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Aviadvigatel PS-90

The Aviadvigatel PS-90 is a Russian high-bypass commercial turbofan rated at 16000 kgf (157 kN, 35,300 lbf) thrust. It powers Russian airliners such as the Ilyushin Il-96 and the Tupolev Tu-204/Tu-214 series and transport aircraft such as the Ilyushin Il-76. It is made by the Russian aircraft engine company Aviadvigatel, which is the successor of the Soviet Soloviev Design Bureau. "PS" are the initials of Pavel Soloviev (Russian: Пáвел Алексáндрович Соловьёв).

Design and development

With the advent of new generation of Russian airliners, Aviadvigatel developed the PS-90 to satisfy the demands of economy, performance and exhaust emissions. It represented a huge advance over previous generations of 1960s era Soviet engines. The PS-90 is almost double the efficiency of those engines and is reasonably competitive to western engines of the 1980s such as the Pratt & Whitney PW2000.

Design features

It incorporates many firsts in a one-of-a-kind Russian engine with advanced technology features such as

High-bypass turbofan design for economy
Integrated exhaust with exhaust mixer for good efficiency
Acoustically treated exhaust duct for low noise
Full-authority digital engine control (FADEC)
Long service life based on on-condition maintenance
Modular design for ease of maintenance

It was first certified in 1992 and has been in service since.

Variants

There are several variants: the basic PS-90A, the PS-90A-76, and the improved PS-90A versions. The latter include the PS-90A1, PS-90A2, PS-90A-42 and the PS-90A3 engines.

PS-90A

The PS-90A engine is the initial variant and is standard equipment for Ilyushin Il-96-300, Tupolev Tu-204-100 and Tupolev Tu-214. For the first time, it allowed Russian airliners to achieve similar performance and economy to their western counterparts. PS-90A is rated nominally at 16000 kgf (157 kN, 35,300 lbf) thrust, 13.3% less than the Rolls-Royce RB211-535E4 engine (which is also offered on the Tu-204), and the fuel consumption is 8.2% less than it.

PS-90A-76

This variant is a modification of the basic PS-90A engine. It is rated nominally up to 14,500 kgf (142 kN, 32,000 lbf) take-off thrust.

By replacing the D-30KP on the older Il-76, the service life of the aircraft can be extended. Fuel efficiency, and performance will be markedly improved and noise pollution reduced to comply with the new strict requirements. With the large fleet of both civil and military Il-76 aircraft still in operation, a potentially large market exists for engine replacement. An example of such a modified version is the Il-76MD-90. The PS-90A-76 is the standard on the newly built, modernized versions of the Il-76, such as the Il-76MD-90A and the Il-76MF.

PS-90A1

This variant is also a modification of the basic PS-90A engine. It was certified in 2007 and is offered as an option on the IL-96-400T aircraft.

PS-90A2

The PS-90A2 is an advanced derivative of the PS-90A, developed in cooperation with Pratt & Whitney. It has a fair proportion of western components from France, Germany, Sweden and the USA. It is also lighter than PS-90A and features improved FADEC. These features improve the performance and reduce maintenance costs by 40%. Fuel consumption is on par with current western engines, and its noise levels are below the current regulatory requirements. The PS-90A2 is the first Russian engine to be ETOPS-180 min rated. It is offered in newly built aircraft and is completely interchangeable with the PS-90A, allowing simple upgrades on present airliners.

It has the same thrust rating as the PS-90A, 16000 kgf (157 kN, 35,300 lbf) thrust. It is also capable of 18000 kgf (176 kN, 39,600 lbf) thrust.

Future American involvement in engine development has been put in doubt after attempts to block sale of PS-90A2 engines to an Iranian customer.

PS-90A-42

This is a version of the PS-90A2 intended for the Beriev A-42 search and rescue aircraft.

PS-90A3

According to the manufacturer, it is a modification of the PS-90A2. It was certified in January 2011 and intended to power the Tupolev Tu-204SM aircraft. It is unclear whether the US and Western European components of the PS-90A2 remain or whether they have been replaced by Russian ones. If the US components have indeed been replaced, then this engine could be fitted to the Tu-204SM ordered by Iran Air and its subsidiaries.

Gas Turbines

GTE-25P, GTU-25P unit
Gas turbine PS-90GP-2 derivative of PS90A2

Specifications (PS-90A1)

Data from Aviadvigatel Perm Engine.

General characteristics

Type: Twin-spool high bypass turbofan with a single-stage fan
Length: 4,964 mm (195.4 in)
Diameter: 1,900 mm (75 in) (fan diameter)
Dry weight: 2,950 kg (6,500 lb)

Components

Compressor: 4-stage LP, 13-stage HP
Combustors: Fully annular
Turbine: 2-stage HP, 4-stage LP

Performance

Maximum thrust: 17,400 kgf; 38,400 lbf (171 kN)
Bypass ratio: 4.4
Fuel consumption: 0.595 kg/kgf hour
Thrust-to-weight ratio: 5.9

References

External links

Manufacturer specifications
PS-90 production list (in Russian)

Text submitted to CC-BY-SA license. Source: Aviadvigatel PS-90 by Wikipedia (Historical)

Aviadvigatel PD-14

The Aviadvigatel PD-14 (previously known as PS-12) is a high-bypass turbofan that was developed by Aviadvigatel to power the Yakovlev MC-21 twin-jet airliner. It is a 14 tf (30,865 lbf) thrust powerplant.

Development

In December 2009, the PD-14 was developed to be 15% more efficient than its PS-90A2 predecessor and to be installed on the MC-21 and the Ilyushin Il-276.

The PD-14 was announced in early 2010 with its development cost estimated at RUB 35 billion (US$1.1 billion). In April 2010, Aviadvigatel was expecting to start its certification procedure in 2012. Its core was first tested on 26 November 2010. It was displayed for the first time at the 2013 MAKS air show.

Flight tests began in 2015 on an Ilyushin Il-76. Between December 2016 and May 2017, the PD-14 operational performance and working efficiency at all altitudes and speeds were assessed on the Il-76 testbed aircraft at Gromov Flight Research Institute near Moscow. After two years exploring performance at most altitudes, airspeeds and operating modes, the first and second testing stages confirmed its basic operating parameters. A third phase of flight tests debuted in January 2018 from the GFRI Zhukovsky Airfield, conducted in co-operation with certification specialists to formally confirm the pre-certification efforts findings.

Ground tests will continue in parallel, and United Engine Corporation claims that the engine matches the performance of products from foreign competitors and surpasses them for noise and emissions. Bird strike tests on the fan, including high-speed video and vibration measurements, were conducted together with fan blade strength tests. The successful results are expected to reduce the time and cost of attaining full certification status.

United Engine was to deliver five PD-14s to Irkut by the end of 2018, and after Rosaviatsia certification, to start flight tests on the MC-21 in 2019 for type certification of the variant in 2021. EASA certification is expected when it will enter series production. In October 2018, Rosaviatsia granted certification to the PD-14, and deliveries of the first engines for two MC-21s were expected by the end of 2018. European certificate validation was planned for 2019.

In January 2020, Irkut received the first PD-14 engines to be installed on the MC-21 airliner, and the first PD-14-powered MC-21-310 made its maiden flight on 15 December 2020 from Irkutsk.

In October 2021, the engine successfully passed landmark volcanic ash exposure tests. According to Anatoly Serdyukov, the thrust of the PD-14 “practically did not decrease” after the engine was exposed to the presence of the ash for 1 hour.

Design

The 1.9 m (75 in) fan has 18 titanium alloy blades, providing an 8.5:1 bypass ratio significantly improved from previous Russian engines, but below the CFM LEAP's 10:1 or the Pratt & Whitney PW1000G's 12:1 for the MC-21 from 2017. The 3D aerodynamics shaped first high-pressure turbine stage has advanced cooling channels. Twenty new materials were developed for the powerplant, including monocrystalline alloys for vanes, and high-strength nickel and titanium alloys for shafts and disks.

Developed from the PS-12 (an uprated PS-90A), the 122–153 kN (27,500-34,500 lbf) thrust powerplant is designed by Aviadvigatel and manufactured by the Perm Engine Company. The two-shaft turbofan has a high-pressure core from the PS-12 with an eight-stage compressor and a two-stage turbine, and four low-pressure stages. The high-bypass engine does not employ an exhaust mixer, fuel burn should be reduced by 10–15% from the CFM International CFM56 and it could power an upgraded Tupolev Tu-204.

Proposed derivatives

PD-8 is a derated model at 78 kN (17,500 lbf) for the SJ-100, Beriev Be-200, and Ilyushin Il-212. As of mid-2022, a PD-8 prototype had successfully completed ground testing, and had conducted its first flight test installed on an Ilyushin Il-76 aircraft. Anticipated certification has been pushed to 2024.
PD-8V turboshaft 6.8 7.68 – 9680 shp for Mi-24/35 8/17 and other medium heavy heli
PD-10 is a derated model for the SJ-130 at 10.9 tf (24,000 lbf).
PD-12V: turboshaft variant for the Mil Mi-26 heavy lift helicopter, development started in 2016, 11,500 shp (up to 14,500 shp).
PD-14А, derated modification of the engine to 12.5 tf (27,600 lbf) for Yakovlev МС-21-200 , also it could replace 12 tf Soloviev D-30 powering the Beriev A-40 aircraft.
PD-14M, uprated to 15.6 tf (34,400 lbf), and PD-16, uprated to 17.5 tf (38,600 lbf), with more LP compressor and turbine stages, for the Yakovlev МС-21-400 stretch to 230-seat and its long-range derivative with a 0.526 lb/lbf/h (14.9 g/kN/s) cruise Thrust-specific fuel consumption; and could replace the 16-tf PS-90A powering the Tupolev Tu-204/214 narrowbody, the Ilyushin Il-96-300 widebody, and the Il-76M-90A freighter.
PD-18R geared turbofan, 18.7 tf (41,000 lbf), it could reach a cruise Thrust-specific fuel consumption of 0.506 lb/lbf/h (14.3 g/kN/s) and could replace the 17.4 tf (38,000 lbf) PS-90A1 on the Il-96-400T freighter.
PD-35: 35 tf (77,000 lbf) for the CRAIC CR929, possibly for Antonov An-124, and its replacement Ilyushin Il-106 PAK VTA.

PD-35

Launched in the summer of 2016 by United Engine Corporation through Aviadvigatel and NPO Saturn, the 35 tf (77,000 lbf) thrust PD-35 was to be developed until 2025 for 180 billion rubles ($3 billion) including 60 billion for test benches and laboratory equipment, to power future wide-body aircraft including the since-shelved Russo-Chinese CRAIC CR929. The 8 m (26 ft) long engine will weigh 8 t (18,000 lb), its fan was planned to be 3.1 m (10 ft) in diameter and its scaled up PD-14 core to have a nine-stage high-pressure compressor and two-stage turbine.

On 19 January 2018, the Russian government awarded UEC-Aviadvigatel a ₽64.3 billion ($1.13 billion) contract to develop a PD-35-1 demonstrator by 2023, including wide-chord composite fan blades and fan case, a 23:1 compressor pressure ratio, ceramic matrix composites – silicon carbide-silicon carbide (SiC-SiC) and carbon-silicon carbide (C-SiC) – and advanced cooling for 1,450 °C (2,640 °F) temperatures. It could power the Ilyushin IL-96-400, the Il-76 airlifter, Il-78 tanker and an Antonov An-124 replacement Ilyushin Il-106 PAK VTA. A de-rated version would meet the An-124 thrust requirements.

At the end of 2022, the PD-35 was postponed until at least 2029.

Applications

PD-8: SJ-100, Beriev Be-200, Ilyushin Il-212
PD-10: SJ-130
PD-12V: Mil Mi-26
PD-14: Yakovlev MC-21, Ilyushin Il-276
PD-35 : CRAIC CR929, Ilyushin Il-96, Ilyushin Il-106 PAK VTA

Specifications

References

External links

Official website
"Turbofan Engine Family for Regional Jet". UEC Perm Engines. Retrieved August 1, 2019.
"Aviadvigatel proposes new PS-14 engine for MS-21". Flightglobal. 2009-03-11.
"PD-14A". deagel.

Text submitted to CC-BY-SA license. Source: Aviadvigatel PD-14 by Wikipedia (Historical)

Text submitted to CC-BY-SA license. Source: by Wikipedia (Historical)

Pratt & Whitney PW2000

The Pratt & Whitney PW2000, also known by the military designation F117 and initially referred to as the JT10D, is a series of high-bypass turbofan aircraft engines with a thrust range from 37,000 to 43,000 lbf (160 to 190 kN). Built by Pratt & Whitney, they were designed for the Boeing 757. As a 757 powerplant, these engines compete with the Rolls-Royce RB211.

Design and development

Pratt & Whitney began working on the JT10D in October 1971 intended for the McDonnell Douglas YC-15 into the Advanced Medium STOL Transport project and the Boeing 767, then code named 7X7, which first ran in August 1974. In December 1980, Pratt & Whitney changed to a new naming system for its engines and the JT10D became the PW2037.

The PW2000 is a dual-spool, axial air flow, annular combustion, high bypass turbofan with a dual-channel full authority digital engine control (FADEC) system. It was certified in 1984 as the first civilian FADEC-controlled aviation engine.

MTU Aero Engines holds a 21.2% stake in the engine project, having developed the low-pressure turbine and turbine exit casing as well as producing critical parts of the low-pressure turbine, the turbine exhaust casing, high-pressure compressor and high-pressure turbine components.

The first PW2000 series engine, the PW2037, powered the Boeing 757-200 and entered service with Delta Air Lines as the launch customer for the civil aviation version of the engine.

Other than the 757, the PW2000 series engines also power the C-17 Globemaster III military transport; the United States Department of Defense designation for the engine is F117, with the specific variant used on the C-17 being the F117-PW-100. The powerplant first flew on the C-17 in 1991. Still maintaining the F117 engine for the U.S. military, Pratt & Whitney received a $5.5 billion contract modification in June 2023 for engine sustainment in San Francisco, California; Columbus, Georgia; and Tinker Air Force Base, Oklahoma, through September 2027.

The PW2000 also powered the abortive Ilyushin Il-96M; the engine first flew on the Il-96M in 1993.

On October 16, 2008 the NTSB recommended that the FAA issue urgent new inspection procedures on the PW2037 model of the engine, following an uncontained turbine failure event in August 2008. The NTSB recommended that the FAA order PW2037 engines inspected beyond a threshold of flight hours or flight cycles less than that of the event engine, and be reinspected at regular intervals.

The latest build standard, named PW2043, launched in 1994. It provides over 43,000 lbf (190 kN) of thrust. Previous generations of engines can be converted to the PW2043 version.

Applications

Boeing 757
- Boeing C-32A
Boeing C-17 Globemaster III
Ilyushin Il-96M