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At Teknofest, we caught up with our esteemed teacher Mahmut and asked him about the latest developments in engine technologies. Let’s start right away with the TF6000. What’s the current status?
The TF6000 is currently undergoing maturation testing. In terms of power, we've surpassed the power levels of the imported engines used in the first two Kızılelma prototypes. Thank God, we’ve reached those power levels. Of course, there’s still work to be done to get it ready for flight, but right now, we’ve shifted the focus from the TF6000 to the TF1000, because Kızılelma has now transitioned to an afterburning engine, as communicated to us.
You know, in their third prototype, they moved to an afterburning engine. So we prioritized the TF1000 over the TF6000 and are currently working on that.
Is Kızılelma likely to be the first aircraft it flies on? What kind of in-air testing are you planning?
It could be Kızılelma or Anka-3 that’s also coming. Although, Anka-3 requires the TF6000 due to its need for radar invisibility and low thermal signature, among other things.
But since Kızılelma switched to the afterburning version, it's being prepared for supersonic flight. Their requirements differ, so it’s hard to say which will fly first. The platform manufacturers will ultimately decide.
You've probably completed a significant portion of the testing.
Once we've tested all the critical aspects of the engine and handed it over, saying “you can fly now,” the platform teams make the final decision. Hopefully, that moment is near. We're eagerly following the process.
Rightfully, you’re cautious about giving dates. This is aviation delays can happen. But things are progressing well, right?
Let’s switch to the TS1400. It was delivered to the Gendarmerie on the Gökbey helicopter. We’ve been watching closely to see the Gökbey fly with the local TS1400 engine. What’s the current status?
The TS1400 engine is technically ready to fly in fact, it has already flown. It flew with the signatures of both our TEI engineering flightworthiness team and TAI’s flight safety team back in 2023.
Since then, we've conducted more testing. We already knew the engine could produce sufficient power, and that it could do so reliably and consistently. But the next step is to answer questions like: “Okay, you built it well but how long will it last? How durable is it?” That’s a longer-term testing process.
We’ve now completed durability testing. There’s a specific durability test designed by EASA (European Union Aviation Safety Agency) to stress the engine.
I previously mentioned in interviews that we repeated it about 10 times. We’ve now done it 25 times we've gone beyond that. And we’ve pushed the engine to 1,740 horsepower twice, and even a bit higher once. Thank God, it's still operational in terms of both durability and power output.
The required power for takeoff is about 1,370 horsepower under normal conditions. In emergency scenarios, like losing one engine, 1,660 horsepower is needed. We’ve gone beyond 1,740 horsepower. So, the engine is pretty much ready to power a helicopter.
So why is Gökbey still being delivered with imported engines?
There are two reasons: First, they already had a stock of imported engines. Second, and more importantly, Gökbey is an internationally certified civilian helicopter. That means the engine must also be civilian-certified.
It’s not enough for us to say, “Our engine passed the tests, you can use it.” The international certification authorities and their Turkish representatives must witness the tests and receive the official documentation.
As I’ve said before, the civilian certification process takes time.
But once it’s done, it proves something very important: People have asked, “Can you produce an engine for a passenger plane?” Once TS1400 is fully civilian-certified, it shows we can indeed build a commercial aircraft engine.
Why? Because a civilian-certified engine means it's safe and reliable enough to carry people on international platforms whether it’s for airplanes or helicopters.
So once that’s achieved, we’ll have reached a major milestone.
Technically, I already believe we can do it. It’s just a matter of going through the process. Once civilian certification is complete, you’ll see our engines being mass-produced. It’s a multi-year process, but not too far off.
Let’s also touch on the KAAN project your work there is very important. How is that going?
We’re not really allowed to give dates, as requested by our leadership. It’s more satisfying to say “We did it” once it’s done. But we are making rapid progress.
The main engine architecture has been finalized. We’re now in the detailed calculation phase. Next, we’ll move to prototype manufacturing and testing.
There’s still a long road ahead, but the engine prototype is not too far away, God willing.
You’re trying to build the most advanced jet engine possible.
Yes. And this class of engine we’re talking about the world’s most advanced aviation engine technology. Only 3 or 4 such engines exist globally in this category.
This isn’t a standard fighter engine like the F110. It’s a much more advanced one. It’s the peak of aviation engine tech.
Once you’ve built this, you can build anything passenger jets, etc.
And of course, that level of complexity means production takes time.
You’re producing a motor beyond standard alloys and standard manufacturing techniques pushing the limits. So it takes time.
We don’t want to make promises about speed, but we’re moving as fast as we can.
For example, the foreign engine currently used in helicopters made its first flight after 8 years. You can check this online. We did it in 6 years so we were pretty fast.
God willing, we’ll see similar or better progress with the KAAN engine too.
Let’s hope so.
After Gökbey, is the T925 or Atak-2 helicopter next in line? Any engines being developed for those platforms?
Yes, the Defense Industry Presidency is working on that infrastructure. You know we’re also producing the T700 engine under license, and we’ve effectively built most of it ourselves.
Once you’ve built one engine, building similar ones becomes faster and relatively easier.
There are preliminary studies for a larger engine, but the official green light and full-scale launch will be announced by the Defense Industry Presidency when the time comes.
But yes, we’re preparing.
So you’re getting ready maybe for a 3,000-horsepower class engine?
Exactly. Atak-2 needs an engine in the 3,000 hp class. Our current TS1400 is labeled 1,400, but in reality, it delivers 1,500 to 1,600 hp. So we expect the new engine to be about twice that in the 3,000 hp class. We’re preparing accordingly.
Thank you very much for taking time in your busy schedule to speak with us. Hopefully, we can go into more detail at IDEF.
Yes, hopefully! There are good updates but deciding when and what to announce is up to the Defense Industry Presidency.
We’ll see what they allow us to share at IDEF. Hopefully, we’ll be able to present exciting new developments then.
Thank you very much, sir. Best of luck and respect to you.
Thank you much appreciated.
The TF6000 is currently undergoing maturation testing. In terms of power, we've surpassed the power levels of the imported engines used in the first two Kızılelma prototypes. Thank God, we’ve reached those power levels. Of course, there’s still work to be done to get it ready for flight, but right now, we’ve shifted the focus from the TF6000 to the TF1000, because Kızılelma has now transitioned to an afterburning engine, as communicated to us.
You know, in their third prototype, they moved to an afterburning engine. So we prioritized the TF1000 over the TF6000 and are currently working on that.
Is Kızılelma likely to be the first aircraft it flies on? What kind of in-air testing are you planning?
It could be Kızılelma or Anka-3 that’s also coming. Although, Anka-3 requires the TF6000 due to its need for radar invisibility and low thermal signature, among other things.
But since Kızılelma switched to the afterburning version, it's being prepared for supersonic flight. Their requirements differ, so it’s hard to say which will fly first. The platform manufacturers will ultimately decide.
You've probably completed a significant portion of the testing.
Once we've tested all the critical aspects of the engine and handed it over, saying “you can fly now,” the platform teams make the final decision. Hopefully, that moment is near. We're eagerly following the process.
Rightfully, you’re cautious about giving dates. This is aviation delays can happen. But things are progressing well, right?
Let’s switch to the TS1400. It was delivered to the Gendarmerie on the Gökbey helicopter. We’ve been watching closely to see the Gökbey fly with the local TS1400 engine. What’s the current status?
The TS1400 engine is technically ready to fly in fact, it has already flown. It flew with the signatures of both our TEI engineering flightworthiness team and TAI’s flight safety team back in 2023.
Since then, we've conducted more testing. We already knew the engine could produce sufficient power, and that it could do so reliably and consistently. But the next step is to answer questions like: “Okay, you built it well but how long will it last? How durable is it?” That’s a longer-term testing process.
We’ve now completed durability testing. There’s a specific durability test designed by EASA (European Union Aviation Safety Agency) to stress the engine.
I previously mentioned in interviews that we repeated it about 10 times. We’ve now done it 25 times we've gone beyond that. And we’ve pushed the engine to 1,740 horsepower twice, and even a bit higher once. Thank God, it's still operational in terms of both durability and power output.
The required power for takeoff is about 1,370 horsepower under normal conditions. In emergency scenarios, like losing one engine, 1,660 horsepower is needed. We’ve gone beyond 1,740 horsepower. So, the engine is pretty much ready to power a helicopter.
So why is Gökbey still being delivered with imported engines?
There are two reasons: First, they already had a stock of imported engines. Second, and more importantly, Gökbey is an internationally certified civilian helicopter. That means the engine must also be civilian-certified.
It’s not enough for us to say, “Our engine passed the tests, you can use it.” The international certification authorities and their Turkish representatives must witness the tests and receive the official documentation.
As I’ve said before, the civilian certification process takes time.
But once it’s done, it proves something very important: People have asked, “Can you produce an engine for a passenger plane?” Once TS1400 is fully civilian-certified, it shows we can indeed build a commercial aircraft engine.
Why? Because a civilian-certified engine means it's safe and reliable enough to carry people on international platforms whether it’s for airplanes or helicopters.
So once that’s achieved, we’ll have reached a major milestone.
Technically, I already believe we can do it. It’s just a matter of going through the process. Once civilian certification is complete, you’ll see our engines being mass-produced. It’s a multi-year process, but not too far off.
Let’s also touch on the KAAN project your work there is very important. How is that going?
We’re not really allowed to give dates, as requested by our leadership. It’s more satisfying to say “We did it” once it’s done. But we are making rapid progress.
The main engine architecture has been finalized. We’re now in the detailed calculation phase. Next, we’ll move to prototype manufacturing and testing.
There’s still a long road ahead, but the engine prototype is not too far away, God willing.
You’re trying to build the most advanced jet engine possible.
Yes. And this class of engine we’re talking about the world’s most advanced aviation engine technology. Only 3 or 4 such engines exist globally in this category.
This isn’t a standard fighter engine like the F110. It’s a much more advanced one. It’s the peak of aviation engine tech.
Once you’ve built this, you can build anything passenger jets, etc.
And of course, that level of complexity means production takes time.
You’re producing a motor beyond standard alloys and standard manufacturing techniques pushing the limits. So it takes time.
We don’t want to make promises about speed, but we’re moving as fast as we can.
For example, the foreign engine currently used in helicopters made its first flight after 8 years. You can check this online. We did it in 6 years so we were pretty fast.
God willing, we’ll see similar or better progress with the KAAN engine too.
Let’s hope so.
After Gökbey, is the T925 or Atak-2 helicopter next in line? Any engines being developed for those platforms?
Yes, the Defense Industry Presidency is working on that infrastructure. You know we’re also producing the T700 engine under license, and we’ve effectively built most of it ourselves.
Once you’ve built one engine, building similar ones becomes faster and relatively easier.
There are preliminary studies for a larger engine, but the official green light and full-scale launch will be announced by the Defense Industry Presidency when the time comes.
But yes, we’re preparing.
So you’re getting ready maybe for a 3,000-horsepower class engine?
Exactly. Atak-2 needs an engine in the 3,000 hp class. Our current TS1400 is labeled 1,400, but in reality, it delivers 1,500 to 1,600 hp. So we expect the new engine to be about twice that in the 3,000 hp class. We’re preparing accordingly.
Thank you very much for taking time in your busy schedule to speak with us. Hopefully, we can go into more detail at IDEF.
Yes, hopefully! There are good updates but deciding when and what to announce is up to the Defense Industry Presidency.
We’ll see what they allow us to share at IDEF. Hopefully, we’ll be able to present exciting new developments then.
Thank you very much, sir. Best of luck and respect to you.
Thank you much appreciated.
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