India’s Jet Engine Journey: From Catching Up to Breaking Free
India received its third GE F404-IN20 engine for the Tejas Mk1A today, a development that once again underscores the country’s dependence on imported powerplants for its frontline fighters. Hindustan Aeronautics Limited (HAL) continues to rely on the American-made engine to keep Tejas production moving, and when GE delays its shipments, as it has done in the past, India has no alternative but to quietly accept the situation. The delivery is a reminder that the most advanced components of India’s indigenous fighter are still tied to the schedules and supply chains of a foreign partner.
Against this backdrop, the Gas Turbine Research Establishment (GTRE) recently showcased the Kaveri derivative engine fitted with an afterburner module. The display has sparked considerable enthusiasm among defence watchers, who see it as evidence that India is finally making visible progress towards building its own fighter-class jet engine. The excitement is not without reason: the Kaveri has long been seen as a symbol of India’s struggle to achieve true aerospace self-reliance, and seeing an afterburner-equipped variant on display suggests that some of the gaps are beginning to close.
The achievements so far are noteworthy. GTRE has succeeded in demonstrating dry thrust levels of about 49–50 kN, which nearly matches the dry performance of the GE F404. The core has performed in high-altitude tests, and the addition of afterburner hardware indicates that the programme is no longer stuck in its earlier stagnation. For a country that has historically imported every combat jet engine it has flown, reaching this milestone represents a genuine step forward into a small circle of nations capable of designing and running indigenous fighter turbofans.
But enthusiasm must be balanced with caution. The Kaveri derivative still has a long way to go before it can realistically replace the GE engine in Tejas. Sustained afterburning thrust of around 80 kN has not yet been proven in flight. The engine is still heavier than its American counterpart, which affects thrust-to-weight efficiency. Critical metallurgical advances—such as single-crystal turbine blades and advanced thermal coatings—remain a weakness compared to established global players. And certification is perhaps the steepest hurdle: while the F404 has accumulated millions of operational flight hours across multiple air forces, the Kaveri remains unproven outside of test stands. For the Indian Air Force and HAL, this means the country will continue to depend on GE deliveries, and must endure delays without leverage.
Still, dismissing Kaveri’s progress would be short-sighted. Indigenous engine development is one of the most challenging technological undertakings in modern defence. Every increment—whether matching dry thrust or producing a working afterburner module—represents years of accumulated knowledge and new capabilities. The Kaveri is no longer a project spoken of in terms of failure; it is transitioning into a phase of refinement, where the question is not whether it will work, but how well and how soon. The benefits extend beyond Tejas, since the same technology can spin off into unmanned combat aerial vehicles, transport aircraft, and even future fifth-generation fighter projects.
The road ahead will require persistence, funding, and above all, patience. A realistic expectation is that flight-worthy afterburner tests could occur within the next three to five years, but full fleet replacement of imported engines will take significantly longer. In the meantime, Tejas will continue to rely on American power, and India will remain vulnerable to delays in GE’s supply chain. Yet the symbolism of seeing an Indian engine fitted with its own afterburner is powerful. It is not just a display piece—it is a glimpse of the day when India will no longer wait helplessly for foreign deliveries, but instead fly confidently on the strength of its own engineering.
