SOURCE: AFI
The Indian Air Force (IAF) faces a critical juncture as over 100 HAL HJT-16 Kiran jet trainers, operational for over five decades, are slated for retirement by 2027. These “Ray of Light” aircraft, introduced in 1968, have been the backbone of Stage-II pilot training for the IAF and Indian Navy, bridging basic training on Pilatus PC-7s to advanced training on BAE Hawks.
With no viable import option available, the indigenously developed HJT-36 Yashas, unveiled at Aero India 2025, is poised to replace the Kirans. However, delays in its induction raise concerns about a potential training gap, as India’s self-reliance ambitions confront the risk of “self-created emergency conditions,” .
The HJT-16 Kiran, designed by Hindustan Aeronautics Limited (HAL), has been a stalwart in pilot training since its maiden flight on September 4, 1964. With 190 units built, including the Kiran Mk II variant with enhanced engines and hardpoints, it has trained generations of pilots for complex maneuvers, aerobatics, and armament training. The aircraft also powered the IAF’s Surya Kiran aerobatic team until 2011 and the Navy’s Sagar Pawan team. However, by the 2010s, the Kiran’s aging airframe and obsolescent systems necessitated a successor, with its operational life extended to 2019 and now 2027 due to delays in replacements.
The Kiran’s retirement, with over 100 aircraft still in service, poses a logistical challenge. The IAF’s training pipeline, already strained by the 2009 grounding of HPT-32 Deepak trainers, relies heavily on the Kiran for Stage-II training, preparing pilots for fighter, transport, or helicopter streams. The absence of a ready replacement risks disrupting this pipeline, critical for maintaining the IAF’s 30-squadron strength target by 2035.
The HJT-36, originally named Sitara and rebranded as Yashas (“Glory”) at Aero India 2025, is HAL’s answer to the Kiran’s retirement. Designed in 1997 to meet IAF requirements, the Yashas is a subsonic intermediate jet trainer with a 9.8-meter wingspan, low-swept wings, and a tandem cockpit. Powered by a FADEC-controlled NPO Saturn AL-55I engine delivering 17.3 kN thrust, it boasts a best-in-class thrust-to-weight ratio, a modern glass cockpit with multi-function displays (MFDs), a heads-up display (HUD), and voice-enabled controls. Its capabilities include Stage-II training, aerobatics, armament carriage up to 1,000 kg, and counter-insurgency operations, with Indian Line Replaceable Units (LRUs) reducing reliance on imports.
The Yashas has overcome significant hurdles. Early prototypes, flown in 2003 and 2004, faced spin and departure issues, culminating in a 2011 crash near Hosur. After a redesign, including an extended fuselage and improved aerodynamics, the aircraft resolved spin characteristics by January 2022, flying again in 2019 after a three-year hiatus. Upgrades unveiled in 2025, including a drooped nose for better visibility and AI-powered systems, position the Yashas as a modern training platform. HAL Chairman DK Sunil described it as having “risen like a phoenix,” with export potential for a weaponized variant.
Despite its promise, the Yashas’s induction timeline remains uncertain. The IAF has not placed a firm order, opting to lease four to five aircraft for evaluation, with further orders contingent on performance, as reported on February 12, 2025. An earlier 2010 order for 73 trainers, costing ?6,180 crore, was stalled by technical issues and delayed certifications, with initial operational capability (IOC) expected only by July 2011. The IAF’s cautious approach reflects past disappointments, but the lack of an import option—unlike the BAE Hawk, inducted in 2007 to supplement Kirans—leaves little room for alternatives.
The 2027 deadline is tight. HAL has two Yashas aircraft ready, with two more awaiting certification, but scaling to 85 units, as the IAF desires, requires rapid production ramp-up. The AL-55I engine, supplied by Russia’s United Engine Corporation, is set for licensed production in India, but type certification is pending. Delays in these processes could exacerbate the training gap, especially as the Hawk fleet, undergoing upgrades to the Hawk-i standard, cannot fully absorb Stage-II training demands.
HAL’s export ambitions, including a weaponized Yashas variant with ASRAAM missiles for low-cost combat roles, add complexity. While targeting markets in less contested regions, HAL must prioritize IAF needs to avoid repeating the HJT-36’s protracted development, which began in 1999. Competition from global trainers like the T-50, M-346, and L-39NG demands cost-effectiveness and reliability to secure both domestic and international orders.
The retirement of over 100 HJT-16 Kirans by 2027 marks the end of an era for Indian military aviation. The HJT-36 Yashas, with its advanced avionics and resolved technical issues, is a capable successor, but its induction must outpace India’s propensity for “self-created emergency conditions.” With no import option, the IAF and HAL face a make-or-break moment to deliver a modern, indigenous trainer. As DK Sunil noted, the Yashas has “good export potential,” but its primary mission is clear: ensuring India’s pilots are ready for the skies by 2027.
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