Take Off My Aviation Era

　　 The reason why the TRJ-900 branch line airliner has such a competitive advantage is mainly because there is a fault in the 70 to 120-seat class of civil airliners in the current civil aviation market.

No way, the civil airliners currently operating at this seat level are basically old civil airliner models such as Boeing 737-100\200 or Airbus A300. Not only are they poor in comfort, but most of the aircraft's lifespan has already reached the end of the day. The limit is on the verge of being scrapped and eliminated.

　　 The new generation of Boeing 737-600 and Airbus A320 will increase the seat level to about 150, thus meeting the needs of airlines to realize long-distance transportation of multiple flights at low operating costs.

　　Boeing and Airbus hope that the new generation of main single-aisle narrow-body airliners can replace the previous generation of Boeing 737-100\200 and Airbus A300, and continue their brilliance in this field.

　　 But the problem is that the rapid development of civil aviation has not only spawned the demand for single-aisle narrow-body trunk airliners, but also made the regional airliner market more active.

Because of this, the traditional 50-seat and 70-seat regional airliners can no longer meet the low-cost operation needs of airlines. I hope that there will be a seat class that can reach about 100, which can meet the 1500-km round-trip route and has a certain degree of comfort model.

　　 Of course, the most important thing is that the operating cost must be comparable to that of a regional airliner, so as to bring more profits to the airline.

　　 This is the initial prototype of the so-called branch line\main line airliner.

In fact, Boeing and Airbus have noticed this sinking market, and have also started to make some arrangements. For example, Boeing's Boeing 737-200 improvement plan and Airbus's downsized A318 passenger aircraft based on the A320 are all responding. This kind of products that sink the market.

But the problem is that although these two giants have noticed and withdrew from the corresponding products to get a share of the pie, many airlines do not buy it. The reason is simple. Airbus and Boeing are only in the Boeing 737 and A320. In addition to shortening the fuselage and replacing some modern parts, there are no substantial improvements in the repairs and repairs of the explosive models, so that the operating cost is not much less than the two basic models of Boeing 737 and A320.

　　 Even due to the maximum take-off weight of more than 60 tons, engine noise index and wingspan, the landing fees of Boeing and Airbus models competing for the sinking market at the airport are charged according to the normal narrow-body trunk airliner.

This makes Boeing and Airbus very hurt, because the sinking product they launched in their hearts is a macro MINI-EV that should be stupid and cute, but it has to be charged by the parking lot according to the heavy truck for long-distance transportation. Parking fee.

　　 That mood can be imagined.

　　 This is true even for manufacturers like Boeing and Airbus, let alone those airlines that have been paying attention to this matter, it is almost a MMP that is about to blurt out, a model that sinks the market, you two giants can't take it seriously?

　　 However, no matter how the airline complains, it is useless. Whoever allows Airbus and Boeing to occupy more than 80% of the global civil aircraft market is a proper monopoly.

They are not focusing on sinking the market to capture high profits. After all, regional jets are difficult to compare with mainline airliners in terms of profit margins and the number of equipment. The reason why they are trying to sink the market is just to squeeze the grass and fight rabbits. Well, their real market is still in the most lucrative mainline airliner field.

If you didn’t care about it, you wouldn’t be able to make any good products. Coupled with their own monopoly advantage, those airlines would naturally dare not say anything. After all, most of their profits are also in the main line transportation market, and branch lines... Maintain the model first.

However, the two giants, Boeing and Airbus, do not pay attention to this type of regional airliners. However, there are second-tier aviation manufacturers who think this is a good opportunity. Among them, Canada’s Bombardier and Embraer manufacture two regional airliners. The company believes that he can show his talents in this market, and maybe the carp jumped into the world's third-largest aerospace manufacturer, and it may be comparable to Boeing and Airbus.

　　 But because of this, Bombardier and Embraer are somewhat hesitant, because a 100-seat passenger plane is equivalent 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 knew that once they mastered the development and manufacturing of this seat-level passenger aircraft, it would be equivalent to opening up the two lines of Ren and Du, and then the main line. Passenger jets and wide-body jets will be unimpeded.

　　Because of this, Boeing and Airbus are strictly guarding against this level of passenger aircraft. No matter how the performance is, one can kill the other. It is really a person who blocks the killing of the Buddha.

Bombardier and Embraer, as well-experienced aviation manufacturers in the industry, are naturally aware of the power of this red line, so they know that this is an opportunity to turn themselves into a butterfly, but they are afraid that they will be stepped on by the big man before the cocoon is broken. dead.

　　Is it going to grow, or to survive, to be honest, Bombardier and Embraer are very entangled.

However, the entanglement between Bombardier and Embraer takes off in China is a different story. If China took off a few years ago due to huge exports, it might be the same as Bombardier and Embraer, so the entanglement is really torn between Boeing and Airbus. , But with the -2000 pilot passenger carrying out the transportation mission of the Belgrade event, China's take-off has actually stepped on the red line of the two giants.

　　 was included in the XXX Act is the most typical proof.

Fortunately, at this time, Boeing and Airbus still have more face, instead of resorting to the three indiscriminate methods, they used so-called "technical standards" to lock China's Ascendas products into the international market, thereby cutting off China's lazy survival. Export trade.

Fortunately, Zhuang Jianye has not been doing nothing for nothing in recent years. He had already prepared for it. The civil aviation product line was restricted and he simply stopped installing, and directly showed off to engage in military products. Anyway, the aerospace military was transferred to civilians~www.readwn.com~Civilized to military Like any door, as long as you have the technology, you can do whatever you want.

Because of this, China Ascendas has never considered the reaction of the two giants Boeing and Airbus when it comes to regional and mainline airliners. It is more based on domestic reality and believes that the market prospects for regional and mainline airliners are far higher. At this stage, it is a regional passenger aircraft of 50-seat class and 70-seat class.

　　The reason is very simple. With the domestic demonstration of high-speed railways and the start of 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 area in the future.

　　 The biggest advantage of civil aviation aircraft over railways is its speed and efficiency. Once high-speed rail is popularized, long-distance air transportation over 1,000 kilometers will be fine, and short distances below 1,000 kilometers will be embarrassing first.

　　 After all, where is the cost of air transportation? In any case, there is no low cost of railway, especially for inter-provincial transportation of about 500 kilometers. The cost-effectiveness 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, the regional airliner with larger passenger capacity, longer range, better comfort, and lower operating cost will inevitably become a replacement for many regional airliners today and the main force of medium and long-range air transportation.

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