SOURCE: AFI
India’s quest for self-reliance in aerospace technology hinges on the successful development of indigenous jet engines, a domain where the Gas Turbine Research Establishment (GTRE), under the Defence Research and Development Organisation (DRDO), has been striving for decades. The Kaveri engine program, its successor Kaveri 2.0, and the ambitious Advanced Medium Combat Aircraft (AMCA) engine project are pivotal to reducing India’s dependence on foreign engines. A critical enabler for these programs is a dedicated Flying Testbed (FTB), a specialized aircraft used to evaluate engine performance under real-world flight conditions.
With Tata Group-owned Air India auctioning its last Boeing 747 (registration VT-ESO) on May 6, 2025, in Mumbai, the question arises: Should GTRE seize this opportunity to acquire the aircraft as an FTB for its engine development programs?
A Flying Testbed is indispensable for aero-engine development, allowing engineers to assess an engine’s performance, reliability, integration with aircraft systems, and endurance in dynamic flight conditions. Unlike ground testing, an FTB simulates the stresses of altitude, speed, and environmental factors, providing critical data to refine engine designs. GTRE has historically relied on foreign FTBs, notably a modified Ilyushin Il-76 at Russia’s Gromov Flight Research Institute, to test the Kaveri engine. For instance, a Kaveri prototype (K-9) was successfully flight-tested on an Il-76 in 2010, and the dry Kaveri variant, cleared for inflight testing in December 2024, is also slated for trials on the same platform. However, leasing foreign testbeds is costly, logistically complex, and limits GTRE’s autonomy, underscoring the need for a domestically owned FTB.
The Boeing 747, a quadjet with a proven track record as an FTB globally, is an attractive candidate. Its four-engine configuration allows a test engine to replace one operational engine, ensuring safety through redundancy—a key reason why nations like the United States and Russia prefer quadjets for engine testing. The 747’s robust airframe, large payload capacity, and ability to mount test engines on external pylons make it ideal for evaluating engines like the Kaveri (49-51 kN dry thrust, 73-75 kN with afterburner), Kaveri 2.0 (targeting 90 kN), and the AMCA’s planned 110-130 kN engine.
Air India’s last Boeing 747-400 (VT-ESO), a 31.4-year-old aircraft, is up for auction on May 6, 2025, managed by mjunction at Air India’s Mumbai facility. This aircraft, part of the iconic “Queen of the Skies” fleet, represents a rare opportunity for GTRE. Previously, GTRE expressed interest in acquiring Air India’s 747s when four were sold to US-based AerSale in April 2024, but the deal proceeded without GTRE’s involvement, prompting criticism over missed opportunities. The current auction, with a structured process requiring documentation by April 30, 2025, and inspection on May 5, 2025, offers GTRE a second chance to secure a valuable asset.
The 747’s airframe, despite its age, has potential for extended use as an FTB. Two of the 747s sold in 2024 were converted to freighters, indicating at least 10-15 years of commercial life remaining. For a less intensive role as a flying laboratory, with reduced flight hours, VT-ESO could serve for 20-25 years, covering the development timelines of Kaveri, Kaveri 2.0, and AMCA engines. Moreover, the 747’s historical significance—having served as Air India One for India’s top dignitaries until 2020—adds symbolic value, making it a fitting platform for a national mission like indigenous engine development.
GTRE considered other quadjets, like the Airbus A340, but found limited availability. The Il-76, while effective, is not owned by India, and leasing it remains a stopgap. The 747 is a viable option, but GTRE must weigh its cost against developing a newer platform or collaborating with partners like Safran, which plans to test AMCA engines on a Dassault Rafale FTB.
The acquisition of Air India’s Boeing 747 could be a game-changer for GTRE, providing a dedicated platform to validate the Kaveri engine (set for Ghatak UCAV trials in 2025), develop Kaveri 2.0 (targeting 90 kN for Tejas Mk1A by 2031-32), and co-develop the AMCA’s 110-130 kN engine with Safran. The Indian Air Force’s commitment to 220 Tejas Mk1A jets, requiring over 700 engines over 40 years, underscores the economic and strategic imperative of an indigenous engine. Relying on imported GE F404 engines, priced at $7.2 million each, is unsustainable, especially with risks of sanctions or supply chain disruptions.
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