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Aviation History
1991
1991 - 0250.PDF
heat rating" of 64.5kN thrust and described as powering the MiG-21, is the Tumansky R-13-300. Product 95-111, a non-reheated engine rated at 40.2kN thrust which powers the Su-25, is known in the West as the Tumansky R-195. The Perm Scientific Production Associa tion, earlier linked with the names of Arcady Shvetsov and Pavel Soloviev (who retired last year), is now headed by general designer Yuri Reshetnikov. The associated production plant, or Motorostroitel, is lo cated on the same site as Perm and was represented at Moscow by the 157kN-thrust Soloviev PS-90A turbofan and a Perm-built Leningrad/Klimov TV-117 turboshaft. The PS-90A powers both the Tupolev Tu-204 twin-turbofan and Ilyushin 11-96 four-engine airliners, which have recently entered production at the Soviet Union's new Ulyanovsk Aviation Industrial Com plex on the Volga River. The Zaporozhye Machine-Building De sign Bureau "Progress" is better known in the West under its earlier name of the Lotarev design bureau. Its associated "Mo- torstroitel" Industrial Association engine manufacturing plant is also located at Zapo rozhye. The general designer is Fedor Muravtchyenko. Progress designs include the 73.4kN- thrust D-436T and 230kN-thrust D-18T turbofans, the 8,500kW D-136 and previ ously unknown D-336 free-turbine turbo s hafts and the small DV-2 turbofan devel oped jointly with Czechoslovakia. The 1 lOkN-thrust Progress D-27 contra- rotating unducted pusher propfan is under development for the projected Yakovlev Yak-46 150-seat airliner. This engine was reported to have run at Zaporozhye in April 1990. Another new Soviet ultra-high-bypass development is the 177kN-thrust Kuznetsov NK-92 ducted propfan, intended to power the projected 150/220-passenger 11-90 twin- jet airliner. ACCUMULATED EXPERIENCE The three-shaft D-436T is described as a further development of the D-36 turbofan. The D-436 series and the D-136 turboshaft family of engines have together logged over 1 million flying hours in the Yak-42 and Antonov An-72 transport aircraft and the Mi-26 helicopter. The D-436T is intended for the Tu-334-1 airliner which is expected to fly in 1991. Bypass ratio at take-off is 5.5:1, rising to 6.2:1, when cruising at MO.75 and 36,000ft. The D-336 turboshaft would appear to be an upgraded version of the three-shaft D-136. The 21.6kN-thrust DV-2 turbofan was developed jointly with Czechoslovakia's Motorlet/Walter. Applications include the Czech Aero L-59 (formerly L-39MS) single- engine trainer, the initial version of the 11-108 twin-engined business jet, and the China/Pakistan K-8 single-turbofan trainer/ attack aircraft. 28 Leningrad/Klimov RD-33 powers the MiG-29 LeningradlKMmov TV2-117TG for the Mi-38 Zaporozhye/ZVL DV-2 for the Czech L-59 Zaporozhye D-336 turboshaft: use unknown In its later 35.2kN-thrust higher-bypass DV-22 configuration, the engine is pro posed for a second version of the 11-108; in its 4,425kW pusher turboprop version it is proposed for twin-engined commuter air craft; and in its 5,390kW DV-32 and DV-12 front- and rear-drive turboshaft versions, it is intended for heavy-lift helicopters and vertical take-off aircraft. There is also a possible 36.6kN-thrust afterburning variant of the DV-2 turbofan intended for advanced trainer/light-attack aircraft. The Zaporozhye "Motorstroitel" manufac tures engines developed by the Progress design bureau, and possibly other bureaux. The three-shaft D-18T, the Soviets' largest- known transport engine, is in production for the four-engined An-124 Ruslan and also powers the six-engined An-225 Mriya. Take-off thrust is 230kN. Bypass ratio is 5.7:1 when cruising at M0.75 and 36,000 ft, where engine overall pressure ratio is quoted as 27.5:1. The Omsk Machine-Building Construc tion Bureau displayed a quartet of engines at Moscow which have formerly been asso ciated largely with designs by Glushenkov. The bureau describes itself as developing turboprop/shafts in the 450kW to 1,500kW bracket, two-shaft turbojets of 2kN to 6kN thrust, and APUs for transport aircraft. Moscow exhibits comprised the 765kW TVD-lOb turboprop being built under li cence in Poland by PZL Rzeszow for Polish- built An-28s; the l,070kW TVD-20 turbo prop powering the An-3 agricultural bi plane; the 540kW TV-0-100 turboshaft for the Ka-126 helicopter; and, in mock-up form, the VGTD-43 APU for the Tu-204 airliner. Also included in the bureau's pro spectus is the VSU-10 APU for the 11-86 four-jet airliner. The presence of the TV-0-100 on the Omsk stand at Moscow would appear to suggest that the turboshaft has been trans ferred from the Soyuz design bureau for development. The l,120kW Glushenkov TVD-1500 tur boprop has been chosen for the An-38 short-range transport/agricultural aircraft. The TVD-1500 has also been proposed for the Il-X twin-turbine executive aircraft and Aviaspetstrans Yamai amphibian transport, where two aft-located engines are coupled together to drive a single tail-mounted pusher propeller. The turboprop is planned for certification in 1.992/3. A turboshaft version of this engine is also in develop ment .to power the new Ka-62R helicopter. The process of relocating the design and manufacturing responsibility for an engine from one site to another is a long-standing feature of the Soviet aerospace industry. As a tactic, it has added considerably to the difficulties facing Western observers trying to analyse the structure of the engine sector. Maybe some of the answers will emerge at the next Moscow Aerospace exhibition, expected in 1992. • INTERNATIONAL 30 January - 5 February, 1991
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