Chinese Engine Development

Since there's no dedicated aerospace engine thread, I'll put this here.
A report claiming that a university lab in Beijing made a recent 'breakthrough' in material used for aerospace engine among other things and that commercial production is near.
It claims this 'niobium-titanium aluminum alloy' allows higher operating temperature than similar materials used currently worldwide & that it has lower density than 'nickel-based superalloy' ie weight reduction.

This is way too 'deep' for me. Can anyone with some knowledge in this area make some comment ?



我航空发动机取得突破性进展 推重比大幅提高
2007-11-28 来源：环球时报

北京科技大学新金属材料国家重点实验室称，具有我国独立知识产权的新一代航空航天用发动机材料－－高温高性能高铌钛铝合金材料即将步入产业化阶段，这一技术将使我国航空航天发动机材料居世界领先水平。　

北科大新金属材料国家重点实验室经过20年的研究，发展了高温高性能高铌钛铝合金，它比先进国家现在使用的一般铌钛铝合金有更高的使用温度。高温高性能高铌钛铝合金可以替代高性能变形镍基高温合金，密度大约是镍基高温合金的一半，使部件有显著的减少重量的作用。

据介绍，高铌钛铝合金的应用将开辟航空航天、船舰、汽车等重要领域的新发展，使现有装备得到突破性发展。

耐高温材料一般用于制造喷气式发动机的涡轮叶片。在工作过程中，现代喷气发动机的涡轮叶片通常要承受1600-1800摄氏度的高温，同时还要承受300米/秒左右的风速，以及由此带来的巨大的空气压力，工作环境极为恶劣。现代涡轮叶片通常采用定向凝固的单晶材料制造，还要在内部开辟风冷通道，工艺极其复杂，被誉为现代工业皇冠上的明珠。新型高温高性能高铌钛铝合金可以进一步提高涡轮叶片的耐高温能力，从而允许提高发动机进气口温度，进而增加发动机推力。

高温高性能高铌钛铝合金密度大约是镍基高温合金的一半，使用它制作发动机高温部件可以大大减轻发动机重量，从而提高发动机的推重比。

发动机推重比是评价现代喷气式发动机的主要指标之一，它对飞机性能有着决定性的作用。目前世界先进发动机的推重比一般在7.5- 9.0之间，美国F-119发动机这一数值能达到11.0，是世界最好的涡扇发动机。高温高铌钛铝合金能够从增加推力和降低重量两方面提高发动机推重比，对我国航空工业有着十分重要的作用。(邱贞玮)

I Aero Engine Thrust-Weight Ratio a breakthrough in the substantial increase
2007-11-28 Source: Global Times

Beijing metal materials technology university key national laboratories that have independent intellectual property rights of China's new generation of aerospace engines materials - high-performance high-temperature niobium titanium aluminum alloy material is about to enter the stage of the industrialization of this technology will bring China Aviation aerospace engine materials in the world leading level. 　

北科大new metal materials key national laboratories After 20 years of research, development of the high-temperature high-performance high - niobium-titanium aluminum alloy, which is used in advanced countries than the general niobium titanium aluminum alloy using a higher temperature. High-performance high-temperature niobium titanium aluminum alloy deformation can replace high-performance nickel-based superalloy, the density is about nickel-base superalloy half, so that a significant part of the role of weight reduction.

According to reports, high - niobium titanium alloy application will be opened up in aerospace, ships, automobiles and other important areas of new development so that existing equipment to obtain a breakthrough.

High temperature resistant material generally used in the manufacture of jet engine turbine blades. In the course of their work, the modern jet engine turbine blades usually have to bear 1600-1800 degrees Celsius heat, we need to bear 300 m / s wind speed about, and the resulting huge air pressure, the working environment is extremely bad. Modern turbine blades are usually used directional solidification of single crystal materials manufacturing, but also in the open air-cooled internal channel, extremely complex process, known as a modern industrial crown pearl. New high-temperature high-performance high - niobium-titanium aluminum alloy turbine blade can be further enhanced the high temperature capability, allowing increased engine inlet temperature, leading to an increased engine thrust.

High-temperature high-performance high-density niobium titanium aluminum alloy is about nickel-base superalloy half, making use of its high-temperature engine components can greatly reduce engine weight, thus enhancing engine Thrust-Weight Ratio.

Engine Thrust-Weight Ratio evaluation of the modern jet engine is the main indicator of its performance of the aircraft have a decisive role. Currently the world's most advanced engine Thrust-Weight Ratio generally 7.5 - 9.0 between, the United States F-119 engines this value can reach 11.0, the best in the world turbofan engine. High temperature and high niobium titanium aluminum alloy from the increased thrust to reduce weight and improve both Engine Thrust-Weight Ratio of China's aviation industry has a very important role. (邱贞Wei)

From what I gather from the translation, that would mean a reduction in the region of about 50% in the weight of the fan blades. Perhaps someone could estimate the final weight reduction for an average turbofan engine using the new material for its fan blades.
Probably still a lot of work to do. Like how reliable is the material under extreme stress.

Total weight reduction relating to whole engine wouldn't be a great deal, maybe just a few kg to 10-20 kg. The turbine blades don't weigh that much to begin with. But it does mean the turbine can be much more responsive than before.

With this new material, improvement can also be made on the jet engine's core temperature. Remember the J-11 engine testbed with one engine having a bluish exhaust and the other an orange one? Wonder which is the WS-10 / WS-10A engine. The engine with the bluish exhaust would probably be the more powerful engine. i.e. higher core temperature.

Obviously structural changes would have to be made on the engine core,and so the WS-10A would not be able to benefit immediately from the new material in this respect without any modification. Probably it's meant for the more advanced turbofans under development now.

more fro avic1

为了让产品尽快形成装备，为了让用户放心与满意，一航动力所在昆仑、太行系列发动机的使用过程中，不断创新服务，提升价值，成功实现了设计理念转型。日前，太行发动机使用工作取得可喜进展。

进入新世纪以来，昆仑发动机和太行发动机相继设计定型，标志着一航动力所的研发团队日臻成熟，在两个型号系列发动机产品的研制过程中，经过了从产品设计、制造到地面验证、飞行验证等全过程。一航动力所人在欣喜之余同时清醒地认识到，“产品设计定型”远远不是终极目标。在市场经济条件下，作为发动机研发单位，研制观念必须要有重大转变，即：发动机研制要从型号设计向产品设计、项目设计、体系设计转变。

尤其在太行发动机设计定型后，一航动力所党政领导班子审时度势，结合全面建设“五个一流”现代化研究所的战略目标，适时地开展了以“解放思想，加速振兴—— 三学、三转、三查、三比”为主题的学教活动。科研人员在学教活动中着重进行了“如何树立全新客户观、如何将设计服务贯穿型号全寿命过程”的大讨论。通过学习、讨论，全体员工特别是科研一线的设计和管理人员认识到：型号设计是一个全寿命的过程，型号设计定型只是研制产品形成装备的新起点。为客户终身服务的思想时刻不放松，设计为产品服务，让客户创造更广阔的增值空间。正如张健所长所说：“我们的产品是设计出来的、试验出来的、制造出来的，更是使用出来的。建立用户对我们的信任至关重要。”在一航动力所，一切为用户着想、外场无小事的理念已经不仅仅是耳熟能详。一个为用户铺设的绿色通道，不仅畅通在现实工作中，也畅通在每个一航动力人的心里。

自行研制的发动机产品形成装备，提升外场服务水平具有重要的意义。实现设计理念转型一航动力所人抓好三方面主要工作：一是在组织管理上提供保障。在2007 年初进行机构调整时，一航动力所率先成立外场技术保障部。在用人机制和机构建制方面优先给予保障。在所内抽调各专业精兵强将组建型号外场技术服务组，破例返聘经验丰富的老同志充实外场技术服务队伍，大幅度改善提高外场技术服务人员的待遇，建立配套的工作制度，切实为外场工作提供强有力的保障支持。

二是在责任落实上，强化快速反应、快速解决问题、快速服务的能力。在所领导、型号总师的亲自组织和指挥下，采取随时成立技术攻关组集智攻关、向承制单位派驻技术保障小分队等措施，同时与承制单位和军代表室密切配合，配合承制厂严把生产质量关，发现问题追根溯源，彻底解决，不让交付的发动机存在问题。外场保障部专门形成反馈制度，对发动机使用中出现的问题及时反馈所内，快速解决，并千方百计使太行发动机这一来之不易的胜利成果尽快成为用户欢迎的可靠实用装备，形成一个设计、制造、使用、修改设计直到成功的螺旋式上升的过程。

三是在体系建设上，外场保障服务做到技术服务增值，从心理上赢得用户。为了实现建立符合实际、具有特色的外场服务体系目标，一航动力所外场技术保障部加强学习国外先进的管理服务经验，主管领导带队向机关部门、兄弟单位学习，向用户请教。并结合总结近年来在型号试验、试飞中的经验，制定了一整套适应用户需求、适应设计需要的外场技术服务工作流程，补充完善了质量体系文件，使产品的技术服务保障工作走上了制度化、规范化的轨道。在试飞现场，一航动力所积极发挥总师单位的技术优势，与相关单位通力合作，做好飞行保障工作。在昆仑、太行发动机使用工作中，一航动力所科研人员多次为部队用户进行空勤、地勤培训，所领导、外场保障部等与用户及时进行沟通交流，专题研究解决部队使用中出现的各类问题，与用户共同建立一个有效的保障体系。

一航动力所在昆仑、太行两个型号发动机使用过程中，建立并逐渐形成了产品的全寿命概念，高度重视产品质量和使用维护，做好产品的全过程质量控制，发动机的研制必须得到用户的认可、市场的认可，用产品设计的观念对待发动机研制。充分发挥总体单位的牵头作用，协调上下游相关单位的资源，通过研制工作，实现合作单位之间的共赢，不断拓展产品增值的空间，成功实现设计理念的转型。一航动力人将以更饱满的热情、崭新的面貌，奋战在国防科研的前线，服务在产品用户的身边

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basically just talks about the progress of turning kunlun and Taihang engine from certified in the design to become ready for the market, ready to service customers and such. I don't think it gives anything away. It just talks about when these two engines are being used, they find little problems in it with the help of users and increase lifespan and such.

秦岭”发动机通过生产定型
　

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本报讯 2007年12月28日，凝聚着中国几代航空人心血与汗水的“秦岭”发动机通过生产定型，标志着我国航空发动机研制跨入一个新的阶段。

“秦岭”发动机由中国一航西安航空发动机（集团）公司主承制。它的生产定型是对研制企业生产过程、工艺流程、质量管理、基础管理及批生产能力的一次大检阅，是我国航空发动机生产史上一次重大突破，必将为提高企业的核心竞争力，促进企业持续稳定发展创造更加有利的条件。“秦岭”发动机为中国“飞豹”战机装备了一颗强健的“中国心”，并成为国内批量装备部队的较大推力的涡扇发动机，对于提高我军的装备水平、促进航空发动机产业发展具有重大的推动作用。

“秦岭”发动机研制是国家重点科研项目。在研制过程中，党和国家领导高度重视，各有关部门通力合作、全力支持，面对繁重的生产科研任务，各参研单位以振兴航空为己任，密切协作，不断探索，勇于实践，超常拼搏，稳扎稳打抓产品质量，群策群力促任务完成，管理措施落实到位，生产系统全面提速，大力加强技术创新，不断探索新工艺、新方法，按照研制要求进行工装设计制造，突破了一系列技术难题。各参研单位积极进行管理创新，调整生产布局，进行大规模技术改造，极大地改善了“秦岭”发动机的生产条件，保证了秦岭发动机研制工作的开展，为我国航空发动机的研制积累了宝贵经验。

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This talks about WS-9 achieving production certification. If this is a little confusing. I think the engines get design certification first and they starting equipping planes with them. After a while and they sort out all the minor problems with it, it gets production certification.

I would guess the design certification means the design is ok, but this is only in terms of small batch production, like semi-hand-built, not how to mass produce it. Once the design is certified and frozen, the mass production process can be worked out and debugged, and then the production certification is given and mass production can go ahead.

RedMercury said:

I would guess the design certification means the design is ok, but this is only in terms of small batch production, like semi-hand-built, not how to mass produce it. Once the design is certified and frozen, the mass production process can be worked out and debugged, and then the production certification is given and mass production can go ahead.

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I'm not sure if even that's the case, they produced enough WS-9 for like 3 or 4 regiments of JH-7A during this period (from basically 2004 to 2007). So, they were producing maybe 30 a year in the beginning and reached maybe 50 a year by the time production certification took place. And they are producing enough WS-10A for all J-11B + some J-10s right now and it hasn't reached production certification yet.

Maybe an extra bit of paperwork for this export-oriented project, or maybe a new requirement?

Two articles from HKB (aerospace daily), one on WS-10A/Kunlun, the other is on WS-9/Kunlun.

I have to say there are a lot of good information here. First, it says that a lot of problems for WS-10A has been solved with respect to mass production. Apparently, this lifted the production rate of WS-10A and has pushed the project to the mass production stage. I hope it will get production certification soon.

Apparently, the improved version of the engine is also moving nicely along completing the design, the technological breakthroughs and test validation works. I think the improved version was mentionned to have hit a real large milestone in September.

avic1 link
The production for WS-10A, WS-9 and Kunlun were all completed as scheduled for this year. Apparently, the production for WS-9 was finished by September and the production for Kunlun was finished by October. By Nov 29th, all the required production for XAC was finished. I guess that includes JH-7A and H-6 too. By December 28th, WS-9 passed the production certification (we already heard about this.

avic1 link