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Aviation History
2003
2003 - 0871.PDF
Directory: military engines Military might: sources of air power REVIEWS BY GUY NORRIS & MICHAEL PHELAN. DATA COMPILED BY AIR TRANSPORT INTELLIGENCE Notes on tables For the third year, Flight International's military engine directory provides a company-by-com pany listing of the world's military powerplants in use on combat aircraft, trainers, tankers, transports and helicopters. The list encom passes turbofans, turboshafts and turboprop engines in production or advanced develop ment, as well as older, out of production powerplants either still in widespread service or undergoing upgrades. Company entries also include, where relevant, summaries of engine development programmes under way and infor mation on powerplants not yet sufficiently detailed to be listed in the tables. In some cases, data is included for predominantly civil engines that have significant military applica tions. For clarity, Chinese military manufactur ers have once again been grouped under the AVIC banner. AEW&C AWACS BPR DARPA EPR FADEC IGW mmmmmmmmm airborne early warning and control airborne warning and control system bypass ratio US Defense Advanced Research Projects Agency engine pressure ratio full authority digital engine control increased gross weight ISA LCA MTOW SFC UAV UCAV Convers 1kW=1 ions international standard atmosphere Light Combat Aircraft maximum take-off weight specific fuel consumption unmanned air vehicle unmanned combat air vehicle 1km = 0.54nm;1kN = 224.7lb; ,34shp Model (Inc submodel) Max thrust reheat (lb) Max thrust dry (lb) Max power (SL) (kW) Notes/description Despite completing a lengthy flight-test evaluation of the PS-90A-76-powered Ilyushin II-76 for the Russian defence ministry, Aviadvigatel will have to wait until the second quarter for a decision. The defence ministry is still set to purchase two shipsets of PS-90A-76 engines for re-engining two operational ll-76IVIDs fly ing with D-30KPs. During the tests, which began in May 2001, the engine experienced one in-flight shut down in 60,000 flight hours, and one engine was removed after 10,000h - a significant improvement in Russian standards over the D-30KR Cost of re-engining per aircraft is estimated at between $12.5 million and $14 million. Another derivative of the PS-90A, the PS-12, is also being con sidered for the proposed Indian-Russian Multirole Transport Aircraft, the Ilyushin 11-214. Although likely to be adopted for the Russian versions of the aircraft, the engine faces stiff competition on the Indian variant from the Rolls-Royce BR710. D-30 D-30-F6 D-30KU PS-90 PS-90A76 34,200 - 20,900 24,200 31,955 Turbofan. MiG-31, S-37 prototype Turbofan. Tu-154M, D30KP powers II-76T Turbofan. Powers II-76MF, II-76TD-90, II-76TF, II-76MD90 AVIC - CHINA AVIATION INDUSTRY Four years on from the government-led restructuring of the Chinese aviation industry into AVIC I and II, the first indigenously developed modern afterburning turbojet is running in tests. Designed by the Shenyang Aeroengine Research Institute, the Kunlun II has been developed for around $60 million to power Chinese air force J-7 and J-8 fighters. The 17,500lb-thrust turbojet has cooled tur bine blades, an annular combustor and a digital surge prevention and condition monitoring system. News of the 7:1 thrust-to-weight ratio engine emerged in mid- 2002, while first details were revealed at Airshow China the following November. The production version is expected to be made by Chengdu (manufacturer of the WP6) or Lyiang, the latter having made the WP7B, which powers the J-8, and the WP7C, which powers the J-7/J-7II. In other areas, Liming is believed to be study ing uprated versions of the WZ-8D turboshaft for the Z-11 utility helicopter, now in service with the Chinese military. An upgraded version of the Z-11, the MB1, has entered flight tests, powered by the Turbomeca Arriel 2B1. While new interna tional ventures are being pursued by the AVIC companies with Western manufacturers, close ties remain with Russian engine makers. These include Progress, which continues to support China National South Aero Engine's devel opment of the WS-11 for the proposed next-generation Hongdu Aviation supersonic L-15 advanced trainer. The industry, meanwhile, supports a large, mainly obsolescent population of first- and second-generation turbojets, turbo- fans and turboshafts in Chinese military service (see 2002 Military Engine Directory, Flight International, 16-22 April 2002). WP6A WP6A WP13A WP13AII WP7B WP7B 8,300 14,800 13,442 5,400 9,600 9,696 Turbojet. WP6 powers Shenyang J-6, SAF JJ-6, NAMC Q-5; WP6A powers Q-5 I Turbojet. CAC J-7 II, CAC J-8 II Turbojet. CAC F-7M/SAC J-8; WP7C powers CAC J-7 and J-7 II; WP7F powers J-7E CFM INTERNATIONAL Although easily overlooked in CFM International's mammoth 16,000 engine orderbook, the US Air Force is the company's largest single customer, with 1,787 engines now ordered for around 423 aircraft. In 2002, the USAF's order was boosted by a further 24 CFM56-2s (F108 military designation) for six Boeing RC-135s due for conversion in 2003 and 2004. More than 100 addi tional USAF/Air National Guard KC-135Es remain candidates for conversion, while the engine is also competing with the P&W JT8D-200 for NATO's delayed E-3 AWACS (airborne warning and control system) re-engining requirement. The CFM56-2 also powers French, Turkish and Singaporean KC-135 tankers, as well as French, Saudi and UK AWACS and US Navy E-6s. The emergence of the Boeing 737-based C-40, and airborne early warning and control variants has provided another limited market. 44 22-28 APRIL 2003 FLIGHT INTERNATIONAL www.flightinternational.com
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