It is known as ZMKB or Zaporozhye Progress Machine-Building Design Bureau and also sometimes as ZMDB.

-It is about the former office of Lotarev and A. Ivchenko. Today it is Aviadvigatel, Motor Sich in Ukraina and MNPP Salyut in Russia. It also collaborates with ZVL for the L-39 engines.

“Progress AI-20”

-The Progress AI-20 is a design that was originally developed as the NK-4 at the Kuznetsov Office.

-This office was known as the Ivchenko Design Office.

-The first AI-20 was produced in 1957. It was a single-shaft turboprop with 4,250 ESHP plus residual thrust.

“Progress DV-2”

“DV-2 schematic drawing”

-The DV-2, of only 22 kN was designed by Lotarev of which Progress is the successor. It is also built at ZVL in Slovakia.

-The version built by Klimov is the RD-35M. Other derivatives of DV-2 will reach 35 kN.

-The DV-2 is a low-by-pass, dual-shaft turbofan. The first engine was built in 1990. It delivers 4,852 lbf of thrust.

-The DV-22 is the AI-22, a two-shaft turbofan with 4,200 kgf of thrust.

-It is built by KAPO or at the Kazan Aircraft Production Association. The fan diameter is just over one meter.

“AI-22”

“AI-222-25”

-The AI-222 is smaller with a 635 mm diameter fan and 2,500 Kgf of thrust.

“Progress AI-24”

-The AI-24, was a turboprop from the A. Ivchenko office, and observing its architecture, it might have Kuznetsov roots.

-It delivers 2,250 ESHP plus thrust. From the year 1961.

-In general, the AI ​​denomination engines are Ivchenko and D, from Lotarev.

“AI-25A”

-The AI-25 engines are double-shaft turbofans with medium by-pass, and the first engine was manufactured in 1967.

-Its thrust is 3,307 lbf.

-The AI-25TL served as the basis for developing the DV-2, which was ordered by the Czech manufacturers to power their L-39 aircraft.

“Progress D18T”

-The D-18T is a Lotarev design. It is a large 51,800 nominal lbf turbofan with three shafts and high bypass.

-As already mentioned, Progress is the old Lotarev and the D-18T engine is an extrapolation of the D-36, of the order of 230 kN, intended for the AN-124 and AN-125.

-The first one was manufactured in 1982, and they are installed on the Antonov An-124 and An-225.

-The D18TM model goes on the An-218.

“D-27 propfan, schematic drawing”

-The D-27 propfan that has been installed on the An-70 has three shafts and two large contra-rotating multi-blade propellers.

-In fact it is an unducted fan because its power is measured in thrust (24,690 lbf) and not in horsepower if it were really considered a turboprop.

-The D-27s are double and contra-rotating prop-fans delivering 110 kN. They are designed from the D-236 and are mounted on the AN-70T military transport aircraft.

The -D-127 variant is a 14,350 SHP turboshaft.

“D-36”

-Something similar happens with the D-36 turbofan with a high by-pass ratio and three shafts giving 14,330 lbf of thrust.

It is from the year 1977 and designed by Lotarev.

-And the D-136, from 1982, which is a two-shaft turboshaft with its two turbines, plus the third power output turbine, at the rear.

“D-136”

-The 436 began production in 1987. It was a 16,630 lbf three-shaft turbofan derived from the D-36. It has been mounted on the Beriev 200.

“D-436K”

-The D-436T gives 16,535 lbf of thrust while the -T2 variant goes up to 18,078 lbf.

“Differences between D-436T and T2” (PiP)

-The D-436, with 74 kN has been installed on the AN-72, AN-74, Yak-42M or Tupolev Tu-334. Later the T1 and T2 versions came out.

-In the figure above we see differences in the fan and in the addition of booster blades at the compressor inlet. The rest of the improvements is more difficult to be seen.