Turkish Engine Programs

[hodor]

TEI General Manager Mahmut Faruk Akşit


▫-- We have also completed the second TF-6000 Engine
We have conducted nearly 60 tests. We are currently making the afterburner version ....... TF-6000 and TF-10000 are being developed simultaneously.

▫-- TF-6000 can power KIZILELMA and ANKA-3. Even in this form, there are customers from abroad.

▫-- There are two companies in the world that can process aircraft engine turbine blades with the additive manufacturing Nickel Superalloy method,

one is General Electric from USA , the other is TEI from Turkiye

View attachment 69243

While TEİ continues its work to meet our engine needs in many classes, it has also undertaken very important work in material technology.

It has also managed to become one of the world's leading companies with production technology at certain points by developing new generation production methods.

Additive manufacturing technologies
View attachment 69245

We as TEI had to produce the first Pure Nickel and the first Pure Cobalt in Turkiye
because they were also coming from abroad. while producing Engines,

If we can develop TF6000 and TF10000 without any problems, we can also develop TF35000. These two engines will be produced with almost the same technology.

@MMM-E Do you know how much the TF35000 without afterburner?

 

[hyperman]

Guys, don't say anything, Just stay humble and smile and keep receipts, We will come back and check in 10 years. lol

Receipts were already cashed in on the UAV programs and the KAAN flying. More receipts will come to be cashed in the future.

 

[Oublious]

Guys, don't say anything, Just stay humble and smile and keep receipts, We will come back and check in 10 years. lol

Receipts were already cashed in on the UAV programs and the KAAN flying. More receipts will come to be cashed in the future.

Somehwer beginning of 2030 first 5th gen fighter will be delivered to the Airforce that means the engine is in a good design level. Expect something in 2025 to see first parts of it.

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[Oublious]

On par with what is on the F-22.

Will the KAAN’s weight be brought down to be similar to that of the F-22?

It is lighter. the skin of Kaan is made of composite materials.

 

[FuturePAF]

It is lighter. the skin of Kaan is made of composite materials.

With that much thrust, it looks to be set to become a very capable air superiority platform.

 

[hyperman]

With that much thrust, it looks to be set to become a very capable air superiority platform.

Its multirole, the original plan was for an air superiority fighter, but after the F-35 fiasco it was redesigned for extensive air to ground capabilities as well.

 

[FuturePAF]

Its multirole, the original plan was for an air superiority fighter, but after the F-35 fiasco it was redesigned for extensive air to ground capabilities as well.

All for the best. Always good to have both capabilities when you don’t know what will happen with the F-35 program. It will also make it easier for Pakistan and other customers to not only employ Turkish higher end A2A but also higher end A2G munitions in contested airspace.

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[hyperman]

Baykar will develop a larger Akıncı TİHA using a new engine that will evolve from TEI’s TS-1400 engine. Thus, Akıncı TİHA could become the main platform for the İHA-SOJ project and a bomber UAV that can carry a heavier payload.

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TS-1400 is being turned into a Turboprop.

This will be a BIG drone, if the hp value is the same as the TS-1400, right now for example the Turbroprops on the Akinci drone are about 450hp to 750hp depending on the engine used. This will be 1400hp for EACH engine.

edit:

This engine could potentially also be used as a replacement for the Hurkus 2, the Hurkus is currently using a Pratt and Whitney PT6-A, and this would be an equivalent.

 

[xbat]

Baykar will develop a larger Akıncı TİHA using a new engine that will evolve from TEI’s TS-1400 engine. Thus, Akıncı TİHA could become the main platform for the İHA-SOJ project and a bomber UAV that can carry a heavier payload.

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TS-1400 is being turned into a Turboprop.

This will be a BIG drone, if the hp value is the same as the TS-1400, right now for example the Turbroprops on the Akinci drone are about 450hp to 750hp depending on the engine used. This will be 1400hp for EACH engine.

edit:

This engine could potentially also be used as a replacement for the Hurkus 2, the Hurkus is currently using a Pratt and Whitney PT6-A, and this would be an equivalent.

if there is a plan like this , whole compressor section of the engine needs to be redesigned ant tested again. TS 1400 has radial compressor needs to change them with axial compressor. still less time consuming then a totally new design.

 

[hyperman]

if there is a plan like this , whole compressor section of the engine needs to be redesigned ant tested again. TS 1400 has radial compressor needs to change them with axial compressor. still less time consuming then a totally new design.

Its not too uncommon to see Turboshafts turned into Turboprops, the Pratt and Whitney PT6 is the best example and funny enough, in the same class as the TS-1400.

 

[hyperman]

Key Differences Between Turboshaft and Turboprop:​

• Turboshaft engines are designed primarily to provide power to helicopters by driving a shaft that powers a rotor.
• Turboprop engines, on the other hand, are used to drive a propeller, providing propulsion for fixed-wing aircraft.

Steps to Convert the TS1400 into a Turboprop:​

1. Propeller Gearbox Integration:
   
   • The TS1400 would need to have a reduction gearbox added to convert the high rotational speed of the engine's turbine into a lower, usable RPM for a propeller. Turboshaft engines are designed to transfer power to a transmission system in helicopters, while turboprop engines need this reduction to drive large propellers efficiently.
   • The gearbox would need to be robust enough to handle the torque produced by the TS1400.
2. Propeller Mounting:
   
   • A propeller hub and mounting system would have to be designed for the engine. This involves ensuring that the engine’s output shaft can properly drive the propeller assembly. The propeller would need to be aerodynamic and matched to the engine's power output.
3. Throttle and Control Modifications:
   
   • The engine’s control systems, including the FADEC (Full Authority Digital Engine Control), would need modifications to accommodate different throttle and power settings for turboprop operation. Turboprop engines often run at relatively constant RPM, with power output controlled by adjusting the propeller pitch.
4. Exhaust Modification:
   
   • The exhaust configuration on a turboshaft engine is typically designed for helicopters, where the hot gases are expelled away from the rotor blades. In a turboprop, the exhaust needs to be modified so it doesn't interfere with the airflow around the propeller or airframe. Some design might need to go into ensuring efficient exhaust gas flow for aerodynamics.
5. Cooling and Airframe Adaptation:
   
   • Turboprop engines are mounted on fixed-wing aircraft, which may require different cooling systems. The engine's cooling requirements would need to be integrated into the aircraft's design, including nacelles or cowling for efficient airflow.
   • Modifying the engine to fit into an aircraft structure might require changes in dimensions, weight distribution, and attachment points.

Benefits of Conversion:​

• Versatility: If successful, converting the TS1400 into a turboprop engine would allow the engine to be used in a broader range of applications, particularly in regional transport aircraft, UAVs, or light military aircraft.
• Cost Efficiency: Using an existing engine platform like the TS1400 for a turboprop design could reduce development costs compared to creating a new engine from scratch.

Potential Challenges:​

• Power Matching: Ensuring the propeller is well-matched to the engine’s power output for optimal performance.
• Efficiency: Turboshaft engines are optimized for rotorcraft use, so achieving the same level of fuel efficiency and performance in a turboprop configuration might require tuning.
• Certification: If the engine were to be used in civilian applications, the new turboprop version would need to go through certification and testing for airworthiness.

 

[hyperman]

There are several examples of engines that have been successfully converted from turboshafts to turboprops and vice versa, especially in cases where manufacturers have adapted a base engine to meet the needs of both rotorcraft and fixed-wing aircraft. Here are a few notable examples:

1.​

• Turboshaft Version: The GE T700 engine is widely used as a turboshaft engine, powering helicopters such as the UH-60 Black Hawk and the AH-64 Apache.
• Turboprop Version: The GE CT7 is the turboprop derivative of the T700 and is used in aircraft such as the Saab 340 regional airliner and the CASA CN-235military transport aircraft.
  • The key difference is the addition of a reduction gearbox and a propeller in the CT7, allowing the same core engine architecture to be adapted for fixed-wing use.

2.​

• Turboprop Version: The PT6A is one of the most famous and widely used turboprop engines globally, powering a wide range of aircraft, including the Pilatus PC-12, Beechcraft King Air, and many agricultural and regional aircraft.
• Turboshaft Version: The PT6B and PT6C series are turboshaft versions of the PT6, used in helicopters such as the AgustaWestland AW139 and Bell 407. The PT6 turboshafts were derived from the PT6 turboprops, with modifications to the output shaft and reduction gearbox to drive helicopter rotors.

3.​

• Turboshaft Version: The Klimov TV3-117 and its later version VK-2500 are turboshaft engines used in many Russian helicopters, including the Mi-8/17 and Ka-50/52.
• Turboprop Version: The Klimov TV7-117 is a turboprop version of the same basic engine and powers aircraft like the Ilyushin Il-114 and the Ilyushin Il-112V military transport aircraft. The turboprop version is designed for fixed-wing aircraft and includes the necessary propeller drive mechanism and reduction gearbox.

4.​

• Turboprop Version: The Allison T56 (now produced by Rolls-Royce) is a turboprop engine used in aircraft like the Lockheed C-130 Hercules and P-3 Orion. It’s one of the most successful military turboprop engines, with a long service history.
• Turboshaft Version: The Rolls-Royce T406 (also known as the AE 1107C), derived from the T56 family, powers the Bell Boeing V-22 Osprey tiltrotor. This engine is a hybrid, providing turboshaft power for vertical flight and transitioning to turboprop function in horizontal flight.

5.​

• Turboshaft Version: The Turbomeca Arriel is a popular turboshaft engine used in helicopters such as the Eurocopter AS350 Ecureuil and Dauphin.
• Turboprop Version: The Ardiden 1U is a turboprop version derived from the Arriel engine family and powers the HAL HTT-40 basic trainer aircraft. The Ardiden series is designed for fixed-wing aircraft, and the 1U variant is adapted with a reduction gearbox and propeller system.

6.​

• Turboprop Version: The TPE331 is a widely used turboprop engine that powers aircraft like the Fairchild Swearingen Metroliner and Beechcraft Super King Air.
• Turboshaft Version: The TSE331 is a turboshaft version of the TPE331, and while less common, it was used in some helicopter applications, including the Bell 209 (AH-1G Cobra) early models.

Summary:​

The transition from turboshaft to turboprop and vice versa usually involves:

1. Gearbox Changes: Adding or modifying the reduction gearbox to drive either a rotor or propeller.
2. Shaft Alignment and Propulsion Requirements: Adjusting the engine's shaft output to match the specific needs of the aircraft type.
3. Control System Tuning: Modifying the FADEC or control systems to optimize performance for either rotorcraft or fixed-wing aircraft.

 

[xbat]

lets say these are the accesories , i mentioned essential problem above. air intake speed is different and efficiency would not be sufficient enough

Key Differences Between Turboshaft and Turboprop:​

• Turboshaft engines are designed primarily to provide power to helicopters by driving a shaft that powers a rotor.
• Turboprop engines, on the other hand, are used to drive a propeller, providing propulsion for fixed-wing aircraft.

Steps to Convert the TS1400 into a Turboprop:​

1. Propeller Gearbox Integration:
   • The TS1400 would need to have a reduction gearbox added to convert the high rotational speed of the engine's turbine into a lower, usable RPM for a propeller. Turboshaft engines are designed to transfer power to a transmission system in helicopters, while turboprop engines need this reduction to drive large propellers efficiently.
   • The gearbox would need to be robust enough to handle the torque produced by the TS1400.
2. Propeller Mounting:
   • A propeller hub and mounting system would have to be designed for the engine. This involves ensuring that the engine’s output shaft can properly drive the propeller assembly. The propeller would need to be aerodynamic and matched to the engine's power output.
3. Throttle and Control Modifications:
   • The engine’s control systems, including the FADEC (Full Authority Digital Engine Control), would need modifications to accommodate different throttle and power settings for turboprop operation. Turboprop engines often run at relatively constant RPM, with power output controlled by adjusting the propeller pitch.
4. Exhaust Modification:
   • The exhaust configuration on a turboshaft engine is typically designed for helicopters, where the hot gases are expelled away from the rotor blades. In a turboprop, the exhaust needs to be modified so it doesn't interfere with the airflow around the propeller or airframe. Some design might need to go into ensuring efficient exhaust gas flow for aerodynamics.
5. Cooling and Airframe Adaptation:
   • Turboprop engines are mounted on fixed-wing aircraft, which may require different cooling systems. The engine's cooling requirements would need to be integrated into the aircraft's design, including nacelles or cowling for efficient airflow.
   • Modifying the engine to fit into an aircraft structure might require changes in dimensions, weight distribution, and attachment points.

Benefits of Conversion:​

• Versatility: If successful, converting the TS1400 into a turboprop engine would allow the engine to be used in a broader range of applications, particularly in regional transport aircraft, UAVs, or light military aircraft.
• Cost Efficiency: Using an existing engine platform like the TS1400 for a turboprop design could reduce development costs compared to creating a new engine from scratch.

Potential Challenges:​

• Power Matching: Ensuring the propeller is well-matched to the engine’s power output for optimal performance.
• Efficiency: Turboshaft engines are optimized for rotorcraft use, so achieving the same level of fuel efficiency and performance in a turboprop configuration might require tuning.
• Certification: If the engine were to be used in civilian applications, the new turboprop version would need to go through certification and testing for airworthiness.

 

[hyperman]

lets say these are the accesories , i mentioned essential problem above. air intake speed is different and efficiency would not be sufficient enough

I guess we will see, I just listed the general conversion process of a turboshaft to a turboprop, as how it is with most conversions. I'm sure the guys at TEI will understand the process much better than you and I and what specifically they will need, I don't think it will be a long process given the timeline Seljuk eluded to.

 

[xbat]

I guess we will see, I just listed the general conversion process of a turboshaft to a turboprop, as how it is with most conversions. I'm sure the guys at TEI will understand the process much better than you and I and what specifically they will need, I don't think it will be a long process given the timeline Seljuk eluded to.

Mr.Akşit said about it this is not my personel opinion