Il-276 transport aircraft will receive a PD-14 engine

The new domestic engine PD-14, created for the civil airliner MS-21, will be used for the medium military transport aircraft IL-276, reports TASS message of the program manager in PJSC "Il" Igor Bevzyuk.

The engine of the first appearance is well-proven PS-90A-76, having the necessary characteristics to reduce technical risks. And as soon as PD-14 confirms its characteristics during serial production, it will be used on IL-276,

said the agency Bevzyuk.

According to him, "the Aviastar plant in Ulyanovsk is determined by the head manufacturer of the new aircraft." In the IL-276 project, “the best technical solutions and developments created by the SV Ilyushin Design Bureau” will be implemented.

This will be the traditional layout for a military transport aircraft: a single-wing high-wing (wing attachment to the fuselage when it passes through the upper half of its section) with a T-shaped tail assembly, with two engines under the wing. He will be able to take off from unprepared and unpaved airfields. This is a ramp aircraft with the possibility of not only loading and unloading operations on the ground, but also the possibility of landing from it,

told the program manager.

PD-14 will provide a speed of about 800 km / h to a transport aircraft. At maximum load, its range will be about 2 thousand km, and the maximum range with the so-called distillation option - up to 7 thousand km.

Comments

[Mountain shooter]

Good luck. Very good information. We will have a reliable "medium" transport aircraft.
To supply distant garrisons, and in general ...

[Scoun]

Quote: Mountain Shooter

We will have a reliable "average"

Most likely it is so, for example, the speed remains at the same level.

PD-14 will provide a transport aircraft with a speed of about 800 km / h

And this is our latest engine catching up with 320 neo engines (840 km / h) and 100/140 km / h behind 747 Boeing engines (940 km / h).
Just this is also one of the competitive advantages.

[Stas157]

PD-14, created for the civilian airliner MS-21, will be used for the medium military transport aircraft Il-276, reports TASS

They heard me! I wrote about this recently! About the need to put PD-14 instead of PS-90. And for this, heitels here mercilessly. Enemies, in a word! What can my critics say now?

[Genry]

Quote: Stas157

They heard me!

Quote: Stas157

What can my critics say now?

By this post you have equated yourself with the critics.

[dvina71]

Quote: Scoun

And this is our latest engine catching up with 320 neo engines (840 km / h) and 100/140 km / h behind 747 Boeing engines (940 km / h).

This is something new ... Do the engines fly themselves? Truly ... live and learn ... And another question ... have you tried to compare the speed of a bus and a truck?

[Scoun]

Quote: dvina71

Quote: Scoun

And this is our latest engine catching up with 320 neo engines (840 km / h) and 100/140 km / h behind 747 Boeing engines (940 km / h).

This is something new ... Do the engines fly themselves? Truly ... live and learn ... And another question ... have you tried to compare the speed of a bus and a truck?

Do you read or what?
The article is black and white ...

PD-14 will provide a transport aircraft with a speed of about 800 km / h

The cruising speeds of the A320 and Boeing 747 are freely available.
PS.
And I hope that for CIVIL aircraft, the engine will be improved and will not be delayed with the new PD.
By the way, if not informative, then from 3 minutes there is something to smile at.

[dvina71]

Quote: Scoun

The cruising speeds of the A320 and Boeing 747 are freely available.

Are you serious? The question about the bus and the truck is valid .. Who is faster?

[Scoun]

Quote: dvina71

Quote: Scoun

The cruising speeds of the A320 and Boeing 747 are freely available.

Are you serious? The question about the bus and the truck is valid .. Who is faster?

Question from the category
“Have you stopped stealing or are you still stealing?” Answer!)))
Are you trying to convince me that in the engines for aircraft, we began to get ahead of Europeans and Americans?
Unfortunately, the PD-14 is the first breakthrough swallow and mainly only for domestic consumption, the same MC-21, foreign companies will buy with foreign engines, because they are proven, economical and with excellent service on the planet.
At least on an SUV we still have to catch up with them and catch up.
By the way, PD-14 was financed from the oil capsule of the President of the Russian Federation, since its creation is fundamentally important.

[dvina71]

Quote: Scoun

“Have you stopped stealing or are you still stealing?” Answer!)))

Why are you doing this? From ignorance or from work?
If you compare then compare the comparable. 320neo and 747 passenger planes, and for some reason you are comparing a truck with them ... Why?
Compare with Western aircraft of a similar purpose .. Oh .. but there’s nothing to compare with ... But they have engines, iPhones .. and finally there are kissel shores ...

[maxim947]

Interesting video. The production level is certainly impressive.

[Orionvit]

Quote: Scoun

And this is our latest engine catching up with 320 neo engines (840 km / h) and 100/140 km / h behind 747 Boeing engines (940 km / h). It’s just one of the competitive advantages.

I don’t know what advantage there can be? At a range of up to 2000 km. (which is not enough for a cargo plane), at a speed of 800 km / h, it will fly 15 minutes longer than the Boeing. Someone is afraid that for the extra 15 minutes of the flight, the load will go bad.

[Arikkhab]

Check the full load range of the Boeing. PS. Not to be confused with ferry range

[Arikkhab]

Compared to passenger planes (other things being equal - take-off mass, engines), "transporters" have a maximum speed that is always lower due to the larger fuselage section

[iljael]

The question for experts is why the engines are mounted under the wing and not above the wing. After all, the chance of dust and other foreign objects getting off during takeoff when the engine is mounted above the wing decreases. Maybe something related to the aerodynamics of the wing is broken?

[FID]

The efficiency of wing mechanization (with high-mounted motors) is lower than ....

[Orionvit]

Quote: SSI

The efficiency of wing mechanization (with high-mounted motors) is lower than ....

And where is the mechanization? Maybe the slat is not across the entire leading edge. But the jet stream over the wing, although slightly, but increases the lifting force. For example, the AN-74.

[Cook]

Screw engines mounted on the wing, as in Il18 / An12 / An24 / 32, significantly increase the lifting force of the wing, since the jet from the screws, with high speed, blows over a fairly large part of the wing area. An12 if my memory serves me, up to 80% of the total area. Naturally, the wing mechanization is also blown out, which is undoubtedly a plus. On pylons below the wing, the engines are installed mainly to ensure the aerodynamic purity of the wing. The scheme of the aircraft: low wing with two engines on pylons under the wing, the combination of qualities is considered the most profitable. The installation of engines above the wing, such as on the An-74, is caused by the desire to realize the advantages of the so-called Coande effect, which consists in pressing the boundary layer to the wing surface with a jet stream from the engine nozzle. From the point of view of increasing the lifting force and the characteristics of stability and controllability at low flight speeds, everything turned out very well here, you can hang on the glide path at a speed of 180 km / h, plus perform various maneuvers that are not quite typical for a civilian aircraft. But from the point of view of efficiency, since up to a quarter of the exit nozzle section is shaded by the wing, and because of this, a rather large part of the engine thrust is spent on overcoming its aerodynamic drag, there is no buzz. From this, the cruising speed of the An-74 is only 650 km / h, and for example the An-148 where the engines on the pylon under the wing are 800 km / h. So each scheme has its pros and cons.

[evil partisan]

Quote: iljael

engines are mounted under the wing and not above the wing.

Not a specialist, but I suppose: so that the engines minimally affect the aerodynamics of the wing. They also carry forward a little.

[AUL]

And engine maintenance OVER the wing is not a gift ...

[askort154]

Aul .....Yes and engine maintenance OVER the wing - not a gift ...

This is taken into account, but not in the first place.
Before creating an airplane, designers are given the task for what purposes and what parameters it is necessary to create an airplane.
Based on this, the designer determines all the parameters of the future aircraft, including the layout of the fuselage, wings, tail, landing gear and engine layout, while maximizing aerodynamics. The fuselage is narrow, or wide, with hatches or a ramp. The location of the wing is upper or lower. Depending on this, engines, landing gear, wing mechanization will be located, observing the parameters to create the necessary alignment of the aircraft. For passengers there are also comfort conditions. If we are talking about engines, then their location is:
a) "inside the wings" - Tu-104, Tu-110, Il-18, Tu-95. An-12., etc .;
b) "tail" - Tu-134, Tu-154, IL-62, Yak -40, Tu-22, etc .;
c) “fuselage” - Tu-144, Tu-160, etc .;
d) "underwing" - IL - 86, Tu-204, "Superjet -100", etc.
Each location of the engine has its primary goal and each location has both its advantages and its disadvantages. . Designers sacrifice one indicator for the sake of others, more necessary to fulfill the defining requirements for this type of aircraft. Example: you can’t put a different view on the Be-200. Under wing engines are easily accessible for maintenance, but require the use of clean aprons, taxiways and runways, which you do not need to operate on an airplane on the ground, etc. . So, in short, about the location of the engine on an airplane.

[Orionvit]

Quote: iljael

Question to experts, why engines are mounted under the wing and not above the wing

Under the wing, easier maintenance and replacement. Moreover, in the vast majority of cases, aircraft are operated from concrete strips, where garbage is regularly cleaned. In contrast, for example, from the AN-74, which was originally designed for operation in places with unprepared runways. Therefore, the engines he has, as far as possible carried up.

[igor.borov775]

[quote = Mountain shooter] Good luck. Very good information. We will have a reliable "medium" transport aircraft.
To supply distant garrisons, and in general.

[AKsvlad047]

Everything is fine, but the serial production is needed not in 2025, but at least by 2020 - at !!!

[mi ah]

If the engine under the wing stands - gave the gas - the plane lifted its nose, it’s normal, if over the wing - on the contrary, gave the gas - try to lower the nose down, the fuel is mainly in the wing, under the wing the engine goes by gravity, and if from above then ...

[senima56]

They have been talking about this PD-14 for about five years .... Only they won’t take it into operation and start mass production. This is reminiscent of the story of the AK-12, it has already turned into an AK-14 (15) and still nothing, nothing ...

[pafegosoff]

Remember how many airplanes now fly on the ASH-62IR. “In fact, a license was purchased for the SGR-1820 F3 engine, one of a large number of modifications of the R-1820 engine, launched in series in 1931 and produced under license in many countries. M-62. In general, the actual development was in 1925. And now Shvetsov launched his modification in the series only in 1938 (i.e., I-16, Li-2, I-153 were still flying on Wright-Cyclone-1820 copies). And this is when time drove, A two-row on its base only in the autumn of 1942 handed over to the series.

[Svetlana]

Reliability of turbojet engines is limited by high-temperature corrosion of gas turbine blades operating in a stream of hot gas from a combustion chamber.
To increase reliability, an ejector-detonation turbofan engine (EDTRD) can be created.
EDTRD does not contain heat-resistant gas turbine blades in the flow of hot gas from the combustion chamber. EDTRD contains only a fan and air turbocharger. The blades of an air turbocharger operate in a stream of compressible air and have a significantly lower temperature compared to blades of a gas turbine operating in a red-hot stream of fuel combustion products flowing out of the combustion chambers of a gas generator in a conventional turbojet engine.
In EDTRD, jets of ejected hot gas from a detonation combustion chamber are directed to nozzles. To increase the thrust EDTRD, the axis of the nozzles are directed along a subgroup of generators of a single-cavity rotation hyperboloid.
The air compressor is driven into rotation through a booster gear from a wind turbine driven into rotation by a stream of ejected air. The air passing through the blade rim of the air fan of an air wind turbine is fed into the mixing chamber of the ejector. And air is pumped from the ejector mixing chamber to the ejector exhaust diffuser by a gas axial compressor, the rigid rotating blades of which are made not solid-state, but from supersonic gas exhaust jets flowing from the combustion chambers (s). As the axial compressor blades for pumping the air of the second circuit, rotating gas supersonic jets from the combustion chambers (s) are used. Therefore, the mass of a gas turbocharger with gas blades, its moment of inertia and the time of its acceleration are reduced compared to the mass of a conventional gas turbocharger with solid-state blades. By mixing hot ejection gas and cold ejected air, the temperature of the jet engine exhaust jet and its visibility in the infrared and optical ranges are reduced.
The following technical solutions are possible to obtain the rotation of gas-jet blades of an axial gas turbocharger around the axis of EDTRD:
1) The use of several combustion chambers, nozzle apparatuses of which are directed along the generatrices of a single-cavity rotation hyperboloid. The fuel supply to the combustion chambers is periodically modulated with a phase shift of the modulation (similar to applying a phase shift of an alternating electric current in the three stator windings of a three-phase asynchronous motor to produce a rotating magnetic field) so as to provide a rotating ribbed profile of the supersonic exhaust jets.
2) The use of several nozzles in one annular combustion chamber, and the fuel supply to the nozzles is periodically modulated with a phase shift of the modulation,
so as to provide a rotating ribbed profile of exhaust supersonic jets. The inner surface of the annular combustion chamber and the critical section of the supersonic nozzle can be made wavy, the crests of the waves are directed along the generatrices of a one-cavity rotation hyperboloid.
3) Adding a second circuit and an air ejector in the second circuit to the Rotating Detonation Engine (RDE), we obtain an ejector turbojet engine (Rotating Detonation Engine, RDE) without a gas turbine. The inner surface of the combustion chamber and the critical section of the supersonic nozzle of the spin-detonation ejector turbojet engine (RDE) can be made wavy, the crests of the waves are directed along the generatrices of a one-cavity rotation hyperboloid. The supersonic gas-jet “blade” rotating around the axis of the RDE supersonic nozzle (evacuating second-circuit ejected air) will be formed by detonation products of the shock wave traveling in a closed circle inside the combustion chamber. The combustion products expanding in the conical supersonic nozzle flowing from the combustion chambers (s) form a single gas supersonic jet. The boundary of this supersonic jet will be ribbed, and the edges are directed along the generatrices of a single-cavity hyperboloid of revolution.
And due to the rotation of the annular detonation wave in the combustion chamber, the ribbed border of the combined supersonic jet will rotate around the axis of the ejector RDE and (like the axial compressor blades) pump out ejected air from the ejector mixing chamber towards the exhaust diffuser.
Note:
To obtain rotating detonation, a fuel mixture is radially fed into the annular combustion chamber (moreover, the fuel and the oxidizing agent can arrive separately, and a detonation wave provides their mixing and compression). While the detonation wave "runs around" the annular combustion chamber, the fuel mixture has time to update behind it - "and each time a fresh mixture appears in front of the wave." Thus, stationary detonation is ensured.
Unlike plane detonation, a single transverse shock wave arises in spin detonation, followed by a layer of unreacted heated gas, and then a chemical reaction zone. Such a wave “runs around” an annular combustion chamber made in the form of a flattened donut. https://lenta.ru/articles/2012/11/08/detonation/