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Chapter 1316 The main force in medium and long-distance air transport

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    The reason why the trj-900 regional trunk airliner has such a competitive advantage is mainly because there is a gap in the current civil aviation market between 70 and 120-seat civil airliners.

    There is no way. The civil airliners currently operating in this seat class are basically old civil airliner models such as Boeing 737-100200 or Airbus A300. Not only are they poor in comfort, but most of the aircraft have almost reached their limit in service life.  On the verge of being scrapped.

    The new generation of Boeing 737-600 and Airbus A320 have increased the seat class to about 150, thus meeting the needs of airlines to achieve multi-flight long-distance transportation at low operating costs.

    Boeing and Airbus hope that the new generation of main single-aisle narrow-body passenger aircraft can replace the previous generation of Boeing 737-100200 and Airbus A300 and continue their glory in this field.

    But the problem is that the rapid development of civil aviation has not only created demand for single-aisle narrow-body mainline passenger aircraft, but has also made the regional passenger aircraft market increasingly active.

    Because of this, the traditional 50-seat and 70-seat regional passenger aircraft can no longer meet the low-cost operation needs of airlines. We hope that there will be a model with a seating capacity of about 100, which can meet the round-trip route of 1,500 kilometers and has a certain level of comfort.  model.

    Of course, the most important thing is that the operating costs must be comparable to regional airliners, so as to bring more profits to the airlines.

    This is the initial prototype of the so-called regional trunk airliner.

    In fact, Boeing and Airbus have noticed this sinking market and have begun to make some plans. For example, Boeing's improvement plan for the Boeing 737-200 and Airbus's reduced version of the A318 passenger aircraft based on the A320 are all responses.  This type of product is sinking into the market.

    But the problem is that although these two giants have noticed and withdrawn corresponding products to get a share of the pie, many airlines do not buy it. The reason is very simple. Airbus and Boeing only have two products: Boeing 737 and A320.  The popular model has been tinkered with. Apart from shortening the fuselage and replacing some modern parts, there has been no substantial improvement, so that the operating cost is not much less than the two basic models of Boeing 737 and A320.

    Even because the maximum takeoff weight exceeds 60 tons and the engine noise index and wingspan are reasons, the landing and parking fees at the airport for the models launched by Boeing and Airbus to compete for the sinking market are charged according to the normal narrow-body mainline passenger aircraft.

    This makes Boeing and Airbus feel very hurt, because the sinking product they launched in their minds is a macro mini-ev that should be cute and cute, but it turns out that it has to be charged by the parking lot as a long-distance heavy truck.  parking fees.

    You can imagine how you feel.

    Even manufacturers like Boeing and Airbus are like this, let alone the airlines that have been paying attention to this matter. You can just blurt out the sentence mmp, can't you two giants take a model that is sinking in the market seriously?

    However, no matter how much the airlines complain, it is useless. Airbus and Boeing occupy more than 80% of the global civil passenger aircraft market and are fully monopolized giants.

    They are not focusing on the sinking market to capture high profits. After all, regional aircraft are difficult to compare with mainline passenger aircraft in terms of profit margins and equipment quantity. The reason why they are testing the waters in the sinking market is just to hunt down rabbits and occupy a small area.  It¡¯s just a trap. Their real market is still in the field of mainline passenger aircraft, which is the most profitable.

    If they are not interested in it, they will naturally not make any good products. Coupled with their own monopoly advantages, those airlines naturally dare not speak out. After all, the majority of their profits are also in the main line transportation market, and branch lines can use old  Just maintain the model first.

    However, the two giants Boeing and Airbus do not pay attention to this type of regional trunk aircraft, but there are sub-tier aviation manufacturers who think this is a good opportunity. Among them, Canada's Bombardier and Embraer, the two major regional airliner manufacturers, believe that this is a good opportunity.  I can show my skills in this market, and maybe I will become the third largest aviation manufacturer in the world, and maybe even rival Boeing and Airbus.

    But precisely because of this, Bombardier and Embraer are somewhat hesitant, because the 100-seat passenger aircraft is tantamount to stepping on the red line of Boeing and Airbus.

    No way, Boeing's Boeing 737 and Airbus's A300 were developed from the 100-seat segment. They know very well that once they master the development and manufacturing of passenger aircraft of this seat size, they will open up the Rendu line and the next main line.  Passenger aircraft and wide-body aircraft will be unimpeded.

    Because of this, Boeing and Airbus are strictly guarding against passenger aircraft of this level. No matter how good their performance is, they will kill each other.

    As experienced aviation manufacturers in the industry, Bombardier and Embraer are naturally aware of the power of this red line. Therefore, they know that this is an opportunity to transform themselves into butterflies, but they are also afraid that they will be eliminated before the cocoon is broken.?Trampled to death.

    To be honest, Bombardier and Embraer are very entangled in whether to develop and grow, or to survive.

    However, the entanglement between Bombardier and Embraer is another story in China's take-off. A few years ago, China's take-off might have been the same as Bombardier and Embraer due to the huge exports, and they were entangled in whether to really break up with Boeing and Airbus.  , but with the fcnb-2000 test passenger carrying out the transportation mission of the Belgrade incident, China Takeoff has actually stepped on the red line of the two giants.

    Being included in the xxx bill is the most typical proof.

    Fortunately, Boeing and Airbus still have some dignity at this time and did not engage in dirty tricks. Instead, they used so-called "technical standards" to prevent China's Ascendas products from entering the international market, thus cutting off the Chinese Ascendas' lazy way to survive.  Export trade.

    Fortunately, Zhuang Jianye has not worked in vain all these years. He has been prepared for it. Since the civil aviation product line is restricted, he simply does not install it and directly produces military products. Anyway, the aerospace military is converted to civilians. Converting civilians to military is the same as any door. As long as  With technology, you can do whatever you want.

    Because of this, China Ascendas did not consider the reaction of the two giants Boeing and Airbus when it came to regional trunk airliners. It was more based on domestic reality and believed that the market prospects of regional trunk airliners were much higher than the current 50  70-seat and 70-seat regional airliners.

    The reason is very simple. With the domestic demonstration of high-speed railways and the construction of the first high-speed railway with a speed of 200 kilometers per hour, the country will inevitably continue to make efforts in this regard in the future.

    The biggest advantage of civil aviation compared to railways is its high speed and high efficiency. However, once high-speed rail becomes popular, long-distance air transportation of more than 1,000 kilometers will be nothing more than short-distance transportation of less than 1,000 kilometers.

    After all, the cost of air transportation is there. It is not as low as the cost of railway. Especially for inter-provincial transportation of about 500 kilometers, the cost performance of high-speed rail can simply beat air transportation.

    Because of this, in the next ten to twenty years, even if there is no cost pressure from airlines, the domestic regional passenger aircraft market will undergo a major disruptive change due to the popularity of high-speed rail.

    Based on this, regional trunk airliners with larger passenger capacity, longer range, better comfort and lower operating costs are bound to become the replacement for many regional airliners today and become the main force in medium and long-distance air transportation.

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