Aviation engine PD 14 characteristics

Pay attention to last news about the PD-14 engine, we can come to the conclusion that the creation of a completely new Russian turbofan engine has reached the finish line. According to experts, this particular project will help domestic aircraft designers enter the global aircraft manufacturing market.

Aircraft engine PD-14

Currently, the developers, represented by the Perm Motor Plant, have managed to complete the first flight test phase and bring the second test round to an end. This event can be considered as very significant, because it is quite possible that in the coming years Russian heavy production will reach new level. And it is this aircraft engine that deserves special attention.

By starting to mass-produce aircraft power units, domestic aircraft manufacturers will be able to save a lot Money. Indeed, at present, aircraft engines in various configurations are purchased from foreign partners in order to Russian designers were able to equip both passenger and cargo aircraft with such an installation. Taking into account statistics, to equip 45 aircraft, 40 have to be purchased abroad, and only 5 are produced by domestic manufacturers.

Engine creation

To conduct the second flight test of the PD-14 engine, the unit was installed on the MS-21 aircraft. The test tour was successfully completed, the experts clearly noted the excellent specifications PD-14 engine.

The second level of the experiment was supposed to help answer the question regarding the operation of the unit at a significant altitude and maximum speed, so that experts could make a comparison with foreign analogues. The power plant, created by Russian designers, coped with its task “excellently”.

Experts noted not only the high-quality and reliable assembly of the unit, but also Newest technologies, used in the creation of the PD-14 bypass turbojet engine. The assembly of the Russian power unit, which will later be used to equip passenger and cargo ships, did not pose any particular difficulties, since highly professional specialists from several engine-building united corporations of Russia took part in the direct creation process.

Universal aircraft engine

According to experts, the production of PD-14 will accelerate the development of domestic aircraft manufacturing several times, both in relation to the creation of long-haul and medium-haul airliners. After all, if previously power units manufactured by foreign manufacturers were used to equip domestic aircraft, now it will be possible to use Russian engines for these purposes, the performance characteristics of which are in no way inferior to their foreign counterparts.

The PD-14 aircraft engine is made in unified form, which will allow the installation to be equipped with almost all models of passenger and transport aircraft manufactured Russian manufacturers. There are plans to equip the following aircraft models with this engine with a thrust power of 14 tons:

• passenger airliners models MS-21-200, 300 and 400;
• military vessels Il-214 and Il-76;
• The PD-18 engine, which provides more powerful thrust, up to 18 tons, is recommended by experts to be used to equip the Tu-124 passenger airliner.

The designers plan to create a new unit that can be installed on a heavy model of the Mi-26 transport helicopter instead of the D-136 unit manufactured by Ukrainian aircraft manufacturers.

Considering that the expected use of PD engines is quite extensive, mass production of these units, according to analysts, will help to easily recoup the serious costs allocated for the project called “PD-14”. According to preliminary calculations, the approximate volume of cash investments is about 70 billion rubles.

Table of TX motors PD

TX of the new unit

Until recently, Russian designers were manufacturing an aircraft engine called PS-90A.

The technical characteristics of the PD-14 engine are in many ways superior to its predecessor, and this, in turn, will help to increase the service life of the aircraft several times, on which the newest power plant will be installed. Let's look at how to improve the performance of the Il-76 military transport vessel after equipping it with a new engine:

1. The flight range of an aircraft with a load of approximately 60 tons will increase to 4.8 thousand kilometers, instead of the previous 4 thousand.
2. Without additional load, the flight range will increase from 9.6 thousand km to 10.9 thousand km.
3. Fuel consumption per 1 estimated km will decrease by approximately 13%.

Taking into account the above improvements, the total cost of freight transportation rates can be reduced by approximately 9-10%.

The installation of PD-14 will provide the airliner with the following:

• maximum speed will increase to 800 km/h;
• the flight range will be 2 thousand km at maximum load;
• during a ferry flight, the flight range will be about 7 thousand km.

To summarize, we can come to the following conclusion: in last years Russian sphere aircraft manufacturing began new stage its growth and development. And the creation of a new PD-14 engine will undoubtedly help make a confident breakthrough.

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At the end of last year, tests of the newest Russian aircraft engine PD-14 began on the Il-76LL flying laboratory, which experts called “an event of exceptional importance.” What is unique about this engine and why was it called the most significant Russian project in area civil aviation over the past 30 years? Seven facts about PD-14 will help clarify.

The PD-14 is a fifth-generation engine; it combines the best domestic traditions with new aviation standards of the 21st century. Turbojet engine - the most complex engineering device, requiring very difficult design solutions. For example, one turbine blade, and there are about 70 of them in stages, rotates at a frequency of 12 thousand revolutions per minute, and is acted upon by a centrifugal force equal to 18 tons. For comparison, this is the load on the suspension of a double-decker London bus.

1. The first aircraft engine created in Russia after the collapse of the USSR

The PD-14 project is a new page in the history of turbofan bypass engines and the first domestic development in the field of civil engine construction in the last 29 years: the first flight of the Il-76LL under the PS-90A test program took place on December 26, 1986.

PD-14 is created on the basis of a specially developed unique gas generator, which includes three elements: a highly efficient compressor, a turbine high pressure and a low-emission combustion chamber. The PD-14 unified gas generator makes it possible to create engines with a thrust from 8 to 18 tons.

2. Basic design for the engine family

The family of engines based on PD-14 will allow equipping with modern power plants almost everything Russian planes: from PD-7 for the short-range Sukhoi Superjet 100 to PD-18, which can be installed on the long-range Il-96. Based on the PD-14 gas generator, it is planned to develop a PD-10V helicopter engine to replace the D-136 on the world's largest helicopter, the Mi-26. The same engine can also be used on the Russian-Chinese heavy helicopter, the development of which has already begun. On the basis of the PD-14 gas generator, gas pumping installations or even gas turbine power plants power from 8 to 16 MW.

3. 16 new technologies have been developed for PD-14

For the PD-14, with the leading role of the Central Institute of Aviation Engine Engineering (CIAM), the leading research institute of the industry, and the Aviadvigatel Design Bureau, 16 were developed critical technologies: monocrystalline high-pressure turbine blades with a promising cooling system, operable at gas temperatures up to 2000 °K; a hollow wide-chord fan blade made of titanium alloy, thanks to which it was possible to increase the efficiency of the fan stage by 5% compared to PS-90; low-emission combustion chamber made of intermetallic alloy; sound-absorbing structures made of composite materials; ceramic coatings on hot part parts; hollow turbine blades low pressure and etc.

4. 20 new materials were created for the project

With the participation of the All-Russian Institute of Aviation Materials (VIAM), about 20 new materials were developed for the PD-14. Usage composite materials In the design of the engine and engine nacelle, hollow wide-chord titanium fan blades significantly reduced the weight of the engine. PD-14 wins due to its undeniable advantages: reduction in specific fuel consumption by 10–15%, reduction in cost life cycle by 15-20%; operating the engine will cost 14–17% less than existing analogues.

But creating the material is half the battle: its use in a civil aircraft engine requires certification according to international standards. Otherwise, the engine, no matter how good it is, will not be allowed to fly outside Russia. The rules here are very strict, because we're talking about about people's safety. The same applies to the engine manufacturing process: enterprises in the industry require certification to standards European Agency Aviation Safety (EASA). All this will force us to improve production standards. The development of the PD-14 itself took place in a new way, digital technology, thanks to which the 7th copy of the engine was assembled in Perm using serial production technology, while previously the pilot batch was produced in quantities of up to 35 copies. In general, the PD-14 project will save more than 10 thousand highly qualified jobs for Russia.

5. Eco-friendly and silent aircraft engine

Optimization of thermodynamic cycle parameters, low-emission combustion chamber, low specific consumption fuel allowed to minimize harmful emissions in PD-14. The achieved emission levels are 30–45% below the established standards.

PD-14 is a silent engine. 3D aerodynamic modeling of components, increasing the bypass ratio for transition to the low-frequency zone and application effective systems The latest generation of noise reduction devices have significantly reduced the noise level. Noise indicators exceed standards by a significant margin International organization civil aviation.

6. The first Russian aircraft engine of the 5th generation

Progress in aircraft engine manufacturing is characterized by several parameters, but the main one is the temperature of the gas in front of the turbine. The transition to each new generation of turbojet engines, and there are five of them in total, was characterized by an increase in this temperature by 100–200 degrees.

Thus, in the 1st generation of engines of the late 1940s the temperature did not exceed 877 °C, in the 2nd generation (1950s) this figure increased to 977 °C, in the 3rd generation (1960s) .) this parameter rose to 1176 °C; for engines of the 4th generation (1970–1980), the gas temperature reached 1376 °C. Turbine blades of 5th generation engines, the first examples of which appeared in the West in the mid-1990s, operate at a temperature of 1626 °C. Currently, only 15% of engines in use in the world are of the 5th generation.

7. PD-14 technologies – state secret

Except domestic companies, only companies in the USA, Great Britain and France possess the technologies for the full cycle of creating modern turbojet engines. That is, there are fewer countries producing modern aviation turbojet engines than countries that have nuclear weapons or launching satellites into space. For example, China's many years of efforts have not yet led to success in this area. The Chinese quickly copied the Russian Su-27 fighter, but they were never able to copy its AL-31F engine. China is still forced to purchase this no longer the most modern engine from Russia. Therefore, aircraft engine development technologies are protected as the most important state secret.

On October 30, 2015, testing of the newest Russian aircraft engine PD-14 began on the Il-76LL flying laboratory. This is an event of exceptional importance. Only four countries in the world: Russia, the USA, England and France own the technologies for the full cycle of creating modern turbojet engines.
Managing Director - General Designer of UEC-Aviadvigatel JSC Alexander Inozemtsev spoke on March 16, 2017 about the progress of flight tests of the promising PD-14 engine developed by design bureau. The first stage of flight testing was completed in 2016, and by the end of March we will fly off the second stage. Finally, the engine is already being assembled, which will fly in the third stage of testing, already certified,” he explained.
According to Alexander Inozemtsev, the certification period for the PD-14 engine remains unchanged. “For now we are holding on to April 2018, and validation in Europe in 2018,” says the general designer.
TRD - extremely complex device.

Its turbine operates in the most difficult conditions. Her essential element- a spatula, with which kinetic energy gas flow is converted into mechanical energy rotation. One blade, and there are about 70 of them in each stage of an aircraft turbine, develops power equal to the power of a Formula 1 car engine, and at a turbine speed of about 12 thousand revolutions per minute, a centrifugal force of 18 tons acts on the blade, which equal to the load on the suspension of a double-decker London bus.
The temperature of the gas with which the blade comes into contact is almost half the temperature on the surface of the Sun. This value is 200 °C higher than the melting point of the intermetallic compound (titanium aluminide) from which the blade is made. Imagine this problem: you need to prevent an ice cube from melting in an oven heated to 200 °C. Designers manage to solve the problem of blade cooling using internal air channels and special coatings.
Moreover, while maintaining all the strength characteristics, blades made of titanium intermetallic compound are much lighter than similar blades made using previously used casting technology from nickel alloys.
It is not surprising that one spatula costs eight times more than silver. To create just this small part that fits in the palm of your hand, it is necessary to develop more than a dozen complex technologies. And each of these technologies is protected as the most important state secret.
TRD technologies are more important than atomic secrets
In addition to domestic companies, only US companies (Pratt & Whitney, General Electric, Honeywell), England (Rolls-Royce) and France (Snecma) possess technologies for the full cycle of creating modern turbojet engines. That is, there are fewer countries producing modern aviation turbojet engines than countries that have nuclear weapons or launch satellites into space. China's decades-long efforts, for example, have so far failed to achieve success in this area. The Chinese quickly copied and equipped the Russian Su-27 fighter with their own systems, releasing it under the designation J-11. However, they were never able to copy its AL-31F engine, so China is still forced to purchase this no longer the most modern turbojet engine from Russia.
PD-14 - the first domestic aircraft engine of the 5th generation

Progress in aircraft engine manufacturing is characterized by several parameters, but one of the main ones is the temperature of the gas in front of the turbine. The transition to each new generation of turbojet engines, and there are five of them in total, was characterized by an increase in this temperature by 100–200 degrees. Thus, the gas temperature of the 1st generation turbojet engines, which appeared in the late 1940s, did not exceed 1150 °K, in the 2nd generation (1950s) this figure increased to 1250 °K, in the 3rd generation (1960s) this parameter rose to 1450 °K; for engines of the 4th generation (1970–1980s) the gas temperature reached 1650 °K. Turbine blades of 5th generation engines, the first examples of which appeared in the West in the mid-90s, operate at a temperature of 1900 °K. Currently, only 15% of engines in use in the world are of the 5th generation.
An increase in gas temperature, as well as new design diagrams, primarily double-circuit technology, have made it possible to achieve impressive progress over the 70 years of development of turbojet engines. For example, the ratio of engine thrust to its mass increased 5 times during this time and for modern models reached 10. The degree of air compression in the compressor increased 10 times: from 5 to 50, while the number of compressor stages was halved - on average from 20 to 10. The specific fuel consumption of modern turbojet engines was halved compared to 1st generation engines. Every 15 years, the volume of passenger traffic in the world doubles while the total fuel consumption of the world's aircraft fleet remains almost unchanged.
Currently, the only 4th generation civil aircraft engine produced in Russia is the PS-90. If we compare the PD-14 with it, then the two engines have similar weights (2950 kg for the basic version PS-90A and 2870 kg for the PD-14), dimensions (fan diameter for both is 1.9 m), compression ratio (35.5 and 41) and take-off thrust (16 and 14 tf).
At the same time, the high-pressure compressor PD-14 consists of 8 stages, and PS-90 - of 13 with a lower total compression ratio. The bypass ratio of the PD-14 is twice as high (4.5 for the PS-90 and 8.5 for the PD-14) with the same fan diameter. As a result, the specific fuel consumption in cruising flight for the PD-14 will drop, according to preliminary estimates, by 15% compared to existing engines: to 0.53–0.54 kg/(kgf h) versus 0.595 kg/(kgf h) ) at PS-90. PD-14 is the first aircraft engine created in Russia after the collapse of the USSR

When Vladimir Putin congratulated Russian specialists on the start of testing the PD-14, he said that last time a similar event occurred in our country 29 years ago. Most likely, this meant December 26, 1986, when the first flight of the Il-76LL took place under the PS-90A test program.

Soviet Union was a great aviation power. In the 1980s, eight powerful aircraft engine design bureaus operated in the USSR. Often firms competed with each other, since there was a practice of giving the same task to two design bureaus. Alas, times have changed. After the collapse of the 1990s, it was necessary to gather all industry forces to implement the project of creating modern engine. Actually, the formation in 2008 of the United Engine Corporation (UEC), with many of whose enterprises VTB Bank actively cooperates, was aimed at creating an organization capable of not only preserving the country’s competencies in gas turbine construction, but also competing with the world’s leading companies.

The lead contractor for the PD-14 project is the Aviadvigatel Design Bureau (Perm), which, by the way, also developed the PS-90. Serial production is organized at the Perm Motor Plant, but parts and components will be manufactured throughout the country. The cooperation involves Ufa Engine Manufacturing Production Association(UMPO), NPO "Saturn" (Rybinsk), NPCG "Salyut" (Moscow), "Metallist-Samara" and many others.

PD-14 – engine for a long-haul aircraft of the 21st century

One of the most successful projects in the field of civil aviation of the USSR there was a medium-range aircraft Tu-154. Produced in a quantity of 1026 pieces, it long years formed the basis of Aeroflot's fleet. Alas, time passes, and this hard worker no longer answers modern requirements neither in terms of efficiency, nor in terms of ecology (noise and harmful emissions). The main weakness of the Tu-154 is the 3rd generation D-30KU engines with high specific fuel consumption (0.69 kg/kgf·h).

The medium-range Tu-204, which replaced the Tu-154 with 4th generation PS-90 engines, in the conditions of the collapse of the country and the free market, could not withstand competition with foreign manufacturers even in the fight for domestic air carriers. Meanwhile, the segment of medium-haul narrow-body aircraft, which is dominated by the Boeing 737 and Airbus 320 (in 2015 alone, 986 of them were delivered to the world’s airlines), is the most widespread, and the presence on it is necessary condition preservation of the domestic civil aircraft industry. Thus, in the early 2000s, an urgent need was identified to create a competitive new generation turbojet engine for a medium-range aircraft with 130–170 seats. Such an aircraft should be the MS-21 (Mainline Aircraft of the 21st Century), developed by the United Aircraft Corporation. The task is incredibly difficult, since not only the Tu-204, but also no other aircraft in the world could withstand competition with Boeing and Airbus. It is for MS-21 that the PD-14 is being developed. Success in this project will be akin to an economic miracle, but such undertakings are the only way for Russian economy get off the oil needle.

PD-14 – basic design for the engine family
The letters “PD” stand for advanced engine, and the number 14 stands for thrust in ton-force. PD-14 is the base engine for the family of turbojet engines with a thrust from 8 to 18 tf. The business idea of ​​the project is that all these engines are created on the basis of a unified gas generator high degree perfection. The gas generator is the heart of the turbojet engine, which consists of a high-pressure compressor, combustion chamber and turbine. It is the manufacturing technologies of these components, primarily the so-called hot part, that are critical.

The family of engines based on the PD-14 will make it possible to equip almost all Russian aircraft with modern power plants: from the PD-7 for the short-haul Sukhoi Superjet 100 to the PD-18, which can be installed on the flagship of the Russian aircraft industry - the long-haul Il-96. Based on the PD-14 gas generator, it is planned to develop a PD-10V helicopter engine to replace the Ukrainian D-136 on the world's largest Mi-26 helicopter. The same engine can also be used on a Russian-Chinese heavy helicopter, the development of which has already begun. On the basis of the PD-14 gas generator, gas pumping installations and gas turbine power plants with a capacity of 8 to 16 MW, which are so necessary for Russia, can be created.

PD-14 is 16 critical technologies

For the PD-14, with the leading role of the Central Institute of Aviation Engine Engineering (CIAM), the leading research institute of the industry and the Aviadvigatel Design Bureau, 16 critical technologies were developed: monocrystalline high-pressure turbine blades with a promising cooling system, operable at gas temperatures up to 2000°K, hollow wide-chord fan blade made of titanium alloy, thanks to which it was possible to increase the efficiency of the fan stage by 5% in comparison with PS-90, low-emission combustion chamber made of intermetallic alloy, sound-absorbing structures made of composite materials, ceramic coatings on the hot part parts, hollow low-pressure turbine blades and etc.

PD-14 will continue to be improved. At MAKS 2015, one could already see the prototype of a wide-chord fan blade made of carbon fiber, created at CIAM, the mass of which is 65% of the mass of the hollow titanium blade currently used. At the CIAM stand, one could also see a prototype of the gearbox that is supposed to be equipped with the modification of the PD-18R. The gearbox will allow you to reduce the fan speed, due to which, not tied to the turbine speed, it will work at a higher speed. effective mode. It is expected to raise the gas temperature in front of the turbine by 50°K. This will increase the thrust of the PD-18R to 20 tf, and reduce specific fuel consumption by another 5%.

PD-14 – 20 new materials

When creating the PD-14, the developers from the very beginning relied on domestic materials. It was clear that Russian companies under no circumstances will they provide access to new foreign-made materials. Here, the All-Russian Institute of Aviation Materials (VIAM) played a leading role, with the participation of which about 20 new materials were developed for the PD-14.

In 2015, VIAM specialists were the first in the country to produce a swirler for the front combustion chamber device PD-14 using a domestic metal powder composition.

But creating the material is half the battle. Sometimes Russian metals They are superior in quality to foreign ones, but their use in a civil aircraft engine requires certification according to international standards. Otherwise, the engine, no matter how good it is, will not be allowed to fly outside Russia. The rules here are very strict because we are talking about people's safety. The same applies to the engine manufacturing process: enterprises in the industry require certification according to the standards of the European Aviation Safety Agency (EASA). All this will force us to improve production standards, and it is necessary to re-equip the industry to accommodate new technologies. The development of the PD-14 itself took place using new, digital technology, thanks to which the 7th copy of the engine was assembled in Perm using mass production technology, while previously a pilot batch was produced in quantities of up to 35 copies.
PD-14 should take the entire industry to a new level. What can I say, even the Il-76LL flying laboratory, after several years of inactivity, needed to be retrofitted with equipment. Work has also been found for the unique CIAM stands, which allow simulating flight conditions on the ground. In general, the PD-14 project will save more than 10,000 highly qualified jobs for Russia.

PD-14 is the first domestic engine that directly competes with its Western counterpart
The development of a modern engine takes 1.5–2 times longer than the development of an aircraft. Unfortunately, aircraft manufacturers are faced with a situation where the engine does not have time to start testing the aircraft for which it is intended. The rollout of the first copy of the MS-21 will take place in 2016, and testing of the PD-14 has just begun. True, the project provided an alternative from the very beginning: MS-21 customers could choose between the PD-14 and Pratt & Whitney’s PW1400G. It is with American engine The MS-21 will go on its first flight, and it is with it that the PD-14 will have to compete for a place under the wing.
Compared to its competitor, the PD-14 is somewhat inferior in efficiency, but it is lighter, has a noticeably smaller diameter (1.9 m versus 2.1), and therefore less resistance. And one more feature: Russian specialists deliberately went for some simplification of the design. The basic PD-14 does not use a gearbox in the fan drive, and also does not use an adjustable nozzle of the external circuit; it has a lower gas temperature in front of the turbine, which makes it easier to achieve reliability and service life indicators. Therefore, the PD-14 engine is cheaper and, according to preliminary estimates, will require lower costs for Maintenance and repairs. By the way, in the context of falling oil prices, it is precisely the lower operating costs, and not efficiency, become the pattern-forming factor and the main competitive advantage aircraft engine. In general, the direct operating costs of the MS-21 with the PD-14 can be 2.5% lower than that of the version with the American engine.

The family of promising turbofan engines for the family of mainline aircraft consists of the PD-14, PD-14A, PD-14M and PD-10 engines:

• PD-14 - basic turbofan engine for the MS-21-300 aircraft;
• PD-14A - a throttled version of the turbofan engine for the MS-21-200 aircraft;
• PD-14M - an uprated version of the turbofan engine for the MS-21-400 aircraft;
• PD-10 is a variant with reduced thrust to 10…11 tf for the SSJ‑NG aircraft.

In general, the direct operating costs of the MS-21 with the PD-14 can be 2.5% lower than that of the version with the American engine.

Hmm... noticeable. As I understand it, these costs are achieved by the lower cost of operating the engine (repairs, etc.), although slightly higher fuel consumption. And the 2.5% advantage is achieved at a theoretical $30 per barrel of oil? And at 100, how will things be?

I would like to clarify, but what should we expect for aircraft downtime due to engine failure? For maintenance and so on.

The main weakness of the Tu-154 is the 3rd generation D-30KU engines with high specific fuel consumption (0.69 kg/kgf·h).

To the one who wrote this... it would be necessary...... As if... The D-30KU eats more CFM56, by 16%, which is quite important, but cannot be the only main weakness for modern realities place.

Compared to its competitor, the PD-14 is somewhat inferior in efficiency, but it easier

I hope that the other advantages of the PD-14 are not taken out of thin air, how is this supposed to be easier??

Dry weight PD-14 (catalogue): 2870 kg

Dry weight PW1100G (catalog) 2858 kg.

And who is easier???

As I understand it, this is a mass with an engine nacelle and other devices. In general, they have almost the same mass. 20kg per engine will affect overall fuel efficiency by 0.07%

The basic PD-14 does not use a gearbox in the fan drive

Why, when talking about the advantages of simplicity of design, do they forget about complexity? A? The PD-14, generally speaking, has 3 stages more turbines than the PW1100G/PW1400G

What does the gearbox provide?
1. there is no need for a large cascade of turbines, and the diameter of these turbines is slightly smaller. (due to the gearbox, the engine becomes not only more complex, but also simpler).
2. The fan blades can be rotated at an angle that reduces the leverage, which leads to lighter fan blades.

Therefore, from the point of view of the complexity of the design, and its weight with the gearbox, it’s not that everything is completely one-sided. On the one hand it is more complicated and it weighs something, but on the other hand it is simpler with a turbine and simpler with a fan.

noticeably smaller diameter (1.9 m versus 2.1), which means less resistance

Yes yes yes... of course.....
Pratt Witney has a gearbox, which means that the fan rotates more slowly, which means that the angle of the blades is different, which means that, taking into account the slightly sparser arrangement of the blades, air passes through the stopped blades of the PW1100g more easily than through the stopped blades of the PD14.

Therefore, as a result, the resistance of a stopped PW1100g will probably be approximately equal to that of the PD14.

The Boeing 737 has a particularly tricky layout of the landing gear and emergency exits, as a result, even LEAP-X had to be compressed to 176 cm in diameter for their needs. And with such a diameter it is effective hot part(LEAP-X) gives greater effect than the effective cold part (PW1000g).

If oil prices continue to be inexpensive, then more simple design The PD-14 will be more effective than the more complex one (PW, LEAP). The question is how work with this structure will be organized. That is, I personally think the right choice for the PD-14 is somewhat more simple solutions than competitors. But there are some concerns about organizing production and service even for a slightly simpler design. For some reason it seems to me (I could very likely be wrong) that the PS-90A is not so good at this, that everything is going smoothly.

The press service of the United Engine Corporation noted that the PD-14 engine, designed for the newest Russian MS-21 airliner, confirms the declared characteristics during testing. RNS reports this.

The press service of the United Engine Corporation noted that the PD-14 engine, designed for the newest Russian MS-21 airliner, confirms the declared characteristics during testing. RNS reports this.

According to UEC representatives, today we can confidently say that in a number of parameters the PD-14 engine is ahead of its Western counterparts. We are talking about the release of pollutants into the atmosphere, noise levels, etc.

Testing of the PD-14 is proceeding in accordance with the previously drawn up schedule for development work. Currently ongoing bench tests in thermal pressure chambers of the CIAM Research Institute and testing as part of a flying laboratory.

The PD-14 project is a whole family of aviation power units with a thrust from 9 to 18 tons. This engine is the main one for the newest MC-21 airliner. More powerful modifications can be installed on heavy vehicles, including the Il-96. It is planned to use it to produce a modern helicopter engine. It will also find application at gas pumping stations and other facilities.

The developer of the PD-14 is the Perm Aviadvigatel plant, and the manufacturer is UEC-Perm Motors. Work on it started back in 2008. During this time, we managed to create a truly advanced product.

Photo: irkut.com/Irkut Corporation Press Service

For this project, 15 new technologies and 20 unique composite materials were created. All leading Russian aircraft engine manufacturing enterprises take part in the development and testing of the engine.

The new engine, as noted by the UEC press service, has unique characteristics. In particular, it has 10-15% less fuel consumption compared to foreign analogues. This will reduce operating costs and life cycle costs by approximately 15%. The PD-14 is also highly reliable.

Simultaneously with the tests, the certification process takes place. We are talking not only about Russian, but also Western standards. Serial production of the PD-14 engine will begin in 2018. 20-30 units will be produced per year. The cost of the project is estimated at 70 billion rubles.

The PD-14 project is a major event for the domestic aircraft engine industry. Its implementation will demonstrate the serious capabilities of Russian industry.

Model of the PD-14 engine / Photo: avid.ru

On October 30, 2015, testing of the newest Russian aircraft engine PD-14 began on the Il-76LL flying laboratory. This is an event of exceptional importance. 10 interesting facts about turbojet engines in general and about PD-14 in particular.

1. Achievement of humanity

The turbojet engine (TRE) is one of the main technical achievements of mankind, which can be placed on a par with the invention of the wheel, sail, steam engine, engine internal combustion, rocket engine and a nuclear reactor. It was thanks to the turbojet engine that our planet suddenly became small and cozy. Anyone can comfortably and safely reach its most remote corner in a matter of hours.

According to statistics, only one flight out of 8 million ends in an accident with loss of life. Even if you boarded a random flight every day, it would take you 21,000 years to die in a plane crash. According to statistics, walking is many times more dangerous than flying. And all this is largely due to the amazing reliability of modern aircraft engines.

2. A miracle of technology

But a turbojet engine is an extremely complex device. Its turbine operates in the most difficult conditions. Its most important element is the blade, with the help of which the kinetic energy of the gas flow is converted into mechanical rotational energy. One blade, and there are about 70 of them in each stage of an aircraft turbine, develops a power equal to the power of a Formula 1 car engine, and at a rotation speed of about 12 thousand revolutions per minute, a centrifugal force equal to 18 tons acts on it, which is equal to load on the suspension of a double-decker London bus.

PD-14 engine diagram / Image: vtbrussia.ru

But that's not all. The temperature of the gas with which the blade comes into contact is almost half the temperature on the surface of the Sun. This value is 200 °C higher than the melting point of the metal from which the blade is made. Imagine this problem: you need to prevent an ice cube from melting in an oven heated to 200 °C. Designers manage to solve the problem of cooling the blade using internal air channels and special coatings. It is not surprising that one spatula costs eight times more than silver. To create just this small part that fits in the palm of your hand, it is necessary to develop more than a dozen complex technologies. And each of these technologies is protected as the most important state secret.

3. TRD technologies are more important than atomic secrets

In addition to domestic companies, only US companies (Pratt & Whitney, General Electric, Honeywell), England (Rolls-Royce) and France (Snecma) possess technologies for the full cycle of creating modern turbojet engines. That is, there are fewer countries producing modern aviation turbojet engines than countries that have nuclear weapons or launch satellites into space. China's decades-long efforts, for example, have so far failed to achieve success in this area. The Chinese quickly copied and equipped the Russian Su-27 fighter with their own systems, releasing it under the designation J-11. However, they were never able to copy its AL-31F engine, so China is still forced to purchase this no longer the most modern turbojet engine from Russia.

4. PD-14 - the first domestic aircraft engine of the 5th generation

Progress in aircraft engine manufacturing is characterized by several parameters, but one of the main ones is the temperature of the gas in front of the turbine. The transition to each new generation of turbojet engines, and there are five of them in total, was characterized by an increase in this temperature by 100-200 degrees. Thus, the gas temperature of the 1st generation turbojet engines, which appeared in the late 1940s, did not exceed 1150 °K, in the 2nd generation (1950s) this figure increased to 1250 °K, in the 3rd generation (1960s) this parameter rose to 1450 °K; for engines of the 4th generation (1970-1980) the gas temperature reached 1650 °K. Turbine blades of 5th generation engines, the first examples of which appeared in the West in the mid-90s, operate at a temperature of 1900 °K. Currently, only 15% of engines in use in the world are of the 5th generation.

One blade of an aircraft turbine produces power equal to that of a Formula 1 car engine.

An increase in gas temperature, as well as new design schemes, primarily double-circuit, have made it possible to achieve impressive progress over the 70 years of development of turbojet engines. For example, the ratio of engine thrust to its weight increased during this time by 5 times and for modern models reached 10. The degree of air compression in the compressor increased 10 times: from 5 to 50, while the number of compressor stages decreased by half - on average from 20 to 10. The specific fuel consumption of modern turbojet engines has been halved compared to 1st generation engines. Every 15 years, the volume of passenger traffic in the world doubles while the total fuel consumption of the world's aircraft fleet remains almost unchanged.

PD-14 was developed for the Russian medium-range aircraft MS-21 / Photo: PJSC "UAC"

Currently, Russia produces the only 4th generation civil aircraft engine - the PS-90. If we compare the PD-14 with it, then the two engines have similar weights (2950 kg for the basic version PS-90A and 2870 kg for the PD-14), dimensions (fan diameter for both is 1.9 m), compression ratio (35.5 and 41) and take-off thrust (16 and 14 tf).

At the same time, the high-pressure compressor PD-14 consists of 8 stages, and PS-90 - of 13 with a lower total compression ratio. The bypass ratio of the PD-14 is twice as high (4.5 for the PS-90 and 8.5 for the PD-14) with the same fan diameter. As a result, the specific fuel consumption in cruising flight for the PD-14 will drop, according to preliminary estimates, by 15% compared to existing engines: to 0.53-0.54 kg/(kgf h) versus 0.595 kg/(kgf h) ) at PS-90.

5. PD-14 is the first aircraft engine created in Russia after the collapse of the USSR

When Vladimir Putin congratulated Russian specialists on the start of testing the PD-14, he said that the last time such an event occurred in our country was 29 years ago. Most likely, this meant December 26, 1986, when the first flight of the Il-76LL took place under the PS-90A test program.

The Soviet Union was a great aviation power. In the 1980s, eight powerful aircraft engine design bureaus operated in the USSR. Often firms competed with each other, since there was a practice of giving the same task to two design bureaus. Alas, times have changed. After the collapse of the 1990s, all industry forces had to be brought together to implement the project of creating a modern engine. Actually, the formation in 2008 of the United Engine Corporation (UEC), with many of whose enterprises VTB Bank actively cooperates, was aimed at creating an organization capable of not only preserving the country’s competencies in gas turbine construction, but also competing with the world’s leading companies.

The lead contractor for the PD-14 project is the Aviadvigatel Design Bureau (Perm), which, by the way, also developed the PS-90. Serial production is organized at the Perm Motor Plant, but parts and components will be manufactured throughout the country. The cooperation involves the Ufa Engine Production Association (UMPO), NPO Saturn (Rybinsk), NPCG Salyut (Moscow), Metalist-Samara and many others.

6. PD-14 - engine for long-haul aircraft of the 21st century

One of the most successful projects in the field of civil aviation of the USSR was the Tu-154 medium-range aircraft. Produced in a quantity of 1,026 units, it formed the basis of Aeroflot's fleet for many years. Alas, time passes, and this hard worker no longer meets modern requirements either in terms of efficiency or ecology (noise and harmful emissions). The main weakness of the Tu-154 is the 3rd generation D-30KU engines with high specific fuel consumption (0.69 kg/(kgf·h).

There are fewer countries producing modern aviation turbojet engines than countries possessing nuclear weapons

The medium-range Tu-204, which replaced the Tu-154 with 4th generation PS-90 engines, in the conditions of the collapse of the country and the free market, could not withstand competition with foreign manufacturers even in the struggle for domestic air carriers. Meanwhile, the segment of medium-haul narrow-body aircraft, dominated by the Boeing 737 and Airbus 320 (in 2015 alone, 986 of them were delivered to airlines around the world), is the most widespread, and presence in it is a necessary condition for preserving the domestic civil aircraft industry. Thus, in the early 2000s, an urgent need was identified to create a competitive new generation turbojet engine for a medium-range aircraft with 130-170 seats. Such an aircraft should be the MS-21 (Mainline Aircraft of the 21st Century), developed by the United Aircraft Corporation. The task is incredibly difficult, since not only the Tu-204, but also no other aircraft in the world could withstand the competition with Boeing and Airbus. It is for MS-21 that the PD-14 is being developed. Success in this project will be akin to an economic miracle, but such undertakings are the only way for the Russian economy to get off the oil needle.

7. PD-14 - basic design for a family of engines

The letters “PD” stand for advanced engine, and the number 14 stands for thrust in ton-force. PD-14 is the base engine for the family of turbojet engines with a thrust from 8 to 18 tf. The business idea of ​​the project is that all these engines are created on the basis of a unified gas generator of a high degree of perfection. The gas generator is the heart of the turbojet engine, which consists of a high-pressure compressor, combustion chamber and turbine. It is the manufacturing technologies of these components, primarily the so-called hot part, that are critical.

On October 30, 2015, testing of the newest Russian aircraft engine PD-14 began on the Il-76LL flying laboratory / Photo: Aviadvigatel OJSC

The family of engines based on the PD-14 will make it possible to equip almost all Russian aircraft with modern power plants: from the PD-7 for the short-haul Sukhoi Superjet 100 to the PD-18, which can be installed on the flagship of the Russian aircraft industry - the long-haul Il-96. Based on the PD-14 gas generator, it is planned to develop a PD-10V helicopter engine to replace the Ukrainian D-136 on the world's largest Mi-26 helicopter. The same engine can also be used on the Russian-Chinese heavy helicopter, the development of which has already begun. On the basis of the PD-14 gas generator, gas pumping installations and gas turbine power plants with a capacity of 8 to 16 MW, which are so necessary for Russia, can be created.

8. PD-14 is 16 critical technologies

For the PD-14, with the leading role of the Central Institute of Aviation Engine Manufacturing (CIAM), the leading research institute of the industry and the Aviadvigatel Design Bureau, 16 critical technologies were developed: monocrystalline high-pressure turbine blades with a promising cooling system, a hollow wide-chord fan blade made of titanium alloy, thanks to which managed to increase the efficiency of the fan stage by 5% in comparison with PS-90, a low-emission combustion chamber made of an intermetallic alloy, sound-absorbing structures made of composite materials, ceramic coatings on the hot part parts, hollow low-pressure turbine blades, etc.

PD-14 will continue to be improved. At MAKS 2015, one could already see the prototype of a wide-chord fan blade made of carbon fiber, created at CIAM, the mass of which is 65% of the mass of the hollow titanium blade currently used. At the CIAM stand, one could also see a prototype of the gearbox that is supposed to be equipped with the modification of the PD-18R. The gearbox will allow you to reduce the fan speed, due to which, not tied to the turbine speed, it will operate in a more efficient mode. It is expected to raise the gas temperature in front of the turbine by 50 °K. This will increase the thrust of the PD-18R to 20 tf, and reduce specific fuel consumption by another 5%.

9. PD-14 is 20 new materials

When creating the PD-14, the developers from the very beginning relied on domestic materials. It was clear that under no circumstances would Russian companies be given access to new foreign-made materials. Here, the All-Russian Institute of Aviation Materials (VIAM) played a leading role, with the participation of which about 20 new materials were developed for the PD-14.

But creating the material is half the battle. Sometimes Russian metals are superior in quality to foreign ones, but their use in a civil aircraft engine requires certification according to international standards. Otherwise, the engine, no matter how good it is, will not be allowed to fly outside Russia. The rules here are very strict because we are talking about people's safety. The same applies to the engine manufacturing process: enterprises in the industry require certification according to the standards of the European Aviation Safety Agency (EASA). All this will force us to improve production standards, and it is necessary to re-equip the industry to accommodate new technologies. The development of the PD-14 itself took place using new, digital technology, thanks to which the 7th copy of the engine was assembled in Perm using mass production technology, while previously a pilot batch was produced in quantities of up to 35 copies.

The development of a modern engine takes 1.5-2 times longer than the development of an aircraft

PD-14 should take the entire industry to a new level. What can I say, even the Il-76LL flying laboratory, after several years of inactivity, needed to be retrofitted with equipment. Work has also been found for the unique CIAM stands, which allow simulating flight conditions on the ground. In general, the PD-14 project will save more than 10,000 highly qualified jobs for Russia.

10. PD-14 is the first domestic engine that directly competes with its Western counterpart

The development of a modern engine takes 1.5-2 times longer than the development of an aircraft. Unfortunately, aircraft manufacturers are faced with a situation where the engine does not have time to start testing the aircraft for which it is intended. The rollout of the first copy of the MS-21 will take place at the beginning of 2016, and testing of the PD-14 has just begun. True, the project provided an alternative from the very beginning: MS-21 customers could choose between the PD-14 and Pratt & Whitney’s PW1400G. It is with the American engine that the MC-21 will go on its first flight, and it is with it that the PD-14 will have to compete for a place under the wing.

Wide-chord hollow titanium fan blades are one of the critical technologies of the PD-14 / Photo: Ramil Sitdikov

Compared to its competitor, the PD-14 is somewhat inferior in efficiency, but it is lighter, has a noticeably smaller diameter (1.9 m versus 2.1), and therefore less resistance. And one more feature: Russian specialists deliberately went for some simplification of the design. The basic PD-14 does not use a gearbox in the fan drive, and also does not use an adjustable nozzle of the external circuit; it has a lower gas temperature in front of the turbine, which makes it easier to achieve reliability and service life indicators. Therefore, the PD-14 engine is cheaper and, according to preliminary estimates, will require lower maintenance and repair costs. By the way, in the context of falling oil prices, it is lower operating costs, and not efficiency, that become the driving factor and the main competitive advantage of an aircraft engine. In general, the direct operating costs of the MS-21 with the PD-14 can be 2.5% lower than that of the version with the American engine.

To date, 175 MS-21 have been ordered, of which 35 are with the PD-14 engine.

When writing the material, data from the websites of PJSC UAC, JSC Aviadvigatel, and RIA Novosti were used.