The CJ-1000A is developed for the Comac C919narrow-body airliner with a thrust of. It has a diameter of and a length of, to be compared with the CFM LEAP-1C diameter and length. It uses a similar two-spool configuration, with a one-stage fan, three-stage booster, 10-stage high-pressure compressor, two-stage high-pressure turbine and six-stage low pressure turbine, compared to the Leap-1C seven stages. Its 18 wide-chord fan blades are made in hollowtitanium like those of Rolls-Royce Plc., and its single annular combustor have 3D printed fuel nozzles.
Development
A model of the CJ-1000Al was exhibited at the AVIC booth of the September 2011Beijing Air Show, and was expected to be completed in 2016. At the time, entry into service was targeted for 2020 and a possible cooperation with MTU Aero Engines was studied. In 2013, Avic Engine subsidiaryShenyangEngine Design and Research Institute proposed its WS-20 , which was still being developed, to power the C919 instead of the CJ-1000A which used older technology closer to the CFM56 than to the Leap. The suggestion was rejected later by Comac. Assembly of the first CJ-1000AX engine was completed in December 2017 after an 18-month process. 24 more engines will support an airworthiness certification program and it should enter service after 2021. In May 2018, the first engine ran in a Shanghai test cell reaching a core speed of 6,600 rpm. By May 2018, AECC intended to certify its CJ-1000 in 2027 and introduce it in 2030, eight years behind the original schedule. The CJ-1000A would need thrust to replace the CFM LEAP. The CJ-1000B would power an extended-range C919 variant.
CJ-2000
The CJ-1000 spool and combustor core, with 10 compressor stages and two turbine stages, will be scaled up for the CJ-2000 for a 2023 demonstration. It will need a new low-pressure spool with a four-stage compressor booster up from three, and seven LP turbine stages up from six, the GEnx-1B stage count while the UEC PD-35 has nine HP compressor stages. With composite fan blades and fan case, it would power the CRAIC CR929 after 2030 with an over 10 bypass ratio and a 50.3 OPR in climb, and targets a TSFC of is aimed for by CRAIC.
