Nice, thank you.
He also mentions that 2028 delivery for block-10 is currently on schedule. The first block-10 will be built next year and will go through system and payload integration tests until 2028.
Turkey Military News, Reports, Data, etc.
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He also mentions that 2028 delivery for block-10 is currently on schedule. The first block-10 will be built next year and will go through system and payload integration tests until 2028.
Simple solution, PLAAF buys not quite ready yet Kaan and SOM and case is closed @ChinaWatcher1
Yer gonna get banned though
Yer gonna get banned though
Couple of observations, IMO....
- The success of the indigenous engine will determine KAAN's potential for export in the future.
- The aforementioned will pertain to Gokbey or T929/T925.
- Given the current state of Turkish industry and ongoing projects, it appears that obtaining export licenses for F110 and F104 is quite unlikely.
Article about the interview with the new CEO of TAI:
TUSAŞ’s new General Manager, Dr Mehmet Demiroğlu, talked about the KAAN Fighter jet and other projects in his interview with GDH Defense.
The status of the KAAN fighter jet was covered for a significant portion of the interview, with statements from Demiroğlu regarding the orders, planned capabilities, and partnerships. TUSAŞ started many air projects from scratch in the past period and carried out their first flights. The company will test and develop prototypes on the one hand and increase its mass production capacity on the other.
The first question in the interview was the vision of the new general manager. Dr. Demiroğlu responded, “To deliver cost-effectively, high-quality products quickly, to deliver them both to Turkiye and its allies. This is an important goal for the entire defence sector.” Mechanical engineer Dr Demiroğlu worked on engine projects in Turkiye and the U.S. He worked at BMC Power and TEI before TUSAŞ. Therefore, he is familiar with Turkish engine projects. When asked about his views on the engines used in air platforms, Dr Demiroğlu responded, “We have made our export application for the GE-licensed engines to be used in Hürjet and KAAN.” Mehmet Demiroğlu stated the aircraft will be developed in blocks with a design built on growth potential. The plan to deliver the first aircraft in 2028 hasn’t changed, and the prototype for delivery is to fly in 2025.
According to Demiroğlu’s statements, besides the KAAN aircraft currently conducting test flights, the Block 10 type prototype, similar to the one to be delivered to the Air Force, will be ready in 2025. With this prototype for the KAAN aircraft to be delivered, the work of companies such as ASELSAN and Roketsan will have reached a certain stage. For this reason, Dr Demiroğlu stated that the first Kaan aircraft to be delivered to the Air Force will have an AESA radar with a range of at least 100 km and said, “We expect 100+ orders for the Air Force and a total of 250-300 orders from friendly and allied countries.” In short, on orders, more than 100 aircraft are planned for the Turkish Air Force and 150 to 200 for export customers.
Dr Demiroğlu noted that foreign countries have shown interest in the program and that this level of interest has increased with the aircraft’s first flight. Demiroğlu said, “Participation in the KAAN program is expected soon.” Reminding that the aircraft was designed to have a low Radar Cross Section, Demiroğlu noted that the RAM paint contributing to this feature would start to be applied on Block 10 or 20.
He stated that the aircraft is 5th generation in terms of design but is suitable for manned-unmanned teaming (MUM-T). Therefore, the 6th generation aircraft will also be developed through Kaan. Demiroğlu stated that the MUM-T concept is being worked on in the simulation, while TUSAŞ counted ANKA-3 and Super Şimşek, Baykar’s KIZILELMA UCAVs. This information confirmed TurDef’s former analysis that TUSAŞ could have KIZILELMA in the OKU project. Although it was implicitly stated to the press that KIZILELMA would also be in OKU, it was officially stated openly. OKU is expected to improve firepower, situational awareness, and survivability for manned platforms through assigned autonomous platforms. Demiroğlu stated that Turkiye would be one of the first three countries in the 6th generation aircraft.
Noting that Hürjet was extremely successful in positioning itself as both an advanced training and light attack aircraft, Demiroğlu stated that Hürjet could also be the pioneer of KAAN. Noting that a contract was signed with the Turkish Air Force for the supply of 16 HÜRJETs. Demiroğlu also noted that there was an opportunity for the sale of more than 300 aircraft in the market in terms of exports. Stating that the aircraft would first be exhibited in the United Kingdom and then in Egypt, Demiroğlu expressed that Indonesia was showing interest.
Demiroğlu uttered that he still hoped that Malaysia would turn to this aircraft again despite the decision it had previously made. Although it was not brought up during the conversation, there had been high-level visits from Malaysia to TUSAŞ in the recent past. Demiroğlu stated that work continued on the naval version of the Hürjet deployed on an aircraft carrier. He said the training aircraft was the priority in terms of timing. He said it was too early to give a date for the naval version. ANKA-3 UCAV, with low observability features and a focus on strike missions, is set to have its first delivery in 2025 for feedback from the Turkish Air Force. While the UCAV emphasizes strike missions due to its configurations, air-to-air missions will be later added to the capabilities. ANKA-3 will likely act as an air-borne magazine for air-to-air missiles with feed from KAAN or a remote sensor with a variant of MURAD AESA radar. Demiroğlu stated that two ANKA-3 prototypes are in flight tests.
Regarding the Gökbey general utility helicopter, Demiroğlu said the minimum sale expectation is 500 units. The ATAK-2 heavy-class attack helicopter is currently frozen because of priorities and resource challenges with other helicopter projects like T625 GÖKBEY and the heavy-class T925 utility helicopter. Demiroğlu stated that avionics, drivetrain, and many other inputs are common in these two projects. The T925 will have priority.
Interesting, according to Mahmut Aksit on the selection of the designer of the Kaan engine:
"In fact, a technical committee of 13 people, made a serious selection and they chose our engine as the first. There was also a rival engine. A foreign company was working on a conceptual design. Ours turned out better."
"In fact, a technical committee of 13 people, made a serious selection and they chose our engine as the first. There was also a rival engine. A foreign company was working on a conceptual design. Ours turned out better."
So I was toying around with some calculations and such about how powerful the Murad-600A will be. And I came to the following conclusion:
If Murad-100A antenna has the same surface area as the AN/APG-66/68 antenna (2897cm2) and if Kaan radome surface area is 0.9m2 and if 75% of said radome surface area is covered with the same T/RM blocks with the same power output as Murad-100A, it'll have 2.3*1152= +2600 T/RM for the Murad-600A
If Murad-100A has 150km range against 1m2 RCS target then Murad-600A will have 2.3 times the range against the same 1m2 RCS target of +340km.
Lots of ifs but still fun to toy around with figures.
More realistically MURAD-600A will have 2x the performance and range of the -100A.
If Murad-100A antenna has the same surface area as the AN/APG-66/68 antenna (2897cm2) and if Kaan radome surface area is 0.9m2 and if 75% of said radome surface area is covered with the same T/RM blocks with the same power output as Murad-100A, it'll have 2.3*1152= +2600 T/RM for the Murad-600A
If Murad-100A has 150km range against 1m2 RCS target then Murad-600A will have 2.3 times the range against the same 1m2 RCS target of +340km.
Lots of ifs but still fun to toy around with figures.
More realistically MURAD-600A will have 2x the performance and range of the -100A.
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Actually the Kaan radar radome is a bit bigger then I used in the calculation. Radome surface area is now closer to 1.2m2 than 0.9m2.
The width of the radome is 1.42m and the height 1.25m (also factoring in the 20 degree angle in which it's tilted back). It could theoretically carry around 3000 TR/M of the same size as those on Murad-100A.
It would be a shame if they don't use the full potential to fit the most capable and powerful radar ever put on a fighter since the MiG-25.
**KIZILELMA has been renewed: More agile, stronger!**
During the visit of a foreign delegation to Baykar facilities, the KIZILELMA seen in the background did not go unnoticed. Produced as the second prototype, this KIZILELMA has both structural and design changes.
**Landing Gear:**
Landing gear is larger and folded backwards in the new prototype. One of the biggest expectations for the Kızılelma is the landing/takeoff issue at TCG Anadolu.
**Aerodynamic Changes:**
In addition to the changes made in terms of aerodynamics, differences are also noticeable on the surface of the KIZILELMA. Vertical stabilizers, which were more dominant in the first prototype, have become simpler in the new period. Thus, the cross-sectional area was probably intended to be reduced and thus the aim was to be less visible on radar.
**Subsystems:**
It appears that some subsystems at the rear of the aircraft have also been enclosed in the fuselage.
**Radar Changes:**
The expectation is that AESA radar will be added to KIZILELMA.
AESA Nose Radar, developed by ASELSAN with national resources, was recently integrated into the ÖZGÜR modernized F-16 Block 30 fighter aircraft. AESA radar will be used on air platforms such as KIZILELMA, KAAN, HÜRJET, ANKA III, AKINCI and F-16.
**Air İntakes:**
Another striking element in KIZILELMA's new prototype is that the air intakes in the engine part of the aircraft have been enlarged on both sides.
**Domestic Engine:**
Platform flies with an engine from Ukraine. However, in the new period, the integration of the engine developed with domestic and national resources is also among the possible targets.
Source: TRT Haber
During the visit of a foreign delegation to Baykar facilities, the KIZILELMA seen in the background did not go unnoticed. Produced as the second prototype, this KIZILELMA has both structural and design changes.
**Landing Gear:**
Landing gear is larger and folded backwards in the new prototype. One of the biggest expectations for the Kızılelma is the landing/takeoff issue at TCG Anadolu.
**Aerodynamic Changes:**
In addition to the changes made in terms of aerodynamics, differences are also noticeable on the surface of the KIZILELMA. Vertical stabilizers, which were more dominant in the first prototype, have become simpler in the new period. Thus, the cross-sectional area was probably intended to be reduced and thus the aim was to be less visible on radar.
**Subsystems:**
It appears that some subsystems at the rear of the aircraft have also been enclosed in the fuselage.
**Radar Changes:**
The expectation is that AESA radar will be added to KIZILELMA.
AESA Nose Radar, developed by ASELSAN with national resources, was recently integrated into the ÖZGÜR modernized F-16 Block 30 fighter aircraft. AESA radar will be used on air platforms such as KIZILELMA, KAAN, HÜRJET, ANKA III, AKINCI and F-16.
**Air İntakes:**
Another striking element in KIZILELMA's new prototype is that the air intakes in the engine part of the aircraft have been enlarged on both sides.
**Domestic Engine:**
Platform flies with an engine from Ukraine. However, in the new period, the integration of the engine developed with domestic and national resources is also among the possible targets.
Source: TRT Haber