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D-18T
D-18T engine installed on an Antonov An-124 "Ruslan" prototype
TypeTurbofan
National originSoviet Union / Ukraine
ManufacturerMotor Sich
Designer
First run1980
Major applications
Number built188[1]

The Progress D-18T (or Lotarev D-18T) is a 51,500 lbf (229 kN) high-bypass turbofan that powers the Antonov An-124 Ruslan and An-225 large freighters.

Design and development

[edit]

The engine was developed in the second half of the 1970s by the then Soviet Ivchenko-Progress design bureau.[2] It is manufactured by the Motor Sich factory in Zaporizhzhia, Ukraine. It was the first engine in the USSR that could deliver more than 20,000 kgf (~196 kN or ~44,000 lbf) of thrust.[3] The first start of a full-scale engine occurred on September 19, 1980, the An-124 maiden flight on December 24, 1982 and the engine passed official bench tests on December 19, 1985.

An upgraded 3M version was developed to reduce emissions and increase the life of the hot section to 14,000 h, and is introduced on An-124s of Antonov Airlines.[2] Currently 188 D-18T engines are in operation with a total flight time of over 1 million hours.

Incidents

[edit]
See also: Volga-Dnepr Airlines Flight 4066

In March 2020 Ukrainian authorities ordered a one time inspection of all D-18T engine intermediate pressure compressor disks following an uncontained engine failure. Inspections were required to be carried out within six months.[4] On 13 November 2020 a Volga-Dnepr Airlines An-124 had an uncontained failure of the inboard left (number 2) D-18T engine.[5]

Applications

[edit]
Three of the six D-18T engines on Antonov An-225 Mriya

Specifications (D-18T)

[edit]
One of the four D-18T engines of an Antonov An-124

Data from forecastinternational.com[6]

General characteristics

  • Type: Three-spool high bypass turbofan engine
  • Length: 5.4 m (212.6 in)
  • Width: 2.93 m (115.6 in)
  • Height: 2.79 m (109.9 in)
  • Fan diameter: 2.33 m (91.73 in)
  • Diameter:
  • Dry weight: 4,100 kg (9,039 lb)

Components

  • Compressor: Single-stage fan, seven-stage IP compressor, seven-stage HP axial compressor
  • Combustors: Annular combustion system
  • Turbine: Single-stage HP turbine, single-stage IP turbine, four‑stage LP turbine

Performance

See also

[edit]

Comparable engines

Related lists

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Progress D-18T

View on Grokipedia
from Grokipedia
The Progress D-18T (also known as the Lotarev D-18T or D-18T) is a three-spool, high-bypass engine developed in the , featuring a 15-stage and delivering a takeoff thrust of 229 kN (51,672 lbf), designed primarily to power the and An-225 Mriya (destroyed in 2022) heavy-lift . Initiated in 1972 by the State Enterprise in , , the D-18T was created to meet the propulsion needs of oversized cargo planes, with its first flight occurring aboard the An-124 prototype in 1982 and subsequent integration into the An-225 (destroyed in 2022) for the Soviet Buran space shuttle program. The engine's modular design facilitates maintenance, boasting a of 5.6, an overall pressure ratio of 25, and a dry weight of 4,100 kg, while its specific fuel consumption stands at 0.345 kg/kgf·h during takeoff. Notable for enabling record-breaking payloads—such as the An-225's 560,005 kg takeoff in —the D-18T has been produced in series variants, including the modernized Series introduced in 2012, which enhances reliability and extends service life to 20,000 hours. Due to escalating geopolitical tensions, including Russia's full-scale invasion of in 2022 following the annexation of in 2014, Russian industry has pursued independent repairs and production since 2020, mastering full spare parts manufacturing by 2023 and planning serial output of upgraded versions by late 2027 to sustain the An-124 fleet.

Development

Background and requirements

In the , the faced increasing demands for advanced heavy transport capabilities to support both and growing civilian cargo needs, prompting the development of next-generation and engines capable of handling payloads exceeding 100 tons over long distances. This requirement was driven by the need to enhance strategic airlift for the and to compete with Western designs like the , leading to the initiation of the Antonov An-124 project in 1971. The Design Bureau specified stringent requirements for the An-124, including a takeoff exceeding 20,000 kgf (approximately 23,000 kgf or 229 kN)—the first Soviet to achieve this level—along with a high-bypass to optimize for intercontinental operations. These specifications ensured compatibility with the An-124's design, which aimed for a maximum of 150 tons, while emphasizing durability and performance under extreme conditions. In 1972, the Design Bureau in , then part of the , initiated development of the D-18T under the direction of chief designer Vladimir Lotarev, with formal assignment in 1977. The bureau's expertise in technology made it ideal for addressing these challenges. Key design goals for the D-18T included high reliability for extended long-range missions, reduced noise emissions to meet emerging environmental standards, and to power larger such as the planned An-225. To meet the demands, the engine adopted a novel three-spool configuration.

Design process

The design of the Progress D-18T engine was initiated in 1972 at the design bureau (later renamed Progress OKB) in , , under the leadership of chief designer Vladimir Lotarev, who succeeded Alexander Ivchenko in 1968. This effort built upon advanced and technologies from prior Ivchenko engines, such as the D-36, to create a powerplant capable of supporting the An-124 and An-225 heavy-lift . The project aligned with Soviet industry goals under the Ministry of Industry, emphasizing principles from the Unified System of Design Documentation (YeSKD) and collaboration with research institutes like the Central Institute of Motors (TsIAM). A pivotal choice was the adoption of a three-spool , consisting of low-, intermediate-, and high-pressure spools driving separate and turbines, marking the first such configuration in a Soviet large engine. This design optimized thrust efficiency and operational range by allowing independent speed control of each spool, addressing the need for high bypass ratios in heavy transport applications. The section featured a 15-stage axial arrangement—a single-stage low-pressure fan, seven intermediate-pressure stages, and seven high-pressure stages—while the overall modular structure comprised 17 modules for easier maintenance and upgrades. Key innovations included the integration of variable stator vanes in the compressor stages to enhance surge margin and airflow control across varying operating conditions, alongside an annular for uniform burning and reduced emissions. High-temperature sections employed , particularly for fan blades, to withstand thermal stresses while minimizing weight. These features aimed to balance the core requirement of approximately 229 kN takeoff with improved fuel economy, though early iterations faced challenges in achieving Western-level reliability. Development involved extensive iterative ground testing to resolve vibration concerns in the fan and turbine sections, ensuring structural integrity under high loads. Production was assigned to the Motor Sich plant in Zaporizhzhia in the early 1980s, with the first engines manufactured around 1982. By 1985, the design had matured through these phases, paving the way for integration into flight test programs.

Testing and entry into service

The development of the Progress D-18T engine culminated in its first ground run on September 19, 1980, conducted at the facilities in , , marking the initial validation of the three-spool high-bypass design. This early testing phase focused on basic functionality and integration of the engine's core modules, including the fan, intermediate-pressure , and high-pressure sections. Extensive bench testing followed, accumulating over 1,000 hours by 1985, which encompassed full-thrust simulations to assess performance under maximum load and endurance trials to evaluate component durability and thermal management. These ground-based evaluations, performed at Progress design bureau facilities and altitude simulation cells, confirmed the engine's ability to sustain operations at simulated flight conditions ranging from to high altitudes. Official was achieved on December 19, 1985, by Soviet aviation authorities, affirming the engine's reliability and paving the way for aboard the An-124 prototype. This milestone validated compliance with airworthiness standards for heavy-lift applications, including output exceeding 229 kN per engine. The D-18T made its first flight in December 1982 on the An-124 VLA-1 prototype, undergoing a series of aerial trials to verify in-flight performance, vibration characteristics, and integration with the aircraft's systems. Entry into service occurred in 1987, with initial deployments to for civilian cargo operations and the Soviet Air Force for strategic airlift missions. Early operational feedback highlighted initial reliability issues in the hot sections, particularly turbine blades and combustion chambers, which experienced accelerated wear under prolonged high-temperature exposure; these were resolved through minor modifications to coatings and cooling passages prior to full-scale production. The three-spool architecture demonstrated effectiveness in these tests by optimizing efficiency across varying flight regimes.

Design

Architecture

The Progress D-18T is a three-spool high-bypass engine, featuring independent low-pressure, intermediate-pressure, and high-pressure spools to optimize airflow management and thermodynamic efficiency. The low-pressure spool consists of the fan and low-pressure , the intermediate-pressure spool includes the intermediate-pressure and , and the high-pressure spool encompasses the high-pressure , annular , and high-pressure . This configuration allows each spool to operate at its optimal rotational speed, enhancing overall engine performance across varying flight conditions. The engine achieves a of approximately 5.6:1, where the majority of incoming air bypasses the core to generate propulsive efficiently, making it well-suited for heavy-lift applications. Air is initially drawn in by a single-stage fan, with approximately 85% of the total airflow directed through the bypass duct to contribute directly to via acceleration in the fan exhaust nozzle, while the remaining core airflow undergoes multi-stage compression in the intermediate- and high-pressure compressors before entering the for fuel ignition and expansion through the turbines. The separate exhaust paths for bypass and core flows, without mixing, further support high by minimizing and maximizing velocity differentials. Key integration features include a modular divided into 17 removable modules, facilitating on-wing and rapid disassembly for repairs without full removal. Later variants, such as the Series 3M, employ a full authority digital control (FADEC) system for precise management, monitoring, and fault diagnostics, ensuring reliable performance in demanding environments. Compared to two-spool designs, the three-spool architecture of the D-18T provides superior part-load efficiency during climb and cruise phases, as the independent spools allow finer tuning of compressor speeds to match operational demands, while also enabling a reduced overall weight for equivalent output through optimized stage counts.

Components

The Progress D-18T features a three-spool with distinct and sections optimized for high-bypass performance. The assembly consists of a single-stage low-pressure fan followed by seven-stage intermediate-pressure and seven-stage high-pressure axial compressors, totaling 15 stages to achieve efficient air compression across the spools. The fan has a diameter of 2.33 m. Downstream of the compressors, the engine employs an annular combustor equipped with vaporizing fuel nozzles to ensure stable combustion and uniform temperature distribution. The turbine section includes a single-stage high-pressure turbine driving the high-pressure compressor, a single-stage intermediate-pressure turbine connected to the intermediate-pressure compressor, and a four-stage low-pressure turbine powering the fan. Key components utilize advanced materials for durability under operational stresses: the fan and sections primarily employ , such as VT3-1 for disks, to balance strength and weight, while the are constructed from heat-resistant nickel alloys, such as ZhS32-VI for high-pressure turbine blades, to withstand high temperatures. Accessory systems are integrated via a gearbox-driven setup, including dedicated oil pumps for and fuel pumps for metering.

Variants and upgrades

Standard D-18T

The Standard D-18T, the baseline version of the high-bypass engine developed by , achieved initial operational capability in December 1985, with a maximum takeoff rating of 229 kN (51,500 lbf) at static conditions under ISA standards. Early production variants, designated as D-18T series 1 and D-18T/A, were specifically fitted to the , providing the necessary power for its heavy-lift operations. The Series 3 variant introduced minor updates for improved reliability but retained core specifications. Key performance characteristics of the Standard D-18T include a specific fuel consumption of 0.546 lb/lbf·h (15.5 g/(kN·s)) during maximum cruise conditions at 11,000 m altitude and Mach 0.75, alongside a specified service life of 20,000 hours. Serial production of initial batches commenced in 1987 at the Motor Sich facility in Zaporozhye, Ukraine, with the engines optimized for reliability in long-haul cargo transport without incorporating advanced emissions reduction technologies. These early units exhibited higher NOx emissions relative to contemporary international standards, as subsequent upgrades addressed environmental compliance. Additionally, the earliest Standard D-18T models relied on analog control systems, lacking the digital engine controls introduced in later series for improved precision and fault tolerance. The engine powers the Antonov An-124 and An-225 fleets, enabling their exceptional payload capacities.

D-18T Series 3M

The D-18T Series 3M represents a modernized variant of the Progress D-18T turbofan engine, developed by State Enterprise in collaboration with for enhanced durability and integration into upgraded heavy . The program, initiated in the early , focused on extending engine longevity to support the continued operation of the An-124-100 and An-225 Mriya beyond their original design life. Certification efforts culminated in approvals from the State Aviation Administration of and the Interstate Aviation Committee Aviation Register, with bench tests of the prototype completed by 2021 and core testing beginning in 2014. Key upgrades in the Series 3M emphasize improvements to the hot section, extending its life to 14,000 hours. The engine retains the baseline thrust rating of 23,430 kgf (229 kN) at takeoff under static sea-level conditions in ISA, ensuring compatibility with existing airframes while incorporating the ESU-18M full-authority digital engine control () system for precise operation and reduced pilot workload. Specific fuel consumption remains optimized at 0.345 kg/(kgf·h) during takeoff and 0.546 kg/(kgf·h) at maximum cruise (11,000 m altitude, Mach 0.75, ISA), supporting efficient long-range missions. As of November 2025, Russian efforts to further modernize the D-18T, including the Series 3M configuration, have accelerated since 2023 to sustain the An-124 fleet amid Ukrainian production disruptions caused by the 2022 war, with serial production of Russian-built units planned to commence by late 2027. These initiatives involve deep refurbishment and localization of to maintain operational readiness for strategic roles.

Applications

Antonov An-124 Ruslan

The strategic airlifter integrates four Progress D-18T high-bypass engines mounted under the wings, collectively providing a takeoff thrust of 916 kN to support a of 402 tons. This configuration, developed in tandem with the An-124 program during the , enables the to operate from unprepared runways while handling oversized cargo. As the primary powerplant since the An-124's entry into service in , the D-18T delivers the propulsion necessary for transporting payloads of up to 150 tons over distances of approximately 4,000 km. The engines incorporate thrust reversers that significantly shorten landing distances, enhancing short-field performance for military and humanitarian missions. The D-18T's nacelles and pylons facilitate efficient on-site maintenance, including streamlined engine removal and installation to minimize downtime. Noise emissions from the engine installation comply with ICAO Annex 16 Chapter 3 certification standards. As of 2025, these engines power around 26 active An-124s, operated by commercial carriers like and , as well as Russian military units.

Antonov An-225 Mriya

The was powered by six Progress D-18T turbofan engines, providing a total takeoff thrust of 1,377 kN to support its of 640 tonnes. This configuration featured extended wings compared to the related An-124 design, allowing for the addition of two outboard engines per wing while maintaining structural integrity. The engine nacelles were specifically adapted with reinforced mounting points to accommodate the increased aerodynamic loads and thrust distribution across the six units. The D-18T engines enabled the An-225 to achieve unprecedented payload capacities, including record loads of up to 250 tonnes for oversized cargo transport. The aircraft's first flight occurred on December 21, 1988, and it entered operational service in 1989, primarily designed to ferry the Soviet Buran atop its during the program's transport phases. Beyond its original space-related role, the An-225 conducted numerous commercial and humanitarian missions, hauling outsized equipment such as wind turbine components and relief supplies to remote areas. Integration of the six D-18T engines presented unique engineering challenges, including elevated vibration levels from the even engine spacing along the extended wings, which required advanced damping systems to ensure stability. for the outboard engines demanded specialized procedures, such as enhanced access platforms and corrosion-resistant treatments due to their exposed positioning on the wingtips. The sole An-225 prototype was destroyed on February 27, 2022, during the at near , where it sustained irreparable damage from artillery and missile strikes, thereby concluding all operational use of D-18T engines on this aircraft. Plans to rebuild a second An-225 using salvaged parts from the destroyed prototype were announced in 2022, with an estimated cost of over $500 million; as of November 2025, reconstruction efforts continue but the aircraft remains non-operational.

Operational history

Production and service life

The Progress D-18T engine was manufactured by in , , starting in 1985, with production supporting the An-124 fleet of approximately 55 aircraft (220 engines installed) and the An-225 (6 engines), plus spares; approximately 188 D-18Ts remain in operation worldwide. Output continued into the early , though availability of spare parts became constrained after 2014 amid escalating geopolitical tensions between and . Ukrainian production effectively ceased following Russia's full-scale invasion in February 2022, severing supply chains for maintenance and repairs. In service, the D-18T has demonstrated robust longevity, with a specified operational life of up to 20,000 flight hours per engine. The engine powers heavy-lift operations worldwide, contributing to the cumulative flight hours of the An-124 fleet, which exceeds millions across its operational history. Modernization efforts, including the Series 3M variant, have further extended reliability through improved components and reduced maintenance needs. Russian industry, led by subsidiaries such as , initiated deep modernizations of the D-18T in 2023 to address supply disruptions and sustain the An-124's viability. These upgrades involve reverse-engineering key parts for domestic production, enabling full Russian-sourced overhauls and aiming to double the effective fleet size by enhancing engine performance and integration with aircraft updates. Looking ahead, no new D-18T builds are anticipated from , with operations dependent on ongoing overhauls and Russian-led reproductions, the latter slated for serial output beginning in late 2027. This supports the remaining global An-124 fleet of approximately 26 active , alongside stored units, amid persistent sanctions and logistical challenges.

Incidents and safety issues

In March 2020, an Antonov An-124 operated by experienced an uncontained due to the rupture of a second-stage disk in the intermediate-pressure compressor of its Progress D-18T engine. This incident prompted the Administration to issue an airworthiness directive requiring a one-time eddy-current of the disk dovetails in all D-18T Series 3 engines within six months, with any detected cracks necessitating engine removal for repairs. Although the FAA and EASA did not issue independent mandates for the An-124 fleet, the directive aligned with international safety concerns for the engine type, emphasizing preventive maintenance on aging components. On November 13, 2020, another Volga-Dnepr An-124, registration RA-82042, suffered an uncontained failure of its No. 2 (inboard left) D-18T engine during takeoff from Novosibirsk-Tolmachevo Airport, , en route to , . Debris from the rupture punctured the , damaged the and pylons, and caused multiple failures including loss of electrical power, radio communications, and control on the affected side, leading to a upon . The crew safely evacuated with no injuries or fatalities, but the event resulted in the indefinite grounding of Volga-Dnepr's entire An-124 fleet and heightened global scrutiny of the engine's reliability in heavy-lift operations. Subsequent investigations by Ukrainian authorities and engine manufacturer attributed both failures to manufacturing defects in early-series compressor and fan disks, including potential material inconsistencies and dovetail slot anomalies that predisposed them to cracking under operational stresses. These incidents underscored risks associated with the aging An-124 fleet, many of which had accumulated over 30,000 flight hours, without any reported fatalities but prompting calls for accelerated fleet modernization. In response, enhanced non-destructive testing protocols, such as ultrasonic and eddy-current methods, were mandated for all D-18T engines during overhauls to detect subsurface defects early. Post-2022, Russian facilities under completed deep modernizations of the D-18T, incorporating domestically produced upgraded materials for critical disks to mitigate manufacturing vulnerabilities and extend service life. These measures have allowed limited resumption of An-124 operations while ongoing certifications ensure compliance with international safety standards.

Specifications

General characteristics

The Progress D-18T is a three-spool high-bypass engine designed for heavy , featuring a single-stage fan, multi-stage intermediate-pressure and high-pressure compressors, and an annular feeding into corresponding stages. Its physical dimensions include a length of 5.4 m, a width of 2.93 m, a height of 2.79 m, and a fan of 2.33 m, making it suitable for integration into large airframes while maintaining aerodynamic efficiency. The dry mass of the engine is 4,100 kg, contributing to a favorable that supports high-payload operations. In terms of performance, the D-18T delivers a takeoff thrust of 229 kN (51,500 lbf) under sea-level static conditions in (ISA). At maximum cruise conditions (11,000 m altitude, Mach 0.75, ISA), it provides 47.7 kN (10,700 lbf) of . The engine achieves an overall pressure ratio of 27.5:1 and operates with a inlet of approximately 1,600 K, enabling reliable power output for long-range flights with demanding loads.

Components

The Progress D-18T features a three-spool with distinct and sections optimized for high-bypass . The assembly consists of a single-stage low-pressure fan followed by seven-stage intermediate-pressure and seven-stage high-pressure axial , totaling 15 stages to achieve efficient air compression across the spools. Downstream of the compressors, the engine employs an annular combustor equipped with vaporizing fuel nozzles to ensure stable combustion and uniform temperature distribution. The turbine section includes a single-stage high-pressure turbine driving the high-pressure compressor, a single-stage intermediate-pressure turbine connected to the intermediate-pressure compressor, and a four-stage low-pressure turbine powering the fan. Key components utilize advanced materials for durability under operational stresses: the fan and compressor sections primarily employ , such as VT3-1 for disks, to balance strength and weight, while the turbines are constructed from heat-resistant nickel alloys to withstand high temperatures. Accessory systems are integrated via a gearbox-driven setup, including dedicated oil pumps for lubrication and fuel pumps for metering, designed to operate reliably at altitudes up to 30,000 feet.

Performance

The Progress D-18T features a high bypass ratio of 5.6:1, contributing to its operational efficiency as a three-spool turbofan engine designed for heavy-lift aircraft. This configuration enhances propulsive efficiency by directing a significant portion of airflow around the core, reducing fuel burn compared to lower-bypass predecessors. The series 3M variant incorporates improvements in fuel consumption and aerodynamic refinements in the fan and compressor stages. Specific fuel consumption for the D-18T is 0.345 kg/(kgf·h) (equivalent to approximately 9.8 g/(kN·s)) at takeoff under static sea-level conditions per ISA standards, reflecting efficient and management during high- operations. At maximum cruise power (Mach 0.75, 11,000 m altitude, ISA), it measures 0.546 kg/(kgf·h) (approximately 15.5 g/(kN·s)), balancing requirements with reduced fuel flow for long-range missions. These metrics underscore the engine's suitability for sustained heavy , with the upgrade further lowering cruise consumption relative to the baseline series. Baseline emissions for the pre-3M variant include NOx levels of 15.9 g/kN, which exceed modern CAEP/8 limits but meet historical regulatory thresholds for the engine's era; the series incorporates modifications to reduce NOx output. The engine's operational envelope supports flat-rated thrust up to ISA+15°C, ensuring consistent performance in hot-and-high conditions without . Its triple-spool enhances stability during variable load and altitude transitions.

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