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In the mid-1970s, the Soviet Union began the search for a high-speed interceptor to supplement and replace its MiG-25. The MiG-25 had two enormously powerful Tumansky R-15 turbojets, allowing Mach 3 speed at high altitudes, but the problem was their weak performance at low altitudes, not even sufficient to cross Mach 1 boundary. More acute problems stemmed from the tendency of the Foxbat's engines to break down at maximum throttle in high-speed situations. A new engine, this time a low-bypass turbofan, was needed to power the new interceptor. The Mikoyan-Gurevich (MiG) design bureau contracted OKB-19design bureau (now part of Aviadvigatel) to build such an engine, for the aircraft that would become known as the MiG-31.
The Soloviev design bureau came up with the D-30F6 turbofan. Capable of generating 9,500 kgf (20,900 lbf or 93 kN) dry thrust and 15,500 kgf (34,200 lbf or 152 kN) afterburning thrust, the engine gave MiG's new fighter a top speed exceeding 3,000 km/h (1,900 mph), and a maximum takeoff weight of 45,800 kg (101,000 lb). These powerful engines also allowed the large and complex fighter to attain supersonic speeds at low altitudes under 1,500 m (4,900 ft).
More powerful civilian versions of the D-30 were also developed with an increased bypass ratio: comparable to Pratt & Whitney's development of the JT8D-200 series, but with even an greater increase in thrust. This development process gave rise to the D-30K series, which power the Ilyushin Il-76 heavy cargo aircraft, Ilyushin Il-62M and Tupolev Tu-154M jet airliners. The Chinese Xi'an Y-20 prototype is powered by four D-30KP-2 engines.
Data from: Aircraft engines of the World 1970, Jane's all the World's Aircraft 1993-94