ACAE CJ-1000A
| CJ-1000A | |
|---|---|
| Type | High-bypass turbofan |
| National origin | People's Republic of China |
| Manufacturer | AECC Commercial Aircraft Engines (ACAE) Shanghai |
| First run | May 2018[1] |
| Major applications | Comac C919 |
The AECC CJ-1000A (Chang Jiang-1000A/长江-1000A) is a high-bypass turbofan jet engine in development.
Design
The CJ-1000A is 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), to be compared with the CFM LEAP-1C 1.98 m (6 ft 6 in) diameter and 3.32 m (10.9 ft) length. It uses a similar two-spool configuration, with a one-stage fan, three-stage booster, 10-stage high-pressure compressor, two-stage high-pressure turbine and six-stage low pressure turbine, compared to the Leap-1C seven LP stages. Its 18 wide-chord fan blades are made in hollow titanium like those of Rolls-Royce Plc., and its single annular combustor have 3D printed fuel nozzles.[3]
Development
A 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 Engine Design and Research Institute proposed its 28,700 lbf (128 kN) WS-20 (SF-A) (designed for the Y-20 military airlifter), which was still being developed, to power the C919 instead of the CJ-1000A (SF-B) which used older technology closer to the CFM56 than to the Leap.[6] The suggestion was rejected later by Comac. Assembly of the first CJ-1000AX engine was completed in December 2017 after an 18-month process. 24 more engines will support an airworthiness certification program and it should 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]
By May 2018, AECC intended to certify its CJ-1000 in 2027 and introduce it in 2030, eight years behind the original schedule. The CJ-1000A would need 28,200 lbf (125 kN) thrust to replace the CFM LEAP. The 29,500 lbf (131 kN) CJ-1000B would power an extended-range C919 variant.[7]
CJ-2000
The CJ-1000 HP spool and combustor core, with 10 compressor stages and two turbine stages, will be scaled up for the 78,000 lbf (350 kN) CJ-2000 for a 2023 demonstration. It will need a new low-pressure spool with a four-stage LP compressor booster up from three, and seven LP turbine stages up from six, the GEnx-1B stage count while the UEC PD-35 has nine HP compressor stages. With composite fan blades and fan case, it would power the CRAIC CR929 after 2030 with an over 10 bypass ratio and a 50.3 OPR in climb, and targets a TSFC of 0.53–0.525 lb/lbf/h (15.0–14.9 g/kN/s) is aimed for by CRAIC.[7]
CJ-500
The CJ-500 would offer 18,000 to 22,000 lbf (80 to 98 kN) for the ARJ21.[7]
Applications
- Comac C919 : as alternative to CFM LEAP
Specifications
Data from Flight[3]
General characteristics
- Type: two-spool high-bypass turbofan
- Length: 3.29m (10.7ft)
- Diameter: 1.95m (76.8in)
- 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)[8]
- Bypass ratio: >9[8]
- Specific fuel consumption: ~0.52 lb/lbf/h (15 g/kN/s)[8]
See also
Related development
Comparable engines
Related lists
References
- ^ a b Mavis Toh (18 May 2018). "C919's local engine alternative powered up". flightglobal.
- ^ "国产大飞机发动机"长江"CJ-1000A首次亮相". CARNOC (in Chinese). 21 September 2011.
- ^ a b c Stephen Trimble (29 Dec 2017). "China completes assembly of first high-bypass turbofan engine". Flightglobal.
- ^ "国产大飞机发动机CJ-1000A模型亮相" (in Chinese). Ministry of Industry and Information Technology. 21 Sep 2011.
- ^ Michael Gubisch (21 Sep 2011). "MTU to work with AVIC on possible alternative engine for C919". Flightglobal.
- ^ Bradley Perret (Nov 7, 2013). "Avic Engine Pushes Alternative To ACAE CJ-1000 Turbofan For C919". Aviation Week Network.
- ^ a b c d Bradley Perrett (Jun 1, 2018). "China Moving Ahead With Widebody Engine". Aviation Week & Space Technology.
- ^ a b c Joseph E. Fritz (December 6, 2012). "Global Commercial Aero Turbofan Engine Market, Supply Chain and Opportunities: 2012 - 2017" (PDF). Lucintel. p. 18.