The transport fleet of the Indian Air Force (IAF) has a distinguished history. In October 1947, just weeks after Independence, IAF Dakotas rushed troops to the Kashmir Valley to save it from being overrun by Pakistani forces. Then, on December 11, 1971, at the height of the Bangladesh War, a fleet of transport aircraft dropped a Para Battalion Group at Tangail in Bangladesh. Although it is rare for such a large, lumbering fleet to venture deep inside enemy territory, it succeeded mainly because the IAF had established air supremacy over Bangladesh. Although the IAF has not gone to war since 1971 apart from Kargil in 1999, its transport fleet has been in action a number of times. Its IL-76 and An-32 aircraft were extensively used in the induction and support of the Indian Peace Keeping Force in Sri Lanka from July 1987 to March 1990. In November 1988, IL-76 aircraft transported Indian Army’s para-commandos to Malé in a swift response to appeal for assistance by the Maldivian Government.

All in a Day’s Work

War or peace, for the transport fleet, it is all the same. In the event of a calamity, rapid and efficient response is necessary, usually at short notice. In the devastating earthquake in Nepal on April 25 this year when overworked transport crew were looking forward to a peaceful weekend, the urgent call to action stations was received calmly. Soon a fleet of transport aircraft including the C-17 Globemaster III, C-130J Super Hercules, IL-76, An-32 as also the Mi-17V5 and Mi-17 helicopters, were involved in a rescue effort mounted in conjunction with the Indian Army. When the mammoth humanitarian assistance and disaster relief mission codenamed Operation Maitri, finally wound up on June 4, a total of 2,223 sorties had been flown towards rescue and evacuation of stranded victims, besides transportation and airdrop of relief material.

It was a feather in the cap of the fleet. Indeed, practically every major crisis, natural or manmade, sees the involvement of transport aircraft. In April 2015, it was the IAF’s C-17s that were called upon to evacuate Indian nationals and others from conflict-hit Yemen.

Mercy missions such as these showcase the IAF’s ability to respond speedily, efficiently and with professionalism. They win plaudits for India and its armed forces. Besides, these are excellent training for war, when everything is at fever pitch and no excuse is acceptable for an inadequate or botched response. And the shortcomings they reveal, as no planned exercise can, are used by commanders to be better prepared for the next round. However, for maximum effectiveness, the IAF transport fleet must have platforms ranging from strategic heavy lift to light tactical transport aircraft of various types, payload capacity and operational potential and in adequate numbers. In other words, the IAF needs a balanced fleet.

But is the transport fleet balanced?

Hurrah for Heavy-lift

The transport fleet was last modernised in the mid-1980s. IL-76 aircraft inducted from the USSR gave the IAF strategic airlift capability for the first time and proved their worth on many occasions. However, as air forces around the world have discovered, utilisation of transport fleets usually outstrips projections and the IAF is no exception. Overuse and lack of product support from Russia resulted in the pitifully low availability of the IL-76 fleet.

Therefore, in 2011, a $4.1-billion deal was signed for the purchase of ten Boeing C-17 Globemaster III strategic airlift aircraft, through the US Government’s foreign military sales (FMS) programme. The C-17’s 74.8-tonne payload capacity is a huge increase over the 43-tonne limit of the IL-76. A fully-loaded C-17 needs a 7,000-foot runway to takeoff and can land on an airstrip of 3,000 feet. With a cruise speed of 450 knots at 28,000 feet, the C-17 flies 2,400 nautical miles without refuelling. Although it is over 20 years old and production ceased earlier this year, currently, it is still the world’s best strategic airlift aircraft.

The C-17s equip 81 Skylord Squadron based at Air Force Station Hindon. Since they have served exceedingly well for a range of missions, the IAF has long wanted additional aircraft. However, with a proposal to purchase three more C-17s still pending with the government, it appears that Boeing has only one available. With just 11 C-17s, the IAF may be hard put to meet its commitments in the future. The IL-76 fleet is still a valuable asset as although the normal life of any fleet is 25 years, it is extendable to 40 with midlife upgrade. Accordingly the IAF has sought government approval for a comprehensive upgrade of its 17 IL-76 fleet and its seven IL-78MKI flight refuelling aircraft.

An event of major significance in 2008 was the $962 million contract with the US Government to purchase through FMS, six Lockheed Martin C-130J Super Hercules tactical transport aircraft. The world’s most widely used military transporter, the C-130J has been in continuous production since 1957. It is a four-engine turboprop with a payload capacity of 19 tonnes or 92 fully equipped troops. The IAF’s five aircraft (one was lost in March 2014) equip 77 Veiled Vipers squadron based at Hindon. They are the C-130J-30 version, customised for Special Operations, but the IAF also has the option of using them for airlift. Another six aircraft have been contracted for delivery commencing 2017 under a $1.01-billion deal signed in December 2013. These will form a new squadron to be located at Panagarh.

Tactical Trouble

While the strategic airlift fleet is in relatively satisfactory shape the tactical segment needs watching. The IAF’s 104 twin-turboprop An-32s, inducted between 1984 and 1991, remain the backbone of the transport fleet. A $400-million agreement for upgrade to An-32RE standard was signed in 2009. This would increase their life to 40 years and includes advanced avionics, cockpit modification and noise and vibration reduction plus enhancement of payload capacity from 6.7 to 7.5 tonnes. However, the project has suffered a setback. While the first 35 aircraft out of 40 were expeditiously upgraded in Ukraine, the last five are a year overdue on account of the conflict in that country. The remaining 64 planes were to be upgraded at the IAF’s No 1 Base Repair Depot at Kanpur by 2017-18; but it is unclear if necessary technical support from Ukraine will be forthcoming. These aircraft need to be upgraded soon to prevent a major gap emerging in the IAF’s tactical transport fleet.

However, what has brought cheer to the IAF is the clearance by the Defence Acquisition Council in May 2015 of a proposal to replace the HS-748M Avro twin-turboprop by a modern tactical transporter. The 56 remaining Avros, licence-produced by the Hindustan Aeronautics Limited (HAL), are to be replaced by C295 aircraft, jointly produced by Airbus Defence & Space and Tata Advanced Systems Ltd. The Airbus C295 is a twinturboprop tactical transport aircraft with a rear-ramp and can carry 71 troops or a payload of 9,250 kg. The IAF is slated to receive the improved C295W version with winglets and more powerful engines. For the first time, HAL will not be involved in the production of a military aircraft in India, marking a giant leap for the country’s private aerospace industry. Since the first 16 aircraft will be in flyaway condition, they may join the IAF without much delay. The remaining 40 are to be produced in the country, with indigenous content increasing progressively from 30 to 60 per cent. With the OEM also responsible for lifetime product support and maintenance the IAF can count on high serviceability. However, a contract is yet to be inked.

Presuming that all 104 An-32s can ultimately be upgraded, they will be ready for withdrawal from service by 2030. They are to be replaced by a new twinjet – the multi-role transport aircraft (MTA). In September 2010, HAL signed a joint venture agreement with United Aircraft Corporation (UAC) of Russia to develop this high-wing, rear-loading, tactical transport aircraft, a derivative of the Iluyshin IL-214. The MTA with 15- to 20-tonne payload capacity would be suitable mainly for tactical role. The IAF’s initial order is expected to be for just 45 aircraft.

Balancing Act

The IAF is embarked on transformation into a true strategic force and all segments of its transport fleet must play their part. The induction of the C-17 jets and C-130J turboprops was very welcome, but the tactical echelons must now be addressed on priority because the bulk of IAF routine tasks are undertaken by the An-32 and the Avro fleets.

For starters, the C295 deal needs to be inked without delay so that the aircraft can start coming in to shore up the tactical fleet. Since the C295 will be produced by Airbus, one of the world’s top aerospace manufacturers and the Tata Group, one of India’s most respected business conglomerates, its induction is likely to be a smooth affair. This will give the IAF breathing space either to pursue the An-32 upgrade project with renewed vigour or to scrap it and consider suitable alternatives. If completing the An-32 upgrade is unacceptably delayed or abandoned, the IAF could appropriately increase its order for C295 aircraft.

In order to harness the full potential and flexibility of air power, the IAF’s transport fleet needs to be equipped for all contingencies, strategic as well as tactical, during war and peace. This is all the more important in view of India’s intention to gradually extend its sphere of influence from the Gulf of Aden to the Strait of Malacca. The transport fleet is usually the first choice in any situation that requires a speedy response. It needs adequate long-range heavy-lift aircraft as well as light tactical transport aircraft to meet any eventuality.