Russia’s M. M. Gromov Flight Research Institute marked its 85th anniversary in March 2026, highlighting its role in testing aircraft engines, experimental aircraft and onboard systems. The institute, which is located in Zhukovsky, Moscow Region, has contributed to the advancement of Soviet and Russian aviation by conducting flight research and testing using specially modified aircraft, or “flying laboratories.”
Its work includes a critical phase of aircraft development: the evaluation of engines and their associated systems in actual flight conditions prior to their installation in the intended aircraft for flight testing. The experience of the institute includes the development of early Soviet turbojet engines, military aircraft powerplants, large commercial turbofans, and more recent Russian engines, such as the PD-14 and PD-8.
The Role of Flying Laboratories in Engine Development
Gromov is the only organisation in Russia’s aviation industry described in its anniversary material as having 85 years of experience in developing flying laboratories and conducting airborne tests of aircraft engines. Engineers are able to assess experimental and modified engines in these laboratories under conditions that are not entirely replicable on ground test stands.
A flying laboratory is typically consisting of an existing aircraft that has been modified to accommodate an experimental powerplant and the necessary instrumentation to monitor its operation. Engineers can evaluate the interaction between the engine and aircraft systems while measuring engine performance at various altitudes, speeds and operating conditions.
Testing is not limited to the engine itself. Starting systems, fuel supply, anti-icing equipment, air extraction, fire protection, and hydraulic and electrical loads are all examined by the institute. When an aircraft is in flight, these systems must operate consistently.
The identification of issues and the improvement of engine reliability are facilitated by conducting these tests prior to the initial flight of an experimental aircraft. Additionally, it mitigates the hazards associated with conducting the initial testing of a new aircraft and its propulsion system.
From the earliest turbojets to the Tu-4 test aircraft
Gromov conducted research and flight tests on engines and propulsion systems during the Second World War after its establishment on 8 March 1941. As Soviet aviation transitioned to jet propulsion, the institute expanded its operations. In 1947, it established a specialized research complex for the purpose of flight testing gas turbine engines and their systems.
During this period, flying laboratories were built using the Tu-2 bomber. Flight research on early Soviet turbojet engines, such as the RD-10, RD-20, RD-45, RD-500, VK-1, VK-3, and AM-5, was supported by Tu-2 test aircraft from 1947 to 1954.
The results were instrumental in the development of methods for testing jet engines, propulsion systems, and their associated apparatus during flight.
Gromov created flying laboratories that used the larger Tu-4 aircraft between 1951 and 1962. The institute’s anniversary account indicates that these aircraft were used to evaluate 15 turbojet engine types and five turboprop engine types.
The project includes engines designed for aircraft such as the Tu-16, Tu-124, Tu-110, MiG-19, MiG-21, Su-7, and Yak-27. Before and during the development of the aircraft for which they were intended, engineers were able to assess the performance of new engines and refine them through testing.
The Tu-16 Era: Tests of Over 30 Engine Types
Gromov employed flying laboratories, which were built on the Tu-16 bomber, to evaluate over 30 engine varieties and modifications from 1956 to 1990. The development of testing methods for turbojet engines, afterburning turbojets, and bypass turbofan engines occurred during this period.
The AL-7F series, AL-21F, AL-31F, AL-41F, RD-33, D-30, D-30KP, D-30F6, NK-8, NK-25, and NK-32 were among the engines that were tested. These engines were designed for a variety of aircraft, including the Su-9 and Su-24, as well as the Su-27, MiG-29, MiG-31, Tu-144, Tu-22M, and Tu-160.
Gromov was able to broaden its experience with engines of varying configurations and thrust ratings as a result of the Tu-16 flying laboratories. Additionally, they assisted the institute in the refinement of testing procedures for engines that are equipped with afterburners and more complex turbofan architectures.
The Il-76 Emerges as a Critical Test Platform
Gromov initiated the development of flying laboratories in the 1980s, which were based on the Il-76 transport aircraft. 1981 marked the introduction of the inaugural Il-76 flying laboratory, which was designed to evaluate high-thrust engines and facilitate the development of the D-18T.
The NK-86, D-18T, D-236, D-27, TV7-117, PS-90A, NK-93, and SaM146 were among the engines that were the subject of advanced flight research in Il-76-based laboratories between 1981 and 2014. These engines were linked to aircraft models, including the Il-86, An-70, Il-114, Il-96, Tu-204, and RRJ-95. The latter designation was used to refer to the aircraft program that developed into the Superjet 100.
The Il-76 provided a platform for the external carriage of experimental engines while maintaining the aircraft’s own propulsion system for flight. Data collection across a variety of flight conditions was facilitated by the use of specialized mounting structures, instrumentation, and additional experimental systems.
The significance of this infrastructure was also acknowledged during the development of the PD-14. In 2013, preparations for its flight testing on the Il-76 flying laboratory started, and flight trials commenced in 2015. The program facilitated the development of engines and the assessment of their efficacy in flight conditions.
Flight trials for the PD-14, TV7-117ST-01, and PD-8
Gromov used its Il-76 flying laboratories to conduct flight tests of many new Russian engines between 2015 and 2025.
The PD-14 propulsion system was subjected to 110 flights for testing, according to the institute’s anniversary material. The engine was created for the MC-21 passenger aircraft program, and its flight-testing campaign yielded data to assess its performance in the air.
More than 30 flights were conducted with the AV-112 propeller and the TV7-117ST-01 engine. The engine is designed for the Il-114-300 regional turboprop aircraft.
The PD-8 also undertook flight testing, with over 80 flights reported during the period. The engine, which was designed for the import-substituted Superjet and the Be-200 amphibious aircraft, is currently undergoing evaluation on both prototype aircraft and an Il-76 flying laboratory. In November 2025, the Ministry of Transport of Russia announced that the PD-8 had exceeded 4,000 hours of combined ground and flight testing.
Gromov intends to conduct additional flying-laboratory testing of the PD-8 and PD-14 in order to broaden their validated operating ranges. The purpose of these additional trials is to offer further evidence regarding engine performance and reliability in various flight conditions.
The institute has also initiated a considerable amount of work to establish a flight laboratory for the development of future high-power engines from the PD-35 family. The testing of engines designed for applications with substantially higher thrust requirements will necessitate infrastructure that is capable of sustaining this program.
Viktor Chuiko’s Contribution to Il-76 Laboratories
Gromov’s anniversary account also emphasizes the role of Viktor Mikhailovich Chuiko, whose administrative assistance was crucial in the establishment of the Il-76 flying-laboratory program.
Chuiko, who later served as a deputy minister, served as the deputy head of the Third Main Directorate of the Soviet Ministry of Aviation Industry, which was responsible for experimental engines. In this capacity, he oversaw the collaboration between aviation enterprises, research institutes, engine design bureaus, and aircraft manufacturers.
His participation was of particular importance in the establishment of the first Il-76LL laboratory in 1981, which was designed to evaluate the high-thrust D-18T engine. The anniversary tribute also acknowledges his contributions to the development of domestic engine production, such as the D-136 turboshaft and D-18T turbofan, during his tenure at the Progress design bureau and the Zaporozhye engine plant.
Maintaining a Position in Russian Aviation
For the past 85 years, Gromov’s primary responsibility has been evaluating experimental aviation technology in actual flight conditions before its service introduction or further development.
Its flying laboratories serve as a conduit between engine design, ground testing, and flight trials on prototype aircraft. The PD-14 and PD-8 programs serve as testaments to the ongoing significance of this methodology in Russia’s pursuit of domestic propulsion systems for commercial aviation.
This capability will be extended to an additional generation of high-thrust engines through the institute’s future research on the PD-35 family. Its historical record, which spans from the RD-series turbojets to contemporary turbofans, is indicative of the ongoing necessity for specialized flight-testing infrastructure in the development of aircraft and engines.