Not so much these days. Russia's programs have slowed and stopped through the Soviet collapse and funding remains incomparable to American, British, and French programs. Even if the Russians still have a great industrial, tooling, and scientific base for engineering and building competitive modern turbofans, I don't think they can compare too favourably against US, UK, and France in either military or commercial turbofans.
Funding is certainly modest compared to the US or China, but the UK and France are a different matter. Russia is indeed weak in commercial turbofans, mostly because the Soviet Union collapsed just as it was closing the gap with the West in this particular engine sector. As a result, projects to build modern high-BPR widebody counterparts to the GE90 and RR Trent like the NK-44 and innovative UHB architectures like the D-27 and NK-93 for civilian airliners never achieved production (though both of the latter flew). Nonetheless, the D-18T and PS-90A were technology-wise creditable competitors to the contemporary PW2000 and RR RB.211 family.
Since the late 2000s Russia is clawing back that lost ground though - the SaM146 exposed them to Western design an production practices as well as experience with international MRO requirements. The latter part was pretty painful, but contrary to superficial perceptions, the blame for some of the related issues actually falls squarely at Safran's feet and in any case it was a valuable lesson. More importantly, the entirely Russian PD-14 is coming along well, having wrapped up flight testing and achieved Russian certification in 2018, and approaches PW1100G and LEAP-1 level of technology*.
There's still a decent chance we'll see it fly on its intended application (the MS-21) before the year is out, it has already been installed on the aircraft and started up on the ground. How long before a C919 flies powered by two CJ-1000As? The PD-14 was at the stage where that engine is now more than 5 years ago! Next up will be the PD-35 for the CR929, where component testing is now underway - it should end up comparable to the GENx with composite fan blades (recently tested), composite fan casing, laminar flow nacelle and CMCs in the HPT.
* 3D blade aerodynamics, advanced single-crystal HPT turbine alloys with 1850K operating temp, hollow TiAL-alloy LPT, 3D printed fuel injectors, ceramic-tiled low-emission combustor, HPC with *higher* stage-PR than GTF/LEAP, LEAP-style O-duct thrust reverser with electro-mechanical actuation, nacelle with 60% composite construction including thrust reverser cascades... do you want me to go on? It's perhaps easier to put it this way: compared to the LEAP-1 it lacks only composite fan blades (have been recently tested in preparation for the PD-35 though), a composite fan casing and CMCs in stationary HPT components.
Russia is still impressive though with all the hindrance but managed to still modernise the mainstay RD-33 and Al-31 and develop the Izd.30. Losing Ukraine was a big blow since a lot of the turbofan industry was placed there during the Soviet era.
Not as big as the blow to Ukraine of losing Russia though
As much as 60% of engines designed/built by Progress/Motor-Sich is contributed by Russia (the entire low-pressure system on the D-18T, for example). The impact largely depends on how the supply chain of the individual companies and sometimes individual engine you are looking at developed in the Soviet era - it's not as though certain competencies were only available in Ukraine. For example, Klimov lost the vast majority of its production and MRO capacity for TV3-117 turboshafts (for which it is the design authority), but the RD-33 is virtually unaffected.
Izd.30 details are lacking so everyone will have to wait with patience before we see how impressive or meh it ends up being.
As compared to what - the WS-15? Due to secrecy, the information is scattered around various obscure sources, but it is credible (leaked photos, leaked company presentations, press releases by the developing company's competitors, an interview with a designer). If you put it all together and extrapolate a bit from the "white-world" progress achieved on the civilian PD-14, it is possible to form a pretty detailed picture - more detailed in some regards than publicly available info on the 20 year old F119! And the picture you get is that it's very advanced - at least half a generation beyond the likes of the F119 and EJ200 (possibly more, if the designer's hints at a VCE architecture come true - still on the fence there).
So we know within fairly close bounds some important Izd.30 specs, have seen photos of various parts and it is confirmed to have been in flight testing since late 2017. By contrast, the WS-15 is a nebulous mass of rumours that may or may not be accurate - and even if you give them the benefit of the doubt it doesn't match what we know fairly certainly on Izd.30.
There's also been the hollow crystal fabrication which I think is something that's exclusive to US and China now?
Hollow single crystal turbine blades for cooling air are an old hat. Maybe not for China, but Russia applied that to later batches of the vanilla AL-31F (which probably accounts for at least some of the durability enhancements) and PS-90A. Or perhaps you refer to hollow TiAL-compound LPT blades (for weight saving)? Well, the PD-14 has those, while the CJ-1000A does not - despite the fact that RR manufactures such blades for its engines in China. Perhaps an indication that building to print according to a process installed by a foreign company is not the same thing as having mastered the technology yourself.
Then there's the hole forming tech using lasers which is yet another major catch up effort which is also pretty exclusive if I recall, if not entirely pioneered in China.
A rationalization technology for saving production cost, not an enabler. Alternative processes (which are much slower though) have been available for years, and the Russians like lasers in manufacturing, so I wouldn't exclude the possibility that they have something similar available.
Russia is still drained of funding and doesn't appear like it will have the economy to pour money into defence tech that could allow it to match or exceed the US in some areas like it used to be. So the long term outlook for Russian engines isn't the brightest but they may focus on some new niches and still excel in innovating totally new technologies.
Well, how do you account for the ability of RR to keep up with the US manufacturers?
Where does Russia source its advanced technology for inspection, fabrication etc from? Isn't Russia under sanctions? So are you saying that Russian companies have managed to keep up in comprehensive technological parity even though it's been cut off from the global network?
The answer is that they developed most of it themselves. Throughout the Cold War they were operating in even greater isolation than today, resulting in an aerospace industry that is probably the most self-sufficient outside the US. For example, powder metallurgy turbomachinery discs are actually a Soviet/Russian invention and nobody else seriously attempted to build large titanium submarines (though the UK considered it for the W-class).
Slap similar sanctions on Western Europe or China and the disruption would be far greater. Look how quickly Russia has been able to compensate for the cut-off in CFRP raw material supply for the novel MS-21 wing - a sample made from the domestic replacement materials passed static testing recently. This decision to sanction Irkut may well backfire incidentally, because it makes this efficient process available for Russian military projects with far fewer strings attached. I doubt they would have dared to use it for PAK-DA previously, but now it's a distinct possibility.
All in all, the post-Soviet gap is not as big in military engines as you might think. At the time, projects to develop M88/F414/EJ200/F119 class engines were well advanced, to the point that the AL-41F (not the current one, known as Izd.117/117S, but the Izd.20 VCE) even flew. It didn't enter production, but produced some advances in the state of the art in Russia nonetheless - as latenlazy says, design capabilities suffered hardly any set-back at all. Production merely skipped one generation (M88/F414/EJ200/F119) but continued evolution of the AL-31F series limits the damage.
