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-10 is reverse engineer 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]
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 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]
Thrust vectoring
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]
Variants
WS-10 – base variant
WS-10A – improved variant with FADEC;[3] advertised to have 120–140 kilonewtons (27,000–31,000 lbf) thrust.[1]
WS-10B – improved variant with greater reliability and thrust; based on the WS-10A,[32] with thrust reported as 135 kilonewtons (30,000 lbf) by Janes in 2020[23] and 144 kilonewtons (32,000 lbf) by Chinese media.[33][34][better source needed]
WS-10H – Naval variant equipped on two Shenyang J-15 prototypes. Limited to testing.[23]
WS-10C – "Updated"[19] variant with stealthier serrated exhaust feathers and improved thrust of 142 kilonewtons (32,000 lbf).[35]
WS-10G – thrust vectoring variant[36] generating 152–155 kilonewtons (34,000–35,000 lbf) of thrust during testing;[3] intended for the Chengdu J-20[36]
WS-20 – high-bypass derivative for the Y-20 transport; 138 kilonewtons (31,000 lbf) of thrust[28]
QD70 – 7MW class gas turbine engine developed from WS-10 for industrial & naval applications[37]
