Will SAFRAN's Jet Engine Offer Be A Perfect Fit Over GE For TEJAS MK-2-Jets Amid Strained US Ties?
Kaveri engine is undergoing several technological upgrades, which may
be integrated into TEJAS
India’s ongoing struggle to secure timely GE F414 engine deliveries for its
TEJAS MK-1A and TEJAS MK-2 programs has opened the door for France’s Safran
to emerge as a potential alternative partner offering far greater strategic
depth.
Safran has put forward a comprehensive proposal to develop and manufacture
engines for both the TEJAS MK-2 and the upcoming AMCA, anchored by the
promise of 100% technology transfer—a critical demand long sought by New
Delhi but never fully offered by American OEMs.
Such a transfer would include design blueprints, metallurgy, core technology
know-how, and local production capabilities, enabling India to build a
permanent ecosystem and reduce its dependence on foreign suppliers, unlike
the GE deal which limits transfer to about 80%.
The urgency stems from significant delays in the F414 supply chain, with
only three engines delivered so far against India’s immediate requirement
for at least 99 engines to support the TEJAS MK-1A order of 83 aircraft and
further MK-2 timelines.
Certification hurdles and US export control restrictions have further slowed
progress, aggravating New Delhi’s concerns at a time when strained political
ties with Washington are spilling over into defence cooperation.
In contrast, France has consistently aligned its military-technology posture
with Indian requirements, exemplified in the Rafale deal, Scorpene
submarines, and ongoing joint development of the Shakti helicopter engine.
Safran’s proposal to set up a full-scale Indian manufacturing
ecosystem—including production units, testing facilities, and a repair/MRO
hub—augments this credibility and dovetails neatly with India’s “Atmanirbhar
Bharat” drive.
Strategically, Safran’s offer is especially enticing as it covers not only
the TEJAS MK-2 but extends to the AMCA—a fifth-generation stealth fighter
whose viability depends heavily on securing an advanced propulsion solution.
If secured, the deal would allow India to anchor future combat aircraft
programs on an indigenous engine base, ensuring autonomy in upgrades,
customisation, and scaling for exports.
Furthermore, Safran is already establishing a Rafale engine MRO centre in
Hyderabad by 2026, which demonstrates France’s commitment to long-term
industrial presence and job creation within India, reducing risks of a
“licence assembly only” model.
However, challenges remain in switching horses midstream. The LCA ecosystem,
and much of HAL’s current integration effort, has been designed around the
GE F404 and F414 engines. Shifting to Safran may involve redesign or delays
in TEJAS MK-2 timelines, potentially affecting near-term squadron inductions
when the IAF urgently needs fighters.
Financial negotiations will also be pivotal, since 100% technology transfer
comes at a premium and commitments must cover lifecycle support, spares
pricing, and assurances against unilateral disruption.
In conclusion, while GE’s F414 deal—signed in 2023 with 80% technology
transfer—anchors India’s immediate fighter programs, Safran’s 100% transfer
offer represents a potentially decisive step toward achieving true
self-reliance in jet engine technology.
Given the geopolitical friction with the US and recurring delays, Safran may
well be a “perfect fit” for India’s long-term vision, even if near-term
integration challenges persist.
The outcome could set the trajectory not just for the TEJAS MK-2, but also
for AMCA and India’s wider aerospace ambitions spanning the next three
decades.
GE Vs Safran Engine Proposals For TEJAS Mk-2
| Criteria | GE Aerospace (F414 Proposal) | Safran (New Proposal) |
|---|---|---|
| Technology Transfer | ~80% transfer as per 2023 MoU, restricted on core hot-section technologies due to US export controls | 100% technology transfer including design blueprints, metallurgy, and core know-how |
| Local Ecosystem | Co-production line in India with HAL, but dependent on US for certain critical parts | Full-scale manufacturing ecosystem in India including production, test facilities, and MRO |
| Current Deliveries | Only 3 engines received till Sept 2025 against 99 required, causing delays in TEJAS MK-1A induction | Fresh proposal; no deliveries yet but promises complete ecosystem build-up for MK-2 and AMCA |
| Geopolitical Factor | Subject to US laws and sanctions; strained ties affecting supply, certifications, and export permissions | France historically flexible with India; minimal political obstacles; aligned with Rafale/Scorpene precedents |
| Aircraft Integration | Already integrated into TEJAS MK-1A, MK-2 designed around F414 core; minimal redesign required | Would need integration changes and possible timeline delays for TEJAS MK-2 and AMCA development |
| Support Infrastructure | Relies on GE’s global supply chain; local support limited to co-production line | Indian-based engine manufacturing plus Safran’s Hyderabad Rafale MRO (by 2026) ensuring lifecycle support |
| Application Scope | TEJAS MK-1A (83 jets already ordered, 97 more cleared), TEJAS MK-2 as baseline powerplant | TEJAS MK-2, future AMCA (5th-gen), possible spin-offs for naval/6th-gen projects |
| Strategic Autonomy | Dependence on US approvals and controls; long-term risk of supply interruptions | Greater autonomy in design, upgrades, and exports; supports true Atmanirbhar Bharat ambitions |
| Cost Implication | Relatively lower due to existing contracts, but recurring dependency costs & spares pricing | Likely higher upfront investment, but long-term savings through self-reliance and indigenous upgrades |
| Job Creation in India | Limited to assembly and partial component fabrication with HAL | Wider industrial impact with ecosystem creation, including local metallurgy, testing, and R&D jobs |
IDN (With Agency Inputs)
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