That should be pressure, as in we are under pressure to get it done.calendar printing
I wonder what he meant by that, because taken at face value, that doesn't sound good.Akşit said that the TF6000 engine is also in the early stages of the development process.
I think it won't take that long this time. Since the TEI TS-1400 turboshaft engine will be powered manned helicopters, preparation for the first flight and ground tests took a long time. Our test pilots could have died in a possible engine failure.First ignition to flight took 3 years for TS-1400.
Given this is also first of its kind for Türkiye, it is likely to take the same.
Or we can use it on a multiple engine passenger aircraft as a flying test bed.I think it won't take that long this time. Since the TEI TS-1400 turboshaft engine will be powered manned helicopters, preparation for the first flight and ground tests took a long time. Our test pilots could have died in a possible engine failure.
Since the TEI TF-6000 turbofan engine will be used primarily in drones, it will be immediately installed on the drones for testing as soon as the engine produces sufficient thrust on the ground. Because this time there will be no test pilot whose life will be in danger.
However, you do not want to lose both the new engine prototype and the Unmanned fighter jet prototype in case of a possible engine failure at the first tests.But generally I agree with you.Unmanned aerial vehicles will be a great multiplier in terms of accumulating large flight hours and rapid progress in tests after the first trials.I think drones are more suitable. In this way, both the drone and the engine can be developed simultaneously in coordination with each other.
I think we always very cautious to our dometic weapon or engine.(Maybe Bayraktar a bit different that seems they always very early to introduce new systems)Always spend years to test or developt.Mr. Akşit doesn't want to give a date because they are pushing insanely hard for 29.10.2023, the 100th anniversary of the republic. The chances are slim but the team is pushing hard. If no delay happens in the accessories' delivery and integration, the first ignition might be attempted. The first ignition will be done before the year's end unless a really big problem appears.
He said that Turkey currently has the capacity to produce a turbofan engine at the F-110 level if it wishes.
Havacılık Teknolojileri ve Gaz Türbinleri
TEİ Şef mühendisi
Mesele o zaten, şeker yok diyor devlete; şekeri (para) bana vereceksiniz.un var seker var yapsana helvayi..
you have flour and sugar make the helva...
But doesn’t the engine designed atm already handle a speed close to what F-4 engines handle. So the difference up to super sonic would require huge heat resistance from the materials.We need to clarify few points regarding the two engines that TEI is building at the moment.
1. The TF6K is what TEI is aiming to fire up before the end of the year. That is an engine specifically designed for subsonic flight. It should develop around 6000lbf thrust once matured, having gone though a series of updates and improvements.
2. The TF10K is the real McCoy. It is the afterburner version of the TF6K. It should give a sudden thrust augmentation of plus 4000lbf to the TF6K to be used for supersonic flight, sudden requirement of additional thrust and for emergency situations. This amount of sudden jolt of thrust can crush a normal TF6K. A lot of parts that are produced as optimised for subsonic flight, will not be able to withstand this sudden jolt. Therefore the TF10K will have to be built to withstand this sudden extra level of thrust too.
As KAAN engines will be with afterburners, the TF10K is also an important milestone TEI has to overcome yet.
In order to achieve continuous sustained supersonic flight the engines’ nozzle design is most important. We have all heard Dr Aksit mentioning CD nozzles (Convergent/Divergent) . To understand this better one needs to look at the coarse representation of a “Laval-Nozzle”
View attachment 61821
Here we have hot air exiting turbine where the yellow area is. The air is “converged” and constricted/choked at the throat to a high pressure to adjust mass flow rate. Before the throat the air flow is subsonic. At the throat the speed of air flow is Mach 1. But as it leaves the throat the air is released and gains speed. It becomes supersonic. This supersonic flow, thrusts the engine and the plane in the opposite direction towards supersonic speeds. By adjusting the throat convergence angle and also the opening angles of the divergence and the area of divergent nozzle, you can adjust the optimum state with which you can achieve supersonic flight.
An adjustable convergent only engine can allow a plane to reach intermittent low supersonic flight speeds. But not sustainable speeds. And not high supersonic speeds anyway. For that you need the divergence.
View attachment 61823
An F16 engine’s divergent nozzle wide open
View attachment 61824
An F16 engine with an adjustable divergent nozzle
View attachment 61825
So when Dr Aksit says that they are being asked to achieve the impossible, he is not far off the truth. There is a lot of work that needs to be done before TF35K is ready. The colossal task he has undertaken is very apparent. But as a professional he must have somehow agreed to it if he did not think the goal was attainable.