For a few more years, the IAF’s 17-strong fleet of Il-76 aircraft will continue to soldier on, possibly with a midlife upgrade, despite sharply reduced operational numbers. The 105 remaining An-32 aircraft are already undergoing a major upgrade. Still, they too will probably have to call it a day by about 2022. Where would that leave the IAF?

In popular perception, an air force’s striking power flows only from its sharp, most visible and deadly component—combat aircraft. But in certain situations, the transport fleet, especially its strategic airlift component, may be quite crucial. Consider the situation that arose in 1988 in Male, a tiny island in the Indian Ocean more than 2,000 km from the southern tip of India. When a motley group of mercenaries tried to stage a coup, the Government of the Maldives appealed for help. Within 15 hours of the request, on the night of November 3, 1988, elements of 50 (Independent) Parachute Brigade based in Agra landed at Hulhule Airport, Male. The 400-strong contingent of para-commandos with equipment was airlifted by two Il-76MD four-engine strategic transport aircraft of the Indian Air Force (IAF). The commandos immediately secured the airport for reinforcements to be safely flown in, thus bringing the situation under control. The combat fleet was not called in.

Code named Cactus, this dramatic operation clearly highlighted the attributes of strategic airlift capability: respectable reach, heavy-lift and swift response. An operation of this kind might not have been possible just a few years earlier because the IAF’s Il-76 aircraft were inducted only in 1985. The 43-tonne payload capacity Il-76 jets as well as the 6.7-tonne payload An-32 medium-lift twin-turboprops acquired from early 1984 onwards were also copiously used in July 1987 during a massive airlift to swiftly establish, build up and sustain the Indian Peace Keeping Force (IPKF) in Sri Lanka.

Before 1984, the IAF’s largest transport aircraft was the An-12 four-engine tactical turboprop of 1959 vintage with a payload capacity of 20 tonnes. Indeed, for most of its history since it was established in October 1932, the IAF has been a purely tactical air force. For many years after independence, the transport fleet was equipped with vintage planes like the C-47 Dakota, Fairchild C-119G Packet, de Havilland Canada DHC-4 Caribou, and later the An-12. The only new transport aircraft to be inducted in sizeable numbers was the Hawker Siddeley HS 748M Avro twin-turboprop of five-tonne payload capacity, licence produced by the Hindustan Aeronautics Limited (HAL).

Whenever the IAF was called upon for operational tasks, even verging on the strategic, it rose to the occasion with whatever assets it possessed. For instance, the sudden requirement in October 1947 to airlift an Army contingent to secure the improvised airfield at Srinagar and save it from being overrun by Pakistan-supported militia was met by C-47 Dakotas, each of which could convey just 28 troops or 2,700 kg of load. And no fewer than 36 IAF transport aircraft, a mix of different types, were used in the airborne assault at Tangail in December 1971 that facilitated the Indian Army’s march to Dhaka.

Strategic Leap Forward

That is why when the IAF’s newest squadron, No. 81 Squadron ‘Skylords’, officially inducted the Boeing C-17 Globemaster III at the Hindon Airbase on September 2, 2013, it represented a quantum leap in strategic airlift capability. In the words of Defence Minister A.K. Antony, it was a “defining moment” for the IAF. The Chief of the Air Staff Air Chief Marshal N.A.K. Browne said, “The induction of ten C-17 aircraft promises to be a game-changer on how we conduct air transport operations. The C-17 fleet will provide tremendous flexibility in terms of operational response options in any future campaign.” Government approval to buy the C-17 jets dates back to June 2011. The first aircraft landed in India on June 18, 2013, and so far, three have been received, the remaining seven are expected by November 2014. A follow-up order of six more C-17s is under consideration, making for a fleet strength of 16 aircraft by 2015-16.

The C-17, although over 20 years old, is still the most advanced strategic airlift aircraft in the world, thanks to Boeing’s determination to keep pace with galloping technology. With its maximum payload of 75 tonnes, the plane 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 impressive short-field performance is thanks to its four, fully-reversible Pratt & Whitney F117-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.

But it was the 2008 order for six Lockheed Martin C-130J Super Hercules aircraft that set the ball rolling for the long-overdue modernisation of the IAF transport fleet. The IAF is pursuing the induction of another six of these versatile planes. Although the four-engine C-130J turboprop is capable of all conventional military transport roles, its primary role is special operations, for which the IAF lacked dedicated aircraft so far. The plane can navigate with great accuracy even in pitch darkness at low level without the help of ground-based radio and navigational aids. It can operate from short, semi-prepared airstrips and has a range of 2,835 nautical miles without inflight refuelling.

The Next Decade

For a few more years, the IAF’s 17-strong fleet of Il-76 aircraft will continue to soldier on, possibly with a midlife upgrade, despite sharply reduced operational numbers. The 105 remaining An-32 aircraft are already undergoing a major upgrade. Still, they too will probably have to call it a day by about 2022. Where would that leave the IAF?

Last month Boeing announced plans to close its long-running C-17 production line in late 2015. If the IAF hopes to acquire any more C-17 aircraft, it needs to act now. Boeing has proposed an advanced C-17 (previously designated the C-17B) as a future airlifter. Its design includes more powerful engines and an additional main landing gear to permit even shorter runway operations, but the US Air Force is yet to show interest in it. The only other Western option is the Airbus A400M. Since it is a new aircraft, it is likely to be flying for many more decades. With its 35-37 tonne payload capacity it can airlift armoured vehicles, but cannot lift as much as the IAF’s older Il-76 or even half the load of the new C-17. From Russia, the Il-76MD-90A2 variant, also known as Il-476, which may eventually replace the current Il-76, might be a possible option. The Ukraine/Russia Antonov An-70 has also been under development for many years and may be in the market in the near future.

It is important for the IAF to induct some aircraft that bridge the gap so that precious strategic airlift aircraft are not misemployed for tactical tasks. The Indo-Russian joint venture multi-role transport aircraft (MTA) has been under consideration since 2007. The IAF’s An-32 fleet is due to be replaced by 45 MTA around 2018 and more may be required. With its 15- to 20-tonne payload, the MTA would be capable of mainly tactical roles and a few strategic ones. However, the deal does not appear to be proceeding too smoothly.

At present, though practically obsolete, the HS 748M Avro continues in service with the IAF. A decision has been taken to induct 56 new aircraft (6- to 8-tonne class) as its replacement. While the initial 16 aircraft will be purchased outright, 40 must be manufactured in facilities to be established in collaboration with an Indian partner. But would such a small contract size attract private investors? A better choice might be from among several capable and proven aircraft in this category that are already operational around the world, like the Alenia C-27J Spartan, the EADS CASA CN-235 and the C-295. The smallest IAF transport aircraft with a sizeable fleet is the HAL-produced Dornier Do-228, a twin-turboprop light utility aircraft of 2.3-tonne payload capacity. About 40 are available and they are useful for communication duties and training.

Needed – Strategic and More

The current economic gloom cannot obscure the long-term growth trend of India’s economy. It would be logical for the country’s military and strategic capability to rise in tandem. A sizeable fleet of strategic airlift aircraft is necessary to meet the expanding roles envisaged for the IAF, so that it can confidently meet the full spectrum of contingencies that may arise in a potential area of interest that stretches from the Gulf of Aden to the Strait of Malacca. In addition, there may be need for special operations tasks as well as humanitarian assistance and disaster relief within or outside India. The requirement for a large body of security forces to be moved within the country at short notice is also a live possibility.

The IAF’s strategic airlift capability has indeed come a long way over the last 80 years. However, its complement of modern aircraft, perhaps 16 C-17 Globemaster III and 12 C-130J Super Hercules, though eminently capable, may not be quite enough. While they would greatly enhance the IAF’s strategic airlift and special operations capability, they would still constitute only a small fraction of the 220 aircraft that make up the transport fleet. Their induction cannot hide the sad fact that the bulk of this fleet is either obsolescent or obsolete and is in urgent need of replacement. The smaller day-to-day tasks that constitute most of any air force’s flying commitments can only be met with tactical and utility transport aircraft, that right now in the IAF are a rapidly ageing and dwindling tribe.