Watching the British slut look of come and seduce me in the media, the righteous French have already escaped their anger.

The most influential journal in the French industry, "Aviation Science and Technology", has published three consecutive articles, turning over all the failed works of the aviation industry on the other side of the strait in the past 30 years, and finally came to the theism that if the British are reliable, sows can fly up trees.

Of course, the tsundere French are not idle, and Snecma, a subsidiary of French aerospace giant Safran, has been lobbying CMB Aerospace to choose its M123 medium-thrust advanced turbofan engine as the future power of the CM100 regional airliner.

Snecma has even promised to follow the example of the BR700 series engine developed by Rolls-Royce and BMW, which was financed by Snemmar and CMB Aerospace to develop the M123 10-ton civilian medium-thrust advanced turbofan engine.

As the majority shareholder of CFM International Engines, why didn't Snecma care about the image of the CFM56 series engine in the eyes of CMB Aerospace, but instead dug the corner of the wall with a hoe?

This story also started with the scuffle between the international aviation power giants in the 80s.

Although modern turbofan engine technology originated in Rolls-Royce in the United Kingdom, in the late sixties in the United States, GE and Pratt & Whitney had caught up with Rolls-Royce.

As the top crown of modern industrial technology, the aero engine technology, the world's major industrial countries are naturally extremely important, but limited to many factors such as market, talent, politics, history, and the Cold War pattern, the aviation power market can be said to still be a game of great powers.

In the United States, the two giants of GE and Pratt & Whitney complement each other, and second-tier manufacturers such as Allison and Honeywell are not willing to be lonely, trying to break through the blockade of GE and Pratt & Whitney.

In the UK, Rolls-Royce has acquired all the aerodynamic companies.

As the economy prospered, the Federal Republic of Germany and Japan, having recovered from their defeated position, also intended to play their role at the pinnacle of human science and technology.

Relatively speaking. As a global power, France is a bit hard, because of the choice of different technical paths, France has been playing in the field of aero engines with a single rotor with low style, although the single rotor turbofan has a series of advantages such as low research and development cost, fast entry, and fast finished products.

However, with the development of applied science and technology in the sixties and seventies, the weakness of the single rotor in the high-thrust aviation power system has been fully revealed.

In the sixties, after the Snecma M53 engine failed miserably in the Eurofighter market. Having learned the hard way, the French decided to introduce twin-rotor technology to improve their aerodynamics.

At that time, the United States was in full swing, with a share of more than 90% in the global aviation power market, overwhelming other power manufacturers.

The U.S. government finally approved GE and Snecma's request for cooperation after countless games between the U.S. and French governments, allowing GE to take a conservative and cautious approach to export some aero-engine technology to France.

This policy also created the future king in the field of civil aviation power - CFM56 turbofan engine series.

In the CFM joint venture, France is responsible for the core engine, combustion chamber, tail nozzle and other parts of the company, which has extensive experience, and almost all high- and low-pressure turbines. The bearings, fans, air intakes, and exhaust cones are all developed by GE.

Snecma has benefited greatly from its joint venture with GE, and the latest twin-rotor M88 series of advanced military medium-thrust engines from Aeronautics France is a true reflection of technological progress.

In the international aviation community, the fact that both GE and Pratt & Whitney have used iron proves that the conversion of advanced military turbofan engines to civilian large ducted turbofans is an incomparably correct path for sustainable development, and Nesnecma will naturally not turn a blind eye to the right path.

However, in the field of twin-rotor turbofans, Snekma is also a novice, and the old aircraft manufacturers, whether Boeing, Airbus or McDonnell Douglas, have long cooperated with Pratt & Whitney, GE, Rolls-Royce and other companies for many years, and there is no room for Snecma to intervene.

Then. CMB Aerospace's reputation as "the world's most promising aviation market" in the future naturally attracted Snecma's attention.

No matter how good the joint venture CFM International is, it is just a godson. The M88 ten-ton civilian mid-tractor based on the M123 military turbofan engine is the son of the French.

At present, in the power candidate list of CM100 regional airliner, the world's major aviation power manufacturers are all absent.

GE is promoting the CFM34 series, which is a joint venture with France, Pratt & Whitney is committed to developing targeted JT8D2000 models for the CM100 series of regional airliners on the basis of the JT8D, Rolls-Royce is coming up with the BR700 series jointly developed with BMW of Germany, and IAE International Aero Engines is promoting the development of the V3000 advanced mid-range solution for the CM100 passenger aircraft based on the V2500 engine.

At this time, Allison Aerospace, which had not yet been acquired by Rolls-Royce, brought GMA3007 aero engines it was developing. That is, the later Rolls-Royce AE3007 series civilian push.

Relatively speaking, France's Snecma has made the biggest bet to jointly develop the M123 advanced civilian mid-range with CMB Aerospace based on the M88 military engine technology (Note 1)

From the candidate list of CM100 regional airliner power, it can be seen that the current international aviation power field is in a fierce cooperation, CFM34 is a joint venture between GE and Safran of France, and BR700 is a cooperation between Rolls-Royce of the United Kingdom and BMW of the Federal Republic of Germany. The V2500 is an international force with mixed bloodlines, Mitsubishi of Japan, Rolls-Royce of the United Kingdom, Pratt & Whitney of the United States, and MTU of the Federal Republic of Germany are its major shareholders.

At present, the public opinion circles of the Federal Republic of Germany are hyping up the news that Pratt & Whitney of the United States is cooperating with the Federal Republic of Germany MTU to develop a new generation of aero engines, and the imaginative Federal German media naturally regard the power procurement of the CM100 regional airliner as an advantageous bargaining chip for the cooperation between the Federal Republic of Germany MTU and the United States Pratt & Whitney, after all, the voice of the Germans is also useful in the joint venture of CMB Aerospace.

It can be said that only the American Allison Aviation Power, which will be acquired by Rolls-Royce in the future, is the most bitter B, with no backstage and no background, and can only fight alone.

In this incomparably complex cooperation, there are those who cooperate sincerely, those who secretly harbor ghosts, those who ride the wall to watch the wind and fight soy sauce, and those who seem to be loyal to the traitor.

The background of a simple aero engine procurement is already complicated by this, and if you consider the grand declaration of "the future regional airliner market is at least $500 billion" issued by CMB Aerospace when it was founded, the real game is still to come.

Of course, even if the media does not believe that the future regional airliner market is really as much as 500 billion US dollars, this will not prevent the European media or the opposition parties from carrying the pie drawn by CMB Aerospace to question the current government in power, should you be more positive in the face of such a large market?

In the face of CMB Aerospace's courage to throw billions of dollars into the development of new regional airliners, even if some people do not agree with CMB Aerospace's expectations for the future regional airliner market, such people mostly exist in the form of irresponsible mouthballs.

No one at the executive level of the real government or large enterprises dares to ignore the judgment of CMB Aerospace, otherwise it will be a serious dereliction of duty, and the personal career will be completely ruined.

After all, Liu Wenyue is not specifically engaged in aviation, and there are some things that he knows but does not know why.

At the time of the holiday, there was nothing to do anyway, Zhou Yuanhang simply explained the general trend of the global aviation industry and Liu Wenyue thoroughly.

Listening to Zhou Yuanhang talk for a long time before he explained the small piece of aero engine to himself, Liu Wenyue said with a wry smile: "It seems that it is light to describe it as a puddle of mud." (To be continued.) )

PS: Let me slow down, and I'll change it today