RU-19A-300

Anticipating the need to create a special engine for educational machines, Alexander Yakovlev turned to Sergey Tumansky with a request to make a small, light and reliable engine. In July 1957, the development of "product 29" under the leadership of chief designer Yuri Ivanovich Gusev was started at factory No. 300. The engine was presented for state bench tests in December 1960, which were completed in February 1961, and in 1962 the engine resource was brought up to 500 hours.

On July 31, 1958, a resolution of the USSR Council of Ministers No. 854-404 was issued on the development of the Yak-104 UTS with the RU19-300 engine, however, for political reasons, in 1959 a decision was made to stop work on the aircraft and the engine. Despite this, in 1960 two prototype Yak-30 aircraft were built. Also in 1960, a preliminary design of the Yak-30V VTOL aircraft was developed, on which it was planned to use two additional lifting engines RU19-300 installed vertically.

The engine was launched into mass production in 1962 at a new plant in Tyumen.

This engine was developed specifically for training aircraft, which determined its development. The calculations were carried out for a typical load cycle, with a large number of takeoffs and landings. Also, due to the imperfect condition of the runways in the training units, foreign objects were often caught in the air intakes. Therefore, the RU19-300 engine compressor was made of stainless steel grade EI-961.

On November 28, 1961, a proposal was received from Poland to organize the production of the Yak-30 aircraft and supply RU19-300 engines for it, which was rejected by the USSR Council of Ministers.

In 1963, Ilyushin Design Bureau proactively began designing the IL-70 short-haul airliner using four RU19M-300 engines with a thrust of 1100 kgf each, but the project was abandoned.

In 1971, the RU19P-300 modification was created for the Yak-32 P sports aircraft, in which the oil system was changed to increase the duration of the inverted flight.

Modifications

In the 60s, the An-24 sold to Egypt revealed a significant decrease in engine power at high air temperature, which sharply limited the load capacity. Suitable characteristics were found in the RU19-300 engine. The engine was modified: a generator was installed on it and increased take-off thrust. In 1970, the engine passed state bench tests and has since been mass-produced at the Tyumen Motor Plant .

As a result, RU-19A-300 was installed on the An-24 RV, An-26 , An-30 aircraft . To control the engine thrust (to shorten the take-off , accelerate climb and complete the flight if one of the main engines fails), a third throttle is installed in the cockpit on the middle console to the right of the main engine control levers (ORE).

Also licensed in China under the designation Baoding J16-G10A.

The engine has a closed oil system, equipped with an anti-icing device.

The engine provides:

• creating additional thrust during takeoff and climb to increase payload;
• ensuring flight safety in case of failure of the main AI-24VT engine;
• autonomous start of the main AI-24VT engines;
• electric power supply to the aircraft’s on-board network when the AI-24VT engines are idle;
• power supply of the aircraft onboard network in flight in case of STG-18TM generators failure.

Engine Specifications :

• Yuri Zasypkin, Lev Berne. The fate of the aircraft was decided by politicians. // Aviation and astronautics. 2003. No1. S. 6.

• The history of aircraft designs in the USSR 1951-1965. Ed. Yu.V. Zasypkin, K. Yu. Kosminkov. M.: Mechanical Engineering, 2000

• Yak-30 aircraft on the site "Sky Corner"
• RU19A-300 Operation and Maintenance Manual
• https://web.archive.org/web/20111105062408/http://www.an26.info/tech/ru19a300.htm

Photo RU-19A-300 mounted on the An-26