Chapter 249 Americans always like to compromise
The 14th Institute of Electrical Engineering in Jinling has thought of ways to overcome the insufficient performance of available components, and has begun trial production of engineering prototypes, more than half of which has already been completed. The China-EU multi-field negotiations last month have finally come to an end.
After all, the tone has been set, and the entire negotiation process was considered smooth for both parties.
And the part of the negotiation results that Chang Haonan led before leaving has even begun to show its influence——
Had a meal here in Haojing, not too big or too small. After the collapse of the EU, Ms. Anne Valette, the EU representative sent by the Joint Aviation Authority (JAA), chose to return to Brussels with Colombo without even waiting for the end of the negotiations, and then quickly took over the negotiations between the JAA and the FAA.
Facing China, I was submissive, and facing the United States, I struck hard.
In fact, the European side has been quite passive in previous confrontations. The previous head of delegation was also sent by JAA, but this person specialized in business negotiations and had almost no understanding of aviation technology. , and the other party occupied the moral high ground in maintaining aviation safety, they once chose to resort to procrastination, hoping to wait until the heat of the crash had passed before bargaining with the FAA.
However, Americans are not just for nothing. After discovering this, they quickly started their propaganda machine. For a time, major North American media and even some European media influenced by Wall Street capital began to spread overwhelming propaganda. Come up with this matter.
During this period, Europe also tried to launch a counterattack in the media field. The BBC and France 2 urgently produced a documentary to report on the Valuje Airways Flight 592 accident that occurred last year and shocked the United States. .
The original intention of this behavior is to show the audience that "your FAA is not a good bird in terms of aviation safety. The air crashes caused by neglect of management are much more serious than our JAA."
However, the operation was so fierce that although it did have a certain effect in the first few weeks, the situation soon turned into shooting itself in the foot.
Because as early as last year, that is, in August 1996, three months after the crash of Valuje Airways 592, the then FAA Administrator David Hinson, who was born in the Elephant Party, had resigned.
The acting director who succeeded him, Jane Garvey, was a member of the Donkey Party.
And the latter was unable to obtain a formal appointment at this time due to the obstruction of the Elephant Party.
Being both a public enemy and a private enemy, Garvey was obviously happy to step on his predecessor's feet.
As expected, she quickly stood up and said that it was precisely because of the painful lessons brought by that accident that the FAA learned a lesson and began to pay more attention to civil aviation safety. The whole world should also take Valuje Air as a warning and put everything in place. The possibility of causing a safety incident is nipped in the bud.
JAA is not mentioned in every sentence, but it is JAA in every sentence——
We sacrificed a director because of the plane crash, do you have to think about it too?
Even worse things are yet to come.
As the incident gradually unfolded, some TV stations began to say that Valuje Air Flight 592 proved that McDonnell Douglas’s passenger aircraft had design and safety hazards, and that Boeing’s merger with McDonnell Douglas was not for monopoly, but It is necessary to let the former, which has excellent aircraft design and manufacturing quality, integrate the civil aviation industry throughout North America to improve the overall safety of the civil aviation industry.
From top to bottom, JAA was shocked by this extremely shameless argument.
However, having lost the advantage of their right to speak, they can only watch as more and more people begin to recognize this statement.
If this trend continues, in a month or two, opinions supporting the merger of Boeing and McDonnell Douglas will probably become mainstream in Europe.
The European Union, which is almost desperate, has even thought about cooperating with the struggling Russians. Unfortunately, the dry and cold Russian climate is very difficult to form supercooled clouds. Therefore, although the sky above Lake Baikal may only be It is second only to the Great Lakes as a holy place for icy flight tests, but they really don’t do much research in this area. In short, by the time Valette finished his negotiation mission with China and returned to Europe in mid-March, JAA was already overwhelmed by these things and almost ran out of room for maneuver.
Therefore, she can definitely be regarded as taking orders in danger this time.
In fact, at the beginning, the negotiating delegation sent to China did not have high expectations.
After all, even with the endorsements of Colombo and AgustaWestland, few Europeans would believe that China, which had not been able to build a serious passenger aircraft before, would pay little attention to aircraft anti-icing. The segment is ahead of them and even Americans.
Even Valette himself did not believe it before he personally boarded the MA-60 and flew into the extremely harsh supercooled clouds and witnessed the entire process from icing to safe de-icing.
But now that she has returned to Europe, she is completely different.
Perhaps inspired by Chang Haonan's negotiation methods, the newly appointed Valette changed his past JAA delegation's avoidance of the important and favored the light. He was directly at the negotiation site and under the lens of countless media, he took out a document on improving aircraft anti-icing safety standards in an all-round way. upgrade standards.
“After the accident at the beginning of the year, JAA teamed up with multiple authoritative scientific research institutions to urgently launch an in-depth research project on how aircraft can maintain flight safety in an SLD environment.”
“This It is a new standard based on the research results. We hope to implement this more advanced solution all over the world, at least in Europe and North America."
Subsequently, Valette opened the standard. On the first page, dense charts and figures are displayed under the camera.
It seems that the contents are going to be announced on the spot.
Now it was the turn of the FAA delegation on the opposite side.
In fact, they are still in the initial stage of research on the impact of SLD environment on flight safety, let alone how to ensure the flight safety of aircraft in SLD environment.
The reason why we keep using this thing to exert pressure is that we have realized that Europe’s research level in this field is far inferior to our own, and we cannot figure out their true intentions.
So although the FAA has been using the media, it has never actually announced the specific content of its requirements.
It is to leave a room for compromise when the time comes.
But in their eyes, Valette's move was like holding a bag of explosives and preparing to die together.
If it is really mandatory that all aircraft must pass the icing simulation test flight in the SLD environment, then regardless of Boeing or Airbus, if it can take as little as five years or more than ten years, there will definitely be no need to think about launching any new models. .
So, when it comes to this, it is the Americans who are the first to give in.
They changed the subject before Valette could speak and quickly adjourned the meeting.
(End of this chapter)