Recently, the National Aerospace Laboratories (NAL) successfully demonstrated the Hansa NG, India’s first indigenous flying trainer aircraft. This aircraft fills gaps that were previously met by imported options. Designed for pilot training, cadet training, coastal surveillance, and Commercial Pilot Licensing (CPL), the Hansa NG represents a significant step forward for India’s aviation industry.
A Major Roadblock in the Project
Despite nearing completion, the Hansa NG faces a major challenge. The aircraft relies on the Rotax 914 engine, but the manufacturer has refused to supply the engine. The reason? A potential military application of the platform. This unexpected restriction has created an urgent problem for India’s aviation sector.
The Irony of the Situation
The irony lies in the fact that India already operates two UAVs for military applications that use a variant of the same Rotax engine. The Heron from Israel Aerospace Industries (IAI) and the Hermes 900, used by the Indian Army, Air Force, and Navy, both run on the Rotax 916 engine. This contradiction raises serious concerns about India’s dependence on foreign engine suppliers.
Strategic Implications for India
This situation highlights a larger issue for India’s strategic planning. If Rotax can block an engine for a civil aircraft today, what happens during a potential conflict? Rotax is a subsidiary of Bombardier Recreational Products (BRP), a Canadian-owned company based in Austria. Given the current strain in India-Canada relations, a quick resolution seems unlikely.
Challenges with Other Engine Suppliers
India’s UAV programs, such as Tapas and Archer NG, rely on Austro engines. However, this presents another challenge. Austro Engines is now under the Diamond Group, which has been acquired by a Chinese company. This raises security concerns, making Austro an unsuitable choice for India’s future UAV programs.
Efforts by DRDO and the Need for Infrastructure
DRDO’s Vehicle Research and Development Establishment (VRDE) is working on an indigenous engine. However, progress remains slow due to a lack of testing infrastructure. DRDO has taken unconventional steps, such as testing the engine in Leh at high altitudes without a dedicated test facility. While this approach is commendable, manual data monitoring and calculations limit efficiency. Without proper infrastructure, development will continue to face delays.
The Way Forward for India ?
India faces a critical decision. It can either remain dependent on foreign suppliers or invest in testing infrastructure and private sector involvement. Companies like Solar Industries have shown interest in developing Medium Altitude Long Endurance (MALE) UAVs. They have already invested in strategic infrastructure, including a facility similar to Challakere, which is still under development. If Solar Industries becomes a Development-cum-Production Partner (DcPP) for the VRDE engine or produces an engine under the ‘Make in India’ initiative, this challenge could be overcome.
Time is money, and India must act decisively. Either it builds the necessary infrastructure and encourages private players to develop indigenous engines, or it risks continued dependence on unreliable foreign suppliers. The future of India’s aviation and UAV programs depends on strategic investments and bold decision-making.
This is going to be a decade of foreseen and unforseen challenges for India. To overcome these challenges India needs unquestionable support of its people.
Great article, it clarifies India’s engine development. GOVT should fast-process the engine testing facility and private sector involvement in engines like you mention solar industries.