Fresh Worry For IAF: Engine Supply Woes Force HAL To Slash LCA Mk-1A, HTT-40 Deliveries; Parliament Panel Flags Test-Bed Delays

Fresh concerns have emerged for the Indian Air Force (IAF) as Hindustan Aeronautics Limited (HAL) has been forced to sharply cut its delivery targets for key indigenous aircraft in FY26, amid persistent engine supply disruptions and deeper structural challenges in India’s aero-engine ecosystem.

According to a media report, HAL now expects to hand over just five LCA Tejas Mk-1A fighters and three HTT-40 basic trainer aircraft by March 2026, a steep reduction from its earlier plan of 10 fighters and 12 trainers.

What is plaguing the Tejas deliveries?

Senior officials cited slower-than-expected engine supplies and the need to complete critical weapon trials as the primary reasons behind the revised timeline.

The cutback comes at a sensitive time for the IAF, which has placed two major orders totalling 180 LCA Mk-1A aircraft worth about ₹1.1 lakh crore.

The first contract for 83 jets was signed in 2021, with deliveries scheduled over four to five years, while supplies under the second order, cleared in 2025, are to begin from 2027–28. The five Mk-1A fighters due by FY26 are part of the initial tranche.

Why are GE engines the pain point?

A major bottleneck remains the GE Aerospace F404-IN20 engines powering the Mk-1A. The US manufacturer has delivered only five engines so far.

While GE has assured HAL of around 20 engine deliveries next year and more than 20 annually from 2027 onwards, the slow ramp-up has already pushed production schedules to the right.

HAL officials maintain that once engine supplies stabilise and new facilities reach full stride, lost time can be recovered to protect the IAF’s combat strength.

Weapon integration is another critical milestone. Officials say Mk-1A weapon trials are progressing well, with a fresh round planned for late December, after which production tempo is expected to improve.

How has HAL improved production infrastructure?

To support higher output, HAL has inaugurated new assembly lines in Nashik, complementing its facilities in Bengaluru.

The current capacity of 16 Mk-1A fighters annually in Bengaluru is set to rise to 24 aircraft per year once Nashik is fully operational. HTT-40 trainer capacity is pegged at 20 aircraft annually across both locations.

Why are engines the problem for HTT-40 trainers?

However, the HTT-40 programme is facing its own engine troubles. Honeywell’s TPE331-12B turboprop engines, under a ₹6,838-crore contract for 70 trainers, have been delayed.

The first engine, originally due in September, is now expected only in January 2026. Two HTT-40s are flying using older Category-B engines taken from prototypes, underscoring interim workarounds.

Why has a parliamentary panel critiqued HAL?

Beyond immediate delivery concerns, a Parliamentary Committee on Public Undertakings (CPU) has flagged deeper worries for India’s long-term self-reliance ambitions.

In its latest report, the panel criticised prolonged delays in HAL’s gas turbine engine development programme, blaming procurement bottlenecks, delayed approvals for test-bed infrastructure, and land clearance issues.

Two indigenous engine projects, sanctioned in 2018, remain unfinished, forcing HAL to write off over ₹159 crore.

What was the parliamentary panel’s warning?

The Committee warned that unless dedicated test-bed facilities are urgently operationalised, India risks continued dependence on foreign engines, undermining Atmanirbhar Bharat (Self-Reliant India) goals in aerospace.

While the Defence Ministry has pointed to technological complexity and limited global willingness to share engine know-how, the panel has demanded a clear, time-bound action plan.

For the IAF, the twin challenges — near-term delivery slippages and long-term engine capability gaps — underline why aero-engines remain the hardest nut to crack in India’s defence indigenisation journey.