Perm engine builders named suppliers of the PS-90A3u engine

In April 2012 the conference ‘Potential developments of the PS-90A engine’ was held in Moscow, in the course of which there was a presentation of the PS-90A3u engine, intended to replace the PS-90A family of engines certified for the Il-96, Tu-204/214, and Il-76TD-90 aircraft.

Aviadvigatel and the Perm Engine Company organized the conference with support from the United Engine Corporation. Nearly all Russian airlines operating aircraft with the PS-90A family of engines took part in the conferece — SLO Russia, Aeroflot-RAL, Red Wings, Volga Dnepr, Transaero, Aviastar-TU, and Polyot. The meeting with Perm engine builders included representatives from the Russian Ministry of Industry and Trade, leaders and specialists from Ilyushin and Tupolev, United Engine Corporation, the Ilyushin Finance Company leasing company, GosNII GA, the Baranov Center, ASSAD, and others.

Opening the conference, Aviadvigatel managing director and chief designers Aleksandr Inozemtsev said that the decision to make a new version of the PS-90A engine had been dictated by the need to offer existing and potential partners of the Perm Engine Company engines based on modern solutions and technology.

Deputy chief designer and chief designer of aviation engines for the Perm bureau Aleksandr Semenov spoke in detail about the PS_90A3u project and the potential new versions. The PS-90A2 certified in 2009 was created with the aim of increasing operational characteristics relative to the basic PS-90A. In planning the new engine, the developers were aiming for interchangeability with the PS-90A and the PS-90A2. However although full interchangeability was achieved on geometric and weight parameters, as well as in terms of node connection, on the interface they had to implement some changes for the Tu-204SM airplane.

In 2011 Aviadvigatel made the decision to return to the idea of modernizing the PS-90A fleet using an engine that would have all the technological advantages of the PS-90A2 but without the need to change the airplane. This engine became known as the PS-90A3u. Its main difference from the PS-90A2 is the use of a body ventilator from the basic PS-90A engine with the aim of reducing the size and cost of the engine. Certified under AP-33 standards, the PS-90A2 engine meets all certification requirements on retaining the working ventilator blades in the event of a serious fault. However the strengthened body of the ventilator is very heavy, which does not allow the engine to fully meet the technical requirements. In turn the PS-90A3u will be certified under the Russian flight worthiness standard NLGS-3. In addition, SAU and BSKD new versions of the engine are adapted at the airplane interface for planes flying with Perm engines.

The chief designer of the Perm design bureau expressed his certainty that the PS-90A3u engine would serve significantly longer in flight than the basic PS-90A, and with fewer repair expenditures. And the airline will be able not only to buy new engines, but also to retool existing PS-90A engines into the PS-90A3u. To do this, the high-pressure turbine needs to be replaced, a new rear speed added with its own parts, and partial replacement of the parts and assemblages of the low-pressure turbine and combustion chamber, working on the high-pressure compressor, install a new SAU and improve the part of the external system so that the PS-90A3u can be installed in any operational aircraft.

In speaking about the advantages of the PS-90A3u, the chief designer drew his colleagues’ attention to the increased average work in sending an engine for repair. “This provides the airlines with a more intensive operation of the airplanes thanks to reducing the time lags of exchanging engines, and reduces the number of repairs carried out at the manufacturer’s premesis,” said Mr. Semenov. “The time that the engine spends being repaired has fallen from 50 to 22 months over the operational lifespan. This significantly improves engine reliability, allowing clients to minimize loss of flight time and time on pre-flight servicing. Lowering the labor on technical servicing to 0.2 man-hours per hour of flight time thanks to increasing the period and decreasing the volume of technical servicing lowers airlines’ expenses for engine servicing by 30%. The high stability of the nodes, in the first place, in the high-pressure turbine, decreases fuel expenses by 4% per 10,000 hours, and a lot of leeway on the gas temperature with the turbine, new construction, and a cooling system for the high-pressure turbine allow us to support the engine lift in operation.”

At present Aviadvigatel is working with Perm Engine Company to establish production of the PS-90A3u. “Many of the documents for the PS-90A3u have already been released, and the design documentation is coming out. We will start with one Tu-204 and one Il-76-TD-90 to install one PS-90A3u in the goal of operational development,” said Mr. Semenov.

Aviadvigatel is a leading Russian design firm developing gas turbine engines for aviation and industrial applications.

Aviadvigatel is a part of the United Engine Corporation, a wholly-owned subsidiary of OBORONPROM specializing in engine-building assets.

United Industrial Corporation OBORONPROM is a multi-faceted machine-building group founded in 2002. It is part of the Russian Technologies group of companies. Its primary areas of business are helicopters (Russian Helicopters) and engine-building (UEC).