Since it has been decided to make a passenger aircraft with similar positioning, the maximum take-off weight of the aircraft does not need to continue to be like the MD-11, so that the maximum take-off weight of the aircraft is as high as 270 tons, which is obviously not what a short-range wide-body passenger aircraft should look like. Pen & Fun & Pavilion www.biquge.info

It's still Airbus's, this series of aircraft in the maximum take-off weight data, has been hovering between 140-170 tons, now AVIC Southwest to make the same positioning of a wide-body passenger aircraft, although the fuselage diameter of the model here is closer to 0.5 meters larger than the A300's 5.64 meters, which will definitely lead to a larger surface area of the aircraft fuselage, and eventually the weight of the aircraft will increase.

But there is another point that must be admitted, the materials used in the manufacture of the fuselage are still made of the old aluminum-magnesium alloy in the early years, but now the development of the aircraft is different, with the progress of structural design capabilities, the use of related new materials and new processes, the empty weight of the aircraft must be reduced, so under this plus and one minus, the empty weight of the two aircraft may not be too different.

What is further involved is because the wide-body of the southwest side of AVIC compared with the MD-11, considering the reduction in range and the reduction of passenger capacity, it is completely possible to cut the length of 10 meters on the basis of the meter length, and even the wing can be optimized to design, etc., and finally only need to control the fuselage length to 45 meters, such a short-range wide-body passenger aircraft is even more than the A300 series in terms of carrying passengers. After all, an extra 0.5 meters of fuselage cross-section means that a single row of seats can be arranged for up to 10 people, and an extra 1 person per row means that there can be more than 20 more passengers in the total number of passengers.

In contrast, the An-218, the fuselage section of this aircraft and Airbus's wide-body passenger aircraft is not too far behind, and the final designed aircraft may not be much better, which is far less suitable than the MD-11 magic reform plan in the hands of AVIC Southwest now, as long as the engine can be guaranteed, the probability of success of the project is almost ten **.

As for when it comes to the engine, it really has to be said that it is indeed a big problem, this time AVIC Southwest can only find a way to find foreign aid, at least in the country within ten years, it should not be able to come up with a thrust between 25-35 tons of civilian super-large thrust turbofan engine, that thing involves too many aspects.

There must be many reasons for this, and the most important of them is the sentence: safety!

First of all, we must understand that the reason why this wide-body passenger aircraft is popular is because it carries more passengers at a time, and the ultimate purpose of carrying more passengers is to reduce the flight fuel consumption of unit passengers, and ultimately play a role in reducing flight costs; In the wide-body passenger aircraft, the aircraft is gradually developing in the direction of dual engines, which is also because the fuel consumption of twin engines can be lower than that of four and three engines, and the final result is still a reduction in flight operating costs.

As the twin engine has become the direction of the general pursuit of civil aviation companies, civil aviation companies have also put forward more stringent requirements for the reliability of the engine, after all, this wide-body passenger plane takes off is hundreds of lives, and it is difficult to think about a plane crash.

In the era of twin-engine engines, the safety requirements of aircraft have increased, and it is natural that airlines will choose the power system provided by the three old aero engines with experience and reliable engine quality, so that even if the super-large duct ratio turbofan engine developed by the new company is better, it is difficult to open the market.

This is the case in the field of industrial design and manufacturing, when it comes to the issue of human life, as long as it is a normal person, it will be cautious, so now Yang Hui is more willing to choose to use the aero engine provided by the three giants, at least this can help the aircraft to gain a firm foothold first, as for whether the engine can be developed together, Yang Hui has another plan.

When it comes to the engine, Yang Hui feels that at this time Ukraine can indeed continue to pretend to be forced for a while: "We expect the maximum take-off weight of the short- and medium-range wide-body passenger aircraft to be between 150-170 tons, so the engine used does not need to have too much thrust, and the D-18TM engine used in the An-218 plan is completely enough for us to use, and we can deepen cooperation in this regard." ”

For the D-18T engine, AVIC Southwest actually has a full set of technical information, and even has done a lot of research on this engine, at the beginning of the technical data there when the technical information is in hand, United Aero Engine even planned to develop the Republic's own super-large ducted than civilian turbofan engine on the basis of the D-18T, and it is no problem to follow the route of Rolls-Royce.

But in the following period, there were different voices within the United Aero Engine Company, and a large part of them actually did not support the development of their own super-large duct than civilian turbofans on the basis of the D-18T, which is also very reasonable: also take the three-rotor route, Rolls-Royce is far stronger than United Aero Engines in terms of technology accumulation, and even the original factory in Ukraine is not as good as Rolls-Royce, and according to the same route to develop civilian super-large thrust, in the end can only eat ashes behind Rolls-Royce's ass.

Correspondingly, the side that opposes D-18T also has its own plan, and there is already a complete experience in the development of aero engine core engines in the 624 Institute, and various technical reserves are not small, since the 624 Institute can develop the core engine of the fourth-generation military large-push turbofan, then it will not be too much of a problem to develop a civilian super-large bypass ratio turbofan core engine.

Moreover, at this time, the head of the United Aero Engine Company is no longer the previous director of Bai Lao, but by the 624 Institute before the academician Liu Daxiang, academician Liu was born in the 624 Institute, and he is also the pioneer of the Republic of China's aero engine core engine business, plus the 624 Institute has become the actual technical core of the entire United Aero Engine Company, under such a strong influence, the 624 Institute will let go of the development of a large bypass ratio turbofan engine core, the temptation, confusion, and turn to support the copycat, After understanding the D-18T engine, the route that continues to be optimized?

To be honest, although the D-18T is feasible, considering the eternal truth that the butt decides the position, the final result is obviously that after the data of the D-18T engine arrives at United Aero Engines, there are also organizations to study this engine, such as the resin-based stator blade technology of the D-18T engine, and then the corresponding development of composite fan blades with a titanium alloy leading edge on this technology.

For the internal controversy of United Aero Engine Company, Yang Hui did not intervene too much for the first time, because this time it can be regarded as a public statement and a reason, and a mother-in-law is reasonable. From the point of view of stability, there is nothing wrong with taking the D-18 route; However, from the perspective of the technical inheritance of United Aero Engine Company, as well as the mastery of the complete set of technologies of the super-large bypass ratio turbofan engine and the direction of laying a solid follow-up technical foundation, it is also necessary for the engine to be independently developed. (To be continued.) )