1983: Klub Siniaya Ptica, ul Vavishova, Rostoy Don 344064, USSR.
Trike builder
Era
KLS Composites / Advanced Composite Design Inc
KLS became ACD / Advanced Composite Design Inc in 2005.
Klimov TV3-117
The Klimov TV3-117 is a Russian gas turbine aero engine first run in 1974. It is used in most medium lift, utility, and attack helicopters designed by the Mil and Kamov design bureaus. The TV3-117 turboshaft engine was developed in 1974 and later the TV3-117 was installed on 95% of all helicopters designed by Mil and Kamov Engineering Centre. The engine has been produced in many variants, with over 25,000 built.
Despite the similar designation, the TV7-117 engine family is new and unrelated to the TV3-117.
Variants:
TV3-117 – for Mi-24A (1972)
TV3-117M “marine”) – for Mi-14 helicopters incorporates special features to be used at sea. Mass production started in 1976
TV3-117MT “modernized, transport”) – for Mi-8MT/Mi-17 helicopters and their variants. Mass production started in 1977
TV3-117KM “Kamov, marine”) – for Ka-27 helicopters
TV3-117V (“V” stands for “high altitude”) – for Mi-24 helicopters operated in the mountains (particularly in Afghanistan). Mass production started in 1980
TV3-117VK (“high altitude, Kamov”) – a model similar to the TV3-117V engine but adapted to Ka-27, Ka-29 and Ka-32 helicopters. Mass production began in 1985. Export helicopter models were equipped with TV3-117VKR engines featuring a higher rated and cruising power (“VKR” stands for “high altitude, Kamov, power”); they were originally designed for Ka-28 machines
TV3-117VM (“VM” stands for “high altitude, modernized”) – for Mi-28 helicopters and later installed also on Mi-8MT/Mi-17 models. This engine features an automatic switch to emergency power. It was awarded type certificates by the IAC Aviation Registry, India, the Republic of China and the People’s Republic of China. Mass-produced since 1986
TV3-117VMA (“VMA” stands for “high altitude, modernized, model A”) – for Ka-50 helicopters. It is currently installed on Ka-27, Ka-29, Ka-31, Mi-24, Mi-28A/N and Ka-32 machines. This engine was awarded type certificates by the IAC Aviation Registry and by Transport Canada. Mass production started in 1986. Export models are equipped with TV3-117VMAR engines (the extra “R” stands for “power”) whose rated power and cruising power are similar to those of the TV3-117VKR engine
TV3-117VM Series 02 – a version of TV3-117VM for Mi-8MT/Mi-17 civil helicopters. Type certificates for this engine were awarded by the IAC Aviation Register, India, the Republic of China and the People’s Republic of China. Mass production started in 1993
TV3-117VMA series 02 – a version of TV3-117VMA for Ka-32 civil helicopters. Type certificates for this engine were awarded by the IAC Aviation Register, Transport Canada and Switzerland. Mass production started in 1993
TV3-117VMA-SBM1 a Turboprop version for An-140 aircraft produced by the Antonov Company
TV3-117(A) – for an unmanned reconnaissance aircraft (UAV)
VK-2500 highly modified TV3-117 also for hot and high.
Applications:
Antonov An-140
Kamov Ka-27
Kamov Ka-29
Kamov Ka-32
Kamov Ka-50
Mil Mi-8
Mil Mi-14
Mil Mi-17
Mil Mi-24
Mil Mi-28
Mil Mi-35
Specifications:
TV3-117VMA Series 2
Type: Free-turbine Turboshaft
Length: 2,055 mm (80.9 in)
Diameter: 728 mm (28.7 in) (height)
Dry weight: 294 kg (648 lb)
Maximum power output: 1,640 kW (2,200 shp) (take-off)
Overall pressure ratio: 9.4:1
Turbine inlet temperature: 920-990 C (Turbine entry temperature)
Specific fuel consumption: 0.308 kg/kW/hr (0.507 lb/shp/hr)
Klimov TV7-117
The TV7-117 is a Russian turboprop engine certified in 1997 to power the Ilyushin Il-114 regional commuter aircraft. The new engine features enhanced reliability, fuel economy and greater service life compared with its predecessors produced in the former Soviet Union. The engine has a modular design. The nine modules can be replaced in the field, which dramatically reduces costs and accelerates repair and maintenance. The engine has an electronic-hydromechanical control system.
The TV7-117 engine has been offered to power the newest Russian turboprop aircraft such as Ilyushin Il-112, MiG-110 and Tu-136. In addition, Klimov developed the TV7-117B turboshaft to power rotary-wing aircraft and marine drives for power high-speed boats and industrial electric power plants. The TV7-117 engine family are produced by Klimov JSC (St. Petersburg), Chernishov JSC (Moscow) and the Baranov JSC (Omsk).
Variants:
TV7-117SM is a variant that was introduced by Klimov in 2002 featuring a Full Authority Digital Electric Control (FADEC) system based on the BARK-12 or BARK-57 electroniс engine control unit, as well as improved reliability, manufacturability and maintainability. It features an enclosed centrifugal wheel that increases its power by 10% while maintaining all the other performance parameters. The Klimov Company holds a patent for the design and manufacturing of such wheels.
TV7-117B is a TV7-117 version that was developed into a turboshaft engine. It is used on modernized Mi-8 helicopters.
TV7-117V/VM is a model with the power shaft in front dedicated to the Mi-38 (VK-3000 family).
TV7-117VK is a version with the power shaft in the rear to upgrade Mi-28 and Ka50/Ka52 helicopters (VK-3000 family).
Applications:
Ilyushin Il-112
Ilyushin Il-114
Mil Mi-8
Mil Mi-17
Specifications:
TV7-117
Type: turboprop/turboshaft
Length: 2,136 mm (84.1 in)
Diameter: 940 mm (37 in)
Dry weight: 530 kg (1,170 lb)
Compressor: single shaft axial flow centrifugal compressor, 5 axial + 1 centrifugal stages
Combustors: annular
Turbine: 2-stage axial flow
Maximum power output: 2800 hp
Overall pressure ratio: 16 (ratio on takeoff)
Fuel consumption: 180 g/hp/hr (cruise)
Klimov TV2-117 / Isotov TV2-117
The Klimov TV2-117 (initially Isotov TV2-117) is a Soviet gas-turbine turboshaft engine intended for helicopter use. Developed in the early 1960s from the Klimov TV3-117 by the Isotov Design Bureau the engine became the first purpose built gas turbine engine for helicopter use by the Soviet Union with previous helicopter turbines being adapted aeroplane powerplants. First run in 1962, it was later produced by Klimov, production ending in 1997.
The TV2-117 is claimed to be the most popular helicopter powerplant worldwide with 23,000 built and has accumulated over 100 million hours in service.
Variants:
TV2-117
Base variant.
TV2-117A
Improved engine with more durable compressor stator blades.
TV2-117AG
Carbon sealed shaft bearings
TV2-117F
Limited production of engine certified to FAA airworthiness standards for Japan.
TV2-117TG
Multi-fuel variant, adapted to run on liquid petroleum gas and other fuels, such as gasoline and diesel fuel, and for use in cold climates.
Applications:
Antonov An-24 (intended coupled turboprop application)
Mil Mi-8
Mil Mi-14
Specifications:
TV-2 117
Type: Turboshaft
Length: 2,835 mm (9.301 ft)
Dry weight: 330 kg (728 lb) (minus accessories)
Compressor: Ten-stage axial flow
Combustors: Eight-chamber cannular
Turbine: Two-stage compressor turbine, two-stage power turbine
Maximum power output: 1,700 hp (1,268 kW)
Overall pressure ratio: 6.6:1 at 21,200 rpm
Specific fuel consumption: 0.606 lb/hr/shp
Klimov RD-500
The Klimov RD-500 was an unlicensed Soviet copy of the Rolls-Royce Derwent Mk.V turbojet that was sold to the Soviet Union in 1947.
Producing metric drawings and analyzing the materials used in the Derwent went fairly quickly, but finding a substitute for the high-temperature, creep-resistant Nimonic 80 steel alloy was a more difficult challenge. Eventually an alloy that matched Nimonic 80’s high-temperature properties was found in KhN 80T, but it was not creep-resistant. The first Derwent copy, designated as the RD-500 (Reaktivnyy Dvigatel’ — jet engine) after the Factory No. 500 where the engine was first produced, was being tested on 31 December 1947, but problems cropped up quickly. Combustion was uneven and this cracked the combustion chambers. This may have had something to do with the modifications made by the Soviets to the fuel, speed and starter systems. But these problems were resolved by September 1948 when the engine passed its 100-hour State acceptance test.
RD-500 was a close copy of the Derwent with a single-stage centrifugal compressor, nine combustion chambers and a single-stage turbine. It matched the Derwent’s thrust of 15.9 kN (3,506 lbf) and was only 13.7 kg (30 lb) heavier. The main problem with the engine in service was with its turbine blades, 30% of which failed inspection due to recrystallization after casting. The poor creep resistance of the KhN 80T alloy resulted in dangerous elongation of the turbine blades. Up to 40% of the early production RD-500s had to be individually adjusted before delivery and the service life of the engine never approached the 100 hours demonstrated in the acceptance test.
The Soviets had enormous problems building the engines to standard, as demonstrated in the 20,000 man-hours required to build a single engine in 1947. This figure dropped to a more reasonable 7,900 man-hours by November 1948 and declined further still to 4,734 man-hours by 1 March 1949, close to the target of 4,000 man-hours. Production by Factory No. 500 totaled 97 in 1948 and 462 in 1949. Factory No. 16 in Kazan was brought into the program and built 300 engines in 1949. Production was canceled around 1950 in favor of the superior Klimov VK-1 turbojet based on the Rolls-Royce Nene.
The RD-500 was used in a number of early Soviet jet fighters including the Lavochkin La-15, the Yakovlev Yak-25, and the Yakovlev Yak-30, but only the Yakovlev Yak-23 was accepted for service, albeit in small numbers.
Applications:
Lavochkin La-15
Mikoyan-Gurevich KSK test plane
Raduga KS-1 Komet
Yakovlev Yak-23
Yakovlev Yak-25
Yakovlev Yak-30
Yakovlev Yak-1000
Specifications:
RD-500
Type: Turbojet
Length: 2.11 metres (6 ft 11 in)
Diameter: 1.09 metres (3 ft 7 in)
Dry weight: 580.7 kg (1,280 lb)
Compressor: Single-stage centrifugal compressor
Combustors: Nine
Turbine: Single-stage
Maximum thrust: 15.9 kN (3,600 lbf)
Specific fuel consumption: 1.4
Thrust-to-weight ratio: 2.73
Klimov VK-1 / RD-45 / Shenyang PF-1
Immediately after World War II, the Soviet Union manufactured copies of first generation German Junkers 004 and BMW 003 engines, which were advanced designs with poor durability, limited by Germany’s availability of rare metals at wartime. However in 1946, before the Cold War had really begun, the new British Labour government under the Prime Minister, Clement Attlee, keen to improve diplomatic relations with the Soviet Union, authorised Rolls-Royce to export 40 Rolls-Royce Nene centrifugal flow turbojet engines. In 1958 it was discovered during a visit to Beijing by Whitney Straight, then deputy chairman of Rolls-Royce, that this engine had been copied without license to power the MiG-15 ‘Fagot’, first as the RD-45, and after initial problems of metallurgy forced the Soviet engineers to develop a slightly redesigned (and metallurgically closer) copy, the engine had then entered production as the Klimov VK-1 (Rolls-Royce later attempted to claim £207m in license fees, without success).
It was developed by Vladimir Yakovlevich Klimov and first produced by the GAZ 116 works.
The RD-45 was further improved to produce the VK-1, which differed from the Nene in having larger combustion chambers, larger turbine, and revised airflow through the engine. The VK-1F added the afterburner.
The engine featured a centrifugal compressor, requiring a larger-diameter fuselage than aircraft featuring the more progressive axial compressor designs that had already appeared in WWII Germany and Britain. The engine was built under license in China as the WP-5.
Applications:
The VK-1 was used to power MiG-15 ‘Fagot’ and MiG-17 ‘Fresco’ fighters, as well as the Il-28 ‘Beagle’.
Specifications:
VK-1
Type: Turbojet
Length: 2,600 mm (102 in)
Diameter: 1,300 mm (51 in)
Dry weight: 872 kg (1,395 lb)
Compressor: Centrifugal compressor
Maximum thrust: 26.5 kN (5,955 lbf)
Specific fuel consumption: 109.1 kg/(kN·h) (1.07 lb/(lbf·h))
Thrust-to-weight ratio: 41.4 N/kg (4.27:1)
Klimov RD-33 / RD-93 / SMR-95
The Klimov RD-33 is a turbofan engine for a lightweight fighter jet that is the primary engine for the Mikoyan MiG-29. It was developed in OKB-117 led by S. P. Izotov (later OAO Klimov) from 1968 with production starting in 1981. Previous generations of Russian supersonic fighters such as the MiG-21 and MiG-27 used turbojets, but western fighters such as the F-111 and F-4K introduced the use of afterburning turbofans in the 1960s which were more efficient. The RD-33 was the first afterburnering turbofan engine produced by the Klimov company of Russia in the 8,000 to 9,000 kilograms-force (78,000 to 88,000 N; 18,000 to 20,000 lbf) thrust class. It features a modular twin-shaft design with individual parts that can be replaced separately and has a good tolerance to the environment. The RD-33 is simple to maintain and retains good performance in challenging environments.
Variants:
In early 1970s the RD-33 was selected for new light fighter jet, later becoming Mikoyan MiG-29, the other option was Tumansky R-67-300. Years of development has built an extensive engine family. A newly designed thrust vectoring nozzle (TVN) was available. Newer models of the RD-33 family include BARK digital monitoring and control systems. Repair and maintenance of RD-33 engines takes advantage of an information and diagnostics system (IDS).
RD-33
Baseline model developed in 1976 to power the MiG-29.
RD-33B/NB
A model without afterburner for various types of aircraft, such as the Il-102.
RD-93
A variant used to power the JF-17 / FC-1. According to JF-17.com “The most significant difference being the repositioning of the gearbox along the bottom of the engine casing.” The Klimov poster at Zhuhai 2010 airshow gave the thrust of the engine to be up to 98 kN.
SMR-95
A model for upgrading international 2nd and 3rd generation jet fighters. The accessory gearbox is repositioned below the engine, length can be varied depending on the adopted aircraft fuselage. The engine passed bench tests and flight tests on the Super Mirage F-1 and Super Cheetah D-2 aircraft of the South African Air Force and had achieved an improvement in flight performance and combat efficiency by a factor ranging from 1.2 to 3.0.
RD-33 series 3
A revised model with a longer service life used on later or upgraded old variants of the MiG-29 such as MiG-29M and MiG-29SMT. A pair of RD-33 series 3 engine equipped with TVN is currently undergoing flight tests as a component of the MiG-29OVT jet fighter.
RD-33MK
The RD-33MK “Morskaya Osa” (Russian: Морская Оса: “Sea Wasp”) is the latest model developed in 2001. It is intended to power the MiG-29K and MiG-29KUB shipborne fighters, however it has also been adopted for the MiG-35. The RD-33MK develops 7% higher thrust, is digitally controlled FADEC and smokeless unlike earlier RD-33 engines, has increased afterburner thrust to 9,000 kilograms-force (88,000 N; 20,000 lbf) and dry weight 1,145 kilograms (2,524 lb) compared to the baseline model through modern materials used on the cooled blades, although it retains the same length and maximum diameter. Incorporated is an infrared and optical signature visibility reduction systems. Service life has been increased to 4,000 hours. The RD-33MK ensures shipborne fighters unassisted take-off capability, retain performance in hot climate environment and, naturally, a boost in combat efficiency for MiG-29 fighter latest variant.
Specifications:
RD-33
Type: afterburning turbofan
Length: 4,229 mm (166.50 in)
Diameter: 1,000 mm (39.37 in)
Dry weight: 1,055 kg (2,326 lb)
Compressor: 2 spool axial, 4 low pressure stages, 9 high pressure stages
Combustors: annular combustor
Turbine: Single stage high pressure, single stage low pressure
Maximum thrust: 50.0 kN (11,230 lbf) Dry, 81.3 kN (18,285 lbf) Afterburning.
Overall pressure ratio: 21:1
Bypass ratio: 0.49:1
Turbine inlet temperature: 1,407 °C (2,565 °F)
Specific fuel consumption: 75 kg/(kN·h) (0.77 lb/(lbf·h)) dry, 188 kg/(kN·h) (1.85 lb/(lbf·h))
Thrust-to-weight ratio: 4.82:1 (dry), 7.9:1 (afterburning)
Life expectancy: 4,000 hours
RD-93
thrust=49.4 kN Dry, 81.4 – 88.4 kN Afterburning.
Klimov M-120
The Klimov M-120 was a Soviet prototype 18-cylinder liquid-cooled inline aircraft engine designed during the early years of World War II. Testing did not go well and it was cancelled in 1942.
The M-120 was developed by arranging three Klimov M-103A cylinder blocks in an inverted ‘Y’ configuration, driving a common crankshaft. It began development in 1938 and manufacture of five prototypes began in late 1939. The first prototype was completed on 30 October 1939 and began bench tests the next year. Two M-120TKs were flown in a prototype Ilyushin DB-4 bomber in November 1940. It was submitted for its State acceptance trials in August 1941, but the main connecting rod and the supercharger both broke down and the tests were not completed. The project was cancelled in 1942.
Variants:
M-120
1,600 hp (1,193 kW), weight of 850–895 kg (1,874–1,973 lb).
M-120TK
1600 hp, weight of 950 kg (2,094 lb), fitted with turbo-supercharger.
M-120UV
1,800 hp (1,342 kW). Version with a long shaft to the remote reduction gear.
M-120UV-TK
A 1940 project to combine the two variants.
Specifications:
M-120TK
Type: liquid-cooled, 18-cylinder, three-block inline engine
Bore: 148 mm (5.8 in)
Stroke: 170 mm (6.7 in)
Displacement: 54 l (3,295 cu in)
Dry weight: 950 kg (2,090 lb)
Supercharger: single stage, two-speed geared
Cooling system: liquid
Power output: 1,600 hp (1,193 kW)
Compression ratio: 6.6:1
Klimov VK-107
The Klimov VK-107 was a V-12 liquid-cooled piston aircraft engine used by Soviet aircraft during World War II.
The VK-107 was a brand-new design having little in common with its predecessors M-105 and VK-106. To achieve a greater power output, each cylinder now had four valves (two intake and two exhaust), crankshaft and camshafts were completely revised, and a new supercharger design was implemented. Although the engine could have been ready for production as early as 1942, Soviet factories lacked the capacity to produce a brand new design. Thus, less powerful VK-105PF and VK-105PF2 were built instead. However, the appearance of Luftwaffe Messerschmitt Bf 109G with Daimler-Benz DB 605 engine in 1943 created an urgent demand for a more powerful engine. VK-107A was put into production in 1944 and was used on Yak-9U fighters. The engine was not well liked by either pilots or mechanics — it had a life expectancy of only 25 hours and war emergency power was almost never used for fear of decreasing this even more. The engine was also difficult to service, in part because its exhaust headers were on the inside of the cylinder banks, the reverse placement of most V-type liquid-cooled engine designs.
Variants:
VK-107A – production version
VK-107R – version for hybrid piston-motorjet powered Mikoyan-Gurevich I-250 (N) and Sukhoi Su-5 fighters
VK-108 – attempt to further develop VK-107 with 1,380 kW (1,850 hp) on takeoff, used on several Yakovlev Yak-3 prototypes but did not enter production.
Applications:
Mikoyan-Gurevich MiG-7
Petlyakov Pe-2
Yakovlev Yak-3
Yakovlev Yak-9
Specifications:
VK-107A
Type: 12-cylinder supercharged liquid-cooled Vee aircraft piston engine
Bore: 148mm (5.83in)
Stroke: 170mm (6.69in)
Displacement: 35.08 liters (2,140 in³)
Dry weight: 765 kg (1,685 lb)
Valvetrain: Two intake and two exhaust valves per cylinder actuated via an overhead camshaft
Supercharger: Single stage, two-speed, gear-driven centrifugal type supercharger
Cooling system: Liquid-cooled
Power output:
1,230 kW (1,650 hp) at 3,200 rpm for takeoff
1,082 kW (1,450 hp) at 2,800 m (12,500 ft)
Specific power: 35.1 kW/L (0.77 hp/in³)
Compression ratio: 6.75:1
Power-to-weight ratio: 1.61 kW/kg (0.98 hp/lb)
