Indian Private Giants L&T, Godrej, Kalyani back Fully-Indigenous 110kN AMCA Engine, Yet 7-9 Year Timeline without Foreign Support looks Ambitious

India's push for self-reliance in critical defence technology has received a significant boost, with major private conglomerates including Larsen & Toubro (L&T), Godrej Aerospace, and the Kalyani Group committing to support the development of a powerful new jet engine within the country. This 110kN thrust engine is intended to power India's future Advanced Medium Combat Aircraft (AMCA).

The initial plan aims for this complex project to be spearheaded domestically, without direct involvement from an established global engine manufacturer. However, industry observers note that the project's ambitious timeline and technological demands might ultimately require collaboration with a foreign partner.

The programme aims to deliver the engine within a challenging timeframe of seven to nine years, a schedule considered necessary to keep pace with the development of the AMCA fighter jet itself.

Despite this goal, some experts within the defence industry express caution. Sources suggest that developing such an advanced military jet engine entirely using India's current capabilities could realistically take between 12 and 15 years. This potential mismatch between the target and estimated timelines has led to discussions about the possible need for international assistance to meet the schedule, even with strong private sector backing.

Companies like L&T, Godrej Aerospace, and Kalyani are already established players in the international aerospace market. They manufacture critical components for commercial aircraft engines used by global leaders such as Rolls-Royce and Safran. These Indian firms possess considerable expertise in high-precision manufacturing, advanced materials, specialised welding, and modern production techniques.

While there are overlaps in materials and processes used for commercial and military engines, an industry insider highlighted that military jet engines demand significantly higher performance, particularly concerning managing extreme stress and heat, and optimising thrust under combat conditions.

Although these foundational manufacturing skills are valuable, the primary challenge lies in India's lack of a fully developed ecosystem specifically for designing and producing cutting-edge military jet engines.

"Creating a completely new engine domestically is achievable, but the absence of a mature support system means it could take much longer than planned," one source commented. Such delays could potentially impact the overall schedule for the AMCA programme, which is vital for the Indian Air Force's future capabilities.

Meanwhile, the Gas Turbine Research Establishment (GTRE), the Defence Research and Development Organisation (DRDO) laboratory leading this engine project, is focused on maintaining full control over the engine's Intellectual Property Rights (IPR).

Officials at GTRE view complete IPR ownership as strategically crucial, ensuring India can independently modify, upgrade, and maintain the engine throughout its service life. A GTRE official indicated that securing these rights would enable future adaptations, potentially leading to higher-thrust versions suitable for next-generation aircraft.

Looking further ahead, GTRE officials have also expressed interest in exploring advanced concepts like variable cycle engines, which promise greater fuel efficiency and performance flexibility for future fighter aircraft. However, they clarified that such technologies represent a long-term objective.

"Developing variable cycle engine technology locally is feasible but will require time. The initial AMCA fighters will utilise fifth-generation level engine technology," the official stated, adding that success with the current 110kN engine is a necessary step towards these future advancements.

The participation of L&T, Godrej Aerospace, and Kalyani Group highlights the increasing capability and importance of India's private sector in national defence projects, aligning with the government's 'Make in India' initiative. Their experience in commercial aerospace provides a solid starting point.

Nevertheless, the transition to developing a sophisticated military-grade engine presents substantial technical hurdles and time pressures.

While the ambition for a fully indigenous 110kN engine is strong, the demanding timeline may necessitate pragmatic consideration of foreign collaboration to ensure the timely success of the AMCA programme.

Recent reports also suggest that discussions with international engine manufacturers regarding potential technology transfer or co-development partnerships remain ongoing.

 

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[sanket]

Nice, but without foreign partner developing 110 engine in limited time frame (7 to 8 years) is not possible, second already wasted valuable time in evaluating foreign partner & declaring signing the deal, This deal had to be signed in 4 to 5 years ago would have been fruitful.

 

[मित्र]

There should be two programs, one from PSUs and one from private companies. We need so many engines that both can supply.
First stage should be to create our own flying test bed and testing facilities to speed up things.

 

[Raja Raja Cholan]

We have capable engineers with experience and expertise in private sector industries.

However, building a 110kN engine for a fighter aircraft is no walk in the park. It is very complex and it involves advanced technologies incorporated in modern fighter aircraft engines.

The hot core section is the most critical part of the engine generating 110kN and not many countries have mastered this technology.

Therefore, GOI should put aside the pride and seek foreign partnership in developing an effective 110kN engine. By right, these initiatives should have been taken in a proactive approach long ago before embarking on Tejas.

Hopefully, at least now do not spend too much time deliberating on the idea of seeking foreign partnership to produce an advanced technology 110kN engine.

 

[abhinav srivastava]

PVT sector tie up with HAL and complete development of HTFE.

 

[Deepak Hegde]

We have capable engineers with experience and expertise in private sector industries.

However, building a 110kN engine for a fighter aircraft is no walk in the park. It is very complex and it involves advanced technologies incorporated in modern fighter aircraft engines.

The hot core section is the most critical part of the engine generating 110kN and not many countries have mastered this technology.

Therefore, GOI should put aside the pride and seek foreign partnership in developing an effective 110kN engine. By right, these initiatives should have been taken in a proactive approach long ago before embarking on Tejas.

Hopefully, at least now do not spend too much time deliberating on the idea of seeking foreign partnership to produce an advanced technology 110kN engine.

Sane advice !! Time to realize that our internal expertise in R&D which is needed to make it work, has not worked and our industrial producers have no experience of making it work on the commercial scale as well. So better work with external experts or we will be working another 5 decades without success !

 

[abhinav srivastava]

I'm sure private sector can manufacture a brand new 110KN cutting edge engine in 5 years if govt provide funds.

 

[Diganta Ghosh]

I think Indian Private Companies should be given the F404 or F414 replacement task rather than the new engine.

 

[War is good for business]

Is it even really possible to develop an engine in 7-9 years. I know of no engine that went from designing to production in anything less than 15 years.

 

[Aravind Raveendran]

If there is a will, there is always a way.
If all of our best combined with a motivated pvt sector and an assuring govt decides to make it happen, sure we can.. but that's a big "IF"

 

[Dredd]

Why don't we pass all the technology of kaveri and ask them to develop a 90KN engine in next 5-7 years with similar weight and dimension as F404, this can be easily be fitted in Tejas MLU which will start from 2035s. We will easily have need of 250+ such engines.
Commit 200 engine right away if they can meet the requirements and timelines.

 

[Sandeep]

There should be two programs, one from PSUs and one from private companies. We need so many engines that both can supply.
First stage should be to create our own flying test bed and testing facilities to speed up things.

There are many test facilities on the ground in India already. If an engine can’t pass it or pass a simulated cold high altitude test facility on the ground then buying a flying test bed would be a waste of money as it costs millions to buy and rarely used.

 

[Avinash Gogoi]

All talk.... Instead of developing a 110kN engine, first try to develop a prototype for even 90kN engine. Once that is proved, then ask for funds for 110-120kN engine. I am sure the Pvt sector can hire retired senior GE and Rolls Royce engineers/ teams to assist them on designing the engine. Even Arjun and Marut design was developed by hiring foreign consultants. Play the long game.

 

[Sandeep]

Designing, developing and manufacturing an engine is a very expensive, difficult, complex and it would take a long time to develop.

For the AMCA we need to partner with a foreign company and we can 100% indigenously design, develop and manufacture it in India and using Indian raw materials. It’s absolutely important that we receive and manufacture 100% of the technology and own the IPR.

If the private sector wants to 100% indigenously, design, develop and manufacture a jet engine then a good place to start will be to create a replacement for the F404 engine. We will have 200 Tejas MK1A variants in service for the next 40 years and on average we will use at least 3-4 engines throughout its life. So we will need at least 600-800 engines so the demand it huge and we can’t manufacture the engines in India.

For Tejas MK2 and TEDBF we will be using the F414 engine but we are already going to manufacture at least 80% indigenously. This leaves little incentive to develop an engine with that much of local production taking place.

 

[Imaxxx]

The government needs to fund an ecosystem across universities and research institutions to R&D the critical technologies for engine parts. Without this, engines will never be developed in India, be it public or private sector.

 

[prasant kumar shaarma]

Instead of spending time in choosing the OEM partners, it is a much better move.
Try yourself, when difficulties comes, seek specific help.
Where GTRE failed due to its bureaucratic system,these private sector can very easily hired the right experts at right time with sometimes with very hefty fees which bureaucratic system of GTRE would have never allowed them.
Even a very hefty fees to these experts will be miniscule in comparison to the agreement with OEMs.
Thanks.

 

[Dredd]

We have capable engineers with experience and expertise in private sector industries.

However, building a 110kN engine for a fighter aircraft is no walk in the park. It is very complex and it involves advanced technologies incorporated in modern fighter aircraft engines.

The hot core section is the most critical part of the engine generating 110kN and not many countries have mastered this technology.

Therefore, GOI should put aside the pride and seek foreign partnership in developing an effective 110kN engine. By right, these initiatives should have been taken in a proactive approach long ago before embarking on Tejas.

Hopefully, at least now do not spend too much time deliberating on the idea of seeking foreign partnership to produce an advanced technology 110kN engine.

If a private player or consortium is confident in developing a fighter jet engine, then let us share the Kaveri engine technology with them and ask them to develop a 90KN class engine out of it which can be fitted in Tejas Mk1 during MLU. We should commit 200+ engines if they meet the timelines and requirements. GTRE has done approximately 50% of the work with the core already developed. A private entity should now work to enhance the afterburning performance, stabilize the output, and reduce the weight to the F404 class engine. We can also give them the AL-31 engine to enhance and create a local alternative.

 

[Akshat]

There should be two programs, one from PSUs and one from private companies. We need so many engines that both can supply.
First stage should be to create our own flying test bed and testing facilities to speed up things.

FTB and testing facilities can wait. There are enough options to take these engines abroad. First create a minimum viable product.

And no, there is no need to give anything to DPSUs. If we need 2 engines, make 2 consortiums of private companies. We have tested DRDO/DPSUs and they have failed miserably and have set us back by decades. So no more opportunities for them.

 

[Sriharsha Hoysala]

They should show the proof of concept and start the necessary R&D in this area. The govt must set aside 10,000 cr to begin with. Even if the prototype is ready in 7 years its not a bad idea. Commercial production can happen in 10 years.

 

[Rinku Pandey]

There are many test facilities on the ground in India already. If an engine can’t pass it or pass a simulated cold high altitude test facility on the ground then buying a flying test bed would be a waste of money as it costs millions to buy and rarely used.

Kaveri derivative engine is awaiting it's turn in Russia for last one year. Russians are not giving it a slot.

 

[Preet]

FTB and testing facilities can wait. There are enough options to take these engines abroad. First create a minimum viable product.

And no, there is no need to give anything to DPSUs. If we need 2 engines, make 2 consortiums of private companies. We have tested DRDO/DPSUs and they have failed miserably and have set us back by decades. So no more opportunities for them.

Manufacturing has to be surely done by Private..
but inclusion of DRDO as a technology partner is a must..
There has to be a R&D consortium for Engine Development, led by Pvt companies.. 50-100 top brains of India from Private, DRDO, nd IIT/IISc..nd all this must be done by Govts Funding (atleast 5-7Bn$ needed) overseen by PMO directly.. m sure u do this, and we will have an indegenous Engine of 120-130kn engine in 7-10years..!!

 

[P.K Senapati]

Private Companis like Godrej Aerospace Kalyani and LT can participate in developing Aeroengine.
Let Kaveri 50kN dry Kaveri80plus kN with afterburner come out successfuley.
For AMCA it is better have a co development with GE 110kN engine.
With all these experience we can go for fully indigenious 120or130 knengine that is made hundred percent in india.

 

[kumar]

The more the GoI delays taking decision, the lesser time there is for engine development. Earlier the development window was 10 years. Now it has shrunk to 7 to 9 years. It is getting funnier as each year passes. Ultimately, by the time decision is taken, the thrust requirements would have moved on probably above 150kn and making this endeavour meaningless and stupid.

 

[RG]

I hope they make a working engine using available, understood with existing capability. Future enhancement like ACE and 5/6G tech can be worked as research project to be included as part of later upgrade. I hope the Engine scope is changed to included these techs and the actual dates are pushed back by 10 to 15 years. Things should be happening 5 years or less for steady progress and induction.

 

[Krishnendu C]

There can be two parallel programs. One with a foreign partner. This should be G2G contract. Other one may involve pvt. sectors with GTRE overseeing the entire programme, without involving HAL.