defense

Can Turkey-Azerbaijan Axis Have a Joint Defence Industry Move?

We can say that the time and conditions are right for Azerbaijan's industrial development in the field of defence and aerospace, which the European Union also counts among its reliable energy suppliers. This is because its special conditions allow Azerbaijan to work and trade with many partners in the east and west at the same time.

Advancing with the slogan of one nation, two states, Turkey and Azerbaijan relations are on the way to reaching a very qualified level in the field of defence. Of course, when it comes to defence, it is necessary to evaluate each country within its own special conditions. In this respect, Azerbaijan has a very exceptional position.

Azerbaijan has deep-rooted relations and procurement projects with both Turkey and Israel in the field of defence. It is also one of the leading arms suppliers of Russia. The presence of the United States, which is trying to enter the Caucasus through Armenia, has the opportunity to bring its relations with Russia to a very friendly level. We can say that the time and conditions are right for industrial development in the field of defence and aerospace in this country, which the European Union also counts among its secure energy suppliers. Because its special conditions give this country the opportunity to work and trade with many partners in the east and west at the same time.

For this reason, I would like to share some of my dreams with you. Of course, I have tried to be realistic in making these dreams, but it is important to remember that the subject requires great investment, labour, patience and talent. It is also important to develop the country's capabilities in a way that overlaps with, complements and, if possible, does not compete with Turkey's defence and aerospace industry. Let's start this series of articles with an engine that our country will also need.

A Light, Simple, New, Different, Efficient and Affordable Turbine Engine

In today's world where electric-powered aviation is on the rise and drones are changing the battlefields, turbine engines are increasing in popularity due to many reasons, especially the lack of battery capacities. This is an advantageous and cost-effective way for those who want to both directly use the much longer-lasting chemical energy provided by the fuel and convert this energy into electricity. For this reason, a turbine engine to be used is expected to have the following features:

● Be economical in both production and operation processes.

It should be an easy to understand and maintain engine with minimum parts.

Easily adaptable to different usage concepts and platforms.

Maintain adequate power generation under conditions such as high altitude and high temperature.

When I started to search for an engine capable of powering new generation and light helicopters based on these objectives, I realised that the most ideal candidate was the Russian Klimov-designed VK-650V. First of all, I should emphasise that this is a new engine whose development process is ongoing. It works as a prototype and is expected to be certified in 2024. So it is an ideal candidate for our fiction.

The main difference of this engine is its simplicity. It takes air from the sides, not from the front. It transfers the air it receives to the countercurrent compression chamber with a specially designed compressor. Here, the air mixed with fuel is combusted and passes through a single-stage conventional compressor turbine. The first two structural parts are connected by the same shaft. The compressed air passing through here reaches the free turbine blades, which generate power. The shaft to which the free turbine is connected transfers the power to the helicopter or another desired component such as an electric generator. In the free engine front compartment, all other desired components such as engine and fuel control elements, gearbox and powertrain can be placed. As you can see, the engine is designed in a very simple and understandable way.

With a dry weight of 105 kg, expensive alloys and complex processes have been avoided as much as possible in the production of the engine. The engine, designed using digital twin and modern simulation technologies, can generate up to 750 horsepower in emergency situations. It has a continuous power generation of 650 horsepower during take-off and landing and 450 horsepower during cruise. The Russians plan to use this engine, which has fully digital controls (FADEC), in Ansat and KA-226 light helicopters.

Main Outlines of My Proposal

First of all, I propose the establishment of an organised industrial zone in Azerbaijan, which appears to be completely independent. The name of this facility could be "Ilham Aliyev Modern Engine Research and Production Complex". The first and star product of this facility should be the VK-650V, which has not yet entered mass production.

Obtaining the licence for this Russian Klimov designed engine will not be a political problem. The modern machine tools required for production can be procured from both Chinese and Western sources. However, it is recommended that Chinese technical equipment should be prioritised, due to the warm relations established by the JF-17 procurement process.

In time, many of our companies such as TEI, Kale Kalıp, TR Motor, etc. can carry this engine to its real potential as a subcontractor with more modern and durable parts. However, it should be avoided to consider foundation institutions and large companies in the defence and aerospace industry as project partners.

Objectives

As you know, projects that start in the focus of certain goals and objectives reach the result. Because you need to realise a product, especially the engine, in line with a purpose of use. This not only enables you to achieve success, but also ensures sustainability in parallel with the market viability of your targeted purpose.

I am of the opinion that multiple objectives can be achieved with this project focussed on Turkey, Russia and Azerbaijan. For this reason, I will address this large section in more than one Phase. each phase will consider a different user profile and will be aimed at different targets.

Phase -1 Objective: Unmanned Helicopter Engine for Naval Forces

First of all, I must state the following. The reason why I prioritised unmanned systems in the first phases is not only because of the need, but also because unmanned systems are subject to certification processes due to their lower security. Having emphasised this, we can move on to the first project we want to realise with the engine in question.

Drones are casting their shadow on the battlefields with increasing weight every day. One of the most serious gaps at this point is the lack of systems that can keep a truly meaningful payload in the air for a meaningful period of time and take it to a long distance. The reasons for this can be attributed to the inefficiency of existing battery (energy storage) technologies. It is clear that there will not be a major change in battery technologies suitable for drone use in the near future.

In this context, let us examine the VK-650V engine in the focus of Ka-226, one of the helicopter platforms targeted for use. This light helicopter, which will use two engines, will have a total take-off weight of 3800 kg. It will be able to carry 2 crew and 6 passengers. It will have a maximum payload capacity of 1350 kg. Based on these figures, if we make a rough feature extraction for a single-engine and unmanned drone, we see the following. We have a payload capacity that can reach 700 kg. A possible platform will be able to carry this payload to a range of 600 km, at a speed of 200-250 km, with a maximum altitude of 6200 m and a hover limit of 4500 m. This is quite an impressive starting data, isn't it? So what can this unmanned helicopter carry?

It can carry 3-6 underwater bombs against normal or mini submarines.

It can carry light torpedoes.

It can carry 3 light cruise missiles (Raven, Cakir, etc.) against all kinds of sea and land targets.

It can carry a large number of smart munitions, similar to those used in our UCAVs, against swarms of Kamikaze UAVs on the march.

It can carry a large number of smart, semi-smart and non-smart munitions against Kamikaze IDA swarms with smart minefield creation capability.

Against more conventional minefields, it can host countermeasures that will trigger mines as bait.

By hosting a large number of drones, it can launch a swarm attack.

With Electronic Warfare / Blinding payloads, it can mislead enemy naval and air combatants, confuse their communication and confuse them.

Carrying a large number of ATGM-derived missiles, it can be used against asymmetric surface swarm attacks.

It can place shapers and false targets on the battlefield, weaving a smart web that extends above or below the water.

Thanks to its RAM, Sungur and airburst rockets, it can create a second layer of point air defence that will start at the second and beyond.

This type of unmanned helicopter will be able to carry out 5-6 operations from a platform that can normally host one S-70 SeaHawk. Thanks to the large number of spare engines on these platforms, combat effectiveness can be maintained by not interrupting the operational process for maintenance purposes. For TAI, which has repeatedly emphasised that it has matured in helicopter design, such an unmanned helicopter design can be considered a very reasonable and realisable goal.

Phase -2 Target: SİDA Power Group for Naval Forces

Currently, the majority of our CWMD projects are managed from land-based command stations. However, it is clear that the next step will be to produce CWMDs that can be operated from naval platforms and fully integrated into the existing battle management system. For these purposes, we can foresee that we will need an effective and easy-to-service power pack. The VK-650V is an ideal platform for this purpose.

Let's look at this goal not engine-orientated, but with a focus on creating a modern power pack. Of course, there will be a single VK-650V at the centre. But this engine will transfer the power it produces directly to an electric generator. There will also be a battery structure on the SIDA that does not use lithium elements. In this way, it will be possible to completely get rid of engine noise and vibration when necessary. SİDA, which will be propelled by underwater jets with an electric propulsion system, will be able to use both the engine and the battery at the same time when maximum power generation is required. In this way, it will have a much higher emergency military power and therefore a much higher transient speed than its peers.

Although I have the opportunity to add areas of use to this subject as above, I will suffice to suggest that you take a look at my articles on SİDA and İDA previously published in STRASAM.

Phase -3 Objective: Twin Helicopter Power Pack for Land Aviation Use

It is safe to say that the Russians will not hesitate in their Ansat and Ka-226 helicopter projects for this engine while Azerbaijan continues on the path we have drawn together. Of course, it is difficult to say how the political atmosphere will change by then. But let us envisage a time when it is possible to kiss the Russian development path with the quite different development path we are following. Russia will have a light manned helicopter, while we will have unmanned aerial and naval vehicles. This situation inherently inspires an optional manned light helicopter.

I envisage a civilian platform based on the Kamov helicopter with coaxial rotor, which will be employed primarily in line with the needs of the Ministry of Forestry and the Ministry of Health, and therefore offers a more stable navigation in harsh weather conditions. In this way, solutions for air ambulance and fire reconnaissance / rescue / extinguishing needs can be realised with minimum personnel requirements. Especially considering the high-rise buildings of modern cities, it will also be necessary for fire / police departments to have such rescue vehicles at their disposal.

For this reason, I imagine a family of platforms that can carry a significant load, rescue trapped people, easily lay rescue ropes and ladders, and provide fire extinguishing and life-saving opportunities horizontally. I also expect a member of this family with a crane structure and an unmanned land vehicle to be dispatched from here. A land vehicle that can put a distance between the fire and the forest by forming a line, a land vehicle that can deliver water or chemical extinguishers to the fire by laying a portable pipe with a capacity, a land vehicle that can operate in harsh conditions for humans.

Of course, this type of basic platform can also be used in military missions such as pilot training, reconnaissance and transport. There is an approach I would like to emphasise in this regard: We are designing an optional manned platform. The engine, rotor and computer infrastructures of this platform are common. However, a significant part of the fuselage will be customised in line with customer demand. For example, the fire brigade wants to fight a fire on the upper floors of a skyscraper. They will have special demands, such as horizontal fire extinguisher/slowing chemical delivery, horizontal survival support transmission such as oxygen masks, or a rescue network to be sealed on the floor below. (Including international customers.) I do not think there will be an ecosystem that can respond to this more quickly and effectively than the Turkish defence and aerospace industry. Our main goal should be to establish a boutique payload production infrastructure consisting of highly similar subsystems that will lead this ecosystem to sustainable profit generation. The knowledge to be gained here will, over time, be transferred to many military and civilian technology areas, especially robotics.

In addition, for civilian users who want to own and fly their own helicopter as a co-pilot, accompanied by an artificial intelligence-supported main pilot, this light helicopter can open the doors of a new and quite large market. (Especially in relatively developed and rich countries.)

Phase -4 Objective: Next Generation Carrier Project for Naval and Air Force Use

As I believe our readers have been following, the naval forces have procured ATR-72 based platforms for maritime patrol and anti-submarine warfare within the scope of the Meltem-3 project. The ATR-72 is a very modern, internationally recognised, turboprop-engined regional passenger aircraft. This civil aircraft has been extensively overhauled in line with the specific mission requirements in question, resulting in a cost-effective and more sustainable/long-lasting aircraft. In fact, the revision of civilian platforms according to military requirements is a long-established habit. (Now we will apply this process in reverse).

I would like you to remove all the roughnesses such as wings, tails, etc. and imagine an empty fuselage similar to the ATR-72. Now let's imagine a VK-650 engine that will directly transfer all the power it generates to electricity. Let's arrange 5 of these engines in a single row at the bottom of the aircraft. Let's place Li-Ion battery lines on both sides of the structure extending under the aircraft like a line, supported by air-cooled, chemical water cooling and fire extinguishing system when necessary. Let's cover the bottom and sides of these with a light armour layer that will provide ballistic protection similar to caverns.

Now we have a power group that generates electricity, which will positively affect the balance of the aircraft in terms of weight. In addition, we have the opportunity to draw the air required by this group from any point we want. In this way, we had the opportunity to have a structural design that can both increase the aerodynamic lift load of the aircraft and manipulate the boundry layer current to its own benefit. (I do not go into details in order not to complicate the article.)

Then, let's attach conventional-looking wing and tail surfaces to this fuselage that can fully meet our requirements. What will be the difference? The motors are electric and take up very little space and create aerodynamic resistance. In special cases, they can draw power from both the engines and the battery at the same time. In this way, we have an air platform with a hybrid propulsion system and high survivability. Roughly speaking, it is a basic platform that can carry a payload of 7-8 tonnes. So, what will we do with this platform?

We can build a reconnaissance/surveillance platform for the naval forces that can stay in the air longer than its peers. Of course, with a high level of automation.

We can create a carrier platform that can launch inflatable boats and support to rescue victims stranded at sea.

We can turn it into a platform that can launch a high number of heavy/light ammunition (cruise missiles, ballistic missiles, torpedoes, swarm drones, air-to-air missiles, etc.).

We can create a family of special mission aircraft for naval and air forces to undertake AWACS and Electronic Warfare payloads.

We can turn it into a hub to manage unmanned aircraft and boats.

We can carry cargo and people.

In addition, this type of hybrid power pack design has a serious aerodynamic advantage. In systems that transfer the power of the turbine engine directly to the propeller, the increase in propeller diameter allows the propeller tips to easily exceed the speed of sound. Even if solutions such as gearboxes are used to slow down the rotational speed that the engine has to transfer to the propellers, this causes an inherent conflict between the engine core, which is more efficient at high speeds, and commercial engines, which become more efficient as the bypass ratio increases. With a large number of electric motors with optimal propeller diameters, this conflict in efficiency will be overcome and turbine engines will be operated in their optimum conditions.

Phase -5 Objective: Environmentally Friendly Regional Passenger Aircraft Conversion Target for Civil Use

As you know, the transformation of electric cars in land transport is continuing rapidly. Of course, similar trends also exist in maritime and aviation. However, we are still a long way from achieving sufficiently efficient and lightweight energy storage solutions in these areas. Today, however, we have the opportunity to revise a turbine engine so that it can run on fuels of different qualities. Efforts to reduce the environmental impact of aircraft by producing environmentally friendly, renewable and sustainable aviation fuels can be approached from this axis.

Many different types of fuels are used in aviation. Just as we can use petrol, diesel and gas in land vehicles. It is possible to adapt the parameters of turbine engines according to fuels with different combustion properties. Imagine that we adapt the VK-650V based on an alternative to be selected in this context and consider the system with a Phase-4 based electricity generation focus. With maximum use of common parts and subcomponents, we obtain a new power group.

Obviously, from the perspective of a passenger in air transport, we realise that unusual designs arouse fear and reservation. Because in the minds of all people, the concept of a passenger aircraft type is established. For this reason, passenger aircraft are similar to each other. Issues such as fuselage designs that will increase the lifting power and wing designs that will provide more efficiency have remained at the project stage and have not been put into practice. With this phase, the most balanced and sustainable regional aircraft alternative can be created without destroying the perception of the aircraft shaped in the minds of passengers. The fact that the concept has first proven itself in the military field will add an additional confidence factor to the aircraft.

Entering the crowded and already shared air transport sector can only be possible through a new technological trend. The ideal way to do this without irritating the existing players is to start with regional passenger transport, which is already open. In addition, the airlines that will use this aircraft will have the opportunity to carry out much more economical and sustainable operations within the country and in its immediate vicinity. Personnel costs, which will be reduced thanks to the integration of artificial intelligence, will add added value to the aircraft.

In civilian use, the number and arrangement of engines can be revised to the desired scale. In addition, very high power outputs can be obtained by adding the VK-1600V, the twin turbine stepped brother of the engine, which is our focus, to the equation.

In addition, in this aircraft, which we are considering as a civilian version, the batteries can be spread on the wings, resulting in a significant saving in fuselage area. A different packaging structure will be developed for this purpose.

Phase -6 Target: VTOL (Vertical Take-off and Landing) Aircraft for Military Use

Based on the knowledge gained in the first five phases, it will be possible to design a platform with vertical landing and take-off capability. Such a military platform can be scaled to multiple capacities. The targeted capacity can be requested by the user force when the time comes.

Since the system uses electric motors, there are many vertical take-off and landing platform concepts that can be implemented. The V-22 Osprey and V-280 Valor can be seen as direct competitors for Phase-6 platforms that will combine the capabilities of both helicopters and aircraft. Our platform, which will get rid of the highly complex mechanics of both platforms and the need for meticulous maintenance and servicing, may also have a significant share in international sales.

With its high level of automation and optional piloted utilisation structure, this design will create a new momentum in the global military market and enable us to gain a higher market share than our competitors. It will lead us to rewrite the concept of utilisation of LHD class ships, which will both increase the popularity of such platforms and lead to the emergence of mixed designs (e.g. Kirov class). It will increase the power projection capability of our navy and increase our national influence and prestige.

Phase -7 Target: Engine for Military Land Vehicles Sector

The use of turbine engines in armoured vehicles, especially AMTs, is a common practice with a long history. The American M1 and Russian T80 tanks are the most well-known and still in widespread use. These engines, which produce power in the range of 1000-1500 hp, have a classical structure and have the ability to use more than one different fuel.

Today, when the future of the heavy Main Battle Tank (AMT) platform is highly controversial, light-medium weight tanks and fire support vehicles are becoming increasingly widespread. Of course, there will be a market for a turbine engine that can provide power to such new generation combat vehicles, and that can achieve this through both direct power transmission and conversion to electrical energy. Our aim here should be to offer an alternative for manned, unmanned and optionally manned armoured platforms, targeting armoured vehicles between 25-35 tons.

The VK-650V family, which attracts attention with its high temperature and altitude performance, can overcome this task if it is developed with an air intake to filter dust and polluted air. In addition, a centrifuge-based second dust purification chamber can be used to create an engine alternative that stands out much more than its competitors in desert conditions.

Other Players Interested in Turbine Engines of this Type

The ease of design, maintenance, modularity and production of this type of engine has of course attracted the interest of other engine manufacturers. The concepts being studied by engine manufacturers such as GE and R&R have some differences from the Russian Klimov series. For example, GE prioritises the power generation capacity of this type of engine with naval versions.

The UK-based R&R company, on the other hand, focuses on the production aspect. Due to its simplicity and modularity, it prioritises the design of affordable but relatively limited-life systems that will be "almost entirely produced from 3D printers with new generation additive manufacturing technologies". In this way, the company hopes that in the near future, its considerable cost advantage will far outweigh its lifetime disadvantage. R&R is also working on the advantages of this type of engine in the field of "electric aviation", and has chosen to focus on multi-stage designs.

Although many countries and companies are aware of motor technologies, we can say that we are talking about a very virgin area that is out of interest. Therefore, it would be quite appropriate to cooperate with the Russian Klimov Design Bureau, the most advanced player in this field, through Azerbaijan, in order to circumvent the sanctions and to send a strong political message while doing so. The capabilities that the Turkish defence and aerospace industry can add to the pot and the size of the market it can create will be enough to make this initiative profitable.

Fully National Development Path Alternative

If you want to keep this initiative only within Turkey, I recommend working through the partnership of Kale Kalıp and R&R. This is because not only Turkey but also the UK is showing great interest in robotic systems and hybrid electric defence and aerospace solutions. In addition, it can be said that the two countries are in good political terms and that they have the potential to create a relatively smooth and long-lasting partnership.

Conclusion

It would not be wrong to say that a technology will produce its advanced products after its maturity. Undoubtedly, this is also true for the engine technologies that marked the industrial age civilisation. We see that this is true from the steam turbines that were first put into service, to internal combustion engines and even turbine engines, which we can consider as the maturity product of the industrial age. Much more efficient, logical, easy to produce and maintain solutions continue to emerge in every field.

There is no reason why Turkey, which entered the defence and aerospace field later than other countries and hopes to make up for its lack of experience by using information and communication technologies much more efficiently, should not display a similar approach in the field of engine technologies. In fact, the financial and production burden of these alternative approaches can be alleviated by sharing them with friendly and brotherly countries. Qualified manpower and capacity can be increased.

I am aware that I have written an article that takes time to read and understand, and if you are interested in the subject, it will also take time to do your own research and form a personal opinion. However, I wanted to reflect my thoughts to you in a framework, even if it is a minimum. For this reason, I felt the need to write a relatively long article of the type you are reading.

We should continue to make efforts to try to do what others do in the engine field, to acquire the technology and knowledge of others. There is nothing wrong or wrong with this development model. For this reason, it is said that "Learning begins with imitation". However, doing the right thing and continuing to do it should not mean being closed to the special opportunities and opportunities offered by the time. Therefore, based on the saying "A wise man does not carry eggs in one basket", it is essential to study alternative ways.

With the hope that it will be of benefit to our homeland and nation...