The ASh-62IR became a symbol of Soviet light aviation. This nine-cylinder piston engine with 1000 hp lifted the An-2 into the air for decades. The VK-1600S is being developed as a modern alternative for aircraft of the same class.
But can the new turboprop engine truly surpass the old engine in all parameters? "Pervyy Tekhnicheskiy" investigated everything.
Power and Mass
In terms of power, the VK-1600S's advantage looks convincing. The VK-1600 family claims a takeoff power of 1400 hp, with an emergency mode reaching 1750 hp. The ASh-62IR has 1000 hp.
However, directly comparing the dry mass of 210 kg for the helicopter VK-1600V with approximately 560 kg for the ASh-62IR is incorrect. These 210 kg do not include elements of the aircraft's propeller-engine unit – in particular, the propeller and some equipment. Therefore, the actual mass of the VK-1600S with a gearbox, propeller, exhaust system, and engine mount will be significantly higher.
Nevertheless, in terms of specific power, the modern turboprop should gain a significant advantage – we give it a point.
Fuel Consumption
Here, there is no unconditional victory for the new engine. The VK-1600V claims a specific fuel consumption of about 0.200 kg/hp·h, but this is a characteristic of the helicopter version, not the ready-made aircraft VK-1600S.
For the ASh-62IR, specific fuel consumption at cruising regimes is estimated at approximately 0.200–0.210 kg/hp·h, and at economic regime, it can be lower.
Therefore, it cannot be stated that the VK-1600S will simply burn less fuel per hour. Its most important advantage is different – kerosene is significantly more accessible than aviation gasoline, which is necessary for the ASh-62IR.
For regional aviation, this may be more important than the difference in absolute consumption – we call it a draw.
Reliability and Readiness
Here, the ASh-62IR currently has the advantage. Its design has been known for decades, extensive operational statistics have been accumulated, and there is a repair base and specialists.
The VK-1600S is at a completely different stage. The aircraft modification is being created in the 1100–1450 hp class, with a degree of unification with the helicopter VK-1600V expected to be around 60–65%. The engine still has to undergo a full cycle of tests and certification.
Therefore, comparing the new turboprop with an engine that has been in operation for decades is premature – the ASh-62IR confidently wins.