Aviadvigatel PD-14

Development

In December 2009, the PD-14 was developed to be 15% more efficient than its PS-90A2 predecessor and to be installed on the MC-21 and the Ilyushin Il-276.

The PD-14 was announced in early 2010 with its development cost estimated at RUB 35 billion (US$1.1 billion). In April 2010, Aviadvigatel was expecting to start its certification procedure in 2012. Its core was first tested on 26 November 2010. It was displayed for the first time at the 2013 Russian MAKS air show.

Flight tests began in 2015 on an Ilyushin Il-76. Between December 2016 and May 2017, the PD-14 operational performance and working efficiency at all altitudes and speeds were assessed on the Il-76 testbed aircraft at Gromov Flight Research Institute near Moscow. After two years of exploring the performance at most altitudes, airspeeds and operating modes, the first and second testing stages confirmed its basic operating parameters.-- A third phase of flight tests started in January 2018 from the GFRI Zhukovsky Airfield, conducted in co-operation with certification specialists in order to formally confirm the pre-certification findings.--

Ground tests were to continue in parallel, and United Engine Corporation claimed that the engine matched the performance of products from foreign competitors and even surpassed them for noise and emissions. Bird strike tests on the fan, including high-speed video and vibration measurements, were conducted together with fan blade strength tests. The results were expected to reduce the time and cost for attaining full certification status.

United Engine was to deliver five PD-14 engines to Irkut by the end of 2018, following Rosaviatsia certification. The aim was to start flight tests on the MC-21 in 2019 for type certification of the variant by 2021. EASA certification was expected, when the engine entered serial production. In October 2018, Rosaviatsia granted certification for the PD-14, and delivery of the first engines for two MC-21s were then expected by the end of 2018. European certificate validation was planned for 2019.

In January 2020, Irkut received the first PD-14 engines to be installed on an MC-21 airliner, and the first PD-14-powered MC-21-310 variant made its maiden flight on 15 December 2020 from Irkutsk.

In October 2021, the engine successfully passed landmark volcanic ash exposure tests. According to Anatoly Serdyukov, the thrust of the PD-14 “practically did not decrease” after the engine was exposed to the presence of the ash for one hour.

Until November 2024, the United Engine Corporation (UEC) has delivered only two PD-14 engines to customers, although in October 2023, Alexander Inozemtsev, general designer of UEC-Aviation Engines, reported to Vladimir Putin about the intention to produce 12 PD-14 engines this year and 24 in 2025. The plans for 2025 have been reduced to seven units.

The first mass-produced batch was delivered to a test facility in February 2025. The new engine features hollow titanium fan blades for reduced weight and allegedly incorporates at least 16 new technological solutions. The engine was approved for low-temperature operation.

Design

Developed using experience from the PS-12 (an uprated PS-90A), the 122–153 kN (27,500–34,500 lbf) thrust powerplant is designed by Aviadvigatel and manufactured by the Perm Engine Company. The two-shaft turbofan has a high-pressure core from the PS-12 with an eight-stage compressor and a two-stage turbine, and four low-pressure stages. The high-bypass engine does not employ an exhaust mixer, fuel burn should be reduced by 10–15% from the CFM International CFM56 and it could power an upgraded Tupolev Tu-204.

The PD-14 features a composite nacelle to reduce weight. The 1.9 m (75 in) fan has 18 wide-chord hollow titanium alloy blades, providing an 8.5:1 bypass ratio significantly improved from previous Russian engines, but below the CFM LEAP's 10:1 or the Pratt & Whitney PW1000G's 12:1 for the MC-21 from 2017.-- The 3D aerodynamics shaped first high-pressure turbine stage has advanced cooling channels and active clearence control. Twenty new materials were developed for the powerplant, including monocrystalline alloys for vanes, and high-strength nickel and Titanium aluminide alloys for shafts and blisks.

The annular combustor features world first Pneumatic (air-assist or air-blast) fuel injectors using compressed air to improve fuel atomization and mixing, as well as ceramic coatings. This allows for reduced emissions and maintenance with a slight improvement in fuel economy.

Derivatives

PD-8

With development commencing in 2019, the PD-8 is a de-rated model at 78 kN (17,500 lbf) primarily intended for the Yakovlev SJ-100 as well as the Beriev Be-200 and Ilyushin Il-212. The engine is intended to replace several engines used in existing Russian aircraft, such as the Franco-Russian PowerJet SaM146 and the Russo-Ukrainian Progress D-436.

Engine test flights began at the Gromov Flight Research Institute in 2022 using an Ilyushin Il-76LL testbed aircraft as well as ground testing being conducted by UEC-Perm Engines. In June 2023, it was announced that development work had completed, with qualification and development tests commencing at TsAGI. In early 2024, it was announced that TsAGI had completed aerodynamic tests of a SJ-100 aircraft equipped with PD-8 engines and modified pylons and nacelles. In 2024, the engine manufacturer was implementing a strategy of using computer modelling of the PD-8 for testing in order to reduce the number of required real engine tests, so as to accelerate PD-8 certification.

In February 2025, Vladimir Artjakov of Rostec stated that the first engines had been delivered to the Yakovlev Production Centre in Komsomolsk-on-Amur, in preparation for flight testing on the Superjet 100. Shortly after, ground engine runs commenced on the first aircraft.

On 17 March 2025, the maiden flight of the PD-8 with a modified Superjet took place at Dzyomgi Airport in Komsomolsk-on-Amur. The aircraft spent approximately 40 minutes in flight, reaching a speed of 270 knots and an altitude of 10,000 feet. A second test flight took place with the aircraft reaching an altitude of 25,000 feet. The two-hour flight consisted of several tests including engine shutdown and restart in mid-flight. A further flight on 7 April 2025 lasted three hours, reaching an altitude of 37,000 feet.

In July, 2025, the official word was that engine certification was expected by the end of the year. Four production engines were also anticipated to be completed by the end of 2025, with deliveries for the SJ-100 program to start by Spring of 2026, and with engine production eventually ramping up to 30 per year.

It was reported in December of 2025 that the PD-8 has a problem with maximum thrust power which would be insufficient for an SJ-100 with a full passenger load. Certification has been postponed to the first quarter of 2026.

PD-35

Launched in the summer of 2016 by United Engine Corporation through Aviadvigatel and NPO Saturn, the 35 tf thrust PD-35 was to be developed until 2025 for 180 billion rubles ($3 billion), including 60 billion for test benches and laboratory equipment, to power future wide-body aircraft including the Russo-Chinese project CRAIC CR929 (since continued solely by the Chinese partner).

On 19 January 2018, the Russian government awarded UEC-Aviadvigatel a ₽64.3 billion ($1.13 billion) contract to develop a PD-35-1 demonstrator by 2023, including wide-chord composite fan blades and fan case, a 23:1 compressor pressure ratio, ceramic matrix composites, made of silicon carbide-silicon carbide (SiC-SiC) and carbon-silicon carbide (C-SiC), and advanced cooling for 1,450 °C (2,640 °F) temperatures.

At the end of 2022, the PD-35 was postponed until at least 2029.

Other proposed derivatives

• PD-8V turboshaft 6.8 7.68 – 9680 shp for Mi-24/35 8/17 and other medium heavy heli.
• PD-10 is a derated model for the SSJ-130 at 10.9 tf.
• PD-12V: turboshaft variant for the Mil Mi-26 heavy lift helicopter, development started in 2016, 11,500 shp (up to 14,500 shp).
• PD-14А, derated modification of the engine to 12.5 tf for Yakovlev МС-21-200, also it could replace 12 tf Soloviev D-30 powering the Beriev A-40 aircraft.
• PD-14M, uprated to 15.6 tf, and PD-16, uprated to 17.5 tf, with more LP compressor and turbine stages, for the Yakovlev МС-21-400 stretch to 230-seat and its long-range derivative with a 0.526 lb/lbf/h cruise Thrust-specific fuel consumption; and could replace the 16-tf PS-90A powering the Tupolev Tu-204/214 narrowbody, the Ilyushin Il-96-300 widebody, and the Il-76M-90A freighter.
• PD-18R geared turbofan, 18.7 tf, it could reach a cruise Thrust-specific fuel consumption of 0.506 lb/lbf/h and could replace the 17.4 tf PS-90A1 on the Il-96-400T freighter.

Applications

• PD-8: SJ-100, Beriev Be-200, Ilyushin Il-212
• PD-10: SJ-130
• PD-12V: Mil Mi-26
• PD-14: Yakovlev MC-21, Ilyushin Il-276
• PD-35 : CRAIC CR929, Ilyushin Il-96, Ilyushin Il-106 PAK VTA

Specifications

References

References

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