SOURCE: AFI
In a significant boost to the aviation sector, Air India, now under the Tata Group, has confirmed a new order for 100 Airbus aircraft, comprising 10 widebody A350s and 90 A320 Family aircraft, including the A321neo. This order, following a previous mega-deal for 470 aircraft from both Airbus and Boeing, underscores the robust expansion of India’s aviation market. However, this reliance on foreign manufacturers has sparked a conversation around self-reliance in aircraft manufacturing within India.
The order, announced on December 9, 2024, pushes Air India’s total commitment to 350 aircraft from Airbus alone, highlighting not just the airline’s ambition but also the growing demand within one of the world’s fastest-growing aviation markets. With such substantial investments in foreign aircraft, the question arises: is it time for India to consolidate its domestic aerospace projects and aim for self-sufficiency in aircraft production?
Currently, India has two separate programs in the pipeline – the Indian Air Force’s (IAF) Medium Transport Aircraft (MTA) project and the National Aerospace Laboratories’ (NAL) Regional Transport Aircraft (RTA) project. Merging these could be a strategic move towards developing an indigenous transporter with the versatility to serve both military and civilian needs, much like the Airbus A321 which can be configured for multiple roles.
- IAF’s MTA: Initially conceptualised as a joint venture with Russia, the MTA project aimed at producing a medium-sized transport aircraft for military logistics, which has seen delays and changes in scope over the years now will see competition from C390, C-130J and A400M.
- NAL’s RTA: Focused on creating a regional aircraft for short-haul routes, this project has been in development for a while but has struggled with funding and technological challenges.
Combining these efforts could lead to the development of a multi-role aircraft. This aircraft could serve as a military transporter for the IAF while also being adaptable for civilian use, similar to how the A321 can be configured for cargo, passenger, or mixed operations. Such a design would not only meet domestic needs but could also open avenues for exports, reducing the drain on foreign reserves.
The argument for an Indian-designed aircraft isn’t just about nationalism but economic pragmatism. With airlines like Air India, IndiGo, and others expanding their fleets, the cost of importing aircraft adds significantly to India’s foreign reserve outflows. An indigenous aircraft could mitigate this. Developing its own aircraft would boost India’s technological prowess, create jobs, and stimulate related industries like aerospace engineering, materials science, and electronics. The projected growth of the Indian aviation market offers a ready internal market for such an aircraft, potentially extending to neighboring countries in South Asia and Africa.
In terms of defense, an indigenous transport aircraft would enhance India’s strategic autonomy, reducing dependency on foreign suppliers for critical military logistics.
With the aviation sector in India poised for further growth, now might indeed be the opportune moment for India to push forward with a unified program that could lead to the development of an aircraft tailored to both its military and civilian needs. This could be a game-changer, positioning India not just as a consumer but as a significant player in the global aerospace industry.