Tejas Mk2: Too Late to Matter, or Exactly What the IAF Needs?

The relevance of the Tejas Mk2 has once again become a subject of debate after criticism from former Indian Air Force Vice Chief.

Air Marshal Nagesh Kapoor (Retd.), who recently stepped down as Vice Chief of the Indian Air Force, questioned whether it would make operational sense for the IAF to induct a 4.5-generation fighter in the mid-2030s, at a time when China is already fielding large numbers of fifth-generation fighters and is working towards even more advanced sixth-generation combat aircraft.

His answer, when asked whether such an aircraft would remain relevant in 2035, was unequivocal: “No, operationally, definitely no.” It is a serious take, and coming from someone with decades of experience in the IAF.

But before diving deep into the topic,

But First, About Tejas Mk2?

The Tejas Mk2, also known as the Medium Weight Fighter (MWF), is not just a larger Tejas Mk1 but a more capable aircraft derived from the Tejas Mk1. The aircraft is powered by the American GE F414 engine and is being designed with greater payload and fuel capacity than the existing Tejas Mk1. Its eventual role is to replace several of the IAF’s ageing fighter fleets, including the Mirage 2000, Jaguars and MiG-29.

The programme received a go-ahead from the government in September 2022, when the Cabinet Committee on Security formally sanctioned its development. More than ₹6,500 crore was allocated in additional funding, taking the overall project cost to roughly ₹10,000 crore. The funding covers prototype development, manufacturing, flight testing and certification.

IAF so far has committed to procuring six squadrons of Tejas Mk2, which translates to roughly 108 aircraft, assuming approximately 18 fighters per squadron. There could be additional aircraft ordered if the IAF needs them.

Also Read, In Depth Analysis: Tejas MK2 or MWF

Avionics and electronic warfare Package of Tejas Mk2

• Radar: Enlarged indigenous Uttam AESA radar, expected to have nearly 1,000 transmit/receive modules and the ability to track multiple targets simultaneously.
• IRST: Indigenous Infrared Search and Track (IRST) system for passive detection and tracking of targets without emitting radar signals. From HAL designs showcased at aero India, IRST is nose mounted unlike a pod carrier by Tejas Mk1.
• Sensor Fusion: Integration of radar, IRST, electronic warfare sensors and datalinks to provide the pilot with a single integrated tactical picture.
• Electronic Warfare: Unified Electronic Warfare Suite (UEWS) developed by DARE, combining electronic support measures and electronic attack capabilities.
• Missile Warning: Dual-Colour Missile Approach Warning System (MAWS) for detecting incoming missiles.
• Radar Warning Receiver: Advanced RWR integrated with the aircraft’s electronic warfare and countermeasure systems.
• Cockpit: Large-area display replacing the conventional arrangement of multiple smaller screens.
• HOTAS: Side-stick HOTAS configuration for improved pilot control and ergonomics.
• Communications & Datalinks: Software-defined radio architecture supporting secure communications, datalinks and network-centric operations.
• Health Monitoring: Health and Usage Monitoring System (HUMS) for monitoring the aircraft’s condition and identifying potential maintenance issues.

Now, Coming To What Air Marshal Nagesh Kapoor Sir Said

The criticism was not about whether Tejas Mk2 is a bad aircraft or not, but its expected time of induction and the relevance of its capability at that point in time. According to the initial timeline, Tejas Mk2 was scheduled to roll out in 2022, but as of now, the programme has since moved towards a first flight in 2027. The former Vice Chief criticised HAL’s pace, arguing that its urgency has not matched that of the IAF. The criticism becomes even more understandable when the IAF is still waiting for the promised Tejas Mk1A aircraft.

The main argument is that India could end up introducing a 4.5-generation fighter at the time when the regional airpowers would be moving towards fifth-generation and eventually sixth-generation systems. He cited project management as an issue to address, while also expressing disappointment over the slow-paced development of AMCA.

But he reiterated IAF’s commitment to indigenisation, and said it is the way to go. In times of conflict, he said that when the aircraft is our own, we can produce as many as we want and wouldn’t even be facing spare parts problems as well, and if HAL can deliver on Tejas Mk2 promises all while accelerating development of AMCA, then he said Tejas Mk2 would very much make sense. He added “you can have a certain number of those fifth gen and sixth gen aircraft but given the size of our country you won’t able to deploy them everywhere so those gaps that continue to remain is to be filled with these class of aircraft”.

Debate Over Relevance Of Tejas Mk2 In The Second Half Of Next Decade

Sir’s comments have sort of stirred debate around the relevance of the Tejas Mk2 project. The defenders of the project do agree with most part of what Vice Air Chief said but they also give the argument about what world’s major air forces are going to be operating in the 2030s and well into 2040s along with their advanced 5th gen fighters.

The United States is expected to operate its upgraded F-16s well into the 2040s. China itself will continue operating large fleets of J-10, J-11 and J-16 aircraft alongside its fifth-generation J-20s. Pakistan is also moving towards a mixed fleet involving JF-17s and J-10s. The opinion is that India should also operate a mixed fleet. Even after AMCA enters service, India will continue flying large numbers of fourth- and 4.5-generation aircraft, and Tejas Mk2 would be a great capability enhancer.

While advanced platforms take care of missions where stealth, survivability and penetration of heavily defended airspace are critical, the rest of 4.5 gen aircraft can be kept for routine combat air patrol, interception, strike mission or lower-end task.

As Sir said, the ideal scenario would be where HAL should start delivering Mk2 by the early 2030s, all the while increasing the developmental pace of AMCA, but if things go as usual and the project faces even more delay, then Vice Air Chief’s argument would make perfect sense, and India should look into other avenues to bridge and enhance capabilities.

The shrinking IAF’s fighter fleet retirement of the final MiG-21 squadrons in September 2025 is another concerning issue; the service is already operating at historically low fighter squadron levels. The current fleet consists broadly of:

The Jaguar fleet is already nearing their retirement cycle. The Mirage 2000 and MiG-29 fleets are also expected to leave service by the mid-2030s.

While IAF is aiming to induct 180 Tejas Mk1A and additional 114 Rafales which together constitute roughly 16 squadrons but the retirement of the Jaguars, Mirage 2000 and MiG-29 fleets which represents around 12 squadrons, the net gain could be only around four squadrons. That would leave the IAF with roughly 34–36 squadrons around 2035, still below the officially sanctioned strength of 42, but if HAL could stick to its timeline and start production of Mk2 from 2032, and assuming the current Tejas Mk1a is delivered as per the timeline, then we could get near that magic number 42 with the induction of Mk2s.

Another thing to consider here is that, as you must be hearing or reading, for years, the figure of 42 fighter squadrons has been treated as the benchmark for the IAF. The number originated from older assessments of the requirements of a possible two-front war against China and Pakistan.

But the strategic environment around India has changed considerably since those assessments were made. A recent independent study named “The Indian Air Force’s two-front challenge: Requirements to get into mission mode” has estimated that India could require between 67 and 79 fighter squadrons to have a high probability of achieving air superiority in a simultaneous two-front conflict. That does not mean that the IAF suddenly needs to order 79 squadrons tomorrow.

But it does show that 42 squadrons should not be treated as a sacred number that can never change. So in this context, indigenous projects such as Tejas Mk2, AMCA, and even TEDBF would become even more critical, and in this context, Sir’s comments should be taken.

HAL needs to improve

While debate over the relevance may continue, one thing that should be addressed with utmost urgency is the improvement of development timelines. HAL needs stronger project management, clearer accountability, better coordination with DRDO and ADA and, most importantly, with the IAF and Navy(in the future) and much greater integration with the private sector as well. Fighter programmes need to have clear deadlines.

At the same time, critical components such as engines and avionics remain dependent on foreign suppliers. Efforts are already being made to indigenise most of the critical components, from the avionics suite to the ejection seat, and on the engine front, things have been complicated, but talks are on with the UK and France. Alongside, progress made on Kaveri should not go to waste, and steps should be taken to restart the programme along with the development of the required infrastructure for engine development and testing.