Wing Cdr KS Suresh VrC (Retd)

Acquisition of the Advanced Jet Trainer (AJT) for the IAF is under consideration since early 80s i.e., for over two decades. Interestingly, in this time period, has seen  nine different governments in New Delhi, and  seven different Chiefs of the Air Staff. In May 1986, after evaluation of a number of aircraft by experts, Indian Air Force (IAF) short-listed two aircraft, the British Hawk and the French Alpha Jet as suitable for advanced jet training. If one could make an intelligent guess as to what qualities are required of an AJT, the list would perhaps read, “AJT should be a small agile aircraft capable of transonic (high sub-sonic) speed and suitable for imparting training in air combat techniques and air to ground weapon delivery. It should possess good climb performance, high maneuverability and adequate reserve of power for air combat. The AJT should be capable of accurate delivery of modern air to ground armament stores. In its secondary role, the aircraft should be usable for close air support, counter insurgency operations, etc”.

          After completion of basic training (Stage I) on HPT-32 and later (Stage II) on Kiran or Iskra aircraft, lead-in fighter training is essential before a pilot graduates to high performance supersonic aircraft. Thus the need for an AJT to teach basics of tactical flying, air combat techniques and air to ground weapon delivery in a transonic aircraft.  This would not only ensure that the transition of a pilot to front line fighters is in gradual steps and also that he is able to cope easily with the increments in aircraft performance.  Till 1990, most of the lead-in fighter training in the IAF was taken care of by Hunter aircraft in a unit called Operational Conversion Unit.

          Air Forces the world over have always had a lead-in fighter trainer, or AJT as we call it. The USAF has had T-38, Royal Air Force (UK) Gnat Trainer and now the Hawk, erstwhile Soviet Union L200 & L300 and the European Air Forces like France, Germany, and Belgium etc the Alpha Jet. No air force in the world had ever dispensed with this stage of training on a transonic aircraft. It is most unfortunate that the IAF has had to go in for a make do system and carry out advanced jet training using MiG-21 aircraft, which is not suited for the role of AJT.  The IAF had to adapt the Mig-21 in the absence of AJT and no other suitable aircraft being available, after Hunters were  phased out due to ageing.

          “MiG-21 trainer” is a type trainer meant for dual instruction for conversion on to MiG-21 fighter. MiG-21 is a high performance supersonic aircraft and the transition to it from the Kiran class of aircraft is a quantum jump for an inexperienced pilot. It is like going straight on to post-graduation after 12th, without completion of a graduate course. IAF has modified the syllabus with a lot of extra sorties to make the learning process gradual to the extent possible.

AJT role being performed by a MiG-21 trainer is also not a cost-effective system, as the basics of tactical flying are being taught in a high performance aircraft. Operationally, the instructor has serious limitations in teaching, as the visibility from the rear cockpit of a MiG-21 trainer is very restricted. This hinders both tactical and air combat maneuvers. Further, since the rear cockpit is not raised and there is no facility to look over the front cockpit, the instructor cannot teach sighting techniques for ground attack.

MiG-21 aircraft is powered by an engine with reheat (afterburner) system. This is a system where controlled combustion of extra fuel takes place in the jet pipe behind the turbine to boost the basic thrust of the engine. Most modern aircraft are equipped with reheated engines. Any aircraft with reheat must be considered as two different aircraft, one with reheat for combat maneuvers and the other without reheat for cruise, loiter, etc. In the MiG-21, teaching air combat maneuvers without reheat has no value, as the maneuvering gets severely limited due to inadequate thrust. The exercises must be taught with reheat on, which is how the aircraft is flown operationally. Use of reheat not only enhances energy levels but also brings about a tremendous increase in fuel consumption. The net result is a drastic reduction of repetition of maneuvers per unit time. Further, this is coupled with high crossing speeds and greater distances after crossing, both factors severely limiting visual sighting and hence the teaching value.

A transonic aircraft with a non-reheated fan engine has a distinct advantage of repetition per unit time due to economy in fuel consumption. During air combat maneuvers, crossing speeds are lower and distance after crossing would be less making it easy for visual pick off. Thus the learning curve really goes up and makes the transition to fighters much smoother.

Several Committees from La Fontaine to Kalam have recommended induction of AJT on priority. But the acquisition of AJT by IAF got bogged down for one reason or the other.  Finally, in the year 2000, Ministry of Defence (MoD) concluded that the British Aerospace (BAE Systems) Hawk jet trainers met all requirements of the Air Force. MoD then opened final price negotiations with BAE Systems. Both the previous Chief of the Air Staff, Air Chief Marshal AY Tipnis and the Defence Minister Mr George Fernandes announced that a final decision on the Hawks would be announced in January 2001.

However, they seemed to have reckoned without the Financial Advisors to MoD. The advisors believed that the price of the Hawk was too high. Unrestricted training notes for the Defence Services show that a Financial Advisor to MoD must ask some very pertinent questions from the service interested in any new acquisitions. These include: whether the requirement is “real” and also if it can be reduced in quantity or even postponed! The delay of two decades in acquiring the AJT has surely made a mockery of the next vital question - that of the price. Surely a smaller number of AJTs today will cost an order of magnitude more than if they had been bought in 1985 or so.  But reports indicate that negotiations between a high-level MoD team, headed by a senior Air Force officer, and BAE Systems broke down only on the issue of price. The difference between the two sides was reported in the press as around Rupees 5 million  for each aircraft. This may have come down further during the latest discussions. Hopefully, the issue gets resolved and the IAF gets the much needed AJT soon.

The present system of training in the MiG-21 aircraft is neither optimal nor cost effective. The basics of tactical flying, air combat maneuvers and ground attack techniques are best taught in a transonic aircraft suited for the role. IAF pilots are missing out on a very important link in their transition. One only hopes that AJT does not remain a MIRAGE. There is also a great fear of the possibility of someone in authority telling the IAF, “You have managed for the last two decades without an AJT. Surely you can continue to do without”  (Pavlov’s theory).