NEW DELHI: India’s ambition to build a fifth-generation stealth fighter has once again highlighted one of the country’s biggest technological challenges: developing a world-class fighter jet engine. While India has made steady progress in designing indigenous airframes, radars, avionics and weapons, the propulsion system remains dependent on foreign suppliers.The issue has come into focus after negotiations between India and US aerospace major General Electric (GE) over the F414 engine for the Advanced Medium Combat Aircraft (AMCA) reportedly hit a roadblock over a sharp increase in prices. According to a Times of India report, GE has quoted a price almost three times higher than the initial estimate, raising concerns about the cost and timeline of India’s flagship stealth fighter programme. The same engine is also planned for the indigenous Tejas Mk2 fighter.“The F414 engine was initially estimated to cost around Rs 70-80 crore per unit, but GE has now quoted prices almost three times higher,” a DRDO source told TOI.The Aeronautical Development Agency (ADA), which is leading the AMCA programme, requires 15 F414 engines for five flying prototypes. Since the aircraft’s airframe has already been designed around the F414, changing engines at this stage is not considered feasible. The government has earmarked Rs 15,000 crore for the prototype development phase, but higher engine costs could increase the overall programme budget, according to the Times of India.The first batch of AMCA aircraft is expected to enter service around 2034 or 2035 after five prototypes complete nearly 1,800 test sorties over seven years. Under the Request for Proposal issued last month, one of three shortlisted industry teams is expected to deliver the first prototype within 30 months of signing the contract.
Not just AMCA, Tejas Mk2 is also dependent
The challenge extends beyond the AMCA. India’s Tejas Mk2 is also expected to use the GE F414 engine, while the Tejas Mk1 and Mk1A are powered by the earlier GE F404 engine family. Delays in the supply of F404 engines have already affected deliveries of Tejas Mk1A fighters to the Indian Air Force, underlining the risks associated with dependence on overseas suppliers, as noted by the EurAsian Times.The concern is not merely financial. Reliance on a foreign engine supplier means production schedules, exports, upgrades and long-term sustainment remain linked to another country’s commercial priorities and political decisions.
India is not alone
India’s dependence on American engines reflects a broader trend among countries developing indigenous fighter aircraft.Turkey’s fifth-generation KAAN fighter, often described as its first indigenous stealth combat aircraft, will initially fly with General Electric F110 engines. According to Reuters, the Trump administration is moving ahead with the sale of more than $700 million worth of GE engines despite objections from some members of the US Congress.The engines will power the first production batches of KAAN while Turkey continues development of its indigenous TF35000 engine.“The acquisition of 80 F110-GE-129 engines from U.S. was part of the original program plan of the Kaan indigenous combat aircraft development project,” defence analyst Arda Mevlutoglu told Reuters.“The Kaan program is composed of “blocks”, similar to many U.S. aircraft programs. Until the development of the indigenous powerplant is complete for later blocks, the Kaan will enter service with the GE engine,” Mevlutoglu said.According to the EurAsian Times, Turkey has already unveiled its indigenous 42,000-pound-thrust Güçhan turbofan engine while work on the TF35000 continues. However, both programmes are still years away from operational deployment.South Korea offers another example. The KF-21 Boramae, marketed as the country’s first domestically developed fighter, is powered by two GE F414 engines manufactured under licence. Although Seoul has indigenised much of the aircraft’s structure and avionics, it continues to rely on American propulsion while pursuing a long-term indigenous engine programme, according to the EurAsian Times.Sweden’s Gripen E also depends on the GE F414G engine despite Saab designing the aircraft and promoting it as a sovereign alternative in the global fighter market. The EurAsian Times notes that even earlier Gripen variants used engines derived from General Electric designs, leaving exports subject to US International Traffic in Arms Regulations (ITAR).
Why are fighter jet engines so difficult to develop
Modern fighter engines remain among the most technologically demanding systems in aerospace engineering.They must generate extremely high thrust while remaining lightweight, fuel efficient and reliable under temperatures that exceed the melting point of many metals.The biggest technological hurdles include manufacturing single-crystal turbine blades, developing advanced heat-resistant alloys, mastering precision metallurgy and integrating sophisticated digital engine controls. Only a handful of countries, including the United States, Russia, France, the United Kingdom and China, currently possess the capability to independently design and manufacture advanced fighter engines.India’s Kaveri engine programme illustrates these challenges. Despite years of development, the engine could not generate the thrust required for frontline fighter aircraft. Instead, its derivative is now expected to power India’s indigenous Ghatak autonomous unmanned combat aerial vehicle.
The road to true self-reliance
While countries increasingly market indigenous fighter aircraft as symbols of technological self-reliance, propulsion remains one of the last frontiers where even advanced aerospace industries continue to rely on proven foreign technology.India’s experience mirrors that of Turkey, South Korea and Sweden. Each has built increasingly indigenous aircraft while depending on American engines during the initial phases of development.For India, however, developing a high-performance indigenous fighter engine remains central to achieving genuine strategic autonomy. Until such a powerplant becomes operational, flagship programmes such as the AMCA and Tejas Mk2 are likely to remain partially dependent on foreign suppliers for one of the most critical components of modern combat aircraft.