The PD-8 engine, which was developed by Aviadvigatel, is designed to replace the Franco-Russian SaM146 engine in the Sukhoi Superjet 100 (SJ-100). The engine will not be coupled with a gearbox for the SJ-100 aircraft, according to Candidate of Technical Sciences Mikhail Tyaglik, Associate Professor of Department 106 “Aerodynamics, Dynamics and Control of Aircraft” at Moscow Aviation Institute. This decision is the result of the aircraft’s flight-testing schedule being impacted by the ongoing delays in the development and certification of the PD-8 engine. There have been numerous technical challenges reported, such as combustion chamber design issues and overall performance that did not meet project specifications during testing.
The PD-8 is currently undertaking flight tests in a flying laboratory, and its functionality has been verified. Compared to its foreign counterpart, the engine has a 3% lower fuel consumption due to the inclusion of new technologies. Nevertheless, in order to prevent the increase in maintenance expenses and a decrease in reliability, no transmission will be installed. Modern solutions are used to simplify the design and achieve fuel efficiency. The PD-8 is designed for regional airliners, providing a dependable yet affordable engine that enables flights to be more cost-effective. It also opens up new possibilities for developing the Russian Aurus business jet.
The Sukhoi Superjet 100 (SSJ100) aircraft is equipped with a gearbox and the SaM146 engine. The SaM146 is an integrated power plant that consists of a nacelle that is supplied with a thrust reverser and the engine. Safran Aircraft Engines, which is responsible for the overall integration of the propulsion system, exclusively developed the accessory gearbox as part of the engine’s design.
In comparison to the SaM146, which employs a gearbox to optimize propulsion and performance, the SJ-100’s absence of a gearbox may result in less efficient power management. The incorporation of a gearbox enables better control of engine output and thrust reverser functionality, thereby enhancing aircraft performance during critical phases such as takeoff and landing. There is uncertainty regarding whether the PD-8 will ultimately surpass or fall short of the SaM146’s operational capabilities, given its current developmental status and ongoing testing challenges. SaM146 has been consistently used in service, offering airlines a dependable powerplant alternative, despite its shortcomings.
It is anticipated that the SJ-100 with PD-8 engines will make its first flight in early to mid-2025. In a February-March interview with the Russia 1 TV channel, Yakovlev test pilot Leonid Chikunov stated, “In February-March, we plan to begin testing on the new Sukhoi Superjet New aircraft with fully domestic PD-8 engines.”
In order to finalize the certification program for serial production, UAC intends to conduct approximately 200 test flights.
The PD-8 is expected to generate a propulsion rating of 78 kN (17,500 lb) and is equipped with a two-shaft design. It is designed to meet environmental standards and deliver superior performance in comparison to its predecessor.
It is essential to integrate the PD-8 engine in order to evaluate its performance in conjunction with the aircraft’s systems, particularly in relation to its take-off and landing behaviors.
Although the PD-8 engine represents a substantial advancement in Russian aviation, its integration into the SJ-100 aircraft is currently slowed by developmental challenges, as the aircraft will not incorporate a transmission.
The majority of conventional turbofan engines used in regional aircraft lack a gearbox between the low-pressure turbine and the fan; these engines are referred to as “direct drive” turbofans. The CF34 family by GE, which is used on the Embraer E Series and CRJ series, and the PW300 series by Pratt & Whitney, which is used on the Dornier 328JET and BAe 146/Avro RJ, are two examples. Nevertheless, it is important to acknowledge that geared turbofan (GTF) technology is being integrated into a growing number of new regional aircraft, such as the Airbus A220 (formerly the Bombardier C-Series), which is powered by the Pratt & Whitney PW1000G series. These engines do have a gearbox to allow the fan and turbine to operate at their optimal speeds, improving efficiency.
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