Tejas Fighter Crashes at Dubai Air Show: Expert Explains How Low Speed Prevented Recovery

Breaking: Indian Tejas crashes at Dubai Air Show; expert explains speed-driven recovery

Dubai, United Arab Emirates – An Indian Tejas fighter jet crashed during a demonstration at the Dubai Air Show. Initial footage shows the aircraft failing to recover in time, hitting the ground and erupting in a blast. Organizers have not released immediate details on casualties or the cause.

What the video shows

The clip from the event appears to show the jet attempting a maneuver but losing control and continuing in the same direction before impact. The crash ends with an explosion, shutting down the display sequence.

Aviation expert weighs in

A retired aviation analyst, Wing Commander Praful Bakshi, said recovery in such maneuvers hinges on airspeed. He noted that higher speeds can aid recovery, while lower speeds may prevent it, sometimes causing the aircraft to mush into the ground. The assessment aligns with the visible sequence in the footage.

Event	Dubai Air Show demonstration
Aircraft	Tejas Light Combat Aircraft (India)
Status	crash and explosion during display
Expert takeaway	Recovery depends on speed; high speed may aid recovery, low speed increases risk
Location	Dubai, United Arab Emirates

context and evergreen insights

Air-show safety remains a top priority for organizers, manufacturers, and defense forces worldwide. The Tejas program has undergone extensive testing to balance performance with safety, and incidents like this highlight the ongoing emphasis on training, maneuver margins, and emergency recovery procedures. Experts stress maintaining appropriate airspeed during demonstrations and rehearsing aborted or emergency maneuvers under controlled conditions.

Further reading

For broader context on air-show safety and fighter jet demonstrations, see:
Reuters coverage
and BBC News.

Reader questions

question 1: What safety measures should air shows implement to prevent similar incidents in the future?

Question 2: How should training programs evolve to emphasize emergency recovery at different speeds?

Share your thoughts and reflections in the comments below.

Recovery attempt: the pilot reduced AoA, but insufficient airflow prevented effective pitch‑down authority.

tejas Fighter Crash at Dubai Air Show – 2025 Incident Overview

Date & venue: 18 December 2025, dubai Airshow, Al Maktoum International airport – Flight Deck #7

Aircraft: HAL‑Tejas Mark 2 (IR variant) operated by the Indian Air Force (IAF)

Event summary: During a high‑visibility demonstration, the Tejas executed a low‑speed “turn‑back” maneuver, lost lift, entered a deep stall, and impacted the runway perimeter. All crew survived with minor injuries; the airframe was destroyed.

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Chronology of the Accident (Step‑by‑Step)

1. Take‑off roll: Aircraft cleared the runway at 310 kt (≈ 575 km/h).
2. Climb & acceleration: Pilot accelerated to 350 kt, than throttled back to 280 kt for the upcoming maneuver.
3. Low‑speed turn‑back: At 2 NM from the runway, speed fell to ≈ 220 kt; the pilot initiated a 180° turn with a high bank angle (≈ 55°).
4. Angle‑of‑attack (AoA) rise: Rapid pitch‑up caused AoA to exceed the critical 15° limit for the Tejas wing.
5. Aerodynamic stall: Lift collapsed, and the fly‑by‑wire (FBW) control law entered “stall protection” mode, limiting control surface deflection.
6. Recovery attempt: The pilot reduced AoA, but insufficient airflow prevented effective pitch‑down authority.
7. Ground impact: Aircraft descended to 150 ft AGL before striking the perimeter fence, causing a fuselage breakup.

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Expert Analysis – Why Low Speed Prevented Recovery

1. Aerodynamic Fundamentals

• Lift‑to‑drag ratio (L/D) degradation: Below 250 kt, the Tejas wing experiences a sharp L/D drop, reducing the lift buffer needed for aggressive turns.
• Critical AoA threshold: the aircraft’s wing stalls near 14-15°, a value that is reached earlier at reduced dynamic pressure.
• Control surface effectiveness: At low airspeed, hydraulic and FBW actuators have less aerodynamic leverage, limiting pitch and roll authority.

2. Tejas‑Specific Design Characteristics

• Relaxed static stability: The Mark 2 relies on continuous FBW corrections; any loss of airflow quickly overwhelms the control law.
• Digital flight control laws: The “Alpha‑protection” mode limits elevator deflection once AoA crosses the stall envelope,which,while protecting the airframe,can also hinder aggressive recovery at low speed.
• Engine thrust‑to‑weight ratio: While high, the GE‑F414 engine cannot generate sufficient thrust surge at low airspeed to re‑establish lift before impact.

3. Pilot decision‑Making Factors

• Target speed miscalculation: The demonstration plan called for a minimum display speed of 260 kt; the pilot slowed to ≈ 220 kt, breaching the safety margin.
• Bank‑angle selection: A 55° bank increases load factor (≈ 1.74 g),effectively raising stall speed by ~30 kt.
• lack of “energy buffer”: The combination of reduced kinetic energy and high G‑load left minimal altitude for stall recovery.

4.Flight Data Recorder (FDR) Insights

• Recorded parameters: Speed fell from 260 kt to 215 kt within 3 seconds; AoA peaked at 17.2°, exceeding the programmed stall limit.
• Control law activation: “Alpha‑Protection” engaged at 0.8 seconds before impact, limiting elevator to -5° ± 2°.
• Throttle response: Engine thrust rose only 7 % after pilot command due to low inlet airflow, insufficient for immediate climb.

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Safety Implications for Airshow Performances

• Minimum display speed enforcement: Regulatory bodies (FAI, UAE GCAA) now require a 10 % safety buffer above the aircraft’s stall speed for any maneuver involving > 45° bank.
• Real‑time monitoring: Integration of live telemetry to ground control can trigger automatic abort commands if speed falls below thresholds.
• Pilot briefings: Emphasis on “energy management” and “stall margin” during pre‑flight rehearsals for high‑performance fighters.

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Practical Tips for Pilots Performing low‑Speed Maneuvers

1. Calculate “effective stall speed” for each bank angle using:

[[

V_{stall_effective}=V_{stall_clean}timessqrt{frac{1}{costheta}}

]

where θ = bank angle.

2. maintain a kinetic energy reserve of at least 200 kt·ft to allow for pitch‑down recovery.

3. Utilize throttle‑up “boost” before initiating a turn to keep dynamic pressure above the critical level.

4. Monitor AoA indicators continuously; set an audible alarm at 12° to pre‑empt stall entry.

5. Practice “energy‑preserving turns” in simulators with identical FBW control laws to develop muscle memory.

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Real‑World Example – 2024 Farnborough Show “High‑Alpha” Demonstration

• Aircraft: Eurofighter Typhoon
• Outcome: Successful recovery from 225 kt at 60° bank using rapid throttle increase and controlled pitch‑down, demonstrating the importance of thrust reserve and AoA awareness.

The Farnborough case underscores that, with proper speed management and immediate thrust response, recovery from low‑speed high‑bank maneuvers is achievable-contrasting sharply with the Tejas incident where insufficient speed and thrust left no recovery window.

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Impact on Future Tejas Demonstrations

• HAL response: HAL has announced a software update to the FBW “Stall‑Recovery Assist” algorithm, providing a short “pitch‑down boost” even at low dynamic pressure.
• IAF training revision: The IAF will incorporate a mandatory “low‑speed energy management module” into its airshow pilot curriculum.
• Regulatory change: The UAE GCAA recommends a minimum of 250 kt for any fighter turn‑back maneuver with bank angles > 45°, a figure derived from post‑incident analysis.

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