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Aviation History
1978
1978 - 0040.PDF
52 FLIGHT International, 7 January 1978 KOLIESOV (USSR) This little known bureau is reported to be developing an advanced variable-cycle turbofan/turbojet to replace the Kuznetsov NK-144 turbofan powering the Tupolev Tu-144 SST and Backfire bomber. KUZNETSOV (USSR) One of the first Soviet design bureaux to enter the gas- turbine field, Kuznetsov has concentrated almost ex clusively on large engines. NK-8 Two-shaft turbofan. Originally powering the Ilyushin 11-62 (4 X 22,2701b NK-8-4) and the Tupolev Tu-154 (3 X 20,9501b NK-8-2), this engine has subsequently been dis placed in both transports by the Soloviev D-30 turbofan. NK-12 Single-shaft turboprop. The world's largest pro- pelletf-turbine engine, driving eight-bladed contraprops, powers the Antonov An-22 (4 X 14,795 e.h.p. NK-12MA), Tupolev Tu-95 (4 X 12,000 e.h.p. NK-12M) and Tu-126 (4 X 15,000 s.h.p. NK-12MV). Another application, the Tu-114 commercial transport, was retired from service in October 1976. NK-12MV Fourteen-stage compressor, annular combustor, five-stage turbine. Integral front-located gearbox. Take-off 14,795 e.h.p., pressure ratio 13-0:1, mass flow 1431b/sec, length 236 • 2in, diameter 45 • 3in, weight 5,1801b. NK-86 Two-shaft turbofan. Representing a comeback for the NK-8, this refanned derivative of the NK-8-4 was originally designated NK-8-6. But following its selection for the new Ilyushin 11-86 wide-body airliner, the turbofan's designation was aptly modified. Rating is 28,6351b—beyond the growth potential of the D-30—and the engine has a 1-35-1-5:1 bypass ratio. Other features are low noise and exhaust emission and better reliability. The 11-86 first flew in December 1976, and the first production aircraft flew in October last year. During 1977 the Soviet Union attempted, apparently without success, to acquire small batches of the R-R RB.211 and GE CF6-50 turbofans for longer-range versions of the new transport. NK-144 Two-shaft augmented turbofan. The NK-144 has two important Tupolev applications: the Tu-144 SST and the Backfire supersonic strategic bomber. The Tu-144, after a year or so of proving flights carrying freight, was with drawn from service in December 1976, reportedly because of excessive fuel consumption. Both Lucas and Plessey were approached by the Russians for advanced specialist equipment to assist with the problem, but the possibility of a transfer of such technology to the Backfire programme was seen as a threat to Western security. The Tu-144 eventually began passenger-carrying services in November last year. Some 50-80 Backfires are currently in service, their NK-144s rated at about 45,0001b thrust. NK-144 Two-stage fan and three-stage i-p compressor, eleven-stage h-p compressor, annular combustor, single- stage fa-p turbine, two-stage 1-p turbine, afterburner and variable nozzle. Take-off 28,6601b, rising with reheat to 44,0001b; bypass ratio 1-0:1, pressure ratio 15:1, mass flow 5501b/sec, length 205in, diameter 59in, weight 6,2801b. LOTAREV (USSR) Vladimir A. Lotarev is Chief Constructor at the design bureau carrying the name of the late General Designer Alexander G. Ivchenko. The first engine to appear under Lotarev's authority is the 14,3001b D-36 high-bypass, three- shaft turbofan for the Yakovlev Yak-42 trijet airliner. The "D" designation, also applied to engines from the Soloviev bureau, is now understood simply to be an abbreviation for dvigatel, the Russian word for "engine." The same system of designations is being applied to the products of the two most recent second-generation design bureaux to emerge, suggesting a move: away from the nomenclature applied to the work of the Soviet Union's first generation of turbine designers. The D-36 has reportedly been under development .since 1973, and was flown under a modified Tupolev Tu-16 during 1974. As the Yak-42 has been designed to meet FAA requirements with a view towards easing future export sales, it is likely that the D-36 also meets FAA requirements, noise: and emission standards in particular. Some 6,000hr of engine testing had been com- - pleted by mid-1977, and the D-36 was being developed to v achieve an 18,000hr life in service. Aeroflot last year ordered 200 Yak-42s, and passenger operations with the V airliner on medium-range routes should have started by I now. Aircraft deliveries for export markets are due to start <[ next year. ' D-36 Single-stage fan, i-p and h-p compressors totalling 14 stages, annular combustor, single-stage h-p and i-p tur bines, three-stage 1-p turbine. Take-off 14,3001b, bypass ratio 5-4:1, weight 2,3801b. LYULKA (USSR) This design bureau appears to specialise in large military jj afterburning turbojets for MiG and Sukhoi fighters. Cur- J rent engines are the AL-7 powering the Su-7 (1 X 14,2001b/ 22,0001b A/B AL-7F-1), Su-9 (1 X AL-7F) and Su-11 (IX i 14,2001b/22,0001b A/B AL-7F-1), and the larger AL-21 1 powering the MiG-23 (1 X 17,2001b/24,7001b A/B AL-21F- 8), Su-15 (2 X 17,2001b/24,7001b A/B AL-21F-3) and Su-20 \ (1 X 17,2001b/24,7001b A/B AL-21F-3). There are also j shortened-afteirburner versions of the AL-21 powering the MiG-23MB (1 X 17,2001b/20,7001b A/B AL-21F-3 mod) and MiG-27 (1 X 17,2001b/20,7001b A/B AL-21F-8 mod). MICROTURBO (France) Microturbo SA. Headquarters: Chemin du Pont de Rupe, BP 2089, 31019 Toulouse. Tel: (61) 47 63 26. The company manufactures a range of small gas turbines for propulsion, starting, AOPU, GPU, industrial, marine and vehicle duties. Other products include electrical and elec tronic control systems, helicopter rescue hoists, turbo- chargers and heat-exchangers. Annual corporate sales are in the region of Fr75-85 million (£9-10 million), of Which 75 per cent relate to aerospace products. Corporate -employees around 350. Microturbo is Europe's leading manufacturer of small gas turbines, and is organised so that its IDA subsidiary is responsible for design and development, while Microturbo undertakes series production. In the US and UK the asso- , dated companies of Ames Industrial provide service sup port and some manufacturing work in support of Micro- 1 turbo products. Cougar Model 022 Single-shaft turbojet. This 1761b-thrust \ engine has been developed for drone applications and powers the Australian GAF Turana target. Fifty Cougars,- have been built to date. Engine length is 27-8in, diameter jj 11-lin, and weight 641b. Theire is also an uprated Super Cougar of 2701b thrust for light aircraft and RPVs. TRS 18 Single-shaft turbojet. Two main versions of this engine exist: the FAA-certificated 2201b TRS 18-046, and -v the similarly rated but simplified TRS 18-056 for RPVs and \ target drones. The TRS-046 has both single-engine applica tions (Fauvel AV45-01R, Diamant, Microjet 90 version of Bede BD-5J, Spitfire Helicopters Spitfire Mk 4, and Caproni 1 Calif A21 S-J), and twin-engined applications (Microjet 4 200 twinjet derivative of BD-5J, Prometheus, C22J and 1 Vari-Viggen). The TRS 18-056 is specified for the Mitsoubac I subsonic target drone which is being promoted by a con- 1 sortium of French companies, including Microturbo. The length of the TRS 18 is 22-8in, width 12in, height 14in, and ! weight 821b. TRI 60-1 Single-shaft turbojet. First tested in 1974, the 7721b TRI 60-1 is intended for subsonic and supersonic RPVs. For this reason its design is aimed at large-scale, low-cost manufacture. The engine comprises a three-stage transonic axial compressor, annular combustor, and single- stage axial turbine. Initially installed in the Snias C22 target drone, the TRI 60 continues in development under French Government funding. The HSD active-radar P3T Martel air-launched missile is a likely application. Engine length is 27-4in, diameter 13in, and weight 1041b.
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