While this critique highlights a genuine concern about production pace, it overlooks the broader context of HAL’s achievements, challenges, and ambitious roadmap.
In the age of social media, opinions often fly faster than facts. A recent post on X sparked a heated debate about India’s indigenous defense manufacturing, specifically targeting Hindustan Aeronautics Limited (HAL) and its production of the Tejas Light Combat Aircraft (LCA). The post reads:
“Somehow Indians have been made to think with some magic and money HAL will start producing 100s of Tejas and AMCA. This is misinformation. The bland (and sad) facts are that from 2019 France has supplied more Rafales (36) than the 23 Tejas HAL has managed to produce since the first series production Tejas was delivered (2014). The more our nation lives in denial the more dysfunctional our defence will be.”
While this critique highlights a genuine concern about production pace, it overlooks the broader context of HAL’s achievements, challenges, and ambitious roadmap. Far from being a tale of dysfunction, HAL’s journey with the Tejas program reflects resilience, innovation, and a steady march toward self-reliance in defense manufacturing. Let’s unpack the facts, dispel the myths, and celebrate the strides HAL is making to secure India’s skies.
The Tejas Journey: A Slow but Steady Start
The HAL Tejas, a single-engine, multirole fighter jet, is a symbol of India’s ambition to build its own combat aircraft. Designed by the Aeronautical Development Agency (ADA) and manufactured by HAL, the Tejas made its first flight in 2001 and entered service with the Indian Air Force (IAF) in 2015. The first series production Tejas was delivered in 2014, marking the beginning of a new era for Indian aerospace. Since then, HAL has delivered 23 Tejas aircraft, a number that critics, like the X post author, argue pales in comparison to France’s delivery of 36 Rafale jets between 2019 and 2022.
This comparison, however, is misleading. The Rafale is a product of Dassault Aviation, a company with decades of experience and established production lines catering to multiple global clients, including France, Egypt, and Qatar. HAL, on the other hand, is building an indigenous fighter from scratch in a nation with a nascent aerospace industry. The Tejas program isn’t just about delivering aircraft—it’s about developing technology, training a workforce, and creating an ecosystem that didn’t exist before. Unlike France, which could ramp up Rafale deliveries from an active assembly line, HAL had to build its production capacity step by step, overcoming delays in certification, supply chain hiccups, and funding constraints.
Production Milestones: From 8 to 24 and Beyond
HAL’s production rate has indeed been a point of contention. Initially, the Bengaluru facility could produce just eight Tejas aircraft per year. This limited capacity stemmed from the program’s early challenges, including delays in achieving Initial Operational Clearance (IOC) in 2014 and Final Operational Clearance (FOC) in 2019—well behind the planned timelines of 2010 and 2012. Without full certification, HAL was restricted to limited serial production, delivering two to three jets annually. However, this slow start doesn’t tell the full story.
Since 2019, HAL has transformed its production capabilities. The company now operates three assembly lines: two in Bengaluru (each capable of producing eight jets per year) and a third in Nashik (adding another eight). Together, these facilities can churn out 24 Tejas Mk-1A jets annually—a threefold increase from the original capacity. HAL chief C.B. Ananthakrishnan has confirmed plans to deliver the first Tejas Mk-1A by March 2025, with the goal of completing the IAF’s order of 83 jets by 2028, a year ahead of schedule. Looking ahead, HAL aims to scale production to 30 jets per year by streamlining its supply chain, a target that could rise further with private-sector partnerships.
Compare this to the Rafale: Dassault delivers about 11-14 jets annually to its customers, a rate HAL is fast approaching despite starting from a far less developed base. The X post’s claim of “23 Tejas since 2014” also ignores the fact that HAL has delivered 36 Mk-1 jets as of early 2025, with two squadrons already operational in the IAF. The numbers are climbing, and the momentum is undeniable.
Orders and Ambitions: A Vote of Confidence
The IAF’s faith in HAL is evident in its orders. Beyond the initial 40 Tejas Mk-1 jets, the IAF contracted 83 Tejas Mk-1A aircraft in 2021 for Rs 48,000 crore. In 2025, the Cabinet Committee on Security approved an additional 97 Mk-1A jets worth Rs 65,000 crore, bringing the total to 180—enough for 10 squadrons. This isn’t a pipedream; it’s a concrete commitment backed by funding and infrastructure. HAL’s order book also includes the Tejas Mk-2, a more advanced variant set for its first flight in 2026, and the Advanced Medium Combat Aircraft (AMCA), India’s fifth-generation stealth fighter slated for production in the 2030s.
Critics might scoff at these timelines, but HAL’s track record shows progress. The Tejas Mk-1A, with its AESA radar, self-protection jammer, and air-to-air refueling, addresses earlier shortcomings, earning praise from IAF pilots. Meanwhile, the AMCA program, approved with Rs 15,000 crore in 2024, is moving from design to prototype, with HAL collaborating with private firms to share the load. This isn’t “magic and money”—it’s strategic planning and execution.
Challenges: Real but Surmountable
HAL isn’t without its hurdles. Supply chain disruptions, particularly for General Electric F414 engines, have delayed Mk-1A deliveries. Geopolitical tensions and global shortages have compounded the issue, prompting HAL to push for indigenous engine development with partners like Safran. The company also faces criticism for past mismanagement and slow decision-making, often attributed to bureaucratic red tape and reliance on the ADA and DRDO. Yet, HAL has responded by outsourcing components to private firms like Larsen & Toubro and Dynamatic Technologies, boosting efficiency and capacity.
The X post’s charge of “denial” overlooks these efforts. India isn’t pretending its defense industry is flawless—it’s actively fixing it. The government’s “Make in India” initiative has spurred HAL to involve over 563 domestic enterprises in the Tejas program, a number set to grow to 650. This ecosystem is creating jobs, skills, and technology that will outlast any single aircraft order.
The Bigger Picture: Self-Reliance Over Speed
Comparing Tejas to Rafale misses the point. France’s deliveries bolster India’s immediate defense, but HAL’s work builds its future. The Rafale is a finished product; the Tejas is a foundation. Every jet HAL produces reduces India’s reliance on imports, which once drained billions from its coffers. The Tejas isn’t just a fighter—it’s a stepping stone to the Mk-2, AMCA, and beyond, positioning India to compete globally.
The X post’s pessimism reflects a snapshot, not the trajectory. HAL isn’t churning out “100s of Tejas and AMCA” yet, but it’s not supposed to. It’s building a sustainable industry, not a quick fix. By 2030, with 24-30 Tejas jets rolling out annually and the AMCA taking shape, HAL could outpace many established players. That’s not denial—it’s determination.
Conclusion: A Future Worth Believing In
HAL’s journey with the Tejas is a marathon, not a sprint. The numbers—24 jets per year, 180 ordered, a third production line—speak louder than skeptics. The company isn’t perfect, but it’s far from dysfunctional. As India invests in its aerospace future, HAL stands at the forefront, proving that self-reliance is worth the wait. The next time you see a Tejas soar, remember: it’s not just a plane—it’s a promise kept.
