Ibrahim Sunnetci had mentioned in one of his articles that the ts1400 core and body would yield a turbofan engine with a thrust level of 6000lbf dry and 9-10000lbf with AB. Size wise it would be quite a demanding case to make the said power level. But can be done by extending the length of the engine. (As in RR Adour)
Of course the innards of the ts1400 would have to be extensively altered to allow an axial flow compressor and turbine section as opposed to the radial flow of ts1400.
Also the dry thrust and the after burner thrust has to be made clear. If the quoted thrust is dry 6000lbf then we are talking about an engine with a power level of 9-10000lbf thrust.
Any jet propulsion engine has to be axial flow in order to create thrust. Some of the sections may be radial, to give better efficiency as radial flow improves heat propagation. But in essence a turbofan (or a turbo jet) is an axial flow gas turbine.
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There seem to be some debate about where this number 6000 lbf comes from.
It can be approximated in basic way by looking at the helicopter intended (TAI 625)
The MTOW is given at about 6000 kg.
To (basic stationary) hover means about 60 kN of force required by the heli disc.
This disc will be powered by 2 TEI-1400 engines. (Or LHTEC if you want to convert that into its turbofan equivalent).
Essentially each one is responsible for about 30 kN of the discs thrust (using air).
30 kN corresponds to about 6700 lbf.
The actual thrust by the disc would be higher since you need a certain rate of climb capability (extra power wise) as well.
Factor that in and then factor in the (propulsive efficiency) losses associated by using a higher rpm fan instead of lower rpm heli-disc (and importantly the air flow velocities involved).....and I would imagine 6000 lbf is around the threshold achieved in this control volume.
This is of course a CV theoretical basic approach.
There are lot of challenges in the hot section (and these feedback to the compressor requirements too) when you are after jet stream velocity (for propulsion even with fan for better efficiency) instead of much more rpm-based transfer to a larger prop or disc.
This is why rpm-approach systems (that value efficiency instead of direct propulsive thrust) can do quite well with centrifugal compression in small volume...and the hot section requirements (regarding single crystal etc) are not so intense either.
For UAV turbofan engine (I assume why its brought up here without reading all posts), it is very worthwhile to look into (see what you can get out of the core from existing TS/TP).
It would need good material and flow analysis for hot section capability....and possibly changing set up of the hot section (I am not sure what TEI-1400 is going for here, if someone could tell me how many stages there are* etc....)
Weight of fan, augmented hot section and larger case etc would increase the weight substantially overall as well.
To estimate some rough objectives there (and what might be needed to done internally in core setup like changing a CFHP compressor stage to LP axial ones) needs TEI-1400 layout on it currently if available.
*Is TEI-1400 same as LHTEC layout ( 2CFHP, 2HPT, 2PT)?
www.defenceturkey.com
but i don't know if it is the same source.
