Image Credit: Ministry of Defence
Tejas Mk2 and the Engine Dilemma: Why HAL Won’t Ditch GE
The past few weeks have seen a swirl of speculation around India’s Tejas Mk2 fighter jet and whether it might swap its General Electric F414 engine for a French alternative from Safran. For an aircraft that has been under development for years, the idea of an engine switch has sparked curiosity and headlines. But as HAL Chairman DK Sunil made clear, this is not just improbable, it is practically impossible. The Tejas Mk2 has been designed around the F414, and changing the powerplant at this stage would derail the entire program.
Fighter jets are not cars where one can simply replace an engine with a newer model. The design process begins with the choice of the engine, which dictates the aircraft’s aerodynamics, weight balance, thrust-to-weight ratio, fuel capacity, intake configuration, and even software controls. The engine is, quite literally, the heart of the fighter. HAL’s chief underscored this reality by pointing out that even replacing a car engine is complex, let alone in a fighter aircraft where the margins for error are razor-thin.
India’s commitment to the GE F414 is not a sudden decision. The Tejas Mk1 and Mk1A have already been flying with GE’s F404 engines, establishing a track record of reliability. For the Mk2, negotiations with GE for the F414 are at an advanced stage. What makes this deal more significant is the depth of technology transfer promised under the India–US defense partnership. GE has agreed to co-produce the engines in India, a step that not only secures supply for the Tejas Mk2 but also lays the groundwork for India’s long-term aerospace ambitions.
So why does Safran enter the conversation? France has been an important partner in India’s defense sector, with joint projects ranging from the Kaveri engine revival to Rafale fighter jet production. Safran’s expertise is respected, and its political clout cannot be ignored. Yet the idea of dropping GE and suddenly shifting to Safran at this stage is driven more by rumor than by engineering logic. Redesigning Tejas Mk2 for a new engine would mean years of structural changes, flight testing, and recertification. That would push the program back into the kind of delays India can ill afford.
The larger problem is how easily media speculation treats engine swaps as plug-and-play solutions. In reality, integrating a new engine involves thousands of design changes, logistical adjustments, and supply chain realignments. Global aerospace history shows that re-engining efforts, even in commercial jets, often spiral into cost overruns and project delays. For combat aircraft, the challenges are exponentially higher.
The stakes for India go beyond technicalities. With Tejas Mk1A inductions ongoing, Mk2 under development, and AMCA on the horizon, what India needs most is predictability and discipline in timelines. The Air Force cannot keep waiting for aircraft that are delayed by shifting ambitions and rumors. The focus must be on securing firm engine production lines, ensuring long-term supply stability, and preparing for future indigenous development, not chasing speculative alternatives at the last minute.
HAL’s stance is pragmatic: Tejas Mk2 has been built around GE’s F414, and that is where it will stay. The sooner this is accepted, the sooner the conversation can shift to ensuring successful production and induction of India’s next-generation fighter. Speculative debates about Safran may make for dramatic headlines, but the reality is clear — India needs operational squadrons in the sky, not redesigns on the drawing board.
