India is reportedly in advanced discussions with France to secure a reliable engine solution for its domestically manufactured Sukhoi SJ-100-95B Superjet, a move that could reshape the country’s civil aviation ambitions.
According to industry sources, the propulsion system has become the defining factor for the programme’s success, with Indian operators expressing concerns over the long-term efficiency and maintainability of current engine options.
The talks center on the PowerJet SaM146 turbofan, initially developed by PowerJet—a joint venture between French aerospace giant Safran (formerly Snecma) and Russia’s NPO Saturn. Once celebrated as a symbol of Franco-Russian technological collaboration, the partnership effectively collapsed in March 2022 amid geopolitical tensions. Following the split, Safran halted all technical support, spare parts supply, and maintenance services, leaving the SaM146 classified as a “legacy” engine with shrinking global relevance.
Today, the SaM146 is used exclusively on the Sukhoi Superjet 100 family, with no other commercial applications. Russian operators have begun retiring or grounding their fleets, awaiting conversion to the indigenous Aviadvigatel PD-8 engine, which Moscow designated as the standard powerplant for all new SJ-100 jets in March 2025.
However, the PD-8 presents significant challenges for the Indian market. While the engine supports Russia’s import substitution strategy, reports indicate it suffers from higher fuel consumption compared to modern Western alternatives. In a civil aviation environment where fuel accounts for a substantial share of operating costs, this efficiency gap could make the Superjet uncompetitive against rival aircraft from Embraer or Airbus.
To address these concerns, India is exploring a restructured industrial model that would see France re-engage with the programme strictly through technology transfer. Sources suggest a division of labour reminiscent of the original PowerJet venture, but with India replacing Europe as the primary manufacturing hub. Under the proposed framework, Safran would transfer technology for the high-pressure core—including the combustion chamber, high-pressure turbine, and the FADEC (Full Authority Digital Engine Control) system—while Russia’s UEC-Saturn would provide expertise for the low-pressure section, including the fan and low-pressure turbine, maintaining oversight of ground testing and integration. India would handle domestic manufacturing and assembly of the components.
For New Delhi, this approach offers a dual advantage: acquiring critical aero-engine technology, a long-standing strategic objective, while avoiding the risks associated with an unsupported legacy engine or an inefficient new one. For Paris, the collaboration allows Safran to monetise existing intellectual property and maintain industrial relevance in the region without direct exposure to sanctions-related liabilities.
The development also aligns with Safran’s growing footprint in India. In November 2025, Prime Minister Narendra Modi inaugurated the company’s largest global Maintenance, Repair, and Overhaul (MRO) facility for LEAP engines in Hyderabad. Industry experts say the existence of such infrastructure significantly strengthens the feasibility of a high-tech engine manufacturing collaboration.
Ultimately, the commercial success of the SJ-100-95B in India will hinge on this propulsion roadmap. Without assured global support, reliable spares, and competitive operating economics, domestic airlines are unlikely to adopt the platform. By prioritising engine strategy over airframe localisation, India is sending a clear signal: its civil aviation ambitions will be shaped by commercial viability and technological self-reliance, rather than symbolic manufacturing milestones.
As talks continue, aviation analysts suggest that a successful partnership with France could not only secure the future of India’s Superjet programme but also mark a significant step toward domestic mastery of next-generation aero-engine technology.
