Gripen vs Tejas: In the early 1980s, Sweden and India embarked on programmes to modernise their air forces with lightweight single-engine fighter jets. Stockholm developed the Saab JAS-39 Gripen to replace the aging Viggen fleet, while New Delhi initiated the Hindustan Aeronautics Limited Tejas programme to phase out the MiG-21s and build domestic aerospace capabilities.
Both aircraft were built for agility, versatility and cost-effectiveness. They feature delta-wing designs and fly-by-wire controls, enabling air combat, ground attacks and reconnaissance missions.
The Gripen emerged as a reliable and globally recognised fighter. It has been exported to several countries and continuously upgraded. Its operational capability was demonstrated in July 2025 during the Thailand-Cambodia border skirmishes, where Thai forces employed both F-16s and Gripens in coordinated air operations.
Meanwhile, the Tejas delivered a fully indigenous lightweight multirole fighter to the Indian Air Force (IAF). Newer variants incorporate over 70 percent Indian-made components, including advanced Active Electronically Scanned Array (AESA) radar systems.
Signifying a major milestone for India’s self-reliance in defense technology, production has accelerated with the Mk1A version. Despite its technical achievements, the aircraft is often described as underperforming or delayed.
Analysts attribute this not to design or engineering flaws, but to delayed decision-making, bureaucratic hurdles, weak institutional processes, fragmented responsibilities and reliance on foreign suppliers. These systemic challenges slowed the programme and affected public perception, even as the fighter jet met its operational goals.
Taking only 14 years, the Gripen programme began in June 1982 and entered the Swedish Air Force service by June 1996. Sweden leveraged decades of aerospace experience from the Draken and Viggen programmes.
Over 270 Gripen aircraft have been produced in multiple variants, with annual production targets of around 36 units from facilities in Linköping, Sweden and Gavião Peixoto, Brazil. Export contracts continue to expand, including a recent order from Colombia for 17 Gripen E/F jets to be delivered between 2026 and 2032, with Thailand planning additional purchases.
Negotiations and proposals with Canada and other nations are ongoing. Saab has emphasised technology transfer and modular upgrades as core strengths.
The Gripen has operationally proven itself across international exercises, integrates with NATO systems, maintains supercruise capability, has low operating costs of roughly $4,000-5,000 per flight hour and includes advanced Raven ES-05 AESA radar and sensor fusion systems.
Its success comes from consistent funding, rapid and streamlined decision-making, low bureaucracy, international partnerships for engines like the GE F414 and resilient management that swiftly addressed early setbacks, including a 1989 prototype crash.
The programme demonstrates that clear objectives and strong execution can deliver timely military capability, global competitiveness and industrial benefits simultaneously.
The Tejas programme has taken over 33 years to reach operational status. Forty Tejas Mk1 aircraft are now in service, with Mk1A variants ready for delivery. They include complete avionics packages, with trials completed for Astra and ASRAAM missiles. Nine additional aircraft have flown but are grounded due to limited availability of the GE F404 engines.
The HAL aims to roll out 24 aircraft by March 2026, though production is dependent on engine supply. A total of 180 Tejas Mk1A and Mk2 aircraft have been ordered, with the Mk2 expected to take its first flight in late 2026 or early 2027.
Tejas represents an indigenous achievement, with over 70 percent Indian content, GaN-based AESA radar, future capability for BrahMos-NG integration and design optimised for high-altitude operations. The programme confirms India’s ability to design, build and operate a modern fighter from scratch.
However, repeated delivery delays, slow production rates and the retirement of MiG-21 squadrons have affected operational strength and public perception, even though the aircraft’s technical competence is unquestioned.
The delays in the Mk1A programme have pushed deliveries from 2024 to mid-2026 or later. Early production rates were slow, with only 8-16 aircraft per year. It is now gradually increasing to 24 per year. Squadron strength has been affected, causing dissatisfaction, while some completed aircraft are grounded due to missing engines. These systemic shortcomings have overshadowed the aircraft’s technical achievements.
The challenges Tejas faced were systemic rather than technical. Bureaucracy slowed approvals, multiple agencies like DRDO, ADA, HAL, the Ministry of Defence and certification bodies worked in silos, responsibilities were unclear and approvals were delayed. Changing Air Force requirements demanded new designs, tests and certifications repeatedly, prolonging timelines. Dependence on foreign engines like the GE F404 and setbacks in indigenous engines caused further delays. International restrictions following the 1998 Pokhran tests and underestimated project complexity added to the lag.
While the Gripen demonstrates how decisive leadership, clear responsibility and efficient execution can produce a globally successful fighter in just 14 years, Tejas shows that even technically sound aircraft can be hindered by systemic weaknesses. With better centralised command, clearer accountability, private sector involvement and multiple supply chain options, Tejas has the potential to achieve the same global recognition and operational success that Gripen has earned for Sweden.
Disclaimer : This story is auto aggregated by a computer programme and has not been created or edited by DOWNTHENEWS. Publisher: ZEE News
