The transport fleet of the Indian Air Force (IAF) may appear to lack some of the glamour of the fighter fleet. But it is an equally essential arm in war, and perhaps even more useful in peace time. IAF aircraft like the giant Boeing C-17 Globemaster III and the Ilyushin Il-76MD in the strategic lift category, as well as the Lockheed Martin C-130J-30 Super Hercules in the medium lift category, are invaluable for the rapid movement of personnel, weapons, equipment and supplies across vast distances in the country and beyond. In the light lift category, there is the twin-turboprop Antonov An-32RE – a long-time stalwart. And from September 2023 onwards, the Airbus C295MW joins the fleet. It will be a welcome addition to the IAF’s inventory for more reasons than one.

While the IAF’s transport fleet routinely conducts air maintenance operations along the country’s borders, and in other areas, it is also frequently used for Humanitarian Assistance and Disaster Relief (HADR) missions. So what does the IAF currently have in its 250-strong inventory of transport aircraft, and what does the future hold?

COUNTING ON THE C-295

In September 2021, the Indian government signed a ₹21,935 crore deal with Airbus Defence and Space to procure 56 C295MW aircraft for the IAF under the Atmanirbhar Bharat Abhiyan (self-reliant India campaign). The aircraft will replace the IAF’s vintage 5.1-tonne payload capacity HS 748M Avro twin turboprops, manufactured by Hindustan Aeronautics Limited (HAL). The first 16 C295 flyaway aircraft will be supplied between September 2023 and August 2025 from the Airbus facility in Seville, Spain. These are expected to equip the IAF’s 12 Squadron AF based at AF Station Vadodara. The remaining 40 C295 aircraft will be manufactured by Tata Advanced Systems Ltd (TASL), in partnership with Airbus, between September 2026 and August 2031. On completion of the project the IAF will be the world’s largest C295 operator by far.

The C295 will be the first military aircraft to be privately manufactured in India. In October 2022, Prime Minister Narendra Modi laid the foundation stone of the manufacturing facility being jointly established by TASL and Airbus at Vadodara. The assembly line which is similar to the one in Seville, will be operational by November 2024. During the assembly, major components including the nose, fuselage, wings and tail unit will be integrated and tested. The parts that go into building the plane will be transported from Tata’s C295 main constituent assembly plant at Hyderabad which has already started making them, indicating the sense of purpose with which the Airbus-Tata consortium is approaching its task.

All 56 aircraft for the IAF will be fitted with an indigenous electronic warfare suite developed by Bharat Electronics Ltd and Bharat Dynamics Ltd. Following the delivery of these aircraft, Airbus can sell the C295 to other customers within India and export it to countries cleared by New Delhi. The Indian Navy and Indian Coast Guard have already expressed interest in acquiring at least nine and six aircraft respectively, configured for the maritime surveillance role. The Border Security Force is another keen contender, and the IAF could well buy some more planes. A passenger version might also appeal to India’s rapidly growing airline industry.

According to Airbus, the C295 aircraft can carry up to nine tonnes of payload or as many as 71 troops or 50 paratroopers at a maximum cruise speed of 260 knots. Powered by two Pratt & Whitney PW127G turboprop engines it has excellent short take-off and landing (STOL) performance from unpaved, soft, and sandy/grass airstrips. It also has outstanding low-level flight characteristics for tactical missions, flying at speeds as low as 120 knots.

Among its many roles, the C295 can airdrop paratroopers and loads, and undertake Casualty Evacuation (CASEVAC) or Medical Evacuation (Medevac). It is also capable of Special Missions as well as HADR and maritime patrol duties, where its 2,000 nautical mile range would be an asset. According to India’s Ministry of Defence (MoD), “The aircraft (C295) will give a major boost to the tactical airlift capability of the IAF, especially in the northern and northeastern sectors and the Andaman and Nicobar Islands.” While the first batch of IAF pilots and technicians have already been trained at Seville, the remaining pilots and technicians are due to be trained during 2024.

C-130J – THOROUGHBRED TRANSPORT

The IAF’s involvement with the C-130J Super Hercules began in 2008 with the signing of a $1.06 billion deal for six aircraft. They were the C-130J-30 variant, customised for Special Operations for which the IAF did not have a dedicated platform earlier. They equip 77 Squadron AF, based at Air Force Station Hindan. The IAF signed another deal worth $1.01 billion for six Super Hercules aircraft in December 2013. These aircraft equip 87 Squadron AF at Air Force Station Arjan Singh, Panagarh. Panagarh is also the headquarters of the Indian Army’s 17 Mountain Strike Corps, dedicated to offensive operations against China in the eastern sector.

The C-130J is a workhorse in operation around the globe, around the clock. It has 18 different mission variants, making it the leading name in military transport aircraft. According to Lockheed Martin, “The C-130 has the longest, continuous military aircraft production run in history and one of the top three longest, continuous aircraft production lines of any type.”

The C-130J is powered by four Rolls-Royce AE 2100D3 turboprop engines. The engines have full-authority digital electronic control (FADEC) and an automatic thrust control system (ATCS) that optimally balances the power of the four engines, thus allowing lower minimum speeds for superior short-field performance. The avionics include four L-3 systems with multifunction liquid crystal displays (LCD) for flight control and navigation, which means reduced crew requirements.

Payload capacity wise, the C-130J-30 can carry eight 463L pallets, 97 litters, 128 equipped combat troops or 92 paratroopers, totalling 19,950 kg. However, the IAF prefers to use it for its primary role – Special Operations – and not fritter it away for routine transport tasks. It has a cruise speed of 365 knots and a max payload range of 3,300 km without inflight refuelling.

The C-130J’s ability to undertake precision low-level flying and aerial delivery by night – thanks to its advanced navigational aids and equipment – also make it a prized asset. The IAF values its capability and performance, particularly its ability to operate from semi-prepared, short and unlit airstrips in darkness – features that are vital for a swift response to an emerging security or terrorist threat. It fully exploits the plane’s wide mission flexibility and ability to speedily access some of the remotest regions of the country. The C-130J has proved invaluable during natural calamities and is the platform of choice for tackling emergent contingencies.

The IAF has also set at least one of the claimed 54 World Aviation Records of the C-130J when on August 20, 2013, an IAF Super Hercules landed at the world’s highest Daulat Beg Oldie airfield near the Line of Actual Control (LAC). The 16,614 feet high airstrip in Ladakh had been activated specially to take the plane.

C-17 – HEAVY LIFT CHAMPION

In 2012, the Indian government signed a $4.1 billion deal for the purchase of 10 Boeing C-17 strategic airlift aircraft through the US government’s foreign military sales (FMS) programme. One more C-17 was acquired later. This marked a step change in the capability of the IAF’s transport fleet because the C-17’s 74.8-tonne payload capacity was a huge increase over the 43-tonne limit of the Il-76. It has since proved its worth in exercises as well as in HADR missions. The 12 C-17s equip 81 Squadron AF based at Air Force Station Hindan.

The Boeing C-17 is almost 30 years old but it is still considered the world’s best strategic airlift aircraft. Despite its size, a fully-loaded C-17 can take off from a 7,000-foot runway and land on a small, austere airstrip of just 3,000 feet length and 90 feet width. This superlative performance is thanks to its four Pratt & Whitney F127-PW-100 engines, each rated at 40,440 pounds thrust, coupled with an externally blown flap system that allows a steep, low-speed final approach and low landing speeds. With a cruise speed of 450 knots at 28,000 feet, the C-17 can fly 2,400 nautical miles without inflight refuelling.

MAKING THE MOST OF THE MTA

The experience gained from the C295 induction, including its strong ‘Make in India’ focus and dedicated manufacturing line in India, should prove invaluable when it comes to replacing the IAF’s 104-strong An-32 fleet. Although the fleet was upgraded in the past decade under a $400-million deal signed with Ukraine in 2009, the IAF may have only 80 to 90 operational aircraft now. And these are due to be phased out from 2032 onwards. However, the war in Ukraine means the hard-hit Antonov (OEM of the An-32) may not be capable of sustaining the fleet, perhaps hastening its retirement.

The IAF initiated the process of finding a replacement for the An-32 with a Request for Information (RFI) in December 2022 for the procurement of a Medium Transport Aircraft (MTA) with a payload capacity of 18 to 30 tonnes. This capacity indicates that the IAF sees the project not as purely for An-32 replacement (for which the Airbus C295 might have been a good option) but also to augment its total airlift capability. The extended bid submission date was March 31, 2023. Vendors were asked to provide a ‘Rough Order of Magnitude (ROM) cost of aircraft and associated equipment’ for batches of 40, 60, and 80 aircraft.

Three different manufacturers responded: Lockheed Martin with its C-130J Super Hercules, Airbus offering the A400 Atlas, and Embraer proposing the C-390 Millennium. The A400 with its 37-tonne payload capacity might seem oversized. But it would give the Indian military the capability to rapidly transport armoured vehicles – such as tanks weighing up to 25 tonnes – to the Ladakh region in the event of another face-off with China. A major advantage of the C-130J is that it is already in service with the IAF and hence has a functional operations and maintenance setup with trained aircrew and technicians. But it may prove unsuitable to airlift tanks.

As of now, the Embraer C-390 appears to be the strongest contender. With its 26-tonne payload capacity it is the only one that falls squarely within the MTA stipulation of 18 to 30 tonnes. It is also a much newer design, and a jet aircraft with greater speed and operational efficiency than the other two turboprop powered types. The C-390 is the heaviest and most complex plane Embraer has constructed to date and, since the company has expressed keenness for production in India, would eminently fit this country’s ‘Make in India’ aspirations. Earlier this year, Embraer Defense & Security and the Mahindra Group inked a MoU aimed at jointly acquiring the C-390 Millennium multi-mission aircraft for the Indian Air Force’s (IAF) medium transport aircraft (MTA) procurement project. The collaboration between Embraer and Mahindra signifies a concerted effort to harness the unmatched mobility, high productivity, and operational flexibility of the C-390 Millennium, all at a low operating cost, making it an ideal choice for a myriad of missions.

Leveraging Embraer’s expertise and Mahindra’s local knowledge, they will collaborate with the IAF and the indigenous aerospace industry to devise an industrialisation plan tailored to India’s unique requirements. Embraer is actively pursuing avenues for technology transfer in India, engaging with both private enterprises and the IAF to customise their offerings. With the IAF’s demand for MTA, Embraer is keen on establishing an assembly line for the C-390 Millennium within India. The long-term vision includes forging strategic alliances and establishing assembly lines and MRO facilities, solidifying India’s position as a regional hub for the C-390 aircraft.

Powered by a pair of IAE V2500-E5 turbofan engines mounted forward on its high wing, Embraer C-390 can be configured to perform various conventional operations such as troop, VIP and cargo transportation, and more specialised logistical operations such as in-flight refuelling and seems to be just what the doctor ordered for the IAF.

EYE ON THE FUTURE

The IAF’s transport fleet is currently quite capable. However, the replacements due in the next 10-15 years need to be addressed soon.

The IAF is reportedly carrying out a comprehensive study to identify the current and future payload-carrying requirements of the fleet. This is all to the good because the IAF’s regional role is expanding, and a sizeable fleet of medium/strategic airlifters is needed to meet its goal of transformation into a strategic force. In addition, there are frequent demands for HADR missions within and outside India. When the Il-76MD is withdrawn from service around 2035 the IAF’s strategic lift capability will depend entirely on the C-17 of which it has only 12 aircraft. There are no in-production aircraft in the Il-76 payload class except the Il-76 itself and it would be highly inadvisable to purchase a 1970s design in the 2030s. Therefore the IAF probably sees the MTA project as a welcome opportunity to bridge the huge emerging gap between the payload capacity of the Airbus C295 and that of the Boeing C-17 and enhance its overall airlift potential. It would be advisable to make an expeditious choice, with a future focus, and sign the MTA contract soon.