Omsk Engine Design Bureau (OMKB / OEDB)
OKB-20 Experimental Design Bureau 29 OKB 'Omsk agregatnyi z-d' Mashinostroitel'noe KB' (MKB) Omskoe mashinostroitel'noe KB (OMKB) 644021, Russia, Omsk, Street: B.Khmelnitsky, 283, Phone: (3812) 36-04-07, 36-07-04 Phone/Fax: (3812) 36-04-46. E-mail: email@example.com
The OJSC Omsk Aircraft Engine Design Bureau was founded in 1957 upon partnership with the Central Institute for Aviation Motors (CIAM). It was unknown in the West until 1988, when it was given responsibility for the design of the TV-O-100 turboshaft engine. This design bureau is also commonly referred to as Mars or Omsk MKB Mars.
This aeroengine component design bureau was evacuated from Moscow 7/41 or 10/41 together with z-d 20 onto site of farm machinery z-d im. Kuibysheva. It was filial of Moscow OKB z-da 451 or z-da 491 from 1944 or 1945-7 and in 1951-6; from 5/7/47 (MAP) became independent OKB-20. It became again filial OKB z-d 451 20/8/51 (MAP), and again independent OKB-20 from 5/7/56 (MAP). Later OKB 'Omsk agregatnyi z-d'; absorbed OKB-29 5/2/63. On 30/4/66 it was renamed 'Mashinostroitel'noe KB' (MKB); from 1994 OAO 'Omskoe mashinostroitel'noe KB' (OMKB)
Directors were P.I.Tarasov, A.N.Mel'nikov 1947-51, N.I.Seryakov 1951-2, M.M.Timofeev 1953-65, V.A.Glushenkov 1963, B.Y.Sosnin 1963, P.N.Moshchenko 1969-74, V.F.Berezkin 1974-80, A.A.Kul'kov 1980-99. Chief designers were Glushenkov Valentin Andreevich (1956-1973); ashchenko Victor Stepanovich (1973-1985); Kostogryz Valentin Grigorievich (1985 - present).
The Sh-82, Sh-82V aircraft motors, developed by Perm Design Bureau (EDB-19) are produced by the Omsk Engine-Building Enterprise named after P.I.Baranov. On the Omsk Engine-Building Enterprise named after P.I.Baranov the branch of Experimental-Design Bureau-19 (EDB-19) was established for improvement of Sh-82 and Sh-82V motors. Valentin Andreyevich Glushenkov became the head of the branch. The collective of branch performed a technical control of serial production of Sh-82 and Sh-82V motors at the Omsk Engine-Building Enterprise named after P.I.Baranov, improving their reliability and service life.
On the basis of Experimental-Design Bureau-19 by the Order of the Ministry of Aircraft Industry No. 544 dd. 15.10.56 the State Union Experimental-Design Bureau-29 (EDB-29) was established. It continued the development of ASh-82T and Sh-82V piston engines and the development of small-size gas turbine engines. Two ASh-82T engines were installed on the IL-14 airplane, and the ASh-82V engine was installed on the Mi-4 helicopter. Both aircrafts were one of the best in their class. During a serial production of the engines their warranty service life was increased up to 1500 hours for Ash-82T and 1200 hours for Ash-82V by the efforts of the EDB personnel.
The Omsk Engine Design Bureau (Omskoe mashinostroitel'noe KB OMKB / OEDB) started work on development of small-size turbine engines as early as 1957. At present the OEDB is a leading authority on small-size turbine engines. The first development (1957-1958) accomplished in cooperation with the Central Institute of Aircraft Engine Production (TsIAM) was the 300-hp GTD-1 turbine engine intended to be used as a power unit. This work has allowed to the Omsk Engine Design Bureau (OEDB) specialists to receive necessary experience in gas turbine engine production. The first 100-hour lengthy tests of the GTD-1 engine are successfully conducted. The GTD-1 was supposed to be used as power unit.
The year 1960 saw the first test of the GTD-3 and the first flight of the KA-25 helicopter of marine basing with the GTD-3. Development of engine and reduction gearbox began in the OEDB in November 1957. Original developments, unknown in a domestic air engine building, such as axial-centrifugal compressor, are introduced into an engine design. After realization of the first flight tests there was found out necessity of engine boosting up to power of 900 hp.
A success became the development in 1964 of the GTD-3F power plant for the Ka-25 deck helicopter, consisting of two 900-hp GTD-3M and the RV-3M power reduction gearbox of main rotors. These engines were produced serially more than 20 years on Omsk Engine Production Association named after P.I. Baranov. The development in 1964 of a power plant consisting of two 900-hp turbine engines and a main rotor gearbox for the Ka-25 helicopter became a success. The engines were available in the following modifications:
- GTD-3, GTD-3F and GTD-3M for helicopters;
- GTD-3TL and GTD-3TU for use on the ground.
- GTD-3 KA-25 untisub helicopter
The serial production of helicopter engines has been going on for more than 20 years, while their operation is continuing for more than 25 years.
The work on that engine gave the Bureau specialists the opportunity to gain the experience required for creation of turbine engines and in 1965 the GTD-5 engine was developed. This engine and its modification, the GTD-5M, are continued to be manufactured at the present time and are used as ground power sources.
Operations of helicopters in marine conditions indicated the increased corrosion of compressor blades. By efforts of the EDB specialists the given problem has been decided by introduction of blades manufactured of titanium alloy. In 1973 series production of the 1100-hp GTD-3M engines is started. The warranty service life of engines is developed up to 500 h. Serially the engine was manufactured till 1985. The Ka-25 antisubmarine helicopters had been equipped the «Moscow» antisubmarine cruiser.
Tests of the «Object 167» tank with the GTD-3TU engine were conducted in 1963.
In 1967 Production Association named after P.I. Baranov has started series production of the GTD-5M engine. On the basis of experience received by the GTD-1 development, the OEDB specialists have started development of the GTD-5 (GTD-40) new gas turbine engine of the small power made under the single-shaft scheme and intended for the drive of the 20-kW S-20 radio-frequency generator on a 2P24 product. In the following for the 40-kW S-40 generator drive on the «Cube» 2P25 product the development of the GTD-5M engine realized. Activities on operational development of the engine proceeded till 80th years. In 1980 to the engine the warranty service life of 2250 h has been established and the specified life - 3250 h. Series production of engines proceeded till 1991.
In 1968, under the Ministry offer, the OEDB design department started development of the TVD-10M engine for «SKAT» marine motorboats. In the beginning of 1970 the preliminary design of the TVD-10M engine has been developed. The engine of next generation in the same power category became the 940-hp TVD-10 turboprop engine developed in 1970 for the Be-30 airplane for local airlines.
Laid at development of the TVD-10 engine the high technological level of design solutions made it possible to produce a number of its modifications: VD-10 - for air cushion vehicles; TVD-10B - for the An-28 airplane operated on local airlines; TVD-20 - for the An-3 single-engined agricultural aircraft, and also modification of this engine for the An-38 airplane. The VSU-10 auxiliary power plant - for IL-86 and IL-96-300 airbuses.
In 1971 the State Commission signed «Act about successful realization of lengthy tests of the TVD-10M engine». The series manufacturing and overhaul of the TVD-10M engines was made by the OEDB. Engines of our manufacture were successfully maintained a long time on cross-country boats of the Navy.
In 1974, under joint Decision of Ministry of Aviation Industry (MAI) - Ministry of Civil Aviation (MCA) modernization of the An-2 series airplane in the An-3 has been made by replacement of the ASh-62IR reciprocating engine on the TVD-20 turboprop engine. In 1975 under the Contract with Aeronautical Scientific and Technical Complex named after O.K. Antonov, activities on development of the TVD-10B engine for the An-28 airplane for local airlines started.
In 1976 the OEDB was entrusted with the development of an auxiliary power plant for the IL-86 airbus. Design departments per 1977-1978 release design documentation on the VSU-10 engine. The auxiliary power plant is a derivative of the TVD-20 engine. There are manufactured units and mounted test rigs for tests of air by-pass mechanism and end seals. Manufacturing of prime equipment and experimental units of the engine is started. In December, 1980 the VSU-10 engine underwent state official tests, but in 1981 there were still conducted capacious verifying and lengthy tests on four rigs in the OEDB and OEPA named after P.I. Baranov in maintenance of State official tests of the engine. By results of the large done work in January, 1982 the «Act by results of the State 300-hour rig tests of the VSU-10 auxiliary gas-turbine engine intended for an engine start-up and a supply of airborne systems by the electric power and compressed air on the IL-86 airplane» was authorized.
In 1973 , OKB-29 was on the verge of disbanding. Management of the plant imeni P.I.Baranova complained to MAP about the “lack of production space and skilled workers.” Since the plant P.I. Baranova and the OKB-29 were located on the same territory, it was supposed to pick up the production area and the personnel of the OKB-29. As a result, MAP decided to transfer production space, thousands of specialists (workers, designers, technologists) and a number of machine tools and equipment to the Omsk Motor-Building Plant named after P.I. Baranova.
From the complete elimination of the OKB-29, only the fact that the Navy needed to supply the TVD-10M engines for the Skat air cushion ships, and the plant P. I. Baranova refused the proposal of MAP for the development and production of this engine.
In March 1973, Vladimir Glushenkov left Omsk for Kaluga, having worked as the permanent head of the OKB-29 from 1956 to 1973. Since March 1973, the temporary execution of the duties of the head of the company was entrusted to Lev Usherenko, who was at that time the first deputy chief designer. MAP and the Omsk Regional Party Committee began to select candidates for the post of head of the OKB-29. One of the main contenders was Vladimir Sosnin, the former head of production at the time. Still, they all agreed that a person from the same team should be appointed as a leader, as a result of which in November 1973, the aviation industry minister Peter Dementyev signed an order on appointment to the position of chief designer (head of the OKB-29) Victor Stepanovich Pashchenko.
The whole of 1973 and the beginning of 1974 went to the solution of conflict issues regarding the transfer to the plant to them. PI Baranov specialists, equipment and production space. The plant management prepared and approved in the MAP a list of workers, designers and technologists who were supposed to go to the plant. Naturally, these were the best specialists who had worked in the OKB-29 for many years. For many of them, the transfer from the OKB-29 to the plant was very painful, so after a while many of them began to return to the OKB-29 in various ways.
It was more difficult with the issue of production areas - earlier, at the disposal of OKB-29 there was building No. 94, where the mechanical and assembly shops were located. The new assembly shop was identified in case No. 55, which was ill-adapted for this purpose, in which at the time of the transfer the roof was in disrepair. An interesting fact is that building number 94 after the transfer to the plant was empty for over a year. Gradually, a production site was developed on the outskirts of the city. In this difficult period for the OKB-29, PO Polet offered a large production building to replace the OKB-29 recreation center in the village of Black bow However, after a thorough discussion of the proposal, the OKB-29 management decided to refuse, retaining excellent rest conditions for its employees.
In the future, the management of the plant. PI Baranova made every effort to turn the OKB-29 into a simple division of the plant, providing only the maintenance of engines in mass production, preventing all attempts to disassemble new products.
But, despite the difficulties and hardships, the reputation of OKB-29 as an organization capable of creating small-sized gas turbine engines has been preserved. Thus, in the period from 1973 to 1976 , a small-sized turbo starter with a power of 100 hp was developed. - “Product 17”. At the end of the development, the turbo starter was transferred to the plant. V. Ya. Klimova for mastering production.
The 940-hp TVD-10 turboprop engine developed in 1970 for the Be-30 short-haul airplane became an engine of the next (after the GTD-3) generation in the same power category. In 1979 the An-28 airplane with the TVD-10B engines took part in Paris Air Show. The high technological level of the design solutions laid at the basis of the TVD-10 engine made it possible to produce a number of its modifications:
- TVD-10M - a turboprop engine for air cushion vehicles (its versions are sustainer and lift engines). The engine is adapted for operation in marine climate conditions;
- TVD-10B - a turboprop engine for the An-28 airplane operalion local airlines. PZL-10W - a turboshaft engi: for the W-3 SOKOL helicopu The engine was developed 1 Polish specialists at the WS1 Zbeshuv plant on the basis the TVD-10B engine licem documentation with the OEDB specialists associated as consultants;
- TVD-20 - a turboprop engine for the An-3 single-engine a ricultural aircraft;
- VSU-10 - an auxiliary turbii engine for the IL-86, IL-96-300, AN-218 airbuses.
In 1992 the OEDB the overhaul of the TVD-10B engines was made and proceeded to the present time. In 1994 work on the TVD-10B engine application on the «Gratch» single-engined airplane developed by "MiG" were carried out. For this time the OEDB has produced and put to the Customer six engines. From 1997-1998 the OEDB specialists executed a great volume of work on re-equipment of the An-2 first airplane in An-3. The OEDB has transmitted to the Production association "Polyot" a power plant of the An-3 airplane for use of units of this installation (engine mount, aircraft air intake, oil system, etc.) to the equipment of the first airplane. The action mockup of the TVD-20 engine is put for fulfilment of adjustment and test of systems on operating engine.
Works on development of the TVD-20-01B engine modifications connected to the installation of the BUK-20 electronic unit on the An-3 airplane are carried out. The design department executes great volume of works on issue and transfer on the Omsk Engine Production Association named after P.I. Baranov of the repair documentation on the TVD-20 engine.
One of the OEDB achievements is development of the TV-O-100 turboshaft engine for the Ka-126 helicopter and the unified pendant vehicle of refueling for air fuel trailers. The OEDB has worked on developing of the VGTD-43 auxiliary gas-turbine engine of a new generation with parameters at a level of the best foreign analogs. The VGTD-43 is intended for installation on the Tu-204-type medium-haul airplanes.
The design bureau personnel has a experience in designing of ground gas-turbine units, turbine starters and air turbines. The OEDB specialists are engaged also in developing of instruments, installations, devices for improving of production and experimental bases, various test rigs and integrated systems, in particular, induction brakes with consumed power up to 1000 hp. At present the OEDB is a leading authority on development of small-size turbine engines. The designing, laboratory, production and test bases of the OEDB provide for the required technical level of the products at all stages from project work till certification, manufacturing and repair.
The next development - the TV-100 turboshaft engine rated at 7 hp and intended to power the 126 single-engine helicopter
The work now in progress at OEDB is aimed at developing VGTD-43 AUXILIARY turbine engine of a new generation who parameters should meet the requirements for the year 2000 engines. The engine is intended installation on the TU-204-type medium-haul airplanes.
The OMKB has prepared a draft of aircraft turbo-prop engine GTD-400, which power is 350 h.p. The engine is equiped with dust-proof device (arrangement), electro(-nic) hydraulic system control having module construction (structure).
The OEDB personnel has also gained vast experience in designing ground turbine units, turbine starters and a turbines.
The OEDB specialists are also engaged in developing instruments installations, devices for improve production and experimental basic integrated test systems. For example, the Bureau has develop induction brakes with consumer power up to 1000 hp. The designing, laboratory, production and test bases of the OEDB provide for a required technics level of the products at all stage - from project work till certification, manufacture and repair.
The Bureau is ready to develop on order:
- Turboprop and turboshaft engines in the power range from 400 to 2000 hp;
- Turbojet engines (by-pass engines included) developing thrust from 200 to 500 kgf;
- Auxiliary engines for airliners;
- Ground and transport power plants with power output from 400 to 2000 hp;
- Turbine starters developing power from 100 to 200 hp;
- Highly effective compressors for small-size turbine engines.
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