Aero Engine Co-Development Program for AMCA

I don't understand what is going on

When Government announces a Formal deal tie up between SAFRAN and GTRE

Then what would be the situation of this Rolls Royce deal

This looks similar to a big announcement made by TRUMP regarding Reliance investing in US
 
I don't understand what is going on

When Government announces a Formal deal tie up between SAFRAN and GTRE

Then what would be the situation of this Rolls Royce deal

This looks similar to a big announcement made by TRUMP regarding Reliance investing in US
Maybe it is a parallel engine development effort. Like the F-15/16 has P&W F100 and the GE F110 engines. The two engines developed would go into Tejas Mk2, AMCA, TEDBF & future unmanned fighter programs. A high bypass derivative could go into NAL RTA (if that program survives), a marine derivative could go into Navy's future surface ships. All these programs combined will consume thousands of engines over their lifetime.

That could be the incentive needed to develop an end-to-end gas turbine ecosystem for both of these JVs.

Unable to understand why's RR so desperate ? Their lead contactors in the development of the TF for the GCAP project besides being a vital part of the F-135 project & its successor now.
I am wondering that too. India is not a large consumer for RR's MGTs. We do use MTU's marine diesel engines & the India civil airline companies use RR's high bypass engines.

Maybe RR has already developed an engine in the category we are looking at, maybe an uprated derivative of the EJ200. So, it wouldn't cost them too much to make something for India specific requirements. In an interview with The Print RR's India chief was promising some tight timelines. If so, they can recover their investment quickly & maybe make some extra to fund their VCE for the GCAP.

I am just guessing.
 
Mukesh Ambani-led Reliance enters India’s defence race, joins Rolls-Royce bid to power AMCA

New Delhi: Reliance Industries Limited and Rolls-Royce Friday announced their strategic intent to partner and offer capabilities for the design, development, manufacturing and delivery of a sovereign indigenous combat engine for India’s Advanced Medium Combat Aircraft (AMCA) programme.

This marks the formal foray of RIL into the defence space.

As part of the partnership, Reliance and Rolls-Royce will explore the formation of a dedicated Aerospace Gas Turbine Complex that will be a centre of excellence for power and propulsion technology in India, a joint statement issued by the two companies said.
The partnership will offer a compelling proposition for joint development of the AMCA engine in India, bringing together world-leading technology and industrial execution capabilities, it said.

India is looking at developing a 120 kilonewton (kN) engine to power the AMCA aircraft. The front runner for this project is Safran. However, Rolls-Royce has now given a very competitive offer in terms of technology transfer and IP rights, which is being considered by the Indian government.

“India’s strategic autonomy requires sovereign capability in critical technologies. Our intent with Rolls-Royce is to combine their world-leading expertise in advanced propulsion with Reliance’s technology, manufacturing, scale and execution capabilities to build an indigenous aero-engine ecosystem in India.

“Together, we aim to build an enduring national capability that can make India self-reliant and, over time, globally competitive in advanced propulsion technologies,” Anant Ambani, Executive Director at RIL said.

Tufan Erginbilgiç, CEO, Rolls-Royce said that together with their existing partnerships and capabilities in India, this partnership with RIL marks a major milestone towards building a robust, self-reliant aerospace ecosystem in the country.

By combining Rolls-Royce’s global leadership in engines with the established industrial strengths of Reliance, the Aero Gas Turbine Complex will build sovereign, end-to-end Indian capability across design, development, manufacturing, testing, production and through-life support.

This will also unlock opportunities to explore wider collaborations across defence, civil aerospace, and new power and propulsion systems, the statement said.
 
I understand why RR wants a foothold in the Indian market, and the absolute bank they can make if the engine JV for AMCA goes their way (alongside supplying MT30 turbines for future warship projects). Excellent point about the huge pool of engineering talent on the cheap, but much of that talent actually is with the companies RR hasn't solicited for this JV. Partnering with Mukeshbhai, and not enlisiting any of the companies already embedded in their (and other OEMs') supply chain is what's doing my head in.
Contracts of this nature usually have a large component of sub contracted . All those cos like Azad Engg etc would function as sub contractors. RR RIL JV is mostly a company on paper .

The reins of power will be with RR as they bring the technology , RIL will control the purse strings with the MSME sector actually mfg ~ 50-60 % of the parts . The hot section is likely to come from RR UK . Assembly works will be done by the RR-RIL JV .

They may probably get down to mfg the hot section here eventually under complete control of RR while RIL executives are busy counting the money. After all companies have a DNA just like the humans who run them & we tend to do that in which we're good at .
Having RIL's bottomless pit of money on your side is good, but not having any Indian aero parts manufacturer may count against them. I'm not sure if this step strengthens their bid for the engine JV.
Elaborated my points above.
I haven't followed the developments concerning their partnership with the Turks regarding Kaan's engine, but if they had a fallout regarding IPR, then I don't see how that won't pose an issue here? I'm aware that RR actually had the first mover advantage regarding AMCA JV engine, they proposed the joint development of a brand new engine with joint IPR long before the French did, but politics favoured the French.

Clutterji in a conversation with Phat Philips . The IPR is going to rest with India. It's a non negotiable.

Also as per Phat Philips , MKI is following a dual program - with initial level of upgradation being done with HAL as the lead contractor & Super Sukhoi upgrade in collaboration with the Russians.
 
The timing of the ammouncement of this MoU suggests Ambani may have taken a cue from Modi's 2025 I-Day speech, calling for the development of an indigenous jet engine.

Maybe GoI is working behind the scenes to loop in the pvt sector into jet engine R&D after liberalizing the space sector, the 1st fruits of which is before our eyes (Vikram-1). We might see PLI and tax breaks soon for companies taking up the challenge.
 
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Maybe it is a parallel engine development effort. Like the F-15/16 has P&W F100 and the GE F110 engines. The two engines developed would go into Tejas Mk2, AMCA, TEDBF & future unmanned fighter programs. A high bypass derivative could go into NAL RTA (if that program survives), a marine derivative could go into Navy's future surface ships. All these programs combined will consume thousands of engines over their lifetime.

That could be the incentive needed to develop an end-to-end gas turbine ecosystem for both of these JVs.


I am wondering that too. India is not a large consumer for RR's MGTs. We do use MTU's marine diesel engines & the India civil airline companies use RR's high bypass engines.

Maybe RR has already developed an engine in the category we are looking at, maybe an uprated derivative of the EJ200. So, it wouldn't cost them too much to make something for India specific requirements. In an interview with The Print RR's India chief was promising some tight timelines. If so, they can recover their investment quickly & maybe make some extra to fund their VCE for the GCAP.

I am just guessing.
If I've read GTRE / DRDO / MoD / GoI correctly , Kaveri 2.0 will be about developing an analogue to the GE F-404 . This can be realised in a decade from now.

Once that's through based on the same design it'd be upgraded to an analogue of the GE F-414 generating 100 KN + .

The JV for the 120 KN TF is to eventually serve as the core which can generate 140 KN + for the proposed 6th Gen FA project. This will be a project with whoever partners GTRE . Therefore who so ever does so will have struck a jackpot. I believe SAFRAN will be chosen .

This latest move by RR is to throw a spanner in the works by trying & make this RR RIL JV the centre of anything related to the TF & downstream derivatives for the Indian defence ecosystem viz 120 -140 KN TF , Kaveri 2.0 & whatever follows for mfg & if they can't mfg it they can always propose alternatives complying with GoI's directive of the IPR being Indian , various classes of MGT , etc

Part of the reason could also be about the INs latest forays into indigenisation by getting local industry involved of which we've seen the first fruits courtesy Kirloskar.

IN has also publicly stated its goals of being import free of propulsion systems by 2047 . The next step would obviously be MGT where a transition is being effected into electric propulsion systems.

IN is bound to look for such solutions locally . Since MGT are usually derived from TF , once RR gets a foothold there everything else follows. Hence the JV with RIL .

They're essentially doing this to secure their future as an engine design cum mfg house given the bleak economic prospects back home & by & large in Europe where the choice is essentially limited to American systems .

Besides attempts to forge JVs with European partners have not yielded satisfactory results with DA storming out of the EuroFighter project & inability of the Brits to reach common ground with ze Germans manifesting in the utter neglect of the EuroFighter platform as far as upgradation goes as compared to the clear path for the Rafale , DA has formulated.

Hence they moved to the Far East for the next project - the 6th Gen FA program aka the GCAP.

The US has successfully emaciated British defence industry converting both BAe & RR into glorified sub contractors . This in turn is a function of British strategic policy of piggy backing the Americans. In brief the chickens are coming home to roost if not now then certainly in the next 2-3 decades. Hence the advance planning & preparation.

Besides India they don't have any other alternatives , all things considered. One of the other reasons they fell out with Turkey I just recalled , as part of their dispute on the IPR was a disagreement on exports. Apparently RR wanted exclusive IPR for exports which would handicap Turkey's attempts at emerging as an export power house.

You tell them Paddy ! As usual whenever little britain is up sh!t creek without a paddle & a leaky boat they turn to the jewel in their crown - India . @BMD
 
If I've read GTRE / DRDO / MoD / GoI correctly , Kaveri 2.0 will be about developing an analogue to the GE F-404 . This can be realised in a decade from now.

Once that's through based on the same design it'd be upgraded to an analogue of the GE F-414 generating 100 KN + .

The JV for the 120 KN TF is to eventually serve as the core which can generate 140 KN + for the proposed 6th Gen FA project. This will be a project with whoever partners GTRE . Therefore who so ever does so will have struck a jackpot. I believe SAFRAN will be chosen .

This latest move by RR is to throw a spanner in the works by trying & make this RR RIL JV the centre of anything related to the TF & downstream derivatives for the Indian defence ecosystem viz 120 -140 KN TF , Kaveri 2.0 & whatever follows for mfg & if they can't mfg it they can always propose alternatives complying with GoI's directive of the IPR being Indian , various classes of MGT , etc

Part of the reason could also be about the INs latest forays into indigenisation by getting local industry involved of which we've seen the first fruits courtesy Kirloskar.

IN has also publicly stated its goals of being import free of propulsion systems by 2047 . The next step would obviously be MGT where a transition is being effected into electric propulsion systems.

IN is bound to look for such solutions locally . Since MGT are usually derived from TF , once RR gets a foothold there everything else follows. Hence the JV with RIL .

They're essentially doing this to secure their future as an engine design cum mfg house given the bleak economic prospects back home & by & large in Europe where the choice is essentially limited to American systems .

Besides attempts to forge JVs with European partners have not yielded satisfactory results with DA storming out of the EuroFighter project & inability of the Brits to reach common ground with ze Germans manifesting in the utter neglect of the EuroFighter platform as far as upgradation goes as compared to the clear path for the Rafale , DA has formulated.

Hence they moved to the Far East for the next project - the 6th Gen FA program aka the GCAP.

The US has successfully emaciated British defence industry converting both BAe & RR into glorified sub contractors . This in turn is a function of British strategic policy of piggy backing the Americans. In brief the chickens are coming home to roost if not now then certainly in the next 2-3 decades. Hence the advance planning & preparation.

Besides India they don't have any other alternatives , all things considered. One of the other reasons they fell out with Turkey I just recalled , as part of their dispute on the IPR was a disagreement on exports. Apparently RR wanted exclusive IPR for exports which would handicap Turkey's attempts at emerging as an export power house.

You tell them Paddy ! As usual whenever little britain is up sh!t creek without a paddle & a leaky boat they turn to the jewel in their crown - India . @BMD
RR had been scouting for partners in India for a while now. RIL is a safe bet for them.


RR is also said to be looking beyond the naval propulsion segment in India. I'd say it's only a matter of time before RIL ventures into commercial shipbuilding, based on how things are looking so far.
 
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TCS and Rolls-Royce achieve breakthrough in hydrogen-powered aviation

Tests validate that 100% hydrogen propulsion can power an aeroplane engine, bringing hydrogen-powered flight closer to reality


PRESS RELEASE

LONDON | MUMBAI, August 14, 2026:
Tata Consultancy Services (TCS) (BSE: 532540, NSE: TCS), a global leader in IT services, consulting, and business solutions, and Rolls-Royce, a British multinational specializing in civil aerospace, defence aerospace, services and power systems, have achieved a major milestone in the hydrogen propulsion programme. First announced by Rolls-Royce and easyJet in 2022, TCS joined the programme in 2024, bringing its engineering and technology capabilities in the areas of development, testing and validation. Together, TCS and Rolls-Royce have, in an industry first, demonstrated the successful operation of a modern aero gas turbine across a fully simulated flight cycle using 100% hydrogen.

The test is the culmination of a four-year programme to prove hydrogen’s potential as a future aviation fuel. Operated using 100% hydrogen, the modified engine successfully completed a flight cycle demonstration, including take-off, cruise and landing. The tests, validated critical hydrogen propulsion technologies across combustion, fuel systems, and engine controls. As Rolls-Royce’s engineering partner, TCS provided engineering expertise that helped fast track the development, testing and successful delivery of the hydrogen propulsion programme. TCS supported Rolls-Royce on critical areas including fuel system and engine controls integration, hydrogen combustion analysis, test preparation, validation, data analytics, risk management, and detailed design.

Adam Newman, Chief Engineer, Hydrogen Demonstrator Programme, Rolls-Royce, said, "The programme marks an important milestone in our journey towards more sustainable aviation. Through a rigorous and carefully staged testing approach, we have gained valuable insights into how 100% hydrogen behaves in a modern aero gas turbine across a full flight cycle while validating critical combustion, fuel and control system technologies. TCS has been a trusted partner throughout this programme. The learnings from this initiative will support future propulsion innovations, including UltraFan®, and strengthen our confidence that gas turbine technology can continue to play an important role in the future of sustainable flight."

Anupam Singhal, President – Manufacturing, Tata Consultancy Services, said, “This milestone reflects what becomes possible when advanced engineering is combined with digital capabilities and deep ecosystem collaboration to move breakthrough innovation closer to real-world. At TCS, we are proud to support Rolls-Royce in accelerating hydrogen propulsion through integrated engineering, systems, and software expertise. This achievement marks a significant step forward—demonstrating not just the viability of hydrogen, but the industry’s readiness to translate ambition into execution.”

The partnership with Rolls-Royce, underscores TCS' commitment to driving sustainable transformation across industries, aligning with its broader mission to harness technology for positive societal impact. Aviation currently accounts for approximately 2–3% of global CO₂ emissions, and hydrogen-powered propulsion technologies have the potential to eliminate in-flight CO₂ emissions when deployed at scale. The success of this demonstration marks a significant step towards enabling lower-carbon aviation.

The demonstration brought together expertise from across the aviation ecosystem, with Rolls-Royce and TCS working alongside easyJet, NASA, the UK Health and Safety Executive (HSE), and other industry partners to bring hydrogen-powered flight a step closer to reality.

The programme provides one of the clearest demonstrations to date of how hydrogen could power future aircraft engines. The knowledge gained from this programme will be the bedrock that will help inform future propulsion technologies and support the aviation industry's transition towards low-carbon air travel. Building on this milestone, TCS will continue working with Rolls-Royce to advance hydrogen-powered aviation technologies.

https://www.tcs.com/who-we-are/news...eve-breakthrough-in-hydrogen-powered-aviation
 
RR had been scouting for partners in India for a while now. RIL is a safe bet for them.


RR is also said to be looking beyond the naval propulsion segment in India. I'd say it's only a matter of time before RIL ventures into commercial shipbuilding, based on how things are looking so far.
If this trend of Pvt Sector players like L&T ,Adani , Reliance , Tatas , Mahindra getting into defence continues this will spell the death of DPSUs much the way HMT was annihilated by Titan , MTNL by Pvt Sector players like Airtel Vodafone etc .

Just as there isn't a huge market for 2 cos in our military aviation segment given our strategic policies by the establishment reflected in the budget , there isn't scope for Pvt Sector players in the naval segment too.

There ought to be a clear cut plan on what is the road map ahead for DPSUs. Otherwise we're going to see the planned demise of the DPSU cos & IMO it's totally unnecessary besides being unwanted.

Liberate them from state control , hand hold them for a decade till they get their management policies right & in tune with market realities . Then let the market decide their fate.
 
If this trend of Pvt Sector players like L&T ,Adani , Reliance , Tatas , Mahindra getting into defence continues this will spell the death of DPSUs much the way HMT was annihilated by Titan , MTNL by Pvt Sector players like Airtel Vodafone etc .

Just as there isn't a huge market for 2 cos in our military aviation segment given our strategic policies by the establishment reflected in the budget , there isn't scope for Pvt Sector players in the naval segment too.

There ought to be a clear cut plan on what is the road map ahead for DPSUs. Otherwise we're going to see the planned demise of the DPSU cos & IMO it's totally unnecessary besides being unwanted.

Liberate them from state control , hand hold them for a decade till they get their management policies right & in tune with market realities . Then let the market decide their fate.
Pvt sector SYs are still struggling to find a foothold in the naval segment after Pipavav's failure to execute the INs NOPV contract. L&T is the only co that has has a relatively good run so far.

GoIs new shipbuilding policy is a godsend for them. Hopefully, smaller pvt yards will now be able to cut their teeth on much less demanding commercial ships, built to COTS stds.

DPSUs have nothing to fear. They'll likely be preferred for naval projects for the foreseeable future.

T2 suppliers like Kirloskar, Titagarh, Walchandnagar etc can focus on niches like propulsion, specialty piping, etc. Things that were so far being directly imported from abroad. So plenty of room for everyone.
 
Pvt sector SYs are still struggling to find a foothold in the naval segment after Pipavav's failure to execute the INs NOPV contract. L&T is the only co that has has a relatively good run so far.
I'd argue L&T alone is enough to give all the DPSU's a run for their money. I've argued for a merger of all the shipyards many a times before into 2 entities viz : The East & West Coast Shipyards much like GoI merged all the PSU banks into 5-7 mega PSU banks.

Also let them have a professional management just as I've argued the case for HAL & the OFB successors . That way these shipyards are geared up for initiating JVs with Japanese & Korean shipyards to branch out into commercial ship building activities where both - the volume & margins lie .

Right now the entire market for this is cornered by Pvt Sector players or the Japanese & Koreans seem inclined on green field ventures.
GoIs new shipbuilding policy is a godsend for them. Hopefully, smaller pvt yards will now be able to cut their teeth on much less demanding commercial ships, built to COTS stds.
Posted my views above.
DPSUs have nothing to fear. They'll likely be preferred for naval projects for the foreseeable future.
Not going to be so forever. If this not so little experiment with the AMCA project succeeds , GoI will move on to the Naval projects to replicate the template there. And just like the IAF the IN isn't much inclined towards the DPSU shipyards.
T2 suppliers like Kirloskar, Titagarh, Walchandnagar etc can focus on niches like propulsion, specialty piping, etc. Things that were so far being directly imported from abroad. So plenty of room for everyone.
They'd continue growing in any case even if GoI's recent moves on civilian shipbuilding hadn't come about. Our ambitions are growing & being reflected in increased budgets for the IN which is definitely going to benefit this lot .

However with the recent moves by the GoI to encourage civilian shipbuilding , it's a veritable bonanza for all of them .
 
I'd argue L&T alone is enough to give all the DPSU's a run for their money. I've argued for a merger of all the shipyards many a times before into 2 entities viz : The East & West Coast Shipyards much like GoI
As big players like RIL enter the A&D market, we might see a wave of consolidation across pvt cos, similar to Europe (KMW-Nexter being the latest) or Russia (MiG-Sukhoi). DPSUs won't sweat it as they have huge order books and are likely to get orders by nomination for the foreseeable future.

Not going to be so forever. If this not so little experiment with the AMCA project succeeds , GoI will move on to the Naval projects to replicate the template there. And just like the IAF the IN isn't much inclined towards the DPSU shipyards
Maybe the recent change of mgmt at Pipavav will help change its fortunes. But until then it'd have to be content with subcontractor work passed down by MDL et all. Plus L1 obsessed baboos will try to squeeze every last penny from otherwise competent pvt players.
 
Maybe it is a parallel engine development effort. Like the F-15/16 has P&W F100 and the GE F110 engines. The two engines developed would go into Tejas Mk2, AMCA, TEDBF & future unmanned fighter programs. A high bypass derivative could go into NAL RTA (if that program survives), a marine derivative could go into Navy's future surface ships. All these programs combined will consume thousands of engines over their lifetime.

That could be the incentive needed to develop an end-to-end gas turbine ecosystem for both of these JVs.


I am wondering that too. India is not a large consumer for RR's MGTs. We do use MTU's marine diesel engines & the India civil airline companies use RR's high bypass engines.

Maybe RR has already developed an engine in the category we are looking at, maybe an uprated derivative of the EJ200. So, it wouldn't cost them too much to make something for India specific requirements. In an interview with The Print RR's India chief was promising some tight timelines. If so, they can recover their investment quickly & maybe make some extra to fund their VCE for the GCAP.

I am just guessing.
I am wondering why we are so desperate for French collaboration on engine when RR offer is more lucrative.