Published: 9/25/1998

Samara-based Nikolai Kuznetsov Engines (NK Engines) finance-industrial group continues working on the NK-93, a next-generation powerplant for heavy-weight airliners. It is aimed for installation on the Il-96M and Tu-204 airliners and a special twin-engine version of the An-70 airlifter. Also, there are plans to create a high-thrust version of the engine for the An-124 Ruslan freighter. The NK-93 lies between turboprops and high-bypass jets, being a ducted-fan engine with a bypass ratio of 16.6:1. Weighing 3650kg, the NK-93 delivers 18t of thrust at take-off mode (or 20t at contingency power mode), and has a cruise fuel consumption of 0.49 kg/kgf/h. The target TBO for the NK-93 is 7500 hours and lifetime until withdrawal 15000 hours. In an interview with ConCISe, Aleksadr Ivanov, chief designer with NK Engines, claimed that eight engines have amassed over 2000 hours on test rigs. Three engines have been disassembled for inspection and further use as mock-ups, so that currently NK Engines has five operable powerplants. In addition, two gas-generators are undergoing trials on a special test facility. NK engines has carried out a vast test programme on various parts of the engine, using its unique test facilities in Samara. For instance, it has completed a series of tests on the gearbox, which was designed to a shaft power of 35000hp. In June, tests began on one of the five operable engines in a special chamber of TsIAM, Baranov's Engine-building Institute of Moscow, to assess altitude performance of the NK93. Enough parts have been manufactured to assemble ten more engines, Ivanov said. By the end of this year it is planned one of these will be installed on an Il-76 flying laboratory for on-wing trials. Funds for NK-93 development are provided from the Federal Budget and NK Engines' own resources. Although not without extensive delays, cash continues to come from the state budget to NK Engines for the work on the NK-93. In 1997, it received Rbs8bn (in 1997 prices) for this project. Ivanov says, however, that some $10m annually is needed to complete tests and certify the engine in the three years time. According to him, the biggest problem still needing an engineering solution is the reverse thrust at landing. (IN998.1) (VK)

Article ID: 271