Der Admin war so nett und die passenden Links zu meinen Post mit den Triebwerken gegeben, da soll sich jeder einen eigenen Eindruck davon machen.
www.defenceturkey.com
Zitat vom ersten Link:
The production of parts for the TEI-TF6000 engine prototype has already started, and assembly work is expected to begin in the first half of 2023.
It is stated that the TEI-TF6000 can be converted into a turbofan engine comparable to F110-GE-129 by replacing the HP fan and LP turbine and rescaling the compressor, combustion chamber, and HP turbine. In our interview at the first day edition of SAHA EXPO Daily, President & CEO of TEI Prof. Mahmut AKŞİT also pointed out that if the radii of the relevant parts in the engine are expanded by 15 cm, the TEI-TF6000 can be converted into a turbofan engine similar to the F110-GE-129 which will also be used on MMU prototypes.
We present the special interview with the General Manager & CEO of TEI, which we held on October 7 during the İstanbul Air Show 2022, where he talked about the TEI-TF6000 Engine, the most powerful turbofan developed in our country to date, with a dry thrust of 6,000 lbf.
www.defenceturkey.com
Zitat vom zweiten Link:
DEFENCE TURKEY: Does the TEI-TF6000 have single crystal turbine blades?
Prof. Dr. Mahmut F. AKŞİT: Yes, after the air from the compressor burns in the combustion chamber, the hot exhaust gas hits the turbine blades. And since turbine blades are in direct contact with the flame and the hot exhaust gas, they must be made of heat-resistant single crystals to operate at higher temperatures.
DEFENCE TURKEY: So are the single crystal turbine blades and the IBR used in the F135 TF Engine the same thing?
Prof. Dr. Mahmut F. AKŞİT: No, IBR is used on the compressor. We call these new generation blades blisk (compressor disc and blades produced as a single piece), which means "bladed disc." Some other engine manufacturers call it IBR (Integrally Bladed Rotors). They are essentially the same thing. In other words, the blades are not manufactured separately and stacked on a disc. Discs and blades are integrated; they are designed and manufactured together.
DEFENCE TURKEY: Does the TEI-TF6000 Engine also have blisk technology?
Prof. Dr. Mahmut F. AKŞİT: Yes, our engine has that new generation blisk or IBR technology. This directly affects the efficiency of the engine.
DEFENCE TURKEY: Mr. Akşit, you mentioned that the temperatures in the combustion chamber reach very high degrees. High temperatures require cooling and special materials. Are these materials (such as titanium, nickel, steel, aluminum, and composite), especially needed for the hot section in the TEI-TF6000 Engine Project, produced domestically or outsourced? Did the Aviation Engine Materials Development Projects previously initiated by the SSB and TEI, such as CEVHER and KÜLÇE, provide the desired solutions?
Prof. Dr. Mahmut F. AKŞİT: At TEI, we saw this need even before our first helicopter engine project started, so we began working with our own means, just like the TEI-TF6000 engine. As you already know, the number of projects supported by the SSB has increased significantly. Their resources are also limited; the SSB cannot support every project at all times. So, what are we doing? We start to work on the technologies that are necessary, beforehand. When they reach a certain point, we ask for additional support from the SSB and continue our studies. For example, we started the Single Crystal Turbine Blade Casting Process Techniques studies before the TEI-TS1400 Turboshaft Engine Development Project. Afterward, we turned it into an SSB R&D Project, and thanks to their support, we successfully cast single crystal blades for the first time in Türkiye. Likewise, we started the CEVHER-1 and CEVHER-2 projects, which focus on material technologies. Now we are beginning the second phase of CEVHER-2. We carry out R&D projects to produce the strategic materials that we are dependent on abroad, step by step, in Türkiye.
DEFENCE TURKEY: In which parts of the engine are Titanium, Aluminum, Steel, and Composite materials used in the engine?
Prof. Dr. Mahmut F. AKŞİT: Generally, the compressor side on the main flow path at the front is made of titanium. It is relatively cold. The turbine stages behind the combustion chamber are made of nickel superalloys and are directly exposed to the flame. Unfortunately, titanium cannot work at those high temperatures. In other words, the front of the engine is usually titanium, and the rear side is usually nickel superalloy.
While defense industry exhibitions like TEKNOFEST often highlight advanced weaponry, they also serve as platforms for unveiling critical capabilities in various fields. At a recent TEKNOFEST event, Turkey showcased its most powerful indigenous aviation engine family, the TEI TF6000/TEI TF10000.
www.anews.com.tr
Zitat vom letzten Link:
Türkiye's most powerful domestic engine is coded as TEI TF6000/10000. While delving into some details of the design, Kubilay Yıldırım makes it clear how critical this capability is for Türkiye.
"In older-generation engines, all compressor blades were individually inserted and fastened on a metal disk. For instance, in the American F404 engine used in Hürjet or the F110 engines flying in our F-16s, the fan and compressor still operate this way."
Kubilay Yıldırım highlights that this production type requires a deep understanding of the process and strict quality control, making it possible only for companies with extensive experience in the field. He adds, "TEI is one of the few factories in the world capable of this type of production. In recent years, more than half of the motors of the single-aisle A320NEO aircraft, which constitute approximately 70% of the airline fleets, and all the motors of the B737MAX aircraft, came out of TEI's manufacturing facilities. These numbers alone are enough to describe TEI's position in the world."
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