WS-10 | |
---|---|
Type | Turbofan |
National origin | People's Republic of China |
Manufacturer | Shenyang Liming Aircraft Engine Company |
Designer | Shenyang Aeroengine Research Institute |
First run | 1990s |
Major applications |
Chengdu J-10C Shenyang J-11B Shenyang J-15 Shenyang J-16 Chengdu J-20 |
Status | In production [1] |
Number built | 300+ as of May 2015 [update] [1] |
Developed from | CFM International CFM56 |
Developed into | Shenyang WS-20 |
The Shenyang WS-10 ( Chinese: 涡扇-10; pinyin: Wōshàn-10; lit. 'turbofan-10'), codename Taihang, is a turbofan engine designed and built by the People's Republic of China.
Chinese media reported 266 engines were manufactured from 2010 to 2012 for the J-11 program. [2] Unofficial estimates placed production at more than 300 units by May 2015. [1]
The WS-10A is advertised as an engine with 120–140 kilonewtons (27,000–31,000 lbf) thrust. [1] It has full authority digital engine control (FADEC). [3]
The WS-10 is derived from the CFM56 with the experience gained from the Woshan WS-6 turbofan project, which was abandoned at the start of the 1980s. [4] The WS-10 project was reportedly started by Deng Xiaoping in 1986 to produce an engine comparable to the Saturn AL-31. The work was given to the Shenyang Aeroengine Research Institute (606 Institute) of the Aviation Industry Corporation of China (AVIC). [3] Initial production models suffered quality issues from the early direct use of AL-31 control systems. Furthermore, Salyut refused to sell the control system source code, forcing China to spend nearly 20 years developing its own code independently. [1] An early version of the FADEC flew on an J-8II in 2002. [1]
The WS-10A, targeted for 130 kilonewtons (29,000 lbf) of thrust, [3] was already in development in 2002. [5] In 2004, Russian sources familiar with project reported problems meeting the thrust target; [6] in 2005, they reported problems reducing the weight of the primary and secondary compressors, in addition to problems meeting thrust requirements. [7] Engine testing on the J-11 had already started by 2004, [6] and testing using one engine on the J-11 may have occurred as early as 2002. [5]
A full-scale WS-10A engine was first seen at the 2008 China International Aviation & Aerospace Exhibition. [3]
In 2009, Western media claim that the WS-10A approached the performance of the AL-31, but took much longer than the AL-31 to develop thrust. [8] Furthermore, the engine reportedly only generated 110–125 kilonewtons (25,000–28,000 lbf) of thrust. [3] In April 2009, Lin Zuoming, head of AVIC, reported that the engine's quality was unsatisfactory. [9] In 2010, it was reported that reliability was also poor; the WS-10A lasted only 30 hours, while the AL-31 needed refurbishing after 400 hours. [10] The quality problems encountered with the WS-10A reflected the state of the Chinese aerospace industry. AVIC initiated a general effort to improve quality control throughout its production chain in 2011. [11]
The WS-10A reportedly matured enough after 2009 to power the twin-engined J-11B Block 02 aircraft. [12] Production or performance issues may have prevented the WS-10A from powering the single-engined J-10B. [13] In 2018, Chinese state media reported an increase in engine lifespan from 800 to 1,500 hours due to the increased heat resistance of new third-generation single-crystal turbine blades. [14]
In March 2020, Chinese state media released a video showing a WS-10B-powered J-10C; aircraft markings suggest it was part of the fourth batch of J-10Cs for the PLAAF. [15]
The WS-10 has also powered various versions of the Chengdu J-20. The WS-10B reportedly powered low rate initial production aircraft in 2015, [16] and was used as an interim engine before the adoption of the AL-31. [17] [18] In 2019, the Xian WS-15 – the J-20's intended engine – failed trials, leading to the decision to replace the AL-31 with the WS-10C as the interim engine; reportedly, the AL-31 was unacceptable because Russia refused to sell additional engines unless China also bought the Sukhoi Su-35 as well. [18] Testing was underway by November 2020. [19] In June 2021, Chinese media confirmed that the WS-10C was powering operational J-20As. [20] In January 2022, it was reported that J-20's powered by the WS-10C would be upgraded with TVC. [21]
The original WS-10A has a thrust-to-weight ratio of 7.5, the improved WS-10B is rated approximately 9.0, while the WS-10C is capable of 9.5 or higher — adequate for the Chengdu J-20 to be capable of supercruise. [22]
In November 2022, a production Shenyang J-15 powered by the WS-10, possible the WS-10B, appeared in Chinese media. [23] It was the last indigenous Chinese combat aircraft to replace the AL-31; [24] possibly due to navalisation. [25] According to Chinese observers, compared to the AL-31 the WS-10 had superior safety, reliability, and service life, aspects which are magnified by the constraints of carrier aviation. [26] The replacement reflected continuing improvements in China's aviation engine industry. [27]
The Shenyang WS-20 (WS-188) is a high-bypass engine, [13] reportedly producing 13.8 tons of thrust. [28] It is believed to be based on the core of the WS-10A. [3] [29]
The Shenyang WS-20 is believed to be intended for the Y-20 strategic airlifter. [28]
A testbed J-10B powered by a WS-10 with thrust vectoring (TVC) – called "WS-10B-3" by Jamie Hunter – was demonstrated at the 2018 China International Aviation & Aerospace Exhibition. [30] The TVC nozzle uses actuator-assisted moving petals, similar in concept to General Electric's axisymmetric vectoring exhaust nozzle (AVEN) and Pratt & Whitney's pitch-yaw balance beam nozzle (PYBBN). [31]
Related development
Comparable engines
Related lists
This aircraft engine article is missing some (or all) of its specifications. If you have a source, you can help Wikipedia by adding them. |
WS-10 | |
---|---|
Type | Turbofan |
National origin | People's Republic of China |
Manufacturer | Shenyang Liming Aircraft Engine Company |
Designer | Shenyang Aeroengine Research Institute |
First run | 1990s |
Major applications |
Chengdu J-10C Shenyang J-11B Shenyang J-15 Shenyang J-16 Chengdu J-20 |
Status | In production [1] |
Number built | 300+ as of May 2015 [update] [1] |
Developed from | CFM International CFM56 |
Developed into | Shenyang WS-20 |
The Shenyang WS-10 ( Chinese: 涡扇-10; pinyin: Wōshàn-10; lit. 'turbofan-10'), codename Taihang, is a turbofan engine designed and built by the People's Republic of China.
Chinese media reported 266 engines were manufactured from 2010 to 2012 for the J-11 program. [2] Unofficial estimates placed production at more than 300 units by May 2015. [1]
The WS-10A is advertised as an engine with 120–140 kilonewtons (27,000–31,000 lbf) thrust. [1] It has full authority digital engine control (FADEC). [3]
The WS-10 is derived from the CFM56 with the experience gained from the Woshan WS-6 turbofan project, which was abandoned at the start of the 1980s. [4] The WS-10 project was reportedly started by Deng Xiaoping in 1986 to produce an engine comparable to the Saturn AL-31. The work was given to the Shenyang Aeroengine Research Institute (606 Institute) of the Aviation Industry Corporation of China (AVIC). [3] Initial production models suffered quality issues from the early direct use of AL-31 control systems. Furthermore, Salyut refused to sell the control system source code, forcing China to spend nearly 20 years developing its own code independently. [1] An early version of the FADEC flew on an J-8II in 2002. [1]
The WS-10A, targeted for 130 kilonewtons (29,000 lbf) of thrust, [3] was already in development in 2002. [5] In 2004, Russian sources familiar with project reported problems meeting the thrust target; [6] in 2005, they reported problems reducing the weight of the primary and secondary compressors, in addition to problems meeting thrust requirements. [7] Engine testing on the J-11 had already started by 2004, [6] and testing using one engine on the J-11 may have occurred as early as 2002. [5]
A full-scale WS-10A engine was first seen at the 2008 China International Aviation & Aerospace Exhibition. [3]
In 2009, Western media claim that the WS-10A approached the performance of the AL-31, but took much longer than the AL-31 to develop thrust. [8] Furthermore, the engine reportedly only generated 110–125 kilonewtons (25,000–28,000 lbf) of thrust. [3] In April 2009, Lin Zuoming, head of AVIC, reported that the engine's quality was unsatisfactory. [9] In 2010, it was reported that reliability was also poor; the WS-10A lasted only 30 hours, while the AL-31 needed refurbishing after 400 hours. [10] The quality problems encountered with the WS-10A reflected the state of the Chinese aerospace industry. AVIC initiated a general effort to improve quality control throughout its production chain in 2011. [11]
The WS-10A reportedly matured enough after 2009 to power the twin-engined J-11B Block 02 aircraft. [12] Production or performance issues may have prevented the WS-10A from powering the single-engined J-10B. [13] In 2018, Chinese state media reported an increase in engine lifespan from 800 to 1,500 hours due to the increased heat resistance of new third-generation single-crystal turbine blades. [14]
In March 2020, Chinese state media released a video showing a WS-10B-powered J-10C; aircraft markings suggest it was part of the fourth batch of J-10Cs for the PLAAF. [15]
The WS-10 has also powered various versions of the Chengdu J-20. The WS-10B reportedly powered low rate initial production aircraft in 2015, [16] and was used as an interim engine before the adoption of the AL-31. [17] [18] In 2019, the Xian WS-15 – the J-20's intended engine – failed trials, leading to the decision to replace the AL-31 with the WS-10C as the interim engine; reportedly, the AL-31 was unacceptable because Russia refused to sell additional engines unless China also bought the Sukhoi Su-35 as well. [18] Testing was underway by November 2020. [19] In June 2021, Chinese media confirmed that the WS-10C was powering operational J-20As. [20] In January 2022, it was reported that J-20's powered by the WS-10C would be upgraded with TVC. [21]
The original WS-10A has a thrust-to-weight ratio of 7.5, the improved WS-10B is rated approximately 9.0, while the WS-10C is capable of 9.5 or higher — adequate for the Chengdu J-20 to be capable of supercruise. [22]
In November 2022, a production Shenyang J-15 powered by the WS-10, possible the WS-10B, appeared in Chinese media. [23] It was the last indigenous Chinese combat aircraft to replace the AL-31; [24] possibly due to navalisation. [25] According to Chinese observers, compared to the AL-31 the WS-10 had superior safety, reliability, and service life, aspects which are magnified by the constraints of carrier aviation. [26] The replacement reflected continuing improvements in China's aviation engine industry. [27]
The Shenyang WS-20 (WS-188) is a high-bypass engine, [13] reportedly producing 13.8 tons of thrust. [28] It is believed to be based on the core of the WS-10A. [3] [29]
The Shenyang WS-20 is believed to be intended for the Y-20 strategic airlifter. [28]
A testbed J-10B powered by a WS-10 with thrust vectoring (TVC) – called "WS-10B-3" by Jamie Hunter – was demonstrated at the 2018 China International Aviation & Aerospace Exhibition. [30] The TVC nozzle uses actuator-assisted moving petals, similar in concept to General Electric's axisymmetric vectoring exhaust nozzle (AVEN) and Pratt & Whitney's pitch-yaw balance beam nozzle (PYBBN). [31]
Related development
Comparable engines
Related lists
This aircraft engine article is missing some (or all) of its specifications. If you have a source, you can help Wikipedia by adding them. |