The military-industrial scientific research system of the academic master.

In fact, what has always troubled Chang Haonan is that the spectrum of domestically produced aircraft is too incomplete.

Apart from the C909 and Y-8, the only aircraft that can barely serve as air platforms are the Xianzhou-60 and C808.

At first glance, the former seems to be similar to the E2C platform, but in fact it is much larger than the E2C and cannot be put on board a ship at all.

If it is a purely land-based platform...

It only has a range of about 2000 kilometers, and it has a large antenna on its back, and it doesn't have a large luggage compartment that can be converted into a fuel tank like a regular passenger plane...

That performance is really too abstract.

The latter, like the Y-8, is essentially more suitable as a medium-sized platform that can cover all purposes, rather than the low one in a high-low combination.

For example, the anti-submarine patrol aircraft and electronic reconnaissance/electronic jamming aircraft currently under development chose the C808 from the very beginning.

However, just now, he found that he seemed to have made a misunderstanding.

Because the planning of the early warning aircraft platform was first started in 1998, it was natural that people only thought of these models that had been or would be domestically produced.

Although Chang Haonan had contact with the early warning aircraft project several times later, he either thought of new radar technology or simply tested software or algorithms.

It has nothing to do with the aircraft itself.

So I haven't reconsidered this matter systematically.

But today, Chang Haonan took the opportunity to think carefully about the topic brought up by Guo Lin, and suddenly realized that the situation has changed dramatically compared to five years ago.

This change is not only reflected in technology, but also in the external environment.

In the past, we lacked core technology, so we were afraid of being unilaterally cut off from supply.

but now……

Think of the NH90 helicopter

Consider the M88-3 engine.

Think about the Trent 900 again…

Say it again, who is afraid of whom stopping supplying?

China's competitiveness in the world industrial chain is no longer, at least not just about huge market potential and low supply costs.

Instead, we have core technologies that cannot be replaced.

In this case, let’s not talk about the models for personal use, at least for export products, we can be more open-minded…

Don't say anything else.

Don’t the French want their own AWACS?

The Navy has no choice but to purchase E2C because it has to consider shipborne equipment.

However, the Air Force's choice of E3F caused a lot of controversy.

This model has no essential difference from the E3A of years ago, except that the carrier platform has been replaced with a better-performing engine.

The offer was close to $5 million.

After entering the new century, the French Air Force felt that the E3F's performance was somewhat outdated and began to seek technological upgrades.

As a result, he was blackmailed for a large sum of money.

In addition, from a demand perspective, given the size and mission of the French Air Force, it does not need a model of the size of the E3A.

Not only Chang Haonan thought so, but the French themselves also thought so.

There have always been calls to replace E3F with ErieEye.

And before Chang Haonan was reborn, they actually did so.

Since even Swedish products can be purchased, if the Falcon Z is used as a carrier aircraft, at least like the NH90, it can be nominally considered as a French production...

As for the command system and data link, they were originally optional parts.

Just go back and use your own.

Anyway, even if it is the E3F, it is operated independently by the French Air Force and is not connected to NATO's universal command system...

Not only that, you can also get some benefits when selling to third countries.

At least we won’t suffer because there are fewer users of Chinese fighter jets.

Thinking of this, Chang Haonan, who had been a little drowsy just now, was no longer sleepy in an instant.

At this moment, Liu Yongquan is in France following the testing of the SeA650 engine.

This is a good opportunity for him to test the other party's attitude.

After all, the overall design of the Falcon Z still belongs to Dassault.

And if we want to modify a special machine based on it, it will be a big problem if we don't have the original design plan...

……

A few days later, France.

The shadow of war hanging over the Middle East has had almost no impact on Europe.

At least not yet.

In fact, because no troops were sent to participate in the deterrence operation, the French spectators generally just watched the fun.

Normal production and life have not been affected.

Of course, it’s old Europe.

The so-called "normal" production and life may not be normal...

For example, the Falcon Z prototype, which was originally scheduled to fly for the first time in January 2003, was delayed by nearly a month without anyone noticing, even though everything seemed to be normal.

Fortunately, the preparations on the ground were sufficient. In addition, the SeA650 itself is a relatively mature design, and the French are experienced in passenger aircraft test flights. Therefore, after entering the test flight stage, there were no other unexpected problems.

By the end of March, all basic subjects have been completed and the transition to the next stage has begun.

That is to say, it involves the performance of the Falcon Z's commercial selling point.

There are mainly three parts.

Speed, range, and cabin quietness.

Besides safety, these are also the most important performance features of a business jet.

Quietness testing can be spread throughout the flight test process and does not need to be conducted as a separate subject.

In order to ensure the efficiency of the test, the voyage must be arranged at a relatively later stage.

After all, more than 12000km is enough to fly directly from London to Beijing.

It can even be included in the trial run as part of a publicity stunt.

Just like in the 1920s and 1930s the aviation industry was keen on using various methods to cross the Atlantic.

Therefore, the core subject at the current stage is still the maximum flight speed.

In particular, the new wing designed by China had a maximum allowable speed of an astonishing 0.990 Mach in a previous ground flutter test.

It is higher than the design indicators at the beginning.

Of course, this number is already the maximum limit that the aircraft structure can withstand, which means that if it goes any faster it will break directly. It does not mean that the aircraft can really fly at Mach 0.99.

This speed is not even reached during test flights.

Dassault is not Boeing, and it cannot really treat test pilots as consumables.

But as a model with high speed as its selling point, it won’t hurt to have more safety redundancy...

"Charles, we checked the flight parameter recording equipment and confirmed that during this test flight, the aircraft reached and maintained an airspeed of Mach 0.92 in level flight."

In a hangar at the Mérignac Airport, test flight manager Rob Boudin emerged from the cabin of the Falcon 8Z and reported loudly to Charles Edelsteiner, who was checking the cabin noise recording data not far away.

He strode to the test bench, put the recording device on the table, wiped the sweat from his forehead and continued:

"I have to say that the most amazing design of this aircraft is not its speed or noise, but its cabin cross-sectional area... I can finally stand up straight in a business jet, without having to bend over and walk like I'm crawling through a dog hole..."

"Thanks to Snecma... uh... anyway, thanks to the two new engines with high thrust, the Falcon Z's cabin section height is 8 centimeters higher than the average of the same class of models."

"Although this number is not very impressive, for passengers of average height, it is just the critical point for whether they can stand up straight..."

As Edsteiner spoke, he raised his head and looked at the recorder in Robb's hand with complicated eyes.

Mach 0.92 was actually a pie in the sky when Falcon Z was first promoted.

Also because it is a pancake, it was not specifically marked at the beginning whether it was airspeed or ground speed.

His original idea was to find a favorable weather and let the aircraft's GPS speed (that is, ground speed) exceed 0.93 Mach at the altitude at that time.

If that doesn't work, you can make a shallow dive.

In short, just use the Spring and Autumn style of writing to the fullest, as long as you can avoid accusations of false advertising.

This is also a kind of open secret in the industry.

Rich people usually think that their time is very valuable, so they are very interested in this kind of publicity.

But in reality, no one really cares about those 10 or 15 minutes.

however.

Who admits it.

His original intention was bad, but he executed it well.

After replacing the wing with lower drag, the aircraft actually reached an airspeed of Mach 0.92 in level flight...

This is fine.

The Falcon 8Z has three main selling points.

High speed.

It relies on a low-drag wing designed by others.

Great voyage.

It relies on a low fuel consumption engine designed by others.

Quietness.

It relies on the soundproof nacelle and active noise reduction system designed by others. …

Although the overall design of the aircraft was still led by Dassault.

But no matter how Ed Steiner thought about it, he just felt something was not right.

The Falcon 8Z is a groundbreaking product in the field of business jets, but upon closer inspection, we find that the eras were set by others?