What about the aero-engines in China?

As far as western aero-engine technology is concerned, turbine or turbine technology is adopted and the high temperature route is taken, that is, the higher the combustion chamber temperature, the greater its thrust; The smaller the bypass ratio, the higher the fuel consumption, and vice versa.

Under normal circumstances, fighters need large thrust and supersonic cruise, and the fuel consumption is acceptable. Therefore, this kind of aero-engine generally adopts a small bypass ratio, and the combustion chamber temperature should strive to reach the highest; But for commercial aircraft, transport planes and bombers, the most important thing is long range, low fuel consumption and low thrust-to-weight ratio. Therefore, this kind of aero-engine generally adopts large bypass ratio and does not pursue excessive combustion chamber temperature.

In terms of technology and manufacturing difficulty, according to the degree from easy to difficult, it includes the following four items:

First of all, the machining accuracy is required to ensure the dynamic balance of steam turbine, especially the high temperature dynamic balance.

Secondly, in order to raise the temperature in front of the turbine as much as possible and make the turbine withstand the required airflow temperature, it is necessary to add a ceramic insulation layer on the turbine blades, commonly known as "ceramic coating".

Thirdly, in order to raise the temperature in front of the turbine as much as possible, so that the turbine can withstand the required airflow temperature, it is necessary to make micron-sized air-cooled holes on the turbine blades, which are referred to as "air-cooled holes" for short.

Fourthly, in order to raise the temperature before the turbine as much as possible, so that the turbine can withstand the required airflow temperature, the turbine blade material needs the only metal rhenium material suitable for aero-engines, and each blade has a metal rhenium particle, commonly known as "single crystal rhenium".

For the above four technical difficulties or bottlenecks, China basically only grasps the first two items, namely: machining accuracy and dynamic balance, especially high-temperature dynamic balance, which basically meet the requirements; "Ceramic coat" has just come out of the laboratory, and there is still a certain gap between these two technologies and the West, especially the United States, but the gap is not big. However, China has not mastered the latter two technologies, namely "air-cooled micropore" processing and manufacturing technology and "single crystal rhenium" smelting and refining technology.

Therefore, the aero-engines in our country are at least two or three generations behind the current western aero-engines. The thrust difference is at least three quarters to one time, the fuel consumption is at least 50%, and the service life is at least three quarters.

However, the newly invented beak-wheel full thermal power engine technology is used in aero-engines, taking a low temperature route, and the highest temperature of the combustion chamber is 800℃. Therefore, among the above technical difficulties, except for machining accuracy and low-temperature dynamic balance requirements, the other three difficult technologies are not needed. Its thrust can exceed F 135 by at least three quarters, its fuel consumption is at least 20% lower than that of current aviation development, and its service life is at least twice that of F 135.