Motor-Sich
The Motor Sich manufactures not only aircraft engines but also industrial units for ground application use such as gas-turbine drives for gas pumping, gas lifting and oil pumping units, gas-turbine power generating sets, turboexpander power generating set and turbo refrigerating plant. High quality and reliability of manufactured products are confirmed by their successful operation in different countries worldwide.
Russia currently does not produce helicopter engines, since the Motor-Sich factory in Zaporizhzhya, Ukraine, inherited the corresponding capacities from the Soviet Union. The annual turnover of the enterprise - $300 million - matches or exceeds the receipts of Russia's biggest engine manufacturers: the Ufa Engine Production Association (Russian acronym UMPO), Salyut Moscow Machine-Building Production Association (MMPP Salyut) and Saturn Scientific Production Association Joint Stock Company (Saturn NPO JSC). Until recently, Ukraine was also an exclusive manufacturer of cruise missile engines.
Motor Sich JSC renders the whole range of services to organizations and private persons who operate Company’s products:
- - technical support of aircraft engines;
- - extension of aircraft engines’ overhaul life;
- - overhaul of aircraft engines;
- - technical support of gas-turbine drives, gensets and industrial installations;
- - overhaul of gas-turbine drives, gensets and industrial installations;
- - warranty and post-warranty repair of consumer products.
The overhaul life can be extended and overhaul of the aircraft engines can be performed by highly-skilled specialists of Motor Sich Product Support Department in the territory of Russia in accordance with Intergovernmental agreements between Russia and Ukraine of 1991-2001and Supplements to them.
The basic directions of activity of the company:
- - manufacture of aircraft engines and gas-turbine units;
- - selling engines and spare parts for them;
- - post-warranty maintenance and repairs;
- - training of maintenance personnel;
- - manufacture of separate units and parts;
- - selling licences, patents, know-how technologies and technical documents;
- - engineering services.
The Company met its 85th anniversary as one of the biggest in the world and the only factory in Ukraine in the field of manufacture, in-service support and overhaul of 55 types and modifications of reliable and economical aircraft gas-turbine engines: from small auxiliary power units to the most powerful powerplants for world-largest Ruslan and Mriya airplanes and Mil Ìi-26 helicopters.
The Company's name has changed many times during these years, but the reputation of a dependable and respectable partner manufacturing high-quality products remained unchanged. Among users of these engines are the world-known airplane- and helicopter-building Design Bureaus of Antonov, Beriev, Ilyushin, Tupolev, Yakovlev, Kamov and Mil, as well as Czech Aero Vodochody company and Chinese HAIC (G) company. The rotary- and fixed-wing aircraft powered by Motor Sich engines are operated in 105 countries.
General designers of aeroengines S. K. Tumansky, V. Ya. Klimov, A. G. Ivchenko, V. A. Lotorev and general designer of space-borne equipment V. N. Chelomei used to work at the enterprise. The company is the place of historical origins of other two enterprises: Omsk Baranov Machine-Building Production Association and Zaporozhye Ivchenko Progress Machine-Building Design Bureau.
The history of the plant goes back to 1916, when Duflon, Konstantinovich & Co. (abbreviated as Deka) joint stock company from Petersburg organized in Aleksandrovsk (then name of Zaporozhye) the manufacture of aeroengines. The area covered by brick-made production buildings of this factory exceeded any of then available engine works in the tsarist Russia and it was equipped as one of the best.
The Mersedes-type 100 hp single-row water-cooled six-cylinder engine assembled here in September 1916 and designated Deka M-100 became the firstling of the company. The date of its manufacture was accepted as the birthday of our Company. Later on the engine power has been increased to 129 hp and then to 168 hp due to efforts of Deka experts who managed to do this. The engine was installed to power several modifications of four-engine Ilya Muromets aircraft developed by famous aircraft designer I. I. Sikorsky.
Outliving the fires of Civil War the factory has commenced to repair and then to manufacture the parts for Renault aircraft engines.
In 1923 the Company launched the quantity production of Hispano-Swiss 8FB engines featuring 300 hp at rated power. The working drawings of the engine, later designated M-6, and other technical publications have been drawn up at Ikar plant in Moscow (now FSUP MMPP Salyut), At present Motor Sich JSC successfully cooperates with this company on the state-of-the-art D-436Ò1/ÒP, D-27 and ÀI-222-25 engines. The Ì-6 engines have been used to power the foreign fighters, used by the Red Army Air Force at that time as well as native transitional aircraft (or trainer-according to contemporary terminology) for training pilots: R-5 reconnaissance aircraft, Polikarpov P-2 aircraft and Kalinin Ê-4 ambulance aircraft. The first Ì-6 engines just began to be installed on the wing and at the same time the design bureau was making ready the working drawings for production of the new five-cylinder star-shaped air-cooled M-11 engine. That was the first native aircraft engine, incorporated into large-series production. It was designed in 1924 under the direction of À.D.Shvetsov in collaboration with metallurgical engineer N.V.Okromeshko. The series production of Ì-11 was launched in 1927.
In July 1930 the experimental-design department under the direction of general designer A. S. Nazarov was established at the plant. This team has created a number of M-11 modifications, gradually increasing its power from 100 to 150 hp, while the overhaul life has increased up to 400 h. The Ì-11 engine production has continued for more than 30 years, with total number of more than 120 000 engines manufactued over this period. Good characteristics of Ì-11, including reliability, unpretentiousness in service and low cost permitted it to become the basic engine for national trainer and light-engine aviation. It has been operated on 88 types of aircraft either quantity-produced (U-2, (Pî-2), Sh-2, UÒ-1, UÒ-2, Yak-18, Yak-6, etc) and experimental and prototype engines.
The experience gained in the course of M-11 production and operational development, gave the opportunity in 1930 to move to series production of more powerful Ì-22 aircraft engine (licensed Bristol Yupiter VI). This star-like nine-cylinder air-cooled engine with 570 hp at takeoff became quite a valuable acquisition for national aviation. The Ì-22 engine had been produced until 1935 and had been operated up to 1941. The total number of engines produced amounted to more than 8 000 installed in 25 types of combat and commercial aircraft. Among them were the series fighters I-4 (ÀNÒ-5) of À.N.Tupolev, I-5 of N.N.Polikarpov and D.P.Grigorovich, the first series of I-15 and I-16 fighters of N.N.Polikarpov, Ê-5 passenger aircraft of Ê.À.Êalinin, Steel-3 of À.I.Putilov, KhÀI-1 of I.G.Nieman.
In 1932 the USSR Government took decision to acquire licenses for production of foreign engines of the latest design. The Mistral-Major 14K, fourteen-cylinder double-row star engine of Gnome-Ron company (France) featuring 850 hp became one of them. The production of this engine designated Ì-85 was deployed in 1934 at our plant.
The treacherous aggression of Hitlerite armed forces on June 22, 1941 destabilized the peaceful life of the engine-builders in Zaporozhye and on August 12, 1941 the plant received an order to move to Omsk. Owing to the help of people of Omsk the first M-88B engine manufactured on a new place was tested no later than the night of November 7, 1941. The roar of the tested engine has announced the second birth of the factory. In Omsk the factory has productionized the Ash-82FN engine featuring 1850 hp designed by À.D.Shvetsov. The engine has been successfully operated on Là-5 and Là-7 fighters, as well as on the frontline bomber Tu-2. Totally the plant has manufactured 10512 Ì-88B engines and 17526 ÀSh-82FN engines during the years of the last war.
After liberation of Zaporozhye in October 1943 the territory (more precisely, the ruins) of the plant has been used for deploying the overhaul of Ì-88B engines. On May 5, 1945 the experimental and design bureau was established for the development of new engines and for modernization of the short- and medium-range civil aviation engines built before. Later this experimental and design bureau was renamed to Zaporozhye Progress Machine-Building Design Bureau (ZMKB), which has won wide recognition both with national and foreign engine builders. The OKB No.478 was headed by the career designer of the plant À.G.Ivchenko, who later became its Designer General. The Progress ZMKB was later named after him. The base of the new Design Bureau staff was made of skillful specialists of our plant, who have been perfectly schooled by the creation and operational development of aircraft engines beginning from Ì-11 to Ì-88B and ÀSh-82FN.
In 1947 the ÎÊB-478 directed by À.G.Ivchenko completed the development of the first own design 500 hp Ì-26GR engine (helicopter, reduction-type). That was the first air-cooled piston engine not only in the Soviet Union, but in the world too, which was specifically designed for helicopters. After successfully completing the series of tests in November 1947 this engine was given the AI (Alexander Ivchenko) index which became since then the dedicated designation for engines developed by Progress ZMKB.
The RD-45 engine featuring 2270 kgf at takeoff became the jet firstling in the family of jets developed in OKB-45 Design Bureau directed by V.Ya.Klimov on the basis of Nin turbojet engine of Rolls-Royce. The engine has been installed to power the ÌiG-15 fighters, as well as Il-28 and Tu-14 bombers. The production of RD-45 at our plant continued until 1958. Its overhaul life has been increased up to 300 h.
In 1956 the plant has launched the production of structurally similar RD-500 engine featuring 1500 kgf takeoff thrust. In 1955 the Kuznetsov Design Bureau and Ivchenko Design Bureau got the task to develop the turboprops with 4000 hp at takeoff for medium-range passenger aircraft of Î.Ê.Àntonov and S.V.Ilyushin Design Bureaus. The Zaporozhye-based Design Bureau won this bid (as they call it now). In 1957 the ÀI-20 engine created by designers has successfully passed the state test and the quantity production was launched simultaneously at two plants in Zaporozhye and Perm.
The margins, incorporated into ÀI-20 engine design at the stage of its development permitted to create in future the whole family of upgraded engines rated at 4000 to 5180 hp. Nearly 14 000 turboprops of this type have been successfully operated on the Àn-8 and Àn-12 turboprop airlifters, Il-18 and Àn-10 passenger airplanes, Bå-12 amphibians, Il-38 anti-submarine aircraft.
Based on the ÀI-20 engine a family of smaller size engines ÀI-24 rated at 2550 to 2820 hp has been built using similarity theory. Beginning from 1961 more than 11 000 of such turboprops have been built; they were used to power the Àn-24 passenger airplanes, Àn-26 transports and Àn-30, intended for aerial photography and other special works.
The necessity of further increase of flight performance and operational capabilities of aircraft brought about the creation of economical turbojet bypass engines. The first engine of this type which appeared at our plant in 1967 was the ÀI-25 (incidentally the smallest among the native aircraft bypass turbojets) with rated takeoff thrust of 1500 kgf. Three such engines were used to power the famous Yak-40 aircraft. More than 6500 bypass turbojets of ÀI-25 tóðå have been produced in all. For the first time in the history of national aircraft engine-building the ÀI-25 engine, incorporated by the Yak-40, has been certified by Aviation register of FRG and Italy for conformity to the Airworthiness Regulations (FAP and BCAR, accordingly).
The growing intensity of passenger traffic at the boundary of sixties and seventies necessitated the creation of new aircraft with increased passenger capacity; one of them was Yak-42. Just for this purpose the Progress ZMKB has developed the first national three-shaft bypass turbojet D-36 engine with high bypass ratio, ensuring takeoff thrust of 6500 kgf. In D-36 the modular design has been implemented for the first time in our practice. Together with possibility of monitoring the condition of the most important parts and units, the modular design ensured the transition from the principle of operating the engine with specified TBO to the principle of operation on 'on condition' basis. This principle permits to renew the unserviceable modules or the modules, which completed their service life during operation. The D-36 engine is highly ecological and features low noise and emissions. The bypass turbofan D-36 engine and all modifications have been granted the Type Certificate issued by the Aviation Register of Interstate Aviation Committee (ÀR IAC) of CIS countries. Our company is the manufacturer of these engines and at present more than 800 engines of D-36 family are in operation.
The designers of the company and Progress ZMKB are developing by joint efforts the growth modifications of bypass turbofan D-36, Series 4A, 5A and 5AF, engines. These engines are especially intended for newly developed modifications of Àn-74 (short-haul convertible Àn-74ÒÊ-300, maiden flight of this aircraft took place on April 28, 2001, and passenger Àn-74-68 and Àn-74-400/76 aircraft, which unlike the former arrangement will have the engines mounted on under-wing pylons). The most important peculiarity of these engines will be the increased altitude of cruise application and availability of thrust reverser in the bypass duct. Apart from this the 5ÀF engines will feature the emergency power with thrust increased up to 7100 kgf at +30° Ñ.
In the mid-seventies the most powerful in the world D-136 helicopter engine was built (with maximum takeoff power of 11400 hp) to power the heavy-load transport Ìi-26 helicopter. The engine has been developed by Progress ZMKB Design Bureau and the quantity production launched by the plant. The high degree of commonality with base engine (D-36) provided for quick productionizing of this engine and at present about 500 D-136 engines are in operation
The D-18T bypass turbofan engine became the milestone project for our company. Developed by Progress ZMKB Design Bureau for heavy-load Àn-124 Ruslan transport aircraft it provides 3430 kgf takeoff thrust. The engine high parameters and its large overall size (fan diameter makes 2.3 m) necessitated the solution of complex technical problems during development, production, testing and operational development of engine, fundamental reconstruction of Designer's and Manufacturer's production facilities, as well as a number of equipment, bearings, blanks supplier-plants. In accordance with traditions existing by that time the experimental batch of D-18T bypass turbofan engines has been produced in collaboration with our company, which received the order for series production of engine in 1985. The engine meets the Airworthiness requirements of NLGS-2, FAR, BCAR and ICAO for noise and emissions. It has been granted the Type Certificate issued by IAC AR. The Àn-124 aircraft powered by four D-18T bypass turbofans is one of the biggest transports in the world significantly surpassing the American analog C-5 (Lokheed) with respect to loading capacity. The Àn-225 Mriya jumbo-jet, which powerplant incorporates six D-18T engines is capable of transporting cargo weighing up to 250 t. At present time several aero-space systems based on Àn-124 and Àn-225 have been developed including collaborative programs with foreign partners.
One of the priority directions in the Motor Sich activity at present is the productionizing of new-family three-shaft D-436T1 bypass turbofans with high bypass ratio featuring 7500 kgf takeoff thrust. These engines have been developed by Progress ZMKB Design Bureau and will be produced in collaboration with FSUP MMPP Salyut and Ufa Machine-Building Production Assotiation JSC. A careful development of design, use of high-strength materials in combination with the use of advanced technological procedures and modern equipment, high level of production engineering have provided high operational behavior for these engines. The baseline version of D-436T1 is designed for short-haul Tupolev Òu-334 passenger aircraft of new family, the maiden flight of which took place on February 8, 1999. The modified D-436Ò1 engines are supposed to re-engine the existing Òu-134, Yak-42, Àn-72 and Àn-74 aircraft in the course of modernization that will considerably improve their flight performance. The marine version of this bypass turbofan D-436TP engine is intended for unique by its performance multipurpose Be-200 amphibian, which at present is flight-tested.
Besides this the company is getting ready for series production of the first in the world propulsion propfan D-27 engine designed for An-70 widebody airlifter. It is planned to manufacture it on cooperation basis with FSUP MMPP Salyut. The D-27 engine developed by Progress ZMKB has absorbed the latest achievements of national aircraft engine building. The power of the engine equals 14000 hp, and fuel efficiency is 25 to 30% better than modern bypass turbofan engines. The propfan provides for the twofold increase of the wing lifting force at takeoff and landing, as well as high cruising speed and low noise. The refusal of European countries to develop the joint project of Àn-7Õ airlifter does not imply the phasedown of An-70 project, for the Ministries of Defense of Russia, Ukraine and some other countries require it. In future it is supposed to use the D-27 engine on diverse modifications of An-70 aircraft, on An-180 passenger aircraft and on Be-42 amphibian.
The company in collaboration with Kazan Machine-Building Production Association JSC is going to launch production of the two-shaft bypass turbojet ÀI-22 engine with high bypass ratio, which provides takeoff thrust of 3755 kgf to be used on the Òu-324 regional passenger aircraft and its administrative modification. The Òu-324 aircraft is going to replace the most massive in the near past Àn-24, Yak-40 and Òu-134 short-haul passenger aircraft.
Proceeding from the results of investigating the market requirements of engines for trainers, combat trainers and light combat aircraft the Progress ZMKB and Motor Sich JSC have adopted a decision about commencing the work on development of ÀI-222 family engines. These engines can be rated from 2200 to 3000 kgf at takeoff, and in afterburner version the thrust will increase up to 5000 kgf. The most important requirement for building the ÀI-222 family engines was the provision of maximum safety of flights and high combat efficiency of the aircraft powered by them. The design of bypass turbojet engine should guarantee for the long service life at low cost of ownership. At present the works related to the ÀI-222-25 rated at 2500 kgf are underway, this engine is supposed to power the Yak-130 combat trainer.
The period of more than 30 years in the biography of our company is connected with the team of designers from Klimov Design Bureau (now State Unitary Enterprise 'Klimov Plant' in St. Petersburg) and the names of general designers S.P. Isotov and À.À.Sarkisov, who came after him. The production of the first national turboshaft ÒVÇ-117 engine rated at 2200 hp developed by the Klimov Plant team for combat helicopters was launched in 1972. By now our company has produced about 22 000 engines of ÒVÇ-117 family, which totally have accumulated more than 12 mln.operating hours. Today 18 modifications of ÒVÇ-117 engines are used on combat, transport and civil medium-class helicopters of ground and marine application. The engines of this family lift to sky 95% of Mil and Kamov helicopters in 60 countries including well-known Êà-27, Êà-28, Êà-29, Êà-31, Êà-32, Êà-50 Black Shark, Êà-52 Alligator, Ìi-8ÌÒ, Ìi-14, Ìi-17, Ìi-24, Ìi-35, Ìi-25, Ìi-28 and many others. Even now the ÒVÇ-117 engine due to high effectiveness of units is one of the best in the world in the terms of economy (in its class). Apart from this, it has proven to be undemanding and reliable in service. So over the last 10 years there were not a single IFSD either for design or workmanship reasons. The fact that ÒVÇ-117 modifications VM, VMA, VM, Series 02 and VMA, Series 02 have received the Type Certificates of AR IAC and national AR of Canada, India and China within the period of 1993 to 1999 prove the international recognition of the ÒVÇ-117 engine.
High potentialities embodied into this engine at the stage of designing have permitted to create a next modification of ÒVÇ-117, the turboprop version ÒVÇ-117VÌÀ-SBÌ1 rated at 2500 hp (2800 hp at emergency power). The engine built by joint efforts of our two traditional designers Progress ZMKB and GUP Klimov Plant and also by Motor Sich JSC specialists is intended for passenger 52-seat Àn-140 local airlines aircraft. The Àn-140 is due to Àn-24, Àn-26 and Yak-40 aircraft at flight routes replace in the nearest future. The specific features of Àn-140 design together with high efficiency of ÒVÇ-117VÌÀ-SBÌ1 engine ensure high flight performance of aircraft. As compared to Àn-24 the new Àn-140 has twice as little fuel burn with the same load. Its efficiency is 25% higher and for takeoff and landing the Àn-140 requires a runway 1.6 times shorter than it is used for Àn-24 aircraft.
One more engine designated ÀI9-3B has been developed specifically for Àn-140 aircraft to be used as the auxiliary power unit (APU) for starting the propulsion ÒVÇ-117VÌÀ-SBÌ1 engines, driving electrical generator for power supply to the aircraft electrical system and for delivering air to aircraft conditioning system on the ground with propulsion engines inoperative. The ÀI9-3B is the next in the line of APUs produced by our company: ÀI-9 for Yak-40 aircraft and Êà-27, Êà-28, Êà-29, Êà-32, Êà-50 and Êà-52 helicopters, as well as ÀI-9V for Ìi-14, Ìi-8ÌÒ, Ìi-17, Ìi-24, Ìi-35 and Ìi-28 helicopters. Our company has produced about 11 000 ÀI-8 APUs for Ìi-6 and Bå-12.
In spring 2000 the Àn-140 and ÒVÇ-117VÌÀ-SBÌ1 and ÀI9-3B engines were certified by IAC AR. Thus, they became the first samples of the Ukrainian aviation equipment, created under new economical conditions in close collaboration with branch institutes and design agencies of Ukraine and Russian Federation.
The VÊ-2500 and VÊ-1500 engines continue the cooperation program of our company with St. Petersburg designers. The VK-2500 turboshaft engine typically is the ÒVÇ-117VÌÀ with increased power and differs from it by 200 hp plus at takeoff (2400 hp) and emergency (2700 hp) power ratings. It is designed for installation on new modifications of Russian-made Mil and Kamov helicopters. The first flight of Ìi-24Ì helicopter powered by VÊ-2500 engines took place on May 30, 2000. In December 2000 the engine was given IAC AR Certificate. The VÊ-1500 turboprop features 1500 hp takeoff power. It is designed for local Àn-38 and Bå-32 arliners, as well as for re-equipment of Àn-2 manufactured earlier when upgrading them to Àn-3 configuration, in order to provide the second life for them. The first starting of VÊ-1500 took place on May 18, 2001. Both engines will be furnished with digital automatic control and monitoring systems of new generation, which shall optimize the technical characteristics of the engines, provide for their operation on 'on-condition' basis, increase service life of the hot section and reliability of the engine as a whole.
Under the present day conditions it is not quite enough to manufacture the product with high functional characteristics because only the engines with quality approved by respectable national and international agencies can be competitive on the world market. The competitive engines should be produced using certified production facilities. In order to provide the stable quality level of products the Motor Sich JSC has introduced, maintains and develops the system of quality assurance, which meets the requirements of ISO 9000 International standards. This fact is proven by Certificate of Recognition No.77752, issued by transnational agency "BUREAU VERITAS QUALITY INTERNATIONAL" (BVQI).
The history of Zaporozhye Engine-Building plant is prominent due to events and people who participated in it. Suffice it to say that the plant was headed by Vladimir V. Chernyshev, (1938-1939), whose name was given to Tushino Machine-Building plant, Makar M. Lukin (1940-1941) and Ivan T. Borisov (1941-1943), who became Minister deputies. For many years the plant was led by Vasily I. Omelchenko, one of the most prominent figures in the aircraft engine-building industry.
The Motor Sich JSC has been dynamically developing over the period of 85 years and today it is a steadily functioning company, equipped with state-of-the-art equipment and using the leading edge technologies to produce competitive engines for powering the diverse aircraft of new millenium.
