India Poised to Select Rolls-Royce, Safran or GE for 6th-Gen AMCA Engine Partnership by July 2025 Deadline

India is approaching a significant decision in its military aerospace programme, with expectations set for selecting an international partner by July 2025 to co-develop a sophisticated sixth-generation jet engine. This crucial engine is destined for the country's future Advanced Medium Combat Aircraft (AMCA).

Negotiations have recently concluded with three global aerospace leaders: General Electric (GE) of the United States, Safran of France, and Rolls-Royce from the United Kingdom, marking the final stages before a partnership is formed.

This anticipated agreement, under the close observation of the Prime Minister’s Office (PMO), details essential elements including a development timeline, project costs, work distribution between partners, the level of technology transfer (ToT), and the handling of intellectual property rights (IPR).

Securing favourable terms is vital for India's ambition to build independent capabilities in advanced military propulsion systems.

The AMCA project, a cornerstone of India's defence modernisation efforts, is being developed by the Defence Research and Development Organisation (DRDO) and Hindustan Aeronautics Limited (HAL) as a 5.5-generation stealth aircraft. The initial version, AMCA Mk-1, is scheduled for its first flight around 2030 and will utilize existing GE F414 engines.

However, the more advanced AMCA Mk-2 variant, expected by 2040, requires a substantially more powerful engine generating 110-130 kilonewtons (kN) of thrust. This new powerplant is needed to achieve capabilities such as supercruise (supersonic flight without afterburners), enhance stealth performance, and support future systems like artificial intelligence-driven drone swarms and directed-energy weapons.

It is anticipated that this next-generation engine might incorporate variable cycle technology for improved fuel efficiency and thermal management, potentially serving as a base for future Indian fighter aircraft as well.

The comprehensive engine development programme carries an estimated cost of around $5 billion. This budget covers the engine's design, development, setting up domestic production lines, building prototypes, and conducting extensive ground and flight testing procedures.

The Indian Air Force (IAF) has a long-term goal of reaching a strength of 42 fighter squadrons by 2047. Therefore, the timely development of this indigenous engine capability is critical to meet the projected 2035 production commencement for the AMCA, ensuring India maintains a technological edge against regional air capabilities.

The recently concluded discussions involved detailed proposals from GE, Safran, and Rolls-Royce, covering all aspects from development roadmaps to cost and technology sharing.

According to sources, Rolls-Royce has emerged as a potential frontrunner. This is reportedly due to its experience with sixth-generation engine technology via the UK-led Global Combat Air Programme (GCAP, associated with the 'Tempest' future fighter).

Rolls-Royce has proposed a collaborative development partnership offering complete transfer of intellectual property rights, which would give India full control over the engine's design, production, and future upgrades – a crucial element for long-term self-reliance. Their offer also includes establishing manufacturing facilities within India and support for testing, aligning with the government's "Make in India" initiative.

Nevertheless, Safran of France remains a strong competitor, highlighting its extensive experience with fighter engines like the M88 (which powers the Rafale jets currently operated by the IAF).

Safran has reportedly made a compelling offer involving 100% technology transfer, including IPR. This would allow India to manufacture the engine domestically and adapt it for future requirements without external constraints, addressing past concerns over limited technology sharing.

Safran's existing collaborative history with India further strengthens its position. General Electric, while a known partner supplying engines for India's Tejas aircraft and the initial AMCA Mk-1, is thought to be offering less extensive technology transfer, potentially limited by U.S. export control regulations, which could impact India's operational autonomy.

The final decision rests on a careful balance of technological offerings, strategic alignment, and geopolitical considerations. Rolls-Royce’s potential advantage lies in its access to advanced technologies from the GCAP and its offer of a tailored engine design with full ownership and export rights for India.

Safran, however, presents the appeal of complete technological independence via unrestricted ToT and builds on a smoother partnership history. The choice made by July 2025 will significantly shape the future of India's indigenous aerospace and defence capabilities for years to come.

 

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[sanket]

Good news, my guess was right. RR is the front runner, while Safran is second and GE is at third. At the end, Bharat will get the best deal for engine development.

My estimate too was perfect: 4 to 5 billion dollars. That's the kind of funds DRDO never got to develop an engine with all test facilities. With only 2800 crore odd funds, without testing facilities, high-end labs, without a test bed and high altitude facilities, and a lack of a strong industrial base, they still developed the 73 kN Kaveri engine, which is a great achievement.

Some cartoons, jokers, and comedians who were making fun of this type of news, including MRFA, is a tight slap on their face. Even if Safran had won this deal, Rafale would have got new powerful engines. Safran/Dassault, who always promise big, even in the 36 Rafale purchased, failed to fulfill the offset clause in making Kaveri flight worthy.

But now, as I have said 100 times, if RR wins the engine development deal, then the MRFA winner will be different. Dassault, it's a wake-up call: don't control ToT and hesitate to start a local assembly line with a local private player; otherwise, the same result is expected in MRFA too.

 

[abhinav srivastava]

We didn't invest much on our own jet engine R&D, now we are technology beggars.

 

[Sommyarup Roy]

Safran doesn't have a smooth collaboration experience. They did zilch on the previous reinvestment proposal during the 36 Rafale purchase as stated by the GTRE scientist.

 

[Somnath Sinhababu]

42 Squadron strength is nothing for both China and Pakistan. Now Bangladesh is also added. I just want to meet our IAF management who decide everything. I just want to see them, who these duffers are. India needs at least 55 squadrons to checkmate both adversaries. It's common sense.

 

[P.K Senapati]

GE RR and Sfran all are capable partners for joint development of aeroengine for present AMCA and a future 6th generation fighter.

One point is sure nobody will give 100persent TOT or IPR.

Also see that minimum risk and minimum time involved in getting a reliable 110kN engine certified as AMCA is urgently required. It should be an improvement on an existing design like F414 or Eurojet.

The 120 to 140kN engine for a future 6th generation fighter could be a totally new design and can take some time. It might also include high-tech VCE concepts and stealth nozzle design.

 

[Muralidharan Krishnamurthy]

Good to know, all the manufacturers have agreed to complete transfer of technology.

Yet, I would suggest, we do not kill Kavery.

Kaveri should emerge as the backbone in the long run.

 

[Provocateur Extraordinaire]

A little bit of history is in order here. The French are absolutely not to be trusted here. Their dismal track record in executing offset commitments and wriggling out of contracts is there for everyone to see. Plus their loathing not to share ToT is universally applied hence very little chance India will be made an exception.

The other one is GE. It's a great company with a strong presence in India for a very long time. They also understand the Indian psyche and are sympathetic. Remember, in the Dabhol Enron fiasco India was required to pay significant damages to two US contractors, Bechtel and GE. GE, knowing the Indian market, promised the Indian govt that the entire damages paid to them would be invested in India and they did it. Bechtel did not, and the result is Bechtel does not get any contracts with the govt of India. Even so, here GE's hands are tied by Uncle Sam, and chances of a full ToT are next to nil, though they are a far better bet than the price-gouging French.

That leaves us with RR, a totally untested entity. The plus point is that they have promised everything that the govt of India likes to hear. If it is so and it's a cast iron legal commercial contract, which it will be, then I do think it just might succeed. For once, India needs to take a chance with the devil it does not know rather than the devil it knows.

 

[sandy 007]

I think RR will be a better choice. As we have seen in the Kaveri MK1 Program, Safran has not cooperated well in the Engine development program and even not given any know-how for the development. They just squeezed money from GTRE for consultation. That is why I am saying this.

Secondly, RR has given some technology on the Ador Engine for the Jaguar Engine. That is the difference, and we used this technology in the Kaveri engine program. Whereas, France is openly opposing the Submarine engine development program with Germany and calling for stopping TOT.

Third, France doesn't have any high thrust engine technology. What I feel is that they will use that money for their own engine development program of the 5th Generation engine. Neither do they have any hybrid engine. They are also in the same league where India is standing. To my mind, they will make the maximum of the engine development program in France, not in India. That is a big loophole in the TOT.

Fourth, France has signed a deal with HAL on the IMRH Engine. Let them first cooperate on it and find what technology they are passing.

The conclusion is that RR will be a better choice than Snecma.

 

[swatkats_razor]

Read the tea-leaves. Neither vendor will transfer 100% of technology howmeuchever they may claim in the press-conference. There will always be a fine-print.

In these times we live in, some things need to be earned. Those cannot be acquired for love or for money. Jet engine technology is one of them.

We were better off progressing on our GTRE projects with extensive private and academic participation. At least that technology progress would be meaningful.

 

[alok ranjan bhunia]

The pace at which we take decisions and move ahead can significantly impact project outcomes.

If the decision-making process is too slow, the project itself can become obsolete.

Furthermore, by the time a project is finally finalized, new technology may have already entered the market.

 

[sandy 007]

Good news, my guess was right. RR is the front runner, while Safran is second and GE is at third. At the end, Bharat will get the best deal for engine development.

My estimate too was perfect: 4 to 5 billion dollars. That's the kind of funds DRDO never got to develop an engine with all test facilities. With only 2800 crore odd funds, without testing facilities, high-end labs, without a test bed and high altitude facilities, and a lack of a strong industrial base, they still developed the 73 kN Kaveri engine, which is a great achievement.

Some cartoons, jokers, and comedians who were making fun of this type of news, including MRFA, is a tight slap on their face. Even if Safran had won this deal, Rafale would have got new powerful engines. Safran/Dassault, who always promise big, even in the 36 Rafale purchased, failed to fulfill the offset clause in making Kaveri flight worthy.

But now, as I have said 100 times, if RR wins the engine development deal, then the MRFA winner will be different. Dassault, it's a wake-up call: don't control ToT and hesitate to start a local assembly line with a local private player; otherwise, the same result is expected in MRFA too.

Meanwhile, I will say after doing TOT with RR India's GTRE should also get at least 3 billion for the Kaveri MK 2 Development program and Flying test bed purchase.

Also, let them refine the core of the Kaveri engine mk1 dry Thrust to at least 60 KN to 65 KN and the rest of the money for the 75 to 80 KN Dry Thrust.

I am saying this because in a technology development program, we must try to aim for a slightly higher percentage for the maximum output in the development of any product. This is because it is always easier to come down but very difficult to scale up. You spend the money but will never get the desired result.

In the same way, here in the Kaveri engine development also, we should go for higher dry Thrust so that even if we have a shortfall of thrust, we can get the desired power; the rest will be history.

 

[sanket]

Meanwhile, I will say after doing TOT with RR India's GTRE should also get at least 3 billion for the Kaveri MK 2 Development program and Flying test bed purchase.

Also, let them refine the core of the Kaveri engine mk1 dry Thrust to at least 60 KN to 65 KN and the rest of the money for the 75 to 80 KN Dry Thrust.

I am saying this because in a technology development program, we must try to aim for a slightly higher percentage for the maximum output in the development of any product. This is because it is always easier to come down but very difficult to scale up. You spend the money but will never get the desired result.

In the same way, here in the Kaveri engine development also, we should go for higher dry Thrust so that even if we have a shortfall of thrust, we can get the desired power; the rest will be history.

GTRE is already working on Fine Tunning the Kaveri Engine.

Safran failed to fulfill the offset clause.

Secondly, Brahmos Aerospace has been tasked to manufacture the After Burner section, which will be integrated onto the LSP Tejas. Instead, it would have been better to use the MIG-29, which is a twin-engine aircraft.

It will take 8 to 10 years to develop the 90 kN Kaveri Engine, so have patience meanwhile.

 

[Raja Raja Cholan]

I believe negotiations have been completed and by now should have a clear winner selected to produce a 110kN engine for AMCA Mk2.

I am hoping so much that the conclusion of the deal will happen in July 2025 and move on to the next stage smoothly without much haggling.

I also hope that this collaboration will not be another retreat from the project like India experienced in the midst of the Su57 project.

I hope the foreign partner will be Rolls Royce not Safran. Anyway we have to go for the best deal offered.

 

[RKB]

Rolls Royce is already trying to hire people in India for this engine development program. I guess the decision has already been made, though it is not public yet. Lot of people talk about the available technology etc. within India. But the foremost important aspect is having the right kind of human resources. I have seen plenty of DRDO engineers, and most of them don't have the technical depth and intelligence to solve the complex problems in engine development. DRDO can't attract the best Indian talent available within India and out side. A lot of smart aerospace PhDs from the US can't work for DRDO due to their outdated hiring practices. These guys reluctantly join academia or move to other related fields. Even people like Kalam used to go to the US and personally hire smart PhDs from top US univs. DRDO should put a strong effort to hire US and Europe PhDs if they want to succeed in this engine development.

 

[Sandeep]

India needs to quickly make a deal as designing, developing and manufacturing a brand new engine takes around 10 years to complete before you can start production.

Whichever company is chosen India must make sure that in the legally binding contract it must clearly state that India will receive 100% of the technology, own the intellectual property right and manufacture it entirely in India with Indian raw materials. This ensures that we receive what we want and the critical education, experience, skills, knowledge, science, engineering, manufacturing practices and machinery that’s involved in developing the engine.

 

[RKB]

I don't think Rolls Royce is really serious about this joint development. They have been facing severe financial issues due to problems with their civilian engines, and low sales volumes. They may be using the joint development as an opportunity to strengthen their balance sheet. In India, they fired almost all their employees to cut costs within 3-4 years of hiring them.

If RR is really serious about this engine, then they should be hiring the best people and pay them high wages. But I think they will hire cheap labor similar to the ones they hire for doing outsourced work. I don't think India could depend on such guys to develop a new engine. If RR is serious, then they should demonstrate it by hiring high quality Indians from across the globe.

 

[Tridev]

Neither Safran nor RR has developed a 6th gen. engine so far.

Although GE did develop the YF120 engine, which was a type of adaptive-cycle engine, it eventually lost to the Pratt & Whitney F119 that powers the Lockheed Martin F-22 Raptor. Even Pratt & Whitney’s F135 engine powered the Lockheed F-35.

Under the Adaptive Versatile Engine Technology (ADVENT) program of the USAF, P&W, GE, and RR did try to develop a prototype of a 6th gen. variable-cycle engine. RR lost out in the race, leaving GE XA102 and P&W XA103 fighting for selection in the NGAD program, now renamed as F-47.

The fun part is that P&W was never in the race for AMCA engine development. GE will not give full ToT & IPR, RR is doubtful of their capability, leaving us at the mercy of Safran, who might offer us a derivative of the 6th gen. FCAS engine that they are co-developing with MTU of Germany.

 

[Abs29]

If its GE it will probably offer an adapted detuned version of the XA100 adaptive cycle engine that was proposed for F-35 and lost out to Pratt & Witney.

Rolls-Royce on the other hand may offer an adapted version of their 110KN Variable Cycle Engine.

 

[Mc Addy]

Get what's available now and get to work in ernest, who knows what but surely we can't a aeromodel engin in last 80 years.