Chapter 1171 Hypersonic Wind Tunnel

Even some aviation enthusiasts have heard about China's WS-20 project.

Naturally, these well-informed peers cannot be concealed.

But the industry's expectations for the performance of this model are basically the same as those of the PS90A, and it is used as a domestic substitute for the latter.

However, this is not entirely because they underestimate China's aero-engine level.

Rather, the WS-10 itself is too confusing -

Although the self-use J-10A and J-11B have not yet been officially unveiled at air shows or other occasions, these two models, especially the latter, have encountered several old rivals around China many times.

Judging from the feedback from pilots and the intelligence collected from various channels, the performance of the WS-10 should be slightly better than the original AL31F and the early F110GE100, roughly reaching the level of the third-generation and a half thrust.

And considering China's relatively weak material and process level, it may be that the life span has been used to exchange for certain performance.

It should be said that this series of speculations are not wrong.

It can even be said to be very accurate.

But the problem lies behind.

Based on the above analysis, naturally, everyone puts this model on a par with 117S or F110GE129, and regards it as the ultimate modification of the third-generation turbofan engine.

It should be a state where its potential has been almost exhausted.

However, in fact, WS-10 is a youth version of the fourth-generation turbofan engine.

It is at a stage where its potential has not yet been squeezed.

As a result, it is natural that the performance of WS-20/AE1500 has gone wrong.

The performance equivalent to PS90A was barely good enough in the 1990s.

But in 2005, it is already at a level that is not up to the table.

It can basically only be sold in China and Russia like C909/Tu-214, or to some users who cannot purchase the latest Airbus or Boeing aircraft normally due to Western sanctions.

What's more, the mutual recognition of airworthiness agreement reached between China and Europe a few years ago does not include trunk aircraft. Even if their new turbofan can reach the average level of V2500 or CFM56-7, it is difficult to easily surpass it.

So, in Panos Watson's view at this moment, China is simply borrowing the British talent for stirring up trouble and preparing to make trouble for the CAEP8 emission standards that are about to be formulated.

However, Tim Bodi has a different opinion.

"Mr. Supervisor."

After all, they are discussing work matters, so he also changed the address:

"Do you think that China may want to use this opportunity to formulate new emission standards to improve its voice in the entire aviation industry?"

"What I mean is that they first proposed a goal that no one can achieve, but we can't openly question the correctness of reducing emissions itself..."

Although the CAEP standards are formulated by the Aviation Environmental Protection Committee, like most other international organizations, they are actually controlled by a few countries.

When the CAEP2/4 standard was formulated, China was still at a difficult level in terms of aviation technology and shipping market, so naturally there was no chance to have a say.

But in the second half of the 1990s, especially after entering the 21st century, China's technological progress and technical cooperation in the field of regional aircraft and helicopters, as well as the terrifying market size that has begun to realize its potential, have gradually given them the basis for competing for the right to speak.

Let alone, it is difficult for companies like Finmeccanica, Eurocopter, Airbus, Dassault... and even Rolls-Royce themselves to completely ignore the opinions put forward by China.

Not to mention that from this report, they still firmly occupy the moral high ground of climate issues.

"But this will at most make the entire negotiation deadlocked... It will not be good for them themselves?"

Although he said so, Watson's eyes have changed slightly.

Obviously, he has thought of some new ideas.

For example, cooperating with the Chinese to cause extra trouble to the other two competitors.

Just don't plan to say it in person.

Bodi is very suitable to be the one who takes the initiative to make suggestions (if something goes wrong, he will take the blame):

"Maybe you are right, but what I mean is... why let the situation become a stalemate?"

Watson showed a fox-like smile:

"Go on."

"Since we have guessed this in advance and have already had actual cooperation with the Chinese..."

Hearing this, Watson's smile became even brighter.

However, the second half of Bodi's sentence was completely different from Watson's estimation:

"Why not talk to the Chinese, use their voice in ICAO as a bargaining chip, and get some additional investment from them?"

"..."

The sudden change made Watson's brain unable to react for a while:

"What?"

Bodi shrugged:

"Do a nominal joint research and development... Maybe we can give them some parts for OEM production like the Trent 900, or refer to Airbus and assemble the products sold to the Chinese market or even the entire Greater China market in China..."

Every company, even the same company, has different positioning for "Greater China" at different times.

For example, on the Luoluo side, it refers to the entire China including both sides of the Taiwan Strait, Hong Kong and Macao, plus Malaysia, Vietnam and Singapore.

Watson's expression was a bit unbearable:

"But you just said that you didn't come to me to ask for money this time?"

Bodi, on the other hand, took it for granted:

"I'm not asking you for money, I'm just asking for your permission to make money abroad..."

…

As time passed, the report gradually caused ripples in the industry.

However, most people only regarded it as cooperating with Zheng Guogang's attack on the United States at the IPCC meeting, and did not really treat it as a particularly serious matter in the aviation field.

As for Chang Haonan himself, he has no time and is temporarily unable to pay attention to these small reactions that occur within other companies.

Instead, I have focused my main energy these days on a report——

After the component-level testing of the Turbofan 20 entered the second stage, he quickly determined the focus of his next work.

Considering that the future turbofan 10G can basically meet the basic needs of fourth-generation fighters, it seems that the variable-cycle engine will not have a suitable installation target in a short period of time.

On the other hand, as the new generation combat platforms of the People's Liberation Army (except the Army) are gradually finalized and installed, the main shortcoming that restricts the improvement of the army's combat effectiveness has become the lack of sufficiently advanced weapons and ammunition.

The hypersonic project can solve this urgent need.

Not only does the final hypersonic weapon have powerful deterrence capabilities, but the results obtained during the research process can also benefit other types of weapons and equipment, and even other fields.

But compared with Chang Haonan's past research, hypersonics is an almost completely different field.

It is difficult to rely on existing design and calculation theory and apply it mechanically.

So before any real research project, he first needed an assistive device.

Hypersonic wind tunnel!

And this can be said to be the area that Chang Haonan is most familiar with.

Not one of them!

You know, before his rebirth, he was a relevant technical staff member of the JF22 wind tunnel.

Although he was just an ordinary engineer who was not involved in the core design at that time.

But I am very familiar with the overall situation and technical difficulties of hypersonic wind tunnels...

“A thermochemical reaction in the air occurs around the hypersonic vehicle, showing non-linear, multi-physics and multi-scale characteristics…

When the temperature is around 2000K, the relaxation time of oxygen molecules is about one thousandth of a second, and at 6000 K, it is about 0.1 microseconds. Calculated according to the flight speed of 6000m/s, the first relaxation time equilibrium is reached The length is 6 meters, which means that for a 6 m long aircraft, the head shock wave has different shock wave temperatures, and the gas around the aircraft always has a certain area of ​​gas in a non-equilibrium state..."

In order to express his importance, he did not use a computer or printer, but wrote quickly on a page:

"Reliable hypersonic ground tests must meet three key requirements. One is to reproduce the total airflow temperature under given hypersonic flight conditions. For example, under flight conditions at an altitude of 30 km and a Mach number of 7, the temperature of the wind tunnel test gas The total temperature should be 2700 K. At this time, the oxygen in the stagnation area of ​​the aircraft model has begun to dissociate. For a flight with a Mach number of 10, the total airflow temperature exceeds 4500 K, and nitrogen molecules have begun to dissociate...

Therefore, any existing wind tunnel is not sufficient to support hypersonic research with a Mach number of 6 or above. Consideration should be given to building a new wind tunnel using detonation drive technology at the Fucheng base to support the development of hypersonic aircraft in my country's atmosphere. Work! "