Quote:Total annual flying hours declined from 256,200 hours in 1991/92 to 239,000 hours in 1993/94. A recovery began only in 1994/95 and in 1997/98, the IAF crossed the 300,000 hours mark.



These tense times offered the IAF several lessons, namely the need to establish local overhaul facilities and the conservation, where possible, of equipment and spares. An increase in simulator availability has gone a long way allowing for the latter. These lessons seem to have been learnt well and have benefited the force immensely.

Quote:Training



The IAF offers a very rigorous flying training schedule for its pilots. Before being assigned to operational squadrons, pilots are expected to log over 300 hours of flying at the basic, intermediate and advanced levels. However, maintaining the very high standards of training will pose a challenge for the air force in the new century. The problem is particularly acute at the advanced fighter training level. The problem arises form the age and unsuitability of the MiG Operational Flying Training Unit's (MOFTU) aircraft. As of now fighter pilots are expected to log 125 hours on the unit's MiG-21FL and UM before being assigned to squadrons. The some of these aircraft are now over 30 years old and in very poor state of repair. The MiG-21FLs were phased out of Indian production in the mid-1970s hence spares for the type are very difficult to come by. Whatever spares are available are second-hand. Furthermore the early generations of MiG-21s are unforgiving aircraft and pushing over a certain AoA at over 600 knots, sends the aircraft into an uncontrollable spin. Old airframes together with the fact that many IAF pilots go straight from basic training to MiG-21FL/UM explains the high accident rates for the type. In addition to the human cost, this has an unfavorable impact on morale for younger pilots. The IAF has been trying for years to purchase suitable Advanced Jet Trainers (AJT) to ease the transition to high performance aircraft. Both the Hawk and Alpha Jet were evaluated in the 1980s, but funding problems & dithering on the part of the government kept IAF from placing orders. More recently, the IAF has revised its interest in purchasing the Hawk (the Alpha Jet being long out of production). However, Britain's inability (and reluctance) to refurbish Indian Navy Sea Harriers in the face of a US arms embargo have thrown into doubt the UK's ability to provide support for any Hawks that may be purchased. With the acquisition of AJT hanging in the air, the IAF's training problems are likely to get more acute. It is unfortunate that neither the IAF nor the Ministry of Defence has shown any interest in turning the HJT-36 intermediate trainer, now in development, into an AJT.



After a bad patch in the early 1990s, the IAF has been able to restore training in operational squadrons to their normal levels. Increased use of simulators have made a substantial difference to IAF training programs in recent years by making enhancing safety and preserving airframe life. Advanced fighter training has received a boost with the acquisition of Air Combat Maneuvering Instrumentation (ACMI) systems for the Tactics & Air Combat Development Establishment (TACDE) at Jamnagar. TACDE now offers courses in EW and helicopter combat. It also provides Dissimilar Air Combat Training (DACT) facilities to the Sea Harriers of the Navy.