Table 1.1

Main specifications for TJE, serial production of which began before 1950

Engine	Country – manufacturer	Year of manu-facture	Takeoff rating thrust R, kN	Specific fuel consumption , kg/(Nh)	Type of compressor
Не-53В	Germany	1939	5,0	0,145	Centrifugal
UМО-004А	Germany	1940	7,6	0,143	Axial
UМО-004В	Germany	1940	9,0	0,140	Axial
ASX	England	1943	11,8	0,130	Centrifugal
UМО-012	Germany	1943	27,6	0,120	Axial
BMW-003А	Germany	1944	8,8	0,150	Axial
Derwent 1	England	1944	9,1	0,117	Centrifugal
UМО-004С	Germany	1944	10,2	0,148	Axial
Derwent 5	England	1944	18,2	0,112	Centrifugal
NIN 1	England	1944	22,7	0,110	Centrifugal
Yankee-19В	USA	1944	6,2	0,128	Axial
Не-S-011	Germany	1945	13,0	0,131	Axial
BMW-018	Germany	1945	35,0	0,118	Axial
Avon RA-3	England	1947	29,5	0,105	Axial
ТР-1	USSR	1947	13,0	0,135	Axial
РД-10	USSR	1947	10,2	0,140	Axial
РД-20	USSR	1947	8,8	0,140	Axial
РД-45	USSR	1948	18,2	0,109	Centrifugal
РД-500	USSR	1948	22,7	0,108	Centrifugal
ТР-3А	USSR	1948	38,0	0,110	Axial
J-34-WE	USA	1948	19,0	0,105	Axial
Аtar-101С	France	1948	28,0	0,107	Axial
J-35-A-17	USA	1949	22,7	0,105	Axial
ВК-1	USSR	1949	27,0	0,105	Centrifugal
АМ-3	USSR	1949	85,2	0,105	Axial
АМ-5	USSR	1950	20,0	0,107	Axial
J-35-A-21	USA	1950	23,6	0,112	Axial

Perfection of single-shaft ATJE with variable guide vanes of compressor stators was completed by creation of a serial АЛ-7Ф engine with maximum rating thrust of 78 kN for fighters-interceptors and fighters-bombers. This ATJE also became the basis model for single-shaft engines.

The most widespread turbojet engines, created in the USA in the middle of 1950s are the Pratt & Whitney J-57-P with maximum thrust of 45...61 kN, depending on modification, and the General Electric J-79-GE with the maximum rating thrust of 55...75 kN. These engines are still used in military airplanes. Moreover, J-57-P engines were set in the first modifications of B-707 passenger airplanes.

At the same time turboprop engines were being designed in the USSR. The most powerful in the world TPE НК-12МВ (N_е=11 000 kW) was created under the supervision of the general designer M.D. Kuznetsov. It provided operation of giant transport airplane Ан-22 “Антей” and once the biggest passenger airplane Tу-114.

At the end of 1950s the АИ-20 and the НК-4 TPEs were created for passenger and transport airplanes for long stage distances. They were set in Ил-18, Ан-10А, Ан-8 airplanes, and АИ-20 engines are still used in Ан-12 and Ан-32 airplanes.

АИ-20 (N_е=3 200 kW) TPE is followed by АИ-24 (N_е=1 875 kW) and АИ‑24ВТ (N_е=2 075 kW) TPEs for Ан-24, Ан-26 and Ан-30 airplanes. They are distinguished by high serviceability.

Aeroengine building corporations of the USA, France, England and other countries have reached a considerable success in development of turboprop engines. In 1950s and 1960s TPEs of manifold types were designed: “Dart”, that was used as a power plant for Vickers “Wiscount” airplanes, “Protey” – in Bristol “Britain” airplanes, “Allison 501” – in Lockheed “Electra” airplanes, “Tine 512” – in Vickers “Vengard” airplanes and others.

The turboshaft engines for helicopters were developed in design bureaus headed by P.A. Solovyov, V.A. Glushenkov, S.P. Izotov. They include Д‑25В, ТВ2‑117А, ТВ3‑117, ГТД‑350 engines and others. So, in the heavy Ми-6 and Ми-10 (“flying crane”) helicopters two Д-25В engines (with the power of 4 100  kW each) are set, and Д‑136 engines (with the power of 8 800 kW) are set in the helicopters of new generation of Ми‑26.

S.P. Izotov’s and V.A. Glushenkov’s turboshaft engines, which have small overall dimensions and weight, permitted to create Ми-2, Ми-8, Ка-32 helicopters and others with high flight performances.

The increasing volume of air traffic required higher flight speed combined high economic efficiency. This problem was solved by development of turbofan engines. In the USSR the first serial turbofan Д-20П engine was created in 1955 by P.A. Solovyov design bureau. Then TFEs of the second generation (Д‑30, Д‑30КУ, НК‑8‑2У, АИ‑25) have been designed under the supervision of the general designers M.D. Kuznetsov, P.A. Solovyov and A.G. Ivchenko. They have been successfully used in the Tу‑134, Ил‑62М, Tу‑154 and Як‑40 airplanes for many years.

The second generation of TFEs is distinguished by small bypass ratio (m=1...3). However, cruise rating specific fuel consumption is 15...25 % lower, than TJEs’ with the same thrust.

As the researches have shown, the increase of TFE bypass ratio is accompanied by the lowering of specific fuel consumption.

Examples of successful designing of TFEs with large bypass ratio are Д‑36 and Д‑136 engines of the third generation for Як-42, Ан-72 and Ан-74 airplanes, and also Д‑18Т engine for the special heavy Ан‑124 “Руслан” and Ан‑225 “Мрія” aeroplanes.

In 1970s and 1980s in the USA, England and other countries a number of turbofan engines, which had new design solution, were created. Among them is RB‑211 TFE (England), distinguished by a high degree of design perfection and reliability. The manifold series of RB-211 engine, with different values of thrust and operational characteristics are used on several types of passenger airplanes.

CFM-56 engine, which is a joint design of French and American companies, is noiseless, high efficient GTE for passenger airplanes with takeoff mass varying from 60 up to 160 tons, equipped with two, three or four engines.

In the USA there have been designed a lot of mean and large thrust TFEs for passenger and transport airplanes. Various modifications of JT‑9D, CF6, TF‑39, JT‑10, V‑2500, РW‑4000 engines appear to be most interesting from the standpoint of design and technology.

Engines of a new type – turbopropfan engines – intended for subsonic passenger airplanes have been intensively designed lately. They differ from turboprop engines by a new type of a propeller, which is called propfan, and developed control of working process. The researches have shown, that the gain in specific fuel consumption of TPFE, in comparison with perspective TFE, can make up to 20...30 %.

The most perspective TPFEs are ТВ7-117, Д-27, НК-93 engines, which are set in Ил-114, Ан-70 airplanes and others.

The main specifications for modern GTEs used in civil aviation are given in Tab.1.2 and Tab.1.3.

Analyzing the history of the global aeroengine building development, it becomes obvious, that the development of ABE fundamental theory and techniques of their production, dates back to 1920 – 1930s, while putting into practice coincides with the beginning of the World War II. Intensive rise in gas turbine engines development and production for military aviation has been observed since 1950s. Such engines were set in the first passenger jet airplanes, and only since the second half of 1950s gas turbine engines, specially intended for passenger airplanes, have been designed. Many polytypic gas turbine engines have been designed and put into operation lately. The main directions of engines perfection for civil aviation are associated with the solution of the problems of profitability growth and steel intensity decrease at a high level of reliability. Nevertheless, not only the technical requirements are taken into consideration when creating such engines.

Since 1970s still higher ecological requirements have been made of the newly developed engines used in civil aviation. They concern decrease in noise and noxious substances emission, which issue from GTE when much fuel is burnt.

Compliance with all technical and ecological demands of GTE results in considerable increase in the cost of research engineering and experimental development associated with engine design, extension of terms for designing as well as engine operational development prior to putting it into operation. As practice shows, expenses to make modern highly efficient aviation GTEs with thrust of 200…300 kN for wide-body passenger airplanes constitute from 2 to 4 bln. dollars, and the process takes some 10…12 years of intense work of design bureau staff, research institutes and plants of serial production.