As the first domestically produced C919 was delivered to users, many people began to pay attention to the future mass production of C919. In particular, whether its power system can provide stable supply has become the focus of everyone's attention.

With the delivery of the first domestically produced C919 to users, many people began to pay attention to the future mass production of C919. In particular, whether its power system can provide stable supply has become the focus of everyone's attention. The engine of

C919 uses the LEAP 1C produced by CFM International. The LEAP series engines not only supply China's C919, but also supply the latest improved version of Airbus 's A320neo and Boeing 737. It can be said that in the field of narrow-body single-aisle passenger aircraft, CFM International's power systems have occupied most of the market. Many people are also looking forward to China's commercial development to come up with mature products of the same level as soon as possible.

Speaking of CFM company, it can be traced back to the 1960s. At that time, the famous French power company Snecma (SNECMA) was preparing to enter the commercial power field, and first set its sights on the 10-ton high bypass ratio turbofan engine. Snecma believes that in the future, especially in the field of single-channel technology, such an engine will occupy obvious market advantages.

In fact, Snecma was very accurate. However, due to its lack of experience in the field of civilian commercial engines, Snecma decided to find a cooperative manufacturer. At that time, there were three companies to choose from.

The first one is the famous American company Pratt & Whitney. Pratt & Whitney was the real overlord in the field of aviation power at that time, accounting for most of the commercial engines, especially the JT-8D series, which had already captured most of the 737's power market share at that time. Therefore, Pratt & Whitney's own plan is to continue to improve the JT-8D in order to adapt to future market demand, so its willingness to cooperate is not strong.

The second one is Rolls-Royce (referring to Rolls-Royce ). Rolls-Royce is also a good partner, but it was in a serious financial crisis at the time and it was difficult to devote sufficient resources to support the research and development of an advanced future engine.

Then there is only a third option left, and that is General Electric in the United States. General Electric should be said to be very experienced, but in the field of commercial engines of this magnitude, General Electric does not have mature products. Therefore, after weighing the situation, Snecma believes that the possibility of cooperation between General Electric and itself is relatively high.

Both companies are very interested in developing such a new 10-ton high-bypass ratio turbofan engine, especially considering that if the United States and France can reach cooperation, it means that once this engine matures, it may simultaneously occupy the power market of aircraft produced in the United States, and may also seize the power share of new commercial passenger aircraft that may appear in Europe in the future. However, we encountered some problems during the cooperation at that time. There were two main problems with this problem .

The first is GE’s own decision.

At that time, General Electric had a unique skill, which was the engine F101 that had just been completed for the American B-1 bomber . The core engine of the F101 was the most sophisticated achievement of the American Airlines engine at that time. Not only was this engine relatively light in structure, but its total pressure ratio had reached 26.8. But whether to use this unique skill to go out, General Electric is in trouble. After careful consideration of , General Electric believed that if this unique skill was used, the future development potential would be unlimited.

Then the second question comes. If the F101 core machine is used, it must be reviewed by the US government. The development of

F101 was funded by the US government. If it is exported to France, it must be approved by the US National Security Council. As a result, the report was submitted, but not surprisingly, it was rejected by the US government. But neither Snecma nor GE gave up, and the French government became actively involved. At the request of Snecma and other government officials, French President Pompidou even discussed this issue as a separate agenda item in talks with US President Nixon . After discussion, the United States finally relented and put forward some conditions, which France agreed to one by one.

Therefore, this engine, jointly developed by Snecma and General Electric, was eventually named CFM-56. In 1974, the first CFM-56 was successfully operational. But until 1979, CFM-56 did not receive a single order. Just when CFM International was about to lose its support, several established airlines such as Delta Airlines, United Airlines and Flying Tiger Airways ordered CFM-56 from CFM to replace the DC8 and other aircraft they originally used.

Since then, CFM-56 engine has become a dazzling business card, constantly bearing fruit, improving and remodeling, and launching a series of new models. Not only has it become a designated standard product in the engine field of the successor to the 737, it has also gained market share in the Airbus 320 family.

When we look back at the birth of this engine, we will find that the success of aviation power is really not something that can be achieved overnight. Because if you count it all, whether it is Snecma or General Electric, everyone has decades of deep accumulation before starting this cooperation project. Even so, the two companies have experienced that if from the beginning of operation in 1974 to the mid-1980s, CFM-56 firmly occupied a dominant position in the market, it would have been more than 10 years.

Therefore, if China's commercial companies want to come up with a product that the market can trust, it requires not only arduous efforts, but also sufficient patience from the whole society. We actively support the efforts of China Commercial Corporation to produce independent engines. At the same time, we also know that this process requires a relatively stable time period. We are looking forward to this day!