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

Mondoc took the calculation results in his hand, took a quick look at them, and found that they were performance calculation results of the M53 engine after replacing the high-pressure compressor and turbine blades.

Obviously, as a veteran engineer of Snecma, Vesta, although lacking experience in the research and development of twin-rotor engines, is quite adept at using the technology he has learned to optimize his old works.

Of course, as a single-rotor model, the M53 cannot replicate all the design elements of the M88-2.

Therefore, the performance improvement is not very large.

Fortunately, the cost is well controlled. Compared with the M53-P2 that is currently the main product, the only normal cost increase is caused by inflation.

For users who want to modify the Mirage 2000-9, it is quite attractive.

"Doctor, do we need to transfer some engineers back from CFM International?"

Mondoc folded a few pieces of paper in half twice and put them in his jacket pocket, while asking again:

"After China completes the core engine design, we must put the fan development on the agenda as soon as possible, otherwise the new engine may not be able to catch up with the first flight of the Falcon Z."

The vast majority of CFM engineers are not employed by GE or Snecma at the same time, so there is no such thing as a "callback".

However, some of the important management and technical leaders were sent by the two parent companies respectively.

When it comes to developing civil turbofan engines, CFM International does have more experience.

Coincidentally, on the CFM56, France's work is also mainly focused on the research and development of the cold end, including the fan.

Almost completely overlaps with SeA650.

If we can get some feedback, the work progress will indeed be accelerated a lot.

However, Vesta did not nod immediately.

Although there have been some frictions between Snecma and GE in the past few years, the CFM series of engines, as a cash cow for both companies, have basically not been directly affected.

After all, it is not a listed company, so the issue of investor confidence affecting stock prices is not involved.

However, in the long run, it remains to be seen whether the two parties can continue to maintain such close cooperation on the next generation of CFM56 products.

Mondoc's suggestion to withdraw people from CFMI will undoubtedly further increase the level of distrust between the two sides.

If problems arise with the stable CFM International, it would be just a small loss for the huge General Electric, but for Snecma, whose capital chain is extremely tight, it would be at least an amputation.

"You can try, but don't make it too obvious..."

In the end, after weighing the pros and cons, Vesta chose a compromise solution.

"Contact Dr. Patiglan and ask him to arrange an absolutely reliable technical team to come back. It doesn't have to be very large, even 3-4 people will be enough."

"Isn't this... a little too little?"

Mondoc was a little confused.

An aero-engine design team, even just the cold end, usually requires three-digit technical personnel, not counting the non-core participants who are indirectly involved.

3-4 people does seem a bit stretched.

"enough."

Vesta stood up with the help of the table and stretched his muscles a little:

"As a small engine for business jets, the overall design of the SeA series engine is not even a medium bypass ratio. In fact, it is a small bypass ratio model. Moreover, the M88-3 is not the M88-2. The core engine is already somewhat different from the CFM56."

"In short, what we need most now is not some specific technology, nor is it to make minor repairs based on other people's designs. Instead, we need to refer to CFM's R&D experience and management model. Therefore, it is enough to have a few people who have participated in project planning and management. In this way, they can also take turns to provide some support under the pretext of vacation. Too many people will only cause trouble..."

……

As Vesta deployed the tasks one by one, the Rafale F2 and Falcon Z projects, which had been dormant for several months, also became active.

Especially the former.

Almost at the same time as confirming that the hot end performance of the M88-3 engine had basically met the requirements, Dassault announced a specific timetable for delivering the upgraded Rafale C fighter to the French Air Force, and re-released the basic performance indicators of the Rafale according to the F2 technical status.

Although it is impossible to reveal specific performance such as the flight envelope, the upgrade is so huge that even if you only watch a promotional video, you can feel that it is completely different from the previous F1.

Apart from anything else, the improvements in the three indicators of thrust-to-weight ratio, climb rate and payload are enough to make many users who have not yet made a final decision reconsider their model choice.

In fact, at Chang Haonan's special request, Liu Yongquan also verified the built-in permanent magnet fault-tolerant power generation technology on the M88-3.

The principle of this technology is to eliminate all contact rolling bearings, lubrication systems and mechanical actuation systems on the engine support shaft and replace them with non-contact magnetic bearings and a built-in integral starter generator installed on the crankshaft.

This can provide additional power generation without affecting thrust. It can also eliminate the bearing structure with the highest failure rate in the aeroengine system, greatly simplifying production and maintenance operations and extending the mean time between failures.

Of course, it was just a technical verification on the M88-3, so the mechanical structure was still retained for backup.

Nevertheless, the system can still provide an additional 88kW of power generation for each M3-650 and SeA3.5 engine.

Faced with such a surprise, Dassault even considered replacing the Rafale with a radar with better performance.

But in the end, the plan was abandoned due to the original design's overly small nose.

Therefore, the F2 still maintains exactly the same conditions as the F1 in terms of avionics systems, becoming a completely mechanical upgrade.

But even so, it is definitely not good news for its main competitors...

A few days later.

Cranfield University, UK.

Professor Roger Eleanor was in a small conference room, meeting with two other senior technicians from Rolls-Royce and BAE Systems.

"Professor, we have indirectly confirmed the authenticity of the news through some special channels."

The speaker was Tony Alder, a project manager at BAE Systems' aviation division, who was responsible for coordinating the development of the EF2000 fighter with several other partners.

"In other words, the information they released a few days ago was not just a propaganda strategy?"

Professor Eleanor confirmed as he played with a pen.

"I'm afraid so."

Alder nodded:

“If the deformation risk of EJ200 under high overload conditions cannot be completely resolved, I am afraid that EF2000 will not have a significant performance advantage over the upgraded Rafale…”

As one of the core leaders of the project, he is certainly aware of the hidden problems in his own products.

Currently, Typhoon mainly limits its maneuverability within a specific envelope through flight control settings.

But after mass production and delivery, the problem can no longer be concealed.

After hearing this, Eleanor fell into deep thought without saying a word.

As a player who took over halfway through, he has actually greatly improved the structural problems of EJ200.

But the fact that his foundation is too poor has nothing to do with him.

Seeing that Eleanor didn't respond, Alder knew that this problem might not be solved in a short time, so he continued:

"In addition, we have confirmed that the Falcon Z project currently under development by Dassault will use a dedicated powertrain based on the M88 engine core, rather than an off-the-shelf product already on the market."

"Of course, this news was shared with us by Honeywell Group, and its reliability still needs further verification..."

At this time, Luke Norris, who had been silent just now, suddenly interrupted him:

"We actually anticipated this matter a long time ago, so there is no need to verify it. After all, among the public partners of Falcon Z are Snecma and China's Aviation Power Group. It is obvious that they are prepared to solve the power problem themselves."

"I am more concerned about whether their model will pose a threat to our business in Germany."

At present, Rolls-Royce has also seen the trend of business jets becoming larger and longer-range, so it is jointly developing an upgraded BR710C and a more powerful BR725 low-bypass turbofan engine with the BMW Group.

Expected launch customers will include the two kings of business jets, Bombardier and Gulfstream.

At the same time, this series of potential users also includes the US Air Force -

They have always hoped to replace the B52 bomber with a new power source to replace the TF33 series engines that have been patched up for half a century.

Although the B52 fleet is small, each aircraft has 8 engines, so the total number is considerable.

Originally, there were no competitors in this niche market.

But now the French have shown up and it would be hard to stop them from taking over the market...