超级军网2010年4月2号--CIAM老大聊发动机开发
来源：百度文库 编辑：超级军网 时间：2024/04/29 07:53:20
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Today is a very crucial period of time
Federal State Unitary Enterprise "Central Institute of Aviation Motors. Baranov (CIAM) - the country's only research organization conducting comprehensive research and development in the field of aircraft engine: from basic studies of physical processes to work together with EDO to develop, final design and certification of new engines. CIAM also provides scientific support of engines for reliability and failures. The Institute defines the appearance of engines, the direction of improving their sites, ensures the creation of design and technological basis for the elements and components of engines, including through the use of innovative materials and technological processes. The questions "Aviaport the eve of the exhibition" Engines-2010 "said CEO Vladimir CIAM Skibin.
- What is now the priority directions of development of domestic aircraft engine?
- Institute for their intended use is analyzing the development of world aircraft engine, tracking trends. We see what is happening today, what will happen in the near future, within five, ten, twenty years. This allows us to give reasonable proposals for the formation of state programs of development the industry. In general we can say that science manufacturers will not fail.
To make a success in creating a competitive engine, one must assume, to be able to design, materials, production technology and have to be able to provide efficient after-sales service.
Speaking about the component to "count", over the past years we have made quite a decent result and pleased we can say that Russia is now well consider blade machines. At the global level. Here, the contribution of the institute is very big, and that the exposition, which will be at the exhibition "Engines-2010", demonstrates this perfectly.
As part of constructing the main task today - to ensure high resources. There is a problem, but can be traced some dynamics to improve. As part of the material. For SaM146 engine does not have domestic materials, not because they do not, but because we have a serious drawback - there are very few studies on the structural strength. Create content, VIAM here works well, produced a passport to the material being a small number of studies of the passport. But to us, dvigatelistam that develop motor, this is not enough. We need to know the distribution of material properties. Requires a large number of tests in order to understand the spread of properties and to finally calculate the minimum margin. Depends on it and weight, and engine life. The main trouble with the materials - lack of a database on structural strength. Today should be deployed work to eliminate this shortcoming. But this is a very big job.
The biggest gap - in the field of manufacturing technologies. There are two reasons. First, it is the most finansovoemkoe event, and secondly - need more time to mastering. Over the last decade abroad there was a revolution in technology. Rapid development of technology in the manufacture of engine components - just fantastic. In this part we are very behind. Now we were supported by the Ministry - an agenda for critical technologies, which is realized. We must be able and hollow blades do need to learn friction welding, a lot of other processes, and work is underway. However, it should do it before, at least ten years ago.
- A Western technology companies do not share with us?
- Technology, as a rule, are not sold. Equipment can be purchased, and technology - no.
At such large exhibitions in Le Bourget, in Farnborough, we see: the increasingly small number of companies involved in certain industrial processes. They bring their technology to perfection, reduce production costs. And the creators of the finish product, integrators, including dvigatelestroiteli, on a competitive basis, taking what they need. The principle of outsourcing, the principle of the creation of specialized enterprises. Only this will reduce the time to catch up in technology. In another way this problem is not solved.
It is quite wrong approach, when one company takes over the entire cycle of creation and production, but now in Russia it is not possible - no company today alone will not make a promising drive. Only in co-operation. This we have already discussed many times, it is well understood.
And in the development of technologies like no need to create a relatively small specialized companies. This needs to be addressed. Seriously, stubbornly, persistently.
- What are the main, in your opinion, the events took place in the institute over the past two years, so to speak from the exhibition to exhibition?
- Scope of the Institute, the challenges faced by the CIAM, defines the tasks of industry. In the aviation industry, including a dvigatelistov, today a very important period of time. It is well known in the country that grows the volume of passengers and cargo to foreign aviation equipment on foreign engines. Therefore, and a very serious time of our actions will determine whether Russia will air power. If we can organize the work so as to eliminate the backlog, which was formed in the past two decades, we still can have their say in aviation. No - go on the road to raw materials.
On the one hand, it is difficult to disagree with the operators of civil aircraft, which say that in order to profit, reliability and security they are forced to operate the aircraft of foreign manufacture. But it is the interests of operators, particularly in parts of its own profits, and such a position leaves no chance for the domestic aircraft industry, shipbuilding, automobile, and lead to the fact that we only have to trade commodities. But there are also the interests of the state. Aviation industry, Aviation Engine - is the locomotive, which "pulls", encourages the development of more than 30, according to our estimates, trends in science and technology. And the state should be responsible for the technological level of industries that provide economic and defense security of the country.
The objectives of the Institute today - to develop science and create technological advance, which would allow to create long-term competitive engines in the civil aviation, military aviation in the helicopter and in shipbuilding. At least these four areas should form the basis for further development of the industry.
The feature of this period is that the institution is not enough to produce paper products - calculations and reports. All work must be completed with the experimental evidence on the demonstrators. Demonstrators elements, engine components, which would enable EDB to continue to use these elements have already spent to build new engines. We are very hard to encourage this, the institute such a culture already exists. Of course, now need a comprehensive approach to research: only recently we have existed a situation where aerodynamicist did a wonderful site, and then intervened prochnist and all "broke". Today, from the outset to work on a particular node together specialists in almost all directions.
CIAM has formed an extensive thematic plan. Now we are taking stock of the institute last year. To avoid the allegation, we report these results throughout the community, inviting to our scientific and technical advice and representatives of the integrated structures, and representatives of the bureau, and representatives of mass-produced plants. We reported the results and look forward to criticism, we are expecting the comments to properly establish and adjust the program next year.
Discussion of the institute with the industry - this is an extremely important part of the organization of the Institute, because the institution is not needed if there is no industry. If not developed engines, why do we need the?
I have not heard from respected people in Europe and in America, in Russia set up correctly, a good system - leading research institutes. Institutions that develop and accumulate knowledge, engaged in the regulatory framework, provide objective opinion. Today, we sometimes get a conclusion of money, but we have no right to present something fairly. Thus, we will cut even bitches, we will cut the roots. And today no one can say that CIAM subjectively assessed a particular situation, gave unwarranted conclusion.
- What are the work of the institution last year were the highest priority?
- Naturally, the most important in the past year has been the active participation of CIAM in conjunction with "MC" RBC "and aircraft engines in the priority projects to build engines for the MS-21 and the PAK FA (including some research on these engines).
Together with industry in the past year CIAM spent a comprehensive study to ensure technological readiness for the development of advanced engines for civil and military aviation, with respect to turbojet aircraft for the MS-21 Institute, first appeared on the stage of experimental testing of full-scale units. These units in 2009 became the ring low emission combustor and one stage vysokoperepadnaya high-pressure turbine, which confirmed the high efficiency claimed On models have been worked out new technical solutions for components and assemblies such as engines, PD-14 - shirokohordny low noise fan nadrotornym device ease the fan blades made of polymer composite materials, the front unit of a new type of combustion chambers, turbine blades of a large resource with high efficiency, chevron nozzle , reversing device, the active-reactive CLP etc.
Creating advanced engines must be conducted by the current methodology used and tested their lives not only here but also in Western companies, and a departure from this methodology leads to very serious costs. And the financial and temporal. It is an axiom, it is not necessary to prove. The essence of this methodology: you have no right to engage in CSR, there is no technological advance, there is no one body of knowledge that is necessary for the ROC. That is why in the world today are about a dozen research programs in the field of engines, produced the results that are then used when creating a new engine.
Much attention CIAM in the past year has given the scientific and technical support of certification works on the PS-90A2 and SaM146. In these works the first time in our country was in a full range of engine tests in icing conditions throughout the required range of operating modes and flight conditions in support of certification of engines to the latest airworthiness requirements.
One of the most important works of last year has been testing the engine of Saturn in TBK CIAM. The results of these tests largely allowed to give permission to perform the first flights of a prototype fighter 5-th generation.
CIAM has been working on creating propulsion for the UAV. Last year, for example, was established and certified mobile-rotor test stand for aircraft piston engines up to 200 hp, conducted high-altitude climatic tests powerplant with a propeller for the UAV "bee".
Also continued research into "breakthrough" engines of new schemes for future civil aircraft level of excellence in 2025 ... 2030., Including distributed power systems with remote gas generators, engines with complex thermodynamic cycle, birotativnym fan of composite materials, TVVD with gearless drive propeller , engines with variable working process, "dry" non-metallic engines.
A set of theoretical and experimental research aimed at creating "an electric" engine. Together with aggregate enterprise established demonstration samples of electrical automatic control systems and lubrication systems. These systems are tested on an engine-demonstrator.
Last year, CIAM has worked to define the technical configuration of key components and systems perspective helicopter TBG power class 3000-4000 hp, defined the main directions of the development of scientific and technical reserve for miniature engines.
Of course, was the development of relevant regulatory and technical documentation. A draft Regulation on methodology for gas turbine engines civilian use, the Manual on the order of creation and model testing techniques for collection of promising aircraft engines other NTD.
In addition to working on advanced engines, CIAM in 2009, provides scientific and technical support of developed RD-33MK, AL-31FM2, AI-222-25-AL-55, TA14-031. Also conducted a set of works in the security of mass-produced engines and improve their performance through inter-agency commissions on engines SaM146, PS-90A/A2 and main engines of military aircraft.=========================
Today is a very crucial period of time
Federal State Unitary Enterprise "Central Institute of Aviation Motors. Baranov (CIAM) - the country's only research organization conducting comprehensive research and development in the field of aircraft engine: from basic studies of physical processes to work together with EDO to develop, final design and certification of new engines. CIAM also provides scientific support of engines for reliability and failures. The Institute defines the appearance of engines, the direction of improving their sites, ensures the creation of design and technological basis for the elements and components of engines, including through the use of innovative materials and technological processes. The questions "Aviaport the eve of the exhibition" Engines-2010 "said CEO Vladimir CIAM Skibin.
- What is now the priority directions of development of domestic aircraft engine?
- Institute for their intended use is analyzing the development of world aircraft engine, tracking trends. We see what is happening today, what will happen in the near future, within five, ten, twenty years. This allows us to give reasonable proposals for the formation of state programs of development the industry. In general we can say that science manufacturers will not fail.
To make a success in creating a competitive engine, one must assume, to be able to design, materials, production technology and have to be able to provide efficient after-sales service.
Speaking about the component to "count", over the past years we have made quite a decent result and pleased we can say that Russia is now well consider blade machines. At the global level. Here, the contribution of the institute is very big, and that the exposition, which will be at the exhibition "Engines-2010", demonstrates this perfectly.
As part of constructing the main task today - to ensure high resources. There is a problem, but can be traced some dynamics to improve. As part of the material. For SaM146 engine does not have domestic materials, not because they do not, but because we have a serious drawback - there are very few studies on the structural strength. Create content, VIAM here works well, produced a passport to the material being a small number of studies of the passport. But to us, dvigatelistam that develop motor, this is not enough. We need to know the distribution of material properties. Requires a large number of tests in order to understand the spread of properties and to finally calculate the minimum margin. Depends on it and weight, and engine life. The main trouble with the materials - lack of a database on structural strength. Today should be deployed work to eliminate this shortcoming. But this is a very big job.
The biggest gap - in the field of manufacturing technologies. There are two reasons. First, it is the most finansovoemkoe event, and secondly - need more time to mastering. Over the last decade abroad there was a revolution in technology. Rapid development of technology in the manufacture of engine components - just fantastic. In this part we are very behind. Now we were supported by the Ministry - an agenda for critical technologies, which is realized. We must be able and hollow blades do need to learn friction welding, a lot of other processes, and work is underway. However, it should do it before, at least ten years ago.
- A Western technology companies do not share with us?
- Technology, as a rule, are not sold. Equipment can be purchased, and technology - no.
At such large exhibitions in Le Bourget, in Farnborough, we see: the increasingly small number of companies involved in certain industrial processes. They bring their technology to perfection, reduce production costs. And the creators of the finish product, integrators, including dvigatelestroiteli, on a competitive basis, taking what they need. The principle of outsourcing, the principle of the creation of specialized enterprises. Only this will reduce the time to catch up in technology. In another way this problem is not solved.
It is quite wrong approach, when one company takes over the entire cycle of creation and production, but now in Russia it is not possible - no company today alone will not make a promising drive. Only in co-operation. This we have already discussed many times, it is well understood.
And in the development of technologies like no need to create a relatively small specialized companies. This needs to be addressed. Seriously, stubbornly, persistently.
- What are the main, in your opinion, the events took place in the institute over the past two years, so to speak from the exhibition to exhibition?
- Scope of the Institute, the challenges faced by the CIAM, defines the tasks of industry. In the aviation industry, including a dvigatelistov, today a very important period of time. It is well known in the country that grows the volume of passengers and cargo to foreign aviation equipment on foreign engines. Therefore, and a very serious time of our actions will determine whether Russia will air power. If we can organize the work so as to eliminate the backlog, which was formed in the past two decades, we still can have their say in aviation. No - go on the road to raw materials.
On the one hand, it is difficult to disagree with the operators of civil aircraft, which say that in order to profit, reliability and security they are forced to operate the aircraft of foreign manufacture. But it is the interests of operators, particularly in parts of its own profits, and such a position leaves no chance for the domestic aircraft industry, shipbuilding, automobile, and lead to the fact that we only have to trade commodities. But there are also the interests of the state. Aviation industry, Aviation Engine - is the locomotive, which "pulls", encourages the development of more than 30, according to our estimates, trends in science and technology. And the state should be responsible for the technological level of industries that provide economic and defense security of the country.
The objectives of the Institute today - to develop science and create technological advance, which would allow to create long-term competitive engines in the civil aviation, military aviation in the helicopter and in shipbuilding. At least these four areas should form the basis for further development of the industry.
The feature of this period is that the institution is not enough to produce paper products - calculations and reports. All work must be completed with the experimental evidence on the demonstrators. Demonstrators elements, engine components, which would enable EDB to continue to use these elements have already spent to build new engines. We are very hard to encourage this, the institute such a culture already exists. Of course, now need a comprehensive approach to research: only recently we have existed a situation where aerodynamicist did a wonderful site, and then intervened prochnist and all "broke". Today, from the outset to work on a particular node together specialists in almost all directions.
CIAM has formed an extensive thematic plan. Now we are taking stock of the institute last year. To avoid the allegation, we report these results throughout the community, inviting to our scientific and technical advice and representatives of the integrated structures, and representatives of the bureau, and representatives of mass-produced plants. We reported the results and look forward to criticism, we are expecting the comments to properly establish and adjust the program next year.
Discussion of the institute with the industry - this is an extremely important part of the organization of the Institute, because the institution is not needed if there is no industry. If not developed engines, why do we need the?
I have not heard from respected people in Europe and in America, in Russia set up correctly, a good system - leading research institutes. Institutions that develop and accumulate knowledge, engaged in the regulatory framework, provide objective opinion. Today, we sometimes get a conclusion of money, but we have no right to present something fairly. Thus, we will cut even bitches, we will cut the roots. And today no one can say that CIAM subjectively assessed a particular situation, gave unwarranted conclusion.
- What are the work of the institution last year were the highest priority?
- Naturally, the most important in the past year has been the active participation of CIAM in conjunction with "MC" RBC "and aircraft engines in the priority projects to build engines for the MS-21 and the PAK FA (including some research on these engines).
Together with industry in the past year CIAM spent a comprehensive study to ensure technological readiness for the development of advanced engines for civil and military aviation, with respect to turbojet aircraft for the MS-21 Institute, first appeared on the stage of experimental testing of full-scale units. These units in 2009 became the ring low emission combustor and one stage vysokoperepadnaya high-pressure turbine, which confirmed the high efficiency claimed On models have been worked out new technical solutions for components and assemblies such as engines, PD-14 - shirokohordny low noise fan nadrotornym device ease the fan blades made of polymer composite materials, the front unit of a new type of combustion chambers, turbine blades of a large resource with high efficiency, chevron nozzle , reversing device, the active-reactive CLP etc.
Creating advanced engines must be conducted by the current methodology used and tested their lives not only here but also in Western companies, and a departure from this methodology leads to very serious costs. And the financial and temporal. It is an axiom, it is not necessary to prove. The essence of this methodology: you have no right to engage in CSR, there is no technological advance, there is no one body of knowledge that is necessary for the ROC. That is why in the world today are about a dozen research programs in the field of engines, produced the results that are then used when creating a new engine.
Much attention CIAM in the past year has given the scientific and technical support of certification works on the PS-90A2 and SaM146. In these works the first time in our country was in a full range of engine tests in icing conditions throughout the required range of operating modes and flight conditions in support of certification of engines to the latest airworthiness requirements.
One of the most important works of last year has been testing the engine of Saturn in TBK CIAM. The results of these tests largely allowed to give permission to perform the first flights of a prototype fighter 5-th generation.
CIAM has been working on creating propulsion for the UAV. Last year, for example, was established and certified mobile-rotor test stand for aircraft piston engines up to 200 hp, conducted high-altitude climatic tests powerplant with a propeller for the UAV "bee".
Also continued research into "breakthrough" engines of new schemes for future civil aircraft level of excellence in 2025 ... 2030., Including distributed power systems with remote gas generators, engines with complex thermodynamic cycle, birotativnym fan of composite materials, TVVD with gearless drive propeller , engines with variable working process, "dry" non-metallic engines.
A set of theoretical and experimental research aimed at creating "an electric" engine. Together with aggregate enterprise established demonstration samples of electrical automatic control systems and lubrication systems. These systems are tested on an engine-demonstrator.
Last year, CIAM has worked to define the technical configuration of key components and systems perspective helicopter TBG power class 3000-4000 hp, defined the main directions of the development of scientific and technical reserve for miniature engines.
Of course, was the development of relevant regulatory and technical documentation. A draft Regulation on methodology for gas turbine engines civilian use, the Manual on the order of creation and model testing techniques for collection of promising aircraft engines other NTD.
In addition to working on advanced engines, CIAM in 2009, provides scientific and technical support of developed RD-33MK, AL-31FM2, AI-222-25-AL-55, TA14-031. Also conducted a set of works in the security of mass-produced engines and improve their performance through inter-agency commissions on engines SaM146, PS-90A/A2 and main engines of military aircraft.
Today is a very crucial period of time
Federal State Unitary Enterprise "Central Institute of Aviation Motors. Baranov (CIAM) - the country's only research organization conducting comprehensive research and development in the field of aircraft engine: from basic studies of physical processes to work together with EDO to develop, final design and certification of new engines. CIAM also provides scientific support of engines for reliability and failures. The Institute defines the appearance of engines, the direction of improving their sites, ensures the creation of design and technological basis for the elements and components of engines, including through the use of innovative materials and technological processes. The questions "Aviaport the eve of the exhibition" Engines-2010 "said CEO Vladimir CIAM Skibin.
- What is now the priority directions of development of domestic aircraft engine?
- Institute for their intended use is analyzing the development of world aircraft engine, tracking trends. We see what is happening today, what will happen in the near future, within five, ten, twenty years. This allows us to give reasonable proposals for the formation of state programs of development the industry. In general we can say that science manufacturers will not fail.
To make a success in creating a competitive engine, one must assume, to be able to design, materials, production technology and have to be able to provide efficient after-sales service.
Speaking about the component to "count", over the past years we have made quite a decent result and pleased we can say that Russia is now well consider blade machines. At the global level. Here, the contribution of the institute is very big, and that the exposition, which will be at the exhibition "Engines-2010", demonstrates this perfectly.
As part of constructing the main task today - to ensure high resources. There is a problem, but can be traced some dynamics to improve. As part of the material. For SaM146 engine does not have domestic materials, not because they do not, but because we have a serious drawback - there are very few studies on the structural strength. Create content, VIAM here works well, produced a passport to the material being a small number of studies of the passport. But to us, dvigatelistam that develop motor, this is not enough. We need to know the distribution of material properties. Requires a large number of tests in order to understand the spread of properties and to finally calculate the minimum margin. Depends on it and weight, and engine life. The main trouble with the materials - lack of a database on structural strength. Today should be deployed work to eliminate this shortcoming. But this is a very big job.
The biggest gap - in the field of manufacturing technologies. There are two reasons. First, it is the most finansovoemkoe event, and secondly - need more time to mastering. Over the last decade abroad there was a revolution in technology. Rapid development of technology in the manufacture of engine components - just fantastic. In this part we are very behind. Now we were supported by the Ministry - an agenda for critical technologies, which is realized. We must be able and hollow blades do need to learn friction welding, a lot of other processes, and work is underway. However, it should do it before, at least ten years ago.
- A Western technology companies do not share with us?
- Technology, as a rule, are not sold. Equipment can be purchased, and technology - no.
At such large exhibitions in Le Bourget, in Farnborough, we see: the increasingly small number of companies involved in certain industrial processes. They bring their technology to perfection, reduce production costs. And the creators of the finish product, integrators, including dvigatelestroiteli, on a competitive basis, taking what they need. The principle of outsourcing, the principle of the creation of specialized enterprises. Only this will reduce the time to catch up in technology. In another way this problem is not solved.
It is quite wrong approach, when one company takes over the entire cycle of creation and production, but now in Russia it is not possible - no company today alone will not make a promising drive. Only in co-operation. This we have already discussed many times, it is well understood.
And in the development of technologies like no need to create a relatively small specialized companies. This needs to be addressed. Seriously, stubbornly, persistently.
- What are the main, in your opinion, the events took place in the institute over the past two years, so to speak from the exhibition to exhibition?
- Scope of the Institute, the challenges faced by the CIAM, defines the tasks of industry. In the aviation industry, including a dvigatelistov, today a very important period of time. It is well known in the country that grows the volume of passengers and cargo to foreign aviation equipment on foreign engines. Therefore, and a very serious time of our actions will determine whether Russia will air power. If we can organize the work so as to eliminate the backlog, which was formed in the past two decades, we still can have their say in aviation. No - go on the road to raw materials.
On the one hand, it is difficult to disagree with the operators of civil aircraft, which say that in order to profit, reliability and security they are forced to operate the aircraft of foreign manufacture. But it is the interests of operators, particularly in parts of its own profits, and such a position leaves no chance for the domestic aircraft industry, shipbuilding, automobile, and lead to the fact that we only have to trade commodities. But there are also the interests of the state. Aviation industry, Aviation Engine - is the locomotive, which "pulls", encourages the development of more than 30, according to our estimates, trends in science and technology. And the state should be responsible for the technological level of industries that provide economic and defense security of the country.
The objectives of the Institute today - to develop science and create technological advance, which would allow to create long-term competitive engines in the civil aviation, military aviation in the helicopter and in shipbuilding. At least these four areas should form the basis for further development of the industry.
The feature of this period is that the institution is not enough to produce paper products - calculations and reports. All work must be completed with the experimental evidence on the demonstrators. Demonstrators elements, engine components, which would enable EDB to continue to use these elements have already spent to build new engines. We are very hard to encourage this, the institute such a culture already exists. Of course, now need a comprehensive approach to research: only recently we have existed a situation where aerodynamicist did a wonderful site, and then intervened prochnist and all "broke". Today, from the outset to work on a particular node together specialists in almost all directions.
CIAM has formed an extensive thematic plan. Now we are taking stock of the institute last year. To avoid the allegation, we report these results throughout the community, inviting to our scientific and technical advice and representatives of the integrated structures, and representatives of the bureau, and representatives of mass-produced plants. We reported the results and look forward to criticism, we are expecting the comments to properly establish and adjust the program next year.
Discussion of the institute with the industry - this is an extremely important part of the organization of the Institute, because the institution is not needed if there is no industry. If not developed engines, why do we need the?
I have not heard from respected people in Europe and in America, in Russia set up correctly, a good system - leading research institutes. Institutions that develop and accumulate knowledge, engaged in the regulatory framework, provide objective opinion. Today, we sometimes get a conclusion of money, but we have no right to present something fairly. Thus, we will cut even bitches, we will cut the roots. And today no one can say that CIAM subjectively assessed a particular situation, gave unwarranted conclusion.
- What are the work of the institution last year were the highest priority?
- Naturally, the most important in the past year has been the active participation of CIAM in conjunction with "MC" RBC "and aircraft engines in the priority projects to build engines for the MS-21 and the PAK FA (including some research on these engines).
Together with industry in the past year CIAM spent a comprehensive study to ensure technological readiness for the development of advanced engines for civil and military aviation, with respect to turbojet aircraft for the MS-21 Institute, first appeared on the stage of experimental testing of full-scale units. These units in 2009 became the ring low emission combustor and one stage vysokoperepadnaya high-pressure turbine, which confirmed the high efficiency claimed On models have been worked out new technical solutions for components and assemblies such as engines, PD-14 - shirokohordny low noise fan nadrotornym device ease the fan blades made of polymer composite materials, the front unit of a new type of combustion chambers, turbine blades of a large resource with high efficiency, chevron nozzle , reversing device, the active-reactive CLP etc.
Creating advanced engines must be conducted by the current methodology used and tested their lives not only here but also in Western companies, and a departure from this methodology leads to very serious costs. And the financial and temporal. It is an axiom, it is not necessary to prove. The essence of this methodology: you have no right to engage in CSR, there is no technological advance, there is no one body of knowledge that is necessary for the ROC. That is why in the world today are about a dozen research programs in the field of engines, produced the results that are then used when creating a new engine.
Much attention CIAM in the past year has given the scientific and technical support of certification works on the PS-90A2 and SaM146. In these works the first time in our country was in a full range of engine tests in icing conditions throughout the required range of operating modes and flight conditions in support of certification of engines to the latest airworthiness requirements.
One of the most important works of last year has been testing the engine of Saturn in TBK CIAM. The results of these tests largely allowed to give permission to perform the first flights of a prototype fighter 5-th generation.
CIAM has been working on creating propulsion for the UAV. Last year, for example, was established and certified mobile-rotor test stand for aircraft piston engines up to 200 hp, conducted high-altitude climatic tests powerplant with a propeller for the UAV "bee".
Also continued research into "breakthrough" engines of new schemes for future civil aircraft level of excellence in 2025 ... 2030., Including distributed power systems with remote gas generators, engines with complex thermodynamic cycle, birotativnym fan of composite materials, TVVD with gearless drive propeller , engines with variable working process, "dry" non-metallic engines.
A set of theoretical and experimental research aimed at creating "an electric" engine. Together with aggregate enterprise established demonstration samples of electrical automatic control systems and lubrication systems. These systems are tested on an engine-demonstrator.
Last year, CIAM has worked to define the technical configuration of key components and systems perspective helicopter TBG power class 3000-4000 hp, defined the main directions of the development of scientific and technical reserve for miniature engines.
Of course, was the development of relevant regulatory and technical documentation. A draft Regulation on methodology for gas turbine engines civilian use, the Manual on the order of creation and model testing techniques for collection of promising aircraft engines other NTD.
In addition to working on advanced engines, CIAM in 2009, provides scientific and technical support of developed RD-33MK, AL-31FM2, AI-222-25-AL-55, TA14-031. Also conducted a set of works in the security of mass-produced engines and improve their performance through inter-agency commissions on engines SaM146, PS-90A/A2 and main engines of military aircraft.=========================
Today is a very crucial period of time
Federal State Unitary Enterprise "Central Institute of Aviation Motors. Baranov (CIAM) - the country's only research organization conducting comprehensive research and development in the field of aircraft engine: from basic studies of physical processes to work together with EDO to develop, final design and certification of new engines. CIAM also provides scientific support of engines for reliability and failures. The Institute defines the appearance of engines, the direction of improving their sites, ensures the creation of design and technological basis for the elements and components of engines, including through the use of innovative materials and technological processes. The questions "Aviaport the eve of the exhibition" Engines-2010 "said CEO Vladimir CIAM Skibin.
- What is now the priority directions of development of domestic aircraft engine?
- Institute for their intended use is analyzing the development of world aircraft engine, tracking trends. We see what is happening today, what will happen in the near future, within five, ten, twenty years. This allows us to give reasonable proposals for the formation of state programs of development the industry. In general we can say that science manufacturers will not fail.
To make a success in creating a competitive engine, one must assume, to be able to design, materials, production technology and have to be able to provide efficient after-sales service.
Speaking about the component to "count", over the past years we have made quite a decent result and pleased we can say that Russia is now well consider blade machines. At the global level. Here, the contribution of the institute is very big, and that the exposition, which will be at the exhibition "Engines-2010", demonstrates this perfectly.
As part of constructing the main task today - to ensure high resources. There is a problem, but can be traced some dynamics to improve. As part of the material. For SaM146 engine does not have domestic materials, not because they do not, but because we have a serious drawback - there are very few studies on the structural strength. Create content, VIAM here works well, produced a passport to the material being a small number of studies of the passport. But to us, dvigatelistam that develop motor, this is not enough. We need to know the distribution of material properties. Requires a large number of tests in order to understand the spread of properties and to finally calculate the minimum margin. Depends on it and weight, and engine life. The main trouble with the materials - lack of a database on structural strength. Today should be deployed work to eliminate this shortcoming. But this is a very big job.
The biggest gap - in the field of manufacturing technologies. There are two reasons. First, it is the most finansovoemkoe event, and secondly - need more time to mastering. Over the last decade abroad there was a revolution in technology. Rapid development of technology in the manufacture of engine components - just fantastic. In this part we are very behind. Now we were supported by the Ministry - an agenda for critical technologies, which is realized. We must be able and hollow blades do need to learn friction welding, a lot of other processes, and work is underway. However, it should do it before, at least ten years ago.
- A Western technology companies do not share with us?
- Technology, as a rule, are not sold. Equipment can be purchased, and technology - no.
At such large exhibitions in Le Bourget, in Farnborough, we see: the increasingly small number of companies involved in certain industrial processes. They bring their technology to perfection, reduce production costs. And the creators of the finish product, integrators, including dvigatelestroiteli, on a competitive basis, taking what they need. The principle of outsourcing, the principle of the creation of specialized enterprises. Only this will reduce the time to catch up in technology. In another way this problem is not solved.
It is quite wrong approach, when one company takes over the entire cycle of creation and production, but now in Russia it is not possible - no company today alone will not make a promising drive. Only in co-operation. This we have already discussed many times, it is well understood.
And in the development of technologies like no need to create a relatively small specialized companies. This needs to be addressed. Seriously, stubbornly, persistently.
- What are the main, in your opinion, the events took place in the institute over the past two years, so to speak from the exhibition to exhibition?
- Scope of the Institute, the challenges faced by the CIAM, defines the tasks of industry. In the aviation industry, including a dvigatelistov, today a very important period of time. It is well known in the country that grows the volume of passengers and cargo to foreign aviation equipment on foreign engines. Therefore, and a very serious time of our actions will determine whether Russia will air power. If we can organize the work so as to eliminate the backlog, which was formed in the past two decades, we still can have their say in aviation. No - go on the road to raw materials.
On the one hand, it is difficult to disagree with the operators of civil aircraft, which say that in order to profit, reliability and security they are forced to operate the aircraft of foreign manufacture. But it is the interests of operators, particularly in parts of its own profits, and such a position leaves no chance for the domestic aircraft industry, shipbuilding, automobile, and lead to the fact that we only have to trade commodities. But there are also the interests of the state. Aviation industry, Aviation Engine - is the locomotive, which "pulls", encourages the development of more than 30, according to our estimates, trends in science and technology. And the state should be responsible for the technological level of industries that provide economic and defense security of the country.
The objectives of the Institute today - to develop science and create technological advance, which would allow to create long-term competitive engines in the civil aviation, military aviation in the helicopter and in shipbuilding. At least these four areas should form the basis for further development of the industry.
The feature of this period is that the institution is not enough to produce paper products - calculations and reports. All work must be completed with the experimental evidence on the demonstrators. Demonstrators elements, engine components, which would enable EDB to continue to use these elements have already spent to build new engines. We are very hard to encourage this, the institute such a culture already exists. Of course, now need a comprehensive approach to research: only recently we have existed a situation where aerodynamicist did a wonderful site, and then intervened prochnist and all "broke". Today, from the outset to work on a particular node together specialists in almost all directions.
CIAM has formed an extensive thematic plan. Now we are taking stock of the institute last year. To avoid the allegation, we report these results throughout the community, inviting to our scientific and technical advice and representatives of the integrated structures, and representatives of the bureau, and representatives of mass-produced plants. We reported the results and look forward to criticism, we are expecting the comments to properly establish and adjust the program next year.
Discussion of the institute with the industry - this is an extremely important part of the organization of the Institute, because the institution is not needed if there is no industry. If not developed engines, why do we need the?
I have not heard from respected people in Europe and in America, in Russia set up correctly, a good system - leading research institutes. Institutions that develop and accumulate knowledge, engaged in the regulatory framework, provide objective opinion. Today, we sometimes get a conclusion of money, but we have no right to present something fairly. Thus, we will cut even bitches, we will cut the roots. And today no one can say that CIAM subjectively assessed a particular situation, gave unwarranted conclusion.
- What are the work of the institution last year were the highest priority?
- Naturally, the most important in the past year has been the active participation of CIAM in conjunction with "MC" RBC "and aircraft engines in the priority projects to build engines for the MS-21 and the PAK FA (including some research on these engines).
Together with industry in the past year CIAM spent a comprehensive study to ensure technological readiness for the development of advanced engines for civil and military aviation, with respect to turbojet aircraft for the MS-21 Institute, first appeared on the stage of experimental testing of full-scale units. These units in 2009 became the ring low emission combustor and one stage vysokoperepadnaya high-pressure turbine, which confirmed the high efficiency claimed On models have been worked out new technical solutions for components and assemblies such as engines, PD-14 - shirokohordny low noise fan nadrotornym device ease the fan blades made of polymer composite materials, the front unit of a new type of combustion chambers, turbine blades of a large resource with high efficiency, chevron nozzle , reversing device, the active-reactive CLP etc.
Creating advanced engines must be conducted by the current methodology used and tested their lives not only here but also in Western companies, and a departure from this methodology leads to very serious costs. And the financial and temporal. It is an axiom, it is not necessary to prove. The essence of this methodology: you have no right to engage in CSR, there is no technological advance, there is no one body of knowledge that is necessary for the ROC. That is why in the world today are about a dozen research programs in the field of engines, produced the results that are then used when creating a new engine.
Much attention CIAM in the past year has given the scientific and technical support of certification works on the PS-90A2 and SaM146. In these works the first time in our country was in a full range of engine tests in icing conditions throughout the required range of operating modes and flight conditions in support of certification of engines to the latest airworthiness requirements.
One of the most important works of last year has been testing the engine of Saturn in TBK CIAM. The results of these tests largely allowed to give permission to perform the first flights of a prototype fighter 5-th generation.
CIAM has been working on creating propulsion for the UAV. Last year, for example, was established and certified mobile-rotor test stand for aircraft piston engines up to 200 hp, conducted high-altitude climatic tests powerplant with a propeller for the UAV "bee".
Also continued research into "breakthrough" engines of new schemes for future civil aircraft level of excellence in 2025 ... 2030., Including distributed power systems with remote gas generators, engines with complex thermodynamic cycle, birotativnym fan of composite materials, TVVD with gearless drive propeller , engines with variable working process, "dry" non-metallic engines.
A set of theoretical and experimental research aimed at creating "an electric" engine. Together with aggregate enterprise established demonstration samples of electrical automatic control systems and lubrication systems. These systems are tested on an engine-demonstrator.
Last year, CIAM has worked to define the technical configuration of key components and systems perspective helicopter TBG power class 3000-4000 hp, defined the main directions of the development of scientific and technical reserve for miniature engines.
Of course, was the development of relevant regulatory and technical documentation. A draft Regulation on methodology for gas turbine engines civilian use, the Manual on the order of creation and model testing techniques for collection of promising aircraft engines other NTD.
In addition to working on advanced engines, CIAM in 2009, provides scientific and technical support of developed RD-33MK, AL-31FM2, AI-222-25-AL-55, TA14-031. Also conducted a set of works in the security of mass-produced engines and improve their performance through inter-agency commissions on engines SaM146, PS-90A/A2 and main engines of military aircraft.
AL-31FM2, AI-222-25-AL-55, TA14-031. Also conducted a set of works in the security of mass-produced engines and improve their performance through inter-agency commissions on engines SaM146, PS-90A/A2 and main engines of military aircraft
不懂英语的还真不好意思看你老兄经常发的帖子:dizzy:
- What are the plans of CIAM in 2010?
- This year we have formed a very large and intense thematic plan. Approximately 80% - it works on problems of the immediate future, that is the creation of advanced engine (2015 ... 2020.), And 20% - is preparing for tomorrow (2025 ... 2030.). Here hypersonic and detonation technology, new schemes engines, complex cycles. For example, the scheme of the engine with regeneration, with intermediate cooling. Geared motors - this is the short term, on this topic we are working today. Open rotor - a more distant prospect.
In 2010, one of the main tasks of the institute include the transition to the stage of the experimental confirmation of the characteristics of components and systems for engines and MS-21 PAK FA, the expansion of experimental work on "breakthrough" technologies so-called "strong effect (birotativny fan, heat exchangers for engines complex thermodynamic cycle, "electric" engine, fuel cells).
We plan to continue testing engine PS-90A TBA CIAM to remove restrictions on the operation of certification in icing conditions, testing modifications engines AL-31F, AL-55I and MAT TA-18-200.
This year, in conjunction with Federal State Unitary Enterprise "MMPP" Salut "is necessary to carry out pilot studies of large-scale model of the fan retaining steps to develop a working draft 7-step experimental compressor for independent tests on the stand and the preliminary design of the demonstration gasifier" 7 + 1 ".
Together with "SNTK them. ND Kuznetsov and Federal State Unitary Enterprise "MMPP" Salut "will be developed by a working draft and will begin pilot production of the fan drive gear (up to 25 MW).
Will continue the experimental research units of large-scale low emission combustor and a single-stage turbine with vysokoperepadnoy AVIADVIGATEL.
- When should begin work on the engine to the fifth-generation combat aircraft?
- Today, discusses when to open the ROC to develop the second stage engine for the PAK FA. According to the Institute, this program should be run immediately. According to our estimates, each year of delay and lack of active phase increases the cost of the program, by 15-20% and to delay the finishing phase for 3-4 years. Therefore, we believe that these works should be immediately translated into an active phase.
- It turns out that today in the domestic aviation engine building has two main areas of work?
- Yes. In the field of civil aviation is the engine of such a dimension, which is now being done in Perm, and in the field of military aviation - the second stage of the engine for the PAK FA.
CIAM has long been determined that first need to develop these two areas. Why? Because in these engines laid new critical technologies. If these technologies will be utilized - in one engine for the resource, for fuel efficiency, the other on the cycle parameters, if these two engines will be set up, Russia will be air power. If these technologies are developed, we can make any engine.
The third engine - a perspective helicopter. Here is my problem to harmonize the requirements for this engine. TV7-117 - is the engine of 4-th generation, which provides a sufficiently long time, it is today. He must finalize before the end, to make helicopter option, but now it's time to think about tomorrow in the helicopter.
And yet another direction - a new engine for stationary power plant. Here, too, has its own culture, their own problems. Today the world is already working in this direction by addressing three main objectives: life and reliability, emissions and fuel efficiency.
Previously, for terrestrial plants adapted aircraft engines through the interchange of high-cycle parameters for more resources. It was a forced measure. In the future, had to make major design changes, change the materials. To create a promising high-stationary power plant must have its own design, its materials and maximum use of new technologies and technical solutions, used in aircraft structures, ensuring high settings and high resources.
- And in the field of piston engines, including for the so-called small aircraft, CIAM has some work?
- The institute was established unit for reciprocating engines. Speaking of big, today in Russia than remarkable engine M-14, created in the 60 years of the last century, nothing. Voronezh with our participation, has upgraded the engine, but it is now enough.
In recent years the department has worked more than piston engines CIAM very important elements of the boxer engine and related technologies. Today, we are ready to work with the industry to create competitive piston engines. A certain culture is recreated, are only the means, the will, the market.
- What is happening with engines D-27 and NC-93?
- Seven years ago, we very carefully analyzed with the engine NK-93. It is well studied it, know all its shortcomings and makes suggestions about the modernization of the engine. We conducted tests of the gas generator on the stand in Turaevo, but to complete them to the necessary extent, unfortunately, failed. Schematics are very interesting (a very high bypass ratio, low pressure birotativny propeller gear drive). These documents were engaged in their time and foreign companies, but abandoned them, unable to cope with noise.
We insisted to conduct flight tests of NK-93. There are interesting things that can be used in the future. It is advisable to complete the testing of this engine as a demonstrator, but it is a very big job. Need a customer, we need interest from aircraft manufacturers.
For this type of engine is very important integration with a specific aircraft. It can not be wrong. You can make a great engine, but when setting it on the plane the effect is not obtained because of the large drag, wave losses, a large weight of the powerplant.
D-27 - a great engine, very close to the engine of the fifth generation, an elegant openwork design. He brought in many respects, it should be only slightly modify. We know how to do it, but the question remains: to what an airplane needs this engine and who will pay the money.
- In both cases the main issue remains the reduction of noise?
- The noise in this case - is an integral score perfect engine. The better aerodynamics - the less noise. We looked at the time the AN-70 and showed the possibility of "fit" the aircraft in the third chapter of ICAO, even with a margin of 5 dB. The second row of screws working in poor wind conditions, but the calculations show the possibility of significant improvement. On the A400, for example, single-row screw, because it is easier to ensure the aerodynamics. And in general, in the west series aircraft with coaxial rotors today, no. It should work.
- The engine with an open rotor main problem, apart from the integration of such a motor with an airplane, too, will be noise?
- Of course! Plus, excluding the possibility of breaking the blade propeller. Investigations are still ahead.
- Not so long ago was widely discussed issue of the use as fuel in natural gas and hydrogen. Today CIAM is working in this direction?
- There are no problems at dvigatelistov that proved flight tests of experimental engines ND Kuznetsova on TU-155. Engineering problems still remain, and deadlock, in principle no problem. Gas burn easier than kerosene, less emissions. There is an engineering problem of security. And most important - the infrastructure. Today the "ball" on the side, for example, Gazprom. I would be interested ...
- This year for CIAM probably be special, because the institution is 80 years old?
- Yes. This year, CIAM will celebrate the anniversary. This is a very important event for us. Jubilee Day - December 3, the day of the Institute. In this jubilee year, we plan to hold a conference, the demand that we feel today. Every five years we have been an international conference, inviting as our experts from the bureau and factories, and leading experts of foreign companies. The previous conference was attended by 900 people.
Prior to this, we will hold a conference for young professionals.
In this jubilee year we are producing some very interesting publications. First, this is a report on the Institute in 2009-2010. Secondly - the Encyclopedia of aviation engines. We worked on it for almost four years, this is a very serious document. Next will be about two dozen collections of articles in "Proceedings of the CIAM" in different areas of activity: gas dynamics, strength, control systems, etc. Also produces a survey of the leading companies in the world, and a directory of aviation engines, a directory of stationary gas turbine technology.
- What CIAM will present at the exhibition "Engines 2010"?
- Exhibition "Engines 2010" a very significant event in the life of our institution, and the entire industry. It not only allows you to meet with colleagues, which is also very important, it is, above all, makes the stock of our activities. Specialists by clicking on the "very well understand the state we are. Professionals more evident, and at the exhibition to demonstrate, not just words but deeds.
The exhibition CIAM this year shows some interesting developments on the vane machines for fans and the individual steps. We'll also show some interesting work on systems diagnostics of aircraft engines. In particular, the organization of a remote monitoring center of the engine in operation. It is very important organization of such centers in the stationary energy sector, such as power plants. Such a center can serve a sufficiently large region, especially since the transfer of information today, no problems, it worked out. Duty personnel remote center - two or three people - able to control the work of all stations in the region, to monitor the dynamics of change of one or another parameter and determine the reliability of the installation.
In the field of diagnostics there are still a number of areas of kinematometrii. Already worked out a system condition monitoring transmissions engines for helicopters, which is widely deployed in the operation. Previously, such a system did not exist.
We show a sample integrated with an aircraft engine, which will demonstrate the development of our work in the field of hypersonic.
An interesting promises to be our exposition regarding the use of composite materials. Will be presented options for blades, flame tubes, etc.
- To carry out such large-scale works of the Institute, adequate personnel. Do influx of young professionals CIAM?
- For the revival and development of the aviation industry and aircraft engine needs very talented people initiative. We have a core faculty in the Physical-Technical Institute, MAI, Bauman. NE Bauman, CPE, and today we are, in general, have the opportunity to select the smart guys. In the mid 1990's we could select those young professionals, they just did not go in our industry, but today went whole nature, intelligent guys who have eyes shine, who are interested to work in aviation.
Today the Institute employs 596 persons in the age of 35 years and in 2009 these employees was 471. Most recently, the average age of the Institute approached the age of 60, last year it was 48.6 years, and at 29 March this year, the average age - 47,7 years.
Do today's kids have a good basic training, but not enough to become a specialist with a capital letter. Experts are growing in use. And this kind of work we provide our young people.
- How is research base CIAM?
- The Institute has a large testing facility, a feature of which is that the whole technology of aviation engine displayed in the stands. Stand fast becoming obsolete in terms of instrumentation. Energy and hardware are more resistant to the passage of time, and instrumentation should be improved. Today, the process of upgrading our a pilot basis.
Experimental facilities we have carried out two very important objectives: a thin conducting physical experiments requiring sensitive devices, sensors and systems and the second - experimental testing of engines and their units, including certification, which requires large electric power and capital costs. Today, all this is very expensive. We can say that in recent years, we have good tools, including through the JDC, section of the program of civilian aircraft on critical technologies. It is a pity that this did not happen ten years ago, we would have today had a different starting point for creating advanced engines.
A very considerable assistance program provides for capital construction. Here only manage to turn. We are charged, as in this program are very strict rules for obtaining financing.
In general we can say that, judging by the decisions taken, the country's leadership understands that the culture of experimental studies have to recreate. This culture was formed in 1930, in the postwar years, invested heavily in testing complex institution during the transition from piston technology for the gas turbine. Something similar is happening now. But this had to do before. Twenty years we have not invested in testing complex, and the West was an active process of development, we nobody expected and now we once again have to catch up.
- How do you feel about the initiative combining aeronautical science?
- The question of association of aviation science very seriously. On the one hand, integration strengthens our position in the formation of strategies, concepts, priorities, complexity of research. This is a plus. On the other hand, any parent institution operates today is very hard. Throughout the development of engine 4-th generation, which now "holds" all the aircraft of Russia, in CIAM, for example, constantly working and Arkhip cradle, and Nikolay Kuznetsov and Pavel Solovyov. These engines were laid at the institute. In a paper on the engine for the MS-21, we are now also entering a busy schedule of cooperation with the bureau - our experts work in Perm, their experts work with us. This is a positive process and the union should not hinder this process should not create some intermediary between the institutions and the EDB. This applies, obviously, and to TsAGI and the State Research Institute of the AU, and VIAM.
In addition, leading research institutes are very well known throughout the world, and within the union, they should not lose your brand to become a branch of something. This is detrimental to their credibility on the international level.
In the meantime, consider various options, including the so-called "soft integration". In Soviet times all the institutions included in the Department of Science. It was a very good solution both in terms of obtaining financing and in terms of building programs. This could be one solution to the question of association.
In the unification of aviation science should act very carefully. Breaking the scientific school is very easy, and recreate their very, very difficult.
- How do you feel about the initiatives on the transfer CIAM from the site to "Aircraft Engine"?
- Raises a number of proposals, for example, translate CIAM in Turaevo. I think that the comrades who went out with these suggestions, do not really understand the complexity of the problem of such a proposal.
The challenge today - to catch up, a promising engines. Creating an engine in 2015 for dvigatelistov - is today. Or do we deal with this problem, solve it, and parallel to carry out the work on the accumulation of technological advance, or moving.
In Moscow, we have about a hundred installations for different purposes. They are now working at full capacity through the creation of advanced engines. If you engage in the transfer of those units to another location, it is, first, require a huge financial cost, and secondly, more importantly, would wrest the solution of current problems. In addition, our specialists are families, children, grandchildren and move somewhere for them to be a big problem.
In recent years, we often have good ideas without understanding the depth of the problem. It's just trouble. Today is not the time when you have to meditate crossings - need to concentrate all our forces to overcome the technological gap and the organization of the investment process of aircraft engine.
- CIAM now actively working on the international market?
- The Institute is well known throughout the world, and we are working extensively with foreign companies, especially the European ones. We do not subcontractors, and equal partner.
- This year we have formed a very large and intense thematic plan. Approximately 80% - it works on problems of the immediate future, that is the creation of advanced engine (2015 ... 2020.), And 20% - is preparing for tomorrow (2025 ... 2030.). Here hypersonic and detonation technology, new schemes engines, complex cycles. For example, the scheme of the engine with regeneration, with intermediate cooling. Geared motors - this is the short term, on this topic we are working today. Open rotor - a more distant prospect.
In 2010, one of the main tasks of the institute include the transition to the stage of the experimental confirmation of the characteristics of components and systems for engines and MS-21 PAK FA, the expansion of experimental work on "breakthrough" technologies so-called "strong effect (birotativny fan, heat exchangers for engines complex thermodynamic cycle, "electric" engine, fuel cells).
We plan to continue testing engine PS-90A TBA CIAM to remove restrictions on the operation of certification in icing conditions, testing modifications engines AL-31F, AL-55I and MAT TA-18-200.
This year, in conjunction with Federal State Unitary Enterprise "MMPP" Salut "is necessary to carry out pilot studies of large-scale model of the fan retaining steps to develop a working draft 7-step experimental compressor for independent tests on the stand and the preliminary design of the demonstration gasifier" 7 + 1 ".
Together with "SNTK them. ND Kuznetsov and Federal State Unitary Enterprise "MMPP" Salut "will be developed by a working draft and will begin pilot production of the fan drive gear (up to 25 MW).
Will continue the experimental research units of large-scale low emission combustor and a single-stage turbine with vysokoperepadnoy AVIADVIGATEL.
- When should begin work on the engine to the fifth-generation combat aircraft?
- Today, discusses when to open the ROC to develop the second stage engine for the PAK FA. According to the Institute, this program should be run immediately. According to our estimates, each year of delay and lack of active phase increases the cost of the program, by 15-20% and to delay the finishing phase for 3-4 years. Therefore, we believe that these works should be immediately translated into an active phase.
- It turns out that today in the domestic aviation engine building has two main areas of work?
- Yes. In the field of civil aviation is the engine of such a dimension, which is now being done in Perm, and in the field of military aviation - the second stage of the engine for the PAK FA.
CIAM has long been determined that first need to develop these two areas. Why? Because in these engines laid new critical technologies. If these technologies will be utilized - in one engine for the resource, for fuel efficiency, the other on the cycle parameters, if these two engines will be set up, Russia will be air power. If these technologies are developed, we can make any engine.
The third engine - a perspective helicopter. Here is my problem to harmonize the requirements for this engine. TV7-117 - is the engine of 4-th generation, which provides a sufficiently long time, it is today. He must finalize before the end, to make helicopter option, but now it's time to think about tomorrow in the helicopter.
And yet another direction - a new engine for stationary power plant. Here, too, has its own culture, their own problems. Today the world is already working in this direction by addressing three main objectives: life and reliability, emissions and fuel efficiency.
Previously, for terrestrial plants adapted aircraft engines through the interchange of high-cycle parameters for more resources. It was a forced measure. In the future, had to make major design changes, change the materials. To create a promising high-stationary power plant must have its own design, its materials and maximum use of new technologies and technical solutions, used in aircraft structures, ensuring high settings and high resources.
- And in the field of piston engines, including for the so-called small aircraft, CIAM has some work?
- The institute was established unit for reciprocating engines. Speaking of big, today in Russia than remarkable engine M-14, created in the 60 years of the last century, nothing. Voronezh with our participation, has upgraded the engine, but it is now enough.
In recent years the department has worked more than piston engines CIAM very important elements of the boxer engine and related technologies. Today, we are ready to work with the industry to create competitive piston engines. A certain culture is recreated, are only the means, the will, the market.
- What is happening with engines D-27 and NC-93?
- Seven years ago, we very carefully analyzed with the engine NK-93. It is well studied it, know all its shortcomings and makes suggestions about the modernization of the engine. We conducted tests of the gas generator on the stand in Turaevo, but to complete them to the necessary extent, unfortunately, failed. Schematics are very interesting (a very high bypass ratio, low pressure birotativny propeller gear drive). These documents were engaged in their time and foreign companies, but abandoned them, unable to cope with noise.
We insisted to conduct flight tests of NK-93. There are interesting things that can be used in the future. It is advisable to complete the testing of this engine as a demonstrator, but it is a very big job. Need a customer, we need interest from aircraft manufacturers.
For this type of engine is very important integration with a specific aircraft. It can not be wrong. You can make a great engine, but when setting it on the plane the effect is not obtained because of the large drag, wave losses, a large weight of the powerplant.
D-27 - a great engine, very close to the engine of the fifth generation, an elegant openwork design. He brought in many respects, it should be only slightly modify. We know how to do it, but the question remains: to what an airplane needs this engine and who will pay the money.
- In both cases the main issue remains the reduction of noise?
- The noise in this case - is an integral score perfect engine. The better aerodynamics - the less noise. We looked at the time the AN-70 and showed the possibility of "fit" the aircraft in the third chapter of ICAO, even with a margin of 5 dB. The second row of screws working in poor wind conditions, but the calculations show the possibility of significant improvement. On the A400, for example, single-row screw, because it is easier to ensure the aerodynamics. And in general, in the west series aircraft with coaxial rotors today, no. It should work.
- The engine with an open rotor main problem, apart from the integration of such a motor with an airplane, too, will be noise?
- Of course! Plus, excluding the possibility of breaking the blade propeller. Investigations are still ahead.
- Not so long ago was widely discussed issue of the use as fuel in natural gas and hydrogen. Today CIAM is working in this direction?
- There are no problems at dvigatelistov that proved flight tests of experimental engines ND Kuznetsova on TU-155. Engineering problems still remain, and deadlock, in principle no problem. Gas burn easier than kerosene, less emissions. There is an engineering problem of security. And most important - the infrastructure. Today the "ball" on the side, for example, Gazprom. I would be interested ...
- This year for CIAM probably be special, because the institution is 80 years old?
- Yes. This year, CIAM will celebrate the anniversary. This is a very important event for us. Jubilee Day - December 3, the day of the Institute. In this jubilee year, we plan to hold a conference, the demand that we feel today. Every five years we have been an international conference, inviting as our experts from the bureau and factories, and leading experts of foreign companies. The previous conference was attended by 900 people.
Prior to this, we will hold a conference for young professionals.
In this jubilee year we are producing some very interesting publications. First, this is a report on the Institute in 2009-2010. Secondly - the Encyclopedia of aviation engines. We worked on it for almost four years, this is a very serious document. Next will be about two dozen collections of articles in "Proceedings of the CIAM" in different areas of activity: gas dynamics, strength, control systems, etc. Also produces a survey of the leading companies in the world, and a directory of aviation engines, a directory of stationary gas turbine technology.
- What CIAM will present at the exhibition "Engines 2010"?
- Exhibition "Engines 2010" a very significant event in the life of our institution, and the entire industry. It not only allows you to meet with colleagues, which is also very important, it is, above all, makes the stock of our activities. Specialists by clicking on the "very well understand the state we are. Professionals more evident, and at the exhibition to demonstrate, not just words but deeds.
The exhibition CIAM this year shows some interesting developments on the vane machines for fans and the individual steps. We'll also show some interesting work on systems diagnostics of aircraft engines. In particular, the organization of a remote monitoring center of the engine in operation. It is very important organization of such centers in the stationary energy sector, such as power plants. Such a center can serve a sufficiently large region, especially since the transfer of information today, no problems, it worked out. Duty personnel remote center - two or three people - able to control the work of all stations in the region, to monitor the dynamics of change of one or another parameter and determine the reliability of the installation.
In the field of diagnostics there are still a number of areas of kinematometrii. Already worked out a system condition monitoring transmissions engines for helicopters, which is widely deployed in the operation. Previously, such a system did not exist.
We show a sample integrated with an aircraft engine, which will demonstrate the development of our work in the field of hypersonic.
An interesting promises to be our exposition regarding the use of composite materials. Will be presented options for blades, flame tubes, etc.
- To carry out such large-scale works of the Institute, adequate personnel. Do influx of young professionals CIAM?
- For the revival and development of the aviation industry and aircraft engine needs very talented people initiative. We have a core faculty in the Physical-Technical Institute, MAI, Bauman. NE Bauman, CPE, and today we are, in general, have the opportunity to select the smart guys. In the mid 1990's we could select those young professionals, they just did not go in our industry, but today went whole nature, intelligent guys who have eyes shine, who are interested to work in aviation.
Today the Institute employs 596 persons in the age of 35 years and in 2009 these employees was 471. Most recently, the average age of the Institute approached the age of 60, last year it was 48.6 years, and at 29 March this year, the average age - 47,7 years.
Do today's kids have a good basic training, but not enough to become a specialist with a capital letter. Experts are growing in use. And this kind of work we provide our young people.
- How is research base CIAM?
- The Institute has a large testing facility, a feature of which is that the whole technology of aviation engine displayed in the stands. Stand fast becoming obsolete in terms of instrumentation. Energy and hardware are more resistant to the passage of time, and instrumentation should be improved. Today, the process of upgrading our a pilot basis.
Experimental facilities we have carried out two very important objectives: a thin conducting physical experiments requiring sensitive devices, sensors and systems and the second - experimental testing of engines and their units, including certification, which requires large electric power and capital costs. Today, all this is very expensive. We can say that in recent years, we have good tools, including through the JDC, section of the program of civilian aircraft on critical technologies. It is a pity that this did not happen ten years ago, we would have today had a different starting point for creating advanced engines.
A very considerable assistance program provides for capital construction. Here only manage to turn. We are charged, as in this program are very strict rules for obtaining financing.
In general we can say that, judging by the decisions taken, the country's leadership understands that the culture of experimental studies have to recreate. This culture was formed in 1930, in the postwar years, invested heavily in testing complex institution during the transition from piston technology for the gas turbine. Something similar is happening now. But this had to do before. Twenty years we have not invested in testing complex, and the West was an active process of development, we nobody expected and now we once again have to catch up.
- How do you feel about the initiative combining aeronautical science?
- The question of association of aviation science very seriously. On the one hand, integration strengthens our position in the formation of strategies, concepts, priorities, complexity of research. This is a plus. On the other hand, any parent institution operates today is very hard. Throughout the development of engine 4-th generation, which now "holds" all the aircraft of Russia, in CIAM, for example, constantly working and Arkhip cradle, and Nikolay Kuznetsov and Pavel Solovyov. These engines were laid at the institute. In a paper on the engine for the MS-21, we are now also entering a busy schedule of cooperation with the bureau - our experts work in Perm, their experts work with us. This is a positive process and the union should not hinder this process should not create some intermediary between the institutions and the EDB. This applies, obviously, and to TsAGI and the State Research Institute of the AU, and VIAM.
In addition, leading research institutes are very well known throughout the world, and within the union, they should not lose your brand to become a branch of something. This is detrimental to their credibility on the international level.
In the meantime, consider various options, including the so-called "soft integration". In Soviet times all the institutions included in the Department of Science. It was a very good solution both in terms of obtaining financing and in terms of building programs. This could be one solution to the question of association.
In the unification of aviation science should act very carefully. Breaking the scientific school is very easy, and recreate their very, very difficult.
- How do you feel about the initiatives on the transfer CIAM from the site to "Aircraft Engine"?
- Raises a number of proposals, for example, translate CIAM in Turaevo. I think that the comrades who went out with these suggestions, do not really understand the complexity of the problem of such a proposal.
The challenge today - to catch up, a promising engines. Creating an engine in 2015 for dvigatelistov - is today. Or do we deal with this problem, solve it, and parallel to carry out the work on the accumulation of technological advance, or moving.
In Moscow, we have about a hundred installations for different purposes. They are now working at full capacity through the creation of advanced engines. If you engage in the transfer of those units to another location, it is, first, require a huge financial cost, and secondly, more importantly, would wrest the solution of current problems. In addition, our specialists are families, children, grandchildren and move somewhere for them to be a big problem.
In recent years, we often have good ideas without understanding the depth of the problem. It's just trouble. Today is not the time when you have to meditate crossings - need to concentrate all our forces to overcome the technological gap and the organization of the investment process of aircraft engine.
- CIAM now actively working on the international market?
- The Institute is well known throughout the world, and we are working extensively with foreign companies, especially the European ones. We do not subcontractors, and equal partner.
AL-31FM2 2009年还在CIAM折腾呢.............
看了LS的帖子，俺觉得俺的英语该补补了
PLA 发表于 2010-4-2 22:29 
懂英文可能也没有工夫看这个...
懂英文可能也没有工夫看这个...
{:chan:}俺忧郁地回忆，当初四级是怎么混过的嗫？
绝大多数过了6级的人也是看不懂得！！
hualuoqu 发表于 2010-4-2 23:13
悲剧啊，两次了，还混不过啊，这文章就不用多说了
悲剧啊，两次了，还混不过啊，这文章就不用多说了
用某斑竹的话来说，楼主往往发一些他自己都不理解的内容，然后得到自我升华。
zdemail 发表于 2010-4-3 10:43
型号目前不明确。 推力15吨， 量产行估计改进到157KN。
型号目前不明确。 推力15吨， 量产行估计改进到157KN。
7。其它的有空再上。
前边过4级，6级的朋友们不要看低自己。我可是看了个大概 - 基本上的意思好懂，
但把 文章从俄语翻译成英语的人的发动机专业水平不够，所以好多地方的意思都很模糊。大概全文总结如下：
1。CIAM是俄国唯一的综合性发动机研究机构。
2。SAM146无国产材料，原因是没材料的数据 (这里我插一句， 航空材料特性的全面了解应发生在项目上马前)
3。 最大的差距 - 俄国生产，加工技术落后。
4 西方公司不进行技术共享， 少数西方公司控制了发动机的全部研制，生产过程。俄国的公司作不到，只能合作。
5。CIAM前两年干吗 - 制定行业需要，
6。 CIAM目前工作 - 发展科技，四方面努力： 民用航空，军用航空，直升机和造船。
7.上年CIAM的最重要的任务是什么？ - 参与MS-21的发动机研制， 和 PAK FA。和其它工业伙伴一起，CIAM花了精力作了个“发展先进军民用发动机的技术储备”的研究。俄国佬明白了发动机试验，试车的重要性，和明白了发动机研制是没有捷径的。上年的一项重要工作就是试车土星公司的发动机 - 这些试车的结果保障了第5代战斗
机样机的首飞。
其它的有空再上。
前边过4级，6级的朋友们不要看低自己。我可是看了个大概 - 基本上的意思好懂，
但把 文章从俄语翻译成英语的人的发动机专业水平不够，所以好多地方的意思都很模糊。大概全文总结如下：
1。CIAM是俄国唯一的综合性发动机研究机构。
2。SAM146无国产材料，原因是没材料的数据 (这里我插一句， 航空材料特性的全面了解应发生在项目上马前)
3。 最大的差距 - 俄国生产，加工技术落后。
4 西方公司不进行技术共享， 少数西方公司控制了发动机的全部研制，生产过程。俄国的公司作不到，只能合作。
5。CIAM前两年干吗 - 制定行业需要，
6。 CIAM目前工作 - 发展科技，四方面努力： 民用航空，军用航空，直升机和造船。
7.上年CIAM的最重要的任务是什么？ - 参与MS-21的发动机研制， 和 PAK FA。和其它工业伙伴一起，CIAM花了精力作了个“发展先进军民用发动机的技术储备”的研究。俄国佬明白了发动机试验，试车的重要性，和明白了发动机研制是没有捷径的。上年的一项重要工作就是试车土星公司的发动机 - 这些试车的结果保障了第5代战斗
机样机的首飞。
其它的有空再上。
在莫斯科马上开幕的Engines-2010 ，TG会派人参观吗？貌似想土星/礼炮/克里莫夫这样的大牌公司都参展啊！不知道土星会不会展出117？
zdemail 发表于 2010-4-3 10:39
高手！
高手！
PLA 发表于 2010-4-2 22:29
懂的更不好意思。俄文机器翻译成英文，跟中文翻英文一样水平。
懂的更不好意思。俄文机器翻译成英文，跟中文翻英文一样水平。
翻译成英文还可以读。
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