Flying Blind: Why India Must Reignite Its Aero-Engine Ambitions

                      image credit :  penguin

India’s ambitions in the field of aeronautics face a critical roadblock — the lack of indigenous aero-engine capabilities. The recent delays in Tejas Mk1A fighter jet deliveries due to foreign engine issues have reignited a long-standing debate. At the center of this is the shelved Kaveri engine project — a program once filled with promise but plagued by setbacks.

During Aero India 2019, while the Tejas Mk1 finally received its long-awaited Final Operational Clearance (FOC), news emerged that the Kaveri engine project had been shelved. For a country aspiring to reduce foreign dependency in defence, this development raised alarm bells.

Historically, powerful aerospace nations have always developed both airframes and engines domestically. In India’s case, this gap has repeatedly limited the true potential of its aircraft. The HF-24 Marut fighter, India’s first indigenous jet in the 1960s, had to be retired early due to the lack of a suitable engine. Sadly, the government abandoned the project instead of seeking alternatives.

The Tejas fighter jet and the Kaveri engine are not just technological efforts — they are symbols of India’s aerospace dreams. If both projects are not nurtured, it could deal a massive blow to India’s indigenous defence manufacturing capabilities. A successful production run of 250–300 Tejas aircraft is essential to build industrial expertise and confidence.

Developing a functional aero-engine is a complex challenge. Despite producing and overhauling thousands of foreign engines, HAL has failed to truly master engine design and production. Most of the work has involved assembling imported parts, with little innovation in metallurgy or thermal engineering.

In 1986, DRDO’s Gas Turbine Research Establishment (GTRE) was tasked with creating a homegrown engine for the Tejas. Dubbed the GTX-35VS ‘Kaveri’, it aimed to replace the American engines used during testing. Initial tests began in the 1990s, but performance issues and technical setbacks hampered progress. Even test flights in foreign platforms were unsuccessful.

Over three decades later, the Kaveri is still not airworthy. GTRE sought support from French companies SAFRAN and SNECMA multiple times. Though there were offers of performance upgrades and technology transfer, negotiations fell through — mainly over costs.

There has been no transparency about Kaveri’s struggles. The DRDO has operated behind closed doors, keeping Parliament and the public in the dark. Shockingly, the project was abruptly shut down in 2014 and later revived — with no clear explanation.

The root of the issue lies in a combination of overconfidence, lack of expertise, poor project management, and the military being excluded from decision-making. Political oversight has also been minimal, allowing these failures to compound over time.

But there is still hope. If the government elevates the Tejas and Kaveri programs to the status of national missions, with clear leadership, accountability, and support, India can regain lost ground. Success in these projects would mark a turning point — allowing India to join the league of true aerospace powers and reduce reliance on foreign suppliers.

Failing to act now means India may forever remain dependent on imported technology in a sector crucial to national security.

Written by Defence Expert