THE WAY WE PLANNED
IAF Chief's interview in November 1974*

HAL built fighter aircraft types during the period 1950-1970 : de Havilland Vampire FB 52, Folland Gnat and HF-24 Marut

V: Please give a reflection of the role of the Indian Air Force in the Seventies.

CAS: We have already reached the last quarter of 1974 and thus two fifths of this decade is nearly over. The Indo-pak War of December 1971 has brought into focus the role that the IAF has played and should play against an aggressor. The IAF is a weapon of peace and is primarily meant for the protection of its air space and support to the Army and Navy. Throughout its history the IAF has always been ready to defend the nation in the face of naked aggression. This fact has been more than amply demonstrated in the past. Some of its very senior pilots had also flown in Europe in air operations against Germany. In 1947 in wake of partition of the country, the IAF rallied to the defence of the nation in J&K. Had it not been for relentless action by its fighter and air transport forces, the fate of J&K at that crucial time might have been different. The IAF also saw action in Hyderabad and during the Goa operations. During the 1962 Chinese aggression, although the strike element of the IAF was not employed, its air defences were on alert and air transport elements were used. In the Kutch Operations it was the air recce element which first detected the presence of enemy armour and later nullified its aggressive intentions. Once again during the 1965 Indo-pak War, the Air Force was engaged in its totality in defence of the nation. The December 1971 War decisively proved the superiority of the Indian Air Force over that of the enemy and proved its calibre.

In accordance with national policy, the IAF is equipped with air defence, close support, air transport, maritime support aircraft as also helicopters for communication and rescue duties. To support this force we have an Air Defence Ground Environment System which is being modernised and up-dated to keep pace with the IAF's current aircraft weapon systems. This has become essential as our neighbour has acquired some high performance aircraft, weapon systems and an air defence environment much stronger than before. The emergence of a friendly Bangladesh has changed the geo-political picture with consequential impact on our strategy. The oil and food crises have created certain problems which have a direct bearing on defence spending on our part. There is need for greater vigilance on our part during the latter half of the 70s.

 

The English Electric (now BAE Systems) Canberra B(I) 5B interdictor-bomber gave the IAF its long reach for nearly four decades, till replaced by Jaguars from what is now BAE Systems, also at Warton in the U.K

V: The IAF, reputedly the world's fifth largest air arm, updated and strengthened much of its flying equipment in the period 1966-71. However, after the December 1971 war some urgent decisions were to be taken on replacements : in current thinking, what are the priority roles sought for fulfillment by the purchase of new aircraft?

CAS: In the December 1971 War, the IAF had sustained some losses of its fighter aircraft. This was understandable too, because of the forward policy which the IAF had adopted by taking the air war into the heart of the enemy's land, by striking at its air bases in broad daylight. This bold and aggressive policy paid handsome dividends by breaking the morale of the enemy and enabled us to damage/destroy its arsenals, oil reserves, harbour installations, radar stations as also air bases. We have been receiving some of our requirements indigenously, others are in the pipeline but it has to be accepted that we could do with some more, especially because our neighbour has (and continues to) acquire quantitative and qualitative enhancement of his defence forces; the additions of significance are in respect of armour, anti-aircraft and anti-tank weapons, ships and aircraft covering varying roles. It would be prudent on our part to have in being aircraft with a long reach, sophisticated fire control and navigation/attack systems so that should an occasion arise, the same can be used to hit targets in a manner which would hurt the enemy's war potential most.

 

The beautiful lines of the Hawker Hunter are seen here, the type having served with the IAF for some 45 years.

We have plans to develop the Gnat into a relatively inexpensive close support aircraft, and the HF-24 into an advanced strike aircraft capable of Mach 2 performance. The MiG-21M production has now replaced the MiG-21FL, the former being a more potent weapon platform. As two of these would be indigenous developments, we would have to await their induction. Such projects by their very nature have a long gestation period.

 

IAF pilots scramble towards their Gnats during the December 1971 operations

In the maritime support and strike roles, the IAF badly needs more sophisticated/suitable aircraft. With the growing threat to our expanding merchant fleet and the Indian Navy and the threat of underwater weapons in greater numbers in the Indian Ocean, the need for a proper MR/ASW aircraft has been felt for a long time but invariably high cost considerations have deferred a decision with regard to such an aircraft. The ''Super Connie'' at present being used in the MR role is totally inadequate for the purpose. As the numbers of MR/ASW aircraft required would be small, indigenous manufacture can be ruled out. We have to acquire such aircraft by outright purchase. Unfortunately such aircraft are extremely expensive; each of them costing anything from Rs.6 to 12 crores a piece depending on the avionics and weapons fit.

 

The classic C-47 Dakota remained workhorse of the IAF transport fleet for 40 years

In the air transport fleet, the Dakota and the Packet are now very old. On merits they deserve a well earned retirement. The non-availability of special fuel for Packet aircraft in the world market is another factor which necessitates its early replacement.

There is also an urgent need to rejuvenate our fleet of training aircraft. The Vampire used for fighter training has more than outlived its usefulness. Owing to insurmountable maintenance problems it cannot continue with safety any longer. In the Kiran we have an advanced trainer aircraft which can fulfill our current and foreseeable requirements. Its quantitative induction at the very earliest is overdue.

V: Not necessarily referring by names to specific aircraft types, please comment on the philosophy behind and a description in broad terms of the type of combat and support aircraft sought i.e. for ground support, long range interdiction, tactical transport support, basic training, weapon training roles.

 

Fairchild C-119G Packets (some with dorsal mounted jet packs) were backbone of tactical airlift till replaced in the 1980s

CAS: Ground Support: The fighter bomber aircraft used in ground support or close support of the Army is basically one which carries a fairly heavy ordnance load of a mixed variety. It should be able to carry bombs, rockets of various types, cannon and air-to-ground guided weapons. In addition most of such aircraft should also be capable of carrying cameras integrally or in pods for recce purposes. For such a role, I would prefer a near-sonic performance light weight, low cost, highly manoeuvrable aircraft.

Long Range Interdiction: The deep penetration strike aircraft has to have a large radius of action at high speed and therefore large integral and external fuel holdings. In addition it must carry sufficient ordnance and an accurate delivery system to cause crippling damage to enemy installations. Survivability is better in a twin-engined aircraft. Self-defence capability, if intercepted by enemy fighters is an added advantage. The IAF does not possess such a capability. As success in war depends on crippling the war-making potential of an enemy, one must "hit where it hurts most" and that too with telling effect. To do this one must have the right type of weapon systems but more than that the ability to use such weapon systems with skill and proficiency.

 

DHC Caribou, the ultra short take off landing (STOL) tactical transport from Canada did great service in Indias' North-East

Tactical Transport Support: The IAF possesses the Dakota, Packet and Caribou for this role. These aircraft have reached retiring age. Keeping in view our commitments it would be to our advantage - technically and operationally - to replace all these aircraft with a medium tactical support STOL aircraft. The selected aircraft should be capable of operating from small unprepared strips at varying altitudes and in a wide spectrum and temperature and pressure conditions. Such an aircraft should be capable of easy and rugged handling, good manoeuvrability and low tail loading facility.

Basic and Advanced Training: The basic trainer with the IAF is the HT-2. The indigenously manufactured HJT-16 which has now entered service as an advanced trainer is a very useful aircraft for the role and has years of service ahead of it. As it is the policy of the Air Force to progressively move over to jet training for all its pilots, this aircraft would be used for all aspects of flying training from the very inception. The light piston- engined aircraft (HT-2) would be utilised to assess flying ability/ potential of all those who volunteer to fly. This training would be of a reasonably short duration but training on the jet trainer aircraft would have to be extensive so that our pilots can be prepared for handling the high performance and sophisticated weapon systems which are in the inventory of the IAF and of future ones which may replace them.

 

The Antonov An-12 sustained an "airbridge" over the Himalayas, particularly to Ladakh, for nearly 40 years till supplanted by the IIyushin II-76

Weapon Training Roles: Basic weapon training used to be provided by the Vampire during the training phase. This will now be taken over by the current trainer in use. Operational training in squadrons would have to be carried out on respective types depending on the role of each squadron. This is the case even today.

In the case of air-to-air and air-to-ground weapons, as the cost of ordnance stores is increasing at a galloping pace, liberal use of live weapons for training is no longer possible. Progressively, all Air Forces have to fall back on simulated training or use of "dummies'' as the cost of explosives, including missiles, is exorbitant. In some cases weapons are replaced by cameras to assess the aiming accuracy.


V: It is suggested that the prevailing economic conditions have resulted in limited appropriations for the Air Force which will have their maximum impact on pending programmes for new aircraft. How much approximately of the IAF's budget is normally available for equipment purchases?

CAS: In the context of rising prices of all commodities such as rations for the armed forces, POL, spares and equipment, the maintenance costs have more than doubled over the last five years and any increase in the defence budget is offset by the still soaring prices to maintain the Air Force at its present level.

V: What are the parameters in the proposed re-orientation of training methods?
    When is the all-through jet training scheme to be initiated?
    Does the HJT-16 provide the IAF with the kind of training platform desired?
    When are the Harvards to be phased out from the flying training syllabus?
   What aircraft types can be considered to supplant the HT-2 primary trainer? Can the Delhi-designed Revathi Mk.2 feature in this
   context?

CAS: The flying training pattern in the IAF is divided into three: basic, advanced and applied training. Basic training is presently on HT-2. Advanced training is on Harvard aircraft. This aircraft is expected to be phased out soon. HJT-16, the jet trainer has already been inducted and is expected to progressively take over advanced and applied training during 1975. There is no plan to introduce an all-throughjet training in the IAF. The basic piston-engined trainer on which the pupil flies about 40 hours helps in weeding out unsuitable candidates at an early stage and thus prevents wasteful use of a jet trainer if the latter was also a basic trainer. The HT-2 would in the course have to be replaced by an indigenously designed basic trainer. The Revathi as evaluated has not been found suitable for this purpose.

V: A reduction in the multiplicity of transport types is said to have been considered for at present there is excessive investment and high operational and engineering costs : it has been suggested that the IAF's transport force could be leaner, though equally efficient, by adopting two basic types -heavy and medium transports.
    What is the time table for such fulfillment?
    What types are to be phased out in the immediate future?
    What is the IAF's thinking on the tri-cap Divisions for the Army of the future? Will helicopters play an increasing role in air 
    mobility tactics?

 

Prototype of the HAL HPT-32 Deepak basic trainer in the late 1970s

CAS: The need to replace the air support fleet has already been explained. At present the An-12 is the heavy duty aircraft and will continue to be so. The Packet, the Dakota and the Caribou types make up today's tactical transport fleet of the IAF. There is no denying the fact that the lesser the types the better they can be managed. Financial resources and availability of aircraft permitting, all the three types comprising the medium tactical transport force would phased out. It is my view that helicopters would play an increasing role in air mobility. The utility of such vehicles was amply proved during the 1971 conflict.

       I have not given any thought to the problem of tri-cap divisions. In the present context of our economy it is premature to think of such an outfit. However, this is a fit problem for the Army to consider in the first instance.

V: As the IAF has assumed responsibility for air defence of naval forces and the provision of shore-based tactical air support for the fleet, besides offensive operations against enemy submarines, what are the IAF's plans towards re-equipping itself for this increasingly important role?

CAS: As all plans are dependent on availability of financial resources, and these are very tight. We have undertaken evaluation of various aircraft and weapons systems which could be inducted into service. As things stand today it is not possible to forecast with accuracy to what extent and when such re-equipment would take place.

 

The early model MiG-21 FL (Type 77) has solidered on with the Indian Air Forcefor nearly four decades.

V: There have been continuous references on long range strike aircraft under development within the country : is this a reference to the Marut Mk.III? There appears to be considerable "strength" left in the present HF-24's design and therefore further development is possible : how does the Mk.III's development fit-in with the IAF's time-table?
    Obviously such a new aircraft will have to offer very advanced all-weather weapon delivery system of great accuracy, wide range of stores with low-level terrain-following guidance for the strike role in the eighties: how does this dovetail with our Air Staff Requirements? Which interim types can be considered?

 

The powerfully - engined Antonov An -32 became the IAF's medium tactical transport aircraft from the mid - 1980s

CAS: The development of a Deep Penetration Strike Aircraft (DPSA) within the country is a process of technological follow through of the HF-24 which possesses the requisite potential for development into a Mach 2-class aircraft. Obviously, such an expensive aircraft would be of no consequence if the designers do not provide it with matching navigation and weapon delivery systems. Such changes as increased range, weapon load and survivability are within the design competency and technical know-how of our experts, with some external assistance. It would be futile for any country to develop a weapon system which does not meet the requirements spelt out by the Services. An expensive venture such as the development of the HF-24 cannot but follow this concept.

 

The Tejas light combat aircraft (LCA) is under development at the Aeronautical Development Agency (ADA) and delays in its operational induction may force the import of an "interim" fourth generation type.

Jaguar maritime strike fighter, built by HAL

V: The Remotely Piloted Vehicle (RPV) era is just ahead. The Aeronautical Development Establishment at Bangalore have recently designed and launched such a vehicle. How do RPVs - as target drones/photo-reconnaissance craft-figure in the IAF's plans?

CAS: The Remotely Piloted Vehicle (RPV) is a means of providing both target practice with live missiles and for reconnaissance into enemy territory. Sooner rather than later such systems would have to be inducted into the Service.

V: Would the IAF be associated with the new series of communication satellites now being prepared for orbit-launching by the ISRO?

CAS: The communication satellite programme is a national programme with its priority for use as a means of taking television to the masses in the countryside throughout the length and breadth of the country. It is therefore not oriented to meet defence requirements. As a major user of communication facilities, the IAF will soon have in being a system which would meet its operational requirements.