Tu-160 "White Swan"

kvs wrote:The PAK-DA will be a high altitude aircraft like the Tu-160.   So an NK-32 derivative engine makes total sense.   It makes no sense for the An-124 which requires a high bypass turbofan without
any high altitude operational mode.    As I posted the PD-35 is a target size of a whole class of engines that will include smaller thrust variants.     Since the PD-14 is already certified, the "PD-35"
class is not that far off in the future so will overlap any re-engine need for An-124s.   I just don't see how the NK-32 is a shorter path to a D18-T replacement, it will have to have every turbine and
"fan" stage totally redesigned.

wikipedia wrote:
D-30KP-3 "Burlak"  is a turbofan engine deeply modernized in the 2000s at NPO Saturn. It features a new fan, more than 1.5 times the bypass ratio, increased thrust by 1 ton, fuel consumption is reduced by 11%. Complies with the standards of the fourth chapter of ICAO on noise and emission of harmful substances.

Engine problem

Nikolay Boltenkov believes that the Il-76 has only one problem - the D30-KP engine, which does not meet the ICAO emission and noise requirements. According to him, NPO Saturn has developed and successfully tested the deeply modernized D-30KP-2 engine, called the D-30KP-3 Burlak. "The result is a very interesting engine for us, which meets the standards of the fourth chapter of ICAO on noise and emission of harmful substances. The thrust increased by 1 ton, fuel consumption decreased by 11%, it was supposed to double the assigned resource," said Mr. Boltenkov. Nikolay Boltenkov considers the installation of Perm engines PS-90A-76 on his IL-76TD, which has worked out half of the calendar resource, "economically unjustified", since this requires a rather serious modernization of the aircraft, associated with the replacement of pylons and linking the engine with the rest of the onboard systems. Burlak, similar in design to the IL-76 D-30KP, does not require this, and the cost of remotorization of existing aircraft is acceptable for the operator.

In this regard, Mr. Boltenkov regrets that the United Engine Corporation (UEC) has not yet included Burlak in its production line, although Aviakon was ready to act as a launch customer for NPO Saturn and confirmed its need for 40-43 engines of this type. However, according to experts, the position of the UEC is quite understandable from the point of view of the economics of engine manufacturers. "It is much more efficient to concentrate production on the production of modern PS-90s, which in the future will account for hundreds of units, than to open a line for the remotorization of an aging aircraft fleet," says Oleg Panteleev, head of the AviaPort analytical service.

D-30-KP-3 "BURLAK" - A HIGHLY EFFECTIVE SOLUTION FOR THE MODERNIZATION OF THE POWER PLANT OF THE IL-76 AIRCRAFT AND ITS MODIFICATIONS

Source:  PJSC" UEC - Saturn " "
Published: 08.04.2005 ,

The Il-76 transport aircraft can be confidently called one of the most successful aircraft of its class in the history of world aviation. It is still one of the most demanded cargo aircraft and forms the basis of the transport aviation fleet in Russia and a number of other countries.

In modern conditions, the operation of the IL-76 is carried out in two large segments: commercial cargo transportation and transport operations of government services and departments. In total, 491 Il 76 aircraft are currently in operation in Russia, more than 300 - abroad. Most of them (about 70%) have been in operation for 10-15 years, that is, they have approached or are approaching the second half of their life cycle.

The solution to the problem of the "low-budget" modernization of the Il-76 aircraft, which are in the second half of their life cycle, is designed to ensure the program of re-motorization of the Il-76 with D-30KP Burlak engines being implemented by NPO Saturn. The main task solved within the framework of this program is to expand the range of capabilities and increase the life cycle of most of the Il-76 family aircraft fleet (Il-76TD transport aircraft, Il-76MD military transport aircraft, Il-78 tanker aircraft, A- 50) by upgrading the base engine of the Il-76 family - D-30KP, serially produced by NPO Saturn.

The modernization consists in replacing the 3-stage low-pressure compressor with a single-stage fan and increasing the bypass ratio from 2.2 in the base engine to 3.65 in the D-30KP "Burlak". The use of a highly efficient low-noise fan combined with an increase in the bypass ratio will reduce the specific fuel consumption in the engine by about 10%, increase the resource and ensure its compliance with ICAO Chapter 4 noise and emission standards.

NPO Saturn has been working on the D-30KP Burlak program since mid-2003. At present, the first stage of bench tests has been completed, based on the general results of which a typical engine design for certification tests will be determined. Engine certification is scheduled for Q1 2007. Work with IL OJSC on linking the engine to the IL-76 aircraft is in the active phase: a technical task has been formed, the aircraft flight characteristics have been determined, the installation of engines on the aircraft and an investment project for the remotorization of the IL-76 fleet are being worked out. Technological preparation of production was carried out at NPO Saturn, and the technology of manufacturing fan blades was tested.

We can say with absolute confidence that the main technical tasks of modernization have been solved, in particular, improving operational characteristics, increasing engine resource and increasing its efficiency, ensuring modern and promising environmental characteristics.

The technical assignment for the design of the D-30KP "Burlak" was aimed at increasing the engine thrust from 12,000 to 13,000 kg. As a result of bench tests, this figure was not only achieved, but also exceeded, reaching almost 14,000 kg. With subsequent fine-tuning, this indicator will become the norm. This will increase the takeoff weight of the aircraft to 195 tons, take off from a shorter runway, and maintain takeoff thrust at a higher ambient temperature (up to +30 degrees Celsius).

The design features of the D-30KP "Burlak" allow, by reducing the temperature in front of the turbine by 40 degrees, to increase the service life of the hot part of the engine and the engine as a whole, significantly increasing the overhaul and assigned resources, calendar service life.

D-30KP "Burlak" allows to reduce specific fuel consumption from 0.71 to 0.64 kg / kg h, which allows saving up to 18%. fuel per hour. This leads to an increase in flight range or an increase in payload.

Aircraft equipped with D-30KP Burlak engines will fully comply with all modern ICAO requirements for emissions of harmful substances and noise levels on the ground, which will allow them to freely perform air transportation outside Russia after 2006.

The cost of remotorization of Il-76 aircraft and its modifications with D-30KP Burlak engines is 3.5 times lower in comparison with PS-90A. The cost of remotorization is the most important indicator of the economic efficiency of modernization and is considered as the sum of the costs of installing engines on an aircraft and their further operation. The low cost is due to the high degree of unification (75%) of the D-30KP "Burlak" with the base engine D-30KP-2, and the modification of the engine during the overhaul will further reduce the cost of re-engining the aircraft as a whole. In addition, the creation of a new infrastructure for servicing the engine and aircraft in operation is not required.

GarryB wrote:The thing is that re-engining the An-124 is to basically replace the Orc engines... they don't need to be super powerful or super efficient... they just need to offer the right level of power and be Russian.

In the long term the PD-35 is actually too powerful... remember the Ukrainian engines being replaced are about 23 ton thrust engines, so replacing four 23 ton thrust engines with a total of 92 tons thrust, with either two PD-35s with 70 tons of thrust or four PD-35s with 140 tons of thrust does not balance... it will either be under powered or over powered.

Keep in mind that the 6 engined An-225 has 138 tons thrust so actually using four PD-35s on the An-225 would be a good plan as it reduces weight and complication by removing two engines but retains the thrust of all 6...

The NK-32 of the Blackjack has a dry thrust of something like 14 tons and full AB thrust of 25 tons... using AB on a transport simply does not make sense but it is a low bypass turbofan engine... so essentially changing the front fans to make them 2-3 times bigger means the rear hot turbojet section sucking through vastly more cold air would dramatically increase thrust but would reduce the exhaust velocity... in other words the thrust might be 25 tons thrust without afterburner but the engines would now be way to wide to fit inside a Blackjack and certainly would render the aircraft subsonic only even if they could be adapted to fit.

Essentially what they might be talking about is using the hot section of the NK-32 to drive a high bypass turbofan to get a quick simple 24-25 ton thrust non afterburning high bypass jet engine... wont have amazing performance but should be good enough to replace the Ukrainian engines.

They wont need to use it on anything else... it could be kept on An-124s and exported to other operators of the aircraft that also now can't get Ukrainian engine parts...

When the PD-35 is ready and other models like a PD-24 or whatever is needed they can put it on Slon and Il-106 type transports that will essentially eventually replace the An-22 and An-124 in Russian service... the replacement engines could be made for export too to support operators of the An-124 as well...

mnztr wrote:has anyone found anything to indicate if the TU-160 can supercruise?

Maximmmm wrote:It's really good news. Kuznetsov was really struggling to restart production since the whole factory had gone to the dogs. Only 2 year delay in delivering the engines is pretty acceptable imho, considering how much work had to be done. Plus it's a modernized variant.
If you would have told me 10 years ago we'd be seeing new production Tu-160s flying soon I'd have been giddy.

mnztr wrote:

Maximmmm wrote:It's really good news. Kuznetsov was really struggling to restart production since the whole factory had gone to the dogs. Only 2 year delay in delivering the engines is pretty acceptable imho, considering how much work had to be done. Plus it's a modernized variant.
If you would have told me 10 years ago we'd be seeing new production Tu-160s flying soon I'd have been giddy.

Correct me if I am wrong, but this is not the M2 TU-160. Its a completed older frame and a testbed for the new avionics.

Maximmmm wrote:It's really good news. Kuznetsov was really struggling to restart production since the whole factory had gone to the dogs. Only 2 year delay in delivering the engines is pretty acceptable imho, considering how much work had to be done. Plus it's a modernized variant.
If you would have told me 10 years ago we'd be seeing new production Tu-160s flying soon I'd have been giddy.

LMFS wrote:Actually they had big delays providing the engine (it was not a two years project) and the whole Tu-160 restart program has been a massive struggle, but it is definitely worth the effort, such a platform is priceless...

LMFS wrote:Actually they had big delays providing the engine (it was not a two years project) and the whole Tu-160 restart program has been a massive struggle, but it is definitely worth the effort, such a platform is priceless...