos: Tejas Mk1A To Get Rs 60,000 Crore Lift
Last Updated: The Air Force may order 97 more Tejas Mk1A jets, boosting the fleet to 180, strengthening indigenous defence production and enhancing deterrence against enemies In response to growing threats from Pakistan and China, India launched Operation Sindoor after the Pahalgam attack. Turkey has joined the list of adversaries, accused of aiding Pakistan with drones and weapons. Adding to concerns, a Turkish defence firm reportedly plans to invest in Bangladesh, now under an interim government seen as hostile to India. Amid these rising threats, India is rapidly modernising its military. The Army, Navy, and Air Force are upgrading with advanced rifles, tanks, drones, warships, and submarines. The Air Force is set to sign a Rs 60,000 crore deal with HAL for new fighter jets, following a 2021 order of 83 Tejas Mk1A jets worth Rs 48,000 crore. Despite delays caused by US manufacturer General Electric's (GE) engine supply issues, HAL is expected to begin deliveries of these fourth generation fighter jets by 2025, aided by a new production line in Nashik. Currently, the Air Force requires 41 to 42 squadrons to secure border areas but has only 31. With Pakistan set to acquire fifth-generation aircraft from China, India's strategic position could be compromised without prompt action. New Tejas Mk1A Deal Under Review The Air Force is considering ordering 97 additional Tejas Mk1A jets, potentially enhancing its fleet to 180 in this category, thereby strengthening indigenous fighter jet production and deterring enemy advances. The 2021 deal to supply 83 Tejas Mk1A fighter jets remains incomplete due to delays by GE in delivering engines. However, HAL Chairman and MD DK Sunil has stated that if the Air Force places an additional order for 97 jets, the delivery can be completed by 2031. The proposal is currently under review by the Defence Procurement Committee. HAL aims to produce 30 Tejas Mk1A jets annually from 2027, supported by GE's plan to set up a jet engine manufacturing unit in India through a partnership. Power Of BrahMos-NG The Tejas Mk1A will be a significant upgrade over previous fighter jets, featuring an advanced AESA (Active Electronically Scanned Array) radar system and plans to integrate the new-generation BrahMos cruise missile and Astra Mk-2 missile. The BrahMos-NG is more advanced than the current version, with a longer range. A hypersonic version is also reportedly in development, promising even greater speed. Powered by General Electric's F404-IN20 engine, the Tejas Mk1A will have a combat radius of 500 km, enabling it to strike targets without crossing enemy borders. Cheaper Than Rafale And F-35 Furthermore, the Defence Department is contemplating the acquisition of fifth-generation stealth fighter jets, an expensive endeavour but necessary to maintain strategic parity with China and Pakistan. However, when it comes to cost, the indigenous Tejas Mk1A is significantly more economical. Priced at Rs 618 crore per unit (Rs 60,000 crore for 97 jets), it is far cheaper than the Rafale. India signed a deal with French defence firm Dassault for 36 Rafale jets at a cost of Euro 7.87 billion (approximately Rs 78,998 crore at current rates), making the per-unit cost around Rs 2,194 crore. The fifth-generation F-35 stealth fighter jet is priced between $80 million and $110 million, translating to around Rs 942 crore per unit. In comparison, the indigenous Tejas Mk1A, at Rs 618 crore per jet, is significantly more cost-effective than both the Rafale and the F-35. view comments Disclaimer: Comments reflect users' views, not News18's. Please keep discussions respectful and constructive. Abusive, defamatory, or illegal comments will be removed. News18 may disable any comment at its discretion. By posting, you agree to our Terms of Use and Privacy Policy.
The Print
09-07-2025
- Business
- The Print
India's AMCA is a chance to break HAL's monopoly and finally build an aerospace ecosystem
Meanwhile, China has rapidly scaled its indigenous aerospace capabilities by nurturing multiple parallel programmes, from the J-10 and J-16 to the fifth-generation J-20 and the carrier-based J-35/FC-31, through a mix of centralised vision and decentralised execution. Even Pakistan, with far fewer resources, has co-developed the JF-17 with China, and is now inducting more advanced variants with indigenous inputs. These examples reflect the strategic dividends of diversified industrial capacity and risk-sharing. At stake is not just another fighter jet, but India's pathway to building a globally competitive, innovation-driven defence aerospace ecosystem. And that journey cannot proceed if HAL remains both gatekeeper and default beneficiary, while the Ministry of Defence (MoD) continues to play the role of a passive monopsonist. India is preparing to launch its most ambitious aerospace programme yet, the fifth-generation Advanced Medium Combat Aircraft. The challenge is no longer just designing the AMCA; it is choosing who should build it. In this context, Hindustan Aeronautics Limited Chairman and Managing Director DK Sunil's recent interview with Business Standard offers more than a routine corporate update. It reveals the institutional mindset of India's largest defence Public Sector Undertaking and its resistance to competitive integration. Sunil's central claim that India does not need another fighter jet integrator should not be mistaken for strategic realism. It is, instead, a warning bell. Pakistan is also exploring collaboration with Turkey, whose TF-X (Kaan) fifth-generation fighter is progressing under Turkish Aerospace Industries. While Pakistan's Project Azm remains aspirational, Ankara has emerged as a co-development partner across multiple domains, including UAVs and simulators. Pakistan's outreach signals its intent to pursue a multi-faceted industrial strategy, integrating Chinese platforms with emerging Turkish partnerships. India, by contrast, continues to rely on a single PSU integrator, raising questions about the adaptability and resilience of its aerospace model. Also read: Critics aren't HAL's enemy—hubris is. And it's hurting India's defence readiness Is HAL a prime contractor or an industrial department? Despite its scale, HAL functions more like an industrial arm of the Indian government than a true 'prime-contractor'. Global primes, such as Lockheed Martin, Dassault, or Korea Aerospace Industries, lead from the front: they own design IP, assume technical and financial risk, manage global supply chains, and remain accountable to both domestic and export customers. HAL, by contrast, operates under government protection, executes pre-funded programmes, and relies on design authorities like the Aeronautical Development Agency (ADA) or foreign OEMs for critical IP. It faces no real competition, has limited export exposure, and avoids performance-linked risk due to its structural insulation. In effect, HAL remains a delivery node within a protected procurement pipeline, not a market-facing, innovation-driven aerospace prime. The Medium Multi-Role Combat Aircraft (MMRCA) programme exposed HAL's limitations. Dassault, selected to supply 126 Rafales, refused to accept HAL as a license producer without control over production quality and timelines. India wanted Dassault to be accountable (akin to a prime) without granting authority, a contradiction that made the deal untenable. The programme collapsed, and India eventually bought 36 flyaway Rafales from France. Even trusted partners hesitate to rely on HAL for complex fighter integration, not due to malice, but due to structural inefficiencies. Also read: IAF Chief's anger at HAL is justified. The cost of inefficiency is borne by pilots The monopoly-monopsony trap: Scale, distortion, strategic risk The HAL chief's claim that India's Tejas Mk1A, Mk2, and AMCA orders over 30 years don't justify a second integrator rests on flawed arithmetic. It reduces the strategic rationale for diversification to a question of volume, ignoring the more profound truth: competition builds resilience, not redundancy. Industrial scale in aerospace isn't just about numbers. It's about throughput, maturity, and cost-efficiency through repeated, distributed production. Global primes succeed when they can amortise costs across hundreds of platforms, whether single-type (like the F-35) or via diversified workshare (as in Airbus or Boeing). India's current model concentrates HAL at the centre while spreading volumes too thin to drive down cost or attract serious private investment in Tier-1 capacity. India's inability to scale successful platforms like the LCA and ALH is a red flag. This failure has led to another distortion: supply-side-driven inductions. Successive governments have nudged the Indian Navy to accept HAL-developed platforms, not because they meet operational benchmarks, but to keep production lines running. Such approaches undercut user-driven capability development and operational imperatives, reinforcing the need for structural reform, not just patriotic procurement. Without committed production scales, indigenous design efforts remain boutique experiments. For foreign OEMs, this lack of scale undermines India's credibility as a license producer or collaborative builder. No serious partner will risk IP or joint development without shared control and credible volume. Also read: India needs foreign parts for Tejas. Defence atmanirbharta can't become a weakness Global benchmarks: How others built aerospace power Even countries with smaller defence budgets than India, like Israel, support multiple aerospace firms (Israel Aerospace Industries, Rafael, Elbit) that thrive on innovation, strategic partnerships, and export orientation. France backs both Dassault and Airbus through modular co-development and shared ecosystems. The United States maintains Boeing, Lockheed Martin, and Northrop Grumman in deliberate competition, treating capability redundancy as a strategic asset. Europe's Eurofighter Typhoon programme strikes a balance between sovereign control and shared industrial innovation. The Future Combat Air System (FCAS) and Global Combat Air Programme (GCAP) further reflect a global trend towards co-development and layered industrial workshare. Even Sweden's Gripen E/F-series fighter aircraft, in collaboration with Brazil, shows that modest domestic demand can still yield world-class platforms when design and cooperation are aligned. On a similar scale to India's, South Korea's KF-21, Turkey's TF-X, and Japan's F-X fighters demonstrate that aerospace ecosystems thrive when private or hybrid integrators are empowered. In each case, capability-building is a priority over monopoly. India's repeated failure to build an aerospace ecosystem India had a chance to break this monopoly model in the 1980s. Then DRDO chief VS Arunachalam proposed a public-private partnership for the LCA, involving Tata Sons and Commodore Arogyaswami Paulraj, as co-lead (now at Stanford and famous for MIMO antenna systems that power our wireless world). However, the system defaulted to state dominance, with ADA as the designer and HAL as the builder. That PPP vision, and a shot at a plural, innovation-driven ecosystem, was quietly laid to rest. Today, continuing to concentrate on integration within HAL is not only inefficient but also undermines our strategic ambitions. Also read: What Operation Parakram taught us—deterrence requires more than just mobilisation or rhetoric A promising opening, but will it survive HAL's resistance? To its credit, the Indian government has shifted gears. In 2023–24, the MoD and ADA invited private firms to compete as AMCA integrators. Tata Advanced Systems, L&T, Adani Defence, and Bharat Forge expressed interest. ADA would retain design authority, while HAL and private firms compete for production, a structure mirroring global best practices. But HAL's reaction, including public complaints about scoring 'zero out of 100' on a critical parameter, suggests it is resisting this opening. It wants to reassert its gatekeeping role, which is not a sign of confidence, but of institutionalised privilege. Subcontracting is not ecosystem building HAL often cites its vendor base of 6,500+ suppliers and growing private involvement in the Tejas Mk1A. Yet, integration, IP control, and testing remain with HAL. That's subcontracting, not ecosystem development. Globally, aerospace systems are modularised, with specialist firms integrating and certifying subsystems like avionics or flight software. These firms are trusted not just to build, but to deliver. India has the talent. It needs to trust it. India must empower private firms with full integration mandates, testing, certification, and programme management, if it wants them to rise beyond Tier-2 status. Without this leap, India cannot build the kind of agile, scalable defence ecosystem needed for future conflicts. That model cannot deliver the pace or adaptability India needs for future battlespaces. The goal must be not to displace HAL, but to prevent AMCA from being locked into a single-node production model. Building an aerospace ecosystem: What needs to change To achieve success with AMCA and join global aerospace leaders, India must enact the following strategic shifts: End HAL's integration monopoly: Select the AMCA integrator on merit, not entitlement. HAL should compete on equal terms. Select the AMCA integrator on merit, not entitlement. HAL should compete on equal terms. Empower ADA/NFTC as an autonomous design /flight testing authority: Grant ADA and the National Flight Testing Centre (NFTC) full institutional autonomy to function as sovereign design and flight test authorities, free from operational subordination to HAL or any other PSU Grant ADA and the National Flight Testing Centre (NFTC) full institutional autonomy to function as sovereign design and flight test authorities, free from operational subordination to HAL or any other PSU Create a joint venture/SPV : ADA, General Electric Aerospace (as potential engine supplier for initial AMCA Mk 1 units), and the selected integrator should co-anchor AMCA development to streamline workshare, secure funding, and protect intellectual property. : ADA, General Electric Aerospace (as potential engine supplier for initial AMCA Mk 1 units), and the selected integrator should co-anchor AMCA development to streamline workshare, secure funding, and protect intellectual property. ADA's monopoly as a design agency also warrants scrutiny: Countries like the U.S. and South Korea encourage competing design ecosystems, ranging from defence labs to private bureaus, which foster innovation and agility. India needs similar mechanisms to push ADA toward open, iterative design practices. India must choose ecosystem over entitlement India has paid a steep price for HAL's unchecked dominance, evident in the MiG-era overhauls, the decades-long Tejas saga, and the troubled ALH programme. These are not isolated episodes; they reflect deeper systemic risks tied to monopoly control. The AMCA programme offers a rare opportunity to course-correct, not just technically, but institutionally as well. HAL's assertion that a second integrator is unnecessary is not a strategic judgement; it is institutional self-preservation. Nations build aerospace power by fostering competition, accelerating timelines, and scaling industrial ecosystems, not by sheltering incumbents. Notably, the MOD has signalled its intent to shift this paradigm. In a public statement (Business Standard, July 8, 2025), Defence Secretary Rajesh Kumar Singh confirmed that a level playing field is being created for private firms to compete for AMCA integration. This policy shift mirrors earlier reforms in shipbuilding and land systems, and must now be followed by precise structural execution. What's needed is not just a level playing field, but a full runway, one that allows India to build, scale, and sustain a resilient aerospace base. Let the best builders lead. Let the strongest ecosystems grow. Private sector entry into AMCA must be viewed as a strategic necessity, central to national capability, rather than just an expansion of the vendor list. The author is a former Flag Officer Naval Aviation, Chief of Staff at the integrated HQ Andaman and Nicobar Command, and Chief Instructor (Navy) at DSSC Wellington. He tweets @sudhirpillai__ Views are personal. (Edited by Prashant)
