OKB-36 (Dobrynin/Kolesov/Rybinsk) Jet Engines

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From

http://www.missiles.ru/Saturn-muzey-2010.htm

OKB-250 NKAP (OKB-1 of plant No. 36 MAP) - OKB-36-1 MAP - Rybinsk Design Bureau for Motors (RKBM) - Andropov Design Bureau for Motors (AKBM) - OJSC Rybinskoye Design Bureau for Motors (OJSC RKBM) V.A. Dobrynin headed KB-2 MAI, which was formed in 1939. In 1940. The design bureau was transferred to the area of the plant No. 16 of the NKAP (Voronezh) to continue work on the M-250 engine. Then, in October 1941, he was evacuated to Ufa, where he worked under the name OKB-250 NKAP in 1941-1943.

From 1.9.43, to provide a production base for fine-tuning the M-250 engine, the motor OKB-250 NKAP in its entirety was transferred from Ufa to Rybinsk to plant No. 36 (by order No. 538s dated 6.9.43). The placement took place at 10.43 on the premises of the former design bureau of plant No. 26 NKAP. In accordance with order No. 13c dated 5.1.44, the OKB was incorporated into plant No. 36. Soon the design bureau was named OKB-36-1 MAP (since 1946).

Until 1951, the design bureau developed high-power piston engines - an experimental piston engine M-251 (48) and VD-4K for the Tu-85 strategic bomber. Then, from 1952, he switched to the development of a turbojet engine: This is how VD-5 appeared for a bomber, VD-7 for Tu-22 and 3M, VD-7B (-7M, -7M2), RD36-41 for T-4 and RD36-51 (-51A) for Tu-144D, RD36-51V for M-17 aircraft, lifting turbojet engines RD36-35 for T-58VD, MiG-23 and MiG-21PF aircraft, RD-36-35FV (-35FVR) for Yak-38 , RD-38 for Yak-38M, RD-41 for Yak-41. A number of launch turbojet engines have been developed: RD-36-35T for Tu-22, RD-38A for An-71, RD-38K for s. A-40. A mid-range turbojet engine RD36-35K was created for the return and landing of a manned air spacecraft.

Until 1960, the OKB was headed by the chief of staff. V.A. Dobrynin. Further, the head and head to. in 1960-1984 was P.A. Kolesov (worked in the OKB since 1941), and in 1984-1988. - V.I. Galiguzov, since 1994 General Director. and ch.k. JSC RSC was A.S. Novikov. Further headed by S.A. Gavrilov.

Since 1966 (MAP order dated 30.4.66), the OKB has been renamed into the Rybinsk Motor Design Bureau (RKBM). In the period 1984-88. the enterprise bore the name Andropov Design Bureau of Motors (AKBM).

Known Engines

VD-4K piston engine for Tu-85
VD-5 turbojet for bomber projects
VD-7/-7B/7M/7M2 for the Tu-22 and 3M
VD-9 for M-50/M-52
VD-10 for M-50/M-52
VD-19 for improved Tu-128 developments (tested on Tu-128LL, but with minimal speed improvements) intended for Tu-138/148.
RD-36-41 (Sukhoi T-4) developed from VD-19 . For a increase in the air flow rate the first supersonic stage of compressor VD-19 was substituted with two steps, and the turbine rotor blades were cooled, which made it possible to increase the temperature of the gas before the turbine to 950K, taking thrust to 17,000kg.
RD-36-41M Ye-155MP
RD-36-51 (-51A) for the Tu-144
RD-36-51V for M-17
RD-36-35 lift jet (T-58VD, MiG-23 and MiG-21PD)
RD-36-35K lightweight jet engine for MiG 105-11 spacecraft
RD-36-35T for Tu-22
RD-36-35FV lift jet (-35FVR) for the Yak-38
RD-38 lift jet for the Yak-38M
RD-38A for the An-71
RD-38K for the A-40
RD-41 for the Yak-41.

 

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Турбореактивный авиационный двигатель РД-7 (ВД-7). - Российская авиация

Турбореактивный авиационный двигатель РД-7 (ВД-7). :: Турбореактивный авиационный двигатель РД-7 (ВД-7). Разработчик: ОКБ-36 под руководством В.А.Добрынина. Страна: СССР Постройка: 1952 г. Разработка

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Turbojet aircraft engine RD-7 (VD-7).

Developer: OKB-36 under the leadership of V.A. Dobrynin.
Country: USSR
Built: 1952

The development of the RD-7 turbojet engine began in 1952 at OKB-36 under the leadership of V.A. Dobrynin. The original designation is VD-7. When choosing engines for the modernization of the M-4 aircraft, the stake was made on the VD-7, the take-off thrust of which exceeded 11000 kgf, and the cruising fuel consumption was 0.73-0.8 kg / kgf * h (for the RD-3 - up to 1.03), like the best foreign samples. Using these engines, increasing the amount of fuel on board, installing an in-flight refueling system, and improving aerodynamics, the new aircraft, designated 3M, could reach the farthest point in the United States.

However, these engines delayed the completion of the state tests of the aircraft - dangerous self-oscillations of the blades of the first compressor stages were observed in the takeoff mode. To solve this problem, revs were limited on the VD-7B, while the maximum thrust was reduced by 2000 kgf, and the takeoff weight had to be reduced by reducing the fuel supply. Since the VD-7B were produced in limited numbers and at a low pace, about half of the bombers were built with them, which received the designation 3MN ("N" - new engine). The rest of the vehicles, designated 3MS ("C" - old engine), were equipped with RD-3M.

Serial production was organized in 1957 at plant number 26.

RD-7 consists of an axial 9-stage compressor, a tube-annular direct-flow combustion chamber, a 2-stage turbine and an unregulated jet nozzle. The engine used fundamentally new technical solutions for that time: a high-pressure compressor with a small number of stages, the first supersonic compressor stage, an adjustable inlet guide vanes, regulation of modes according to the reduced speed.

During takeoff, a powerful smoky exhaust was a sure sign of an "emok" with VD-7B engines. Serial VD-7B produced by Ufa plant No. 26, after painstaking refinement, had a service life of only 200 hours - 6.5 times less than RD-3M-500. Their reliability was also worse, which, coupled with the absence of an emergency regime, significantly reduced the safety of the aircraft and caused justified dissatisfaction with the customer.

Serial production continued until 1977. During the production process, it was repeatedly modernized. The engines that had spent their flight life were used on fire engines AGVT-100 (131), AGVT-200 (255).

Modifications:

-VD-7: basic.
-VD-7B: modified. Notable for compressor speed limiter. Produced in 1957-1968. Installed on a 3M aircraft.
-VD-7P: engine with improved compressor to increase power at high altitudes.
-RD-7M (RD-7M): engine for Tu-22 aircraft . Differs in the presence of an afterburner. The thrust is increased due to an increase in the gas temperature in front of the turbine and an increase in air flow due to the opening of the inlet guide vane. Produced in 1960-1965.
-RD-7M2: forced. It features a modified first stage of the compressor, an open inlet guide vane, an increased gas temperature in the afterburner, and a supersonic adjustable nozzle. The thrust is increased by 500 kgf. Produced in 1965-1977. Applied onTu-22KD .
-VD-7MD: engine without afterburner for transport aircraft VM-T "Atlant" .

Specifications:

Modification RD-7M
Year of creation: 1952
Manufacturer: Rybinsk plant No. 26
Years of production: 1952-1956
Overall dimensions, mm
-diameter: 1330
-length: 4850
Dry weight, kg: 2765
Engine thrust, kN
-maximum: 103.0
-n afterburner: 156.9
Degree of pressure increase 14.2
Gas temperature before the turbine, ° C: 800

RD-7M-2 engine.

Tu-22 with RD-7M engines



List of sources:
S.G. Moroz. Roaring beast. Aviation and Time No. 5 for 2003.
VA Zrelov. Domestic gas turbine engines. Basic parameters and design schemes.