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Thread: Russian Civil Aviation

  1. #601
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    Tupolev: a new engine was offered for Тu-204/214 Family aircraft

    The operators of Тu-204/214 Family aircraft will soon be able to re-engine their aircraft replacing PS-90A engines with new PS-90A3u engines, which are interchangeable with all the PS-90A family engines. PS-90A3u was created on the basis of PS-90A2 engine, Tupolev’s press-service reports. AEX.ru

    The presentation of new engine was held in Moscow on April 25th. Chief designer of Aviadvigatel (Perm), Alexander Semenov, has presented the new modification to airframers and operators, the company says.

    "At present Тu-204/214 Family aircraft with PS-90A engines are operated by Rossiya special aircraft division, Transaero, Vladivostok-Avia, «RedWings», «Aviastar-Тu» and «CubanadeAviacionS.A.». The representatives of the operators had a chance to get acquainted with all the advantages of PS -90А3u as compared to PS-90A. In particular, this refers to doubling the service life of the engine’s key components, increase of its reliability by means of using new materials, components and design of engine’s automatic control system, decrease of maintenance labor intensity. In addition, the developer has presented a new scheme for upgrading PS-90A engines to PS-90А3u, which assumes buy-back of needless engines from the airlines’ storage and decrease of cost per flight-hour", - press-service of Tupolev noted.
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  2. #602
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    Nicely sums up the engine development in civil areas

    Press conference Engine 2012

    http://vpk.name/news/68623_presskonf...ateli2012.html
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  3. #603
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    By how many years (or decades) Russia is behind in civilian turbofan technology compared to finest that west can offer.
    Does it has the capability tp produce something in the league of GE-90 115B.

  4. #604
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    Why would Russia produce a GE-90 engine? It has absolutely no need for such a niche engine, no aircraft it produces use it.
    http://img818.imageshack.us/img818/9098/rsz11rsz3807.jpg

  5. #605
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    The question was about capability and not the need pre se, nonetheless An-124 may use this engine.
    Last edited by Deano; 5th May 2012 at 21:22. Reason: CoC Rule 14

  6. #606
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    Quote Originally Posted by fft View Post
    By how many years (or decades) Russia is behind in civilian turbofan technology compared to finest that west can offer.
    Decades ? You should say centuries Russian engines are like 630 BC types

    Seriously thought their engines and recent modification are very competitive compared to similar generation Western peers , like a PS-90A2 or A3 is on par with similar models from RR or others in fuel consumption , noise level and life plus they are cheaper.

    PS-90A2 is also ETOPS 120 rated engine.

    The newer engine like PD-14 as specs shown is very competitive on all parameters compared to Leap-X and PW 1400G , plus its 15 % cheaper.

    SaM 146 is comparable to its peers and its EASA certified

    Yes they dont have GE-90 types becuase they dont have 777 types to offer , plus the lost decade of 90's has hurt them badly with no development.

    If the PD-30 program takes off then they will have something to offer on the lines of 787 engine , lets see what the wide body aircraft has to offer.

    All in All they are fine but they still need to do catching up on certain space like 30-40 T class on engine front and they need lots of orders , so that numbers do the talking thats the bottom line.
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  7. #607
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    Good Details on PD-30 Program , may power Airplane 2020 and An-124-300

    New Russian Geared Turbofan Could Re-engine the Ruslan

    The Kuznetsov design bureau, part of the United Engine Corporation (ODK), unveiled a new geared turbofan design at the Engines 2000 exhibition in Moscow last month. The PD30 is proposed for an upgrade to the Antonov An-124 Ruslan heavy airlifter, which is currently powered by the Ukrainian Ivchenko Progress D18T. The PD30 could also power Russia’s proposed widebody airliner, known as Airplane 2020.



    The PD30 is portrayed as a low-risk project through extensive use of off-the-shelf components and technologies proven on other projects. However, it features many innovations: a high-power (50,000 hp, 99 percent efficiency) reduction gearbox between fan and turbine, wide-chord hollow (honeycomb) fan blades, very-low-emission combustor, mono-crystal blades, blisks in the HP compressor and booster, chevron nozzle, all-composite nacelle, intake and thrust reverser, and Fadec.

    When fitted to the An-124-300, the PD30 would develop 29.5 metric tons (65,000 pounds) of thrust for takeoff and 5.7 to 6.2 metric tons (12,560- to 13,670 pounds) when cruising at 11,000 meters (36,000 feet). Low specific fuel consumption (SFC) of 0.535-0.548 lb/lb/hr is achieved through a high bypass ratio (between 7.65 and 8.7), while gas temperatures are kept at 1,433K at maximum continuous power.

    By comparison, the D18T series 5 delivers 27.85 metric tons (61,400 pounds) thrust at takeoff and 6.28 metric tons (13,840 pounds) in cruise, with an SFC of 0.541 lb/lb/hr. At 5,140 kg (11,330 pounds), the PD30 weighs 560 kg (1,235 pounds) less than the D18T. Kuznetsov says that the PD30 has a similar performance to the Rolls-Royce Trent series, while running at lower temperatures for higher margins and lower emission levels.

    The centerpiece of the PD30 project is the use of a “modified baseline gas generator” from the improved NK32 turbofan that powers the Tupolev Tu-160 strategic bomber. Production of the NK32 was restarted recently, with some 40 engines already manufactured. The fleet leader has logged more than 3,500 flight hours. The modified gas generator is undergoing bench testing, and has so far amassed 1,000 hours. Kuznetsov says its industrial turbine NK36ST that is derived from NK32 has logged 25,000 hours without removal, while running continuously at 1,520K.

    Kuznetsov promises low noise through the use of a new low-speed fan with rotational speeds below 340-350 m/sec (1,115-1,148 ft/sec) to comply with upcoming ICAO standards. Levels of NOx, CO and hydrocarbon are two, 10 and 15 times less than ICAO 2004 requirements, respectively, through use of a multi-fuel-injector combustor with a life of 30,000 flight hours before removal. This unit has been tested on industrial engines during an 8,000-hour run.

    The reduction gearbox is the most complex part of the project. It uses sliding bearings tried on Kuznetsov’s experimental NK93 propfan. Key technologies come from the 33,000-hp unit developed for the An-70’s D27 powerplant. The hollow blades are considered lower risk since Kuznetsov has already tested elements of their design on the NK56 and NK44 in the late 1980s. The blades will be manufactured at ODK’s new factory in Ufa, which specializes in diffusion soldering.

    Kuznetsov has issued manufacturing documentation for the PD30 and expects the engine to be mature enough for series production in four to five years. Should the engine be selected for the Airplane 2020 program, its fuel burn could be lowered through higher bypass ratio and higher gas temperatures.
    Last edited by Austin; 5th May 2012 at 13:25.
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  8. #608
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    I am all in favour of dumping Ukranian D-18T Series 5 ...no point in funding two engines and PD-18 is far more promising specially its use in civil aviation.

    You can bet Airplane 2020 will almost be a 787 class aircraft and will use a varient of PD-30
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  9. #609
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    Very nice, thanks for links.

    An-124 looks to have serious future and potential.

    Also, NK-32 production already restarted and made 40 engines ? o.O
    http://img818.imageshack.us/img818/9098/rsz11rsz3807.jpg

  10. #610
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    More info from Divgateli-2012 on the PD-30 aka NK-65, including a much better image:

    http://missiles2go.wordpress.com/201...#1075;о/

    http://www.aviaport.ru/news/2012/05/05/234014.html

    In general I agree that the D-18T Series 5 is probably the better option, being less risky, that said, the NK-65/PD-30 is a viable concept. BTW, that ainonline.com article is probably mixing up the NK-93 and D-27 when talking about the gearbox - the latter does not develop anything like 33000 hp, but that figure is about right for the former.
    Last edited by Trident; 7th May 2012 at 15:08.

  11. #611
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    I think the future of PD-30 also depends on how Airplane 2020 shapes up , say its a Wide Body Aircraft in class of 787 then the PD-30 is a more viable investement.

    But in any case its better to fund your own development as this will have a long term impact in the future ......funding 30-40 T Engine is the future and you dont have to depend on Ukranian or its future political dispensation.

    BTW they were also suppose to develop PD-18 GTF engine what ever happened to that ?
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  12. #612
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    For an airliner that far in the future which is to prevail on the highly competitive civilian market, a derivative of an existing Russian engine will not do - it'll have to be a clean-sheet design anyway. Continuing to pursue the high-power GTF idea in the PD-30 as a research project might come in handy, but the gas generator will have to be all-new.

  13. #613
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    Quote Originally Posted by Trident View Post
    For an airliner that far in the future which is to prevail on the highly competitive civilian market, a derivative of an existing Russian engine will not do - it'll have to be a clean-sheet design anyway. Continuing to pursue the high-power GTF idea in the PD-30 as a research project might come in handy, but the gas generator will have to be all-new.
    Well from what i could make out Airplane 2020 is planned to be flown around 2020 , they will provide more details by 2014 on this project as right now they are doing their own market research and technical solutions etc.

    From what i can see PD-30 is competitive to current engine on 787 , A350 on fuel consumption parameter , they alread said if required they can improve its fuel burn through higher bypass ratio and higher gas temperatures.

    A clean sheet design would mean atleast decades of work and PD-30 is already 5th gen in all parameters and they do use many new technology , beyond that to leap frog you need a 6th gen engine something i think would take another 15 years or more to come.

    Like I said I am more inclined to believe Airplane 2020 willl be more in 787 class with twin engine and similar thrust or equal/better consumption . although they might have various configuration on that class for different market.

    Never mind Airplane 2020 like MS-21 will be offered with Foreign and Domestic engine , all the more reason to seriously start working on PD-30 beyond slides
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  14. #614
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    Upgrade plan for SaM146 link

    In the next 10-15 years with the company expected to improve the SNECMA engine SaM146. In the first phase is planned to improve the basic engine components for the calculated results. In particular, the planned reduction in specific fuel consumption by 3.5%, reducing engine weight by 5%, provide a decrease in emissions from the existing base by 7% and reducing the cost of flying hours by 20%, a lower life cycle cost.
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  15. #615
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    A bit outside the usual hardware focus here, but I thought it fit in this thread:

    South Korea and Russia agree open skies agreement for Vladivostok, Code Share agreements for rest of Russia

  16. #616
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    This thread has exceeded 20 pages, please feel free to continue with a new thread.
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