Today is New Year's Day 2024, a new year and a new atmosphere!Here, I wish all friends good health and family reunion;Money is rolling in, all the best!Before you know it, the middle of the third decade of the 21st century is approaching, and many old ideas must be changed. One of the things that needs to be fully improved is that once we talk about aero engines, especially the engines of the main fighters, we will inevitably bring with us a negative evaluation that has lagged behind the advanced level of the West for decades. For example, the overall lag is forty or fifty years behind, and the closest to others is also more than 30 years behind. But the truth is that to this day, is it really so unbearable?If the large-caliber turbofan is put aside first, and the comprehensive level of military propulsion is simply talked about, in fact, not only is it not lagging behind, but it has even reached the top of the world in this kind of aviation in the world!This lies in the fact that the superpower has always been far ahead of the world in this regard. For example, 30 years ago, in the early 1990s, the early research and development of standard 4th generation pushes like F119 had been preliminarily completed
Even the more advanced 5th generation F120 variable-cycle engine has been installed on the YF23 for the first time for high-altitude and high-speed test flights, creating a full 1Amazing indicator of Mach 7 overcruise. At that time, the Soviet Union had just collapsed, and the highest level was also an early model of the three generations of big push. As for the other big country, it has just begun to get into contact with the second-generation turbofan, and its thousands of tactical aircraft are still equipped with turbojet engines at the level of the 1950s, which are very fuel-intensive. At that time, it was basically realistic to say that military aviation development technology lagged behind the world's first-class level for half a century. It is precisely because of the full recognition of such a large gap in the level of technology that it has led to the struggle to catch up in the last 30 yearsAnd in the field of aviation development, we have invested a lot of resources and energy. The final result must be the first time in 30 years, and it must be impressive!In the top push project, it is no longer simply to keep up with the highest level of superpowers, but it is likely to complete a complete transcendence!The root cause lies in the fact that the F119 engine, represented by the overall discontinuation of the F22A project, is being discontinued
The F119 engine was also completely discontinued in 2009, and naturally there was no one in its upgraded version!As a result, its comprehensive index was fixed at more than 360 units in 2009 and finally. The aviation development project has always been a gradual process of manual exploration. After no new stages and new versions of the practice. The maximum thrust of the F119 will always stay at the actual installed thrust of around 16 tons;The highest bench thrust is also only 175 tons or so on the level. On the contrary, with the increasing number of twin-engine stealth heavy fighters in supporting service, the number of target engines off the assembly line will soon exceed the 360 units of F119. And because of the late-mover advantage, the maximum thrust of the bench has an extremely high level of between 18 and 19 tons from the very beginning. And because there is constantly a demand for new batches of improvements and upgrades, then after 500 units off the assembly line, the top IPE version will inevitably be launched;It is also commonly known as the chicken blood version. The final afterburner indicator is likely to easily exceed 21 tons!The largest in the 21-ton class
Thrust, not only the existing more than 300 F119 is simply beyond the match. Even the increasing number of F135 engines is currently not up to the mark. Even if it is barely reached, it is not the same thing. The main reason is that the F135 relies on the continuous expansion of the bypass ratio to increase the push;The new engine is completely under the condition of maintaining the small bypass ratio basically unchanged, mainly by tapping the material potential inside and continuing to increase the turbine front gas temperature to increase. This leads to the new engine can make the aircraft itself achieve a high altitude and high speed of Mach 3, and the F135 engine and the supporting F35 series want to maintain 1The so-called supersonic speed of Mach 4 is difficult to 1 minute, so the two are not at all comparable. From this point of view, the IPE version of SIA is already considered 4The 5th generation of high-thrust engines, simply looking at its limit indicators, has also reached the top of the world. At this point, some people will say: super-first-class aviation development cannot simply look at the Mach number under the thrust and limit. Reliability and life-cycle metrics are even more critical. Actually,
Whether it is the second-level main aviation engine or the top new aviation engine, since the comprehensive selection of the beam, there has been no import of any foreign engine in this field. It has been able to maintain the world's second largest and huge tactical aircraft fleet by itself, and the total number of new aircraft off the assembly line every year has maintained the world's first place all year round. During this time, there were no problems with the reliability of the homegrown engines;On the contrary, all sorts of aircraft of the superpowers of the same era were grounded at every turn;From F35 to F22A to various third-generation aircraft, all kinds of strange accidents continue. This once again proves that the thrust indicators of various self-produced new aviation engines have reached the world-class, and the reliability and stability indicators of long-term testing even after large-scale equipment are also among the top in the world. The last question is also quite important. That is, under the premise that it is about to enter the natural cycle of change and the 5th generation of aviation development, why should we develop the IPE version of the 4th generation?The answer is simple: the actual demand is still huge. 
The 5th generation variable cycle engine has excellent indicators, but it is basically only suitable for 5The early versions of the 5th and 6th generations of manned aircraft, after all, started with 1The full supersonic speed above Mach 8 is not possible for many 3 and a half generations to achieve such a strong high-altitude and high-speed capability during their full life. Most of the three and a half generations that are currently coming off the assembly line in large quantities in the next few years need to be in service until around 2060 to 2070. This requires continuous upgrading of the supporting aviation engine and the achievement of extremely high thrust indicators. 4.The Gen 5 engine is very suitable for both weight and size. In addition, it can provide a relatively light high-thrust long-endurance power option for twin-engine or four-engine bombers, so the total demand is as high as more than 5,500 units. It can still maintain a high-speed offline for more than ten years. The huge quantity demand is itself a catalyst for the continuous improvement of the technical level. In the whole Blue Star, it is bound to be unbeatable!