Flight International - August 18, 2015

ightglobal.com 18-31 August 2015 | Flight International | 39

RUSSIA

UNITED ENGINE

As the first new commercial engine core de-

veloped in two decades, the PD-14 will be likely

asked to adapt to a variety of applications. Spin-

ning off PD-14 technologies to improve the per-

formance of a future Sukhoi Superjet engine is

one possibility. But the engine architecture

could also be stretched to serve the require-

ments for larger aircraft types. Aviadvigatel has

discussed options for a 36,000lb-thrust-class

(160kN) version, dubbed the PD-18.

“Of course, we considered PD-14 as a family

of engines,” Masalov says. “We concentrate on

the engine core, which can then be made into a

bigger or smaller engine. And then we have pre-

liminary operating information from the state’s

operator from the ministry of defence that the

[36,000lb] version can be used for medium

transport aircraft.”

The PD-18 is also a candidate to support a

collaboration with India to develop a multi-

function transport aircraft, he adds.

“I must note that there is a need for a large

engine – 30t-35t-thrust [60,000-70,000lb-thrust]

• maybe it will be for widebody aircraft, maybe
  it would be independently of a Russian-Chinese
  airframe,” Masalov says. “Recently, research
  done in research institutes and United Aircraft
  Corporation for an engine of this thrust class
  [suggests] either a geared or non-geared fan.”
  UEC has agreed to launch a technical assess-
  ment of China’s latest commercial turbofan en-
  gine development project that could lead to a
  new industrial collaboration with Russian in-
  dustry. UEC and its Chinese counterpart took
  the decision at a meeting with Avic Aviation
  Engine Corporation last November at the Zhu-
  hai air show, Masalov says.
  The study will focus on the design details of
  the CJ1000 engine, which is the Chinese com-
  petitor to the CFM International Leap-1C. Both
  engines are being developed to power the 150-
  seat Comac C919 commercial narrowbody. If
  the study determines there are opportunities for
  Russian technologies to improve the CJ1000,
  UEC could propose to collaborate with China to
  provide those components, Masalov says. ■

STPEHEN TRIMBLE MOSCOW

The PD-14, designed to power the Irkut MC-21, marks Russia’s attempt to open a new

front in the commercial engine market, with a China tie-up firmly on the cards again

PLAYING CATCH-UP

The PD-14 would be an indigenous alternative to the Pratt & Whitney PW1400G for the MC-21

Irkut

P

erhaps most famous for designing a 60-

year series of legendary fighter en-

gines, Russia’s engine industry – domi-

nated by Rostec subsidiary United

Engine (UEC) – is trying to rapidly catch up to

four decades of Western development of high-

bypass turbofans for commercial applications.

That ambition has already produced a local-

ly-designed rival called the PD-14 to power the

Irkut MC-21, and may lead to a revived partner-

ship with China’s emerging jet engine industry.

A full-scale engine that made its debut in the

exhibit hall of the MAKS air show two years ago

was labelled a technology demonstrator and

emblazoned with serial number 100-01. In fact,

that engine – representing the indigenous alter-

native to the Pratt & Whitney PW1400G for the

MC-21 – actually stopped short of qualifying as

the first engine to test for the PD-14 programme.

After the example was shown at MAKS,

UEC subsidiary Aviadvigatel made a variety of

undisclosed design changes. A new technolo-

gy demonstrator was assembled in 2014 as the

engine entered an “intensive test programme”,

former chief executive Vladislav Masalov says.

“This year it is very critical and important

because industry has started to make the en-

gines,” he adds. “Now we have an engine that

“We concentrate on the core,

which can then be made into

a bigger or smaller engine”

VLADISLAV MASALOV

Former Aviadvigatel chief executive

is manufactured with serial technologies.”

Engine numbers seven through 11 are

scheduled to be assembled by the end of the

year to be inducted into the certification test

programme. Engine type certification is

scheduled in 2017 and entry into service on

the MC-21 is scheduled for 2018.

The PD-14 represents the future of Russian

commercial aircraft propulsion. It follows the

highly successful PS90 high-bypass turbofan

engine that began testing 23 years ago, and

adds a host of new technologies, including a

hollow titanium fan blade.

BUSINESS PLAN

With the PW1400G as the alternative, Aviadvi-

gatel faces a formidable competitive challenge,

but the Russian supplier sees a variety of op-

portunities. It launched the programme with a

business plan to sell over 200 PD-14 engines

for the MC-21 through 2030, Masalov says. “Of

course there are more optimistic and more pes-

simistic views, but this is a very realistic plan,

and now we have already firmed a contract

with a company that belongs to state company

Rostec for 70 engines.”

The PD-14 is also likely to be the natural

choice for Russian government and military

customers of the MC-21. But Masalov cautions

the government has not yet made a decision.