Chinese Engine Development

[Michael90]

Agree.

ARJ21/C909 is roughly the equivalent of Liaoning -- China produced/refurbished, but heavily based on an old foreign design (Kuznetsov-class for Liaoning, MD-80 for ARJ21)
C919 is roughly the equivalent of Shandong - still uses some foreign tech/design, but with significantly more domestic content
C929 should be the equivalent of Fujian - fully domestic, cutting edge design, and world-leading performance in at least some aspects

I thought C929 was supposed to rely mostly on US/western systems like C919?

 

[latenlazy]

I thought C929 was supposed to rely mostly on US/western systems like C919?

They’re both indigenizing quite rapidly now.

 

[Philister]

I thought C929 was supposed to rely mostly on US/western systems like C919?

Actually, no, 929 would enjoy the fruit of 919 domestication which is going under the water rapidly, they planned to use Trent for the maiden flight but you never know, maybe CJ2000A would be there just in time

 

[bsdnf]

The problem is not the FAA or EU certification, but the CAAC's own airworthiness certification will not show too much leniency in order to rush the deadline. After all, this is related to air safety, and CAAC has always been very conservative and cautious. CJ-1000 will take time anyway.

 

[by78]

This has been confirmed to be a hybrid tilt-rotor drive system in the 100kW class, intended for VTOL aircraft in the 2- to 4-ton range.

This 100kW tilt-rotor drive is intended for the AR-E3000 eVTOL, a model of which is in the background. AR-E3000 was first unveiled at the last Zhuhai Airshow (2nd image below).

 

[Micron]

The problem is not the FAA or EU certification, but the CAAC's own airworthiness certification will not show too much leniency in order to rush the deadline. After all, this is related to air safety, and CAAC has always been very conservative and cautious. CJ-1000 will take time anyway.

You are spot on.
The first hurdle is CAAC Airworthiness Certification.
If even that can't be achieved, why bother to talk about EASA and FAA certification?
In the opinion of many, CAAC have been far too stringent and would not compromise an inch coming to passengers' safety although this matter concern China's National Security.
Without CJ1000A certified by CAAC, there won't be any further C919 delivery despite the claim of adequate stockpile of Leap-1C engines.

 

[by78]

1100kW turboshaft on display at the Tianjin Helicopter Expo.

 

[ACuriousPLAFan]

Excerpts from academic papers on pusher propfan and contra-rotating propeller simulation models. Posted by SOYO on Weibo.

 

[Tomboy]

Excerpts from academic papers on pusher propfan and contra-rotating propeller simulation models. Posted by SOYO on Weibo.

View attachment 163023
View attachment 163024

It's a propfan and according to SOYO and this guy, AECC CAE and Zhuzhou(Apparently the ones who built that 30kg/s class gas generator) both are working on some kind of propfan with Zhuzhou said to have done a ground test already.


So Sino An-70 and Yak-44 is now possible?

 

[ACuriousPLAFan]

It's a propfan and according to SOYO and this guy, AECC CAE and Zhuzhou(Apparently the ones who built that 30kg/s class gas generator) both are working on some kind of propfan with Zhuzhou said to have done a ground test already.
View attachment 163030View attachment 163031

So Sino An-70 and Yak-44 is now possible?

Depends on the engine power.

Both the An-70 and Yak-44 are powered by D-27 propfans with max power of 9000-10000+ kW per engine.

For reference, the WJ-10 (which is the most powerful turboprop engine in China currently known) has a power of ~5000 kW.

Though, I doubt China has any need for An-70/A400M-sized airlifters, given China already has the Y-20 family. And the WJ-10s should be sufficient for the KJ-600.