AEJ Is not an actual designation, there are only AEP, AES and AEF which corresponds to turboprop, turboshaft and turbofan. WS, WJ, WZ and WP designations are still used as they are military designations while the AEP, AES and AEF series are all commercial. AEP400/500/380 in PLA service are all called WJ-10 which is likely due to them all sharing a common core.
Oh shit, sorry didn't see that one. Your right, AEJ should be for turbojets.
I am a massive China bull but I won't say that until they field the CJ-2000. AECC's own goal for catch-up with the SOTA is 2035.
Assuming CJ-2000 is a GTF comparible to Ultrafan 80, by 2035 RR Ultrafan series will be in service and maybe CFM RISE.
Eh. Ultrafan isn’t that innovative. Bigger fan is a low complexity approach. RISE is more interesting but it’s a lateral development path, not a forward one.
Open rotor will likely win in the end. As the shroud grows so are its drag and weight penalties. BPR 20 is about the end of the road for turbofans. For an even larger ratio of fan/core flow the shroud will have to be ditched in the end. It will be fun to watch how engine companies will argue their engines aren't actually advanced turboprops. In the 1990s they invented new terms for that. Propjet, propfan, open rotor turbofan
Still, no clear way to avoid the thundering noise coming from an unshrouded fan. Passengers will get mad unless the engines are somehow placed a bit further than now.Open rotor will likely win in the end. As the shroud grows so are its drag and weight penalties. BPR 20 is about the end of the road for turbofans. For an even larger ratio of fan/core flow the shroud will have to be ditched in the end. It will be fun to watch how engine companies will argue their engines aren't actually advanced turboprops. In the 1990s they invented new terms for that. Propjet, propfan, open rotor turbofan
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Note: A fan and a propeller are the same things from a scientific perspective. Both are dynamic axial compressors (the term for machines that add energy to a flow). The word fan came to describe propellers with a high disk loading and a shroud.
Noise and most other factors could plausibly be lobbied or ignored in the face of high efficiency improvement assuming they can get it down to a reasonably acceptable level. Also, D-27s met stage 3 noise certification standards after a modification, though that only makes it about as good as the original 737.