Air Marshal P.K. Barbora, the new Vice Chief of the Air Staff (VCAS), in a candid conversation with SP’s Editor-in-Chief Jayant Baranwal, elaborates on efforts to accelerate the acquisition of new aircraft and induction of latest technology

SP’s Aviation (SP’s): The media is abuzz with news of the Indian Air Force (IAF) undergoing metamorphic transformation. Could you elaborate?

Air Marshal P.K. Barbora (VCAS): The IAF today has a mix of aircraft from the vintage technologies of the 1950s to those that were available close to 2000. Logistically, it is a daunting task to maintain these aircraft because of the difficulties in the procurement of spares, especially for the vintage aircraft. It was decided about a decade ago that the IAF would have a mix of medium and high technology platforms with varying operational and load-carrying capabilities. With due support of the government, we have attempted to maintain ratios based on these paradigms in respect of our fighter fleets. There are also the transport and helicopter fleets which are also of vintage. For example, the Chetak and Cheetah fleets, which still form the backbone of the IAF, providing communication, air maintenance, casevac (casualty evacuation) and support in forward and high-altitude areas, are of practically outdated technology and we definitely need to replace these. In the regime of medium-lift helicopters, we have the Mi-8s and few Mi-17s. While there is a need to upgrade and retain these machines, we definitely need to enhance fleet size to meet with commitments of daily air maintenance. We have initiated an upgrade programme which includes incorporation of the latest avionics. We are also in the process of acquiring more of the Mi-17 class as also utility helicopters of different capabilities in fairly large numbers. Helicopters are used not only for air maintenance of troops deployed in forward locations and the requirements of the air force, but they are also committed to civil administration for various tasks, such as disaster management, search and rescue and election related duties. Apart from these, the IAF also requires helicopters with heavy-lift capability. In this class, we do have a few Mi-26s but they are approaching the end of their technical life. The government has accepted our request for the procurement of a certain number of new heavy-lift helicopters.

As far as the transport aircraft fleet is concerned, we have the An-32s as the backbone of our tactical airlifters with a payload of five tonnes, but these are getting old. With little choice but to continue with them in the foreseeable future, we have just signed a contract for upgrading a certain number with better avionics. With the upgrades completed, we hope to carry on for another two decades with the AN32 fleet. In the meanwhile, we are looking to procure the latest technology with foreign collaboration in the 10-tonne class. There is also a requirement for strategic heavy-lifters which, in my opinion, should be better than the existing IL-76s which have around 43 tonnes payload capability. I am looking at aircraft that can lift around 70 tonnes, with obviously better technologies in the areas of airframe, engine and avionics. These aircraft will not only be able to meet our internal requirements but also out-of-area contingencies if and when required.

In respect of force-multipliers, there is of course, a whole gamut of weapon systems starting from Unmanned Aerial Vehicles/Unmanned Combat Aerial Vehicles (UAVs/UCAVs), in-flight refuellers, Airborne Warning and Control System (AWACS), ground-based radars and so on. There is an ongoing requirement to induct these systems in adequate numbers to build up the requisite operational capability. We are also looking into exploitation of space very seriously for creating network-centric warfare capabilities in an integrated battle scenario. We are talking of data linking with AWACS and other systems so that sensor-to-shooter decision-making time is reduced to the barest minimum. We are going ahead with the support of the government so that technologically, we will be on a much higher plane by around 2020.

SP’s: What types of UAVs/UCAVs are we looking at?

VCAS: We define the parameters based on our specific requirements while looking at what is available worldwide. It is not necessary that we should induct a particular machine just because it was used effectively by some advanced countries. We prefer futuristic technologies with inherent capability for upgrade so that the system remains viable and relevant for a period of time.

We would like to look around the world to find an appropriate type of UAV/UCAV or join hands with our Defence Research and Development Organisation to develop a machine that would meet the IAF’s requirements.

SP’s: So have they been given any indication that they should go ahead with R&D?

VCAS: Yes, they have been. It is not like the subject has come up today, this is been going on for quite sometime and our views on it are well-known to them. I am sure they are working on it.

SP’s: Has the continuing depletion in the IAF’s combat aircraft squadron strength, which started a few years ago, been arrested? What steps are being taken to ensure that the deficiency is made up without delay?

VCAS: To answer the first part of your question, the answer is no. We have not been able to stop the declining number of squadrons. As I said earlier on, we have vintage aircraft of the 1950s technologies still flying. While these aircraft would reach the end of their lives in the near future, we cannot buy combat jets off-the-shelf in required numbers even if there is no dearth of money because the capacities of even highly productive plants are such that only a limited number of aircraft can be produced each year. These are some of the restrictions we have to perforce live with. However, I presume that in the next decade or so the depletion will stop as a result of the acquisitions that are underway. But while it is true that we are not able to check the depletions right now, we are inducting better platforms to offset partially, if not fully, the erosion in the combat potential of our air force. Today, the Sukhois (Su-30MKIs) which are replacing some of the MiG-21 or MiG-23 squadrons, have much greater operational capabilities than the aircraft they are replacing. Having said that, it would, however, be most desirable to not only restore the strength of the combat fleet to the authorised level of 39.5 squadrons but even to further build it up to 42 squadrons to cater for enhanced responsibilities in the future.

SP’s: What other steps are being taken or are likely to be taken to achieve the above?

VCAS: Well, as you are quite aware that we have commenced trials on the six types of aircraft that are in contention for the MMRCA (Medium Multi-Role Combat Aircraft) deal wherein 126 aircraft will be acquired by the IAF. I presume it would take us another year or so to finish flight evaluation and then, we will come to some conclusion as to which of the six types make the grade. But again, when we do sign the contract, it may take up to five years for the aircraft to be inducted. It is not just the aircraft, but also integration of equipment and weapons specific to our requirements that will inevitably take time. And, like I said earlier, no OEM is going to make high investments in the manufacturing process unless the contract is finalised. The modern class of military fighter aircraft cost over a $100 million (Rs 490 crore) or more a piece.

We also have the indigenous Light Combat Aircraft (LCA) project which we hope fructifies soon. But even if that doesn’t happen and if we are falling or likely to fall below the minimum requirement, the government does allow as follow-on orders the purchase of additional aircraft that already are a part of the IAF inventory. So, if there is a requirement and the LCA is delayed or the MMRCA deal not finalised in the time frame required, then we may adopt that option. We have done this in the past ordering additional Su-30MKI and we may have to follow that route once again. However, it needs to be remembered that the MMRCA is in the medium weight and the LCA is in the light weight categories, while the Su-30 is in the heavy weight category and we want a judicious mix of medium, heavy and light jet fighters. We, therefore, cannot over tread the Su-30 route.

SP’s: How is the MMRCA programme progressing?

VCAS: On August 17, we began evaluating the first aircraft. Flight evaluation is to be carried out in three phases. In the first phase, the aircraft will be checked for hot weather operations over the deserts. In the second phase, for cold weather operations, the aircraft will move to Srinagar and Leh, where the density-altitude is high and temperatures are low. We will check out the avionics and the manoeuvring capability of the aircraft under normal conditions. The third phase will consist of evaluation of the complete range of weapon systems. Phases I and II will be conducted in India and the third at the company’s location. We have started off well, although a little bit late. I think we have got our ground work done very well, which will enable us to hopefully move at a decent pace.

SP’s: When would it be possible for the IAF to induct the selected aircraft into its inventory?

VCAS: Like I said, it would finally depend on when we strike the deal. While the IAF will give its professional opinion, final selection of the aircraft would obviously be made by the government based on various inputs/considerations, including strategic and geo-political reasons. Once the contract is awarded, it may take up to five years for the first squadron to become fully operational in the IAF.