The creation of the PD-8 engine was a response to several challenges faced by the Russian aviation industry in the second half of the 2010s. The impetus for starting work was the need to replace the Ukrainian D-436TP engine on the Be-200 amphibious aircraft. This engine was produced at the Motor Sich enterprise in Zaporozhye, but due to geopolitical changes, a drastic deterioration in relations with Ukraine and sanctions risks, its further use was impossible. Without a new power plant, the production of the Be-200 was under threat – the last aircraft of this type was produced in Taganrog in 2021.
Initially, the Franco-Russian SaM146, which was already used on the SSJ100, was considered as a replacement for the Ukrainian engine on the Be-200. It emerged as a result of cooperation between the French company Snecma and the Russian NPO Saturn. The design of the SaM146 is based on proven solutions of the CFM56, which is widely used in world civil aviation. The SaM146 provides thrust up to 7,900 kgf and a specific fuel consumption of 0.64 kg/(kgf•h), it complies with ICAO standards for noise and emissions.
The SaM146 was produced by the Powerjet joint venture in Rybinsk, which received the “hot” part of the engine from Snecma – a gas generator consisting of a high-pressure compressor, a combustion chamber and a high-pressure turbine. “ODK-Saturn” manufactured the “cold” part: a fan and a low-pressure turbine, and also performed the final assembly. However, in 2019, the Prosecutor General’s Office warned the Ministry of Industry and Trade about the risks associated with the use of components from NATO countries in the SaM146 engine. The West’s sanctions policy made this choice unsafe for the defence order. As a result, the idea of re-engining the Be-200 for the SaM146 was abandoned, and the only way out was to create a domestic engine with comparable thrust.
In parallel, a problem arose with the SSJ100. In order to recoup the investments made in the SaM146 project, Snecma did not agree to reduce the cost of the supplied units, which increased the costs of airlines operating the “Superjet”, and Russia suffered losses due to the supplier’s inflexible policy. In 2022, after the imposition of sanctions against the Russian civil aviation industry, the supply of components from France ceased.
The deadlines for the development of the PD-8, which the Ministry of Industry and Trade announced to the media, were ambitious from the very beginning. In 2019, the department stated that the engine should be ready in five years, and they expected to certify it by the end of 2023.
Traditionally, the development of a new aviation gas turbine engine takes at least ten years. The PD-8 was an exception: it was developed in six years. For comparison, the PS-90 engine was created in 12 years, the PD-14 – in ten. Such a breakthrough was made possible by several factors, here are some of them.
The designers of “ODK-Saturn” used existing developments, including those that were obtained during the creation of the PD-14 engine. This reduced the time for designing key components of the PD-8, in particular the gas generator. The program received the highest priority due to sanctions, and one of the key factors that allowed to significantly shorten the creation of the PD-8 is the use of digital technologies.
The main developer and manufacturer was “ODK-Saturn”. The development of the PD-8 engine in Rybinsk was initially carried out with the widespread use of modern software design methods. Elements of the digital certification strategy were implemented, which involves the use of digital twin and computer modelling technologies to reduce the volume of required real tests, increase their efficiency and accelerate the certification process. The certification reports included the results of computer modelling obtained during virtual tests of both individual components of the power plant and the system as a whole.
The use of digital twins and virtual tests at the initial stage of development made it possible to minimise the number of expensive physical checks. After thorough debugging of all parameters in the virtual environment, real tests were carried out. This approach significantly accelerated the development process and the identification of potential problems. Also, to reduce the time for design and certification work, automation tools and engineering data management were widely used.
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Using the domestic software platforms CML-Bench® and pSeven Enterprise, engineers performed a huge number of virtual tests to determine strength loads, temperature regimes and aerodynamic characteristics, which reduced the number of expensive field tests. The results of computer modelling of the PD-8 were used as the basis for the validation basis for certification. In the future, this will significantly reduce the amount of bench tests when creating new modifications of the PD-8 engine.
Other enterprises of the United Engine Corporation were also connected to the PD-8 creation project. The Perm Design Bureau “ODK-Aviadvigatel” developed a combustion chamber and a high-pressure turbine, as well as an accessory gearbox, a central drive and an angular bevel gear.
“ODK-STAR” created the SAU-8 automatic control system with full authority without hydromechanical redundancy FADEC (Full Authority Digital Engine Control). Its main advantage over a hydromechanical control system is that the control unit can process a larger number of parameters. This ability of the system is used to optimise the engine’s operation. “ODK-STAR” itself is the only enterprise in Russia that has the competencies in the development and serial production of fuel supply and gas turbine engine control systems, including electronic units with full authority of the FADEC type.
The SAU-8 monitors dozens of parameters: from fuel pressure to clearances between the rotor and stator of the turbines. Its tests included checks at a temperature of 1100°C. The SAU-8 was created in a year and a half, and only Russian electronic components were used in its design.
The Ufa enterprise “ODK-UMPO” produces blanks for the intermediate case – one of the most bulky elements of the engine, where the already compressed air is divided into two streams – the outer and inner contours. Also, “ODK-UMPO” manufactures castings for bearing housings and adapters for the accessory gearbox housing.
At the All-Russian Scientific Research Institute of Aviation Materials (VIAM), five innovative cast heat-resistant alloys were created for the PD-8 in a short time. Their development was carried out taking into account modern requirements for mechanical and operational characteristics, they stand out among domestic analogues with an optimal combination of manufacturability, strength and cost.
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Their serial production has been established on the basis of the scientific and production complex of the Kurchatov Institute – VIAM National Research Centre. The alloys have undergone general qualification for use in the most critical and loaded components of the gas turbine engine. Particular attention was paid to the VZhM12 alloy for single-crystal turbine blades, which surpasses the rhenium-containing nickel alloys used in terms of mechanical properties and long-term strength at 1100°C.
VZhM200 alloys for blades with a unidirectional structure and VZhL125 for nozzle blades are alloyed with hafnium, which increases plasticity while maintaining high strength. In VZhL718 and VZhL220 alloys, hardening is achieved due to the intermetallic phase based on niobiumtrinickel (Ni3Nb), which provides high weldability, which is critically important for body parts. The development and certification of cast materials of this class in Russia were carried out for the first time.
The development of external communications for the PD-8 engine was carried out at JSC “OKB “Aerospace Systems” also with the use of integrated digital design. Engineers used digital twins to accurately position each component. This eliminated the stage of manual fitting of pipelines and harnesses on the finished product. This approach accelerated production and reduced the risk of errors. Wiring harnesses and pipelines were designed taking into account limited space and strict industry standards. Modern on-board wires with improved insulation and reduced diameter were used. This reduced the weight of the structure and increased resistance to overloads.
It was possible to abandon physical templates and speed up the process of developing pipelines by using 3D models and processing on automated CNC machines. Flexible high-pressure hoses were used in areas with increased vibration. They can withstand temperatures up to 1100°C and pressures up to 280 atmospheres. To protect against heating, the pipelines were covered with thermal insulation. The material chosen for them was a heat-resistant alloy KhN75MBTYu, resistant to corrosion.
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The PD-8 is built according to the classic two-shaft scheme, which ensures optimal load distribution between the components. The outer shaft connects the fan and the low-pressure turbine, the inner shaft connects the compressor and the high-pressure turbine. This separation allows to increase the efficiency of operation at different modes, reduce vibrations and increase the engine’s life.
The engine’s fan consists of 24 wide-chord titanium blades. Behind it is a three-stage low-pressure compressor, which pre-compresses the air. This is followed by a seven-stage high-pressure compressor – one stage more than the SaM146. This increased the compression ratio to 28:1, improving fuel efficiency. Adjustable guide vanes of the first two stages ensure stable operation in all modes.
The straight-flow ring combustion chamber was developed by the Perm “ODK-Aviadvigatel”. It is characterised by low emissions and high temperature resistance. The design uses solutions for the PD-14 engine, including heat-resistant alloys and coatings. This made it possible to shorten the development time without losing reliability.
The PD-8 nacelle is also designed by the designers of “ODK-Aviadvigatel” taking into account the experience of the PD-14 engine, it is 60 percent made of composite materials, which affected the reduction in the weight of the power plant.
The design includes a lattice-type reversing device, which replaces the bucket system of the SaM146. It is triggered faster and quieter, improving braking during the run after landing. The nacelle is integrated with the flow mixing system, which further reduces the noise level by 5 EPNdB. All auxiliary units – generators, hydraulic pumps, fuel systems – are placed on the sides of the engine. This reduces the height of the nacelle and facilitates integration with the aircraft wing.
The production of the nacelle is organised at the Voronezh Aviation Aircraft Building Society (VASO, a branch of PJSC “Il”). The flight kit includes a fairing, a body and doors. Products made of non-metals and polymer composite materials are manufactured according to electronic models on high-performance equipment. The nacelle units and the reversing device of the PD-8 engine are produced by the “Perm Plant “Machine Builder”.
When designing the import-substituted “Superjet”, the power structure of the airframe was maximised, including the engine mounting points and pylons. According to Alexander Dolotovsky, Deputy General Director of Yakovlev, the aircraft in terms of the power plant is unified in terms of mounting points with the Sam146 engine. This was done not only for the convenient replacement of the Franco-Russian engine on existing aircraft with the PD-8, but also to reduce the number of structural changes in the power structure of the airframe, as well as to reduce the amount of testing for strength and life.
Testing of the PD-8 began in 2021 – in May, the first prototype gas generator of the engine was installed on the test bench. Bench tests of this key element of any gas turbine engine were held from May 18 to June 11. ODK specialists achieved stable starts and successful entry to the maximum operating mode. This confirmed the correctness of the design solutions.
At the end of September of the same year, the stage of bench testing of the second gas generator was completed. The joint operation of the units was checked, the temperature, pressure, and the level of emissions of harmful substances were measured. The results confirmed the efficiency of the hot part of the engine. For further testing of the gas generator, it was sent to the CIAM altitude test bench, where real flight conditions were simulated. In parallel, the compressor was tested on an autonomous unit to obtain its characteristics.
During the bench tests of the first prototype of the PD-8, the automatic control systems were debugged, and the engine start was stabilised with entry to “idle”. The main parameters were obtained in all operating modes, from “idle” to “maximum take-off”. The program included measurements of parameters to assess the temperature condition, strength, vibration resistance, as well as verification of the air, oil and fuel systems. Data on the condition of parts and components were taken using 500 sensors for subsequent analysis of the operability of the main systems.
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In December 2022, the PD-8 took to the air for the first time. It was installed under the wing of the Il-76LL flying laboratory instead of engine No. 2 D-30KP-2 (inner left). Flight tests included evaluating operation in different modes, including take-off and cruise. During the flights, the interaction of the engine with the aircraft systems was checked, the main operational data were taken – speed, pressure, temperature, as well as additional parameters necessary to confirm the design decisions made and ensure the safe operation of the power plant.
In October 2023, the PD-8 was launched for the first time as part of the SJ-100 aircraft. Based on the results of flight and ground tests, the PD-8 was refined, and on March 17, 2025, the first flight of the SJ-100 with new engines took place. The aircraft spent 40 minutes in the air, reached a speed of 500 km/h and an altitude of 3000 metres. The engines showed stable operation in constant and variable modes.
The certification of the PD-8 is scheduled to be completed in the autumn of 2025. Already in 2026, the first SJ-100s with domestic engines will be delivered to customers.
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