The P. I. Baranov Central Institute of Aviation Motor Development (also known as the "Central Institute for Aviation Motor Development named after P. I. Baranov" or simply "Central Institute of Aviation Motors", CIAM or TsIAM, Tsentralniy Institut Aviatsionnogo Motorostroeniya, Russian: Центральный институт авиационного моторостроения) is the only specialized Russian research and engineering facility dealing with advanced aerospace propulsion research, aircraft engine certification and other gas dynamics-related issues. It was founded in 1930.CIAM operates the largest aerospace engine testing facility in Europe, surpassed only by the United States's Arnold Engineering Development Center and Glenn Research Center. It is based in Lefortovo (the southeast okrug of Moscow) with an address of 2 Aviamotornaya street, Moscow, Postcode 111116. CIAM also operates a scientific testing center in Lytkarino, Moscow Oblast.
A skeletal reaction mechanism is developed for the ignition and combustion of complex dodecane/decane/isooctane/isocetane/toluene surrogates for kerosene-type aviation fuel. The mechanism incorporates submechanisms for the oxidation of dodecane, decane, isooctane, isocetane, and toluene in the high-temperature and low-temperature regions, as well as in the negative temperature coefficient zone. The mechanism is validated against experimental data on ignition delay times, laminar flame speeds, and species concentration profiles. The combustion characteristics of the surrogates are evaluated using the developed reaction mechanism. A demonstration computational fluid dynamics simulation of the operating process in a low-emissions gas turbine engine combustor utilizing rich-lean combustion technology is also performed.
This paper presents the results of the thermal state and stress-strain state computational investigation of the gas-generator turbine blisk in a small-sized gas turbine engine with an air-oil mist cooling and lubrication system of rotor bearing supports. The influence of the air-oil mist system used to cool the gas-generator rotor bearings on the turbine blisk, which is in direct contact with the system, is considered. The mathematical model used to calculate the part thermal state includes flow models in rotor-stator turbine disc cavities and in the turbine main flow path. Methods of organizing the flow in the turbine-blisk cavities are presented. The part stress-strain state is analyzed considering the flow pattern in the disc cavities. The obtained results allow to take into account the specific features of the oil mist cooling and lubrication system when designing the turbine blisk and the secondary air flow system in its cavities.
The influence of large scale vortices (LSVs) in the incoming flow on the flow and characteristics of a model subsonic air intake (AI) has been studied using a modified RANS/ILES(i) method with a reduced level of numerical viscosity. For comparison, calculations are performed with an undisturbed external flow. The parameters of the external flow correspond to the takeoff mode and are calculated at an angle of attack of 5°. The influence of LSVs the incoming flow on the instantaneous and averaged flow and turbulence parameters inside the air intake channel and in its outlet section is revealed. It is established that the presence of LSVs has a weak effect on the averaged flow parameters of the AI outlet section, but leads to a significant increase in the pulsations of the total pressure in this section.
The article presents the results of a study of changes in the operational properties of AERO 2T and M-5z/20 AERO engine oils under thermal oxidation conditions at temperatures of 150–200°C, simulating the operation of an aircraft rotary piston engine. The effect of topping up fresh oil (up to 20
This paper studies changes from one compressor stage to another stage of the large-scale flowfield defects associated with low-engine-order harmonics. Using numerical analysis of a typical compressor operating regime, the authors have found that each stage linearly transforms the flowfield. This transformation is not affected by boundary layers of blades, casing, and hub due to their small scales. Thus, simplified rotor and stator aerodynamic grids can be used to calculate large-scale flowfield defects. Taking these features into account, the authors have calculated the blade resonant response to the incoming flowfield defect of an industrial compressor. Experimental data from engine full-scale tests, in which the resonance with second engine order harmonics has been observed, validate the calculated resonant amplitude.
