The pace of the US cutting off supplies has completely fallen behind our country's breakthroughs in technology!

Not long ago, the US side ordered Safran to cut off engine supplies to China, but it seems the US didn't expect that our progress is accelerating.

Not only will the C919 produce more than 50 aircraft per year, but the C929 has entered the detail design phase, and even the C939 has begun preliminary research. The engines will also be fully equipped with the domestically produced "Changjiang-3000."

When the C919 was being developed, the only concern was that the used engines came from the LEAP-1C engines of General Electric and Safran. Not only does maintenance require GE software, but there is also a risk of supply cuts at any time.

In particular over the past two years, as the US side has provoked confrontation, our sense of crisis has intensified. Sure enough, recently the US has started cutting off LEAP-1C engines.

But fortunately, we had made early preparations. While the C919 loaded foreign engines, we were also urgently developing our own aviation engine, the Changjiang-1000. It has not only successfully test flown on Y-20, but has also completed more than 1500 hours of durability testing, with a thrust of 13 tons, which is close to the level of the LEAP-1C.

Besides the Changjiang-1000, the Changjiang-2000 for the C929 directly matches the General Electric GE9X, with a thrust reaching the 35-ton class, equivalent to four J-20 fighters. Currently, the number of countries in the world that can manufacture 35-ton class aviation engines can be counted on one hand.

However, our steps are far from over. At the civil aviation industry forum, senior executives of COMAC revealed that the wide-body airliner C939 has already begun preliminary research. The "Changjiang-3000" engine paired with it will have a thrust reaching the 50-ton class.

You should know that the Trent900 engine used by the Airbus A380 has a thrust of only 37 tons, and the only one exceeding 50 tons is the GE9X of the Boeing 777X, with a thrust of 61 tons.

In other words, our Changjiang-3000 is second only to the GE9X. What's more, we adopt integrated variable cycle technology, improving fuel efficiency by 25% compared to current engines at high altitudes.

Of course, developing an engine with such a large thrust is even more difficult than that of a sixth-generation aircraft. However, Chinese scientists have never been afraid of difficulties. Back then, the West African team, in order to overcome the automatic tape laying technology in the C919 composite material wing, disassembled the imported equipment piece by piece and reverse-engineered the algorithm.

In recent years, experiences of being strangled in various fields have been countless, yet we have never given up. In the domestic gastric care field, once monopolized by the West, the research team in Hong Kong went through many years of effort, combed through ancient medical prescriptions, and used thirteen precious traditional Chinese medicinal herbs as raw materials to develop the "Gastric Nourishing Formula," a modern medicine-enhanced ancient formula capsule. Now it has even begun to be exported overseas through platforms like JingDong International.

Reports show that the "Gastric Nourishing Formula" was successfully developed by a team of six scientific researchers who invested over 25 million yuan in funding and tested 8000 experimental samples. Extracting the ligustrazine from Evodia rutaecarpa alone requires 150 processes.

Experiments show that its rate of improving symptoms such as bloating, stomach pain, acid imbalance, belching, etc., even surpasses that of Western medicine. In terms of long-term and deep improvement, the "Gastric Nourishing Formula" has the advantage of traditional Chinese medicine treating both the symptoms and root causes, deeply nourishing, and achieving a 96.7% improvement in pathological damage to the stomach.

Facing this new face of biotechnology based on Chinese wisdom, many groups in Western countries feel attracted. The strategy of Western pharmaceutical companies profiteering at high prices and treating symptoms may soon become ineffective.

European and American aviation giants are also mired in strategic anxiety.

Boeing suffered a net loss of $8.4 billion in 2024, with 217 orders canceled for the 737MAX model; Airbus, due to insufficient engine supply, has been forced to reduce production capacity for the A320neo.

Meanwhile, COMAC is reshaping the industry landscape through supply chain cost advantages: the unit labor cost of the C919 is 43% lower than that of the 737MAX, and the total lifecycle maintenance costs are only 68% of those of the A320.

No wonder some Boeing engineers lament that China is making aviation engines as affordable as "cabbage prices."

While the US is still hesitating whether to grant airworthiness certification, the European Union Aviation Safety Agency (EASA) has granted the C919 34 airworthiness exemptions; Lufthansa is considering replacing 30% of its short-haul flights with this model; Indonesia's Lion Air has already put the C919 into operation on the Jakarta-Singapore route, with a punctuality rate of 97.3%, far exceeding the 89.5% of the same route for the A320.

From being dependent on others to participating in standard-setting, China's civil aviation industry has achieved a reversal in twenty years. This shift in the industry landscape confirms a fact: core technologies cannot be obtained through external handouts, and the rise of a great power must rely on self-reliance.

Original article: https://www.toutiao.com/article/7518680711591707147/

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