Samara-Trud is the successor of Kuznetsov (see KKBM). The brand maintains the initials NK for its current engines.

-The Samara NK-25 is a turbofan with a thrust of 55,115 lbf. The NK-44 is much larger, for approximately 88,000 lbf.

-The Samara NK-86 is a twin-shaft turbofan, derived from the NK-8, with low by-pass, a front fan, and without afterburner. It gives 28,650 lbf of thrust.

“Samara NK-8-4”

“Samara NK-86”

-There is the NK-88 engine, which is a test engine to use special fuels such as liquid hydrogen or liquefied natural gas.

-It is a conversion of the Kuznetsov NK-8-2 and the NK-8, and of the NK-6 as well. The first NK-8 came out in 1961.

-The Samara NK-92 is a variant of the NK-93 destined for the IL-90.

“Samara NK-93”

-The NK-93 is a double contra-rotating prop-fan, in the 40,000 lbf category. The first came out in 1991.

-The fans are driven by a single shaft with a three-stage turbine. Two other shafts drive the HP and LP compressors.

“Samara NK-12”

-The NK-12 was designed by Kuznetsov (based on German engines) and the first engine was manufactured in 1952. It was derived from the Koubischev NK-16 being the most powerful turboprop engine at its time and for a long time more.

-It powered the Tu-96 with contra-rotating propellers. The original assignment of NK-12 was TV-12.

“Samara / Trud NK-144”

-The first NK-144 was built in 1971. It was intended for the Russian supersonic transport SST Tu-144, delivering 28,660 lbf of dry thrust and 44,090 lbf with afterburning.

-The NK-22 is a derivative of the NK-144 design with similar thrusts and is from the year 1968.

-The NK-321 has the same gas generator as the NK-32. It was designed in 1977, and it has been in production since 1986 and is intended for the “Blackjack” bomber.

“Samara NK-321”

-It gave approximately 31,000 lbf of dry thrust and 55,000 lbf with afterburning. It is a three-shaft, low by-pass turbofan that has a front fan and an afterburner with a variable nozzle.

-Lately we know of the manufacture of engines for ULM, RPV, UAV.

-They are small piston engines such as the P-020 with two horizontally-opposed cylinders giving 20 HP.

-The P-032 is built at the request of the Yakovlev Design Bureau for its new pilotless aircraft (year 1984), or for the Pchela, a pilotless reconnaissance aircraft.

-There have been several versions starting from the basic one: the P-032MR, with a fan to force cooling and a little more power, 38 HP. Later, the B-32, which was derived from it, would come out.

“Samara/Trud P-032, basic”

-Another version is the geared P-032-71, giving about 33 HP and is to be installed on the “Bekas” UAV aircraft.

-The P-033 engine is an improved version of the P-032, with 38 HP. It is also a 2-stroke engine with two horizontally-opposed, air-cooled cylinders.

-The P-065 has an unusual arrangement of two vertically positioned P-032 motors linked by a common gearbox.

-It was canceled due to problems in the aforementioned gearbox.

“Samara P-065”

-The P-039 was an engine with two horizontally-opposed cylinders for use in small helicopters. It gave 67 HP.

“Samara /Trud, P-039”

From Appendix 12: Samara builds aviation engines of all types. Lately it presents two models for ULM, and similar uses.

-The twin cylinders are two vertical in-line cylinders, with a reduction box. And the interesting Air-090, which are two twin previous engines (Air-045) joined by a reduction box and an output for two contra-rotating propellers.

“Samara, Air-045 and -090”

"Samara, Air-045 and Air-090 together"

-Another engine attributed to Samara is the II-020, a small two-cylinder 2-stroke boxer.

“Samara II-020”