In my last blog, we dived into an incredible story about Jumbo Majumdar’s bold attack on a Japanese airbase using a plane not meant for bombing. This was merely the spark of a Journey from the Lysander to the Jaguar. Welcome to the Indian Air Force’s rendezvous with Bombers – a gripping story of aborted attempts, creativity, resurrection, and living up to Winston Churchill’s immortal words: Bombers alone provide the means of victory.
Indian Air Force’s first Bomber
In May 1940, the Government envisioned a ten-squadron Indian Air Force, outlining a mix of three army cooperation squadrons, one bomber squadron, and six dedicated to coastal defence. The force had been engaged in army cooperation, with coastal defence roles added more recently. Establishing a bomber capability remained an aspirational but vital goal.
During the initial Burma Campaign, the No. 1 Squadron boldly undertook bombing missions against Japanese bases using the ill-suited Lysander. But 1943 marked a turning point as the Indian Air Force formed its first bomber units, No. 7 and No. 8 Squadrons, armed with the Vultee Vengeance dive bomber.
The Vultee Vengeance, acquired by the Royal Air Force in July 1940 for operations in the Western Theatre, boasted a robust air-cooled 1600 hp radial engine equipped with four .50 calibre machine guns in the wings and two .303 calibre Vickers guns in the rear cockpit. It was capable of carrying up to 1,500 pounds of bombs. Despite its strengths, operational experiences highlighted Vengeance’s susceptibility to enemy fighters, necessitating local air superiority and fighter escort. Consequently, the Vengeance was reassigned from Western Europe to the Burma theatre.
By early 1943, No. 7 and No. 8 IAF Squadrons, alongside four RAF units, were equipped with the Vengeance, playing a critical role in the second Arakan campaign and the defence during the Battles of Imphal and Kohima from April to July 1944. After fulfilling their duties in Burma, the IAF squadrons phased out the aircraft by October 1944. Commanding Officers Hem Chaudhari, PC Lal, and Flight Commander EW Pinto of No. 7 Squadron received commendations.
The successful defence against Japanese forces marked the zenith and the conclusion of Vengeance’s service. The RAF’s general aversion to dive bombers contrasted sharply with the effective employment of such aircraft by the US Navy, Japanese Navy, and Germany. This marked the end of the Indian Air Force’s brief engagement with its first bomber aircraft.
Attempts at Light Bomber
Following World War II, the Indian Air Force debated its peacetime composition, deciding in the summer of 1945 to include two Light Bomber squadrons. These aircraft’s “light” aspect traded defensive capabilities for some payload restriction.
In pursuit of this goal, the IAF formed No. 12 Squadron in December 1945 at Kohat, designating it as a light bomber unit. Syed Naseem “Gus” Haider was chosen to be its first commanding officer. He was a fighter leader who had distinguished himself during his Fleet Air Arm service and Spitfire operations in Europe and had combat experience against Japanese forces in Burma with No. 8 Squadron. The squadron was expected to be equipped with four Spitfire Mk VIIIs, an Airspeed Oxford for logistics, and a DH Mosquito, as the squadron’s primary aircraft. The Mosquito, powered by two Merlin engines, featured four .303 Browning machine guns and four 20-mm Hispano cannons and could carry up to 2,000 pounds of bombs or eight rockets.
However, the plan faced unforeseen challenges. The Mosquito’s wooden frame did not fare well in India’s humid climate, suffering from “tropical droop” that compromised its structure. As a result, No. 12 Squadron transitioned to a transport role in December 1946, utilising Dakota aircraft instead. This shift marked the end of the IAF’s attempt to maintain a dedicated bomber squadron.
The Makeshift Bomber
The challenges associated with the partition temporarily pushed aside the pursuit of a dedicated bomber fleet. In the thick of the Kashmir War in October 1947, No. 12 Squadron, equipped with Dakota aircraft, was primarily engaged in crucial transport duties.
However, the squadron exceeded its conventional role by transforming into a “Transport Bomber” unit. Mehar Baba was instrumental in this transformation, modifying five Dakotas to carry four 250-pound bombs. These adaptations were pivotal in the Poonch operations, where they provided critical support to the encircled Indian Army garrison, especially effective in countering enemy artillery. On December 17, KL Bhatia led a night operation with these Dakotas, successfully dropping six bombs to disrupt enemy lines. By March 1948, No. 12 Squadron had dropped 18,000 pounds of bombs in combat situations. The bombing method was rudimentary, with bombs manually pushed out of the cargo door, requiring the crew to estimate the timing of each drop—a hit-or-miss approach.
In later conflicts, the IAF similarly adapted An-12s for bombing roles, drawing inspiration from the US Air Force’s use of C-123 Providers and C-130 Hercules in Vietnam, where the convenience of rear ramps significantly eased the bomb-dropping process. Despite these efforts, the initial use of Dakotas in 1947 brought back the focus on the need for a specialised bomber within the IAF.
The Resurrected Bomber
In response to India’s acute need for bombers post-World War II, the USA offered B-25 Mitchells, and the UK proposed war surplus Lancasters. However, the Indian Air Force deemed both types inadequate for its requirements. Surprisingly, a viable alternative emerged from the remnants of war: several Consolidated B-24 Liberators, left in a Kanpur scrapyard, previously flown by the RAF and US Army Air Force in India. These bombers, supplied under Lend-Lease agreements, were decommissioned and made inoperable to prevent them from being seized by unauthorised parties.
The B-24 Liberator, an American heavy bomber, was a marvel of its time with its advanced Davis wing design, offering high speed, long range, and a significant bomb load capacity. As the most-produced military bomber in history, with around 18,500 units, the B-24 had a capacious fuselage and twin bomb bays that could carry up to 8,000 pounds of ordnance each.
Recognising the potential of these abandoned Liberators, IAF officials initiated a project to salvage and refurbish these aircraft for their fleet, with Hindustan Aeronautics Limited (HAL) providing essential support. The effort proved successful, and the bombers were soon operational.
The acquisition of serviceable Liberators stirred concern in the United States, arousing suspicions of covert dealings. An American inspection team was invited to India to examine the refurbishment project. Their findings confirmed the legitimacy of the endeavour, quelling any fears of underhanded transactions. The RAF offered further assistance, dispatching two teams to aid in converting IAF crews on the B-24s.
No. 5 Squadron was the pioneer unit to receive Liberators in early 1949. No. 6 Squadron, reformed in January 1951 after disbandment at Partition, was equipped with sixteen Liberators. Additionally, No. 16 Squadron was established as a Liberator-equipped training unit on October 15, 1951.
Though they never saw combat in IAF service, the Liberators significantly contributed especially the No. 6 Squadron, which undertook maritime reconnaissance tasks. This included dropping surrender leaflets over Goa in December 1961 and conducting patrols during the 1965 Indo-Pak War. The venerable Liberators were retired from IAF service in 1968.
The Poona Interlude
The introduction of the Liberator as India’s first Heavy Bomber marked a shift in the Indian Air Force’s operational capabilities, with its payload capacity far surpassing any previous bombers. This advancement necessitated the establishment of a specialised Heavy Bomber base equipped with a longer runway, enhanced runway load-bearing capabilities, larger aprons and hangars, and improved armament storage facilities.
In 1949, a committee was formed to identify a suitable location for this base, considering Bhopal, Amarda Road, Cholavaram, and Maharajpur as potential sites, with Maharajpur initially emerging as the top choice. A crucial factor in this selection process was the proximity to a bombing range. However, for reasons not entirely clear, none of these locations were ultimately chosen, and Poona was selected as the Heavy Bomber base for the Indian Air Force. Poona’s importance as a military aviation hub was cemented as it went on to host the IAF’s subsequent generations of bombers, including the iconic Canberra. It became a critical base for the induction of advanced fighter aircraft such as the MiG-29, Su-30, and MiG-21 Bis.
The Modern Bomber
The English Electric Canberra, marking its debut as the first jet bomber of the postwar era, took to the skies in 1949 and was commissioned into the Royal Air Force by 1951. The Indian Air Force, in its quest for a contemporary successor to the ageing B-24 Liberators, chose the Canberra in 1957, initially ordering sixty-six of these aircraft, with the total eventually reaching ninety. No. 5 Squadron was the first in the IAF to operate the Canberra, and by 1959, Nos. 16 and 35 Squadrons had also transitioned to this type. The 106 SR Squadron also utilised eight PR-57 variants for reconnaissance, while the T-54 models were assigned to the Jet Bomber Conversion Unit (JBCU) for operational conversion.
Equipped with dual Rolls-Royce Avon engines, the Canberra boasted impressive capabilities, reaching 580 mph at altitudes up to 10 km, with a maximum ceiling of 48,000 feet. Its design philosophy, rooted in the World War II approach of “high speed, high altitude, and quick exit,” made it adept at evading enemy defences. Despite its size, the Canberra was remarkably agile, designed to accommodate a crew of two or three and capable of carrying a bomb load of 8,000 pounds. Its adaptability was further demonstrated by an intruder variant outfitted with rockets and an external four-gun pack, allowing for effective ground attack missions in scenarios of air superiority. The Canberra’s proficiency in night-time interdiction missions significantly boosted the IAF’s capability for long-range strikes.
However, by the time of the 1965 conflict with Pakistan, the emergence of transonic fighter aircraft posed new challenges for Canberra, especially for daylight bombing operations and at night, where the absence of radar bombing and marking equipment became apparent. Despite these obstacles, Canberra proved its mettle in the 1965 and 1971 wars, playing critical roles in operations across Goa (1961) and the Congo.
The Canberra’s record in these conflicts is distinguished by bold strikes on fortified Pakistani airfields and installations, including the Sargodha Complex and sites like Bhagtanwala, Murid, Chota Sargodha, Peshawar, Badin Radar, Chittagong, Mauripur, and Karachi’s oil tanks. Noteworthy among these was the night raid on Peshawar airfield on September 13/14, 1965, where six Canberras penetrated enemy territory to successfully strike their target without any losses, even under interception by F-104 Starfighters. Another significant operation targeted the Badin Radar, delivering a strategic blow to Pakistan Air Force’s defences with a combined high and low-altitude bombing and rocket assault.
The Canberra’s effectiveness has been recognised by awarding at least seven Maha Vir Chakras and 25 Vir Chakras to its crews, unmatched by any other aircraft in the Indian Air Force. However, advancements in radar technology and enemy air defences resulted in higher attrition rates. Nonetheless, Canberra’s over six decades of service with the IAF stand as a testament to its enduring legacy and significant contribution to India’s air power.
Fighter Bombers
The Indian Air Force’s journey through various phases of adaptation of fighters for bomber-type roles remains a fascinating sidebar to the Bomber saga. Interestingly, Jumbo Majumdar was posted to a tactical reconnaissance squadron with the RAF, which consisted of fighter bombers –Mustang Is and Typhoons. He won his second DFC there. The Hurricane in IAF service during the 1940s was also converted into a fighter bomber in later years.
After independence, the IAF sought to enhance its fighter capabilities beyond the Vampire jets. It acquired aircraft that, while initially procured as fighters, eventually took on fighter-bomber or ground attack roles as they became obsolete in air superiority missions. This journey began in 1953 with the induction of the Dassault M.D.450 Ouragan, affectionately known as the Toofani in India, equipping three squadrons. The Ouragan was followed by the more advanced Dassault MD.454 Mystère IV, equipping five IAF squadrons.
Angad Singh, Aviation Strategist, says, “We had minimal tactical strike capability after the post-1965 shakeup. There was no comparable aircraft globally (maybe Mirage III/5?), so the Su-7 made sense as a dedicated mud mover. If Marut had met performance requirements, she would be our Su-7 equivalent, though a bit longer-legged.”
By the late 1960s, to supplement the ageing fleet of Toofanis and Mystères, the IAF introduced three squadrons of the HF-24 Marut, India’s first indigenously developed jet fighter, and six squadrons of the robust Sukhoi-7, significantly enhancing its attack capabilities.
Additionally, the IAF bought two squadrons of the new/refurbished Hunter aircraft for ground attack (Mk 56A). It could carry 230-gallon wing tanks, giving it an extended range. Anandeep Pannu, aviation historian, display pilot adds, “The numbers of Su-7 acquired did not cover the shortfall and the Hunters were out of production. The MiG-21 M was given the additional ground attack role.”
The 1980s saw the acquisition of the MiG-23BN and the MiG-27, which filled the operational void left by the retiring Su-7s and Maruts, ensuring the IAF maintained a formidable fighter-bomber fleet. Between 1957 and 2000, the IAF consistently fielded eight squadrons in the Attack/Fighter-bomber role, illustrating the shift towards aircraft that could seamlessly transition between aerial combat and ground attack missions. This diversification significantly reduced the reliance on dedicated Bomber aircraft.
Deep Penetration Strike Aircraft
As advancements in Air Defence radars rendered traditional bombers less effective, the requirement for a platform capable of executing deep penetration strikes into enemy territory persisted. The answer to this emerged as the fast, low-flying, and lethal strike fighter bomber epitomised by the SEPECAT Jaguar. This aircraft resulted from a collaborative effort between the UK and France, designed specifically for low-level strike missions.
India’s aspirations to evolve the indigenous HF-24 Marut into a deep penetration strike aircraft were dashed following the tragic loss of HAL’s Chief Test Pilot in a Marut crash in 1970. After extensive evaluation, the Jaguar was selected in late 1978 as the ideal candidate for India, marking the newest addition to the IAF’s bomber lineage that began with the Vultee Vengeance. Now in its fifth decade of service, the Jaguar serves in the IAF across six squadrons, undertaking various roles.
Summary
Bomber aircraft have captivated the imagination since the inception of the concept of striking deep within enemy lines, representing the first offensive aerial weapon system. Bomber crews, often braving the highest risks and facing significant odds of casualty, have shown extraordinary courage and dedication. Their contributions across various missions, including target towing, photo-reconnaissance, strategic reconnaissance, and maritime reconnaissance, highlight the versatile utility of bomber aircraft beyond their primary offensive role. Their enduring legacy merits our most profound respect and gratitude for their role in executing strategic objectives.
The bomber can cross entire oceans, evading enemy defences and then striking a target so precisely it can place 1,000 pounds of explosives through an enemy’s window. It is one of the most potent and enduring weapons in modern warfare. Newer age Bombers are emerging across the Western world and in China – armed with stealth, speed and more lethal payloads but come at a prohibitively high cost. Does India need a dedicated Bomber fleet again?
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