The AECC CJ-1000A (Chang Jiang-1000A/长江-1000A) is a Chinese high-bypass turbofan jet engine currently in development.
| 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 |
| Status | Under development |
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 of hollow titanium like those of Rolls-Royce Plc., and its single annular combustor uses 3D printed fuel nozzles.[3]
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]
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]
The CJ-500 would offer 18,000 to 22,000 lbf (80 to 98 kN) for the ARJ21.[7]
Data from Flight[3]
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