India’s ambitious roadmap for fielding a fifth-generation fighter jet is undergoing a significant realignment, with fresh projections suggesting that the Advanced Medium Combat Aircraft (AMCA) Mk2 may not enter service before 2040. The revised outlook is largely driven by delays in the development of a new indigenous 120 kN class engine, a critical component being jointly pursued by France’s Safran and India’s Gas Turbine Research Establishment (GTRE).
While the engine collaboration remains a cornerstone of New Delhi’s push for self-reliance in high-end defence technologies, sources indicate that formal government clearance for the deal is now expected only in 2026. This shift has introduced fresh uncertainty into the AMCA Mk2’s induction schedule, as the advanced variant was designed from the outset to debut with the higher-thrust, next-generation propulsion system.
According to officials familiar with the programme, the engine’s development phase is entering a longer and more complex trajectory than originally anticipated. The first ground run of the new turbofan, using a so-called “Dry Core” configuration without an afterburner, is now planned for 2032. This will be followed by ground trials of both “Dry” and “Wet” prototype engines—representing non-afterburning and afterburning variants—towards the end of 2032 or early 2033.
However, aerospace experts caution that these early tests mark only the beginning of a demanding and time-intensive certification process. Beyond ground evaluations, the engine must undergo an extensive series of aerial trials. These will involve expanding the flight envelope, validating performance across extreme thermal and stress conditions, ensuring long-term reliability, and integrating the powerplant with the AMCA Mk2’s advanced avionics, flight control software, and stealth-optimised airframe.
Sources suggest that even in an optimistic scenario, with no major redesigns or critical failures, the complete engine validation and certification cycle is unlikely to conclude before 2037–38. This timeline, in turn, pushes the AMCA Mk2 well beyond its original induction target of the mid-2030s. A senior official associated with the project described the earlier plan to field the Mk2 around 2035 as “no longer technically feasible within the compressed schedule,” citing a growing mismatch between the engine’s maturity curve and the readiness of the aircraft itself.
The potential delay raises concerns within the Indian Air Force (IAF), which is already grappling with declining squadron strength and a rapidly evolving regional threat environment. To bridge possible capability gaps during the mid-2030s, officials are now examining several internal mitigation strategies.
One proposal involves expanding procurement of the AMCA Mk1, the initial variant of the stealth fighter. Powered by the proven American GE F414 engine in the 98 kN thrust class, the Mk1 is on track for earlier induction and would provide the IAF with a credible fifth-generation capability while the indigenous engine matures. Increasing Mk1 numbers could help sustain fleet modernisation without waiting for the delayed Mk2.
A second option under discussion is a phased induction strategy for the Mk2 itself. Under this approach, early-production AMCA Mk2 airframes could initially be fitted with the GE F414 engine, with a plan to retrofit the indigenous 120 kN Safran-GTRE engine at a later stage. Sources indicate that the new engine is being designed to fit within the existing F414 engine bay, requiring minimal structural modifications. This “plug-and-play” compatibility is intended to reduce redesign costs and allow airframe production to proceed without being held hostage to engine delays.
The evolving timeline highlights a reality that has confronted nearly every fifth-generation fighter programme worldwide: propulsion remains the single most challenging and time-consuming element. While the AMCA Mk1 will deliver key stealth and sensor-fusion capabilities, the Mk2’s indigenous high-thrust engine is essential for unlocking the aircraft’s full operational potential.
The new powerplant is expected to enable sustained supercruise—supersonic flight without afterburners—while also supporting advanced thermal management systems. These are critical for future capabilities such as directed-energy weapons, high-power sensors, and extreme manoeuvres required to preserve stealth in contested airspace.
Officials say the Safran partnership agreement is likely to be finalised before mid-2026, after which the framework for technology transfer and long-lead components will be locked in. Yet any further slippage beyond that point could push development milestones even further to the right, making a pre-2040 induction increasingly unrealistic.
A senior source familiar with the negotiations noted that attempting to compress the schedule to meet earlier targets would be “nearly impossible” without compromising safety or performance. Drawing on India’s past experience with the Kaveri engine programme and global benchmarks, the source emphasised that a 12- to 15-year timeline is a realistic expectation for developing a clean-sheet, high-performance military turbofan.
As India presses ahead with its AMCA vision, the challenge will be balancing urgency with realism—ensuring that interim solutions preserve combat readiness while the country lays the groundwork for a truly indigenous fifth-generation propulsion capability.
