- Mikhail Valerievich, what is the contribution of CIAM to the formation and development of Soviet aviation? What place does CIAM occupy in the Russian aviation industry today?

- According to the chronology of the Institute's development, one can trace the entire history of aircraft engine building in the USSR and Russia. Almost all domestic aircraft engines were created with the participation of CIAM specialists, many of whom were headed by V.Ya. Klimov, A.A. Mikulin, A.M. Lulka and others. Even the term "engine generation" itself got its definition within our walls.

Today our main task is to provide the industry with scientific, technical and experimental support and to determine the prospects for the development of aircraft engine building. Let me explain: the development time for a new engine is 1.5-2 times longer than that for any other aircraft component. In order for Russia to have its own competitive aircraft engines in 10-15 years, we need to work on them now.

We forecast the shape of the engines of the future, taking into account the achievements of world science and technology. Together with industry design bureaus, we develop critical technologies for them and thereby form an advanced scientific and technical groundwork to minimize risks and costs at the stage of development work.

Advanced scientific and technical groundwork is created for the critical technologies on which these engines will be based, for their elements and assemblies. Including - through the use of innovative technologies that help to achieve targets for fuel efficiency, noise reduction and emission of harmful substances.

For this, CIAM conducts research in a number of areas of science. The developed technologies and solutions are investigated by the Institute on experimental samples, technology demonstrators. The results obtained are passed on to engine designers and used by them in serial products. We can say that our main products are interdisciplinary knowledge embodied in a serial high-tech product - aircraft engines.

We also provide scientific and technical support for engine development and testing during development, production and after-sales services.

To solve the problems of testing and experimental research, we use our Scientific Testing Center, we carry out a large number of special tests - the whole range of works necessary for the certification of engines used in domestic aviation. High-altitude tests on ground stands are indispensable when developing engines for any aircraft. Ground tests precede flight tests - the final stage of the engine development program.

We are also engaged in global issues: we participate in the development of a state strategy for the development of the aviation industry, we are responsible for the creation of a regulatory framework for aircraft engine building and control over performance in the field of R&D. In our area of ​​competence, we also participate in international projects in the field of civil aviation engine building.

- In what main directions does the Institute work today?

- Today, as always, applied work is carried out with an eye to the long term. CIAM participates in a number of projects of strategic importance for the national aviation. We are conducting research on the topic of propulsion engines and auxiliary power plants of promising 5+ and 6th generation aircraft.

So far, the priority for subsonic mainline and transport aircraft are traditional turbojet bypass engines (turbojet engines), but with higher parameters of the working process compared to the 5th generation.

For small aircraft, general aviation, helicopters and unmanned aerial vehicles, small-sized gas turbine engines of a traditional design and piston engines of various dimensions are considered.

We are actively exploring alternative engine concepts - hybrid engine; electrical power plant; engines of complex thermodynamic cycles; with "open rotor"; distributed power plant, also new engine schemes, including variable cycle, for promising supersonic business and passenger aircraft.

Among the main achievements of modern Russian aircraft engine building, in which CIAM took part, is the creation of a civilian engine of the 5th generation PD-14. Apart from PD-14, we are cooperating with the United Engine Corporation on a number of other programs. First of all, it is, of course, the PD-35 high-thrust civil aircraft engine. Another important area is the TV7-117 engine family. These are the TV7-117V helicopter turboshaft engine for the Mi-38 helicopter, and the TV7-117ST-01 aircraft engine.

Together with JSC "UZGA" we are developing the direction of motors for small aircraft and UAVs, recently CIAM completed the formation of a single standard size range of engines in the power range of 50-500 hp.

- CIAM was an active participant in the project of creating a civil engine of the fifth generation PD-14 for the MC-21 aircraft. Please tell us about the contribution of the Institute.

- The development of a scientific and technical groundwork for the future PD-14, a domestic turbojet engine with a high bypass ratio, began in 1999 at the initiative of the Director General of the Institute V.A. Skibin (this year we celebrated his anniversary - Vladimir Alekseevich would have turned 80). CIAM was appointed the lead contractor for the formation of the scientific and technical groundwork.

The scientific groundwork was necessary: ​​the engine was completely new, technologically different from previous generations. For all nodes and systems, the scientific and technical groundwork was actually created anew. Together with TsAGI, CIAM has developed a technical assignment for the formation of its appearance.

Our cooperation with JSC UEC-Aviadvigatel on the future PD-14 began in 2000. In 2002, a preliminary look was formed, and from 2004 state funding began. According to government contracts, CIAM created models of engine elements: wide-chord low-noise fans, a low-emission combustion chamber compartment, typical compressor and high-pressure turbine stages, model chevron nozzles, etc.

In 2009, the lead contractor for the creation of the engine became OJSC "UEC" (now - JSC "UEC"- United Engine Corporation) with the active participation of CIAM, VIAM (All-Union Institute of Aviation Materials), JSC "Aviadvigatel","UMPO","PMZ","Scientific and Production Center of Gas Turbine Engineering" Salyut" and others. In parallel, the Institute conducted fundamental and exploratory research in various fields.

In 2012, the developed scientific and technical groundwork was implemented when creating a demonstration engine under the PD-14 program in a record time for our country (3 years).

Terms of reference for CIAM and TsAGI for the formation of the appearance of a new generation turbojet engine (future PD-14) for aircraft, 1999

Within the framework of this project, research and development work was carried out on 16 critical technologies designed to ensure high parameters of PD-14: to reduce weight, achieve compliance with stringent environmental requirements, and ensure high reliability and operational manufacturability.

Certification tests have confirmed their successful implementation: for example, the engine complies with the ICAO standards in terms of emissions of harmful substances. This means that the design solutions of the combustion chamber were chosen correctly. The engine also meets ICAO acoustic and other performance requirements.

CIAM continued to participate in experimental development, to act as a co-executor in a number of areas. We have completed a large range of certification works, including examination and testing at our stands. In general, if we talk about tests, CIAM carried out a set of studies to assess the main parameters of the PD-14 engine, which confirmed its performance in high-altitude and speed conditions. Several design variants of turbines were tested at our stand. We tested the fan by throwing a large bird, carried out unique climatic tests in the conditions of “classic” icing and with ice chunks getting into the engine.

It should be noted that for the first time - before this in domestic practice - CIAM, together with FSUE VIAM and JSC UEC-Aviadvigatel, carried out a set of experimental works to form a data bank on the structural strength of promising alloys and composite materials. For comparison: during the certification of the Sam146 turbojet engine in 2010, there was not a single Russian material in its design due to the lack of their qualifications.

PD-14 is a highly innovative project that implements a number of new approaches and techniques to the development of aircraft engines. A large number of design and technological solutions have been applied that have become new for the domestic engine building as a whole. Today, the cooperation between CIAM and UEC on PD-14 continues. A lot of work is underway to validate the Russian certificate in EASA while simultaneously removing a number of operational restrictions.

- How are things going with the PD-35 program?

- CIAM continues to actively participate in this work. The PD-35 program is, first of all, the development of competencies in the new for Russia segment of civilian jet engines of high thrust - from 24 to 50 tons. It began with the fact that at the end of 2012 the leadership of CIAM spoke at the Expert Council on the federal target program for the development of civil aircraft with a proposal to open research work on substantiating and shaping the technical appearance of a high-thrust turbojet engine.

This R&D project was carried out by CIAM in 2014-2015. Its main result was a technical proposal for the engine, which was later named PD-35. As with PD-14, this document became the basis for JSC UEC - Aviadvigatel, which since 2016 has headed the project, starting with the development of 18 critical technologies necessary to ensure the competitiveness of the future engine.

- What's over the horizon? What are the key technologies behind the development of the near future of engine building?

- A revolution in the further development of traditional gas turbine engines should not be expected, they have already reached a sufficiently high level of perfection. However, there is still potential for optimization. It is possible through the use of new design solutions, materials and technologies - composites, high-temperature super-alloys, additive technologies, etc. This is something that can and is being done already at this stage.

In the near future, aviation technology is waiting for the introduction of fundamentally new, breakthrough concepts and technologies, for example, electricity. In the longer term, we will talk about the creation of high-speed air transport with supersonic and then hypersonic cruising speed. At the same time, the key benchmark for civil aircraft engines will be the achievement of higher efficiency, environmental friendliness and reliability.

- What work is being done by CIAM in the worldwide popular direction of hybrid and electric power plants?

- CIAM began to deal with this topic since 2008. To date, a large volume of our own calculations and practical research has been carried out, and the world development experience has been analyzed. We work closely with other organizations in this area.

CIAM is the main executor of three research projects on government contracts with the Ministry of Industry and Trade of Russia. According to the first of them, "Prospective HPP (HPP - hybrid power plants, ed.)", We evaluate the effectiveness of various schemes of hybrid and electric power plants. To do this, we research methods, develop mathematical models of different levels, create samples of technology demonstrators - an all-electric power plant for light manned aircraft (a two-seater Sigma-4 aircraft was chosen as a base for the experiment) in two versions. The first is entirely on batteries, the second is on batteries and hydrogen fuel cells.

Currently, our production has already created an electric motor with a power of 60 kW, designed to rotate an aircraft propeller, and other elements of the power plant. Such a power plant can be used on light aircraft and UAVs.

In parallel with these projects, a demonstrator of an auxiliary power plant with a capacity of 30-40 kW for aircraft based on a fuel cell is being created. This is an energy hub that can provide a long-distance aircraft with electricity both on the ground and in flight. Such a power plant is able to reduce harmful emissions (its actual exhaust is water vapour) and reduce their concentration in the airfield area. This direction is promising and relevant in connection with the stricter ICAO requirements for emissions in the airport area.

And the third demonstrator, in the implementation of which the USATU is closely involved, is an electric motor for the electric power plant of a light manned helicopter.

Flying laboratory for testing a demonstrator of a hybrid power plant based on the Yak-40 aircraft

The second R&D - "Electrolet SU-2020" - is more like R&D. Its goal is to create a demonstrator of HPP technologies and test it, including as part of an aircraft. To date, a demonstrator of the HPP with a 500 kW electric motor has already been developed and passed a number of bench tests. Now we are at the preparatory stage for its installation on the flying laboratory. A key feature of this work is the use of high-temperature superconductivity technologies. The project is being implemented in a broad cooperation of enterprises. For example, SibNIA is creating a flying laboratory on the basis of the Yak-40 aircraft.

We cooperate with the Ufa Aviation Technical University on traditional electric machines. ZAO SuperOx, which has exceptional competence in the field of high-temperature superconductors, is developing an electric motor commissioned by the Advanced Research Fund.

The third project - R&D “Flagman-2” - is being carried out by CIAM in cooperation with TsAGI, GosNIIAS, Research Center “Institute named after N.Ye. Zhukovsky”, MAI and LLC “FM-Lab” in the framework of international cooperation with European partners under the Horizon-2020 program (Eighth Framework Program of the European Union). These are projects IMOTHEP and FUTPRINT50, dedicated to conceptual studies of promising regional and short-medium-haul aircraft with hybrid propulsion systems.

More than 30 leading world research institutes and universities are involved in these projects. The main task of CIAM is to consider the possibility and evaluate the effectiveness of the application of high-temperature superconductivity technologies in electrical equipment for hybrid power plants.

- Lately there has been a lot of talk about the prospects of supersonic passenger aviation. CIAM is a part of the World-class Scientific Center "Supersonic". What is the Institute's role in creating the supersonic airliner of the future?

- In August 2019, CIAM entered the consortium of the World-class Scientific Center "Supersonic". The FSUE TsAGI was the initiator and coordinator of the World-class Scientific Center "Supersonic", the research of which is being carried out within the framework of the national project "Science" of the Ministry of Education and Science.

CIAM, the leading organization in the field of aircraft engine building, is faced with the task of solving the problems of ensuring high traction, economic, environmental characteristics, high resource and reliability of the engine of a supersonic passenger aircraft. This is not an easy task, since the engine of such a liner operates at maximum speed 70% of the flight time.

The Institute headed one of the five laboratories of the the World-class Scientific Center - Gas Dynamics and Power Plant. Fundamental issues include reducing engine noise, reducing emissions of harmful substances, improving work processes and strength characteristics. It is also necessary to work out the scientific tasks associated with certification.

CIAM will be engaged in the comprehensive development of new technical solutions in the nodes of the power plant, its automatic control systems, create and apply mathematical modelling techniques, including using digital twins technologies.

- What practical work is being done on engines for small aircraft?

- Naturally, there can be no small aircraft without its own engines for light aircraft. Unfortunately, in recent decades, serial aircraft piston engines have not been produced in our country. But relatively recently, there has been a tendency to improve the situation, and we hope that through joint efforts, Russian small aircraft will revive.

Engines at the joint stand of UZGA and CIAM at the Army-2020 forum

CIAM is conducting a number of research projects in this direction. According to R&D "Adaptation" on the basis of the most modern automobile engine of the "Cortege" project, produced in Russia - and this is extremely important - CIAM is developing an aircraft piston engine APD-500 with a capacity of 500 hp. It has already confirmed the operability and achievability of the target parameters during ground tests.

Next year we plan to carry out prototyping of the APD-500 and ground testing on board as part of the power plant of a light multipurpose aircraft. Based on the results of the research and development work "Adaptation", an engine can be created that will open the way for the development of a twin-engine 9-seater aircraft of local airlines.

Our other projects are the RPD-100T rotary piston engine for small aircraft and the RPD-150T, developed to replace foreign Rotax engines.

At the same time, we are working on creating a regulatory and technical base and establishing cooperation between Russian enterprises that could become serial manufacturers of parts and assemblies for piston aircraft engines, because in the 1990s – 2000s this market segment practically disappeared as such. I would like to note that CIAM is ready to provide them with scientific and technical support.

- Earlier you mentioned the development of a standard size range of motors. Can you tell us more about this? Is it designed for drones only, or can it be used in manned aircraft as well?

- Suitable for both unmanned and manned vehicles. We have formed a single standard-size range of domestic aircraft engines for use in power plants of aircraft for various purposes in the power range from 50 to 500 hp. It includes piston, rotary piston, electric and small gas turbine engines to be developed.

This line will fully cover the needs of domestic developers of unmanned and manned vehicles. This is in line with the state policy of import substitution and, in the future, will completely abandon foreign-made engines. It also opens up the possibility of remotorization of already operating equipment.

- And yet, CIAM itself does not develop engines, but is engaged in fundamental research and development of technologies. What does the scientific activity of your Institute give to the aviation industry?

- We can say that we provide guidance to designers in their work. CIAM provides scientific and technical support for the work of industrial enterprises of the aviation industry. This is research work and testing for the needs of the aircraft industry and related industries, the issuance of conclusions on the sufficiency of the activities or work carried out to proceed to the next stage, including certification.

In projects to create new aircraft, we work closely with the design bureau. In fact, we are writing manuals for designers. All research work begins with calculations, and ends with a demonstrator, on which the operability of the adopted technical solutions is checked.

500 kW high-temperature superconductor electric motor

The research results, on the one hand, remain in the form of the experience of our employees, on the other, they are published in scientific and technical reports, articles, collections. Based on this new knowledge, designers make technical decisions.

Design bureaus trust our experience, competencies and often handle orders for design, design and experimental studies, as well as for the components of the R&D, the results of which are then used. And, of course, we do not compete with them in the design of design documentation and clear regulation of the adopted technical solutions.

We also transfer knowledge through training. In 2018, a Training Center was created at CIAM. One of its directions is additional professional education, which is implemented as part of the advanced training of employees of defense industry organizations. Training is carried out in the field of computer modelling using the LOGOS software package (developed by FSUE RFNC-VNIIEF of the State Atomic Energy Corporation Rosatom).

As part of the development of digitalization of various industries, we have developed and are implementing a line of advanced training programs for modelling the processes of gas dynamics, thermal conductivity and strength in the LOGOS software package. It is designed for industrial 3D modelling of physical processes and solving engineering problems in the aviation industry, nuclear power, and rocket and space.

We train specialists from various aviation enterprises (UEC JSC, UAC PJSC, RPC Techmash JSC, Rostec State Corporation, KTRV JSC, Roscosmos State Corporation, etc.).

- How do you see your mission as CIAM General Director?

- I am an engineer by education, and it is important for me to find an application for the developed solution in a specific facility. An engineer is always aimed at making his technical idea tangible in hardware.

In fact, involvement in the creation of the most sophisticated science-intensive technical devices is very motivating. After all, our team today lays the scientific and engineering foundation for those aircraft that people will use in 2030-2050. And in this sense, my mission is to preserve the position of the Institute at the forefront of science and technology, the legacy of its predecessors, and the development of new knowledge so that CIAM continues to remain the main science for the industry, the Central one in the field of aircraft engine building.

Material prepared by Krylya Rodiny (Wings of the Motherland) magazine

Read also material about the history of the institute: 90 years of CIAM