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AVIADVIGATEL — is known in the world as a leading Russian design bureau – the designer of engines for military and civil aviation, as well as industrial gas turbines for power generation, oil and gas transportation, and the supplier of gas turbine gensets. The main production facilities are situated in Perm.

History
The history of Aviadvigatel is inextricably intertwined with the history of Perm aero engine factory, today Perm Engine Company. The factory was built in the beginning of 1930s. The first product made at the factory was the «Cyclone» engine made under the license of Curtiss-Wright company from the USA (local name M-25 ).

In 1934, Arkady Shvetsov, Technical Director and Chief Designer of the factory, established a design bureau within the factory; on December 11, 1939 by the governmental decree it was transformed into a standalone company OKB-19, later Engine Building Design Bureau, and now Aviadvigatel OJSC.

Alongside with development of the technical documentation for the licensed M-25 engine manufacturing, assembly and testing, the design bureau commenced development of domestic aero engines, mainly for fighters. By the time of the Great Patriotic War the whole family of aero engines has been developed.

The work continued during the Great Patriotic War and new more powerful and more reliable engines were developed.

Besides these widely known engines, the following engines were developed during the wartime – the ASh-83 engine for the La-7 fighter and 18-cylinder М-71 engine intended for the SU-6 attack plane, DVB-102 bomber, I-185 and La-5 fighters. Due to the difficulty of production rearrangement during the wartime the engines were made in a small batch.

In 1943, serial production of the uprated ASh-82F engine, and later the ASh-82FN engine, was started. The latter was the most powerful engine in the world in its class in those times. It powered the La-5 and La-7 aircraft that played a significant role in the defeat of German troops.

On June 21, 1943 the OKB-19 design bureau was awarded a governmental award – the Order of Lenin - for development of the engines that secured superiority of the USSR fighters over the enemy forces.

After the Great Patriotic War, practically all tasks of military and civil aviation related to reciprocating engines concentrated in the design bureau. These years were marked with development of a series of structurally new engines for heavy aircraft including passenger, and helicopter engines and gearboxes.

Engines developed after the war.

In 1947, the ASh-73TK engine was developed on the basis of the ASh-73-18 for the Tu-4 (“Flying Fortress”) aircraft.

In 1950, it was decided to make the ASh-82T engine with increased life for the Il-14 civil aviation aircraft based on the ASh-82FN engine that powered the Il-12 aircraft. Besides, the ASh-82T served a basis for development of ASh-82V engine and R-1, R-2, R-3, R-4, R-5 gearboxes for assault transport helicopters of Mil Mi-4 and Yakovlev Yak-24.

In addition to these widely known engines, the design bureau developed the experimental Ash-84, ASh-84ТК, and ASh-2K engines with the TK-2 turbocompressor, ASh-2ТК with the TK-19F turbocompressor, etc. The four-row  radial 28-cylinder ASh-2K engine rated 4500 h.p. with a turbocompressor and seven pulsating turbines operating with exhaust gas kinetic energy and power transmission to the engine crankshaft passed the final tests in 1949 and was the best in the world among air-cooled reciprocating engines.

Besides combat aircraft, the engines made under the leadership of the outstanding engine designer Arkady Shvetsov powered the passenger Li-2, An-2, Il-14 aircraft and the Mi-4 helicopter.

The ASh-62IR engine is still on wing of the An-2 aircraft, ASh-82Т and ASh-82VВ have been in service for more than thirty years.

Arkady Shvetsov headed the design bureau until the end of his life (1953).

Early 1950s are marked with a new stage in the design bureau history – starting of the period of gas turbines. The efforts to develop jet engines were made long before. In 1946-49 three ASh-RD-100 gas turbine engines with 100 000 N thrust were developed and tested. However, high workload with reciprocating engines didn’t allow deep involvement in development of new types of engines.

In 1955, when designing the first jet engine of the design bureau – D-20 for a long-range bomber, a new general designer of the design bureau – Pavel Soloviev (A.Shvetsov’s follower and deputy), chose a bypass two-spool engine configuration that became the basis for development of the Perm jet engines family. At the end of 1956, the D-20 engine development was stopped and the works on the engine for the Tu-124 passenger aircraft were started. This D-20P engine became the first Soviet bypass two-spool engine produced in series. It featured a two-spool axial compressor with 2.4 pressure ratio in the first spool and 5.0 pressure ratio in the second, can-annular combustor with 12 flame tubes, 3-stage turbine and separate flow nozzles. In February 1964, the engine successfully passed official state testing.

In 1950s, in an unprecedentedly short period of time the design bureau developed the D-25V turboshaft engine (Figure 1) for the Mi-6 heavy helicopter that was based on the D-20P bypass engine core developed in the same period of time. The helicopter powerplant – the most powerful until 1980s — consists of two D-25V engines.

It was the first time of using a free turbine (i.e. having no kinematic link with the engine turbocompressor section) for the main helicopter rotor drive and a high power R-7 gearbox in aero engine building practice (Figure 2). The engine features a 9-stage compressor with 5.6 pressure ratio, can-annular combustor, single-stage compressor turbine and two-stage main rotor turbine. A unique R-7 gearbox developed for this powerplant remained unsurpassed in terms of transmitted power (11 000 h.p.) for a quarter of a century.

A series of world records were set on the Mi-6 and Mi-10 helicopters with this powerplant.

These helicopters and the Mi-26 developed later by Mil design bureau are still record-holders in terms of their lifting capacity. Their unique capabilities have been many times utilized in other countries. The Mi-26, for example, appeared to be the only means for transporting damaged American СH-47 helicopters.

In 1965, a new powerplant consisting of four D-25VF engines and two R-12 gearboxes was developed for the V-12 super-heavy transport helicopter. In 1971, a prototype helicopter was exhibited at Le Bourget Air Show. It set several world records including lifting of 42 tons of freight to the height of 2000 m. The helicopter was not committed to serial production. In 1967, the D-30 engine (Figure 3) passed official state testing. In terms of its performance it was highly competitive with the best engines of this class.

Like its prototype - the D-20P engine – it featured a two-spool compressor: 4-stage with 2.65 pressure ratio (1st spool) and 10-stage with 7.1 pressure ratio (2nd spool), can-annular combustor and 4-stage turbine. It was the first time of using cooled 1st stage turbine blades and a common jet nozzle with a lobe mixer and a mixing chamber in the domestic serial engine. Use of a mixer improved engine fuel efficiency and acoustic performance.

The D-30 engine is used on the Tu-134 passenger aircraft family. The 1971 is marked with completion of state testing and R&D aimed to develop a highly efficient D-30KU engine (Figure 4) with 108 kN (11000 kgf) thrust and 0.715 (0.498) specific fuel consumption.

Use of D-30KU engines at the IL-62M aircraft allowed increasing the flight range by 1500 km with increased payload compared to the original Il-62 aircraft with the NK-8 engines. Unlike its predecessors – the D-20P and D-30 – the engine has a higher bypass ratio – 2.42, and turbine inlet gas temperature - 1400К. The first compressor spool is 3-stage, the second one – 2-stage, the combustor is similar to the D-30, the turbine is 6-stage, and the engine has a common nozzle with a lobe mixer and a mixing chamber. It was the first time in Russian engine when a clamshell thrust reverser not affecting the engine forward thrust was used. On January 5, 1974 the Il-62M aircraft with D-30KU engines started scheduled passenger operations. The engine is produced in series by NPO Saturn in Rybinsk.

In 1968, the works on the D-30KU engine modification intended for the Il-76 military transport aircraft started. The major components of the D-30KP engine are almost common with those of the prototype, whereas the thrust is increased to 117.5 kN (12000 kgf).

State testing of the D-30KP engine was completed in the beginning of 1972.

Development of the Il-76 aircraft was awarded the Lenin Prize of the USSR. The design bureau Chief designer Pavel Soloviev also became the Lenin Prize laureate. The design bureau staff was awarded the First Prize of the USSR Council of Ministers.

In order to improve the Tu-154 aircraft fuel efficiency it was logical to install D-30KU engines on the aircraft. For this application the design bureau developed the D-30KU-154 engine with a modified design of the thrust reverser, nozzle, control system, externals and installation of additional accessories and acoustic liners. Use of engine acoustic structures made it possible for the Tu-154M to comply with ICAO Stage 3 noise requirements. Serial production of the aircraft started in 1983.

In 1976, one more engine modification - D-30KP-L – was developed for the Il-76K aircraft used for astronauts training in zero-gravity environment. To provide for engine operation in such conditions, special accessories were introduced into its oil system.

The USSR’s first turbojet bypass engine with an afterburner – D-30F6 – was assembled and tested in 1971. This engine was developed for the MiG-31 fighter-interceptor. In 1978, production of the D-30F6 engine started in the serial production plant. In February 1979 the engine was submitted for state testing and in April this testing was successfully completed. The engine was equipped with the first electronic control system (in parallel with the similar works in the USA).

In the beginning of 1982, Design Bureau was awarded the Order of October Revolution.

In 1982, the decision was taken to develop a unified engine for the Il-96 and Tu-204 aircraft. The tender announced in June 1985 was won by Perm Design Bureau’s D-90A engine project.

In 1987, the engine was given a designation PS-90A in honor of its general designer (PS stands for Pavel Soloviev). The engine is installed in the modern Russian passenger aircraft such as the Il-96-300, Il-96-400, Tu-204-100, Tu-204-300, Tu-214 and the Il-76MF military transport aircraft.

The milestone event took place in June 1989, when in addition to aero engines, the Design Bureau decided to start preliminary research and development of aero-derivative industrial gas turbines. Involvement in this new business was dictated by transition to market economy.

In 1992, in accordance with Gazprom order, the Design Bureau started development of the GTU-2.5P gas turbine based on one of the most reliable domestic aero engine – D-30.

In March 1992 they also issued the Specification for design of the PS-90GP-1 engine that makes part of the GTU-12P gas turbine to be used in the GPA-12 Ural gas compressor package. The GTU-12P is based on the PS-90A aero engine that was the most advanced Russian engine for medium-haul aviation of that time.

The GTU-2.5P intended for the PAES-2500M mobile automated genset became the first Perm gas turbine that passed official interagency tests on May 20, 1995 and was committed to serial production. The GTU-12P successfully passed official interagency tests on August 3, 1995.

Thus, within an unprecedentedly short period of time two gas turbines - the GTU-12P for mechanical drive and the GTU-2.5P for standalone powerplants – were developed for Gazprom and put into development operation.

Soon, on December 3, 1997, official interagency tests were passed by the GTU-4P as part of the Janus CHP-plant; and on January 1, 1998 – by the GTU-16P in the GPA-16 Ural gas compressor package.

In 1998, the GPA-16RP Ural gas compressor package with the GTU-16P gas turbine in indoor configuration passed official interagency tests and was put into experimental commercial operation (instead of the removed GTK-10-4) at Ordinskaya compressor station owned by Gazprom transgaz Tchaikovsky. In addition the GTU-16P was put into experimental operation as part of the upgraded GPA-C-16 gas compressor package.

In the period from 1995 to 1998 Aviadvigatel also worked on expansion of the PS-90A engine aero-derivative gas turbines power range at the lower power end. The most significant result of this work was the GTU-7P family rated at 5-8 MW designed in the beginning of 1998.

The two areas of activities — gas turbines for mechanical drive and gas turbines for power generation – were intensively and consistently developed throughout all subsequent years and are still developed nowadays.

Aviadvigatel became one of the main designers and suppliers of power generation and mechanical drive gas turbines for Gazprom.

In the period from 1998 to the beginning of 1999 Aviadvigatel specialists also developed Ural-2500 packaged gensets rated at 2.5 MW and Ural-2500R (Ural-4000) gensets rated at 4 MW, and concluded contracts to supply these gensets to customers.

In 2000, the company carried out extensive testing of the GTU-10P with a 9000 rpm power turbine and interagency testing of the GPA-10PHG Ural gas compressor package with this gas turbine used as a drive.

In 2004, the first Ural-6000 series gas turbine genset was developed based on a new 6 MW GTU-6P gas turbine. The CHP-plant based on the first Ural-6000 genset was put into operation on September 14, 2004 as part of retrofitting of one of the oldest municipal enterprises of Ivanovo - the boiler station of Ivenergo municipal heat supply network. The GTU-6P gas turbine and the genset were developed based on aviation technologies and prototype service experience: GTU-2.5P and GTU-4P gas turbines, Ural-2500 and Ural-4000 gensets.

Also in 2004, the company developed the GTU-12-PG-2 – a modification of Perm gas turbines fired by associated oil gas. Thirteen explosion proof GTU-12-PG-2 were put into operation as part of EGES-12S gensets in Surgutneftegaz.

The GTU-12-PG-2 was acknowledged to be the laureate of the Program “100 Best Russian Goods”.

Gensets fired by associated oil gas significantly reduce the amount of gas fired in torches contributing thereby to resolving West Siberia region environmental problems.

The same year GTU-25P gas turbine rated at 25 MW was put into experimental operation at Igrinskaya compressor station of Gazprom transgaz Tchaikovsky as part of the GPA-25RP-S Ural gas compressor package.

The PS-90EU-16A engine rated at 16 MW intended to be used in the GTE-16PA power generation gas turbine was developed and subjected to the first development testing.

In 2004 the company also developed the GTU-4PG gas turbine with the M-45PHG multiplying gearbox made by Reductor-PM intended to drive underground gas storage compressors.

The first GTU-4PG was installed at Kasimovskaya compressor station of Mostransgaz. On 28-29 November, 2005 the official interagency testing of the most powerful Perm GTU-25P was conducted.

December 10…15, 2008 is the birthday of Aviadvigatel-designed GTNA Ural-6000 gas turbine oil pumping set with the GTU-6PG gas turbine drive. This day the acceptance testing of Aviadvigatel new product was successfully completed. The unit became the first Russian crude oil pumping set as well. Besides, it has an undisputable advantage – capability to work with associated oil gas.

On October 8-10, 2008 the GTU-25P was put into operation as part of a new GTES-25P gas turbine genset at the territory of Boiler Station No.1 in Ufa, and on November 6 the gas turbine genset acceptance test certificate was signed.

In December 2009, the GTE-16PA gas turbine was put into operation as part of a new product – the GTES-16PA gas turbine genset at the TEC-13 CHP plant of KES-Holding.

Thus, by 2010 Aviadvigatel’s product line included the gas turbines rated at 2.5, 4, 6, 10, 12, 16, 22.5 and 25 MW.

A number of machines: GTU-4P, GTU-6P, GTU-6PG, GTU-12-PG-2, GTE-16PA, GTE-25P are capable to use associated oil gas as a fuel.

Aviadvigatel Structure
Based on the Company Charter and the resolution of the extraordinary meeting of shareholders dated 21.01.2009 the powers of the Company sole executive body (General Director) were transferred under the contract to United Engine Corporation Management Company. The Company Charter makes no provision for the collective executive body. The serial production of the aero engines and industrial gas turbines developed by Aviadvigatel is carried out by two manufacturers: Perm Engine Company and NPO Saturn (Rybinsk).
 * Meeting of shareholders;
 * Board of Directors;
 * Sole executive body — General Director;
 * Development Design Bureau;
 * Development Production;
 * Moscow office.

Aero Engines

 * PS-90A — bypass turbofan engine. Installed at the Il-96, Tu-204 and Tu-214 passenger aircraft, and the Il-76 military and civil transport aircraft family.
 * PS-90A-76 — modification of the PS-90A engine extending the life and improving the fuel efficiency of a large fleet of the Il-76 civil and transport aircraft by replacing the D-30KP engine with the PS-90A-76.

The engine also allowed to make the Il-76MF military transport aircraft meeting the requirements of today.


 * PS-90А1 — modification of the PS-90A engine with increased thrust for the Il-96-400T long-haul cargo aircraft.
 * PS-90А2 — improved modification of the PS-90A with the world level performance reducing the lifecycle cost by 35-37 %; it is characterized by increased reliability compared to the baseline PS-90A engine. The engine is developed in cooperation with Pratt & Whitney (USA).
 * D-30KU — bypass turbojet engine used at the Il-62M aircraft.
 * D-30KP— bypass turbojet engine used at the Il-76 aircraft and modifications thereof, the Il-78 and A-50 aircraft.
 * D-30KU-154 — bypass turbojet engine used at the Tu-154M aircraft.
 * D-30 Series 1, 2, 3 — bypass turbojet engine used at the Tu-134 aircraft.
 * D-30F6 — bypass turbojet engine with an afterburner used at the unique MiG-31 fighter-interceptor.
 * D-25V — turboshaft engine used at the Mi-6 and Mi-10 aircraft.

Advanced Products

 * PD-14 — bypass turbofan engine for the MS-21 short/medium haul aircraft.

Gas Turbine Gensets

 * Ural-2500 — 2.5 MW gas turbine modular genset to produce electricity for industrial and household consumption, and hot water and steam if used with the waste heat recovery boiler.
 * Ural-4000 — 4 MW gas turbine modular genset to produce electricity for industrial and household consumption, and hot water and steam if used with the waste heat recovery boiler.
 * Ural-6000 — 6 MW gas turbine modular genset to produce electricity for industrial and household consumption, and hot water and steam if used with the waste heat recovery boiler.
 * GTES-12P — 12 MW gas turbine modular genset to produce electricity for industrial and household consumption. The waste heat may be recovered in a hot water or steam boiler (cogeneration in a simple or combined cycle).
 * GTES-16PA — 16 MW gas turbine modular genset to produce electricity for industrial and household consumption. The waste heat may be recovered in a hot water or steam boiler. Specific features: reduced power turbine speed (3 000 rpm) which allows direct coupling of the turbine with the electric generator (no gearbox required) thereby improving the gas turbine efficiency and reducing operation costs in general.
 * GTES-25P — 25 MW gas turbine modular genset to produce electricity for industrial and household consumption. The waste heat may be recovered in a hot water or steam boiler. This genset was developed with implementation of new technologies employing a vast experience gained in the process of gas turbine engines and gensets design and operation.

Gas Turbine Pumping Set for Crude Oil Pumping

 * The Ural-6000 Pumping Set is the first Russian gas turbine pumping set. It is intended for crude oil transportation by pipelines. The Ural-6000 consists of the modified GTU-6PG gas turbine with the R-45-01 gearbox developed in Aviadvigatel and the pump made by Ruhr Pumpen (Germany).

Gas Turbines for Power Generation

 * The GTU-2.5P is intended to drive power plant generators. Power – 2.5 MW. Used in the following gas turbine gensets:
 * Ural-2500, (modular);
 * PAES-2500M, (mobile);
 * EG-2500M, (mobile).


 * The GTU-4P is intended to drive power plant generators. Power – 4 MW. Used in the following modular gas turbine gensets:
 * Ural-4000;
 * GTES-4.

The GTU-2.5P and its modification – the GTU-4P – are based on the D-30 aero engine which is one of the most reliable engines in the history of world aviation.
 * The GTU-6P is intended to drive power plant generators. Power – 6 MW. Used in the Ural-6000 modular gas turbine gensets. Developed on the basis of the D-30 Series 3 engine.
 * The GTU-12-PG-2 is intended to drive generators in the 12 MW EGES-12S modular gas turbine gensets. Developed on the basis of the PS-90A engine.
 * The GTE-16PA is intended to drive generators of gas turbine power plants. Used in the 16 MW GTES-16PA modular genset. Made on the basis of a new PS-90EU-16А engine developed in cooperation with Pratt & Whitney (USA).
 * The GTE-25P is intended to drive generators of gas turbine power plants. The machine is used in the 25 MW GTES-25P genset. Developed on the basis on the PS-90A modern aero engine and represents a modification of the GTU-25P mechanical drive gas turbine for power generation.

Gas Turbines for Pipeline Transportation

 * The GTU-4PG with the М-45PHG multiplying gearbox is used to drive centrifugal natural gas compressors in the GPA-4PHG Ural gas pumping trains in underground gas storage facilities. Power – 4 MW.
 * The GTU-6PG with the M-60 multiplying gearbox is intended to drive centrifugal compressors of gas pumping trains. Power – 6 MW.
 * The GTU-10P is developed based on the GTU-12P gas turbine. Used in modular gas pumping trains at GPA-10 DKS Ural boost compressor stations and GPA 10 PHG Ural underground gas storage stations made by NPO Iskra, as well as for retrofitting the existing GPA-C-6.3 gas pumping trains and other. Power - 10 MW.


 * The GTU-12P is intended to drive centrifugal natural gas compressors in gas pumping trains. Developed based on the gas generator of the high efficiency PS-90A engine. Used in the GPA-12 Ural modular gas pumping trains made by NPO Iskra and for retrofitting the existing gas pumping trains such as the GTK-10, GPA-C-16 and other. Power – 12 MW.
 * The GTU-16P is developed based on the gas generator of the high efficiency PS-90A engine and the GTU-12P gas turbine. The GTU-16P is characterized by improved cycle parameters and has a power turbine the parameters of which are adapted to the existing gas pumping trains. Used in the GPA-16 Ural modular gas pumping trains made by NPO Iskra and for retrofitting the existing gas pumping trains such as the GTK-10, GPA-C-16, GPU-16, GPU-10 and other. Power – 16 MW. The GTU-16P is completely interchangeable with the GTU-12P gas turbine.
 * The GTU-25P is a 25 MW machine intended to drive gas compressors in new generation gas pumping trains; it is also used for retrofitting the obsolete equipment and for gas injection to the underground gas storage. The GTU-25P is developed based on the high efficiency PS-90A aero engine using the components of the GTU-12P and GTU-16P gas turbines.