The announcement of the Indian Navy’s Naval Aviation Roadmap is a statement of intent rather than merely a policy paper. India’s requirement for an indigenous naval stealth fighter has become a strategic necessity as the world’s naval forces firmly shift toward fifth-generation carrier-based airpower. If successful, the Naval Advanced Medium Combat Aircraft (NAMCA) might shape India’s marine airpower strategy for many years to come.
The Indian Ocean Region (IOR) is now a disputed theater where airpower establishes dominance rather than a passive maritime highway. The balance of power has changed as a result of China’s swift naval growth, which includes the J-35 stealth carrier fighter. As Russia teases a Su-57 naval version and the US, France, and the UK station F-35B/C fighters on aircraft carriers, India’s
While India has championed self-reliance through initiatives like ‘Make in India’ and ‘Aatmanirbhar Bharat’, there exists a parallel, often understated effort to keep India tied to foreign aerospace suppliers. This push shows up in little but meaningful ways, frequently constructing a narrative that minimizes indigenous efforts while portraying imports as the only practical choice.
A major challenge in this dynamic is the perception of Hindustan Aeronautics Limited (HAL), which has not been helped by the PSU’s ethos and track record. Repeated delays in HAL projects and inefficiencies have made it a convenient scapegoat for justifying foreign acquisitions. While HAL has indeed struggled with timelines, the TEJAS program has proven that persistence leads to success. The same could have been true for the TEJAS Navy,
Instead, under the pretext of “urgent operational requirements,” HAL is being strategically sidelined in favor of foreign vendors. India’s aerospace future cannot be outsourced to Russian or Western companies, even though HAL clearly needs change.
This story is also demonstrated by the way international agreements that are first offered as short-term fixes turn into long-term reliance. Originally purchased as a temporary solution, the MiG-21 remained in use for decades, leading to several operational and safety problems. Although the Sukhoi-30MKI was manufactured under license, India was never granted complete access to vital technologies, which resulted in their reliance on Russia for modifications and spare parts. Even the very successful Rafale contract guarantees that supply chains stay firmly under foreign control even while it gives India access to top-notch aircraft.
The question then arises—will NAMCA development suffer the same fate? Will an initial “gap-filler” like the Rafale-M or F/A-18 Super Hornet become the de facto long-term solution for India’s aircraft carriers? Unless India fully commits to NAMCA’s success, there is a very real risk that this “interim” dependency will transform into another permanent import-driven strategy.
Fixing HAL is the solution, not giving up on it. India has to reorganize its aerospace sector rather than imposing a reliance on foreign producers. Giants in the private sector like Mahindra Aerospace, L&T, and Tata Advanced Systems need to do more to promote efficiency and innovation, while HAL shifts its attention back to R&D and design rather than manufacturing constraints.
To prevent NAMCA from becoming another air force-first project with navy adaptations as an afterthought, a dedicated naval aviation R&D section is necessary. To guarantee that India is not dependent on GE’s F414 or other foreign engines, the parallel development of the Kaveri Mk2 or a next-generation indigenous propulsion system is non-negotiable.
Any international partnership must provide more than simply assembly rights; it must also include true Technology Transfer (ToT). India’s previous defense agreements have frequently been set up so that the majority of the technology is still controlled by foreign parties. ToT agreements will only increase India’s reliance rather than lessen it if they exclude essential aerospace technologies.
India’s achievements in the space and missile industries serve as a model for NAMCA’s growth. Despite international actors’ skepticism, the BrahMos missile program was developed, demonstrating that collaborative development with genuine technology sharing is feasible. India is now one of the major space powers in the world because to ISRO’s Chandrayaan and Mangalyaan missions, which were carried out independently of the West.
There is no reason why India cannot autonomously construct carrier-based stealth fighters if it can independently master spaceflight and missile technologies. Long-term dedication, consistent finance, and a rejection of foreign solutions as long-term fixes are crucial.
For NAMCA to transition from a vision to an operational reality, a structured, phased roadmap is essential. This ensures that the project remains on track, receives dedicated resources, and progresses through clearly defined milestones without falling into the trap of endless development cycles.
2025-2030: Strengthening the Aerospace Ecosystem. The first phase of the roadmap must focus on establishing the foundational infrastructure and expertise needed for NAMCA’s success. Independent funding must be allocated for NAMCA, separate from the IAF’s AMCA program, to prevent priority conflicts that could delay its progress. A dedicated naval aviation R&D division should be formed, ensuring direct collaboration between aeronautical engineers and carrier
experts in operations. Accelerating the development of indigenous engines will be the most important challenge during this period. NAMCA will have to rely on foreign options in the absence of a dependable high-thrust jet engine, endangering its ability to be really self-sufficient. Setting reasonable testing goals will enable consistent advancement without running the danger of the program being derailed by recurrent failures.
2030–2035: Initial Carrier Trials & Prototypes. A major step forward in India’s development of a domestic naval stealth fighter is anticipated when NAMCA makes its first prototype flight in 2032. Deck-based take-off and landing capabilities will next need to be validated through extensive testing on aircraft carriers. INS Vishal and INS Vikrant will be used as evidence.
grounds, guaranteeing that India’s carrier operations are completely compliant with NAMCA. Additionally, this phase will concentrate on incorporating next-generation sensor fusion technology, sophisticated electronic warfare (EW) suites, and complete stealth characteristics. With these improvements, NAMCA will be able to compete successfully against opponents who have sophisticated air defense systems in fiercely fought combat zones.
Operational Deployment, 2035-2040. In the last stage, NAMCA will be integrated into the frontline carrier squadrons of the Indian Navy. India should become a self-sufficient naval aviation power by 2040, when the first fully functional squadron is expected to be stationed on its aircraft carriers. Additionally, throughout this time, imported naval vessels should be gradually phased out.
warriors, guaranteeing that India lessens its dependency on outside vendors. Beyond domestic deployment, NAMCA might potentially create export opportunities, putting India as a global provider of advanced carrier-based fighters. India’s aerospace sector has the potential to become a major player in the global defense market since several countries are looking for affordable, fifth-generation naval fighters.
By ensuring that NAMCA develops into a combat-ready aircraft rather than just a conceptual idea, this roadmap enhances India’s strategic independence in naval aviation.
India must make a fundamental decision—whether it wants to be a global aerospace leader or remain permanently dependent on foreign suppliers. The temptation to import readily available solutions must be countered by a firm commitment to indigenous innovation. NAMCA must not become a disguised import project under a “Make in India” label.
By reforming HAL, engaging private aerospace leaders, and ensuring real technology transfer, India can break free from cycles of dependency. The path to sovereignty in naval aviation is not easy, but it is the only way forward.
The writer is an Indian Navy Veteran and Adjunct Research Faculty (Strategic & Security Studies) at Naval War\
