TR TF-X KAAN Fighter Jet

[Cabatli_TR]

TUSAŞ ve TÜBİTAK BİLGEM - MMU için Radar Kesit Alanı Tesisi Kuracak!

Türk Havacılık ve Uzay Sanayii ile TÜBİTAK BİLGEM arasında Milli Muharip Uçak (MMU) Sözleşmesi kapsamında yakın alan test tesisi için sözleşme imzalandı. Sözleşme ile Milli Muharip Uçak’ın radar kesit alanı tesisi TUSAŞ yerleşkesinde kurulacak ve uçağın testleri gerçekleştirilecek.

www.defenceturkey.com

"Radar Cross Section Test facility will be opened in 2021" - date: december 2019

https://tskgv.org.tr/tr/cat/haberler/turk-havacilik-ve-uzay-sanayii-dunyanin-besinci-buyuk-radar-kesit-alani-test-tesisini-kuruyor

"Radar Cross Section Test facility will be opened in the second quarter of 2024" - date: february 2023

I love Temel Kotil, but as any other manager he can be prone to overpromising. The hurdles are real and countries as diverse as Russia, China, Japan, India and France have been wrestling with them for decades, as they are doing now. So these are not some old problems, as someone else alluded to, which can now be bypassed by 3d printing and digital twins and Dassault and Siemens CADs (things Temel Kotil is referring to when he talks about how they accelerated the MMU design, and which I point out to show how they don't apply here). The metallurgic hurdles are contemporary and Japan, Russia and India are grappling with them currently. China seems to have passed them, at least they claim they have but it took them two decades. The past two decades, not decades 50 years ago.

It was likely that there would be delays in infrastructure investments. Many strategic infrastructure investments are carried out at the same time by Tusaş (Wind tunnel, EMI/EMC, RCS measurement, Bird Strike, Production hangar, litening test, Engineering building...) but I think that deliveries of Tf35K can be made at said time. R&D projects on Nickel, aerospace stainless steel and Titanium have borne fruit and TEI is among a few institute ruling 3rd generation single crystal blade technology. TEI previously worked on a GE origin engine on compressor design and tested that its lower stage compressor solution gave more efficient results. They are working hard for cooling R&D and additional coating technologies to reach higher temperatures. They are also developing exhaust section and CD nozzle technology on the Tf10K now. Maybe, they will develop 2D TVC nozzle for Tf35K. Obviously, all available technologies will be tested on the Tf10K within a few years. These test results will directly affect calendar of Tf35K. TEI has no problems with production. The real challenge will be about having a working engine design that will prove itself. That's why more than 200 engineers are only interested in design work at the moment and on the other hand, negotiations are underway with RR on cooperation.

 

[Baryshx]

For our indigenous and national engine, I think 2031-2035. Tei has learned a lot from GE, and is still learning. Additive manufacturing at Tei is a process that goes along with GE.

 

[Rooxbar]

It was likely that there would be delays in infrastructure investments. Many strategic infrastructure investments are carried out at the same time by Tusaş (Wind tunnel, EMI/EMC, RCS measurement, Bird Strike, Production hangar, litening test, Engineering building...) but I think that deliveries of Tf35K can be made at said time. R&D projects on Nickel, aerospace stainless steel and Titanium have borne fruit and TEI is among a few institute ruling 3rd generation single crystal blade technology. TEI previously worked on a GE origin engine on compressor design and tested that its lower stage compressor solution gave more efficient results. They are working hard for cooling R&D and additional coating technologies to reach higher temperatures. They are also developing exhaust section and CD nozzle technology on the Tf10K now. Maybe, they will develop 2D TVC nozzle for Tf35K. Obviously, all available technologies will be tested on the Tf10K within a few years. These test results will directly affect calendar of Tf35K. TEI has no problems with production. The real challenge will be about having a working engine design that will prove itself. That's why more than 200 engineers are only interested in design work at the moment and on the other hand, negotiations are underway with RR on cooperation.

I just have to say this, if we achieve this before 2030, or even couple years later than that, it is literally going to be the greatest achievement of our republic.

I think if you put the engine on one side, and the whole MMU with its subsystems on the other side, the engine is harder to achieve. (This also goes to show that if U.S. is willing to give F110s for this project for the first couple of years [without which it would literally be dead as there are no alternatives], how the oversimplified narratives about U.S. intentions for the region and how unmalleable, set-in-stone, or eternally decided they are is overblown and based on childish thinking. Don't want to derail this thread so I can argue for this [and the reasons behind their support for pkk/ypg and Greek maritime claims form their perspective] in the geopolitics section if anyone has objections).

 

[fire starter]

It was likely that there would be delays in infrastructure investments. Many strategic infrastructure investments are carried out at the same time by Tusaş (Wind tunnel, EMI/EMC, RCS measurement, Bird Strike, Production hangar, litening test, Engineering building...) but I think that deliveries of Tf35K can be made at said time. R&D projects on Nickel, aerospace stainless steel and Titanium have borne fruit and TEI is among a few institute ruling 3rd generation single crystal blade technology. TEI previously worked on a GE origin engine on compressor design and tested that its lower stage compressor solution gave more efficient results. They are working hard for cooling R&D and additional coating technologies to reach higher temperatures. They are also developing exhaust section and CD nozzle technology on the Tf10K now. Maybe, they will develop 2D TVC nozzle for Tf35K. Obviously, all available technologies will be tested on the Tf10K within a few years. These test results will directly affect calendar of Tf35K. TEI has no problems with production. The real challenge will be about having a working engine design that will prove itself. That's why more than 200 engineers are only interested in design work at the moment and on the other hand, negotiations are underway with RR on cooperation.

How much time it took for USA, china and Russia to develop their own 5th gen engine despite having good experience.

 

[dBSPL]

Let me write at the beginning what I will write at the end: TR is not starting from scratch.

These companies are already one of the most important sub-suppliers to global giants. For example, TEI is the largest global supplier of LEAP, the world's most-selling up-to-date aviation turbofan engine in history. When the company's new advanced manufacturing facility, currently under construction, is completed, TEI's exports to these engine programs alone will reach $2 billion annually. This data may not be a reference for us in terms of design, but it can be an important argument about the company's corporate structure and size, the level of its production functions and the status of its trained workforce.

TEI, TAI etc. are basically extensions of NATO industry. Therefore, it would not be correct to compare the example here with another emerging non-NATO industry for example. Until recently, Turkish companies have been positioned as an extension and supplier of global US companies instead of having their own original designs and brands. In the last 10-12 years, after the necessary infrastructure and workforce were formed, the next phase began. It is possible to see this process as a phase starting in the 2010s and extending to the 2040s.

The issue that has been missing or hesitated to be taken until today was the area of indigenous design. When a will was shown in this area, the missing points in the cycle from design to qualification were identified and these deficiencies were brought to state-of-art standards to a large extent, or the construction activities of a few more facilities are currently underway. Appropriate infrastructure and production functions are in place. Corporate structures, organizational infrastructure and inter-institutional integration are ready. Production benches and all test and qualification infrastructure are available. Academic qualification and design verification capabilities are available. Qualified workforce available. Production quality is high and activities in the field of aviation, especially in the TAI-TEI ecosystem, continue at the level of the highest standards in the world aviation industry.

But there is another invisible factor that has been overlooked and is probably very critical. There is no parallel between the engineering and academic accessibility of the 1980s and the engineering and academic accessibility of the 2020s. While some specific design processes and even test infrastructures were not outside 2-3 countries in the world and the necessary tools and know-how were strictly protected, today, if you can bear the cost and have the appropriate infrastructure, you can localize it.

If I return to TEI without going off topic: This institution is already a global supplier or under-license manufacturer of many engine programs in the world in partnership with GE. And the same company has been continuously investing in design-test infrastructure and R&D for nearly 15 years, using almost all of its annual revenues and various funds. These companies are among the defense and aerospace companies with the highest annual growth rates in the world. Reading these data only in terms of company revenues would produce extremely inaccurate results; the real growth takes place in the company's equity, infrastructure and workforce.

Possibily, TEI's biggest challenge in developing such an engine is the hot section, which is include the most challenging part of the design of this type engine. Therefore, there is an intermediate step in TEI's roadmap to develop turbofans for the next generation of fighter jets. TEI's TF6000/10000 design&development process actually represents this technology readiness levels (TRLs), in a sense. TF6000 project aims to complete the design, development and manufacturing stages of Turbofan Engine's accessory subsystems, fan module, variable fixed blade compressor, flow mixer exhaust, afterburner for the first time in TR.

In other words, the project that started from scratch is actually the TF-6000, this engine was first declassified about 2 years ago after years of design and development activities. The TEI-TF6000, a Low Bypass Turbofan Engine, has design and layout features that are not essential in its class, and in fact indicate that it is a preparatory phase for a larger engine.

quote from defenceturkey: (November 2022)

TEI-TF6000 is a Turbofan Engine with a length of 2,250mm, a width of 860mm and a height of 1,100mm. In the product brochure, the Specific Fuel Consumption Value (lbf/lbs.s) is given as 0.70 and the by-pass ratio (SLS, ISA) as 1.08.

At the front of the engine is a 2-stage fan (rotating at Low Pressure Turbine speed). Behind the fan in axial design, there are two separate air ducts: air passing to the bypass line (from outside) and air going to the compressor (air passing through the high pressure compressor to the core engine, core air). In the TEI-TF6000 engine, the core engine is designed to produce a total thrust of 6,000 lbf, with the core engine producing approximately 4,000 lbf and the bypass flow producing 2,000 lbf. However, as with the TEI-TS1400 turboshaft engine, it is possible for the TEI-TF6000 to produce a slightly higher thrust than designed.

There is a 6-stage compressor behind the fan. TEI-TF6000, a low bypass ratio turbofan, has an axial compressor design. Both fan and compressor stages are manufactured with 'blisk' technology. In other words, instead of the blades being manufactured separately and stacked on a disk, the disk and blades are manufactured as a single piece.

After the compressor stages, the combustion chamber (straight flow type [through flow]) starts. Here, the air sucked in and pressurized by the compressor is mixed with fuel (fuel is sprayed) and the resulting combustion generates energy. The hot exhaust gases from the combustion are then blown against the blades of two turbines located just behind the combustion chamber. The turbine blades therefore need to be manufactured with single crystal casting technology to withstand the high-temperature exhaust gas and operate at very high temperatures. The front one is the HP (high power) turbine and the back one is the LP (low power) turbine. The combustion chamber is therefore located between the compressor and the turbine. The HP turbine turns the compressor, while the LP turbine turns the fan. The air from here mixes with the bypass air sent from outside and exits through the exhaust.

NGVs (nozzle guide vanes) are the parts where the highest metal temperature is seen at the combustion chamber exit. Cooling of the NGVs is of great importance to maintain the working temperature of the metal and prevent melting. NGVs are cooled by means of cooling air fed from the compressor.

The TEI-TF6000 turbofan engine, which is modularly designed, also includes an oil tank. There is a reserve oil level in the tank for lubricating the bearings. Oil pumps and fuel pumps are connected to the gearbox. The engine is started by a starter generator connected to the gearbox.

In the TEI-TF6000 engine, Titanium material is used in the front cold section (fan and compressor stages), while Nickel super alloy material is used in the rear hot section (combustion chamber and turbine stages). There is also a thermal barrier coating made of ceramic material on the metal in the hot section.

There are also labyrinth seals at the rear of the engine to prevent the air that circulates through the engine and cools the parts from escaping. At the very back of the engine is the exhaust section. Work continues on the afterburner to be placed in this section. The afterburner will be developed and produced for the TEI-TF6000 engine for the first time in Turkey.

Parts production for the TEI-TF6000 engine prototype has already started. In the first quarter of 2023, the parts are expected to be assembled and assembly work is expected to start in the first half of 2023.

It is stated that the TEI-TF6000 turbofan engine can be converted into an engine equivalent to the F110-GE-129 TF Engine by replacing the HP fan and LP turbine and resizing the compressor, combustion chamber and HP turbine. TEI General Manager Prof. Dr. Mahmut F. Akşit also pointed out during our interview at the Istanbul Air Show 2022 that if the radii of the relevant parts in the engine are expanded by 15 cm, TEI-TF6000 can be transformed into a turbofan engine that will produce thrust equivalent to the F110-GE-129 turbofan engine, which will also be used in MMU prototypes.

Düşük Bypass Oranlı Bir Turbofan Motor olan TEI-TF6000 Motorunun İç Yerleşimi

www.defenceturkey.com

In short, work has already started within TEI for the MMU. We are only waiting for this road map to be tied to a contract. Ultimately, looking closely at the official statements and the companies' ongoing works, regular activity reports and investment programs, I would bet that the indigenous engine design process for the MMU has already begun and that we will probably see a cross-sectional model within year. I think the problem is not with the design process but with the company model on which the new engine will be based.

 

[Agha Sher]

Let me write at the beginning what I will write at the end: TR is not starting from scratch.

These companies are already one of the most important sub-suppliers to global giants. For example, TEI is the largest global supplier of LEAP, the world's most-selling up-to-date aviation turbofan engine in history. When the company's new advanced manufacturing facility, currently under construction, is completed, TEI's exports to these engine programs alone will reach $2 billion annually. This data may not be a reference for us in terms of design, but it can be an important argument about the company's corporate structure and size, the level of its production functions and the status of its trained workforce.

TEI, TAI etc. are basically extensions of NATO industry. Therefore, it would not be correct to compare the example here with another emerging non-NATO industry for example. Until recently, Turkish companies have been positioned as an extension and supplier of global US companies instead of having their own original designs and brands. In the last 10-12 years, after the necessary infrastructure and workforce were formed, the next phase began. It is possible to see this process as a phase starting in the 2010s and extending to the 2040s.

The issue that has been missing or hesitated to be taken until today was the area of indigenous design. When a will was shown in this area, the missing points in the cycle from design to qualification were identified and these deficiencies were brought to state-of-art standards to a large extent, or the construction activities of a few more facilities are currently underway. Appropriate infrastructure and production functions are in place. Corporate structures, organizational infrastructure and inter-institutional integration are ready. Production benches and all test and qualification infrastructure are available. Academic qualification and design verification capabilities are available. Qualified workforce available. Production quality is high and activities in the field of aviation, especially in the TAI-TEI ecosystem, continue at the level of the highest standards in the world aviation industry.

But there is another invisible factor that has been overlooked and is probably very critical. There is no parallel between the engineering and academic accessibility of the 1980s and the engineering and academic accessibility of the 2020s. While some specific design processes and even test infrastructures were not outside 2-3 countries in the world and the necessary tools and know-how were strictly protected, today, if you can bear the cost and have the appropriate infrastructure, you can localize it.

If I return to TEI without going off topic: This institution is already a global supplier or under-license manufacturer of many engine programs in the world in partnership with GE. And the same company has been continuously investing in design-test infrastructure and R&D for nearly 15 years, using almost all of its annual revenues and various funds. These companies are among the defense and aerospace companies with the highest annual growth rates in the world. Reading these data only in terms of company revenues would produce extremely inaccurate results; the real growth takes place in the company's equity, infrastructure and workforce.

Possibily, TEI's biggest challenge in developing such an engine is the hot section, which is include the most challenging part of the design of this type engine. Therefore, there is an intermediate step in TEI's roadmap to develop turbofans for the next generation of fighter jets. TEI's TF6000/10000 design&development process actually represents this technology readiness levels (TRLs), in a sense. TF6000 project aims to complete the design, development and manufacturing stages of Turbofan Engine's accessory subsystems, fan module, variable fixed blade compressor, flow mixer exhaust, afterburner for the first time in TR.

In other words, the project that started from scratch is actually the TF-6000, this engine was first declassified about 2 years ago after years of design and development activities. The TEI-TF6000, a Low Bypass Turbofan Engine, has design and layout features that are not essential in its class, and in fact indicate that it is a preparatory phase for a larger engine.

quote from defenceturkey: (November 2022)

Düşük Bypass Oranlı Bir Turbofan Motor olan TEI-TF6000 Motorunun İç Yerleşimi

www.defenceturkey.com

In short, work has already started within TEI for the MMU. We are only waiting for this road map to be tied to a contract. Ultimately, looking closely at the official statements and the companies' ongoing works, regular activity reports and investment programs, I would bet that the indigenous engine design process for the MMU has already begun and that we will probably see a cross-sectional model within year. I think the problem is not with the design process but with the company model on which the new engine will be based.

Do we have an update on TF6K? First ignition was to happen in early 2023, iirc.

 

[dBSPL]

Do we have an update on TF6K? First ignition was to happen in early 2023, iirc.

We will probably see the first ignition in Q2. As far as I know, there is no information update from TEI yet. On a related note, I think the TF-6000/10000 project is actually running in parallel with TEI's process of designing an engine in the 30,000 lbs (with ab) class. So it will probably have a very similar design, but much larger and heavier in scale. From my perspective, TF-6000 will be a lead model that will be provide design verification in most sections and test bed in many ways. Because, many components that developing and producing in-house will be tested on this engine for the first time. I think the first ignition for the MMU prototype engine will not be too far in the future. However, I cannot say anything about the speculated date for the delivery.

 

[Yasar_TR]

Professor Aksit openly stated that TEI is in a position to manufacture a 35000lbf class engine like F119 which has a dry thrust of 26000lbf.
But in order to get to that goal they are in the process of manufacturing TF6000 which will be a stepping stone for the 35K turbofan.

An engine can be manufactured. But that engine has to be developed in to a working product that will achieve full integration with MMU. It has to perform at peak efficiency under all adverse conditions a fighter plane may encounter. So there is a very long process that lies ahead. Even the big 4 manufacturers (P&W, GE, RR, Safran) find it difficult, laborious and time consuming when integrating a newly designed engine to a plane. (Even French had to use two GE power units in their initial Rafale’s since their Safran engines were not ready). Russians and Chinese are still struggling. Japanese and Indians still haven’t used their engines in any operational aircraft yet.

TS1400 is only just being integrated in to Gokbey. It may take a good few years before any quirks and difficulties are ironed out so that it is fully EASA approved.
TEI has to go through all these hurdles as well with the TF35K. But it has an advantage. It has well accumulated technology archives thanks to GE and knows how to manufacture engines in the Western way. Producing a working TF35K engine should be easier. But getting the engine parameters right to work in conjunction with the MMU is the tricky part. For that to work with a company like RR is vital. This is what Japanese and Indians are doing. They are at a position where they have an engine that can perform as a 5th generation power unit. But to actually integrate it as a fully fledged engine that flies a 5th generation (and now for the Japanese possibly a 6th generation) plane is where they need help.
This is where TEI will be when it has produced a working TF35K . We will do it in the end but to speed up the process we may need some physical encouragement and help from our allies!

 

[TheInsider]

But are they going so well that they will be delivered by 2028? Because it was said previously that, first few blocks will be delivered with F110, and then there is this news confirming contract for 40 F110s, and Temel Kotil saying some planes will be delivered with "local" engines as stated in contract in 2028 this week, the only way all of this is consistent is if he is referring to locally produced F110. Also remember that the model that will be delivered 2028-2029 is to be developed from the prototype that will fly in 2025 and not the current GTU-0. Even if indigenous engine is materialized by that time, it is unlikely to have started serial production and delivery. I remember the plan for that is 2031-2034, or later

40 fighters will be built with F-110. Nobody can give a concrete date until we see the engine on the test bench. TF-6000 will be fired for the first time in Q3 this year. As you know TF-35000 is mostly a scaled-up version of TF-6000. If things go well with TF-6000 it will also speed up TF-35000. 2026 is a likely date for the first firing and airborne trials might start in 2028 with full availability in 2030. 6 to 8 flying prototypes will be produced between 2023-2028, and between 2028 and 2030 30+ more fighters will be produced. Around 100 engines will be bought from GE with an option to produce them in TEI. This is enough for 40+ fighters and spare engines.

 

[TheInsider]

I know.

There was a road map previously published showing full scale mass production would start in 2034. I guess these F110 would be for limited serial production then.

It is not a roadmap it is a requirement set by the airforce.

 

[Radonsider]

Yeah, AF wants the MMU in 2029

 

[TheInsider]

Do we have an update on TF6K? First ignition was to happen in early 2023, iirc.

Q3 2023 due to embargoes on auxiliary systems of the engine. Similar to TS-1400 auxiliary systems will be nationalized it won't take long.

 

[Cabatli_TR]

How much time it took for USA, china and Russia to develop their own 5th gen engine despite having good experience.

When you consider Turkish industry's project management models, production technologies and tech block Turkiye is working for, it wouldn't be right to compare development processes in Turkiye with China and Russia. Subcomponents for any planned area are evolving fast in Turkiye thanks to industry/smee/sub-company/university collaboration and this evolution gives fruit thanks to the knowledge, qualified personnel and joint-project experience coming directly from abroad. There are huge number of R&D projects supported by companies itself or government-supported with many universities and private sub-contractors. All those have a one major goal. It is TF35K that will give a thrust up to 36000/37000lbf.

According to open source information (correct me if dates are false), F135 engine was started on the basis of the F119 core engine in 2001, the first core was fired 2 years later and the first flight was made in 2006. In 2010, the Pentagon made an official procurement tender and until 2013, 100 F135 engines were produced. Later they met some problems in fan and titanium but that's not the issue here.

Turkiye began development of T35K engine in earnest in 2020. The framework agreement was signed with newly established TrMotor company in 2018 and anticipated development period was 10 years in framework deal. In this context, it is aimed to deliver first working prototype product to fly in 2028 and it is predicted that tests and optimization will take 2-3 years more, a 12/13 year calendar in total probably doesnt indicate an abnormal process and calendar.

One thing that shouldn't be forgotten about Turks. From a country that was trying to overcome embargo on missile turbojet motors until 5 years ago, we are now witnessing a Turkiye that is preparing to offer 4/5 different types of state of art missile engines to markets. Likewise, while trying to overcome the embargo on turboshaft engines, we are talking about a country that will rise to a global position that will produce shaft driven gas turbine power solutions for all existing helicopters with an engine family at the 1500hp scale first and then at the 3000hp level.

Now it's time for main target, the Tf35K engine and contrary to the prejudices of some, Turkiye has a potential above many countries in terms of project management, experience of companies and qualified engineering. I say prejudice because, i saw those who question capabilities of Turkish engineers and made fun of TfX project in early period began to question their own abilities when they saw first prototype instead of expected failure. Now a days, People put TfX project aside and a similar attitude/ approach is going on with turbofan engine program of TFX again. I had advised some wellknown foreign accounts that make fun of TFX to wait until they're proven wrong and Now, these people are apologizing for their own failure and stop questioning the capabilities of Tusaş. It will ve same for Trmotor/TEI cooperation so I give similar advice to those who tell impossibility of the Tf35K engine. In fact, It will take time to digest Turkiye's abilities in global scale but capabilities and deterrance that will emerge at the end will be a source of pride for all ally and friend countries.

 

[Huelague]

T. Kotil explained in an interview very well, why we don’t need so much time as our counterparts like USA, Russia etc. It has less to do with experience, money or to few personals.

 

[TheInsider]

Is there any chance to see a mockup in IDEF 2023?

Unlikely but not impossible. It will be a huge surprise if it happens.

 

[Baryshx]

When you consider Turkish industry's project management models, production technologies and tech block Turkiye is working for, it wouldn't be right to compare development processes in Turkiye with China and Russia. Subcomponents for any planned area are evolving fast in Turkiye thanks to industry/smee/sub-company/university collaboration and this evolution gives fruit thanks to the knowledge, qualified personnel and joint-project experience coming directly from abroad. There are huge number of R&D projects supported by companies itself or government-supported with many universities and private sub-contractors. All those have a one major goal. It is TF35K that will give a thrust up to 36000/37000lbf.

According to open source information (correct me if dates are false), F135 engine was started on the basis of the F119 core engine in 2001, the first core was fired 2 years later and the first flight was made in 2006. In 2010, the Pentagon made an official procurement tender and until 2013, 100 F135 engines were produced. Later they met some problems in fan and titanium but that's not the issue here.

Turkiye began development of T35K engine in earnest in 2020. The framework agreement was signed with newly established TrMotor company in 2018 and anticipated development period was 10 years in framework deal. In this context, it is aimed to deliver first working prototype product to fly in 2028 and it is predicted that tests and optimization will take 2-3 years more, a 12/13 year calendar in total probably doesnt indicate an abnormal process and calendar.

One thing that shouldn't be forgotten about Turks. From a country that was trying to overcome embargo on missile turbojet motors until 5 years ago, we are now witnessing a Turkiye that is preparing to offer 4/5 different types of state of art missile engines to markets. Likewise, while trying to overcome the embargo on turboshaft engines, we are talking about a country that will rise to a global position that will produce shaft driven gas turbine power solutions for all existing helicopters with an engine family at the 1500hp scale first and then at the 3000hp level.

Now it's time for main target, the Tf35K engine and contrary to the prejudices of some, Turkiye has a potential above many countries in terms of project management, experience of companies and qualified engineering. I say prejudice because, i saw those who question capabilities of Turkish engineers and made fun of TfX project in early period began to question their own abilities when they saw first prototype instead of expected failure. Now a days, People put TfX project aside and a similar attitude/ approach is going on with turbofan engine program of TFX again. I had advised some wellknown foreign accounts that make fun of TFX to wait until they're proven wrong and Now, these people are apologizing for their own failure and stop questioning the capabilities of Tusaş. It will ve same for Trmotor/TEI cooperation so I give similar advice to those who tell impossibility of the Tf35K engine. In fact, It will take time to digest Turkiye's abilities in global scale but capabilities and deterrance that will emerge at the end will be a source of pride for all ally and friend countries.

It doesn't matter what anyone says or makes fun of. This can happen anywhere in the world, we are too obsessed with what others say.

We should respond to them by completing the work, you don't engage in bickering. We shouldn't quote them on Twitter and try to respond, it makes them look like an important person.

I don't like it when things are used for daily politics and party propaganda, good or bad.

 

[what]

One more interesting thing Kotil said on Habertürk was that they have stocked up on tons of titanium in warehouses, just in case they hit any supply issues.

 

[Huelague]

Can TFX communicate with our submarines? (Dr. Eray Güclüer)

 

[Ecderha]

One more interesting thing Kotil said on Habertürk was that they have stocked up on tons of titanium in warehouses, just in case they hit any supply issues.

"in case they hit any supply issues" -> you can bet on it 99% of time -> usa, germany, canada .... they will use any opportunity which is opened to Hit Turkiye when it is related those projects.

 

[Baryshx]

"in case they hit any supply issues" -> you can bet on it 99% of time -> usa, germany, canada .... they will use any opportunity which is opened to Hit Turkiye when it is related those projects.

Since of the world's reserves of most raw materials, including titanium, are in China...