RuAviation

Modern high-thrust turbofan engines define the capabilities of a nation’s aerospace industry. For Russia, developing a domestic family of such powerplants is a strategic priority, especially in light of restrictions on Western components and the need for technological independence. The introduction of the PD-35 technology demonstrator engine marks a new phase in Russian engine development, providing a foundation for widebody passenger and heavy transport aircraft.

The initiative to develop a high-thrust engine began in response to the aging Antonov An-124 fleet and the Ilyushin Il-96-300’s inability to meet current global standards for efficiency, noise, and other criteria. Historically, Russia relied on Soviet-era designs, such as the D-18T engine for the An-124 “Ruslan.” By the 2020s, however, a new technological base was required. The PD-35 program, launched in 2016, consolidated the expertise of Russian gas turbine manufacturers. In 2022, the gas generator underwent bench testing, followed by full-scale technology demonstrator tests in 2024.

The PD-35 features a modular architecture and extensive use of composite materials. Its fan diameter is 3,100 mm (122 in), and carbon fiber blades reduce engine weight by over 600 kg (1,320 lb) compared to titanium alloy blades. Additive manufacturing and advanced heat-resistant materials, developed by VIAM (All-Russian Institute of Aviation Materials), have improved component life and reliability. The engine is equipped with a FADEC (Full Authority Digital Engine Control) system for real-time performance optimization and diagnostics.

The PD-35’s turbine blades are engineered to operate at extremely high temperatures. For comparison, the PD-14’s high-pressure turbine blades withstand up to 1,900 K (2,960°F), while the PD-35 is designed for gas temperatures approaching 2,000 K (3,140°F). This was reported to the Russian government in 2021 by Alexander Inozemtsev, Chief Designer at UEC-Aviadvigatel and Deputy General Director of UEC for Perm Motors.

“These new technologies represent a new generation of materials, as the hot section temperature is 100 degrees higher than in the PD-14. New ceramic coatings will be required to withstand such conditions,” Inozemtsev noted.

According to Inozemtsev, the PD-35 gas generator can be used to develop engines with thrust ratings from 24 to 38 metric tons (53,000–84,000 lbf), and market analysis suggests that engines above 50 metric tons (110,000 lbf) will not be needed in the foreseeable future. All design, technological, and testing activities are being conducted with a maximum thrust target of 50 metric tons, should such a requirement arise. If necessary, the gas generator can be uprated by 15% to deliver 50 metric tons of thrust.

Operating temperatures significantly exceed the melting point of the alloys used for turbine blades. Advanced cooling techniques are employed, such as intricate internal channel systems. Cooling air is bled from the engine inlet, mixed with water or fuel, and routed through the turbine shaft and centrifugal compressor channels into the blade interiors. Through sub-millimeter holes, this air-fuel mixture forms a thin protective film on the blade surfaces, preventing overheating.

In 2024, the first phase of technology demonstrator testing was conducted at the all-weather OS-5 test facility near Perm, where over 20 new technological solutions were evaluated. Inozemtsev presented these results at the International Engine Building Forum in November 2024.

X-ray diagnostics were used to measure thermal and mechanical parameters, and endurance tests were performed on bearings and composite components. The results matched forecasted values, confirming the soundness of the design choices. Following these tests, UEC announced readiness to begin development of next-generation Russian high-thrust engines.

The PD-35 serves as a platform for a family of engines with thrust ratings from 24 to 50 metric tons. It is considered the basis for the PD-26, intended for a future military transport aircraft with a payload of approximately 100 metric tons, as well as for a domestic widebody airliner. This was confirmed by Rostec CEO Sergey Chemezov in Samara on September 5.

“Plans for joint production with China [the CR929 project] have not materialized. China has decided to proceed independently. We will focus on our own widebody aircraft as soon as the PD-35 engine is ready,” Chemezov told journalists at the UEC-Kuznetsov facility.

Previously, the widebody long-haul airliner project was a joint effort between COMAC (China) and UAC (Russia) under the CR929 program. However, after 2022, UAC withdrew to avoid Western sanctions. Russia now considers participation in the S929 project as a component supplier—Rostec can offer composite wings and engines to COMAC. This has been reiterated by senior officials, including First Deputy Prime Minister Denis Manturov.

“We are ready to supply components, particularly those developed under the MC-21 program, such as the composite wing and the heavy engine based on the PD-35 gas generator—26 metric tons of thrust, which will power the Il-100 military transport and potentially future MC-21-500 and -600 variants using the PD-26. The option exists, but the decision rests with our Chinese partners,” Manturov stated at the 2025 Eastern Economic Forum in Vladivostok.

The PD-14 engine was initially developed for the most in-demand segment—narrowbody short- and medium-haul aircraft with thrust ratings from 10 to 15 metric tons. The high-thrust engine program aims to enter the more complex and technologically advanced segment of heavy transport and widebody long-haul aircraft, which account for about one-third of the global civil aviation fleet and up to half of its market value.

The new high-thrust engine family will form the technological backbone for this market segment. COMAC may also consider the Russian offering if it seeks to safeguard its widebody program from unpredictable Western partners. Thus, the development of the PD-35 and its derivatives lays the groundwork for Russia’s technological independence and presence in the global high-performance aircraft engine market.