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The GTRE GTX-35VS Kaveri is a low-bypass-ratio afterburning turbofan being developed by the Gas Turbine Research Establishment (GTRE), a lab under the DRDO in Bangalore, India. An indigenous Indian design, the Kaveri was intended to power production models of the HAL Tejas fighter.
An indigenous Full-Authority Digital Engine Control (FADEC) unit, called Kaveri Digital Engine Control Unit (KADECU) has been developed by the Defence Avionics Research Establishment (DARE), Bangalore. The Combat Vehicles Research and Development Establishment (CVRDE) of Avadi was responsible for the design and development of the Tejas aircraft-mounted accessory gear box (AMAGB) and the power take-off (PTO) shaft.
After 20 years in the making, the Kaveri jet engine will finally take to the skies.
In 1989, Dr Mohana Rao, then a junior technician at the Gas Turbine Research Establishment (GTRE), Bangalore, immersed himself in the ambitious Kaveri programme, which was designing a jet engine for the Tejas Light Combat Aircraft. After pushing the Kaveri through two decades of heartbreak and achievement, Dr Rao is now the Director of GTRE. And his baby, the Kaveri engine, is ready to fly.

This week, a fully built Kaveri engine will be transported to a testing facility outside Moscow called the Gromov Flight Research Institute. Here, a giant IL-76 aircraft will have one of its four engines replaced with a Kaveri. Russian and GTRE experts will then evaluate the Kaveri�s performance while the IL-76 flies.

Before the actual flight tests, Russian experts at Moscow�s Central Institute of Aviation Motors will run ground checks on the Kaveri�s performance, in conditions that simulate altitudes up to 15 kilometers (49,200 feet).

Business Standard visited the Kaveri ground test bed at GTRE, Bangalore, where Russian experts are finishing �pre-acceptance checks� on the Kaveri engine that is headed for their facilities in Russia. The giant turbofan engine, suspended from a ceiling bracket, was being revved up gradually. As it roared to a deafening crescendo, engineers monitored the Kaveri�s power output, watching carefully from behind a bullet-proof glass window.

�The Kaveri�s development is complete�, confirmed Dr Mohana Rao, �In ground testing at GTRE it met the performance parameters laid down in 1998. The next step is to confirm that it performs during flight. A 50-person GTRE team will travel with the engine to Moscow and participate in the flight trials over the next 3-4 months.�

India has no facilities for altitude-testing and flight-testing jet engines. GTRE estimates it will take several hundred crore rupees to create such test facilities in India. Meanwhile, each test campaign in Russia costs Rs 50-60 crores.

For the DRDO (GTRE is a DRDO laboratory) even a successful Kaveri flight will be a bittersweet end to one of India�s most savagely criticised development programmes. A measure of success, on the one hand, in an ambitious technological leapfrog to building a modern jet engine, something only a few countries can do. On the other hand, the Kaveri has failed to provide an engine for the Tejas, even after spending Rs 3000 crores.

�The reason was two-fold�, explains Mohana Rao. �The Kaveri turned out 15% heavier than we planned. From the planned 1100 kg, its final weight has gone up to 1265 kg.�

Meanwhile, the Tejas fighter also turned out heavier than planned, demanding a more powerful engine; the Kaveri�s maximum thrust of 65 Kilo Newtons (KN) is simply not enough. The air force has chosen American GE 404-IN engines, which produce 80 KN at full power, to power the first 20 Tejas fighters. And subsequent Tejas will get about 95 KN of thrust from a new-generation engine: the General Electric GE-414 and the Eurojet EJ200 engines are currently being evaluated.

But GTRE is undeterred, having produced a high-tech turbofan jet engine in a country that has never produced even a motorcycle or car engine.

�We need more thrust without increasing the size of the engine�, says Mohana Rao. �That means getting better technologies from a more experienced foreign partner. We have chosen (French aero-engine major) Snecma. The Defence Ministry has approved the tie-up.�

Business Standard has learned that Rolls Royce, and General Electric declined to partner GTRE, apparently unwilling to part with cutting-edge technology. US major, Pratt & Whitney, was willing only to provide consultancy. With only Russia�s NPO Saturn and Snecma in the game, the MoD has opted for Snecma.
The indigenous Kaveri aircraft engine, soon to make its debut flight, lacks the muscle needed by India�s Tejas light combat aircraft, which the engine was designed to power. In its present form, the Kaveri will never power a modern fighter.

But the engine�s technology � developed by the Defence R&D Organisation, over two decades, at a cost of Rs 3000 crore � will not be wasted. The Indian Navy is snapping up the Kaveri for powering its growing fleet of warships.

Business Standard has learnt that the navy has officially informed the Gas Turbine and Research Establishment (the DRDO laboratory that developed the Kaveri) that naval warships will needs 40 Kaveri Marine Gas Turbines (KMGTs) over the next 15 years.

In an important signal of its support, the navy has agreed to fund 25 per cent of the cost of the KMGT project.

GTRE has developed the marine Kaveri by modifying the aero engine with a shaft, through which power can be delivered to a propeller. The navy has extensively tested these engines at Visakhapatnam and found that the marine Kaveri can deliver 12 Megawatts (16,000 Horsepower) of propulsion power.

Typically warships run on regular diesel engines; gas turbines (such as the Kaveri) are added on to provide �boost power�, needed for manoeuvring in battle. Contemporary gas turbines, such as the General Electric LM2500, provide India�s latest 5000-tonne Shivalik class frigates with 22 Mw of boost. The Kaveri�s more modest 12 Mw is sufficient only for smaller warships.

While the marine Kaveri�s basic performance has been established (even the PM has seen a demonstration in Visakhapatnam), the GTRE Director, Dr Mohana Rao, is not yet satisfied with the basic design.

�So far, the KMGT is just a spin-off from the aero version�, Rao told Business Standard in Bangalore. �I want to give the navy an engine with far greater endurance. An aero engine�s life is just 3000 hours; a marine engine�s life should be 30,000 hours. I must physically test the KMGT for at least 15,000 hours.�

GTRE is going ahead with developing 3-4 test engines and beginning trials within three years. The trials will be conducted in a marine environment, which will include high humidity, and prolonged exposure to salt.

�We plan to begin delivery in about 6 years�, says the GTRE Director, �We hope to keep the cost below Rs 25-30 crores, which is considerably cheaper than buying imported gas turbines.�

Earlier this year, the US State Department had stopped General Electric from fitting its LM-2500 turbines on the INS Shivalik, apparently because GE had not obtained proper permissions from the US government.

Other than the 40 KMGTs, the Indian Navy has also issued a letter, on 6 th April 09, laying out a requirement for 42 Gas Turbine Generators, or GTGs. These are de-rated versions of the marine Kaveri, which will be used for generating electrical power on warships. Each GTG generates 1.2 Megawatts of power.

The Indian Navy, an enthusiastic proponent of indigenisation, proposes to replace the diesel generators fitted on older warships with the Kaveri GTG. If it performs well over a period of time, the new-generation warships will also get electrical power from the Kaveri GTG. Currently, only the Rajput and Delhi class of destroyers use gas turbines for power generation.




      卡佛里发动机GTX-35VS是由印度国防研发机构在班加罗尔实验室正在开发的是一种低涵道比加力涡扇发动机，这个实验室隶属于燃气涡轮研究院。 卡佛里发动机是印度人设计的第一款涡扇发动机，旨在为生产型的光辉战斗机提供动力。
      位于班加罗尔的国防航空电子研究所，已经制定了一个国产的全权限数字发动机控制单元，命名为卡佛里发动机的数字发动机控制单元。战斗车辆研究与发展研究所负责光辉战斗机的机载附件齿轮箱和电源起飞轴的设计和开发。
      经过20年的酝酿，卡佛里发动机终将飞上蓝天。
      早在1989年，燃气涡轮研究院就建立了一个由Mohana Rao博士领导的雄心勃勃的卡佛里发动机的计划，为光辉战斗机设计喷气发动机。经过二十年的发展，Mohana Rao博士的卡佛里发动机正准备试飞。
      本周，卡佛里发动机将被运往莫斯科郊外叫做格罗莫夫飞行研究所的测试基地。在这里，一个巨大的IL-76型飞机的四个发动机将有一个被卡弗里发动机取代。俄罗斯人和燃气涡轮研究院专家将在IL-76的飞行里测试和评估卡佛里发动机的性能。
      实际飞行测试之前，莫斯科的中央航空汽车研究所的俄罗斯专家将在模拟海拔高度不超过15公里（49,200英尺）条件下，对卡佛里发动机进行地面性能测试。
      商务标准周刊访问位于班加罗尔的燃气涡轮研究院的卡佛里发动机的地面试验平台，在这里俄罗斯专家正利用俄罗斯设备为卡佛里发动机完成预验收检查。，悬挂在天花板支架上的巨大的涡扇发动机，正在慢慢提高加力。由于它呼啸着震耳欲聋的渐强，防弹玻璃窗口背后的工程师仔细监测卡佛里发动机的功率输出。
      据Mohana Rao博士证实，卡佛里发动机的开发完成后，其地面测试中它满足燃气涡轮研究院在1998年订下的性能参数。接下来是确认它在飞行过程中性能参数。燃气涡轮研究院的一个50人的团队将携带发动机前往莫斯科，参加在未来3-4个月的飞行试验。
      印度没有任何喷气发动机的高度测试和飞行测试的设施。 燃气涡轮研究院估计将需要几百亿卢比在印度创建这样的测试设施。而在俄罗斯每个测试活动花费50-60亿卢比。
      对于燃气涡轮研究院这个备受批评的发展计划来说，卡佛里发动机的成功飞行将是一个毁誉参半的结果。一方面，这一项雄心勃勃的技术跨越式建设现代喷气发动机的测试成功将说明全球只有少数几个国家能够做到。另一方面，即使在花费3000亿卢比，卡佛里仍不能为光辉战斗机提供动力。
      Mohana Rao解释说原因有2，卡佛里发动机的自重比我们计划的高出15％。从计划的1100公斤，到现在自重已经高达1265公斤。同时光辉战斗机的重量也比原计划重些，这就需要更强大的发动机， 65千牛顿（KN）的卡佛里发动机的最大推力是根本不够。
     空军已经选择了美国GE 404发动机，从而产生在满功率时的80千牛，并将装备首批20架光辉战斗机。另外，正在评估新一代发动机：通用电气公司的GE-414和欧洲喷气涡轮公司的EJ200发动机，将使后续光辉战斗机获得约95千牛的推力。
      但燃气涡轮研究院偏向虎山行，在一个从未生产过一辆摩托车或汽车引擎的国家，生产一种高科技的涡扇喷气发动机。
      “我们在不增加发动机尺寸的的前提下增加更大的推力”，Mohana Rao说。这意味着将从经验更丰富的外国合作伙伴中获得更好的技术。我们选择了法国航空发动机的巨头斯奈克玛，国防部已经批准了这个合作。
       商务标准周刊了解到，劳斯莱斯，通用电气显然不愿分享尖端技术，谢绝了合作伙伴----燃气涡轮研究院， 美国普惠公司则仅愿意提供咨询服务。只有俄罗斯土星设计局和法国斯奈克玛公司在游戏中，国防部已选择法国斯奈克玛。
      国产卡佛里发动机，即将首次亮相飞行，由于印度光辉战斗机发动机设计功率的原因，目前情况下，卡佛里发动机将不会为这款现代战斗机提供动力。
      但由国防研发机构开发的发动机技术的时间超过二十年，为使3000亿卢比的投资不被浪费。印度海军抢先用卡弗里发动机为其日益增长的舰队战舰提供动力。
      商务标准周刊获悉，印度海军已正式通知燃气涡轮研究院，印度军舰将在未来15年里需要装备40台卡佛里发动机的船用燃气轮机（KMGTs）。
      作为支持这个项目的重要信号，印度海军已同意资助KMGT项目成本的25％。
      燃气涡轮研究院已开发出舰用卡佛里发动机，是通过修改航空发动机的机轴传动动力来旋转螺旋桨。在维沙卡帕特南，海军已经对这款发动机进行了广泛的测试，并发现舰用卡佛里发动机可以提供12兆瓦（16000马力）动力推进。
     通常情况下，军舰上运行的是普通柴油发动机，燃气涡轮机（如卡佛里）是在战斗机动中作为升压电源添加到舰船上的。当前世界上的燃气轮机，如通用的LM2500燃气轮机，为印度最新的5000吨的什瓦利克级护卫舰提供22兆瓦动力。而卡佛里发动机较小的12兆瓦动力则只能满足小型军舰。
     虽然舰用卡佛里发动机的基本性能已稳定（甚至下午已经看到了在维沙卡帕特南的发动机样品），但是燃气涡轮研究院的Mohana Rao博士仍不满足这个项目的基本设计。
     “到目前为止，KMGT项目仅仅是航空版本一个分支”，Mohana Rao博士在班加罗尔告诉商务标准周刊说。“我想给海军提供更大寿命的发动机。航空发动机的寿命只是3000小时;一个船用发动机的寿命应该是30000小时。我想KMGT进行完全测试后能达到至少15,000小时。”
     燃气涡轮研究院正开发3-4个测试发动机，并将在三年内开始试验。本次试验将在海洋环境中进行，这将包括湿度过高，长时间暴露在高盐度的环境中。
     我们计划在6年左右的时间后开始交付，Mohana Rao博士说，我们希望能保持成本低于25-30亿卢比，这比购买进口燃气轮机来说相当便宜。
     今年早些时候，美国国务院已经停止了在什瓦利克级护卫舰中装备通用电气公司LM-2500涡轮机，显然是因为GE并没有从美国政府获得了权限。
     除了40台 KMGT发动机，2009年6日4月印度海军也发出了一封信，增定了42台燃气涡轮发电机，这些燃气涡轮发电机是对舰用卡佛里发动机的降低功率的版本。每台燃气涡轮发电机将产生1.2兆瓦的电力。
    为提倡国产化，印度海军提出，用舰用卡佛里发动机取代安装在旧军舰的柴油发电机。如果性能优良，新一代战舰也将获装备卡佛里发动机的燃气涡轮发电机。目前，只对拉杰普特和德里级驱逐舰使用的燃气轮机进行换代。


The GTRE GTX-35VS Kaveri is a low-bypass-ratio afterburning turbofan being developed by the Gas Turbine Research Establishment (GTRE), a lab under the DRDO in Bangalore, India. An indigenous Indian design, the Kaveri was intended to power production models of the HAL Tejas fighter.
An indigenous Full-Authority Digital Engine Control (FADEC) unit, called Kaveri Digital Engine Control Unit (KADECU) has been developed by the Defence Avionics Research Establishment (DARE), Bangalore. The Combat Vehicles Research and Development Establishment (CVRDE) of Avadi was responsible for the design and development of the Tejas aircraft-mounted accessory gear box (AMAGB) and the power take-off (PTO) shaft.
After 20 years in the making, the Kaveri jet engine will finally take to the skies.
In 1989, Dr Mohana Rao, then a junior technician at the Gas Turbine Research Establishment (GTRE), Bangalore, immersed himself in the ambitious Kaveri programme, which was designing a jet engine for the Tejas Light Combat Aircraft. After pushing the Kaveri through two decades of heartbreak and achievement, Dr Rao is now the Director of GTRE. And his baby, the Kaveri engine, is ready to fly.

This week, a fully built Kaveri engine will be transported to a testing facility outside Moscow called the Gromov Flight Research Institute. Here, a giant IL-76 aircraft will have one of its four engines replaced with a Kaveri. Russian and GTRE experts will then evaluate the Kaveri�s performance while the IL-76 flies.

Before the actual flight tests, Russian experts at Moscow�s Central Institute of Aviation Motors will run ground checks on the Kaveri�s performance, in conditions that simulate altitudes up to 15 kilometers (49,200 feet).

Business Standard visited the Kaveri ground test bed at GTRE, Bangalore, where Russian experts are finishing �pre-acceptance checks� on the Kaveri engine that is headed for their facilities in Russia. The giant turbofan engine, suspended from a ceiling bracket, was being revved up gradually. As it roared to a deafening crescendo, engineers monitored the Kaveri�s power output, watching carefully from behind a bullet-proof glass window.

�The Kaveri�s development is complete�, confirmed Dr Mohana Rao, �In ground testing at GTRE it met the performance parameters laid down in 1998. The next step is to confirm that it performs during flight. A 50-person GTRE team will travel with the engine to Moscow and participate in the flight trials over the next 3-4 months.�

India has no facilities for altitude-testing and flight-testing jet engines. GTRE estimates it will take several hundred crore rupees to create such test facilities in India. Meanwhile, each test campaign in Russia costs Rs 50-60 crores.

For the DRDO (GTRE is a DRDO laboratory) even a successful Kaveri flight will be a bittersweet end to one of India�s most savagely criticised development programmes. A measure of success, on the one hand, in an ambitious technological leapfrog to building a modern jet engine, something only a few countries can do. On the other hand, the Kaveri has failed to provide an engine for the Tejas, even after spending Rs 3000 crores.

�The reason was two-fold�, explains Mohana Rao. �The Kaveri turned out 15% heavier than we planned. From the planned 1100 kg, its final weight has gone up to 1265 kg.�

Meanwhile, the Tejas fighter also turned out heavier than planned, demanding a more powerful engine; the Kaveri�s maximum thrust of 65 Kilo Newtons (KN) is simply not enough. The air force has chosen American GE 404-IN engines, which produce 80 KN at full power, to power the first 20 Tejas fighters. And subsequent Tejas will get about 95 KN of thrust from a new-generation engine: the General Electric GE-414 and the Eurojet EJ200 engines are currently being evaluated.

But GTRE is undeterred, having produced a high-tech turbofan jet engine in a country that has never produced even a motorcycle or car engine.

�We need more thrust without increasing the size of the engine�, says Mohana Rao. �That means getting better technologies from a more experienced foreign partner. We have chosen (French aero-engine major) Snecma. The Defence Ministry has approved the tie-up.�

Business Standard has learned that Rolls Royce, and General Electric declined to partner GTRE, apparently unwilling to part with cutting-edge technology. US major, Pratt & Whitney, was willing only to provide consultancy. With only Russia�s NPO Saturn and Snecma in the game, the MoD has opted for Snecma.
The indigenous Kaveri aircraft engine, soon to make its debut flight, lacks the muscle needed by India�s Tejas light combat aircraft, which the engine was designed to power. In its present form, the Kaveri will never power a modern fighter.

But the engine�s technology � developed by the Defence R&D Organisation, over two decades, at a cost of Rs 3000 crore � will not be wasted. The Indian Navy is snapping up the Kaveri for powering its growing fleet of warships.

Business Standard has learnt that the navy has officially informed the Gas Turbine and Research Establishment (the DRDO laboratory that developed the Kaveri) that naval warships will needs 40 Kaveri Marine Gas Turbines (KMGTs) over the next 15 years.

In an important signal of its support, the navy has agreed to fund 25 per cent of the cost of the KMGT project.

GTRE has developed the marine Kaveri by modifying the aero engine with a shaft, through which power can be delivered to a propeller. The navy has extensively tested these engines at Visakhapatnam and found that the marine Kaveri can deliver 12 Megawatts (16,000 Horsepower) of propulsion power.

Typically warships run on regular diesel engines; gas turbines (such as the Kaveri) are added on to provide �boost power�, needed for manoeuvring in battle. Contemporary gas turbines, such as the General Electric LM2500, provide India�s latest 5000-tonne Shivalik class frigates with 22 Mw of boost. The Kaveri�s more modest 12 Mw is sufficient only for smaller warships.

While the marine Kaveri�s basic performance has been established (even the PM has seen a demonstration in Visakhapatnam), the GTRE Director, Dr Mohana Rao, is not yet satisfied with the basic design.

�So far, the KMGT is just a spin-off from the aero version�, Rao told Business Standard in Bangalore. �I want to give the navy an engine with far greater endurance. An aero engine�s life is just 3000 hours; a marine engine�s life should be 30,000 hours. I must physically test the KMGT for at least 15,000 hours.�

GTRE is going ahead with developing 3-4 test engines and beginning trials within three years. The trials will be conducted in a marine environment, which will include high humidity, and prolonged exposure to salt.

�We plan to begin delivery in about 6 years�, says the GTRE Director, �We hope to keep the cost below Rs 25-30 crores, which is considerably cheaper than buying imported gas turbines.�

Earlier this year, the US State Department had stopped General Electric from fitting its LM-2500 turbines on the INS Shivalik, apparently because GE had not obtained proper permissions from the US government.

Other than the 40 KMGTs, the Indian Navy has also issued a letter, on 6 th April 09, laying out a requirement for 42 Gas Turbine Generators, or GTGs. These are de-rated versions of the marine Kaveri, which will be used for generating electrical power on warships. Each GTG generates 1.2 Megawatts of power.

The Indian Navy, an enthusiastic proponent of indigenisation, proposes to replace the diesel generators fitted on older warships with the Kaveri GTG. If it performs well over a period of time, the new-generation warships will also get electrical power from the Kaveri GTG. Currently, only the Rajput and Delhi class of destroyers use gas turbines for power generation.




      卡佛里发动机GTX-35VS是由印度国防研发机构在班加罗尔实验室正在开发的是一种低涵道比加力涡扇发动机，这个实验室隶属于燃气涡轮研究院。 卡佛里发动机是印度人设计的第一款涡扇发动机，旨在为生产型的光辉战斗机提供动力。
      位于班加罗尔的国防航空电子研究所，已经制定了一个国产的全权限数字发动机控制单元，命名为卡佛里发动机的数字发动机控制单元。战斗车辆研究与发展研究所负责光辉战斗机的机载附件齿轮箱和电源起飞轴的设计和开发。
      经过20年的酝酿，卡佛里发动机终将飞上蓝天。
      早在1989年，燃气涡轮研究院就建立了一个由Mohana Rao博士领导的雄心勃勃的卡佛里发动机的计划，为光辉战斗机设计喷气发动机。经过二十年的发展，Mohana Rao博士的卡佛里发动机正准备试飞。
      本周，卡佛里发动机将被运往莫斯科郊外叫做格罗莫夫飞行研究所的测试基地。在这里，一个巨大的IL-76型飞机的四个发动机将有一个被卡弗里发动机取代。俄罗斯人和燃气涡轮研究院专家将在IL-76的飞行里测试和评估卡佛里发动机的性能。
      实际飞行测试之前，莫斯科的中央航空汽车研究所的俄罗斯专家将在模拟海拔高度不超过15公里（49,200英尺）条件下，对卡佛里发动机进行地面性能测试。
      商务标准周刊访问位于班加罗尔的燃气涡轮研究院的卡佛里发动机的地面试验平台，在这里俄罗斯专家正利用俄罗斯设备为卡佛里发动机完成预验收检查。，悬挂在天花板支架上的巨大的涡扇发动机，正在慢慢提高加力。由于它呼啸着震耳欲聋的渐强，防弹玻璃窗口背后的工程师仔细监测卡佛里发动机的功率输出。
      据Mohana Rao博士证实，卡佛里发动机的开发完成后，其地面测试中它满足燃气涡轮研究院在1998年订下的性能参数。接下来是确认它在飞行过程中性能参数。燃气涡轮研究院的一个50人的团队将携带发动机前往莫斯科，参加在未来3-4个月的飞行试验。
      印度没有任何喷气发动机的高度测试和飞行测试的设施。 燃气涡轮研究院估计将需要几百亿卢比在印度创建这样的测试设施。而在俄罗斯每个测试活动花费50-60亿卢比。
      对于燃气涡轮研究院这个备受批评的发展计划来说，卡佛里发动机的成功飞行将是一个毁誉参半的结果。一方面，这一项雄心勃勃的技术跨越式建设现代喷气发动机的测试成功将说明全球只有少数几个国家能够做到。另一方面，即使在花费3000亿卢比，卡佛里仍不能为光辉战斗机提供动力。
      Mohana Rao解释说原因有2，卡佛里发动机的自重比我们计划的高出15％。从计划的1100公斤，到现在自重已经高达1265公斤。同时光辉战斗机的重量也比原计划重些，这就需要更强大的发动机， 65千牛顿（KN）的卡佛里发动机的最大推力是根本不够。
     空军已经选择了美国GE 404发动机，从而产生在满功率时的80千牛，并将装备首批20架光辉战斗机。另外，正在评估新一代发动机：通用电气公司的GE-414和欧洲喷气涡轮公司的EJ200发动机，将使后续光辉战斗机获得约95千牛的推力。
      但燃气涡轮研究院偏向虎山行，在一个从未生产过一辆摩托车或汽车引擎的国家，生产一种高科技的涡扇喷气发动机。
      “我们在不增加发动机尺寸的的前提下增加更大的推力”，Mohana Rao说。这意味着将从经验更丰富的外国合作伙伴中获得更好的技术。我们选择了法国航空发动机的巨头斯奈克玛，国防部已经批准了这个合作。
       商务标准周刊了解到，劳斯莱斯，通用电气显然不愿分享尖端技术，谢绝了合作伙伴----燃气涡轮研究院， 美国普惠公司则仅愿意提供咨询服务。只有俄罗斯土星设计局和法国斯奈克玛公司在游戏中，国防部已选择法国斯奈克玛。
      国产卡佛里发动机，即将首次亮相飞行，由于印度光辉战斗机发动机设计功率的原因，目前情况下，卡佛里发动机将不会为这款现代战斗机提供动力。
      但由国防研发机构开发的发动机技术的时间超过二十年，为使3000亿卢比的投资不被浪费。印度海军抢先用卡弗里发动机为其日益增长的舰队战舰提供动力。
      商务标准周刊获悉，印度海军已正式通知燃气涡轮研究院，印度军舰将在未来15年里需要装备40台卡佛里发动机的船用燃气轮机（KMGTs）。
      作为支持这个项目的重要信号，印度海军已同意资助KMGT项目成本的25％。
      燃气涡轮研究院已开发出舰用卡佛里发动机，是通过修改航空发动机的机轴传动动力来旋转螺旋桨。在维沙卡帕特南，海军已经对这款发动机进行了广泛的测试，并发现舰用卡佛里发动机可以提供12兆瓦（16000马力）动力推进。
     通常情况下，军舰上运行的是普通柴油发动机，燃气涡轮机（如卡佛里）是在战斗机动中作为升压电源添加到舰船上的。当前世界上的燃气轮机，如通用的LM2500燃气轮机，为印度最新的5000吨的什瓦利克级护卫舰提供22兆瓦动力。而卡佛里发动机较小的12兆瓦动力则只能满足小型军舰。
     虽然舰用卡佛里发动机的基本性能已稳定（甚至下午已经看到了在维沙卡帕特南的发动机样品），但是燃气涡轮研究院的Mohana Rao博士仍不满足这个项目的基本设计。
     “到目前为止，KMGT项目仅仅是航空版本一个分支”，Mohana Rao博士在班加罗尔告诉商务标准周刊说。“我想给海军提供更大寿命的发动机。航空发动机的寿命只是3000小时;一个船用发动机的寿命应该是30000小时。我想KMGT进行完全测试后能达到至少15,000小时。”
     燃气涡轮研究院正开发3-4个测试发动机，并将在三年内开始试验。本次试验将在海洋环境中进行，这将包括湿度过高，长时间暴露在高盐度的环境中。
     我们计划在6年左右的时间后开始交付，Mohana Rao博士说，我们希望能保持成本低于25-30亿卢比，这比购买进口燃气轮机来说相当便宜。
     今年早些时候，美国国务院已经停止了在什瓦利克级护卫舰中装备通用电气公司LM-2500涡轮机，显然是因为GE并没有从美国政府获得了权限。
     除了40台 KMGT发动机，2009年6日4月印度海军也发出了一封信，增定了42台燃气涡轮发电机，这些燃气涡轮发电机是对舰用卡佛里发动机的降低功率的版本。每台燃气涡轮发电机将产生1.2兆瓦的电力。
    为提倡国产化，印度海军提出，用舰用卡佛里发动机取代安装在旧军舰的柴油发电机。如果性能优良，新一代战舰也将获装备卡佛里发动机的燃气涡轮发电机。目前，只对拉杰普特和德里级驱逐舰使用的燃气轮机进行换代。