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    U.E.C.- Russian aircraft engines

    lancelot
    lancelot


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    U.E.C.- Russian aircraft engines - Page 19 Empty Re: U.E.C.- Russian aircraft engines

    Post  lancelot Thu Feb 15, 2024 1:39 am

    Production of turbine blades for the PD-8 engine has been launched at ODK-Saturn in Rybinsk   
    14.02.2024

    Production of blades for the PD-8 engine from heat-resistant nickel alloys capable of withstanding high thermal loads has started in the innovative foundry complex of the Rybinsk enterprise “ODK-Saturn”. This was reported in the press service of ODK.

    Within the framework of cooperation with the Kurchatov Institute and the All-Russian Research Institute of Aviation Materials (VIAM), five new alloys were developed for the production of a number of PD-8 engine components, including highly loaded working and nozzle blades of low- and high-pressure turbines. The created alloys in terms of stability of chemical composition, residual level of impurities and mechanical properties do not differ from similar products used in foreign engine building.

    “Any modern engine is, first of all, the result of scientific research and discoveries. The developed casting alloys allowed to realise the advanced characteristics laid down by the designers in the power plant. I would like to note that it was possible to introduce new materials in the production of blade blanks without rearranging the production chain. In the future, these alloys, capable of withstanding the required loads, can be used in the development of new gas turbine engine designs,” said Igor Ilyin, Chief Engineer of ODK-Saturn.

    Introduction of new materials and technologies into engine production is one of the priority areas of ODK’s activities. This helps to improve the competitiveness of Russian aircraft propulsion systems in the global market. New heat-resistant nickel alloys provide increased heat and wear resistance, longer service life of engine components, and lower operating costs.

    https://ruavia.su/production-of-turbine-blades-for-the-pd-8-engine-has-been-launched-at-odk-saturn-in-rybinsk/

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    lancelot
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    Post  lancelot Thu Feb 29, 2024 4:57 pm

    More than 200 new machines will be installed in 2024 at the aircraft engine production facility in Rybinsk
    02/29/2024

    In 2024, the United Engine Corporation will put into service more than 200 new machines at the UEC-Saturn plant in Rybinsk. To date, 30 pieces of equipment have already been installed in the workshops, including high-tech machining centers.

    To achieve the target production of PD-8 engines for the SJ-100 aircraft, specialists from the enterprise from Zelenograd near Moscow developed and handed over to UEC-Saturn a laser cutting and welding installation for parts, which will be used for mechanical processing of working and nozzle blades of aircraft engines. Also in Rybinsk, a new workshop with modern turning and milling equipment with numerical control for the production of housings and rotating parts will soon be launched.

    This modern complex combines several operations that were previously performed on different machines. CNC machining centers allow you to reduce the time for producing parts, minimize equipment reconfiguration, and also reduce the costs of designing and manufacturing the necessary tools for different machines.

    “Several operations that were previously performed on different machines are concentrated here. For example, you can trim material on a workpiece, cut grooves with various geometries, and open holes of various diameters. This allows us to reduce not only the time for manufacturing parts and readjusting equipment, but also the costs of designing and manufacturing its equipment,” noted Igor Ilyin, chief engineer of UEC-Saturn.

    https://aviation21.ru/bolee-200-novyx-stankov-ustanovyat-v-2024-godu-na-proizvodstve-aviadvigatelej-v-rybinske/

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    Rodion_Romanovic
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    U.E.C.- Russian aircraft engines - Page 19 Empty Re: U.E.C.- Russian aircraft engines

    Post  Rodion_Romanovic Tue Mar 05, 2024 8:17 pm

    https://aviation21.ru/serijnyj-vypusk-dvigatelej-d-18t-dlya-samolyotov-an-124-nachnyotsya-v-konce-2027-goda/


    Serial production of D-18T engines for An-124 aircraft will begin at the end of 2027

    03/05/2024, 18:02

    Maintaining the serviceability of the An-124 Ruslan heavy military transport aircraft fleet is carried out through the overhaul of D-18T engines, which are installed on aircraft of this class. Russian Defense Minister Sergei Shoigu stated this during a thematic conference call.

    “This task is being solved in the interests of the Ministry of Defense by the UZGA joint-stock company, which is successfully implementing measures for import substitution of Ukrainian-made engine elements. To date, 49 engines have been repaired and put into operation,” the minister said, opening the meeting.

    According to him, the repair and modernization of the D-18T will extend the service life of the An-124 aircraft from 20 to 45 years. “Currently, serial production of Russian D-18T engines is being mastered, the start of which is scheduled for the fourth quarter of 2027. This will increase the volume of air transportation in the interests of the Armed Forces,” added Sergei Shoigu.

    The D-18T engine develops a thrust of 23,400 kgf, it was developed in Zaporozhye by the Progress design bureau, and was produced there at the Motor Sich plant. Today in Russia there is no engine with a thrust of 23-25 tons. The PS-90A develops a thrust of 16,000 kgf, and the promising PD-35 is at the stage of testing a gas generator and manufacturing a demonstrator engine. In October 2023, it was reported that the D-18T is at the stage of completing a deep modernization, its spare parts are entirely produced in Russia.

    This is a good news, the D-18T is an old engine, but not older than the CF6 of the C5 galaxy.

    Furthermore making and modernising it could bring some useful lessons to apply to the development of the PD-35.

    By the way, I am not even sure that motor sich in Zaporozhye could still build the D-18T engine even before 2022.

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    lancelot
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    Post  lancelot Tue Mar 05, 2024 9:10 pm

    I personally think it is a waste of money that would be better spent on PD-35. They already tested the gas generator. i.e. the combustion chamber and hot section. And those operate as expected. The whole engine will do ground testing this year.
    I doubt the D-18T will be developed any sooner and it is like two generations behind PD-35. It is basically a late 1970s early 1980s engine design. PD-35 is even more advanced than PD-14 since it has composite fan blades and ceramic matrix composites.
    Rodion_Romanovic
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    Post  Rodion_Romanovic Tue Mar 05, 2024 9:36 pm

    I agree that PD-35 is much more advanced, but it is not yet existing. One thing that Russia should have learned from all of this situation is that they cannot only chase the future technologies (that will be ready only in the distant future) when they also lost the capabilities to make other things that are needed.

    If Russia had properly produced a decent number of Tu-204 for russian airlines they would not be in the current
    situation.
    As far as the D-18T, it is needed for the An-124. Russia wants to restart production and the Slon will not exist before at least 10 years.

    Furthermore there are not many alternative in that thrust range, only the Rolls Royce Trent 500, which is not anymore in production since 2012, and the GE CF6, which is even older than the D-18T, but which has been regularly modernised and which is used in the Kawasaki C2 and in the Lockheed C5.

    The PD-24 or PD-26 Is not a priority for Russia and will not be ready before at least 2033.

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    GarryB
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    U.E.C.- Russian aircraft engines - Page 19 Empty Re: U.E.C.- Russian aircraft engines

    Post  GarryB Wed Mar 06, 2024 11:35 am

    I personally think it is a waste of money that would be better spent on PD-35.

    I appreciate what you are saying but if they have 70 or 80 An-124s in storage and in use that could all be used for the next 20 years with these engine overhauls then it makes sense to do that to get the 10-15 aircraft in reserve back into service and use over the next 4-5 years, than to spend that money on PD-35s which are a totally different engine class.

    If you were to use the An-124s with PD-35s you would either make it a twin engined aircraft, which would mean it would have about 70 tons of thrust instead of about 94 tons thrust.

    If you put four PD-35s on the An-124 then you would have 140 tons of thrust, which is rather too much.

    By being able to overhaul existing engines and use them in existing planes you get the transport capacity faster, but really they only have about 12 aircraft in service and another 10-15 in reserve so we are talking less than 30 planes in the Russian military according to Wiki... with another 12 in commercial use by VOLGA DNEPR.

    So for 34 to 36 planes with four engines each, that is up to 144 engines and they have already done 49 engines, so 12 aircraft have overhauled engines, so about 24 aircraft to go with... so 96 more engines.

    I doubt the D-18T will be developed any sooner and it is like two generations behind PD-35.

    They are not really developing it, just replicating the parts.

    As far as the D-18T, it is needed for the An-124. Russia wants to restart production and the Slon will not exist before at least 10 years.

    Producing the D-18TM will mean An-124s can operate and take up the slack for the next decade while the sort out the Il-106 and Slon which should both use the PD-35 (2 and 4 respectively).

    The PD-24 or PD-26 Is not a priority for Russia and will not be ready before at least 2033.

    Creating PD engines in that size range makes little sense unless you want to keep the An-124 forever... the Il-106 and Slon should be just fine where the Il-106 will be lighter and cheaper than the An-124, while the Slon will be heavier and be able to carry heavier loads further and may not be more expensive than the An-124.

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    Post  Rodion_Romanovic Wed Mar 06, 2024 1:23 pm

    Rodion_Romanovic wrote:The PD-24 or PD-26 Is not a priority for Russia and will not be ready before at least 2033.

    Garry B wrote:
    Creating PD engines in that size range makes little sense unless you want to keep the An-124 forever... the Il-106 and Slon should be just fine where the Il-106 will be lighter and cheaper than the An-124, while the Slon will be heavier and be able to carry heavier loads further and may not be more expensive than the An-124.

    The first part of my response is a bit off topic, but I will try to be short.

    I am not that sure that Slon will be fully done (at least in the next 10 years) instead of just a modernisation of the An-124, which could be start with D-18TM and later with more powerful engines (like PD-28 or PD-30) and other improvements (and some of the preliminary work done on the Slon could also be retrofitted to the An-124M).

    By 2027 anyway the war in Ukraine will be long finished and the name Antonov will belong again to Russia. It could be either combined with the Ilyushin design bureau or a new design office can be opened in Novosibirsk (which will start by being responsible of An-124M and of An-2M).

    Ilyushin and Antonov can coexist in Russia without problems in the same way MiG and Sukhoi coexists. The assembly plants will be anyway be shared between Ilyushin, Tupulev, Yakovlev, Antonov etc. (like it was in the soviet union) and will not belong to a design bureau.

    As far as the Il-106, it is important, but if they can start producing new An-124 from 2027 it will be delayed to at least 2035, in order to assign resources to something else (like new il-96 twin engine derivative or the An-12 replacement, if the Tu-330 is rejected)

    As far as an eventual PD-24, possibly it will be needed for civilian aviation:
    In 2015 it was mentioned that a possible development would be to have  longer models of the MC-21, like MC-21-500 and MC-21-600, which will require engines with takeoff thrust of 20-25 tons.


    https://web.archive.org/web/20170512132451/http://vpk-news.ru/news/28529

    Options for expanding the MC-21 family of aircraft are being considered

    The United Aircraft Corporation (UAC), as part of the Airplane 2020 program, is considering the possibility of developing promising modifications of the MS-21 airliner created by the Irkut Corporation.


    “During three years of research work (R&D), various options were considered for expanding the MC-21 family of aircraft for the period until 2035,” Mikhail Kuryansky, head of the UAC Aircraft 2020 project, told Interfax-AVN.

    First of all, he noted, it is possible to modernize the MS-21 in terms of optimizing specific fuel consumption and improving the aerodynamics of the airliner.

    Options for the new narrow-body “single-aisle” (with one aisle between the seats) aircraft MS-21-400, which will require engines with a thrust of up to 18 tons, have been preliminary developed. It is also possible to create aircraft of the family - MS-21-500, MS-21-600 with engines with a thrust of 20-25 tons and MS-21-700 with engines with a thrust of 30 tons, said M. Kuryansky.

    “We are also considering the option of the so-called “universal” aircraft MC-21X, which can be positioned at a range of nine to ten thousand kilometers and will be a key player at these ranges. Although in this version the aircraft turns out to be more continental, but even taking into account the headwind, its operation is possible on ocean routes,” noted M. Kuryansky.

    According to his estimates, the MC-21X project scenario is approximately half the cost of creating two aircraft: a wide-body long-range aircraft and a new narrow-body MC-21-400. M. Kuryansky clarified that the “single-aisle” MC-21-400 aircraft will exceed the take-off weight of 105 tons, the take-off weight of the MC-21X aircraft will be around 155 tons.

    The potential MC-21-500 and -600 would be similar to the proposed Boeing New Midsize Airplane (NMA), or New Midsize Aircraft(culturally referred to as the Boeing 797), which would be a long range narrow body covering the niche between the largest existing narrowbodies (single aisle) and the widebody aircrafts (twin aisle).

    It was supposed to be powered by engines with a takeoff thrust between 20 and 23 tons.
    The eventual work on the NMA was then delayed by all Boeing problems but it is an interesting concept.

    Furthermore a new engine in that thrust range could be used also by the proposed short -mid range widebody frigate ecojet/Tu-304.

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    lancelot
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    Post  lancelot Thu Mar 07, 2024 1:27 am

    The thing is the initial configuration of the serial PD-35 engine hasn't been decided yet. It might be that the Ministry of Industry and Trade will decide on a PD-28 or PD-32 starting configuration instead. With the others coming later.

    Much like you have 140 kN (PS-90A-76), 160 kN (PS-90A), 171 kN (PS-90A1) engines. You could have 280 kN (PD-28), 320 kN (PD-32), 342 kN (PD-35) engines.

    These engines would use the same core. Same gas generator and high pressure section. This has already been tested. The difference is the amount of low pressure stages.

    The Rolls-Royce Trent 1000, used in the Boeing 787, has variants between 277 kN and 360 kN.
    Rodion_Romanovic
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    Post  Rodion_Romanovic Thu Mar 07, 2024 9:59 am

    lancelot wrote:These engines would use the same core. Same gas generator and high pressure section. This has already been tested. The difference is the amount of low pressure stages.

    The Rolls-Royce Trent 1000, used in the Boeing 787, has variants between 277 kN and 360 kN.

    First of all Rolls-Royce and GE have a long experience on making engines for large aircrafts so making a new engine of this class for them is easier than it is being for Russia.
    Many GE and R-R new models are just an evolution of a previous engine model.

    The Trent 1000 you mentioned is derived from the Trent 900, and if you check the official type certificate from the EASA Website, until the Trent 900 all large RR engines were called RB211.
    The name in the type certificate for the Trent 900 is
    RB211 Trent 900 series engines.
    The RB211 was dropped from the type certificate name only starting from the Trent 1000.

    The Trent 700, which first run in 1990, was first called RB-211-524L, and later the commercial name was changed in Trent 700.

    This shows also that without all the experience with the RB211 (which first run in 1969) family and the other Trent engines (Trent 700 and Trent 800) it would not have been so simple to start producing such engines.
    Rolls-Royce actually went bankrupt when first developing the RB211 and had to be saved by the state.

    In addition the Trent 1000 versions you mentioned are quite different from each other and their core has been also changed.

    According to Wikipedia (its source it is not anymore available), the Trent 1000-TEN (the most powerful version), which entered in service 6 years after the orginal version of the engine, is almost a completely new engine (to the point that possibly Trent 700 and Trent 800 have more parts in common then the various version of Trent 1000 have with each other).

    It (Trent 1000-TEN) features a scaled version of the Airbus A350's Trent XWB-84 compressor, and Advance3 core technology. Fuel burn is reduced through its improved intermediate pressure compressor where the rear stages spin at higher speeds. Three blisk stages were introduced in the new compressor and 75% of its parts are new or changed from the 1000

    So Russia can of course do both a 28 tons take off thrust engine and a 35 or 38 tons engine, but they will be quite different from each other and it will be several years before the additional "version" which actually will be a brand new engine will be ready.

    Possibly they will not even have the same core but just a scaled version of the original core.

    If the difference in thrust is small you can just derate the engine or keep the same core and just change something like booster or LP compressor stages and LP turbine.

    If the difference is too big, unless you change something also in the core (including also materials or design) you risk that the more powerful version will have a limited life and will need to have very frequent overhauls.

    So the intention could be to save time not properly designing different engines and hoping one size fits all, but the risk could be also that at the last moment it is realised that at least one of the engine version is oversized for its needed thrust while another is undersized and its core will need to run hotter and faster to meet the thrust target, causing an early deterioration.
    So you will need also to do a new redesign and new development testing later, causing additional delays and much increased costs.

    It is important to have the requirements and needed targets clear from the beginning, otherwise it will happen something like the original Ivan gren ship, where the customer changes the requirements many times already even after build started.

    The reason the 35 tons version is the more probable to be the first one to be done is that it is needed for a twin engine widebody of the size of a Il-96, a CR-929 or an Airbus A330 / Boeing 787.

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    Post  GarryB Thu Mar 07, 2024 1:32 pm

    I am not that sure that Slon will be fully done (at least in the next 10 years) instead of just a modernisation of the An-124, which could be start with D-18TM and later with more powerful engines (like PD-28 or PD-30) and other improvements (and some of the preliminary work done on the Slon could also be retrofitted to the An-124M).

    I think being able to produce parts and keep An-124s operating make sense but there really is no future for the D-18TM engine in Russian service and therefore no need for replacement types like the PD-28 or PD-30 when they are actually going to go ahead with the PD-35.

    I would say a PD-28 or PD-30 would make sense for a new An-124 in the 150 to 160 ton payload class and perhaps a twin engined Il-106 type with two PD-28/30 engines in the gap between the Il-476 at 60 tons and the An-124 at 150-160 tons, but as they are making the PD-35 I would say an Il-106 in the 100-110 ton payload capacity class and an aircraft with four PD-35s in the 180 ton payload class makes an upgraded An-124 with upgraded old DT-18M engines a bit redundant.

    The Slon does not need to be some revolutionary super new wonder plane... a further evolution of systems and equipment they are upgrading the An-124 together with the new PD-35 engines and the Slon should be just fine... and in fact the Il-106 avionics and systems likely wont be a lot different either because they are all essentially large long range transports in different payload weight classes.

    None of them needs to be supersonic or anything.

    The use of light modern materials and clever well tested and evaluated design solutions and they should end up with two good solid aircraft that will last 40 years or more and the An-124s can be used till they wear out too... or could be sold to foreign partners perhaps.

    By 2027 anyway the war in Ukraine will be long finished and the name Antonov will belong again to Russia.

    Pretty sure Antonov is dead and will not be making any more aircraft ever again.

    They are not keeping the An-2 designation for the Siberian upgrade, so I rather doubt they will keep any Antonov designations moving forward.

    Equally a bit of pride will return and superjet and MS-21 will get their proper design codes too I hope.

    It could be either combined with the Ilyushin design bureau or a new design office can be opened in Novosibirsk (which will start by being responsible of An-124M and of An-2M).

    Honestly I understand them putting DT-18 engines back into production to keep the existing An-124s viable for the next decade or two, but I wouldn't make any more.

    The factory that could make An-124s should make a couple of Il-106 prototypes with a few test PD-35 engines when they are ready and then get the Il-106 into production as soon as possible.

    It is essentially an An-22 replacement which was a valuable and popular aircraft and would likely be used in large numbers as an essentially C-5 galaxy equivalent aircraft, and of course once you have the PD-35s in serial production you can start looking at Slon being made in the same factory.

    Ilyushin and Antonov can coexist in Russia without problems in the same way MiG and Sukhoi coexists.

    They probably could but they really don't need the bureaucracy of another aircraft designer based on smoke and mirrors... most of Antonovs designers and engineers have likely run to the west to work for Boeing or Airbus. The ones that remain couldn't be trusted together as a group... split them up and watch them like hawks.

    The assembly plants will be anyway be shared between Ilyushin, Tupulev, Yakovlev, Antonov etc. (like it was in the soviet union) and will not belong to a design bureau.

    They certainly will but the big plants for making big aircraft will be not doing very much so perhaps some might be repurposed to make Tu-214s while making a few prototype Il-106s for testing so that it is useful.


    As far as the Il-106, it is important, but if they can start producing new An-124 from 2027 it will be delayed to at least 2035,

    It would make more sense to make four Il-106 prototypes and get some serious testing done than waste time making stopgap planes like the Antonov.

    in order to assign resources to something else (like new il-96 twin engine derivative or the An-12 replacement, if the Tu-330 is rejected)

    It sounds like they are going to make Il-96s aircraft at a low rate and the Tu-330s are unlikely to start in the next 5 years, so getting these plants to start work on their next new transport plane makes sense unless they could convert them to making Il-476 and Il-276 types for a couple of years to boost numbers.

    As far as an eventual PD-24, possibly it will be needed for civilian aviation:

    Not convinced it is a gap that needs to be filled. The PD-35 makes sense, and the D-18TM could be a place filler for existing types.

    Any new type that might use a PD-24 could be made bigger and longer ranged and use the PD-35 instead.

    In 2015 it was mentioned that a possible development would be to have longer models of the MC-21, like MC-21-500 and MC-21-600, which will require engines with takeoff thrust of 20-25 tons.

    It is hard enough to predict the future but for the moment I would say the places Russian airlines are allowed to fly means they don't need an enormous expansion of aircraft types and versions any time soon.

    Right now replacing foreign types is the priority.

    Much like you have 140 kN (PS-90A-76), 160 kN (PS-90A), 171 kN (PS-90A1) engines. You could have 280 kN (PD-28), 320 kN (PD-32), 342 kN (PD-35) engines.

    That would make more sense if they had aircraft ready to go that could benefit from those different thrust options, but I would say the Il-106 and the Slon really only make sense with 35 ton thrust engines, and the 23 ton thrust requirement is temporary and already sorted it seems to me.

    First of all Rolls-Royce and GE have a long experience on making engines for large aircrafts so making a new engine of this class for them is easier than it is being for Russia.
    Many GE and R-R new models are just an evolution of a previous engine model.

    The PD series of engines are supposed to be a modular family of engines that allows engines in different thrust ratings to be developed quickly and easily without having to start from scratch each time with a new design.

    Having said that things don't always go exactly to plan every time.

    So the intention could be to save time not properly designing different engines and hoping one size fits all, but the risk could be also that at the last moment it is realised that at least one of the engine version is oversized for its needed thrust while another is undersized and its core will need to run hotter and faster to meet the thrust target, causing an early deterioration.
    So you will need also to do a new redesign and new development testing later, causing additional delays and much increased costs.

    They wanted a PD-35 and the planes they are planning are designed around the number 35, so it would make sense for them to develop the PD-35 without making other similar engine types for the moment until the PD-35 is ready for serial production and then they can look at what else they might need that would be useful.

    The Slon and Il-106 class transports are what they are needing and that is the engine they are making.

    It is important to have the requirements and needed targets clear from the beginning, otherwise it will happen something like the original Ivan gren ship, where the customer changes the requirements many times already even after build started.

    To be fair the Ivan Gren was a river boat they thought they could scale up to be a landing ship... the current iteration is a significant redesign but potentially could be applied to other riverboats for a successful design in the future.
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    Post  thegopnik Wed Mar 20, 2024 6:03 pm

    https://rostec.ru/news/rostekh-zapustil-novyy-superkompyuter-dlya-sozdaniya-tsifrovykh-dvoynikov-aviadvigateley/

    The United Engine Corporation has created a high-performance computing complex designed to carry out complex engineering calculations. The supercomputer, which is capable of performing 219 trillion operations per second, will be used to create digital twins of aircraft engines.

    The work was carried out by Advance Engineering, a developer and integrator of IT solutions.

    The new high-performance computing complex significantly increases the computing resources of the UEC, reducing the time of calculations, which, in turn, makes it possible to increase the accuracy of computer modeling, approaching full-scale tests in this indicator.

    "Today, the design of aircraft engines is impossible without the use of high-performance computing resources. Digital twin technologies should significantly improve the efficiency of design departments, ensuring the creation of new products in a shorter time and at a lower cost. The implementation of this project is the next step in the digital transformation of UEC, which makes it possible to increase the availability of high-performance computing resources for the corporation's enterprises," said Vyacheslav Khristolyubov, Director for Digital Transformation of UEC.

    The complexity of engineering calculations is constantly increasing and requires the use of high-performance computing resources in the process of design work. In addition, the issue of introducing virtual testing technologies is relevant, in the process of which part of full-scale tests of physical products can be replaced by a computational experiment.

    "Long-term cooperation with UEC enterprises is a great honor for us. We participate in joint projects with UEC on computer modeling, building digital twins of gas turbine components, commissioning and optimizing the performance of computing resources. We provide our technical competencies and in-house developments to UEC enterprises, which increase efficiency and reduce the time of calculation work, allow us to effectively manage high-performance computing resources," commented Dmitry Maltsev, General Director of Advance Engineering LLC.

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    Post  Big_Gazza Thu Mar 21, 2024 10:55 am

    Good, but not exactly a supercomputer by current standards. 219 Teraflops or 0.22 petaflops doesn't even register of the TOP500 list (which is topped by a US machine running at 1,102 Petaflops).

    This is one area where Russia needs to invest in more heavily.
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    Post  sepheronx Thu Mar 21, 2024 7:00 pm

    Big_Gazza wrote:Good, but not exactly a supercomputer by current standards.  219 Teraflops or 0.22 petaflops doesn't even register of the TOP500 list (which is topped by a US machine running at 1,102 Petaflops).

    This is one area where Russia needs to invest in more heavily.

    Yes, because people who have no idea the use or need for such equipment needs to push the idea that more teraflops, the better......

    That isn't how this works.
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    Post  Big_Gazza Thu Mar 21, 2024 11:55 pm

    sepheronx wrote:
    Big_Gazza wrote:Good, but not exactly a supercomputer by current standards.  219 Teraflops or 0.22 petaflops doesn't even register of the TOP500 list (which is topped by a US machine running at 1,102 Petaflops).

    This is one area where Russia needs to invest in more heavily.

    Yes, because people who have no idea the use or need for such equipment needs to push the idea that more teraflops, the better......

    That isn't how this works.

    Agreed, and I'm sure that the UACs new computing unit is fit for purpose and is well suited/scaled to the computational tasks required to simulate engine performance, but nevertheless, Russia needs more investment in supercomputer facilities to support R&D and advanced technology development. My comment was not a criticism, simply an observation.
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    Post  sepheronx Fri Mar 22, 2024 12:19 am

    The thing is, Russia has plenty of supercomputer centers. But it's individual companies doing it for their own needs. It isn't like other places were a mega one opens but it's mostly out for rent. I wouldn't doubt Russia has them, but not to same extent it is in the west.

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    Post  thegopnik Wed Apr 10, 2024 6:08 pm

    https://rostec-ru.translate.goog/news/rostekh-vnedryaet-tekhnologii-dopolnennoy-realnosti-pri-sborke-aviadvigateley/?_x_tr_sl=ru&_x_tr_tl=en&_x_tr_hl=en&_x_tr_pto=wapp

    United Engine Corporation Rostec is introducing advanced digital technologies in the assembly of aircraft engine components and assemblies. The use of modern solutions, including augmented reality devices, will optimize production processes and improve product quality.

    The pilot project is being implemented at the Rybinsk enterprise "ODK-Saturn" for the assembly of gas turbine engines (GTE). The solution is based on a combination of the domestic IKSAR software platform with augmented reality glasses and other types of mobile devices.

    An aircraft engine assembler performs work operations wearing augmented reality glasses, on the surface of which step-by-step instructions are displayed. Another participant in the process in the information system is the controller, who confirms the possibility of moving to the next block of work.

    Thanks to the IKSAR software, it is possible to carry out photo and video recording of the fact of the operations performed, structuring the digital trace of the assembly process. The set of actions performed in the system allows you to obtain all the necessary information for the automatic generation of a product assembly map.

    The system keeps track of time for each operation, can track the workload of employees and analyze their work on each product produced. In addition, it allows you, if necessary, to get in touch with experts to receive advice directly from your workplace.

    “Digital technologies increase the speed of operations both for the employee himself, freeing him from routine or paper-based tasks, and the speed of all assembly processes. In the future, this will contribute to the successful solution of large-scale tasks facing engine manufacturers. The first stage of the project proved the effectiveness of the implemented approaches, which allows us to move on. Already this year, the interface for the simultaneous collaboration of assemblers will be configured and integration with the enterprise’s information systems will be developed,” said Evgeniy Alekseev, director of digital transformation at UEC-Saturn, about the results and prospects of the pilot project.


    https://rostec-ru.translate.goog/news/sistema-berezhlivogo-proizvodstva-pozvolila-odk-sekonomit-bolee-polumilliarda-rubley/?_x_tr_sl=ru&_x_tr_tl=en&_x_tr_hl=en&_x_tr_pto=wapp

    The implementation of projects to develop the production system using lean manufacturing principles allowed the enterprises of the United Engine Corporation to save 539 million rubles in 2023. The results of the development of the production system within the entire UEC were summed up on the basis of UEC-Perm Motors.

    The goal of building an effective UEC production system is to create conditions for optimizing production processes, which makes it possible to create new and develop existing capacities of the corporation's enterprises. To achieve the minimum cost of production with an optimal production cycle, it is necessary not only to equip production departments with modern technological equipment, but also to organize work in accordance with the principles of lean production. It is also important to eliminate limiting factors in production activities, continue to work on organizing an effective workspace and improving production culture.

    “Each employee must evaluate his activities in the context of obtaining an economic result. In 2023, we confirmed the economic effect from the implementation of production system development projects in the amount of 539 million rubles. In order to fulfill the engine production and repair plan in 2024, all UEC enterprises must continue systematic work to identify and eliminate bottlenecks in projects with an economic effect,” emphasized UEC Production Director Valery Teplov.

    Projects already completed at the UEC-Perm Motors enterprise have shown significant results in increasing the throughput of the mechanical and mechanical assembly shop. The measurable result was an increase in output, as well as an annual increase in product output and a decrease in equipment downtime. Two more projects - in the repair and mechanical assembly shop - showed an increase in production indicators.

    “The enterprise’s project teams achieved results by eliminating production constraints without significant financial costs. “ Development Impulse” projects provide an opportunity to find effective solutions, including by inviting experts from other enterprises to work groups,” said Andrey Ushakov, director for development of the UEC-Perm Motors production system.

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