Pratt Whitney Company. Pratt & Whitney

24.07.2019

Transmission

Development and release aircraft engine PD-14 is one of the most important and discussed projects on a national scale. The increased attention to this motor of specialists, officials, the media, the public and foreign experts is understandable. After many years of post-perestroika coma, the domestic industry has finally found the strength and opportunity to take on the creation of a fifth-generation aircraft engine. And most importantly, the PD-14 is not being developed on its own, but in conjunction with the MS-21 medium-haul airliner.

Great hopes are pinned on this aircraft as a means of resuscitation of the civil segment of the domestic aviation industry and renewal of the aircraft fleet of domestic carriers. In addition, according to designers and officials, the MS-21 has a good export potential.

Floating terms

But that's not all. When talking about the PD-14 and its prospects, they always note that on the basis of the gas generator of the engine it is planned to create a family of power plants with a thrust of 9 to 18 tons, adapted to the requirements of specific customers. The scope of such engines is short- and medium-haul passenger and transport aircraft. Thanks to the use of an already developed gas generator, the time for creating new power plants should be significantly reduced.

In numerous media reports, work on the creation of the engine looks quite successful. But what is the real state of affairs? Flight tests of the MS-21 (to be more precise, MS-21-300) began in May. But the plane flies not with the PD-14 engine, but with its American counterpart, more precisely, a competitor - PW1400G. With an imported engine, the aircraft will pass the entire cycle of flight tests, and airlines will buy it with it. And where is our PD-14?

Representatives of the press service of United Engine Corporation JSC reported that the UEC is testing the PD-14 on the basis of a certification basis. The work is carried out strictly in accordance with the schedules. During 2015–2017, the first and second stages of engine flight tests were completed on the Il-76LL flying laboratory. According to their results, the operability of the PD-14 and its systems was confirmed in conditions close to operational ones. The third stage is planned to start at the end of the year: the range of checking the operation of the engine will be expanded.

Special ground tests are also carried out. “We are at the stage of certification of the PD-14 engine. The results of the work performed are accepted by the certification body. The procedure is in accordance with deadlines both according to Russian and international standards. In 2018, it is planned to obtain a certificate from the Federal Air Transport Agency, and in 2019 - EASA (European Aviation Safety Agency - European Aviation Safety Agency),” the UEC said. However, we note that in private conversations, responsible officials confidently declare that they will receive a Russian certificate next year, but are extremely cautious in assessing the possibilities of acquiring a similar European document. One gets the impression that the process can be delayed again.

In general, the current timeline is noticeably different from those that were announced at the initial stage of engine development. Then they expected to complete certification in 2015, and start mass production in 2016. I must say that the timing of the construction and testing of the MS-21 also greatly “floated”. The liner was supposed to take off back in 2013, but, as usual, for numerous technical and financial reasons, the process of creating the machine was delayed. Today, experts and officials assure that the MS-21-300 will receive a Russian airworthiness certificate in 2019, and an international one in 2020.

At first glance, the terms of certification of the aircraft and the engine are well correlated. But there are other facts as well. The PD-14 engine is planned to be installed on the first or second flight models of the MS-21-300 only in 2019, respectively, tests in the sky will begin closer to 2020. Acquisition prospects production cars domestic engines look even more vague. This summer at MAKS, Ilyushin Finance signed a contract with Red Wings to lease 16 MS-21-300s. At the same time, four aircraft will be equipped with PD-14 engines, the rest will be equipped with PW1400G engines. As for the key domestic customer, Aeroflot, according to available information, the company will receive all of its MS-21s (today we are talking about 50 machines) with Pratt & Whitney engines. However, Irkut Corporation intends to equip half of the MS-21s from the first batch, which should be 630 aircraft, with domestic engines. In the future, the decision on the choice of engine will be made solely by the customer. Whether the plans of the corporation will come true - time will tell. So far, there are 175 firm orders, and taking into account options and signed memorandums - 315.

Engine builders have time to complete the necessary tests and prepare for mass production. And it looks like there is no need to rush. Only in November 2017, TsAGI tested the MS-21-300 model in a layout with PD-14 engines. Purges were performed in a transonic tube with simulation of takeoff and landing modes. Research, as reported in a TsAGI press release, made it possible to replenish the aircraft's aerodynamic data bank. And in the summer of 2017, the UEC conducted qualification tests of an integrated electronic-hydromechanical system automatic control PD-14 engine.

As for serial production, UEC is going to spend 21.9 billion rubles on its preparation and modernization of equipment in 2017-2025. The intention to create a dedicated assembly facility for the fifth generation engine is known. The capacity of the line will be at least 50 sets per year.

There is no particular doubt that the UEC will produce the required number of engines. But the legitimate interest is the question: do the characteristics of the PD-14 correspond to the declared parameters and whether domestic motor compete with the US? The history of our engine building is replete with examples when Soviet products in a number of key parameters lagged noticeably behind foreign analogues. Let us recall at least the M-4 and M-50 aircraft. The first one was never able to reach the specified flight range, but was accepted into service. And what to do - another, more suitable engine we didn't have it then. The second bomber entered flight tests with different engines than it was designed for. Desired motor never took place, and the M-50 did not go into production. The epic with the refinement of engines on the MiG-29 was quite dramatic. The list goes on. Almost all Soviet aircraft, having tactical flight characteristics comparable to those of the United States and Western Europe, were inferior to them in one thing - in flight range and duration. Reason is more high flow fuel.

So what's up with our PD-14? Can it compete with a Pratt & Whitney product on an equal footing? If we turn to official open sources, we will see that the main characteristics of the PD-14 and PW1400G, such as takeoff thrust, dimensions, weight, specific consumption fuel, reliability, noise level, almost identical. Only specialists know what kind of thrust the engines actually develop and how much fuel they burn.

Of course, the PD-14 is a modern fifth-generation engine. The press service of the UEC emphasizes that he has a proven and modern design, compact two-shaft design, direct fan drive, optimal bypass ratio, efficient gas generator. In addition, there is a digital automatic control system with full responsibility of the FADEC type (Full Authority Digital Engine Control system, a system for automated control of fuel injection, air and ignition parameters in engine operation to maintain optimal performance work at minimum cost). All this makes it possible to achieve high reliability and manufacturability, reduce costs. The modular design in conjunction with the digital control system and the built-in diagnostic system ensure the successful application of the concept of condition-based operation of the engine.

Are we still pushing?

The UEC notes that during the design and creation of the PD-14, it was developed and applied a large number of innovative and advanced technologies, which made it possible to achieve desired characteristics. In particular, the fan is equipped with wide-chord hollow titanium blades. Blisk Compressor high pressure on the first, second and fifth stages are made of titanium alloy, the disks of the sixth - eighth stages are made of a new generation nickel alloy. The details of the combustion chamber are made of a heat-resistant intermetallic alloy, and low-emission combustion is realized in it, nozzles with pneumatic atomization are installed, and a ceramic heat-shielding coating of the second generation is applied. The working and nozzle blades of the high-pressure turbine are made of the latest single-crystal alloys, protected by a ceramic heat-shielding coating, the disks are made of a new generation nickel alloy. Working and nozzle blades of the first - sixth turbine stages low pressure hollow, applied active management gaps.

All elements and modules of the gas-air path are developed using the methods of three-dimensional aerodynamic design. In the design of the engine nacelle, composite materials occupy approximately 65 percent by weight. It is also equipped with a lattice-type reversing device with an electromechanical drive.

But this amount of innovation carries with it a potential danger. After all, the more innovations, the more difficult the product will be in production, which means more expensive. And besides, even small deviations from the technology in the manufacture individual parts in total will lead to a noticeable decrease in performance.

It should not be forgotten that the PD-14 and PW1400G were designed and produced in different conditions. In the 90s and at least in the first half of the 2000s, the domestic industry survived. Almost all complex production stopped, many enterprises went bankrupt, qualified personnel fled in search of a better life, the intellectual potential of design bureaus and research institutes fell sharply, a huge number of technologies were lost, and engineering specialties were no longer in demand. Some factories are reoriented to the production of all sorts of nonsense such as hardware or metal doors. Others have become commercial or business centers. Obviously, after almost two decades of industry degradation, creating a high-tech product that can compete with one of the trendsetters is an almost impossible task. There is a lack of qualified personnel, the school has been lost, no modern equipment. By the way, the machine-tool industry suffered, perhaps, more than others. In technological terms, the United States and Western Europe have almost always been ahead of our country. And during the post-perestroika period, the gap only widened. Therefore, with a high degree probability, it can be assumed that the characteristics of the PD-14 do not correspond to the declared values and are inferior to the PW1400G.

Of course, over time, our engine will be brought to right level. But competitors are not asleep either. They will find ways to improve the performance of their products. Although even in such a seemingly losing situation, do domestic engine necessary. First of all, in order to revive the school, science, personnel, production, to create a reserve for future developments. For PD-14 and its modifications there will always be a use. One of the potential consumers is the projected medium military transport aircraft so far under the unofficial name Il-276. As noted chief designer PJSC "Il" Nikolay Talikov, today the well-proven PS-90A-76, which have necessary characteristics to reduce technical risks. At the same time, the company is waiting for the PD-14, which should reduce fuel consumption and the cost of Maintenance power plant. After confirming the declared characteristics and working out in serial production Il is ready to replace the PS-90A-76.

Pratt & Whitney

(United Technologies Pratt and Whitney) - a group of aircraft engine-building enterprises in the USA. Founded in 1925 under the name "Pratt and Whitney Aircraft" (Pratt and Whitney Aircraft), in 1934 it became part of the concern "United Aircraft Corporation", renamed in 1975 to "United Technologies" (United Technologies Corp.). In addition to factories in the United States that produce engines for military and civil aviation, there is a Canadian branch of Pratt & Whitney Canada, which produces engines for aircraft aviation general purpose and local airlines. Until the end of the 50s. "P. e. U." issued piston engines high power With air-cooled, such as Wasp, Twin Wasp, Double Wasp; during the Second World War, half (according to total power) engines of US military aircraft were piston engines "P. e. U.", and in the first post-war years they were equipped with more than (¾) aircraft of American airlines. In 1948, licensed production of J42 turbojet engines began, based on English model Ning, in 1953 - production of J57 turbojet engines of its own design, which were used on military and civil aircraft, since 1945 - development turboprop engines, in 1955 - the creation of liquid rocket engines. In 1959 the first P. e. U." - JT3D, in the 60s. - with afterburner J58 for aircraft designed for flight M(∞) = 3. “P. e. U." - supplier of gas turbine engines for fighters, attack aircraft, transport and passenger aircraft, including wide-body ones. By the beginning of 1991 "P. e. U." produced over 70 thousand gas turbine engines, mainly aircraft. To the main programs of the late 80s. include: production of turbojet bypass engines JT8D, JT9D, JT15D, PW4000, PW2037, turboprop engines and turboshaft gas turbine engines PT6, PW100 and 200, turbojet bypass engines with afterburner TF30, F100, PW1120; development of a turbojet bypass engine with afterburner PW5000 with flat nozzle for American ATF fighter of the 90s. The main data of some of the company's engines are given in the table.

* Flight altitude H = 10700 m, flight Mach number M∞ = 0.8

Aviation: Encyclopedia. - M.: Great Russian Encyclopedia. Chief Editor G.P. Svishchev. 1994 .

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K:Companies founded in 1860

Aircraft engine manufacturing

Current state

On August 2, 2005, Pratt & Whitney acquired a manufacturing company space engines Rocketdin from the Boeing Corporation and renamed the company Pratt and Whitney Rocketdin Inc. (Pratt & Whitney Rocketdyne, Inc.).

Products

Turbojet engines for civil aviation

Military turbojet engines

J42 (JT6) (Rolls-Royce Nene)
J48 (JT7) (Rolls-Royce Tay)
Pratt & Whitney F135 (developed from F119)
PW1120 (developed from F100)

Reciprocating internal combustion engines

Pratt & Whitney R-1340 (English)Russian Wasp
Pratt & Whitney R-1690 (English)Russian Hornet
Pratt & Whitney R-985 Wasp Junior
Pratt & Whitney R-1535 (English)Russian Twin Wasp Junior
Pratt & Whitney R-1830 (English)Russian Twin Wasp
Pratt & Whitney R-2000 (English)Russian Twin Wasp
Pratt & Whitney R-2180 (English)Russian Twin Wasp E
Pratt & Whitney R-2800 Double Wasp
Pratt & Whitney R-4360 (English)Russian Wasp Major

Turboprop

Industrial turbines

- I, count, from the headquarters. Have you heard the feat of Raevsky? - And the officer told the details of the Saltanovsky battle, heard by him at headquarters.
Rostov, shrugging his neck, over which the water flowed, smoked a pipe and listened inattentively, occasionally glancing at the young officer Ilyin, who huddled around him. This officer, a sixteen-year-old boy who had recently entered the regiment, was now in relation to Nikolai what Nikolai had been in relation to Denisov seven years ago. Ilyin tried to imitate Rostov in everything and, like a woman, was in love with him.
An officer with a double mustache, Zdrzhinsky, spoke pompously about how the Saltanovskaya dam was the Thermopylae of the Russians, how General Raevsky committed an act worthy of antiquity on this dam. Zdrzhinsky told the act of Raevsky, who brought his two sons to the dam under terrible fire and went on the attack next to them. Rostov listened to the story and not only did not say anything to confirm Zdrzhinsky's delight, but, on the contrary, had the appearance of a man who was ashamed of what he was being told, although he did not intend to object. Rostov, after the Austerlitz and 1807 campaigns, knew from his own experience that, telling military incidents, they always lie, just as he himself lied when telling; secondly, he had such experience that he knew how everything happens in the war is not at all the way we can imagine and tell. And therefore he did not like Zdrzhinsky's story, and he did not like Zdrzhinsky himself, who, with his mustache from his cheeks, as usual bent low over the face of the person to whom he was telling, and crowded him into a cramped hut. Rostov silently looked at him. “Firstly, on the dam that was attacked, it must have been such confusion and crowding that if Raevsky brought his sons out, it could not affect anyone, except for about ten people who were near him, - thought Rostov, - the rest could not see how and with whom Raevsky walked along the dam. But even those who saw this could not be very inspired, because what did they care about Raevsky's tender parental feelings when it was about their own skin? Then the fate of the fatherland did not depend on the fact that they would take or not take the Saltanovskaya dam, as they describe it to us about Thermopylae. And so, why was it necessary to make such a sacrifice? And then, why here, in the war, interfere with their children? Not only would I not lead my brother Petya, even Ilyin, even this stranger to me, but a good boy, I would try to put somewhere under protection, ”Rostov continued to think, listening to Zdrzhinsky. But he did not say his thoughts: he already had experience in this. He knew that this story contributed to the glorification of our weapons, and therefore it was necessary to pretend that you did not doubt it. And so he did.
“However, there is no urine,” said Ilyin, who noticed that Rostov did not like Zdrzhinsky’s conversation. - And stockings, and a shirt, and it leaked under me. I'm going to look for shelter. The rain seems to be better. - Ilyin left, and Zdrzhinsky left.
Five minutes later, Ilyin, splashing through the mud, ran to the hut.
- Hooray! Rostov, let's go faster. Found! Here is two hundred paces of a tavern, ours have already climbed there. At least we dry off, and Marya Genrikhovna is there.
Marya Genrikhovna was the wife of the regimental doctor, a young, pretty German woman whom the doctor had married in Poland. The doctor, either because he did not have the means, or because he did not want to be separated from his young wife at first, took her everywhere with him to the hussar regiment, and the doctor's jealousy became a common subject of jokes between hussar officers.
Rostov threw on his cloak, called Lavrushka after him with his belongings, and went with Ilyin, sometimes rolling in the mud, sometimes splashing straight in the subsiding rain, in the darkness of the evening, occasionally broken by distant lightning.
- Rostov, where are you?
- Here. What lightning! they were talking.
In the abandoned tavern, in front of which stood the doctor's wagon, there were already about five officers. Marya Genrikhovna, a plump blond German woman in a blouse and nightcap, was sitting in front corner on a wide bench. Her husband, the doctor, slept behind her. Rostov and Ilyin, greeted with cheerful exclamations and laughter, entered the room.

Pratt & Whitney

(United Technologies Pratt and Whitney) - a group of aircraft engine-building enterprises in the USA. Founded in 1925 under the name "Pratt and Whitney Aircraft" (Pratt and Whitney Aircraft), in 1934 it became part of the concern "United Aircraft Corporation", renamed in 1975 to "United Technologies" (United Technologies Corp.). In addition to factories in the United States that produce engines for military and civil aviation, there is a Canadian branch of Pratt & Whitney Canada, which manufactures engines for general aviation aircraft and aircraft of local airlines. Until the end of the 50s. "P. e. U." produced high power air-cooled piston engines such as Wasp, Twin Wasp, Double Wasp; during the Second World War, half (in terms of total power) of the engines of US military aircraft were P. e. U.", and in the first post-war years they were equipped with more than (¾) aircraft of American airlines. In 1948, licensed production of J42 turbojet engines began on the basis of the English Ning model, in 1953 - the production of J57 turbojet engines of its own design, which were used on military and civil aircraft, from 1945 - the development of turboprop engines, in 1955 - the creation of liquid rocket engines. In 1959 the first bypass turbojet engine "P. e. U." - JT3D, in the 60s. - turbojet engine with afterburner J58 for Mach aircraft M(∞) = 3. “P. e. U." - supplier of gas turbine engines for fighters, attack aircraft, transport and passenger aircraft, including wide-body ones. By the beginning of 1991 "P. e. U." produced over 70 thousand gas turbine engines, mainly aircraft. To the main programs of the late 80s. include: production of turbojet bypass engines JT8D, JT9D, JT15D, PW4000, PW2037, turboprop engines and turboshaft gas turbine engines PT6, PW100 and 200, turbojet bypass engines with afterburner TF30, F100, PW1120; development of a PW5000 turbofan engine with a flat nozzle afterburner for the American ATF fighter of the 1990s. The main data of some of the company's engines are given in the table.

* Flight altitude H = 10700 m, flight Mach number M∞ = 0.8

- a criterion for testing the hypothesis H 0 about the homogeneity of two samples X1, ..., X p and Y1, ..., Y t, all n+t elements of which are mutually independent and obey continuous distributions ...
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is a characteristic class with values in defined for real vector bundles. W.-W. c. are denoted by wi, i>0, and for a real vector bundle over a topological ...
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- Whitney peak in the Sierra Nevada, the highest point of the "adjacent" US states. It is located on the axis of the ridge, hanging over the linear Owens depression located to the east of it ...
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- James Bisset - Amer. philosopher, historian of religion and teacher, one of the founders of Amer. critical realism...
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— James Bisset, American idealist philosopher. Participated in the collection "Essays on Critical Realism" and was one of the founders of critical realism in philosophy, the concepts of which he combined in ...
— Pratt James Bisset, American idealist philosopher. Participated in the collection "Essays on Critical Realism" and was one of the founders of critical realism in philosophy, the concepts of which he combined in ...
Great Soviet Encyclopedia
- I Whitney William Dwight, American linguist. Graduated from Williams College, Northampton. Professor at Yale University, Secretary and President of the American Oriental Society...
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- Whitney, a mountain in the west of the USA, in California, the highest point of the Sierra Nevada ridge. It is a sharp peak rising above the axial crest of the ridge. On the slopes - alpine meadows, snowfields...
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— Whitney William Dwight, American linguist. Graduated from Williams College, Northampton. Professor at Yale University, Secretary and President of the American Oriental Society...
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- American singer. The first album "Whitney Houston" took 1st place in the hit parade for 14 weeks, and its total circulation exceeded 13.5 million copies. The circulation of the second disc "Whitney" exceeded 12 million copies...
- American linguist. representative of descriptivism. Works on Albanian Linguistics. "A Dictionary of American Linguistic Terminology" ...
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The development and production of the PD-14 aircraft engine is one of the most important and discussed projects on a national scale. The increased attention to this motor of specialists, officials, the media, the public and foreign experts is understandable. After many years of post-perestroika coma, the domestic industry has finally found the strength and opportunity to take on the creation of a fifth-generation aircraft engine. And most importantly, the PD-14 is not being developed on its own, but in conjunction with the MS-21 medium-haul airliner.

Floating terms

Special ground tests are also carried out. “We are at the stage of certification of the PD-14 engine. The results of the work performed are accepted by the certification body. The procedure is proceeding in accordance with the established deadlines both according to Russian and international standards. In 2018, it is planned to obtain a certificate from the Federal Air Transport Agency, and in 2019 - EASA (European Aviation Safety Agency - European Aviation Safety Agency),” the UEC said. However, we note that in private conversations, responsible officials confidently declare that they will receive a Russian certificate next year, but are extremely cautious in assessing the possibilities of acquiring a similar European document. One gets the impression that the process can be delayed again.

At first glance, the terms of certification of the aircraft and the engine are well correlated. But there are other facts as well. The PD-14 engine is planned to be installed on the first or second flight models of the MS-21-300 only in 2019, respectively, tests in the sky will begin closer to 2020. The prospects for completing production cars with domestic engines look even more vague. This summer at MAKS, Ilyushin Finance signed a contract with Red Wings to lease 16 MS-21-300s. At the same time, four aircraft will be equipped with PD-14 engines, the rest will be equipped with PW1400G engines. As for the key domestic customer, Aeroflot, according to available information, the company will receive all of its MS-21s (today we are talking about 50 machines) with Pratt & Whitney engines. However, Irkut Corporation intends to equip half of the MS-21s from the first batch, which should be 630 aircraft, with domestic engines. In the future, the decision on the choice of engine will be made solely by the customer. Whether the plans of the corporation will come true - time will tell. So far, there are 175 firm orders, and taking into account options and signed memorandums - 315.

Engine builders have time to complete the necessary tests and prepare for mass production. And it looks like there is no need to rush. Only in November 2017, TsAGI tested the MS-21-300 model in a layout with PD-14 engines. Purges were performed in a transonic tube with simulation of takeoff and landing modes. Research, as reported in a TsAGI press release, made it possible to replenish the aircraft's aerodynamic data bank. And in the summer of 2017, the UEC conducted qualification tests of the integrated electronic-hydromechanical automatic engine control system PD-14.

There is no particular doubt that the UEC will produce the required number of engines. But the question is of legitimate interest: do the characteristics of the PD-14 correspond to the declared parameters and can the domestic motor compete with the American one? Our engine building is replete with examples when Soviet products lagged noticeably behind foreign counterparts in a number of key parameters. Let us recall at least the M-4 and M-50 aircraft. The first one was never able to reach the specified flight range, but was accepted into service. And what to do - we didn’t have another, more suitable engine then. The second bomber entered flight tests with different engines than it was designed for. The desired engine never took place, and the M-50 did not go into production. The epic with the refinement of engines on the MiG-29 was quite dramatic. The list goes on. Almost all Soviet aircraft, having tactical flight characteristics comparable to those of the United States and Western Europe, were inferior to them in one thing - in flight range and duration. The reason is higher fuel consumption.

So what's up with our PD-14? Can it compete with a Pratt & Whitney product on an equal footing? If we turn to official open sources, we will see that the main characteristics of the PD-14 and PW1400G, such as takeoff thrust, dimensions, weight, specific fuel consumption, reliability, noise level, are almost identical. Only specialists know what kind of thrust the engines actually develop and how much fuel they burn.

Of course, the PD-14 is a modern fifth-generation engine. The UEC press service emphasizes that it has a proven and modern design, a compact two-shaft circuit, a direct fan drive, an optimal bypass ratio, and an efficient gas generator. In addition, there is a digital automatic control system with full responsibility of the FADEC type (Full Authority Digital Engine Control system, a system for automated control of fuel injection, air and ignition parameters in the engine to maintain optimal performance with minimal consumption). All this allows to achieve high reliability and manufacturability, reduce costs. The modular design in conjunction with the digital control system and the built-in diagnostic system ensure the successful application of the concept of condition-based operation of the engine.

Are we still pushing?

The UEC notes that during the design and creation of the PD-14, a large number of innovative and advanced technologies were developed and applied, which made it possible to achieve the desired characteristics. In particular, the fan is equipped with wide-chord hollow titanium blades. The blisks of the high-pressure compressor at the first, second and fifth stages are made of titanium alloy, the disks of the sixth - eighth stages are made of a new generation nickel alloy. The details of the combustion chamber are made of a heat-resistant intermetallic alloy, and low-emission combustion is realized in it, nozzles with pneumatic atomization are installed, and a ceramic heat-shielding coating of the second generation is applied. The working and nozzle blades of the high-pressure turbine are made of the latest single-crystal alloys, protected by a ceramic heat-shielding coating, the disks are made of a new generation nickel alloy. The working and nozzle blades of the first - sixth stages of the low-pressure turbine are hollow, active clearance control is applied.

But this amount of innovation carries with it a potential danger. After all, the more innovations, the more difficult the product will be in production, which means more expensive. And besides, even small deviations from the technology in the manufacture of individual parts in total will lead to a noticeable decrease in performance.

It should not be forgotten that the PD-14 and PW1400G were designed and produced under different conditions. In the 90s and at least in the first half of the 2000s, the domestic industry survived. Almost all complex production stopped, many enterprises went bankrupt, qualified personnel fled in search of a better life, the intellectual potential of design bureaus and research institutes fell sharply, a huge number of technologies were lost, and engineering specialties were no longer in demand. Some factories are reoriented to the production of all sorts of nonsense such as hardware or metal doors. Others have become commercial or business centers. Obviously, after almost two decades of industry degradation, creating a high-tech product that can compete with one of the trendsetters is an almost impossible task. There is a lack of qualified personnel, the school has been lost, and there is no modern equipment. By the way, the machine-tool industry suffered, perhaps, more than others. In technological terms, the United States and Western Europe have almost always been ahead of our country. And during the post-perestroika period, the gap only widened. Therefore, it can be assumed with a high degree of probability that the characteristics of the PD-14 do not correspond to the declared values and are inferior to the PW1400G.

Of course, over time, our engine will be brought to the desired level. But competitors are not asleep either. They will find ways to improve the performance of their products. Although even in such a seemingly losing situation, it is necessary to make a domestic engine. First of all, in order to revive the school, science, personnel, production, to create a reserve for future developments. For PD-14 and its modifications there will always be a use. One of the potential consumers is the projected medium military transport aircraft so far under the unofficial name Il-276. As Nikolai Talikov, Chief Designer of PJSC Il, noted, today PS-90A-76, which have proven themselves in operation and have the necessary characteristics to reduce technical risks, are considered as a propulsion system today. At the same time, the company is waiting for the PD-14, which should reduce fuel consumption and maintenance costs of the power plant. After confirming the declared characteristics and testing in mass production, the Il company is ready to replace the PS-90A-76.