The ACAE/AECC CJ-1000A (Chang Jiang-1000A/长江-1000A) is a Chinese high-bypass turbofan jet engine currently in development by the Aero Engine Corporation of China (AECC) under its Commercial Aircraft Engines (ACAE) Shanghai division.
| CJ-1000A | |
|---|---|
| Type | High-bypass turbofan |
| National origin | China |
| Manufacturer | AECC Commercial Aircraft Engines (ACAE) Shanghai |
| First run | May 2018[1] |
| Major applications | Comac C919 |
| Status | Under development |
Design
editThe CJ-1000A is being developed for the Comac C919 narrow-body airliner with a thrust of 98–196 kN; 22,000–44,000 lbf.[2]
It has a diameter of 1.95 m (6 ft 5 in) and a length of 3.29 m (10.8 ft), compared with the 1.98 m (6 ft 6 in) diameter and 3.32 m (10.9 ft) length of the CFM LEAP-1C. It uses a similar two-spool configuration to the LEAP-1C, with a one-stage fan, three-stage booster, 10-stage high-pressure compressor, two-stage high-pressure turbine and six-stage low pressure turbine (although the LEAP-1C has seven low pressure stages). Its 18 wide-chord fan-blades are made of hollow titanium like those of Rolls-Royce Plc., and its single annular combustor uses 3D printed fuel nozzles.[3]
Development
editA model of the CJ-1000Al was exhibited at the AVIC booth of the September 2011 Beijing Air Show, and was expected to be completed in 2016.[4] At the time, entry into service was targeted for 2020 and a possible cooperation with MTU Aero Engines was studied.[5] In 2013, AVIC Engine subsidiary Shenyang Aeroengine Research Institute proposed its 28,700 lbf (128 kN) WS-20 engine (designed for the Y-20 military airlifter), which was still being developed at the time but entered service in 2023, to power the C919 instead of the CJ-1000A (SF-B). The CJ-1000A uses slightly older technology, closer to the CFM56 than to the CFM LEAP.[6] The suggestion to use the WS-20 engine was, however, rejected by Comac.
Assembly of the first CJ-1000AX engine was completed in December 2017 after an 18-month process. Twenty-four more engines were built to support an airworthiness certification program. The engine was planned to enter service after 2021.[3] In May 2018, the first engine ran in a Shanghai test cell reaching a core speed of 6,600 rpm.[1]
In May 2018, AECC intended to certify the CJ-1000 by 2027 and introduce it in 2030, eight years behind the original schedule.[7] The CJ-1000A would need 28,200 lbf (125 kN) thrust to replace the CFM LEAP-1C currently used in the Comac C919. The 29,500 lbf (131 kN) variant "CJ-1000B" would be used to power an extended-range C919 variant.[7]
In March 2023, reports emerged that the flight test campaign for the CJ-1000A engine had started on a Y-20 test aircraft.[8] According to Chinese media reports, AECC has said that it expects the CJ-1000 engine to be certified by 2025.[9]
Other derivatives
editCJ-2000 (AEF3500)
editThe CJ-2000 is a scaled-up version of the CJ-1000 HP spool and combustor core, with 10 compressor stages and two turbine stages. As of June 2018, the new 78,000 lbf (350 kN) engine destined for the COMAC C929 was expected to be demonstrated in 2023 and enter service in 2030. It features a new low-pressure spool with a four-stage LP compressor booster up from three, seven LP turbine stages up from six (compared to the GEnx-1B which also has six stages; the UEC PD-35 has nine HP compressor stages), as well as composite fan blades and fan case. The bypass ratio would be over 10, with a 50.3 OPR in climb, and a target TSFC of 0.53–0.525 lb/lbf/h (15.0–14.9 g/kN/s).[7]
CJ-500
editThe CJ-500 would offer 18,000 to 22,000 lbf (80 to 98 kN) for the Comac ARJ21.[7]
Applications
edit- Comac C919: as alternative to the CFM LEAP-1C engine.
Specifications
editData from Flight[3]
General characteristics
- Type: two-spool high-bypass turbofan
- Length: 3.29 m (10.7 ft)
- Diameter: 1.95 m (76.8 in)
- Dry weight:
Components
- Compressor: one-stage fan (18 hollow-titanium, wide-chord blades), three-stage booster, 10-stage HP
- Combustors: single-annular combustor, 3D printed fuel nozzles
- Turbine: two-stage HP, six-stage LP
Performance
- Maximum thrust: 25,000 lbf (111 kN) CJ-1000AX demonstrator, 28,200 lbf (125 kN) CJ-1000A, 29,500 lbf (131 kN) CJ-1000B[7]
- Overall pressure ratio: ~40 (HP compressor ~20)[10]
- Bypass ratio: >9[10]
- Specific fuel consumption: ~0.52 lb/lbf/h (15 g/kN/s)[10]
See also
editRelated development
Comparable engines
Related lists
References
edit- ^ a b Toh, Mavis (18 May 2018). "C919's local engine alternative powered up". FlightGlobal. Retrieved 17 February 2023.
- ^ "国产大飞机发动机"长江"CJ-1000A首次亮相". CARNOC.com (in Chinese). 21 September 2011. Archived from the original on 25 September 2011. Retrieved 17 February 2023.
- ^ a b c Trimble, Stephen (29 December 2017). "China completes assembly of first high-bypass turbofan engine". FlightGlobal. Retrieved 17 February 2023.
- ^ "国产大飞机发动机CJ-1000A模型亮相". miit.gov.cn (in Chinese). Ministry of Industry and Information Technology. 21 September 2011. Archived from the original on 30 December 2017. Retrieved 17 February 2023.
- ^ Gubisch, Michael (21 September 2011). "MTU to work with AVIC on possible alternative engine for C919". FlightGlobal. Retrieved 17 February 2023.
- ^ Perret, Bradley (7 November 2013). "Avic Engine Pushes Alternative To ACAE CJ-1000 Turbofan For C919". Aviation Week Network. Archived from the original on 10 April 2016. Retrieved 17 February 2023.
- ^ a b c d e Perrett, Bradley (1 June 2018). "China Moving Ahead With Widebody Engine". Aviation Week & Space Technology. Retrieved 17 February 2023.
- ^ Ostrower, Jon (24 March 2023). "As congress debates TikTok, China flies its own commercial jet engine". The Air Current.
- ^ "How monumental is China's challenge to build its own jet engine for the C919?". South China Morning Post. 11 February 2024. Retrieved 15 June 2024.
- ^ a b c Fritz, Joseph E. (6 December 2012). "Global Commercial Aero Turbofan Engine Market, Supply Chain and Opportunities: 2012 - 2017" (PDF). Lucintel. p. 18. Retrieved 17 February 2023.