Kaveri Engine
From Tejas Delinking to Naval Applications and Indigenous Defence Ambitions
Explore the tumultuous journey of India's Kaveri engine, its development challenges, financial investments, and its renewed focus for future defence platforms like UCAVs, AMCA, and naval vessels.
What is the Kaveri engine?
Kaveri is a low-bypass, twin-spool turbofan jet propulsion engine being developed by the Gas Turbine Research Establishment (GTRE), a laboratory of the Defence Research and Development Organisation (DRDO).
Initially conceived four decades ago, the Kaveri engine was specifically designed to power India’s indigenous Light Combat Aircraft (LCA), known as the Tejas. This advanced engine features a flat-rated design that effectively minimises thrust loss even under demanding high-speed and high-temperature operational conditions. Additionally, it incorporates a sophisticated twin-lane Full Authority Digital Engine Control (FADEC) system that includes a manual override option, significantly enhancing reliability and safety during flight operations.
Despite its strategic intent and the critical role it was meant to play, the engine was unfortunately delinked from the Tejas programme in 2008 after it failed to meet several crucial performance thresholds that were necessary for successful integration with the aircraft.
What are the reasons behind the prolonged delays in the development of the Kaveri engine?
The Kaveri project’s troubled journey can be traced to a combination of technical complexity, geopolitical setbacks, and infrastructure gaps. Some of the limitations were:
Aerothermal and metallurgical expertise that India, up to this point, has not yet successfully attained. This advanced technology necessitates the utilisation of essential materials, including titanium and carbon fibre, alongside the implementation of single-crystal turbine blades. Sanctions were enforced following India’s nuclear tests in 1998, which significantly impacted the nation’s technological progress. Additionally, the government in power at that time did not actively promote or support research and development in this critical area, further hindering advancements.'
Inadequate domestic facilities have compelled India to rely heavily on Russia’s CIAM for conducting essential high-altitude testing.
There has been a notable shortage of skilled personnel and essential materials for the highly advanced engineering efforts currently underway, particularly in the critical fields of metallurgy, ceramics, and composite materials.
The collapse of a proposed partnership with the French firm Snecma by 2013 was particularly significant, as it was expected to facilitate the transfer of essential engine core technologies critical for future advancements.
These bottlenecks left the Kaveri engine underpowered and overweight, especially for the Tejas platform, which ultimately had no choice but to opt for the GE F404 and GE F414 engines.
What is the investment in the Kaveri, and what benefits have emerged?
The DRDO had invested nearly ₹30,000 million in the Kaveri engine programme by the year 2016. While various critics are quick to point out the significant cost overruns and the delays experienced throughout the project, many defence analysts argue that the technological know-how acquired and the research and development infrastructure established as a result of this initiative will yield substantial long-term benefits. These advantages are particularly anticipated in the areas of aerospace materials, turbine dynamics, and the enhancement of indigenous testing capabilities, which are essential for future projects.
With its future in AMCA, UCAVs and naval applications, and a growing chorus pushing for accelerated development, the Kaveri engine project appears to be entering a new phase of relevance.
In what ways is the Kaveri engine being adapted?
In 2008, the Kaveri project was delinked from the Tejas programme. Despite the initial failure, a derivative version, the Kaveri Derivative Engine, is still being developed, with efforts underway to improve its performance. The Kaveri project is being reimagined for newer defence platforms. The derivative of the engine is currently under development for powering:
Unmanned Combat Aerial Vehicles (UCAVs), including the upcoming Ghatak stealth UCAV.
India’s fifth-generation fighter aircraft, the Advanced Medium Combat Aircraft (AMCA), and
Naval vessels.
Private sector participation has begun to play an increasingly significant role in the development of critical defence technologies. Firms such as Godrej Aerospace have successfully delivered crucial engine modules, and recent in-flight testing indicates that the Kaveri jet engine project has gained substantial momentum after enduring years of stagnation and inertia. A large and vocal segment of citizens, along with dedicated defence enthusiasts, have actively demanded faster progress on the Kaveri jet engine initiative.
This growing public interest and pressure have encouraged the Indian government to respond by providing additional funding and making the long-delayed indigenous engine project a top priority. Given its strategic importance in the realm of defence technology, India's next ambitious target is to develop ‘Made in India’ gas turbine engines. This focus reflects a desire to reduce reliance on imports from countries such as the United States, Russia, or France, and to bolster domestic capabilities in this critical area of national security.
Indian Navy's involvement in the Kaveri engine program
After being delinked from the Tejas programme, the Indian Navy has emerged as a crucial stakeholder in the next phase of the Kaveri project, which aims to advance indigenous defence technology. The Kaveri Marine Gas Turbine (KMGT), designed as a maritime variant of the original jet engine, is being developed specifically to power smaller warships effectively. The Gas Turbine Research Establishment (GTRE) has made significant modifications to the original engine by integrating a shaft mechanism, which enables it to drive marine propellers efficiently.
The KMGT has successfully undergone extensive testing at the Naval Dockyard located in Visakhapatnam, demonstrating its capability to deliver 12 Megawatts of propulsion power. This level of control is adequate to provide “boost power” for smaller naval vessels during critical combat manoeuvres, enhancing their operational effectiveness in various scenarios. In contrast to the KMGT, larger ships such as the Shivalik-class frigates are equipped with General Electric’s LM2500 gas turbines, which offer nearly double the boost power at an impressive 22 MW, making them more suitable for larger naval operations.
While the KMGT engine has successfully passed multiple performance tests and meets the stringent specifications set by the Navy, it remains in the development and validation stage. This phase is crucial before large-scale production and deployment can commence, ensuring that the engine meets all operational requirements for future naval applications.
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