It's not so much a question of forcing the engine on Comac, but ordering Chinese leasing companies and airlines to opt for the CJ-1000A when they make obligatory C919 orders. Still, I would expect users to divide their orders between LEAP-1C/CJ-1000A so as to ensure some redundancy if the Chinese powerplant doesn't work as planned. Also, if trade relations with the west continue to deteriorate, one advantage for a local engine is that it is relative sanction proof. Earlier this year the Trump administration was talking about blocking the transfer of LEAP engines to China, until they realised that this would be bad, bad news for American jobs.Exactly why I was curious to know why the WS-20 is being involved here with C919 talks.
When I said CJ-1000A can be forced upon airlines if it is less than ideal in fuel efficiency and other economical metrics, I am assuming that would be the case but the engine is assumed to be entirely safe and worthy of comparison with western equivalents in this thrust range. The only disadvantages assumed to be those economic factors is still not so terrible a price to pay for giving the C919 an engine IF western engine purchases are banned which I think is unlikely.
I did actually discuss and note the economic aspects and the safety so I'm not sure what latenlazy and you are referring to. Anyway hope that clears things up.
In summary the CJ-1000A is not ready yet in the sense of passing preliminary performance and reliability/safety standards for commerical airliners and if it ever does, let's assume it doesn't match the very best in economic factors (which is fair because PW GE RR CFM IAE have much more experience in the natural competition). But even if it passes the preliminary certifications just so that it's worthy of application on airliners, the CCP can still force the engine on the C919 if there are no alternatives, before the design can match economic performance of western engines. This is a smallish price to pay because Chinese airlines servicing domestic customers (so no American FAA approval) don't absolutely must need the very best in efficiency. I'm not sure what the monetary gap would be per C919 flight but I'm more than certain we're talking very small beans until it flies enough hours. Anyway all that is sort of off-set with cheaper fuel sources although the opportunity cost is there. What sort of economic inefficiency levels are we even assuming here. It could be marginal if it exists at all.