The military-industrial scientific research system of the academic master.

The publicity department of Aviation Power Group acted quickly.

Just two days later, an article signed by "Chang Gong" was published in the China Airlines Newspaper that was issued on Friday.

"When the West is dark, the East is bright: my country's first large bypass ratio turbofan engine completes the first phase of testing"

On the surface, this seems to be just a mediocre achievement publicity report.

Not only did it not even mention the specific model.

Moreover, terms such as "first phase testing" are very vague and there is no unified standard at all.

We can only guess the meaning based on the words between the lines.

So generally speaking, apart from internal colleagues and some enthusiasts who are interested in this field, almost no one will pay special attention to this kind of report.

However, the situation this time is different.

Conventional content such as "building leading equipment across the century, conducting in-depth cutting-edge scientific research, boldly innovating design theoretical systems, comprehensively conquering key core technologies..." and "achieving a series of major breakthroughs, realizing a fundamental change in research and development methods, and a generational leap in product levels..." is of course indispensable.

But in the second half of the report, the author changed his tone and devoted nearly one-third of the article to discussing what characteristics the next generation of aviation power should have.

The first thing mentioned was that the emission data released by the United States was questioned at the launch meeting of the IPCC assessment, which led to the increasingly urgent pressure on humans to reduce emissions.

"As a member of the human race, we certainly hope that this is just a beautiful misunderstanding, but considering that the United States has not yet given a reasonable explanation for this matter, and has even deleted the atmospheric infrared spectra that it has published in the past from its Environmental Protection Agency's official website, we have to start considering the possibility that this accusation is true.

If we assume that the United States has concealed 1992% of its domestic carbon emissions from the public every year since the signing of the United Nations Framework Convention on Climate Change in 30, it means that by now, about 400 billion tons of additional carbon dioxide have entered the atmosphere, which will undoubtedly make it more difficult to curb global climate change.

Although the responsibility for excessive emissions undoubtedly lies with the United States, the urgency of mitigating climate change is something that all of humanity must face together. According to calculations by the International Civil Aviation Organization, the average annual carbon emissions from aviation/maritime transport and related industries worldwide are at the level of 2 billion tons, and will gradually increase as the total global trade volume increases.

Obviously, the CAEP4 emission standards formulated by the Aviation Environmental Protection Committee can no longer meet the current pressure of emission reduction. Therefore, we are considering revising the new civil aviation technical standards and formulating more stringent emission limits in the next stage, such as requiring a 10% reduction in cruising fuel consumption of aircraft engines and gas turbines, a 16% and 30% reduction in carbon dioxide and nitrogen oxide emissions, and adding new detection requirements for carbon monoxide and unburned hydrocarbons...

......"

In short, in the 4,000 to 5,000-word article, he first stood firm on the position of the victims of climate change, then very "generously" stated that the hole dug by the Americans needed everyone to work together to fill it, and finally pointed out the necessity for the shipping industry to control carbon emissions.

No matter who comes, they have to praise the layout first.

After the publication, Chang Haonan felt that the noise was not enough, so he continued to report to his superiors, and finally inserted a short message of about 20 seconds into the o'clock news.

As a result, it soon attracted more attention than ever before...

In fact, at the beginning, most people focus on the first two-thirds of the content.

After all, it has been more than two years since the Y-9 project was launched, and many reports indicate that the No. 01 prototype using imported engines may make its maiden flight in the near future.

There were even wall-climbers in Nanzheng who took a photo of a yellow twin-engine transport plane parked inside a factory.

By 2005, the Internet had become quite popular in China, and the chat rooms that were accessible only to a handful of people in the early years had gradually developed into larger forums with more concentrated traffic.

Therefore, the speed at which related news spreads is no longer comparable to the past.

[My uncle who works at Qinfei Group told me that this aircraft should be planned to replace the Y-8. The twin-engine turbofan has a longer range, a larger payload, and is quieter than the four-engine turboprop aircraft/applause//applause/]

[This yellow aircraft seems to be equipped with two PS90A engines, so its takeoff weight should be around 70-80 tons, slightly larger than the Y-8, but also in the same class. And judging from the report a few days ago, after replacing the domestically produced engines, its performance is expected to be further improved, which is consistent with what the original poster said /salute/]

[If I don't understand, will the replacement of four engines with two have some impact on reliability? And as a tactical transport aircraft, the Y-8 should still be able to take off and land at field airports, right? ]

[We can't just look at the number of engines. After all, both the An-12's foundation and the WP-6 are too outdated. So even if they are replaced with two new turbofans, the reliability will be significantly improved. As for taking off and landing at field airports, it is not a problem at all. Even the Il-76 and C17 can do it. The key is the landing gear design rather than the engine...]

[I think this new medium transport aircraft should be about to make its maiden flight. The US C17 made its first flight in 1991 and entered service in 1993. It is possible that it will be like the J-11 modification, with the first or first two batches using the PS90A, and subsequent batches being equipped with domestically produced engines/fist//fist/]

[According to general experience, it is true, but I feel that the research and development progress of domestic aero engines has been quite fast in recent years, so it is hard to say. Maybe it can catch up with the first batch of service...]

[When you mentioned this, I suddenly remembered that the author of the report in the Aviation Newspaper was named Chang Gong. Could it be that he is the pseudonym of Academician Chang of the Aviation Power Group?]

[I think what you said makes sense...]

【…】

Posts like this soon appeared in almost all domestic military and aviation enthusiast forums.

On this timeline, when China fully entered the Internet age, the WP-14 and WS-10 were already fairly mature models.

Moreover, it is no secret that China is involved in the design and manufacture of the M88 and SeA650 engines.

As for the "shortcomings" of domestically-produced aero engines, that is something that only the previous generation of military fans have a clear memory of.

So everyone is generally quite optimistic about the progress of the new engine.

As a result, many people also praised Chang Haonan.

However, optimism is optimism.

But most people completely miss the point.

Chang Haonan was somewhat amused and confused.

Fortunately, there are still some people in the industry who have keenly noticed the key points of this report...

……

Birmingham, UK.

Tim Purdy entered Panos Watson's office with a brief in hand.

At the end of 2004, the first prototype of the Airbus A900 equipped with Trent 380 was unveiled to the public and officially confirmed to make its maiden flight in March 2005. The latter, who was originally in charge of this model, was naturally promoted to deputy director of the entire civil product line of the Rolls-Royce Group.

Officially became a member of the group's core power layer.

As the tide rises, other members of the same project team naturally received corresponding promotions.

For example, Bodie, while retaining his position as deputy director of the Trent 900 project, began to lead the Next Generation Medium Thrust Turbofan Engine (NGME) project, which is the aviation power suitable for the new generation Airbus A320 aircraft mentioned by Champine before.

The project team has temporarily named it Trent 300.

Of course, it just borrowed the name of this world-famous series.

If nothing unexpected happens, the design will start from scratch and adopt a relatively simpler dual-rotor structure.

There are still some differences on whether to learn from the experience of V2500.

Recently, Bodi has been talking to Watson frequently in order to obtain more sufficient resources so as to put the work into the specific demonstration stage as soon as possible.

But at the moment, decision-makers, even including Watson, apparently still think that Champi's warning is a bit alarmist.

With the V2500 being a cash cow, the Trent 900 and the Trent 787 engines adapted for the Boeing 1000 still have higher priority.

But after all, Bodie is Watson's most important confidant, and he also knows some of the Trent 900 project's unspeakable little secrets.

Therefore, it is not easy for the latter to reject the other party's request in a very tough manner.

Therefore, as soon as Watson saw Bodie appearing at the door, he felt a little headache.

Fortunately, this time, Bodi really didn't come to cause trouble.

"Panos, I'm not here to ask you for money this time, so don't look so sad when you see me..."

He pulled a chair over and sat opposite Watson without hesitation, placing the briefing in front of him:

"Come and see this."

Although Watson was a little skeptical after hearing this, he still felt a little relieved:

"Thank God, you finally have something else to talk to me about..."

Then put on your glasses and pick up your briefing paper.

On it was about half a page of a newspaper.

It looks like it's from China.

Watson certainly didn't know Chinese, but fortunately the second page of the briefing provided a complete translation and analysis.

"A new type of high bypass ratio turbofan engine..."

Like everyone who just saw this report, he first paid attention to the aircraft engine model mentioned in it.

"I know this model... According to speculation, it should use their WS-10 core engine and be used in military transport aircraft instead of the Russian PS90A."

As a professional technician, Watson has been following the development of his peers.

It’s just that after my recent promotion, the frequency of my attention has decreased slightly.

But Bodi just shook his head:

"The first part is not important, look at the second half..."

Watson was stunned for a moment, then turned to the third page of the briefing as instructed.

"The second half..."

As a result, before I even took a second look, I couldn't help but burst out laughing:

"It seems that the Americans have been embarrassed by China on the issue of climate change..."

People in his position naturally know that the core of these climate and environmental issues is business, and has nothing to do with saving the earth or saving humanity.

But it doesn't stop me from laughing at the jokes of Americans.

However, Watson's smile soon froze on his face:

“Hope the new standard will reduce cruising fuel consumption by 8%? And reduce CO16 and NOx emissions by 30% and %?”

Perhaps because of the dryness of his throat, his voice at this moment was quite strange.

However, Watson no longer had time to pay attention to these.

These numbers almost made his eyes go black:

"The Chinese people want to smash the table because they can't get a share of the cake?"