Indian pride bristles when unfavourably compared with other countries, but there is little doubt that the country's indigenous aircraft have not done as well as those from countries such as Brazil, China and Japan.
Embraer, the Brazilian airframer, produces well-received regional and business jets and is making big strides in the defence segment. Japan's aerospace industry is one of the best in the world and its companies have become top-tier partners for the industry's leading players. They are also embarking on a series of indigenous aircraft programmes, most notably the Mitsubishi MRJ regional jet.
China is one of the most ambitious. AVIC, the state-owned aerospace company, has licence-produced Russian fighters and helicopters successfully for decades, and has now manufactured two indigenous fighters - the Chengdu J-10 and Chengdu/PAC JF-17. On the civil side, the company has already manufactured and begun selling the MA600 turboprop passenger aircraft, witnessed the first flight of its ARJ21 regional jet, and plans to produce a widebody aircraft in the next decade.
India's contribution to the aerospace industry pales in comparison. Apart from the licence production of Western aircraft, Hindustan Aeronautics indigenously designed and manufactured only light fighters and trainers in the 1960s and 1970s. That began to change in the 1980s, when India began work on the indigenous Tejas Light Combat Aircraft and Dhruv Advanced Light Helicopter. In the 1990s, the country began to develop the Saras 14-seat turboprop passenger aircraft and HAL started work on the Sitara HJT-36 intermediate jet trainer. More recently, HAL and Russia began joint work on a medium transport aircraft and a fifth-generation fighter.
HAL's Dhruv is the product with the most prospects. Around 80 have entered service with the Indian armed forces since 2002, and the various services could eventually order around 265 despite grumblings from some segments about the type's shortcomings. The government also operates Dhruvs in a civil role.
CRUCIAL EXPORTS
Exports, however, are crucial and the company has had problems convincing future customers about the quality of its after-sales support. It has taken steps to rectify that problem by signing maintenance agreements with companies in the countries where it aims to sell the helicopters.
That helped it in June 2008, when the Ecuador air force ordered seven Dhruvs. Before that, the company had only managed to sell two helicopters to Nepal and one to Israel. In August last year, it received another boost when Turkey ordered three ALHs. HAL is pursuing opportunities in other South American countries including Bolivia, Chile, Peru, Surinam and Venezuela, African nations such as Mauritius and Namibia, and Indonesia and Malaysia in Asia.
"We are increasing the ALH's visibility by having flying and static displays at major air shows, and improving the support network by signing agreements with companies in the areas where we want to sell the helicopters. We know that we have a good product, and we are working hard to prove this to the potential customers," says M Balaraman, additional general manager for marketing at HAL.
The Tejas has a much higher profile than the Dhruv, and that is mainly due to its chequered history and the problems that have plagued the programme. The Aeronautical Development Agency, India's national aerospace research and development body, is developing the aircraft and HAL is the primary contractor.
However, the LCA has been delayed for many years due to problems with its design and the development of an indigenous powerplant. Both the ADA and HAL finally appear to have the programme back on track with the collaboration of some international suppliers. Several Tejas prototypes are now in flight tests, and the ADA and HAL are about to select an international engine to power the aircraft.
Ultimately, however, the LCA is likely to be no more than a functioning, adequate, light fighter with some remote possibility for export sales. The first aircraft are set to enter service in 2010 and the Indian air force has committed itself to 24 LCAs so far. Eventually, the air force and the Indian navy could order around 200 aircraft.
Intriguingly, India appears keen to join the fashion for regional aircraft and the government could decide this year if it will go ahead with the Indian Regional Jet programme. HAL is pushing a variant of the Indo-Russian MTA, which will compete with NAL's proposal for a 70-seat turboprop.
Analysts say that the plan makes little sense, given that there are established players from Brazil, Canada, China, Japan and Russia in the segment. The move appears linked, once again, to Indian pride. One senior government official says: "India is probably just as good, if not better, than these countries in the aerospace business and this programme will help us to show that."
Whether it makes financial sense is another matter. Regardless, if India goes ahead, the programme will need state-owned companies like HAL and the private aerospace sector to co-operate. Overseas expertise will also be necessary, given that the country does not have any experience with significant indigenous passenger aircraft programmes.
"There's a lot of engineering talent in India, and a fantastic national market for civil and military aerospace products," says the Teal Group's Richard Aboulafia. "But until India's aerospace priorities shift away from indigenous systems and towards global co-operation, the country's aerospace industries will underperform relative to its national importance."
Source: Flight International
