India’s 3rd Aircraft Carrier : A Deep Dive

The two aircraft carriers that India possesses right now – INS Vikramaditya and INS Vikrant, both showcases how devious of a powerhouse India is in maritime defense and security. Both the carriers are ski-ramp STOBAR carriers and right now the government and defence firms are engaging for the making of the third aircraft carrier. In this same span of time while India was celebrating the commissioning of the Vikrant, China has inducted its third aircraft carrier – the Type 003 Fujian. While USA is in a different league with 11 nuclear powered CATOBAR supercarriers, India is competing in the ranks among UK, France, Russia, China to name a few to bring forth the Blue Water Navy dominance. However this complex topic of an aircraft carrier R&D and manufacturing is a Herculean task for any country which needs the attention from billions of dollars’ worth monetary and infrastructure capabilities. For India the more important question is in which path should the Ministry of Defence walk on – conventional? Nuclear powered? Ski ramped or flat decked? There’s lot of questions. Both STOBAR (Short Take-Off Barrier Arrested Recovery) and CATOBAR (Catapult Assisted Take-Off Barrier Arrested Recovery) are methods for launching and recovering aircraft on aircraft carriers. While they share the "arrested recovery" aspect, their launch mechanisms differ significantly, impacting the types of aircraft flown and the overall capabilities of the carrier. All of the US’ Nimitz Class and G.Ford Class carriers and France’s Charles de Gaulle are CATOBAR carriers with the Chinese Fujian being the latest addition in line. Take-Off Mechanisms: STOBAR: Relies on a ski-jump, a ramp angled upwards at the end of the flight deck. Aircraft use their own engines for takeoff, but the ski-jump provides additional lift to compensate for the short runway length on a carrier. This method is simpler and cheaper than CATOBAR. CATOBAR: Employs a catapult, a powerful machine that accelerates the aircraft to high speed using steam pressure (steam catapult) or electromagnetic force (Electromagnetic Aircraft Launch System - EMALS). This allows heavier aircraft loaded with more fuel and ordnance to take off safely from the short deck. Aircraft Compatibility: STOBAR: Typically operates conventional fixed-wing aircraft with good short takeoff performance (like the MiG-29K). However, due to weight limitations imposed by the ski-jump takeoff, the payload capacity (fuel and weapons) of these aircraft might be lower compared to CATOBAR counterparts. CATOBAR: Offers greater flexibility by accommodating a wider range of aircraft, including heavy fighters, bombers, and Airborne Early Warning (AEW) aircraft. These planes can be heavier and carry more fuel and weapons due to the catapult assist, making CATOBAR carriers more potent offensively. System Complexity: STOBAR: Simpler design with a fixed ski-jump. Maintenance needs are lower as there are no complex moving parts like a catapult. CATOBAR: More complex system with a powerful catapult requiring skilled personnel to operate and maintain. This complexity adds to the cost of construction and operation. Launch Efficiency: STOBAR: Launch rate might be slower compared to CATOBAR due to the reliance on aircraft engine power and the ski-jump's limited assistance. CATOBAR: Catapults allow for faster and more consistent launches, enabling quicker sorties and potentially higher mission tempo. Carrier Design: STOBAR: May have a slightly shorter flight deck compared to CATOBAR carriers as the ski-jump provides some takeoff assistance. CATOBAR: Requires a longer flight deck to accommodate the higher takeoff speeds achieved by catapults. Cost: STOBAR: Generally less expensive to build and operate due to the simpler design and lack of a complex launch system. CATOBAR: More expensive to build and operate due to the catapult system and the need for a longer flight deck. Our 44500 tonne INS Vikrant cost $2.3 billion while the older US Nimitz class cost $4.5 billion each and the newer Ford class supercarriers cost a staggering $12.9 billion each. CATOBAR carrier’s arrested recovery system (Image source – Quora) Propulsion Systems For STOBAR Aircraft Carriers STOBAR carriers typically use conventional propulsion systems, such as gas turbines or diesel engines, to generate the required power for propulsion. These systems rely on traditional fuels like diesel or aviation turbine fuel (ATF). Advantages: Simplicity: Conventional propulsion systems are well-established and widely used, resulting in simpler designs and maintenance requirements. Cost-Effectiveness: Compared to nuclear propulsion, conventional propulsion systems are generally more cost-effective in terms of initial procurement costs and operational expenses. Operational Flexibility: Conventional propulsion systems offer sufficient power for routine operations and are suitable for most naval missions. Disadvantages: Limited Endurance: Conventional propulsion systems have limited endurance and require frequent refueling, which can impact operational range and flexibility, especially during extended deployments. Environmental Impact: Conventional propulsion systems produce emissions and require the consumption of fossil fuels, contributing to environmental pollution and carbon footprint. Current Status: IAC-II (INS Vishal) on Hold: The originally planned IAC-II (Indian Aircraft Carrier-II), envisioned as a larger CATOBAR carrier, is currently on hold but probably faster talks will resume once the Vikrant repeat order gets settled. Focus on Repeat Order of INS Vikrant: Due to budget constraints, the Indian Navy is considering a repeat order of the INS Vikrant design, potentially another STOBAR carrier. Challenges and Uncertainties: Cost: Building a CATOBAR carrier is significantly more expensive than a STOBAR carrier, requiring substantial resources. Technological Advancements: Developing a functional catapult system (steam or electromagnetic) requires advanced R&D and infrastructure investment. Timeframe: Designing and building a CATOBAR carrier is a lengthy process, potentially taking over a decade. Despite the IAC-II delay, India continues to invest in indigenous shipbuilding and technology development. INS Vikrant ski-ramp INS Vikrant being manufactured at Cochin Shipbuilders Limited (Image credits – Wikipedia) Also Read, Are Aircraft Carriers Still Relevant? Current Feasibilities, Problems and Potential Upgrades From the last meeting in late November 2023 between the Ministry of Defence, Defence Procurement Board (DPB), Defence Acquisition Council (DAC) and other advisory boards, focus is lying more on the repeat order of the STOBAR IAC-I INS Vikrant, codenamed IAC-II. As of March 2024, Indian Navy has been submitted the proposal to acquire another Aircraft Carrier to Ministry of Defence and will have increased features and content on the same base design. INS Vishal (codenamed IAC-III till now) is still in its planning stage which may feature a CATOBAR design with EMALS (Electromagnetic Aircraft Launch System) and is likely to have a displacement of between 55000 and 75000 tonnes. Garden Reach Shipbuilders Limited (GRSL) of Kolkata and Mazagaon Docks Limited (MDL) of Mumbai although being two major shipbuilder manufacturing and maintenance sites of India cap out at 30,000 tonnes displacement dry docks. This makes them unable to have aircraft carrier manufacturing provisions and are limited to the production of the destroyers and corvettes. Cochin Shipyard Limited will yet again prove itself as a behemoth as this Miniratna PSU was the one which built the Vikrant and is the largest shipbuilding and maintenance facility in India. Right now it has capacity of manufacturing vessels upto 110,000 Deadweight tonnage and maintenance docks of upto 125,000 DWT. This clears it for the fact that CSL might bag the deal for IAC-III considering it is the only such facility in India. The part of Propulsion Systems is still in a bit of pinch because right now India still uses General Electric propulsion systems for the aircraft carriers and many of the frigates / destroyers. As of now India will likely procure these units again from foreign firms for the IAC 2. This time alongside General Electric, Royal Royce stands as a contender as the UK firm extended their partnership with India in December 2023 with the India-UK Electric Propulsion Capability Partnership Joint Working Group. This makes it more realistic for Rolls Royce to actually be the firm in responsibility for the IAC-2’s propulsion system. According to Dec 2023 article from Business Standard, Rolls Royce’s MT-30 Gas Turbine Engine Propulsion Pack is in consideration for IAC-2’s propulsion – the same system used by UK’s two STOBAR aircraft carriers HMS Prince of Elizabeth and HMS Wales. Rolls Royce MT-30 Gas Turbine Propulsion System, which powers UK’s 2 aircraft carriers and is a contender to bag a deal for the upcoming IAC-2’s propulsion system (Image Credits – UK Defence Journal) Difference in Combat Systems While both STOBAR (Short Take-Off But Arrested Recovery) and CATOBAR (Catapult Assisted Take-Off But Arrested Recovery) carriers utilize similar arrested recovery systems for landing aircraft, their launch methodologies significantly differ, impacting the types of combat systems they can employ. STOBAR carriers primarily operate lightweight, high thrust-to-weight ratio aircraft due to limitations imposed by the ski-jump takeoff. Apart from the difference in fixed wing aircrafts, there are more points to consider. Due to payload limitations of aircraft operating from a ski jump, the overall offensive power might be lower compared to CATOBAR, considering the displacement. Catapult assistance allows for heavier payload and significantly enhances offensive capabilities. In whatsoever state the current types of aircraft carriers are there, CATOBARs carry more short-range guns, missiles and long-range weapons along with having greater combat radius due to higher fuel capacity. Rafale-M landing on the French Charles de Gaulle with the help of CATOBAR catapult arrested recovery cables (Image source – Pinterest) Also Read, Azerbaijan Considers Procurement of JF-17 Fighter Jets From Pakistan Issue Of The Upcoming Indian Navy Aircrafts Originating from the deeper issue of propulsion systems, if Indian Navy and Ministry of Defence chooses Rolls Royce for power source, then it would rule out Indian Navy’s acquisition of US aircrafts - both drones and fixed wings. However India’s clear progression with the French Rafale-M naval variant against the Boeing F/A-18 E/F Super Hornet for the upcoming 26 jets makes it more believable that India will more likely go with Rolls Royce. The Super Hornets are incompatible with the Rolls powered landing systems while the Rafale doesn’t have any issues with it. Furthermore for both this jets, designing these 26 units dedicatedly for our STOBAR carrier is a more complicated matter. Both the Rafale-M and the Super Hornets operate from the Charles de Gaulle and Nimitz/Ford class carriers all of which are CATOBAR and it is the first time when planes are like this are being will be inducted in a completely new carrier platform. Although Rafale has succeeded the tests at INS Hansa’s shore-based test facility and the ski-ramp tests, it is a completely different ballgame for Dassault to make this newly signed jet fully combat operable from the STOBAR carrier. From the newly acquired 31 MQ-9 drones from US, 15 of them are the Sea Guardian variant which will be given to Indian Navy. Whether the drones will be operated only from naval bases or they will be operated from carriers too and the way they would be calibrated to make them compatible in our current and planned carriers each having different takeoff-landing systems. Indigenous EMALS! – Electromagnetic Launch System is a type of catapult system specifically found on the Ford Class supercarriers which significantly increases the operational capability and efficiency of the landing systems for fixed wing aircrafts. They weigh less, occupies less space, require less maintenance and manpower compared to STOBAR steam catapults and comes with greater reliability and quick recharge. Indian Navy has shown interest in installing EMALS for the IAC-3 and has also been in talks to produce this system in domestic using the help of General Atomics. However India is also pushing for an indigenous variant. According to a latest development from March 2024, Minister of Defence Rajnath Singh had inspected a scale model of indigenous EMALs developed together by state-owned Bharat Electronics Limited (BEL) and few other firms. Cost is single-handedly barring the government from employing tried and tested systems because these are millions of dollars costlier than conventional STOBAR steam powered catapults. Whatever be the case if India fixes its EMALS issue, then it would be the third country after USA and China (used in Fujian though debatable) to use EMALS-employed aircraft carriers. Tata Advanced Systems is already responsible for the brilliantly made indigenous Combat Management System (CMS) tweaked with Decision Support System for air, surface and sub-surface information, battlefield situational awareness and threat evaluation. Although the STOBAR IAC-3 is a distant call and will need drastic changes and upgrades for its own CMS, TASL might once again get a green light for the repeat order of the IAC-2. For the current upgrades to be undergone for the Vikrant, AI is being tested and the existing system is currently made for the carrier-variant MIg 29K Fulcrums. For the next STOBAR and CATOBARs, the CMS have to be optimized for the Rafale-Ms and the indigenous HAL TEDBFs. As of now, there are many issues lingering including the features to be fixed, firms to bag, choice between foreign and domestic procurement and the critical issue of time and budget. While India is already a Blue Water Navy, China is cruising ahead in its naval power as it has surpassed every country in terms of number of vessels and its latest CATOBAR Fujian definitely packs a punch despite some debatable features. IAC-2 will be the 3rd aircraft carrier, a repeat order of the STOBAR configuration IAC Vikrant while IAC-3, the planned CATOBAR INS Vishal will most likely get the planned green light once after IAC-2’s production kicks off. Considering the issues lingering, it might span a decade. The repeat order isn’t exactly a copy-paste one as Ministry of Defence is looking for a ship with greater displacement tonnage, more capacity in aircrafts and others. IAC-2 and IAC-3 will need different types of radar upgrades, self-defence and offensive capabilities apart from the deck jets, catapult system upgrades and compatibility for the newer Rafale-Ms and TEDBFs. With these two different types of aircrafts in the books, India will have a significant boost in an already exceptional multilateral naval status. But to actually get assistance from foreign cooperation, India can only focus on USA, France and UK right now. Russia is in a ruled-out stage because the Admiral Kuznetsov carrier itself has become pretty old now and the country is not engaging in increasing carrier fleets amid the cash burning in the Ukraine War. For the next CATOBAR instalment, France is the closest ally for international cooperation because Charles de Gaulle is the only non-nuclear flat decked aircraft carrier in the world, thus will have various similar features to consult. For the current INS Vikrant, almost 90% of the hull, 50% of the machinery and 30% of weapons and sensor suite are indigenously made. It is the largest ship ever built domestically so far. Latest development from December 2023 saw the Defence Procurement Board approving Indian Navy’s proposal for India’s 3rd and the second indigenously made aircraft carrier at a cost of 40,000 crores, having an expected 65,000 tonnes displacement. This is a large upgrade from the current one. Analysing current stage, Indian Navy requires three carriers since if one of them goes for maintenance, IN will still have two carriers for several months. Also the Kiev Class INS Vikramaditya has aged quite a lot. Cochin Shipyard Limited (CSL) is getting ready to complete its massive dry dock facility at its Ravipuram Shipyard in Kochi, with a capacity to accommodate vessels of up to 70,000 tonne docking displacement. The dry dock to be operational by June 2024 would play a pivotal role in construction of the next aircraft carrier.