We need to prioritize the existing platforms we have, ensuring they produce optimum benefit, even if they aren't ideal solutions. In fact, some needs, especially in terms of sea-air platforms, have become so urgent that this is probably the best approach. This way, we can reduce the urgent need to a more manageable level and then, in the second phase, move on to the actual 'ideal solutions'. Aside from the accumulated needs on the rotary-wing side, as far as we understand, another bottleneck will be on the fixed-wing side due to the MUGEM rush. There, we might wait an average of 15 years for an aircraft to be developed from the KAAN platform, or a solution could be developed from the Hürjet platform to prevent MUGEM from being without an aircraft from the moment it first lands at sea. This process, even with a new engine configuration, would probably take half as long.
Just like the T625 Gökbey can be created a 'backbone' effect in our helicopter ecosystem, Hürjet could be the most cost-effective and fastest 'Naval Aviation' solution, specially for MUGEM.
Let's consider a hypothetical scenario: If we upgrade the Hürjet from the 17.7k lbf F404 to the Eurojet EJ200 (20.2k lbf), the aircraft not only gains a 15% thrust increase but also may achieves a weight-to-thrust ratio of 1.10+, enabling almost full-load (3.4t+ payload) STOBAR takeoff capability. This would place the aircraft a notch above competitors like the Tejas Navy or FA-50. If the structural weight increase can be kept to a minimum by using advanced composite technologies (such as thermoplastic composites) in the fuselage, this could be enough to make it a ramp-assisted takeoff aircraft with a very good payload ratio.
Beyond the engine upgrade, this "Hürjet-D (EJ200)" configuration may redefine the LCA (Light Combat Aircraft) class with several high-end performance metrics: With a climb rate potentially exceeding 50,000+ fpm (at sea level, clean configuration) and a +8g maneuver limit (after the aircraft has dropped its ammunition or in air-to-air configuration), Hürjet-D would not just be a trainer but a lethal dogfighter. In a naval environment, this means a much faster response time for Interception and Combat Air Patrol (CAP) missions compared to its peers with superior energy management.
MUM-T Role: The tandem-seat configuration is a strategic asset. While the front pilot handles the flight, the rear cockpit officer acts as a Tactical Drone Controller. Managing 2 or 3 Kızılelma-II or Anka-3 "Loyal Wingmen" transforms a single Hürjet into a strike package with massive stand-off firepower. Electronic Warfare & Relay Node: With a 3,000 kg+ payload, Hürjet-D can carry advanced EW pods and data-link relays. It can stay outside the enemy's AD bubble while directing its stealth UCAVs into the heat of battle, effectively serving as a mini-AWACS and a command-and-control hub for the carrier group with external fuel tanks support.
A hypothetical MUGEM air group:
12-14x Hürjet Naval (EJ200 + AESA Murad)
14-20x Kızılelma / Anka-3 variants
10-12x TB-3 & T625-Naval helis
This mix creates a "Robotic-Heavy Air Wing" that offers a sortie rate and attrition tolerance that traditional carrier wings (like the UK’s or France’s) might struggle to match in high-intensity, asymmetric scenarios.
Actually transitioning to the Hürjet platform for MUGEM is not a "downgrade" or a compromise; it is a fast-track to a new doctrine. By utilizing more powerfull but similar form factor and dimension engine like EJ200 and the platform's innate agility, Turkiye can field a naval power that is ready years before a KAAN-Naval variant, while creating a formidable export product for other "Light Carrier" operators like Spain.
Just like as we previously suggested that Gökbey can became the backbone of our rotary-wing fleet, a Navalized Hürjet could be the silent hero that makes MUGEM a reality from day one.
