In February 2011, Aviadvigatel OAO and Perm Engine Plant OAO participated in the Second Advisory Board of the Russian Aircraft Corporation Irkut. During the meeting, the representatives of domestic airlines familiarized themselves with the engines for the promising Russian aircraft MS-21.
The mid-range passenger aircraft MS-21 is being designed for mass airline transit currently dominated by Airbus A320 aircraft and Boeing 737. The new Russian airliner will be used for the air routes of up to 5,500km and will be operable in all climates, at any time of the day, and in adverse weather conditions. What sets MS-21 apart from its counterparts is its reduced weight secured through the use of composites and advanced metal alloys, new-generation on-board systems, better aerodynamics, etc.
According to the international practice, two engines are available for MS-21: DT-14 (lead designer Aviadvigatel OAO, Russia) and PW1400G (Pratt & Whitney, United States of America). Therefore, the airlines will have a choice of two aircraft with different engines.
Basic turbo PD-14 aircraft engine currently developed on the basis of a unified high-performance gas generator under the auspices of the United Engine Corporation Management Company is designed according to the classical layout comprising a two-circuit two-shaft engine without mixing external and internal contour flows. In addition to MS-21, the PD-14 family engines can be used with such aircraft as Super Jet-130, Russian-Indian AIT, and modifications of transportation IL-76 aircraft, to name just a few.
According to experts, this new Russian-made engine has great prospects. Amid its advantages are high efficiency and low life cycle cost, as well as compliance with future ICAO environmental standards and other standards.
The introduction of new technological and design solutions during the development of a new family of aircraft engines will ensure competitiveness of the PD-14 and its modifications and take domestic engine-building industry to the next level of quality and technological advances. The Advisory Board was attended by Aeroflot-RAL, Russia, Red Wings, Lufthansa, UTair, and some others. The experts were particularly interested in the outcome of the first stage of test-gas generator and demonstrator from the promising family of aircraft engines. According to the participants, the successful and timely completion of one of the key phases in building a basic engine of a new generation confirms the real possibility of its completion within the established deadline.
In addition to PD-14’s technical and operational characteristics, the representatives of airlines were curious about the engine’s price tag. Alexander Inozemtsev, general designer at Aviadvigatel, noted that the price of the engine and the cost of its life cycle should be among the advantages of the Russian-made engines as opposed to their Western counterparts and competitors. Appropriate measures are taken to achieve that. "The point here is that we are designing, for the first time in our practice, an engine with a pre-set production cost, to which end we will retrofit our enterprises,” emphasized Mr. Inozemtsev. According to the general designer at the Perm Design Bureau, the price of PD-14 should not exceed 12% of the cost of the aircraft.