No, the Tejas Mk1A jets are not being delivered yet, and the maiden flight of the aircraft from HAL’s third facility in Nashik doesn’t indicate that either. HAL calls it a “momentous milestone” and it can indeed be counted as an achievement. However, the inauguration of the third production line has only cast a brighter and harsher spotlight on the question that truly matters: When will the Indian Air Force actually receive the jets?
The latest promise of delivery, the initial two jets in the month of October, has increased the curiosity of both Indian defence journalists and officials. Neither group, however, expects the deliveries to materialise in October. They are not being critical without reason; there’s a clear rationale behind keeping
expectations low.
“Hungry mouths are ready, waiting for food now,” said Air Force Chief Air Chief Marshal AP Singh during the annual press conference of the Air Force. It is not just an urgent desire but also the Air Force’s expectations for the Tejas Mk1A, which remain exactly the same as the Qualitative Requirements set out in the original contract—requirements that are still far from being fulfilled.
Qualitative Requirements are the official performance parameters and capability benchmarks that the armed forces define for any equipment or system they intend to buy.
“The aircraft that you flew, calling it Mk1A—it is not Mk1A. It cannot happen just by a change of one software or by looks. When the weapons come and the capability comes, then it’s a Mk1A,” ACM Singh had said in February after taking a sortie in one Tejas Mk1A. Rightly so, as weapon firing was still pending and software modifications was required.
A senior HAL official in September said the delivery schedule of the first order of 83 jets had been extended by at least four quarters. During Aero India 2025, delivery was projected to be completed by mid-2028. However, as of today, there is neither certainty about the first delivery in October nor confidence in meeting the revised delivery timelines.
Largely, it is a problem of the supply chain but not limited to it. There are a number of changes and tests that still need to be completed in the hardware, weapons, radar, and software domains before HAL can truly claim that the Tejas Mk1A is “ready for IAF service”. A source in the PSU says that trials and tests are ongoing.
One of the biggest bottlenecks has been the F404-GE-IN20 engines being supplied by General Electric. The programme to deliver 99 of these engines has been delayed by over 10 months, primarily due to parts and component issues in the GE supply chain. HAL Officials say that they are being kept in loop and the promise of two engines per month has also failed. So far, only four engines have been delivered. The hope is that the engine supply will pick up by the end of 2025, with 12 engines expected within the financial year and production ramping up thereafter.
Crucial trials that would make the aircraft “combat ready” include the firing of the Astra beyond-visual-range air-to-air missile, integration of the Israeli Elta AESA radar (EL/M-2052), electronic warfare systems, and completion of software updates aligning with the Qualitative Requirements (QR) of the IAF. HAL has claimed that early issues with the AESA radar have been addressed. But weapon firing and desired results remains a sticking point and a confirmation on that is still awaited.
HAL’s third production line at Nashik will indeed raise capacity from 16 to 24 aircraft annually once fully operational. But even with this enhanced capacity, and with persistent challenges ranging from engine delays to weapon integration, the central question remains: By when will HAL be able to deliver a combat-ready aircraft?
Until that answer takes off from the runway and lands at an IAF base, the story of Tejas Mk1A will remain what it has long been—a tale of promise, patience, and postponed timelines.
