Turkish Aviation Programs

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What I understood, Owners of SNC is transfering their expertizes/all intellectual property rights of 328 to their proud country to establish a state of art aviation industry in the center of Anatolia along with Turkish Undersecretariat of Defence industry and many Turkish institutes like TAI, Aselsan, STM. STM is the prime contactor of projects, While rest will work under the STM as sub-contactors. The aircrafts to be produced in this institute, will be the main airliners/military aircrafts of Turkey and other ally countries...



No brother, not yet...

SPARKS, Nev. (May 27, 2015) – Sierra Nevada Corporation’s (SNC) Chief Executive Officer Fatih Ozmen, announces that the company recently signed a Memorandum of Understanding involving the Turkish Ministry of Transport, Maritime Affairs & Communications to meet the need of producing the country’s fırst regional jet as part of its Regional Aircraft Project (“Project”). The foundation of the Project is a modernized version of the D328 aircraft, of which all intellectual property rights have been acquired, which will be the first domestically-built passenger aircraft in Turkey. The design of a new high-tech product, the 628 aircraft series, will start simultaneously with production of the 328 series. While the Project establishes a world-class aerospace industry infrastructure in Turkey it also serves the global aviation market.

SNC, an aerospace and aviation integration company privately held by U.S. couple Eren and Fatih Ozmen, will collaborate with Savunma Teknolojileri Mühendislik ve Ticaret A.Ş. (STM) on the Project by upgrading the existing D328 and manufacturing the aircraft, which will be marketed under the name TRJ328 for the jet version and T328 for the turboprop version. SNC subsidiaries, 328 Support Services GmbH, 3S Certification LLC and 3S Engineering LLC will support SNC in building and producing these aircraft, including assisting in establishing an European Aviation Safety Agency (EASA) -approved 21G aircraft production facility in Turkey.

The Republic of Turkey took a low-risk, cost-effective strategy for the Project by electing to work with SNC, a well-established, global aerospace company, and capitalizing on the existing intellectual property and assets of the D328 aircraft recently acquired by SNC. With STM as the prime contractor, the Project also leverages the capabilities of national companies, with Turkish Aerospace Industries (TAI) as subcontractor, along with several companies such as Aselsan, TEI, Havelsan, Alp Aviation, Kale Aviation and Turkish Cabin Interior Inc. (TCI). This cooperation will enable a rapid, successful launch of the Republic of Turkey’s Regional Aircraft Project.

“This Project is a natural progression for SNC and our subsidiaries as we continue to capitalize on our decades of extensive experience in aircraft design modifications and our innovative, agile ability to create value for our customers,” said President Eren Ozmen. “We also possess a unique capability to expedite obtaining the required certifications for numerous markets based on the D328’s proven technology and our aviation certification expertise.”

Parallel with the manufacturing of the TRJ328 and T328 aircraft, with a seating capacity of 32, the Project includes the future design and certification of new higher capacity TRJ628 jet and TR628 turboprop aircraft, with a proposed passenger seating capacity up to double that of the TRJ328. These unique aircraft fill a niche market for direct and frequent flights between small cities in Turkey that are currently not feasibly serviced with larger airplanes. Thus, the Project provides a new avenue for both business and leisure travel within Turkey.

The aircraft for the Project will be built and certified at a new commercial production facility in Turkey using significant investments by SNC. These modern facilities, coupled with the high-tech, commercial aeronautics technology developed by SNC and Turkish engineers under the Project, will contribute to the aviation and aerospace industry in Turkey.

In addition, extensive market studies show that these aircraft are not only needed in the domestic arena, but that there are regional and international demands as well. As a result, SNC anticipates that it will have licensed production of such aircraft for sale in the United States, including sales to the U.S. government.


Sierra Nevada Corporation Collaborates on Regional... | Sierra Nevada Corporation

Not much information on TR/J-628 series. What do you think about TR/J-628, it's design is different to TR/J-328 in that it doesn't look like a stretched variant.

I do understand that the design that they have chosen is of an existing aircraft which has high wings and t-tail. If they are going to be designing a new aircraft then they could have gone for a different design featuring low wing.

Why does it matter ?

 

[Worf]

Is SNC a company that is able to make their own engine's for these planes?

No.. they are more of an electronics company. I based my reply on this

TRJ-328 ve T-328 adıyla Türkiye’de kurulacak bir tesiste üretilecek. Teknoloji transferi yapılarak üretilecek Jet ve turboprop (pervaneli) motor seçenekli bu uçakların da tüm fikri ve sınai mülkiyet hakları ülkemize ait olacak.

however i do believe i might of have read it wrong

 

[FutureMe]

I do understand that the design that they have chosen is of an existing aircraft which has high wings and t-tail. If they are going to be designing a new aircraft then they could have gone for a different design featuring low wing.

For this size of an aircraft low wings will entail very little engine-ground clearance which is very problematic. High wings should be advantageous. And passengers will have an open view unobstructed by the wings.

 

[cabatli_53]

Not much information on TR/J-628 series. What do you think about TR/J-628, it's design is different to TR/J-328 in that it doesn't look like a stretched variant.

Why does it matter ?

Brother, There are many similar airliners in that class so SNC/Turkey collaboration will reveal a futuristic design similar to that seen above which is able to compete with Airbus/Boeing equivalents. Although the design will evolve in following phase, I think The final one to be produced will be a real national proud issue for all of us. Actually, The main target of all project is to develop 628 to be flown until 2023 but 328 will just accelerate the schedule, While military/civilian requirements will be met thanks to smaller one. With this way, Industry opens door to develop airliner family (328,628,828...) in many different class. I think 328 is suitable more for military requirements, While 2x seat capable 628 will be a real regional airliner that has much more export potential than 328.

328 will be the more or less an equivalent of CN-235 in military sector.

 

[ACE OF THE AIR]

Not much information on TR/J-628 series. What do you think about TR/J-628, it's design is different to TR/J-328 in that it doesn't look like a stretched variant.

Why does it matter ?

For this size of an aircraft low wings will entail very little engine-ground clearance which is very problematic. High wings should be advantageous. And passengers will have an open view unobstructed by the wings.

Preliminary horizontal and vertical tail sizing The horizontal and vertical tails are designed to provide stability; the movable surfaces on tails namely elevator and rudder provide control. The complete design of tail surfaces requires information on (a) location of the centre of gravity(c.g.)of airplane, (b) shift in c.g. location during flight and (c) the desirable level of stability. However, to obtain the c.g. location, the weights of horizontal and vertical tails are needed which depend on their size. Hence, preliminary sizing of the two tails are carried out with the help of the following steps. 1) Choose the tail arrangement from the various types described in Appendix.2.2. Remarks: i) Nearly 70% of the airplanes have conventional tail i.e. horizontal tail is behind the wing and located on the fuselage.
ii) Nearly 25% of the airplanes have T-tail.The T-tail configuration has the following advantages. a) The horizontal tail acts as an end plate on the vertical tail. This reduces the adverse effect of finite aspect ratio on the vertical tail and increases its slope of lift curve. b) Horizontal tail is away from wing wake. The effect of propeller slip stream or down wash due to jet engine exhaust is minimal. The disadvantage of the T-tail is that (a) the vertical tail structure is heavier and (b) at high angles of attack, beyond stall angle of the wing, the tail is in the wake of the wing. The latter condition is avoided with the help of stall warming devices. The airplanes with engines mounted on rear fuselage invariably have T-tails.
iii) Cruciform tail: The horizontal tail is located in the middle of vertical tail. This arrangement is a compromise between conventional and T- tail.
iv) H-tail and triple tail: In these configurations the vertical tail is in two or three parts. This helps in reducing the height of the vertical tail. It also provides some end plate effect on the horizontal tail.
v) V-Tail: In this configuration the horizontal and vertical tail surfaces are combined. However, there is no significant reduction in total tail area. On the other hand, this configuration results in undesirable coupling of longitudinal and lateral motions of the airplane.
2)While carrying out calculations leading to the preliminary three view drawing, the areas of horizontal tail and vertical tails were based on the ratios (Sht / S) and (Svt/S) for similar airplanes. Here, these areas are refined based on the tail volume ratios (Cht and Cvt) of the similar airplanes. These ratios are defined as: w C = l S / c S ht ht ht w
vt vt vt w w l S C = b S where, cw ,bw and Sw are mean aerodynamic chord, span and area of the wing, Sht and Svt are areas of horizontal and vertical tails ; lht is distance between c.g. of airplane and aerodynamic centre of the horizontal tail and lvt is distance between c.g. of airplane and a.c. of the vertical tail.

 

[cabatli_53]

328

 

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Preliminary horizontal and vertical tail sizing The horizontal and vertical tails are designed to provide stability; the movable surfaces on tails namely elevator and rudder provide control.


The complete design of tail surfaces requires information on (a) location of the centre of gravity(c.g.)of airplane, (b) shift in c.g. location during flight and (c) the desirable level of stability. However, to obtain the c.g. location, the weights of horizontal and vertical tails are needed which depend on their size. Hence, preliminary sizing of the two tails are carried out with the help of the following steps. 1) Choose the tail arrangement from the various types described in Appendix.2.2. Remarks: i) Nearly 70% of the airplanes have conventional tail i.e. horizontal tail is behind the wing and located on the fuselage.
ii) Nearly 25% of the airplanes have T-tail.The T-tail configuration has the following advantages. a) The horizontal tail acts as an end plate on the vertical tail. This reduces the adverse effect of finite aspect ratio on the vertical tail and increases its slope of lift curve. b) Horizontal tail is away from wing wake. The effect of propeller slip stream or down wash due to jet engine exhaust is minimal. The disadvantage of the T-tail is that (a) the vertical tail structure is heavier and (b) at high angles of attack, beyond stall angle of the wing, the tail is in the wake of the wing. The latter condition is avoided with the help of stall warming devices. The airplanes with engines mounted on rear fuselage invariably have T-tails.
iii) Cruciform tail: The horizontal tail is located in the middle of vertical tail. This arrangement is a compromise between conventional and T- tail.
iv) H-tail and triple tail: In these configurations the vertical tail is in two or three parts. This helps in reducing the height of the vertical tail. It also provides some end plate effect on the horizontal tail.
v) V-Tail: In this configuration the horizontal and vertical tail surfaces are combined. However, there is no significant reduction in total tail area. On the other hand, this configuration results in undesirable coupling of longitudinal and lateral motions of the airplane.
2)While carrying out calculations leading to the preliminary three view drawing, the areas of horizontal tail and vertical tails were based on the ratios (Sht / S) and (Svt/S) for similar airplanes. Here, these areas are refined based on the tail volume ratios (Cht and Cvt) of the similar airplanes. These ratios are defined as: w C = l S / c S ht ht ht w
vt vt vt w w l S C = b S where, cw ,bw and Sw are mean aerodynamic chord, span and area of the wing, Sht and Svt are areas of horizontal and vertical tails ; lht is distance between c.g. of airplane and aerodynamic centre of the horizontal tail and lvt is distance between c.g. of airplane and a.c. of the vertical tail.

Aerodynamic Considerations Figure 3.32. Wing twist 3.16.6 Wing Twist The wing can be twisted by making the wing tip nose down (i.e., washout) relative to the wing root (Figure 3.32), which causes the wing root to stall earlier (i.e., retain aileron effectiveness). Typically, a 1- to 2-deg washout twist is sufficient. Twisting the wing tip upward is known as washin. 3.16.7 High/Low Wing Depending on the design drivers, an aircraft configuration can place the wing anywhere from the top (i.e., high wing) to the bottom (i.e., low wing) of the fuselage or in between (i.e., midwing), as shown in Figure 3.33. Structural considerations of the wing attachment to the fuselage comprise a strong design driver, although in the civil aircraft market, the choice could be dictated by customer preference. The wing center section should not interfere with the cabin passage-height clearance – especially critical for smaller aircraft. A fairing is shown for low-wing aircraft (Figure 3.33a, Cessna Citation) or high-wing aircraft (Figure 3.33c, Dornier 328), where the wing passes under or over the fuselage, respectively. Both cases have a generous fairing that conceals the fuselage mould-line kink (i.e., drag-reduction measure), which would otherwise be visible. Midwing (or near-midwing) designs are more appropriate to larger aircraft with a passenger cabin floorboard high enough to allow the wing box positioned underneath it. Aircraft with a high wing allow better ground clearance (see Figures 3.33c and 3.49) and the fuselage to be closer to the ground, which makes cargo-loading easier – especially with a rear-fuselage cargo door. Turboprops favor a high-wing configuration to allow sufficient ground clearance for the propeller. The main undercarriage is mounted on the fuselage sides with the bulbous fairing causing some additional drag. However, this configuration provides better aerodynamics (e.g., the BAe RJ100 and Dornier 328 are successful high-wing designs). The dominant configuration for civil transport aircraft has been a low wing, which provides a wider (a) Low wing: Cessna Citation (b) Midwing (T-tail): F104 Starfighter (c) High wing: Dornier 328 Figure 3.33. Positioning of wing with respect to fuselage (all T-tail configurations)

 

[Path-Finder]

The The two turbojet I assume apart from their civilian roles they could also be adopted for Military roles?

 

[FutureMe]

Sorry guys. I tend to not read long write-ups. Please be reasonably concise and relevant for an easier work on the readers side. I am going on a trip of several days, chow.

There is a mention that the plane will be able to land and take of from unprepared or poor quality landing strips. This requirement should also be asking for a high wing design.

 

[xxxKULxxx]

Yerli Yolcu Uçağı Projesi'ne Havelsan desteği

 

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Yerli Yolcu Uçağı Projesi'ne Havelsan desteği

View attachment 225426

TCI Airline seats

TCI Airline Galley

 

[-------]

Brother, There are many similar airliners in that class so SNC/Turkey collaboration will reveal a futuristic design similar to that seen above which is able to compete with Airbus/Boeing equivalents. Although the design will evolve in following phase, I think The final one to be produced will be a real national proud issue for all of us. Actually, The main target of all project is to develop 628 to be flown until 2023 but 328 will just accelerate the schedule, While military/civilian requirements will be met thanks to smaller one. With this way, Industry opens door to develop airliner family (328,628,828...) in many different class. I think 328 is suitable more for military requirements, While 2x seat capable 628 will be a real regional airliner that has much more export potential than 328.

328 will be the more or less an equivalent of CN-235 in military sector.

What irks my interest is what Lockheed Martin has done to 328 (modified cargo carrier), if NVC and TAI can develop something similar (or buy ip rights) to the modifications Lockheed has done with composite structure. CN235 would be history

 

[-SINAN-]

What irks my interest is what Lockheed Martin has done to 328 (modified cargo carrier), if NVC and TAI can develop something similar (or buy ip rights) to the modifications Lockheed has done with composite structure. CN235 would be history

X-55....built entirely by using composite materials.....mate that would be zero to hero situation.

 

[Random111]

Lads, why exactly should the CN-235 be history so quick? We're one of the biggest users after all. Am I missing something?

 

[-------]

Lads, why exactly should the CN-235 be history so quick? We're one of the biggest users after all. Am I missing something?

CN-235 won't be replaced, it is a better platform for military role. 328 would have to be heavily modified to compete with it.