SOURCE: AFI
Turkey’s ambitious Kaan fifth-generation fighter jet program has taken the aerospace world by storm, securing international partnerships after just two flights of what was essentially a ground engineering model. Meanwhile, India’s Advanced Medium Combat Aircraft (AMCA), poised for a full-fledged prototype flight by 2028, has yet to make similar diplomatic or commercial waves. This disparity raises questions about India’s export strategy for the AMCA—a jet that could fill a critical gap for nations unable to procure the U.S. F-35 or China’s J-35A—underscoring a missed opportunity to leverage its advanced indigenous technology on the global stage.
The Kaan, developed by Turkish Aerospace Industries (TAI), achieved its maiden flight in February 2024, followed by a second in December, marking Turkey’s entry into the elite fifth-generation club. Though these flights used a stripped-down prototype—lacking key Line Replaceable Units (LRUs) like radar, avionics, and weapons systems—Turkey wasted no time capitalizing on the milestone. By Aero India 2025, reports emerged of Azerbaijan, Pakistan, and Qatar expressing interest in joining the program, with Saudi Arabia and Indonesia also in talks for co-development or procurement. Turkey’s aggressive outreach, backed by a $20 billion investment and NATO-aligned credentials, has positioned the Kaan as an alternative for nations frozen out of the F-35 program due to politics (e.g., Turkey’s own S-400 purchase) or cost.
The Kaan’s appeal lies in its promise: a 25-ton fighter with stealth shaping, twin GE F110 engines (54,000 lbf combined), and a roadmap to integrate indigenous radar and weaponry by 2030. Turkey’s willingness to share risks and costs through partnerships—offering co-production or technology transfer—has lured countries seeking sovereignty in defense manufacturing. Posts on X highlight this momentum, with users noting that even a “barebones” Kaan has outpaced India’s AMCA in visibility, thanks to Ankara’s proactive diplomacy.
Contrast this with India’s AMCA, spearheaded by the Aeronautical Development Agency (ADA). Set for its first flight in 2028, the AMCA prototype will be a fully integrated model—complete with stealth airframe, Uttam AESA radar, IRST, and internal weapons bays—unlike the Kaan’s initial engineering shell. With a 27-ton maximum takeoff weight, GE F414 engines (98 kN), and plans for a 110-130 kN indigenous engine by the 2030s, the AMCA boasts 5.5-generation features: supercruise, AI-driven sensor fusion, and a low Radar Cross Section (RCS). Backed by ?15,000 crore sanctioned in 2024, two flying prototypes will lead to five squadrons (100+ jets) for the Indian Air Force (IAF) by the mid-2030s.
Yet, despite this robust roadmap, India has made no visible moves to court international partners or buyers. The AMCA’s export potential remains untapped, even as nations like Malaysia, Vietnam, and Argentina—denied the F-35 due to cost ($80 million/unit) or U.S. export controls, and wary of China’s J-35A amid Indo-Pacific tensions—seek fifth-generation alternatives. “Turkey has flown a shell and already has partners,” an ADA official told idrw.org. “We’re building a complete jet, but we haven’t started the export conversation.”
The global market for fifth-generation fighters is ripe but shrinking. The F-35 dominates NATO-aligned buyers, with over 1,000 delivered by 2025, while China’s J-35A targets its allies (e.g., Pakistan’s speculated 40-unit deal). Middle-tier nations, unable to secure either, face a gap the AMCA could fill. At an estimated $100-120 million per unit (comparable to Rafale), the AMCA offers stealth, indigenous avionics, and customization—advantages over the Kaan’s current immaturity (no radar until 2028) or Russia’s Su-57, plagued by production woes (fewer than 20 operational).
India’s export successes—WhAP to Morocco, BrahMos to the Philippines—prove its capability, yet the AMCA lacks a similar push. Malaysia, exploring alternatives to its Su-30s, could pair AMCA with Tejas Mk1A; Vietnam, facing China in the South China Sea, might value its stealth; and Argentina, barred from F-35s by UK pressure over Falklands, seeks affordable options. These nations, alongside UAE or Egypt (diversifying beyond U.S./Russian gear), represent a $20-30 billion market India could tap with 50-100 export units.
Turkey’s success stems from early engagement. It pitched the Kaan at IDEX 2023 and Marrakech Air Show 2024, offering co-development to offset costs, much like the UK’s GCAP with Japan and Italy. India, however, prioritizes IAF needs—six Mk2 squadrons by 2040—over export talks, reflecting a cautious “build-first, sell-later” mindset. Posts on X critique this, arguing that HAL’s capacity (24 jets/year planned) and private-sector tie-ups (e.g., Tata, L&T) could support parallel export production if initiated now.
The Kaan’s flights, though rudimentary, signal intent; AMCA’s 2028 debut, while technically superior, risks arriving late to a crowded field. China’s J-35A could lock in buyers like Pakistan or Myanmar by 2027, while Turkey’s partnerships may mature by 2030. India’s failure to engage now—unlike its proactive artillery exports (100 guns by KSSL in 2024)—cedes ground to competitors.
NOTE: AFI is a proud outsourced content creator partner of IDRW.ORG. All content created by AFI is the sole property of AFI and is protected by copyright. AFI takes copyright infringement seriously and will pursue all legal options available to protect its content.