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India is reportedly considering a strategic partnership with France to secure a viable engine option for the locally manufactured Sukhoi SJ-100-95B Superjet.
According to industry sources, the propulsion system has emerged as the defining factor for the programme’s success, with Indian operators expressing concern over the long-term efficiency and supportability of existing options.
The discussions centre on the PowerJet SaM146 turbofan, a powerplant originally developed by PowerJet, a joint venture between the French aerospace giant Safran (formerly Snecma) and Russia’s NPO Saturn.
Once a symbol of successful Franco-Russian collaboration, the partnership effectively collapsed in March 2022 following geopolitical shifts.
Consequently, Safran ceased all technical support, spare parts supply, and maintenance services, leaving the SaM146 to be categorised as a "legacy" engine with diminishing global relevance.
The Propulsion Challenge
As of early 2026, the SaM146 is exclusively used on the Sukhoi Superjet 100 family, with no other commercial applications.Russian operators have largely begun retiring or grounding these aircraft, awaiting conversion to the indigenous Aviadvigatel PD-8 engine.
Moscow has designated the PD-8 as the standard powerplant for all new SJ-100 jets since March 2025.
However, the PD-8 presents significant hurdles for the cost-conscious Indian aviation market.
While the engine serves Russia’s goal of import substitution, reports indicate that it suffers from higher fuel consumption compared to contemporary Western engines.
In an industry where fuel accounts for a substantial portion of operating costs, this efficiency penalty could render the Superjet uncompetitive against rival platforms from Embraer or Airbus.
A Hybrid "Make in India" Solution
To address this, India is exploring a restructured industrial model that would see France re-engage with the programme strictly through engine technology transfer.Sources suggest a division of labour similar to the original PowerJet venture, but with India replacing Europe as the primary manufacturing hub.
Under this proposed framework:
- France (Safran) would transfer technology for the high-pressure core, including the combustion chamber, high-pressure turbine, and the FADEC (Full Authority Digital Engine Control) system.
- Russia (UEC-Saturn) would provide technology for the low-pressure section, such as the fan and low-pressure turbine, while retaining oversight of ground testing and integration.
- India would undertake the manufacturing and assembly of these components domestically.
Strategic Implications
For New Delhi, this approach offers a pathway to acquire critical aero-engine technology—a long-standing strategic objective—while bypassing the risks associated with an unsupported legacy engine or an inefficient new one.For Paris, specifically Safran, this model provides a way to monetise existing intellectual property and maintain industrial relevance in the region without direct exposure to sanctions-related liabilities.
This development aligns with Safran’s expanding footprint in India. In November 2025, Prime Minister Narendra Modi inaugurated Safran’s largest global Maintenance, Repair, and Overhaul (MRO) facility for LEAP engines in Hyderabad.
The existence of such robust infrastructure supports the feasibility of a high-tech engine manufacturing collaboration in the country.
Ultimately, the decision to produce the SJ-100-95B in India hinges on this propulsion roadmap.
Without a guarantee of global support, assured spares, and competitive operating economics, Indian airlines are unlikely to commit to the platform.
By prioritising the engine strategy, India is signalling that commercial viability, rather than mere airframe localisation, is the priority for its civil aviation ambitions.
