Turkey Military News, Reports, Data, etc.

Tirdent

Junior Member
Registered Member
It's difficult to extrapolate the capabilities of the Turkish aero engine industry without some confirmed info on previous engines, which obviously do not exist (neither the data, nor the engines :)). So we're basically limited to first principles and generalizations to establish upper boundaries here.

First of all, we have to consider size, the TF-6000 is smaller than even a F404 or M88, so a certain penalty on pressure ratios due to relatively larger blade tip losses has to be factored in simply because of this. Then there is the much higher bypass ratio to bear in mind for the fan/LPC - in a 2-stage compressor driven by a single stage turbine, a PR in excess of 3.0 in combination with the BPR above 1.0 can be pretty much ruled out, IMHO. Even 2.7 seems very ambitious, I'd say if anything that is an upper plausible limit - anywhere between 2.4 and 2.7 is realistic.

For the HPC on the other hand, 6.0 to 6.7 is an entirely believable range, even for an engine this small. The similarly-sized Russian SM-100 also has a 6+1 stage core (and, interestingly enough, with 3 variable stator stages, as well!) and achieves 6.7. The variables definitely help in this regard because the steady-state working line does not need to allow for as much margin to the surge limit for throttle transients.
 

sequ

Major
Registered Member
Thanks for the input.

so a certain penalty on pressure ratios due to relatively larger blade tip losses has to be factored in simply because of this.
Does the shape of the blade tips ( btw, is this shaping called fan tip treatment?) of the 1st stages of both the LPC and HPC help mitigate this loss?
 

sequ

Major
Registered Member
"Now we have produced 3rd generation SCB material in Turkiye. We tested single crystal material we developed and single-crystal material we imported/currently used common in aircrafts. We have seen that our material performs 20% to 30% better at operating temperature" (My addition: Perhaps this is the "CMSX-4 Plus" equivalent that was talked about at the "Aviation engine materials technology sharing day" at SSB: Link)
1692103914340.png
It (CMSX-4 Plus) indeed is a 3rd gen SX material:

Summary
A new, improved 3rd generation SX superalloy, CMSX-4 Plus has been successfully developed and characterized. This 4.8% Re containing alloy demonstrates it is suitable to replace both 2nd generation CMSX-4 alloy and 3rd generation CMSX-10K/N alloys with improved properties and performance and lacking the drawbacks of current 3rd generation SX alloys.

The highest strength nickel-base SX superalloys, without ruthenium, currently in production (3rd generation CMSX-10K® and CMSX-10N® alloys) contain 6-7% Re. These highly alloyed, specialty alloys have in some applications demonstrated drawbacks including secondary reaction zone (SRZ) phase instability in the base alloy adjacent to the coatings, low temperature internal oxidation/hot corrosion attack and difficulty in production solution heat treatment. In addition, current 3rd generation SX alloys have high density which is a disadvantage in terms of weight and inertia for rotating part applications, and high cost due to the elevated Re content. In response, Cannon-Muskegon (CM) has developed an improved, lower Re content 3rd generation SX superalloy, CMSX-4® Plus, suitable to replace both current 2nd and 3rd generation SX alloys, with improved properties and performance and lacking the drawbacks of current 3rd generation SX alloys. The development and characterization of CMSX-4 Plus alloy, including composition, mechanical and physical properties are detailed in this paper.

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Now I understand why SSB asked for continuous 1600hp for the TS1400:

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And recently, Aksit mentioned the TS1400 as having 1500hp in an interview:

 

Nobo

Junior Member
Registered Member
First view of the real TF6000:

F7B1v-SWEAAM4fn
Didn't catch up with it lately.
At what stage this is now? What about the components? Compressors ,Turbine blades, Nozzles? Are they all being developed in house?
 

sequ

Major
Registered Member
Some of the activities TRMotor is conducting

Design and Development
With our ever-expanding team and strong expert engineers, a number of projects are being carried out simultaneously for the power systems of the platforms needed in our country. In addition to the design and development studies of aviation gas turbine engines ranging from conceptual design to detail design, the necessary infrastructure for prototype manufacturing and product testing activities is also successfully created.

SUBSYSTEMS
TRMOTOR carries out the system level design of subsystems for turbofan engines and auxiliary power units and manages the product development processes of the relevant equipment. These subsystems include gearbox, lubrication, fuel, pneumatics, hydraulics, ignition, electrical and electronic control systems.

Hydraulic Activation Systems
The systems that provide mobility to the IGV, VSV and nozzle mechanisms at the rear of the engine used in gas turbine engines have been developed with an integrated design into the engine. These systems allow to activate these blades with the help of hydraulic fluid. In addition, the hydraulic power unit planned to be used in the engine; It includes components such as hydraulic pump, tank, filters, relief valves, check valve, bypass valve, electro hydraulic servo valves. This comprehensive system activates the actuators and ensures that the blades are positioned in the appropriate position.
TRMOTOR carries out its work in this field with high precision and expertise and focuses on the design and development of subsystems in gas turbine engines. With its superior engineering knowledge and experience, TRMOTOR aims to raise quality standards in the aviation industry and contributes to progress in this field with innovation.

Fuel System
In gas turbine engines, the fuel system basically consists of a series of components that transport fuel to the combustion chamber inside the engine. Among these components, fuel pumps, fuel filter, fuel control unit and control valves are of the highest importance. Fuel pumps are responsible for properly delivering fuel to the combustion chamber under different flight conditions. Fuel control valves regulate fuel flow and control engine performance. Fuel filters support the efficient operation of the engine by cleaning the fuel. All these components form the cornerstones of the fuel system to ensure the safe and reliable operation of gas turbine engines.
TRMOTOR carries out its work in this critical field of the aviation industry with great dedication and expertise. Our company assumes a leading role in the industry by combining advanced technology with its experienced engineering staff in the design, development and integration of fuel system components. It aims to ensure the efficient operation of fuel systems and the reliability of the aviation industry by adhering to high quality standards and safety principles.

Lubrication System
In gas turbine engines, the lubrication system lubricates rotor bearings and gears; cooling of bearings, carbon seals and turbine areas; It ensures the removal of foreign substances in the crankcase area and the dampening of dynamic loads in the bearing areas. The tank, heat exchangers, filters, valves and pumps in the system ensure the safe and reliable operation of the engines.
TRMOTOR continues its work by considering the critical role of lubrication systems in the aviation industry from a priority perspective. Our expert engineers make significant contributions to the design and development of lubrication systems and focus on raising industry standards. Lubrication systems are the guarantee of efficient and safe operation of engines. TRMOTOR continues to contribute to the aviation industry with its work in this field.

MATERIAL TECHNOLOGIES
Our company carries out material and process studies in order to design and produce our country's unique aviation engines in a way that meets the necessary requirements. In this context, activities such as determining the material properties required for design, creating material databases, supporting characterization, material and process selection processes, material development, process development and application, creating relevant specifications, process improvement and creating innovative material-process technology projects are carried out. .

Material Development Projects
The materials used in aircraft engines are generally aluminum alloys, steel alloys, titanium alloys and superalloys. These are alloys that can withstand challenging environmental conditions, where the number of producers in the world is small and export restrictions are applied. TRMOTOR carries out alloy development projects for this purpose. Necessary collaborations are realized to ensure maximum use of the infrastructures in our country in development projects.

Production and Assembly
TRMOTOR, by prioritizing customers' trust and satisfaction, offers comprehensive services in the field of aircraft engines, auxiliary power units (APUs) and subsystems. It aims to contribute to the aviation industry with its advanced technology, experienced team and quality-oriented approach.

Prototype and Mass Production
In order to meet customer needs and provide high quality products, auxiliary power units (APU), subsystems and gas turbine engines are produced in modern production facilities. TRMOTOR uses innovative techniques when carrying out manufacturing projects and adopts quality control processes in accordance with aviation standards.

Assembly
TRMOTOR aims to successfully carry out precision assembly operations of aircraft engines in its modern facilities with its experienced teams. It offers customers high-performance products thanks to its commitment to innovative technologies and safety standards. In this context, it is planned to meticulously complete the assembly activities of auxiliary power units (APU), subsystems and gas turbine engines within TRMOTOR.

Testing Activities
Following the design and production processes, aircraft engines and APU systems are subjected to extensive testing. These tests ensure performance, safety and durability. For this purpose, TRMOTOR has different test system capabilities at the engine and subsystem level.

Testing Capabilities
Engine assembly development units.
Flow laboratory.
ATS test rig.
Hydraulic & pneumatic test benches.
Electronic systems test bench.
Lubrication system test bench.
Fuel system test bench.
Accessory gearbox test bench.

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Last edited:

BoraTas

Captain
Registered Member
TRMotor Kaan turbofan design:

View attachment 119340

The afterburner mixer part looks like that of a proper 5th gen fighter engine. In most jet engines there are startors after the last turbine stage that straighten the flow. Because the air out of the turbine is spinning therefore converting that tangential velocity to axial velocity increases efficiency. In afterburning turbofans, there is a flameholder after this stage. That structure also injects fuel.

From the F-110
1695847175156.png

The problem is there is nothing stealthy with this arrangement. Injection and subsequent burning of the fuel cause immense heat and expansion so you can't install a radar blocker after the flameholder. The solution Pratt & Whitney came up with was combining the fuel injector, flameholder, radar blocker and flow straightener into a series of stators. This also allows a multi-stage afterburner. I would also guess that the liner and the said stators are made of ceramics.

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