In fact, even if Pratt & Whitney takes out the core aircraft of the F-119, it is also just a chicken rib existence for AVIC Southwest, and Yang Hui really can't imagine that it will be good to cooperate with Pratt & Whitney to make a 10-ton engine, and finally grab the market with the CG-2000-2/3 engine prepared by himself. Pen "Fun" Pavilion www.biquge.info

It must be known that, first of all, although the core machine used by the CG-2000 is within the scope of the push, it is definitely the largest core machine in terms of core air flow, so it is not impossible to count it as a design that pushes too much.

Therefore, CG-2000 does have the ability to develop to ten tons, coupled with gear transmission technology, which is inherently more suitable than the twin-rotor engine to make the duct larger, so there are two engines with complete technical feasibility in the planning, and these two engines are actually enough to ensure the serial development of the entire C-818 passenger aircraft.

So from the heart, Yang Hui himself actually refused to cooperate with this, to say it again, like the CFM-56 model, in fact, the reason why it can succeed is because the French side has no ambition to continue to rise, and it is only limited to the level of small wealth, so it will be willing to do the development of supporting cold-end components, so that the two partners can cooperate sincerely, and finally firmly control the narrow-body trunk airliner power market.

But now! As one of the top ten aerospace and military giants in the world, AVIC Southwest is definitely not a company that is willing to be subordinate, but as the most profitable subsidiary of AVIC Southwest: United Aero Engine Company, the scale of this subsidiary alone has reached the scale of the second-tier European military giants.

Although the current United Aero Engine Company is not as prosperous as the three giants of Hangfa for the time being, at this time, the United Aero Engine Company can proudly say that compared with companies such as France's Snecma, it has not fallen behind at all.

It is also the latest masterpiece in the field of military engines, and it is also the military engine that best reflects the technical level of both sides, the performance of the turbofan 12 will definitely not be worse than the M88, and the other types of engines are actually more abundant than the product serialization development of United Aero Engines.

What's even more terrifying is that the current United Aero Engine Company is even more involved in the field of gas turbines, and there may only be two gas turbines FT-8 and QC-160 for the time being, but these are quite profitable market mainstream power systems, coupled with the 420 plant's ambitious heavy-duty gas turbine program, this alone is not comparable to Snekma.

Coupled with the turboshaft engine business of United Aero Engines, this aspect is not comparable to Snekma, at least at this time, Snecma has not successfully bagged Turbomeca, so Snecma is a duck egg in terms of turboshaft engine business.

However, based on the special national conditions of the Republic, Yang Hui does not think that United Aero Engine will be involved in the field of large rocket engines in the future, at most it is a small rocket and missile engine used in some airborne and shipborne missiles.

Therefore, after hedging the business that the two sides are not involved with, and then counting the assets of United Aero Engine Company and the assets announced by Snekma, we will find that United Aero Engine Company is no weaker than Snecma, and both companies are also world-class second-line aircraft engine troops.

But the two companies also have a big difference, first of all, France is too small, there is not enough national strength to support Snecma to continue to grow and develop, but now United Aero Engine is still developing rapidly, business expansion, I believe that by this time node in 2000, the two companies will no longer be an order of magnitude rivals.

Therefore, the current United Aero Engine Company will never be willing to condescend to others to give Pratt & Whitney, they already have a promising engine of the same type put into the market, and the response is not bad, then there is really no need to smash their own jobs, United Aero Engine Company is not strong enough to rely on internal competition to maintain the height of enterprise vitality.

"The core of the F-119? Regardless of whether you have the ability to break through the various obstructions of the US Congress and the Pentagon, I can say very clearly that the core of the F-119 is too performative, and the civilian turbofan engine built is not suitable for the serial development of narrow-body trunk airliners.

In fact, the core of the military turbofan engine has been changed to the design of the civilian turbofan, as long as you are not technically rotten, there is no edge, but anyone who can master the development of large bypass ratio turbofan engine technology can actually develop an engine with thrust of 80% of the thrust data of military engines with a thrust of small bypass ratio in the case of the same core engine.

If the gear transmission technology is adopted, this data can reach 90% under normal circumstances, and this is only the first time that the core machine is improved to the data of civilian turbofans, if you plan to develop a series like CFM-56, this thrust data can reach about 130%.

Or is it about Pratt & Whitney's current engine for developing a narrow-body trunk airliner with the core engine of the F-119, anyway, Yang Hui wants to ask: Are you planning to directly develop a 14-ton narrow-body trunk airliner power? In the subsequent serial development, it is planned to develop this engine into a civilian large-bypass ratio turbofan between 14-18 tons?

With an engine like Nima, do you want to push a narrow-body trunk airliner to do stunts? This powerful one is like a piece of flying in the air.

And for this kind of engine, Yang Hui really can't see what future it has, to be able to use this level of engine, except for the heresy of the Russian Il-96 wide-body passenger plane, and then I really can't think of any other aircraft that will use this kind of thing.

At this time, the positioning conflict between the new gear transmission engine and the CG-2000 series that I was worried about in cooperation with Pratt & Whitney is definitely gone, and even in a sense, this is still improving the product line for United Aero Engines, but the question is what market can this positioning engine be?

Oh! By the way, I forgot that a military transport aircraft of the C-17 level can still use such a super-large bypass ratio turbofan engine, but the problem is that even if this engine is successfully developed, will the United States let the Republic install and use it?

Even if the United States allows the Republic to use this series of engines for military use, I am afraid that the army of the Republic will not dare to use this kind of engine that is completely controlled by Pratt & Whitney, so it is better to use the core aircraft of the F-119 to derive a large civilian bypass than a turbofan!

However, in the future, when the Republic really plans to use this level of engine on military strategic transport aircraft, it can consider AVIC Southwest to develop it on the basis of the fourth-generation military propulsion core aircraft currently under development, so that it will definitely be able to meet the requirements of use.

Therefore, this time to meet the representatives of Pratt & Whitney, it cannot be said that there is no gain, at least it has helped Yang Hui open up a new idea, and I have to thank you for this! (To be continued.) )