Chapter 258 Voting

"The C822 main wing spar was successfully trial-produced in Factory 132 and fully meets the usage requirements."

"C822 Chief Designer: The first flight of a domestic regional passenger aircraft will be no later than December 2017."

Southwest Commercial Airlines, also known as Commercial Airlines, has been established for more than half a year, but the foundation of the Yizhou manufacturing base has only been laid, and it has no production capacity at all.

Commercial Aviation's production and manufacturing base is so huge that it will take at least three years to fully build it, even with strong government support.

As a super production base built to fully compete with Boeing and Airbus, it can produce hundreds of passenger planes annually. This manufacturing capacity has surpassed that of military aircraft.

The development work of the C822 and C832 passenger aircraft is basically still completed jointly by the 611 Institute and Xinyuan, but the final assembly will be placed in the Yizhou production base, so that the two passenger aircraft can be nominally launched, and the Yizhou base will actually be mass-produced. It was at the end of 2018.

The development of passenger aircraft is very different from that of military aircraft. Putting aside technical factors, the focus is more on design. What civilian airliners pursue is reliability and economy. In the final analysis, it is for the sake of cost and to reduce the pressure on airlines to the extreme.

Since the war in the Middle East, oil prices have risen every year. The profit margins of airline operations have actually become smaller and smaller, so the pursuit of economic efficiency of passenger aircraft has also become higher and higher.

The new generation of passenger aircraft must be more fuel-efficient, easier to maintain, and safer, taking into account many more factors than military aircraft.

The 611 Institute obviously has no experience in the development of passenger aircraft. The R&D teams for the two passenger aircraft also include personnel from Harbin Aircraft Corporation of China and COMAC (yes).

But the main design work is still done by Xinyuan, and it is much easier to rely on the System Research Institute to meet these requirements and occupy a dominant position.

Manufacturing is a minor issue. Early trial production is a political project. Real mass production to reduce costs is a matter for the Yizhou manufacturing base. The first batch will be slightly over budget and is acceptable.

Now the basic design work of C822 and C832 has been basically completed, and the ground static testing machine has entered the manufacturing stage.

Such progress is simply incredible in the eyes of some people.

For example, COMAC.

At the Pudong Airport in Shanghai, Li Jing, head of the C919 project of COMAC, personally visited McPherson, a senior executive of Rockwell Collins.

The latter took seven or eight technicians and boarded the car that drove into the airport. He lowered the window and looked at the brightly lit runway, and said in proficient Chinese:

"Li, in a few days, the C919 will make its first flight here. Congratulations to you for having your own domestically produced large passenger aircraft."

"Ah……"

Li Jing didn't know what to say and felt a little embarrassed. There were domestically produced large passenger planes in the past, and the Y-10 was still parked in the museum.

Rockwell Collins, General Electric, and Psiphon provide avionics systems and engines for the C919 respectively, and are the most important partners.

Because of the above-mentioned re-establishment of Southwest Commercial Aviation Company on domestically produced passenger aircraft, as well as strong technical support from Xinyuan, the C919 unexpectedly and logically received cooperation and support from foreign partner manufacturers.

CFM International, a joint venture between Aramco General Electric and Sifeng, has provided the Leap-X1C turbofan engine for the C919, which was confirmed in 2009.

The domestic alternatives at the same level are the Turbofan 20 and Lucia RD-14, which are still under development but are not far from success, but they are not as economical as the Leap-X1C.

Both engines and avionics are basically controlled by Aramco, and a small part cooperates with China, so the road of C919 is extremely difficult.

In the original World Line, the C919 made its first flight in May 2017. However, due to the delay in finalizing a stable supply contract and issuing relevant certificates, commercial operations will not be launched until 2022, five years after the first flight. There is no need for trouble. explain.

As a result, with the emergence of Commercial Aircraft Corporation of China at the beginning of the year, and the strong technical strength demonstrated by the An-1250, foreign suppliers were more anxious than Commercial Aircraft Corporation of China, urging the latter to complete the first flight of the C919 as soon as possible.

Li Jing naturally knew that these manufacturers had bad intentions and wanted to jointly eliminate domestically produced products, but he had been working on C919 for nearly 10 years, so how could he resist the temptation?

The C919 is not a particularly difficult aircraft from a technical perspective, and the key subsystems are all mature solutions provided by foreign suppliers, which directly pushed the first flight date by half a year.

The C919 is expected to make its first flight on November 5. Today is November 2. A small problem was discovered in the avionics system. Rockwell Collins immediately sent a technical team to solve it. This efficiency was absolutely unachievable in the past. .

CFM International has also agreed with COMAC that as long as the C919 gets an order, there will be no restrictions on the supply of parts and components, and it can even sell 40 engines to COMAC for peace of mind.

Such generous conditions are simply unimaginable, but the more Li Jing thought about it, the more uncomfortable he became, because according to the negotiations between COMAC and these suppliers, the biggest opponent of the C919 is not the Boeing 737 or the Airbus A320, but its brother C822.

They calculated that the C822 and C832 of the national production plan would never be as good as the C919, using mature subsystems to reduce costs, so they had to start a price war from the beginning to try to kill the C822. Even if they couldn't do it, they would force Commercial Aviation to sell it. Not much.

If the cost advantage cannot be achieved, orders will decrease. The smaller the output, the higher the cost. This is bound to be a vicious circle.

Even if domestic airlines want to support, they can't spend money without limit, not to mention that C919 will make its maiden flight this year, and with the full support of foreign subsystem suppliers, it can obtain key models and various production licenses and single-aircraft test certificates at any time.

At least one year ahead of C822, it is entirely possible to grab 100 or even 200 to 300 orders this year, while C822 will face the dilemma of lack of market at birth. You know, C919 can be sold abroad, but C822 is not easy.

As the project leader of C919, Li Jing naturally hopes that his child can make his maiden flight earlier, but as a Chinese, the domestic sentiment of C822 is really sighing.

In such a mixed mood of joy and worry, on November 5, the day when the Aramco election officially began, the C919 domestic wide-body regional airliner made its maiden flight at Pudong Airport in Shanghai.

At this time, the Zhuhai Air Show was still two days away from the end, and the media immediately praised the maiden flight of C919, making the domestic large passenger aircraft and the Warrior No. 1 robot a hot search.

On the same day, COMAC blocked the entrance of the Civil Aviation Administration of China and demanded that the C919 be issued a certificate of conformity immediately.

…

"The first flight of a domestic large passenger aircraft, how did C919 hone its edge in 9 years."

"China Eastern Airlines signed a purchase agreement with COMAC for the first batch of 5 C919s, which are expected to be delivered in 2017."

"The unit price of C919 is about 600 million yuan, with obvious competitive advantages."

"Where does C919 use domestic components?"

"The Civil Aviation Administration of China issued certificates of conformity for three domestic passenger aircraft, C919, C822 and C832."

"…"

Among the "three carriages" of domestic passenger aircraft mentioned by the media, C919 is one step ahead and took the lead in its first flight.

From 2007 to 2016, the C919 project accelerated in an unexpected way and became the second domestic large passenger aircraft after Y-10 - although it was a bit watery.

The three major parts of an aircraft: fuselage, avionics, and engine. C919 has only completed one-third of localization, but it is indeed the one with the highest quality, and the technical content of the fuselage manufacturing is indeed not low.

The news of C919's first flight almost overshadowed the air show. CCAV praised it that night, giving it enough face.

But in Lin Ju's eyes, the treatment of C919 is much worse than that of the original world line, and there is no feeling of being the center of attention.

After all, it is no longer the only one, and although everyone is very happy, they are more looking forward to C822 and C832.

Even the attitude of the top is the same. Among the major airlines, only China Eastern Airlines bought 5 first, and what is even more outrageous is the Civil Aviation Administration of China.

The certificate of C919 was indeed issued as soon as possible, but at the same time, it was also issued to C822 and C832, which have not yet left the factory?

The certificate of compliance was issued before the aircraft has even been produced?

This kind of biased behavior that cannot be more obvious reveals the attitude of the top, which is to regard the two brothers C822 and C832 as the successors of Y-10, and they will pay for it no matter what it is.

COMAC dared not speak out against this abnormal preference, but only made every effort to promote C919 and take up as much market share as possible, which was also the common interest of them and their suppliers.

…

Late at night, Claire sat behind her desk, playing the video of C919's first flight on her computer.

Although C919 is an international cooperation project and a "joint venture", it is indeed an important step for China's civil aviation manufacturing industry. They are not short of technology and talents, and will promote localization sooner or later.

C822 and C832 are examples. The progress is also amazingly fast, and COMAC has also immediately promoted the development of a large long-range trunk wide-body passenger aircraft: CR929.

C919 and CR929 are basically projects established at the same time. C919 uses European and American engines and avionics technology, and the extra "R" of CR929 is jointly developed with Lucia, so both sides benefit from it.

Of course, the main reason is that there are still great limitations in the technology of wide-body trunk passenger aircraft in Europe and the United States, so COMAC turned around and wanted to find a breakthrough in Lucia.

C919, CR929, C822, C832. The two airlines each have two models of the same level, which is in line with China's style of not putting all its eggs in one basket, and the domestic market can afford four types of aircraft.

However, Claire only regards the rise of China's aviation industry as an interest, and he is still concerned about his peers.

In November, Xinyuan made a big move.

According to their plan, the H2M space shuttle will make its first flight this month. Although it is conventionally powered rather than the nuclear-powered version announced at the time, it is still far ahead of NACA.

Compared with this, the FATS plan is at least 8 months behind, and this gap cannot be shortened, which is simply unacceptable.

The Fram space station is also undergoing intensive testing and has been communicating frequently with the ground. This first centrifugal space station in human history is constantly irritating NACA.

It must be ahead somewhere!

This is what everyone thinks. NACA does not accept the situation of being always behind. Even if it is temporarily behind for a few steps due to various factors, it must also have advantages in other places.

He knows that Tenard has been frequently contacting various aerospace projects recently, and he actually prefers Golden Retriever in his heart.

After all, as the leader of NACA, no matter how long he has to work, he has the obligation to solve the problem of survival of the industrial chain established after the Artemis plan.

The situation like the Saturn V project termination and the loss of technology cannot happen again.

Although she knew that Tenard would not be elected, Claire still decided to vote for him. Just take it as NACA's attitude.

The manuscript has been revised... I have to start the manuscript again from the beginning...

It will be recommended again soon, and the dog author will try to burst out when it is recommended.

The timeline of this book is about to enter 2017, and the pits of high-frequency launch and near-Earth planet exploration need to be filled.

ps: Although there are only two updates today, but 6k, it is also considered 3 updates (灬)