819: STRATEGIC COST OF INCREMENTAL MILITARY MODERNISATION

 

Article published in the June 26 edition of the “Life of Soldier” Journal.

 

 

 

India stands at a strategic crossroads. The security environment around the country is becoming more volatile and technologically complex. China has transformed itself into a technologically advanced military power with integrated command structures, space capabilities, cyber warfare assets, and a rapidly expanding naval presence in the Indian Ocean. Pakistan continues to rely on asymmetric warfare while modernising selective military capabilities with external assistance. Beyond conventional threats, the future battlefield is increasingly shaped by artificial intelligence, autonomous systems, electronic warfare, drones, cyber-attacks, and information operations.

India’s approach to defence modernisation has been phased. Each of the previous wars (1962, 1965, 1971, and the Kargil war) has triggered reactive reforms and acquisitions. In future wars, India may not have time to correct deficiencies once the conflict begins. The prevailing environment necessitates military modernisation. Delay can result in strategic vulnerability. The real question is whether India can continue with incrementalism. The danger is the widening gap between the speed of emerging threats and the pace of Indian military adaptation.

 

Threats and Challenges

Warfare is shifting towards integrated domains. India will face a multidimensional threat landscape in future.  China’s military is undergoing a most consequential transformation over the last few decades. It is not simply acquiring more equipment, but fundamentally restructuring its doctrine, organisation, and technological base to fight and win multi-domain, network-centric conflicts at speed. Over the past few decades, Beijing has invested systematically in long-term capability building. It has reorganised command structures, accelerated indigenous defence production, invested heavily in modern technology, and created military civil fusion mechanisms.  The People’s Liberation Army is no longer merely a manpower heavy force. It is evolving into a networked military capable of coordinated operations across all domains. Besides the China challenge, India faces persistent tensions with Pakistan and growing maritime competition in the Indian Ocean Region.

For India, the challenge is further compounded by its geography and terrain. The country must prepare for high-altitude warfare in the Himalayas and maritime security in the Indian Ocean.  It also has to deal with the urban counterterrorism within its borders. Future conflict scenarios may involve simultaneous pressure along land borders, cyberattacks on critical infrastructure, disinformation campaigns, and economic coercion.

 

Slow Procurement Cycles

Incremental Military Modernisation. Incremental modernisation generally focuses on replacing legacy systems rather than redesigning military capability for future warfare. Buying a few squadrons of aircraft or upgrading selected artillery units cannot substitute for integrated transformation.  Incrementalism is not inherently wrong when resources are constrained, and industrial maturity is modest. However, it ceases to be prudent when it becomes a permanent default setting that systematically defers the harder choices. India must therefore recognise that procurement reform is not merely an administrative issue. It is a strategic imperative.

Indian Procurement System. One of the most persistent problems in India’s defence preparedness has been the prolonged procurement cycle. India’s procurement system has emerged from legitimate concerns over transparency, accountability, and financial scrutiny. Defence acquisition in India moves through the tedious process of approvals, technical evaluations, trials, negotiations, financial clearances, and bureaucratic reviews. It takes years or sometimes even decades. Fear of allegations, audit pressures, and political controversy has often discouraged timely decision-making. Bureaucratic caution has become embedded within the acquisition culture.

Strategic Consequences. Slow procurement cycles have strategic consequences: –

    •  Deterrence Weakening. Adversaries assess not only a nation’s current capabilities but also the speed at which it can adapt and replenish its military power. A country perceived as institutionally slow may invite coercive pressure.
    •  Cost Escalation. Deferred decisions result in increased costs due to Inflation and the need for technological upgrades. The evolving operational requirements further raise the acquisition costs over time. Resorting to emergency purchases is expensive.
    • Doctrinal Gaps. As long as procurement and force‑structure decisions move slowly, doctrinal thinking tends to lag behind technology. New concepts such as multi‑domain operations, joint convergence, and effects‑based targeting remain aspirational rather than institutionalised.
    • Loss of Confidence. Acquisition delays undermine confidence in indigenous systems. Services become reluctant to rely on them due to repeated delays. This creates a situation in which imports remain attractive and appear more capable and reliable.

 

Non-negotiable Imperatives.

Speedy Decision-Making as a Strategic Capability. Modern warfare rewards nations that can make decisions quickly under uncertainty. Strategic agility has become as important as military strength itself. Decision-making speed has a major impact on national security. It has a direct bearing on how quickly and efficiently threats are identified, forces mobilised, technologies integrated, and crises managed. India’s democratic process involves consultation, institutional checks, and political consensus-building. The challenge lies in ensuring that these processes do not become obstacles to strategic responsiveness. The issue is not merely about making faster purchases. It is about cultivating a strategic culture that is proactive, anticipates future challenges, and accepts calculated risk.

Indigenous Capability and Strategic Autonomy. The key to strategic autonomy is the building of indigenous capability. A country that depends on imports for critical defence systems is vulnerable in conflict. Relying on imports of parts, ammunition, sensors, or systems limits flexibility in a crisis. Recent global events have demonstrated that supply chains can be easily disrupted by geopolitical tensions, sanctions, or competing national priorities.

Self-reliance Challenge. The self-reliance challenge is very much both institutional and technological.  Institutionally, indigenous capability requires continuity of investment, realistic timelines, collaborative development, and stable operational requirements. The armed forces prioritise capability enhancement as they cannot compromise on operational readiness.  On the other hand, the industry requires sustained orders and predictable policy frameworks to build a long-term production plan. The challenge is to balance these imperatives.

Phased Capability Development. Abandoning indigenous development in favour of imports perpetuates dependence. At the same time, the minimum deterrence value cannot be compromised. The solution lies in phased capability development. Imports may be necessary in selected areas to fill in the urgent gaps. However, every foreign acquisition should strengthen domestic ecosystems through technology partnerships, local manufacturing, research collaboration, and supply chain development.

 

Recommendations.

Several priorities stand out: –

    • Speed needs to be embedded into the DNA of decision‑making. The approach of “risk‑avoidance‑through‑inaction” should be replaced by the culture of “action‑with‑risk”. National security decision-making requires deeper integration of technological expertise, geopolitical analysis, and long-term planning.
    • Procurement process must be re‑engineered for continuous capability enhancement flow rather than episodic projects. Instead of treating each acquisition as a discrete event, India should move toward a “production‑readiness” model, in which the industrial ecosystem is treated as a continuous provider of enhancements and variants.
    • Procurement systems must become faster, more transparent, and technologically adaptive. Acquisition processes should support iterative upgrades and modular capability development.
    • A more coherent indigenous‑capability strategy must be crafted. Accepting that not every system can be built domestically, prioritising critical technologies that underpin strategic autonomy, and investing heavily in test, evaluation, and certification infrastructure so that indigenous systems mature faster. It also means accepting that some indigenous platforms will initially under‑perform and planning for iterative upgrades rather than expecting a single “game‑changer” project to solve the problem.
    • Defence industrial policy must prioritise the creation of an effective ecosystem. Private industry, start-ups, academic institutions, and public-sector organisations must operate within integrated innovation frameworks.
    • Modernisation should be aligned with the actual threat environment. Military planning should focus on jointness and cross-domain integration.
    • India must invest consistently in emerging technologies. The countries that innovate faster, adapt quicker, and integrate technology more effectively will dominate future warfare.
    • Strategic ambitions require support from the budgetary allocations. Fiscal constraints will always exist. They need to be offset by smart spending, through prioritisation, indigenisation dividends, and public-private partnership models. Roll-over of multi-year funding commitments reduces uncertainty and enables production planning.

 

Concluding Thoughts

The cost of the military modernisation delay can’t be calculated solely from the percentage of ‘legacy’ equipment. It is characterised by a reduction in deterrence value, strategic options, operational readiness, and technological opportunities. Incremental modernisation may be viable in more sedate and favourable strategic conditions. It is unfeasible in the rapidly changing geopolitical environment and the speedy development of military technologies.

India cannot afford strategic complacency. The challenge before India is to modernise faster while building indigenous capabilities. India has the intellectual talent, industrial potential, and operational experience to achieve it. The question is not whether India can afford incremental modernisation, but whether it can afford the consequences of allowing strategic delays.

 

Please Add Value to the write-up with your views on the subject.

 

1924
Default rating

Please give a thumbs up if you  like The Post?

 

For regular updates, please register your email here:-

Subscribe

 

 

References and credits

To all the online sites and channels.

Pics Courtesy: Internet

Disclaimer:

Information and data included in the blog are for educational & non-commercial purposes only and have been carefully adapted, excerpted, or edited from reliable and accurate sources. All copyrighted material belongs to the respective owners and is provided only for wider dissemination.

 

 

References

Bajwa, P. S., “India’s defence procurement: Challenges and the way forward”. United Service Institution of India. 2023.

Bitzinger, R. A. (2021). “Modernising China’s military: Problems, progress, and prospects”. RAND Corporation.

Cohen, S. P., & Dasgupta, S. (2010). “Arming without aiming: India’s military modernisation”. Brookings Institution Press.

Dahiya, R., & Behuria, A. K. (Eds.). (2012). “India’s neighbourhood: Challenges in the next two decades”. Institute for Defence Studies and Analyses.

Government of India, Ministry of Defence. (2023). “Defence acquisition procedure 2020 (amended)”. Department of Military Affairs.

Gupta, A. (2019). “Building an arsenal: The evolution of regional power force structures”. Praeger.

Kapila, S. (2021). India’s defence modernisation: Structural constraints and strategic imperatives. Journal of Defence Studies.

Khosla, A. (2024, November). “India’s aerospace modernisation: Challenges and imperatives”. Air Marshal’s Perspective. https://55nda.com/blogs/anil-khosla

Ladwig, W. C. (2020). “Indian military modernisation and conventional deterrence in South Asia”. Journal of Strategic Studies.

Sawhney, P., & Wahab, G. (2014). “Dragon on our doorstep: Managing China through military power”. Aleph Book Company.

Tatsumi, Y., & Weston, J. (2019). “Conventional deterrence in the second nuclear age”. Stimson Center.

785: HIGHLIGHTS & ANALYSIS: DEFENCE BUDGET 2026–27

 

Finance Minister Nirmala Sitharaman presented the Indian Defence Budget for the Financial Year 2026 on 27  February 1, 2026.

 

 

Overall Defence Allocation: A Record Increase

India’s defence spending for FY 2026–27 has been set at approximately ₹7.85 lakh crore, marking a roughly 15% increase over the previous year’s allocation (FY 2025–26: ₹6.81 lakh crore).

Defence remains one of the top-funded ministries in the budget, reflecting strategic priority. This is one of the largest-ever defence outlays in absolute terms.

Defence spending is now close to 1.99%–2.0% of India’s projected GDP, reversing the recent downtrend in the defence-to-GDP ratio.

Maintaining near-2% of GDP aligns India with many major powers and signals sustained political backing for defence preparedness.

 

 

Strategic Drivers Behind the Budget

The Budget is the first after Operation Sindoor.

Rising tensions with China and Pakistan, and an evolving security environment, have pressured India to enhance deterrence and capability.

 

Capital vs Revenue Expenditure: Modernisation Takes Priority

Capital allotment is ₹2.19 lakh crore, up around 22%.

Supports next-gen fighter jets, drones, submarines, and emergency arms post-Operation Sindoor.

Central allocations within this include ₹63,733 crore for aircraft & aero engines and ₹25,023 crore for strengthening the naval fleet.

Also, ₹0.29 lakh crore for DRDO (up from ₹0.27 lakh crore) and ₹0.07 lakh crore for Border Roads Organisation (BRO).

Emergency Procurements: Significant funds are earmarked to replenish stockpiles (ammunition, spares, and fuel) depleted during Operation Sindoor.

This shows a strong push to modernise armed forces, including fighter jets, aeroengines, naval platforms, and unmanned systems, all of which are vital to addressing future capability gaps.

 

 

Revenue Expenditure (Operations & Pensions)

Revenue expenditure (payroll, maintenance, operations) remains the bulk of the budget, including ₹1.71 lakh crore for pensions and other recurring costs.

Revenue Expenditure: 3.6546, 57% (20.17% for sustenance/ops + 26.40% for pay/allowances) ₹1.58 lakh crore for operations, maintenance, stores, and spares. Up 17.24% from FY 2025-26 BE, emphasising operational readiness.

Pensions: 1.712, 84% for over 34 lakh pensioners via SPARSH system. Up 6.56% from FY 2025-26 BE. Other (Civil Organisations, ECHS, etc.) 0.29 (approx.)3.64%Includes ₹0.12 lakh crore for Ex-Servicemen Contributory Health Scheme (ECHS), up 45.49% from FY 2025-26 BE and over 300% from FY 2021-22.

Agnipath Scheme: Allocation for the scheme surged by 51% (to ₹15,173 crore), signalling the maturing of the new HR model for the armed forces.

 

 

Boost to Self-Reliance (Atmanirbhar Bharat)

This budget reflects a strategic shift towards self-reliance (Aatmanirbhar Bharat), with 75% of capital acquisitions earmarked for domestic industries, including private sector involvement.

It also includes provisions for emergency procurements post-Operation Sindoor, enhanced R&D, and the development of border infrastructure.

Customs Duty Exemptions: Basic Customs Duty (BCD) is waived on raw materials and components imported for the manufacture and maintenance of aircraft parts, as well as for Maintenance, Repair, and Overhaul (MRO).

Impact: This is designed to lower input costs for Defence PSUs and private players, thereby turning India into a regional hub for aircraft maintenance.

The defence budget-linked allocation supports indigenous manufacturing and R&D.

DRDO & iDEX: The R&D budget increase supports next-gen tech like swarm drones, AI-enabled electronic warfare (EW), and hypersonic missiles.

The budget reinforces India’s technology and production push in semiconductors, deep-tech systems, and defence industrial corridors.

This dovetails with broader reform goals,  reducing import dependence while strengthening domestic defence firms.

 

Border Infrastructure (BRO)

Reflecting the tense multi-front reality (China, Pakistan, and Bangladesh), the Border Roads Organisation (BRO) saw its capital budget hiked to ₹7,394 crore. This will accelerate “last-mile connectivity” projects like the Shinku La tunnel and strategic airfields in Ladakh and Arunachal Pradesh.

 

Intelligence and Internal Security Buildup

The Intelligence Bureau (IB) received a 63% increase in funding, one of the most significant boosts for internal security.

This reflects recognition that modern defence is not just about external threats but also about internal threat management, cyber, intelligence, counter-terrorism, and hybrid warfare.

 

 

Analysis and Implications

The budget effectively balances immediate tactical needs (post-Op Sindoor replenishment) with long-term structural shifts (domestic MRO and 75% indigenous procurement).

This budget signals a proactive stance on national security, with the sharpest hikes in capital (21.84%) and revenue (17.24%) outpacing pensions (6.56%), indicating a pivot from legacy costs to future capabilities.

The emphasis on domestic procurement (75% of capital acquisitions) aligns with the Aatmanirbhar Bharat initiative, potentially boosting local industries, job creation, and ancillary sectors like aerospace and electronics.

Post-Operation Sindoor, allocations for emergency arms, drones, and border infrastructure (via BRO) address immediate threats from Pakistan. At the same time, long-term R&D investments (DRDO hike) aim to counter broader challenges from China.

Economically, the 2% GDP share remains below global peers like the US (3.5%) or Russia (4%), but the absolute increase to ~$86 billion positions India as a top (fourth-highest) global spender.

Overall, this allocation enhances India’s deterrence credibility, fosters innovation, and supports regional stability, though sustained execution will be key to realising these goals.

 

Strategic Takeaways

The most significant increase in defence spending in recent years

Focus on modernisation & capital acquisition.

Alignment with security imperatives post-Operation Sindoor

Growth of the domestic defence ecosystem & R&D push.

 

Please Add Value to the write-up with your views on the subject.

 

1924
Default rating

Please give a thumbs up if you  like The Post?

 

For regular updates, please register your email here:-

Subscribe

 

 

References and credits

To all the online sites and channels.

Pics Courtesy: Internet

Disclaimer:

Information and data included in the blog are for educational & non-commercial purposes only and have been carefully adapted, excerpted, or edited from reliable and accurate sources. All copyrighted material belongs to respective owners and is provided only for wider dissemination.

 

784: A History of Partnership: The Indian Air Force and Growth of Indigenous Basic Trainer Production

 

My Inputs on HT-2 Aircraft to Atul Chandra in an Interview.

Excerpts from the Article on the CAPSS (Center For Air Power and Strategic Studies) Website published by him.

 

A History of Partnership: The Indian Air Force and Growth of Indigenous Basic Trainer Production

Mr Atul Chandra

Research Scholar, Unni Kartha Chair of Excellence 

Introduction

 The Indian Air Force (IAF) has a proud legacy of undertaking basic flight training in South India. IAF air bases and training establishments located in the region, have made it the ‘cradle’ of military flight training in India. Since Independence, the IAF’s requirements for basic trainer aircraft have also aided in the growth of aeronautical manufacturing in Southern India. Since 1948, a total of three indigenous basic trainer aircraft, the HT-2, HPT-32 and more recently, the HTT-40 have been developed and manufactured in India. While the latter two basic trainers were vitally important in the growth of India’s nascent domestic aeronautical design and development capability, the completion of design and development of the HTT-40 signals the maturity of the nation’s domestic aerospace and defence ecosystem, which is today producing fighter aircraft, trainer aircraft, utility and attack helicopters. The deliveries of the HTT-40 to the IAF are now slated to begin in Q1 2026.

As we strive towards the goal of ‘Atmanirbhar Bharat’ and self-sufficiency in defence production, it is important to note that the IAF, from 1948 till now, continues to drive the growth of India’s aeronautical industry and will continue to do so.

 

Piston Pioneer

 Following in the footsteps of the HT-2, in 1975 HAL began preliminary work on the development of a new basic trainer for the IAF. The Government sanctioned the design and development of a new basic trainer aircraft in 1976 at a cost of INR 5.53 crores. The requirement was for a total of 161 trainer aircraft and work was proceeding in earnest by 1977.

 

 

The design of the Hindustan Piston Trainer 32 (HPT-32). proceeded swiftly, with the first 1st HPT-32 prototype (X 2157) making its maiden flight in Bangalore on 6th January 1977, piloted by Wg Cdr Inder Chopra, HAL’s Chief Test Pilot (CTP). The second HPT-32 prototype made its maiden flight in March 1979, incorporating several modifications. The third and last prototype made its maiden flight on 31st July 1981 and was representative of the final production version and significantly lighter than the first two prototypes.

The HPT-32 is a cantilever, low-wing monoplane and of all-metal construction. Unlike the HT-2, the HPT-32 was a nose wheel aircraft with side-by-side seating for two persons under a rearward sliding jettisonable framed canopy. The HPT-32 also had the provision for a seat behind the instructor and trainee, along with space for some luggage. This was due to the fact that HAL had also planned to offer the aircraft to undertake liaison roles. The aircraft had a non-retractable tricycle type landing gear. The aircraft was powered by a Textron Lycoming AEIO-540-D4B5 flat-six 260 hp engine, driving a Hartzell two-blade constant-speed metal propeller. Fatigue life was quoted as 6.500 hours.

The IAF went on to place an initial production order for the new basic trainer in 1981, ordering 40 aircraft with an additional requirement for 100-150. At the time, the cost of each aircraft was estimated at INR 19.25 lakh.

The HPT-32 was inducted into the Indian Air Force in March 1984. The trainer aircraft was used for Stage 1 flight training providing pupils with 65AIAF hours of flying.

HAL completed the delivery of 40 HPT-32s by March 1987. Just as it was with the HT-2, the Navy also acquired the HPT-32, ordering nine aircraft. INAS 550-B Flt at Kochi which was equipped with Islander aircraft in 1976, went on to induct the HPT-32 in January 1986. The squadron completed basic flying training on the HPT-32 in October 1987, for the first batch of six naval pilots. However, training on the HPT-32 was discontinued soon after, and the squadron ceased further basic flying training on the type.

The IAF placed three additional orders for the HPT-32 in August 1988, January 1990 and March 1992 for 40, 30 and 24 additional aircraft respectively. In total, the IAF placed orders for 134 HPT-32s.

 

A turboprop version of the HPT-32, called as the HTT-34 took to the air for the first time on 17th June 1984 piloted by Wg Cdr Ashok and another pilot. “The aim was to enhance its performance, while also overcoming the nagging supply problems of high-octane fuel. A turboprop engine uses turbine fuel (refined kerosene). “The more powerful engine on the HTT-34 gave the aircraft excellent performance,” Wg Cdr P Ashoka (retd)” said in his autobiography. HTT-34 prototype was in fact the HPT-32 third prototype which was modified.

However, despite the HTT-34s improved performance, HAL never received any orders for it.

The HTT-34 was also demonstrated as a trainer aircraft at the Farnborough (UK) and Paris Airshows in 1984 and 1985 respectively. “Later we (HAL) took it to Nigeria and Ghana in Africa on a marketing mission. Our aerobatic displays were greatly appreciated and some of the foreign pilots who flew the aircraft, were also duly impressed. Unfortunately, this did not result in any sales, probably for financial reasons,” Wg Cdr Ashoka added.

Troubled Trainer

 The HPT-32 took over the basic training role (Phase I) in the IAF in entirety from 1988 onwards, following the retirement of the HT-2. According to a CAG report released in 2019, the HPT-32 aircraft was besieged with difficulties related to reliability and safety including engine failure, poor glide characteristics and absence of an ejection seat.

Due to a large number of accidents, the entire HPT-32 fleet was grounded in July 2009. This decision followed the crash of an HPT-32 on 28th July 2009 due to engine failure.

A High-Power Study Team (HPST) was constituted by Air HQ and HAL’s Transport Aircraft Division in Jul 2009 to undertake an in-depth analysis of maintainability and reliability of HPT-32 aircraft and its engine. The HPST was tasked to undertake technical investigation to find out the cause of engine failures and suggest remedial measures

However, in August 2009, the IAF decided to discontinue flying of the HPT-32 fleet till the finalization of HPST report. The HPST report released in December 2009 stated that the HPT-32 aircraft was designed and developed in the early 1980s and did not meet present day standards (at the time). The technical investigation carried out by HAL was inconclusive in its findings.

As per a CAG report released in 2013, it observed that engine cut-off issues had resulted in 189 incidents/accidents on HPT-32 aircraft. Originally slated for retirement in 2014, the HPT-32 fleet was grounded in 2009 and resulted in HAL’s HJT-16 Kiran Intermediate Jet Trainer (IJT) being used for Stage I training from 2010 to 2013. In June 2012, the IAF opted not to return its HPT-32 fleet back into service, which at the time numbered approximately 116 aircraft.

In total when combining the HT-2 and HPT-32, 300 trainers were produced by HAL. The HPT-32 remained in service only for 25 years as compared to the HT-2, which remained in service for 34 years. Despite the trials and tribulations with the development of indigenous basic trainers, it would not be out of place, to say that the HT-2 and HPT-32 set the stage for the development of a new, modern and state-of-the-art basic trainer for the future.

Air Marshal Anil Khosla retired from the Indian Air Force as Vice Chief of the Air Staff. He was commissioned into the Indian Air Force in December 1979.

 

 

My very first impression of the HT-2 as a cadet was that it looked simple and almost modest, yet purposeful. As a young flight cadet in the Indian Air Force during the 1970s, my first encounter with the HT-2 was both exhilarating and a bit intimidating. The aircraft was a sleek, all-metal design with tandem seating and it was simple yet robust. The controls were responsive, but it demanded precision right from the start; a sloppy approach could lead to a bumpy landing on those narrow landing gear.

In total I flew a total of 215 hours on the HT-2. This included 40 hours of ab-initio training, 65 hours during the Flying Instructors’ Course, and 110 hours during instructing at Flying Instructors School (FIS) Tambaram. At FIS Tambaram I instructed on the HT-2 teaching young IAF pilots how to become instructors.

My abiding memories are vivid and multifaceted. I remember the distinctive sound of the engine starting up. I Remember the smell of gasoline during stall turns. One unforgettable sortie for me, was my second solo flight, during which, after take-off, I had an engine failure and had to force-land the aircraft.

The HT-2 was considered challenging to fly, however, it had many attributes that made it such a long-serving basic trainer in the Air Force. The HT-2 earned its reputation as challenging aircraft to fly as it tended to swing on the ground on landing. It required total concentration and focus to prevent over-controlling, especially in crosswinds. It was known to be somewhat unforgiving if mishandled, especially in the stall/spin regime.

Yet, these very challenges made it an excellent trainer for basic flying skills. It remained in service for over three decades (from the 1950s until the late 1980s), with over 120 aircraft produced.

Its attributes included: – 

    • Ruggedness.
    • Easy to maintain (indigenously available spare parts).
    • Excellent visibility from the front (in the air).
    • Low operating Cost.
    • Indigenous production with no dependency on foreign OEM.

 

The aspects of the HT-2 that I liked and disliked were many.

Likes: 

  • Handling and Stability—perfect for building confidence.
  • The response to controls was direct, making it great for learning flying.
  • The bubble canopy and raised instructor’s seat provided panoramic view.
  • The engine was smooth and powerful enough for basic trainer.
  • Execution of aerobatic manoeuvres gave a lot of satisfaction and a boost to the confidence.

Dislikes:

  •  The narrow-track undercarriage made landings tricky as it was prone to swinging on the ground.
  • The seats weren’t the most ergonomic for extended sessions, causing back aches during prolonged flying.
  • The seat was fixed without height or position adjustment.
  • The parachute strapped to the pilot was not very comfortable or easy to bail out.

 

Disclaimer: The views and opinions expressed in this article are those of the author and do not necessarily reflect the position of the, Centre for Aerospace Power and Strategic Studies [CAPSS]

This work is licensed under Creative Commons Attribution – Non-Commercial – No Derivatives 4.0 International License.

 Centre for Aerospace Power and Strategic Studies |  @CAPSS_India |Centre for Aerospace Power and Strategic Studies |

Notes:

1 Global Security Org, “content” https://www.globalsecurity.org/military/world/india/hpt-32.htm accessed on August 25, 2025

2 Vijay Seth, The Flying Machines of the Indian Air Force 1933 – 1999 (New Delhi: Seth Communications, 2000), p. 41,

3 Indian Navy NIC, “content” https://indiannavy.gov.in/content/dorniers-2

4 Wg Cdr P Ashoka, Riding the Wind (New Delhi: Viji Books, 2011), p. 140.

5 Vayu Aerospace Review 1984

6 ibid

7 Performance Audit Report of the Comptroller and Auditor General of India on Capital Acquisition in Indian Air Force, Report No. 3 of 2019

8 Performance Audit Report of the Comptroller and Auditor General of India on Capital Acquisition in Indian Air Force, Report No. 3 of 2019

9 PIB.GOV.IN, “content”, https://www.pib.gov.in/newsite/PrintRelease.aspx?relid=75579&reg=3&lang=2 accessed on Oct 1, 2025.

10 Audit Report of the Comptroller and Auditor General of India on Capital Acquisition in Indian Air Force, Audit Report No. 34 of 2014

11 Performance Audit Report of the Comptroller and Auditor General of India on Capital Acquisition in Indian Air Force, 2017

English हिंदी