你引的是英文版還是中文版？大哥？
我看到的怎麼是7.5?
還存在一堆MTBF過低問題
壓縮機遲滯性失速問題從1987年就沒解決直到現在，導致現行在前線的所有戰機都是用AL-31系列?

n 2005 it was reported that, according to Russian sources familiar with China's WS-10A turbofan development project, WS-10A was being developed to be slightly more powerful than the Saturn/Lyulka AL-31. The sources noted that China was encountering problems with meeting weight reduction goals for the WS-10A's primary and secondary compressors and had problems meeting thrust requirements. It was also stated that Chinese thrust vectoring technology was under development for the WS-10A.[5] The Chinese media also reported in 2005 that the WS-10A had completed 4 months endurance testing and the engine was later certified for production in 2006.

According to an interview publicised in January 2007 with J-10 pilot Li Cunbao (李存&#23453, the J-10 had not yet been equipped with the domestic WS-10 engine, because although the WS-10 could match the performance of its Russian counterpart (the AL-31), there was a serious drawback; the WS-10 took longer to "spool up", i.e. there was a delay in reaching the same thrust output as the Russian engine.

WS-10A is reported to have 13,200 kilograms (29,000 lb) of thrust and a 7.5:1 thrust-to-weight ratio, making it comparable to the AL-31F turbofan. The WS-10A was first displayed in public at the 2008 Zhuhai Air Show.[6] The WS-10A design consists of a 7-stage high pressure compressor, short annular combustor with air blast atomizer and air film cooling blade. It is the first production turbofan from China to feature single crystal nickel-based turbine blades, which allow higher intake temperatures and greater engine thrust. WS-10A has also been equipped with a FADEC (full authority digital engine control) system. An asymmetric thrust vector control (TVC) nozzle, similar to the TVC nozzle of the Russian AL-31F-TVN engine, has also been reported undergoing testing.

On 2 April 2009, the director of AVIC (Aviation Industry Corporation of China) Lin Zuoming (林左&#40483, stated that there were problems with the quality control procedures on the WS-10A production line, meaning the Taihang turbofan was still of unsatisfactory quality. He said that solving these problems would be a key step.[7] In addition to poor build quality, the engines suffered from poor reliability, the Chinese engines have been lasting 30 hours at a time vs 400 for the Russian originals.[8] Despite AVIC's issues with quality control, mass production of the WS-10 series engines would contribute significantly in improving Chinese industrial capabilities.[9]

The overall situation had steadily improved by the end of 2009, after which the WS-10A had reportedly proved mature enough to power the J-11B Block 02 aircraft.[10]

Derivatives of the WS-10 are under development, such as a high-bypass turbofan variant for propelling large transport aircraft and marine gas turbine variant for propelling ships.

A thrust-vectoring variant with higher thrust (132 kilonewtons (30,000 lbf)), called the WS-10B, is in testing and is ready for combat aircraft installation, while an even further upgrade with higher thrust (155 kilonewtons (35,000 lbf)), designated the WS-10G, is also under testing. According to Saturn`s Victor Mihailovic Chepkin, chief designer of the 117 and 117S engines, the Chinese designers of WS-10 used the AL-31`s maintenance technical documentation delivered to China by Saturn when they designed the WS-10, which according to him is almost like the same documentation to build the Al-31, however he says the WS-10 is not a complete copy of Al-31, but he claims around 70% of Al-31 technologies ended up in the WS-10 [11]