Urgent Tejas Mk1A Engine Needs Spark Calls for Kaveri Tech Transfer to Private Sector to Reduce Reliance on Foreign GE Engines

India's long-held ambition to develop its own jet engines for fighter aircraft faces a critical juncture, prompting calls to involve the nation's burgeoning private defence industry in reviving the indigenous Kaveri engine project.

The move aims to address the immediate engine requirements for the Tejas Mk1A aircraft and reduce dependence on foreign suppliers like General Electric (GE).

The Kaveri engine program, initiated by the Defence Research and Development Organisation's (DRDO) Gas Turbine Research Establishment (GTRE) in 1986, was originally intended to power India's Light Combat Aircraft (LCA) Tejas.

However, despite decades of development and significant investment exceeding ₹2,839 crore, the Kaveri has not achieved the necessary performance standards for operational deployment. Key issues include falling short on required thrust, excessive weight, and performance limitations at high altitudes.

Consequently, current fighter programs rely on imported engines. The Tejas Mk1A jets use the GE F404-IN20 engine, while the upcoming Tejas Mk2 and the Advanced Medium Combat Aircraft (AMCA) Mk1 are planned to use the more powerful GE F414. This reliance represents a significant challenge to India's goal of 'Atmanirbhar Bharat' or self-reliance in critical defence technologies.

As India's private companies gain prominence in defence manufacturing, there is a growing debate about transferring the Kaveri engine's technology to capable private firms.

Proponents argue that this could be the key to resolving the engine's technical issues and developing advanced variants for future aircraft, potentially mirroring the success of global engine manufacturers like GE (USA) and Safran (France), which benefit from strong government-private sector collaboration.

Several Indian private firms, including Tata Advanced Systems, Larsen & Toubro (L&T), Godrej Aerospace, and Mahindra Aerostructures, have demonstrated significant capabilities in aerospace and defence manufacturing. They produce critical components for aircraft, missiles, and space launch vehicles.

Godrej Aerospace, for instance, has expertise in high-temperature alloys and complex machining vital for engine production, while companies like Tata and L&T have experience through partnerships with international Original Equipment Manufacturers (OEMs).

Transferring Kaveri technology to a consortium of private companies, with support from the DRDO and the Ministry of Defence (MoD), could offer several advantages.

Firstly, it could expedite efforts to upgrade the Kaveri to meet the 85-90 kN thrust needed for the 123 Tejas Mk1A jets currently ordered, mitigating risks associated with foreign supply chains and ensuring steady production at Hindustan Aeronautics Limited (HAL).

Secondly, private industry could lead the development of more powerful Kaveri derivatives required for future platforms like the Tejas Mk2, AMCA, and unmanned combat systems.

Furthermore, such a move could establish an Indian model of government-private synergy similar to those supporting GE and Safran internationally. A successful, privately produced Kaveri could also open export opportunities, positioning India as an engine supplier for nations operating comparable fighter aircraft.

However, this path requires substantial government backing. While the MoD's allocation of ₹26,000 crore in September 2024 for aero-engine development signals positive intent, a clear framework for private sector involvement is crucial.

This would likely involve defining technology transfer terms, establishing joint R&D facilities, offering financial incentives and long-term contracts, and potentially facilitating international collaborations, possibly deepening ties with Safran or Rolls-Royce.

Moreover, Significant challenges remain. Jet engine development involves mastering extremely complex technologies where India currently lags. Private firms, while capable in specific areas, lack the comprehensive end-to-end experience of established global players.

Overcoming the Kaveri's history of delays and managing potential coordination issues within a private consortium will also be critical. Balancing the roles of private industry and the established public sector undertaking HAL is another important consideration.

Ultimately, achieving self-sufficiency in aero-engine technology is seen as vital for India's strategic autonomy, shielding its defence programs from potential international sanctions, supply disruptions, and cost volatility, such as reported issues with F404 engine supplies in 2023.

Reviving the Kaveri through private sector participation is viewed not just as a solution for the Tejas, but as a foundational step towards powering India's future generations of combat aircraft and strengthening its position as a major aerospace power.

 

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[R. Singh]

Ink deal asap with Rolls Royce to make 90-95 KN and 110-135 KN engines with IP rights for 97+ Tejas-1A (second lot) and MWF/Tejas-Af-II and AMCA !

 

[sanket]

Oh, Brahmos Aerospace has already been tasked to develop Afterburner. This type of article will come by the time Brahmos Aerospace manufactures Afterburner.

 

[DNA57]

An excellent and well-thought-out presentation. All it needs is execution and create a new history.

 

[abhinav srivastava]

In the 1980s, Kaveri was never envisioned for 90+ KN. It was developed for ~80KN thrust. We made a mistake of not proving ourselves on smaller KN engines and jumping to 80KN. Now, also, we have a proven 4.5KN Manik engine and nothing else. Develop engines between 5 to 40 KN. They can be used for drones, trainer jets, business jets, etc. Create an ecosystem so that more talent, more infrastructure, and more capital can come in. Ask private companies to design 5-40 KN engines.

HAL is probably unable to develop the HTFE-25 engine. Encourage them to go for a private sector tie-up. Let the partnership develop this engine and market it as well.

 

[Strongman]

If the Kaveri engine is producing a reliable 75 kN thrust (with afterburners), why has the DRDO not produced a twin-engine plane design based on what they have yet? Unless it is just not doing what they are claiming. Seems like people have things backwards. Most engines are improved derivatives of the past model... If you are not pushing man and material to its limits, you will never achieve anything... And will be buzzing through your timelines.

 

[P.K Senapati]

First flight test Kaveri dry 50kN and certify for UCAV. Then integrate afterburner being developed at BrahMos Aerospace and demonstrate 80-plus kN thrust. Do some weight reduction and flight test and certify for Tejas Mk1. Private companies will like to be involved in production.

 

[kumar]

Everything mentioned in the article is good. But it again circles back to the same thing. Test facilities which requires billions of dollars investment. Who is going to bite the bullet and invest in test facilities. That is the million dollar question.

 

[Pankajrai]

The collaboration of the PSU and private players is the need of the hour. It should be done 2,3 years ago anyways forgot the past and form a joint venture immediately.

 

[lee]

I certainly want our Pvt Sector to plunged head long into Indian Defence manufacturing & not piece by piece assembly by importing cheap Chinese kits. The Pvt sector has a lot to offer. But, in the same breath, I would say, the PSU also have a lot to offer. With more than a decade of experience, they do have a wealth of experience. So, A Public - Pvt partnership does make good sense. So, my suggestion is, instead of asking the PSU to do the tech transfer, join as partners getting their knowledge in. And certainly, we don't want anything free. Each Pvt sector gets paid for what it brings online.

 

[Senapati]

Kaveri dry prototypes are yet to clear flight test in Russia.That clears it for use in UCAV.
Next Kaveri integrated with afterburner and flight tested to verify 80plus kN thrust and weight reduced.That clears it for use in Tejas.
Then the responsibility of GTRE and DRDO can be handed over to private companis who will do further fine-tuning and production.