I believe there is a possibility that they would be more aggressive with introducing new concepts to make up for the difference in conventional specs. Variable pitch fan, gearbox, three-spool setup, reheater, intercooler, recuperator, etc...A procurement announcement from 606 Institute on a trial produced/engineering sample of a geared turbofan drive system. The winner is AVIC Harbin.
I don't see anything special of this tender that is indictive to STOVL engine. Actually "contra-rotating fan" alone strongly suggests againt a F-135 style of engine, nor it has anything to do with WS-15. On the contrary it is an engine in early conceptual study and there is nothing similar in operation by any country in the world.
PW1000G and Rolls Royce UltraFan have GTF configuration.. CJ-2000 has GTF configuration too ?? nobody knows but maybe they have changed their mind and took this path due to advancement in Materials and manufacturing process.
GTF engines are supposed to be lighter. Why? Because if you can reduce the fan speed via gear box, you can reduce the number of LP turbine stages. As a matter of fact, PW1100g is around 300 Kg lighter than the Leap 1A, despite having a bigger fan and having a gear box. Why? Because the Leap has 7 stage LP turbine while the Pratt has only a 3 stage LP turbine.
A data sheet on a test bench for a certain large high-bypass turbofan being developed by Shenyang Aeroengine Research Institute. The test bench can accommodate a max thrust of 450kN and a reverse thrust of 150kN. Weight requirements are 10 tons (without thrust reverser) or 12 tons (with reverser).
The engine appears to also feature carbon fibre blades.
