Air Data News: With its 3-meter fan PD-35 will far surpass the Soviet D-18T

October 18 2021 11

The Russian LLC "UEC-Aviadvigatel" is testing the PD-35, the largest aircraft engine in Russian history, with a fan of 3 meters in diameter. In the future, it is planned to equip such an engine with a promising wide-body long-range aircraft CR929, developed in partnership with the Chinese company COMAC.

According to the Air Data News resource, the motor will provide about 35 tons of thrust. The new turbojet engine is based on PD-14 - a new generation turbojet two-circuit twin-shaft engine, which is being tested on a medium-range narrow-body passenger aircraft MS-21-310 of the Irkut company.

The PD-35 program was launched in 2016 with the aim of creating an engine for a number of aircraft, such as the Il-96, Il-76 and even the An-124.

Experts believe that with its 3-meter fan, the PD-35 will far surpass the Soviet D-18T - the turbofan engine of the 80s used in the four-engine Ruslans. This statement can hardly be questioned. Not only will the new aircraft engine be 1,5 times more powerful, it will be significantly more economical and easier to maintain.

The development of the PD-35 engine for a wide-body aircraft has passed an important stage. The work was carried out for a year and a half, and now the demonstrator is being tested and functions stably

- noted the Deputy Director of Rostec Vladimir Artyakov (quoted by Air Data News).

The company does not specify a deadline for putting the new engine into operation, but the first test turbojet engine is expected to take off in 2023.

Information

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Sergey Latyshev

-3

18 October 2021 23: 20

Naturally, to doubt something.
Even super-efficient managers cannot overcome technological advances in 40 years.
Igor Berg

-4

19 October 2021 12: 33

Why is there 3 meters! Give all 5! This will be a relic !! 5 times more! But who will need it?
1. Orange bigg
  
  +3
  
  19 October 2021 16: 02
  
  Quote: Igor Berg
  Why is there 3 meters! Give all 5! This will be a relic !! 5 times more! But who will need it?
  
  Well, then you need to do it. There are engines with a capacity of almost 2 times more powerful than the PD-35. Not 35 tons as in PD-35, but Rolls-Royce UltraFan 60 tons, General Electric GE9X 61 tons.
  
  To date, the most powerful aircraft engine is the GE9X produced by General Electric with a maximum fixed thrust of 61 tons. But this is a record figure, set during the certification process at the stand, at exorbitant modes that will not be used in real operation. The biggest engine in the world was "driven" in the presence of a representative of the "Guinness Book of Records", and he recorded the result. It is used only on the latest modifications of the wide-body passenger Boeing-777. And that's all for now. The engine is very, very: quiet, minimal NOx emissions, relatively light due to 3D printing and fan blades made of composite materials. By the way, the fan blade of its predecessor in the line, the GE90 115B engine, is on display at the Museum of Modern Art. In principle, the power of only two such engines would be quite enough for the flights of our super-heavy military transport aircraft An-124-100 Ruslan. The standard four Ruslan engines produce more than two times less thrust against the American background - 23 tons each.
  
  But in the world there is another manufacturer of super-powerful aircraft engines, our United Engine Corporation is not yet a competitor to them - Rolls-Royce. And the British decided to take the palm from their American colleagues, began assembling the first UltraFan engine (superfan?), The largest aircraft engine in the world with a front fan diameter of 3 meters (GE56X has “only” 9 m)! The work is planned to be completed at the end of this year, the readiness of the product for testing can be expected at the beginning of next year. The £ 3m test bed has already been built. Most likely, it will be a demonstrator engine, a platform for a new family of aircraft engines, which should provide a 4% increase in fuel efficiency compared to the previous generation of Trent turbojet engines with a fan diameter of 90 m and thrust from 25 to almost 2 tons. The declared UltraFan thrust is breathtaking - from 95 tons! It is difficult to imagine a four-engine aircraft with power plants of such power, it must be something completely monumental. The world's largest double-deck passenger aircraft Airbus A24, capable of taking on board 44 passengers in a single-class layout, is quite satisfied with engines with a thrust of about 60 tons.
  
  Of course, the UltraFan engine is packed with the most advanced solutions: the ceramic matrix composites that make up many of the components increase the efficiency of the high-pressure turbine, and, unexpectedly, the huge fan with titanium-carbon fiber blades is driven by a gearbox. It made it possible to throw out the low-pressure turbine from the structure and significantly lighten the structure. The bypass ratio should be 15.
  
  https://argumenti.ru/society/2021/06/725390
Sergey Latyshev

-1

19 October 2021 16: 58

Cheto looked performance characteristics in the internet
PD-35 is 18 times heavier than D-2T, XNUMX times longer, almost a quarter wider, and only XNUMX times more powerful ...

How dumb - after 40 years to surpass only due to the size ...
1. Orange bigg
  
  +1
  
  20 October 2021 14: 02
  
  Quote: Sergey Latyshev
  Cheto looked performance characteristics in the internet
  PD-35 is 18 times heavier than D-2T, XNUMX times longer, almost a quarter wider, and only XNUMX times more powerful ...
  
  How dumb - after 40 years to surpass only due to the size ...
  
  The real weight of the PD-35 is 8 tons. The real weight of the D-18T is 5615 kg (5,615 tons) is the weight of the engine on the plane together with oils and fuel, and not the "dry weight" invented in the Union, that is, the weight of the engine without oils, fuel, so how the weight of the engines Soyuz lagged behind the West and the term "dry weight" was coined, which was less than the weight of a real engine with oils and fuel on the wing of the aircraft. it was and is not, it takes into account the real weight of the engine on the wing of the aircraft, together with oils and fuel, respectively. Weight 4,1 tons for D-18T is exactly the "dry weight". You found it when looking for information about D-18T. So the weight of the PD-35 is 8 tons, and the weight (delivery weight) of the D-18T is 5,6 tons. The PD-35 will be 30-33% heavier than the D-18T. And the PD-35 will have 33% more thrust. than the D-18T, that is, by a third. 35 tons versus 23,4 tons.
  
  TTX PD-35. So far conditional.
  The thrust is about 35 kgf.
  The fan diameter is 3100 millimeters.
  The length is over 8 meters.
  Weight - about 8 tons.
  
  TTX D-18T
  
  .Takeoff mode (Н = 0, Mn = 0, МСА):
  Thrust, kgf (kN) 23430 (229,85)
  Specific fuel consumption, kg/kgf h (kg/H h) 0,34 (0,0347)
  Cruise mode (H = 11000 m, Mn = 0,75, ISA):
  Thrust, kgf (kN) 4860 (47,68)
  Specific fuel consumption, kg/kgf h (kg/H h) 0,546 (0,0557)
  Fuel consumption with thrust 5400-4800 kgf Ce (N 36100 M-0.75 MCA + 10) 0.568-0.625 g / kg * h
  Dry weight (with reverse), kg 4100
  Delivery weight D-18T-3S on An-124/225 5615 kg (RTE AN124-100)
  Assigned resource, h 4000 (for series 1) \ 20 (for series 000)
  Ambient operating temperature range, ° C
  Dimensions, mm:
  length 5400 mm with MG, 4531 mm without MG (RTE An-124-100)
  diameter 2330 mm
  Bypass ratio 5,6
  Gas temperature in front of the turbine 1630 K
  
  https://ru.m.wikipedia.org/wiki/%D0%94-18%D0%A2
  1. Sergey Latyshev
    
    +1
    
    20 October 2021 15: 00
    
    May be. I did not know about this interpretation.
    then it's even easier. They increased the dimensions by one and a half times, received one and a half times more power.
    1. Orange bigg
      
      +1
      
      20 October 2021 17: 28
      
      Quote: Sergey Latyshev
      May be. I did not know about this interpretation.
      then it's even easier. They increased the dimensions by one and a half times, received one and a half times more power.
      
      No, for the PD-35, 18 critical technologies are being developed that were not in the Union. Well, so that it was a really promising engine for years to come, not inferior in its characteristics to Western counterparts. All the same, at one time the D-18T was created on the basis of the RB.211-524D4 engine copied from Rolls-Royce with a thrust of 23,1 tons. Since that time, a lot of water has flowed under the bridge and the technologies that formed the basis for the creation of the D-30T managed to outdated today. Now there are completely different requirements for the materials of the engine, since the temperature of the gases in front of the turbine increases for fuel efficiency. Moreover, an increase in temperature is necessary to create more thrust for the engine. And old materials will no longer withstand this temperature. Again, ceramic blades, which are lighter and more heat resistant. .Such only so far on Western counterparts. When creating the PD-18, Western criteria are used that are used in American and British counterparts of the same thrust, otherwise the engine will simply be uncompetitive. So it's not like you say "increase the size and that's it."
      1. Sergey Latyshev
        
        0
        
        20 October 2021 22: 23
        
        Wah! You wrote and explained much better than in the article
Shavkat Kuvatov

0

20 October 2021 13: 04

Why compare with Soviet engines? This is just silly. It should be compared with American or British engines. Or, at worst, with Motor Sich products.
1. Orange bigg
  
  +1
  
  20 October 2021 13: 40
  
  Quote: Shavkat Kuvatov
  Why compare with Soviet engines? This is just silly. It should be compared with American or British engines. Or, at worst, with Motor Sich products.
  
  The most powerful product of Motor Sich is, oddly enough, the Soviet D-18T engine with a thrust of 23,4 tons. Motor Sich has nothing more powerful.
Ibuprofen

+1

20 October 2021 19: 50

We must not forget about the "shifts to the right", which, as practice shows, increase the stated terms by 2-3 times.
Those. when they say "2023", ie in 2 years, we should expect the start of tests in 4-6 years, that is, in 2024-2026. And this is just the beginning, the end and the exit to certification - according to the same rules.