"Advanced solutions are embedded in the design to ensure both high fuel efficiency and weight return. That is, in terms of its specific indicators, it will either be at the level of the best international analogues, or even surpass them." Aviation expert Oleg Panteleev explained to the newspaper VZGLYAD the advantages and possibilities for using the new VK-650V aircraft engine developed in Russia.
The Russian VK-650V aircraft engine is completing certification tests, according to the United Engine Corporation (UEC) of Rostec Group. According to the plans of the developer company, the technology should enter the mass production stage next year. Specialists are preparing the engine for ground testing as part of the Ansat helicopter, after which a conclusion will be received for the first flight.
At the same time, the VK-650V is the first domestic development designed to replace foreign analogues, including for light aircraft. The newspaper VZGLYAD talked with Oleg Panteleev, Executive Director of the Aviport agency, about the specifics of creating the project, ways of its application and prospects for the development of aviation engine building in Russia.
VIEW: What is unique about VK-650V for domestic aviation?
Oleg Panteleev: On the one hand, there are a considerable number of turboshaft engines in the world, whose indicators range from 500 to 1 thousand or more hp. The numerical index of the 650 engine just means the horsepower of the product. But Russian companies still did not have their own engines of this class.
Even before the creation of the UEC, when several companies were engaged in engine building, we also did not have a "live", certified and ready-to-install device on aircraft. Klimov UEC came closest to implementing a similar project when they created VK-800. But the work was carried out on an initiative basis, and it was not possible to finish it in the 2000s. Thus, even by the 2020s, Russia did not have a domestic certified product of this class.
The second important point is that the VK-650V is one of the newest engines of this dimension in the world. Its design includes advanced solutions that ensure both high fuel efficiency and weight return. That is, in terms of its specific indicators, it will either be at the level of the best international analogues, or even surpass them.
VIEW: But hasn't the work on this engine been going on for too long?
O. P.: Creating a new engine from scratch, when there is no sample of the previous generation, takes an average of ten years. And this is without taking into account the time that needs to be spent on the formation of scientific and technical reserves, materials, technologies, and so on.
If this year it is possible to complete the certification of VK-650V, it will mean that it has significantly shortened the time for creating a new product.
Moreover, the transition from a ten-year period to a five-year period will give Russia the opportunity to create solutions in demand on the domestic market, as well as to put existing developments into operation more quickly. The cost of future projects will also be reduced.
view: The manufacturer's statement indicates that this is an engine for light aircraft, which, however, will also be installed on Ansat helicopters. Where does such a range of applications come from?
O. P.: To answer this question, it is worth considering the product scheme in detail. It has a gas generator that mates with a free turbine, removing power from it. It, in turn, can be fed through a gearbox to the main rotor rotors, which corresponds to the helicopter scheme. Energy can also be directed to a pulling or pushing propeller, which meets the requirements of an airplane or even a UAV. It is possible that a gas generator and a free turbine will drive an electric generator. Then the VK-650V will become part of a hybrid power plant.
Anyway, the coupling of the engine with a specific aircraft depends on the modification. By the way, its creation is a very easy and fast process, because the basic know-how and all modern technologies are used precisely at the stage of production of a gas generator and a free turbine.
VIEW: Why was it decided to create a helicopter version of the engine first?
O. P.: By the time the first surveys and studies were underway, it was understood that domestic Ansat helicopters were in high demand on the world market. But they were equipped with Canadian engines.
After 2008, the sanctions risks became obvious, but until 2022, although not without some difficulties, the necessary devices were supplied by Ottawa in the interests of Moscow. Meanwhile, the Mi-38 helicopter was transferred to the Russian development, the TV7-117V engine. At the same time, there was an awareness that Ansat also needed a domestic counterpart. And this is the first reason why the VK-650V is first created in a helicopter version.
The second point: this engine can be used as the basis for the power plant of the K-226 helicopter. He initially used British equipment, later a version of the K-226T appeared, equipped with French technology. But both options, let's face it, are not viable right now.
At the same time, Russia continues negotiations with India regarding the production of K-226T in the country. I do not exclude that New Delhi will be interested in our VK-650V when it proves itself in operation primarily at Ansat.
VIEW: You talked about cooperation with foreign partners. How realistic is the prospect of exporting VK-650V to friendly countries?
O. P.: The engine may indeed be in demand from foreign helicopter manufacturers. Besides India, Iran has already been considered as a potential market. Moreover, I have no doubt that one of the tasks was precisely the export of goods to third countries. At the same time, it is obvious that the main priority is to meet the needs of the domestic Russian market.
VIEW: Does it mean that sanctions have boosted the potential of our developers?
O. P.: The process of restrictions on the supply of Western high-tech products to Russia began to be observed for the first time after 2008. The next round of restrictions occurred in 2014. Well, now, already against the background of the special operation, there is a consistent tightening of restrictions against Russia in general and our aviation industry in particular.
And yes, in Russia, in turn, there has been a significant paradigm shift. So, in the late 1990s and early 2000s, we were guided by the fact that if we have oil, then we will buy everything else. Then it became clear that it was necessary to create the most high-tech products, including airplanes and engines independently, but in close cooperation with world leaders in this industry.
Further events led to an increase in localization and the development of production in the country of an increasing number of items. Of course, the sanctions only spurred the process of import substitution. Thus, the main route for the domestic industry is the development of independent production with a wide range of products. And first of all, this applies to high-tech industries.
Matvey Malygin
