NPO Trud was replaced in 1994 by a Joint Stock Company (JSC), Kuznetsov R & E C.[2]
By the early 2000s the lack of funding caused by the poor economic situation in Russia had brought Kuznetsov to the verge of bankruptcy.[3] In 2009 the Russian government decided to consolidate a number of engine-making companies in the Samara region under a new legal entity. This was named JSC Kuznetsov, after the design bureau.[3]
Kuznetsov's most powerful aviation engine is the Kuznetsov NK-321 that propels the Tupolev Tu-160 bomber and was formerly used in the later models of the Tu-144 supersonic transport (an SST that is now obsolete and no longer flown). The NK-321 produced a maximum of about 245 kN (55,000 lbf) of thrust.
NK-14nuclear-powered engine. Powered the inboard engine of the prototype Tupolev Tu-119 nuclear-powered aircraft; a modified version of the Tupolev Tu-95.
NK-62propfan. Sporting contra-rotating propellers (four blades per propeller) of 4.7 m (15 ft 5 in) in diameter, the engine had a thrust of 245 kN (25,000 kgf; 55,000 lbf) and a thrust-specific fuel consumption (TSFC) of 0.288 lb/(lbf⋅h) (8.2 g/(kN⋅s)) at takeoff. The NK-62 was the most powerful turboprop or propfan ever built, though it never entered service. Tested from 1982 to 1990, the engine was designed for a cruise speed of Mach 0.75 at an altitude of 11,000 m (36,000 ft). Cruise thrust was 44.1 kN (4,500 kgf; 9,900 lbf), and cruise TSFC was 0.48 lb/(lbf⋅h) (14 g/(kN⋅s)).[6] The NK-62 was briefly considered for early designs of the Antonov An-70[7] and for a re-engine of the Antonov An-124.[8]
NK-62Mpropfan. Developed in 1985–1987, this 4,850 kg engine (10,690 lb) was an uprated 285.2 kN (29,080 kgf; 64,100 lbf) thrust version of the NK-62, with 314.7 kN (32,090 kgf; 70,700 lbf) of emergency thrust available. Its TSFC was 0.28–0.29 lb/(lbf⋅h) (7.9–8.2 g/(kN⋅s)) during takeoff and 0.45 lb/(lbf⋅h) (13 g/(kN⋅s)) during cruise.[6] The engine was proposed for use on the Myasishchev M-90 giant detachable aircraft.[9]
NK-108propfan. Like the NK-110, except in tractor instead of pusher configuration.[11]
NK-110propfan. Like the NK-62, this engine had four-bladed contra-rotating propellers of 4.7 m (15 ft 5 in) in diameter, and it supported a cruise speed of Mach 0.75 at 11,000 m (36,000 ft) altitude. The NK-110 had a takeoff thrust of 176.5 kN (18,000 kgf; 39,700 lbf) and TSFC of 0.189 lb/lbf/h (5.4 g/kN/s). In cruise it provided 47.64 kN (4,858 kgf; 10,710 lbf) thrust with a TSFC of 0.440 lb/lbf/h (12.5 g/kN/s). The engine was tested in December 1988 but was never certified because of funding problems.[12] Intended for the Tupolev Tu-404.
NK-112turbofan. Cryogenic design intended to power the twin-engine Tupolev Tu-336 (a 120-seat stretched derivative of the Tu-334).[5]
NK-12ST. Derivative of the NK-12 turboprop. Serial production started in 1974. The engine is designed for gas pipelines.
NK-14ST. (8 MW) 32 percent efficiency, pressure ratio of 9.5, turbine inlet temperature of 1,203 K (2,165 °R; 930 °C; 1,706 °F), exhaust gas flow rate of 37.1 kg/s (82 lb/s), fuel gas consumption of 1,900 kg/h (4,200 lb/h), and weight of 3,700 kg (8,200 lb).[14]
NK-16ST. Derivative of the NK-8 turbofan. Serial production started in 1982. Used in gas compressor stations.
NK-17ST/NK-18ST. Uprated versions of the NK-16ST gas turbine.
NK-36ST. (25 MW) Derivative of the NK-32 turbofan. Development tests conducted in 1990.
NK-37. (25 MW) Modification of the NK-36ST gas turbine. Designed for electric powerplants with a steam-gas plant. 36.4 percent efficiency, pressure ratio of 23.12, turbine inlet temperature of 1,420 K (2,560 °R; 1,150 °C; 2,100 °F), exhaust gas flow rate of 101.4 kg/s (224 lb/s), fuel gas consumption of 5,163 kg/h (11,380 lb/h), and weight of 9,840 kg (21,690 lb).[14]
NK-38ST. (16 MW) Derivative of the NK-93 propfan. Development tests conducted in 1995. Serial production started in 1998.
NK-39. (16 MW) Modification of the NK-38ST gas turbine. Designed for electric powerplants with a steam-gas plant. 38 percent efficiency, pressure ratio of 25.9, turbine inlet temperature of 1,476 K (2,657 °R; 1,203 °C; 2,197 °F), exhaust gas flow rate of 54.6 kg/s (120 lb/s), fuel gas consumption of 6,043 kg/h (13,320 lb/h), and weight of 7,200 kg (15,900 lb).[14]
The Orbital SciencesAntares light-to-medium-lift launcher has two modified NK-33 in its first stage, a solid second stage and a hypergolic orbit stage.[17] The NK-33s are first imported from Russia to the United States and then modified into Aerojet AJ26s, which involves removing some harnessing, adding U.S. electronics, qualifying it for U.S. propellants, and modifying the steering system.[18]
The Antares rocket was successfully launched from NASA's Wallops Flight Facility on April 21, 2013. This marked the first successful launch of the NK-33 heritage engines built in early 1970s.[19]
Kuznetsov rocket engines include:
Kuznetsov oxygen-rich stage-combustion RP1/LOX rocket engine family. Including NK-9, NK-15, NK-19, NK-21, NK-33, NK-39, NK-43. The original version was designed to power an ICBM. In the 1970s some improved versions were built for the ill-fated Soviet Lunar mission. More than 150 NK-33 engines were produced and stored in a warehouse ever since, with 36 engines having been sold to Aerojet general in the 1990s. Two NK-33 derived engines (Aerojet AJ-26) are used in the first stage of the Antares rocket developed by Orbital Sciences Corporation. The Antares rocket was successfully launched from NASA's Wallops Flight Facility on April 21, 2013. This marked the first successful launch of the NK-33 heritage engines built in the early 1970s.[19]TsSKB-Progress also uses the stockpile NK-33 as the first-stage engine of the lightweight version of the Soyuz rocket family, the Soyuz-2-1v.[20]
^Abidin, Vadim (March 2008). "ОРЛИНЫЙ ГЛАЗ ФЛОТА Самолет радиолокационного дозора и наведения Як-44Э" [Eagle eye fleet: Yak-44E radar patrol and guidance aircraft]. Oboronnyy Zakaz (Defense Order) (in Russian). No. 18. Archived(PDF) from the original on May 18, 2019 – via A.S. Yakovlev design bureau, Kryl'ia Rodiny (Wings of the Motherland) magazine.
Zrelov, V. A.; Prodanov, M. E.; Belousov, A. I. (2008), "Analysis of domestic aircraft gas turbine engine development dynamics", Russian Aeronautics, 51 (4): 354–361, doi:10.3103/S1068799808040028, S2CID110659677
This article incorporates text from this source, which is in the public domain: "Russian Defense Business Directory". Federation of American Scientists. US Department of Commerce Bureau of Export Administration. May 1995. Retrieved 21 July 2017.[permanent dead link]
