PD-14是毛子的大运兼大客的动力啊，还有30吨版本

从航空航天港看到的，照WIKI说法PD-14是PS-90的增强版，那么PD-14用于毛子的MC-21大客，PS-90用于IL-76-MD-90A大运

http://en.take-off.ru/news/107-j ... tor-kicks-off-tests

http://en.take-off.ru/news/107-j ... russianthirtytonner


The United Engine Corporation (UEC) pins its hopes for the progress of Russian airliner and freighter engine-making on the new-generation 12,500-15,600-kgf PD-14 turbofan engine development programme. The PD-14 is the first one in the family of advanced 9–18-tf engines under development by a large pool of UEC’s subsidiaries with Aviadvigatel JSC in Perm as prime contractor.

30 May 2012 saw the completion of the assembly of the first PD-14 demonstrator prototype in Perm, and the engine entered its bench tests in June. A full-scale PD-14 mockup will be unveiled by UEC at this airshow in Farnborough.



The PD-14 is a two-shaft split-exhaust direct-drive turbofan engine. All engines in the family have a common core with the eight-stage high-pressure compressor, annular low-emission combustor and two-stage high-pressure turbine. The PD-14 baseline model will be fitted with the 1,900-mm single-stage fan (the same diameter as that of the PS-90A), three-stage low-pressure compressor and six-stage low-pressure turbine.



The baseline model of the PD-14 with the 14,000-kgf takeoff thrust is designed for powering the MC-21-300 airliner. The shorter version, the MC-21-200, is supposed to be equipped with 12,500-kgf PD-14A engines, and the PD-14M enhanced-thrust (15,600 kgf) variant is designed to fit the MC-21-400 stretch.

According to calculations, the PD-14 is on a par with its foreign rivals PW1400G and LEAP-X in terms of fuel efficiency, while having a slightly lower bypass ratio.

The engine development and production efforts have involved most of UEC’s subsidiaries, with the leading part being played by Perm-based Aviadvigatel as prime contractor responsible for the development of the core, fan, low-pressure compressor, low-pressure turbine, engine nacelle, reverser, accessory drive assembly and noise-eliminating structures and by the Perm Engine Company as prime manufacturer responsible for the manufacture of the core, engine nacelle and reverser and for final assembly. NPO Saturn is taking part in the development of the fan and low-pressure compressor, UMPO in the manufacture of the fan, low-pressure compressor and low-pressure turbine, NPP Motor in the development of the low-pressure turbine, Salut (soon to join UEC in coming years) in the development and manufacture of the compressor interstage casing and accessory drive assembly, STAR in the development and manufacture of the FADEC system, etc.

Research into advanced commercial aircraft engines was launched in Perm with support of CIAM as far back as 1999. The requirements specification for the engine to power the MC-21 was released in late 2007. Gate I, during which the PD-14 concept was proven, was passed in July 2008. After that, full-scale engine unit designing as well as development and productionising of critical technologies relevant to the development of a new turbofan family had been launched in Perm within two years. The conceptual design approval (Gate II) was took place in March 2010.

Gate III, which provides the final decision on the engine configuration and preliminary design approval, was cleared in July 2011. In a little more than a year between Gates II and III, the core engine demonstrator was developed and put through the first stage of tests, the high-pressure compressor cleared the first stage of its trials, high-pressure turbine blades were made of advanced efficient-cooling materials and mounted on the core engine and demonstrator units were made of high-strength composite parts in addition to the approval of the preliminary design.

The bench tests of the PD-14’s core demonstrator commenced in Perm in autumn 2010. Its first bench start took place on 26 November 2010. Concurrently, Aviadvigatel launched the manufacture and assembly of the engine technology demonstrator. The latter’s bench tests began in June. In 2014 the demonstrator is planned for kicking off the flight test phase using a Il-76LL flying testbed. The certification of the PD-14’s baseline model is slated for 2014, which is to enable the engine to hit the market in 2015–2016 – bang in the run-up to the emergence of the MC-21.


The Samara Kuznetsov JSC, a subsidiary of the United Engine Corporation (UEC), known for its powerful engines mounted by long-range bombers, is running pilot work on an advanced turbofan with a thrust of 30 tf for airliners and freighters, designated as PD-30. In the future, such an engine could power future passenger and cargo planes, being developed under the Aircraft 2020 programme, and the upgraded Antonov An-124-300 Ruslan heavylifter as well.



To date, the most powerful commercial turbofan in the former Soviet states is the Ivchenko-Progress D-18T with a thrust of 23.4 tf. It is built by MOTOR SICH company in Zaporozhye, Ukraine. Russia has no higher-thrust engine, though the need of it has been for long. As far back as the 1990s, Kuznetsov designed the NK-44 turbofan with a thrust of about 40 tf. At the time, the economic situation prevented the development to be completed. Several years ago, there were reports of the second attempt – the commencement of the work on the NK-65 engine with a thrust of 18–30 tf. It was admitted that developing an engine from scratch would be long and very expensive. Therefore, the developer emphasised using the backlog available – the upgraded NK-32 afterburning turbofan’s core and the experience drawn from the long-suffering NK-93 – but also using advanced technologies, materials and a digital design system.

Now, the company is trying to address the problem yet again. According to Kuznetsov General Designer Dmitry Fedorchenko, the PD-30 design is a derivative of the NK-65. Its development is not overly ambitious: the PD-30 is only to achieve ‘up-to-date’ characteristics and be on a par with such foreign analogues, as the Rolls-Royce Trent, General Electric GEnx and CF6-80E1, GP7270, PW4460, etc.

To reduce risks, R&D costs and development time and optimise full-scale production, Kuznetsov is going to use its gearbox and low-emission combustor technology advance and take the production NK-32’s modified core as a basis of the future design. The government ordered a resumption of the full-rate production of the NK-32 in support of the Defence Ministry, but the volume of production required is small, which will make the use of its core under other programmes, particularly, the PD-30, come in handy.

“The PD-30 engine will have the bypass design with the gearbox and split exhaust in the ducts”, said Dmitry Fedorchenko. “The modification of the core engine should be aimed at ensuring the stated parameters, including a considerable increase in the gas-dynamic characteristics of the blade units. In the course of the modification, the low-pressure turbine and compressor, gearbox, single-stage fan and control, monitoring and diagnostic system are designed anew. The gearbox will ensure the optimal revolutions of the fan and low-pressure turbine and also transfer the power to the fan by means of the shaft of the low-pressure turbine inside the medium-pressure turbine”.

According to the design data released during the Engines 2012 salon in April, the PD-30 will have a takeoff thrust of 29,500 kgf along with a bypass ratio of 8.7, an airflow rate of 1,138 kg/s and an inlet air temperature of 1,570K. The specific fuel burn will equal 0.535 kg/kgf*h in cruising mode (H=11 km, M=0.76). According to the requirements specification, the PD-14 fan diameter measures 2,950 mm, and the weight of the engine without its reverser accounts for 5,140 kg. The design and technological solutions implemented in the PD-30 include the use of blisk technologies in the high- and medium-pressure compressors, monocrystal cast blades of the high- and medium-pressure turbines, hollow fan and low-pressure turbine blades, etc.

The development of the PD-30 is planned to build on the expertise resultant from the development of another advanced Russian engine, the PD-14. To manufacture the engine demonstrator and then run the production of the PD-30, proposals have been made to subcontract other Russian companies, e.g. UMPO, Salut, NPO Saturn, Aviadvigatel, etc.

从航空航天港看到的，照WIKI说法PD-14是PS-90的增强版，那么PD-14用于毛子的MC-21大客，PS-90用于IL-76-MD-90A大运

http://en.take-off.ru/news/107-j ... tor-kicks-off-tests

http://en.take-off.ru/news/107-j ... russianthirtytonner


The United Engine Corporation (UEC) pins its hopes for the progress of Russian airliner and freighter engine-making on the new-generation 12,500-15,600-kgf PD-14 turbofan engine development programme. The PD-14 is the first one in the family of advanced 9–18-tf engines under development by a large pool of UEC’s subsidiaries with Aviadvigatel JSC in Perm as prime contractor.

30 May 2012 saw the completion of the assembly of the first PD-14 demonstrator prototype in Perm, and the engine entered its bench tests in June. A full-scale PD-14 mockup will be unveiled by UEC at this airshow in Farnborough.



The PD-14 is a two-shaft split-exhaust direct-drive turbofan engine. All engines in the family have a common core with the eight-stage high-pressure compressor, annular low-emission combustor and two-stage high-pressure turbine. The PD-14 baseline model will be fitted with the 1,900-mm single-stage fan (the same diameter as that of the PS-90A), three-stage low-pressure compressor and six-stage low-pressure turbine.



The baseline model of the PD-14 with the 14,000-kgf takeoff thrust is designed for powering the MC-21-300 airliner. The shorter version, the MC-21-200, is supposed to be equipped with 12,500-kgf PD-14A engines, and the PD-14M enhanced-thrust (15,600 kgf) variant is designed to fit the MC-21-400 stretch.

According to calculations, the PD-14 is on a par with its foreign rivals PW1400G and LEAP-X in terms of fuel efficiency, while having a slightly lower bypass ratio.

The engine development and production efforts have involved most of UEC’s subsidiaries, with the leading part being played by Perm-based Aviadvigatel as prime contractor responsible for the development of the core, fan, low-pressure compressor, low-pressure turbine, engine nacelle, reverser, accessory drive assembly and noise-eliminating structures and by the Perm Engine Company as prime manufacturer responsible for the manufacture of the core, engine nacelle and reverser and for final assembly. NPO Saturn is taking part in the development of the fan and low-pressure compressor, UMPO in the manufacture of the fan, low-pressure compressor and low-pressure turbine, NPP Motor in the development of the low-pressure turbine, Salut (soon to join UEC in coming years) in the development and manufacture of the compressor interstage casing and accessory drive assembly, STAR in the development and manufacture of the FADEC system, etc.

Research into advanced commercial aircraft engines was launched in Perm with support of CIAM as far back as 1999. The requirements specification for the engine to power the MC-21 was released in late 2007. Gate I, during which the PD-14 concept was proven, was passed in July 2008. After that, full-scale engine unit designing as well as development and productionising of critical technologies relevant to the development of a new turbofan family had been launched in Perm within two years. The conceptual design approval (Gate II) was took place in March 2010.

Gate III, which provides the final decision on the engine configuration and preliminary design approval, was cleared in July 2011. In a little more than a year between Gates II and III, the core engine demonstrator was developed and put through the first stage of tests, the high-pressure compressor cleared the first stage of its trials, high-pressure turbine blades were made of advanced efficient-cooling materials and mounted on the core engine and demonstrator units were made of high-strength composite parts in addition to the approval of the preliminary design.

The bench tests of the PD-14’s core demonstrator commenced in Perm in autumn 2010. Its first bench start took place on 26 November 2010. Concurrently, Aviadvigatel launched the manufacture and assembly of the engine technology demonstrator. The latter’s bench tests began in June. In 2014 the demonstrator is planned for kicking off the flight test phase using a Il-76LL flying testbed. The certification of the PD-14’s baseline model is slated for 2014, which is to enable the engine to hit the market in 2015–2016 – bang in the run-up to the emergence of the MC-21.


The Samara Kuznetsov JSC, a subsidiary of the United Engine Corporation (UEC), known for its powerful engines mounted by long-range bombers, is running pilot work on an advanced turbofan with a thrust of 30 tf for airliners and freighters, designated as PD-30. In the future, such an engine could power future passenger and cargo planes, being developed under the Aircraft 2020 programme, and the upgraded Antonov An-124-300 Ruslan heavylifter as well.



To date, the most powerful commercial turbofan in the former Soviet states is the Ivchenko-Progress D-18T with a thrust of 23.4 tf. It is built by MOTOR SICH company in Zaporozhye, Ukraine. Russia has no higher-thrust engine, though the need of it has been for long. As far back as the 1990s, Kuznetsov designed the NK-44 turbofan with a thrust of about 40 tf. At the time, the economic situation prevented the development to be completed. Several years ago, there were reports of the second attempt – the commencement of the work on the NK-65 engine with a thrust of 18–30 tf. It was admitted that developing an engine from scratch would be long and very expensive. Therefore, the developer emphasised using the backlog available – the upgraded NK-32 afterburning turbofan’s core and the experience drawn from the long-suffering NK-93 – but also using advanced technologies, materials and a digital design system.

Now, the company is trying to address the problem yet again. According to Kuznetsov General Designer Dmitry Fedorchenko, the PD-30 design is a derivative of the NK-65. Its development is not overly ambitious: the PD-30 is only to achieve ‘up-to-date’ characteristics and be on a par with such foreign analogues, as the Rolls-Royce Trent, General Electric GEnx and CF6-80E1, GP7270, PW4460, etc.

To reduce risks, R&D costs and development time and optimise full-scale production, Kuznetsov is going to use its gearbox and low-emission combustor technology advance and take the production NK-32’s modified core as a basis of the future design. The government ordered a resumption of the full-rate production of the NK-32 in support of the Defence Ministry, but the volume of production required is small, which will make the use of its core under other programmes, particularly, the PD-30, come in handy.

“The PD-30 engine will have the bypass design with the gearbox and split exhaust in the ducts”, said Dmitry Fedorchenko. “The modification of the core engine should be aimed at ensuring the stated parameters, including a considerable increase in the gas-dynamic characteristics of the blade units. In the course of the modification, the low-pressure turbine and compressor, gearbox, single-stage fan and control, monitoring and diagnostic system are designed anew. The gearbox will ensure the optimal revolutions of the fan and low-pressure turbine and also transfer the power to the fan by means of the shaft of the low-pressure turbine inside the medium-pressure turbine”.

According to the design data released during the Engines 2012 salon in April, the PD-30 will have a takeoff thrust of 29,500 kgf along with a bypass ratio of 8.7, an airflow rate of 1,138 kg/s and an inlet air temperature of 1,570K. The specific fuel burn will equal 0.535 kg/kgf*h in cruising mode (H=11 km, M=0.76). According to the requirements specification, the PD-14 fan diameter measures 2,950 mm, and the weight of the engine without its reverser accounts for 5,140 kg. The design and technological solutions implemented in the PD-30 include the use of blisk technologies in the high- and medium-pressure compressors, monocrystal cast blades of the high- and medium-pressure turbines, hollow fan and low-pressure turbine blades, etc.

The development of the PD-30 is planned to build on the expertise resultant from the development of another advanced Russian engine, the PD-14. To manufacture the engine demonstrator and then run the production of the PD-30, proposals have been made to subcontract other Russian companies, e.g. UMPO, Salut, NPO Saturn, Aviadvigatel, etc.