SOURCE: RAUNAK KUNDE / NEWS BEAT / IDRW.ORG
Amid ongoing delays in the supply of General Electric’s (GE) F404 engines for the Tejas Mk1A program, a senior official from Hindustan Aeronautics Limited (HAL), speaking to idrw.org on condition of anonymity, has clarified that the company has no plans—nor is it considering—replacing the current F404 engine with alternative options.
Despite the supply chain bottlenecks, HAL and the Indian Air Force (IAF) remain aligned in their commitment to the F404, with expectations that GE’s deliveries will stabilize and pick up pace from 2026 onwards. The decision underscores the technical and logistical complexities involved in switching engines, which could further delay the induction of the Tejas Mk1A into IAF service.
When asked by idrw.org why HAL is not exploring other engine options, even as an experimental measure on older Tejas airframes, the HAL official outlined the myriad technical challenges such a switch would entail. The Tejas Mk1A has been meticulously designed, optimized, and tested around the F404-IN20 engine, and replacing it with another powerplant—such as the Eurojet EJ200, Safran M88, or even an indigenous option like the Kaveri (if revived)—would require significant redesign and re-certification efforts.
The official detailed the following complexities:
- Structural Adjustments to Airframe and Engine Bay: A new engine would necessitate modifications to the Tejas Mk1A’s engine bay, including changes to the mounting system, cooling ducts, and exhaust system. Different engines have unique dimensions, weight distributions, and thermal profiles, all of which would require structural adjustments to accommodate them without compromising the aircraft’s integrity.
- Recalibration of Weight Distribution: Switching engines would alter the aircraft’s center of gravity, requiring recalibration to ensure aerodynamic stability and handling. This process involves extensive computational analysis and flight testing to validate performance across the aircraft’s operational envelope.
- Extensive Re-Engineering and Testing: Beyond physical modifications, a new engine would demand updates to the aircraft’s digital flight control system (DFCS), fuel system, and avionics interfaces. The Tejas Mk1A’s fly-by-wire system, optimized for the F404’s thrust profile, would need reprogramming to adapt to a different engine’s performance characteristics. This would trigger a lengthy cycle of ground and flight testing, followed by re-certification by agencies like the Centre for Military Airworthiness and Certification (CEMILAC).
- Supply Chain and Logistics Implications: Introducing a new engine would also disrupt HAL’s existing supply chain, requiring new vendor agreements, spare parts inventories, and maintenance protocols. This could further complicate logistics for the IAF, which already operates a diverse fleet of aircraft with varying engine types.
The HAL official emphasized that these challenges outweigh the potential benefits of switching engines, especially since the delays in F404 supply are viewed as a temporary setback rather than a long-term crisis. “The Tejas Mk1A has already been optimized and tested with the GE F404-IN20. Switching engines would require extensive flight testing and re-certification, which could push timelines back by years,” the official noted.
Despite the delays, HAL and the IAF appear to be on the same page regarding the path forward. Both entities are banking on GE’s assurances that the F404 supply chain will stabilize by 2026, enabling a steady flow of engines to support HAL’s production ramp-up. The IAF, which has long championed the Tejas program as a cornerstone of its modernization efforts, seems willing to wait out the supply disruptions rather than risk further delays by embarking on an engine replacement endeavor.
The HAL official expressed confidence in GE’s ability to resolve its supply chain issues, pointing to ongoing discussions between HAL, GE, and the US government to expedite deliveries. “GE has committed to picking up the pace in 2026 onwards, and we expect deliveries to stabilize thereafter,” the official told idrw.org. This timeline aligns with HAL’s production targets, which aim to deliver 16–18 Mk1A aircraft annually once the supply chain bottlenecks are resolved.
When pressed on whether HAL could experiment with alternative engines on older Tejas Mk1 airframes as a proof-of-concept, the official reiterated the impracticality of such an approach. Older Tejas airframes, primarily used for training or testing, are also built around the F404 engine, and retrofitting them with a new powerplant would involve the same structural and systems-level modifications required for the Mk1A. Moreover, such experiments would divert resources—both financial and human—from HAL’s primary goal of scaling up Mk1A production and progressing the Tejas MkII and AMCA programs.
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