Shift to the right”: PD-35 extra-high thrust aircraft engine is delayed
November 2, 2022
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“Shifting to the right”: the PD-35 super-high-thrust aircraft engine is delayed
PD-35 model at the International Engine Building Forum-2022. Source: vk.com
Good and not so good news
The presence of its own aviation engine building is a necessary minimum for any sovereign power. As recent events show, it is aviation that seems to be the most sensitive industry to Russia's Western adversaries. Sanctions against air transportation were introduced almost in the first hours of the special operation. Now the country is gradually regaining the competencies in the civil aircraft industry that have been lost in recent decades.
The most “combat-ready” in every sense Perm aircraft engine is the PD-14. In terms of thrust, it loses almost three times to the PD-35. Source:
www.ucrus.com
Let's start with the good news.
At the end of October, the Moscow International Engine Building Forum took place rather imperceptibly, at which the United Engine Building Corporation played the main violin. We presented a pre-production turbofan PD-14, probably the most long-awaited engine of recent years. The unit, like air, is needed by the domestic aviation industry, primarily for the motorization of passenger MS-21-310 Irkut. Western sanctions expectedly affected the pace of the development of the liner - on the one hand, the timing has shifted to the right, on the other hand, the state has allocated additional funding for the fastest import substitution.
In total, at least eighteen PD-14s have been built, four of which are already operating on a pair of MS-21-310s.
According to the deputy general director of the UEC, academician Alexander Inozemtsev, who is responsible for the work of Perm Motors, now the testing of the aircraft-engine linkage is in full swing, and experimental vehicles often take to the air twice a day. Starting next year, the third Irkut will join the flights.
How quickly it will be possible to put the PD-14 into mass production, time will tell, but one thing is clear for sure - this particular engine is a priority for the state. Not least because of the dual purpose of the aircraft engine. The forced modification of the PD-14M, in addition to the motorization of the "heavy" passenger MS-21-400, is intended for the transport Il-76MD and the promising Il-276.
The first demonstrator of the youngest in the series - PD-8. Source:
www.ucrus.com
The successes of the younger brother, the PD-8, intended for the regional passenger SSJ-NEW, are much more modest. By the way, it would be time to abandon the anglicisms in the naming of domestic technology, even if it is designed for foreign buyers. Sukhoi Superjet New, which has been struggling with import substitution for more than one year, it's time to rename it. Maybe the campaign to replace imported units with domestic ones will go more fun.
The main task of the PD-8 is to replace the French PowerJet SaM146 engines in the engine nacelles of the Sukhoi passenger car. Not only is the main unit - the gas generator - manufactured in an unfriendly country, but they do it not in the best way. The rest of the equipment is made in Russia, but it is the French filling that determines the low operational reliability of the Superjet engine.
This alone should have prompted the idea of an early replacement of the motor with a domestic development, in fact, why the PD-8 project appeared. In May 2022, Rostec reported that bench tests of the technology demonstrator were completed. Vladimir Artyakov, First Deputy General Director of the corporation, said:
Completion of bench tests of the first prototype PD-8 is the most important stage in the development of a new Russian engine for civil aviation, primarily for the imported Superjet 100. Next, tests of individual engine components on autonomous installations are to be carried out. It is also planned to test the engine as part of the Il-76LL flying laboratory and a large complex of engineering and technical calculations. All this is included in the complex of works to confirm the characteristics of the pilot plant to the requirements of the certification basis of the PD-8 engine.”
At the end of October, information appeared about three demonstrators included in the experimental work. But for now, it's still too far off the series.
By the way, right now we need at least 44 aircraft engines annually. A certain positive inspires the widespread use in the PD-8 of units and solutions that are already “flying” on the older PD-14. The technical project of the motor was defended in 2020, and a gas generator was tested in October last year… Tentatively by 2025, we can expect a serial motor. If we talk about the military use of the PD-8, then it is very modest - so far only the remotorization of the Be-200 amphibians.
It should be noted that the new circumstances simply brought down a wave of work on the Perm engine builders, the main developers of the PD-14 family. Designers, for example, bring to mind, together with the Rybinsk "Saturn", the above-mentioned PD-8. And here are the obligations for the giant PD-35.
The most powerful in the country
Everything about this motor is big. Fan diameter 3 100 mm. For comparison: for a PD-8 baby, it is 1,220 mm, for a PD-14, it is 1,900 mm. The thrust of the giant PD-35 varies depending on the performance from 24 to 38 tons (some dream of 52 tons).
By the way, neither in the Soviet Union, nor in Russia, gas turbine aircraft engines with a thrust of 35 tons or more were not created at all. The legendary D-18T for Ruslan produced no more than 23.5 tons of thrust. That is, theoretically, a pair of the most powerful “thirty-fifths” with a thrust of forty tons will more than replace four outdated diesel engines on Ruslans, providing a much greater thrust-to-weight ratio.
Only here in Russia there are no clear plans for the recreation of winged heavyweights for the Aerospace Forces, not to mention the development of new generation machines. In many respects, this is precisely why the timing of the mass production of the PD-35 has been shifted to the right - this was stated in an interview with the Rise publication by the above-mentioned academician Alexander Inozemtsev. According to him, the material base of Perm engine builders does not fully meet the new, one might say, extreme demands of the time.
Initially, it was assumed that a test bench for the giant would be built in the Perm Territory in Novye Lyady on a site of 16.6 hectares. The volume of investments was estimated at almost 4 billion rubles, and the launch of the facility itself - by 2023. But those were plans two years ago. Now the tests, which have not yet begun, will be transferred to a site south of Perm in the town of Frola - it turned out to be cheaper.
Moreover, part of the funding from the PD-35 was redirected to other projects. Inozemtsev did not specify which ones specifically, but it is clear that for the development and testing of structures that are created in metal. PD-35, we recall, so far only as a model is presented at the Moscow forum of engine builders. The layout, by the way, is not life-size. The shift to the right in terms of timing is also due to the unclear fate of this heavy-duty motor. The Il-96-400 was considered the most likely carrier of the "thirty-fifth", but the decision to launch its development has not yet been made.
In addition, a 400-seat liner would need an engine boosted to 38 tons of thrust, which is still only on paper. But the heart of the PD-35 aircraft engine, its gas generator, was built last year in the format of a technology demonstrator. In October 2021, Alexander Inozemtsev commented on the event:
“Currently, the gas generator is being tested under standard atmosphere conditions in accordance with the approved program. Tests should confirm the fundamental performance of the gas generator design. In addition, based on their results, it will be possible to evaluate the parameters of the nodes defined by the terms of reference.”