India HAL Tejas Program

[Nilgiri]

Aircraft can leak oil, I vividly remember the US aggressor F-18s leaking oil on the ramp like drunkards. Some say that was not oil but water instead, also possible.

Regardless, it's an active duty aircraft of the air force without known issues. Tejas is many things, but it doesn't just lock up and crash. This looks like a very clear case of pilot error to me.


APU exhaust should be up top. Smoke generators are on the wing pylons as fake missiles. Interesting.

Yup pretty much open shut case of severe pilot error at low altitude if you ask me.

It bears uncanny resemblance to the Polish F-16 crash at an airshow rehearsal a couple months ago. Again what looks to be major pilot misjudgement in that one.

Sad.

Shoreham aircrash also comes to mind, that was again a loop with too little altitude for the thrust the old warbird (Hawker Hunter) was capable of. What was wild was the (blacked out) pilot survived the impact (being thrown out of canopy during impact) and was prosecuted for manslaughter of the casualties on the ground. I think he was acquitted.

But really pilots, however well trained they are, shouldnt let rush of blood get too much....its not worth it.

 

[Ahlatshah]

Aircraft can leak oil, I vividly remember the US aggressor F-18s leaking oil on the ramp like drunkards. Some say that was not oil but water instead, also possible.

Of course aircraft leaks oil. But there are limits for that, depending on engine. I remember maintanence guy counted the drops, if it is (lets say) under 15 drops a minute while the engine running idle, the aircraft is good to go for (lets say again) 2 hours of flight and inspect further after that, over 15 drops no go.

It can not be water btw. If it was there was no can to collect. Because while water is harmless, oil is however, clear FOD (Foreign Object Damage) and can be very harmful even dangerous when sucked into engines. So leaked oil has to be removed and cleaned from the apron. In civil airports, airlines have to call the airport authority when leaked on the ground and pay for the oil cleaning service, if you dont there is severe penalty for leaving oil build up. For the military airports (in our AF case), there are always airport maintenance crew to take care of such FODs.

 

[hugh]

Yup pretty much open shut case of severe pilot error at low altitude if you ask me.

It bears uncanny resemblance to the Polish F-16 crash at an airshow rehearsal a couple months ago. Again what looks to be major pilot misjudgement in that one.

Sad.

Shoreham aircrash also comes to mind, that was again a loop with too little altitude for the thrust the old warbird (Hawker Hunter) was capable of. What was wild was the (blacked out) pilot survived the impact (being thrown out of canopy during impact) and was prosecuted for manslaughter of the casualties on the ground. I think he was acquitted.

But really pilots, however well trained they are, shouldnt let rush of blood get too much....its not worth it.

this butt-clenching show was a year ago and it could wipe out dozens of spectators. sometimes it's just pure recklessness of the pilot.

from the viewers' pov

SOLOTÜRK hatalı manevra -Uçuş kontrol bilgisayar hatası yaşandı #solotürk #uçak #soloturk

Teknofest'te gösteri yapan Solotürk uçağının, uçuş bilgisayarında yaşanan bir arıza sonucu tehlikeli bir manevra yaşandı. Uçağın kendi kendine ters dönmesine...

www.youtube.com

 

[Gessler]

3 days ago was this discussion...

https://twitter.com/i/web/status/1990725266100928705

I believe this was identified to be ECS condensate.

APU exhaust should be up top. Smoke generators are on the wing pylons as fake missiles. Interesting.

Seems to be dumping fuel:

https://twitter.com/i/web/status/1991864270913720820

 

[Strong AI]

𝙰𝚛𝚎𝚊50𝚘𝚗𝚎 on Instagram: "Thanks to @wltan1791a I created a comparison of the same manuever done at diffrent shows we can see when it went wrong Edited by: @area_5ftyone Video Credit: @wltan1791a"

49K likes, 1,371 comments - area_5ftyone on November 22, 2025: "Thanks to @wltan1791a I created a comparison of the same manuever done at diffrent shows we can see when it went wrong Edited by: @area_5ftyone Video Credit: @wltan1791a".

www.instagram.com

 

[Nilgiri]

https://twitter.com/i/web/status/2007980848461889681

 

[Nilgiri]

https://twitter.com/i/web/status/2010944616376516933

 

[Nilgiri]

https://twitter.com/i/web/status/2015410028149461245

 

[Rajendra Chola]

https://twitter.com/i/web/status/2015410028149461245

Then why IAF not taken delivery is the question. Maybe waiting for dual pylon Asram test? Hopefully by June, which is the latest update given by HAL, some 10 fighters are ready to be delivered. GE has delivered 6 engines. Promised 2 per month to make up for the delay. I hope another 6 by May.

 

[Ripley]

I find it hard to believe that GE delivered only Six engines in five years!
Is there just some delays, or some production difficulties or is this piece a totally black propaganda?

https://twitter.com/i/web/status/2044807649187840068

The American General Electric company left New Delhi in the lurch by delivering only 6 engines to India in 5 years.

A large number of completed Tejas aircraft are sitting idle on the ground at Hindustan Aeronautics Limited (HAL) facilities.

GE's poor track record with the Tejas raises question marks regarding the HÜRJET, which uses a similar engine in the F404 class.

 

[IC3M@N FX]

Maybe GE just doesn't see a market for it... and the F404-GE-IN20 simply isn't worth the effort—everyone else uses the off-the-shelf F-404, which can be scaled.

We need to take an honest look at the facts here, without the usual PR spin: The fact that deliveries of the Tejas Mk1A have stalled could ultimately be a strategic decision on GE’s part. If you look at the global market, GE likely simply doesn’t see any growth potential for the Tejas beyond India’s own needs. And let’s be realistic: Aside from the Indian Air Force, no one is going to buy this aircraft. This isn’t bashing; it’s a sober assessment of the market situation.
Who, seriously, would you even try to sell this platform to? In the Middle East or Southeast Asia, no one is going to put the Tejas in their hangar because the aircraft is a diplomatic and technical nightmare. It’s crammed with subsystems from France, Israel, and the U.S., which immediately plunges any buyer into “update and certification hell.” For every minor adjustment or software patch, one would feel compelled to ask half the world for permission and coordinate contracts with four different nations. A potential customer would much rather opt for a JF-17, a J-10C, or proven systems like the F-16, the Gripen, or the Rafale, where there are clear points of contact and straightforward update paths.
India has made a fundamental strategic mistake here: the aircraft was developed around foreign components instead of first bringing 70 to 80 percent of the critical subsystems to market readiness domestically. Had this technological foundation been established first, India would now possess the platform sovereignty that is absolutely essential for genuine marketing abroad. As it stands, however, the Tejas remains a hybrid construct that, while slowly improving thanks to the new Uttam radar and Indian EW suites, will always remain fundamentally dependent on foreign suppliers. In this form, the project is essentially a stillbirth for the export market. One can only hope for the Indian aerospace industry that the AMCA program will finally learn from these mistakes and prioritize national sovereignty over the technology.

Milestone	Date	Duration since First Flight
First Flight (TD-1 Prototype)	Jan 2001	-
IOC (Initial Operational Clearance)	Jan 2015	~ 14 Years
FOC (Final Operational Clearance)	Feb 2019	~ 18 Years
Mk1A Block 1 (Modernization)	April 2026	~ 25 Years (Roll-out phase)

That's simply not enough for a fighter jet or LCA/Trainer.

 

[dronie]

Maybe GE just doesn't see a market for it... and the F404-GE-IN20 simply isn't worth the effort—everyone else uses the off-the-shelf F-404, which can be scaled.

We need to take an honest look at the facts here, without the usual PR spin: The fact that deliveries of the Tejas Mk1A have stalled could ultimately be a strategic decision on GE’s part. If you look at the global market, GE likely simply doesn’t see any growth potential for the Tejas beyond India’s own needs. And let’s be realistic: Aside from the Indian Air Force, no one is going to buy this aircraft. This isn’t bashing; it’s a sober assessment of the market situation.
Who, seriously, would you even try to sell this platform to? In the Middle East or Southeast Asia, no one is going to put the Tejas in their hangar because the aircraft is a diplomatic and technical nightmare. It’s crammed with subsystems from France, Israel, and the U.S., which immediately plunges any buyer into “update and certification hell.” For every minor adjustment or software patch, one would feel compelled to ask half the world for permission and coordinate contracts with four different nations. A potential customer would much rather opt for a JF-17, a J-10C, or proven systems like the F-16, the Gripen, or the Rafale, where there are clear points of contact and straightforward update paths.
India has made a fundamental strategic mistake here: the aircraft was developed around foreign components instead of first bringing 70 to 80 percent of the critical subsystems to market readiness domestically. Had this technological foundation been established first, India would now possess the platform sovereignty that is absolutely essential for genuine marketing abroad. As it stands, however, the Tejas remains a hybrid construct that, while slowly improving thanks to the new Uttam radar and Indian EW suites, will always remain fundamentally dependent on foreign suppliers. In this form, the project is essentially a stillbirth for the export market. One can only hope for the Indian aerospace industry that the AMCA program will finally learn from these mistakes and prioritize national sovereignty over the technology.

Milestone	Date	Duration since First Flight
First Flight (TD-1 Prototype)	Jan 2001	-
IOC (Initial Operational Clearance)	Jan 2015	~ 14 Years
FOC (Final Operational Clearance)	Feb 2019	~ 18 Years
Mk1A Block 1 (Modernization)	April 2026	~ 25 Years (Roll-out phase)

That's simply not enough for a fighter jet or LCA/Trainer.

And your take doesnt make any sense at all. Do you really think GE wouldnt care about their largest market after the US? GE need to supply engines for around 220 tejas mk1a alone. Also GE is the one who is supplying f414 engines also for the mk2 and initial AMCA.They have been fighting tooth and nail to get a part in the next Engine program also. People are so brain dead that they cannot accept that GE is facing issues around its components and logistics.For the subsystem part other than US, China and maybe Russia who really does makes weapons without foreign components nowadays?

 

[Gessler]

I find it hard to believe that GE delivered only Six engines in five years!
Is there just some delays, or some production difficulties or is this piece a totally black propaganda?

https://twitter.com/i/web/status/2044807649187840068

The American General Electric company left New Delhi in the lurch by delivering only 6 engines to India in 5 years.

A large number of completed Tejas aircraft are sitting idle on the ground at Hindustan Aeronautics Limited (HAL) facilities.

GE's poor track record with the Tejas raises question marks regarding the HÜRJET, which uses a similar engine in the F404 class.

I'm not sure as to the exact numbers that were delivered, but it's true that several airframes of Mk-1A have been built and are laying around awaiting their engines.

The reasons for it are officially that there's a supply chain problem leading to delay in deliveries. The US has got an internal hierarchy or supply orders - domestic supply of components takes absolute priority. The needs of treaty allies comes next (which has its own hierarchy depending on theatre/ally's importance to US' own national security etc.), needs of non-treaty Major Defence Partners (which India is) comes after that. The needs of regular FMS sales to others comes after that.

Between the supply chain issues which results in limited inventory of required parts and the rationing, we get to the issue at hand. There've been some assurances that this will be resolved soon but that remains to be seen.

Maybe GE just doesn't see a market for it... and the F404-GE-IN20 simply isn't worth the effort—everyone else uses the off-the-shelf F-404, which can be scaled.

We need to take an honest look at the facts here, without the usual PR spin: The fact that deliveries of the Tejas Mk1A have stalled could ultimately be a strategic decision on GE’s part. If you look at the global market, GE likely simply doesn’t see any growth potential for the Tejas beyond India’s own needs. And let’s be realistic: Aside from the Indian Air Force, no one is going to buy this aircraft. This isn’t bashing; it’s a sober assessment of the market situation.
Who, seriously, would you even try to sell this platform to? In the Middle East or Southeast Asia, no one is going to put the Tejas in their hangar because the aircraft is a diplomatic and technical nightmare. It’s crammed with subsystems from France, Israel, and the U.S., which immediately plunges any buyer into “update and certification hell.” For every minor adjustment or software patch, one would feel compelled to ask half the world for permission and coordinate contracts with four different nations. A potential customer would much rather opt for a JF-17, a J-10C, or proven systems like the F-16, the Gripen, or the Rafale, where there are clear points of contact and straightforward update paths.
India has made a fundamental strategic mistake here: the aircraft was developed around foreign components instead of first bringing 70 to 80 percent of the critical subsystems to market readiness domestically. Had this technological foundation been established first, India would now possess the platform sovereignty that is absolutely essential for genuine marketing abroad. As it stands, however, the Tejas remains a hybrid construct that, while slowly improving thanks to the new Uttam radar and Indian EW suites, will always remain fundamentally dependent on foreign suppliers. In this form, the project is essentially a stillbirth for the export market. One can only hope for the Indian aerospace industry that the AMCA program will finally learn from these mistakes and prioritize national sovereignty over the technology.

Milestone	Date	Duration since First Flight
First Flight (TD-1 Prototype)	Jan 2001	-
IOC (Initial Operational Clearance)	Jan 2015	~ 14 Years
FOC (Final Operational Clearance)	Feb 2019	~ 18 Years
Mk1A Block 1 (Modernization)	April 2026	~ 25 Years (Roll-out phase)

That's simply not enough for a fighter jet or LCA/Trainer.

As someone already said, the requirement of the -IN20 is close to 250 engines (for 220 airframes, plus spares). That engine order is close to the size of the whole Gripen program so far (including all exports of C/D, not counting E as that's a different engine), and bigger than the entire KAI T-50/FA-50 program. It's a very sizeable order in its own right as far as military engines go.

You're right on one thing though - the Mk-1/1A is never going to be an export success. But the domestic user base is quite large by itself even without exports. So I doubt that's the real issue as what GE cares about is the no. of engines it sells, not the no. of customers those engines go to.

 

[IC3M@N FX]

And your take doesnt make any sense at all. Do you really think GE wouldnt care about their largest market after the US? GE need to supply engines for around 220 tejas mk1a alone. Also GE is the one who is supplying f414 engines also for the mk2 and initial AMCA.They have been fighting tooth and nail to get a part in the next Engine program also. People are so brain dead that they cannot accept that GE is facing issues around its components and logistics.For the subsystem part other than US, China and maybe Russia who really does makes weapons without foreign components nowadays?

“There’s no denying that GE has an economic interest in the Indian market—that’s just basic accounting. But you’re mixing up two completely different things here: industrial dependence and actual export capability.
Yes, systems like the Gripen or the Hürjet also use GE engines. The crucial difference, however, is that Sweden or Turkey either have full sovereignty over the subsystems of these platforms or at least sole export licenses. They don’t have to play ‘diplomatic Tetris’ to make operational changes to the aircraft.
The Tejas, on the other hand, is trapped in an administrative straitjacket due to its hybrid architecture consisting of Israeli, French, and U.S. components. What country other than India would voluntarily place itself in a position of dependency where it needs approval from four different foreign ministries just for certification and validation for every software change or hardware upgrade?
The question is not whether GE supplies engines. The question is: Why, after 25 years of development and given the current state of technology, is there still not a single export customer, and why haven’t there been at least 2–3 block updates by now? The aircraft itself is by no means bad. The fact that the market has not yet accepted the product is not due to the quality of the hardware, but to the lack of strategic autonomy of the overall package. Unless India soon gains minimum 70-80% control over the critical subsystems—that is, not just the radar, but the entire flight control system and the mission suite, fire control system, and EW/ECM as an ecosystem—the Tejas will remain purely a domestic market product.

India Expands Airpower Through Israeli Aircraft and Defense Technology Deals | Military.com

www.military.com

What bothers me most about this is that the AMCA project shows India is heading down the same path again. My issue isn’t with seeking partners—that’s legitimate—but with the fact that India clearly doesn’t trust itself to take full responsibility for the architecture. As long as it shies away from sovereignty, it will always remain a junior partner and never rise to become a serious global player in exports.”

 

[Spitfire9]

I'm not sure as to the exact numbers that were delivered, but it's true that several airframes of Mk-1A have been built and are laying around awaiting their engines.

The reasons for it are officially that there's a supply chain problem leading to delay in deliveries. The US has got an internal hierarchy or supply orders - domestic supply of components takes absolute priority. The needs of treaty allies comes next (which has its own hierarchy depending on theatre/ally's importance to US' own national security etc.), needs of non-treaty Major Defence Partners (which India is) comes after that. The needs of regular FMS sales to others comes after that.

Between the supply chain issues which results in limited inventory of required parts and the rationing, we get to the issue at hand. There've been some assurances that this will be resolved soon but that remains to be seen.



As someone already said, the requirement of the -IN20 is close to 250 engines (for 220 airframes, plus spares). That engine order is close to the size of the whole Gripen program so far (including all exports of C/D, not counting E as that's a different engine), and bigger than the entire KAI T-50/FA-50 program. It's a very sizeable order in its own right as far as military engines go.

You're right on one thing though - the Mk-1/1A is never going to be an export success. But the domestic user base is quite large by itself even without exports. So I doubt that's the real issue as what GE cares about is the no. of engines it sells, not the no. of customers those engines go to.

Mk1A will also have to compete with demand for engines for hundreds of T-7A.

 

[dronie]

Yes, systems like the Gripen or the Hürjet also use GE engines. The crucial difference, however, is that Sweden or Turkey either have full sovereignty over the subsystems of these platforms or at least sole export licenses

What full sovereignty? Try selling that to someone who is an enemy of US and then we will find out. Remember trying to sell attack helicopters to pakistan?

The Tejas, on the other hand, is trapped in an administrative straitjacket due to its hybrid architecture consisting of Israeli, French, and U.S. components. What country other than India would voluntarily place itself in a position of dependency where it needs approval from four different foreign ministries just for certification and validation for every software change or hardware upgrade?

Tejas never had any export potential or was made for export. The only time HAL tried to do that was because of its corporate strategy. Any export order would infact have hit the project negatively. Its already has issues with fullfilling its massive order book of tejas mk1a .Still I dont get what the obsession with foreign orders is. If the Indian airforce finds it good enough to buy 220 of them when they have access to best fighters in the world is much more credential than some order from any foreign buyer.

The question is: Why, after 25 years of development and given the current state of technology, is there still not a single export customer, and why haven’t there been at least 2–3 block updates by now? The aircraft itself is by no means bad

This alone proves that you don't know anything about the program. Tejas mk1a has already been the first block upgradation. Almost 20 of them have been made by HAL.

https://twitter.com/i/web/status/2045913363549757770

Tejas mk2 by definition was just to been an upgrade. But it ended up being a complete new fighter instead.Prototype construction finished and the first flight will happen in 2 months. So lets sum it up. The program that people are happy to bash on has an order book of upto 200 fighters, had an all around block update and a bigger sister fighter made.

 

[IC3M@N FX]

What full sovereignty? Try selling that to someone who is an enemy of US and then we will find out. Remember trying to sell attack helicopters to pakistan?

TEI - TEI-TS1400 Turboshaft Engine Development Project

www.tei.com.tr

TEI - TEI-TS1400 Has Achieved a Record Power Level of 1740 SHP

www.tei.com.tr

TEI-TS1400 Has Achieved a Record Power Level of 1,740 SHP

Launched under the coordination of the Secretariat of Defense Industries, the TEI-TS1400—Turkey’s first fully indigenous and national helicopter engine—continues to undergo maturation tests for the serial production phase following its successful first manned flight on April 19, 2023. Prior to its maiden flight, our national engine successfully passed hundreds of tests mandated by both TEI and the Turkish Aerospace Airworthiness Authority, securing authorization for manned flight. After undergoing hundreds of rigorous tests, our TS8-coded national engine, which completed its first flight without any issues, successfully passed the 6-hour endurance tests—conducted in accordance with EASA CS-E 740 requirements—15 times in a row.

In addition to more than a dozen CS-E 740 tests specifically designed to stress the engine, the ultimate power limits of our TS8-coded engine were tested under the One Engine Inoperative (OEI) scenario, which pushed the engine to its limits, and our national engine demonstrated significant performance by achieving up to 1,740 BG despite enduring hundreds of hours of rigorous testing before and after its first flight. The national engine continued to generate emergency-level power for 30 seconds under OEI conditions, complying with EASA regulations, and successfully repeated the test a second time. Through this historic test, our TEI-TS1400 engine has demonstrated that it can provide the full spectrum of power required by the GÖKBEY helicopter, even under the most challenging conditions.

The T129 Atak attack helicopter deal fell through because they didn't want Turkey to generate export revenue -> reinvest in Turkish R&D.
That is why we are switching to our own engine TEI TS1400, now that the EASA certification for the Gökbey helicopter equipped with the TS1400 engine has been completed. The Engine will be integrated into the T129 Atak, tested, and certified.

Weiterleitungshinweis

Pakistan is not the enemy of the U.S.; otherwise, the Export of F-16 Upgrade Subsystems from the U.S. to Pakistan wouldn't make sense.

Tejas never had any export potential or was made for export. The only time HAL tried to do that was because of its corporate strategy. Any export order would infact have hit the project negatively. Its already has issues with fullfilling its massive order book of tejas mk1a .Still I dont get what the obsession with foreign orders is. If the Indian airforce finds it good enough to buy 220 of them when they have access to best fighters in the world is much more credential than some order from any foreign buyer.

This alone proves that you don't know anything about the program. Tejas mk1a has already been the first block upgradation. Almost 20 of them have been made by HAL.

https://twitter.com/i/web/status/2045913363549757770

Tejas mk2 by definition was just to been an upgrade. But it ended up being a complete new fighter instead.Prototype construction finished and the first flight will happen in 2 months. So lets sum it up. The program that people are happy to bash on has an order book of upto 200 fighters, had an all around block update and a bigger sister fighter made.

Of course, exporting an aircraft is important, if not crucial; every aircraft program in the U.S., Russia, Europe, China is designed to be exported in order to lower the unit cost for its own armed forces. The only exception is the F-22 Raptor or J-20, which was not exported for strategic reasons—to ensure air superiority and a technological edge over other nations, whether friend or foe.
The Tejas, however, does not appear to incorporate any alien technology, so exporting it is not—and has not been—considered.
Otherwise, the aircraft would not have been on display at the Dubai Airshow; the goal is to attract interested parties and potential buyers.

While the MK1A upgrade is a step forward, the 20-year span from prototype to Full Operational Capability (FOC) -> MK1A highlights a fundamental problem regarding the system’s ability to be modernized. Compared to nations with similar economic strength, India lags far behind—in those countries, MK3 or MK4 versions would already be in service given a comparable timeframe. The point here is not to disparage the Indian aerospace industry or the Tejas, but to critically examine the strategic path. True platform sovereignty is impossible with a localization rate of only 30–40% at Initial Operational Capability (IOC). The goal must be to manufacture 60–70% of the subsystems domestically from the outset, then -> Prototype and then IOC.

 

[dronie]

The Engine will be integrated into the T129 Atak, tested, and certified.

T129 atak is still a a co development with augusta westland.By your own logic you are judging tejas atak is the cardinal sin.

exporting an aircraft is important, if not crucial; every aircraft program in the U.S., Russia, Europe, China is designed to be exported in order to lower the unit cost for its own armed forces.

How many j10 have China exported so far? 25 for pakistan an export that didnt uad any consequence in its production run for the chinese armed forces. Established European and American players dominate the fighter jet market. Nobody else hasnt had a meaning full share.

The Tejas, however, does not appear to incorporate any alien technology, so exporting it is not—and has not been—considered.
Otherwise, the aircraft would not have been on display at the Dubai Airshow; the goal is to attract interested parties and potential buyers.

All done by HAL because of their idea an export order would rise thier prestige and standing. People had flagged that any export order would be detrimental Just see how pakistanis are struggling with the jf17 block 3 production and have to transfer fighters from its own inventory to Azerbaijan for the initial batches.

While the MK1A upgrade is a step forward, the 20-year span from prototype to Full Operational Capability (FOC) -> MK1A highlights a fundamental problem regarding the system’s ability to be modernized

Really? Tejas and jf17 block 2 had almost similar timeframe in prototype to FOC. I know block1 got it earlier but it was substandard. I am comparing tejas to jf17 because it is its nearest peer a proper fighter jet instead of being a trainer/ poor man fighter jet like hurjet or the russian yak. Korea did the best job with its LCA. Got massive export success and helped their aviation industry.jf17 block 3 and tejas mk1a are also in production in a similar time frame.

in those countries, MK3 or MK4 versions would already be in service given a comparable timeframe.

Which countries? You mean countries that are producing fighter jets for decades like US, European countries, China?Give me an example of anyone else doing this stuff?

localization rate of only 30–40% at Initial Operational Capability (IOC). The goal must be to manufacture 60–70% of the subsystems domestically from the outset, then -> Prototype and then IOC.

Your own country is doing the exact opposite of what you are preaching. Lets give an example.
Early/production models used Austrian Rotax 912 piston engines (via Canadian Bombardier export controls) and Canadian Wescam (or German Hensoldt) EO/IR sensors/payloads. UK technology was also used for bomb racks/munitions integration. Now largely indigenized with Turkish TEI-PD170/TM100 engines and Aselsan CATS/ASELFLIR sensors.
TAI Anka Early blocks used German Thielert Centurion engines.Switched to Turkish TEI-PD170/PD180ST.
Anka-3 stealth UCAV initially tested with Ukrainian Ivchenko-Progress AI-322 but plans Turkish TEI-TF6000/TF10000 turbofans.

 

[IC3M@N FX]

T129 atak is still a a co development with augusta westland.By your own logic you are judging tejas atak is the cardinal sin.

Ultimately, no matter how you look at it, T129 failed actually to be exported to other countries because of the US engine, which is precisely why a domestic engine was developed.
There’s no point in looking for exact equivalents; I could also point to countless Russian-licensed systems in the Indian defense industry—there are plenty of them.
Once again, I'm talking about architecture and platform sovereignty.

How many j10 have China exported so far? 25 for pakistan an export that didnt uad any consequence in its production run for the chinese armed forces.

It used to be more than what you have as a country, but it's not about the quality of the aircraft—it's about having the opportunity to export

All done by HAL because of their idea an export order would rise thier prestige and standing. People had flagged that any export order would be detrimental Just see how pakistanis are struggling with the jf17 block 3 production and have to transfer fighters from its own inventory to Azerbaijan for the initial batches.

The Tejas isn’t a bad aircraft; India simply made the mistake of letting the project slip out of your hands due to the large number of foreign subcomponents.
It’s not a problem if the engine and certain critical systems still come from abroad until they are replaced.
The situation is currently no different with the TAI KAAN and Hürjet, but there’s a difference between having the Radar, EW/ECM, avionics, mission computer, and fly-by-wire systems sourced from abroad, and having only the engine, ejection seat, and a few specialized FPGAs and ASIC chips sourced from abroad.
Instead of 30–40% (prior to MK1A/2A), we now have a localization rate of 60–70% (TAI KAAN & Hürjet) in the Aircraft. With a localization rate of 60–70%, a block update can be performed every 6–7 years. Because the Engine is the only remaining issue which can also be solved.

Your own country is doing the exact opposite of what you are preaching. Lets give an example.
Early/production models used Austrian Rotax 912 piston engines (via Canadian Bombardier export controls) and Canadian Wescam (or German Hensoldt) EO/IR sensors/payloads. UK technology was also used for bomb racks/munitions integration. Now largely indigenized with Turkish TEI-PD170/TM100 engines and Aselsan CATS/ASELFLIR sensors.
TAI Anka Early blocks used German Thielert Centurion engines.Switched to Turkish TEI-PD170/PD180ST.
Anka-3 stealth UCAV initially tested with Ukrainian Ivchenko-Progress AI-322 but plans Turkish TEI-TF6000/TF10000 turbofans.

That's true, but have you noticed that with most systems, it's usually just the Engine that's sourced from abroad; in very rare cases, it's more than that.
Whether it’s a TB2, Akinci, Kizilelma, Anka-3, or Anka-S drone.
Wescam, for example, blocked the EOTS; a few months later, Aselsan released Aselsan CATS and then brought Aselflir 400, 500, and 600 to market; they foresaw that this would happen and began development 2–3 years earlier, just as with the Centurion and the Rotax Engines, which were replaced by the TEI-PD engine series after only a few months.
What they really did not do was outsource Radar, Avionics, EW/ECM, Fly-by-Wire, Target & Fire Control Systems, Mission computers ect. (CORE SYSTEMS) and the like to foreign countries—these were already Turkish in the first series and were then continuously improved.
Here, too, 60–70% was domestically produced at the start, then further localized. Either today’s Turkish drones are 100% Turkish, or the engine is the only gap—which is, however, being replaced—and India lacks the courage to say: “So what? Maybe the Avionics, Radar, and Sensors aren’t as good as those of the Americans, French, or Israelis at the start, but we control the platform and can improve it quickly and steadily.” and they don't have to ask anyone for permission to modify the source code, let alone to certify an update.

 

[dronie]

but there’s a difference between having the Radar, EW/ECM, avionics, mission computer, and fly-by-wire systems sourced from abroad, and having only the engine, ejection seat, and a few specialized FPGAs and ASIC chips sourced from abroad.
Instead of 30–40% (prior to MK1A/2A), we now have a localization rate of 60–70% (

Really man? Even HAL them selves say the 59% number back in 2016 that too before we indigenised all the radar etc. That number would be in the high 60's or low 70's now. You are now Making imaginary numbers to prove your point.This aint JF17 where we make less than 40% of the aircraft fuselage and still claim it as indigenous.

India lacks the courage to say: “So what? Maybe the Avionics, Radar, and Sensors aren’t as good as those of the Americans, French, or Israelis at the start, but we control the platform and can improve it quickly and steadily.” and they don't have to ask anyone for permission to modify the source code, let alone to certify an update.

Yeah the courage will come automatically when you are in NATO and the chance of you fighting a peer war is almost zero. Come to the subcontinent where your neighbors are a revisionist superpower with 5th gen aircraft and a almost neer peer adversary. You cannot have luxury of doing science projects. You want stuff that is the best and if you dont have it buy it from some one else and replace it later.