Chapter 1078: We can also play the environmental card
Sure enough, just as Du Yishan guessed.
Chang Haonan announced almost immediately his long-term goal of obtaining EASA and FAA airworthiness certification for the AE1500.
If we say that at the beginning of the meeting, he caused silence in the audience by virtue of his achievements.
Now, it is ambition that has caused an uproar.
China did achieve mutual recognition of airworthiness with the EU and the United States in 1997 and 1998 respectively.
This is also the main reason why SeA650 and Falcon 8Z can enter the international market without any obstacles.
Including MA60, it also occupies a considerable market share in the field of short-haul aviation due to its quietness and low cost.
Not only third world countries, but even entered the aviation market of several Central and Eastern European countries.
Even Tu 334 has sold dozens of units by relying on the C808 reskin.
Objectively, it helped Tupolev, who was on the verge of bankruptcy.
But C909/Tu 214 failed to obtain European and American airworthiness certification.
Currently only two producing countries and a few users sanctioned by the West are using it.
After all, the above have strict restrictions.
The take-off weight shall not exceed 50 tons, and the maximum passenger capacity shall not exceed 100.
That is, regional aircraft and business jets, as well as corresponding supporting subsystems.
This part of the market is not mainstream in the entire aviation industry.
In this regard, it was Chang Haonan who grasped a key point in the competition between Europe and the United States that year, and managed to win it with great difficulty.
But the AE1500 is a completely different story.
Thrust range of 11.5-14.5 tons.
Everyone knows that this is designed for mainline airliners.
Moreover, it is a mainline passenger aircraft of the Boeing 737/Airbus A320 level -
Although it is not as dazzling in size as giants such as the Boeing 747 or Airbus A380.
But judging from the proportion of output, it is the absolute backbone of the air transportation industry.
It is also the most important source of profit for the two major aviation companies, Boeing and Airbus.
Although China has not yet announced its research and development plan for this level of passenger aircraft.
But now that you are applying for airworthiness certification for the AE1500, you are obviously preparing to steal the cake from your peers.
I want to grab the biggest piece as soon as I get there.
How could EASA and FAA relent so easily?
But then again.
If this goal can really be achieved, even if it is not the mutual recognition of airworthiness as before, the benefits it will bring will be almost incalculable.
On the one hand, the AE1500 itself is very competitive. If it can be put into large-scale commercial use around 2010, it will be within a time window of several years. In other words, it will be the next generation of competitors. Before the product is put into service, it has obvious performance advantages.
If there were no airworthiness issues, then Airbus and Boeing might really dare to install it on aircraft.
After all, the capitalists are so anxious that they can even sell their own lifting ropes and install them as Chinese engines, so that’s not a big problem.
On the other hand, it is also more important.
This becomes a leap from zero to one.
Once the AE1500 passes the airworthiness certification, then if China builds a passenger aircraft equipped with the AE1500 engine, the difficulty of passing the certification will be greatly reduced.
That will really be the spring of China’s aviation manufacturing industry.
Therefore, even the leader who stated "not to express any opinions" before the meeting could not help but start a few discussions with a few people around him.
Later, I guess I remembered my previous promise, so I quickly shut up.
Chang Haonan also deliberately did not continue immediately, but listened specifically.
In general, there are people with different attitudes at the scene.
But most people, including Li Zhongyi, still feel that the prospects are not optimistic.
However, despite what he said, the sharp-eyed Chang Haonan still noticed that the words "global airworthiness" were circled in a big circle on the other party's notebook.
Obviously there are thoughts in mind.
It's just that as the newly succeeded head of the Industrial and Construction Committee, it's hard for him to draw too radical a pie right away...
...Of course, it was a meeting after all, so everyone couldn't completely ignore Chang Haonan. .
So after a few minutes, the noisy conference room gradually became quiet.
“Comrade Haonan.”
This time, it was Liu Zhenxiang who asked the question:
“Regarding this goal, are some factors too uncontrollable?”
In fact, Liu Zhenxiang himself is relatively optimistic about Chang Haonan’s goal.
The reason why I asked this was that there was really no other way -
Among the people sitting at the scene, he was the only one qualified to ask this kind of question to Chang Haonan in the aviation field.
Of course the latter also knows that this is part of the normal process.
After all, when setting up a project and starting work, you have to ask questions.
It can’t end peacefully and happily.
Therefore, he was well prepared for this:
“First of all, regarding uncontrollable factors...it is indeed foreseeable that neither EASA nor FAA can easily pass airworthiness certification, so, I That’s why we set it as a mid- to long-term goal.”
“As I said at the beginning of the meeting, our country is gradually and deeply participating in international aviation industry cooperation and gradually occupying an upstream position. Although it will be difficult to shake the core voice of Europe and the United States in a short period of time, We have been able to exert some limited influence.”
“In addition, it is foreseeable that in the next few years, Western countries will become increasingly inclined to exert their efforts in the field of environmental protection, and we can adapt to this. Instead of stopping the trend, they actively push it to extremes. In terms of operations, they launch or announce stricter emission policies than those in Europe and the United States, which in turn restricts their products from entering the Chinese market and ultimately forces them to compromise. "< br>
“Of course, if you want to enter the European and American certification market, you cannot be alone. The good news is that we have already reached a relatively good cooperative relationship with Rolls-Royce, and they are also working on it. I am still worried about losing the huge market of 12-14 tons. If the British side agrees to provide support, then it does not rule out the possibility of introducing international cooperation in civilian models..."
"As for the finalization, In the initial period of time... I believe that the military and domestic civilian markets are enough to form a positive cycle of user data and business costs..."
"..."
In fact, Chang Haonan's idea is somewhat similar to the new energy vehicles in the previous timeline -
If you play the environmental card, we can play it too.
First, Europe took the lead in issuing policies, saying that it would restrict or even completely ban the sale of fuel vehicles.
Although anyone with a discerning eye knows that this is impossible, there are still some people who really believe it.
As a result, the slow-responsive European car companies lagged behind in this field and were overtaken by their Chinese counterparts.
It even drove the development of China's fuel vehicle technology in reverse.
Even if they later come to their senses and start using non-market means to protect their market.
But on the one hand, at least the Chinese market has completely changed, ending the good days when foreign companies could make money just lying around.
On the other hand, closing the market is equivalent to giving up the right to speak.
From the perspective of industry development, it is tantamount to drinking poison to quench thirst.
The specific situation in the aviation field is of course much more complicated.
For example, users are mainly large airlines rather than private individuals, and the market is far more controlled and closed than the automotive industry.
But the principle is actually the same.
Moreover, Chang Haonan's goal is relatively conservative, and he does not say that he will rely on the AE1500 model to make a comeback and crush the United Kingdom and the United States.
I just want to participate in sharing the cake.
He even planned to give Luo Luo a piece of it.
The operability is still there.
Of course, all this has a prerequisite.
That is the aviation engine produced by China. Regardless of other performance, it must at least be more environmentally friendly than similar products in Europe and the United States.
Otherwise, the last operation will be self-defeating and harm yourself.
Therefore, Liu Zhenxiang quickly said:
"So, at the technical level, although the CFM56-7B is already a model several years ago, as you just said, Comrade Haonan, it is still the same level of aviation. The performance benchmarks developed, then...how can we achieve the indicators in the table just now when basic disciplines such as materials science cannot make significant breakthroughs in a short period of time? "
This question is actually a bit like this? It was time to deliver the message to Chang Haonan.
"This is exactly what I want to introduce next..."
The latter smiled, and while answering, he came back to the back of the small podium and turned the PPT to the next page.
The above is a 3D schematic diagram of a large bypass ratio aeroengine.
“We plan to learn from the ideas in the gas turbine field and move the intercooled heat recovery technology... Of course, strictly speaking, the intercooled system is first, and then the complete intercooled heat recovery system, and moved to the aeroengine ! ”
(End of this chapter)