“We simply do not have the option of changing the engine at this stage. Such a move would require extensive adjustments across the aircraft’s aerodynamics, electrical systems, vibration characteristics and throttle-control architecture. It is not a plug-and-play technology,” - explained an industry source to the India Today about the possibility of redesigning the AMCA Mk1 around an entirely new engine after the stalling of negotiations with GE for the procurement of F414 engines.
Amid recent reports that the negotiations between DRDO and GE Aerospace have stalled over the procurement of F414 engines for India’s AMCA Mk1 program prototypes with GE having tripled the quoted price from $8-$9 million originally to around $24 million now, based on media reports. This abrupt & inordinate price increase, after the ADA had effectively fixed the AMCA Mk1’s design around the GE’s F414 engine; comes as the latest shock & setback for India’s ambitious & indigenous 5th generation stealth fighter program while its neighbour & arch-rival, Pakistan, is making rapid strides towards the procurement of Chinese J-35 and Turkish KAAN 5th gen fighters by the end of current decade.
Firstly, the contrasting media reports that technology transfer & local production of the F414 engines by the HAL for the Tejas Mk2 program are on track, on one hand, while the ones being conducted by DRDO with GE for powering the AMCA Mk1 prototypes with the F414s have stalled; are baffling as both of them are negotiating for the very same engine. Thus, why two separate negotiation tracks, instead of a centralized negotiation channel for both the programs collectively, which could have effectively given India a relatively much better leverage, bargaining power and overall deal, based on the scale of procurement.
Secondly, the sporadic & seemingly strategic move by GE to suddenly raise the engine price from under $10 million to $24 million is incredulous & deplorable, be it for whatever reason. Cost revisions, even if that's the case being pitched by GE here; move linearly and not geometrically ever in the industry. In Aerospace & Defense, especially engines, costs are never revised or raised from $10 million to $24 million ever, that’s absolutely unheard of and practically impossible, whatever be the reason, unless strategic, deliberate or targeted in nature with America, via GE, potentially trying to force India’s hand into buying the American F-35 jets rather than produce its own.
Also, on a comparative basis, the list price of the Pratt & Whitney's F-135 engine, the world's most powerful engine ever, which powers the latest Lockheed Martin-built F-35 jets for the USAF & customers globally, and produces 40,000+ lbf of peak thrust in wet mode, is priced at around $20 million per unit (list price) and GE is talking about selling a 22,000 lbf F414 engine to India at even higher at $24 million per engine. That's actually insane and nothing but extortion, prima facie, as GE now has virtually unlimited leverage over India as the design of the AMCA Mk1 has now been locked & frozen around the F414 engine and changing the engine at this stage will only delay the strategic AMCA program significantly for India.
India’s Options
India’s options on the AMCA Mk1 program range from using India’s counter-leverage against GE to extract the right price to seeking alternate engine suppliers. Let’s see as to how what both these options actually entail:-
Using Counter Leverage
A clear & most obvious option available with India is to seek its existing leverage against GE and use it as a negotiating chip to get the deal at the right price and create a breakthrough in national interest, like India effectively did in 2020 against China by banning Chinese apps in the domestic market as an effective economic tool & non-military retaliation against violent border clashes between the Indian & Chinese troops in the Galwan Valley in 2020.
However, in case of GE, one of the options, could be India’s huge & rapidly growing domestic commercial aviation market for airplanes and engines, wherein, GE is a key supplier with its LEAP engines (produced by CFM, its JV with Safran) which power the Boeing’s 737 MAX airplanes as the exclusive power plant besides the lucrative MRO activity for the in-service fleet of commercial airplanes within India which could, indeed, provide India with significant counter leverage to force GE to offer the right price rather than trying to extort the nation virtually on gunpoint by holding it almost as a hostage.
However, continuing with GE, as the sole engine option on a strategic program, like the AMCA, could be fraught with serious risks over long term, unless the local license production of engines as well as the MRO, being negotiated currently by the HAL under a separate deal, materializes for sure with prices duly locked.
However, continuing with GE, as the sole engine option on a strategic program, like the AMCA, could be fraught with serious risks over long term, unless the local license production of engines as well as the MRO, being negotiated currently by the HAL under a separate deal, materializes for sure with prices duly locked.
Scouting for an Alternate Engine Supplier
Scouting for an alternate engine supplier at this stage of the program is very much possible; however, it is likely to be tricky as it will effectively extend the development timeline of the AMCA Mk1by at least another 5 years, from the projected 2035 currently to around 2040.
Firstly, besides GE and its F414 engine, none of the other global engine manufacturers currently have a ready, certified and in-production engine in the 98 KN thrust rating class, which is going to be the biggest issue. The latest variant of the Safran’s M88 engine, which powers the Rafale fleet, the M88 T-Rex, developed for the Rafale’s F5 variant; too, generates a peak thrust of 89 kN and even if the thrust rating is increased further to the 98-100 kN rating, which is possible, the engine will have to be uprated, tested & certified before becoming usable for any potential real-world application which will take at least a couple of years. Similar is the case for Rolls Royce.
Secondly, restructuring the AMCA Mk1 around an entirely new engine now from scratch will effectively require extensive changes & adjustments to airframe design, characteristics as well as overall specifications owing to changes in aerodynamics, electrical systems, vibration characteristics and throttle-control architecture, which will take another couple of years, thereby, extending the AMCA Mk1’s EIS timeline from 2035 to 2040. India is currently seeking at least 15 F414 engines from GE to ensure that the AMCA prototypes are able to undertake their maiden flight in 2028 and start with their extensive flight test campaign, which will take around 7 years, to meet the certification & EIS timeline of 2035 and regressing to design stage to undertake structural adjustments now, around an entirely new engine, will only create delays which India, frankly, really can’t afford with 6th generation jets already on the horizon and being developed actively by China and the U.S.
Lastly, if India, indeed, is forced to the drawing board around an entirely new engine from scratch ultimately; the Russian 5th generation stealth jet, the Su-57 Felon, might also have to be seriously considered to compensate for AMCA’s unexpected delays. The procurement of 2-3 squadrons of Felons, produced by the HAL locally on existing Su-30MKI lines with full ToT, would indeed be an interim yet critical stealth fighter capability for the IAF, untile the AMCA gets online, to be able to effectively deter & counter Pakistan’s rapid strides towards the J-35 and KAAN, which is likely by the end of the current decade.
Thus, indirect engine delays & denials by GE on the F404 & the F414 programs, whether deliberate or not; will only push India further towards self-reliance and even deeper into the French & Russian orbit for fighters, rather than considering the F-35, or any other American fighter jet, for that matter...
