𝗔 𝗣𝗿𝗼𝘂𝗱 𝗠𝗶𝗹𝗲𝘀𝘁𝗼𝗻𝗲 𝗳𝗼𝗿 𝗜𝗻𝗱𝗶𝗮𝗻 𝗔𝗲𝗿𝗼𝘀𝗽𝗮𝗰𝗲 𝗠𝗮𝗻𝘂𝗳𝗮𝗰𝘁𝘂𝗿𝗶𝗻𝗴
We are proud to share that 𝗔𝗲𝗿𝗼𝗹𝗹𝗼𝘆 𝗧𝗲𝗰𝗵𝗻𝗼𝗹𝗼𝗴𝗶𝗲𝘀, a wholly owned subsidiary of PTC Industries, has secured a 𝘀𝗶𝗴𝗻𝗶𝗳𝗶𝗰𝗮𝗻𝘁 𝗹𝗼𝗻𝗴-𝘁𝗲𝗿𝗺 𝗼𝗿𝗱𝗲𝗿 from 𝗦𝗮𝗳𝗿𝗮𝗻 𝗔𝗶𝗿𝗰𝗿𝗮𝗳𝘁 𝗘𝗻𝗴𝗶𝗻𝗲𝘀 for the supply of 𝘀𝗲𝘃𝗲𝗻 𝗰𝗿𝗶𝘁𝗶𝗰𝗮𝗹 𝗰𝗮𝘀𝘁 𝗰𝗼𝗺𝗽𝗼𝗻𝗲𝗻𝘁𝘀 𝗶𝗻 𝗧𝗶𝘁𝗮𝗻𝗶𝘂𝗺 𝗮𝗻𝗱 𝗦𝘂𝗽𝗲𝗿𝗮𝗹𝗹𝗼𝘆𝘀 for the 𝗟𝗘𝗔𝗣-𝟭𝗔 𝗮𝗻𝗱 𝗟𝗘𝗔𝗣-𝟭𝗕 𝗲𝗻𝗴𝗶𝗻𝗲𝘀.
This partnership places us as the 𝗼𝗻𝗹𝘆 𝗜𝗻𝗱𝗶𝗮𝗻 𝗰𝗼𝗺𝗽𝗮𝗻𝘆 to supply such advanced components to a global aircraft engine manufacturer – a remarkable recognition of our technological capabilities and manufacturing excellence.
The 𝗟𝗘𝗔𝗣 𝗲𝗻𝗴𝗶𝗻𝗲 powers next-generation single-aisle jets and is celebrated for its high efficiency and reduced environmental footprint. With over 𝟯𝟳𝟬 𝗟𝗘𝗔𝗣-𝗽𝗼𝘄𝗲𝗿𝗲𝗱 𝗮𝗶𝗿𝗰𝗿𝗮𝗳𝘁 already flying in India and 𝟮,𝟬𝟬𝟬+ 𝗲𝗻𝗴𝗶𝗻𝗲𝘀 𝗼𝗻 𝗼𝗿𝗱𝗲𝗿, this collaboration reinforces India’s growing importance in the global aerospace supply chain.
This order not only strengthens our relationship with Safran but also highlights India’s emergence as a hub for advanced aerospace manufacturing.
At PTC, we are committed to innovation, precision, and building a world-class infrastructure to support India’s ambitions in 𝗔𝗲𝗿𝗼𝘀𝗽𝗮𝗰𝗲 𝗮𝗻𝗱 𝗗𝗲𝗳𝗲𝗻𝗰𝗲. Our upcoming fully integrated Titanium and Superalloy facility in the 𝗨𝗣 𝗗𝗲𝗳𝗲𝗻𝗰𝗲 𝗜𝗻𝗱𝘂𝘀𝘁𝗿𝗶𝗮𝗹 𝗖𝗼𝗿𝗿𝗶𝗱𝗼𝗿 is another step in that direction.
Find our more about this here: https://lnkd.in/gqSFkcQx
Technology to draft solid RFP's for the future.
RR fan blades getting machines at BF's Aerospace facility:
The blades at various stages of manufacturing:
Blades going through QC:
Godrej Aerospace ready for manufacturing 5th gen jet engine: Maneck Behramkamdin
The company is developing the Kaveri derivative engine in partnership with DRDO’s Gas Turbine Research Establishment.
Godrej Aerospace, a part of the diversified Godrej Enterprises Group, is prepping itself to become a key partner in the government’s plan to develop a 5th generation fighter jet engine for the military, a top official has said.
In an interview to ET Infra, Maneck Behramkamdin, Executive Vice President and Business Head, Aerospace Business of Godrej Enterprises Group, highlighted that the company’s experience in manufacturing the Kaveri derivative engine in the last two years has enabled it to hone the much needed skills that is crucial in the development of an engine which will power India’s under development 5th generation fighter jet.
Godrej Aerospace is one of the major partners engaged with Defence Research and Development Organisation (DRDO) in the development of engines for India’s military.
“Kaveri (derivative engine) for industries like ours is a stepping stone to learn and get ready for the 5th generation engines whenever it happens. So, this is a stepping stone for India to understand how the engine is made,” said Behramkamdin. The government has outlined that the technological capabilities built through the Kaveri engine project will be utilised in the 5th generation Advanced Medium Combat Aircraft (AMCA) programme.
In 2023, Godrej Aerospace became the first Indian private company to win the order for manufacturing eight modules of the DRDO’s Kaveri derivative engine. Within a two-year period, the company completed two modules of the 50 kiloNewtons (kN) thrust engine, with the remaining six modules under development. The Kaveri derivative engine is a dry thrust version of the Kaveri engine project, which was originally intended to power the Tejas fighter aircraft.
“Once it (engine) is made, it looks very simple, but believe me, it makes you sweat,” said Behramkamdin, emphasising the rigour that is associated with jet engine manufacturing, which world over demand the highest adherence to quality standards.
“So, we are now ready. We have documented everything and that makes us different from others to be ready for the 5th generation (engine development) whenever that happens.” said Behramkamdin.
Godrej’s current work on Kaveri derivative engine has enabled the company to marshall the metallurgy skills needed for the development of 5th generation jet engines.
“The 5th generation engine would be much more technologically advanced, but as far as manufacturing is concerned, it will be the same. The alloys used would be the same, the welding would be the same, the heat treatments and the surface treatments required would be the same,” said Behramkamdin.
The company through the Kaveri derivative engine project has acquired the experience of working on Titanium, a light and corrosion resistant metal, crucial in jet engine development.
“We know how to handle these kinds of metals because Titanium is something which is very difficult to handle, it springs back, or it leaves its shape very soon. So how to control that, be it the heat treatment, the special processes, that we have learned,” added Behramkamdin.
The company on the sidelines of Aero India 2025, signed a Memorandum of Understanding with the Aeronautical Development Agency (ADA) for indigenous manufacturing of flight control actuators for the 5th generation AMCA programme.
Godrej Aerospace has a nearly four decades long engagement with Indian Space Research Organisation (ISRO) as one of the key partners for rocket engine development. It is involved in the manufacturing of rocket engines and components for ISRO’s Polar Satellite Launch Vehicle and Geosynchronous Satellite Launch Vehicle.
Behramkamdin revealed that the company along with consortium partners are currently manufacturing 16 to 17 rocket engines per year and there are plans to double it for ISRO.
“They (ISRO) have given us a request for doubling the capacity on the engines. We can double it very fast because infrastructure is available,” said Behramkamdin.
According to ISRO, major activities in 2025 include uncrewed Gaganyaan orbital test launch, GSLV missions, launch of earth observation satellite co-developed with NASA, among others.
Through engagements with ISRO and DRDO, Godrej Aerospace has solidified its credentials, both on rocket and aircraft engine development, enabling it to position itself as a lead private sector partner for India’s aerospace programmes.
Godrej Aerospace ready for manufacturing 5th gen jet engine: Maneck Behramkamdin
If true, then this is a HUGE development...
BTW can someone confirm this...
No source on the internet; probably fake news. It's impossible that a 102kn engine had been tested successfully when the 48kn engine is facing testing hurdles in Russia. Orders for 122 engines is insane, impossible. There is also no source given in description of the video.
Looks like April Fools day news, lol
If true, then this is a HUGE development...
BTW can someone confirm this...
This guy runs a coaching centre and has zero knowledge of aero engines. dont post any of his videos.Looks like April Fools day news, lol
@randomradio, I think you got it right.
Is this 1850K figure with or without TBC. When DMRL first developed the DMS4 alloy SC blades it could with stand ~1725K. The blade design was being improved with the introduction of cooling channels & holes. So, it is not surprising if the temp capacity of the DMS4 SC blades have improved.
If this is without TBC, then we can add another 125-150K from the TBC. The net temp. capacity will reach ~1975 to 2000 K. Then metallurgy wise we are already in 5th gen engine class.
If this is with TBC, even then the targeted temp category is in range.
Of course, just metallurgy isn't good enough. The core design needs to improve as well to take the full benefit of this increased temp resistance. This seems to be the only reason why DRDO is pursuing a JV for AMCA's engine development.
Pretty sure several manufacturing capabilities and testing facilities will be the borrowed from the JV. There are probably some other alloys or other parts which DRDO hasn't developed.
So saying that the JV will be just for co-developing the design is definitely a stretch.
Certainly, we can do it on our own but it will take a lot of time just how the DRDO head has said. So saying that JV isn't needed like in that tweet is just wrong.
More than manufacturing, flight testing & certification will a need a foreign partner. We do need to import some machines but that can be done via pvt. sector.
Until recently we imported all our EBPVD machines. Recently we made our own. Similar programs are running to make electrochemical machining processes. Many hydraulic presses are on the way.
We will figure out a way to solve manufacturing problems eventually. But I have not hopes of GoI ever acquiring a FTB aircraft.
Yes nickel & titanium alloys that are readily available haven't been indigenized. DMRL has focused exclusively on the development & production of export restricted alloys. Currently Titanium & Nickel alloys are being indigenized by MIDHANI.
I should have phrased that sentence better. Design & certification are the primary reasons for a JV. Anything else is a plus.
Yes, that is my point. Given enough time/money we can definitely do this on our own. A decade ago, this was unobtanium.
Although, given the way the Kaveri program was run, it is hard to be confident about the money part. And the way MMRCA 1.0 & 2.0 has been handled we don't have time either.
The JV route is the fastest and comes with the least risk. So we are probably just going to use our own capabilities as leverage during negotiations for the JV.
While our own tech acts as backup, we still have to complete the development of an upgraded Kaveri engine with 90+ kN thrust. And we also definitely need F414 production tech.
Anyway, DMS4's rhenium content is apparently 6.5%, so this would put it in the same category as other operational superalloys.
F414 EDE/EPE uses Rene N6 (1920+ to 1973K TET). EJ200 and M88-4E probably use RR3000 (1873K) and (ecit) AM1 (1850K) reply.
The greater use of rhenium would mean 1850K is at the lower end for DMS4 and could compete with Rene N6, ie, if they choose between engine life and performance. EPE loses life for an additional 50-70K. But Rene 6 benefits from the use of CMC in the LPT.
Even if we get something between EJ200 and F414EDE, I think it's usable on our own engine. If it matches F414, we are there already. So it depends on what the life is like at 1850K. I suppose if we also use CMC in the LPT, we will exceed F414, and it will be more than usable for AMCA.
1. Keep an eye out for some new thermal protection techniques, like microchannel cooling. TBC used is hopefully gadolinium zirconate. For now, we are using lanthanum zirconate, which is significantly less capable, because gadolinium zirconate is used for other strategic needs, as per DDR.
We need GZ to achieve higher temperatures due to its lower thermal conductivity. It can provide a TET boost of 50-100K over LZ and is necessary to get to 1950K.
2. Keep an eye out for the possibility of introduction of intermetallic layers. It's another layer of NiAl layered between the TBC and the DMS4. If that's revealed someday, then we have arrived at at least 1900+K without losing life or using CMC while continuing to use LZ.
3. Keep an eye out for ruthenium content too, it's blank in the above image. If they have achieved 4-5%, then we will easily reach 1950-2000K. I suspect it's at 3% currently.
With just the first 2, we won't have to make any changes to the current composition of DMS4. The 3rd is just a bonus, but will take 5-10 years to test.
If the first 2 are met, DMS4 is more than enough for 5th gen, particularly GZ and NiAl layer.
If these three are met, then we do not need a JV, ever.
Btw, 1850K is with TBC, it's impossible otherwise. Without TBC, most engines are well below 1500K. DMS4 is reported at 1200 deg C without TBC, that's its absolute limit. With cooling, we want to maintain a blade temp of 1150-1175 deg C. DMD4 on current Kaveri maxes out at 1050 deg C, TBC adds 405 deg C.
@Picdelamirand-oil
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All that described above in great detail & factuals for once instead of the you know what ( my eyes nearly popped out at the reference given. Looks like all those admonishments over the years finally worked (?) with RST actually spewing facts for a change , quoting proper sources & what's more linking them here ) has to be proven else like the last time (~ 2009 -10 )when the GTRE officials went for the FTB tests the AFB (?) reported flutter , screech & other issues which were absent in the bench tests & the HAT.
The outcome of that visit was the GTRE had to spend nearly a decade rectifying things , re designing either some parts or the whole damned TF , apart from availing of SAFRAN consultancy who had their own bright ideas another pitfall of consulting parties with a vested interest .
What this also means is in the absence of proper test facilities GTRE decided not to risk things & go in with the tried tested and proven materials even if they resulted in sub optimal performance .
The alternative was to risk everything & go in for testing the KED / Kaveri with the latest blisks & God forbid if the tests failed , the entire project would again be tossed onto the back burner / go into the doghouse with funds choked - advantages of a Baboo
as defence secretary with a BA ( Hons ) in History from St Stephen's College - Delhi University & an AIR of 10 in the UPSC examinations deciding the fate of this & every project like this as opposed to the bureaucracy & members of the CCP in China who're mostly technocrats obviously from a STEM background .
In fact even Xi Jinping is a chemical engineer from Tsinghua University which should explain the leaps & bounds in technology they've taken , including military aviation.
Hence one of the sad realities of the NECESSITIES (?) of this JV is the knowledge that DRDO / GTRE is behind the curve but not by much & what makes them CONSIDERABLY behind the curve is the lack of testing & calibration facilities which they reckon they can't get without the JV.
The knowledge & experience the JV partner brings in this regard is what they're looking out for , not so much the metallurgy & other aspects which our guys can figure out on their own & the JV partner can only help hasten cutting down the developmental time.
The outcome of that visit was the GTRE had to spend nearly a decade rectifying things , re designing either some parts or the whole damned TF , apart from availing of SAFRAN consultancy who had their own bright ideas another pitfall of consulting parties with a vested interest .
What this also means is in the absence of proper test facilities GTRE decided not to risk things & go in with the tried tested and proven materials even if they resulted in sub optimal performance .
The alternative was to risk everything & go in for testing the KED / Kaveri with the latest blisks & God forbid if the tests failed , the entire project would again be tossed onto the back burner / go into the doghouse with funds choked - advantages of a Baboo
as defence secretary with a BA ( Hons ) in History from St Stephen's College - Delhi University & an AIR of 10 in the UPSC examinations deciding the fate of this & every project like this as opposed to the bureaucracy & members of the CCP in China who're mostly technocrats obviously from a STEM background .In fact even Xi Jinping is a chemical engineer from Tsinghua University which should explain the leaps & bounds in technology they've taken , including military aviation.
Hence one of the sad realities of the NECESSITIES (?) of this JV is the knowledge that DRDO / GTRE is behind the curve but not by much & what makes them CONSIDERABLY behind the curve is the lack of testing & calibration facilities which they reckon they can't get without the JV.
The knowledge & experience the JV partner brings in this regard is what they're looking out for , not so much the metallurgy & other aspects which our guys can figure out on their own & the JV partner can only help hasten cutting down the developmental time.
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Yes that figure is with TBC, DMS4 is a great alloy.
Posting from Maitya from BR Forum
As far as test facilities to, the only thing we can't make ourselves at the FTB. Although that too is debatable.
Also the funding is not approved for HATF, but we can make thatThis document has almost no relevance for HATF so don't know what that's doing.
As far as building the infrastructures ourselves is concerned, that is something that only DRDO and MoD know whether we are capable of making that or not so no point in "debating" or commenting on whether we can build the test facilities ourselves.
If they have achieved 1577 deg C with blade temp at 1130-1140, then it seems the latter figure is underestimated. It's very difficult to get the blade temp so low when you are well above the threshold at which LZ loses its phase stability and begins cracking, ie 1500C. Alternatively, it would mean the peak temp is still so low that the blade just shrugs it off, which is good news. It means DMS4 has been designed for higher growth with the introduction of better cooling techniques.
The M88-4E achieves the same 1577C with an inferior superalloy, but with superior cooling, including a separate cooling channel for bleed air. It has a higher pressure ratio too, so more air for cooling even in the main compressor channel.
With 6.5% Re, DMS4 can theoretically handle 1650-1700C, you can say 1677C (1950K), pretty much the same as the Rene 6. So, even though it can handle that much, DMS4 cannot operate at that temperature because of LZ's peak of 1500C, hence the need for GZ, which maintains stability up to 1700C or 1973K.
We know 1200C or 1473K is the limit, so let's reduce it to 1150C or 1423K, and we have achieved 1850K, so the cooling achieved is 427K. To get to 1950K, we need 527K of cooling. GZ use is compulsory, and that will give us 250K vs LZ's 200K. The remaining 277K will have to come via cooling holes and bleed air. It's just a 5-year development cycle. Even if they maintain the same cooling system with only LZ replaced with GZ, we get 477K, that's 1900K.
DMD4 maxes out a bit below 1100C. With TBC, it's at 1455C or 1728K while the blade is operating at 1050C or 1323K. So the cooling achieved is 405K. So I suppose both are using very similar cooling systems.
While DMS4 meets our AMCA requirements with the right cooling system, it's better used as a replacement for the F414's hot core instead. First we gotta design an uprated Kaveri so we get overall engine design right. Then replace the F414's hot core with it. And then set about replacing the foreign hot core on AMCA's JV engine. We have development a subvariant of DMD4 called DMD4R4, it uses 4% ruthenium. A DMS4 with the same Ru content or higher can become the basis for the hot core replacement for both engines, it can potentially provide 1950+K performance.
Within AMCA's timeframe, DMS4 potential is 1900K. If the Europeans and Americans are offering 1925-1975K, then the JV becomes worth it.