SOURCE: AFI
In a bold step toward redefining aerospace propulsion, Norwegian-Indian startup SiriNor has set an ambitious goal to develop 2-meter electric jet engines capable of producing 90 kN of thrust, suitable for commercial aircraft like the Airbus A320 and Boeing 737, as well as scalable for applications ranging from unmanned aerial vehicles (UAVs) to fighter jets.
Co-founder and CEO of SiriNor India, Abhijeet Inamdar, emphasized the engine’s versatile design, which supports thrust configurations for a wide range of platforms, including defense applications. While the concept of an electric fighter jet powered by a 90 kN engine—capable of propelling a aircraft—has sparked little discussion in India, it holds transformative potential for the Indian Air Force (IAF). This article explores how SiriNor’s electric jet engine could enable the development of an electric fighter jet and its implications for redefining the IAF’s operational capabilities, sustainability, and strategic autonomy.
SiriNor, a deep-tech aerospace startup based in Pune, India, and Stavanger, Norway, achieved a significant milestone on April 29, 2025, by successfully ground-testing its all-electric, zero-emission jet engine at Technology Readiness Level 6 (TRL-6) under NASA’s framework. The prototype, tested in Pimpri, Pune, surpassed design targets, achieving over 40,000 RPM and 10 kgf (approximately 0.1 kN) of thrust. While this initial test focused on a smaller-scale engine for UAVs, SiriNor’s roadmap targets scaling to 2-meter engines producing 90 kN of thrust by the mid-2030s, a level sufficient for commercial airliners and potentially fighter jets.
The engine’s innovative tip-driven fan architecture, which uses multiple small electric motors around the fan’s outer edge to drive compressed air, eliminates the need for combustion chambers and exotic super-alloys. This design reduces manufacturing costs by 30% and maintenance costs by up to 40%, while being power-agnostic—compatible with both battery packs and hydrogen fuel cells. The modular architecture supports scalability from 1 kN for drones to over 90 kN for larger aircraft, making it a versatile platform for both civilian and military applications.
The idea of an electric fighter jet, while novel in India, is not entirely unprecedented globally. Companies like Rolls-Royce, Airbus, and NASA are exploring hybrid-electric and all-electric propulsion for aviation, though primarily for civilian applications. SiriNor’s vision of a 90 kN electric engine powering a 17-ton fighter jet introduces a groundbreaking concept for military aviation, particularly for the IAF, which currently relies on combustion-based engines like the GE F404 (84 kN) for the Tejas LCA and the AL-31FP (123 kN) for the Su-30 MKI.
A 90 kN electric engine could theoretically power a lightweight fighter jet in the class of the Tejas Mk1 (maximum takeoff weight: 13.5 tons) or a slightly heavier platform approaching 17 tons, such as the Tejas Mk2 or a future advanced medium combat aircraft (AMCA). Unlike traditional jet engines, which rely on kerosene-based fuel, an electric fighter jet would use high-density batteries or hydrogen fuel cells to power electric motors driving a fan system. This eliminates greenhouse gas emissions, reduces thermal signatures, and lowers noise levels to under 70 dB, enhancing stealth and operational flexibility.
A 90 kN thrust engine is comparable to the GE F404-IN20 used in the Tejas LCA, which delivers 84 kN with afterburners. SiriNor’s electric engine, however, would rely on electric motors rather than combustion, requiring significant advancements in energy storage. Current lithium-ion batteries offer energy densities of around 0.25–0.3 kWh/kg, far below the 12 kWh/kg of aviation fuel, limiting range and endurance. Hydrogen fuel cells, which SiriNor’s design supports, offer higher energy density (up to 1–2 kWh/kg) and could enable a 4,000 km range, as claimed by Inamdar, but require complex storage and refueling infrastructure.
For a 17-ton fighter jet, the power system would need to deliver approximately 100 kW for takeoff and 35 kW for cruise, as estimated for smaller-scale engines. Scaling to 90 kN would demand megawatt-class power systems, necessitating breakthroughs in battery or fuel cell technology. SiriNor’s phased approach—starting with UAVs by 2026, seaplanes by 2027, and regional aircraft by 2030—allows time to leverage expected advancements in energy storage by the mid-2030s.
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