Some industry leaders believe that joint ventures with international aerospace giants are the way to go. Whatever the route, it will take some time for such efforts to bear fruit. However, there are growing prospects that at least some general aviation and small commercial aircraft will soon sport the ‘Made in India’ label.

What do practically all the hundreds of commercial airliners and business aircraft that crisscross Indian skies have in common? For one thing, they are not made in India.

India is globally recognised as being an emerging economic, military, space and nuclear power. It is the world’s ninth largest civil aviation market and with its 10.5 per cent projected growth, should become the fifth largest by 2014. Given its booming economy but current abysmally low score in aviation penetration, the aviation story can only get better. Yet, apart from a handful of general aviation aircraft, all other civil aircraft are imported. The country does indeed manufacture several types of planes and helicopters. Public sector giant Hindustan Aeronautics Ltd (HAL) has been making military aircraft for decades. Based at seven locations across the country, HAL has 19 production units that produce 14 foreign aircraft under licence as well as 12 indigenously developed types. But its role is limited to military aviation, while the commercial sector has scarcely gained from its considerable competence.

Breaking into the Big League

Then there’s the National Aerospace Laboratories (NAL), an institution under the Council of Scientific and Industrial Research (CSIR), whose role is primarily commercial. NAL’s Hansa-3 is the country’s first all-composite aircraft, specially designed for flying clubs and general aviation. This singleengine light aircraft is co-produced with Taneja Aerospace & Aviation Ltd (TAAL). NAL is also working with Mahindra Aerospace to develop the NM5-100, a five-seat turboprop aircraft. Another key project engaging NAL’s attention is the Saras, a 14-seat multi-role transport aircraft aimed primarily at the Indian Air Force (IAF). A couple of years ago, the second prototype of the twin pusher-propeller Saras crashed, killing all three crew. This proved a major setback for the much-delayed programme, bringing it to the brink of abandonment. But now there’s renewed enthusiasm for the project. A replacement of Saras prototype is expected to make its first flight by the end of the year, leading to aircraft certification in 2013 and first delivery in 2014.

All these are relatively minor projects and NAL is keen to move on to bigger things. The RTA-70 regional transport aircraft is the emblem of its ambitions. Initially planned as a twin turboprop, the RTA-70 may be powered by turbofan engines instead. It is likely to be produced in two variants: a 70-90 seat version and a longer 80-100 seat version. Its range is expected to be around 2,500 km, making it eminently suitable for countrywide operations. NAL is in discussion with a number of engine manufacturers, including Pratt & Whitney, Rolls-Royce, Snecma and General Electric and hopes to submit a recommendation on this key project to the government in the near future. The RTA-70 is projected to be in service as early as 2017, though this time frame could be somewhat optimistic in the light of delays experienced in so many major projects. The government is hoping it will be a commercial success and prove a stepping stone towards the design and manufacture of even larger aircraft in the country.

India’s long shopping list for foreign military hardware could also provide a much-needed fillip to civilian aircraft manufacture. In order to enable overseas companies to meet their 30 to 50 per cent offset obligations on arms orders, the government is relaxing conditions, allowing such investments to be made in civilian industries as well. This will help the commercial and general aviation manufacturing sectors make rapid progress. Large, well-established and respected companies like the Tata Group and Mahindra & Mahindra have already entered into alliances with various foreign corporations for manufacturing parts and assembling aircraft under offset agreements. However, they are unlikely to be content with these “crumbs” and are practically certain to move up the ladder to licensed production, and further to aircraft manufacturing. With countries like Brazil having built a formidable aerospace industry from scratch, the question being increasingly asked is, “If Brazil can, why can’t India?”

Mahindra Magic

The clear and confident answer from Mahindra Aerospace is, “we can”. Three years ago Mahindra was renowned for automotive engineering but had little or no interest in aerospace. Now it aspires to make its mark in the aerospace world, currently dominated by Western giants, and emerge as the Embraer of India. Mahindra believes that India should tread the path of collaboration and co-development. By becoming co-developers of future technology, Indian companies can establish their utility in the global supply chain, enhance their own capability to generate future technologies and simultaneously ensure that they are not left behind by technology growth elsewhere.

Mahindra Aerospace’s immediate ambition is to become globally recognised as a manufacturer of cost-effective, efficient and robust utility aircraft, with a portfolio of four to six competitive models. In conjunction with NAL, it shortly plans to launch the NM5-100, intended to be an air taxi as well as for training, tourism and medevac. The NM5 is capable of taking off and landing on unpaved runways. Currently assembled in Australia, it is expected to be test-flown in May or June and may have a price tag of Rs. 1.5 crore, giving it at least a 20 per cent price advantage over similar Westernbuilt aircraft like entry-level Cessna models. Mahindra has supported NAL in designing the prototype, fabricating components and assembly, while flight testing is NAL’s responsibility. Once the aircraft is certified (probably in Australia) Mahindra will handle production and marketing.