The HAL–Safran Aravalli engine is a landmark in India’s helicopter program
because it represents genuine co‑development rather than licensed
modification, giving Indian engineers direct access to core propulsion
technologies and ensuring self‑reliance in one of the most complex areas of
aerospace.
It will power HAL’s upcoming 13‑ton Indian Multi‑Role Helicopter (IMRH) and
its naval variant, the DBMRH, replacing ageing Mi‑17 and Sea King fleets.
The Aravalli engine belongs to the 3,500–4,000 shp class, a power range Safran
has never produced before. Unlike past arrangements where India received
modified versions of existing foreign engines, this project requires building
the powerplant from scratch.
That means Indian engineers are involved in critical areas such as core
architecture, hot‑section design, high‑pressure compressor, power turbine,
accessory gearbox, and systems integration. This direct participation is vital
for developing indigenous expertise and intellectual property.
| Engine | Shaft HP | Dry Weight | Year | Key Applications |
|---|---|---|---|---|
| Artouste | 400 – 550 | ~115 – 140 kg | 1956 | Sud Aviation Alouette-II, Alouette-III (HAL Chetak), Aérospatiale SA 315B Lama (HAL Cheetah) |
| Astazou | 520 – 1,000 | ~115 – 150 kg | 1957 | Aérospatiale Gazelle, Alouette-III, Aérospatiale SA 360 Dauphin |
| Turmo | 1,200 – 1,600 | ~220 – 240 kg | 1962 | Aérospatiale SA 330 Puma, SA 321 Super Frelon |
| Arriel | 590 – 1,000 | ~109 – 130 kg | 1974 | Airbus H125/AS350 Écureuil, H130, H145, Sikorsky S-76C, Leonardo A109, HAL Cheetal (Arriel 2D) |
| Makila | 1,800 – 2,100 | ~278 – 305 kg | 1978 | Airbus H225 / H225M Super Puma, AS532 Cougar, Denel Rooivalk |
| Arrius | 450 – 750 | ~90 – 115 kg | 1981 | Airbus H120, H135, Bell 505 Jet Ranger X, Leonardo AW109, Kamov Ka-226T |
| TM 333 | 750 – 1,100 | ~165 kg | 1981 | HAL Dhruv (MK-I & MK-II - inactive/replaced), HAL Cheetal (early prototype), HAL Chetak |
| RTM322 | 2,100 – 2,600 | ~228 – 260 kg | 1987 | NHIndustries NH90, AgustaWestland AW101, AgustaWestland WAH-64 Apache |
| MTR390 (Joint Venture With MTU/RR) | 1,250 – 1,450 | ~169 kg | 1991 | Eurocopter Tiger (EC665) |
| Ardiden (Shakti/Ardiden-1H/Ardiden-1U) | 1,400 – 2,000 | ~205 – 225 kg | 2007 | HAL Dhruv (MK-III & MK-IV - active), HAL Rudra (Active), HAL LCH Prachand (Active), HAL LUH (Ardiden 1U-Active), Avicopter AC352 |
| Aneto | 2,500 – 3,000 | ~300 – 330 kg | 2017 | Leonardo AW189K, Leonardo AW149 |
| Arrano | 1,100 – 1,300 | ~135 – 145 kg | 2019 | Airbus Helicopters H160 |
| Aravalli (HAL-SAFRAN Co-Development) | ~2,500–3,000 | Under Development | 2026 (JV) | HAL IMRH (Indian Multi-Role Helicopter-Active Development) |
The contract was signed through SAFHAL Helicopter Engines Pvt. Ltd., a 50:50
joint venture between HAL and Safran. Manufacturing will take place at HAL’s
Tumkur plant in Karnataka, with advanced design methodologies,
state‑of‑the‑art production processes, and comprehensive testing
incorporated.
The collaboration also promises lifecycle support, ensuring reliability and
maintainability across decades of service.
For HAL, the Aravalli program is a decisive step in reducing dependence on
imported propulsion systems. India has long relied on foreign engines for
helicopters such as the Mi‑17, Sea King, and even indigenous platforms like
the Dhruv ALH, which use the Shakti engine co‑developed with Safran.
The Aravalli marks the first high‑power turboshaft engine designed and
developed in India, symbolising a transition from licensed production to
genuine joint development.
Strategically, the IMRH and DBMRH are intended to replace ageing fleets and
provide versatile capabilities for the Army, Air Force, and Navy.
The IMRH will serve troop transport, utility, and combat support roles, while
the DBMRH will operate from warships, enhancing maritime reach. Beyond
military use, the engine also opens opportunities for civil applications such
as offshore transport, utility missions, and VVIP travel.
The program is expected to be completed by 2032–33, aligning with India’s
helicopter induction timelines. It will also catalyse the growth of a wider
aerospace ecosystem, including raw materials, precision machining, castings,
and indigenous Maintenance, Repair and Overhaul (MRO) capabilities.
This industrial expansion supports India’s broader self‑reliance objectives
under the Make in India initiative.
Financially, the deal represents a multi‑crore investment, though exact
figures are not disclosed. The benefits, however, extend far beyond monetary
value. By embedding Indian engineers in the design process, the program lays
the foundation for future indigenous aero‑engine projects, potentially
reducing billions of ₹ in imports over the long term.
The Aravalli engine is named after one of the world’s oldest mountain ranges,
symbolising resilience and strength.
It reflects India’s ambition to achieve propulsion sovereignty, a domain where
past efforts like the Kaveri engine faltered due to lack of access to critical
technologies. With Safran’s collaboration, India now has a pathway to overcome
those limitations.
In essence, the Aravalli engine is not just a powerplant but a strategic
enabler. It strengthens India’s aerospace industrial base, enhances military
capability, and ensures that future helicopter programs are powered by engines
developed with significant indigenous input.
This marks a turning point in India’s aerospace journey, moving from
dependence to partnership, and ultimately towards autonomy.
IDN (With Agency Inputs)
