No matter from which aspect, even if you take the digestion, absorption, and innovation path of the D-18T, it is impossible to come up with a usable engine for the whole project without ten years, and if you take 10,000 steps back, even if it takes ten years to complete the digestion and absorption of the D-18T engine, you can come up with an engine that basically meets the requirements. Pen × fun × Pavilion www. ｂｉｑｕｇｅ。 ｉｎｆｏ

By about 2005, although the domestic civil aviation industry has developed, the demand for short- and medium-range wide-body passenger aircraft has also risen, but the domestic civil aviation companies are still the same sentence: the engine has not been tested by the market for a long time, and there is no guarantee in terms of safety and reliability, and there will still be few companies willing to purchase domestic aero engines at that time.

Therefore, in 2005, when the introduction of domestic ultra-large thrust civil turbofan engine, it is almost difficult to find the corresponding civil aviation company to be a guinea pig, so it is not right at this time node, after a combination of various reasons, in order to ensure the smooth development of the wide-body passenger aircraft business in the southwest of AVIC, sometimes we should consider the needs of customers, if a civil aircraft can not meet the requirements of civil aviation companies, such an aircraft must have no future.

Then back to the conversation between Yang Hui and Kinchenko, this talked about the cooperation of the D-18TM engine, Kinchenko had already had no hope for the cooperation of the Sino-Ukrainian aviation industry, after all, the cooperation of this engine is not a small project, in addition to the development of the whole machine in the civil aircraft industry, the rest is the most important engine.

Thinking of the D-18TM engine, Kinchenko was excited: "D-18TM is a good engine, this is based on the D-18T for civilian needs, and after the increase in thrust, the maximum take-off weight in the previous An-218 plan is the same as the short-range wide-body passenger aircraft in the company's plan, all belong to the 170-ton class, so the engine model prepared for the An-218 can be used directly without other improvements, What I knew in the early years was that the D-18TM had a maximum thrust of 26 tons, and I thought that all this should be able to meet the requirements for use. ”

For the Ukrainian side in the D-18T series of engine research, Yang Hui is relatively recognized, first of all, the D-18T for the An-124 basic engine thrust has reached 234 tons, and to say that the D-18TM improved program has begun in the Soviet Union, although the engine received little investment in the later period, but through this period of nearly ten years of research, the engine should not be a problem to increase the thrust of 3 tons.

Or to put it more simply, even if the D-18TM is not successfully developed in the end, the maximum thrust T engine can actually be used as the power system, anyway, as long as there is an engine, although there may be some ups and downs in the development of the follow-up aircraft, it must not face the embarrassing situation of no engine to use.

Yang Hui also continued: "That's right, I also think the D-18TM engine is pretty good, before the 218 to do the matching, has been a lot of effort on the improvement of this engine, I think the development progress of the engine should be relatively fast, and considering that the An-218 dismount is inevitable, now you can find a new way out for the D-18T engine, I think you have gained something this time." ”

For the Ukrainian side, Yang Hui can think of places that can still be used are these, and there is really nothing to look at in other aspects, and even in Yang Hui's heart, the D-18TM engine is not too much to see, because the performance of this engine is not the most suitable in many aspects, in Yang Hui's opinion, the most suitable engine for the AVIC Southwest wide-body passenger aircraft should be the RB-211 of Rolls-Royce.

RB-211 as Rolls-Royce's famous work in the field of ultra-large bypass ratio turbofan engine, it is this engine that pushed Rolls-Royce to the throne of one of the three giants of super-large bypass ratio engines, and the subsequent Ruida series engines are also developed from RB-211, so RB-211 is a treasure for Rolls-Royce.

There are many reasons why Yang Hui chose Rolls-Royce's RB-211 engine instead of GM's or Pratt & Whitney's 000 series, the most important of which is that the RB-211 engine has a large market share in the Republic, coupled with Rolls-Royce's rich experience accumulation, among the aero engines produced by the Big Three, Rolls-Royce's engine has the highest reliability and the lowest fuel consumption, which is the king of the super-large bypass ratio turbofan.

In the civil aviation industry of the Republic, all the oversized ducts in service are more than the turbofan engines, which are also Rolls-Royce's RB-211, so based on these practical reasons, the use of RB-211 engines as the power system of short- and medium-range wide-body airliners will bring a lot of convenience and benefits.

And on the other hand, Rolls-Royce belongs to the British aviation industry signboard, and the British civil aviation machine manufacturing industry has long declined, Rolls-Royce as a company specializing in providing aero engines, the United Kingdom has relatively less interference in Rolls-Royce, and there is no need to consider the impact of AVIC's southwest wide-body passenger aircraft on the world passenger aircraft market, so that the leakage in the engine supplier in the later period will definitely be relatively less.

Rolls-Royce had previously failed in the competition for the power system of the MPC-75 project, and was even ridiculed by United Aero Engines and General Motors, which eventually led to the death of Rolls-Royce's series of engines on this plane.

But even if Rolls-Royce has all kinds of unhappiness with United Aero Engine Company and General Motors, as long as United Passenger Aircraft Company says that it needs to talk about the procurement of RB-211 engines, Rolls-Royce still has to come to talk about the project.

More importantly, although Rolls-Royce's RB-211 engine has excellent performance, this engine is almost a blank roll in the field of twin-engine wide-body airliners, to say that the wide-body airliner that can be equipped with this three-rotor engine, and before that, only Boeing 747 and Lockheed's L-1011 airliner have never been equipped with any twin-engine wide-body airliner equipped with RB-211, which and several engines occupied almost all the early twin-engine wide-body airliners are simply two extreme performances.

Yang Hui believes that as long as it is said that the short- and medium-range wide-body passenger aircraft of United Aero Engine Company is interested in the RB-211 engine, Rolls-Royce will definitely be happy to provide power system support, and it just so happens that Rolls-Royce will launch the RB211-524G-T engine for the Boeing 747 in 98, the thrust of the engine 263 tons is just right, and even Rolls-Royce can provide another 272-ton ultimate version of the RB-211. (To be continued.) )