AERO-ENGINES - TURBOFAN, Russian Federation
Date Posted: 07-Oct-2004
Jane's Aero-Engines
ST PETERSBURG NPO IM KLIMOV
KLIMOV RD-33
Overview
Isotov's last and greatest achievement, an outstanding fighter engine in global service
In the late 1960s S P Isotov, who had previously designed only helicopter engines, decided to compete for the propulsion of the completely new next-generation MiG fighter, the MiG-29. Unexpectedly, his submission of an outstanding two-shaft augmented turbofan won in competition with two other engine bureaux. Detail design began in 1968 and the first complete-engine bench test took place in 1972. In 1976-91 more RD-33s were delivered than the total for any other engine in the world, but demand thereafter almost collapsed. However, all is not lost, and although production of new aircraft of the MiG-29 family is today confined to one-off prototypes, later versions -- notably the carrier-based MiG-29K series -- are being produced in India. Moreover, a later derivative engine powers the Sino/Pakistani FC-1. Perhaps more problematical are the two programmes for indigenous fighters being worked on by in Iran by two divisions of IAIO (see under Iran). The smaller aircraft, the IACI Shafagh (pre-dawn light), slightly resembles a two-seat F/A-18E on a reduced scale, but with a single RD-33 engine. The larger fighter, the IAMI Azarakhsh (lightning) is unofficially said to be a reverse-engineered and considerably enlarged two-seat Northrop F-5, powered by two RD-33 engines. The latter appears to be further advanced in timing (and to have completed flight testing in June 1997). See latest Jane's All the World's Aircraft for available details. There has been no indication that the RD-33 will be produced in Iran under licence. No details are available on the engine sub-type, but it must be similar to the RD-33N or RD-93, with accessories on top. Development of RD-33 derivatives continues under the direction of Chief Designer Valentin Stavroitenko.
RD-33
Initial production version. Ratings (max dry) 49.4 kN (11,110 lb st), (a/b) 81.4 kN (18,300 lb st). Powers MiG-29 and MiG-29UB, UBT, SD and SM. Deliveries began in 1976, and mass production at Chernyshov and Omsk followed in 1981-97. Total production approximately 5,000, of which more than half have been upgraded to later versions. TBO for the RD-33 Series 1 was initially 300 hours, but by 2001 this had been increased to 1,200. In May 2002 it was announced that, in collaboration with Klimov, the Series 1 engines of the 23 MiG-29s of Poland's WLOP (air force), as well as the engines of 22 MiG-29s taken over by the WLOP from Germany, had all been upgraded to a 1,600-hour TBO. Transfers were completed in June 2004, since when the WLOP's 45 MiG-29s have formed the core of the Polish air assets dedicated to NATO. Together with 74 spare engines, these MiG-29s are expected to serve until 2012 to 2014, even though the WLOP is due to receive Block 52M+ F-16s from 2008. RD-33 Series 2 engines have always been operated to a TBO of 1,600 hours. This interval is increased to 2,000 hours in the Series 3 and 3M, the latter being redesignated RD-33K (see below). In May 2004 Hungary announced that it had received from Russia the first five of 14 life-extended engines, and that the remaining nine would "follow shortly". These will keep Hungarian MiG-29s viable until the Gripen force is operational. A month later Slovakia announced that it had at last reached agreement with Russia over an overdue upgrade of 12 MiG-29s in a contract worth US$43 million signed with RSK-MiG; the work concentrates on the airframe, and the need for NATO interoperability. In recent years the Islamic Republic of Iran has devoted much time, including serious design effort, to producing indigenous aircraft powered by baseline RD-33 engines, of which it has a considerable stock (see brief comments above). The RD-33 was the basis for the SMR-95 (see Aerosud-Marvol in the International section).
RD-33I
Unaugmented version produced in 1980 for Ilyushin Il-102 anti-tank prototypes. T-O rating 52.15 kN (11,728 lb st).
RD-33K
Powers carrier-based MiG-29K, advanced MiG-29M and derivatives. Increased maximum airflow and turbine entry temperature, special coatings on all blading to resist salt-water corrosion, and dual DECU control. Normal T-O rating unchanged from RD-33, but special regime cleared to 92.17 kN (20,723 lb st). After years of negotiation, in January 2004 the Indian government finally a US$700 million contract with RSK-MiG for an initial batch of 16 MiG-29K fighters, for deployment aboard the Indian Navy's aircraft carrier previously named Admiral Gorshkov. The intention is that the eventual buy will total 46 (some of which will be MiG-29KUB trainers), though not all will be on board at any one time. In June 2004 Valeriy Toryanin, Director-General of RSK-MiG, told Jane's Defence Weekly that "This contract has a crucial importance for us; it is a powerful impulse for the creation of further aircraft of the MiG-29 family". He added that, at India's request, his company was working on a MiG-29 with "a smaller version of the Su-30MKI radar and an upgraded engine. In April 2004 a second customer, Algeria, was expected to sign a US$1.8 billion contract for 42 MiG-29SMT multirole fighters and seven UBT trainers, all powered by the RD-33K
RD-33N
Klimov designation for SMR-95 (see below). Accessories relocated on underside, modified lubrication system and changes to suit single-engine installation. Thrust ratings as RD-33. Powers Super Mirage F1 and Super Cheetah D2. Available from Klimov for MiG-21 upgrades.
RD-93
Basically similar to the RD-33N, with thrust ratings as the RD-33. Accessories on the underside, and other minor changes to suit the single-engine installation, with lateral inlets, of the Sino/Pakistani (Chengdu/Mikoyan) JF-17 Thunder (previously reported as the FC-1 Super-7). This aircraft is essentially being created by China under contract to Pakistan, as a new-generation aircraft to replace the long-running J-7 family. Several JF-17 prototypes are being made at the No 132 factory at Chengdu. The first JF-17 looked complete in late 2002, when it was stated that the first flight was scheduled for February 2003, and that series production had been launched, with 12 aircraft due to be delivered to Islamabad in 2004. In fact the first aircraft was not completed until 29 May 2003, when it was ceremonially rolled out (at which time three or four more aircraft could be seen in the assembly hall). This first aircraft did not fly until 25 August 2003, and formal flight testing began on 2 September. Western sources have stated that production of this aircraft is due to start in 2004 (one report even said June 2004), but the Editor considers this an impossible objective. He believes that by late 2003 no decision had been taken on production, except that the agreement with Pakistan still held. The number of 150 aircraft has appeared in the Chinese press, but by 2004 unofficial reports stated that the PAF has an ultimate requirement for 1,000, made under licence at Islamabad for about one-quarter the cost of Western fighters. Since 7 April 2004 two Pakistani test pilots have handled an increasing share of the test flying, at least the first prototype bearing PAF markings. However, Robert Karniol, the Asia-Pacific Editor of Jane's Defence Weekly, reported at the beginning of October 2003 that Russia has pointed out that the engine exported to China cannot legally be re-exported to Pakistan. Neither the cash-strapped Russian government nor Klimov wish to halt the export (to whoever) of RD-93 engines, and this situation would appear to call merely for further negotiations. Other sales prospects -- apart from the by no means certain prospect of China itself -- have been named as Bangladesh, Egypt and Nigeria. If numbers are adequate, the engine could be produced under licence by LMC (see under China), though the JF-17 prototypes are being powered by a small batch of RD-93 engines supplied by Klimov from existing stocks.
SMR-95
See under Aerosud-Marvol in International section.
RD-133
Intended engine of the highly agile MiG-29M4. It is basically an RD-33 to the latest production standard, fitted with KLIVT (Klimov's Vectoring Thrust) axi-symmetric nozzle with vectoring to any position within a cone of 15ú semi-angle. Control of nozzle angle is effected by the conventional hydro-mechanical flight controls of the MiG-29OVT testbed, via a simple interlink. The RD-133 is installationally interchangeable with the RD-33, and the nozzle can be retrofitted to existing RD-33 engines. T-O rating (a/b) 88.25 kN (19,841 lb st), max dry 54.89 kN (12,346 lb st).
RD-333
Though derived from the RD-33 this is regarded by Klimov as a new `fifth-generation' engine. Features include a redesigned fan handling 85 kg (187.4 lb)/s, a rebladed compressor, an HP turbine with maximum entry gas temperature increased to 1,527úC and a rectangular 2-D nozzle vectoring in the vertical plane. Maximum thrust is to be 98.1 kN (22,057 lb st). Testing complete engines was to start in 1999, but has slipped. The RD-333 is intended for the LMFI (Light Multirole Fighter), also known as the MiG-35.
VKS-5, VKS-10
See later entry KLIMOV RD-43.
The following refers to the original production RD-33:
Type
Two-shaft afterburning bypass turbojet (low-ratio turbofan).
LP Compressor
Four stages. Front bearing carried in four-strut nose, but no inlet guide vanes. Mass air flow 76.0 kg (167.5 lb)/s. Bypass ratio 0.49.
HP Compressor
Nine stages. Overall pressure ratio 21.
Combustion Chamber
Annular with air-blast fuel nozzles giving generally smokeless combustion of a range of fuels.
HP Turbine
Single-stage with single-crystal cooled blades. Maximum entry gas temperature, 1,257úC at T-O, 1,407úC in flight.
LP Turbine
Single-stage turbine.
Afterburner
Combustion in both core and bypass flows. Nozzle with fully variable area and profile in primary and secondary flows. Outer nozzle has 24 flaps. Vectoring nozzles under preliminary development by CIAM and Soyuz.
Accessories
Tank for IPM-10 oil, hydro-mechanical fuel control and auxiliaries grouped above engine to reduce cross-section. Closed lubrication system functions under all positive or negative g-loads. Multi-purpose self-diagnostic system.
Dimensions
RD-33:
Length 4,229 mm (166.50 in)
Inlet diameter 730 mm (28.74 in)
Maximum diameter 1,000 mm (39.37 in)
RD-33K:
Length 4,230 mm (166.54 in)
Inlet diameter 733 mm (28.86 in)
Maximum diameter 1,040 mm (40.945 in)
RD-33N:
Length 5,440 mm (214.17 in)
Maximum diameter 1,040 mm (40.94 in)
RD-93, RD-133:
Length 4,230 mm (166.54 in)
Maximum diameter 1,040 mm (40.94 in)
Weight, Dry
RD-33, RD-93 1,055 kg (2,326 lb)
Complete power plant 1,217 kg (2,683 lb)
RD-33K 1,050 kg (2,315 lb)
RD-33N 1,295 kg (2,855 lb)
RD-133 1,145 kg (2,524 lb)
Performance Ratings
See model listing. Time from idle to maximum afterburner 4.0 s. Maximum Mach number 2.35.
Specific Fuel Consumption
RD-33, RD-33K, RD-33N, RD-93:
Maximum augmented 52.40 mg/Ns (1.85 lb/h/lb st)
Maximum dry, S/L 21.8 mg/Ns (0.77 lb/h/lb st)
RD-133:
Maximum dry, S/L 22.08 mg/Ns (0.78 lb/h/lb st)
UPDATED
RD-33 section drawing (without afterburner)
RD-33
RD-33 afterburner and nozzle
RD-33 accessories
RD-33K
Cutaway drawing of RD-33
Vectoring nozzle for RD-133 and VKS-10. The logo is that of the Klimov Corporation (Yefim Gordon)
RD-33N
RD-93
RD-133 with KLIVT Thrust Vectoring Nozzle
RD-33
Detail of cutaway afterburner nozzle of Chernyshev-made RD-33
