It's Raining Jet Engines in India
GE's recent engine development deal in India comes with nuance and many competing offers
During Indian Prime Minister Narendra Modi’s whirlwind global tour which included a long state visit in the United States, it was announced on the 22nd of June that the United States’ General Electric (GE) has signed an agreement with India’s Hindustan Aeronautics Limited (HAL) to jointly manufacture jet engines in India, including the F-414 engine. The F-414 engine, itself nearly 30 years in the making, is counted among the “frontline” of engine systems in aircraft and powers the Boeing F/A-18 Super Hornet, Saab JAS 39 Gripen and South Korea’s KF-21 Boramae fighter jets.
An American Upstart? Not Quite
GE engines have long been in the mix for India’s military indigenization programme. GE’s F-404 engine — itself effectively a predecessor of the F-414 — was selected as the engine for the Light Combat Aircraft (LCA) project. Many media sources (even some Indian ones) are incorrect in asserting that the LCA was India’s first foray into indigenous military aircraft. As a previous article about the Indian military aircraft industry indicated, the LCA is the second foray: the key differentiator was that the LCA was supposed to have the indigenous GTX-35VS “Kaveri” engine.
While the “Kaveri” engine was a success in that it incubated the development of several critical technologies necessary for engine development within India, it simply wasn’t powerful enough in light of evolving operational requirements. The end of th Cold War brought the increased and ready availability of multiple fighter jets and associated technologies from both sides of the Cold War-era alliances to all buyers; remaining behind the curve in a challenging neighbourhood was simply not an option for India’s battle-hardened military. This is when GE’s F-404 engine was considered when the LCA project went on to become the “Tejas” fighter jet. In total, 75 F-404 engines have been delivered and another 99 are on order for LCA Mk1A - which is all the more critical given that the Indian Force’s venerable veteran MiG-21s — the Mk1A’s nearest equivalent in weight/performance class — are retiring.
Eight F-414 engines have also been delivered as part of an ongoing development program for the LCA Mk II — which at 17.5 tonnes would be in the same weight/performance class as the country’s Jaguar “strike aircraft” squadrons.
Pending legislative approval, the agreement will transfer 80% of the F-414’s technology by value into India which will include: the special coating for erosion and corrosion, repair technology for turbines, compression disc and blades, coating and machining of single crystal turbine blades, machining and coating of hot end parts, complete tech transfer for blisk machining, machining of powder metallurgy, polymer matrix composite, laser drilling for combustion, and bottle boring of shafts. A source familiar with the deal stated, “This level of technology transfer has not been given by the US, the UK, and France to any country.”
While the F-414 occupies roughly the same volume in the airframe as the F-404, the former enables a weight saving of 23 kilograms and the usage of a engine fuel-driven hydraulic system to control the nozzle in the afterburner section - thus delivering several points of performance enhancement.
Key to even confirming the adoption of the F-404 engine for the Tejas MK1A has been the long-standing demand by the Indian government and partner manufacturers for domestic production. Given that the F-414 is a progressive evolution over the F-404, the agreement also advances GE’s efforts (which has been active in India since 1986) to integrate the F-404 within the Indian military in keeping with said demands. The company has operated a Research & Development (R&D) center in Bengaluru since 2000 and a “Multimodal” plant in Pune since 2015. Even prior to the Prime Minister’s visit, U.S. Air Force Secretary Frank Kendall expressed his government’s openness to full technology transfer.
It bears noting that General Electric (or any other aircraft engine manufacturer, for that matter) has never been solely responsible for the production of the hundreds of components comprising the engine. While the specifics of the modalities, timelines and payment mechanisms are still under discussion, sources estimate that domestic production of the F-414 will involve over 500 to 600 Indian Micro, Small and Medium Enterprises (MSMEs) in component manufacturing, generating high-skilled job creation and laying the groundwork for further technological advancement.
Cold Winds, Well Met
India’s military industry is also no stranger to broad engine manufacturing. For instance, Russian manufacturer Saturn’s AL-31 FP engine is successfully manufactured under license from the raw material stage by HAL for the Air Force’s Russian-origin Su-30 MKI fighter jets.
With advanced techniques utilized — including in the fabrication of the engine’s single-crystal blades — sources indicate that the Indian military aircraft industry had successfully imparted increased thrust, efficiency, durability and maintainability to the original Russian design. However, attempts to upgrade the engine’s core and time between overhauls (TBO) problems with Russian assistance had been rebuffed, with the Russian manufacturer instead offering the AL-41F-1S engine, with an 18% increased thrust as well as other design and performance enhancements, as a replacement in 2017 at a cost of $6 billion across the Air Force’s 270 Su-30 aircraft. The manufacturer also insisted that the AL-31FP’s issues were due to quality control problems at the Indian side. The Indian military industry instead has now chosen to improve the engine’s life and sort out performance issues on its own.
The French Up the Ante
While the Russian military industry might not be expected to compete with the prospective GE offer, the European military industry potentially can. Four days after the GE deal was announced, it was reported that French engine manufacturer Safran has offered a complete Transfer of Technology (ToT) of a completely clean-sheet, high-thrust engine (producing 110KN of thrust) for the next-generation fighter jet currently in testing phase — the AMCA Mk-II — with “no restrictions on stopping any access to sensitive issues”. The proposed engine will enable the AMCA to “supercruise”, i.e. go supersonic (faster than the speed of sound) without engaging its afterburner, thus decreasing its fuel burn - which increasing the jet’s range and time on station - and reducing its infrared signature. The high-thrust 110-KN jet engine will be developed from the ground up collaboratively by India’s Defense Research and Development Organization (DRDO) and Safran, with a clear division of work creating a “learning process” for both sides in handling issues such as design involving the thrust to weight ratio, metallurgy and manufacturing process.
This was by no means a spontaneous offer made in reaction to the GE deal’s announcement: Safran Group Chairman Ross McInnis had met with the Prime Minister in April.
While the “Kaveri” project as a fighter jet engine was abandoned by DRDO in November 2014, it isn’t out yet. A way out might have been laid in 2016 when India struck a €7.87 billion deal for 36 Rafale fighter jets from France, of which €4 billion in offsets were to be enacted by manufacturer Dassault Aviation and its partners within India and via Indian companies.
Due to delays in completing offsets, a penalty of €1 million was imposed upon and collected from Dassault’s missile systems partner MBDA. The deal structured already involved a host of specific features not available to other purchasers — such as “Hammer” precision-guided munitions, advanced navigation systems, helmet-mounted sights and targeting systems, cold engine start capability for usage in the Himalayas, et al — and potentially creates additional pressure to perform for Dassault if it expects future business. While Dassault is hoping to improve its position by convincing the United Arab Emirates into diverting its 80-jet deal’s offsets into India, another means through which it could meet offset goals would be via Safran’s M88 jet engine which propels the Rafale.
Hometown Hero’s Return, Old Acquaintance’s Offer
In 2021, the Indian Air Force’s now-retired Air Chief Marshal R.K.S. Bhadauria stated that while France had initally offered to invest €1 billion into the “Kaveri” engine project — with a goal to produce an engine in line with current standards — through a joint venture (JV), the ToT did not materialize between DRDO and Safran. If they do firm up on a ToT commitment, it will be counted as an offset for the Rafale deal.
Given the increasing pressure on French manufacturers due to the U.S. deal crossing a threshold into increased competitiveness, the hazy nature of the proposed 110-KN engine deal (which has no working models in production yet) and their commitment to remain in one of the world’s largest military markets, it’s entirely within the realm of possibility that “Kaveri” will soon receive the technological infusion it needs (and, in the author’s opinion, deserves).
Furthermore, “Kaveri” isn’t quite done and dusted yet. India’s Godrej Aerospace confirmed earlier this year that it has been tasked with building all eight modules comprising the “Kaveri” engine in a 6-engine development order (i.e. it’s a precursor to a set of heavy-duty field trials). As a 46 kN “dry engine” without an afterburner, it wouldn’t be enough to power India’s modern fighter jet platforms. Hence, it’s being considered for an autonomous unmanned vehicle (or “drone”).
At around the same time. Rolls-Royce, which powers some of the Indian Air Force’s fleet such as the Jaguar strike aircraft, Hawk trainers and the C-130J transports, is looking to co-develop engines for the next generation of jets such that the Intellectual Property Rights (IPR) to modify and evolve the resulting engines remains within India. HAL both manufactures and services the Anglo-French Rolls-Royce Turbomeca Adour engines used in the Jaguars under license and had inked a deal with Rolls-Royce in late 2021 to be a part of Rolls-Royce’s global supply chain as well.
A Long Game Bears Fruit
Given that GE’s F-404 engine had its first run in 1978 and the F-414 is an incremental and continuing evolution on top of that, it could be stated that the modern engine development and adoption lifecycle lies in the 50-60 year range. By that estimate, the “Kaveri” engine is still not a “sunk cost” endeavour. Technological infusion would be a boost to development and adoption; the question lies in the rights angle.
Much ado is made of the assertion that the GE engine deal is an attempt to wean India from its traditional Russian partners, who have a legacy relationship from the Soviet era. However, little is made of the fact that the U.S. military industry has a dependence on China. For instance, Lockheed Martin’s production line ground to a halt after it was determined every one of the 825 next-generation F-35 stealth jets had components sourced from China, an economic partner it’s attempting to distance from. In the area of military components, India’s military industry would be a suitable alternative. In fact, even Boeing has been exploring collaboration prospects with Indian composite material and specialist alloy manufacturer Midhani for its supply chain. In general, if American military technology companies were to execute a comprehensive ToT and include the output from Indian manufacturers into their global supply chains, that would diversify them away from proscribed sources.
The facts also indicate that while Cold War-era American military policy had favoured the “client state” model, the Soviet doctrine (at least with India) favoured the “partner” model. In the post-Cold War era, Russia’s military industry seems to be inching towards the “client state” model while the Indian doctrine of “Independence” remains unchanged. Meanwhile, the European military industry has progressively evolved its “partnership” model with India for decades before the Cold War’s end.
Given that the GE deal is still pending U.S. legislative approval, it remains to be seen if General Electric can be allowed to function within India’s “Independence” doctrine; namely by allowing for subsequent evolution of technology along with the rights of ownership to the Indian side. The company could benefit substantially from true inclusion of its Indian partners into its global supply chain while leaning on its ability to provide truly competitive solutions for the Indian military market, as opposed to hope for the forced oligopoly of a “client state” model. Of course, the dominant question for the ages is whether America’s legislature has the wherewithal to repose such confidence on themselves and vote with clear conviction.
It’s clear that the European military industry’s long-evolving “partnership” model theoretically gives them the leg up in the Indian market. However, the follow-through game — be it with GE, Safran, Rolls-Royce or any other company, for that matter — will cinch victory more so than any PR campaign or “memorandum of understanding”.
It’s likely that the “New India’s” economic performance played no small part in the enhanced consideration India has been receiving. Click here to read the article immediately preceding this that outlines India’s macro and market trends. Next, click here to to read about India’s burgeoning edge in the AI race that could propel the country into the Top 3 podium soon.
Also, as referenced in the article, an earlier 2-part series laid out the history of and background surrounding the Indian military aircraft industry. Click here for Part 1 and here for Part 2.
In other India-oriented articles, the 5-part “Dharma” series - with two additional parts specifically for Indonesia and Malaysia - traces the spiritual history of the East and its indelible roots in India. Click here for the first part and read on.