India’s AMCA (Advanced Medium Combat Aircraft) programme is considered urgent due to the country’s declining fighter squadron strength, the modernisation of rival air forces, and the need to maintain a technological edge in air combat. The programme aims to replace ageing aircraft and introduce a fifth-generation fighter, addressing both operational and strategic requirements. The Indian Air Force (IAF) is down to 29 fighter squadrons vis-à-vis the sanctioned strength of 42.5, and several more are scheduled for retirement in the coming years. IAF was forced to stretch the MiG-21 aircraft fleet, and the last of these squadrons will wind down in mid-September 2025.
China has inducted fifth-generation J-20 fighters in large numbers and is already flight-testing two sixth-generation fighters. Pakistan has been upgrading its air force with advanced fighter jets and aerial weapons, and is seeking stealth fifth-generation fighter aircraft from both China and Turkey. This is creating an imbalance in the region.
Interim Options: F-35 and Su-57
The American F-35 Lightning II stealth fighter has not been formally offered to India; in fact, the USA denied the F-35 to its NATO ally Turkey because it acquired the Russian S-400 AD system, like India. President Trump’s unpredictable tariff policies have been targeting India, among many others. Historically, the USA has often jettisoned global partners when its own interests were no longer in congruence. According to a Bloomberg report, India notified the United States earlier that it would not acquire the F-35 stealth fighter jets.
The F-35 variants are priced close to $100 million per aircraft and are quite expensive to maintain. The F-35 will have compatibility issues with India’s Russian-origin equipment, such as Il-78 refuelling aircraft. Additionally, the US is unlikely to meet India’s requirements for co-production or technology transfer, which are central to the ‘Make in India’ initiative. In contrast, Russia has offered to co-produce its Su-57 stealth fighter in India, aligning with these goals. Su-57 is much cheaper at nearly $60-65 million. But total numbers built are still very few (42). Also, earlier, India had walked away from its predecessor, the Fifth Generation Fighter Aircraft (FGFA). But then, the Su-57 is the only serious foreign offer as of this date.
AMCA’s Success Strategic Imperative
AMCA’s early success is a strategic imperative for India, enhancing its air combat capabilities and reducing reliance on foreign platforms. The AMCA is meant to provide a technological advantage over adversaries and enable India to compete in modern air warfare. The programme aims to reduce reliance on foreign technology and boost indigenous aerospace capabilities. Meeting the projected induction timeline of the AMCA is crucial to address the operational gaps and maintain a credible deterrent. In essence, the AMCA is not just a fighter jet project; it’s a national security priority that requires swift and decisive action to maintain India’s aerial dominance and strategic posture.
The F-35 variants are priced close to $100 million per aircraft and are quite expensive to maintain. The F-35 will have compatibility issues with India’s Russian-origin equipment, such as Il-78 refuelling aircraft. Additionally, the US is unlikely to meet India’s requirements for co-production or technology transfer, which are central to the ‘Make in India’ initiative
AMCA’s Current Status
The single-seat, twin-engine, fifth-generation, stealth, multirole AMCA is being designed by the Aeronautical Development Agency (ADA). It is intended to perform a multitude of missions, including air supremacy, ground-strike, Suppression of Enemy Air Defences (SEAD), and electronic warfare (EW) missions. It is intended to supplant the Sukhoi Su-30MKI air superiority fighter, which forms the backbone of the IAF fighter fleet. The AMCA design is optimised for low radar cross-section and super-cruise capability.
As of September 2025, the prototype development phase is underway, after the completion of the detailed design phase in 2023. The AMCA, originally launched in 2010 as a 20-tonne class fighter, is now a 25-tonne class fighter. Approval for the ₹15,000 crore ($1.8 billion) project for prototype development was received from CCS in March 2024. Five prototypes will be built. The first three prototypes will carry out developmental flight trials, whereas the next two will focus on weapon trials. The prototype will be rolled out at an interval of 8 to 9 months.
The initial plan was to form a Special Purpose Vehicle (SPV) consisting of ADA, Hindustan Aeronautics Limited (HAL) and a private company for the development and production of AMCA. At the Aero India 2025, a full-scale engineering model of the AMCA was publicly demonstrated for the first time. As revealed during the event, ADA had laid out a 10-year development roadmap from the phase that began in April 2024. The prototype rollout is planned for late 2026 or early 2027, followed by the first flight in 2028, certification by 2032, and induction in 2034. Each prototype will cost ₹1,000 crore ($120 million).
Industry Partnership Model
The government has reportedly yet to decide the production partner for the aircraft since ADA has proposed to hand over the responsibility to private sector companies rather than HAL, despite HAL pushing for an additional assembly line dedicated to AMCA. Meanwhile, the government has shifted to an “industry partnership model” instead of the initial plans for SPV. ADA’s push for a production partner is to avoid any further delays. The private sector partner would be responsible for development, production, and lifetime maintenance of the jet.
A MoD top-level committee has evaluated a “clear-cut strategy and production-cum-business model” to accelerate the development of AMCA. The committee, tasked to devise a plan to “shrink timelines” to get AMCA from drawing board to air, as well as the high-thrust indigenous engine development. On May 27, 2025, the MoD cleared the “AMCA Programme Execution Model”. Under the model, the ADA will release an Expression of Interest (EOI) to develop AMCA through industry partnership. Both private and public sector companies can bid either as an independent entity or as a consortium or joint venture to get the contract. As of now, the prototype rollout is expected by 2028-29, first flight by 2029, service introduction by 2034, and series production by 2035. A consortium, structured under the public-private partnership (PPP) model, will subsequently bid to become the designated AMCA development consortium.
On June 18, 2025, the EOI was released by ADA to shortlist Indian companies for prototype development, flight testing, and certification of the AMCA. The document calls for “reputed” Indian companies, which are compliant with Indian laws and are experienced in the Aerospace and Defence Sector. The bidder has to establish dedicated facilities for the series production of the aircraft. The bidder has to complete the development, prototyping, flight test, and certification of the AMCA within eight years of signing the contract. The deadline for responding to the EOI was August 16. No private player has reportedly bid till now.
Private companies are involved in producing numerous AMCA components, from structural elements such as fuselage and wings to specialised parts like composite panels. Firms with expertise in avionics, propulsion, stealth features, advanced materials, and electronic warfare can contribute to the integration of complex systems within the AMCA
Engine development
There is a proposal to jointly develop the engine for AMCA with the help of a foreign partner using the know-how from the Kaveri engine development programme. On July 15, 2023, India and France agreed to collaborate for the joint development of a combat aircraft engine, which would power the Mark-2 variant of AMCA as part of the Horizon 2047 document for India-France strategic partnership.
On November 18, 2023, DRDO Chairman Dr Samir V Kamat announced that the United States has provided the necessary permits, opening the door for GE Aerospace and HAL to jointly produce the General Electric F414 engine in India for HAL Tejas Mark 2 and for the first two squadrons of AMCA.
In October 2024, Safran and HAL also signed an MoU to develop industrial cooperation in forging parts manufacturing for commercial engines. HAL, in its Bengaluru facility, would supply engine parts of CFM International LEAP to Safran Aircraft Engines.
In July 2025, the MoD officially recommended a strategic partnership with France to co-develop a next-generation engine with a thrust of 120 kN. This strategic project is worth ₹61,000 crore ($7.2 billion). India will have the Intellectual Property Rights (IPR). As per estimates, India needs around 250 of these engines in the next decade.
Private Sector and AMCA
For long, the military aircraft development and production in India have been the preserve of DRDO and Defence Public Sector Undertaking (DPSU), the HAL. The recent contract for IAF’s CASA C-295W broke that trend, and the contract was given to the private sector firm Tata Advanced Systems Limited (TASL).
HAL has a huge captive order book of Indian armed forces aircraft. These include the LCA Mk1 and Mk2 variants, a variety of helicopters, trainers, aero-engines, and aircraft upgrades and overhauls. India seeks private sector efficiency to avoid past defence production delays. Private firms can participate in designing and engineering various components and subsystems of the AMCA. From structural elements like fuselage and wings to specialised parts like composite panels, private companies are involved in producing numerous AMCA components. Firms with expertise in avionics, propulsion, stealth features, advanced materials, and electronic warfare can contribute to the integration of complex systems within the AMCA.
Private companies can provide crucial support throughout the aircraft’s lifecycle, including Maintenance, Repair, and Overhaul (MRO) services and spare parts supply. The private sector can support skill development and technological advancement. Their participation in the AMCA programme fosters the development of advanced manufacturing capabilities, high-precision machining, avionics, embedded software, and other critical technologies within the private sector.
Consortium Approach – Best Way Forward
Companies like TASL, Larsen & Toubro (L&T), Vem Technologies, and Alpha Tocol Engineering Services are already involved in manufacturing various components and assemblies for HAL’s projects, and are well-positioned to play a significant role in AMCA development. Other players like Mahindra Defence, Bharat Forge, and Adani Defence are also big in defence production, and are expanding into aerospace manufacturing and are likely to contribute to the AMCA supply chains. Even IT giants like Infosys, TCS, and Cyient have cleared technical evaluation for designing the AMCA stealth fighter airframe and sub-systems, highlighting the broadening scope of private sector involvement.
Increased private sector involvement fosters the growth of indigenous capabilities, reducing India’s dependence on foreign technology and boosting domestic aerospace expertise. The AMCA project, with its substantial investment and long-term scope, creates numerous job opportunities across various skill levels and contributes to the growth of India’s defence and aerospace industrial ecosystem.
A good approach would be a consortium of private companies. Such an approach is being followed in most aircraft-building programmes around the world. The F-22 Raptor was a joint programme between Lockheed Martin and Boeing. Global Combat Air Program (GCAP) is a joint initiative among the companies based in the UK, Japan, and Italy. The Future Combat Air System (FCAS) programme includes Dassault Aviation, Airbus, Thales, Indra Sistemas, and EUMET, among others.
Large corporates like TASL or L&T could be the “prime contractor” and the main integrator. Others with individual strengths could be partners. Companies with stealth technologies can focus on manufacturing radar-absorbing composites, designing stealth airframe parts, and engineering internal weapon systems crucial for maintaining low radar cross-section for low electromagnetic signatures. Private players can engage in building AI-powered avionics, sensor fusion, advanced electronic warfare (EW) systems, net-centric capabilities, electronics, and sensor suites. Firms can contribute by developing engines, components, and technologies that enhance supersonic flight capabilities without afterburners and support thrust-vectoring systems for improved agility. With propulsion systems initially using GE F414 engines, private industry can participate in the co-production and supply of key engine components.
Companies like TASL, Larsen & Toubro, Vem Technologies, and Alpha Tocol Engineering Services are well-positioned to play a significant role in AMCA development. Mahindra Defence, Bharat Forge, and Adani Defence are likely to contribute to the AMCA supply chains. IT giants like Infosys, TCS, and Cyient have cleared the technical evaluation for designing the AMCA stealth fighter airframe and sub-systems
Private companies can work on smart weapons. Companies in the aerospace supply chain can contribute precision components, machined parts, and perform quality testing and certification services. The production of advanced alloys is another significant area for private sector involvement. Bharat Forge has strength in forgings. Private companies can engage in supplying parts, sub-assemblies, and specialised materials. In the LCA project, over 500 Indian companies, including MSMEs, are involved, indicating a broad and deep ecosystem of Tier-2 and Tier-3 suppliers.
This collaborative approach, the dynamism and innovation of private firms, is expected to accelerate the development and production of India’s ambitious fifth-generation stealth fighter jet, contributing significantly to national security and self-reliance. Time to take calls quickly and get going, India.
–The writer is a IAF veteran (PVSM AVSM VM VSM) and former Director-General, Centre for Air Power Studies (CAPS). The views expressed are of the writer and do not necessarily reflect the views of Raksha Anirveda
