#IAFHistory

When Pink Floyd lyrically captured “A soul in tension that’s learning to fly, Condition grounded but determined to try,” they inadvertently echoed a Flight Cadet’s experience actively mastering the controls of a training aircraft. This is the tale of the Indian Air Force’s trainer aircraft, guiding pilots through an exciting journey from elementary flying to earning their wings.

Navigating through ninety years of trainer history in the Indian Air Force is a formidable task, not meant for the faint-hearted. This write-up is a collaborative effort by Anchit Gupta and Angad Singh, with contributions from Anandeep Pannu and Jagan Pillarisetti.

The Formative Years

From 1932 to 1939, the Indian Air Force had no dedicated home for training. A handful journeyed to RAF Cranwell in England, and select Army officers, deputed to the IAF, trained in Egypt or Scotland. The turning point arrived in 1939 with the birth of No. 1 Flying Training School (FTS) in Risalpur. The De Havilland DH.82 Tiger Moth, a British primary trainer, took centre stage. Beyond being an aircraft, it was a mentor, offering novices room to learn basic flight manoeuvres. With its seamless responsiveness and forgiving wings, flying became graceful, boasting stall speeds as low as 30 miles per hour.

Originally part of the civil sector, the Tiger Moths shifted into wartime service under the RAF. The IAF operated approximately 83 of these aircraft, extending the Tiger Moth’s service until 1957. In 1982, Squadron Leader NC Thomas showcased the IAF’s vintage spirit by taking Tiger Moth HU-512 for a spin.

While No. 1 FTS had a short tenure, its legacy thrived at the Initial Training School (ITS) in Walton, Lahore. After completing their first lessons there, pilots moved on to learn more complex flying techniques, called the intermediate and advanced stages, at the Service Flying Training School (SFTS) in Ambala. They faced challenges due to a shortage of specialised training planes, often using other planes like the Westland Wapiti and Hawker Hart. The training was tough, as remembered by Group Captain CGI Philips. Only 16 out of 84 students managed to qualify in his pilot course. The unofficial crest of SFTS humorously features a nosed-over Hawker Hart with the Urdu inscription, “Tum Lakri, Lakri Tum,” translating to English as “You Would, Would You?” about the luckless student pilot’s mishap.

The first overhaul

In 1941-42, pilot training underwent major changes. Begumpet and Jodhpur emerged as Elementary Flying Training Schools, taking over from Walton. . These schools became responsible for the Tiger Moths. Additionally, to strengthen the fleet in Jodhpur, the Air Force brought in the Fairchild PT-26 Cornell. Sadly, the Cornell’s wooden structure couldn’t withstand the local climate, leading to its withdrawal by mid-1946.

Simultaneously, in 1942, SFTS Ambala saw the induction of the T-6G/Harvard IIB, a single-engine advanced trainer by North American Aviation. The IAF eventually procured nearly 223 aircraft, deploying them in training and operational squadrons. Multiple generations of pilots cherish memories of this aircraft, which served as an intermediate trainer until 1975. Pilots described the aircraft as a pleasure to fly – remarkably stable with few vices, exhibiting resistance to abrupt yaw during take-off. Its power allowed for aerobatics and conveyed the distinct sensation of manoeuvring an aircraft with a commanding large radial engine leading the way.

By 1945, Jodhpur had consolidated elementary flying training, leading to the closure of Begumpet. In October 1946, a notable development occurred when the 12 Squadron became the first IAF unit dedicated to transport. This significant shift prompted the introduction of a specialised training stage known as the “applied stage,” effectively categorising pilots into either transport or Fighter/Bomber streams. To support this applied stage, aircraft like the Airspeed Oxford, Hurricane, Spitfire, and Vengeance moved to Ambala.

Consequently, Ambala airbase, renamed Advanced Flying School (India), emerged as India’s most extensive conglomeration of aircraft. This status persisted even at independence when then-Group Captain Arjan Singh assumed command as the first Indian station commander. No wonder the Flying Instructors School (FIS) decided to pitch its tents there in 1948!

The decade after independence

A significant change happened when the IAF teamed up with HAL to address the need for trainer aircraft. With the Tiger Moth supply running low, HAL secured a deal for licensed manufacturing of the British Percival Prentice, a basic trainer with a piston engine featuring side-by-side seating and dual controls. The first HAL-assembled Prentice took flight in April 1949. Over the next four years, HAL delivered 64 Prentice aircraft to the IAF. The Prentice served until 1957 before making its way to Army Aviation Squadrons.

The proximity of Ambala to the Pakistan border made it less suitable for a training base. The Indian Air Force wanted to streamline training in one place and introduced the “All-Through” flying training pattern. They saw Jodhpur as the best choice for such a training base. However, this plan faced challenges due to inadequate facilities.

In August 1949, the Indian Air Force revamped Ambala and Jodhpur, transforming them into the No. 1 and No. 2 Air Force College. These bases were now set to share basic and intermediate training roles. Cadets underwent 85 hours of flying on the Tiger Moth/Prentice and 100 hours on the Harvard.

In September 1951, Begumpet re-emerged, shifting the focus away from Ambala, which became an operational base. Following this, the Flying Instructors School (FIS) relocated to Tambaram and the applied stage of training, now called “conversion training” shifted to Hakimpet and Agra for Fighters and Transport, respectively. Between 1951 and 1957, Jodhpur and Begumpet operated in tandem, hosting alternating pilot courses each year.

1957 – A dream comes true

After India’s independence, HAL started the first indigenous basic trainer program. Government approval came in October 1948, the first mock-up in August 1949, and the first prototype’s maiden flight in August 1951. The production batch took its first flight during the 1953 Republic Day celebrations. By 1957, the HT-2 completely replaced the Tiger Moth and the Prentice, with the IAF acquiring a fleet of 150 aircraft, effectively meeting primary trainer requirements until 1984.

From 1957 to 1962, the IAF briefly consolidated flying training (Basic and Intermediate) at Jodhpur, rebranded as the Air Force Flying College. The reliable performance of the HT-2 and having all training in one place probably made things easier for the IAF leaders.  However, this was short-lived. Cadets’ intake increased sharply after the 1962 war, straining the IAF’s training infrastructure. To manage this, new bases were added in Bamrauli and Bidar.

The evolving landscape prompted the IAF to revisit the idea of establishing the southern peninsula as its training hub. By 1970, Jodhpur ceased to be a training base, transitioning into an operational wing, echoing Ambala’s transformation two decades earlier. Dundigal was chosen as the new site for the Air Force Academy, equipped with modern facilities.

1970 onwards

Despite the vision of consolidating all flying training into a single location, the Indian Air Force expanded its training bases to Dundigal, Bidar, Hakimpet, and Yelahanka. As the operational life of the T-6G/Harvard IIB approached its end, HAL introduced the HJT-16 (Kiran) aircraft. The HJT-16 (Kiran) development began in the late 1950s, aiming to replace the T-6G. The Kiran started replacing the T-6G in 1968 and became the IAF’s primary intermediate-stage trainer by 1975. The HT-2 and HJT-16, indigenous design and development products, served the basic and intermediate stages through the 1970s.

In 1974, the IAF’s de Havilland Vampire trainers, used for applied stage training, were found to be severely deteriorated and immediately withdrawn. HAL adapted the Kiran for applied stage (weapons) training, and the IAF also procured 50 PZL TS-11 Iskras until the production of the new Kiran Mk IA variant could commence. HAL eventually built a total of 251 Kiran Mk I, IA, and II aircraft, with the majority operated by the IAF.

In 1976, HAL took a significant step forward by introducing a replacement for the HT-2, the HPT-32 Deepak. The first prototype’s maiden flight occurred on January 6, 1977, however, production deliveries only commenced in the mid-1980s. Initially, the IAF sought 160 HPT-32s, and the first production batch of 24 was succeeded by successive re-orders, extending deliveries to 120 through the early 1990s.

From 1984 to 1988, the IAF significantly changed its training approach, adopting an “all-jet training” program. This change was partly due to the delayed availability of the Deepak and the retirement of the HT-2. As a result, new pilots had to start directly on the more advanced Kiran Mk Is, moving up to the Kiran Mk II and Iskras. This rapid progression led to higher attrition amongst cadets. Unbeknownst to the IAF, more challenges were on the horizon.

Modern Era

In 1997, HAL started designing a new trainer for intermediate-stage pilots. By 1999, the IAF had signed a contract to develop this new aircraft, with a goal to replace the older HJT-16. The HJT-36 project progressed quickly, with its first prototype taking flight in 2003. However, its induction into service encountered setbacks, and development is still ongoing to meet the Air Force’s satisfaction.

Persistent fuel line issues plagued the IAF’s use of the HPT-32, leading to frequent incidents of engines cutting out mid-flight and necessitating emergency landings. Tragically, at least twenty-three crashes ensued, resulting in the loss of nineteen lives. In response to the last fatal accident on July 31, 2009, Air Headquarters took the decisive step of grounding the entire HPT-32 fleet for good.

The IAF found itself in a familiar situation, similar to the late 1980s, having to train new cadets on jet aircraft, namely the Kiran. This decision also led to the disbanding of the renowned Surya Kiran aerobatic team, which had been flying Kiran aircraft since 1996. The team’s Kiran MkIIs were redirected to support the increased training demands.

By the turn of the 21st century, the absence of a replacement trainer at various stages of training compelled the IAF to explore global options. In 2003, the government approved the acquisition of 66 BAE Hawk Advanced Jet Trainers (AJTs). The inaugural Hawk Mk132s were formally inducted into service at Bidar in February 2008.

Continuing its effort to bolster training capabilities, in May 2012, the IAF secured 75 Pilatus PC-7 Mk II trainers. These planes were brought in to fill the gap left by the grounded HPT-32s. The first set of these trainers arrived in February 2013. The Kiran, Hawk, and Pilatus now cater to the IAF’s comprehensive training needs, spanning from basic to advanced levels. However, the IAF still grapples with having fewer aircraft than required.

Undaunted by the abrupt replacement of the HPT-32 and recognising the imperative for a homegrown basic trainer, HAL ingeniously refined its product using internal funding. The result: the HTT-40 transitioning from a concept on the drawing board to flight testing. The HTT-40 now symbolises the optimism of a resurgent HAL, reminiscent of the golden era of the 1950s and 60s. Orders for 70 trainers were confirmed earlier this year, with deliveries scheduled between 2025 and 2031, subject to specific certifications.

Naval interlude

The Indian Navy’s aviation wing has always combined internal training with collaborations with the IAF. In 1956, it started using HT-2 aircraft in Kochi and introduced Vampires in Sulur a year later. However, when these Vampires started showing signs of unreliability, the Navy turned to Hindustan Aeronautics Limited (HAL) for its Kiran aircraft. The first of these Kirans joined the Navy’s fleet in March 1970. In a strategic move in 1986, the Navy added eight HPT-32s to its lineup, but by 1990, these were transferred to the IAF to consolidate aviation resources under one roof.

A similar scenario unfolded in 2013. Following the IAF’s grounding of its HPT-32 fleet, the Navy took a proactive step by giving its remaining planes to the IAF, including the last of its Kirans in December 2013. This gesture paved the way for a new chapter in January 2014, when the Navy began using HAL-built Hawk Mk132s for jet training, signifying a major evolution in its fighter training approach.

Summary

First, let’s applaud the Kiran aircraft’s remarkable service to the IAF over the past fifty years. It has been instrumental in every stage of pilot training, from basic to advanced. Despite the urgent need to replace the Kirans, the skilfulness of HAL in adapting the Kiran for various needs is commendable. The IAF’s effective use of these adaptations highlights the strong foundational design of the Kiran.

Looking at the broader picture, we fondly remember the lasting impact of these aircraft. Their journey, stretching 84 years from the Tigermoth to the Pilatus, is a testament to their endurance and versatility. These planes have played a key role in 200 pilot training courses, shaping the careers of 11,000 pilots. As we pay homage, we celebrate numerous instructors and trainees’ immense contributions and dedication. The IAF’s Heritage Flight in Hindon is a tribute to this rich history, showcasing the legendary Tiger Moth and Harvard in all their glory.